Seaways October 2022

Seaways
October 2022 www.nautinst.org
The International Journal of The Nautical Institute

Widening the net Green compliance Digitalising safety Ensuring the future
Fishing, research and ICS seeks clarity p11 SIRE moves to Singapore conference p24
the SMS p04 paperless p14
Vessel handling
– what your pilot
needs to know
Know your ship, and know how to share p06
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Contents October 2022
Comment & Opinion 12 Facing reality Reporting back

The ICS moves to provide clarity on
03 Focus environmental regulations 21 Nautelex
NI Chief Executive John Lloyd FNI News affecting the maritime professional
14 SIRE 2.0 – digitalising safety
Features The impact of going paperless 22 Conferences
World Marine Aids to Navigation day
04 Casting the safety net wider 22 Aids to Navigation
Fishing, research and safety in the US A place for both traditional and modern Members & Branches
06 MPX – beyond the basics 24 Singapore 50th Anniversary
What your pilot needs to know about MARS conference report
how your ship handles
17 MARS reports 30 Branch activities
09 IMO update Hot sludge burns from blocked pipe;
Radiotelecommunications, search and safety alert on pilot ladders; fire in hold 35 Out and about
rescue, review of accident reports, and while loading scrap metal; drifting
more collision with fishing vessel
Obituaries
36 New members
Seaways
The International Journal of The Nautical Institute
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E-mail: editor@nautinst.org
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ISSN 01 44 1019
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© 2022 The Nautical Institute Stephens & George, Merthyr Tydfil
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The technology tide
MEMBER
Finding your future role EXCLUSIV

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Watch the webinar!

If you missed the recent webinar you can access
it via The Nautical Institute website
> log in at nautinst.org > My NI
> Presentations and webinars
‘Automation is coming but it won’t replace

seafarers’ was the verdict of a recent
roundtable discussion. This webinar explores
how people and machines can work together
harmoniously to improve efficiency and safety.
You will also be able to view a range of other past

webinars on subjects including:
Ship’s Power Limitation
Pilot Ladder Safety
VR Maritime Training
2 | Seaways | October 2022 Read Seaways online at www.nautinst.org/seaways

Captain John Lloyd FNI Chief Executive
Focus
Community and engagement
T
here is no doubt that the passing of Her We have already secured pledges of support, both
Majesty Queen Elizabeth II has cast a shadow technical and financial for our programme and I hope
over the UK. The Nautical Institute has long- all of our Dynamic Positioning Operators and others
standing associations with The Royal Family; with an interest in this region and sector will attend and
both the Duke of Edinburgh and the Princess Royal exchange ideas and expertise.
were appointed Honorary Fellows of The Nautical
Institute and we were delighted to host Princess Anne
Launch of a new Branch
Many of you will have seen the recent announcement
at our Annual General Meeting and NI 50th Anniversary
of the launch of our branch in Germany. This is a great
event in Plymouth during July.
result brought about by the hard work of members
Her Majesty was Master of the Merchant Navy
in and around Hamburg in particular. It is fabulous
and Fishing Fleets in the UK, illustrating a key grasp
that we have another regional point of contact with
and understanding of these professions and their
The Nautical importance to the success and prosperity of every
the maritime community – especially in an important
maritime hub such as this. All of our branch officials
Institute will strive nation. Her role extended far beyond the pageantry
are pivotal to the success of the branch and I thank you
that formalised her role as Head of State for many
in its own way countries.
for the hard work that goes into making the branch
a success. I know that many of you are supported in
Her Majesty was a superb ambassador for our
to continue to community at every level and forged friendships
this endeavour by your employers, especially leading
shipping companies and others in the maritime
engage through and loyalty unmatched by many. Her efforts have
community. My thanks extends to them as well in
helped foster harmonious international relations and
our international encourage international engagement in ways that set
helping nurture and develop our capability.
us all a great example of respect and understanding.
network, We are sad at her passing and will strive in our own way
On board, online – and on the go
As well as engagement through the branches we are
enhancing to continue to engage through our own international also seeking to reach out to our community, and in this
network in a positive way enhancing communication case especially our members, through increased use of
communication and support for each other. technology. We have recently enhanced our capability
and support 50th Anniversary events through your dedicated Nautical Institute App ‘Seaways’
so you can take us with you wherever you go!
for seafarers Our engagement and communication through the
NI 50th events continues throughout October with
Your upgraded NI member app offers you the
opportunity to not only read Seaways magazine while
worldwide special events planned in Liverpool and Rio de Janeiro.
you are on the go but also watch technical webinars,
Great work by the branch teams have brought these to
view the Institute’s latest news, read The Navigator
fruition on 13 and 21 October respectively and I hope
magazine and access the full library of MARS reports
if you are in the region, you will make every effort to
from your phone or tablet.
attend and support these events.
What’s more, the app now allows you to nurture
We will also be holding our second ever Dynamic
your career by recording and managing your CPD and
Positioning Global Training Providers event this year
browsing the latest short courses available from The
in Rio de Janeiro, just a few days before the Branch
Nautical Institute. Go to your app store and download
conference itself. Focusing on the offshore energy
the ‘Seaways’ NI member app today to join the 20%
sector in this important conference will attract an
of members already embracing this communications
international audience of keynote speakers and
route.
experts. The event is open to all with an interest in the
Offshore Energy sector – especially in Brazil. Details for
registration can be found at: https://bit.ly/3SjbUUh
p14 p22 p24 p25
Read Seaways online at www.nautinst.org/seaways October 2022 | Seaways | 3

Cdr. Jonathan R. Heesch, NOAA, AFNI
Captain’s column
Casting the safety net wider
T
he United States has a unique agency committed to science,
service and stewardship under the US Department of Commerce.
To understand and predict changes in climate, weather, ocean
and coasts; to share that knowledge and information with
others; and to conserve and manage coastal and marine ecosystems and
resources. This is the mission of the National Oceanic and Atmospheric
Administration, NOAA.
As part of NOAA, the National Marine Fisheries Service is responsible
for productive and sustainable fisheries, safe sources of seafood, recovery
and conservation of protected resources and healthy ecosystems. This
is done through a series of regulatory regional offices that work closely
with America’s Fishery Management Councils as well as six regional
science centres who conduct surveys and research to ensure a sustainable
fishery far into the future. In order to accomplish this mission, as well as
many other missions of the various line offices, the Office of Marine and
Aviation Operations (OMAO) manages a fleet of 15 ships and 10 aircraft.
Reuben Lasker
I have the privilege of commanding one of those 15 ships. The NOAA
Ship Reuben Lasker is the newest of five Dyson Class Fisheries Survey
Vessels and is one of the most technologically advanced fisheries research
vessels in the world. We have significant multibeam sounding capabilities
with multiple sensors used to detect various forms of biomass in the Photo credit: Cullen O’Sullivan
ocean which can be used to determine the amount and species of fish
more incidents because of a simple lack of understanding and discussion
in our area survey which extends along much of the west coast of North
related to the operation at hand.
America. We also conduct regular trawling operations in order to sample
I hope the transfer of knowledge and robust professional commitment
the biomass to determine stomach content, age, sex, and chemical
to safety as maritime professionals can be readily transferred to fishers
composition in the various samples. everywhere so that one day the fishing industry will not be one of the
Essentially, we are a large and very technologically advanced fishing most dangerous industries in the world.
boat – which brings me to the discussion around fishing safety and
some of the efforts The Nautical Institute is putting forward to support
the development and implementation of a Fishing Safety Management
System. While this effort is in conjunction with the UK’s Maritime and
Coastguard Agency (MCA) and focused primarily in the UK, I am working
with the NI as well as the Fishing Industry Safety and Health (FISH)
Platform to promote the use of enhanced safety and health for fishers
everywhere. OMAO has a robust Safety Management System for its entire
fleet of ships, with overarching procedures for general deck, over-the-
side, trawling and winch operations. These procedures serve as a basis for
an individual ship’s ‘ship specific instructions’ (SSI). The SSIs are designed
for each operation individually. They are reviewed for accuracy and to
ensure that what is written is a genuine reflection of the actual process, to
give the most accurate transfer of information to enhance the safety of all
those involved.
Safety in practice
We have a specific SSI for each type of net, as each net generally has a
different deployment and recovery process. These are used during walk-
throughs with new crew members to ensure they are fully versed in the
terminology, set-up and what their specific roles will be in the process.
It is important to ensure they have the big picture of the process before
beginning to work their own roles. This allows for them to apply the
concept of ‘think twice, act once’ as they conduct their work in the fishing
operations. In many areas of the fishing industry this knowledge and
buy-in to the process is often missed – and in my opinion leads to many Photo credit: Jonathan Heesch

Captain’s Column
Photo credit: ENS Emily Ruhl, NOAA Photo credit: Jonathan Heesch
NOAA is composed of six line offices with various responsibilities.

While this article primarily focuses on the Office of Marine and
Aviation Operations and NOAA Corps as well as the National Marine
Fisheries Service, it is good to understand the wide areas covered by Mariners’ Alerting and Reporting Scheme
NOAA in the other line offices.
O The National Ocean Service has a wide mission set, but is most
familiar to mariners through the Office of Coast Survey, ‘America’s
Chartmaker since 1807’. NOS is the home of hydrography in the
United States.
Experienced a marine
O The National Weather Service (NWS) provides extensive
forecasting expertise across the nation and extends well into
the realm of the water through its Ocean Prediction Center and
accident or near miss?
multiple products created with the mariner in mind.
O Closely related is the National Environmental Satellite Data and Help keep others safe by
Information Service (NESDIS) which operates all of the nation’s
weather satellites as well as those used for ice tracking and is
sharing what you learnt
the American representative and provider in the International from the incident
COSPAS-SARSAT Programme.
O The Office of Oceanic and Atmospheric Research – does what it
says on the tin! It carries out research that supports enhancing
NOAA’s mission of Science, Service and Stewardship.
For more information:

NOAA: https://www.noaa.gov/
OMAO: https://www.omao.noaa.gov/
NOAA Corps: https://www.omao.noaa.gov/learn/noaa-
commissioned-officer-corps
Reuben Lasker: https://www.omao.noaa.gov/learn/marine-
operations/ships/reuben-lasker
Contact us in confidence at
All photographs courtesy of NOAA
mars@nautinst.org

Feature: MPX: beyond the basics
MPX: beyond the basics

What the pilot needs to know about your ship – rudder and propeller control and ship
manoeuvring characteristics
Compare and contrast

Ed Verbeek There is an important difference in perception between captain and
FNI pilot. Generally speaking, captains compare their present ship to the
last ship they sailed on. Pilots compare the present ship to what they’ve
come to believe is ‘normal’ for this class of vessel. To give an extreme
A
s a pilot, you get used to having to learn the quirks of the example, suppose the captain previously sailed on a capesize bulker
ships that you are handling very rapidly – but sometimes they and is now on a containership. Compared to the bulker, the container
are not easy to pick up. On one outbound pilot trip I could ship stops exceptionally quickly, and that is what the captain might say
not figure out which way the controllable pitch propeller in the MPX. The pilot might then come to the conclusion that the ship
turned – not after the Master/Pilot Exchange (MPX), and not during stops exceptionally quickly compared to the average container ship,
my attempts to clarify the situation during the hour’s trip from berth to which might be completely incorrect.
It would be very helpful if the captain could give quantifiable results,
lock. In the end I just entered the lock very slowly, gave a short Slow
rather than general impressions. The results from the crash stop test
Astern to see which way the ship was turning, and acted accordingly.
and the 10-10 Zig Zag could give a real insight here. It would be very
But it should not have to be this way!
helpful if captains/bridge teams were able to show these tests, and point
As a ship’s officer, it is important not just to be familiar with the to any aspects that are way outside the normal, if (and only if!) there
relevant characteristics of the ship you’re on, such as the rudder and are any. Pilots would need to be so familiar with the general outcome
propeller control and ship manoeuvring characteristics, but also to of these tests that they would be able to understand the main aspects at
think about how you can clearly communicate these characteristics first sight. Which values are normal? What do abnormal values signify?
in a concise way. This is necessary not just for the MPX – which The aim here is not to prompt long discussions and explanations, but
may be a more or less frequent occurrence, depending on the trade to find a quick and quantifiable way of identifying anomaly. The MPX
– but also when captain or bridge officers go on leave. Here, too, the should be short and to the point, especially during arrivals when the
characteristics need to be clearly communicated at the handover. ship is still being navigated.
Your pilot should be familiar with manoeuvring characteristics before this point!

What to highlight
So what are the most important features to know? And how do you
communicate them concisely? Here are some points to consider
highlighting that will help the pilot know how best to advise.
Start with power generation – what type of engine have you got,
diesel, diesel-electric, battery electric or wind-assisted? Then look at
how they affect manoeuvring characteristics.
STOPPING
The FPP
In the case of a diesel engine: is it a directly reversible/fixed pitch
propeller (FPP); a geared/FPP; a controllable pitch propeller (CPP); an
azimuthal thruster? cases, the way the CPP behaves will depend on the type of failure
If it is a directly reversible engine: how much time does it take to experienced – for example, whether it is an electric failure or a
start? I have had cases where it has been more than 20 seconds – hydraulic failure. There are ships with CPP that also have reversible
definitely information I needed to know! engines. In this case, the CPP fails in Full Ahead, and the ship can be
How many starts are available? Once I was on a ship with an manoeuvred from the engine room using old fashioned telegraphs. I
apprentice: the ship had six consecutive starts. The apprentice was not can only encourage you to know your system!
used to this kind of set-up and in his enthusiasm used several stop- Occasionally, you come across a ship with a diesel engine and an
starts to stay nicely lined up in the approach to the lock. After four azimuthal thruster. Although an azimuthal thruster in some respects
starts I reminded him that he only had two more – something he had gives a similar feel to a pod, there are some differences that need to
completely forgotten while concentrating on getting a good approach. be taken into account, so communicate clearly that it’s an azimuthal
Where are the critical revs? thruster.
Is there a load program within the manoeuvring range? In general, on ships with azimuthal thrusters or pods the
So what might good MPX communication look like, taking all these manoeuvring takes place hands on: the communication (‘thinking
things into account?: aloud’) is aimed at keeping the team members informed of the
We have a start-stop engine and a righthanded FPP. It takes about ten intended outcomes, rather than the settings to achieve them, as the
seconds to start, we have approximately eight starts. settings are continually adjusted according to need.
The critical revs are eg ‘in between Slow and Half’ or ‘above
Electric: FPP; Pod; Azimuthal Thruster
Manoeuvring Full’.
If electric propulsion is driving conventional propellers, be aware of the
The load program kicks in above half, but can be overridden in
time that is needed to reverse the electric motor – as mentioned earlier
emergencies.
with the combination diesel – azimuthal thruster/pod.
The conversation should also cover any unusual arrangements that
influence shiphandling – for example if there is a fixed nozzle around Unusual systems
the propeller, or a rotating (Kort) nozzle, and if this nozzle is equipped Systems like waterjets, Voith-Schneider, Vectwin have their own
with a fin or additional rudder, etc. specialities when operating including reversing: be prepared to explain
the system in a very short, concise but still understandable way.
Avoid CPP confusion
As mentioned above, the controllable pitch propeller (CPP) can often STEERING
be a source of misunderstandings. When the captain says the ship has Let’s start with installations which have a separate rudder. You need to
a ‘right handed’ CPP, does that mean that the direction of rotation of know something about the type: is it (semi) spade? Balanced? And even
the propeller is right handed, so that ship will turn to port on astern? more important: is it of a high lift type?
Or does it mean that the propeller acts like a right handed FPP, and With fish-tail rudders and other single blade rudders, high lift
the ship will turn to starboard? To avoid this situation, I will always ask: rudders are easily identifiable by the rudder indicator, which will
‘When we give astern, which way does the ship generally turn?’ If I ask: go until something of the order of 60°. Becker and other rudders
‘Does the bow turn to starboard?’, there are captains who correct me consisting of two blades are more tricky: generally the indicator will
and say: ‘The stern turns to port’… (they are completely correct!) only show the angle of the main blade. If you don’t know what you
There are load systems for CPP as well. Sometimes the astern pitch are dealing with, in the first instance it looks like you have a ‘normal’
is quite limited. It is necessary to communicate this too. rudder. If the pilot is not explicitly told that this is a high lift rudder,
On some CPP ships, steering is lost if the pitch is reduced too quickly. they might be in for a shock at the response of the ship!
If this is a known phenomenon, it needs to be mentioned in the MPX. On ships with two propellers, the rudder installation is even more
Another example of good MPX communication: important. Twin propeller, single rudder ships are notoriously difficult
‘We have a CPP. When giving astern, the ship tends to come to to turn. There are ships on which the rudders are placed at the inward
(starboard/port), generally (‘quite controlled’ or ‘fast’). side of the propeller shafts so that the shaft can be pulled without
Our load program takes 25 seconds from manoeuvring Full Ahead to detaching the rudder. Because of this position the flow of the propellers
Full Astern. partially bypasses the rudders. This is especially a problem when the
Maximum pitch astern is about 70% of ahead. engines are split (one ahead and one astern). I call this system ‘single
If you reduce pitch very quickly, she loses steering quite easily and it rudder in disguise’ as the ship handles a bit like a twin prop-single
might be hard to get her under control again. rudder ship. If a ship is equipped with this, it needs special attention at
Pitch 0 will give a slight thrust forward, around 0.5 kt. the MPX.
It is important that the ship’s crew know the failure modes of The Kort nozzle is another point worth highlighting: it is separate
the CPP. Most modern CPPs maintain the set pitch when failures from the propeller/propulsion but it has a great influence on the astern
occur. Older CPPs fail into either Full Ahead or Full Astern. In some and steering characteristics. A Vectwin system has this as well.

