2021 05 01 - Seaways

Seaways
May 2021 www.nautinst.org
The International Journal of The Nautical Institute

Bridge watchkeeping Blind trust? Emergency power Evidence and
Rethinking a key NI Visual and instrument What seafarers want investigation
publication p06 navigation p09 from the EEXI p16 Legal obligations and
protections p22
Anchor
safety
Know your
equipment p12
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Contents May 2021
Comment & Opinion 16 EEXI update Reporting back

Outcome of our research
03 Focus 30 Nautelex
Chief Executive John Lloyd FNI 22 Evidence and investigation News affecting the maritime professional
The second in our series on the Master
Features and the law Members & Branches
04 Captain’s column 24 The seafarer of the future 31 Branch activities
What you see is not always what you get STCW, training, and the need for respect Reports on branch activity and events
06 Bridge Watchkeeping 26 Aground in Suez – in 1977 33 Letters

A new approach to a key NI publication Lessons from a grounding
35 Out and about
09 Blind trust? 28 Should the Master bear the New members
Balancing instrument and visual blame?
Ship’s staff must be able to operate
36 Obituary
navigation
without undue pressure
12 Understanding anchoring
A rise in incidents should take us back MARS
to basics
17 MARS reports
14 Green shipping Aground and then punctured; H2S goes
Understanding the jargon undetected; messenger line snaps; pilot
ladder failure; accommodation ladder
wire rope snaps
Seaways
The International Journal of The Nautical Institute
Editor: Lucy Budd
E-mail: editor@nautinst.org
Advertising manager:
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Vice Presidents:
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Seaways is posted to all Institute

The Nautical Institute E-mail: jpayten@jpmediaservices.com Captain A Le Goubin FNI
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202 Lambeth Road Tel: + 44 (0) 1737 852135 others is £115.
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Fax:+44 (0)20 7401 2817 The Nautical Institute Chief Executive: limited by guarantee No. 2570030 and
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Website: www.nautinst.org Email: John.Lloyd@nautinst.org Treasurer: Captain D Telfer FNI No 1004265.
The Nautical Institute President: Publications sales: pubs@nautinst.org Printed in the UK by
ISSN 01 44 1019
Jillian Carson-Jackson FNI Membership enquiries:
© 2021 The Nautical Institute Stephens & George, Merthyr Tydfil
member@nautinst.org
BALANCING VISUAL AND MEMBER
EXCLUSIVE
INSTRUMENT NAVIGATION
Watch the webinar!
If you missed the recent webinar you can access
it via The Nautical Institute website
> log in at nautinst.org > My NI
> Presentations and webinars
“ There is no room for blind trust!”

This NI webinar explores the use of
navigation layers and predictive algorithms,
looking at ECDIS and PPU, giving examples of
how PPU can support Pilots and crew and drawing
on lessons from the aviation industry.
You will also be able to view a range of other past

webinars on subjects including:
How Accidents Happen
Cyber Security
Modern Weather Forecasting
The Nautical Institute is looking for:

Council Members
Please email your Do you know a dedicated member of The Nautical Institute who is keen to
nominations to help us develop into the future?
magda.kolodziej@nautinst.org
including the evidence
The Nautical Institute Council is a key part of our governance structure that gives
as requested in the
guidance documents members a direct voice in shaping our policy and future. It is made up of seagoing
no later than and shore-based members, to ensure balanced representation of views.
31 May 2021 Positions on Council are time-limited, and as a result, the Nominations Committee is
again looking for nominations for:
Member of Council – Seagoing member
Member of Council – Shore-based member
Want to find out more about what is involved and how to nominate someone?
Guidance documents are available at: https://bit.ly/3bAh9Lj
2 | Seaways | May 2021 Read Seaways online at www.nautinst.org/seaways

Captain John Lloyd FNI Chief Executive
Focus
Professionalism and fairness
I
t seems that, like the tides, news ebbs and flows from proliferate in these circumstances. The need to mobilise
month to month. and coordinate scarce resources into a confined
If so, then the last few days have been the waterway against the pressing deadline of high tides
equivalent of spring tides with the circumstances would be a daunting challenge for anyone.
surrounding the grounding of the Ever Given in the Suez It is often the case that when incidents such as these
Canal and the recent passing of His Royal Highness, The occur there is a clamour to find someone to blame. If
Duke of Edinburgh, a great supporter of The Nautical nothing else, it makes it easy to say – ‘well that would
Institute, and our first Honorary Fellow. Together these not have happened to me’. We can identify the culprit,
events have dominated the media coverage in many pay the insurance claims and move on.
parts of the world. But this misses the point.
While it was the subsequent event, I would like to If the post-incident efforts seek only to pin the blame
start with the sad passing of the Duke of Edinburgh. on an individual then the opportunity to gain real
Of course we There are some who reflect on the ‘privileges’ of the learning from the incident will be lost.
want a ‘just Royal family and these are, perhaps, fair reflections; but Time needs to be taken to investigate the true
we should not lose sight of the values and commitment circumstances. Witness statements gathered, evidence
culture’ in which shown to others in a life-time of service. His Royal from Voyage Data Recorders analysed. Consideration
Highness shared our passion for all things maritime and given to the weather and the forecasting that was
fair decisions the development of others. In particular he, like the NI, available, the role of the pilot and the Master at the
are made. But was committed to the development of young people time, and so on.
from all over the world. The investigation will need to be detailed, fair and
decisions must be Professional and technical development are among will take time. The crew will need to be interviewed but
the key tenets of The Nautical Institute, and I am proud it is hard to see how detaining them indefinitely can be
made based on that Covid-imposed restrictions for many have not held seen as reasonable. It would simply be hostage-taking
all of the facts back our activity in these areas over the past year. In and a distraction from what should be the real purpose
fact on-line meetings have in many instances increased of the investigation: to determine what we can learn to
our presence, and helped share expertise between and prevent a recurrence.
beyond individual branches. Much will be made of the role of the Master and we
During April I was delighted to help our Branch call for all parties to ensure he and his crew have the
in Brazil host a very significant event addressing key welfare, technical and humanitarian support they need.
issues in the offshore sector there. This wonderful event Too often we see the finger of blame pointed at the
attracted literally hundreds of attendees and led to Master which allows others to duck their responsibility.
many questions relevant to our stakeholders. The event Of course we want a ‘just culture’ in which fair decisions
was a great success thanks to the efforts of Captains are made. But decisions must be made based on all of
Madruga, Melo and Borba from the Brazil Branch team the facts, not just the identification of a scapegoat of
and has helped promote the NI in Brazil very effectively. convenience.
We have other speakers that can help too. Recently This, then is the opportunity for leadership and
our Immediate Past President Commodore Nick Nash professionalism from the authorities in Egypt. A chance
FNI spoke at an event hosted by the NW England and to demonstrate statesmanship, integrity and fairness in
Wales branch. Thanks to all the team there for the their processes. To allow an independent assessment
coordination and delivery of this webinar. of the facts and then a comprehensive sharing of the
Our President Jillian Carson-Jackson FNI and all of the lessons learned.
Vice-Presidents are keen to support the branches by We wish all parties well in reaching the best possible
personal on-line attendance. Do please see how your conclusions.
local team can engage locally, regionally and globally
with an event in the coming weeks.
One event of which we have been all too aware is
the grounding of the Ever Given. Following this, a new
opportunity has arisen in Egypt for the demonstration
of professionalism, values and fairness.
There is no doubt that the grounding of the vessel
resulted in huge operational and technical challenges.
The response was carried out in incredibly difficult
circumstances under the spotlight of the global
media – to say nothing of all the armchair experts who
Read Seaways online at www.nautinst.org/seaways May 2021 | Seaways | 3

David Reid MA FNI
Captain’s column
All is not always as it seems...
T
he business of lashing and securing has always been and still improvement when it comes to securing systems. Too often, real change
is an important topic. In the mid 1990s I was attending a bulk is only stimulated following a financial loss. The costs related to the lost
carrier loading a cargo of steel coils in a Russian port. Another containers overboard and the subsequent delays to deviate and re-stow
bulk carrier berthed adjacent was also loading a cargo of steel should now provide a bona fide reason to improve.
coils, and I struck up a conversation with the Chief Mate while both How do we effect change? Clearly, the scale of the challenge requires
vessels were loading. His vessel was further along in the loading process, a holistic approach. We need everyone from the ships’ designers to the
and he asked me what I thought about the securing methods in use by stevedores and terminal operators to find the weak links and develop
the stevedores. He was concerned that they were not up to standard. ways to solve this. Perhaps we now need ‘smart’ lashings that have built-in
He invited me on board his ship, and we both went down in the hold to sensors that can report their status. Many years ago, we used to take tank
inspect the securing. From a distance, everything looked to be in place; soundings with a sounding rod manually. We now have smart measuring
wire rope cable, turnbuckles secured by wire rope clips. However, when of tanks and bilges. Why not smart lashings? Can sensors be incorporated
you got closer, it was clear that this was misleading. The wire rope clips within the stacks on the deck that continuously monitor the securing?
were too large for the rope that had been used. The wire did not securely Then at the slightest deviation, an alarm is raised, allowing the Master to
clamp to the turnbuckles. The entire securing of the steel coil cargo take remedial action to alter course and investigate.
looked secure when it was not. As a profession we must be mindful that many colleagues who are
We found the same situation all over the ship. Clearly, what we had involved in the vast global supply chain have never been to sea. As
seen was not an isolated case; it was systemic. I advised the Chief Mate mariners we have experienced the dynamic forces that our ships have
that he should inform his Captain, and together they should raise the to endure. For too long many ashore denied the existence of abnormal
matter with the ship’s agent and the stevedores. The following day there waves and when mariners reported their experiences they were not
was a flurry of activity to re-secure the cargo. Needless to say, after accepted as credible. The seminal event came after the Statoil platform
observing what had happened on the other ship, the Chief Mate on my Draupner in the North Sea on January 1, 1995 reported a 25-metre wave
ship was very particular in checking the lashing and securing. via a laser wave sensor that continuously recorded data.
It was not the first time I had come across the problem of cargo poorly Those of us who have navigated the great oceans know full well that
secured in port. Some years earlier, while I was working in the port abnormal wave conditions do exist, because we have seen them up close
industry in Canada, an open hatch bulk carrier departed with a deck – not from a distance. Over the years abnormal waves have taken many
cargo of bundled sawn timber, only to return shortly after dropping the ore carriers down such as the Derbyshire on September 10, 1980. Now
pilot. The deck cargo lashings had burst the first roll. Fortunately, no cargo the ultra large container ships are facing collapsed deck cargo and losing
was lost, and the ship returned to be re-secured. Forensic examination their deck cargo overboard. As Captain Rauca states in Falling Towers: ‘Can
revealed that the turnbuckles’ specifications were very wrong and failed we afford the risk?’
under the first stress.
Captain Rouca’s article ‘Falling Towers’ (Seaways April 2021) cited the
vast number of lashings involved on today’s large container ships and
the daunting task for a minimal crew to inspect that they are correctly
fitted before sailing. In the days of general cargo ships, it was standard
practice for the chief mate to check and sign off that all cargo was
properly secured. That meant deck officers making the rounds to audit
and confirm. During my time as a cadet, one of our routine tasks was to
check the deck cargo lashings, tightening up turnbuckles to ensure all
remained well.
Falling Towers is a good reminder that when we fail to audit the work
of others, we run the risk of allowing a latent defect to reside like a nasty
pathogen. On many voyages, that latent defect will not align with other
defects to create the circumstance for an incident. Latent defects become
the first layer of complacency that lulls everyone into a false sense of
security. Sadly, there are probably many cases of ships sailing with deck
cargo that is less secure than it should be. In so doing, they carry a latent
defect along with them which may never result in an incident.
The recent spate of deck cargo losses is a reminder that the stack on
deck is only as good as the twist lock that connects each box or one of the
lashing bars. One weak link in the system and the deck cargo is at risk. But
how can all these links be checked when we are operating at such a scale?
Today we have lots of new technology for bridge and engine
management, but there has been a lack of applied continuous

Annual General Meeting 2021
To be held online
Wednesday 28 July 2021 12.00 UTC
Council Notice 1
In accordance with Article 11 of the Articles of Association and Constitution, the Annual General Meeting 2021 is scheduled to be held
on 28 July 2021 at 12.00 UTC. The meeting will be held online. Members will be informed of registration and joining procedures as soon as
possible.
Council Notice 2
In accordance with Article 22 of the Articles of Association and Constitution, Council shall notify all members of vacancies which are to
occur among the officers and members of Council at the Annual General Meeting.
In accordance with Article 22 of the Articles of Association and Constitution, any two members entitled to vote may nominate eligible
persons for election to Council – please send your nomination in writing to the Chief Executive at NIHQ (sec@nautinst.org).
Proxy notice: members unable to attend may appoint a proxy to vote on their behalf.
By Order of Council
Agenda for the AGM

12.00 Welcome by the President
Presidential address Jillian Carson Jackson FNI
Institute business:
Resolution 1 To confirm the minutes of the meeting of 2 July 2020
To receive the annual report of the Executive Board of Trustees
Resolution 2 To adopt the audited accounts
Resolution 3 To appoint auditors
Update on matters related to

The Nautical Institute Chief Executive John Lloyd FNI
Election of Council members
Election of Members to the

Executive Board
Election of Vice Presidents
Presentations of awards Certificates of Fellowship and other awards
1300 Close of business
Please watch your inbox for further information on how to register and vote at the AGM.

Feature: Bridge Watchkeeping
A new approach to
an essential skillset
The upcoming third edition of Bridge Watchkeeping adds another to The Nautical
Institute’s list of intensely practical publications. Designed to offer readily accessible
advice on best practice, this is a self-study guide ideal for those new at sea.
I
n the course of a long career as a Master and
navigation assessor, author Captain Mark Bull REMEMBER
Coming soon Issues that have been highlighted and should
FNI has worked with many people who are
always be kept in mind
Bridge new to watchkeeping, and has built on this
experience to develop a completely new approach to
Watchkeeping teaching the fundamentals of this essential skillset. IMPORTANT
Third Edition Key points that must always be adhered to and
The resulting text has been reviewed by teachers,
form part of your best practice guide
serving shipmasters, officers and cadets, to ensure that
it provides exactly the information that is needed, on
CAUTION
traditional and modern techniques alike. This is a Areas of danger and risk are highlighted by the
book for those new at sea; stripped back to essentials, caution icon
clean and clutter free. It aims to introduce best
practice and get readers thinking about how their X-REF
existing skills can be developed further. We hope it Here we point you to related areas of the book
sets a new generation of officers on the path to a safe, that build on the information just given
fulfilling and professional career.
A new approach We expect people to use these books as reference

It is not just the text that has changed. The texts, coming back time and again to refresh their
internet and mobile devices have changed the way memories or update their knowledge. While some
that people read and process information. The will read the book from cover to cover, this is not the
design and layout of the publication take that into way we expect the book to be used. It is important
account. Today, the soundbite – the short, snappy that each section is complete in itself, so rather than
bit of information – dominates, but when everything relying on the reader to pick up relevant information
is a soundbite, how can we attract attention to the that may appear somewhere else, some things will
most vital pieces of information? Throughout this appear several times. Good practice bears repetition!
book, the “important” and “remember” symbols As Mark explains in his note on using the books:
pick out and highlight the key points which are “Bridge watchkeeping consists of many independent
expanded and explained in the surrounding text. activities and disciplines that together ensure safe
They also serve as visual references, helping to navigation of the vessel. Some of these activities are
orient readers within the text, and to engage them performed on every watch at sea, some infrequently.
more closely. Clear, simple graphics explain The activities for the different operating conditions,
complicated concepts in a way which is easy to both internal and external, are explained throughout
understand and remember. the book. In the final chapter these activities are

brought together so you can understand how cover first principles, including familiarisation,
navigation watches can be performed appropriately. distractions, position fixing, passage planning and
“Most of the book is written assuming work on a more. ‘Arriving on board’ goes into familiarisation in
conventional cargo ship crewed by three qualified more depth, looking at the different skills needed for
OOWs – the Chief Officer (CO) and second and getting to know bridge, navigation, communications
third officers. There are many variations to this and GMDSS equipment and emergency alarms
crewing system. For instance, an extra OOW may be and controls. Chapter four looks at watchkeeping
carried, allowing the CO to be a day worker. Cadets and navigation in a variey of situations, including
and trainee officers may be carried and on some restricted visibility and congested waters. Chapter
large passenger ships there could be two OOWs five covers the fundamentals of using and checking
on each bridge watch. In these cases, the tasks and navigation equipment. Chapter six offers sound
responsibilities described in the book will be divided.” practical advice for the voyage as a whole, from
Nothing is taken for granted; this is a thorough and preparation for sea to closing down the bridge after
pragmatic guide, but one that starts from the very arrival, while a final chapter looks at what changes the
basics, with a handy glossary of the many acronyms future might bring.
that rapidly become second nature to seafarers, but
may be bewildering to those coming on board for Welcome aboard
the first time. It says something about how much the Mark’s introduction is aimed at the junior officers
industry takes this language for granted that even this who are the main audience of this book – but we
very basic glossary runs to three pages! hope that everybody in the industry will benefit
from this unique publication. We reproduce the
Support from the very start introduction here as it gives an excellent guide to the
Best practice begins even before boarding the clear, practical tone of the text:
ship, with the first chapter providing advice on “Congratulations! You have gained your OOW
what to bring on board and rules and regulations licence and are about to embark on your professional
concerning watchkeeping. Following chapters career, which we at The Nautical Institute hope you

