Seaways

January 2020 www.nautinst.org

The International Journal of The Nautical Institute

Thin red line Ports of refuge Solar storms Lifeboat loading
Is leaving the track a Preparation is never A threat to navigation Are requirements
problem? p06 wasted p11 safety p24 realistic? p34

a*
al
riw
Ja
h
es
ar
*N

Heavy weather
How performance clauses can drive
poor decisions p22
*N
ar
es
h
Ja
riw
al
a*
 Contents January 2020

a*
al
Comment & Opinion
riw
15 Magnetism matters Reporting back
Ja
Why today’s officers should still care
03 Focus about the magnetic compass 21 Nautelex
Chief Executive John Lloyd FNI News affecting the maritime professional
16 The next generation
Features Meet our Younger Members’ Council 26 Conferences
Professional Women in Marine Ireland
22 (Don’t) blame the weather
h

04 Captain’s Column Bulk Terminals

Intervention – an important tool Performance clauses in charterparties
are forcing bad decisions 28 Reviews
es

06 Separation anxiety Shiphandling – passenger ships

Maintaining safety while avoiding 24 Watching the sun without tugs
too many call-outs Causes and effects of a solar flare Guidelines on the application of the
IMO ISM Code
11 Ports of Refuge MARS
ar

Tabletop exercises are improving

17 MARS reports Members & Branches
a tricky situation
Distracted OOW ends on the rocks; quick 30 Branch activities
12 Compasses behaving badly action avoids grounding; touch screen Reports on branch activity and events
Causes and solutions of sextantal safety issues; another lone OOW, another
*N

deviation grounding; loss in heavy weather;

32 Letters
collision with anchored vessel 34 LinkedIn
35 The Nautical Institute
Out and about
36 New members

Seaways
The International Journal of The Nautical Institute
Editor: Lucy Budd
E-mail: editor@nautinst.org
Advertising manager:
John Payten
Vice Presidents:
Captain Trevor Bailey FNI
Captain G H Livingstone FNI
Captain D A P McKelvie FNI
DP Certification & Training email:
DP@nautinst.org

Seaways is posted to all Institute

The Nautical Institute E-mail: jpayten@jpmediaservices.com Jillian Carson-Jackson FNI
Captain A Le Goubin FNI members. The subscription rate to
202 Lambeth Road Tel: + 44 (0) 1737 852135 others is £115.
London SE1 7LQ Captain Steve Pelecanos FNI
Mr W Vervloesem FNI The Nautical Institute is a company
Tel:+44 (0)20 7928 1351
Fax:+44 (0)20 7401 2817 Nautical Institute Chief Executive: Treasurer: Captain D Telfer FNI limited by guarantee No. 2570030 and
John Lloyd FNI Publications sales: pubs@nautinst.org a registered charity in the UK
Website: www.nautinst.org Email: John.Lloyd@nautinst.org No 1004265.
Membership enquiries:
The Nautical Institute President: member@nautinst.org Printed in the UK by
ISSN 01 44 1019
Captain N Nash FNI
© 2020 The Nautical Institute Stephens & George, Merthyr Tydfil
 Diary
16–17 January 06 February 19–20 February
Deep Offshore Congress Blockchain technology Smart Ports Summit
Accra, Ghana Hilton Canary Wharf, London,
and maritime logistics
Discount available for NI members North East England Branch UK
Szwgroup.com 20% discount for NI members
17.30, Armstrong Building,

What’s on?
Newcastle University
21 January 27 February
Building the FPSO Catcher 11 February Autonomous
NI AGM and international North of Scotland Branch classification
Just culture and learning Western Australia Branch
conference 17.30 for 18.00
organisations
Woodbank House, North Deeside 19.30, Flying Angel Club,
Plymouth, UK Road, Cults AB15 9PN Ireland Branch Fremantle
01–03 July 2020 19.00, National Maritime College

a*
Buffet dinner and chat followed
by presentation of Ireland, Ringaskiddy, Co. Cork Electronic charts:
y
The Nautical Institute’s South West England
Branch will be hosting the AGM for 2020. This
RSVP ni.northofscotland@yahoo. Speaker: Nippin Anand
co.uk
RSVP nautinst.ireland@gmail.
a voyage of discovery
North East England Branch
important date will include technical content ‘L’ Block Lecture Theatre, South
com
23 January

al
and a number of insightful talks, as well as Tyneside College, South Shields
a chance to network with members from 17.30 for 18.15
AGM & British marine 18 February
around the world.
engine development Reactivation of vessels 04 March

riw
Watch this space for more information! North East England Branch
after lay-up MARS debate
Trinity House, Newcastle
North of Scotland Branch Belgium Branch
17.30–20.00
17.30 for 18.00 20.00, Det Kerkschip, Antwerp
AGM at 17.30
Woodbank House, North Deeside https://www.nautinst.org/
Road, Cults AB15 9PN branch/belgium.html
06 February
Ja
Buffet dinner and chat followed
To take advantage of the discounts available for
events listed in the Diary section, please log in to AGM & lightering VLCCs by presentation
www.nautinst.org using your membership details Humber Branch RSVP ni.northofscotland@yahoo.
and click on ‘Event Discounts’ Time and location TBC co.uk
h

OUT NOW
es
ar

BALLAST WATER
MANAGEMENT 10th Edition
*N

This 10th edition of ‘Ballast Water Management’ sets out

the current state of international and national ballast water
legislation. The BWM Convention is now fully in effect
for all applicable ships and this book contains essential
information on the requirements for compliance.
It also highlights the significant revisions to
US regulations (VIDA 2018).

£295

info@witherbys.com +44 (0)1506 463 227 witherbys.com Navigation House, 3 Almondvale Business Park,
Almondvale Way, Livingston EH54 6GA, Scotland, UK

2  |  Seaways |  January 2020 Read Seaways online at www.nautinst.org/seaways

 Captain John Lloyd FNI Chief Executive

Focus
Setting course for 2020

H
appy New Year to all of our readers and Engaging with the industry
welcome to the final year of the second

a*
Following on from the success of our engagement with
decade of the third millennium! maritime leaders in December, we will host another
I hope many of you had the chance event in April of this year which will help us understand
of a break around this time of year. I would like to more fully the ways in which we can support the
express my appreciation to those who showed their maritime sector and our members.

al
commitment to the profession by continuing to work We will also be developing further our collaborations
and deliver excellent and safe services while many were with other organisations including the IMarEST. With
on holiday. our engineering colleagues we have developed
a scheme of recognition for maritime centres of
Please take the
opportunity to
have your say in
establishing the
riw
Supporting career development
The New Year gives us all a chance to focus afresh
on the challenges and aspirations for the coming 12
months and The Nautical Institute is no different. During
the year ahead we will be developing tools to support
even further the career development of our members
excellence. The scheme recognises those leading
institutions that have demonstrated true leadership and
capability in the maritime education and training sector.
You will read more about this in February, but if you
are interested in receiving further details then please
contact me: sec@nautinst.org
Ja
with a range of exclusive support materials including a
Together with the Honourable Company of Master
priorities for your range of online learning materials and career-focused
webinars. Please watch out for details in Seaways and
Mariners, we will continue the international roll-out of
the Chartership scheme. We are very pleased that many
organisation check out the website too: www.nautinst.org
of our leading members have already been recognised
Recognising recruitment with the award of Chartership and are eligible to join
Support for our members is a key objective for the the register. There is an annual gathering of those
h

institute and encouraging professional membership holding Chartered Master Mariner status on board HQS
is equally important if we are to help raise standards Wellington in London and I hope to see some of you
across the sector. We will continue to recognise with there later in the year.
es

recruitment awards those who attract members at both As we near the end of the current period of our
branch and an individual level. Please ensure that those Strategic Plan, which covered the five years from
you introduce record your name during the application 2015 to 2020, we will be consulting globally with our
process so that we can give credit where it is due! members by means of the President’s questionnaire.
Please take the opportunity to have your say in
ar

The next generation establishing the priorities for your organisation. It

We will build in the work of the Younger Members makes a difference and helps guide the Executive Board
Council (YMC) and look forward to their engagement on your hopes and aspirations for the development of
at a local and international level. The first YMC The Nautical Institute.
*N

meeting was held in London in December, and the I wish you all a very successful 2020 and look forward
group will reconvene for further discussions and to to meeting many of you as the year progresses.
share their successes in July when they will join the John
AGM in Plymouth. Please offer them every support
both through your branches and through your own
professional network.

p16 p35

Read Seaways online at www.nautinst.org/seaways January 2020  |  Seaways  |  3

Captain Hans Hederström FNI

Captain’s column
Intervention – an important tool for safety

a*
I
t was a cold January evening in 1983 in Stockholm when I was agreed values, it is time for the team to intervene. Clear and unambiguous
welcomed on the bridge of a Silja Line ferry for the first time by the margins for the planned navigation area and for the speed range make
Master, Captain Kari Larjo. This ferry was trading the challenging this so much easier. Intervention can start with a probing question like:

al
archipelago between Stockholm and Turku 364 days and nights ‘What’s your intention?’ If there is no reaction from the person conning it
per year, sometimes in dense fog, thick ice and strong winds. When I is time to alert by stating: ‘The speed is now 9 knots, our planned speed
introduced myself as the Gothenburg pilot, Captain Larjo, in his typical is 6–8 knots.’ This would normally trigger some reaction. If it does not, it is
short cut Finnish manner, said: ‘A pilot without a passage plan is not a time to challenge: ‘I suggest to slow down to bring the speed within the
pilot.’
For this legendary Captain, the passage plan was one of the

riw
cornerstones for successful navigation in the archipelago, providing all
team members on the bridge with a reference tool.
Another cornerstone was the bridge design and layout of controls
and instruments, which he had arranged like an airline cockpit with two
agreed range.’
It is important to note that probing, alerting and challenging is based
on the outcome, not on what the person conning ought to do. Bridge
team members should refrain from giving direct advice or orders, as this
will mean a de facto, but not formal, taking over of the con. If those three
steps do not bring about the desired result or an adequate explanation
Ja
navigators sitting side by side in front. They each operated their own it is time to go to the final step and declare emergency. If you are the
set of radars and between them was a centrepiece containing all the Captain, you can just say: ‘I take over!’ If you are an officer when a pilot is
control functions. The navigator on the left side, the company’s own conning, you can say: ‘I’m calling the Captain.’
pilot, normally had the con. The other navigator, the officer of the watch, The purpose of BRM is to avoid incidents and accidents resulting from a
was tasked with supporting and cross-checking the person conning. The variation in performance by one person. In my experience, these tools are
Captain himself had his own radar just behind those two navigators in some of the most helpful ones to meet the objectives of BRM.
h

order to get a good overview of the operation. My first meeting with Captain Larjo was followed by many more, and
On this bridge the traditional hierarchical way of working had been he became my role model. I also had the privilege of working with him
replaced by a co-ordinated team approach. Ideally, the two navigators at in 1991–1993, as we were both members of the development group
es

the front should have the same level of competence. converting the Scandinavian Airlines CRM course into a maritime version,
‘But how can you get two navigators with the same level of which is still used under different names such as BRM, MRM and MCRM.
competence?’ I asked. In 1995 Captain Larjo was awarded the Gold Medal by the Royal
‘One of the most important tasks for a Captain is to train and coach the Institute of Navigation for his work related to the development of the
officers, if possible, all the way up to my own level,’ Capt Larjo replied. ‘We NACOS integrated navigation systems.
ar

don’t expect to get experienced and well-trained officers directly from I was very sad to learn that Captain Kari Larjo died at home in Turku in
the nautical colleges. The college is just the starting point for lifelong August 2018.
maritime learning.’
What Captain Larjo had put in place was an early version of bridge
*N

resource management (BRM), with the aim of avoiding an error by one

person that could escalate and lead to negative consequences. He had
realised that all actions in time-critical operations must be cross-checked.
For that reason the operators must have a shared mental model based on
an agreed passage plan.
After my meeting with Captain Larjo I presented my passage plan on
every pilotage I was assigned to until I resigned as a senior pilot in 2000.
Traditionally, shiphandling has been considered as a one-person
operation – and, by some people, it still is. However, accident and incident
reports often show that incidents are the result of one person’s unsafe
control actions not being cross-checked, resulting in a negative outcome.
It is therefore essential that BRM should be practised at all times the ship
is underway, from berth to berth. It is the responsibility of the Captain to
establish co-ordinated teamwork based on an agreed plan and effective
communication during all critical operations to mitigate risks.
Effective communication by the person conning the vessel is to
verbalise his/her intentions, the reason for this and the expected
outcome. This ‘thinking aloud’ is one way of creating and maintaining
team situational awareness.
If for some reason the person conning, be they officer, captain or pilot, The Swedish archipelago, as seen by VTS – precise
seems to lose situational awareness, and the ship is about to deviate from navigation and good cooperation is a must

4  |  Seaways |  January 2020 Read Seaways online at www.nautinst.org/seaways

 upgrade your future
With a worldwide membership of over 7,000
we can support your career and professional development.
Join the professionals - join The Nautical Institute.

a*
Available to all Exclusive to our members

al
Stay up to date gain professional recognition
With The Navigator magazine and our regular The Nautical Institute is recognised and respected

riw
e-Newsletter, we can keep you informed about
developments in your industry and your Institute.

MARS
around the world, so there is real value in displaying
your membership on your business card and CV.

MEMBER-ONLY
Ja
Mariners’ Alerting and Reporting Scheme
Read, learn from and share our free online Log in to your own member area and access
accident reports to help keep others safe. exclusive online content, discounts, Seaways
magazine, webinars and presentations.

network with the industry

h

Whether it's at branch meetings, seminars or best practice

es

online, there are plenty of ways to meet fellow As a member you can receive 30% discount on all
professionals through the NI. our best practice publications.
ar

get involved be heard

With more than 50 branches around the world,
The Nautical Institute has a seat at major industry
there’s sure to be one near you. All our branch
forums such as IMO and IALA, ensuring our
activities are open to everyone.
*N

members’ voices are heard at the highest level.

Assess and certify your cPD expertise

Chart your professional progress with our free and Got a question? We can connect you with experts
easy to use Continuing Professional Development on our Technical Forums via the Members’ Area.
Online forms.

build your knowledge SEAWAYS

We offer self-study courses, best practice guides Seaways Keep up to date with the latest technical
(there’s a 30% discount for NI members) and a fast- developments in our monthly member’s journal.
expanding online Knowledge Library.