Bow/Stern thrusters I have given a few examples of good MPX practice for individual
According to a document circulated to Dutch pilots, bow thrusters system components above. Let’s look at a model MPX for a more
that fail to perform when required are the top mechanical factor complicated ship. Please remember that throughout this MPX (and
contributing to damage. So when I hear during the MPX that a ship afterwards) the pilot card should be in front of the pilot, so that they
has a [bow] thruster, this always gets my special attention. Of course I’d can read along:
like to hear how strong the thruster is. My next question will be if all So Pilot, we have a diesel electric propulsion here, it takes a bit of time to
that power is available to use. Before I made a point of asking this, now change the direction of the propellers.
and then when entering the lock, the captain would say: ‘You cannot Twin FPP out-turning propellers, so when you split the engines, the
use step three, we’ll have a black-out.’ propeller effect will help.
With larger units, you need to know the response time. How long Ahead 18,000 HP each propeller, astern power is about 75%. You’ll find
does it take before the thrusters start to deliver? I’d also like to have an we have enough power to stop or accelerate as you would expect of a
idea at what speed the thruster starts to become noticeable. As a rule cruise ship.
of thumb, the more tunnels, the higher the speed at which the thruster We have twin rudders, but unfortunately they are off-set inside the
starts to have a noticeable effect. Anti-suction tunnels increase this propeller shafts. I’ll make a small drawing to show you how this will
speed even further. affect steering. She might react less to the rudder than you would expect.
Whatever the details of the thruster system, tunnelled or non- Two bow thrusters, 2,000 HP each, with an anti-suction tunnel. You
tunnelled, the particulars need to be communicated. would normally start to notice an effect from 5 kts.
Creating a pilot card Only one stern thruster of 2,000 HP, combined with the off set rudders
Communication during the MPX communication is greatly assisted that means that transverse power at the stern is limited.
by using an appropriate pilot card. We’ve seen that a lot of information Depending on the situation, we generally start to think of a tug when
needs to be covered – far more than can ever be remembered. The winds exceed 10 m/s, and need a tug with winds above 13 m/s.
pilot card needs to be available for the pilot until they leave the To summarise:
vessel. The pilot card is not a piece of paper to ensure there is a paper OKnow all relevant characteristics of your ship.
trail. It should be a practical, handy aide memoire, available at need OKnow how to communicate them.
throughout the pilotage. The nice thing is that you can practice every time you take a pilot!
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Feature: IMO Update
At a glance
NCSR
The IMO Sub-Committee on
Navigation, Communications and
IMO Update
Search and Rescue (NCSR) deals with
all matters related to navigation and
NCSR clarifies
communication, including routeing
measures, reporting systems, carriage
requirements, performance standards
for navigational and communication
equipment; LRIT, and the development
AIS classifications;
of e-navigation. It also deals with
search and rescue (SAR) and GMDSS
matters. NCSR is a sub-committee of
the Maritime Safety Committee (MSC).
fraudulent vessel
The ninth meeting of the NCSR was
held remotely from 21 to 30 June 2022.
The meeting was chaired by Mr Nigel
Clifford (New Zealand). The Vice-Chair
was Mr Alexander Schwarz (Germany).
Topics covered included fraudulent
registration of ships, routeing
measures, satellite navigation
systems, places of refuge, the Polar
Code, GMDSS, ECDIS, AIS and LRIT.
registration; III reviews
III
The IMO Sub-Committee on
Implementation of IMO Instruments
(the Triple I or III Sub-Committee) deals
safety reports
with implementation issues, including
the mandatory IMO Member State
Audit Scheme, Casualty Analysis and
lessons learned from marine incidents,
Port State Control (PSC) data, and While there would clearly be some benefit
Guidelines for Survey and Certification Captain Robert McCabe to this additional information, The Nautical
including the survey guidelines FNI, Chair, IMO Committee Institute took the view (as expressed previously
under the Harmonized System of at NCSR8) that these advantages were
T
Survey and Certification (HSSC). here was a very busy agenda for the NCSR overcome by the risks and disadvantages.
The IMO Member State Audit Scheme meeting with over 100 papers, including The Colregs, other than in cases of restricted
(IMSAS) is a critical process for ensuring some topics that are very important to visibility, do not differentiate between vessels
consistent and effective application The Nautical Institute membership. The that are underway and making way and those
of IMO instruments across the globe. Nautical Institute was represented at all plenary not making way. There would be a significant
sessions and at the Communications and Navigation risk of incorrect assumptions if AIS made such a
The 8th meeting of the III Sub- Working Groups.
Committee was held remotely from distinction. There would also be a responsibility
25 to 29 July 2022 with Mrs Claudia Underway not making way on vessels to frequently adjust their AIS status to
Grant (Jamaica) in the chair, supported While AIS is not recommended as a primary means of reflect a change from making way to not making
by Vice Chair Captain Marek Rauk determining risk of collision, the information provided way. It was agreed that further consideration was
(Estonia). Working groups were formed is of value to the mariner and Vessel Traffic Services required on this matter.
to consider the analysis of marine (VTS) in determining the identity and movement of
safety investigation reports, guidance vessels. The messages transmitted by AIS are set out Ongoing military conflict in Ukraine
on the implementation of the III Code, in International Telecommunication Union (ITU) NCSR considered issues related to the areas
and Survey Guidelines under the HSSC. Recommendation ITU-R M.1371-5. The content of for which the sub-committee has responsibility
The Nautical Institute was this document is under review. There is a proposal to and in particular the impact on the conduct of
represented at all sessions. amend the messages from ships to distinguish between search and rescue (SAR) operations at times of
vessels that are making way and those that are drifting war. Amendments were made to the existing
with their engines on standby. A special joint session Traffic Separation Scheme (TSS) and associated
of the Communications and Navigation Working measures in the approaches to and between the
Groups was held to discuss this proposal. ports of Odessa and Ilichevsk, Ukraine.

Feature: IMO Update
Fraudulent registration and/or salvors as well as other involved parties on how to take a
The Working Group on Communications was asked to consider decision when a ship needs assistance and seeks a place of refuge.
unlawful practices associated with fraudulent registration and registries A draft revised Assembly resolution will be submitted to the MSC,
of ships. In particular, members were asked whether to investigate Marine Environment Protection Committee (MEPC) and legal
how ships without proper registration were able to obtain Maritime (LEG) Committees for approval, with a view to adoption by the IMO
Mobile Service Identity (MMSI) numbers and to manipulate AIS Assembly in 2023.
data transmissions. The Working Group noted that some ships
GMDSS Modernisation
are deliberately using fraudulent MMSIs to handle cargoes from
The Sub-Committee approved a number of actions relating to Global
sanctioned countries. These ships change the MMSI entry in their
Maritime Distress and Safety System (GMDSS) modernisation for
AIS very frequently, making them difficult to detect. Port and flag state
future adoption by the Maritime Safety Committee (MSC):
inspections, active coordination among various ship databases (eg ITUs
O Revision of GMDSS Coast Station Operator’s Certificate (CSOC)
MARS database) and the information provided by the Long Range
syllabus;
Identification and Tracking (LRIT) system could help to identify
O Draft MSC GMDSS Circulars relating to:
fraudulent use of MMSI.
O Operating guidance for ships in distress situations;
The Group also noted that a Safety of Navigation (SN) or Maritime
O Response Digital Selective Calling (DSC) distress alerts by ships;
Safety Committee (MSC) circular could be prepared to raise awareness
O Distress alerts and alerting of search and rescue authorities;
on this matter and to identify the step-by-step measures that could help
O Harmonisation of GMDSS requirements for radio installations on
to address unlawful practices of this kind.
board SOLAS ships.
Routeing Measures MSI, Mobile Satellite Communication Services,
The Sub-Committee considered the report of the Experts Group on
Ships’ Routeing and recommended the following changes be adopted
and SAR
A wide range of issues were discussed. The Sub-Committee
by the Maritime Safety Committee:
and Working Groups have been considering issues related to
O Amendments of existing Traffic Separation Scheme (TSS) and
interoperability and interconnectivity between the Inmarsat and
associated measures in the approaches to and between the ports of
Iridium services. This is very important for ensuring that all Maritime
Odessa and Ilichevsk, Ukraine.
Safety Information (MSI) is received both at sea and ashore.
O Establishment of a recommended route off Cape Shio-no-Misaki,
Definitions for important terms were agreed:
Japan.
O Interoperability: a system using an agreed communication
O Amendments of the area to be avoided in the region of San
format between an MSI and/or Search and Rescue (SAR)-related
Miguel, Santa Rosa, Santa Cruz and Anacapa Islands off the coast
information provider and multiple Recognised Mobile Satellite
of southern California and traffic separation scheme in the Santa
Services (RMSSs), without significant differences between information
Barbara Channel, USA.
sent, and providing confirmation of information received.
O Establishment of a no anchoring area in the southern portion of
O Interconnectivity: the ability for RMSS providers to transfer received
Pulley Ridge off the coast of Florida, USA.
MSI and/or SAR-related information between themselves to allow
O Recommendation on navigation for containerships in traffic
all RMSSs to access MSI and/or SAR-related information from a
separation schemes Off Vlieland, Terschelling-German Bight, Off
specific provider without having a direct connection.
Friesland and German Bight western approach.
The Sub-Committee completed a number of actions relating to MSI
Non-SOLAS Ships Operating in Polar Waters and SAR which will be submitted to MSC 106 for approval.
The Sub-Committee and Navigation Working Group considered O Completion of Navtex manual revision with a view to it becoming
the report of the Correspondence Group on safety measures for effective on 1 January 2023.
non-SOLAS ships operating in polar waters. The existing strong O Recognition of the BeiDou Message Service System (BDMSS).
recommendation that Member States should implement the safety O Amendments to LRIT Performance standards and guidance on the
measures of the Polar Code for such vessels as far as practicable was survey and certification of LRIT on ships.
noted. The Working Group finalised amendments to SOLAS chapter O Guidance on training on and operation of emergency personal radio
XIV and the Polar Code parts I-A and I-B that will extend the provisions devices in multiple casualty situations.
of the Polar Code to fishing vessels of 24 metres in length overall and O Guidance for the dissemination of search and rescue related
above; pleasure yachts of 300 gross tonnage and upwards and cargo information through the international enhanced group call service.
ships of 300 gross tonnage and upwards. These measures will enter into O Guidance for ships carrying large numbers of crew or passengers in
force on 1 January 2026. the event of a multiple casualty evacuation.
O COMSAR Circular on harmonisation of GMDSS requirements for
Guidelines on Places of Refuge radio installations on board SOLAS ships.
Effective access to places of refuge in an emergency is of critical O Revision of SAR Circular on the list of documents and publications
importance to the safety of the ship, its crew and the marine which should be held by a Maritime or Joint Rescue Coordination
environment. In 2003, the IMO adopted guidelines to provide a Centre.
common framework to assist coastal States to determine places of O Cessation of rectangular area addressed broadcasts in the Arctic
refuge and respond effectively to requests for places of refuge. However, NAVAREA/METAREAs on 31 December 2023.
under international law coastal States are not under any obligation O Progressed IMO positions for the World Radiocommunication
to grant places of refuge. There have been many instances where Conference 2023 (WRC-23).
Nautical Institute members and others have suffered significantly due
to delayed or refused access to a safe refuge for their vessel. Revision of ECDIS Guidance and Performance
The NCSR has now finalised significant amendments to the 2003 Standards
guidelines. The revised guidance aims to provide the basis of an The Sub-Committee approved a revised draft MSC Circular on
operational framework for coastal States, ships’ Masters, operators ECDIS Guidance for Good Practice, and finalised a draft revision

Feature: IMO Update
of the Performance Standards for ECDIS for adoption by MSC 106. The III Sub-Committee has been progressing a series of activities
The updated performance standards include the application of new aimed at improving the consistency of PSC inspections worldwide.
International Hydrographic Office (IHO) Data Standards and product This work has been advanced at intersessional Correspondence Groups
specifications (S-98, S-100 and S-101). and at a Drafting Group at III8 and is likely to be completed at III9.
Amongst the issues under consideration are:
Other business O Guidelines for Port State Control under the Ballast Water
O The Sub-Committee approved the mandatory carriage of electronic Management (BWM) Convention;
inclinometers on container ships and bulk carriers of 3,000 GT and O Proposals for enhancing the enforcement of MARPOL Annex V
upwards, subject to final approval. The proposed entry into force is including procedures for PSC to include fishing vessels;
1 January 2026. O Guidance for PSC Officers on suspension of inspection;
O The Sub-Committee finalised draft amendments to the LRIT O List of instruments relevant to Port State Control procedures;
Performance Standards. O Inclusion of control and compliance measures to enhance;
O A Correspondence Group will be established to work on the O Inclusion of inspection of anti-fouling systems on ships;
dissemination of MSI and SAR-related Information. O Amendments in relation to the short-term greenhouse gas reduction
IMPLEMENTATION OF IMO INSTRUMENTS measures.
The Sub-Committee has also advanced the preparation of guidance
Analysis of Marine Safety Investigation Reports on assessments of remote surveys, ISM Code audits and ISPS Code
A working group was established to progress the work carried out by the verifications. This guidance will consist of three parts:
intersessional Correspondence Group. The working group considered O Amendments to Survey Guidelines under the HSSC (Part 1);
16 major accidents as well as detailed accident reports from many O Amendments to the Revised Guidelines on the implementation of
member states. The outputs from the Working Group were approved the International Safety Management (ISM) Code (Part 2);
by the Sub-Committee and include lessons learned from 15 marine O Development of guidance on assessments and applications of remote
casualties to be published by the IMO. These are: surveys, ISM Code audits and ISPS Code verifications (Part 3).
- Enclosed space fatalities resulting from oxidation of wood chip
cargo. Fishing Vessel Safety and the 2012 Cape Town
- Damage to oil pipeline by ship’s anchor and related Master/Pilot Agreement
exchange issues. The Nautical Institute is becoming increasingly involved in initiatives
- Stevedore fatality in fall from portable ladder in cargo hold. to improve the safety of fishing vessels and their crews.
- Fatality from crush injury while riding on gantry crane. At IMO, the 2012 Cape Town Agreement is one of the key enablers
- Multiple fatalities from cargo hold fire and issues related to for improving safety in the fishing industry. The agreement, when it
dangerous goods with oxidising properties. enters into force, will be an internationally-binding instrument that
- Fatality resulting from snapped tugboat messenger line. sets minimum requirements on the design, construction, equipment,
- Multiple fatalities from lube oil fire on small passenger/cargo ship and inspection of fishing vessels of 24 metres in length and over or
and issues related to firefighting equipment. equivalent in gross tons.
- Fatality from twist lock falling from container. To enter into force the agreement requires the signature of 22
- Grounding and constructive total loss following deliberate deviation contracting States with an aggregate number of 3,600 fishing vessels.
from buoyed channel and related Bridge Resource Management To date 17 States representing 1,925 fishing vessels have signed the
issues. agreement. The target date for entry into force of the agreement is
- Fatality following explosion caused by burst Propane/Propylene gas 11 October 2022, the tenth anniversary of its adoption.
loading hose. There is a proposal before IMO to develop guidance to assist
- Capsize of livestock carrier due to incorrect loading of animal feed in competent authorities in the implementation of the agreement. This
bags. work will be progressed by the III Sub-Committee subject to approval
- Capsize of fishing vessel after gear fouled by VLCC. of MSC 106.
- Fatality following fall overboard when unlashing container cargo. Black Sea Grain Corridor
- Fatality following structural failure and collapse of pedestal crane on The III Committee considered issues related to the areas for which
offshore accommodation unit. the sub-committee has responsibility and noted the threat to Ukraine’s
- Multiple fatalities after foundering at anchorage when flooded territorial integrity and sovereignty, the breach of international law
in extreme weather through vent openings and insecure hatch and the UN Charter, and concerns regarding safety and security of
coverings. navigation, merchant shipping, the lives of seafarers, the protection
The Sub-Committee highlighted lessons learned from these of the marine environment, global supply chains and food security.
incidents for the attention of other IMO Committees with a view to The Sub-Committee also noted the information provided by the
avoiding similar occurrences in the future. Each of these incidents Secretary-General on the agreements under the Initiative on the
resulted in loss of life or serious injury and many involve familiar Safe Transportation of Grain and other Foodstuffs from Ukrainian
causes such as falls from height, enclosed spaces, human factors, and Ports, signed on 22 July 2022 in Istanbul, to establish a humanitarian
absence of PPE. Learning the lessons from these reports, The Nautical maritime corridor to allow ships to export critical cargoes of grain and
Institute’s MARS publications and other marine casualty investigation foodstuffs from Ukraine.
reports are critical to the prevention of similar incidents in the future. This report can only provide a summary of the detailed papers
Harmonisation of Port State Control (PSC) Activities and discussions which took place during the meeting. Members who
and Procedures require further information on these topics should contact Nautical
Port State Control inspections have had a very positive effect on Institute HQ.
safety at sea and protection of the marine environment. However,
consistent worldwide interpretation of the regulations and procedures
is important in order to avoid unexpected issues.

