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Dear Shiptalk Readers,

Welcome to this the March 2008 edition of the Shiptalk newsletter.

Please take your time to read what we have to say this month about issues affecting your everyday lives at sea and do let us know if you have an opinion or comments on any of this month's articles or other issues that you would like to air via Shiptalk.com.

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Liverpool John Moores University 's (LJMU) Lairdside Maritime Centre, hosted a Merchant Navy Careers Day last month at their Merseyside base, and the event was huge success.

Shiptalk's MD, Anneley Pickles resisted the lure of Liverpool's revamped shopping highlights to visit the event and was pleased to report of the waves of young kids dragged (in some cases literally) by their parents into the arms of waiting companies, of school leavers actually quite fancying going to sea and even of a wave of “mature” cadets (surely an oxymoron) looking to take up careers at sea.

Representatives from Viking Recruitment, Maersk, BP, LJMU, and many others were on hand, to tell potential recruits of the wonders of a seagoing career. Many stands were also attended by current cadets, able to paint a vibrant picture of seagoing and of the reasons they chose to go to sea. One cadet in particular seemed to sum it up, “my mates are all skint, and bored, and I'm on my way to Brazil …yes they are jealous, very jealous”.

Anneley was delighted by the upbeat reaction to the event, “We are so used to hearing gloomy stories about recruitment, but this careers day was hugely positive. With families turning up in large numbers you could tell just how impressed all were with the idea of seagoing. It seems that when you show just how great a job at sea can be young people are genuinely excited by the opportunities on offer”.

At the heart of the Lairdside Centre is a ship-handling simulator that is amongst the most advanced in Europe and currently the only one in the UK with a 360° field-of-view visual system. This gave an added dimension to the event, as visitors were able to take “command” and to get a taste of life behind the wheel of a multi million-dollar vessel, something that appealed to both parents and children alike

The Lairdside Maritime Academy offered a united industry front to ignite the desire of people to choose a career at sea. Indeed if we are going to reassert shipping as a destination for bright, young people around the world we need to shout of a life of opportunity, of responsibility and of great rewards, and so events such as this are a excellent starting point.

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SECURITY
Case Conveniently Closed

The decision of the Danish authorities not to bring charges in the wake of the official findings into the Danica White pirate incident caught our eye last month– the vessel was held for 82 days in Somali waters, but it has subsequently emerged that the vessel has pretty much been it's own worst enemy, with just a hand full of crew, and with some shoddy procedures in place.

In essence the Danica White was a vessel which could not realistically raise it's security response due to the lack of manpower, but was still in possession of a Minimum Safe Manning Certificate…which means that someone somewhere has made a bit of a mess of the whole thing.

As such it may come as no surprise that the Danish Maritime Authority (DMA) quietly decided not to press charges against anyone in the case.

DMA had been investigating the captain Niels Nielsen as well as the shipowning company H. Folmer & Co and its owners for negligence in not keeping a proper look out and the company for not giving proper instructions for navigation in the Indian Ocean near Somalia waters.

After investigation, the DMA has decided to close the case and not hand it over the case to the police. Surprise, surprise – perhaps there was concern as to how a supposedly “White List” flag allowed one of its vessels to head off round the globe with ridiculously low manning levels more akin to a day trip across the German Bight.

The allocation of safe minimum manning has to address many operational concerns – from mooring, navigation, etc, etc, and security is a major part of this. So there are two serious issues here, how can a security plan be approved if there is NO WAY the crew could sustain Security Level 2? How can a vessel that cannot implement the most basic of operational tenets be granted a Minimum Safe Manning certificate with such a small crew?

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Might Is Right

Suez transits are traditionally characterised by one thing, the good old bum boats – local colour and flavour bobbing around trying to sell cigarettes, candy and the odd bit of archaeological tat, you know real bits of pyramids that sort of thing.

You'd be tempted to think that the US, being the land of the free enterprise would embrace such capitalist enterprise…it seems perhaps not, as when approached by a particularly enthusiastic purveyor of goods, the crew of the Global Patriot chose to blast boat, trinkets, ciggie seller and all to Kingdom come.

