NAUTILUS - KBZ CRMB · 2017. 12. 29. · Nautilus, maart 2014 77 Dredging International nv Haven...

Nautilus, maart 2014 73

NAUTILUSmaart

mars

Maandblad van hetKoninklijk Belgisch Zeemanscollege v.z.w.

Revue mensuelle duCollège Royal Maritime Belge a.s.b.l.

Zetel / Siège:Stella MarisItaliëlei 72 - 2000 Antwerpen

Permanent secretariaat / Secrétariat permanent:

dinsdag en donderdag / mardi et jeudi:09-12 h & 14-17 h

Mw. Caroline SmitsTel.: 03-233.34.75 / Fax: 03-232.29.10

E-mail: [email protected]

Website: www.kbz-crmb.be

Bankrekening / Compte bancaire:416-6095341-49IBAN: BE97 4166 0953 4149BIC: KREDBEBB

BTW-nummer / Numéro TVA:BE 0410.000.192

Raad van Bestuur / Conseil d’Administration2013

Voorzitter / Président:A. Pels

Ondervoorzitters / Vice-Présidents:A. Annaert, I. De Cauwer*, D. Vanderplasschen

Schatbewaarder / Trésorier:D. Vanderplasschen

Secretaris-generaal / Secrétaire-généralJ.Cuyt

Raadsleden / Membres du Conseil:T. Aga*, P. Boyens*, T. Coornaert*, J. Cuyt, J. De Bock*, M. De Cocker, F. Doomen*, C. Lacroix*, C. Maerten,W. Mazijn, J. S’Jegers*, R. Van Damme*, H. Van Herendael*, K. Van Overloop*

Bestuurssecretaris / Secrétaire de direction:J. Gleissner

* varend lid / membre naviguant

Lidgeld / Cotisation: e 75,00Studenten HZS / Etudiants ESN: e 40,00 Steunend lid / membre soutenant: e 55,00Abonnement : e 55,00 (excl. BTW)

Alle artikels worden gepubliceerd onder deverantwoordelijkheid van de auteurs en vertolken niet noodzakelijk de mening van het KBZ

Tous les articles sont publiés sous l’entièreresponsabilité de leurs auteurs et ne reflètentpas nécessairement la conception du CRMB.

Omslag / Couverture:Monochromie van/de “Dover Lighthouse”aquarel van / aquarelle deAndré Paquet

Verantwoordelijke Uitgever / Editeur Responsable:

KBZItaliëlei 722000 Antwerpen

2014105 de jaar

ème année

INHOUD / SOMMAIRE

LEDEN / MEMBRES

Nieuwe leden / Nouveaux membres (feb.):

Werd voor de tweede maal voorgesteld en aanvaard:

A été présenté en seconde lecture et accepté:

Lorenz MOORTGAT (effectief lid)

Werd voor de eerste maal voorgesteld:

A été présenté en 1ère lecture:

Kevin DEPUYDT (effectief lid)

Overlijden

Wij vernamen (laattijdig) het overlijden van ex-KBZ-lid Kapt. Leo Doolaege, kapitein ter

lange omvaart. Kapt. Doolaege werd geboren te Gent op 12 februari 1923, en overleed op 8

september 2013 in de ouderdom van 90 jaar.

Het KBZ biedt aan de familie zijn oprechte gevoelens van medeleven aan.

AGENDA

Maandelijkse lunch maartLunch mensuel mars

donderdag, 20 maartjeudi, 20 mars

omà

12h00

Causerie HZS / ESN dinsdag, 25 maartmardi, 25 mars

omà

19h30

Bestuursvergadering aprilRéunion du conseil avril

dinsdag, 1 aprilmardi, 1 avril

omà

19h30

Ledenvergadering aprilRéunion des membres avril

dinsdag, 1 aprilmardi, 1 avril

omà

20h00

Maandelijkse lunch aprilLunch mensuel avril

donderdag, 17 apriljeudi, 17 avril

omà

12h00

• KBZ / CRMB - Verslag maandelijkse vergadering 76

• Open Forum / Forum ouvert - Issues that affect masters on board 78

• Koopvaardij / Marine Marchande - Exmar 81

• Bemanningen - Zeelieden hebben groot ongevalrisico 82

• Port News - Recordoverslag haven Antwerpen 84 - Molenbergnatie 85

• Shortsea Shipping - Met 136,9 miljoen ton nieuw record 86

• Veiligheid - Adrift at sea 88 - Maritime Maisie 90

• Scheepsrampen / Sinistres Maritimes - Faut-il encore un accident pour faire avancer les lois? 92

• Piraterij / Piraterie - Very little piracy in the gulf of Guinea 94 - Nigerian piracy “Highest in 5 years” 96

• Scheepsbouw / Construction Navale - Pegasis 98

• Containers - Do we need a cap on box-ship size? 100

• Zeerecht / Droit Maritime - BIMCO 2013 102

• De Belgische vlag van toen / Le pavillon Belge autrefois 104

• Causerie 106

• Vacature - Exmar shipmanagement 107

74 Nautilus, maart 2014

C

M

Y

CM

MY

CY

CMY

K

DRUK-CLB_advertentie_zeemanscollege_105x148mm_zw_V2.pdf 1 26/11/12 14:19

Nautical charts & publicationsSafety equipment

Navigation equipment

Oude Leeuwenrui 372000 Antwerpentel: 03/213.41.70

email: [email protected]


Dat is de kracht achter Jan De Nul Group’s grote succes. Dankzij

de gedrevenheid en betrokkenheid van zijn werknemers en de

hypermoderne vloot is de groep marktleider in bagger- en

mariene werken, alsook in gespecialiseerde diensten voor

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De groep is bovendien een belangrijke speler in de civiele

bouwsector en de milieusector.

Onze professionele en innovatieve oplossingen genieten het

vertrouwen van de industrie. Of het nu gaat om de bouw

van nieuwe sluizen in het Panamakanaal of om de bouw van

een nieuw havencomplex in West-Australië, samen met onze

klanten bouwen we op een verantwoorde manier mee aan

verdere economische ontwikkeling.

www.jandenul.com

JAN DE NUL GROUP

34-36, Parc d’Activités Capellen

8308 Capellen I Grand Duchy of Luxembourg

T +352 39 89 11 F +352 39 96 43 I [email protected]

Mensenenkennis van zaken


KBZ CRMBKBZ CRMB

VERSLAG MAANDELIJKSE VERGADERING (4 februari 2014) RAPPORT REUNION MENSUELLE (4 février 2014)

_________

Op de maandelijkse ledenvergadering van dinsdag, 4 februari 2014, stonden o.m. volgende onderwerpen op de agenda: Leden Werd voor de 2de maal voorgesteld en aanvaard: Lorenz Moortgat (effectief lid) Werd voor de 1ste maal voorgesteld: Kevin Depuydt (effectief lid) Jaarlijkse Algemene Vergadering De JAV van het KBZ zal plaats vinden op dinsdag, 11 maart 2014 om 19u00 in de Captain’s Lounge (Club VVW), om 20u00 gevolgd door het jaarlijks diner (zelfde locatie als vorig jaar). Tyfoon Haiyan De oproep tot steun aan de zeelieden/slachtoffers van de tyfoon Haiyan op de Filippijnen heeft € 571,08 opgebracht, waarvan € 250,00 van het KBZ. Dit bedrag zal via veilige kanalen aan de slachtoffers worden overgemaakt. The European Nautical Platform SG J.Cuyt woonde een vergadering bij in Antwerpen van de ENP, een overkoepelende vereniging van Europese havendiensten, zoals: loodsen, sleepdiensten, meerdien-sten, havenkapiteinsdiensten en scheepskapiteins. Zie verslag in Nautilus. Maritime career path mapping SG J.Cuyt woonde eveneens een voorstelling bij van een Europese studie over het carrière verloop van Europese zeelieden. Zie verslag Nautilus. Private & commercial yachting Kapt. Tim Heiremans, die meerdere jaren als kapitein voer op megayachts, brengt verslag uit over de moeilijkheden die de sector te wachten staat met de invoering van de MLC2006. Gezien de eigenheid van de sector is het immers onbe-gonnen werk om deze schepen aan te passen aan de regels van de conventie, en dit zowel op het vlak van de arbeidstijden als van accommodatie.

Lors de la réunion mensuelle des membres du mardi 4 février 2014, les sujets suivants étaient à l'ordre du jour: Membres A été présenté en seconde lecture: Lorenz Moortgat (membre effectif) A été présenté en première lecture: Kevin Depuydt (membre effectif) Assemblée Générale Annuelle L'AGA du CRMB se tiendra le mardi 11 mars 2014 à 19h00 dans les locaux du Captain's Lounge (Club VVW) et sera suivie à 20h00 du dîner annuel (même endroit que l'année passée). Typhon Haiyan L'appel d'aide aux marins/victimes du typhon Haiyan aux Philippines a permis de collecter 571,08 euros dont 250 euros venant du CRMB. Ce montant sera transmis aux victimes par des moyens sécurisés. The European Nautical Platform Le SG J. Cuyt participa à une réunion de l'ENP à Anvers. C'est une association qui regroupe des services portuaires Européens comme les pilotes, les services de remorquage, les services de lamanage, les capitaineries de ports et commandants de navires.(cf. rapport dans le Nautilus) Maritime career path mapping Le SG J. Cuyt participa également à la présentation d'une étude Européenne sur les évolutions des carrières mari-times en Europe.(cf. rapport dans le Nautilus) Private & Commercial Yachting Capt.Tim Heiremans qui a navigué plusieurs années comme capitaine sur les mégayachts nous fait part des difficultés que rencontrera ce secteur dès la mise en appli-cation de la MLC2006. En raison des spécificités de ce secteur il est quasiment impossible d'envisager d'adapter ces navires au nouvelles règles de la convention, tant sur le plan des horaires et temps de travail que sur les accomodations. Traduction Néerlandais > Français par Marc Sohie

VERSLAG MAANDELIJKSE VERGADERING (4 februari 2014)RAPPORT REUNION MENSUELLE (4 février 2014)


Dredging International nvHaven 1025 - Scheldedijk 30 B-2070 Zwijndrecht, Belgium T +32 3 250 52 11F +32 3 250 56 [email protected]

Creating land for the future

DEME: duurzame oplossingen voor morgen.Met 150 jaar ervaring, een uitgebreide, moderne vloot en meer dan 4000 specialisten, heeft DEME alle expertise in huis om elk bagger- en waterbouwproject, hoe complex ook, perfect af te werken.

adv Nautilus.indd 1 3/01/14 09:19


OPEN FORUM FORUM OUVERTOPEN FORUM FORUM OUVERT Wat te denken van…? Que penser de…?