Feature: Facing reality
Facing reality
With November’s MARPOL deadlines rapidly approaching, shipowners must look at the measures
they need to be taking today.
‘We believe that this is the right time to provide ship operators
International Chamber of Shipping with practical assistance,’ explains Chris Waddington, Technical
Director at ICS. ‘It is essential that they have access to the best
expert advice possible on the implications of the legislation. The
T
here is no doubt that reducing emissions is the single most information provided in the Guide highlights and emphasises how
important global issue today. In the shipping industry these changes will directly affect ship operators and the decisions
the responsibility for achieving this falls squarely on the that must be made today.’
shoulders of ship operators, and compliance deadlines are The current IMO strategy establishes very ambitious targets,
rapidly approaching. including the reduction of carbon intensity by the existing fleet by
The latest amendments to MARPOL enter into force in November at least 400% by 2030 compared with 2008.
this year and shipowners are asking for support to guide them through This first edition of the Guide sets out plainly the key regulatory
the legislation and the practical steps that they need to take right now, changes for shipowners, operators and managers. Taking account
in order to be compliant by the end of the year. of the IMO implementation guidelines adopted in June 2022,
Yet the raft of measures that a ship operator will need to put in place it explains in detail the full range of additional technical and
by the end of the year to meet IMO greenhouse gas (GHG) reduction operational requirements which ships must now comply with,
targets is considerable. The confusing array of MARPOL amendments and explores the future implications of these rules, and the
circulars, resolutions and guidelines is yet another challenge to be dealt additional anticipated legislation.
with by an industry emerging from the pandemic and still facing the In due course, it is anticipated that IMO will collate its latest
consequences of the situation in Ukraine. GHG regulations within a Carbon Intensity Code. However, it is
The International Chamber of Shipping (ICS), which is at the unlikely this will be published for several years, says Waddington. In
centre of the debate, representing shipowners’ interests at IMO is the meantime, it is intended that this ICS guide serves as an interim
always looking for practical solutions to help the industry manage this ‘one stop’ collation of the latest mandatory requirements and how
transition. they all fit together. It has been written to guide readers through the
first step on the route to decarbonisation: preparing for compliance
To support shipping companies, ICS has published the industry’s first
with the IMO regulatory framework, and in particular, the 2021
definitive guide to the latest IMO rules for addressing GHG emissions
amendments to MARPOL Annex VI.
from ships, Reducing Greenhouse Gas Emissions: A Guide for IMO
According to Mr Waddington, it can be a tough task for a shipowner
Regulatory Compliance. This will help decision makers chart their way
or a ship operator to be sure they have the latest and complete
through the major technical and operational challenges they face in
regulatory requirements. ‘So, our initial idea was to come up with an
achieving the CO2 reduction targets for 2030 agreed by the IMO.
informal Carbon Intensity Code, something which as a minimum
would fulfil the same function as the eventual IMO Carbon Intensity
Code, which is some years off yet. It’s not imminent, certainly and
in the meantime, shipowners, for example, have to produce a Ship
Energy Efficiency Management Plan (SEEMP Part 3) and get it
approved by the end of this year,’ he adds.
The deadline for the Energy Efficiency Existing Ship Index (EEXI)
requirement, which come into force on January 1st, is a little bit more
complicated, he says, as it is tied in with the International Air Pollution
Prevention Certificate (IAPP) survey.
Chris Waddington again: ‘Shipowners will have to get to grips with
the regulation or will have to assess how close a vessel is to meeting it
and if it’s not meeting it, what they need to do to improve its efficiency
such that it can meet it and the EEXI.
‘You’ve got these tight deadlines on SEEMP and EEXI and in parallel
with that there’s a very confusing array of documents which represent
the requirements. It seemed obvious to us that what shipowners and ship
operators really need is something that will fulfil the same function as
IMO’s Carbon Intensity Code, even though it’s not going to be available
for a few years yet. So, that was our main objective, to gather together
Chris Waddington, Technical Director at ICS
all the pertinent latest documentation, the MARPOL amendments, the

Feature: Facing reality
circulars, the resolutions, the guidelines and reference those, list them ‘The complete decarbonisation of shipping will only be possible
and explain them and interpret them,’ he says. with the use of zero-carbon technologies and fuels such as hydrogen,
This edition is aimed at technical managers within a shipowner’s ammonia and electricity produced from renewable energy sources.
organisation, as well as superintendents responsible for maintaining But these don’t yet exist in scale or form that are ready for immediate
fleets. ‘It could also be of value to those involved in the design of new application to global shipping, especially large ocean-going ships on
vessels and the design of modifications to vessels, so shipyard designers intercontinental voyages. And of course, the cost of these new zero-
and naval architects. Such people will usually refer to the regulations carbon fuels is likely to be prohibitively expensive unless the price gap
themselves, but they will also look for guidance documents which between conventional and alternative fuels can be narrowed via the
interpret and explain in clearer language the requirements of the application of a market-based measure (MBM) implemented globally
regulations. At this point in time, IMO’s Carbon Intensity Code doesn’t by IMO. But action is required now and while at present we can really
exist, it’s just an aspiration so I think this document could be of use to only take things one step at a time it is important for ship operators to
that group of people as well,’ Waddington stresses. understand how to move forward effectively.’
But of course, as Chris Waddington reminds us, the work ICS is And, of course, those first steps are supported by the new Guide. The
doing today is only the beginning. ‘No sooner do we leave this year first edition of Reducing Greenhouse Gas Emissions: A Guide for IMO
behind us, then we will face the next phase of the GHG roadmap. Regulatory Compliance covers:
IMO is currently reviewing the GHG strategy for 2023, and there O Reductions of carbon intensity through the use of the Energy
could be a higher level of ambition than anticipated. Carbon Intensity Efficiency Design Index for new ships (EEDI) and the Energy
Indicators (CIIs) are still in their interim phase and the Energy Efficiency Existing Ship Index (EEXI).
Efficiency Design Index (EEDI) is being progressively hardened. O Submission of the Ship Energy Efficiency Management Plans
‘This is why subsequent editions of the Guide will take the operator (SEEMP) for external audit and statutory certification.
on a journey, as they will incorporate information directly relevant O Use of operational Carbon Intensity Indicators (CIIs) and the
to the timeline of measures being introduced at IMO. As these collection and submission of operational data, with ships being
requirements become known, so the later editions will provide more designated annually with an ‘A to E’ rating.
practical and safety driven information which can be shared widely
with shore offices and crews.’
IMO’s ‘Initial Strategy’ identifies levels of ambition for the
international shipping sector. It notes that technological innovation
and the global introduction of alternative fuels and/or energy sources
for international shipping will be integral to achieve the overall
ambition and recognises that reviews should take into account updated
emission estimates, emissions reduction options for international
shipping, and the reports of the Intergovernmental Panel on Climate
Change (IPCC).
Three levels of ambition directing the Initial Strategy have been
outlined by IMO. It states:
‘1. Carbon intensity of the ship to decline through implementation
of further phases of the energy efficiency design index (EEDI) for
new ships. Objective: To review with the aim to strengthen the
energy efficiency design requirements for ships with the percentage
improvement for each phase to be determined for each ship type, as
appropriate.
2. Carbon intensity of international shipping to decline. Objective:
To reduce CO2 emissions per transport work, as an average across
international shipping, by at least 40% by 2030, pursuing efforts
towards 70% by 2050, compared to 2008.
3. GHG emissions from international shipping to peak and decline.
Objective: To peak GHG emissions from international shipping as
soon as possible and to reduce the total annual GHG emissions by at
least 50% by 2050 compared to 2008 whilst pursuing efforts towards
phasing them out as called for in the Vision as a point on a pathway
of CO2 emissions reduction consistent with the Paris Agreement
temperature goals.’
When asked about the size of the task facing shipowners to meet the
above, Chris Waddington acknowledges that it isn’t something that
they can face alone.
‘The shipping industry is relying on those outside the sector to make
IMO’s long term ambitions achievable,’ he says. ‘We need new fuels,
new technologies – and we need to know how they will be paid for. At
ICS’s recent ‘Shaping the Future of Shipping Summit’ shipowners told
us that their biggest concern today is uncertainty. When you consider The new Guide will be launched shortly.
the lifetime of a ship can exceed 25 years, operators are having to make For more information, please visit the ICS Bookshop at
decisions today that may affect vessels still operating up to the 2050 https://publications.ics-shipping.org/ .
deadline.

Feature: SIRE 2.0: Digitalising Tanker Inspections
SIRE 2.0: Digitalising

Tanker Inspections
Following on from last month’s article introducing the new SIRE regime,
OCIMF’s Aaron Cooper looks at the implication of moving away from paper
The SIRE 2.0 Programme, inspection programme that will supersede its existing
Including the use of the
Aaron Cooper SIRE programme. The new regime, SIRE 2.0, will
OCIMF see the introduction of tablet-based inspections,
inspection tablet device, will:
a more comprehensive inspection process and
O Provide tools that will enhanced policies and procedures to bring significant
W
strengthen governance hen the oil tanker Torrey Canyon ran changes to how tankers of all sizes are assessed by
processes and allow more aground off the Isles of Scilly in 1967, inspectors.’
in-depth inspection reports. spilling around 100,000 tonnes of crude SIRE 2.0 inspections will be conducted on an
oil into the waters between England intrinsically safe tablet device installed with bespoke
O Provide the inspector with and France, the world was awoken to the myriad inspection software. As a digitalised (instead of
ready access to industry dangers of transporting oil cargoes by sea. Although paper-based) inspection programme, SIRE 2.0
guidance and vessel operator this incident was over five decades ago, it is important will provide more accurate information to enable
supplied information. to remember Torrey Canyon both for the damage OCIMF members and programme participants
caused and for the legacy it leaves. This catastrophic to make judgements on the quality and the likely
O Support dynamic question
event galvanised industry efforts to do better and to future performance of a vessel. It considers the top-
allocation allowing
work together to raise standards across the board. down safety culture of tanker shipping companies
a detailed review of
It was for this reason the Oil Companies and, crucially, integrates human factors (alongside
equipment, procedures International Marine Forum (OCIMF) was formed by hardware and processes) as a core component of
and human based aspects a coalition of oil companies seeking to collaborate on assessment across the entire inspection.
of each allocated question, how to mitigate risk in the construction and operation ‘Digitalising SIRE will bring this crucial inspection
resulting in more focused of oil tankers. programme in line with how the industry and people
inspection report content. Today, as a voluntary association of more than work today. It will integrate human factors elements
O Enable richer data collection 100 oil companies, OCIMF provides the technical into inspections in a way that wasn’t possible before as
to further improve
skills and knowledge to develop and implement well as ensuring that an inspection questionnaire can
practical guidance and best practice for companies be bespoke to the vessel and its equipment and allow
oversight of vessel safety
and individuals involved in the shipment of crude oil, the inspector to spend more time interacting with
systems and processes.
oil products, petrochemicals and gas. the officers and crew. Importantly, the programme
O Allow greater transparency itself can more readily evolve in line with changing
for all parties by using GPS
SIRE: underpinning tanker safety regulations, best practices and technologies.’
To reduce risk on and from tankers and terminals,
tracking, recording the date ‘We recognise that this will be a big change, but all
OCIMF’s Ship Inspection Report Programme (SIRE)
and time of each response parties involved in the inspection process will benefit
was launched in 1993 to provide a practical tool and
provided and recording from this much more comprehensive, intuitive
processes to help industry through the harmonisation
the addition and removal and informative regime and the enhanced marine
of the inspection process and to provide report
of negative observations. assurance data it will provide,’ Cooper adds.
recipients with a reliable evaluation of a vessel’s
O Allow the inclusion of condition and operational standards. Creating a more dynamic
photographic evidence, While the programme still serves industry well, inspection regime
where permitted by OCIMF believes that digitalising the inspection Under the existing SIRE programme, inspections
a port or terminal, to regime will ensure that as an organisation OCIMF is are conducted using a standardised questionnaire, in
support observations. able to keep up with the pace of industry change as paper format, with assessments made in terms of ‘yes’
vessel operators, managers as well as crew respond to or ‘no’ responses, with negative observations reported
O Verify photographs provided rapidly evolving risks. in text. Under SIRE 2.0, accredited SIRE Inspectors
by a vessel’s operator Aaron Cooper, Programmes Director, OCIMF, will instead complete a Compiled Vessel Inspection
showing the vessel’s physical explains: ‘Working with the industry, OCIMF Questionnaire (CVIQ) in real-time using a tablet
and cosmetic condition. is developing an enhanced and risk-based vessel device.