This naturally drew a rather surprised and annoyed reaction from the locals and the Egyptian authorities. However at first it seemed the poor old Yanks were the victim of a smear campaign, as the US Navy initially claimed, rather indignantly that “all shots were accounted for as they entered the water and no casualties reported”.

Later however, faced with the rather damning evidence of the funeral of the merchant they killed, the US Navy came clean and expressed regret for the death of “an Egyptian citizen killed by warning shots”.

Surely by definition warning shots can't kill? Anyway, the reason this seemingly innocuous merchant vessel had turned killer, was that the Global Patriot was on a short-term charter to the U.S. Navy's Military Sealift Command. Thereby seemingly giving the crew carte blanche to “police” the seas, highways and by-ways as they see fit.

This rather unfortunate “accident” has come at a time when the United States , with its regional allies, is looking to develop the capacity to exercise "global maritime constabulary power,"

In a report issued last month there are steps being taken to produce “cutting-edge policy recommendations for making the seas safer for the United States , its friends and allies, and global commerce”.

Not so sure that “shoot first, ask questions later” is so cutting-edge…

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Sneaking Feeling

It's interesting how the benefits of maritime security can often be glossed over…when the UK Club last month tackled the issue of stowaways they took an extremely long term view, one which saved the embarrassment of having to celebrate any ISPS related success.

The UK Club news centred on their experience of a 100% increase in stowaway incidents over the last decade, costing the international shipping industry more than $20 million a year.

According to UK P&I Club, in 2007 the club was involved in around 120 stowaway cases, costing over $2 million. The average cost per case has climbed from under $6,000 in 2000 to around $14,500 in 2007.

Ro-ro and multi-cargo vessels have proved the most popular ships for stowaways over the 10-year period, accounting for 31% of cases. Followed by bulk carriers at 23%, and containerships and general cargo vessels, at 16% each.

The UK Club's Peter Lau said: "The stowaway problem is never going to go away. Individuals seeking a better life will always find ways to get aboard ships, and those making money from the trafficking of people will always manage to conceal their cargo and ship it without detection."

What they were slightly slower to stress was the fact that according to their figures the number of stowaway cases has actually fallen since 1998-2003 when they were consistently between 350 and 400 per year.

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SAFETY
Rezzak Razor…

The philosopher William of Ockham claimed the simplest explanation is usually the right one (well he dressed it a bit more fancy than that, but you get the drift)…his theory of relative simplicity, was called “Ockham's Razor”.

It would appear, however, that a ship called Rezzak is challenging the Razor principle. A case where despite official findings to the contrary nothing is simple, and some believe that nothing is as it seems.

Rezzak was reported lost in the Black Sea , seemingly just another sad case of an elderly ship and her crew being taken by the sea.

The story hasn't ended there though, as a real furore has brewed over the true nature of the loss, with family members of the crew alleging a well-planned conspiracy behind the mysterious disappearance.

On an official level it seems the aged vessel was detained (with a long list of 37 deficiencies) before eventually sailing to a repair facility. En-route the ship experienced horrendous Black Sea storms, before sinking with little trace. Sounds fairly plausible, until the family protestations are heard.

Relatives claim the ship had been targeted by "some very powerful agency in Turkey ". They state that vessel was insured for far in excess of its worth, that mobile phone calls have been received by crew members since the supposed sinking, that the lack of MAYDAY calls or EPIRB alarms is suspicious, and that the confused chain of ownership and “bogus middlemen” paint a picture of shady operators looking for a quick buck from a knackered old ship and a high value cargo.

So what has happened to the Rezzak? Has the vessel been scuttled, hi-jacked, or simply fallen victim to foul weather and not foul play?

Perhaps we should ask the manning agent behind the vessel's crew…ah, on second thoughts perhaps not. It seems they may not be the best people to talk to – given that this is the second entire crew they have “lost” recently.

Losing one crew, when the tug Jupiter-6 was “lost” off South Africa , can be considered unlucky…but when you lose another perhaps the case does warrant further examination?

We've been reading rather a lot of historical reference books lately, one such book discussed the merits of the Plimsoll Line, prompted by “insurance scams in which unscrupulous shipowners bought rotten ships, repainted, renamed and reinsured them”.

These “coffin ships” were sent to sea in the murderous expectation they would founder and their crews drown, so insurance would be paid.”