ISSUES THAT AFFECT MASTERS ON BOARD THE SHIP

_________

by Captain John Dickie Secretary-General IFSMA

I thought that to start the year we would look at certain issues that really affect the master on board the ship. The masters cannot operate the ship by themselves: they need a crew that has the professional competence to operate the ship at the highest level of efficiency and effectiveness. It would appear at times there is a chasm between the papers the crew hold and the reality of operating the ship. Of course, the master, as always, is ultimately held responsible for the ship, the cargo and the crew. The question is how much one person can actually achieve, if the crew supplied do not meet the expectations. This is not to say that companies and manning agencies do not do a good job. The ones who do are not spoken of as they get on with the work, but what about when ships are detained by port state control, or tankers fail SIRE (Ship Inspection Report) inspections? It would appear that no matter what is said at IMO and other bodies the final decisions and changes to shipping will take place on board the ship. The final analysis is about those on board and how they cope with the workload. We may have hours of work and rest regulations from the STCW and MLC, but are they being rigidly enforced on board? Seafarers are very resourceful people and have a work ethic of getting the job done. Give them a problem and they will fix it, not with one eye on the clock regarding hours of work and rest, as they are very much aware the shipowner needs the ship to operate on a 24/7/365 basis and are conscious that having the ship off-hire because the crew have to rest will seem somewhat difficult to reconcile. But there needs to be a solution found somewhere and perhaps as the figures become available there can be a focus on the repetition of deficiencies in respect of this topic. One very important aspect is in respect of how we operate ships and the length of contracts for those on board. In the 21st century should we be expecting crew members to sign contracts that can take them away from home for half a year or more? As a young man I saw crews joining a ship for an eighteen-month contract. How do you motivate someone who will be on board that length of time? It is a marathon of survival and of ticking of each day in a countdown to going home. Worse still was watching the officers’ work a contract, going home on leave, and then returning to the ship for a new contract. Motivation is difficult to achieve under such circumstances. Apart from the duration of contracts, there must be a questioning of the training and certification of everyone on board. The 95 STCW Code and the 2010 Manila Amendments were supposed to achieve a level playing field so that everyone was trained to the same high standard and that training has reverted back to competence-based achievement. The next few years will show whether this has been achieved or not. If it does not work and becomes another paper exer-cise then there will be major problems for everyone. At this time, I am not invoking the blame game, it is a statement of fact and it is time to look at what is taking place and how changes can be achieved to raise expectations. Project Horizon was a major breakthrough and this is now moving to the next phase by the implementation of the MARTHA project (see http://www.safety4sea.com/martha-fatigue-at-sea-17228) taking things forward. IFSMA is a stakeholder in this project and has been giving a lot of support to this work. But individual research will not achieve the desired result. Tackling fatigue is a major factor in reducing accidents and inci-dents, but there needs to be a more holistic approach to the whole spectrum of crews and their needs in the 21st century. This brings us back to what is needed from the IMO Secretary General Koji Sekimizu and his vision are to be applauded. The support for this vision and the work it entails should be central to the direction in which the IMO is taking. One of the core issues here is that the IMO and its perception by the crews on board ships vary greatly. This needs to be addressed and the profile of how the IMO is viewed by seafarers needs to be improved. This has been identified and work is in progress.

ISSUES THAT AFFECT MASTERSON BOARD THE SHIP

OPEN FORUM FORUM OUVERT Wat te denken van…? Que penser de…?

ISSUES THAT AFFECT MASTERS ON BOARD THE SHIP

_________

by Captain John Dickie Secretary-General IFSMA

I thought that to start the year we would look at certain issues that really affect the master on board the ship. The masters cannot operate the ship by themselves: they need a crew that has the professional competence to operate the ship at the highest level of efficiency and effectiveness. It would appear at times there is a chasm between the papers the crew hold and the reality of operating the ship. Of course, the master, as always, is ultimately held responsible for the ship, the cargo and the crew. The question is how much one person can actually achieve, if the crew supplied do not meet the expectations. This is not to say that companies and manning agencies do not do a good job. The ones who do are not spoken of as they get on with the work, but what about when ships are detained by port state control, or tankers fail SIRE (Ship Inspection Report) inspections? It would appear that no matter what is said at IMO and other bodies the final decisions and changes to shipping will take place on board the ship. The final analysis is about those on board and how they cope with the workload. We may have hours of work and rest regulations from the STCW and MLC, but are they being rigidly enforced on board? Seafarers are very resourceful people and have a work ethic of getting the job done. Give them a problem and they will fix it, not with one eye on the clock regarding hours of work and rest, as they are very much aware the shipowner needs the ship to operate on a 24/7/365 basis and are conscious that having the ship off-hire because the crew have to rest will seem somewhat difficult to reconcile. But there needs to be a solution found somewhere and perhaps as the figures become available there can be a focus on the repetition of deficiencies in respect of this topic. One very important aspect is in respect of how we operate ships and the length of contracts for those on board. In the 21st century should we be expecting crew members to sign contracts that can take them away from home for half a year or more? As a young man I saw crews joining a ship for an eighteen-month contract. How do you motivate someone who will be on board that length of time? It is a marathon of survival and of ticking of each day in a countdown to going home. Worse still was watching the officers’ work a contract, going home on leave, and then returning to the ship for a new contract. Motivation is difficult to achieve under such circumstances. Apart from the duration of contracts, there must be a questioning of the training and certification of everyone on board. The 95 STCW Code and the 2010 Manila Amendments were supposed to achieve a level playing field so that everyone was trained to the same high standard and that training has reverted back to competence-based achievement. The next few years will show whether this has been achieved or not. If it does not work and becomes another paper exer-cise then there will be major problems for everyone. At this time, I am not invoking the blame game, it is a statement of fact and it is time to look at what is taking place and how changes can be achieved to raise expectations. Project Horizon was a major breakthrough and this is now moving to the next phase by the implementation of the MARTHA project (see http://www.safety4sea.com/martha-fatigue-at-sea-17228) taking things forward. IFSMA is a stakeholder in this project and has been giving a lot of support to this work. But individual research will not achieve the desired result. Tackling fatigue is a major factor in reducing accidents and inci-dents, but there needs to be a more holistic approach to the whole spectrum of crews and their needs in the 21st century. This brings us back to what is needed from the IMO Secretary General Koji Sekimizu and his vision are to be applauded. The support for this vision and the work it entails should be central to the direction in which the IMO is taking. One of the core issues here is that the IMO and its perception by the crews on board ships vary greatly. This needs to be addressed and the profile of how the IMO is viewed by seafarers needs to be improved. This has been identified and work is in progress.


One issue on this topic is that no matter what the best of intentions are, it is difficult to visualize the reality of working on board ships and the demands placed on those on board and especially those who achieve command. If there is no change in how the criminality of the seafarer is progressing and the exposure that those who seek senior ranks on board place themselves, we might see that there will be a difficulty in finding people who want to assume senior rank and the personal dangers under international and national law. This could be a precursor to the automated or remotely operated ship. An interesting article appeared in Lloyds List on the 13 January 2014, “Jones Act may hold the key to OSG [Overseas Shipholding Group] renaissance.” It is an interesting read in the fact that the company may be saved, in some form, due to it having ships operating under Jones Act requirements. Perhaps other countries should be looking at this and taking note as one of the central parts of this act is having the crews operating the ships being nationals of the country or permanent residents of the country.* Excerpt from SIDELIGHTS Feb. 2014 - Published by the Council of American Master Mariners, Inc. *Characters in bold by the Nautilus’ editor

De redactie aanvaardt met dank alle commentaar op de artikels onder de rubriek “Open Forum” La rédaction accepte avec reconnaissance tous commentaires concernant les articles sous la rubrique « Forum Ouvert »

Maandelijkse KBZ-lunch

Zin in een gezellige lunch, niet duur (€ 28,00 all-in), met oude(re) en jonge(re) collega’s? Kom dan naar de “Captain’s Lounge”, Beatrijslaan 27 – 2050 Antwerpen( linker-oever) op

donderdag, 20 maart en 17 april 2014 van 12u00 tot 14u00

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nautilus_2014.indd 1 2/01/2014 15:26:12

KOOPVAARDIJ MARINE MARCHANDE

EXMAR _________

Long-term commitments for LPG’s EXMAR LPG has been awarded Statoil ASA’s (TICKER: STL.NO) Time-Charter requirement for 2 environment-friendly 38,000 m³ (Midsize) LPG newbuildings intended for LPG trading within North West Europe. Both performing vessels are part of EXMAR LPG’s existing orderbook and are being built at Hanjin Subic Bay. The duration of each Time-Charter is for a period of minimum 5 years up to maximum 10 years basis delivery within 2016. EXMAR LPG has further extended with Potash Cor-poration of Saskatchewan (ticker: POT) the Time-Charters of LIBRAMONT (38,455 m³ - built 2006) and SOMBEKE (38,447 m³ - built 2006) for a period of 10 years each. The vessels will be utilized for the transportation of anhy-drous ammonia. These long-term commitents with leading industrial com-panies confirm EXMAR’s de-dication to the Midsize seg-ment and are a recogition of the highest standard of its operations.

Shipspotting.com Photographer: Paul Sullivan EXMAR and PRE Announce Order for barge-based Floating LNG Regasification Unit EXMAR NV (“EXMAR”) (Euronext: EXM) and Pacific Rubiales Energy Corp. (“PRE”) (TSX: PRE; BVC:PREC; BOVESPA: PREB), through its fully own affiliate Pacific Midstream Holding Corp, are pleased to announce the ordering of a barge-based floating LNG regasification unit (“Unit”) under a 50/50 joint venture. The Unit will be constructed by Wison Offshore & Marine (“Wison”) at its shipyard in Nantong, China. Delivery of the Unit is anticipated in the fourth quarter of 2015. Negotiations for a long term charter are ongoing and an award is expected by mid-2014. Nicolas Saverys, CEO of EXMAR stated: “We are honoured to place this order together with our partner PRE, with whom we have already developed the Floating LNG Liquefaction and Storage Unit “Caribbean FLNG” that is currently under construction. We strongly believe this innovative and flexible barge-based regasification concept will further increase the competitiveness of LNG compared to other energy types. By adding a floating storage unit we can customize the storage size and overall availability to specific project requirements." Ronald Pantin, CEO of PRE commented: “With this order for a next generation floating regasification solution, PRE and EXMAR are well positioned to serve the LNG global markets”. EXMAR Press Releases – 06.02.14 EXMAR LPG disposes of 2 older LPG vessels EXMAR LPG (the Joint Venture between EXMAR and Teekay LNG PARTNERS) is pleased to announce the sale of the Very Large Gas Carrier FLANDERS HARMONY (85,826 m³ - 1993 built) and the Midsize Gas Carrier TEMSE (35,754 m³ - 1994 built). TEMSE is expected to be delivered to its new owners by the end of the first quarter 2014 and FLANDERS HARMONY in the course of the second quarter 2014. The capital gain realized by EXMAR for its 50% share in EXMAR LPG will be approximately USD 10.4 million. This transaction will generate for EXMAR LPG net cash proceeds of around USD 30.0 million. The gradual sale of older tonnage coincides with the forthcoming deliveries of EXMAR’s more efficient Midsize newbuildings. These deliveries will substantially increase the company’s ability to support its customers with a competitive quality fleet based on innovative designs. EXMAR LPG has increased its participation of 33% in the time-charter in of BW TOKYO (83,300m³ - 2009 built) and BW KYOTO (83,300 m³ - 2010 built) to 50 % in both vessels. In addition, BW LPG and EXMAR agreed that the BW TOKYO will be commercially operated by EXMAR from end March onwards. EXMAR Press Release – 17.02.14


KOOPVAARDIJ MARINE MARCHANDEKOOPVAARDIJ MARINE MARCHANDE

EXMAR _________

Long-term commitments for LPG’s EXMAR LPG has been awarded Statoil ASA’s (TICKER: STL.NO) Time-Charter requirement for 2 environment-friendly 38,000 m³ (Midsize) LPG newbuildings intended for LPG trading within North West Europe. Both performing vessels are part of EXMAR LPG’s existing orderbook and are being built at Hanjin Subic Bay. The duration of each Time-Charter is for a period of minimum 5 years up to maximum 10 years basis delivery within 2016. EXMAR LPG has further extended with Potash Cor-poration of Saskatchewan (ticker: POT) the Time-Charters of LIBRAMONT (38,455 m³ - built 2006) and SOMBEKE (38,447 m³ - built 2006) for a period of 10 years each. The vessels will be utilized for the transportation of anhy-drous ammonia. These long-term commitents with leading industrial com-panies confirm EXMAR’s de-dication to the Midsize seg-ment and are a recogition of the highest standard of its operations.