A timely publication
In the foreword to the new edition, Captain Yves to excessive reliance on electronic equipment. I and unduly long periods at sea can all lead to
Vandenborn FNI, Director of Loss Prevention at the believe most of these accidents could have been fatigue. Good watchkeepers understand the
Standard Club, explains why bridge watchkeeping prevented if the bridge teams had embraced the importance of sleep, diet and exercise and the
remains fundamental to the safety of the industry: best practices set out in this book. As the book impact these have on their ability to carry out
says, best practice watchkeeping includes being their day-to-day duties safely and effectively.
“This book is all about best practice in bridge responsible for safe navigation even when a pilot
watchkeeping and, as Director of Loss Prevention is on the bridge. A 2020 International Group study “Perhaps the most important best practice
at a major P&I club, I fully support it. Navigation of pilotage incidents between 1999 and 2019 watchkeeping message to note here is: never
accidents are one of the biggest, yet most showed these happen once a week and over rely on a single source of information. Despite the
avoidable, burdens on the shipping industry, that period the average cost of each incident dazzling array of technology on modern ships,
often causing irreparable damage to people, increased from $1.7m to $4.9m. Nearly all were good watcheepers should enver forget the
property and the environment. Between 2015 preventable collisions with fixed and floating traditional navigation techniques.
and 2020 more than half (58%) of marine liability objects and other ships.
claims over $10m (ie those pooled by the “In summary, good watchkeeping protects
International Group of P&I Clubs) were navigation- “Best practice watchkeeping is rightly extended people, property and the environment. While
related. Our analysis shows human error as the in this book to health and wellbeing, something I ships may be financially protected for navigation
primary cause of these 71 incidents, ranging care about passionately as it directly affects safety, incidents through their P&I clubs, human suffering
from pilot problems and poor passage planning reduced manning levels, rapid port turnarounds and reputational damage cannot be undone.
41
will find satisfying 40

many need to enter 83
and rewarding. This port to undertake

speed – are accurate. Consequently, CPA, TCPA and bow crossing range (BCR) are more
precisely calculated.
A TYPICAL BRIDGE CHECKLI
In congested waters it is good practice to activate the AIS filter. Depending on the ship’s ST
NAVCKL.07 BRIDGE DEPARTURE
book aims to guide repairs, which could
equipment, there will be a ring filter (by distance) and a sector filter (by bearing). These
filters ensure the screen is not overloaded with AIS target symbols and the AIS high- Detail
Collision capacity alarm. However, the filter should be used with caution so as not to exclude Has the following equipmen
possible important targets. It should be frequently checked and re-set as necessary. As t been tested, synchroni Check
Clocks synchronised with sed and found ready for
you through all the include dry docking.

engine room use?
soon as conditions permit, the filter should be removed. Bridge and engine room
telegraphs and rpm indicators
Controllable-pitch propeller
IMPORTANT controls and indicators,
Emergency engine stops if fitted
Always use the radar data for collision avoidance purposes and use the AIS filter
steps and processes to with caution so you don’t exclude possible targets.
It is also good practice to cancel all acquired targets from time to time – on both radar
Thruster controls and indicators
Communications with engine
Steering gear, including
“At each phase
room and steering gear
manual, autopilot and emergenc
compartment
and AIS – and re-acquire relevant targets in the vicinity. Timing is very important: do not Rudder angle indicators y changeover arrangem
help you learn to serve the main priority will

ents
do this when targets that pose a collision risk are close to own vessel. Advantages to Gyro, magnetic and transmitti
ng magnetic compasses
doing this are that it: Radars
Removes irrelevant and out-of-sight targets Echosounder and, if fitted,
recorder
as a competent bridge Removes false targets

Removes lost-target alarms, reducing alarm fatigue
Refreshes situational awareness
Speed and distance log
Electronic navigational position-fi
ECDIS
change. For example,
xing systems (GPS etc)
Concentrates attention on new targets in the vicinity.
watchkeeping officer. navigation will be the

used AIS updated for this voyage
other ship must be
true bearing of the VHF and handheld radios
e shows why the ship yawing
The collision triangl for example, the AIS
bearing caused by, Communications systems
rather than the relative AIS, the theory
(telephones and public
Navigation and signal lights, address system)
from the ARPA or AIS will show the presence of another vessel fitted with AIS together with its position,
“Before we start, approaching ship

most important task
the compass including alarms and spare
first warning of an or by radar and if course and speed and, most importantly, its name and call sign. This can be displayed Navigation shapes bulbs
If you receive the either visually
check the bearing 7 (d) (i). Searchlights, all-round signalling
is the same: you must then there is a risk of collision – Rule on the ARPA and ECDIS. If the target data on the ARPA and the AIS coincide you can be light and Aldis light and
Sound signalling apparatus battery
bearing does not change reasonably certain they are the same ship. , including whistles, bell
it might be useful to when the ship is leaving

Window wipers, clear view and gong
screen, window washers
it will be Radio Windows clean and heating
Aural in poor visibility, then
ONLY, for instance ed,
detected by sound If it cannot be confirm Bridge movement book,
If another vessel is by radar and/or AIS. A VHF broadcast (Securité) may be received, alerting vessels to the presence of another course and engine order
recorder
its presence – usually Passage plan prepared for
discuss what a ship does necessary to confirm

port or at sea. Once in
vessel that may be unable to show lights or cannot comply with Colregs in some other the intended voyage
Anchors, windlass, winches
then Rule 19 (e) applies. way. A similar message may alert traffic to vessels engaged in special operations such as and deck power available
Pilot ladders and door checked
cable-laying. The approximate position of the vessel will need to be plotted on the radar for pilot disembarkation
The CO to report
Radar on the radar screen. and the echo of a target used to confirm its presence.
and displays the target information about the
and the most important Radar detects the
ARPA can be used
presence of vessels
to automatically plot
target’s course, speed,
CPA and TCPA.
the target and provide
d on radar and the

AIS
IMPORTANT
Where the risk of collision exists, it will be necessary to apply the Colregs and take
All cargo secure in accordanc
All cargo handling equipmen
Hull openings closed and
port cargo operations,
e with the cargo securing
t, including cranes, secure
secured and vessel watertigh
manual
target acquire Tanks sounded, draughts t
activities or disciplines combined with taking

n: the target.
an association functio although coming from the same action to avoid collision. Use the data from ARPA (CPA, time to CPA etc) for collision read and stability calculated
Some radars have within All cargo details and document
have their own vectors speed, bearing and distance are avoidance purposes. s available on board
active target each course, e a All visitors ashore and crew
function is ON and vector will becom on board
If the association then radar and AIS and Ship secure for sea
and set up by the OOW), ce that target data – primary course
needed to operate it. on stores, will be

limits (variabl e
al assuran
provides addition
single vector. This
These are as follows: THE NAUTICAL INSTITU

TE
BRIDGE WATCHKEEPING
foremost. For those in BRIDGE WATCHKEEPIN
G
Navigation the engine department,

Stability and stress the priority in port will
Loading, discharging and care of cargo be main engine maintenance and taking on bunkers,
Deck and cargo operations whereas at sea their main tasks will be monitoring and
Ballasting operations operation of the machinery plant.
Anchoring and mooring “On average a ship spends 70% of its time at sea so
Marine engineering navigation is the most important activity undertaken in
Maintenance and repairs ship operations. Make a navigation mistake or forget to
Bunkering do something and the consequences can be catastrophic.
Taking and receiving stores and spare parts “Accidents can occur when crews switch from one
Administration phase to another. As an OOW you will be involved in
Communications operations both in port and at sea, making a transfer
“Encompassing all of them are safety and from keeping watch on deck to keeping watch on the
pollution prevention. bridge. Make sure one task is completed before you
“A ship operates in three phases. The first is start the next. Never rush!
loading or discharging cargo and/or embarking and “Safe navigation is the safe conduct of the ship from
disembarking passengers. Second, when arriving one berth, which includes an anchorage, to another. At
or leaving port it potentially faces dangers such as the heart of safe navigation is bridge watchkeeping. But
shallow water, underwater hazards and traffic with it is not as simple as that: you will learn that there are
close passing distances from other vessels. In the other disciplines and duties to be undertaken, which
third phase the ship will be in the open sea, making are described in the following chapters.
a coastal or deepsea passage. Additionally, the ship “Best of luck and above all safe voyages.”

Feature: Blind trust?
Blind trust?
Searching for the balance between visual and instrument navigation
Ed Verbeek Lining up for a lock

FNI requires both instrument
and visual navigation
W
hy is the balance between visual navigation and
instruments so important? Let me start with two
examples:
and checked visually if all was right. It was a night voyage, completely
dark. I did the Master-pilot exchange, as it was done in those days.
Then I called IJmuiden Port Control.
‘Pilot, that will be the middle lock. There are some fishing vessels
just south of the breakwaters. And I guess you saw the large outbound
vessel.’
In fact, I had not seen it. When I checked again, I indeed could spot
three vertical red lights against the background lights of the steelworks.
You can imagine that there were a lot of lights of all colours, including
red. And this outbound ship was not even that far away. By only
navigating visually, I completely missed it.
The changing scene
There has been a rapid evolution in equipment supporting vessel
navigation, both for transit and for shiphandling. ECDIS and PPU
have the potential to integrate many of these instruments, which
A predictor display similar to that seen on my first PPU.
helps to give an overall picture of the situation. They show so much
information, in such an attractive way, that there is this temptation to
Close to 20 years ago I made my first voyage supported by a portable look at it continually.
pilot unit (PPU). A PPU is in a number of ways comparable to an One reason is that, unlike a paper chart, which stays exactly the same
ECDIS. This particular PPU displays an outline to scale of the ship when you are not working with it, these instruments change while you
on the chart, making use of real time kinematics (RTK). It is accurate are not watching. If you do not look at the screen regularly, it is hard
down to the centimetre, with two antennas and state-of-the-art software, to interpret the picture that it is showing you. That’s because you don’t
which allow the heading, SOG and RoT to be calculated into decimals want to see a static picture, you want to see the trends and how the
or better, and the software provides a very accurate ‘prediction’. situation is developing. We know this from radar use. A quick glance
I enthusiastically made use of the new equipment, and coming up may lead to misinterpretation. You have to take a longer look; it is not
to a turn from 100° to 077°, I took this entirely on PPU, checking good to take a decision based on scant information.
the predictor continually. Previously, I had always navigated this turn
visually. I never had any problems with this turn; controlled-turn Only an instrument
techniques are not really necessary. However, this time, using PPU with ECDIS and PPU are of course ‘only’ instruments. They can show
predictor, I took the turn far too wide, and I came close to grounding. a great deal, but not everything. And it can easily happen that
Later I will explain why this happened. information which in itself is correct, is misinterpreted. After incidents
The second example is an equal and opposite: somewhere in the in which this happened, often the statement is made: ‘overreliance on
early 1980s, I made one of my first trips as pilot. During training, equipment’. So often the solution given is: ‘look out of the window’.
they always told me to ‘look out of the window’. At that time, in good However, we need to be aware that the eye is also an instrument. A very
visibility it was considered bad pilotage to check the radar in the first powerful, flexible and fast instrument, but still only an instrument. Like
stages of the voyage. I shook the hand of the captain, walked forward all other instruments, the eye has its limitations.

In the story of my pilotage in darkness, I gave an example of how

easily the eye can miss something. In aviation, the principle on which
pilots try to avoid mid-air collisions in uncontrolled airspace is called
the ‘See and Avoid’ principle. In a US study on the limitations of this
See and Avoid principle, the pilots were told they were participating
in a study concerning workload. During cruise flight, with a low
workload, a small plane would pass them on near collision course. Of
the 64 encounters, 28 times the plane was not spotted.
We already know that using a compass helps you to sail in the right
direction; that can hardly be done on eyesight only. Determining the
distance to objects without radar or range finder has its risks (as an
aside, why do so few ships have one? They cost only about 125 euro,
you don’t have to complain about the mate any more, and the mate
also learns how to judge distances much better!).
So there are things for which we can use our eyes, and things for
which it is better to support the eye with equipment. We don’t want to
end up with an incident due to ‘overreliance on eyes’!
Recently there have been a number of cases in which the
investigation bodies concluded that the reliance on visual navigation,
and the neglect or inadequate use of instruments contributed to the
accident. Just as there should be no blind trust in instruments like
ECDIS or PPU, nor should there be ‘blind’ trust in visual navigation.
Switching modes
Unfortunately, looking out of the window doesn’t solve all our
problems. Instead, we should learn when we can best use ECDIS/PPU
as a first means of information – with support of visuals as calibration
and check – and when we can best use visuals as first means – with
ECDIS/PPU as calibration and check.
An example: when you approach the lock arriving from Amsterdam
there is an S-bend just before you need to be lined up with the lock.
With a marginal ship (45m beam with 47m space between the fenders)
that means properly lined up, because more than 0.2 of a degree
difference means damage. You need to wait until you (that is the ship,
not the predictor!) reach the wheel-over line, then turn to starboard,
bringing the predictor on the next track. Then the same procedure for
the turn to port, with regular, planned glances to ‘outside’. The simple
act of looking out of the window needs to take place on a regular,
organised basis. Up to this point, you are using the instruments as the
primary means of navigation.
Once you are in between the virtual extensions of the lock walls,
then you use your eyes as main means of navigation, with a regular
check of the PPU, primarily to check the speeds (both longitudinal and
lateral).
So you switch from instrument to visual navigation. The approach
to the locks can be judged very accurately on visual navigation, and it Using the predictor (white outline) to negotiate the S-bend
requires a lot less interpretation then using the predictor. Especially
when you have some RoT, the predictor keeps hitting the lock walls.
Scanning patterns
One of my sons is a flight instructor. In his world, deliberate scanning
patterns are the norm. While making a turn in the airplane, you have
to check your instruments in a certain order: first this, then that, then
return to the first (most important), then on to next instrument, and so
on. I often think that we as mariners could benefit from deliberately
using scanning patterns for specific situations. When I enter the lock
with a 8,000teu ship, the bridge about 260 metres behind the bow; it
is easy to forget about the 70 metres behind me, as the forward part
attracts so much attention. I disciplined myself to deliberately take a
long look forward (to see the trends in the turn), a short look at 90° (to
confirm the speed), a short look aft (to check the space), a short look
at the PPU for the longitudinal/lateral speeds, and then look forward
again, systematically in this order. Where are you really heading? Some interpretation needed!