BECOME A MEMBER TODAY ONLINE AT: WWW.NAUTINST.ORG/MEMBERSHIP

Feature: Separation Anxiety

Separation
a*
Anxiety
become too attached to it. How do you make sure navigators
Ja
The charted track can be a powerful tool, but it is possible to
riw
have all the information they need for a complicated port approach –
al
and that it can be easily monitored and challenged if necessary –
h

without overloading them with detail?

es
ar

Captain Nick Nash FNI

*N

President, The Nautical Institute

Charted Track –
the ‘red line’

I
recently overheard a pilot commenting that
bridge teams on modern cruise ships suffer
from ‘separation anxiety’ when the ship is off its
charted track (usually a red line on the ECDIS)
Deviation from
and thought it was a great quote!
route alarm
Royal Princess enjoyed a successful season in Alaska
this summer due to the highly professional SE and SW
Alaska pilots who worked well with our bridge teams
– as part of the team, rather than as an addition. It was Vessel is still within
one of their younger pilots who came up with the term safety corridor –
‘separation anxiety’ after acknowledging yet another even though it is
call out from the co-navigator that the ship was off track ‘off track’!
– a clear case of acknowledgement fatigue!
The pilot was correct. Too many call outs become Off Track!
distractions and can lead to complacency in Red Line Separation Anxiety Separation Anxiety!
responding, therefore missing a real threat or danger.
We discussed this issue at our next navigational team
meeting – hence this paper. How do we remove this

6  |  Seaways |  January 2020

6  |  Seaways  |  January Read Seaways online at www.nautinst.org/seaways
 Feature: Separation Anxiety

a*
al
riw
Ja
h
es
ar

separation anxiety and avoid unnecessary call outs, Bridge layout with navigators backed up by visual clues, good BRM
but still ensure that the ship is in safe water, and that approach table clearly and a sensible realistic plan with a pilot who has
*N

heading and speeds are acceptable to the team? visible to navigators (small expert up-to-date local knowledge. In my previous
The excellent paper by Antonio Di Lieto and Hans screen right of centre) paper ‘The Marine Approach Chart’ (Seaways,
Hederstrom ‘Sharing mental models in confined November 2017) I tried to emulate the Jeppesen
waters’ (Seaways, June 2018) goes a long way to help airport approach chart to support this approach.
solve this issue. Since the paper appeared, CSMART, However, after using it for a while I have found this
Carnival’s training facility in Almere, The Netherlands, to be too compact and too small for realistic use
has been teaching the use of safety corridors and as a tool for the navigation team. These chartlets
‘ranges’ for headings and speeds. However, this were fine for briefing and discussion before the
information is difficult to put onto the Electronic event, but little use on the approach to the harbour
Navigational Chart (ENC). Unless it is displayed and docking. Ships face a few more obstacles than
adjacent to the ENC, it is not easy for the co-navigator aircraft, which take off and land in a ‘clean’ air
to use the Probe, Alert, Challenge, Emergency (PACE) envelope that encompasses the aircraft. We do not
model recommended in the article if they believe the have that luxury and our approach to a berth is
navigator is out of range on a heading or speed. littered with rocks, shoals, recreational craft, fishing
Following on from these issues and our team vessels and other large ships.
discussions about ‘separation anxiety’, I have been I have been looking for a different way to present
looking at how best to put Di Lieto and Hederstrom’s useful information to the navigation team to ensure
ideas into a practical form which works as an envelope the ship remained within a planned safety envelope.
around our charted track line – the ‘red line’ on ECDIS. Ideally, this would be used first as an effective
The key to a safe arrival is correct use of the ENC briefing method, and then in real time alongside the
and ECDIS equipment – in our case, as instrument Electronic Navigational Chart (ENC) to assist the

Read Seaways online at www.nautinst.org/seaways

www.nautinst.org/seaways January 2020  |  Seaways  |  7
Feature: Separation Anxiety

Too many call outs become distractions and

can lead to complacency in responding, therefore
missing a real threat or danger

navigation team, rather than just being a ‘death by

a*
Power Point’ presentation.
In response to this need, I have developed an
Approach Table (see opposite) displaying relevant
information, along with acceptable track and speed

al
ranges, which can be displayed adjacent to the Operations Director’s position, with ipad showing the
navigator/co-navigator, possibly on a laptop or tablet. Approach Table slide from the arrival PowerPoint,
enabling the Operations Director to monitor the
Using the approach table navigators and co-navigators and the track and speed
This Approach Table will be the key for P.A.C.E. It
should be displayed up front between the navigator
and co-navigator, adjacent to the ENC.
It would help the team if the Operations Director
(Captain) also has this displayed close to their work
station, giving an important overview. The best way
riw
of the vessel.

Briefing and debriefing

The saying goes ‘If you don’t plan you plan to fail’.
Equally, if you don’t brief, you brief for confusion.
Your team (including the pilot) won’t know the plan,
Ja
to display the table is to have it incorporated into a and will fail to monitor or P.A.C.E. it.
PowerPoint presentation of arrival information (see By definition a briefing is a meeting for giving
overleaf). A recent arrival into Ketchikan, Alaska is a information or instructions. The arrival briefing should
good example of how this table can be used: be given by the Captain and should be concise,
directed and short. My notes for my own briefings
remind me to cover:
h

E Manning/Con
es

E Weather/Tides +UKC
E Pilot/VTS/VHF - Traffic
E Engines/Limitations
E Stability & Drafts
E NAVS/d° /Speeds/Manoeuvre
ar

E Captain’s safety envelope/Commit/What Ifs…

E Mooring Plan/Gangways
E Critical Stages Distances Tugs
E Speak Up if in Doubt/Concerns!
*N

E Set RED Manning or

Ketchikan, Alaska. A busy approach, with strong
currents, anchored ships, float planes landing and Likewise, a debrief is a simple yet powerful tool that
taking off, fishing vessels and recreational craft. enables a team to self-correct, gel as a team, and
enhance their performance. During debriefs, team
members reflect upon a recent experience, discuss what
went well and identify opportunities for improvement.
It is best if the Captain speaks last so as not to
intimidate a junior from speaking out. Choose a good
time, minimise distractions and use the playback function
on the ECDIS. It is good practice to invite the pilot to
stay and contribute to the discussion. I like to use the
team skills performance wheel to help the debrief flow.
Using this system, a large modern cruise liner can
stay within a pre-determined ‘safety envelope’ by good
planning, briefing, execution and debriefing. Team
work (including the pilot) and using all the tools we
have alongside the critical ENC display are critical.
Visual clues are still very important, but modern
A laptop placed between the navigator and navigation systems with correct training, briefing and
co-navigator displays the Approach Table. execution are the way forward.

8  |  Seaways |  January 2020 Read Seaways online at www.nautinst.org/seaways

 Feature: Separation Anxiety

Leads (MAX Dº & SWEPT PATH) APPROACH TRACK AND SPEED (KNOTS) RANGES

a*
Leg Channel
% Channel used colour Max dº
width Plan
code swept Leftº Hdgº Rightº Min Max
( m) speed
path (m)
<50% 50-70% >70% % used

al
Commit/Abortº Channel Is Lt          4 Radius 0.3’ set 290º

241m 7º
Approach 4 123 130 137 6 7 7.8
33% 79m

No leads
Approach 3

Approach 2
148m
45%

259m
26%

350m
riw
5º
67m

5º
67m

5º
132

115
136

120
143

125
6

4
7

5
7.8

5.8
Ja
Approach 1 082 087 092 4 5 5.8
19% 67m

Swing/turn 4 Radius 0.25’ ROT 19º

Docking 3º/10º 099 102 112 1.0 1.5 2.0

– SPEED LIMIT 16KT GUARD ISLAND TO ROSA REEF

h

Mandatory – SPEED LIMIT 12KT ROSA REEF TO CHANNEL

7/5
speed limit – SPEED LIMIT 5KTS WHILE PASSING WATERFRONT AREA OF KETCHIKAN
es

INFORMATION IN THE TABLE IS SET OUT AS FOLLOWS:

ar

Column 1 – Leads: Description of any leading line shapes or lights on Column 4 – Max d° swept path in m: Shows the max drift angle we have
approach course. allowed in planning for this leg and its swept path in metres.

Column 2 – Leg: Approach tracks, numbered from high (start of Columns 5, 6 & 7 – Left/Heading/Right: Show the ENC charted heading
*N

approach) to low (just before docking), depending on complexity of (red line track, highlighted) and the permitted maximum deviation
arrival. Ketchikan, shown in the example, has four; Southampton may angle to the left and right according to the chosen drift angle.
require ten or more. This column also indicates the abort/commit
position, together with an abort course and radius, and the swing or Column 8, 9 & 10 – Min/Plan speed/Max: Shows the optimum speed for
turn towards the dock. that leg in knots (highlighted) and the minimum and maximum range
of speed allowed.
Column 3 – Channel width m and % used: Shows the maximum safe
water in the channel in metres and the percentage of that safe water used Indicates a mandatory speed limit on that leg. Any other speed
7/5
in the maximum swept path selected for that leg. Colour coded for a quick limits in the area are shown in an adjacent table.
visual indication of the space taken/level of risk (key in column 2).

I have developed an Approach Table displaying relevant information, along with acceptable
track and speed ranges, which can be displayed adjacent to the navigator/co-navigator

Read Seaways online at www.nautinst.org/seaways January 2020  |  Seaways  |  9

Feature: Separation Anxiety

The Arrival PowerPoint sets out important information that is not shown on the ENC, including but not
limited to the Approach Table. It covers:

a*
Slide 1/8 Slide 5/8
Key The Approach

al
information Table
Lists ENC cell
numbers, traffic

riw
conflicts, critical
times, pilot
details
Ja
Slide 2/8 Slide 6/8
Port Notes Sketch/
Lists VHF print out of
channels, tug manoeuvre
information With speeds,
h

and hazards. critical

Agent’s contact distances and
es

numbers clearing marks.

ar

Slide 3/8 Slide 7/8

Tidal Curve Contingency/
Arrival times What If
are noted. Flow chart
*N

of actions to
be taken in
response to
equipment
failure.

Slide 4/8 Slide 8/8

UKC Docking/Tie
Uses the same up plan
colours as ship’s
ECDIS display.
Prevailing wind
and currents,
local sea breeze
details, ship’s
squat and
swept path

10  |  Seaways |  January 2020 Read Seaways online at www.nautinst.org/seaways

 Feature: Places of refuge – an ongoing improvement

Places of refuge –
an ongoing improvement

a*
Preparedness is good. Considering the what-if before it happens is a proven means of reducing
consequence. This article looks at how the European Maritime Safety Agency (EMSA) is using

al
tabletop exercises to foster continual improvement in identifying and using places of refuge

Captain R Hanraads MNI

Manager, ABS Rapid Response Damage Assessment Program
riw In the most recent exercise, the scenario presented a large container
carrier, abandoned and on fire with dangerous goods in stow, located
west of the Canary Islands. Should the ship be permitted entry? Under
what circumstances and with what control measures? Have associated
risks been properly identified and can they be adequately mitigated?
What is covered by P&I and what are the limitations to that coverage?

S
hips are designed with provision for adequate stability and
Ja
How useful are the independent reports made by the salvor and the
strength. The adequacy of hull design is most carefully class society? Should inspectors evaluate the vessel condition at sea?
considered to ensure a safety margin and reduction of How should public messaging be managed? Should the vessel be
consequence associated with events such as grounding and rejected and, if so, why?
collision. Such margins support a vessel’s survivability and thereby
increase crew safety, keep the vessel afloat longer and generally
reduce loss.
h

Of course, it is only too easy to recall the names of many significant

maritime losses over the years. In the aftermath of some of these Distressed ships need special
incidents, revisions were made to the way ships are constructed and
es

operated. Think MARPOL and double-hull tankers and International administrative consideration. Managing
Safety Management. Even so, any advancement of ship design, these special cases is better accomplished
regulatory oversight and the driving of operational excellence on board
only reduces the likelihood of accident and failure and cannot mitigate through early recognition and alignment of
risk completely. Because of this, our industry continues to recognise the
ar

need for oversight, monitoring and revision for the sake of continued critical personnel and resources. Time taken
improvement. in preparing for this is never wasted.
Some high-profile casualties of the past 20 years occurred relatively
close to coastal states. These countries have on occasion been
*N

requested to provide authorisations for safe refuge. The expectation

is that risk associated with the incident can be reduced considerably Perhaps the most important takeaway from meetings like this,
by anchoring a damaged ship in protected waters where suitable no matter how large or small, is that concentrated time taken
infrastructure is likely to be available to support the initial phase of by stakeholders and decision-making personnel, in response to
recovery. However, obtaining such approvals can be fraught with hypothetical circumstances, is never wasted. Not when it is well done.
delay. These incidents present unusual and complex conditions with Such events do not need the conclusion to be a happy ending; this
many critical considerations that may overload administrative systems, is, after all, an exercise. Much more important is the opportunity to
stakeholder relationships, areas of responsibility and preparedness. establish relationships, identify previously unknown considerations
And that can result in protracted exposure of the ship to wave- and sensitivities, and find out who or what can favourably influence
induced forces, escalating the probability of eventual foundering and and condition the process of making the best informed, most suitable
subsequent loss. decision possible.
These EMSA exercises remind us that distressed ships need special
How tabletop exercises help administrative consideration and that managing these special cases
Recognising this, the European Maritime Safety Agency (EMSA),
is better accomplished through early recognition and alignment of
which has responsibility for promoting co-operation between states in
critical personnel and resources. The exercises conducted by EMSA
certain shipping areas, organised a series of tabletop exercises on places
and, more broadly, by vessels and response services all over the world,
of refuge. These were conducted in the Netherlands in 2013, Malta acknowledge concerns, raise awareness, identify gaps and then initiate
in 2015, Norway in 2017 and Spain in 2019. The exercises gathered and maintain momentum for keeping us prepared.
delegates from member states, included informed presentations by
critical stakeholders and detailed a carefully developed scenario for
consideration.

Read Seaways online at www.nautinst.org/seaways January 2020  |  Seaways  |  11

Feature: Compass deviations

Compasses
behaving badly

a*
al
Compasses on small
craft often display Capt Paul Chapman FNI
riw Cause of Sextantal Deviations
Although the arrangement of the compass’s directive
Ja
Qualified compass adjuster magnets is seldom seen, it plays an important role in a
unexpected residual compass’s performance.
deviations. What If a correcting magnet is placed near the compass,

U
nlike a ship’s magnetic compass, small the correcting field will not be uniform across the
causes these deviations,
craft compasses often have unexpected swept path of the compass’s directive magnet’s poles.
and how can they be residual deviations that cannot be If the directive magnet assembly is a single magnet
h

corrected? explained with the harmonic semicircular (see Fig 2) it can be seen that the directive magnet’s
and quadrantal coefficients generally used to analyse poles are closer to the correcting magnet on an east/
es

and define deviation. west heading than on a north/south heading.

Using a mathematical model supported by
Figure 2
observations, these unexpected deviations were
explored, finding sextantal and octantal deviations are
common in small craft compasses. N NE E
350 360 010 020 030 040
050 060 080 090 100 110
340 020 070 070
ar

03
33
0 0 0 08 060 12
0
01

These higher order coefficients are not stand-

0 04 0 0 13
32 0 0 05 0
36
09

0
05
0

04
0

14
31

0
0

35

0
10

0
0

06

150
03
0
30

340
0

110

350 360 010 020

260 270 280 290

070

160
320 330

120 130

alone deviations. Sextantal deviations, if present,

080 090 100 110

170 180 190 200

300 310

140 150

340
250

290

accompany semicircular deviation and octantal

160

330
12
0

21
24

0
0

0
28

17

0
0

13

22
32
23

0
0

18
27

0
0 14 0 0 23
22 0 0 19 31 0
0 15 26 0 0 240
0
21 160 250 200 30 250
170 180 190 200 220 230 240
210 260 270 280 290

(also duodecantal) deviations, if present, accompany

*N

quadrantal deviation.
The cause, identification and correction of The varying distance of the directive magnets’
sextantal deviations are outlined below. poles from the correcting magnet, coupled with the
Figure 1 – Take the example of exponential decrease in field strength from the correcting
vessel’s magnetism (coefficient B) correcting a forward magnet, creates a resulting curve of correction that is not
000º field at the compass semicircular but peaked. (See Fig 3)
030º with a fore and aft
060º magnet nearby on Figure 3 – Figure 4 –
090º correcting magnet’s effect curve’s composition
the same plane. 000º
000º
120º
With a uniform 030º 030º
150º
forward magnetic 060º 060º
180º
field at the compass, 090º 090º

210º 120º 120º

we see a semicircular
240º 150º 150º
deviation (see Fig 1), 180º 180º
270º
referred to as 210º 210º
300º
Coefficient B. The 240º 240º
330º
goal of the 270º 270º
360º 300º 300º
adjustment is to 330º 330º
introduce a magnet to produce an equal, but opposite, 360º 360º

magnetic field to cancel the effect of the vessel’s semi-circular effect

sextantal effect
magnetic field at the compass.

12  |  Seaways |  January 2020 Read Seaways online at www.nautinst.org/seaways

 Feature: Compass deviations

This peaked curve is the sum of a semicircular

curve and a sextantal curve. (See Fig 4)
If the compass has a pair of directive magnets
arranged with the like poles subtending an angle of
90° at the pivot (see Fig 5),
Figure 5

N NE E

a*
350 360 010 020 030 040
050 060 080 090 100 110
340 03 020 070 070
33
0 0 0 08 060 12
0
0 04 01 0 0 13
32 0 0 05 0
36
09

0
05
0

04
0

14
31

0
0

35

0
10

0
0

06

150
03
0
30

340
0

110

350 360 010 020

260 270 280 290

070

160
320 330

120 130
080 090 100 110

170 180 190 200

300 310

140 150

340
250

290

160

330
12
0

21
24

0
0

0
28

17

0
0

13

22
32
23

0
0

18
27

0 14 0 0 23
22 0 0 19 31 0
0 15 26 0 0 240
0
21 160 250 200 30 250
170 180 190 200 220 230 240
210 260 270 280 290

al
the resulting curve of correction will again not be
semicircular. This time it will be flattened due to
the varying distances of the directive magnets’ poles
from the correcting magnet and the resulting torque
around the pivot (see Fig 6).

Figure 6 –
correcting magnet’s effect
000º
Figure 7 –
curve’s composition
000º
riw
Ja
030º 030º

060º 060º

090º 090º

120º 120º

150º 150º

180º 180º

210º 210º

240º 240º
h

270º 270º

300º 300º

330º 330º
es

360º 360º

semi-circular effect
sextantal effect

This flattened curve is, again, the sum of a

semicircular curve and a sextantal curve (see fig 7).
ar

It can be seen that the arrangement of the

compass’s directive magnets has a substantial
influence on the amount of sextantal error that may
arise. Defining the directive magnets’ arrangement
*N

by the angle subtended between like poles and the

pivot, Figure 8 shows the extent of sextantal deviation
as a percentage of the semicircular deviation. In
considering the fore & aft field, the semicircular
deviation is Coefficient B and the unwanted sextantal
deviation is Coefficient F.