Shipspotting.com Photographer: Paul Sullivan EXMAR and PRE Announce Order for barge-based Floating LNG Regasification Unit EXMAR NV (“EXMAR”) (Euronext: EXM) and Pacific Rubiales Energy Corp. (“PRE”) (TSX: PRE; BVC:PREC; BOVESPA: PREB), through its fully own affiliate Pacific Midstream Holding Corp, are pleased to announce the ordering of a barge-based floating LNG regasification unit (“Unit”) under a 50/50 joint venture. The Unit will be constructed by Wison Offshore & Marine (“Wison”) at its shipyard in Nantong, China. Delivery of the Unit is anticipated in the fourth quarter of 2015. Negotiations for a long term charter are ongoing and an award is expected by mid-2014. Nicolas Saverys, CEO of EXMAR stated: “We are honoured to place this order together with our partner PRE, with whom we have already developed the Floating LNG Liquefaction and Storage Unit “Caribbean FLNG” that is currently under construction. We strongly believe this innovative and flexible barge-based regasification concept will further increase the competitiveness of LNG compared to other energy types. By adding a floating storage unit we can customize the storage size and overall availability to specific project requirements." Ronald Pantin, CEO of PRE commented: “With this order for a next generation floating regasification solution, PRE and EXMAR are well positioned to serve the LNG global markets”. EXMAR Press Releases – 06.02.14 EXMAR LPG disposes of 2 older LPG vessels EXMAR LPG (the Joint Venture between EXMAR and Teekay LNG PARTNERS) is pleased to announce the sale of the Very Large Gas Carrier FLANDERS HARMONY (85,826 m³ - 1993 built) and the Midsize Gas Carrier TEMSE (35,754 m³ - 1994 built). TEMSE is expected to be delivered to its new owners by the end of the first quarter 2014 and FLANDERS HARMONY in the course of the second quarter 2014. The capital gain realized by EXMAR for its 50% share in EXMAR LPG will be approximately USD 10.4 million. This transaction will generate for EXMAR LPG net cash proceeds of around USD 30.0 million. The gradual sale of older tonnage coincides with the forthcoming deliveries of EXMAR’s more efficient Midsize newbuildings. These deliveries will substantially increase the company’s ability to support its customers with a competitive quality fleet based on innovative designs. EXMAR LPG has increased its participation of 33% in the time-charter in of BW TOKYO (83,300m³ - 2009 built) and BW KYOTO (83,300 m³ - 2010 built) to 50 % in both vessels. In addition, BW LPG and EXMAR agreed that the BW TOKYO will be commercially operated by EXMAR from end March onwards. EXMAR Press Release – 17.02.14

EXMAR


BEMANNINGEN EQUIPAGESBEMANNINGEN EQUIPAGES

Dokter Van Damme leerde van zijn varende patiënten

ZEELIEDEN HEBBEN GROOT ONGEVALRISICO

_________

Van de slachtoffers van arbeidsongevallen in de zeevaart komt 56% om door verdrinking. En van alle gerapporteerde ongevallen in dezelfde sector kent één op de duizend een dodelijke afloop; dat is 6,5 tot 10 maal meer dan aan wal. Daarmee kent de zeevaart een hoger ongevalrisico dan de bouwsector. Alleen de visserij scoort nog slechter. En van de ziektegevallen bij zeelui is 15,7% gerelateerd aan voeding en 11,2% zijn luchtwegen-infecties. Maar er is minder astma en er zijn minder allergieën onder zeelui; wel meer longkankers omdat er op zee meer wordt gerookt. Bij werktuigkundigen komt daar nog longvlieskanker bij onder invloed van asbest in hun werkomgeving.

Dr. Jacques Van Damme

Dat zijn enkele bevindingen van dokter Jacques Van Damme die van 1986 tot 1994 arbeidsgeneesheer was voor de Belgische Koopvaardij en van 1994 tot 2010 dezelfde functie vervulde voor het varend personeel in overheidsdienst; rivierloodsen en zeeloodsen. Voordien werkte hij als huisarts in Hemiksem. Hij heeft ook eenenveertig wetenschappelijke publicaties op zijn naam staan. Zijn bevindingen als arbeidsgeneesheer bundelde hij in een lezing: “Wat heeft de dokter geleerd van zijn varende patiënten – Een terugblik op maritieme geneeskunde”. Die terugblik deelde hij met de Mercatorkring, dinsdag 11 februari in het clubhouse RYCB op Antwerpen-LO Dr. Van Damme stelt vooraf dat ziekten onder zeevarenden over de ganse wereld vergelijkbaar zijn en eigen zijn aan het beroep. In zijn praktijk hadden 33,5% van de varenden die bij hem op consultatie kwamen, een ongeval gehad. Aan dek werden 53,9% van alle ongevallen genoteerd; 17,1 procent in de machinekamer. Armen en benen bleken daarbij de meest kwetsbare lichaamsdelen; respectievelijk 42% en 35,3%. Kneuzingen waren goed voor 31,8% van alle letsels, breuken 24,6% en 21,7% van de slachtoffers toonde open wonden.

Veel heffen en tillen aan boord veroorzaken lage rugpijn en 34% van de zeelui op consultatie klaagden over knieletsels die een orthopedische ingreep vereisten. Ook pees- en slijmbeursontstekingen zijn veel voorkomende ziekten op zee. Loodsen nooit ziek Als oorzaken voor stress-gerelateerde gezondheidsklachten wees dr. Van Damme op de structurele job-onzekerheid in de zeevaart. Maar ook de grote verantwoordelijkheid, vermoeidheid, eentonigheid, eenzaamheid, lawaai en trillingen aan boord die door motoren worden veroorzaakt, eisen hun tol. Uit het klachtenlijstje waarmee hij als bedrijfsarts werd geconfronteerd citeerde hij ook de weersinvloeden, eventueel ongedierte aan boord en culturele verschillen onder de bemanningen. En dan had hij het nog niet over alcoholmisbruik dat kan evolueren van een pro-alcoholische fase waardoor al prikkelbaarheid ontstaat, tot een kritieke en chronische fase leidend tot controleverlies en arbeidsongeschiktheid. Dr. Van Damme had als bedrijfsarts bij de maritieme diensten van de overheid ook loodsen onder zijn patiënten. Over hen getuigde hij dat ze zich nooit ziek melden en “geen stress” veinzen. “Ze hebben een grote beroepseer, leggen een grote dienstbaarheid ten opzichte van hun klanten aan de dag maar vertonen ook individualistische trekjes”,

Meer dan 33% van de ongevallen in de zeevaart gebeurt bij werk aan dek

aldus Jacques Van Damme die bij deze groep toch hartritmestoornissen door gestoorde slaap en gebrek aan rust vaststelde naast maagzweren, hepatitis A en overgewicht. Een op de twee loodsen had al een ongeval op het werk en 5% kwam al in het water terecht. Post-traumatische stress zijn ook geen uitzondering bij loodsen die een stranding of aanvaring hebben meegemaakt. JG

ZEELIEDEN HEBBENGROOT ONGEVALRISICO

BEMANNINGEN EQUIPAGES



_________











_________










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DE START van een BOEIENDE CARRIERE

De vraag naar hoogopgeleide koopvaardijofficieren is groot. Ook de vraag van de maritieme industrie naar ex-zeevarenden overtreft ruimschoots het aanbod. Goedbetaalde tewerkstelling is dus zowel tijdens als na de vaartijd verzekerd! De Hogere Zeevaartschool is de enige hogeschool in België die hiervoor de gepaste opleidingen (in het Nederlands en in het Frans) aanbiedt: Bachelor & Master in de Nautische Wetenschappen Bachelor in de Scheepswerktuigkunde Geïnteresseerd in een boeiende maritieme carrière? Bezoek onze website www.hzs.be voor meer informatie.


PORT NEWS (1)PORT NEWS (1)

RECORDOVERSLAG HAVEN VAN ANTWERPEN BEVESTIGD

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De definitieve jaarcijfers van de haven van Antwerpen zijn nog beter dan verwacht en bevestigen het nieuwe overslagrecord. Een groei van 3,6 procent. De haven van Antwerpen heeft vorig jaar 190.849.079 ton goederen behandeld. Dat is een stijging van 3,6 procent in vergelijking met 2012. Het overslagrecord dat eind 2013 werd verwacht, wordt met deze definitieve cijfers nog iets scherper gesteld. De overslag van vloeibaar massagoed is de stuwende kracht achter de groeicijfers van 2013, de overslag van containers kende als gevolg van de economische crisis een lichte terugval. Met de komst van de 14.074 TEU grote ‘CSCL Jupiter’ zet de Antwerpse haven het nieuwe jaar alvast goed in. China Shipping is na MSC, Maersk Line en Cosco de vierde rederij die ultra large container ships naar Antwerpen stuurt.

© Gemeentelijk Havenbedrijf Antwerpen Vloeibaar massagoed De overslag van vloeibaar massagoed steeg de afgelopen 12 maanden met 31,4 procent tot 59.493.776 ton. De aan- en afvoer van aardoliederivaten zat met +34,8 procent stevig in de lift en strandde op 43.129.916 ton. Ook de behandeling van chemicaliën en ruwe aardolie ging fors omhoog. Ruwe aardolie steeg met 83,4 procent tot 4.680.763 ton. Chemicaliën gingen dan weer met 9,7 procent vooruit en eindigden op 11.203.776 ton eind 2013. Droog massagoed De behandeling van droog massagoed daalde met 24,8 procent tot 14.376.834 ton. Deze krimp is grotendeels toe te schrijven aan een daling in de overslag van kolen (-62 procent tot 2.178.213 ton). Containers en breakbulk Het containersegment vertoont zowel in tonnen als in aantallen een kleine afname. Het aantal behandelde containers in TEU zakte lichtjes (-0,7 procent) en strandde op 8.578.269 TEU. In tonnage gaat het over een daling van 1,7 procent, goed voor een overslag van 102,3 miljoen ton na 12 maanden. Het roro-verkeer daalde met 4,9 procent tot 4.562.397 ton. Het aantal behandelde auto’s daarentegen steeg wel, met 4,8 procent tot 1.299.961 stuks. Het conventioneel stukgoed ging het afgelopen jaar in de min (-7,4 procent) en noteert een overslag van 10.090.138 ton. Zeeschepen De voorbije 12 maanden liepen er 14.220 zeeschepen de haven van Antwerpen aan. Dat is 2,3 procent minder in vergelijking met dezelfde periode van vorig jaar. De bruto tonnenmaat steeg echter wel, met 3,5 procent tot 329.636.387 BRT. Het aantal ulcs (ultra large container ships, +10.000 TEU) schepen klokte vorig jaar af op 198 schepen, 31 meer als het jaar voordien. Deze groei is uitsluitend toe te schrijven aan de categorie +13.000 TEU schepen. Port of Antwerp – Radar 57 – februari 2014

RECORDOVERSLAGHAVEN VAN ANTWERPEN BEVESTIGD


PORT NEWS (2)

MOLENBERGNATIE DRAAISCHIJF VOOR 85.000 TON RUWE KOFFIE

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Marc Balduyck Antwerpen is als haven de grootste opslagplaats voor koffie ter wereld. Er liggen op elk moment van het jaar zo‟n 250.000 ton aan ruwe koffiebonen gestockeerd. Of 55 miljard kopjes koffie. We zeggen nu eenmaal nooit neen, stelt Yvan Rombouts, de voorzitter van de Belgische Koffiefederatie.