Seeing is not understanding detail than in real life. Navigating visually requires education and
To go back to the story which began this article, why did I almost miss training just as navigating by instruments does.
the turn? Well, you have to understand what you are seeing, and not
Implications for training
just act purely on appearances.
I wonder if in pilot training it would be an improvement to start with
The first generation predictor that I was using shows you where you
visual training, before receiving instrument training (similar to the air
will be at a given point if you maintain exactly the present (vector)
industry’s visual and instrument ratings), and conclude by developing
speed and RoT between now and then. So if you stop the turn earlier,
strategies and training in how to use the mix of the two methods, to get
you will not end up on that spot. the best out of two worlds.
This was my first time using the predictor. I was not 100% aware This education and training should focus on what you can see,
which settings were adequate or how to interpret the picture. I had on what it means, and on the limitations and risks, including the
chosen the longest time span: five minutes. In those days the outline of limitations of visual navigation, which often are underestimated.
the predicted position was a bit more bold than it is nowadays. It was It would need to include the use of deliberate scanning patterns.
almost as prominent as the outline of the current position of the ship. In short, blind trust is an absolute no, neither in an ECDIS/PPU nor
When the five-minute predictor crossed the next track I thought in visual perception.
I was already at the point and started to stop the turn – but in fact I Trust? Yes, otherwise it would be impossible to work safely, but trust
would only reach that point after another five minutes at the same speed knowing the limitations of the systems.
and with the same RoT.
If you are using the predictor to look that far ahead in time, you must
allow it to overshoot until the very last minute. Only then can you take This article is based on the webinar held on 25 March 2021,
off the RoT. Miraculously, the predictor will come back to the next available to members at https://www.nautinst.org/member-
track. homepage/my-ni-home/presentations.html
This means that towards the end of the turn, a predictor might Do have a look – it includes live video playback of many of the
not be very helpful at all and might even be misleading. In my case, incidents described here, making it much easier to follow – and to
one glance outside, one look out of the window when the predictor discuss what the instruments are really showing.
crossed the next track and I started to stop the turn, would have been Capt Verbeek’s article on the use of the predictor is available in
sufficient to make me realise: ‘Hey, I am not there yet, I need to turn a Seaways, July 2016. You can access all issues of Seaways back to
bit further.’ At that moment, visual navigation would have immediately 2016 via the Members’ Area of the website.
clarified the situation.
However, I know no one who, purely on visuals only, can start and
continue a turn precisely on track. In the past, we needed parallel
index lines and RoT calculations to make controlled turns. And I do
encourage you to continue with these calculations. Nowadays, a precise
way to start and execute a controlled turn is to use a PPU with high-
precision navigational equipment including a predictor.
So during the execution of a turn you have to switch from one
system to the other. You start with the instruments as the primary
system and visuals as back-up, and somewhere towards the end of the
turn (as the predictor starts to overshoot the next track), you change
to navigating visually with the instruments as back-up. (For in-depth
discussion of this topic, see ‘Making the most of the predictor’,
Seaways, July 2016.)
It is not easy to interpret the instruments in an adequate way.
The more precise these instruments become, the more important it
becomes to understand what exactly it is they measure, and the more
difficult it is to know what exactly you are seeing. During familiarisation
simulations in the shiphandling course, I used to stop in the middle
of a turn and ask the participants to explain each of the course/speed/
heading indications on the radar and/or the conning display. An
interesting question is: can speed over ground (SOG) be negative?
Key questions
On the other hand, when you are very much accustomed to working
with instruments it is equally difficult to know how to get and interpret
visual cues. You need to ask:
O Where do I look?
O What do I have to look for?
O What does it mean?
You need to learn visual techniques like using conspicuous fixed
objects as a ‘leads’ to judge drift, so that you know where you will end
up. NB: don’t use cranes that can move! Visual navigation needs a
lot of training, which is not easy in the simulator, as the visuals in a
simulator are still two-dimensional (even with projectors), making
judgements about distances difficult, and the visuals have much less

Feature: Anchors and anchoring
Anchors and anchoring

Anchoring incidents are frequent – and lack of knowledge is part of the problem
reports as many as 200 incidents a year due to vessels dragging or losing

Cdre Christopher Rynd FNI anchors.
Equipment specifications
I
ncidents and accidents involving anchors are common and there is The International Association of Classification Societies (IACS)
a growing swell of opinion that the design of anchoring equipment specification of equipment sets out the limitations of anchoring
has not kept up with the demand for mooring ships, particularly equipment and the conditions it is designed to cope with. These need
large ships, in deeper and more exposed anchorages. to be better known; in particular:
A review of reports, advisories and bulletins from P&I clubs and from 1. The anchoring equipment required herewith is intended for
investigations by the UK’s MAIB and Australia’s ATSB show that the temporary mooring of a ship within a harbour or sheltered area when
use and capability of the anchor equipment fitted in merchant vessels is the ship is awaiting berth, tide etc.
not widely understood and there is little information available to assist 2. The equipment is therefore not designed to hold a ship off fully
in estimating the likely forces being imposed on the anchoring systems. exposed coasts in rough weather or to stop a ship which is moving
A 2011 bulletin from Gard P&I Club states that ‘The Club or drifting. In this condition the loads on the anchoring equipment
experiences about one case [of anchor loss] per 200 ships per year and increase to such a degree that its components may be damaged or
class societies experience about twice as many: one anchor lost per 100 lost owing to the high energy forces generated, particularly in large
ships a year.’ These are mostly due to preventable factors. The Standard ships.
Club, in its Anchoring – Special Edition, gives the following summary 3. The anchoring equipment required herewith is designed to hold a
of incidents over a two and a half year period: ship in good holding ground in conditions such as to avoid dragging
O Fifteen lost anchors of the anchor. In poor holding ground the holding power of the
O Eight collisions while at anchor – dragging anchor or another vessel anchors is significantly reduced.
dragging anchor and colliding 4. The Equipment Number (EN) formula for anchoring equipment
O Four groundings as a result of being at anchor [calculations that specify the anchor mass and cable size and length
O Six anchor chains fouled, three with other vessels at anchor for the size of vessel] is based on an assumed maximum current
O One pollution incident speed of 2.5m/s or 4.8 knots, maximum wind speed of 25m/s or 50
O One total loss/grounding. knots and a minimum scope of chain cable of 6, the scope being the
This 2008 report is supported by recent reports from INTERTANKO ratio between length of chain paid out and water depth.
members on anchoring. Skuld Club statistics shows that the direct 5. For ships with an equipment length greater than 135 metres;
claims relating to anchors account for up to 8% of navigation-related alternatively the required anchoring equipment can be considered
claims. applicable to a maximum current speed of 1.54m/s, a maximum wind
The VTS of a major port in southeast Asia with extensive anchorages speed of 11m/s and waves with maximum significant height of 2m.
The Pasha Bulker aground near Newcastle, Australia, 2008 – the limitations of the anchor in the prevailing conditions were not appreciated

Feature: Anchors and anchoring
[This IACS alternative recommendation for anchoring equipment in O Cracks/fracture of shank/flukes due to fatigue or material quality.
deep and unsheltered water is due for introduction in 2022.] O Corrosion/thinning down of anchor chains including connections.
6. It is assumed that under normal circumstances a ship uses only one Windlass
bow anchor and chain cable at a time. O Anchoring at depths exceeding windlass design capabilities.
Some class societies have an optional specification for Deep Water O Anchoring or remaining at anchor during inclement/deteriorating
Anchoring (DWA on the class certificate) for areas outside a harbour weather.
and at depths up to 120m. O Continuous excessive yawing or strong currents.
It is worth noting that forces generated by currents and waves may be O Anchor sustaining hard impact from being dropped from
far greater than those generated by wind, especially when under-keel inappropriate heights.
clearance in a current is less than three times the vessel’s draught or if O Excessive use of same anchor.
the vessel is yawing or both. O Failure of claw clutches due to fatigue/excessive wear.
O Inadequate inspections/maintenance routines particularly:
Equipment limitations – Hydraulic lines and connections
The relevant class certificates specifying size and length for anchors – Excessive brake lining wear.
and cables held on board are a good reference to know what you are O Inadequate/non-compliance with manufacturers’ operating
dealing with. procedures.
High holding power (HHP) anchors are defined as having at least Chain cable stopper
twice the holding power of the ordinary stockless (OSS) anchor. A 25% Wear and tear of stopper at leading edge (where the bar/tongue makes
weight reduction is allowed for HHP anchors over the stockless anchor. contact with a vertical link) which allows the chain to pass through
The chain cable stopper/guillotine bar/pawl bar (different terms for even though the stopper is secured.
the same item) is the strongest part of the system and intended to take O Failure of stopper/bar, securing pin due to material flaws/fatigue.
the weight of the anchor and cable once moored or anchored. It is O Latent defects/design flaws (locking pins not in place or inadequately
designed to withstand 80% of the minimum breaking strength of the secured).
cable. O Anchoring for extended period causing anchor chains to foul and
Note that the brake is only rated for a static pull of about 45% of this form chain balls or knots resulting in loss of anchor and cable.
load.
The weight on the cable when anchored needs to be taken on the Equipment inspection
brake and the stopper, not on the windlass gears and motor except In view of the above, a critical look at the anchor handling equipment
when hoisting and lowering with the cable up and down. It is vital to is in order. There is no point in a good holding ground if the anchor
understand windlass limitations regarding weighing anchor. Typically, brake lining is worn and only able to function at a fraction of the design
the windlass motor is only intended to handle the weight of up to three holding power, or if the chain stopper is not in proper shape and fit for
shackles of cable plus the weight of the anchor. This gives a maximum use.
anchoring depth of 82.5 metres plus the anchor – based on windlass Determine operation, brake type (there are several types of hydraulic
capacity alone. brakes in addition to manual brakes) and the overall condition.
Factor in the recommended scope and a safety factor, and a water Determine that maintenance is up to date and sufficient. Industry
depth of 65 metres would be a more typical limit. Under IACS rules, reports show that some companies’ planned maintenance system may
the effective anchoring depth is further limited if the scope of cable is not be sufficient to the requirements.
to be the recommended 6 or more. Requirements specify the way in which the ‘bitter end’ is to be
For example, take a vessel with 11 shackles/308 metres of cable. secured in the chain locker, with an arrangement that is greater than
Allowing 28 metres of cable to remain on board, in order to achieve 15% and less than 30% of the test load of the cable. Check the cable
a scope of 6, the maximum anchoring depth will be 47 metres. If the locker and how the inner end of the cable (bitter end), is secured to the
vessel is aiming for an optimum scope of 10, the maximum anchoring ship, how it is released in the event it is necessary to slip the cable and
depth will be 28 metres. if any further equipment or maintenance is required to ensure this can
Another common formula for scope is be done.
Shackles required = 1.5 √water depth in metres. Although the anchor equipment in a large vessel may appear massive
However, the amount of cable required will also depend upon: in size and strength it is designed for temporary mooring in sheltered
O Length of time expected to stay at the anchorage waters. In conditions exceeding those for which it was designed, where
O Environmental forces high loads that are difficult to assess may be put on it, there will be a
O Holding ground risk of equipment failure.
O Swinging room. Assume the anchoring equipment fitted in your ship to is to
It may be that for a short stay in good conditions a scope of less than minimum class society specifications unless otherwise documented.
6 will be sufficient. Judgement also needs to be used. It will also have been weakened by wear and corrosion. These factors
should inform decision-making.
Factors leading to failure and loss
Intertanko has published findings on the most frequent causes of
References/further reading
anchor failure and loss in its 2019 publication Intertanko Anchoring
IACS: https://www.iacs.org.uk
Guidelines; a Risk-Based Approach. It is relevant to most vessel types.
UK MAIB and Australian ATSB reports
In summary, these are:
P&I clubs’ bulletins
Anchor and anchor chain/cable
Intertanko
O Wear down of swivel bolt threads and/or locking nut inadequately
Seaways, especially Michael Lloyd’s articles of August/September
secured.
2018
O Missing sealing leads from taper/spile pin causing failure of the
Mooring and Anchoring Ships, Vol 1 & 2, I C Clarke
joining shackles (Kenter and ‘D’ shackles).
(The Nautical Institute, see p25 for special offer)
O Loss of anchor heads including crown pins.

Feature: Green shipping – an overview
Green shipping –
an overview
There has been a lot of buzz lately around green shipping and alternative fuel. This article gives a
brief overview of the various technologies and jargon in this area. There is a lot of literature available
on alternative fuels, so this brief article may serve as a useful guide to further reading.
research and development. Some stakeholders are recommending that

Capt Hemant Gupta AFNI the vessels with high emissions should be charged a carbon tax and the
Drewry Maritime Advisors money generated from this used to fund research into alternative fuels.
M
oves to reduce the emission of CO2 and other greenhouse
gasses (GHG) generated by shipping have been propelled by
a combination of:
O IMO ambition to reduce emissions. This has resulted in the Alternative
requirement that new vessels must be energy efficient. Existing fuel
vessels will also be required to reduce their emissions from 2023. PID/EET
O Adoption of the ‘Poseidon Principles’ by many banks, meaning that
they will only finance projects which are climate aligned.
O Charterers are also exerting pressure on shipowners and operators by
the adoption of the ‘Sea Cargo Charter’, requiring they declare the
emissions from their vessels. This is in response to demand from end
users, so that the customer can get information on the emission for Others
various products.
All these have resulted in innovations across the industry, and
considerable interest in alternative fuels, which it is hoped will reduce
the emissions to the target levels by 2030 and 2050.
Alternative fuels
According to Drewry Maritime Advisors, only 1% of the existing global
fleet of vessels use alternative fuels or are alternative fuel ready. Of
these, 95% use LNG. Among the vessels under construction, 15% of
vessels will use alternative fuels or are alternative fuel ready, and out of
these, 86% will use LNG or are LNG ready. Reduce CO2 emission
There is an ongoing debate about methane slip [gas leakage during Source: Drewry Maritime Advisors
extraction, combustion, etc – Ed] from LNG, which it is believed may
contribute to GHG emissions. Even if we ignore that, the emissions Energy efficiency
savings made from using LNG will not be sufficient to meet the 2050 While alternative fuels may be what will drive carbon reduction in
goal on their own. Vessels may have to switch over to bio-LNG or the future, they are not the whole solution – and there is also a need
synthetic LNG in the future, if available at a reasonable price. There to reduce the emissions of existing ships, rather than wait for the
are also designs for super-efficient LNG vessels which use additional replacement of the entire fleet. A lot of experiment and innovations
technologies, for example wind propulsion to meet the emission are taking place in the field of Energy Efficient Technologies
requirements. (EET) such as wind and solar energy. There are also many options
Besides LNG, there is a lot of interest in the possibilities offered by available for installing Propulsion Improving Devices (PID), which
hydrogen, ammonia and biodiesel. The longterm alternative fuel is still improve the flow around the propeller with modifications in front of
not known and a lot of research/trials are ongoing for various options. the propeller, behind the propeller or on the propeller. While these
In the long run, a multiple alternative fuel scenario is also possible. modifications can be retrofitted, they do require the vessel to go for
The push for alternative fuel requires a lot of expenditure on dry-docking.