Figure 8 – coeff F as percentage of coeff B

30%
Correcting magnet
Coeff F as percentage of Coeff B

20%
side on end on

10%

0%
0º 10º 20º 30º 40º 50º 60º 70º 80º 90º 100º 110º 120º

-10%

Directive magnets arrangement

-20%

In all these examples, the radius of the poles’

swept path is measured as one unit. The correcting

Read Seaways online at www.nautinst.org/seaways January 2020  |  Seaways  |  13

Feature: Compass deviations

magnet is two units long at a distance of six units

from the pivot; a very plausible arrangement.
The directive magnet arrangement of small craft
Identifying sextantal deviations –
compasses vary from a single magnet to a pair at some maths
nearly 120 degrees.
The semicircular and sextantal deviations can be identified through an analysis of the
It can be seen that sextantal error will not be present
deviation on the eight principal headings.
if the directive magnets are a pair arranged with nearly
a 60° angle subtended between like poles at the pivot. Coefficient B = NEδ + SEδ - SWδ - NWδ + (Eδ - Wδ)
This arrangement also delivers a more uniform moment √32 4
of inertia around the pivot. Interestingly, this optimal

a*
Coefficient F = NEδ + SEδ - SWδ - NWδ - (Eδ - Wδ)
arrangement was identified in the infancy of compass
√32 4
design with Messrs Smith and Evans commenting in
1861 ‘The arrangement of needles which produces the Similarly for deviations arising from an athwartship magnetic field
equality in the moment of inertia is by happy coincidence Coefficient C = NEδ - SEδ - SWδ + NWδ + (Nδ - Sδ)

al
the same as that which prevents the sextantal deviation √32 4
in the case of correcting magnets, and the octantal
deviation in the case of soft iron correctors’. Coefficient G = -NEδ + SEδ + SWδ - NWδ + (Nδ - Sδ)
If the compass’s √32 4

riw
Figure 9 –
residual deviation directive magnets Approximate Coefficient B (Eδ - Wδ) = exact coefficient B – coefficient F
000º are not arranged 2
030º optimally and a
060º
correcting magnet is Approximate Coefficient C (Nδ - Sδ) = exact coefficient C + coefficient G
090º
introduced close by 2
120º
to remove the error Whilst outside this discussion on sextantal deviation, it will be of interest to adjusters
Ja
150º
Vessel’s
magnetism observed on east/
Correcting that if the octantal Coefficient K is included in the analysis of the eight principal
180º
magnetic
effect 210º west (approximate headings, the calculated deviations will exactly match the observed deviations.
240º Coefficient B,
Residual Coefficient K = Coefficient A - NEδ + SEδ + SWδ + NWδ
270º
deviation (Eδ-Wδ)/2) the
300º 4
adjustment will be
330º
in error by the value
h

360º
of Coefficient F, position a powerful magnet far away. If this option is
leaving unwanted residual deviations (see Fig 9). The not available, having the correcting magnet above or
es

example shown is for directive magnets with a 90° below the compass greatly assists in producing a more
arrangement, which is common on some popular small uniform correcting field. If there is no option except
craft compasses. In this example, if correcting for 20° placing correcting magnets on the same plane as the
of approximate Coefficient B, there would be residual compass, it will be better to engage the correcting
deviations of over 5° presenting on the intercardinals. magnet end on rather than side on.
ar

Intuitively, it would seem

Figure 10 beneficial to engage
A well designed directive correcting magnets either
side of the compass to
magnet arrangement minimises E
*N

generate a more uniform

sextantal deviations. However, field (see Fig 10). However,
0 50
060
070
080 090 100 11
0
12
0
13
0

the mathematical model

0
04

14
0
0

150
03

adjusters have to work with the

0
350 360 010 02

160

suggests this produces the

170 180 190 20

same amount of sextantal

compass they are given.
340

0
330

21

deviation as the single

0
0

22
32

0 23
31 0
0 240
30 250

correcting magnet
0
260 270 280 29

There is another source of sextantal deviation that considered earlier.

is independent of compass design, however it will not The second source of sextantal deviation mentioned
be present when there is no quadrantal deviation. This is addressed when quadrantal error is removed.
sextantal deviation is caused by the variable amount
of the earth’s magnetic field at the compass, due to In brief
changing induction of soft iron with changes in heading. Should the residual deviation of a compass not follow
the script of the basic semicircular and quadrantal
Correcting sextantal deviation deviations, the observed deviations should not be
A well designed directive magnet arrangement dismissed as observational errors or aberrations but
minimises the presence of sextantal deviations. analysed for the presence of higher order coefficients
However, adjusters have to work with the compass and adjusted accordingly.
they are faced with, along with its installation. Fortunately, the Class A compasses and A1 binnacles
An obvious way to produce a uniform field across found on ships benefit from ISO requirements that
the swept path of the compass’s directive magnets is to prevent or minimise unwanted higher order deviations.

14  |  Seaways |  January 2020 Read Seaways online at www.nautinst.org/seaways

 Feature: Magnetism matters

Magnetism matters
Is the magnetic compass an anachronism? Anything but! And mariners need to understand it

a*
artefact, and it’s an anachronism that it is here on the bridge instead
Leonid Vashchenko MNI of in a museum. We still need to pass this vetting, so it is no great
misdemeanor to show that the deviation does not exceed requirements.
There are no bubbles, so it seems to be OK.’ I am sure most of us have

W
hile most of the navigational community is busy encountered such an approach among our colleagues at one time or

al
mastering the ‘digital miracle’, recent experience has another and, I hope, cautioned them against it.
forced me to pay greater attention to a device that may No matter how you look at it, bogus entries are still a serious offence.
be old-fashioned, but which is no less important.
Fake compass books lead to erroneously adjusted compasses, and this
All ships, irrespective of size, shall have a properly adjusted

riw
standard magnetic compass, or other means, independent of any power
supply, to determine the ship’s heading and display the reading at
the main steering position, states SOLAS Ch. V Regulation 19 2.1.1.
The magnetic compass is still the device most likely to meet these
requirements. It continues to be a significant point of attention during
surveys, inspections and concentrated campaigns.
leads to incidents. Whether the adjuster is working remotely or whether
they physically attend the vessel, they need to refer to the compass error
records to make their calculations and to remove deviation. This is
pointless if the only records that are available have been falsified. And
if the worst happens and something goes wrong on board, then having
successfully passed the vetting means nothing.
Ja
IMO standards state that deviations observed by the ship must be less A question of education
than 5°. Shipping companies have established their SMS to comply So what is the root of all evil? Lack of knowledge, as it usually is in
with these requirements. our trade. Let’s look closer. If the inspector insists that the magnetic
One example states: ‘Compass error must be checked and recorded compass is unsatisfactory because deviation exceeds the IMO standard
as far as possible once every watch and, wherever possible, after a large of 5°, but does not take into account that the vessel is loaded with
alteration of course has been carried out. Obtained deviation should 160,000t of iron ore and moored alongside a metal pier in a region of
h

be compared with the residual deviation curve. In case of constant magnetic anomaly, we can only ascribe this to ignorance. It is this same
excessive deviation above five degrees, the compass should be swung incompetence that pushes imprudent mariners to forge records. It is
and a new curve drawn.
es

not complicated for a skilled and competent navigator to explain where

‘The compass should be adjusted by a certified compass adjuster and why the deviation limits have been exceeded, and a knowledgeable
after every structural change (eg dry-dock), or if the observed deviation and fair inspector will be satisfied with such a reasonable definition.
value remains above five degrees.’ Occasionally, I come across the opinion that regulations should
Something similar can be found in most companies’ procedures. be expanded; for example stipulating a higher maximum permissible
So what is the problem? Strange as it may seem, it is the proper
ar

deviation value for iron and metal carriers. However, this is not a
adjustment of the compass itself. The magnetic compass is not the kind matter that should be dealt with by regulation. It is a question of
of equipment that can be given a single annual check and adjustment
education, of understanding the compass, and of course of people.
and then forgotten until next year. It is highly vulnerable in the
Now that internet communication is widely available on board,
presence of ferrous cargo and major changes in latitude. In practice,
*N

we need to think about how we can combine classical nautical skills

this means that a magnetic compass installed on a tramp ore carrier
with digital solutions. In most cases there is no need for the adjuster
needs to be adjusted after each laden voyage. This is a complicated task
to attend physically. The SMS usually states something like: ‘Vessel
for various reasons – not least when the industry is faced with a lack of
should be swung annually or when excessive deviation is observed
certified adjusters. According to Captain Mike Rossiter (Seaways Oct
and new curve should be drawn’. Why not expand these instructions
2016) only 13 qualified compass adjusters were listed for the UK at the
to include, for instance: ‘In case of excessive deviation, navigational
time of publication.
officer to rearrange hard and soft magnets in binnacle in such a way to
The lack of adjusters available worldwide can be solved with help
remove deviation. Result to be assured by certified adjuster via email.
of the internet, by using remote adjustment services. I employed such
a remote adjustment recently and found it comfortable enough, but If navigator encounters complexity during this maintenance, adjuster
only because we had a ‘compass-wise’ bridge team. The fact is that should be consulted via email.’ With such an approach, the need for
the process of deviation removal involves not only the compass and physical attendance from an adjuster will be reduced to delivery, dry-
adjuster, but also the navigators themselves. docking and the most complicated cases only.
All this depends on one condition – that the person who is
True or false? responsible for onboard maintenance of the compass is skilled and
In theory, navigation officers are the people most concerned with the competent. No remote adjuster or technician can step in for a navigator
proper performance of the magnetic compass. But the truth of the on the open seas, so mariners themselves need to develop their own
matter is that very often mariners are only concerned with satisfying habits and knowledge.
the requirements for records of inspection, not about having proper I hope that respected maritime organisations such as The Nautical
working equipment. Regrettably, bridge officers often falsify compass Institute and The Royal Institute of Navigation continue to encourage
book records to ensure the deviations fall within the ‘magic 5°’. They try mariners in professional development and will help to rearrange
to justify this with reflections like ‘Oh, the compass is a tricky ancient outdated processes and procedures to face new challenges.

Read Seaways online at www.nautinst.org/seaways January 2020  |  Seaways  |  15

Feature: Interview

The next
generation

a*
In this series, Caitlin Kelly talks to some of the members
of our Younger Members’ Council about their

al
experiences in the maritime industry and what they hope
for next. Sean Poole is a director at SeaSpan.

What led you to a career in the maritime sector?

riw
Sean Poole: My parents. They both spent 35 years at sea with BC
Ferries on the west coast of Canada. Some of my fondest memories as
a child are of my brothers and I taking turns steering a ferry on our way
to a family vacation. My grandfather and great-grandfather were also
How do you think young people can be better supported by the
shipping sector?
Sean Poole: The industry must provide training and support for
seafarer mental health. Two startling statistics that highlight this
critical need are:
1. The leading cause of death at sea is suicide.
Ja
Captains, so you could say it’s the ‘family business’.
2. The suicide rate at sea is almost four times higher than ashore.
Why did you apply to join the Younger Members’ Council? The Sailors’ Society’s Not on My Watch campaign and the
Sean Poole: I saw it as an opportunity to learn from fellow NI International Seafarers’ Welfare and Assistance Network’s Mental
members throughout the world and give a voice to the next generation Health Awareness Training are worth checking out.
of mariners, especially those in Canada. How do you think the industry will change over the next few years?
h

What do you hope to influence most as part of the Younger Sean Poole: Early in my career, whilst working on cruise ships, paper
Members’ Council? charts were replaced with fully redundant ECDIS systems. Many
thought, ‘this won’t last long’ and that paper charts were never going
Sean Poole: In April of this year, The Nautical Institute signed
es

away.
an MoU with the IMO to support developing countries to meet
Fast forward to the present and all eyes are on MASS (maritime
international maritime standards. I hope that my experience working
autonomous surface ships). The industry has an opportunity to
in West Africa (Mauritania and Senegal) will allow me to contribute to embrace advancements in technology that will improve safety and,
this important initiative. most importantly, keep people out of harm’s way. I hope that we
ar

What challenges have you had during your career, and how did find some quick wins in mooring operations and lifeboat/rescue boat
you overcome them? operations, where seafarers are still being injured and killed.
Sean Poole: It’s well known within the maritime industry that getting What advice would you give to a young person thinking about a
into the offshore sector is extremely challenging. I spent years knocking career in the maritime industry?
*N

on doors, sending hundreds of emails and making countless phone Sean Poole: The industry is vast and there are positions on board and
calls to gain the sea time for my Dynamic Positioning Licence. In some ashore that are challenging and rewarding for every type of person. Try
respects, it was harder to obtain than the one for my Master Mariner’s. to avoid the notion that the maritime industry means you’ll ‘be at sea
for your whole life’, because it’s no longer the norm for many.
Overcoming the challenge came down to two things: building strong
relationships with my fellow shipmates and perseverance.
Can you tell us a few of your most enjoyable experiences from
your time at sea?
Sean Poole: During my cadetship I sailed on a cruise ship based in
Sydney that had recently reverted to single watchkeeping. On my
first day I was tasked with the duties of three recently departed Third
Officers. At first, I was completely overwhelmed, but after a few weeks
I realised that if I could do this, being a Third Officer was going to be
easy. Oddly, it was the hardest I ever worked (on a passenger vessel), the
most fun I had and one of the closest-knit bridge teams I’ve sailed with.
In 2005, I was fortunate to visit Ny-Ålesund, a research town on
the island of Spitsbergen in Svalbard, Norway. At the time, I was just
amazed that I was at almost 79 degrees North latitude. Now, I have a
far greater appreciation for the incredible work being done there by
10 countries at 16 research stations. The Younger Members’ Council at NI HQ

16  |  Seaways |  January 2020 Read Seaways online at www.nautinst.org/seaways

Providing learning through confidential reports – an international cooperative scheme for improving safety

Mariners’ Alerting and

Reporting Scheme
MARS Report No 327 January 2020

Distractions on the bridge are often cited in investigation reports as attempt to steer away from danger. The vessel grounded nonetheless
contributing factors – and now more than ever, with mobile phones at a speed of 7kt. Seconds before grounding, the ECDIS depth alarm
and computers. Although each person is responsible for their own sounded as the vessel crossed over the 10m depth contour.

a*
self-discipline and professionalism, company leaders also need to assist Some three days later, after a partial cargo discharge, the vessel was
employees in this regard. refloated and brought to a safe haven.
In this issue of MARS we report several serious navigation accidents
that would never have happened had the OOW been paying attention Lessons learned

al
and actually navigating the ship. Another area of concern, touched on O A planned route is usually safer than an improvised one. Stick to your
in two reports here, is the impact of new technology as a contributing planned route.
factor in accidents. In particular, touchscreen interfaces on control O Avoid distractions while on watch – navigate your vessel.
panels are raising new issues. O If a shore authority calls your ship to say you are running into danger,

MARS 202001
Distracted OOW goes off track
As edited from official MAIB (UK) report 12/2019
riw call the Master immediately and evaluate your position with care.

MARS 202002
Quick action helps avoid grounding
Ja
Î A small coastal trader was underway in darkness and calm seas at Î A tanker had discharged cargo and was outbound under pilotage
a speed of almost 8kt. There was a change of officers on the bridge. At in a restricted waterway when an oil mist detector alarm for the main
the time, the vessel was on autopilot ‘track mode’ steering. This mode engine sounded. This caused the engine to shut down. The bridge team
applies the necessary helm to follow the track selected on the ECDIS. went into emergency status and made preparations to drop anchor.
The relieving OOW deselected track mode steering and switched to While these preparations were in progress, the engine team checked
‘course to steer’ mode, setting the heading at 279°. the oil mist alarm system. It was found that the air feed flow into the oil
h

The OOW then sat in the chair on the port side of the bridge and mist detector was not operating according to specification. A loosened
started watching music videos that were being streamed to his mobile fixing nut on the air regulating valve was causing a false alarm.
phone via wi-fi. The system air pressure was immediately increased to normal level,
es

About two hours later, the OOW looked at the radar display and the fixing nut was tightened and the oil mist detector was re-set. The
realised that the vessel was to port of the planned track. On the radar, main engine was quickly restarted and the vessel was able to continue
he also observed two small islands ahead of the vessel and decided to the voyage without suffering any negative consequences or needing to
proceed between them, more or less on his present course, with a plan
drop anchor.
to alter course to starboard afterwards to regain the planned track.
ar

About 30 minutes later, a local coastguard officer warned the

OOW by VHF radio that the vessel was running into danger. The OOW
acknowledged the call, but did not change course. Some nine minutes
later, the local VTS officer, having observed that the vessel was still
*N

heading into danger, called the vessel and issued a second warning.
During this conversation with the VTS officer, the OOW reduced the
range scale on the port radar and added a chart overlay to the display.
He then realised that his plan to pass between the two islands was
unsafe, because there was a shallow reef between them. He quickly
selected hand-steering and put the rudder full to starboard in an

Lessons learned
O Quick and effective action in an urgent situation is often possible
when the crew are thoroughly familiar with their ship.