Foto: Port of Antwerp De haven van Antwerpen heeft enkele tijd geleden een internationale marketingcampagne gelanceerd waarbij de uitgesproken klantgerichtheid van de havenbedrijven geaccentueerd wordt. Onder de slogan “Everything is possible at the port of Antwerp” wordt met name de can-do mentaliteit van de haven in de verf gezet. Het is ons grootste sterkte, stelt Luc Arnouts, de chief commercial officer van het Antwerpse Havenbedrijf. In de campagne worden in 30 gekozen thema‟s telkens een overzicht geboden van het totale dienstenaanbod van de haven. Zo ook de koffiesector. “De vlotte verhandelingen op jaarbasis van 500.000 ton aan koffiebonen zorgt ervoor dat Antwerpen effectief de belangrijkste opslagplaats voor koffie is ter wereld. Hier liggen de facto op elk moment 250.000 ton opgeslagen”, zegt Ivan Rombouts. “België heeft ook het ideale klimaat om koffie op te slaan en de „neen is geen antwoord‟-attitude zorgt ervoor dat Antwerpen steeds een totaaloplossing kan aanbieden aan de klant.” Een van de belangrijkste pijlers onder de koffiehandel is de Molenbergnatie. In de magazijnen van de natie liggen zo‟n 45.000 ton ruwe koffiebonen opgestapeld. Elk jaar passeren liefst 85.000 ton bonen de installaties van het bedrijf. “Onze magazijnen zijn modern uitgerust teneinde de opslag van koffie op de best mogelijke manieren te laten gebeuren”, zegt commercieel manager Matthias De Smedt. In de logistieke behandeling van de ruwe koffie is oa. een strikte kwaliteitscontrole ingebouwd. In dit opzicht hebben twee internationaal notoire grondstoffenmarkten, de LIFFE in Londen en ICE in New York Antwerpen officieel geaccrediteerd. De Molenbergnatie is onlangs overigens verkocht aan de Frans-Zwitserse groep Louis Dreyfus Commodities. Een en ander volgt op de verkoop van de holding Bomar rond Cor Boonstra die de natie mee controleerde. Naast de Molenbergnatie zijn ook Pacorini, Vollers, Katoen Natie, CWT, C. Steinweg en Durme Natie belangrijke spelers in de koffiemarkt. De hele sector kan in dit opzicht 1 miljoen vierkante meter aan opslagruimte aanbieden. Made in Metropool – 20.02.14

PORT NEWS (2)

MOLENBERGNATIEDRAAISCHIJF VOOR 85.000 TON RUWE KOFFIE


SHORTSEA SHIPPINGSHORTSEA SHIPPING

MET 136,9 MILJOEN TON NIEUW RECORD BEHANDELDE TONNAGE IN VLAAMSE HAVENS

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Shortsea Shipping is sterk opgeveerd na het crisisjaar 2012: in 2013 werd in de vier Vlaamse havens 2.7 miljoen ton meer behandeld dan het jaar voordien. Bovendien werd de tonnage van het recordjaar 2011 van de tabellen geveegd met 1.6 miljoen ton meer behandelde cargo.

Dit blijkt uit cijfers die zijn vrijge-geven door het Promotie-bureau Shortsea Shipping Vlaanderen. • De shortsea trafiek in de Vlaamse

havens steeg met 136.890.712 ton in 2013 iets meer dan 2% t.o.v. 2012 (134.115.483 ton).

• De tonnage van het vorige record-jaar 2011 werd met 1.21% overstegen.

• Het aandeel van het shortsea transport tegenover de globale trafiek in de Vlaamse havens bedroeg 52,36%.

• De SSS-trafiek steeg in Antwer-pen, Gent en Zeebrugge.

• Oostende verloor trafiek door het wegvallen van de verbinding met het VK.

In absolute cijfers werd eind december 2013 een totaal van 136.890.712 ton behandelde shortsea cargo genoteerd voor de 4 havens samen. - Met 89.013.336 ton shortsea lading heeft Antwerpen het grootste pakket. Er was een sterke stijging t.o.v. 2012 met 3.004.211 ton (+ 3.5%) - De haven van Gent kende met 17.261.437 ton shortsea lading een lichte groei van 189.569 ton (+ 1.1%) t.o.v. 2012. - Zeebrugge had met 28.812.609 ton een stijging van bijna 3.5% of 957.553 ton cargo meer behandeld. - De haven van Oostende viel terug op een shortsea trafiek van 1.803.330 ton, door het stopzetten van Trans-Europe Ferries in april 2013 (-56.7%). Het % shortsea t.o.v. de totaal behandelde lading (shortsea én deepsea) verschilt uiteraard van haven tot haven. Oostende scoort bijna 100%. Antwerpen heeft als meer in het hinterland gelegen haven 46.6% shortsea lading. Gent en Zeebrugge halen respectievelijk 66.5 % en 67.2%. Het groot belang van shortsea shipping voor de vier Vlaamse havens samen wordt ook geïllustreerd door het aandeel van liefst 52,36% in alle behandelde maritieme tonnage samen. In tonnage en % uitgedrukt dus belangrijker dan het deepsea verkeer. In het recordjaar 2011 was dit exact 51%. Shortsea verankert zich steeds sterker in onze havens. Het promotiebureau heeft statistieken over de shortsea cijfers verzameld vanaf 1999: sinds dat jaar vertoont de evolutie een forse groei van 54.7 %, van 88.5 naar 136.9 miljoen ton. Deze fikse stijging toont aan dat shortsea een duurzaam en perfect geïntegreerd onderdeel van de globale co-modale of synchro-modale Europese transportketen is geworden. Shortsea op de kanalen en binnenwateren (zee-rivier) vertoonde 2 facetten. Op het Zeekanaal Brussel-Schelde werden 876.134 ton shortsea goederen vervoerd (een daling van 330.658 ton of -27 % t.o.v. 2012). Voor het Albertkanaal werden 300.152 tonnen genoteerd (een stijging van 78.299 ton of +35 % t.o.v. 2012). Opvallend is dat 84% op het Zeekanaal import lading is. Op het Albertkanaal is bijna 2/3 export cargo. De zee/rivier schepen hebben een zeer belangrijke troef: ze brengen de lading ver landinwaarts, vaak tot op een laad/losplaats dichtbij de klant. Promotie Shortsea Shipping Vlaanderen - Persbericht 07/ 02/ 2014

MET 136,9 MILJOEN TON NIEUW RECORDBEHANDELDE TONNAGE IN VLAAMSE HAVENS


SHORTSEA SHIPPING

MET 136,9 MILJOEN TON NIEUW RECORD BEHANDELDE TONNAGE IN VLAAMSE HAVENS

_________

Shortsea Shipping is sterk opgeveerd na het crisisjaar 2012: in 2013 werd in de vier Vlaamse havens 2.7 miljoen ton meer behandeld dan het jaar voordien. Bovendien werd de tonnage van het recordjaar 2011 van de tabellen geveegd met 1.6 miljoen ton meer behandelde cargo.

Dit blijkt uit cijfers die zijn vrijge-geven door het Promotie-bureau Shortsea Shipping Vlaanderen. • De shortsea trafiek in de Vlaamse

havens steeg met 136.890.712 ton in 2013 iets meer dan 2% t.o.v. 2012 (134.115.483 ton).

• De tonnage van het vorige record-jaar 2011 werd met 1.21% overstegen.

• Het aandeel van het shortsea transport tegenover de globale trafiek in de Vlaamse havens bedroeg 52,36%.

• De SSS-trafiek steeg in Antwer-pen, Gent en Zeebrugge.

• Oostende verloor trafiek door het wegvallen van de verbinding met het VK.

In absolute cijfers werd eind december 2013 een totaal van 136.890.712 ton behandelde shortsea cargo genoteerd voor de 4 havens samen. - Met 89.013.336 ton shortsea lading heeft Antwerpen het grootste pakket. Er was een sterke stijging t.o.v. 2012 met 3.004.211 ton (+ 3.5%) - De haven van Gent kende met 17.261.437 ton shortsea lading een lichte groei van 189.569 ton (+ 1.1%) t.o.v. 2012. - Zeebrugge had met 28.812.609 ton een stijging van bijna 3.5% of 957.553 ton cargo meer behandeld. - De haven van Oostende viel terug op een shortsea trafiek van 1.803.330 ton, door het stopzetten van Trans-Europe Ferries in april 2013 (-56.7%). Het % shortsea t.o.v. de totaal behandelde lading (shortsea én deepsea) verschilt uiteraard van haven tot haven. Oostende scoort bijna 100%. Antwerpen heeft als meer in het hinterland gelegen haven 46.6% shortsea lading. Gent en Zeebrugge halen respectievelijk 66.5 % en 67.2%. Het groot belang van shortsea shipping voor de vier Vlaamse havens samen wordt ook geïllustreerd door het aandeel van liefst 52,36% in alle behandelde maritieme tonnage samen. In tonnage en % uitgedrukt dus belangrijker dan het deepsea verkeer. In het recordjaar 2011 was dit exact 51%. Shortsea verankert zich steeds sterker in onze havens. Het promotiebureau heeft statistieken over de shortsea cijfers verzameld vanaf 1999: sinds dat jaar vertoont de evolutie een forse groei van 54.7 %, van 88.5 naar 136.9 miljoen ton. Deze fikse stijging toont aan dat shortsea een duurzaam en perfect geïntegreerd onderdeel van de globale co-modale of synchro-modale Europese transportketen is geworden. Shortsea op de kanalen en binnenwateren (zee-rivier) vertoonde 2 facetten. Op het Zeekanaal Brussel-Schelde werden 876.134 ton shortsea goederen vervoerd (een daling van 330.658 ton of -27 % t.o.v. 2012). Voor het Albertkanaal werden 300.152 tonnen genoteerd (een stijging van 78.299 ton of +35 % t.o.v. 2012). Opvallend is dat 84% op het Zeekanaal import lading is. Op het Albertkanaal is bijna 2/3 export cargo. De zee/rivier schepen hebben een zeer belangrijke troef: ze brengen de lading ver landinwaarts, vaak tot op een laad/losplaats dichtbij de klant. Promotie Shortsea Shipping Vlaanderen - Persbericht 07/ 02/ 2014

De haven van Antwerpen, de tweede grootste van Europa en draaischijf van de Vlaamse en Belgische economie. Goed voor 61% van de toegevoegde waarde van de Belgische havens en meer dan 145.000 jobs. De toegangspoort tot Europa, een plek waar voortdurend wordt geïnvesteerd in duurzame groei en innovatie. Een slimme haven met snelle en kosten-ef� ciënte multimodale verbindingen naar alle Europese industriële en commerciële centra. Een haven met een hoogstaande dienstver-lening, waar mensen het verschil maken, een haven ‘where Everything is Possible.’

www.portofantwerp.com

POA-1221_Advertentie Nautilus.indd 1 5/12/13 15:57


VEILIGHEID (1) SECURITE

Fire-hit tanker shows flaws in safe-haven rules

ADRIFT AT SEA _________

by Keith Wallis A fire-ravaged ship loaded with hazardous chemicals has become a maritime football in the north Pacific, with Japan and South Korea unwilling to give it refuge even though they risk a wider environmental disaster if it sinks. The plight of the Maritime Maisie, a chemical tanker which has spent seven weeks being towed in waters between the two Asian neighbours, highlights the lack of global consensus on designating ports as safe-havens for ships in distress. The two countries are worried about the risk of a spill or environmental pollution at port, sources said. The tanker, a 44,000 deadweight-tonne vessel the size of nearly two football fields, collided with another ship nine nautical miles off Busan, South Korea, on Dec. 29, said Ying Jinghua, fleet director of MSI Ship Management, which manages the tanker's day-to-day operation, and other shipping sources. The accident caused a fire when a cargo tank holding the chemical acrylonitrile ruptured.