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Deathly Disappointing

February was supposedly going to finally see progress on the issue of lifeboat safety at IMO , as the Design and Equipment Sub-Committee met in Bonn, Germany.

Apparently little progress was actually made, and while the meeting recognised the importance of addressing the safety of On Load release gear, a matter identified as a priority by the Industry Lifeboat Group (ILG), time constraints meant that they didn't get a chance to do anything about it.

In the April Edition of their Seaways journal, the Nautical Institute (part of the ILG) called the lack of progress, “a great disappointment”…we'd go further, and think it's more despicable than disappointing.

The Industry Lifeboat Group (ILG) submission, “Measures to Prevent Accidents with Lifeboats” could have saved lives and reduced injuries – and yet the only action taken was to congratulate the group for its work and to encourage a submission to the next DE in 2009.

2009, a year away – what use is that? People will die in the interim – and all we can do is sit and count the casualties.

If it were zebra mussels there'd be action, oh yes. If it were the al qaeda bogeyman the lights in Bonn would have burned late into the night to find an answer – but because it's just a few seafarers dying, then we have to wait patiently and quietly until next year – when perhaps the issue will be overlooked once again.

We operate in a world governed by risk management, and of check lists – and yet none of these safeguards seem to be addressing the fact that there is patently something fundamentally wrong with far too many lifeboat hooks, as the most basic of lifesaving tools turns killer.

Studies have found that many existing on-load release hooks are inherently unsafe and not fit for purpose, with a rather unfortunate tendency to open under the lifeboat's own weight, It's all a matter of equipment, and a bad hook design can doom a crew to death or injury.

The solution lies, not in training or maintenance (nice though they are), but in radical hook redesign, and so if anyone at IMO had the time to listen the recommendations would have included:

• All on-load release hooks to be designed and constructed to be stable, i.e. self-closing, when supporting the weight of the lifeboat
• An interim measure of by-passing on-load release hooks during drills (with attendant support and recognition of such measures by port and Flags States)

The Nautical Institute, shipowners and manufacturers have come together to find solutions, and then what happens? Nothing, save for the odd bit of chitter chatter between correspondence groups! There is blood on the hands of the industry, and as we have to wait until 2009 let every subsequent casualty shout out that we should have acted swiftly and decisively.

Put simply, seafarers will be killed over the next 12 months during lifeboat drills or maintenance, because this issue has not been addressed.

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GENERAL
Happy Birthday

The disappointing lack of lifeboat hook progress comes at a rather poignant time with the IMO celebrating its 60th Anniversary last month.

In 60 years an incredible amount has been achieved, with the IMO at the core of so many improvements across shipping.

We are indeed a safer, cleaner and more secure industry – but despite the positives there is still more that can be done (like finding time to debate papers that will save lives perhaps)…

The IMO has given us a committed, focused and powerful body to shape positive change – but it seems that the success of the past needs to be carefully managed into the future.

Rules, rules and more rules seem to be the order of the day – and there is little to suggest that shipping as a business, and the human element operating it can realistically keep pace.

We knew we needed to become safer, and the ISM Code appeared – we begrudgingly accepted security, and low and behold ISPS was born – now we are struggling to cope…the environmental issue now seems to be the straw threatening to break the camels back.

While the management system approach can work for the more esoteric, philosophical elements of running ships – when it come to equipment and technical specifications we are being left in the dark all too often. Too many professional seafarers are struggling to attain levels of compliance that much of their equipment is just not capable of delivering. The cost of failure for individuals can be jail time, the cost for the industry has been a nosedive in recruitment.

The penchant for focusing on a final desired outcome rather than the technical means of reaching it, is not perhaps the best way forward. It might be the quickest, but the LRIT and lifeboat hook issues are cases in point, the industry would have benefited from actual specifics – instead we see owners trapped by the fear of backing the wrong technology (in a VHS vs. Betamax, ahem or for the kids, a Blu Ray vs. HD DVD type scenario). The worry of buying “wrong” sees progress slowed, and the good work in delivering legislation is eroded.

The IMO has the power, the support and the respect of all, but perhaps the next few years need to be about cementing the goodwill that should go with it. Simply making rules without guiding those affected through compliance is counterproductive and damaging.