Feature: Green shipping – an overview
Other technologies to reduce emissions include air bubble Beyond the vessel
technology, special paints – both of which reduce friction to increase Ports also have to play their part in reducing emissions, over and
efficiency – hull modification, energy saving devices, engine above investing in infrastructure to enable bunkering of alternative
optimisation, trim optimisation, hull/propellor cleaning, etc. fuels. Introduction of information sharing systems such as the ‘Port
In November 2020, the Marine Environment Protection Committee Community System’ will improve efficiency and cut waiting times,
(MEPC) approved the introduction of an Energy Efficiency Design reducing emission from vessels, port equipment and trucks. Some
Index for Existing Ships (EEXI), requiring all existing ships to reduce ports have also set speed limits for the vessels in the area to reduce the
emissions by a certain level depending on type. If approved at the emission. Renewable energy usage and electric equipment are also
MEPC meeting in June 2021, it will come into force in 2023. If a being adopted by ports.
vessel is not able to sufficiently reduce its emissions using any of the Some shipping companies are also turning to carbon offsetting,
above methods, due to high cost or vessel not being due for drydocking, by which the emission savings from other projects, for example, solar
then it will probably be subject to Engine Power Limitation, at least power generation project of the company, is used to offset the emissions
in the short term. The resulting speed reduction will allow the vessel to from their vessels.
meet the requirements. However, this option may not be able to solve Developments towards green shipping will continue at a great, and
the problems for all vessels and is a focus of debate within the industry probably increasing, pace. A lot of changes may only become apparent
(see overleaf). once more details about requirements for emission reduction become
Another way to reduce the emission is for the vessel to slow steam. clear and once the IMO revised GHG strategy comes into force around
The use of charter party clauses like ‘Slow Steaming’ and ‘Virtual 2023. Every option comes with its own hindrances and issues, and it
Arrival Clause’ enables owners to do this without breaching the must be emphasised that there is no perfect solution.
charterparty. Similarly, the evolving ‘Just In Time’ (JIT) concept
allows vessels to adjust the steaming speed so that they arrive only when
the pilot, tugboat, berth and navigational channel are available. This
not only reduces congestion at anchorage, thereby improving safety,
but also reduces the emission in the ports.
Smart Digital Solutions use a combination of AIS data, weather
forecast, current, wave data, and a digital twin of the vessel to save fuel
consumption, which translates into emission reduction. It is claimed
that trials at one company reduced fuel consumption by 2.5%, which is
equal to saving 17.5 tons of CO2.
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Feature: Power limitation and the EEXI
Power limitation
and the EEXI
Keep it simple
use that reserve power. This is to be expected – and will be particularly

Nautical Institute and RINA IMO committees likely if it takes time to access that power. Reporting requirements
should be limited to a log book entry for the event and subsequent
T
he March issue of Seaways carried a summary of recent resetting of the limitation system. This is not provided for in the
debate on issues arising from draft amendments to MARPOL current guidance.
Annex VI; in particular power limitation on existing ships,
Ready access
and the need to allow for emergency override if necessary –
There are situations where instant access is required. Minimising
and we requested members to share their concerns and experience. A
complexity and access times is essential. If it takes some time to access
submission to the IMO will ensure mariners’ concerns, and proposed
reserve power, Masters/OOWs are more likely to use a precautionary
solutions, will form part of the debate on the topic at the next meeting
override in order to make sure it is available if necessary – rather
of the Maritime Environment Protection Committee (MEPC) in June. than risk not having it available when needed. Minimising the time
The NI and RINA support the IMO Carbon and GHG reduction required to access reserve power will reduce the number of situations
targets and these are important issues for our members, but we want where override systems have to be used in anticipation of events and
to make sure that these targets are met in a way that is operationally requirements that may not materialise.
safe. To do this, we have engaged with our worldwide membership, To facilitate ready access to reserve power, any override should
both seagoing and shore based, and with the wider industry in order ideally be accessible from the bridge, without needing to enter the
to provide the IMO with informed feedback from experienced machinery space/ECR. Requiring a password or PIN system to access
professionals. reserve power can be problematic as there is a risk that the password/
We did this via a number of different routes, including: PIN may be lost, particularly where systems are infrequently used.
O An article in the March 2021 Seaways on ‘Power Limitation and the Instead, the preference is for simple, sealed button access, giving
EEXI’. immediate access to reserve power from the bridge. A clearly labelled,
O Information on the NI Technical LinkedIn Group. coloured button, under glass or perspex, protected by a simple seal,
O Direct contact with NI Seagoing Correspondence Group. which gives access to the power reserve without delay will reduce the
O Mariner interviews. need for precautionary override and access.
O Meetings with RINA to explore implementation of EEXI proposals.
O A well-attended webinar, hosted by NI and RINA, held on 11 March After the event
2021. Once the reserve power has been used, the system may need to be
O Direct discussions with experienced professionals who responded to reset. If approval of the system reset requires attendance by the vessel’s
the consultation. flag state or classification society this may induce significant delays,
From this input, we compiled a list of key issues and concerns. depending on the port involved. Consideration should be given to
We have presented this as a submission to the IMO to inform the alternative means of confirming system resets; for example authorising
discussions, making sure that those working on the guidelines are the Master or Chief Engineer to do so. Ship’s Masters/Chief Engineers
aware of how they will affect the seafarers that have to implement are already held responsible by charterers/owners for minimisation of
them. We hope this will allow for further fine tuning of the guidance fuel consumption so these existing practices could be aligned with new
if required. We have also submitted a list of suggested amendments to EEXI requirements.
the Guidelines incorporating this feedback. The submission covered Bureaucratic burden/ISM
the following points: Any new regulatory system will bring an increase in bureaucratic
Clear authority burden for the seafarer, and monitoring the use and reset of the power
The Master/OOW must have clear authority to access emergency limitation override is no exception. In order to minimise this burden,
reserve power when required. There should be no reluctance on their it should be aligned as far as possible with existing requirements such
part to do so. It is important that the guidance and the procedures for as the ISM code.
reporting and resetting the systems do not use language that would The judgement of the Master / OOW on the requirement to override
discourage doing this. It is important to overcome the natural tension limitations should be respected through a presumption that it was the
appropriate decision when reporting and confirming reset.
that will arise between required use of an override and the subsequent
Modern seafarers are committed to safety and sustainable practices,
implications in terms of company and charterer requirements.
and EEXI and its implementation should be promoted in a positive
Precautionary override way that will give seafarers ownership of continuous improvement on
Sometimes, a vessel will access the override to the Engine Power their own vessels and in their companies; showing that safety and care
Limitation (EPL) or Shaft Power Limitation (ShaPoLi) in order to have for the environment can go hand in hand.
access to reserve power if necessary, but will not subsequently need to

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

Reporting Scheme
MARS Report No 343 May 2021
MARS 202123 Lessons learned

O If at all possible, leave a ship in its grounded position until a full
Aground, then punctured, a vessel turns assessment of the damage has been carried out.
O If damage to the hull is suspected, ensure your information as to
sideways water ingress is correct before initiating any counter action. Sound all
As edited from SHK (Sweden) report RS 2018:02
tanks and first establish where the damage has occurred.
Î A general cargo ship loaded with grain was in a river waterway and
O Once you have established where the damage has occurred, initiate
approaching a lock entrance. On the bridge the pilot was steering the corrective action as per the stability booklet or stability calculations.
vessel and the Master was controlling the main engine according to the Any unplanned or improvised actions could have unintended
pilot’s instructions. The propulsion/steering consisted of a reversible consequences.
propeller surrounded by a controllable propeller nozzle/rudder. O Commonly, provided the ship still has positive stability, damage
As the vessel approached the lock at about 4 knots, the Master stability tactics require filling the double bottom tanks on the
initiated a reversing manoeuvre according to the pilot’s instruction, but damaged (lower) side first (or removing cargo higher up) to lower
the reverse order did not work. The vessel’s bow now pointed to the the CG.
port shore. A new reverse manouevre was attempted. Reverse power
began, but not in time to keep the vessel from grounding. With reverse
power still at full, the ship came back into the channel relatively quickly. MARS 202124
During this movement, the vessel’s starboard side heavily contacted the
cement support dolphins of the lock approach jetty. Unknown to the Enclosed space: Deadly H2S goes
crew, this contact caused a hull breach just below the waterline. undetected and rescue attempts are
The ship was quickly moored port side to, on the lock approach
jetty. Shortly afterwards, the ship began to list to starboard. Due to the haphazard
As edited from the AIBN (Norway) report Marine 2020/02
grounding, it was assumed that there was water ingress into one of the
starboard double bottom ballast tanks, so the crew countered by filling Î A factory trawler was underway and being made ready for fishing.
port tanks. The ship had an estimated list of 15–17 degrees to starboard Crew had finished cleaning the factory and were preparing the silage
so ballasting on the port side continued as there was concern that the tanks for cleaning. Silage tanks are special compartments that contain
ship would capsize to starboard. The list to starboard was decreasing unused fish parts that are processed into silage and later pumped
when suddenly the vessel flopped to port and lay against the jetty with ashore (used to make oil and protein concentrate used in feed for
a 20 degree list. The crew were brought on shore. The ship later rolled farmed fish). The tanks had last been cleaned about five weeks earlier
further to port and stabilised at about 54 degrees. and there was still silage residue at the bottom of the tanks. Cleaning
After nearly four weeks salvage work, the ship was declared a these tanks included preparatory work such as flushing the tanks by
total constructive loss and was scrapped. The investigation found, filling them with seawater and emptying them several times and then
lowering a fan into the tank to ventilate. The usual method was to lower
among other things, that although the initial grounding incident was
the fan into the tank using a rope.
relatively minor, it quickly developed into a serious accident requiring
a protracted salvage process. Water ingress was not into the double
bottom tanks as initially assumed by the crew, but into the starboard
dry-space tanks higher up, with the breach just below the waterline.
Access to silage tank
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Providing learning through confidential reports – an international co-operative scheme for improving safety
Flushing was accomplished as per the below diagram (not to scale). O The fisherman was probably exposed to a fatal dose (one or two
For the ventilation, a plastic hose was attached to the blower to channel breaths) of toxic hydrogen sulphide gas as he climbed down to the
the gases out into the open air. It had previously been a challenge to bottom of the tank.
prevent the hose getting twisted when the fan was lowered, and it was O Efforts to rescue the victim from the tank were stymied by the lack of
decided to send someone into the hold to position the fan correctly, if suitable equipment and training.
safe. The oxygen level in the tank was measured by lowering an oxygen
detector on a string, but it is not known how far down the tank it was Lessons learned
lowered. The oxygen detector did not sound an alarm, and therefore it O Enclosed space rescue is a specialised endeavour that requires
was deemed safe to enter the tank. specific equipment, training, and practice. Improvised rescue
attempts put the victim and the rescuers at risk. SOLAS requires that
crew members with enclosed space entry or rescue responsibilities
participate in an enclosed space entry and rescue drill at least once
every two months.
O Practising enclosed space rescue without the proper training and
equipment is, at the minimum, an exercise in futility. At worst, this
could engrain unsafe practices, putting the rescuers at risk.
O A best practice would have at least one crew member on the vessel
who has attended a specialised enclosed space rescue training
course. That crew member could act as enclosed space rescue team
leader as well as on-board trainer.
O SOLAS requires testing enclosed spaces with a multi-gas detector
which includes H2S prior to entry. Testing for O2 content alone is not
enough to allow safe entry into many confined spaces.
O For deep tanks, tests should be made and recorded for several levels
including at the bottom.
O Another best practice is to have BA equipment ready for use at the
enclosed space entrance before anyone enters that space.
Two crew rigged the fan and hose. When the equipment was ready, O Finally, best practice would see anyone and everyone who enters an
one crew member with an oxygen detector entered the tank. After enclosed space first fit a safety harness with evacuation rings. This
descending part of the way the fisherman shouted to his colleague greatly facilitates any rescue should they be injured or incapacitated
on deck that there was a lot of silage residue left in the tank; he then while in the confined space.
proceeded down to the bottom of the tank. Suddenly, he shouted O All enclosed spaces should have a lifting lug positioned above the
‘There is no air here’ before jumping back onto the ladder. After a few entry point or have the space available around the entry for a rescue
steps he abruptly fell backwards, landing at the bottom of the tank, tripod to be rigged.
unmoving and face-down in the silage residue. O When the opening to a confined space is limited and/or the person
The crew member outside the tank raised the alarm and one of the being rescued is bulky such that passage through the exit space
vessel’s Breathing Apparatus (BA) sets was brought to the access hatch. or up the ladder is hindered, the arms of the victim must be kept
Within minutes, the BA was donned and a crew member descended into
above their head as they are being winched up, either by the person
the silage tank. He shouted up to throw down the end of a fire hose that
themselves or, if the victim is unconscious, by the rescuers using a
he planned to use to hoist the victim up. Another crew member wearing
second line and a wrist strop.
a BA entered the tank, and the two of them attempted to fasten the
O Although ventilation is more efficient using a positive pressure
hose around the victim, with limited success.
approach (fan pushing fresh air into the compartment), when
By the time the vessel’s lifting equipment was lowered into the tank,
circumstances dictate, a negative pressure approach can be used by
the first crew’s air ran out and he had to exit. Another crew member
extracting contaminated gases from the space.
wearing a BA entered the tank and, together with the remaining rescuer,
tried to secure the strop around the victim. They found the task very
challenging as the victim repeatedly slipped out of the strop because he MARS 202125
was unconscious. Finally, as they were hoisting the victim up, his inert
body was caught repeatedly on the ladder cage. Another 20 minutes Messenger line snaps, injures crew
passed before they finally managed to get the injured person out of the A bulk carrier was berthing, using a combination of ship’s and shore
tank. lines. The lines from shore were brought on board with the help of a long
When the victim was finally retrieved from the tank, CPR was messenger line, which was placed on the warping drum to heave in.
immediately performed and attempts were made to resuscitate him Once the shore line had been heaved onboard it was placed on the bitts.
using a defibrillator. This work continued non-stop, with most of the At one point, one of the deck crew wanted to slacken the messenger
crew involved, until medical personnel from the local Coast Guard but unintentionally heaved the messenger line instead of slacking it.
arrived. The medical personnel ascertained that the injured person had It parted and struck his legs violently. He was not standing behind the
died and CPR was discontinued. controller guards at the time, and was not looking at the winch while
The investigation found, among others, that: activating the control. Additionally, the messenger line could have been
O The gas detector in use measured only the level of oxygen present. simply uncoiled manually from the warping drum without use of the
It was therefore not possible to determine whether the atmosphere winch.
was safe from other deadly gases such as hydrogen sulphide (H2S)
which is produced by bacterial decomposition of organic compounds Lessons learned
containing sulphur such as, for example, the fish and fish waste in the O Even a 20mm messenger line can cause serious injury if it fails under
silage tanks. tension.
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O Don’t stand in the potential ‘line of fire’ of a line under tension. MARS 202127
O When operating a winch controller, stand behind the guard structure
if one is fitted. Accommodation ladder wire rope fails
O Concentrate on the task but keep your general situational awareness The vessel had finished berthing and the deck crew were deploying
keen. the starboard accommodation ladder for shore access. As the ladder
was being lowered from its stowed position, the wire rope parted
about two metres from its inboard end near of the outrigger’s outboard
MARS 202126 guide sheave. The gangway fell and hung vertically along the ship’s
Pilot ladder failure side. Fortunately, no one was injured and the ladder was recovered
A vessel had been discharged and was ready to depart. A pilot had been and secured. The wire had been installed 29 months earlier and had
ordered and had arrived via a small boat, boarding the vessel from the recently been inspected with no defects found. It was also reported that
sea side. As the pilot stepped from the last rung of the pilot ladder onto all rollers and moving fittings were able to turn freely without any signs
the deck, one of the side ropes suddenly broke. Luckily, due to the fact of defects.
the pilot had his weight and leg on the main deck, he did not fall. The company’s post-incident investigation found that the wire’s
external condition appeared good. However, its internal condition was
Lessons learned found to be poor, with corrosion evident.
Pilot ladder defects are, unfortunately, a fairly common problem even
today. The lives of persons using such ladders depend on a reliable, Lessons learned
safe equipment. Ladders should be scrupulously inspected at regular O Inspecting wire rope
intervals and any hint of defect corrected or the ladder taken out of for internal defects is
service. especially difficult but
can be achieved in many
cases by opening the
strands with a marlin
spike.
O Particular attention
should be given to splices
and any ‘hidden’ points of
the wire ropes, such as in
the rollers, especially at
points where little or no
movement takes place
under normal usage.
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Feature: The NI at the IMO – PPR8
The NI at the IMO – PPR8

The IMO Sub-Committee on Pollution Prevention and Response (PPR) deals with matters ranging
from the MARPOL Convention to the control and management of ballast water and sediments;
biofouling; anti-fouling systems; pollution preparedness, response and cooperation; and the safe and
environmentally sound recycling of ships.
Use of Heavy Fuel Oil in Arctic

Captain Robert McCabe FNI MARPOL Annex I Regulation 43A prohibits the carriage or use
Co-ordinator, IMO Committee of HFO in the Arctic from 1 July 2024. A Correspondence Group
under the coordination of the Russian Federation has been preparing
guidance on mitigation measures to reduce risks of use and carriage
of HFO in Arctic Waters. The purpose of these Guidelines is to assist
T
he 8th meeting of the Committee was held virtually from 22 to Administrations to implement measures to reduce the risk of the use of
26 March 2021. The Nautical Institute was represented at all HFO; to take decisions on waivers and to assist ship operators to reduce
sessions. Matters addressed included: the risk of spills. The draft guidance will be submitted to MEPC for
approval.
Ships Biofouling Management
The meeting considered the report of the Correspondence Group Sewage Treatment Plant (STP) Performance
on Review of the Biofouling Guidelines which is coordinated by Discussion on this item focused on the effectiveness of existing
Norway. The report included a skeleton of revised guidelines and equipment; the extent of MARPOL revision required; use of grey
biofouling management plans. A key issue for further consideration water as a dilutant; effluent storage and shore reception facilities;
was the potential for removal of macro fouling without the necessity for impact of additional procedures on ships crews; impact of changes to
drydocking. It was agreed that the correspondence group (coordinated existing requirements for type approved equipment and the need to
by Norway) should continue its work and that MEPC should be avoid unintended consequences which could make comminuting and
requested to extend the deadline for completion of this item to 2023. disinfecting systems (CDS) more attractive than STP. While there
was a recognition of the need to improve performance and records,
Ballast Water Compliance Monitoring Devices (CMD) discussion also focused on the likely impact of any additional measures
The meeting considered a revised proposed protocol for the verification on the industry. It was agreed that there is a need for further analysis.
of ballast water compliance monitoring devices. A Correspondence Accordingly, it was agreed to re-establish the Correspondence Group
Group under the coordination of the UK will consider these matters and seek approval from MEPC for an extension of the completion date
and report back. to 2023.
Safety and Pollution Hazards of Chemicals Marine Plastic Litter

A report from the Working Group on the Evaluation of Safety The meeting considered the report of the correspondence group,
and Pollution Hazards of Chemicals (ESPHC) made a range of coordinated by France. Draft amendments to MARPOL have been
recommendations on revised guidance on the carriage of chemicals prepared and work on a proposed GISIS module for reporting on
and amendments to the IBC Code. A PPR Circular on revised carriage fishing gear was advanced.
requirements for methyl acrylate and methyl methacrylate has now
been issued.
A proposal to add residual palm oil extracted from Palm Oil Mill
Effluent (POME) to List 1 of the MEPC.2 Circular and subsequently
to the IBC Code was approved. Technical data on these products will
be gathered between now and 2022.
Arctic Black Carbon Emissions
This topic generated considerable discussion over two days,
reflecting its importance to members and NGOs. It also highlighted
the challenges of securing reliable measurement data and setting
practical requirements. The meeting considered the report of the
Correspondence Group, which is coordinated by Canada, and data
from a measurement campaign by Finland and Germany. Discussion For further information on these topics, please contact Nautical
centred on whether there was sufficient information to regulate at this Institute HQ.
time or if further consideration was required. It was agreed to seek The next IMO meetings are:
approval from MEPC to extend the target completion year to 2023 to O Maritime Safety Committee (MSC) (3-14 May).
facilitate further studies and trials.