Feature: SIRE 2.0: Digitalising Tanker Inspections
The CVIQ is compiled using significantly upgraded SIRE 2.0 software

which uses an algorithm to select questions from a question library based
on the type of vessel, its outfitting and information supplied by the vessel
operator to create a bespoke risk-based inspection questionnaire.
As inspectors will be using tablet devices to report, observations
will also be supported with photographic evidence (where permitted)
for the first time ever, ensuring greater transparency and objectivity
throughout the inspection process. There is also more room for
context; questions in the CVIQ require the inspector to provide
responses based on hardware, processes and human factors with
observations graded from ‘not as expected’ through to, in the case of
human factor responses, ‘exceeds expectation’.
It is important to point out that this does not make these inspections
a punitive process; in fact, quite the opposite – under SIRE 2.0 there
is an opportunity to demonstrate best practices and have excellence
recognised. This much more all-encompassing approach will help
industry to better identify and address root causes of risk.
Moving from a paper-based to a tablet-based reporting process does
mark a significant departure, as Cooper admits, but the organisation
has followed a rigorous process of research, development and testing
of the digitalised process and the tablets used during inspections.
This will ensure that the use of the devices is practical and safe both
onboard and ashore.
‘We have worked hard to cover any and every eventuality in
considering the use of tablet devices – not just from a software and
inspection process perspective, but from a HSSE and cyber perspective
too. We understand that there may be some concern amongst terminals
about the use of tablets, but we’ve put mitigations in place that should
satisfy all parties while also ensuring optimum outcomes from the
inspections.
‘It’s been no easy task, but it is crucial that the safety and security
needs are protected.’
Reducing risks across the board
Each device is capable of using only the pre-loaded SIRE 2.0 software
and is ‘locked down’ using Mobile Device Management software to
prevent the use of unauthorised programmes, applications, tools or data
transfer connections.
‘A key objective of using tablet devices is to allow for photographs
to be taken during inspections to validate and support the inspectors’
observations. We understand that for terminals there are specific
considerations to account for related to photos, which is why cameras
on the tablets can only be accessed through the SIRE 2.0 software. The
tablet camera function can be disabled through the inspection editor
software and demonstrated to be so, if required,’ Cooper explains.
The devices are Zone 1/Div 1 certified when using Wi-Fi or
Bluetooth and tablets can be placed in flight safe mode if required by
terminal regulations.
‘It is important to stress that while there are complex considerations
that must be accounted for when using these devices onboard and in
terminals, the ultimate outcome – an inspection regime that will more
accurately report on the quality of a vessel and its crew – benefits all
programme users, including terminals.’
‘If industry is to deliver on its commitment to protect people and
the environment, it is crucial that this safety-critical programme
remains relevant long into the future and continues to evolve alongside
industry. We’re confident that all parties will quickly adapt and
become accustomed to the digitalised regime, in the same way that the
digitalisation of so many other aspects of maritime operations have now
become the norm.’
A range of resources and information about SIRE 2.0 are available on
OCIMF’s website, at www.ocimf.org/ programmes/sire2-0, including the
full SIRE 2.0 Question Library and supporting guidance materials.

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Providing learning through confidential reports – an international co-operative scheme for improving safety
Mariners’ Alerting and

Reporting Scheme
MARS Report No 360 October 2022
MARS 202241 12% of the victim’s skin surface had been covered in sludge, mostly on
his arms and legs.
Hot sludge burns crewmember The investigation found, among other things, that;
As edited from FEBEMA report (Belgium) 2020/003688 O A long sleeved overall and leather gloves could have greatly reduced
Î The main engine on a bulk carrier was switched over to very low the amount of sludge that contacted the victim’s skin.
sulphur fuel oil (VLSFO) to comply with regulations. Once the engine O The regular clogging of the fuel oil separator on board was probably
was operating on VLSFO, the sludge discharge line of the oil separator due to the cold flow properties of the particular blend of VLSFO in
frequently clogged, generating a ‘separator fail’ alarm on the alarm use. Mitigating action was taken to keep the process running by
panel. To mitigate the problem, it was decided that the oil separator was cleaning the oil separator twice a day, but the source of the problem
to be cleaned twice a day. had not been dealt with. A more detailed analysis of the specific
In the evening hours, the engineer on duty received a ‘separator fail’ blend of VLSFO, and in particular its cold flow properties, could have
and a ‘fuel oil bowl leak’ alarm on the computer. The vessel was rated solved the separation problems with this blend of fuel.
O Cleaning the separator was not a standard job on board. It was
as UMS (unattended machine space) and there were no engineers in
the machinery space at the time. Experience to date indicated that this decided to carry this out twice a day to deal with the new batch
of fuel, but no further risk assessment or safety measures were
alarm was a consequence of the contamination and clogging of the
implemented to mitigate the risks associated with this job.
separator bowl at the discharge line. As per procedures, the engineer
informed the bridge that he was going to the engine room. Lessons learned
Procedures also specified that two crew should always enter the O Expect the unexpected - in this case, that the discharge line was
engine space together. Despite this, the engineer on duty entered the completely blocked.
space alone, and did not put on his coveralls and gloves as he entered O The discharge line was not equipped with a pressure gauge, since the
the engine room – again contrary to procedures. Having transferred to sludge inside the discharge line is normally not under pressure. It was
the standby separator and shut the alarming separator, he opened the unusual and unexpected that the sludge was under pressure after
plug of the inspection hole of the sludge discharge line to verify the switching off the separator.
condition. The discharge line was completely blocked, so this did not O This is yet another example where lack of proper PPE was an
decrease the pressure between the blockage and the bowl opening. aggravating factor for the negative consequences.
Hot (40C) sludge oil gushed out of the inspection hole and covered the
engineer’s arms and legs.
The victim called for assistance and other crew arrived. They MARS 202242 – MIND THE GAP
attempted to wash the sludge off the engineer’s hands at the washstand
but the sludge was sticking to his skin. He was escorted to the ship’s Coast Guard (USA) Safety Alert 04-22
hospital and pain-killers were prescribed. After consultation, the Master Î The US Coast Guard is investigating a casualty involving a fall from
decided to evacuate the victim at the nearest port, approximately a pilot ladder where the handholds in the gate arrangement aboard
250nm from the vessel’s location. In the shore hospital, it was found that the vessel were modified so that the gate arrangement was not rigidly
secured to the vessel’s structure at the point where the ladder comes
aboard. This left a gap
in the handholds where
an embarking person
might reasonably be
expected to reach to
pull themselves up.
The gap above
the vessel structure
appeared to be a
modification to allow
for the passing of
the spreader during
deployment and retrieval
of the pilot ladder. This
made it possible to
retrieve the pilot ladder
without having to lift the
spreader up and over
the vessel’s railings.
Visit www.nautinst.org/MARS for online database

Providing learning through confidential reports – an international co-operative scheme for improving safety
A Safety Alert has been issued, although, at this time we cannot continued to increase and a nearby shipyard located downwind had to
speculate on how this modification contributed to the accident. Readers be evacuated.
are reminded that pilot ladder requirements as specified in SOLAS 2004 At this point, about 500 tonnes of metal waste had already been
(Consolidated) and by IMO Resolution A.1045 (27) should be strictly loaded. There was no fixed extinguishing system in the hold and the
adhered to. Master did not want excessive water in the hold because it could cause
the vessel to become unstable. It was decided that the cargo would
Lessons learned be unloaded and extinguished on the quay. However, the unloading
The International Organization for Standardization (ISO) recently
operation had to be interrupted because the crane operator judged that
published a series of standards aimed at improving pilot ladder safety.
the crane could be damaged from the heat of the fire.
These standards supplement existing IMO recommendations and
The hold was scanned with a thermal camera which showed that the
requirements for pilot ladders. Vessel owners and operators, shipboard
fire was still burning. Various extinguishing methods were discussed,
personnel and system designers are strongly encouraged to review and
including filling the hold with foam. After some stability calculations, the
comply with these standards.
vessel was trimmed so that the water could collect in the forward part of
O ISO 799-1:2019 Ships and marine technology – Pilot ladders – Part 1:
the hold, which was empty. The excess water was then pumped off the
Design and specification.
O ISO 799-2: 2021 Ships and marine technology – Pilot ladders – Part 2:
vessel and collected in tanks to be carried away for decontamination.
Maintenance, use, survey, and inspection. It took almost 12 hours to extinguish the fire, although in the end only
O ISO 799-3:2022 Ships and marine technology – Pilot ladders – Part 3:
minor damage was suffered.
Attachments and associated equipment. The investigation found that the fire was probably caused by
sparks or frictional heat generated during loading, which then ignited
flammable liquid or other flammable material within the load of scrap
MARS 202243 metal. The investigation concluded that management practices in
regard to the scrap metal were less than adequate. In particular, the risks
Fire in hold while loading scrap metal of handling metal waste mixed with combustible material had not been
As edited from SHK (Sweden) report RS 2022:05 adequately assessed.
Î A general cargo vessel was loading scrap metal using a shore grab.
Although the cargo declaration specified ‘scrap metal’, in practice there Lessons learned
were other elements of refuse in the scrap metal stockpile such as old O Sometimes, obvious risks are not seen until an accident happens.
car tires, wood, foam plastic and other plastic materials and containers In this case, the oil contaminated objects and flammable refuse
with small amounts of flammable liquid. The export company stated mixed in with the scrap metal were easy to spot. In cases like this, it
that the scrap metal cargo was allowed to contain 5% by weight of is important to have the fortitude and firmness of character to stop
material that was not metal waste but also was not hazardous waste. loading (or not load) if nothing bad has yet happened.
As loading progressed, smoke was seen coming from the cargo hold. O Vessels have capsized at berth to firefighting efforts by shore teams.
After a short period, the smoke intensity increased and the loading Close coordination is between the Master and fire chief is needed in
was stopped. Port staff called the municipal fire service. Meanwhile, order to properly execute the extinguishing effort without further risk
the ship’s crew were preparing their own hoses. The smoke intensity to the vessel.

MARS 202244 The bridge crew were working on two false assumptions.
O First, that because their vessel was drifting this put the onus on other
Drifting ‘give-way’ vessel collides with vessels underway to avoid their ship.
O Secondly, because the target was probably a fishing vessel, it would
fishing vessel give way to them by virtue of their size.
As edited from TAIC (New Zealand) report MO-2021-203
The fishing vessel’s skipper made no attempt to sight the container
Î A container ship under way was stopped and drifting at sea due vessel after noticing it on the radar at 4nm distance because he was
to port congestion at the next destination. The OOW was supported occupied with other tasks elsewhere on the vessel – no one was in the
by another crewmember as lookout. The vessel was drifting sideways wheelhouse.
towards the east under the influence of the westerly wind. At 03:10 the Another important finding of the investigation was that there is
lookout reported spotting a small vessel on the radar 6 to 7 nm away mounting evidence showing a compromise in crewing levels aimed at
and fine on the starboard bow. About 13 minutes later, this target now keeping small fishing vessel operations economically viable. This in turn
3.8nm away, was plotted by the lookout. is resulting in fishing crews either not achieving full compliance with
At 03:30, the lookout operating the radar reported to the OOW, who national and international legislation or operating when fatigued. Either
was occupied with other tasks, that the target was showing a small CPA. way, the result will be a higher risk of these vessels being involved in
The OOW was not concerned; he assumed, correctly, that the target collisions or groundings.
was a fishing vessel. His expectation, although flawed, was that fishing
vessels usually altered course and would keep out of the way, especially Lessons learned
as the ship was drifting. Meanwhile the lookout was now using a red O All vessels have a part to play in preventing collisions at sea,
laser pointer directed at the fishing vessel to warn its crew of their regardless of whether they are the stand-on or give-way vessel.
presence. O Making assumptions about the intentions of other vessels based
At 03:50 the OOW became concerned that the fishing vessel on false or scanty information is high risk, which will inevitably
was getting too close and did not appear to be altering course. At contribute to collisions at sea.
O When drifting, you are still a vessel underway and may need to
03:55 a relief OOW arrived on the bridge and spent a few minutes
familiarising himself with the ship’s situation. He then went to the manoeuvre as per the Colregs. Keep your engines at the appropriate
electrical equipment room behind the bridge with the OOW on duty level of readiness given the local circumstances.
O Should you wish to attract the attention of another vessel, do not use
to investigate a water leak that had developed there during the night.
About three minutes later, both officers were back on the bridge. The a laser pointer. Try the Aldis lamp, the ship’s searchlight or the ship’s
horn (at least 5 short blasts).
relieving OOW asked about the fishing vessel, which was now 0.5nm
away and still closing. They soon lost sight of the fishing vessel in the
blind sector ahead of the ship caused by the container stow. At this
distance the ship’s radar lost definition of the target and any displayed
data became unreliable. Very soon after, the fishing vessel made contact
with the container ship, but the bridge crew later recounted that they
did not see, hear or feel the collision. The lookout was sent forward with
a radio to investigate, while each officer went to one of the two bridge
wings in an attempt to see what was occurring at the bow. At about
04:05 the fishing vessel emerged from the container vessel’s port bow
and remained in the vicinity for about 10 minutes. The bridge team
made no attempt to contact the fishing vessel, nothing was recorded
in the bridge logbook and the Master was not informed.
The fishing vessel had crossed the container vessel’s bow with the
narrowest of margins; so close that the stabiliser arm collided with
the stem of the ship’s bow. The fishing vessel then pivoted around the
stabiliser arm and its port bow collided under the flare of the container
vessel’s port bow near the anchor. Still on autopilot, and with its engine
still driving ahead, the fishing vessel slowly scraped along the container
vessel’s hull as it rose and fell with the waves.
The fishing skipper, who had left the wheelhouse for other tasks,
arrived and put the engine in reverse, backing away from the container
ship. It soon became apparent that the watertight integrity of the hull
was intact. The skipper then attempted to contact the container vessel
by VHF radio, but because the communication antenna had been
damaged this was unsuccessful. The crew then severed the fishing line
and departed the scene, heading for port.
The investigation found that, although drifting, the container vessel
was nevertheless considered to be a power-driven vessel underway and
was therefore required to follow the Colregs and take the appropriate
action to avoid a collision, which it did not. The container vessel’s bridge
crew had detected and were plotting the progress of the fishing vessel
on their radar. They had correctly identified the target as a crossing
vessel, but it did not occur to them that their vessel was the give way
vessel.

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Nautelex
David Patraiko FNI rounds up the latest news, releases and events affecting the
Î maritime professional throughout the world
Lithium-Ion Fires Resilient Maritime
Î Allianz Global Corporate & carrier Felicity Ace with the loss ‘Batteries are not only a Logistics
Speciality (AGCS) has published of some 4,000 vehicles, put the potential cause of fire if damaged,
Î A Resilient Maritime Logistics
a Risk Consulting Bulletin on fire risks associated with transporting overcharged or subjected to
website aimed at supporting
risks and loss prevention measures electric vehicles (EVs), and the high temperatures, they can also
ports and other operators in
in shipping. The guide is available lithium-ion (Li-ion) batteries that aggravate other causes of fire at
times of disruption has been
for free download from www.agcs. help power them, firmly in the sea and are difficult to extinguish developed as part of the United
allianz.com spotlight. The exact cause of the as they have the potential to Nations Development Account
The report states that although fire may never be known, but it reignite days or even weeks later,’ (UNDA) project on transport and
shipping losses have more than is thought the presence of Li-ion says Khanna. ’Safe carriage has trade connectivity in the age of
halved over the past decade, fires batteries on board aggravated the become an emerging risk concern pandemics.
on board vessels remain among fire conditions. Given the growing for the shipping community, The website hosts a
the biggest safety issues for the popularity of EVs means many raising questions about the guidebook for ports aiming at
maritime industry. AGCS analysis more vehicles with Li-ion batteries adequacy of fire detection and building capacity to manage
will be transported by sea in future firefighting capabilities on board risks and enhance resilience.
of over 240,000 marine insurance
vessels, cargo loading procedures It features risk identification,
industry claims between 1 January – together with the fact that this
and even whether changes in assessment, and management
2017 and 31 December 2021 was not an isolated incident, it is
vessel design may be necessary, tools and approaches, case
worth approximately €9.2bn crucial that the maritime industry
given specialist equipment is studies, good practices and a
in value, shows that fire is the focuses on loss prevention best
required to extinguish any blazes step-by-step resilience-building
most expensive cause of loss, practice.
and salvage operations at sea can process for ports and other
accounting for 18% of the value ‘AGCS has long warned about
be challenging.’ Í relevant maritime supply chain
of all claims. the potential dangers that
actors. The guidance focuses
As recent events have lithium-ion batteries can pose for
on three types of resilience-
demonstrated, roll-on roll-off the shipping and wider logistics
building actions and measures,
(ro-ro) car carriers, the largest of industries, whether they are being
namely:
which can hold as many as 8,000 transported inside electric vehicles O Before a disruption
vehicles, can be susceptible to fire or as standalone cargo, if they are materialises;
risks, while there have also been not handled, stored or transported O During a disruption;
a number of blazes on container correctly, with fire being a O After a disruption.
ships. significant hazard,’ explains Captain The website is accompanied
In March 2022, the fire and Rahul Khanna, Global Head of by a free course structured
subsequent sinking of the ro-ro Marine Risk Consulting, AGCS. around six modules and focusing
on port and maritime supply
Indian Ocean no longer High Risk chain resilience . This training will
help to better understand the
Î After more than a decade of on 1 January 2023, allowing and advise on maritime security importance of well-functioning
effective threat-reducing counter- charterers, shipowners and threats to assist the safe transit maritime supply chain and ports
piracy operations, the shipping operators time to adapt to the of vessels and the seafarers who for highly interdependent world
industry has removed the ‘Indian changed threat from piracy. The crew them. Pre-voyage threat and economies and the need to
Ocean High Risk Area’ (HRA). area being removed is the ‘High risk assessments should consider build their resilience in the face
The removal of the HRA reflects Risk Area’ as shown on UKHO Chart the latest maritime security of heightened, uncertainty and
a significantly improved piracy Q6099. The Voluntary Reporting information from organisations disruptions.
Area (VRA) administered by UKMTO supporting the VRA. Í The Resilient Maritime
situation in the region, largely due
Logistics website and related
to concerted counter-piracy efforts has not changed.
content and material aim to
by many regional and international Ships entering the VRA are
help stakeholders across the
stakeholders, according to a report encouraged to report to the
maritime supply chain to better
from BIMCO. No piracy attacks UKMTO and register with the
manage risks, prepare in the
against merchant ships have Maritime Security Centre for
face of disruptions, ensure
occurred off Somalia since 2018. the Horn of Africa (MSCHOA) in effective response measures and
The IMO has been informed of accordance with industry BMP enable rapid recovery across
the decision made by International (Best Management Practices). the maritime supply chain.
Chamber of Shipping (ICS), BIMCO, BMP5 will continue to provide Collaboration between each of
International Marine Contractors the necessary guidance for the stakeholders in the process is
Association (IMCA), INTERCARGO, shipping to ensure threat and risk critical for maritime supply chain
INTERTANKO and Oil Companies assessments are developed for agility and resilience-building.
International Marine Forum every voyage to mitigate the risks The website is available at
(OCIMF). presented by remaining security https://resilientmaritimelogistics.
The removal of the HRA will threats in the region. The shipping unctad.org Í
come into effect at 00:01 UTC industry will continue to monitor