Visit www.nautinst.org/MARS for online database

Read Seaways online at www.nautinst.org/seaways January 2020  |  Seaways  |  17

Providing learning through confidential reports – an international co-operative scheme for improving safety

MARS 202003 MARS 202004

The ghost in the machine – unwanted Another touchscreen ghost
touchscreen activation Î A small split-hull suction dredger was fully loaded and on its way to
As edited from official TSB (Canada) report M17C0108 the dumping ground. The vessel was on autopilot and the duty seaman
decided to dust the wheelhouse consoles. The vessel, still making way,
Î Staff on an up-bound tanker in a river waterway decided to anchor
was close to the dumping ground but not yet in position when the
the vessel just below the lock to wait for traffic ahead to clear.
hull opened unexpectedly and the dredged material was prematurely
While it was anchoring the vessel lost propulsion. The Master
released.
immediately contacted the engine room crew, who requested that
The investigation found that the ‘virtual button’ on the touchscreen
propulsion control be transferred to the engine room. This would allow control panel for the emergency open had been activated by the
them to attempt to restart the engine. As the engine room crew were operator while he was dusting the screen. This button was only one

a*
working to restart the main engine, the port bow anchor was remotely level deep in the touchscreen menu control. Two unintended touches
released from the bridge. with the duster, one to reveal the ‘emergency opening’ button and one
Despite these efforts, the vessel grounded. Although the main engine to activate it, had opened the vessel.
was soon restarted and propulsion control was transferred back to the
bridge, attempts to free the vessel under power were unsuccessful. Two

al
days later the vessel was refloated with the assistance of two tugs and
towed to a nearby dock. Subsequent underwater inspection showed
there was no apparent damage to the vessel.

riw
Ja
Lessons learned
h

O This incident and MARS 202003 demonstrate that touchscreen

devices, which are increasingly common on ships, have introduced
The investigation found that the main engine shutdown feature new risks. These devices can control a wide range of vessel functions.
es

on the touchscreen integrated alarm monitoring and control system Crew need to have a thorough understanding of the particularities
had inadvertently been activated. The touchscreen was mounted and sensitivities of each touchscreen device.
horizontally in the centre bridge console, close to other controls such O For touchscreen applications on control panels, procedures and
as steering and propulsion. At the time of the loss of propulsion, four protections should be implemented to protect against unwanted
crew members were within 2m of the touchscreen. Tests showed that activations and their consequences.
ar

the touchscreen was reactive to a variety of inputs – including the

telephone cord situated next to it.
When the main engine shutdown button was activated on the MARS 202005
touchscreen, a generic and ambiguous system status message appeared
Another OOW alone at night:
*N

on the screen. The message did not specify that the engine was about to
shut down, nor did it indicate how the shutdown was activated or from another grounding
where (bridge, engine room, emergency stop etc). As edited from official AIBN (Norway) report 2019-07
Action taken Î A small tug was underway in good visibility but in darkness. The
A plastic cover was placed over the touchscreen to prevent another vessel was making about 8kt with the OOW as sole person on the bridge
inadvertent shutdown. After a thorough review, the equipment and the helm on autopilot. They were on a well-travelled route, which
manufacturer disabled the main engine shutdown function on was loaded into the vessel’s chart plotter. The two other crew members
the touchscreen and the plastic cover was removed. In case of an came up to the bridge from time to time for social interaction, but they
emergency, the main engine can still be shut down from the bridge via were not there as dedicated lookouts.
the traditional shutdown button. At one point, the OOW switched on the searchlight to see the
reflectors on two navigation markers that indicated some reefs. When
Lessons learned the OOW saw that he was abreast of the red marker (see image), he
In order to use shipboard equipment effectively, crews must know how moved the autopilot control stick a few ‘clicks’ to port. Although the
to operate that equipment during routine and emergency situations. OOW later stated that the vessel did not change course, the AIS signals
In this case, given that the screen controlled the vessel’s integrated show that the vessel’s course changed by 6° to port during the final 31
alarm monitoring and control system, it was especially important for seconds before the grounding.
crew members to familiarise themselves with the sensitivity level of the The OOW stated that he then wished to put the vessel into manual
screen and the lack of any confirmation message after any action was steering, but the vessel ran aground before he could do this, and he was
taken using it. thrown violently forward.

Visit www.nautinst.org/MARS for online database

18  |  Seaways |  January 2020 Read Seaways online at www.nautinst.org/seaways

 identified. The investigation found that the crew were not fully aware
of the severity of the forecast weather conditions and consequently
did not take precautions for heavy weather. The vessel’s course was
beam-on to a heavy sea and swell, resulting in heavy rolling for a
sustained period.
In the absence of any other obvious factors, the reason the ship
developed a heavy list was probably related to a change in stability
resulting from an ingress of water, and/or an uninitiated change in the
status of the ballast tanks.

Lessons learned
O Weather is your master. Implement heavy weather procedures when

a*
in doubt. If the vessel seems at risk, heave to and reduce speed to
reduce rolling.
O A new crew on a newly acquired vessel? Sound all tanks to determine
the state of the vessel.
O When something unusual happens to a ship, such as taking on a

al
substantial list, every effort should be made to identify the cause and
take remedial action before it is too late.

riw
The OOW immediately tried to reverse the grounded vessel off, but
found that the vessel’s propulsion system did not respond. Not long
after the grounding the vessel slipped off the rocks, drifted and then
sank about 40 minutes after grounding.
The crew abandoned ship and were
MARS 202007
Ships wedged together after collision
As edited from BEA (France) official report published July 2019
Î A ro-ro vessel was underway at 19kt in good visibility with a single
OOW on the bridge. The radar had auto-acquired a target ahead and,
Ja
later rescued. with three nautical miles to go, a collision risk alarm was indicated on
the screen. No audible alarm sounded, because these had been muted
Lessons learned on the radar.
O In restricted waters, close attention The OOW did not notice this alarm and was now busy plotting the
to navigation is needed to avoid position on the chart and completing the logbook at the chart table,
negative consequences. behind curtains.
h

OContrary to the rules, there was About nine minutes after the alarm appeared on the radar screen
no dedicated lookout on duty. the ro-ro vessel collided with an anchored container ship at an angle of
A dedicated lookout might have almost 90° and became wedged into the side of the anchored vessel.
es

been able to assist the OOW in his The personnel on the bridge of the container vessel did not see the
situational awareness and could have ro-ro approaching and took no action to warn it.
helped prevent the accident. Four days
later the vessels
were separated
ar

MARS 202006 and salvage was

initiated.
Crew saved but ship lost The
As edited from IMO Lessons Learned from Marine Casualties investigation
*N

III 5 (III 5/15, Annex 1) was not able to

Î A ship with new management and a new crew sailed in ballast. The determine why
new crew reportedly did not verify the status of the ballast tanks, which the OOW did not
were about 80% full. In the next port 116 stuffed twenty-foot-equivalent see the anchored
containers were loaded in the holds and on deck. The crew made no container
changes to the ballast configuration. Fresh water was taken on in the vessel in time
next port before departing for the final destination. to prevent the
Shortly after leaving port, the ship encountered strong winds collision. Fatigue,
and waves. Rolling heavily, the ship developed a list of about 25° complacency, distraction or lack of properly prioritised jobs could
to starboard. After about an hour the list increased to 30°. Without have played a role. The lack of a proper lookout on both vessels was
attempting to establish the cause of the list, the Master issued a mayday undoubtedly a substantial contributing factor.
and ordered the crew to abandon ship into a liferaft. All 12 crew were
later recovered by helicopter. By that time the ship was listing about 45°
Lessons learned
O Permanently muting alarms is not best practice.
but all deck containers were still in place.
O The best ‘screen’ to be viewing when visibility is good is the bridge
Six days later a search found the ship still afloat and listing between
window.
15° and 30° to starboard. All of the deck containers were now missing,
O Bridge personnel on vessels at anchor have a duty to survey the traffic
but the hatch covers were in place and appeared intact. By the time a
and take appropriate action if collision is imminent.
salvage tug arrived about four days later, the ship had sunk.
The cause of the list and subsequent sinking was not conclusively

Visit www.nautinst.org/MARS for online database

Read Seaways online at www.nautinst.org/seaways January 2020  |  Seaways  |  19

 for their continued support

ABB ABC Maritime A. R. Brink & Associates AMCOL BMT Surveys Britannia P&I Club
http://new.abb.com www.abcmaritime.ch www.arbrink.com www.amcol.ac.th www.bmtsurveys.com www.britanniapandi.com

Caledonian MacBrayne City of Glasgow College Carnival Corporation Chevron Shipping Commissioners of Irish Lights Constanta Maritime University
www.calmac.co.uk www.cityofglasgowcollege.ac.uk www.carnivalcorp.com www.chevron.com www.cil.ie www.cmu-edu.eu

a*
TM

Independence and Experience in Surveying

Constellation Marine Services Epsco Cyrpus Exmar Gard GigaMare The Gdynia Maritime School

al
http://constellationms.com www.epscocy.com www.exmar.be www.gard.no https://www.gigamare.com/ http://morska.edu.pl/en

GNS
www.globalnavigationsolutions.com
HC Maritime Consulting Pty Ltd
www.hcmaritime.com

riw
IAMI
http://iami.info
IMCS
www.imcs-group.com
Inmarsat
https://www.inmarsat.com
International Salvage Union
www.marine-salvage.com
Ja
KASI GROUP Lodestar LOC Group Louis Dreyfus Armateurs Marine Society & Sea Cadets Marlins
www.kasimalaysia.com www.lodestar-marine.com http://loc-group.com www.lda.fr www.ms-sc.org https://marlins.co.uk/

Martech Polar Menezes & Associates MES MOL Marine Co., Ltd. MSI North of England P&I Club
h

http://martechpolar.com/ www.menezesandassociates.com www.myanmarexcellentstars.com www.molmc.co.jp www.msiships.com www.nepia.com

es

NorthLink Ferries Norwegian Hull Club PHRS The Port of London Authority The PTC Group
www.northlinkferries.co.uk www.norclub.no www.phrs.gr www.pla.co.uk http://ptc.com.ph/
ar

IHS Safety at Sea Seagull Maritime AS SDT The Standard Club Steamship Mutual STARGATE
http://magazines.ihs.com www.seagull.no www.sdtultrasound.com www.standard-club.com www.steamshipmutual.com www.stargate-crewing.ro
*N

Stolt Tankers The Swedish Club Seavie Tsakos Columbia Shipmanagement Thalpis
www.stolt-nielsen.com www.swedishclub.com http://seavie.com www.swire.com.sg

TMC Marine UK P&I Club UK Chamber of Shipping Vertex Oil Spill Supply Videotel Viswam Group
http://tmcmarine.com/ www.ukpandi.com www.ukchamberofshipping.com www.vertexoilspill.com.br www.videotel.com viswaminstituteofmaritimestudies.com

West of England P&I Club WAVES GROUP

www.westpandi.com www.waves-group.co.uk

our MARS Scheme is available to the industry for free. Find out more at
Nautelex

David Patraiko FNI rounds up the latest news, releases and events affecting the
Î maritime professional throughout the world
Tackling plastic Making vessel
Î A global project to prevent The project will consider the high-priority regions – Asia,
and reduce marine plastic litter availability and adequacy of Africa, Caribbean, Latin America inspection fun?
from shipping and fisheries port reception facilities; look and Pacific – will be selected
Î Anglo-Eastern has
was launched in December at enhancing awareness of the to spearhead the project. At
by the International Maritime marine plastics issue within the country level, GloLitter will produced an educational

a*
Organization (IMO) and the Food shipping and fisheries sectors, expand government and port gaming app aimed at reducing
and Agriculture Organization of including seafarers and fishers; management capacities and shipboard deficiencies.
the United Nations (FAO). Initial and encourage fishing gear to be instigate legal, policy and
Launched during Hong
funding for the project has been marked so it can be traced back to institutional reforms. Regional co-
operation will also be enhanced. Kong Maritime Week, Vessel

al
provided by the government of its owner if discarded.
Norway. These and other actions to The project is intended to be Inspector encourages players
Plastic litter in the oceans reduce plastic litter have already a multi-donor programme. The to compete against their peers
is recognised as a major been identified in IMO’s Action initial funding of NOK 40 million
in achieving zero deficiencies
environmental problem. The
GloLitter Partnerships Project
aims to help shipping and
fisheries move to a low-plastics
future. GloLitter will assist
developing countries in identifying
riw
Plan to address marine plastic litter
from ships, adopted in 2018.
The GloLitter project will
develop guidance documents,
training materials and toolkits to
help enforce existing regulations,
(approximately US$4.5 million)
from the government of Norway
provides for a 3.5-year project,
executed by IMO in partnership
with FAO.
The GloLitter Partnerships
project will directly help to achieve
aboard the ships they ‘manage’.
The objective is to enhance
situational awareness skills
in a competitive gaming
environment to complement
Ja
opportunities to prevent and including IMO’s International
reduce marine litter, including Convention for the Prevention of one of the specific targets in the learning and amplify learning
plastic litter, from within the Pollution from Ships (MARPOL) United Nations’ global Sustainable
outcomes.
maritime transport and fisheries Annex V. Since 1988, this has Development Goal 14 – to ‘prevent
sectors. The project also aims to prohibited the discharge of and significantly reduce marine Vessel Inspector is intended
decrease the use of plastics in the plastics, including discarded pollution of all kinds, in particular for seafarers in addition to
maritime and fisheries industries fishing gear, into the sea from from land-based activities, vessel managers, marine
h

and to identify opportunities to ships. including marine debris and

managers and port state
reuse and recycle plastics. Ten countries, from five nutrient pollution, by 2025’. Í
inspectors. It was developed in
es

conjunction with MarinePALS

Internet at sea using MarinePALS’ GAMES
Î Shipping companies should are more than willing to move senior officers) get the costs for platform, and is available via
be aware that it is not only salary companies. However, despite the renewal of their national the Google Play Store. The
ar

levels that determine which this workplace fluidity, the licences paid.
app is one of the first in the
employer a seafarer selects – fringe survey showed that the majority O For 15%, medical insurance
benefits are playing an important of seafarers were happy to is included as part of their maritime sector to utilise
role in attracting and keeping recommend their most recent remuneration package. gaming technology in order
senior staff, a crew survey has company as an employer. O Most seafarers (55%) have
*N

to create a fun and captivating

revealed. Danica Managing Director worked for two or more
Access to the internet, whether companies over the past three learning experience.
Henrik Jensen said: ‘It is our
free or paid, tops the list of must- experience that access to the years. ‘Over two-thirds of our
haves for today’s seafarers. Other internet is a very important O However, 45% have had only workforce are millennials.
attractive benefits are medical parameter when seafarers are one employer in the past three
They love technology and
insurance, pensions and paid selecting an employer. years.
certification. O 73% of respondents would games. We believe that gaming
‘Our survey shows that 80% of
The Seafarers’ Employment recommend a friend to join the apps are thus a good way to
the seafarers who do not have
Condition Survey 2019 was company they last worked for. enhance learning by offering a
internet access today would move
conducted by Danica, a Hamburg- O 74% would change jobs for a
jobs in order to get it. This is a fun, engaging and interactive
based crewing specialist. higher salary.
huge warning to those shipping environment with an element
Almost 10,000 seafarers took O Joining a younger vessel and
part in the survey, which was companies who do not offer crew
having a shorter contract period of competition,’ said Capt
conducted between May and internet access on board their
are equally important (47% and Pradeep Chawla, Managing
September 2019. The majority vessels,’ he said.
45%, respectively).
of the respondents were senior The responses provide Director of QHSE and Training
O 32% would change jobs to get
officers and more than 50% had interesting reading. The survey at Anglo-Eastern. ‘This app
access to the internet.
24 months or more experience in found that:
O Medical insurance and will complement our growing
their current rank. O Close to 50% of the crew
pension are also important library of virtual reality and
The survey also demonstrated members who responded have
parameters determining who a
that crew vote with their feet – free access to the internet. seafarer will work for.  Í other modern learning aids.’ Í
if they find a better offer they O 19% of the seafarers (mainly