Feature: Investigations and evidence
Investigations and evidence

Part 2 in our series on criminalisation and what to do about it asks
What is the purpose of an investigation?
allegation contained in the charges set out in the Indictment; their

Simon Daniels MNI success in doing so, however, is absolutely dependent on the value of
the evidence which the Master delivers to them.
Accident investigation: the effect of Hoyle v Rogers
In the 2014 decision in Hoyle v Rogers, a case involving a fatal
T
he critical issue which can so frequently pass by the Port aviation casualty, the UK Court of Appeal upheld the lower court’s
State investigator (in some jurisdictions more than in others) decision that the report by the Air Accidents Investigation Branch
is that they are not examining a crime scene but an accident. (AAIB), containing all the opinions and analysis, could be admitted in
In the UK, this is defined very clearly in Regulation 5 of proceedings. The consequence is that interviewees in the investigation
The Merchant Shipping (Accident Reporting and Investigation) process may be reluctant to co-operate with the investigating
Regulations 2012 [‘the 2012 Regulations’], addressing the objective of a authorities. Despite State regulations compelling their co-operation
safety investigation: with the investigation, they would be justified in their reluctance by
The sole objective of a safety investigation into an accident under their privilege against self-incrimination. They would be entitled to be
these Regulations shall be the prevention of future accidents through the cautioned before an interview and to have independent legal advice
ascertainment of its causes and circumstances. throughout the interview, so that they may rely on the right to silence
It shall not be the purpose of such an investigation to determine to protect their privilege.
liability nor, except so far as is necessary to achieve its objective, to The privilege against self-incrimination is based on a common law
apportion blame. privilege. It has been defined in several cases since 2001 involving
The purpose of this statement is to ensure that all those who are
section 14(1) Civil Evidence Act, which allows a person who faces
involved in the process of preserving the evidence can do so without
criminal charges to refuse to answer any question or produce any
fear of incriminating themselves in criminal proceedings. This means
evidence in any other legal proceeding if they would otherwise be
that the investigation is assured of the most reliable and complete
exposed to criminal Prosecution.
evidence from which to draw its conclusions.
Against this, of course, the Master has a duty to comply with the
But the lines have been blurred, as we shall see.
2012 Regulations in co-operating with the process of gathering
Gathering evidence and record keeping evidence for the investigation. In consequence, the Master must have
Regulation 10 of the 2012 Regulations sets out in detail the evidence to the right to be accompanied by a solicitor to advise them on their
be preserved; namely: right against self-incrimination. Regulation 11 (5) specifically refers
O Charts; to Any person, not being a solicitor or other professional legal adviser
O Log books; acting solely on behalf of the person required to attend thus addressing
O Recorded information relating to the period preceding, during the Master’s prima facie right to have a solicitor present at a witness
and after an accident, howsoever recorded or retained, including interview. The provision continues somewhat unhelpfully, with the
information from a voyage data recorder and video recorders; and right of the inspector to exclude such a person from being present if:
O All documents or other records which might reasonably be O both
the inspector and Chief Inspector have substantial reason to
considered pertinent to the accident. believe that the person’s presence would hamper the investigation with
Two key factors apply: the result that the objective in regulation 5 is likely to be hindered and
1 They must be preserved with no alteration made to any recordings or future safety thereby endangered; and
entries in them. O the Chief Inspector is satisfied, having regard to all the circumstances,
2 For the avoidance of any doubt, the Regulation also requires that All that it is proper to exclude that person.
information from a voyage data recorder or recording system relating to In the light of Hoyle v Rogers, it is very unlikely that the MAIB would
the circumstances of an accident is saved and preserved, in particular expose itself to liability by breaching the Master’s rights in this way.
by taking steps, where necessary to prevent such information from European Regulation No 376/2014 has been vaunted as a guardian
being overwritten; and any other equipment which might reasonably of the rights of individuals against such abuse. Article 15.2 provides
be considered pertinent to the investigation of the accident is so far as that information derived from occurrence reports shall be used only
practicable left undisturbed. for the purpose for which it has been collected and that Member
While preservation of evidence for purposes of accident investigation States shall not make available or use the information on occurrences
is mandated, we must also consider the rules of evidence which in order to attribute blame or liability… or for any purpose other than
may allow evidence to be admitted in or excluded from criminal the maintenance or improvement of aviation safety. Even at such
proceedings. an early stage in its development, however, its value in this context
The Master’s defence team will be expected to discredit each must be cast in doubt. The case of Hoyle v Rogers puts such a noble

Feature: Investigations and evidence
provision firmly in its place. Most pertinently, Article 16 provides O It is not enough that both the civil and criminal proceedings arise
in paragraph 10 that the protection afforded to individuals shall not from the same facts, or that the defence of the civil proceedings may
apply in cases of wilful misconduct or where there has been a manifest, involve the defendant taking procedural steps such as exchanging
severe and serious disregard of an obvious risk and profound failure of witness statements and providing disclosure of documents which
professional responsibility to take such care as is evidently required in the might not be imposed upon them in the criminal proceedings.
circumstances, causing foreseeable damage to a person or property, or O A defendant has a choice between remaining silent in the civil
which seriously compromises the level of aviation safety. proceedings or risk giving an indication of his defence which may be
When is a Defendant likely to be successful in arguing their privilege used by the prosecuting authorities, the harshness of such a choice
against self-incrimination? The relevant principles in relation to the does not provide a good ground for staying civil proceedings.
grant of a stay in a legal case where there are related proceedings were O Whether safeguards can be imposed in respect of the civil
summarised by Gloster J in the 2013 case of Akcine Bendrove Bankas proceedings which provide sufficient protection against the risk of
Snoras: injustice.
O It is a power which must be exercised with great care and only where
there is a real risk of serious prejudice which may lead to injustice.
O The discretion [to grant a stay] must be exercised by reference to
the competing considerations between the parties; the court must
balance justice as between the two parties; a claimant has a right to
have its civil claim decided; the burden lies on a defendant to show
why that right should be delayed.
O A defendant must point to a real, and not merely notional, risk of
injustice.
O A defendant has a right to remain silent in criminal proceedings, and
would, by serving a defence in civil proceedings, be giving advance
notice of his defence, carries little weight in the context of an
application for a stay of civil proceedings.
O A defendant is expected to adumbrate [provide in outline] a
positive defence at an early stage in criminal proceedings, therefore,
the disclosure of a defence in civil proceedings is unlikely to
disadvantage a defendant in criminal proceedings.
O A positive defence is likely to exculpate, rather than incriminate, a
defendant.
Civil and criminal liability: Captain Wolfgang Schröder and the Zim Mexico III
Captain Schröder pleaded Not Guilty to a charge of seaman’s At the trial, the Coast Guard special agent gave evidence
manslaughter following a fatal accident in Mobile, Alabama, in disputing that he had said No, arguing that he had said, Not yet. In
2006. His pleas were argued on the basis that he could not be fact, it is apparent that the Coast Guard had already prepared its
liable in the terms of the Indictment alleging what was effectively criminal case before interviewing the Master a second time, after
criminal negligence, in which the cause of the negligence was that which they were able to refine the charge in the indictment to
the vessel’s bow thruster, which had failed during manoeuvring, improve the prospect of a conviction. The investigation evidence
was improperly powered by the shaft’s generator instead of the should merely have addressed civil liability in negligence, and it
diesel generator as required by the ship’s ISM shipboard manual. would have been a flagrant disregard of his rights to deceive or lull
At the trial, the prosecution relied on evidence gathered by the him into incriminating himself in the civil context when he was
casualty investigation. As with all casualty investigations, this was under criminal investigation for his activities.
not gathered with a view to being given in criminal proceedings Despite this, the Court refused to exclude the evidence of
and, as a result, Captain Schröder was not cautioned at the time he the statements apparently conducted after misrepresenting the
was interviewed. Indeed, Counsel for the vessel’s owner testified at situation to Captain Schröder. The statements went before the
the trial that he had asked the Coast Guard investigator if this were jury, who would have been entitled to draw a conclusion that there
a criminal investigation and was told emphatically No. Having had been some inconsistency in Captain Schröder’s position. But
been reassured on this, the Master was quite content to proceed the injustice was voiced even by the sentencing Judge, who said:
with the interviews in the absence of a lawyer to advise him. Given While I certainly do not discount the terrible consequences that
the Coast Guard’s assurance, Captain Schröder believed that there have resulted from this negligence, what he has been convicted of is
was no danger anything that he might say would incriminate him really a civil offense.
in a future prosecution. Then, of course, he was charged.

Feature: The future of the seafarer
The future of the seafarer

Flexibility and a willingness to embrace the pace of change will be key to the future of the industry at
every level, from the individual to the international
O
ver recent months a series of webinars held by the framework of STCW can still keep pace with the changes within the
Intenraitonal Chamber of Shipping (ICS) have looked at industry. Medina emphasised that it is important to understand that
some of the immediate and longer term challenges facing STCW is designed to set minimum qualification standards which
the shipping industry. In March, panellists were invited apply to all seafarers worldwide. The problem with this model is that
to comment on one of the most fundamental issues of all: the future it is reactive, rather than proactive, and cutting edge technology is
of crewing and training in a sector that is undergoing rapid technical to be definition excluded. “The model is that we wait for the other
change. groups at the IMO to develop the performance standards. The training
Esben Poulsson, Chairman of the International Chamber of comes last. Most of the time we’re running frantically to develop and
Shipping, began by outlining some of the major challenges facing implement training requirements in time for the equipment or the
the industry in the long term – and others which will emerge from other requirements to come into force. We’re losing the battle when it
them. “Ships of the future will be powered by an array of fuels which comes to trying to keep up with technology. We saw that when it came
will require specific and fundamental changes to the training and to ECDIS – we were behind by two years. That’s something we’re very
education of crews. STCW is frankly struggling to keep pace and aware of,” she said.
there is an increasing gap between meeting regulatory requirements Further problems are created by the fact that the current training
and what is required of seafarers in practice,” he said. Against this model – which, Medina said, failed during the pandemic – is formal
background, how do we ensure safety and security of crews as the education in a classroom, combined with on the job training, which
industry undergoes this transformation? How do we attract the best and continues to work, and familiarisation, which is the responsibility of
brightest and ensure that the industry is welcoming to all? the shipowners. This, however, may not be the case for very much
longer. “The future model, which we are already seeing, is that
Crew supply seafarers are mobile and we have in my view to change the model to
After an introduction which outlined the all too familiar plea to very general requirements that all the seafarers would have, and then
recognise seafarers as key workers, and the frustration at what is, specific training requirements for specific industries, and then figure
still ‘much promise and little action’ on this front, Poulsson asked out how we can manage the transition from industry to another.” This
whether the current issues in crew supply are likely to produce a crisis may well require some change to the STCW Convention itself. “[The
in recruitment further down the line. At least in the short term, the Convention] is not obsolete. However, it is in need of having some
supply of seafarers is not in and of itself a problem, said Gerardo (Dito) care taken of it, removing obsolete requirements and also making some
Borromeo, CEO, Philippine Transmarine Carriers (PTC) Group of changes to address technologies coming right now and in the future.”
Companies. The factors driving change in the long term are more Obsolete requirements that need to be amended include, for example,
likely to be technological, he said. “From the crew supply perspective, the separate requirements for ARPA, ECDIS and Radar, which means
from the Filipino side there is not going to be a shortage; there is still a that some states currently provide separate training, when combined
keen interest to go to sea. Beyond that, future dialogue will have to talk training would potentially be more beneficial to ensure the seafarer can
about people, process and technology. Technology is changing very take full advantage of the equipment.
rapidly; systems and equipment are going to change very rapidly, and
Flexible training
that means education and training are going to have to change as well.”
Medina believes that the current model, which separates deck and
While not everyone might agree with his statement that “We like to
engineering certificates, will have to be rethought to establish a more
think of our global maritime professionals as ‘tonnage enablers’, there
flexible multipurpose training path. This will be key to the successful
can be little argument that ‘we need to acknowledge the contribution
introduction of automated technology. “We need to make sure that
that they make to the entire global trade system’.” The network of
we make our seafarers more technically savvy. We need to review the
shipowners, ship managers and global institutions needs to come post of electrotechnical officer; we also need to update the engineer
together to lay a solid career path for the future, he said. requirements,” she said. Fortunately, the groundwork for this is already
Technology and training in place under the existing system. “The STCW Convention does
Stephen Cotton, General Secretary, International Transport Workers’ have flexibility built in; we can take advantage of this when it comes to
Federation, highlighted that a lot of the development that is needed interim steps – but we need to establish a consistent approach.”
will be in relation to new technologies to meet environmental This approach will need to be adaptable to the changing needs of
requirements. “With regard to changing fuels: of course our first the seafaring population. “We need to adapt to a mobile population;
position will be safety first for the crew members. Obviously STCW’s make changes to technologies and instructional techniques; change
at a critical phase at the moment; we recognise the importance of IMO international regulations about implementation; make sure that the
when it comes both to climate change and the training of seafarers.” next amendments to STCW are cutting edge and can grow with the
future, and finally, that it has to be done with the participation of all
STCW and training stakeholders,” Medina said. One area where this might mean change
Poulsson then turned to Mayte Medina, Chief, Office of Merchant is in the question of sea time. “The basis of certificates of competency
Mariner Credential, US Coast Guard, to discuss whether the regulatory has always been sea service. We now have some studies and andecdotal