Feature: Lighting the way
Lighting the way

Do we still need traditional Aids to Navigation?
approach is necessary both to bridge team members and to regulatory

Captain Dimitar Dimitrov FNI bodies like IMO and the parties controlling the safe operation of shipping.
Risk and investment
S
ometimes official events give us the opportunity to evaluate Both traditional aids to navigation and modern technology systems cost
our professional goals and to think about the future. World money, and it is up to their users to develop and maintain them. These
Marine Aids to Navigation Day was celebrated on 1 July, 2022. decisions must be taken on an international basis. A single accident or
Delivering one of the opening speeches at an event to mark incident could disturb the whole of the region, and perhaps the entire
the day in Burgas, Bulgaria (see report, opposite) it occurred to me to world economy – as we saw most recently in the Ever Given case,
compare and contrast traditional aids to navigation with modern ones – where the Suez Canal was closed for a week and the global logistic
and how important it is to maintain the balance between tradition and chain was distorted. The effects of global warming, a fall in river levels
modern technology. and many more new challenges all mean such extraordinary situations
Traditional and modern become more likely. We cannot afford to make small savings at the cost
We are increasingly seeing the phasing out of paper charts for of increasing risk overall.
navigational purposes. Today, there are very few ships where paper This is very important on an educational and training level.
charts are the primary means of navigation – but even where this is Today’s younger seafarers are concentrating on new and easy to use
the case, we see unofficial use of electronic charts or other electronic technologies and systems, and we face a possible neglect of traditional
means. Should we completely reject paper charts on board? aids, systems and techniques. Modern technology is essential to the
We cannot navigate safely in today’s congested waters and quickly navigator, and it is understandable for cadets to focus on this area – but
changing marine environment without making use of all the modern in crucial moments, we need to be able to use all the means available
electronics available on board. We have precise GPS systems based to solve the problem that has arisen. To be able to do that, marine
on satellite data combined with electronic charts. The watch keeping professionals have to be trained to use these aids – and of course, those
officer is no longer engaged in putting lines on the chart, and having aids must be available and in good order.
to consider the errors when the lines do not coincide. Integrated bridge Thanks to IALA we have support for both modern and traditional
systems display information from charts, position fixing systems and aids to navigation. I really appreciate the classic lighthouses with their
radar information on one screen, so that the navigating officer, captain architecture and beauty. They are expensive to maintain, but they
and pilot can get all the information at a single glance. In general, life are priceless in many critical situations. One good example is the
seems easier today. But it’s not. lighthouse Sveta Anastasiya in Burgas, Bulgaria (see photo, opposite).
First of all, ships are getting bigger and bigger. We have ultra large The island was abandoned many years ago and the lighthouse was
container ships, giant passenger ships, ultra large oil and ore carriers maintained by the Navy, as are all the other aids to navigation along
and the number is increasing rapidly. Most ports are still the same the Bulgarian coastline. The island is now run as a concession by
dimensions as they were before, and accommodating bigger ships is the community of Burgas. Ruined buildings have been rebuilt as
more and more of a challenge for port operators, tug companies, pilots,
tourist attractions including a museum, restaurants and interactive
mooring gangs. The time available to control an approach manoeuvre,
entertainments for children. The funds that have been raised are used
make fast the tug and send the line ashore is shortening.
for maintenance of the vital lighthouse assisting navigators during the
Beyond the port, coastal waters are crowded with oil rigs and
approach to the port of Burgas. For tourists, the island is a chance to
windmills. All of this requires information to be considered, evaluated
learn about the history of the island and the region, to enjoy good food
and action taken – none of it any easier than before. At the same time,
more and more administrative actions have become compulsory, and entertainment. For stakeholders in the maritime industry, it is an
distracting the bridge team from their most important task; to navigate important means to increase safety.
safely. Likewise, the World Aids to Navigation Day 2022 celebrated the
Despite all the technical information, the traffic control centres and Homigot Lighthouse in Pohang, the tallest lighthouse in the Republic
portable pilot units, the time available for reaction is becoming less of Korea. We have good examples of successful management of the
and less. Constant situational awareness is crucial, but sometimes the traditional aids to navigation from all over the world. Navigators,
captain, the pilot and even the navigating officer have no time to look captains, pilots, tug masters and watch keeping officers have relied
at the screen. Then what? on those important aids to safety of navigation for centuries, and will
This is where traditional aids to navigation come in – aids which are continue to do so. We have to support both traditional and modern
not reliant on looking at a screen, and which cannot be superseded by technology at an institutional, regulatory, commercial and professional
any electronic system. That said, such AtoNs have to be used together level. Only this way will we ensure safe, efficient and effective maritime
with the new systems. Understanding the importance of a balanced transport.

Conferences
Reporting back from conferences, seminars and discussions across the maritime
Î world. Join the discussion on LinkedIn, or email editor@nautinst.org
WORLD MARINE AIDS TO NAVIGATION DAY 2022
Î World Marine Aids to Navigation Day is President of CESMA and IMO Goodwill Maritime Omar Eriksson, Dean of the IALA Worldwide
celebrated every year on 1 of July and is Ambassador for Bulgaria. Academy (WWA) and Deputy Secretary General
organised by International Association of The conference began with a presentation of IALA, spoke on the activities of the WWA,
Marine Aids to Navigation and Lighthouse from Capt Milen Todorov, Head of Bulgarian which was established by IALA to deliver
Authorities (IALA). The principal objective is to Vessel Traffic Management and Information education, training and capacity building and to
promote greater awareness of IALA and its work Services, on the future of navigational safety in promote the work of the IALA Committees.
by bringing to the attention of the wider public Bulgarian ports. The presentation is available on Among other things, it develops and promotes
the role of marine AtoNs and the significance of the BPIC web page, http://www.bgports.bg/bg/ the use of IALA model training courses and
IALA’s technical work in enhancing the safety of page/81. He provided detailed information on assists national authorities in sustainable
navigation worldwide. the AtoN and VTS services along the Bulgarian development and improvement in the provision
A conference hosted by the Bulgarian Ports coastline, and outlined the latest developments of AtoNs, including VTS.
Infrastructure Company marked the occasion in in information services affecting the safety of The event concluded with an official
Burgas, Bulgaria – a return to physical events navigation. In a major new development, ceremony for the presentation of the
after two years of on line celebration due to artificial intelligence is used to assist navigators Lighthouse of the Year award. It was awarded to
Covid-19. Reflecting the aim of the conference in congested areas and to provide them with the Homigot Lighthouse in Pohang; the tallest
to bring awareness of the importance of AtoNs information and suggestions in solving the lighthouse in the Republic of Korea.
to a wider audience, the event began with a problems of passage planning and execution. Participants were also able to visit the
young Bulgarian girl reading a fairy story about Lt Cdr Nikolay Lyaskovski, Assistant Director excellent exhibition ‘Lighthouses and other
a sailor saved by the Burgas lighthouse, which of the Bulgarian Navy Hydrographic Service, means of navigation support on the Bulgarian
opened for operation in 1899. spoke on opportunities for modernisation of Black Sea coast’ in the lobby of the congress
Opening speeches were delivered by Capt AtoNs. Under national law, the Bulgarian Navy is centre. The conference was followed by a visit to
Milen Todorov, Head of Bulgarian Vessel Traffic responsible for maintaining aids to navigation Burgas VTS tower, where delegates were shown
Management and Infornation Services, Francis and admiralty charts in Bulgarian waters. the latest technologies to observe, control and
Zachariae, Secretary-General of IALA, Comander The conference continued with presentations manage marine traffic.
Vanio Musinski Head of Department in the from Mr Minsu Jeon, Technical Operation Captain Dimitar Dimitrov FNI
Bulgarian Navy and Capt Dimitar Dimitrov FNI, Manager at IALA, on IALA’s activities and plans.

22
1972–20
Throughout 2022 the NI will be holding a series of events

celebrating its golden jubilee. In this feature, Seaways
celebrating 50 years reports on the key moments and people who took part
Making shipping the profession

of choice
coordination of maritime training programs
and engagement with maritime students
on opportunities in the sector since it was
established in 2015, bringing a smile to the
face of the committee members who were
instrumental in its formation.
The audience got a first-hand nugget of
information about the VHF Data Exchange
System, or VDES, the next generation
automatic identification system (AIS), and
how seamless data exchange for e-navigation
will improve navigational safety in busy
waters. Coupled with an active anchorage
management system which will use Artificial
Intelligence (AI) to reduce the risk of contact
or collision, this will further improve safety in
the port.
Capt John Lloyd’s keynote address noted
the fantastic turnout of close to 200 attendees.
He shared updates on NI’s global presence,
which continues to evolve with various efforts,
including establishing the Armillary Club,
engineering qualifications for the offshore
sector and strengthening engagement with
the fishing industry. Adding that Branch
engagement is central to NI’s success, he
congratulated the Singapore branch for being
As a reader of Seaways, it is worth taking a of the Singapore government for managing the biggest outside of the UK – and one of
pause to wonder what brought The Nautical the pandemic in a calibrated manner that the most influential as it continues a close
Institute where it is today. What was it like culminated in a timely easing of rules. working relationship with the MPA.
to take part in the history that spanned The conference was opened by our Guest Capt André LeGoubin, in his first address
five decades? That journey has been aptly of Honour Ms Quah Ley Hoon, outgoing as the President of the NI after taking over
captured in the commemorative book Chief Executive of Singapore’s maritime from Ms Jillian Carson Jackson, transported
centered around the theme of Maritime regulator, the Maritime and Port Authority the listeners to his journey as a mariner,
Leadership in a Changing World. I was of Singapore (MPA), who is finishing her and the experiences which shaped him. He
fortunate to have a copy signed by Capt John term with the MPA after four years in the post focused on two key messages, which I thought
Lloyd, Chief Executive and Capt André L (see photo, above). Ms Quah extended her
LeGoubin, President of The Nautical Institute congratulations to The Nautical Institute on Capt John
when they graced the Conference organised achieving the 50-year milestone on behalf of Lloyd, CEO, The
by The Nautical Institute’s Singapore NI(S) the MPA. She recognised the contribution of Nautical Institute
branch on 1 September 2022. This was The Nautical Institute over the last 50 years in (l) and Capt
the first in-person, mask-off-conference developing maritime professionals, promoting André LeGoubin
the Branch has held since the start of the best practices and safety, and facilitating (r) present
pandemic. A proud moment for our Honorary the exchange of information and ideas on the author
President Capt Yves Vandenborn and General nautical science. Ms Quah highlighted in with a signed
Secretary Capt Ken Ellam, who with the particular the contribution made by The commemorative
support of the committee members were able Nautical Institute’s Singapore Branch to the book
to put on a fantastic event. Kudos to the efforts various working groups held in Singapore,

EVENTS COMING UP – MORE DETAILS AT NAUTINST.ORG/50THANNIVERSARY
Î Liverpool, UK | 14 October 2022 Rio de Janeiro, Brazil | 22 October 2022 Hong Kong | 24 November 2022
Maritime Leadership in a changing world The Future of Oﬀshore Brazil Smart Seafaring
– a day in the life of a Leader What skills will future operators need? Seminar and NI 50th anniversary
Seminar and dinner Full day conference with dinner celebration, Royal Hong Kong Yacht Club
SINGAPORE
01 September 2022
Navigation on a modern bridge, the

mariner and the law, the future of
navigation, supporting the seafarer and
a look at shipping’s green credentials – a packed
programme for this one day conference covered
the most vital issues that will determine the future
of shipping – and the role of those who operate
ships. What needs to change to make shipping the
profession of choice?
were extremely relevant to not just the theme Navigation on a modern bridge ECDIS, passage planning, the Master-Pilot
of NI’s 50th year, but also in an increasing The first session of the morning was Exchange and watchkeeping. The moderator
complex environment. moderated by Capt Vibhas Garg (Director, welcomed the introduction of the long-
He called on the shipping industry, which Safety and Training, Wallem Group). Capt awaited S-100 standards and e-Navigation,
has committed millions of dollars towards fleet Garg introduced the topic of navigation on a acknowledging the efforts of The Nautical
renewal and decarbonisation, to add a further modern bridge with a presentation focusing Institute for their contribution in bringing this
commitment – a small one, relative to what on the main challenges of the day, covering to fruition.
has already been promised – to the future
seafarer by putting at least two cadets onboard
every new ship that comes out. The audience
couldn’t help but notice him looking in the
eyes of the 16 cadets who had joined from the
Singapore Maritime Academy. These cadets,
he said, could be in charge of these vessels
within the lifetime of the ship. They could
be the Captain, Chief Engineer, or in the
office as Superintendent, Manager or even
the CEO. Music to the ears of the cadets, who
eagerly waited to listen to industry veterans,
stalwarts, and seasoned mariners discussing
whether this profession and their future is a
boon or a bane. It was a thought-provoking
moment for many in the audience, who
strongly supported Capt André’s conclusion
that in order for these cadets to be successful
leaders, we must give them the opportunity to
learn to lead by gaining a sufficient foundation
of onboard experiential knowledge.