Read Seaways online at www.nautinst.org/seaways January 2020  |  Seaways  |  21

Feature: Weather and charter contracts

How weather has become

a battleground

a*
Key weather issues arising from charter contracts

al
Huw Davies FNI

T
he most common commercial charter is a time charter,

riw
under which the charterer is responsible for fuel, among
other things. A large cargo ship burns in excess of $13,500
of fuel per day (35 tonnes at average 2019 prices), so ship
performance, particularly speed and consumption, are critical. These
are covered by warranties made by the owner in the charterparty.
However, ship performance is affected not only by design, age and
Ja
maintenance, but also by wind, waves and current. For this reason,
performance is only warranted during ‘good weather’, which usually
reflects the ‘still water’ conditions experienced during ship trials and
is typically defined in the charterparty as ‘up to Beaufort Force 4 and
Douglas Sea State 3… no adverse effects of swell/currents’.
To ensure that the vessel has taken the most efficient route and Figure 1 North Atlantic – probability of wind speed
h

performed as per the warranties, modern technology allows for the exceeding Beaufort Force 4 in August (Source COADS)
progress of the vessel to be monitored. This task is often outsourced to
a weather company, which will monitor the progress of the vessel and Lack of trust
es

the weather along the route. On completion of the voyage, a report The situations outlined shown in the table below and in Figures 2
is produced, detailing the key events during the voyage, the weather and 3 right, illustrate the lack of trust in the Master. In this example,
experienced and the speed and consumption achieved. a 6,000 ton product tanker was scheduled to sail from Amsterdam to
The speed and consumption expected from the warranties are then Gibraltar. The vessel was advised by its weather routeing service to
compared with the speed and consumption actually achieved during delay sailing due to severe gales in the English Channel. The Master
ar

good weather periods. If the vessel was slow or over-consumed then the took shelter in Falmouth Bay, but was instructed by charterers to
owner is required to pay the difference. The performance evaluation proceed. For 72 hours, the vessel made revolutions for 12 knots but
method is based on a Good Weather Analysis, a methodology for speed made good a speed of only between 4kt and 6kt (see table). She could
and bunker analysis calculations in good weather, as set out in three have sailed 24 hours later, avoided the severe weather and arrived at the
*N

English law precedents, The Didymi, The Gas Enterprise and The Gaz same time, burning 30% less fuel.
Energy.
This system sets up a conflict situation in which:
O Shipowners cast the vessel performance in the most favourable light
DTG Ship’s actual Wind speed Wave height
in order to win business. speed over
O Masters are under pressure to perform and incentivised to exaggerate ground (kt)
the weather conditions experienced.
O Weather and routeing companies are incentivised to underestimate
12/01 5.5 SOUTHWEST 7 5–7m
13:13 TO SEVERE
the weather conditions.
GALE 9
O Charterers cannot rely on the vessel to deliver the cargo to time and cost.
This leads to a lack of trust at all stages in the chain and a lack of 13/01 4.0 SOUTHWEST 7 5–7m
focus on ship safety. The result is inefficient and dangerous decision- 07:45 TO SEVERE
making that can put mariners in danger. GALE 9
14/01 12.0 WEST 5 TO 7 4–5m
Suboptimal decision-making
07:45
Climatology shows that winds in the North Atlantic exceed Beaufort
Force 4 for over 80% of the time, even during the summer months. 15/01 4.0 SOUTHWEST 7–9m
Figure 1 shows the situation in August – in any area coloured in white 08:12 SEVERE GALE 9
or red, there is a greater than 50% probability that winds will exceed TO STORM 10
Beaufort 4 . This illustrates that any planned arrival will necessarily be
flawed if it is based solely on the warranted speed and consumption. Bad behaviours – voyage Amsterdam to Gibraltar 10–15 January

22  |  Seaways |  January 2020 Read Seaways online at www.nautinst.org/seaways

 Feature: Weather and charter contracts

Figure 2

Bottom track is what

vessel reported in

a*
NDR
S-AIS hits show that
she actually took the
GC route

al
Figure 4 Reported position versus actual positions

riw CHARTERER:
Plse proceed Bilbao at max speed always consistent with safety
and navigation. We have not requested you to heave to for 2 days
to let weather pass. This is totally unreasonable.
Despite firm advice from the routeing company and the Master’s
experience, the charterer instructs the Master to proceed as heaving to
Ja
let the weather pass is ‘totally unreasonable’.
A record of noonday positions, however, shows that the problem does
not entirely lie with charterer’s behaviour (Figure 4, above). During the
voyage shown in the plot, the vessel reported her noonday positions as
being on the southerly route. However, AIS showed her to be on the
northerly Great Circle. This illustrates a lack of trust on all sides.
h

Is there a better solution?

15/01 0001UTC Developing a collaborative model
es

Weather forecasts produced by numerical weather prediction (NWP)

A similar lack of trust is evidenced in Figure 3, which shows the have become very accurate. The best models are more than 90%
voyage taken by a 17,000 tonne tanker from Houston to Bilbao. accurate at five days and still show skill at 14 days. When supplemented
by statistical analysis of climatology, this accuracy enables optimised
ship routeing to avoid bad weather and adverse currents to minimise
ar

fuel burned over a voyage while ensuring on-time arrival. However, this
process is conducted separately from commercial negotiations and is
BF 9 TO not reflected in the charterparty.
NWP, in combination with position reports (AIS, Sat-C, FBB etc)
10
*N

and reported consumption, facilitates the calculation of still-water

SWH 10M vessel performance. This is achieved by normalising speed over ground
to still water and a common loading condition. Performance analysis
+
using the consumption figures from noonday reports produces good
results. The growing number of ships capable of streaming data from
onboard sensors will enable more accurate performance monitoring.
Currently, assessments of vessel performance are mostly used to
061200UTC ECMWF RE-ANALYSIS
indicate when a vessel may require maintenance or to compare vessels
Figure 3 Bad behaviours – voyage Houston to Bilbao ETA 7 February in a pool, ie for post-voyage analysis. However, given basic information
about the vessel and the route, the resistance can be calculated for the
Three emails outline the problem here. forecast weather conditions and estimates made of the arrival time for
WEATHER ROUTEING: Updated storm warning different combinations of speed and consumption.
[…] New vigorous Low expected… will bring strong to severe This opens up the possibility of a ‘trade space’ in which owners and
gale force SW becoming cyclonic winds across your track and remain charterers can work collaboratively to the benefit of all.
strong (F6) NW for your ETA at Bilbao. The alternative is to slow down/ While the options presented are only as accurate as the weather
heave to/turn south in order to delay your ETA until 9 Feb. forecasts and the vessel information, the process and the underpinning
MASTER: Avoiding action for incoming Storm/URGENT assumptions are explicit and offer a step improvement over the current
Pls note as per below WX forecast and for the safety of the vessel process. The assumptions made are shared by all parties and the
we are heading more to south to avoid the incoming Storm and severe resulting decisions form an audit trail for the voyage.
adverse wx. Once the Wx subsides we will proceed towards Bilbao. Gain share contracts, in which any savings over the agreed baseline
Keeping present forecast in view vessel’s best ETA Bilbao will be on 9 Feb. are split between the two parties, would support this.

Read Seaways online at www.nautinst.org/seaways January 2020  |  Seaways  |  23

Feature: Solar tsunami

Solar tsunami
can affect aviation, road transport, shipping and any other activities that

a*
Christopher Lavers depend on precise positioning.’
Plymouth University Space weather risks are not science-fiction. In March 1989 the
fiercest Sun storm for 30 years struck Canada and the North East

T
United States, already gripped by icy weather. Within the Quebec
he digital revolution in global communications and sensing
power grid, resting on underlying poorly conducting granite, voltage

al
capabilities provides tools for maritime users that were
levels fluctuated dramatically, generating excess current. Lights across
unimagined a few decades ago. However, those who are
the entire province tripped out in sequence, throwing six million
more reliant on such electromagnetic devices and systems
people into darkness. In addition to shutting down the Montreal metro,
are also more vulnerable to their failure.

riw
A multitude of global systems, on land, sea and air, and in space, are
vulnerable to both military activity – for example from electromagnetic
pulse (EMP) – and from solar weather. This has the potential to affect
more than just the obvious systems such as ECDIS and GPS. For those
who are unprepared, solar weather in its severest form can remove
much of a ship’s essential electrical infrastructure in just a few hours.
the storm resulted in some households being left without electricity for
weeks, in temperatures that were below zero.
When magnetic storms hit Earth, power conductor networks act
like a giant dynamo. Power lines, telephone lines and even railway
lines are all conduits for induced currents of hundreds of amperes.
Power companies are at risk as power lines guide power to sensitive
Ja
transformer components – which in 1989 caused the HydroQuebec
Marine and terrestrial engineers should consider carefully the grid to blow spectacularly.
implications of the 1859 ‘Carrington Event’. This severe solar storm,
which occurred when electrical devices were in their infancy, resulted Satellite vulnerability
in global communications disruption, even resulting in telegraphy Geomagnetic storms pose special problems for space-based systems,
operators receiving shocks. A modern storm of such magnitude such as GPS. When atmospheric transmission properties change
or greater could unleash an electromagnetic ‘tsunami’ wave of unexpectedly during storms, navigation fixes become inaccurate, and
h

unparallelled calamity, ripping apart terrestrial networks and space- for short periods satellite signals can be lost completely.
based infrastructure. Protective measures against space weather are of critical importance
to ESA, and to the maritime community in particular. Vessels are
es

What is a solar storm? highly dependent on cyber-physical systems, and navigation systems
The Sun is unpredictable. From time to time it releases vast amounts and control systems are especially vulnerable to solar weather and
of energy as solar flares, or coronal mass ejections (CME). These electromagnetic pulse. ECDIS, GNSS and GPS system data provided
consist of a blast of high-energy radiation, followed by a burst of by satellites for navigation and timing feed the ocean-going Automatic
charged particles (plasma) arriving at Earth a day or so later. When a Identification System (AIS), compasses and the Global Maritime
ar

CME arrives it interacts with Earth’s magnetic field, generating huge Distress and Safety System (GMDSS), in addition to other advanced
ionospheric currents or inducing ground currents, which can disable sensing and telecommunications systems.
terrestrial grid systems. Links with communications satellites in geosynchronous orbit are
Scientists cannot predict with certainty when such activity will hit highly vulnerable to intermittent signal loss or ‘scintillation’. During
*N

Earth, but space environment forecasters at the US National Oceanic the Gulf War, scintillations were initially thought to be caused by
and Atmospheric Administration estimate that solar storm activity will enemy jamming. Even when the Sun is relatively placid, as in 1994–
increase over the next few years. By counting sunspots and sunspot 1995, some 150 satellite malfunctions occurred every year. In severe
groups, an index of solar activity, known as the International Sunspot storms, even hardened military communications satellites may have to
Number, is determined. Unfortunately, there is no way of inferring a be rebooted. The March 1989 storm made GPS signals untrackable for
storm’s magnetic field polarity, which means that forecasts of storm long periods, and even those using dual-frequencies were affected.
severity are often wrong. Concern is not so much for radiation-hardened US Department of
Defense satellites but for the performance of millions of civilian GPS
A real risk receivers – including those on board ship. The impact of solar flares
The European Space Agency (ESA) discussed the dangers of space includes disruption to satellite command uplink and data downlink,
weather at a council in Seville in November 2019. It concluded that with irregularities in radio signal amplitude, phase and polarisation on
the world is unprepared for the next major solar storm. These storms passing through the ionosphere, which is most severe between sunset
jeopardise satellite operations and the technologies that rely on them. and midnight during intense activity.
On the ground, ships, cars and mobile devices (satnav) can lose contact In 1994 the Ottawa television satellite operator Telesat lost its E1
with GPS satellites. Radio frequencies may be disrupted for long satellite, taking four hours to recover it. When Telesat had E1 back
periods, cutting off emergency services in remote areas. Power systems under control a more serious failure of its E2 satellite occurred. Aircraft
can overload and suffer outages or blackouts lasting weeks. were grounded and major disruption of Canadian telecommunications
ESA says: ‘In Europe’s economy today, numerous sectors can be networks resulted. It took controllers six months to get the satellite back
affected by space weather. One significant influence of solar activity under control. Failure of either satellite could have resulted in losses
is seen in disturbances in satellite navigation services, like Galileo, of hundreds of millions of dollars. According to the United States Air
due to space weather effects on the upper atmosphere. This, in turn, Force, rogue electric currents commanded the satellites to turn their

24  |  Seaways |  January 2020 Read Seaways online at www.nautinst.org/seaways

 Feature: Solar tsunami

solar panels away from the Sun. E1’s back-up system prevailed, but E2’s
batteries drained flat. After E2 had spent six months out of control, its
orbit eventually brought the solar panels back into sunlight.
This was not the first time satellite operations had been badly
affected by space weather. In 1989, the GOES-7 weather satellite lost
half its solar cells to a proton storm, cutting spacecraft lifespan by 50%.
In 2003, one storm caused a one-hour outage in Sweden, loss of a £640
million dollar Japanese satellite and the rerouteing of aircraft.Energy
from magnetic storms also dramatically increases the extreme UV
spectrum, which can disrupt satellite orbits.

a*
Nor is it just satellites that are affected. In the UK, magnetic north
changed by five degrees in just six minutes in the 1989 storm, severely
affecting the magnetic compasses that would act as back-up in the
event of GPS outage.

al
Predicting the weather
The key to accurate space weather prediction is understanding the
interplanetary interaction of the Sun and the Earth, using satellites

riw
in space. When a solar wind strikes Earth’s protective shield, the
magnetosphere deflects the solar wind, compressing on the sunward
side, while extending far out into the sheltered night side. Solar plasma
leaks into the magnetosphere, so charged particles accelerate inside the
magnetosphere along Earth’s magnetic field lines. Particles are drawn
towards the magnetic poles, colliding with atmospheric molecules,
Ja
creating the terrestrial auroras.
Measuring charged particles in space can provide crucial warning
time. The 1995 launch of the Solar Heliospheric Observatory allowed
first warning from its use of a zero gravity L1 Lagrange point, where
solar gravitational attraction cancels the Earth-Moon attraction. In
1997 the Advanced Composition Explored (ACE) gave about one
hour’s warning. However, satellites like ACE are vulnerable to space
h

weather and, like a wind anemometer, may be destroyed by terrestrial

storms. The success of the second ESA Cluster mission added much
es

understanding of polar magnetospheric interactions, currently with

the European Space Agency’s STEREO (Solar TErrestrial RElations
Observatory), launched in 2006.
Maritime solutions urgently required
The need for more accurate forecast prediction is growing. The
ar

lighter, cheaper satellites favoured by industry, with their ever-smaller

electronic components, are more vulnerable to radiation damage.
We urgently need to build protection for critical infrastructure,
covering land to space, for maritime and terrestrial systems. The main
*N

means of protection at present is increased warning time so that all

but essential satellite systems can be shut down and sensitive antenna
turned away from the greatest storm intensity. Satellite swarms may
provide some protection against sudden catastrophic system loss, as
could increasing multiple-network-reliant GPS (eg Navstar, Glonass,
with Galileo). Nevertheless, innovative alternatives are needed.
Military to civilian transfer solutions for hardening satellites against
EMP would be welcomed, together with use of chips or solar panel
materials that are less vulnerable to damage from radiation and charged
particles.
With the next solar maximum approaching in 2025, we will soon
find out how effective such mitigation methods will be.

Capt Tim Grime’s article ‘GPS signal failure and solar flares’
(Seaways, August 2011) notes that prudent Masters should
encourage navigating officers to maintain conventional navigation
methods and to develop dead reckoning skills to mitigate the risk
of GPS failure.