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Sun Bed Race Row

A British cruise ship captain and his wife were criticised recently after passengers who reserved sun loungers were berated for "Germanic behaviour".

Captain Wells, 52, Master of the 77,000-ton Oceana, caused controversy when he used the ship's loudspeakers to ask passengers not to reserve loungers they were not using.

The captain, whose wife, Hedda, is German, is then understood to have announced: "We don't want that kind of Germanic behaviour here!"

Wells is understood to have apologised to Germans on board during the 15-day P&O Caribbean cruise, but now faces an inquiry by the Equality and Human Rights Commission over whether his remarks were racist.

The row began a few days into the cruise, when some of the 2,000-plus passengers on the ship began to complain about sun loungers in prime spots being "reserved" with towels, Sven Hassel novels and bags.

One female passenger said the crew had tried unsuccessfully to put a stop to the "bed bagging". She said: "There were enough loungers for everyone, provided they were not reserved when not in use.

The grumbles came to the captain's attention and he tried to defuse the situation by allowing passengers to reclaim sunbeds that had remained unused for 20 minutes.

This only caused more mayhem, as happy holiday makers hovered over vacant beds with stopwatches counting down the “20 minutes”, which led to heated arguments and people nearly coming to blows.

Finally, in exasperation, Capt Wells grabbed the ship's microphone and made his controversial announcement. A spokesman for P&O said: "Captain Wells apologises unreservedly for any offence caused."

It's nice to know that Cruise lines have ways of making you have fun!

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Warship Watchdog

Have you ever bought something, only to rush home excitedly to find that it blatantly does not do what it says on the tin?

Such crushing disappointment is bad enough if you've only shelled out a few pounds/dollars/whatever – but spare a thought for Indian taxpayers, as their Government bought a second hand warship for $50 Million – only to be told that they can't use it for “offensive deployment”.

The pride of the Indian Navy, INS Jalashva was bought from the US after the Indians signed away the authority to use the vessel in the event of a war. It has also granted an unprecedented right to the US to board and take an inventory of the ship's capabilities whenever it wants to.

The acceptance of the “restrictive clause” in the contract for the ship is political dynamite in India . In accepting the Pentagon's condition that the ship should only be used for relief — such as after the Tsunami of December 2004 — the Indian Navy has given up its right to use the vessel for the purpose for which it was actually built.

You'd think that if it can only be used for “aid” there are better designed platforms than some old, costly warship? Surely then the Indian Government had a good inspection of the goods before purchase? It would seem not…the report states that that Indian Navy bought the ship without physically verifying its condition even though it had run its life and was being de-commissioned by the US Navy.

That's not to say that the vessel is not a killing machine. Not long after purchase six of the Jalashva's crew died after a gas leak during a drill in the Bay of Bengal . A naval board of inquiry is investigating the cause of the leak but prima facie reports have pointed to a defect inherited by the Indian Navy.

So in summary the Indians have in their wisdom bought an old warship that wasn't examined prior to purchase, that cost millions of dollars, which can't be used for “war” and which has already killed more of their servicemen than their mortal enemy, Pakistan. Doesn't sound such a great deal to us.

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Stealth Ships

Perhaps in the future the Indian Navy might be investing in vessels that not only can't be used, but that they can't even see.

One of the biggest differences between merchant and naval vessels is the desire to be seen…we commercial boys love it…”be seen, be safe” is our mantra, but the world's Navies (the old Grey Funnel Lines) love swanning around undetected and unmolested by Iranian bombers and the like.

For that reason the Royal Navy is developing cutting edge stealth technologies which would allow ships to be practically invisible to the human eye, dodge radars, befuddle heat-seeking missiles, disguise their own sound vibrations and even reduce the way they distort the Earth's magnetic field.

Sounds good, but there's more, physicists from Imperial College, London, have turned magic and fantasy into a near reality by managing to engineer "metamaterials ", tailored to have specific electromagnetic properties not found in nature, that refract light in such a way that it "bends" around an object, making it invisible.

Making a ship invisible to the naked eye is only the first, albeit amazing step. Military research boffins from the Britannia Royal Navy College are additionally developing ways to hide a ship's radar signals, the sound it produces, and even its heat signature.