Golden anniversary event reports
A live poll of the audience showed analysis of which elements of the Collision How green is our shipping?
watchkeeping and distractions on the Regulations required change. Ian built upon The last panel discussion of the day kept
wheelhouse as the main areas of concern. this analysis to explore just how much of a the audience engaged right to the end. A
This led into a panel discussion with Jochen change regulation(s) would need to undergo, presentation from Capt Hari Subramaniam
Rudolph (Managing Director, ChartWorld leaving the room in no doubt as to how much (Regional Head – Business Relations of
Singapore), Ross Millar (Loss Prevention work is required to create a regulatory regime The Shipowners Club and Vice-President
Associate, Steamship Insurance Management which would allow autonomous ships to of the NI (S)) laid out the current state of
Services Ltd.), Jimmy Koh (Chief Pilot and trade internationally. Magdalene was then affairs with regards to the United Nations 17
Head of Pilotage, PSA Marine Singapore), able to explore some of the existing maritime Sustainable Development Goals, including
and Capt Nanjappa (General Manager, liabilities. She posed a number of questions green goals, and outlined the ongoing efforts
Mitsui OSK Lines). The panellists also as to how these established concepts could or of key stakeholders such as the UN, IMO,
discussed the methodology of training. should be adapted when the subject vessel was NI and The Shipowners Club. Capt Hari
Overall, this has not kept pace with the speed operating in an autonomous mode. moderated a panel comprising Saunak Rai
with which shipping has evolved and this (Head of FueLNG), Mathias Sennicksen
impacts the individual, especially in terms of The future of navigation (General Manager of Wartsila Voyager) and
the use of the ECDIS on board. The post lunch session was expected to keep Capt Simon Bennett (Swire Shipping). The
The audience heard that with the advent of the audience awake and energised. The panelists were invited to offer their views
new technology such as Artificial Intelligence stage was set with the introduction of Capt on alternate fuel pathways for owners and
(AI) and machine learning, algorithms Vikrant Malhotra (Managing Director, Anglo operators, looking into Singapore’s blueprint
will be able to recognise coastal or ocean Eastern Singapore), Andrew Ward (Regional for a multi-fuel future; the advantages and
passages, and act accordingly to provide the Sales Director at Ocean Technologies), disadvantages of voyage optimisation; green
information that the OOW will require to Bhaskar Nigam (Head of Loss Prevention at initiatives for smaller harbour craft and last
safely navigate the vessel. Passage planning Shipowners P&I Club) and the immensely but not the least, the role of ship recycling in
was discussed in some detail, in particular the influential Capt Simran Gill (16,000 Linkedin moving towards a greener future. Predictions
court ruling concerning the grounding of the followers!), who had just signed off a vessel (without benefit of a crystal ball) fluttered
container vessel CMA CGM Libra. While the and removed his coat to show his epaulettes around autonomous shipping. The key
fundamentals of safe passage planning using as the four of them made their way to share the takeaway from the discussion was that a
ECDIS are in place, the practice of those stage, with Capt Kunal Nakra as moderator. greener future for shipping will only be
tenets need to be discussed and evolve, as any The panelists took turns in navigating possible if all stakeholders make a combined
defect within a passage plan might render through various sub-topics. Capt Simran gave effort towards one unanimous goal, and not
the vessel unseaworthy and this has issues for first-hand experience of how modern-day fragmented and individualistic attempts.
owners and their insurers. The introduction bridge systems allow a greater synergy between All the topic(s) were relevant to today’s
of technology and the new S-100 standards members of the bridge team, having evolved seafarers, and had a clear impact on the
opens up possibilities for augmented reality over the decades to modern cockpit-styled audience – as evident from questions posed
(AR) bridge systems so that a large workload integrated systems. The panelists noted that to the panels during all the sessions, as well as
can be taken off the bridge team, in much the next generation of navigation is going full from casual chats over coffee, lunch, and the
a similar way that this is done in the airline ahead with automation and digitalisation. This cocktail session post conference. My take-away
industry. The idea of the ‘sterile wheelhouse’, led seamlessly to a discussion on improving – the industry has to put its heads together to
an aviation industry concept, was mooted by the relevance of navigation assessors, and make shipping not just a profession of choice,
the moderator, arising from a lively discussion thence to Capt Vikrant addressing the but a good one. That will help the cadets of
concluding with each of the panellists giving challenges of ensuring the seafarer (especially today in envisioning their careers. It will help
their opinion on the main concerns of the the navigator) of tomorrow remains current, shape their thinking not in terms of whether
audience. while not forgetting the basics of navigation. they want to continue in this industry, but in
Bhaskar shed some light on how alarm (mis) terms of how to remain at their A-game and
The mariner and the law management on the bridge of a modern vessel continue to make a difference to world trade.
Toby Stephens (Partner and Head of Shipping can have undesirable consequences. The Oh, and did I mention, I received my
at HFW in Singapore) introduced the second audience were asked how best to go about fellowship certificate from the President?
session, on the mariner and the law, asking making shipping the profession of choice. Here’s wishing the NI a glorious 50 years from
whether the current regulations are fit for Most responses alluded to improved well- now. Happy Birthday!
purpose in an autonomous seascape. Toby was being and communications as a key driver,
joined on the panel by Capt Ian MacLean closely followed by respecting and listening to
(Partner at Hill Dickinson, Singapore), the seafarer.
Magdalene Chew (Partner at Asia Legal, The panel shared their views on the
Singapore) and Capt Jaish Singh (a serving retention of experienced navigators, citing
Master, Anglo-Eastern Maritime Services). relevance of events like this conference, Capt Kunal
Toby set the stage by establishing what is which allow the younger generation of future Nakra, FNI
meant by the term ‘autonomous ship’ and leaders to glean from the experience of those Deputy
setting out the four degrees of automation who have more salt in their sea-veins. It was Director,
identified in the IMO Scoping Exercise. He certainly a good sight to see so many cadets Marine Safety
gave some recent examples from overseas and approach senior navigators in the room, Investigation
within Singapore. Jaish provided detailed picking their brains for the right reasons. TSIB Singapore

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Î Send your updates to branches@nautinst.org
SOUTH WEST OF ENGLAND BRANCH
Reflections on being a woman in the maritime sector
Î Following the South West England Branch Ann expressed how hard it is to overcome
Annual General Meeting, a hybrid technical such long held false beliefs. Cultural attitudes
meeting was held under the title ‘Reflections on cross national borders and Ann related how in
Being a Woman in Maritime’. the Middle East it is not seen to be appropriate
It was an appropriate title to celebrate the for women to work – indeed, one major shipping
inaugural International Day for Women in organisation maintains a practice that females
Maritime which has been established by the should not be sent offshore. She quoted one
IMO as part of its Gender Programme. occasion where she was stopped from boarding
The aim of the International Day for Women vessels. Eventually she moved on to ferries a ship, because ‘females cannot be seafarers’.
in Maritime is fourfold: before heading back to offshore vessels. There is however no doubt that determined
i) Promote the recruitment, retention and In her reflections Ann explained that her women can achieve positions at the top of the
sustained employment of women in the seafaring career has been full of great and not- maritime profession and have done so over
maritime sector; so-great memories. The not-so-great memories the past 250 years. Members present were
ii) Raise the profile of women in maritime; have largely been associated with issues recommended to read Jo Stanleys ‘From Cabin
iii) Strengthen IMO’s commitment to the United associated with being a female in what is still ‘Boys’ to Captains’.
Nations Sustainable Development Goal 5 today a male dominated world. (Only around From a local point of view it was noted that in
(gender equality); and 2% of officers and 3.5% of ratings in the EU fleet 1967 Sheila Edmundson became the first female
iv) Support work to address the current gender are female. This compares with 22% in transport deck cadet in the Merchant Navy. She studied
imbalance in maritime. The Day will be overall!) for her professional qualifications at Plymouth
annually held on the 18th May. Ann informed the meeting it was often small and in 1980 became the first female to be
Our speaker was Ann Till FNI, Master Mariner. matters which caused irritation, disappointment awarded a CoC as a Master Mariner.
Ann comes from a long ancestry of Devon- and additional stress for females embarked The meeting led to a wide-ranging question
born seafarers. Following the family vocation on a seagoing career. She gave the audience and answer session, the conclusion of which
was never in doubt and for 12 years she sailed examples of where more thought could be was that progress is slowly being made and
on a variety of seagoing craft including reefer given to encourage females to take up a the Merchant Navy is attempting to become
and general cargo vessels, ferries, and offshore career in the Merchant Navy. Being able to more diverse and inclusive, but challenges still
service vessels. After 12 years at sea, her find support, either from an onboard mentor remain. It was suggested that gender issues
intention was to have a short one-year break or through charitable organisations, where should be more fully raised in The Nautical
from seagoing and to undertake the position as experiences can be shared and advice given is Institute Command Diploma Scheme.
a marine inspector in Qatar. considered a very important development to The presentation is available in full at:
However, she developed her own maritime help females involved in the seafaring life. https://youtu.be/hVTIh6vF85s
inspections and offshore superintendency One issue that will take time to change is Paul G Wright MNM FNI
business based in the United Arab Emirates. In cultural attitudes. A nautical superstition of
2020 Ann moved back to the United Kingdom ‘yore’ stated that ‘women on ships or boats Editor’s note: Ann gave the presentation as
to take up a position as Chief Vessel Operator were very bad luck’. There are still some male Ann Till, but has since changed her name to Ann
for Ocean Infinity. seafarers who are superstitious and believe that Pletschke
Following an introduction from Gordon Foot superstitions still contain an element of truth.
FNI (Hon Sec SW England Branch) Ann spoke
to a hybrid audience, some face to face at MLA
College, Plymouth, and some attending via
Zoom.
Ann admitted slight trepidation about the
topic, recognising that all she wanted to be was
a seafarer. She was clear in her own mind that
the fact she was female should not matter. She
expressed some concerns about the IMO having
a day focussed on women in maritime which,
while well intentioned and aimed to encourage
diversity, could be seen as divisive and actually
slow progress unless properly managed and
supported.
Like many seafarers, her ambition to go to sea
commenced at the early age of four when she
dreamed of being Captain of a P&O ferry. She
had to wait until the age of 16 before she could
commence a cadetship. Initially she served as
a cadet on ‘banana boats’ followed by further
experience on research and offshore service Ann Till: ‘Never happier than when in a boiler suit’.

Branch activities
NORTH WEST OF ENGLAND & NORTH WALES BRANCH

ECDIS Investigation
Î On Thursday 8 September 2022, the and that the traditional training methods of relayed to the office without delay. Lives,
branch held their first face to face meeting chartwork on paper charts do not transpose property, and the environment are at stake.
since before the Covid pandemic started easily. Several carefully redacted case studies were
in 2020. We returned to the familiar lecture Other problems include the lack of discussed in detail. Issues included:
theatre, room 137 in Liverpool John Moores standardised vocabulary between official O Displays set up and routes planned but not
University in the centre of Liverpool. Not a publications such as the Bridge Procedures followed;
very intimate venue, but one which allowed Guide, United Kingdom Hydrographic Office, O A vessel grounded on a reef because one of
the old habit of social distancing to continue OCIMF, the operating manual of the equipment the two electronic navigation charts (ENCs)
if required. To facilitate proceedings for manufacturers, and ship owners / managers for the area had not been downloaded and
members who preferred to attend online, own Safety Management Systems. Some vivid the ECDIS only showed half the reef;
committee members also set up a Zoom examples were posed as questions to the O Severe damage to an underwater cable
connection. Participation was spilt nearly audience: is it Cross Track Error, Cross Track costing the ship owner millions of dollars in
50/50 in person and online. Distance or Cross Track limit? Safety Contour compensation. ‘Over scaling’ of the ECDIS
Captain Daniel Millett and Ms Karley Smith, or Safety Depth? What do your SMS and and not having all the latest navigational
both from the local office of Brookes Bell, equipment manufacturer operating manual data on board were among the root causes.
ably presented an explanation of how an state? Are they compatible? At the end of the presentation there were
ECDIS investigation is carried out. Another concern often raised during accident several questions and a lively debate which
The speakers began by highlighting investigations is that many Safety Management could have gone on well into the evening, but
the benefits of an ECDIS system, including Systems relating to ECDIS operation have not members’ mobile phones brought the very
increased situational awareness, integration been updated correctly. They may have been sad news that Her Majesty Queen Elizabeth II
with other navigational systems, reduced put together by shore-based managers or had died.
workload with regard to chart corrections superintendents with no recent or practical An occasion in history when we will all
and ‘live’ ETA and waypoint data. The knowledge of ECDIS operation. The Master remember where we were when we heard the
challenges were also brought to the fore: should carry out a regular review of the SMS news.
especially distractions, alarm fatigue, to identify any shortcomings, which must be Captain Ian Mathison FNI
SRI LANKA BRANCH

A double celebration
Î The Sri Lanka Branch had a memorable day has been making steady progress and has
celebrating four events in one. The 29th Annual established itself as an important player with
General Meeting was held at the Auditorium of the industry and the maritime administration,
the Organization of Professional Associations with strong support by the Sri Lanka Navy
(OPA) of Sri Lanka in Colombo, on 18 June members.
2022. This was a daytime event, followed by Over the years, the Sri Lanka Branch has
the Branch Annual Awards ceremony and been a location of importance to the NI. The The Anniversary Cutting the
the Anniversary celebrations – marking not Sri Lanka Nautical Institute hosted the 2013 Cake anniversary cake
only 30 years of the Branch, but 50 years of AGM and International Conference, held at
The Nautical Institute. the BMICH, Colombo. Over the years, we have
The AGM was well attended, with also welcomed NI dignitaries including Philip
distinguished invitees including past Anderson, Capt Robbie Middleton, Capt James
Chairmen, Secretaries and the Presidents of Robinson, and Capt Sivaraman Krishnamurthi in
the Company of Master Mariners, Institute their capacities as President, Michael Plumridge,
of Marine Engineers and Society of Chief who introduced the book A Nautical Odyssey in
Engineers (Marine) of Sri Lanka, and a senior February 2004, and Chief Executives Philip Wake
representative of the Commander of the Sri and Capt John Lloyd, among others.
Lanka Navy. The spouses of the award winners The sixth Branch Annual Awards ceremony Distinguished invitees and members
were also invited to share the event. was followed by a cake cutting ceremony. All
The event opened with a message from past Chairmen and Secretaries were presented
Capt Asitha Wijesekera FNI, now retired, who with a plaque of appreciation by the committee.
recalled the launch of the Branch way back in A presentation was made on the corporate
October 1992 and the hard work that made it a social responsibility (CSR) projects being carried
reality. The Branch was launched with the Prime out by the branch, and launch of the Youth
Minister Hon D B Wijetunga as chief guest. Forum earlier this year (see Seaways, September
Julian Parker FNI, who was at the time Secretary 2022), which has made significant progress to
of the NI, read a message from the President of attract young mariners.
NI and reminded members of the importance of The event ended after enjoyable fellowship
professionalism and keeping up with modern on a warm sunny day, and a sumptuous lunch
development. In the 30 years since, the branch enjoyed by all. The NI Sri Lanka Branch Committee 2022/23

Letters
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Knowledge shared = Knowledge2
Î In the 2012 winter issue of its where well researched papers Similarly well researched, minds of DP industry to share their
quarterly periodical ‘60 degrees’ the by eminent and knowledgeable thought-provoking and innovative knowledge about advancements
International Dynamic Positioning speakers are presented every year, papers are presented at this and and innovations in various fields of
Operators Association (IDPOA) but their sharing is restricted. other DP conferences, year after DP hardware/software, operations,
published an article ‘Lessons The Offshore Support Journal year. All this knowledge is of trials, testing, safety and other
Learned?’ in which I suggested, (OSJ), DP Committee of Marine immense training and operational aspects. This knowledge needs
among other recommendations, Technology Society and DP Asia value to the DP industry – and to be shared more widely by
the need to share the Dynamic organise DP Conferences in these papers should be freely putting it in the public domain.
Positioning (DP) incident analysis Europe, Houston and Singapore accessible to anyone who wishes The wisdom contained in the
painstakingly prepared by IMCA every year in which technical and to gain from them. papers should not be allowed to
with the DP industry as a whole, operational papers are presented Not sharing this knowledge lie dormant in the portals of the
instead of restricting access only to by eloquent and expert speakers prohibits the industry from organisers.
those companies whose DP vessels who are directly involved in reaping the full dividend from Great advantage will accrue by
were involved in the incidents. research and development, the investment and effort that sharing the papers widely with the
In my opinion, these analysis classification societies, academia goes into these events. I have no stakeholders of DP industry. James
reports were of immense value to and DP operations. Equipment doubt that DP training centres Keller once said ‘A candle loses
the DP training centres and the DP manufacturers showcase their and the organisations running nothing by lighting another candle’
industry in general. In DP, things latest products at the conference the DP training schemes would and there is a Jewish saying ‘In vain
can go wrong very quickly due to exhibitions to demonstrate be all too happy to use the have you acquired knowledge if
small/unintentional procedural how their products are going knowledge and ideas expressed you have not imparted it to others’.
mistakes and unexpected minor to improve the reliability, ease at these conferences to align their This is very apt for supporting
failures. The lessons learnt from of operations and safety of DP training schemes with the future the contention that if wisdom
these actual DP incidents at sea operations at sea. Overall, these requirements of the DP industry. expressed at DP conferences is
could help in instilling a habit of conferences are a very good Sharing conference papers with shared freely it will harness much
conscious thinking in the psyche forum to exchange new ideas and the DP training centres would have greater returns for the DP industry.
of budding DPOs during their developments in field of DP, and another advantage as they would Captain KS Sandhu AFNI
training. this intent is clearly articulated in be a great source of Continuing
I cannot say for sure whether my their mission statements. Professional Development (CPD)
article was in any way instrumental In the OSJ’s European for the instructors who teach at the
in IMCA instituting the concept Conference in June this year, DP training centres. CPD is one of
of preparing and posting ‘DP for example, eminent speakers the most important requirements
Event Bulletins’ online from 2014 presented informative and for instructors to maintain their
onwards. It is certain that these thought-provoking papers on accreditation. While they can do
bulletins are helping the DP various aspects of Dynamic so by attending DP workshops,
industry in ‘learning lessons from Positioning. The technical session conferences, Original Equipment
other’s mistakes’ and improving alone included papers like ‘The Manufacturer (OEM) courses or any
the safety of DP operations at sea systems integration challenge’ other DP related training, some
in general. Sharing is caring and on the consequences of adding training centres find this difficult
knowledge increases exponentially new technologies to existing due to paucity of funds or because
when shared. systems and challenges and they are unable to spare the
Just like IMCA, there are other future requirements to improve instructors for such events. Making
organisations and fora which churn system integration, ‘Secured the conference papers accessible
out pearls of wisdom year after navigation through remote- to the DP training centres will
year, but who apparently due to controlled DP’ on how to remotely help in bridging this gap to some
ownership issues do not share this pilot a vessel through a certified extent.
wisdom with others, or do so only DP system and detect and track For the DP industry in general,
after some time, by which point it obstacles to suggest manoeuvres the knowledge expressed in the
has lost much of its significance. to avoid collisions, ‘Update on papers could help germinate and
Thus, the wisdom from which remote DP trials and testing’ on trigger new ideas in the field of
the DP industry could gain a lot methods of remote verification, DP technology and operations,
remains dormant for months considerations and challenges, making it a win-win situation.
or even years. I am thinking practical experience and future DP conferences provide such
particularly of DP conferences developments. a good opportunity to the bright