Read Seaways online at www.nautinst.org/seaways January 2020  |  Seaways  |  25

*N
ar
es
h
Ja
riw
al
a*
*N
ar
es
h
Ja
riw
al
a*
Conferences

Reporting back from conferences, seminars and discussions across the maritime
Î world. Join the discussion on LinkedIn, or email editor@nautinst.org
PROFESSIONAL WOMEN IN MARINE IRELAND
Î Over 150 delegates attended the Conference also because it leads to a larger pool of talent, O Anne Marie Hayes, Port and Vessel Reporting,
and Networking event for Professional Women makes employees feel better about the European Maritime Safety Agency.
in Marine to mark IMO World Maritime Day in company they work for and ensures a broad Jennifer Nolan, Managing Director Dublin
Dublin. Yvonne Shields O’ Connor, Chief spectrum of capabilities. Diversity prevents Stevedores, is descended from generations of a
Executive of Irish Lights, opened this inspiring group-think and gives teams greater problem- stevedoring family. She described how ‘nothing
event by highlighting Ireland’s blue economy. solving abilities. is impossible and everything is achievable’.

a*
Yvonne stated that the pressure is on to meet To maximise the benefit from this, we need to Margaret Rae, Director of Atlantic Ocean
the challenge of zero emissions by 2050. build teams that are comfortable with being Research Alliance in the Marine Institute,
Business as usual is no longer an option and questioned, that explain, that think, that speak offered our final snapshot of the series. So many
we all have to act now. clear language and where everyone gives their options for someone considering a career in the

al
The marine sector in Ireland had a €6.2 billion opinion. Diversity leads to better decisions. marine sector!
turnover in 2018. In addition to the important
traditional sectors of shipping, fishing and
Highlighting opportunities Planning for success
Jenny O’Leary, Policy Research and Innovation Catriona Dowling, Navigation Services Manager
marine tourism, there are new developments in
renewable energy, technology products and
services, biotechnology and specialised
professional services. These emerging sectors
currently represent only 7% of the value of
Ireland’s ocean economy, but these activities,
with their emphasis on science and technology,
riw
Support at the Marine Institute, steered us
through a series of snapshots from women
across the marine sector highlighting their roles,
influences and views of the marine sector, in
which Lt Cdr Roberta O’Brien, Logistics and
Safety Adviser, Irish Naval Service, challenged all
Irish Lights, kept us all connected in the third
session for lunch and networking, where we all
exchanged places every few minutes and
connected using the ‘Find Nearby’ feature on
LinkedIn.
This final session, entitled Planning for
Ja
present to ‘be the best you can be and never be Success, was expertly chaired by Val Cummins,
digitalisation and de-carbonisation, potentially
afraid to challenge societal norms’. Also included Senior Lecturer, University College Cork. Val
open the way to addressing the challenge of
were Mairead Rushe, Chartered Engineer and highlighted the importance of sustainable
sustainability, not just in an Irish context but
Project Manager Dublin Port Company, and Ann development in the sector. She emphasised that
also globally. While it may not be clear whether
Ruddy, CEO and founder of Redrose marine business as usual cannot prevail and that
the marine sector is going to be a leader or a
Developments, who described the benefits of no individual, no matter what their gender, race,
follower, there is no doubt that we will have to
seaweed cultivation. Trudy McIntyre, religion or sex, can solve this alone.
h

position ourselves to adapt to change.

Chairperson National Inshore Fisheries Forum, Danni Devine, Operations Director, Halcyon
More than 40% of Ireland’s population live
representing commercial fishing, added that she UK, shared her observations from a recruitment
within 5km of the coast. We are heavily
es

would like to see ‘more Irish-caught fish on our perspective on Visibility and Women in the
influenced by our marine resources. The indirect
plates and more women at our national tables’. Marine Sector. Terry Denny, Business Psychologist
benefit of the sea around us is unquantifiable. We also had snapshots from: and Managing Director at Opes Ltd, spoke on
Industry and academia require brilliant talent, O Katharine Martin, a ship surveyor with the ‘Networking for Influence’ and Joan Mulloy, the
and success depends on our ability to attract Maritime and Coastguard Agency, Belfast first and only Irish female skipper to take part in
that talent, women as well as men. Over 450
ar

O Clodagh McGrath, Environment and Consents the solo yacht race Solitaire du Figaro, gave an
women were identified in key roles in the sector Manager with DP Energy Ltd inspirational talk on everyday resilience.
in Ireland. Yvonne mentioned that in her 25 O Deirdre Lane, Harbour Master Yvonne Shields O’Connor closed this amazing
years in the industry she thought she knew O Kerrie Sweeney, Chief Executive, Titanic event by stating that there are plans to hold a
most of the women in the sector but was really
*N

Foundation Belfast mixed event in the future looking at diversity in

surprised at the number of those who came to O Captain Loreto O Neill, past shipmaster and its broadest sense.
the fore for this event. She finished by listing her coastal unit manager at the Irish Coast Guard Deirdre Lane AFNI
three tips for success:
O Perseverance and determination
O Education and lifelong learning
O Sometimes you have to step out to step up.
The challenge remains to get more women to
participate and adopt leadership roles within
the marine sector.
Susan Steele, Chair of the Sea-Fisheries
Protection Authority, was our second Marine
Business speaker, followed by Julie Ascoop,
Associate Director and Maritime Skills leader at
Arup. Julie spoke about the value of diversity.
Many companies are stepping up to the mark to
recruit more women, but she pointed out that
there is more to diversity than that. Different
ages, different religions, different nationalities
and different studies represent diversity too.
This matters not only because diversity gives
everyone a fair share and empowers people, but Participants and speakers at the World Maritime Day conference

26  |  Seaways |  January 2020 Read Seaways online at www.nautinst.org/seaways

 Conferences

ASSOCIATION OF BULK TERMINAL OPERATORS

Î The Association of Bulk Terminal Operators thousand tonnes an hour – and which has to be liquefaction, so just about every bulk terminal
conference covered a wide range of topics, from stopped so that the ship’s ballast systems can worldwide has to deal with this issue.
the future of bulk terminals in a world where keep up. However, he believes we currently Sampling is some protection if done properly.
the energy mix and construction needs are have a golden opportunity in IMO to create and Masters must know at the time of sampling
undergoing drastic change to questions of pass legislation regarding safer equipment. which stockpile is going to be loaded, and the
safety and technical development. whole of that stockpile must go into one hold,

a*
Will Fray, Director of Product Development
Liquefaction and other dangers he emphasised. Anything else is a major risk.
Martin Jonas of Brookes Bell looked at the
with market analyst Maritime Strategies The best way of taking samples is to carry out
perennial problem of liquefaction – for which
International, predicts that freight rates will running samples as the stockpiles are built,
the terminals are responsible, but which is a
increase 5% in 2020 due to the switch to low Professor Mike Bradley of the University of
much more immediate danger for the ship. A

al
sulphur fuel. In the short to medium term, China Greenwich looked at methods of protection
series of case studies highlighted the dangers,
will continue to drive global steel demand due against explosion and fire in combustible
which will be only too well known to most
to its One Belt One Road development cargoes – which can sometimes arise even
readers. His presentation included a rare video
programme. In recent years, this has absorbed a where the IMDG Code for the management of
lot of capesize tonnage. However, it is not clear
that will happen to requirements for those
vessels when they are no longer required by the
Chinese market – three quarters of the global
demand for capesizes is currently driven by the
iron ore market, and there are currently so many
riw
of the behaviour of a ship loaded with nickel ore
that had subsequently liquefied – rare because
most vessels in this condition are lost. Each roll
of the ship resulted in the centre of mass
changing by half a metre.
Another case study involved a cargo of
dangerous goods has been followed, as some
cargoes can spontaneously combust. The most
common factors were moving equipment, dust
and heat, he said, with mechanical failure the
most usual reason for fire. Wood pellet dust is
particularly susceptible to explosions, and he
Ja
chrome concentrate loaded a day after heavy
vessels on order that the fleet would still grow recommended that carriers should be more
monsoon rains. Because the visible excess
even if every ship over 15 years old were scrapped. cautious with this material. Keeping dust off the
moisture had drained away, it gave the
Perhaps surprisingly, coal demand is not floor is particularly important. If it is thick
impression of being dusty and dry – where in
expected to decrease, even as many countries enough to write your name or see footprints in
fact it was saturated with water. The subsequent
seek to reduce coal-powered eletricity it, then there is a risk of explosion.
liquefaction led to violent rolling and resulted in
generation. Ongoing demand for power in India Bridget Hogan
smashed bulkheads.
h

Director Publishing and Membership

and Vietnam in particular suggests that demand About 50% of all bulk cargo is either coal or
is likely to be maintained at current levels, iron ore – both of which are subject to
es

although major growth is unlikely. By contrast,

changing power demands are likely to drive an
increase in demand for grain carriage if biofuel
becomes a popular option.

Operating challenges
ar

Jeppa Skovbakke Juhl, Manager Maritime

Technology & Regulation at BIMCO, highlighted
issues with congestion around ports. At any one
time, there may be up to 500 ships caught up in
*N

congestion in major bulk ports worldwide.

Operating ‘smart’ could make use of these 500
ships, reducing the need for newbuildings. He
suggested that ports should communicate with
vessels to tell them when a berth will become
available. Ships can reduce speed during the
voyage, then arrive ‘just in time’, going more or
less straight into the berth – rather like the air
industry, where flights cannot take off until their
landing slot is guaranteed. This is ‘smart’
steaming rather than ‘slow’ steaming.
A sobering series of presentation showed
just how many safety issues remain to be
addressed in the sector as a whole. Captain
Richard Brough OBE FNI, head of the
International Cargo Handling Coordination
Association (ICHCA) highlighted the limitations
of the equipment available. There is no point in
operating at maximum capacity if this cannot
be done safely, he said. One terminal, for
example, has a conveyor that can load 20

Read Seaways online at www.nautinst.org/seaways January 2020  |  Seaways  |  27

 READ ANY GOOD BOOKS LATELY?
Reviews Send us a review - editor@nautinst.org

Seaways looks at books, films and articles offering advice, information and general
Î interest to Nautical Institute members
Shiphandling – passenger ships without tugs
by Captain Nick Nash
This book is an up-to-date, practical guide written by an experienced, throughout, and even more ports are covered in the dedicated appendix.

a*
practising cruise ship Master. These examples give this book a direct, practical relevance not seen
It takes the theory as taught and shows how it is applied to the before. If the port you are planning for is not included, there is likely to be
handling of modern vessels. Superbly illustrated, it provides clear one here that’s a close match.
interpretations of the many concepts of shiphandling. The book includes Although the book has been written with prospective shiphandlers
numerous actual examples of ship operation as seen on integrated bridge on cruise ships in mind, this practical guide will also inform experienced

al
system displays. These examples incorporate the electronic display and Masters and pilots. Additionally, it will be an asset to those teaching
controls along with the view from the bridge windows. shiphandling for vessels of similar hull type such as ferries, container
The chapter on Bernoulli’s Principle is very well done. Those on Rate vessels, ro-ros and car transporters.

riw
of Turn and Radius Track Control System introduce methods in line with Christopher Rynd FNI
advances in technology. The Current and Wind chapter incorporates Commodore (rtd), Cunard Line
practical calculations to assess loads to help determine or supplement
experience and intuition in decision-making, especially in those difficult
go or no-go situations.
A large number of real port manoeuvres are analysed and illustrated
Ja
h
es
ar
*N

Shiphandling –
Passenger ships
without tugs
Captain Nick Nash FNI
£95
Witherbys.com

28  |  Seaways |  January 2020 Read Seaways online at www.nautinst.org/seaways

 Reviews

The ISM Code in practice

More than 20 years have passed since compliance with the IMO will need to respond and ensure its operations remain compliant. This will
International Management Code for the Safe Operation of Ships and for involve introducing new internal policies and procedures for inclusion in
Pollution Prevention (ISM Code) first became mandatory for shipping the SMS, which is the dynamic element required by the ISM Code.
companies operating most types of merchant ship. This latest edition of For the SMS to be a powerful tool, which a company can use to
the International Chamber of Shipping’s guidelines on the application of manage its operations and comply with all applicable mandatory rules
the ISM Code contains new guidance that reflects the industry’s years of and regulations, it is important that external complexity does not
experience in implementing the ISM Code’s provisions. translate into an SMS that is complicated to use.
The guidelines aim to help shipping companies develop, implement,

a*
An effective SMS should help the company with direction and clarity.
maintain and improve their safety management systems (SMS) and
This means it should be:
to support continuous improvement of the safety and environmental
O Written for the benefit of its users
management skills of their shore-based and shipboard personnel. The
O Addressing the functional requirements of its users
SMS provides an essential and flexible framework to deliver safe, secure,
O Easy to understand by its users

al
efficient and environmentally sound ship operations, and to cope with
and manage the ever-growing body of international, regional, national O Arranged so that information is easy to find for its users

and other requirements that affect ship operations. O Delivered in an accessible and readily available format for its users.
The book is divided into three chapters: This guide is well written and laid out, following the code itself and

riw
Chapter 1 sets out the key concepts, context and objectives of the ISM
Code and outlines what and who is involved in an SMS.
Chapter 2 covers the functional requirements of an SMS and provides
guidance based on the experiences of shipping companies in developing
an effective SMS.
Chapter 3 discusses some tools that shipping companies may find
adding clarifications. There are examples and well-constructed diagrams.
David Patraiko FNI
Director of Projects,
The Nautical Institute
Ja
helpful when looking to improve their SMS beyond the mandatory
requirements of the ISM Code. Guidelines on the
First published in 1993, the publication explains that the maritime
application of the IMO ISM
regulatory framework for international shipping has changed and
expanded since the introduction of the ISM Code. Operating ships Code (5th edition, 2019)
is a complex business. All those involved in the development, ICS Publications
£135
h

implementation and maintenance of an SMS should recognise this

complexity and develop techniques to manage and, if possible, reduce it. www.ics-shipping.org
As new maritime rules and regulations are developed, each company
es
ar

BOOK OF THE MONTH:

*N

. . . . . . . . . . ..
NUMERICAL WEATHER PREDICTION: ...
.
...

rg . . . . . .

40% OFF
..

A practical guide for mariners

. . . . . . ww

£55
Huw Davies FNI
w£.
33.00
t.o

Numerical Weather Prediction (NWP) has significantly nautins

improved the accuracy of weather forecasts and enabled
the development of services specifically for mariners. This
guide demonstrates how seafarers can get the most out of
the many digital weather products and services on offer and
create their own forecasts using freely available sources.

Order from: pubs.admin@nautinst.org by the end of January

Read Seaways online at www.nautinst.org/seaways January 2020  |  Seaways  |  29
 GOT AN EVENT TO PROMOTE?

Branch activities  Let us know at

gh@nautinst.org

A round-up of news and events from NI branches across the world.

Î Send your updates to branches@nautinst.org
NW ENGLAND AND N WALES
Bridge resource management
Î Both speakers had travelled some distance Both of the incidents could be attributed O Clear decision-making
to present at our monthly branch meeting in to a lack of leadership within the particular O Reduction of stress and fatigue
November. Captain John Wright came from companies involved and the commercial O Positive demonstration of leadership
Newcastle on the east coast of the UK, while pressures placed on the management teams O Team skills
Captain Simon Flitch had ventured up from on board. John and Simon felt that what was, O Professional conduct at all times.

a*
Ramsgate on the south coast. It was therefore and is still, needed to prevent accidents of this All these elements can be achieved on board
especially gratifying to have a large audience nature is cultural change, which they advocate any vessel so long as there is a synergistic
despite the cold, dark and wet evening. Eighty through their training programme Sail Safe. management style.
per cent of those attending were students and They used a derivative of the well-known Unfortunately, not all vessels follow this

al
cadets from the maritime faculty of Liverpool ‘fire triangle’ to illustrate this point, showing model. The presenters believe that the
John Moores University. the three elements necessary to create a safe battlegrounds for key change are attitude,
The subject of the evening’s presentation was operating environment. One side of the triangle values and beliefs.
bridge resource management. John and Simon was labelled ‘technical knowledge’, the other A number of questions followed the session,
began by describing their association with
two of the best-known and industry-changing
maritime incidents of recent times, Piper Alpha
and Herald of Free Enterprise. The speakers’ vivid
and impassioned descriptions of the incidents
set the scene for the next hour or so.
riw
side ‘technical skills’. Tying the two together as
the base of the triangle is ‘safety’.
The following elements are vital for any
bridge team to operate effectively:
O Good communication
O Situational awareness
which was extremely well received by the
whole audience. Nobody left early, even though
there was so much discussion that the meeting
ran well over time.
Captain Ian Mathison FNI
Chair
Ja
WESTERN AUSTRALIA BRANCH
Sundowners and annual dinner
Î The Nautical Institute Western Australia back in 1998. What a small world… Some two weeks later, members enjoyed a
Branch has organised a number of social Other guests included Craig Heron, who wonderful evening on the waterfront at the
h

events recently, all aimed at allowing members was celebrating having passed his Australian Raffles Hotel overlooking the river at our annual
and guests to enjoy a pleasant evening of Maritime Safety Authority (AMSA) Master’s dinner, held together with the Western Australia
networking and relaxation. Orals, and Ryan Cobb MNI and Calvin Tolentino, Branch of the Company of Master Mariners
es

Our November sundowner (evening drinks) studying for their Master’s and 2nd Mate’s Orals (COMMA). A live band and a large social
event at the Navy Club in Fremantle was well examinations respectively, which were due to gathering of members, partners and friends
attended by 23 members and guests. Among take place in the next few days. made for a very memorable evening.
those present was Dr Chris Haughton FNI, from The evening was a great environment for Capt Zubin Bhada AFNI
the NW England & N Wales Branch. Chris was members and guests to spend some time and
ar

the Principal of the Fleetwood Marine College mingle with the crowd – and either to celebrate
when our Branch Secretary was a student there or take a break accordingly!
*N

30  |  Seaways |  January 2020 Read Seaways online at www.nautinst.org/seaways

 Branch activities

SOLENT BRANCH US WEST COAST BRANCH

Î Members of The Nautical Institute’s Solent
Î The US West Coast Branch was unable to
Branch recently met up to enjoy a Christmas
hold an AGM as planned, in large part due
curry at Kuti’s Brasserie, Southampton.
to the wildfires that forced the evacuation
Reflecting on a busy year, a pre-meal committee
of campus at the end of October. Cadets
meeting gave us the opportunity to plan out
performed well – fire threatened the
an equally busy and wide-ranging programme
mooring lines of TS Golden Bear, but those
for 2020! Wishing all our fellow branches a very
on board fought the fire until professional
happy New Year! A D Jones

a*
fire crews arrived.