The Maritime Maisie ablaze in the China Sea The ship, owned by Aurora Tankers, part of Singapore's IMC Group, was carrying 29,337 tonnes of acrylonitrile, used to make plastics and synthetic rubber, and other chemicals, Ying and the sources said. The 27 crew on the tanker were rescued and the ship, ablaze until Jan. 16, drifted into Japanese territorial waters before tow lines could be secured. About 20,000 tonnes of chemicals and 640 tonnes of heavy fuel oil still remain onboard the ship, two sources with knowledge of the incident said. The Hong Kong-registered ship has been towed between South Korea and Japan since Dec. 30 amid efforts to persuade either of the countries to provide a place of refuge, where its remaining cargo could be safely offloaded to another ship. Despite approaches by the Hong Kong government's Marine Department, salvage teams and the ship's management company, the South Korean and Japanese governments have yet to yield. Shipping executives, including representatives from salvage company Nippon Salvage, will meet with Korean and Japanese officials in the next two days to further discuss a place of refuge for the tanker, Ying of MSI Ship Management said. South Korea and Japan are members of the International Maritime Organisation (IMO), a United Nations body that adopted non-binding guidelines on places of refuge for ships a decade ago. The IMO move came after a number of ships, notably in Europe, broke up and sank causing extensive pollution when countries refused to provide a safe berth. These included the oil tanker Prestige that broke up and sank off the coast of Galicia, Spain, in November 2002, spilling 60,000 tonnes of oil and polluting almost 3,000 kilometres of coastline. "Member states are failing to meet the spirit of their obligations," said Tim Wilkins, Asia Pacific regional manager with tanker owners lobby group INTERTANKO. 'LOCAL CONCERNS TAKE PRECEDENCE' Hong Kong's Marine Department wrote to South Korea's Ministry of Oceans and Fisheries seeking a refuge for the ship for the second time earlier this month, said Stephen Li, Marine Department senior surveyor. The department has yet to hear a response, while Japan has already declined to help, Li told Reuters.


ADRIFT AT SEA


Fire-hit tanker shows flaws in safe-haven rules

ADRIFT AT SEA _________

by Keith Wallis A fire-ravaged ship loaded with hazardous chemicals has become a maritime football in the north Pacific, with Japan and South Korea unwilling to give it refuge even though they risk a wider environmental disaster if it sinks. The plight of the Maritime Maisie, a chemical tanker which has spent seven weeks being towed in waters between the two Asian neighbours, highlights the lack of global consensus on designating ports as safe-havens for ships in distress. The two countries are worried about the risk of a spill or environmental pollution at port, sources said. The tanker, a 44,000 deadweight-tonne vessel the size of nearly two football fields, collided with another ship nine nautical miles off Busan, South Korea, on Dec. 29, said Ying Jinghua, fleet director of MSI Ship Management, which manages the tanker's day-to-day operation, and other shipping sources. The accident caused a fire when a cargo tank holding the chemical acrylonitrile ruptured.

The Maritime Maisie ablaze in the China Sea The ship, owned by Aurora Tankers, part of Singapore's IMC Group, was carrying 29,337 tonnes of acrylonitrile, used to make plastics and synthetic rubber, and other chemicals, Ying and the sources said. The 27 crew on the tanker were rescued and the ship, ablaze until Jan. 16, drifted into Japanese territorial waters before tow lines could be secured. About 20,000 tonnes of chemicals and 640 tonnes of heavy fuel oil still remain onboard the ship, two sources with knowledge of the incident said. The Hong Kong-registered ship has been towed between South Korea and Japan since Dec. 30 amid efforts to persuade either of the countries to provide a place of refuge, where its remaining cargo could be safely offloaded to another ship. Despite approaches by the Hong Kong government's Marine Department, salvage teams and the ship's management company, the South Korean and Japanese governments have yet to yield. Shipping executives, including representatives from salvage company Nippon Salvage, will meet with Korean and Japanese officials in the next two days to further discuss a place of refuge for the tanker, Ying of MSI Ship Management said. South Korea and Japan are members of the International Maritime Organisation (IMO), a United Nations body that adopted non-binding guidelines on places of refuge for ships a decade ago. The IMO move came after a number of ships, notably in Europe, broke up and sank causing extensive pollution when countries refused to provide a safe berth. These included the oil tanker Prestige that broke up and sank off the coast of Galicia, Spain, in November 2002, spilling 60,000 tonnes of oil and polluting almost 3,000 kilometres of coastline. "Member states are failing to meet the spirit of their obligations," said Tim Wilkins, Asia Pacific regional manager with tanker owners lobby group INTERTANKO. 'LOCAL CONCERNS TAKE PRECEDENCE' Hong Kong's Marine Department wrote to South Korea's Ministry of Oceans and Fisheries seeking a refuge for the ship for the second time earlier this month, said Stephen Li, Marine Department senior surveyor. The department has yet to hear a response, while Japan has already declined to help, Li told Reuters.


The Japanese Coast Guard said they could not comment immediately. "The Korean government is discussing how to deal with this matter and nothing has been decided," an official at the country's Ministry of Oceans and Fisheries with direct knowledge of the matter told Reuters. The ministry told Hong Kong's Marine Department a month ago Japan was obliged to offer a suitable place to transfer cargo and fuel because the tanker drifted into Japanese territorial waters. Once the chemicals and fuel were offloaded, the ministry said South Korea could talk about allowing the ship into Korea for repairs, the source with knowledge of the incident said. Comité Maritime International, a Belgian umbrella group of maritime law organisations, floated proposals in 2009 to create a binding IMO convention on places of refuge. But the UN's IMO rejected it, saying other measures - including a Nairobi convention on the removal of wrecks which comes into force in 2015 - were sufficient. The place of refuge issue in Asia will figure prominently at a meeting next month of the Asian Shipowners' Forum, which represents Asian shipowner groups, said Arthur Bowring, managing director of the Hong Kong Shipowners' Association. "The (IMO) guidelines are only guidelines. Local politics and concerns take precedence and it becomes difficult" to implement them, said Bowring. Source : Reuters - Additional reporting by Meeyoung Cho in SEOUL and Osamu Tsukimori in TOKYO Excerpt from Maritime Press Clippings – 13.02.14

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Kapelsesteenweg 286 - 2930 Brasschaat, Belgium Tel.: +32 (0)3 664 02 79 - Fax: +32 (0)3 605 19 63 [email protected] - www.bmttechmar.com

“Where will our knowledge take you?”

Naval architects, technical, nautical and cargo surveyors and consultants for marine, shore based industry and transport Kapelsesteenweg 286 – 2930 Brasschaat, Belgium Tel.: +32 (0)3 664.02.79 - Fax: +32 (0)3 605.19.63 [email protected] – www.bmttechmar.com

Kapelsesteenweg 286 - 2930 Brasschaat, BelgiumTel.: +32 (0)3 664 02 79 - Fax: +32 (0)3 605 19 [email protected] - www.bmtsurveys.com

Naval architects, technical, nautical and cargo surveyors and consultants for marine, shore based industry

and transport

Kapelsesteenweg 286 - 2930 Brasschaat, Belgium Tel.: +32 (0)3 664 02 79 - Fax: +32 (0)3 605 19 63 [email protected] - www.bmttechmar.com

BMT Surveys (Antwerp) NV

www.dirixvanhoof.be

Wij gaan met u mee

Waar u ook voor gaat, wij gaan met u mee.KBC Bank & VerzekeringSint-Jansplein 51, 2060 AntwerpenTel. 03 206 84 10Fax 03 206 84 11

Imago 105_148 Antwerpen St Jans.indd 1 25-11-2010 15:03:21



Places of Refuge

“MARITIME MAISIE” _________

Shipowners, Salvors and Insurers – through their respective trade associations – have jointly called for the prompt and proper implementation of international measures to provide a Place of Refuge for stricken vessels, following a series of incidents where casualty vessels have been delayed in accessing a safe harbour. The International Chamber of Shipping (ICS) says that it has noted “with dismay” the refusal by some coastal States to make places of refuge available, thereby risking lives and the environment even after the high profile cases of the Stolt Valor and the MSC Flaminia in 2012. And the plight of the Maritime Maisie presently off the coast of Japan has brought this subject back into sharp focus. The 44,000 dwt chemical tanker is being held at sea by six tugs after a collision and fire on 29 December 2013. The cargo fire has now been extinguished through the efforts of the salvors in the face of difficult conditions at sea. The vessel has been seeking a place of refuge in either the Republic of Korea or Japan for more than a month. The salvors have indicated that it is a priority to take the vessel to calm waters to manage the remaining cargo in a safe manner and so to minimize potential damage to the environment. The International Union of Marine Insurance (IUMI), the International Salvage Union, (ISU) and ICS all recognise that the issue of Places of Refuge for casualty vessels is sensitive and that the risk of pollution from casualties cannot be completely removed. They also recognise that decisions with regard to handling casualty vessels carry political implications and may impact coastal communities. At the same time, failure to offer a suitable Place of Refuge may prevent successful salvage intervention and therefore allow a casualty’s condition to worsen and ultimately lead to pollution that might otherwise have been prevented, and that pollution may affect a wider area than need have been the case. Peter Hinchliffe, ICS Secretary General, said: “Guidance on the handling of requests for places of refuge was agreed at IMO but often when a case arises the coastal states concerned take a 'not in my backyard' attitude. This is in marked contrast to att itudes to aircraft in need of assistance. This current case shows that recent lessons have simply not been learned.” Commenting on the matter, President of the ISU, Leendert Muller said: “Our members are right on the front line of this issue. Too often they are unable to follow the best course of action which is to take the casualty into shelter, which does not necessarily have to be a port. We have seen infamous cases like Castor and Prestige and more recently the MSC Flaminia and Stolt Valor and now the Maritime Maisie where our members, attending damaged vessels, experienced great difficulty in finding an authority willing to accept the casualty.” Ole Wikborg, President of the IUMI, points out: “The potential impact of environmental damage has to be reduced as much as possible and the safety of crews is paramount and we have to minimize material damage to ships and equipment. Coastal states must be able to make the best possible decision to prevent further damage following a maritime accident. Some countries have a system that seems to be functioning. IUMI is of the strong opinion that the prevailing regulations as set out, for example, by IMO and the EU are sufficient but that the necessary steps have to be taken to make the rules work.” ISU, ICS and IUMI all note the international legal context for the issue and the significant relevant legislation that is in place internationally and regionally, in particular, IMO Resolution A.949, “Guidelines on Places of Refuge for ships in need of assistance”; Resolution A.950 (23) (recommending all coastal States to establish a Maritime Assistance Service) and the 1989 Salvage Convention as well as the European Union vessel traffic monitoring and information system (Directive 2002/59/EC as amended by Directive 2009/17/EC) which prevents member States from issuing an outright refusal to provide a place of refuge and states that safety of human life and the environment are of over-riding concern. The industry bodies do not see merit in pursuing additional international legislation which will be a lengthy process and will consume resources. Instead they will campaign for better application of, compliance with and enforcement of existing rules and guidance. ISU has already formally presented views on Places of Refuge to EU member states through the EU Commission; the issue will be raised in IMO fora this year and there will be direct engagement with the governments of individual coastal states. In short, coastal states should be encouraged to recognise that granting a Place of Refuge to a casualty vessel may be the most appropriate course. States should establish an authority to assess each case on its merits without political interference. Such an assessment must include a visual inspection and conclude with recommendations for managing and mitigating the risk of any impact on local coastlines and communities. The assumption should be that a Place of Refuge will be granted if needed and that there should be “no rejection without inspection”. IUMI, ICS and ISU would like to see wider adoption by coastal states of simple, robust, “single point” command and control models akin to that of the United Kingdom’s SOSREP system. Excerpt from Maritime Press Clippings – 16.02.14