Letters
Safety and design

Î Recent correspondence O How to evacuate from a rolling Inflatable chutes have been have moved on very much over
regarding egress by lifeboat from vessel in heavy seas; when listing tried on passenger vessels, but the centuries and still relies upon
cruise vessels etc. demonstrates or quicker egress is required and regrettably seem to pose some the agility and experience of the
that this aspect of safety is still even in less stressful situations in hazards/injury to the participants. pilot to access a rope ladder.
bereft of modern innovation – and case of machinery failure etc.. Although research is ongoing, it Letters and articles are still
indeed, that there are many areas O How to cater not only for small seems unlikely that they will be being published regarding poor
of the marine industry where numbers of trained professional suitable for use in heavy weather maintenance of pilot ladders,
design innovation is sadly lacking. crew on a cargo vessel but for conditions by untrained personnel/ frayed and breaking ropes and
In light of the reactions so aptly large numbers of untrained passengers. poor securing methods. The same
expressed by NI members Capt passengers on ferries or cruise Some points to consider which defects emerge over and over
MacKenzie and Paul Wright in vessels, etc. may reduce some of the problems: again, yet strangely, there seems
2017, among others, it was hoped The correspondence of 2017 a) Would gantry type cranes to be no debate as to why this
that the debate on lifeboat design could easily have been referring improve launching? When the very basic means of access has
would have been pursued in to the Titanic era, asking why boats have been boarded, they not really progressed, and how it
earnest, to open up and encourage safer methods of egress have could then swing well out from might do so. Even a joint webinar
thought-provoking ideas to not evolved to improve upon the vessel’s side to overcome with NI and IMPA on 21 April 2022
improve safety. lowering boats over the side from say heavy rolling or the list only really considered the issues
Obviously one of the difficulties fixed davits. The limitations of problem. The larger ‘cranes’ of defective ladders and poor
is the inability to evacuate in this method were illustrated by could serve two boat stations or seamanship.
extreme weather conditions where the Costa Concordia incident – be adaptable for other uses as Given the relatively small
ships are rolling heavily. The system although clearly there were other well (stores/gangways etc.). number of ‘deck’ crew employed
with vessels fitted with enclosed problems in that tragic case. b) Muster stations need to be on most types of cargo vessels, this
lifeboats designed to shoot down The effectiveness of lifeboat looked at for large vessels to problem will continue to exist in
off the stern may open up more drills on passenger vessels is open reduce confusion especially spite of surveys and inspections
opportunity for evacuation. For to question, as the sheer size of when there is a plethora of and adding new rules introduced
larger vessels, however, it is still a the vessel can perplex passengers decks. under SOLAS etc. Surely there
case of lowering the lifeboat down as to where their lifeboat station is c) Release methods. Some fail or are alternatives to be considered.
the side. This can be fraught with etc. Clearly many cruise companies are misused and could be said Pilot boarding stations should
hazard, not just in heavy weather exercise great care in training to be complicated, especially for not be an after thought but an
but also if the vessel is listing acutely. their crew for emergencies, but those with less training. Could internationally agreed design,
Fishing boats, pleasure boats with constantly changing crews there be a more simple way of approved not only by authorities
etc., can be difficult to abandon on these vessels, how many can pulling a lever to release the but by the Pilots, with the overall
even where self-inflating life guarantee that they would be hooks? aim of reducing inappropriate
rafts are available. This entails familiar with the procedures/ d) Some ‘enclosed’ boats are said to securing points.
jumping into the water and then equipment when it really counts? be difficult to manoeuvre. While the ‘walk to work’ system
– hopefully – being able to climb Even naval vessels, which have e) Does the current design of used to transfer personnel from
aboard the bouncing raft, wearing the benefit of fit and highly lifeboats need improving to an accommodation ship to a
heavy sodden clothing with the trained crew, experience problems cope with heavy weather? rigid platform by a sophisticated
obligatory inflated life jacket. especially in inclement weather f ) Do better communication and enclosed gangway is not practical
Paul Wright, a Chief Officer and a conditions. improved rescue services make on a pilot launch, other options
seagoing NI member, pointed out Apart from launching there are for quicker rescue – and if so, may be available. To counter
that drills for life rafts are usually a whole range of other problems might this influence lifeboat the claim that they may not be
conducted in the calm conditions with lifeboat operations, one of design? Are ships biscuits, a practical or acceptable to owners,
of a swimming pool, which would which is the frequency of injury. daily cup of water and oars still we only have to look at the
not replicate rough conditions. An unacceptable number are necessary? insistence of Australian stevedores
He recounted a scary experience sustained just attending drill g) Is evacuation by helicopter on having spiral stairways (forever
when he took part in an incident in exercises. This certainly includes possible from ships lifeboats? known as Australian ladders) fitted
fairly rough seas where he found it stern launching craft where broken h) Is there an easier way of into the holds of bulk carriers,
extremely exhausting to climb into limbs are sometimes a feature climbing aboard a life raft, as climbing down high ladders
the life raft. where maybe safety belts are not maybe with some sort of pulley was unacceptable and indeed
The challenges are complex, applied correctly. device such as used by tree dangerous.
but surely require serious re- The seriousness of these surgeons and sports such as I would welcome pilots’ opinions
assessment as to how evacuation problems is so widely recognised climbing or abseiling? on whether safety lines would
could be improved upon. It is that some authorities recommend be appropriate, especially as
continually being recorded that that when boats are launched Pilot boarding the consensus is that the pilot
lives are being lost. If better in exercise this should be done arrangements launch should endeavour to stay
solutions could be contrived, how without any crew boarding them. Another daily operation which alongside while the pilot is on
many lives and injuries might This surely defeats the object of would surely benefit from review the ladder. Maybe there is a risk
be preventable from practice ensuring that crew/passengers is that of pilots transferring from that the line could be entangled
drills alone? Key questions for can safely leave the vessel in small craft onto ships of various and present a further hazard –
investigation must be: emergency conditions? sizes. Again, this does not seem to although tree surgeons and indeed

Letters
specialist surveyors etc. use such enclosed spaces etc., most of probably being limited.
equipment. which appear to be down to Should design innovation be
Usage of traditional ropes human error. more prominently examined to
should be re-assessed to examine Issuing ever more regulations, see if it could be a contributing
whether modern man-made lines requiring ever more inspections factor for improvement? Better
might be more durable. and thereby exerting more design has the potential to make
pressures on the crew may have operations safer and thereby
Gangways reduce the risk of repeat accidents
had some effect but it cannot be
While obviously not on a par with caused by human error or
denied that there is unfortunately
the risks presented by lifeboats equipment failure.
a continuance of incidents,
and pilot ladders, the design and If there is a possibility that
operation of gangways to facilitate as detailed in MARS articles
design can help then this is
safer lowering would also benefit etc. Relying upon constantly
a question that everybody in
from a review. publicizing and introducing
the industry should be asking,
Could they, for instance, be new regulations might result in
including the IMO and its
constructed with permanently a reduction in accidents, but I
member governments. And if
fitted sides and safety netting to contend it is not the answer, or
current regulations are stifling
avoid crew performing acrobatics even anywhere near it.
such developments, then those
whilst hanging over the side to Neither are increased training
regulations must be very seriously
fit these items prior to lowering? requirements the answer. To questioned.
This is another situation where compare today’s situation to that David Gilmour MNI
accidents have occurred, some of of years ago, when vessels had Rtd FICS BACS Marine and Cargo
them sadly fatal. larger crews and longer times in Surveyor
The design of lifeboats, pilot port and when training was the
boarding arrangements and regime is unrealistic. In general,
gangways should be considered today’s vessels are likely to have
to be on a par with fatalities such smaller crews and shorter times
as those occurring when entering in port, resulting in crew training
February 2022 Issue no. 29
N vigatorTHE
Inspiring professionalism in marine navigators
FR
EE
Focus on
Pilots
Getting on board with the
Pilot safety agenda
NSTITU
sponsored by
LI
A free publication by The Nautical Institute in
TE
ROYA
OF
association with the Royal Institute of Navigation

N
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Î to the maritime industry and beyond
Congratulations to members of The Nautical London Nautical School
Institute who have been awarded the Merchant The London Branch has a long-standing relationship with the London
Nautical School (LNS), which has involved us donating branch funds to
Navy Medal 2022: support upkeep of their boats in order to provide sailing experience to
O Captain Ann Pletschke (Till), for services to diversity, inclusion and pupils. This included providing NI logoed covers and sails a few years
wellbeing in the maritime sector. back. More recently, we donated £2,000 for specific items of boat upkeep.
O Captain Iain Macneil DUNIV MNI AFRIN, for services to maritime safety
Committee members, have in the past lectured/taught senior students on
and technical publications. maritime topics and we remain keen to do so again.
O Captain Les Hesketh CMMAR FNI, for services to maritime education
As part of our commitment, we sponsor two of the school’s annual
and training. achievement awards, and were delighted to attend the prize-giving in
O Mr Robert J Greenwood MNI, for services to safety in the fishing industry.
person again this year.
Congratulations to this year’s winners of The Nautical Institute awards:
Ali Shakar and River Goss.
Operation Pedestal
The Nautical Institute (Malta Branch),
represented by the Branch Chairperson, Dr
Geraldine Spiteri, attended a ceremony to mark
the 80th anniversary of Operation Pedestal, a
historic – and heroic – operation to ensure the
resupply of Malta during WWII. The event, which
remembers the bravery of merchant seafarers
and naval as well as other military and civilian
personnel, is held annually on 11 August.
The event was held at Pinto 3 Terminal, at the
Valletta Grand Harbour Waterfront.
OBITUARY
Captain Shamsuz Zaman AFNI (1954-2022)
We regret to announce that Captain Shamsuz Zaman, AFNI, passed An avid author, Zaman contributed
away in Dhaka, Bangladesh, on 27 August 2022 after battling with regularly to the leading local newspapers
abdominal cancer for one and a half years. A founder member of the on maritime affairs, with special focus on
Institute’s Dhaka branch (NIDB), Zaman served as Vice President of present day inadequate crewing onboard
the NIDB in 2010 and President in 2012. He took an active role in the ships leading to overwork of seafarers and
port development sector of Bangladesh and was widely consulted. He accidents due to fatigue. He also wrote a
mentored many seafarers and will be remembered for his devotion to novel based on his sea career. This became
the development of the maritime industry and for his contribution to so popular that three reprints of the book
the Institute’s role in Bangladesh. have been sold out.
Capt Zaman was born in 1954 and graduated from the Bangladesh Captain Zaman will be sorely missed. He
Marine Academy in 1976, thereafter sailing in various capacities. At leaves behind his wife, a daughter, three
the time of his death, he was shore based with affiliations in port sons, a host of well-wishers, colleagues, and
operations, surveys, and consultancy. friends. His eldest son is also a mariner.