DHAKA
Î Capt Ghulam Hussain FNI, The Nautical

al
Institute’s Technical Manager and Permanent
Representative to the IMO, attended the
annual general meeting of the Dhaka Branch.
Ghulam gave attendees an outline of
the work being done at NIHQ and at other
branches around the world, and briefed
them on the Institute’s participation at the
International Maritime Organization.
He highlighted how the NI uses your MARS
reports to identify topics of concern to the
riw
Ja
maritime community, and how we raise these
issues at the IMO. There is a lot more to MARS
than three pages in Seaways every month!
h

The sulphur limit:

es

Memb
Exclus er
ive

how are you faring?

ar

WEBINAR – THURSDAY, 30 JANUARY @ 1100 (GMT)

*N

On 1 January 2020 a new lower 0.5% limit on sulphur in ships’ fuel oil came into force. What
challenges is this presenting to seafarers and ship operators?
Join Captain Ghulam Hussain FNI, Technical Manager & Head of IMO Delegation at
The Nautical Institute to get answers to these and other questions…
How easy is it to obtain compliant fuel?
How do the different compliant fuel options compare?
Are scrubbers a worthwhile investment?
Compliant fuel vs scrubbers – what are the cost implications?
No scrubber? Compliant fuel oil not available? What should I do?

REGISTER NOW for this member-only webinar: log in to MY NI at

nautinst.org and click on the registration link. All those who
register will be emailed a recording of the webinar.

Read Seaways online at www.nautinst.org/seaways January 2020  |  Seaways  |  31

 Letters
JOIN THE CONVERSATION
Send your views and opinions to us at editor@nautinst.org, write to us at
202 Lambeth Road, London SE1 7LQ, UK or become part of our online community:

www.linkedin.com/groups/Nautical-Institute-1107227 ............
...

...

............
www.twitter.com/NauticalInst Give u
ment s a

........ #
io
www.facebook.com/thenauticalinstitute social n on
media
www.youtube.com/TheNauticalInstitute Na

...
utInst .

Fighting the risk of abandonment

a*
Î Along with issues such as The seafarer’s problems do not It is important to know that each establish an impartial
criminalisation, one threat that end with checking the credentials the insurance will cover you for committee headed by the DG
casts its shadow over our industry of the company. Yet another threat up to four months outstanding Shipping or equivalent to manage
are the unscrupulous manning to which seafarers are exposed wages and entitlements in line welfare funds for providing relief to

al
agents who take advantage of is abandonment. There have with your employment agreement abandoned.
prospective seafarers from inland been a number of cases where or CBA. So don’t leave it too late! Finally, we should establish a
cities, where gullible youth are seafarers have been stranded on If you wait six months to apply, system whereby every manning

riw
tempted with attractive wages. It’s board without wages or means of you’ll still only get four months agent must submit a ‘midterm
a known fact that these heartless survival. backpay. The insurance must also report’ to DG Shipping or
monsters disappear after they have If you are recruited through a cover reasonable expenses such equivalent giving details of
fleeced their innocent victim. crewing agency, try to make sure as repatriation, food, clothing the wages paid to all seafarers
In India, we are fortunate that that the agency is properly run where necessary, accommodation, employed by them. The
in order to counter this issue the and has a system for checking drinking water, essential fuel department can then review the
Ja
Directorate General Shipping and the stability of the companies for for survival on board and any contents and frequency of the
the Ministry of External Affairs which they supply crew. Check necessary medical care. report in order to ensure that
have brought in an e-migration maritime social media to see which To combat the threat of the manning agent is behaving
companies are the subject of abandonment, governments properly. This would ensure that,
system. This has brought about
frequent complaints by seafarers. should impose restrictions on if there is any lapse in payment
a phenomenal reduction in such
Legally speaking, abandonment insurers that have failed to support of the crew, the situation can be
nefarious activities.
seafarers in cases of abandonment. controlled at an early stage.
h

One suggestion for further occurs when the shipowner:

Seafarer supply countries should Capt Pankaj Kapoor LLB AFNI
improvement is that DG Shipping O fails to cover the cost of the
should create a department seafarer’s repatriation; or
es

that constantly monitors every O has left the seafarer without Seamanship and all that
manning agent and continuously the necessary maintenance and
Î Reading Capt McKelvie’s officers was the magnetic
updates the list of ‘bad apples’. support; or
article in December’s Seaways compass paper. Many failed on
As it is mandatory for every O has otherwise unilaterally
took me back many years to my this paper alone. For one of our
Indian seafarer to complete the severed their ties with the
ar

early career. orals we had to know how to read

STCW courses, this list should be seafarer including failure to pay a Vernier sextant, something I had
I joined my first ship as a
displayed in every institute that contractual wages for a period never owned.
Deck Boy in 1953 after 10 weeks’
conducts these courses, for every of at least two months. The first GPS I ever saw was
induction in the Vindicatrix.
student to inspect. It should also Abandonment happens either Six years later, having got my when sailing as navigator on a
*N

be made obligatory for every because the shipowners are in Efficient Deck Hand, AB, Lifeboat short trip on the schooner Sir
institute to share this list with all financial difficulties or because Certificate etc, I obtained my Winston Churchill whilst I was on
students doing STCW courses. they can make more money by not Second Mate’s ticket and sailed leave. Here, basic seamanship
This would raise future seafarers’ paying the wages and the bills they as Third Mate on a voyage to was taught to the ‘rookie’ crews
awareness of the potential risks owe. This may be more frequent on India. on joining. One of my jobs was
and give them an adequate older ships at the end of their sea As I recall, part of my studies to teach helm orders (shades of
advance warning. A brief lecture life. In some cases the ship is worth included learning the magnetic Costa Concordia!).
should be included so that the less than the money owed to crew compass in quarter-points(!) In my early years, seamanship
institutes can give adequate and other debtors. – that ship had no gyro and was ingrained in us, as it meant
warning of the existence of such The International Transport of course no radar. As for the safety, as Capt McKelvie says –
rascals and educate students about Workers Federation (ITF) advises Colregs, I had been told I would and that also applied to cadets
how to check the credentials of a that before accepting a position never get my first ticket if I who worked with us ABs on deck.
company before joining it. on board a vessel, you should find couldn’t recite the lot verbatim. Incidentally, there is a single
Maritime unions also need to out as much as you can about the In my time, I also met derrick permanently rigged
co-operate with the DG Shipping company and the ship you will ‘professional third engineers’, and up near the Liver Building in
to amend and update this list be joining. Look for indications of as Capt McKelvie said, what they Liverpool; not with a twin for a
continuously. Another suggestion problems on board. Use the ‘Look- didn’t know about their engine union purchase unhappily, but
is that DG Shipping should reward up a ship’ section of the ITF website rooms wasn’t worth knowing. one can’t have everything!
whistle-blowers who provide to check if the vessel is covered Going on to Master’s ticket, Happy days!
information identifying bogus by an ITF agreement and the the module that terrified most Capt Tony Gatt FNI
manning or recruiting agents. outcomes of any ITF inspections.

32  |  Seaways |  January 2020 Read Seaways online at www.nautinst.org/seaways

 Letters

Pilot sanctions
Have your say – STCW regulations
Î There is a view (in existence for supervision is usually either
a number of years now), that expressed or implied in an Act of Î The UK’s MCA is conducting Engineering – https://www.
a survey on a review of the smartsurvey.co.uk/s/ABHN8/
because a pilot may be sanctioned Parliament.
STCW and is seeking input All seafarers and industry
for his/her actions, this confers These sanctioning differences
from as many interested parties professionals are encouraged to
responsibility for the navigation are the same as those that exist
as possible – both at sea and participate in the survey and to
of the vessel to the pilot. between the Master and the officer
ashore. recommend it to as many people
This is not the case, for the of the watch when the vessel is
The questionnaires are now as possible.
following reasons. outside a compulsory pilotage area.

a*
It is worth noting that 40 to 50 live and ready for seafarer and
The sanctioning of pilots is
years ago it was not uncommon for industry consumption.
applied by courts for contravention
officers of the watch (and Masters Navigation/Deck –
of the International Regulations for
and pilots if warranted) to have https://www.smartsurvey.
Preventing Collisions at Sea or
co.uk/s/XF0LW/

al
other such regulations and by-laws their licences/certificates of
that are, for want of a better competency suspended, or in
expression, ‘driving offences’. Such extreme cases revoked, in the
subordinate legislation is usually a event of collision.
statutory instrument.
The Master, on the other hand, is,
and should be, sanctioned for not
supervising the safe navigation of
the vessel such that a contravention
of regulations is avoided. Such
misconceptions.
Capt Mike Ashby AFNI
Member 1722017 riw
I hope this clarifies some
Ja
Navigation safety
Î On the subject of bridge I’m doing or why I’m doing it. Tool
navigation safety, I believe we box talks and pre-voyage briefings
are starting to turn a corner. are great ways of letting everyone
h

This is partly because of bridge know what’s expected and

management styles changing what the contingencies are. Just
– quite rightly so – and partly because as Master you have overall
es

because the youngsters coming responsibility that does not mean

up are far better educated on you have to shut yourself off from
the dangers of over-reliance on valuable resources such as a young
electronics. OOW fresh out of college with all
I’m noticing that a lot of the the new innovations and ideas still
ar

young deck officers are very freshly imprinted.

switched on indeed and they are I believe ego played a big part
an enormous help to me on the in the problem years ago, but if
IT front. They know far more than one can remember that no one is
*N

me about running systems of infallible and that one is actually

equipment and are keen to help not expected to know absolutely
when requested. I believe this everything it will go a long way to
brings the initial statement to the bring the whole team together and
fore: bridge team management. keep your watch officers engaged.
Being a Master on any vessel I’m a very keen student of
can be highly stressful, and how celestial navigation and regularly
this stress is handled can make a use the sextant on board to keep
huge difference. Back in the day, fresh. I fully understand that it’s
the ‘Old Man’ was someone to be in a dying art and I never berate
awe of. They were at the very top my junior officers for not really
of their game, could do no wrong knowing too much about it.
and never made mistakes. Even Because there is far more to learn
when occasionally they did err, to in college these days with all the IT,
pull them up on it as a junior was a naturally it takes a back seat. That
decidedly dodgy area. said, I encourage them to have a
go if they show an interest, and I’m
Nowadays, I believe things have
happy to say most do.
changed a lot. I totally encourage
Capt Paul Kersey
all my crew, and especially the
bridge team, to question me at
any time if they are not sure what

Read Seaways online at www.nautinst.org/seaways January 2020  |  Seaways  |  33

 The Nautical Institute LinkedIn forum
JOIN THE CONVERSATION
The Nautical Institute has a lively discussion group on LinkedIn
http://www.linkedin.com/groups/Nautical-Institute-1107227

THIS MONTH WE ASK: Is ten minutes enough to board lifeboats?

The Nautical Institute has recently been taking part in disussions at the of being boarded to capacity in 10 minutes. This represents a boarding
International Maritime Organization on lifeboats and lifeboat safety. and seating rate of 7 seconds per person for a 150-person capacity
Our Technical Manager, Capt Ghulam Hussain FNI, highlighted on boat. This timeframe of 10 minutes is also used to calculate the total
LinkedIn that the LSA Code (Chapter VI Regulation 4.4.3.1) currently time taken for abandonment in an evacuation analysis (MSC.1/1238).
states that all lifeboats carried on passenger ships should be capable Is this practicable?

a*
THE INSTITUTE’S LINKEDIN COMMUNITY RESPONDED:

Î Boarding a lifeboat within 10 minutes in Simplification of evacuation systems is one Î Not sure about 10 minutes for passenger
a passenger ship in the conventional way important factor that could help achieve the vessels, however cargo vessels routinely

al
by passengers doesn’t seem to be feasible. required action time, such as inflatable tunnels manage to board and launch within the
Alternative means of boarding need to be used to slide down the passengers. Also, required timeframe of three minutes (which
designed and passengers should be made while required timeframe may be achieved, also works out to approximately 7 seconds per
accustomed to this prior to formulation of rules. it is important to appreciate how widely this person for a 25-person boat). Of course, this

Î Drills must have been carried out so as to

arrive at this 10-minute figure. Maybe trials
could be carried out again to verify feasibility.

Î Boarding conditions should allow for

riw
achievement has been managed, along with
consistency. If the statistics do not support [the
10-minute boarding time], an overall review of
the regulations and their implementation could
help identify the gaps.
is with a fully trained crew who are carrying
out regular drills. The presence of passengers
would, in my opinion, extend this timeframe
significantly.

Î There are two major issues that impede

Ja
the conditions under which evacuation/ Î Suggest recording the time taken to board quick embarkation of lifeboats. 1. Unless the
abandonment has been initiated. Sea state lifeboats during unannounced drills in early crew is wearing inflatable lifejackets, one cannot
and also weather conditions are factors that hours – any time between 01.00 and 05.00 hrs. embark speedily. 2. Marking of seat numbers for
could significantly impact actions as well as This gives a good yardstick to measure boarding the crew slows everyone down. The crew should
response times of crew and passengers. Quick time on cargo ships and adds a factor to allow be trained to embark without specific seat
response times may be fairly easily achieved boarding a lifeboat on cruise liners. numbers being assigned (except for critically
h

by crew members, who are familiar with their important seats such as Ch Offr/Bosun/2
work schedules. This may not be the case Î Takes way longer even with crew members. Engineer etc who have specific equipment to
with passengers, where many factors may be New cruise ships have bigger lifeboats (capacity operate). The seafarers should enter the boat
es

unknown variables, such as level of situational 304). I don’t think that you can fill up the boat and occupy the seats from one end, without
awareness, language barriers, and limitations in 10 minutes; I’ve never achieved that on my leaving any vacancy. That will ensure much
imposed by health or body type. loading drills. faster embarkation.

This report attempts to give a representative summary of the discussion – it is not possible to include all comments. To see the discussion in full, please visit LinkedIn.
ar
*N

A cruiseship lifeboat – is a 10 minute loading time realistic?

34  |  Seaways |  January 2020 Read Seaways online at www.nautinst.org/seaways

 GOT SOME NEWS?
The NI out and about Let us know! editor@nautinst.org

Representing The Nautical Institute

Î to the maritime industry and beyond
Shipping Leaders reception HCD workshop
The Nautical Institute welcomed leaders from across the shipping sector A full house at The Nautical Institute
to a reception on HQS Wellington to update them on the work of the workshop on Human Centred Design
Institute, seek support on future initiatives and share information on new included pilots and shipmasters
developments. The evening was a great success, and we look forward to as well as those from training and
repeating it in April. education – and even one attendee
from the rail industry. Learning is not
limited to your own sector! See future
Seaways for a full conference report.

a*
al
riw
Ja
h

Chartership
Congratulations to Kaushik Roy
es

FNI, who has been awarded

Chartered Master Mariner
status. His award was presented
by Captain James Barclay FNI,
ar

Master of the Honourable

Company of Master Mariners.
*N

WISTA Recruitment recognition

Bridget Hogan (3rd from left) attended the Women In Shipping and We want to recognise the hard work of our North West England & North
Trading (WISTA) UK AGM. Wales Branch, which has recruited more than 20 members within a
year. The branch continues to be actively involved with cadets and
recently held a seminar focused on shore based careers sponsored by TK
Foundation (see report, December 2019). The event was well attended
by cadets from Liverpool John Moores University and Fleetwood Nautical
Campus. We are keen to see what the future of this branch will look like!