Feature: The future of the seafarer
evidence that have shown that simulator training can be equivalent to Leadership
sea service. Unfortunately, there are no studies worldwide that have Developing future leadership is going to be very important given
tackled this particular issue; we are in urgent need to do that. Some all the changes coming in, Poulsson said. Borromeo said there were
countries have already been using simulators as an equivalency; it’s two key points here. First, there is a need to establish better industry/
time this was included in STCW in the proper way. Not all training academic linkages; as we begin to understand what the global maritime
can be done by virtual means – but some of it can. We need to identify professional looks like. This means that the industry can begin to
what it is, and make sure that it is consistent and that we address any influence the development of individuals in terms of mindset, in terms
fraud issues.” of skillset and ensure that they have the flexibility to learn and cope
with change.
Developing trust
Secondly, “Just as shorebased companies put so much effort and
Despina Theodosiou, CEO, Tototheo Maritime, and President,
money into exposure to HR development, the way people are treated,
WISTA, said that as the industry changes, so too must the way in which
we’ve got to bring that same situation onto the ship. We know the
seafarers are regarded. She believes that the industry has in recent
issues, we’ve faced them over the years, and now we can craft more
years found itself unable to match the expectations of those who were
flexible, all-encompassing programmes that will help define the
interested in seafaring careers, and that the experiences of the last year
characteristics that we intend to see as our maritime professionals
have potentially widened that gap. As a result, “People may look ashore
evolve. If we can do that, it will go a long way in enticing the best and
for stability, better conditions and, I’m sorry to say, more respect.”
brightest of the generation that’s coming up.”
However, as the industry finds itself on the brink of a technological
Ensuring we get the best and the brightest will require a
revolution; increased transparency, increased digitalisation and an
fundamental rethink of the structure of the industry at some levels,
increased focus on decarbonisation and the environment may bring
said Stephen Cotton. “If we want to build a developing employment
about these changes organically. “In future, seafarers will increasingly
opportunity, we have to change the ideological approach of asking
be able to work from shore, as tools emerge to create digitalisation and
‘who’s the cheapest seafarer’.” If that’s part of the rationale, you’re
remote operations. They will be able to handle a range of fuels. They
never going to build an attractive career path. We have to invest in our
will be employed by companies that treat them with respect, because
own future, which includes transfer of costs. It could be that we have
those who do not will find that they will be unable to recruit,” she said.
to upskill; it could be that we need more diverse and different skills
That respect will be a vital component of the industry of the future.
in the engine room, in navigation, in maintenance. If we want the
“We will never be able to get our industry where it is going if we do not
governments of the world to take us seriously, we need stakeholders
trust our seagoing colleagues. There is still too much of a tendency to
from the whole world.”
treat crews from developing countries as third rate citizens. These are
people who will be responsible for regulatory compliance and efficacy
of ever more expensive assets. We need to ensure crews are respected,
understood and supported.”
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Feature: Aground in Suez – in 1977
Aground in Suez –
in 1977
Problems with one threatened to engulf the ship. A decision was made
Paul Wright to try and clear the Canal before the sandstorm hit
of the world’s largest MNM FNI
and reduced visibility. The speed of the ship was
containerships due increased to the maximum permissible in the limited
to high winds and canal space. According to the accident investigation,
A
great deal of attention has recently been
she then ‘experienced steering difficulties in strong
steering characteristics given to the Ever Given – one of the world’s
largest containerships which ran aground winds and struck the east bank in the vicinity of the
– sounds familiar? 155 mm mark. She lost control and grounded at 156.3
in the Suez Canal last month and blocked
one of the most vital waterways in the world. Some km mark’. In fact, there was a major irregularity in the
of the more excitable coverage suggested that this depth of the Canal at the 155 km distance marker.
was a previously unknown event. In fact, it reminded This caused a pressure wave, resulting in the loss
me of an incident some 44 years ago (1977) when of steering control. The Tokyo Bay grounded and
I was a deck officer on the Tokyo Bay – at the time, became fast, her bow embedded in the Eastern Bank.
one of the world’s largest container ships at 3,043 On grounding the Suez Canal was blocked to all
TEU. Like Ever Given, it grounded in the southern traffic. The following ships astern in the South bound
section of the Suez Canal. While the dimensions of
convoy had to stop and use their ‘mooring boats’ to
the ship and the Suez Canal at the time were smaller,
run lines to the side of the Canal.
the vulnerability of the Canal to being blocked by an
incident associated with a single ship was clear. Moving off
Historical background Initial attempts by Tokyo Bay using her powerful
The closure of the Suez Canal between 1967 and engines (80,000 shp) in full astern mode to return to
1975, a result of the Six Day war between Israel and the main channel were unsuccessful. In the following
Egypt in 1967, had a major impact on transportation hours, six tugs from the city of Suez proceeded to
and the development of the Far East container help re-float the ship. After many hours aground and
trades. The first commercial ships made tentative following redistribution of ballast water, the use of
voyages through the Canal immediately following six tugs, full power astern and at high water (an 18
the re-opening but it was not until 1977 that the large inch rise of tide) the Tokyo Bay quietly and slowly
container ships which had been developed during the
re-entered the main channel.
Canal’s closure were permitted to transit, following a
Tokyo Bay made her way to Suez anchorage where
major widening and deepening project funded by the
an underwater inspection was undertaken. The port
World Bank. The Tokyo Bay was one of these larger
vessels, designed for ocean passages, its high speed propellor had been seriously damaged, part of the
(26 knots) and large capacity providing the additional bilge keel had been detached from the hull and there
capacity required on the longer routes. It was only the was substantial bottom damage, particularly at the
second containership owned by Overseas Containers turn of the port bilge. The work required at the Suez
Limited (OCL) to enter the Suez Canal following its anchorage was limited to cutting away the protruding
eight year closure. bilge keel. The Tokyo Bay was allowed to complete its
What happened? round voyage to the Far East and on return to Europe
On 3 March 1977, the Tokyo Bay was southbound on was drydocked in Hamburg for repairs and a new
its inaugural passage through the Suez Canal. As one propellor.
of the faster vessels in the convoy, it was a lead ship of
Recommendations and conclusions
the convoy. This helps avoid bunching and overtaking
In July 1977 a headline article appeared in the The
issues when clear of the Canal. When South bound
the tradition also minimised the navigational Ocean Fleets newsletter No 38 titled ‘Containership in
problems which can occur in the restricted Gulf of the Suez Canal’.
Suez and Red Sea. The article briefly described the incident. It also
The convoy was nearing the southern end of stated the four hazards which were encountered by
the canal when a sandstorm was observed which ships transiting the Suez Canal at that time:

Feature: Aground in Suez – in 1977
(a) Wind;
(b) Steering characteristics (of large twin screw single Tokyo Bay was one of the Liverpool Bay
rudder ships in confined waters); class of containerships developed and
(c) Visibility at bends due to deck stowage of worked within a three nation consortium
containers known as TRIO. Together, the consortium
(d) Bottom and bank irregularities causing substantial operated 12 of what were at the time the
hydrodynamic changes. world’s largest container ships. The OCL
Recommendations made at the time for the safe Tokyo Bay progressing
Far East containership were initially ‘ocean
transit of container ships included: through the Suez Canal,
greyhounds’ traversing the long ocean trade
(a) not transiting the canal with wind speeds in excess March 3rd 1977 (P Wright)
routes between Europe and the Far East.
of 20–25 knots; Following the reopening of the Suez Canal
(b) if the wind rises above 25 knots whilst in transit in 1975 operational procedures and technical
ships to wait at the Great Bitter Lake; aspects associated with the transit of large
(c) the use of electric rather than telemotor steering ships were considered by the Suez Canal
(for quick response of the rudder); Authorities and the ship operators. The
(d) ships trimmed one foot by the stern before commercial importance of re-using the Suez
entering the Suez Canal; Canal was established by the end of 1976.
(e) a conning position will be placed on the Tokyo Bay aground at
The hull design was created by the ‘in
compass platform (monkey island), with helm 156.3 Km mark (P Wright)
house’ naval architects of the Blue Funnel
and revolution indicators and voice pipe to the Line. The design was limited by the
navigating bridge. dimensions of the Panama Canal locks, which
(f) All ships of the TRIO consortia were required to required a maximum ship’s length of 950
maintain echosounder records of transits through feet, breadth 106 feet and draught 42 feet.
the Suez Canal, recording any areas where total The length / breadth ratio was large (9:1)
depth of water was less than 13 metres. compared to present day new builds – the
Lessons for today? length / breadth ratio of the Ever Given is
Operating large containerships in narrow and 6.8:1. The Liverpool Bay class of ships were
constricted waterways can lead to difficulties. originally powered by steam turbine providing
However incidents like those that happened to the a total of 81,000 shp to a twin propellor stern
Tokyo Bay and Ever Given are rare. configuration.
In excess of 7,000 canal transits through the Suez
Canal are made by container ships each year. To
bring a grounded ship back into the main channel
there will be difficulties and challenges. Availability of Removal of the damaged
tugs and salvage equipment are key to re-floating as is port propellor at
the ability of the containership to transfer ballast water Hamburg (P Wright)
and fuel oil. The removal of cargo (containers) is a
last resort. The risks of grounding and its consequent
impact on the global supply chain is always present.
One way to reduce risk would be to complete
the dualling of the Suez Canal ie one channel
northbound, one channel southbound. This would
come at a large cost to the Suez Canal Authority
and international community, but it would have
the advantage of increasing the capacity of the Suez Damage sustained to
Tokyo Bay in floating
Canal, eliminating the need for convoy operations port ‘turn of bilge’ due to
‘dry’ dock, Hamburg
and maintaining the ability to maintain operational grounding (Ocean Fleets)
1977 (P Wright)
service if one channel is blocked by a grounded ship.

Feature: Should the Master always be liable?
Should the Master

always be liable?
and the master is bound to permit him, to conduct the ship, that is, to
Captain Pankaj Kapoor AFNI take charge of the navigation of the ship.”
It can thus be interpreted that when a Master hands over the
conduct of the vessel to pilot then it the Pilot should be legally
W
hile it is widely advocated that Master has sole responsible for their own actions. A Master’s right to interfere is
responsibility for safety and navigation of his vessel, limited to circumstances where there is clear evidence of the pilot’s
there have been many incidents where courts have incapability or incompetence. In the absence of the Pilot, the Master
ruled that, if in error, a pilot must also be held was navigating the vessel, but after embarking the Pilot, Master hands
accountable. This article does not seek to apportion blame; but rather over the conduct of vessel to Pilot. Logically then, pilotage commences
to highlight the circumstances under which ship’s staff work. as soon as a proper Master/Pilot exchange has been effected and
In one of the most recent cases, both the Master and pilot of the thereafter the Pilot is in charge of the conduct of the vessel.
car carrier City of Rotterdam, were found at fault and sentenced to IMO provides further clarification under resolution A 960, which
four months in prison for their involvement in a collision with the makes it clear that everyone on the bridge is responsible for safe
ro-ro Primula Seaways in December 2015. Additionally, the Pilot was navigation while the pilot is on board. While Sec 2.1 states that
asked to pay a sum in court costs, an amount which was covered by his “Presence of Pilot does not relieve the Master and Duty officers from
former employer, Associated British Ports. their obligations towards safety of vessel”, Annex 2 Sec 3 can also be
Command and control interpreted as “Pilot is also not relieved of his/her obligation towards
While it is true that as soon as the pilot boards, Master hands over the safety of vessel”.
control of the vessel, but not the command, it is also true that control Tricky situations
is handed over with the confidence that Pilot has intimate knowledge The Master’s problems during pilotage are further exaggerated when
of the prevailing local currents and conditions. The Master relies on the local language is spoken. How does a Master control a situation
the expertise of the Pilot to take the vessel safely in and out of port. Any where, despite repeated requests, the pilot continues to speak to tugs
breach of that confidence and trust should also be highlighted. in the local language? If an incorrect order results in an accident,
The laws of most countries define a Pilot in very general terms: should the Master be pulled up for it? The ISM manuals and various
Singapore MPA defines a pilot as ‘any person not belonging to a guidelines state that Master should take back the control of vessel.
vessel who has the conduct thereof’, whereas Australia’s Navigation Act How would that be interpreted by Pilot or shore authorities? There
defines Pilot as ‘a person who does not belong to, but has conduct of, a are commercial pressures and no one needs an incident. A difficult
ship’. Indian statute gives a rather more general definition by stating situation indeed for the Master.
that Pilot is ‘a person for the time being authorised by the Government to While an alert Master would make an attempt to normalise the
pilot vessels’. situation on bridge, this may not be always successful and at times
The word which stands out here is ‘conduct’ – something which, may even lead to uncalled for confrontation with the pilot. Shouldn’t
surprisingly, none of these Acts define. Most courts have restricted the pilot with their intricate knowledge of the local conditions and
themselves to the definitions given for ‘Pilots’ in their respective expertise be held responsible for creating a situation whereby the safety
statutes. Some assistance can be derived from Chief Justice Barton’s of vessel is affected?
remarks in the famous case of Fowles v/s Eastern & Australian There are even reports of pilots boarding well after the designated
Steamship co where he stated that: boarding area and leaving well before the pilot disembarkation point
“The master of every vessel not exempt from pilotage, arriving at or off – and God forbid if the Master refuses to accept this practice. There
any port whereat any pilot shall have been appointed for the purpose have been various accidents of vessels in pilotage areas with no pilots
of entering any of the said ports or harbours, shall deliver and give in on board. If this is the case, should the pilot not be responsible for this
charge such vessel to the duly qualified pilot who shall first board or reckless act?
go alongside of such vessel in order to conduct the same into port, and Again, this article is not meant to blame anyone. Pilots too are
such pilot shall if required by such master produce his authority to act human, and susceptible to error. But to blame the Master and ships
as such pilot, and no master of any such vessel shall proceed to sea staff for every ill of the industry is also wrong. It is important to
from any of the said ports or quit his station or anchorage in any port, highlight the strains and pressures on ships’ staff and to ensure that
without receiving on board the harbour master or some pilot appointed they are allowed to work in a stress free environment, and not with a
as aforesaid to move or conduct the said vessel to sea.” Damocles sword hanging over their heads at all times.
In The Andoni, Justice Hill remarked that: “In my opinion a pilot,
prima facie means, to use Lord Tenterden’s words, “A person taken on
Capt Kapoor is Sr Partner at India Law Offices LLP,
board at a particular place for the purpose of conducting a ship through
This is a condensed version of a longer article. The full article is
a river, road or channel or from or into a port.” And where you find that
available on request from the editor
pilotage is compulsory, that, prima facie, means that the pilot is entitled,
28 | Seaways | May 101§ Read Seaways online at www.nautinst.org/seaways

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Nautelex
David Patraiko FNI rounds up the latest news, releases and events affecting the
Î maritime professional throughout the world
CHIRP Annual Digest GloLitter
Î The Confidential Hazardous difficulties they are facing. At CHIRP forced to spend more than a
Incident Reporting Programme Maritime we tried to do something year at sea, working every day Partnership
(CHIRP Maritime) has published the for our colleagues at sea, and and having no prospect of shore
Î Thirty countries have signed
2020 edition of its annual digest. commissioned experts to produce leave, are immense. Add to this
up to a major international
In addition to a collection of all guidance for serving seafarers. their constant worry about the
project that will help reduce
the articles published in Feedback The guidance was published as a safety of their friends and families
marine plastic litter from the
magazines 58 through to 61, the booklet entitled ‘Seafarer wellbeing ashore and it is guaranteed to
during the Covid-19 pandemic’ result in increased levels of stress maritime transport and fishing
publication also features several
additional insight articles published which was widely circulated and fatigue. Whether it will also sectors.
with the assistance of members of within the maritime community lead to an increase in accidents The GloLitter Partnerships
the CHIRP Maritime Advisory Board, and the papers, including medical and incidents remains to be seen Project is implemented by
this year with a particular focus on advice, are reproduced in this but, if it does, we hope the people the International Maritime
seafarer health. Annual Digest – where our Health who investigate such cases will Organization (IMO) and
‘This has been a strange and section appears first to reflect its bear in mind the almost intolerable the Food and Agriculture
disturbing year,’ Captain Alan Loynd importance. pressures on our seafarers.’ Organization of the United
FNI writes in his introduction. ‘We salute all the world’s Both Feedback magazine and Nations (FAO), with initial
‘Our crew change problems have seafarers who have kept trade the annual Digest are available to funding from the Government
still not been resolved, and it is moving despite the difficulties, download free of charge at of Norway via the Norwegian
a tribute to the world’s seafarers and hope you will all soon make www.chirpmaritime.org/digest Í Agency for Development
that they have continued sending it home to your families. The Cooperation (Norad).
us their reports despite all the pressures on mariners who are
The project aims to help the
maritime transport and fishing
Lessons Learnt – cargo checks sectors move towards a low-
Î The latest in the series of the UK Upon arrival at the discharge joints had not been cleaned in plastics future. To achieve this
P&I Club’s free training videos looks port, the hold and manhole preparation of the hatch covers goal, this initiative will assist
at the importance of cargo checks. seals were inspected and found being closed at the load port. developing countries to apply
The animated video, based on a to be intact. Three holds were ‘Improving checks and best practices for prevention,
real-life incident, shows a vessel approved for discharge, but two procedures in our industry will reduction and control of marine
which incurred significant damage were rejected. A bad odour was prevent wasteful and costly plastic litter from those sectors.
to its maize cargo due to a failure reported at the forward end of incidents like this occurring and The project will also look at
to conduct basic checks upon both hatchways and the surfaces this is our key focus’, said Stuart
the availability and adequacy
of the cargo stows in both of the Edmonston, Loss Prevention
completion of loading. of port reception facilities and
rejected cargo holds were found Director at UK P&I Club: ‘We hope
A bulk carrier was fixed to load a their connectivity to national
to be locally mouldy, discoloured these interactive training videos
full cargo of yellow maize in bulk; waste management systems
and caked, with temperatures in can help improve standards and
the previous cargo had been bulk and develop a ‘model port
the affected areas measured at up safety at sea, prompting crew and
fertiliser. On completion of loading, to 63°C. The quantity of damaged ship operators to question if this waste management plan’
all five holds were fumigated cargo was estimated to be about 10 could happen on their ship, and including the concept of
and the holds were then closed, to 12 metric tonnes in each hold. how they can mitigate the risk.’ the circular economy, to be
secured and sealed. During the The pre-discharge inspection Watch the video at https://www. piloted by selected ports from
initial stages of the voyage, the revealed a substantial amount of ukpandi.com/news-and-resources/ participating countries. This
vessel encountered heavy weather, wetted maize kernels and residue videos/article-1234/ Í work is in line with IMO’s Action
with spray and seas shipped on in the drain channels above and Plan to address marine plastic
deck and all hatches covered over a between the cross joint sealing. litter from ships. Í
period of eight days. It was apparent the panel cross
Care must be taken in loading and transporting grain