“MARITIME MAISIE”


Places of Refuge

“MARITIME MAISIE” _________

Shipowners, Salvors and Insurers – through their respective trade associations – have jointly called for the prompt and proper implementation of international measures to provide a Place of Refuge for stricken vessels, following a series of incidents where casualty vessels have been delayed in accessing a safe harbour. The International Chamber of Shipping (ICS) says that it has noted “with dismay” the refusal by some coastal States to make places of refuge available, thereby risking lives and the environment even after the high profile cases of the Stolt Valor and the MSC Flaminia in 2012. And the plight of the Maritime Maisie presently off the coast of Japan has brought this subject back into sharp focus. The 44,000 dwt chemical tanker is being held at sea by six tugs after a collision and fire on 29 December 2013. The cargo fire has now been extinguished through the efforts of the salvors in the face of difficult conditions at sea. The vessel has been seeking a place of refuge in either the Republic of Korea or Japan for more than a month. The salvors have indicated that it is a priority to take the vessel to calm waters to manage the remaining cargo in a safe manner and so to minimize potential damage to the environment. The International Union of Marine Insurance (IUMI), the International Salvage Union, (ISU) and ICS all recognise that the issue of Places of Refuge for casualty vessels is sensitive and that the risk of pollution from casualties cannot be completely removed. They also recognise that decisions with regard to handling casualty vessels carry political implications and may impact coastal communities. At the same time, failure to offer a suitable Place of Refuge may prevent successful salvage intervention and therefore allow a casualty’s condition to worsen and ultimately lead to pollution that might otherwise have been prevented, and that pollution may affect a wider area than need have been the case. Peter Hinchliffe, ICS Secretary General, said: “Guidance on the handling of requests for places of refuge was agreed at IMO but often when a case arises the coastal states concerned take a 'not in my backyard' attitude. This is in marked contrast to att itudes to aircraft in need of assistance. This current case shows that recent lessons have simply not been learned.” Commenting on the matter, President of the ISU, Leendert Muller said: “Our members are right on the front line of this issue. Too often they are unable to follow the best course of action which is to take the casualty into shelter, which does not necessarily have to be a port. We have seen infamous cases like Castor and Prestige and more recently the MSC Flaminia and Stolt Valor and now the Maritime Maisie where our members, attending damaged vessels, experienced great difficulty in finding an authority willing to accept the casualty.” Ole Wikborg, President of the IUMI, points out: “The potential impact of environmental damage has to be reduced as much as possible and the safety of crews is paramount and we have to minimize material damage to ships and equipment. Coastal states must be able to make the best possible decision to prevent further damage following a maritime accident. Some countries have a system that seems to be functioning. IUMI is of the strong opinion that the prevailing regulations as set out, for example, by IMO and the EU are sufficient but that the necessary steps have to be taken to make the rules work.” ISU, ICS and IUMI all note the international legal context for the issue and the significant relevant legislation that is in place internationally and regionally, in particular, IMO Resolution A.949, “Guidelines on Places of Refuge for ships in need of assistance”; Resolution A.950 (23) (recommending all coastal States to establish a Maritime Assistance Service) and the 1989 Salvage Convention as well as the European Union vessel traffic monitoring and information system (Directive 2002/59/EC as amended by Directive 2009/17/EC) which prevents member States from issuing an outright refusal to provide a place of refuge and states that safety of human life and the environment are of over-riding concern. The industry bodies do not see merit in pursuing additional international legislation which will be a lengthy process and will consume resources. Instead they will campaign for better application of, compliance with and enforcement of existing rules and guidance. ISU has already formally presented views on Places of Refuge to EU member states through the EU Commission; the issue will be raised in IMO fora this year and there will be direct engagement with the governments of individual coastal states. In short, coastal states should be encouraged to recognise that granting a Place of Refuge to a casualty vessel may be the most appropriate course. States should establish an authority to assess each case on its merits without political interference. Such an assessment must include a visual inspection and conclude with recommendations for managing and mitigating the risk of any impact on local coastlines and communities. The assumption should be that a Place of Refuge will be granted if needed and that there should be “no rejection without inspection”. IUMI, ICS and ISU would like to see wider adoption by coastal states of simple, robust, “single point” command and control models akin to that of the United Kingdom’s SOSREP system. Excerpt from Maritime Press Clippings – 16.02.14


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NAUFRAGE DU « LUNO »

FAUT-IL ENCORE UN ACCIDENT POUR FAIRE AVANCER LES LOIS ?

_________

Mercredi 5 février 2014, le Luno, cargo battant pavillon espagnol, s’est brisé sur la Côte Basque à Anglet (France) suite à une avarie électrique. Un membre de l’équipage a été blessé. Le navire a déversé en mer du gasoil de propulsion, mais l’accident aurait pu être beaucoup plus grave si le navire avait été chargé de produits chimiques ou si la soute contenant le fioul de propulsion du navire avait été pleine. Surfrider Foundation Europe(1) et la CRPM(2) tiennent en premier lieu à exprimer leur soutien envers l’équipage et à saluer le travail de secours, notamment des pilotes, et de toutes les autorités et acteurs mobilisés. Selon le Ministre français délégué aux transports Frédéric Cuvillier les risques de pollution massive sont a priori écartés. Cependant, Surfrider refuse de minimiser cet accident car il y aura inévitablement des conséquences sur l'environnement marin et a interpellé le Ministre pour lui rappeler l’importance d’intégrer les questions liées au transport maritime à la prochaine conférence environnementale.

« A quelques mois des élections du Parlement européen et du renouvellement de la Commission européenne, cet accident montre que le risque zéro n’existe pas. Sans préjuger de l’analyse des causes de l’accident du Luno, il est nécessaire de renforcer de manière continue, aux niveaux international et européen, les pratiques et les règles visant à protéger les gens de mer, les acteurs économiques, les territoires maritimes et côtiers et l’environnement »

a déclaré la Présidente de la CRPM, Annika Annerby Jansson. C’est le sens de l’action de Surfrider et de la CRPM, qui demandent le respect des règlementations existantes, -dont le paquet Erika III dans tous les États Membres de l’UE- et lorsque cela est nécessaire, l’adoption de nouvelles règlementations au niveau international et au niveau européen, à travers un paquet Erika IV. Surfrider milite depuis 20 ans en ce sens et a proposé 45 mesures dans son livre blanc pour des mers et des océans plus sûrs publié le 12 décembre 2013. L’idée d’un paquet Erika IV, que la CRPM avait déjà formulée en 2011, est au cœur de son agenda maritime. Pour les deux organisations d’envergure européenne, il est aujourd’hui nécessaire de renforcer la prévention et la capacité d’intervention au secours des navires. Pour Antidia Citores, Coordinatrice lobbying et droit environnement

« Ceci implique, aux niveaux international et européen, de nouvelles initiatives concernant les pollutions chimiques, la perte des conteneurs, la mise en place de lieux de refuge, et le renforcement de la coordination de la fonction garde côte là où les moyens de remorquage et de secours peuvent manquer en Europe. Après les accidents, il est aussi nécessaire de mieux réparer les pollutions, notamment sous l’angle des compensations du préjudice écologique».


FAUT-IL ENCORE UN ACCIDENTPOUR FAIRE AVANCER LES LOIS?




_________





L’accident du Luno montre aussi l’importance de la coordination terre-mer pour les opérations de nettoyage des pollutions. Dans ce domaine, Surfrider, la CRPM et sa Commission Arc Atlantique sont impliqués avec d’autres acteurs dont des Régions dans des projets tels que ARCOPOL et POSOW. COMMUNIQUÉ DE PRESSE - Biarritz-Rennes, 6 février 2014

(1) Surfrider Foundation Europe Surfrider Foundation Europe est une association à but non lucratif (loi 1901), ayant "pour but la défense, la sauvegarde, la mise en valeur et la gestion durable de l'océan, du littoral, des vagues et de la population qui en jouit". Transport Maritime : prévenir les pollutions 95% des pollutions par hydrocarbures sont intentionnelles. Surfrider dresse un état des lieux du contexte du transport maritime et met en place un programme de recherche pour faire appliquer le droit et prévenir ces pollutions. Qualité des eaux et santé : protéger usagers et environnement Surfrider se bat pour préserver les plages européennes afin que les générations futures puissent elles aussi jouir d'une eau saine et vivante.

Artificialisation du territoire et climat Parce que l'artificialisation du littoral menace les écosystèmes côtiers, grâce au programme "Gardiens de la Côte", Surfrider s'organise pour protéger les côtes européennes des dérives de la bétonisation. Surfrider souhaite également inscrire certaines vagues au patrimoine mondial de l'UNESCO. Déchets Aquatiques : lutter contre une pollution oubliée Une surface représentant un tiers de l'Europe, c'est la taille du continent de déchets flottant dans l'Océan Pacifique. Surfrider fait pression sur les législateurs, les collectivités et les industriels pour trouver avec eux des moyens de lutter contre cette pollution oubliée. En savoir plus ? Visitez http://www.surfrider.eu

(2) CRMP (Conférence des Régions Périphériques Maritimes d'Europe) Interlocutrice des Institutions européennes et des Gouvernements nationaux, la CRPM agit, depuis 1973, pour que les besoins et les intérêts de ses Régions membres soient pris en compte dans toutes les politiques qui ont un fort impact territorial. En particulier, la CRPM met tout en œuvre pour une politique régionale européenne forte destinée à toutes les régions d’Europe, et parallèlement, pour la mise en œuvre d’une politique maritime intégrée qui puisse contribuer à la croissance économique en Europe. La CRPM est : Une mine de projets de coopération Vaste réseau, la CRPM favorise la mise en place de projets de coopération concrets entre ses membres. Elle les stimule, les encadre et s’investit directement dans certains d’entre eux. Un fédérateur d’intérêts régionaux Les enceintes politiques de la CRPM donnent corps aux intérêts communs des Régions périphériques et maritimes à l’échelle européenne. Historiquement, premier lieu de réflexion et de débat réunissant des régions européennes, son audience s’est accrue au fil des ans. Une force de proposition Dotée d’une expertise reconnue et d’accès privilégiés aux informations, la CRPM propose à ses Régions membres et à ses interlocuteurs européens des analyses perspicaces sur les thèmes qui touchent à leurs territoires. Le porte-parole des Régions Auprès des Etats, des institutions communautaires, la CRPM assure la promotion des positions adoptées par ses membres. Elle veille, au moment de la conception de la législation communautaire, à ce que les intérêts de ses Régions membres soient pris en compte En savoir plus ? Visitez www.crmp.org Extraits des sites de SURFRIDER et de CRMP





_________








_________





L’accident du Luno montre aussi l’importance de la coordination terre-mer pour les opérations de nettoyage des pollutions. Dans ce domaine, Surfrider, la CRPM et sa Commission Arc Atlantique sont impliqués avec d’autres acteurs dont des Régions dans des projets tels que ARCOPOL et POSOW. COMMUNIQUÉ DE PRESSE - Biarritz-Rennes, 6 février 2014

(1) Surfrider Foundation Europe Surfrider Foundation Europe est une association à but non lucratif (loi 1901), ayant "pour but la défense, la sauvegarde, la mise en valeur et la gestion durable de l'océan, du littoral, des vagues et de la population qui en jouit". Transport Maritime : prévenir les pollutions 95% des pollutions par hydrocarbures sont intentionnelles. Surfrider dresse un état des lieux du contexte du transport maritime et met en place un programme de recherche pour faire appliquer le droit et prévenir ces pollutions. Qualité des eaux et santé : protéger usagers et environnement Surfrider se bat pour préserver les plages européennes afin que les générations futures puissent elles aussi jouir d'une eau saine et vivante.