Not content with getting all Harry Potter on the new fleet additions, the UK Government has been working feverishly to make many older vessels and even many Officers undetectable to the enemy. Sadly this has been done using rather traditional technology by simply scrapping and sacking them!

Above is an artist's impression of how the new RN stealth fleet will look when unleashed on an unsuspecting enemy...

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Drunken Sailors

Last month saw a bizarre fracas onboard a Malta-flagged ship in Chesapeake Bay – with drunken seafarers armed with knives, pilots being shoved around and an unattended wheelhouse.

The master of the Ocean Victory, Wojciech Kowalski, 63, of Poland , was charged with failing to ensure the wheelhouse was staffed by a competent crewmember and with failing to notify the US Coast Guard that the ship did not meet minimum staffing requirements, the Maryland U.S. attorney's office said.

Four crewmembers were charged with operating a ship under the influence of alcohol. According to the court documents, crewmembers bought a case of Budweiser with one crewmember having drunk eight beers before departing from Baltimore . The charges carry a maximum one-year in prison and a $100,000 fine.

Federal prosecutors said three Pilots boarded the ship to help the crew depart from the Port of Baltimore through the Chesapeake Bay.

One pilot reported smelling alcohol on a crewmember, and that the drunken crewman and the helmsman suddenly decided to leave the bridge, "leaving no member of the ship's personnel in the wheelhouse," according to prosecutors.

One pilot went to the master's stateroom, and one crew man then returned, but began shoving the pilot while holding a "a large knife." The ship's master took the knife away, while the pilots handcuffed the man.

The detainee refused to take a breath test but later passed out, according to federal court documents.

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Frigid Resource Management

How's your head, what's the bottom like, has the Chief greased the nipples? All sounds like very innocent maritime terms to us, but perhaps not if they were heard onboard a Washington State Ferries vessel.

The company is investigating two incidents onboard the ferry “Cathlamet”, one involving a report of an inappropriate use of computers and the other involving a hidden camera in the employee restroom.

In one case, reported in early March, an employee complained about the inappropriate use of the Internet by another crewmember. There is apparently no confirmation that it involves mucky pictures, but.

In the second incident, the Washington State Patrol is investigating allegations that a Web camera was hidden in an employee restroom onboard the Cathlamet.

One employee accused another of planting the device, said ferry spokeswoman Marta Coursey. The camera was discovered and removed. The employee suspected of putting up the camera has been placed on, “administrative leave”.

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Command and Control

The year ahead sees the welcome return of the Nautical Institute's Command Seminar series, exploring the realities of the relationship between the Designated Person (DP), the command team afloat and the rest of the industry.

With with shipping looking for continuous ongoing improvements, what or who can drive progress? In asking “Designated Person….Superhero or fallguy?”, they look set to examine what makes a good DP, and the difference they can make.

Have we created a role fit for superheroes, or is the DP just a fall guy constrained by rules and condemned to failure? Or can the trained, resourced, supportive and supported DP make a real difference to quality and to genuine operational and commercial success?

The Command Seminar Series brings together experts, practitioners, and the industry to debate not just the role of DP, but of the future, the value in appointing the very best and the damage that can be wrought in putting the wrong person in place.

Command involves the leadership of people and effective management of resources. With the DP having such a pivotal role there is a body of opinion that formal training, and qualifications are needed to ensure that the DP is capable and competent to deliver the support, the leadership and to bridge the gap between ship and shore.

The conclusions of these seminars will be collated and submitted to the appropriate authorities. Where ever possible, practical solutions will be agreed and the seminar partners will work with the stakeholders to apply these going forward.

The first event is to be held in Antwerp , Belgium Thursday, 12th June 2008 – with the rest of the series being held during September and October in Panama City , Glasgow and Hong Kong .

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SEAGOING VACANCIES
Current Seagoing Vacancies

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SHORE BASED VACANCIES
Current Shore Based Vacancies

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WHAT'S ON WHERE?
6th Edition of Gulf Maritime Exhibition

Expo Centre Sharjah from April 21st – 23rd 2008

The sixth edition of the Gulf Maritime Exhibition, the Middle East 's premier maritime event dedicated to meeting the complete sourcing requirements of the commercial, government, leisure, and the military maritime sectors, will be held at Expo Centre Sharjah from April 21-23, 2008 .