New members
Welcome to our new members

The Nominations Committee has nominated the following for election by Council:
Associate Fellow Ninkalari Thayillathu H Captain/ Tudoran R C Mr/ Chief Mate Hyde Ruiz V J Mr/ Master (Honduras)
(India (South)) (Romania) Bradfield L J Mr/ Inspector of Marine
Kumar S Captain/ OMS Audit and Greenwood R J Mr/ Managing Croenen D J Mr/ Scheldt River Pilot Accidents (UK/Solent)
Training Superintendent (India Director (UK/Solent) (Belgium) Scarlat M Mr/ 2nd Officer (Romania)
(South)) Temirbulatov S Mr/ Chief Officer Sahabuddin S Mr/ Chief Officer
Majumdar S Captain/ Deputy Member (Azerbaijan) (India (East))
General Manager (Singapore) Syahputra A D Mr/ 2nd Officer
Madsen B Q Mr/ Chief Officer Sun D M Mr/ Chief Officer (China P.R.
Shukla S Captain/ Master (India (Indonesia) (Mainland))
(North)) (Denmark)
Echavarri Mejia A Captain/ (Mexico) Kosmas T Captain/ DP Master (South
Cesarale G Mr/ Staff Captain/ Robin L O Mr/ Deck Officer
(Indonesia) Thomason S R Mr/ Marine Africa)
(Netherlands) Consultant (Singapore)
Munir A Mr/ Seafarer (Indonesia) Berezanskyy Y Mr/ OOW (Bulgaria)
Laiquer R Captain/ Master (India Anderson S Mr/ 3rd Officer (UK/
Menesestello Cuevas H Captain/ Kogucki M P Mr/ Chief Officer
(North)) Bristol Channel) (Poland)
Xavier K F Captain/ Master (UAE) Mate (Mexico)
Krajewski A S Mr/ OOW JDPO Xie B Mr/ 2nd Officer (China P.R.
Elguezabal Zamora J C Captain/ Pratama R N S Mr/ 2nd Officer (Poland)
(Indonesia) (Mainland))
Master (Mexico) Ipatov A Mr/ 2nd Officer (Russia) Reijse J M Mr/ Chief Officer
Wheaton M V Captain/ Asyari M D Mr/ Deck Officer
(Indonesia) Robinson S Ms/ Director (UK/ (Netherlands)
Commanding Officer (CAN/Maritime London) Koike H Mr/ 2nd Officer (Japan)
Provinces) Ismail M N Mr/ 2nd Officer
(Indonesia) Junior A C R Mr/ 2nd Engineer Briones J M Mr/ ETO (Philippines)
Mukherjee K K Captain/ Director (Brazil)
Cupial B J Mr/ Chief Officer (Poland) Xiao S Captain/ (China P.R.
(Singapore) Koperski P J Mr/ Chief Officer
Phillips C J Captain/ Master (UK/ (Mainland))
Ghosal S Captain/ General Manager (Poland)
North Scotland) Koprivica V Mr/ ETO (Croatia)
(Singapore) Iotic S Mr/ 2nd Officer (Romania)
Duggan R Mr/ (Ireland) Abdelgavad R Mr/ SDPO (Lithuania)
Di Mauro C Captain/ Deck and Adrian A D Mr/ Deck Officer
Safety Superintendent (Germany) Hanif M Mr/ Assistant Fleet Manager Vega Espinoza H E Captain/ SDPO
(Romania)
(Singapore) (Mexico)
Neisi F Captain/ Master (Iran) Boye-Doe B B Mr/ 2nd Officer
Thompson M H Mr/ Mate (Trinidad Wang W Mr/ 2nd Officer (China P.R.
de Gannes W P Captain/ Terminals (Ghana)
& Tobago) (Mainland))
Manager (Trinidad & Tobago) Rawat A P S Mr/ 3rd Officer (India
Uliki A A N Mr/ 2nd Officer (North))
Hughes R Captain/ COO (U.S. North Upgrade to MNI
(Tanzania)
East Coast) Darus A A B Mr/ 2nd Officer
Vicencio Delgado F Captain/ Capt (Malaysia) Adebayo I D Mrs/ Customer Service
Fonteyne B K Captain/ Owner (UK/
(Mexico) Yuan Y Mr/ 3rd Officer (China P.R. SV3 Coordinator (UK/NW England &
London)
Weeks M Mr/ 3rd Officer (US Gulf (Mainland)) N Wales)
Clay G J Captain/ Pilot (UK/Humber) (Florida))
Macintyre B C Mr/ Master (UK/North Abello O J Y Mr/ 2nd Officer
Markulets V Mr/ 2nd Officer (Philippines)
Scotland) (Romania)
Gill S S Captain/ Master (Singapore) Maswanganyi P R Miss/ Crewing
Donela V Mr/ Chief Officer/ DPO and Training Executive (South Africa)
Jones T Mr/ Director (UK/NW (Lithuania)
England & N Wales) Betzis E Mr/ 2nd Officer (Greece)
Connor S F Mr/ OOW (N Ireland) Ginting D A Mr/ Captain (Indonesia)
Addoteye A K Mr/ Master (Ghana) Matus Acuña H A Captain/ Captain
Whelan L A Captain/ (U.S. West Anderson T J Captain/ Director
(Mexico) (CAN/British Columbia)
Coast) Boiko I Mr/ OOW (Poland) Sedano Lizárraga R E Mr/ Deck
Thys P Captain/ Pilot/Master Mariner Gernedi G G Mr/ Officer Deck Officer (Mexico)
(Belgium) (Indonesia) Asriq N N Mr/ 2nd Officer (Malaysia)
Tasrif M Captain/ Master (Indonesia) Page A Ms 2nd Officer (Australia - Snørteland J Mr/ 2nd Officer
Rahikainen M T Captain/ Ecosystem QLD) (Norway)
lead (Baltic States) AL-Tous M E Mr/ 2nd Officer (Saudi Harris C D Capt (US Gulf (Florida))
Kinnunen J Captain/ Safety & Arabia)
Security Superintendent (Sweden) Carrara D Captain/ Chief Mate (US
Masreng I Y Mr/ Master (Indonesia) West Coast)
Gunathilake D J Captain/ Master (Sri Brokmann S Mr/ QHSE Manager, Abbas A . Mr/ Chief Engineer
Lanka) DPA, CSO (Germany) (Indonesia)
Singh I Captain/ Master (India Zhu Z Mr/ Captain (China P.R. Mioduchowski T Mr/ Chief Officer
(North West)) (Mainland)) (Poland)
Bhat R R Captain/ Safety & Quality Zimnicki H Mr/ Chief Officer Iacono A Mr/ Master (Italy)
(Singapore) (Poland) Harvey J S Mr/ Vessel traffic service
Bindal V Captain/ Master (India Aloja G Mr/ 3rd Officer (Italy) officer (UK/London)
(North)) Kalachov L Mr/ 2nd Officer (Ukraine) Sharma R K Captain/ (India (North))
Sazzedeen S M Captain/ Drage S M Mr/ Captain (Norway) Mohamed Z Captain/ Master
(Bangladesh (Dhaka)) Kotlewski M M Mr/ OOW (Poland) (Malaysia)
Ramnarine A A , R Mr/ 2nd Officer Koseoglu E Captain/ Master (Turkey)
Upgrade to AFNI JDPO (Trinidad & Tobago) Chandra S Mr/ 2nd Officer (India
Owen J Captain/ Director (UK/North Martinez Ocampo D A Capt Master (North))
East England) (Mexico) Demerdzhiev T Y Mr/ Chief Officer
Mulder J Captain/ Master (South Sanchez Sebastian R Captain/ Chief (Bulgaria)
Africa) Officer (Mexico) Truemper Z W Mr/ Captain (US Gulf
Lees S Captain/ Master (UK/Central Adeyeye A G Mr/ OOW (Nigeria) (Houston))
Scotland) Milanov D E Mr/ OOW (Bulgaria) Hieu N H Mr/ (Vietnam)
Cooper C Captain/ Marine Pilot / Mohd Nan M N B Captain/ Marine Maggied A D Lt Cdr/ Executive
Director (South East Australia) Pilot (Singapore) Officer (US West Coast)
*Signiﬁes members who have rejoined

Branch Secretaries and development contacts
AUSTRALIA CYPRUS ITALY RUSSIA UNITED KINGDOM
Queensland www.nautinst-cyprus.org North Bristol Channel
St. Petersburg
Peter Murday AFNI Captain Michael Quain FNI Tiziano Menconi MNI Capt John Rudd, AFNI
Captain Alexandr B Nosko MNI
mobile: +61 418 745501 Hon. Secretary Tel: +39 3397540138 Tel: 01179 772173
Tel: +7 812 3859933
secretary@nautinst-cyprus.org menconitiziano@gmail.com Mobile 07976 611547
Queensland.branch@nautinst.org Mobile +7 911 9224151
South johnrudduk@hotmail.com
SE Australia DENMARK abnosko@gmail.com Central Scotland
Capt Modestino Manfredi AFNI
www.nisea.org Capt Peter Lundahl Rasmussen AFNI a.nosko@scf-group.ru http://nicentralscotland.org.uk
Tel: +39 339 1291042 (Mobile)
Patrick Walsh AFNI Tel: +45 44 366873 dariomanfredi@libero.it Moscow Capt Andy O’Brian AFNI
Tel: +61 437 681 277 plr@bimco.org Mobile 07833671427
Mr Colin Chandler FNI
sec@nisea.org JAPAN Secretary@nicentralscotland.org.uk
Prof. Masao Furusho, MNI Tel (Russia) +79588107021
EGYPT Humber
New South Wales Capt Eslam Zeid, AFNI Tel: 81 78 431 6246 Tel (UK) +44984227085 Mr Tony Neumann AFNI
Australian Capital Territories Tel: +201288850654 Mobile 81 90 5362 2858 colin.chandler@nautinst.org Mobile number 07954 037681
eslamzeid@gmail.com furusho@maritime.kobe-u.ac.jp colin_chandler@btinternet.com tony.neumann@hotmail.co.uk
(ACT)
See above MALAYSIA London
FRANCE SINGAPORE www.nautinst.org/uk-london
Southern Australia Dr. Capt. Manivannan www.nautinst.org/singapore
Capt Guillaume Bourgeois de Andrew Bell FNI
Subramaniam FNI
www.nisea.org Boynes MNI Capt Ken Ellam AFNI Tel: 07785586317
Tel: + (60)-012 3582 485
Capt. Mike Callander MNI Tel: +33 (0)2 3292 9175 (o) Tel: : +65 9879 8606 london.branch@nautinst.org
(60)-06- 388 2280
Tel +61 400 248460 guillaume.deboynes@helvetia.fr manivannan@alam.edu.my singapore.branch@nautinst.org North East England
southern.australia.branch@ Mr David Byrne FNI
nautinst.org GEORGIA MALDIVES SOUTHERN AFRICA Tel: +44 (0)191 285 2013
Capt Mamuka Akhaladze AFNI Capt. Adhil Rasheed MSc MNI www.nautinst.co.za Mob: +44 (0)7703 49 00 63
South Australia Tel: + 960 331 2014 david.byrne@flag-c.com
Tel: +995 555 965050 Ms Yvette de Klerk AMNI
Tasmania Fax: + 960 331 2015 Tel: +27 84 482 4444 North of Scotland
Mob: +995 577 221677
Mob: + 960 999 8700 John Reid AFNI
Victoria m.akhaladze@gmail.com southernafrica.branch@nautinst.org
arasheed@mamaldives.edu.mv northofscotland.branch@nautinst.
See above org
GERMANY MALTA SOUTH KOREA
Western Australia www.linkedin.com/ Capt Chason Kang AFNI NW England and N Wales
Capt. Reuben Lanfranco, FNI
Zubin Bhada, AFNI Dr Christopher Haughton, FNI
groups?gid=3451665? Mob: +356 9982 5347 Chasonk@nate.com
Tel: +61 8 9348 5837 ninw.branch@nautinst.org
Capt Justus Eckardt MNI reuben.lanfranco@nautinst.org
Mobile: +61 0 408 165 306 info@maritimeconsultant.eu SRI LANKA Shetland
Tel: +49 (0) 15773001394 https://www.facebook.com/
zbhada@gmail.com germany.branch@nautinst.org Capt Keith Jayasuriya AFNI
MEXICO ShetlandNI
BALTIC STATES Tel: +94 770 713 857 Laura Burden MNI
GHANA Capt. Ricardo E. Jiménez AFNI
sec@nautinst.org Keith.jayasuriya@gac.com Tel: 07935919886 (Mob)
Office: + 52 55 75 868274
Capt William Amanhyia, AFNI Mob: +52 1 55 4712 8244 laura.burden1@hotmail.com
BANGLADESH Tel: 233 2 4406 2438 SURINAME Solent
Ricardo.Jimenez@bs-
Chittagong w_amanhyia@msn.com shipmanagement.com Mr Ruurdt Jukema MNI www.nautinst.org/uk-solent
Capt. Sheikh Md. Jalal Uddin Gazi, Tel: + 597- 485594 Richard Brooks, FNI
GREECE (HELLENIC) MYANMAR Mob: +597-869 3876 Tel: 07815 104419 (Mob)
AFNI
Capt. Nikos Aslanis FNI Capt Ba Nyan MNI ruurdt.jukema@firstmeridian.nl nisolentbranch.secretary@gmail.com
Mobile : +880 1713 450252 Tel: 95 9 511 0982 (Mobile)
Tel: +30 6944 370 023 South West England
nautinst.chittagong@gmail.com banyan@kcksrpsp.com
hellenic.branch@nautinst.org SWEDEN Gordon Foot FNI
Dhaka Capt Peter Lundahl Rasmussen AFNI gordonfoot@sky.com
MONTENEGRO
Capt Subrata Kumar Saha AFNI IBERIA Tel: +45 44 366873
Capt. Boro Lucic, AFNI VENEZUELA
Mobile : +880 1711 352569 Capt. Mark Bull FNI Tel: +382 (0)69 597 766 (Viber) plr@bimco.org
nautinst.dhaka@gmail.com Tel: +350 5404 6600 (Mob) Capt Oscar Rodriguez AFNI
+382 (0)68 068 766 Tel: +584242177766
Iberia.branch@nautinst.org boro.lucic@gmail.com TRINIDAD & TOBAGO
BELGIUM Mobile +582127935701
Yusuf Buckmire AMNI orodriguez@consemargroup.
www.nautinst.org/belgium INDIA NETHERLANDS
Tel: +18687699429 com.ve
Mr Frans Doomen MNI www.nautinst.nl
North (New Delhi) Netherlands.branch@nautinst.org yubuck14@gmail.com
info@nibb.be
Capt Pawan K. Mittal, MNI
BRAZIL Mobile 91 98 1016 0883 NEW ZEALAND TURKEY
Capt. Vinicius Madruga Santos, FNI Tel/Fax: 91 11 2508 6500 Mr Peter Zotov Capt. Mehmet Albayrak, MNI
Tel: +55 11 3515-5873 pkmittal@ariworld.com newzealand.branch@nautinst.org Tel +90 216 474 6793
Mob: +55 11 964650066 alia@topazmarine.com
North West (Chandigarh) NIGERIA
madruga@flumar.com.br Capt P Ahluwalia MNI Capt. Jerome Angyunwe AFNI
UAE
cdgnauticalinst@gmail.com Tel: 234 1896 9401
BULGARIA www.niuae.ae
Mobile 234 80 2831 6537
Capt. Andriyan Evtimov, FNI South (Chennai) Jerome107@hotmail.com Capt Sirpreet Kahlon AFNI
Tel: 359 52 631 464 (o) Capt Y D Misra MNI nauticalinstitute.uae@gmail.com
aevtimov@abv.bg Tel: 91 98401 15064 (Mob) NORWAY
Mr Viet Dung Vu MNI UKRAINE
CANADA mail@nisi.org.in
Tel: +4798545022 www.nautinst.com.ua
British Columbia South West (Kochi) dvv@hvl.no Professor Vladimir Torskiy, FNI
nibcbranch.ca John Prasad Menezes FNI Tel/Fax: +38 (048) 733-48-36
PAKISTAN
Mr Evan Drinkwater MNI Tel: 91 824 2458882 Mobile: +38 (050) 390-12-87
Capt. S M A Mahmoodi, FNI
ahoynibc@gmail.com john.menezes@ Tel: 92 21 285 8050-3 (o) torskiy@te.net.ua
menezesandassociates.com mahmoodi@mintship.com
Maritime Provinces
West (Mumbai) U.S.A.
Capt. Alan Knight FNI PANAMA
knighta@eastlink.ca Capt Gyanendra Singh, AFNI Nitzeira Watson MNI Gulf – Florida
capt_gyan@yahoo.com panama.branch@nautinst.org Cmdr. Peter James, FNI
CHINA pjameseas@aol.com
INDONESIA PHILIPPINES
Hong Kong SAR Captain Akhmad Subaidi AFNI Gulf – Houston
Angelica Baylon AFNI
www.nautinsthk.com Tel: +62 24 7628676 (H) Tel: 63472373355 Fr Sinclair Oubre AFNI
Mr Rocky Siu ambaylon_maap11@yahoo.com Tel: 409 749 0171 (Mob)
Tel: +62 21 30050000 (Ext 204)(O)
secretary@nautinsthk.com nigulfbranch@gmail.com
capt.akhmad@gmail.com
POLAND
Shanghai North East US Coast
IRELAND Capt. Adam Weintrit, FNI
Sandy Lin, MNI Tel: +48 6 0410 8017 Capt Craig Dalton AFNI
Tel: 86 21 68868389 www.linkedin.com/pub/
nauticalinstitute-ireland- weintrit@am.gdynia.pl Tel: 508-830-5000
sandylin@fcaremarine.com.cn
branch/29/953/561 cdalton@maritime.edu
ROMANIA
CROATIA Capt Steve Malone AFNI Capt. Cristian E. Ciortan, AFNI West Coast
Mrs Zaloa Sanchez Varela MNI Mobile: +353 86 2297127 Mobile: +40 722 393 464 Capt Tuuli Messer-Bookman AFNI
nauticalinstitutecroatia@gmail.com nautinst.ireland@gmail.com ceciortan@me.com uswestcoast.branch@nautinst.org
As many of these email addresses are private accounts, please refrain from sending multiple messages with attachments

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Seaways

October 2022 www.nautinst.org

The International Journal of The Nautical Institute

The perfect way to

Join today at nautinst.org/membership

Comment & Opinion 12 Facing reality Reporting back

Seaways is posted to all Institute

Finding your future role EXCLUSIV

Watch the webinar!

‘Automation is coming but it won’t replace

You will also be able to view a range of other past

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p14 p22 p24 p25

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4 | Seaways | October 2022 Read Seaways online at www.nautinst.org/seaways

NOAA is composed of six line offices with various responsibilities.

For more information:

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MPX: beyond the basics

Compare and contrast

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Order online at shop.witherbys.com

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SIRE 2.0: Digitalising

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The CVIQ is compiled using significantly upgraded SIRE 2.0 software

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Courses currently available include:

Onboard Assessment (online

to enquire about booking a course

tailored for your own company

Mariners’ Alerting and

Visit www.nautinst.org/MARS for online database

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Visit www.nautinst.org/MARS for online database

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Visit www.nautinst.org/MARS for online database

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for their continued support

‘joining the world together’

Independence and Experience in Surveying

Iridium KASI GROUP Maritime

West of England P&I Club WAVES GROUP

Our Nautical Affiliates help us make a difference to the

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Lighting the way

approach is necessary both to bridge team members and to regulatory

Risk and investment

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Read Seaways online at www.nautinst.org/seaways October 2022 | Seaways | 23

Throughout 2022 the NI will be holding a series of events

Making shipping the profession

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Branch activities Let us know at