Artificialisation du territoire et climat Parce que l'artificialisation du littoral menace les écosystèmes côtiers, grâce au programme "Gardiens de la Côte", Surfrider s'organise pour protéger les côtes européennes des dérives de la bétonisation. Surfrider souhaite également inscrire certaines vagues au patrimoine mondial de l'UNESCO. Déchets Aquatiques : lutter contre une pollution oubliée Une surface représentant un tiers de l'Europe, c'est la taille du continent de déchets flottant dans l'Océan Pacifique. Surfrider fait pression sur les législateurs, les collectivités et les industriels pour trouver avec eux des moyens de lutter contre cette pollution oubliée. En savoir plus ? Visitez http://www.surfrider.eu

(2) CRMP (Conférence des Régions Périphériques Maritimes d'Europe) Interlocutrice des Institutions européennes et des Gouvernements nationaux, la CRPM agit, depuis 1973, pour que les besoins et les intérêts de ses Régions membres soient pris en compte dans toutes les politiques qui ont un fort impact territorial. En particulier, la CRPM met tout en œuvre pour une politique régionale européenne forte destinée à toutes les régions d’Europe, et parallèlement, pour la mise en œuvre d’une politique maritime intégrée qui puisse contribuer à la croissance économique en Europe. La CRPM est : Une mine de projets de coopération Vaste réseau, la CRPM favorise la mise en place de projets de coopération concrets entre ses membres. Elle les stimule, les encadre et s’investit directement dans certains d’entre eux. Un fédérateur d’intérêts régionaux Les enceintes politiques de la CRPM donnent corps aux intérêts communs des Régions périphériques et maritimes à l’échelle européenne. Historiquement, premier lieu de réflexion et de débat réunissant des régions européennes, son audience s’est accrue au fil des ans. Une force de proposition Dotée d’une expertise reconnue et d’accès privilégiés aux informations, la CRPM propose à ses Régions membres et à ses interlocuteurs européens des analyses perspicaces sur les thèmes qui touchent à leurs territoires. Le porte-parole des Régions Auprès des Etats, des institutions communautaires, la CRPM assure la promotion des positions adoptées par ses membres. Elle veille, au moment de la conception de la législation communautaire, à ce que les intérêts de ses Régions membres soient pris en compte En savoir plus ? Visitez www.crmp.org Extraits des sites de SURFRIDER et de CRMP


PIRATERIJ (1) PIRATERIEPIRATERIJ (1) PIRATERIE

THERE IS VERY LITTLE PIRACY IN THE GULF OF GUINEA…

but criminal gangs are operating widely

Most attacks in West African waters are part of a long running criminal programme of cargo theft or kidnapping and ransom inside territorial waters, and not piracy says maritime security company GoAGT. Nick Davis, CEO of GoAGT said: “The growing problem in West Africa is criminality and it is very well organised. Criminal gangs board ships, take them over, and then move them to a safe area where the cargo can be stolen. They then leave.” Recently the MT Kerala disappeared, its cargo was stolen and then it reappeared. Davis said: “This case of product theft shows one of two distinct threats to maritime security in West Africa and the Gulf of Guinea. The other is kidnapping and ransom. Both involve different gangs and groups that vary in nature and modus operandi. These criminal organisations are well armed and resourced, with speedboats to approach a target, people capable of operating an attacked vessel and engineers to pump out the product into a bunker barge, which can take between 3000 and 6000 tonnes. Each operation is meticulously planned”. Davis continued: “Attacks on tankers in West Africa have shown that there is immense organisation and an extremely good human intelligence matrix behind each ship that was temporarily detained for the illegal transfer of its cargo.” None of the attacks involving cargo theft is speculative. There is a very well organised machine behind these operations specifically targeting refined products such as Marine Gas or Diesel, which are easy to sell on the black market. Criminals receive details of all ships arriving and the cargo they are carrying to any terminal in the Gulf of Guinea from commercial agents who are put under pressure to disclose information. If the gangs are low on reserves of a particular product they will go after it. Once they know that a vessel carrying that product will be in transit through the Gulf of Guinea, they will position speedboats well in advance to be ready to intercept it and take it over. They will then make contact with the bunker barge and complete the transfer in 12 to 24 hours. Davis added: “There is no point in resisting these attacks. Crews need to be exceptionally well trained and understand that if they try to interfere with or stop the criminals, then things will get brutal. Cargo is insured, life is not.” “However, there are plenty of warning signs and these incidents are entirely avoidable. A well trained crew carrying out good visual lookout and radar watch keeping should be able to see a speedboat or suspicious vessel approaching four to six miles away, leaving more than enough time to warn authorities, ask for international assistance and get the crew safely into the citadel.” Kidnapping and ransom has seen an increase in the past 12 months. Measures implemented off Somalia have shown that the way forward to mitigate and reduce the risk of any personnel security concerns is primarily to concentrate on radar watch keeping and visual lookout for any suspicious activity. Having a citadel is also vital to guarantee the crew's safety but it seems that merchant shipping transiting through the Gulf of Guinea have not learnt the same lessons from the Indian Ocean. Davis said: “Ship masters, chief engineers and European crew members are at risk, particularly those on board dry cargo and oil support vessels. Once again, agents ashore receive the lists with all the people on board a ship and they may be put under extreme pressure by the gangs to disclose this information.” He added: “Crew training, awareness and an understanding of how quickly events can unfold are essential. There has to be a security routine in place because if criminals manage to get on board, crew that are on deck carrying out their daily tasks instead of being in the citadel are likely to be held hostage and taken ashore. They won’t be released until a ransom is paid.” "There is a lot that happens before a ship is actually attacked and much more overt measures should be taken to restrict the movement of unauthorised vessels in the region, particularly the small speedboats that go out with the intent of intercepting and boarding the targeted ship," said Davis. He added: “However, until there is an official deterrent in the Gulf of Guinea, which would cost billions to put in place and needs international cooperation between all of the states in the region, the situation is not likely to get any better and the shipping industry will have no choice but to provide its own protection.” Cargo theft, kidnapping and ransom are likely to continue in the Gulf of Guinea and criminal organisations are now very keen to move outside of Nigerian waters. Message from Julian Menendez, [email protected] at Barzilay Associates via Agility

THERE IS VERY LITTLE PIRACYIN THE GULF OF GUINEA...



PIRATERIJ (1) PIRATERIE

THERE IS VERY LITTLE PIRACY IN THE GULF OF GUINEA…


Most attacks in West African waters are part of a long running criminal programme of cargo theft or kidnapping and ransom inside territorial waters, and not piracy says maritime security company GoAGT. Nick Davis, CEO of GoAGT said: “The growing problem in West Africa is criminality and it is very well organised. Criminal gangs board ships, take them over, and then move them to a safe area where the cargo can be stolen. They then leave.” Recently the MT Kerala disappeared, its cargo was stolen and then it reappeared. Davis said: “This case of product theft shows one of two distinct threats to maritime security in West Africa and the Gulf of Guinea. The other is kidnapping and ransom. Both involve different gangs and groups that vary in nature and modus operandi. These criminal organisations are well armed and resourced, with speedboats to approach a target, people capable of operating an attacked vessel and engineers to pump out the product into a bunker barge, which can take between 3000 and 6000 tonnes. Each operation is meticulously planned”. Davis continued: “Attacks on tankers in West Africa have shown that there is immense organisation and an extremely good human intelligence matrix behind each ship that was temporarily detained for the illegal transfer of its cargo.” None of the attacks involving cargo theft is speculative. There is a very well organised machine behind these operations specifically targeting refined products such as Marine Gas or Diesel, which are easy to sell on the black market. Criminals receive details of all ships arriving and the cargo they are carrying to any terminal in the Gulf of Guinea from commercial agents who are put under pressure to disclose information. If the gangs are low on reserves of a particular product they will go after it. Once they know that a vessel carrying that product will be in transit through the Gulf of Guinea, they will position speedboats well in advance to be ready to intercept it and take it over. They will then make contact with the bunker barge and complete the transfer in 12 to 24 hours. Davis added: “There is no point in resisting these attacks. Crews need to be exceptionally well trained and understand that if they try to interfere with or stop the criminals, then things will get brutal. Cargo is insured, life is not.” “However, there are plenty of warning signs and these incidents are entirely avoidable. A well trained crew carrying out good visual lookout and radar watch keeping should be able to see a speedboat or suspicious vessel approaching four to six miles away, leaving more than enough time to warn authorities, ask for international assistance and get the crew safely into the citadel.” Kidnapping and ransom has seen an increase in the past 12 months. Measures implemented off Somalia have shown that the way forward to mitigate and reduce the risk of any personnel security concerns is primarily to concentrate on radar watch keeping and visual lookout for any suspicious activity. Having a citadel is also vital to guarantee the crew's safety but it seems that merchant shipping transiting through the Gulf of Guinea have not learnt the same lessons from the Indian Ocean. Davis said: “Ship masters, chief engineers and European crew members are at risk, particularly those on board dry cargo and oil support vessels. Once again, agents ashore receive the lists with all the people on board a ship and they may be put under extreme pressure by the gangs to disclose this information.” He added: “Crew training, awareness and an understanding of how quickly events can unfold are essential. There has to be a security routine in place because if criminals manage to get on board, crew that are on deck carrying out their daily tasks instead of being in the citadel are likely to be held hostage and taken ashore. They won’t be released until a ransom is paid.” "There is a lot that happens before a ship is actually attacked and much more overt measures should be taken to restrict the movement of unauthorised vessels in the region, particularly the small speedboats that go out with the intent of intercepting and boarding the targeted ship," said Davis. He added: “However, until there is an official deterrent in the Gulf of Guinea, which would cost billions to put in place and needs international cooperation between all of the states in the region, the situation is not likely to get any better and the shipping industry will have no choice but to provide its own protection.” Cargo theft, kidnapping and ransom are likely to continue in the Gulf of Guinea and criminal organisations are now very keen to move outside of Nigerian waters. Message from Julian Menendez, [email protected] at Barzilay Associates via Agility

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NIGERIAN PIRACY “HIGHEST IN 5 YEARS”

The number of Nigerian piracy attacks increased last year to their highest level since 2008 with incidents off West Africa now accounting for almost one fifth of the worldwide total. Sea criminals linked with Nigeria proved “particularly violent” in 2013 and have moved their operations further offshore and to neighbouring countries, the report from the International Maritime Bureau (IMB) released on Wednesday indicated. In total there were 264 attacks on ships last year, a 40% drop from 2011 when Somalia piracy was at its peak and 237 attacks occurred in that region alone. Some 300 people were taken hostage last year with 12 ships hijacked, 202 boarded and 22 fired upon, while there were a further 28 attempted hijackings.