GOT AN EVENT TO PROMOTE?
Branch activities Let us know at

branches@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 BRANCH
Bridge Team Management: from art to science
Î This webinar, presented by Commodore role: a deck officer who takes responsibility for negative consequences.
Nick Nash FNI, was very well attended, drawing managing the distractions such as alarms and Cdre Nash also discussed effective risk
an audience of 97 people from as far afield as phone calls. management: developing ‘what if...’ scenarios,
Dubai and Tasmania. Cdre Nash opened with A key development was the implementation both possible and unlikely, highlighting
two vastly different videos demonstrating of safety envelopes, designed to give those their importance in planning and briefing.
the difference between art and science. cross-checking a clear point at which to Briefing and debriefing are vital to continual
One showed a lackadaisical ‘one man band’ challenge the navigator using the PACE improvement, not only for learning and training
approach to manoeuvring a ship, while the model (Probe, Alert, Challenge, Emergency) purposes, but, interestingly also for morale.
other demonstrated an aeroplane coming (see Seaways, March 2021). In practice, this Officers from different cruise lines, together
into land, managed by effective procedural might mean a planned speed of 6 kts with a with pilots from many districts, are trained at
checklists and automation and confirmed by safety envelope of 5-7kts. This safety envelope the CSMART Training Centre. Standardised
human cross-checking. builds checks into the procedure and provides training and systems allows them to rapidly
In 2008, after various incidents within the clear points at which the navigator may be develop and demonstrate the ability to
industry, Carnival conducted an evaluation of challenged. Under the old system, it may be function as a well-oiled bridge team. Cdre
their Bridge Team Management (BTM) which led difficult for less-experienced officers to know Nash reiterated how training, technology and
to the systems in use today. This also led to the when to speak up. This can be especially true in CSMART have brought together the ‘science’
development of the CSMART Training Centre busy or stressful situations where a junior officer of bridge team management to produce:
in Amsterdam, and a test management system may consider, wrongly, they are distracting the ‘instrument navigators backed up by visual
within their Safety Management System (SMS). Captain unnecessarily. clues’.
Their goal was an instrument-based, multi- If the vessel is within the safety envelope, The session concluded with some pertinent
navigation system operated by highly trained the captain and pilot aim to keep a watching and searching questions posted in the chat box.
individuals. brief but continue to monitor and cross-check On behalf of the Branch, the Chairman,
Bridge teams led by the Captain will be the actions of the navigator. All communication Captain Ian Mathison, thanked Commodore
familiar. Carnival’s approach is different, is closed loop, including with the Engine Nash for the excellent presentation. Details of
Cdre Nash said. Here, the primary navigator Control Room (ECR). Cdre Nash implemented the next presentation and a link can be found
(commonly a senior officer) is backed-up by a non-verbal closed loop system with the ECR, on the NW NI Branch website.
the co-navigator (a more junior officer) with enabling reduced communications while on Liz Coase MNI
the Captain or operations director keeping standby. The overall aim of this resilient bridge
an overview of the vessel’s safe navigation operation is to create a system where errors can
alongside the Pilot. There is also an admin be detected and managed before they produce
NORTH OF SCOTLAND BRANCH

The international marine salvage industry – an overview
Î March’s online Branch Meeting was open to removal, 10% from Lloyds Open Form and the O A lack of knowledge and trust of the ‘system’
attendees from all UK NI Branches – a first for remainder from other salvage works. amongst shipowners and insurers.
this branch, with 53 people attending. The talk then moved to the ‘stressful’ topic of Mark went on to show a series of case studies
Our speaker, Mark Hoddinott FNI, is a Master Lloyds Open Form (LOF) – the standard ‘no cure where vessels were salvaged initially using
Mariner who after working on various types of no pay’ salvage contract. Since its conception LOF – the most recent being MV Wakashio, a
worldwide shipping in his early career, became in 1898, there have been 12 versions, with the capesize bulk carrier which went aground on
a Salvage Master and spent 15 years leading most recent in 2020. Through LOF, the average a reef off Mauritius in July 2020, breaking in two.
salvage operations around the world. On salved value amounts to US$21 Million, with a Another was the tanker motor vessel Willy
moving out of fieldwork, he worked in various which in 2002 dragged her anchor and hit
corresponding average reward per case of 8.9%
management positions, finally as General the rocks off the Cornish village of Cawsand.
of salved value.
Manager of the International Salvage Union Salvage crews managed to save her despite the
The use of LOF forms has dropped
(ISU), based in London, until his retirement initial threat of an explosion, and she was taken
significantly over the years. In 1982, 289 were
in 2018. He is still retained by a global marine to Falmouth for repairs. These were just two of
used, whereas in 2020 only 43 were completed.
consultancy organisation and is a member many examples, all accompanied with striking
of a UK Government Expert Advisory Group There are a number of reasons for this: photos.
reviewing legacy shipwrecks around the UK O Fewer casualties (a good thing for Mark went on to outline all the personnel
coast. everybody); who make up the salvage teams. He put a big
The salvage sector is of considerable O Modern communications, meaning it is easier emphasis on the importance of teamwork and
commercial importance. The annual revenue to negotiate alternative contracts than it was camaraderie between the members. Intuition
from salvage and associated works is currently in the past; and inventiveness is also high on the list as no
some US $485 million. Nowadays almost 60% O Too many salvors/consultants/operators; two jobs are identical. Thinking outside the box
of this total revenue is generated from wreck O A perception that LOF is expensive; is often required.

Branch activities
In the final section of the presentation, Mark This was a fascinating topic which all and resources that are required to clear up any
looked at a series of wreck removals – the work attendees enjoyed, but some of it is very of these incidents.
which makes up the majority of today’s salvage sobering. It highlights the one position in which Our thanks to Mark for his time and
industry. all mariners would dread to find themselves, presentation.
Mark had photographs (and stories) of a and starkly brings home the amount of damage John Reid AFNI
few incidents from over the years showing the
ingenious methods of removal.
One of those was the Coral Bulker which in
IBERIA BRANCH
December 2000, in rough seas, was anchored
and waiting to enter Viana do Castello harbour
(Portugal). At 2300hrs, the ship hit the outside
Shiphandling
harbour wall. Its bilge was severely damaged Î The Iberian Branch of The Nautical including ULCCs, VLGCs, VL car carriers and
and the starboard side tank No.4 and the Institute held its 4th meeting (the first of cruise ships, using time lapse videos to
engine room were flooded. The removal 2021) online on 31 March. We managed to demonstrate the pilotage of large vessels
strategy consisted of cutting the wreck into attract 60 participants from across the branch inwards to the various terminals in Barcelona.
pieces, then hoisting the cut sections over the area, stretching from the north coast of Spain It was very interesting to view the ECDIS
rocky slope of the harbour wall and onto the to the Canary Islands and from Lisbon in the history played back in synchronisation with
wall, where they could be cut up safely for a west to the Balearic Islands in the east. the video and overlaid with engine orders
complete removal. The subject of the meeting was ship and heading/speed information. Captain
Over the years, there have been a number handling and presented in two parts. Captain Josep pointed out that one of his colleagues
of game changers where incidents have been Eduardo Costa gave an introduction to his had created a useful app which also included
so major that they have brought about change publication Tratado de Maniobra & Tecnología wind load and bollard pull information to
within the marine industry as a whole. The Naval. His presentation was augmented by assist the pilot.
names will be familiar to everyone: the Torrey screenshots of key pages with very detailed All in all a very successful meeting,
Canyon (Scilly Isles), Braer (Shetland), Sea sketches. conducted in three languages, and a good
Empress (Milford Haven), Rena (New Zealand), Captain Josep Costa followed, giving pointer towards future meetings.
and most famous and expensive of all, Costa practical examples of handling large ships, Captain Mark Bull FNI
Concordia.
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Letters
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Colregs and the narrow channel
Î I was delighted to find a learned collision between two vessels that To say crossing on a steady When training seafarers,
article called Supreme Court Rules are on crossing courses and a steady bearing is unfortunate. One precision is all. I do not doubt the
on Colregs (Seaways, April 2021). bearing.” (my emphasis). vessel may be turning to port erudition of the writers, only their
As Messrs Dwyer, Henniker-Major This is a little sloppy. MCA and another passing by on the phrasing.
and Drummond say, it is a rare examiners would tear a candidate starboard side. The relative bearing Tony Browne MNI
thing for us to get a Supreme Court asunder for saying this. Rule 7 may be steady but the compass
ruling on a Colreg issue. specifically includes as a means bearing closing without risk of
I felt really let down in the of ascertaining if risk of collision collision.
very last paragraph where the occurs: Rule 7(a) ii is not to be used as
authors write: “It has now settled ‘7(d)i such risk shall be deemed an excuse here as this only applies
that in the vicinity of the end of a to exist if the compass bearing of when at very close range and
narrow channel the Crossing Rules an approaching vessel does not has not been relied upon in the
are to apply where there is a risk of appreciably change.’ description above.
Wind propulsion
Î We call on all maritime practical, robust, scalable and 1. Establish a Multi-Stakeholder 3. Ensure a ‘level playing field’
industry decision-makers and the economically viable solutions – a International Working Group is created and maintained for
entire shipping community to dozen large ocean-going vessels to evaluate and quantify wind all power systems, removal of
fully assess and utilise all will be in operation by the end of propulsion’s potential market and non-market
available power solutions that Q1, 2021, along with 20+ small sail contribution to decarbonise the barriers as well as fair and
deliver the necessary deep, swift cargo and small cruise vessels. global fleet in the face of the balanced allocation of R&D
cuts in carbon emissions over the The potential exists for 20-30% climate emergency. Promote the finances and resources in the
next decade commensurate with of the global fleet’s energy potential from a hybrid approach future.
responding to the climate requirement to be delivered by to decarbonisation with wind 4. Do more and go beyond the
emergency. To that end, readily wind systems. By adopting wind propulsion fully integrated current narrow fuel-centric
available and proven wind solutions as part of a hybrid together with operational and approach by adopting a fully
propulsion solutions must be propulsion approach, vessel vessel optimisation measures integrated alternative
integrated at the very heart of owners and operators can along with eco-fuels. propulsion approach to
decarbonisation deliberations. substantially deliver on the initial decarbonisation pathways and
2. Launch a Comprehensive
Direct wind propulsion level emission savings targets for policy.
Strategic Review of shipping
provides an abundant, free 2030, thus providing a critical Doing so will create a
industry decarbonisation efforts
energy, immediately and component and step for achieving proportionate, measured
in the context of the climate
uniquely suited to and accessible the 2050 target. A UK Government- strategy that is absolutely
emergency. Covering all criteria,
to shipping worldwide without commissioned study forecasts up essential to achieving the
designations and databases/
the need for costly land-based to 45% penetration of wind industry emissions targets.
resources being used, this review
infrastructure or logistics technologies into the global fleet We believe that wind
by 2050. A key EU-commissioned would incorporate wind propulsion systems must be fully
investment. Wind technology
report on wind estimates up to propulsion into all calculations integrated within this strategy to
helps de-risk shipping from its
dependency on bunker fuels. 10,700 installations are possible by and include a full life cycle help achieve decarbonisation as
Emerging alternative fuels come 2030, including roughly 50% of analysis of all alternative quickly as possible and that this
with multiple challenges – cost, bulkers and 67% of tankers alone. propulsion systems and fuels so will be broadly welcomed by the
availability, density and quality Wind propulsion reduces that the industry can fully shipping industry.
and wind propulsion decouples demand, cost and power storage appreciate the merits of each International Windship
shipping somewhat from these requirements for the next proposed system. The review Association
huge uncertainties around generation of alternative fuels, should quantify all externalities www.wind-ship.org
whatever ‘flavour’ eco-fuel is which further helps to accelerate including infrastructure
adopted. and enable the take-up and development and production
Whatever size or type of cost-efficiency of these alternative costs of all alternative propulsion
commercial vessel, wind-assist or fuels. Therefore, we call on all systems and fuels along with
primary wind propulsion systems shipping industry decision-makers their direct and indirect climate
quickly provide credible, to: impacts.

Letters
Enclosed and dangerous spaces

Î I would like to thank and power washed. I was working author’s comments re the difficulty the ongoing fatalities due to
congratulate Fransisco Juarrero alone at some distance from my of access to some enclosed spaces unsafe atmosphere in enclosed
for his excellent article on Entry colleagues, reaching into a space while wearing Self-Contained and dangerous spaces, the main
into Enclosed Spaces (Seaways at the corner of two deep web Breathing Apparatus (SCBA), emphasis in legislated training is
April 2021). I particularly concur floors when I felt the sudden and having watched experienced on the ‘mechanics’ of rescue, rather
with the section “Risk assessment very rapid onset of dizziness. I was highly trained shoreside than training for the recognition
is not risk removal”. Back in the extremely lucky that I was able firefighters getting into difficulties of the risks, by both management
1960s I myself was once almost to quickly extract myself only a when conducting combined level and lower ranks, so that
overcome by toxic fumes while few metres to cleaner air. In those training exercises with ship’s crew. personnel are less likely to enter
employed as an apprentice on a days we were not equipped with An extended airline direct to the a dangerous atmosphere in the
crude oil tanker. One of our jobs personal gas monitors, but the face mask from an BA bottle would first place. This article would form
was to manually clear the last speed with which the gas affected allow easier passage through an especially useful basis for such
of the crude oil sludge from the me and that such a small pocket narrow openings, but there is no training.
bottom of the large tanks which of gas could be so deadly were requirement for ships to carry such Capt John Simpson AFNI
had been tested and classified lessons I have never forgotten. equipment.
‘gas-free’ after they had been I would also endorse the It still bothers me that despite
Saying No: Easier said than done!