The three-day exhibition, under the patronage of His Highness Sheikh Sultan Bin Mohammed Bin Sultan Al Qassimi, Crown Prince and Deputy Ruler of Sharjah, is being organised by Expo Centre Sharjah with the support of the Sharjah Chamber of Commerce and Industry (SCCI).

Among the exhibits at the event will be the complete range of deck machinery and other vessel equipment, docking equipment, electronics, communication and navigation systems, engine and propulsion systems, fuel and lubricants, ride control systems, sound and vibration control systems, marine interiors, paints and coatings, latest vessel building designs and technology, equipment for fishing, offshore support vessels, cargo ships, tankers, tugs, ferries, and patrol boats, Ship repair and port operations products, and cargo handling services.

Besides featuring a unique exhibit profile, the 2008 edition of the Gulf Maritime Exhibition will host a series of one hour each product presentation seminars and several focused forums and conferences on the sidelines. Whereas the seminar sessions will be an effective marketing tool for gathering potential clients and presenting them with new products and services, the conferences and seminars will be an avenue to introspect on the crucial issues facing the regional maritime sector.

Space Application Form

For Full Details Click Here

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22nd annual Bills of Lading Seminar

Lloyd's Maritime Academy is pleased to bring to you this year's International Bills of Lading Seminar. The course, now celebrating 22 years, will take participants through the part played by the Bill of Lading relating to the carriage of goods by sea, and with updated material incorporating new case law and new examples of best practice, this year's seminar will feature the major trends and latest legal ramifications.

The programme will be chaired by Richard Williams – visiting professor at the school of law at the University of Wales . Participants will be taken through all aspects of the Bill of Lading with the expert panel of speakers who all have direct experience in the field of shipping law. The diverse range of presentations, detailed case studies and thorough workshops will ensure that participants gain a key understanding of the legal trends and latest developments.

This annual seminar will be second to none in providing a thorough investigation into Bills of Lading. Come equipped to listen to the sessions, participate in the interactive workshop sessions and take away a clear understanding of the latest legal issues.

Dates: Monday 19 th – Wednesday 21 st May 2008
Venue: Lloyd's Maritime Academy Training Suite, London
Website: www.lloydsmaritimeacademy.com/lm1021

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Certificate in Terrorism Studies
Commences: Thursday 6th May 2008

If you could learn from some of the world's greatest minds about the fight against terrorism, what would you want to know? 

Would you learn what terrorists are planning, and the potential effect of this in 2-5 years' time? Would you want to understand the ideologies, aims, beliefs, modus operandi, key trends, counter-terrorism strategies and techniques? And how each of these affects the interests you protect?  

Knowing how and why terrorists plot against individuals, governments, corporations, commercial operations, transport or IT networks can make a difference to your own security strategies.

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The 11th European Manning & Training
Looking towards solutions for future industry concerns
Tuesday 20th & Wednesday 21st May 2008
Hotel Haffner, Sopot , Poland

It is with great pleasure that Lloyd's List events can announce the dates for 11th European Manning & Training Conference which will take place at Hotel Haffner, Sopot , Poland on Tuesday 20th and Wednesday 21st May.

The event, taking place in the Baltic Maritime hub is the second conference in our 2008 Manning & Training programme and follows hot on the heels of our 3rd Manning & Training Conference in India . The conference promises once again to deliver agenda setting debates and cutting edge analysis from the key players in the industry. It will bring together highly respected speakers who influence the manning and training sectors both in Europe and globally. The conference gives you, the delegate, a chance to question, and challenge, the leading authorities in the field at a time when manning is emerging as one of the most important factors impacting shipowners' bottom line. This year delegates will also hear first hand insights from ship managers on their experiences in the industry as three leading ship managers are interviewed at the close of the conference.

There is also an opportunity to take part in a pre-conference workshop ‘Competence and Training Regimes' and explore the issue of developing seafarers' competence through onboard training and mentoring. The interactive hands-on workshop is a perfect prelude to the conference. Event attendees also have the chance to visit the Gdynia Maritime School and witness Polish maritime training programmes in action.

The 11th European Manning & Training Conference is a pivotal meeting for the key players in ship manning and a must attend event for anyone in shipping seeking to get on top of the manning challenge to stay ahead of the competition.

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