Keeping Alert!
Captain Maneesh Varma AFNI, the
NI’s Training and Accreditation
Manager, visited Arcadia Ship
Management Co. Ltd in Athens and
presented CEO Captain Dimitrios
Mattheou with a copy of our Alert!
compendium

Read Seaways online at www.nautinst.org/seaways January 2020  |  Seaways  |  35

 London Branch Conference

Fires on Containerships
23 April 2020 – all day event
HQS Wellington, Temple Stairs, London

a*
Be part of the discussion
O The nature of containership fires

al
O Causes
O Regulations

riw
O Planning for prevention
O The costs - both human and financial
O Fire fighting and innovation
Ja
More soon at: https://www.nautinst.org/branch/uk-london.html

Welcome to our new members

h

The Nominations Committee has nominated the following for election by Council:
es

Associate Fellow Goswami, D N Capt/Master (India Haddow, P J W Mr/Barge Master Smith, A Mr/1st Officer (UK/London)
(North)) (UK/NW England & N Wales) Smith, K L Miss/DPO / Lecturer (UK/
Barhorst, E Captain/Master Kelly, C Captain/Master (Ireland) Harding, N V J Mr/Superintendent NW England & N Wales
(Netherlands) Liebmann, A S Captain/ Master (UK/NW England & N Wales) Smith, T E Mr/Second Officer
Barker, D J Mr/Owner (UAE) (CAN/British Columbia) Kiepas, L W Mr/Chief Mate (Poland) (Australia - QLD)
ar

Barker, G M Captain/HSEQ Petersen, E S Dr/Director (Denmark) Ljubec, B Ms/STCW course Swenzen, E Capt/DPO (Sweden)
Superintendent (UK/NW England & Roche, G J Mr/Captain (France) coordinator (Croatia) Szymanski, G Mr/Chief Officer
N Wales) Rynders, P M Mr/Marine Director / Lubczynski, M R Mr/2nd Officer (Poland)
Callahan, P D Captain/Port Captain Senior Surveyor (Netherlands) DPO (Poland) Taghiyev, E Captain/Chief Officer
(US Gulf (Florida)) Taylor, P J Captain/Curriculum Manurung, P Captain/Master Senior DPO (UAE)
*N

Choudhary, A K Captain/Master Manager (UK/Central Scotland) (Indonesia) Tkacenko, V Mr/Captain (Baltic

(India (West)) Williamson, M S Captain/Master Mikulic, M Mr/2nd Mate (Croatia) States)
Deshpande, A S Captain/Director (UK/NW England & N Wales) Muravsky, S L Captain/Master Vornes, L I O Mr/Captain (Norway)
(India (West)) (Ukraine) Walczak, R R Mr/Chief Officer
Gill, N S Mr/Captain (India (North)) Member Nagarajan, S Mr/Faculty (India (Poland)
Leo, R Captain/ Master (US North Acosta, A Miss/Chief Officer (Iberia) (South)) Zafeiroudis, D C Mr/Managing
East Coast) Nerlund, J B Captain/Master Director (Greece)
Ahmad Master/SDPO (Indonesia)
Popescu, E I Mr/Master SDPO Bennett, D Mr/ Pilot (New Zealand) (Sweden)
(Romania) Neves, F D P B Mr/Deck Officer DPO Upgrade To Member
Bergsvik, S Mr/Master (Norway)
Shazly, A I M Captain/Head of (Brazil) Jarestam, M O Mr/Chief Officer
Brewer, F L R Miss/OOW Deck (UK/
Academic Studies (UAE) Solent) Osborn, A J Mr/Captain (US North (Sweden)
Smith, S A Captain/Master (UK/ Chatzikos, V Captain/Master East Coast) Raymond, C W Mr/Retired (UK/
North Scotland) (Greece) Pottinger, B K Mr/Chief Officer (UK/ London)
Verma, A Captain/Master (India Fiander, G R Captain/Master (CAN/ North Scotland)
(North)) Newfoundland) Potyekhin, S Mr/Chief Officer Students
Firth, A J Mr/OOW Deck (UK/North (Ukraine)
Akpan, S E Mr/Deck Officer Trainee
Upgrade To Associate Scotland) Roth, S J Mr/DPO/ 2nd Mate (US (Ghana)
Fellow George, R M Mr/3rd Officer North East Coast)
Hili, G Mr/Deck Cadet (Malta)
(Australia - WA) Ryan, T K Mr/2nd Officer (UK/North
Brint, R A Captain/Command Gonsalves, J I Mr/Assistant Harbour Scotland)
Assessor (UK/W England) Master (Australia - WA) Semmens, K Ms (South East
Buchanan, L M Mr/Master (Ireland) Grant, A A Mr/Training & Australia)
Gillies, J Mrs/Master /HSEQ Manager Recruitment Manager (UK/Central Senner, J Captain/Master (US Gulf
(UK/North Scotland) Scotland) (Florida))

*Signifies members who have rejoined

36  |  Seaways |  January 2020 Read Seaways online at www.nautinst.org/seaways

 Branch Secretaries and development contacts
AUSTRALIA CHINA INDONESIA PANAMA U.S.A.
Queensland Captain Akhmad Subaidi AFNI Capt Orlando Allard MNI Gulf – Florida
Hong Kong SAR
www.niqld.net Tel: +62 24 7628676 (H) Tel: (507) 2308285 Capt Ken Wahl MNI
www.nautinsthk.com
Capt Richard Johnson MNI Tel: +62 21 30050000 (Ext 204)(O) Mobile: (507) 66714132 Tel: 727 580-4576 (Mob)
Capt Aalok Sharma, AFNI
Tel: (+61) 419 600 261 capt.akhmad@gmail.com orlandoallard@me.com kwahl@seaschool.com
Mobile : +852-6130 1377
rich_tiss@bigpond.com secretary@nautinsthk.com IRELAND PHILIPPINES Gulf – Houston
SE Australia www.linkedin.com/pub/ Angelica Baylon AFNI Fr Sinclair Oubre AFNI
Shanghai Tel: 409 749 0171 (Mob)
www.nisea.org nauticalinstitute-ireland- Tel: 63472373355
Sandy Lin, MNI nigulfbranch@gmail.com
Kendall Carter AFNI branch/29/953/561 ambaylon_maap11@yahoo.com
Tel: 86 21 68868389 North East US Coast
Tel: +61 458 310 803 Capt Steve Malone AFNI
sec@nisea.org sandylin@fcaremarine.com.cn POLAND Capt Craig Dalton AFNI
Mobile: +353 86 2297127
nautinst.ireland@gmail.com Capt. Adam Weintrit, FNI Tel: 508-830-5000
SE Australia (NSW) CROATIA cdalton@maritime.edu
Tel: +48 6 0410 8017
SE Australia – NSW Mrs Zaloa Sanchez Varela MNI ITALY weintrit@am.gdynia.pl West Coast
Patrick Walsh AFNI nauticalinstitutecroatia@gmail.com http://nautinstuswestcoast.org
Tel: +61 437 681 277 North
QATAR Dr Colin Dewey AFNI
CYPRUS Tiziano Menconi MNI

a*
pawalshe@hotmail.com Capt. Joe Coutinho, FNI Tel: 707-654-1065
http://www.nautinst-cyprus.org Tel: +39 3397540138
SE Australia (ACT) Tel: +974 4315 792 cdewey@csum.edu
secretary@nautinst-cyprus.org menconitiziano@gmail.com
Captain Joshua Smith MNI Mobile +974 5537 293
South coutinho@qship.com UNITED KINGDOM
Tel: +61 427 332 690 DENMARK
joshua.smith@amsa.gov.au Capt Modestino Manfredi AFNI Bristol Channel
Capt Peter Rasmussen AFNI Tel: +39 339 1291042 (Mobile) ROMANIA Capt John Rudd, AFNI
Southern Australia Tel: +45 44 366851 dariomanfredi@libero.it Capt. Cristian E. Ciortan, AFNI

al
Tel: 01179 772173
www.nisea.org plr@bimco.org Mobile: +40 722 393 464 Mobile 07976 611547
Captain Robin Bourne FNI JAPAN ceciortan@me.com johnrudduk@hotmail.com
Tel: +61 438 591 420 EGYPT Prof. Masao Furusho, MNI
RUSSIA Central Scotland
themastermariner@mac.com Capt Eslam Zeid, AFNI Tel: 81 78 431 6246
http://nicentralscotland.org.uk
Tel: +201288850654 Mobile 81 90 5362 2858 St. Petersburg

riw
Southern Australia – VIC Capt Andy O’Brian AFNI
Captain Robin Bourne FNI eslamzeid@gmail.com furusho@maritime.kobe-u.ac.jp Captain Alexandr B Nosko MNI Mobile 07833671427
Tel: +61 438 591 420 MALAYSIA Tel: +7 812 3859933 Secretary@nicentralscotland.org.uk
FRANCE Mobile +7 911 9224151
themastermariner@mac.com Dr. Capt. Manivannan Humber
Capt Guillaume Bourgeois de abnosko@gmail.com Capt Jamie Simpson AFNI
Southern Australia – SA Boynes MNI Subramaniam FNI
Tel: + (60)-012 3582 485 a.nosko@scf-group.ru j.simpson@master-mariner.co.uk
Captain Nada Ganesan MNI Tel: +33 (0)2 3292 9175 (o)
Tel: +61 392 541 631 (60)-06- 388 2280 London
guillaume.deboynes@helvetia.fr SINGAPORE www.nautinst.org/uk-london
carrmarine@bigpond.com manivannan@alam.edu.my www.nautinst.org/singapore Andrew Bell FNI
Ja
Southern Australia – TAS GEORGIA Capt Ken Ellam AFNI Tel: 07785586317
MALDIVES
Captain Peter Martin FNI Capt Mamuka Akhaladze AFNI Tel: : +65 9879 8606 Andrew.Bell@shlegal.com
Capt. Adhil Rasheed MSc MNI
Tel: +61 408 077 522 Tel: +995 555 965050 singapore.branch@nautinst.org
Tel: + 960 331 2014 North East England
pinchj@bigpond.com Mob: +995 577 221677 Fax: + 960 331 2015 Mr David Byrne FNI
m.akhaladze@gmail.com SOUTHERN AFRICA
Western Australia Mob: + 960 999 8700 www.nautinst.co.za Tel: +44 (0)191 285 2013
Zubin Bhada, AFNI arasheed@mamaldives.edu.mv Mob: +44 (0)7703 49 00 63
GERMANY Ms Yvette de Klerk AMNI
Tel: +61 8 9348 5837 david.byrne@flag-c.com
www.linkedin.com/ MALTA Tel: +27 84 482 4444
Mobile: +61 0 408 165 306 Yvettedeklerk@icloud.com North of Scotland
groups?gid=3451665?
h

zubin.bhada@woodside.com.au Mr. Brendon Paul Cassar Saguna Claire Gaskin MNI

Jens Hansen MNI Tel: +356 7933 0820 Tel: 07966150860
BALTIC STATES SOUTH KOREA
Tel: +49 40 334 282 76 nauticalinstitute.mt@gmail.com ni.northofscotland@yahoo.co.uk
Capt. Boris Dunaevsky FNI Capt Chason Kang AFNI
nautinst.germany@googlemail.com Chasonk@nate.com NW England and N Wales
es

Tel: +372 56 12 27 57 (Mobile) MEXICO www.ninw.org.uk

chairmanbsmsa@gmail.com GHANA Capt. Ricardo E. Jiménez AFNI SRI LANKA Mr Derek Gallagher MNI
BANGLADESH Capt William Amanhyia, AFNI Office: + 52 55 75 868274 Capt Nish Wijayakulathilaka, AFNI Tel: 07477535255 (Mob)
Tel: 233 2 4406 2438 Mob: +52 1 55 4712 8244 Mob: +94773034142 sec@ninw.org.uk
Chittagong w_amanhyia@msn.com Ricardo.Jimenez@bs-
Capt. Sheikh Md. Jalal Uddin Gazi, wijayakulathilaka@gmail.com Shetland
shipmanagement.com https://www.facebook.com/
AFNI GREECE (HELLENIC) SURINAME ShetlandNI
ar

Mobile : +880 1713 450252 Capt. Nikos Aslanis AFNI MYANMAR Mr Ruurdt Jukema MNI Laura Burden MNI
nautinst.chittagong@gmail.com Tel: +30 6944 370 023 Capt Ba Nyan MNI Tel: + 597- 485594 Tel: 07935919886 (Mob)
Dhaka hellenic.branch@nautinst.org Tel: 95 9 511 0982 (Mobile) Mob: +597-869 3876 laura.burden1@hotmail.com
Capt Anisur Rahman Khan, AFNI, banyan@kcksrpsp.com ruurdt.jukema@firstmeridian.nl Solent
MICS IBERIA www.nautinst.org/uk-solent
MONTENEGRO
Capt. Mark Bull FNI SWEDEN
*N

Mobile : +880 1727 618242 Capt. Boro Lucic, AFNI Richard Brooks, AFNI
nautinst.dhaka@gmail.com Tel: +350 5404 6600 (Mob) www.nautinst.org/swe-den Tel: 07815 104419 (Mob)
Tel: +382 (0)69 597 766 (Viber)
iberiabranch@gmail.com Capt Finn Wessel MNI nisolentbranch.secretary@gmail.com
BELGIUM +382 (0)68 068 766
Tel: 46 411 55 51 52 South West England
www.nautinst.org/belgium boro.lucic@gmail.com
INDIA Mob: 46 703 83 62 95 Capt Robert Hone FNI
Mr Frans Doomen MNI finn.wessel@outlook.com
North (New Delhi) NETHERLANDS Tel: 01752 862050 (h)
info@nibb.be
Capt Pawan K. Mittal, MNI www.nautinst.nl Tel: 01752 586163 (w)
TRINIDAD & TOBAGO robert.hone@plymouth.ac.uk
BRAZIL Mobile 91 98 1016 0883 NEW ZEALAND Yusuf Buckmire AMNI http://glang.me.uk/nisw.html
Capt. Vinicius Madruga Santos, FNI Tel/Fax: 91 11 2508 6500 Capt. Kees Buckens, FNI Tel: +18687699429
Tel: +55 11 3515-5873 pkmittal@ariworld.com Tel: +64 9 579 4429 yubuck14@gmail.com VENEZUELA
Mob: +55 11 964650066
North West (Chandigarh) nznisec@xtra.co.nz Capt Oscar Rodriguez AFNI
madruga@flumar.com.br TURKEY Tel: +584242177766
Capt P Ahluwalia MNI NIGERIA Capt. Mehmet Albayrak, MNI
BULGARIA Mobile +582127935701
cdgnauticalinst@gmail.com Capt. Jerome Angyunwe AFNI Tel +90 216 474 6793 orodriguez@consemargroup.
Capt. Andriyan Evtimov, FNI
Tel: 359 52 631 464 (o) South (Chennai) Tel: 234 1896 9401 alia@topazmarine.com com.ve
aevtimov@abv.bg Capt Y D Misra MNI Mobile 234 80 2831 6537
Jerome107@hotmail.com UAE
Tel: 91 98401 15064 (Mob)
CANADA www.niuae.ae
mail@nisi.org.in Capt Sirpreet Kahlon AFNI
NORWAY
British Columbia
South West (Kochi) Mr Viet Dung Vu MNI nauticalinstitute.uae@gmail.com
nibcbranch.ca
Ryan Andresen MNI Naveen Vinod Tel: +4798545022
vinodnaveen2002@yahoo.com dvv@hvl.no UKRAINE
ahoynibc@gmail.com www.nautinst.com.ua
Maritime Provinces West (Mumbai) PAKISTAN Professor Vladimir Torskiy, FNI
Capt. Angus McDonald FNI Capt. Amol Deshmukh MNI Capt. S M A Mahmoodi, FNI Tel/Fax: +38 (048) 733-48-36
Tel: +1 902 429 0644 Tel: +91-98331 22343 (mob) Tel: 92 21 285 8050-3 (o) Mobile: +38 (050) 390-12-87
Ar550@chebucto.ns.ca ad@amoldeshmukh.net mahmoodi@mintship.com torskiy@te.net.ua

As many of these email addresses are private accounts, please refrain from sending multiple messages with attachments
*N
ar
es
h
Ja
riw
al
a*