Î In his letter ‘Overwork: past time advantages. If additional crewing waiting vessels. I am familiar with instantly dismissed unless he did
to say no’ (Seaways, March 2021) is one of the solutions, it would some isolated cases where the so. There is even more likelihood
John Lewis raises the onboard involve substantive changes to Master has actually anchored the of this sort of pressure occurring
overwork and fatigue issues that international law which would not vessel after leaving port so that a today as many Masters and senior
have been causing concern in the be easy to achieve. Even if it could seriously fatigued crew, in breach officers are even more vulnerable
shipping industry for some time. be achieved it would probably not of ILO rules, can have some rest. and fearful of losing their jobs.
However, his solution that simply help a fatigued master who after This happens rarely. The great majority of such crew
saying ‘no’ when required to work arriving in port has to face dozens Third, even though command members today originate from
very long hours and/or if seriously of agents, officials, surveyors etc. provides a firm legal basis for countries, especially in Asia, Africa,
fatigued, is easier said than before he or she can finally get saying ‘no’ under circumstances South America and Eastern Europe
done. There are now a number some rest. where ship safety is involved, with cultures that have great
of operational, commercial and Secondly, under recent, widely- actually doing this is far from easy. respect for, or fear of, authority and
cultural aspects at play which are accepted ILO rules the hours of Ships are today in almost constant, find it difficult to make the hard
very different from earlier times. work/rest are now legally set out. direct contact with their operators decisions that might be expected.
Firstly, under long-established They are reasonable rules that, and commercial pressures are In other words, these persons are
IMO rules the crewing certainly, look good on paper. considerable. Such pressures uncomfortable in ‘bucking the
requirements for vessels are set out Such rules are similar to those will be placed on any Master system’ and will sail in order to
without taking into consideration prescribed in aviation where an who attempts to slow or retard satisfy their employer, charterer or
the vessel’s trade. In other words, aircraft cannot fly if a flight crew the vessel’s progress regardless port authority – even against their
the deck officer complement of a has exceeded its permitted hours of what reason. It is not simply better judgement. This may well be
large tanker that berths in ports or until a new flight crew is made a matter of having the courage the cause of a number of maritime
six time per year, is basically the available. Of course, shipping to face or reject such pressures. accidents today. But saying ‘no’ is
same as for a large container is very different. In many cases This is not a recent or modern simply not as easy as it might have
ship that will make hundreds of today ships with crews that have problem either. In 1953 the British been in earlier days.
port calls, often close together, exceeded ILO requirements will passenger ferry Princess Victoria Prof Capt Edgar Gold FNI
in a year. Obviously, fatigue and proceed, even if they may not sank with heavy loss of life when
overwork is much more likely on wish to do so, as the berth in the Master sailed the unseaworthy
the container ship. Smaller vessels port will be urgently required by vessel after being told he would be
in coastal services with many
port calls are even more likely
to have this problem as they are
permitted to have a smaller officer
complement under international
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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
IMO International Maritime Prize
Congratulations to Peter Hinchliffe OBE FNI, Chairman of the Executive
Board of The Nautical Institute, who has been presented with the IMO’s
International Maritime Prize 2019. The prize is awarded annually by
IMO to an individual or organisation judged to have made a significant
contribution to the work and objectives of the Organization.
Presenting the prize in the IMO’s first ever online award ceremony,
IMO Secretary-General Kitack Lim acknowledged the pivotal role that
Mr Hinchliffe had played in the work of IMO in his long career. ‘He ensured
that the interests of shipowners were always promoted whilst recognising
the need for change and advancement in the environmental and safety
aspects of shipping.’
Mr Hinchliffe, former Secretary-General of the International Chamber
of Shipping (ICS), said he was truly humbled to receive the International
Maritime Prize, recognising the award ‘as a recognition of the contribution
that ICS made and continues to make to the work of the IMO.’
Mr Hinchliffe praised the friendship, openness and spirit of cooperation
he experienced at IMO. He ended by advocating for an end to crew travel
restrictions and urged high priority for vaccination for seafarers across
all IMO Member States, as well as for IMO continuing its work on the
reduction of greenhouse gas emissions from ships.
Welcome to our new members

The Nominations Committee has nominated the following for election by Council:
Associate Fellow Sharma, B Captain/Master (India Bowman, S W Mr/1st Officer / SDPO Malhotra, G Captain/Survey
(North)) (UK/Humber) Manager (Australia - WA)
Bannister, J Mr/Regional Manager Silva, N H N Captain/Master (Sri Boyle, F Miss/Marine Surveyor (UK/ Malone, C A Mr/Third Mate (US
(New Zealand) Lanka) London) North East Coast)
Burgess, A Mrs/Senior Manager (US Smolyakov, A Mr (Ukraine) Bulumulle Henapolawatte, S R Manaloor Simonkutty, S Mr/
North East Coast) B Mr/Technical Superitendent Technical Superintendent (Australia
Subramanian, A Captain/Vice
Burley, M Mr/Director of Operations Principal (India (South West)) (Australia - WA) - WA)
(UK/London) Cardozo, S A Captain/Vice President Martis, C J Mr/Chief Officer / SDPO
Wasantha, Y L Captain/Senior
Conceição, V F P Cmdr/Lecturer, Deputy Harbour Master (Sri Lanka) (India (West)) (India (West))
researcher (UK/London) Chettiar, R Mr/Marine Manager Merdas, D L Capt/Master /Chief
Conev, I C Captain/Assistant Upgrade to Associate Fellow (Australia - WA) Mate / SDPO (Poland)
Professor (Bulgaria) Chikhalikar, M C Mr/Chief Officer Najem, N M Captain/Master (UAE)
Deslarzes, M A Mr/CEO (UK/London) Dhyani, A Captain/Master (India (India (South)) Nehru, M Mr/Master DPO (Indonesia)
Grant, G D Mr/Marine Support (North West)) Chitseko, T Mr/Deck Officer (UK/ Pedisic, M Mr/Pilotage Support
Manager (UK/North Scotland) Jonsson, V O Captain/Master (UK/ London) Officer (UK/London)
Hernandez, M Captain/Master (US London) Daveta, S V Mr/3rd Engineer (New Selvam, T Mr/Marine
West Coast) Mendoza, V A Captain/ (Panama) Zealand) Superintendent (South East
Hettiarachchi, T D Captain/Master Olubowale, A O Capt/Master Dehiwaththage, E R Mr/Chief Ofiicer Australia)
(Sri Lanka) (Nigeria) (Sri Lanka) Sheargold, C W Mr/Master (UK/
Hussey, R Mr/CEO (UK/Solent) Pierce, A K M Captain (UK/South Deli, S Mr/DPO (Ukraine) London)
Khan, A A Captain/Master (CAN/ West England) Earle, L Mrs/Superintendent (CAN/ Søyland, E Mr/Master/SDPO
British Columbia) Shirshin, P Captain/Master (Iberia) British Columbia) (Philippines)
Mackie, P Captain/Master (UK/ Skeparnias, G Captain/Marine Fernandes, B F Captain (CAN/British Stelmakh, K Mr/DPO (Ukraine)
Central Scotland) Superintendent (Greece) Columbia) Tait, E G Mr/Deck Officer (Australia
McAllister, H A Captain/Manager Slack, D C L Captain/Port Captain Goble, M C Mr/Deck Officer (UK/ - NSW)
Marine Compliance (US Gulf (UK/London) London) Tsekov, T S Mr/OOW (Bulgaria)
(Florida)) Smith, J R Mr/Vice President (CAN/ Gunaratnam, P Mr (Sri Lanka)
Mokashi, P P Captain/Master (India British Columbia) Hagan, R Mr/2nd Officer (UK/North Associate Member
(South)) East England) Dickinson, A J Mr/Deck Cadet (UK/
Naik, H Mr/ Category Manager Member Huamanchumo, O E Mr/2nd Officer North East England)
(Singapore) (Panama) Grant, S Ms/Manager (US North East
Aftaniuk, A Ms/2nd Officer (Ukraine)
Oliveira Ribeiro, J Captain/Master Iyer, K G Mr/2nd Officer (India Coast)
(Brazil) Alim, A A E F A E Mr/Chief Mate (West)) Koleda, E Mr/Nautical and maritime
Palmers, A Captain/Master (Cyprus)
Jamison, K L Lt/First Lieutenant (UK/ transport engineering (Baltic States)
(Netherlands) Alyami, G M Mr/Marine Operations NW England & N Wales) Loney, K J P Mr/Student (Trinidad &
Papa, J M Captain/Marine Safety Supervisor (UAE) Tobago)
Kadegis, M C Mr/2nd Officer (UK/
Consultant (Philippines) Anjorin, R B Mr/Seaman (Nigeria) Central Scotland) MacMahon, N L Miss/Cadet (UK/
Ratnayake, D Mr/Surveyor (Sri Asmah, E K Mr/Assistant Principal Kanarsh, Y Captain/Marine pilot London)
Lanka) Supervisor (Ghana) (Ukraine) Robson, L A Mr/Deck Cadet (UK/
Rayen, C P Captain/Consultant (Sri Bagot, M Mr/3rd Officer (UK/NW Knies, J Mr/Lecturer (Netherlands) North East England)
Lanka) England & N Wales) Koltsov, M Captain/Master SDPO Scopazzi, S Ms/ (US West Coast BM/
Safir, Á L Captain/Master (Brazil) Baso, I Capt/Master (Indonesia) (Ukraine) Cal Maritime)
Samuels, S Captain/Nautical Belin Millot, M E Mr/Master (Mexico) La Terra Bellina, D Mr/Chief Mate Victoire, M V Miss/ (UK/Solent)
Manager (South Africa) Bin Jusoh, M F Mr/Master (Malaysia) (Malta) Zieliński, L K Mr/ (Poland)
*Signifies members who have rejoined

Obituary
Obituary
HRH the Duke of Edinburgh
HRH the Duke of Edinburgh, who died this month aged 99, played a
huge role in UK public life, both as the longest serving royal consort
in history, and as a leading figure in the naval and maritime life of the
nation.
He joined the Royal Navy as a cadet at 17, passing out of Dartmouth
at the beginning of 1940 after eight months’ training. He enjoyed his
time at the college, receiving the King’s Dirk and the Eardley Howard
Crocket prize for best Cadet of his entry.
From Dartmouth, he was appointed to HMS Ramillies in the
Indian Ocean, escorting troops from Australia to Egypt, followed by
appointments to HMS Valiant in the Mediterranean and HMS Wallace,
escorting coastal convoys off the east coast of the UK before being
dispatched to the Mediterranean to support the invasion of Sicily in
July 1943.
As First Lieutenant of the destroyer HMS Whelp, he was present in
Tokyo Bay in September 1945 for the formal Japanese surrender – the
last act of World War 2. He spent the next 3½ years ashore at various
Naval establishments helping to train new sailors and petty officers, as
well as studying at the Naval Staff College in Greenwich – interspersed
with his marriage to Princess Elizabeth in November 1947.
In October 1949, Prince Philip returned to sea as First Lieutenant
of destroyer HMS Chequers in the Mediterranean. He was promoted
to Lieutenant Commander in July 1950, and given his first sea-going
command of the anti-submarine frigate HMS Magpie.
While the Duke of Edinburgh’s active naval career ended as a HRH the Duke of Edinburgh (portrait by Chen Yan Ning)
commander in January 1953, after almost 14 years, he was promoted Credit: Trinity House
Honorary Admiral of the Fleet and added the title of Captain General “We discussed possibilities and agreed to participate in a completely
of the Royal Marines in June of the same year – a position he held until new supplementary publication entitled Nautical Review. To launch the
December 2017. He continued to take an active interest in both the first issue captain Sir George Barnard approached His Royal Highness
Royal Navy and maritime affairs more generally. The Duke of Edinburgh who was The Master of Trinity House to ask
He was elected Master of Trinity House in 1969; a position he held if he would kindly agree to write an introduction to the first edition
until 2011, making him the longest-serving Master in the Corporation’s which came out in March 1977.
history. As Master, his appreciation of the need for routeing and “It is worth quoting part of this introduction which embraces
marking gave strong support to Trinity House to drive the Maritime that wider perspective so typical of his deep understanding of the
Buoyage System through IALA in record time. He was also a strong changing nature of maritime affairs.
supporter of the need for DGPS as a backup alternative for satellite “Ships of all kinds have become more sophisticated and specialised,
navigation. He encouraged the expansion of the Merchant Navy the control and management of shipping and trade has become more
Scholarship Scheme, and the restructuring of the Trinity House complicated, the intervention of national Governments is more direct,
maritime charity. and whole areas of the sea space, formally the exclusive preserve of the
mariner, have been invaded by the oil men and underwater engineers.
He also played a significant role in the creation of The Nautical
Their much cherished freedom of the seas is also invaded by extended
Institute itself, and was known to be a keen – if not always appreciative
national fishing limits, economic zones and other doubtless very necessary
– reader of the MARS reports. Julian Parker FNI, writes:
restrictions.
“The first public meeting to discuss the need for a professional body
…interested parties need to know what is going on in all the very
for qualified mariners took place in Trinity House on 10 December 1969
different but inter-related areas of maritime business.”
when 174 Masters, pilots, navigating officers and some naval officers
“This authoritative statement circulated to all readers of Lloyds List
supported the motion to establish such a body. and The Nautical Institute members was a definitive moment in the
“At this meeting Captain Sir George Barnard, then Deputy Master Institute’s development as it put paid to the narrow sectional interests
of Trinity House generously agreed to act as chairman of the working and explained the need for a much wider outlook.
group set up to prepare a formal constitution to establish The Nautical “The Duke of Edinburgh was our first Honorary Fellow and when his
Institute which was formally registered in 1972. certificate was presented by our then President Captain Colin Rhodes
“During that period active opposition to such a move was everybody stood up and clapped for a long time. It was a very moving
orchestrated by an alliance between the shipowners organisation, occasion.”
the unions and the Department of Transport. Those early years were With thanks to the Royal Naval Historical Branch, Trinity House,
anything but plain sailing. Julian Parker OBE FNI and Philip Wake OBE FNI

Branch Secretaries and development contacts
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Capt Peter Rasmussen AFNI Prof. Masao Furusho, MNI www.nautinst.org/singapore Mr David Byrne FNI
Queensland
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Peter Murday MNI
plr@bimco.org Mobile 81 90 5362 2858 Tel: : +65 9879 8606 Mob: +44 (0)7703 49 00 63
mobile: +61 418 745501 david.byrne@flag-c.com
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EGYPT North of Scotland
SE Australia Capt Eslam Zeid, AFNI MALAYSIA SOUTHERN AFRICA John Reid AFNI
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Patrick Walsh AFNI eslamzeid@gmail.com Subramaniam FNI Ms Yvette de Klerk AMNI NW England and N Wales
Tel: +61 437 681 277 Tel: + (60)-012 3582 485 Tel: +27 84 482 4444 Dr Christopher Haughton, FNI
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SE Australia (ACT) laura.burden1@hotmail.com
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Mob: +995 577 221677 Keith.jayasuriya@gac.com
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m.akhaladze@gmail.com MALTA
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www.nisea.org Mr Ruurdt Jukema MNI nisolentbranch.secretary@gmail.com
GERMANY geraldine.spiteri@gmail.com
Captain Peter Martin FNI Tel: + 597- 485594 South West England
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Seaways

May 2021 www.nautinst.org

The International Journal of The Nautical Institute

Are you a sea going member of the NI?

The Nautical Institute is looking for members to share their opinions

For sponsorship opportunities, please

Comment & Opinion 16 EEXI update Reporting back

06 Bridge Watchkeeping 26 Aground in Suez – in 1977 33 Letters

Seaways is posted to all Institute

“ There is no room for blind trust!”

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

The Nautical Institute is looking for:

2 | Seaways | May 2021 Read Seaways online at www.nautinst.org/seaways

Read Seaways online at www.nautinst.org/seaways May 2021 | Seaways | 3

4 | Seaways | May 2021 Read Seaways online at www.nautinst.org/seaways

Agenda for the AGM

Update on matters related to

Election of Council members

Election of Members to the

Election of Vice Presidents

Presentations of awards Certificates of Fellowship and other awards

1300 Close of business

Read Seaways online at www.nautinst.org/seaways May 2021 | Seaways | 5

A new approach We expect people to use these books as reference

6 | Seaways | May 2021 Read Seaways online at www.nautinst.org/seaways

Read Seaways online at www.nautinst.org/seaways May 2021 | Seaways | 7

will find satisfying 40

and rewarding. This port to undertake

you through all the include dry docking.

help you learn to serve the main priority will

as a competent bridge Removes false targets

watchkeeping officer. navigation will be the

“Before we start, approaching ship

it might be useful to when the ship is leaving

discuss what a ship does necessary to confirm

d on radar and the

target acquire Tanks sounded, draughts t

activities or disciplines combined with taking

needed to operate it. on stores, will be

These are as follows: THE NAUTICAL INSTITU

Navigation the engine department,

8 | Seaways | May 2021 Read Seaways online at www.nautinst.org/seaways

Ed Verbeek Lining up for a lock

Read Seaways online at www.nautinst.org/seaways May 2021 | Seaways | 9

In the story of my pilotage in darkness, I gave an example of how

10 | Seaways | May 2021 Read Seaways online at www.nautinst.org/seaways

Read Seaways online at www.nautinst.org/seaways May 2021 | Seaways | 11

Anchors and anchoring

reports as many as 200 incidents a year due to vessels dragging or losing

12 | Seaways | May 2021 Read Seaways online at www.nautinst.org/seaways

Read Seaways online at www.nautinst.org/seaways May 2021 | Seaways | 13

research and development. Some stakeholders are recommending that

14 | Seaways | May 2021 Read Seaways online at www.nautinst.org/seaways

Maritime security is an increasing concern for the shipping

Read Seaways online at www.nautinst.org/seaways May 2021 | Seaways | 15

use that reserve power. This is to be expected – and will be particularly

16 | Seaways | May 2021 Read Seaways online at www.nautinst.org/seaways

Mariners’ Alerting and

MARS 202123 Lessons learned

Branch activities Let us know at