West Africa accounted for 19% of all attacks in 2013, with Nigerian pirates said to be responsible for 31 out of 51 attacks in the region, holding 49 people hostage and kidnapping 36. “Nigerian pirates ventured far into waters off Gabon, Ivory Coast and Togo, where they were linked with at least five of the region’s seven reported vessel hijackings,” the IMB said. The number of pirate attacks worldwide was, however, down to a six-year low, thanks to a significant fall in incidents off Somalia. Source : upstreamonline – 17.01.14



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The number of Nigerian piracy attacks increased last year to their highest level since 2008 with incidents off West Africa now accounting for almost one fifth of the worldwide total. Sea criminals linked with Nigeria proved “particularly violent” in 2013 and have moved their operations further offshore and to neighbouring countries, the report from the International Maritime Bureau (IMB) released on Wednesday indicated. In total there were 264 attacks on ships last year, a 40% drop from 2011 when Somalia piracy was at its peak and 237 attacks occurred in that region alone. Some 300 people were taken hostage last year with 12 ships hijacked, 202 boarded and 22 fired upon, while there were a further 28 attempted hijackings.

West Africa accounted for 19% of all attacks in 2013, with Nigerian pirates said to be responsible for 31 out of 51 attacks in the region, holding 49 people hostage and kidnapping 36. “Nigerian pirates ventured far into waters off Gabon, Ivory Coast and Togo, where they were linked with at least five of the region’s seven reported vessel hijackings,” the IMB said. The number of pirate attacks worldwide was, however, down to a six-year low, thanks to a significant fall in incidents off Somalia. Source : upstreamonline – 17.01.14

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SCHEEPSBOUW CONSTRUCTION NAVALE

“PEGASIS”UN NOUVEAU TYPE DE FERRY ECOLOGIQUE


“PEGASIS”

UN NOUVEAU TYPE DE FERRY ECOLOGIQUE _________

Depuis des années le secteur maritime consent d’importants efforts pour diminuer les émanations nocives de ses navires et donc réduire leur empreinte énergétique sur notre planète. Avec raison! Fin janvier dernier encore, la commission Environnement du Parlement européen a revu à la hausse les contrôles d’émissions de gaz à effet de serre du secteur. En juin 2013 déjà, cette Commission avait présenté un règlement qui obligera, à partir de 2018, les propriétaires de grands navires – d'une jauge brute supérieure à 5.000 tonnes, faisant escale dans les ports de l'Union européenne – à communiquer annuellement leurs émissions de dioxyde de carbone (CO²). Ce groupe de travail estime en effet, qu’un système de surveillance de type M.R.V. – Monitoring, Reporting and Verification – permettrait de réduire les émissions de CO² des navires concernés de 2%, tout en permettant en 2030, une économie de l’ordre de 1,2 milliard d'euros par an pour les armateurs. Toutefois, dans la foulée, les eurodéputés y inclurent en outre, les émissions d'oxyde d'azote (NOx) et les navires de plus de 400 t.j.br. au lieu des 5.000 proposées antérieurement. Des dispositions qui couvriront tous les types de navires. A l'exception toutefois des navires de guerre, des navires d’appoint de la marine de guerre, ceux de l’Etat utilisés à des fins non commerciales, les navires en bois de construction primitive ( !) et ceux qui ne sont pas propulsés par des moyens … mécaniques (sic). Anticipant sur ces directives européennes, la compagnie bretonne Brittany Ferries(1) vient de commander aux chantiers STX France de Saint-Nazaire, le plus gros ferry « écologique » au monde ; celui-ci étant équipé d'un système de propulsion utilisant du gaz naturel liquéfié (GNL).

Photo : Dreamblog – Cruise Magazine

Ce navire, désigné sous le nom de code « Pegasis » – power efficient gas innovative ship – mesurera 210 mètres de long, 32 de large, pour 7 mètres de T.E. et une jauge de 53.000 gr.t. Développant une vitesse (max) de 24 nœuds, il sera doté de 12 ponts et pourra accueillir 2.474 passagers et 800 voitures. D’un coût estimé à € 270 millions sa livraison est prévue pour fin 2016. Conformément à la règlementation Safe Return To Port - SRTP, il disposera de deux unités séparées de production de l’énergie électrique destinée à la propulsion et aux autres usages du bord. Les génératrices électriques seront entraînées par 4 moteurs diesels de type dual-fuel et, bien qu’utilisant donc le GNL comme source d’énergie primaire pour sa propulsion, ce navire pourra aussi fonctionner au MGO (capacité 800 m³) comme carburant secondaire. Le Pegasis sera aussi le premier ferry au monde à utiliser la technologie de stockage du GNL à une pression proche de la pression atmosphérique dans une cuve de type à membrane, localisée au niveau du pont 1, en avant des espaces-machines. La capacité de la cuve étant de 1.300 m³, ce navire disposera d’une autonomie lui permettant d’effectuer des rotations entre l’Angleterre, la France, l’Espagne et l’Irlande sans ravitailler.



“PEGASIS”

UN NOUVEAU TYPE DE FERRY ECOLOGIQUE _________

Depuis des années le secteur maritime consent d’importants efforts pour diminuer les émanations nocives de ses navires et donc réduire leur empreinte énergétique sur notre planète. Avec raison! Fin janvier dernier encore, la commission Environnement du Parlement européen a revu à la hausse les contrôles d’émissions de gaz à effet de serre du secteur. En juin 2013 déjà, cette Commission avait présenté un règlement qui obligera, à partir de 2018, les propriétaires de grands navires – d'une jauge brute supérieure à 5.000 tonnes, faisant escale dans les ports de l'Union européenne – à communiquer annuellement leurs émissions de dioxyde de carbone (CO²). Ce groupe de travail estime en effet, qu’un système de surveillance de type M.R.V. – Monitoring, Reporting and Verification – permettrait de réduire les émissions de CO² des navires concernés de 2%, tout en permettant en 2030, une économie de l’ordre de 1,2 milliard d'euros par an pour les armateurs. Toutefois, dans la foulée, les eurodéputés y inclurent en outre, les émissions d'oxyde d'azote (NOx) et les navires de plus de 400 t.j.br. au lieu des 5.000 proposées antérieurement. Des dispositions qui couvriront tous les types de navires. A l'exception toutefois des navires de guerre, des navires d’appoint de la marine de guerre, ceux de l’Etat utilisés à des fins non commerciales, les navires en bois de construction primitive ( !) et ceux qui ne sont pas propulsés par des moyens … mécaniques (sic). Anticipant sur ces directives européennes, la compagnie bretonne Brittany Ferries(1) vient de commander aux chantiers STX France de Saint-Nazaire, le plus gros ferry « écologique » au monde ; celui-ci étant équipé d'un système de propulsion utilisant du gaz naturel liquéfié (GNL).

Photo : Dreamblog – Cruise Magazine

Ce navire, désigné sous le nom de code « Pegasis » – power efficient gas innovative ship – mesurera 210 mètres de long, 32 de large, pour 7 mètres de T.E. et une jauge de 53.000 gr.t. Développant une vitesse (max) de 24 nœuds, il sera doté de 12 ponts et pourra accueillir 2.474 passagers et 800 voitures. D’un coût estimé à € 270 millions sa livraison est prévue pour fin 2016. Conformément à la règlementation Safe Return To Port - SRTP, il disposera de deux unités séparées de production de l’énergie électrique destinée à la propulsion et aux autres usages du bord. Les génératrices électriques seront entraînées par 4 moteurs diesels de type dual-fuel et, bien qu’utilisant donc le GNL comme source d’énergie primaire pour sa propulsion, ce navire pourra aussi fonctionner au MGO (capacité 800 m³) comme carburant secondaire. Le Pegasis sera aussi le premier ferry au monde à utiliser la technologie de stockage du GNL à une pression proche de la pression atmosphérique dans une cuve de type à membrane, localisée au niveau du pont 1, en avant des espaces-machines. La capacité de la cuve étant de 1.300 m³, ce navire disposera d’une autonomie lui permettant d’effectuer des rotations entre l’Angleterre, la France, l’Espagne et l’Irlande sans ravitailler.

Pour Brittany Ferries cette commande s'inscrit dans sa politique de développement et de respect de l'environnement. En effet, le Pegasis sera conforme aux normes sur les émissions des gaz d'échappement de la convention Marpol, qui seront d’application dès le 1er janvier 2015. Les émissions d'oxyde de soufre (SOx) seront réduites de 99% et celles des particules fines et d'oxyde d'azote (NOx) de 80%. Les émissions de CO² seront elles réduites de 20%. Selon Jean-Marc Roué, président de Brittany Ferries :

« …On est sur une transition écologique qui va au-delà du réglementaire et qui nous permet d'intégrer un aspect économique puisqu'aujourd'hui le gaz devient un produit généralisé en matière de consommation d'énergie ».

En outre dit-il, vu l’augmentation du prix du baril de pétrole, la facture « carburant » de la compagnie a triplé depuis les années 2000 pour dépasser actuellement les 90 millions d'euros. Et donc, entre 2014 et 2016, la Brittany Ferries compte investir 400 millions d'euros pour re-motoriser en GNL trois de ses navires --les Pont-Aven, Armorique et Mont Saint Michel-- et installer des filtres à fumées (scrubbers) retenant les émissions d'oxyde de soufre, sur trois autres de ses (plus anciens) navires, en attendant leur renouvellement. Avec le Pegasis, qui représente la spécificité technologique des chantiers STX France(2), s’ouvre assurément une ère nouvelle en matière de propulsion. En effet, non seulement les réserves planétaires ce type de carburant sont énormes, ce qui permet un prix d’achat avantageux sur les marchés internationaux, mais en outre, son excellente rentabilité tant au niveau énergétique qu’écologique constitue un argument positif pour les armateurs et … pour notre belle planète bleue. Freddy Philips - Membre de l’Académie Royale de Marine de Belgique.

(1) Basée à Roscoff, dans le nord du Finistère, cet armateur compte quelque 2.500 salariés et transporte chaque année 2,6 millions de passagers, 200.000 véhicules industriels et 800.000 de tourisme entre la France, la Grande-Bretagne, l’Irlande et l’Espagne. (2) STX France, précédemment Alstom Marine jusqu'en mars 2006, est une société de construction navale de la branche française de STX Europe, filiale du groupe sud-coréenne STX Offshore & Shipbuilding. Ce groupe coréen est l'actionnaire majoritaire des Chantiers de l'Atlantique à Saint-Nazaire et de Leroux Naval à Lorient.

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CONTAINERSCONTAINERS

Inside opinion

DO WE NEED A CAP ON BOX-SHIP SIZE? _________

I was reading the shipping news the other day and they showed some pictures of DSME yard in Korea. You may have seen it. It showed the latest of the Maersk Triple E's fitting out ready for service with not one but three sisterships in various states of build behind her. It feels like they are taking one of the 18,000 TEU behemoths every month. Sure enough, the same site the following day showed more pictures of yet more mega boxships being built, also on Korea but at a different yard. Other lines have been taking 12-14,000 TEU monsters but only now are we seeing other lines go as large as Maersk have. Maersk themselves have said that they may not use the full 18kTEU capacity on their Triple E's for some time yet. They were very upfront about the fact that they are probably too large and complex for today's box markets.

The Maersk McKinney-Møller during sea trials Maersk Line’s official photo Frankly if it was anyone else you would question the planning and strategy of such huge vessels, though with an eye on the next few years you can probably understand it. Other lines have to go as large or larger to stay competitive. It is an arms race. The issue is that as more and more mega boxship capacity is added at the top end, so smaller mega boxship capacity is pushed onto secondary routes. With the excess capacity, rates are sunk and nobody wins. We are building epic mega boxships because we can, agog at the scale of the technical achievement. Don't get me wrong. I was as blown away as anyone at the Triple E's and E Classes etc before them. I remember seeing the Jervis Bay, of P&O and then PONL and then Maersk service when I was younger just starting out in this industry and being astonished at the size of her. She went for scrap this month. We create these leviathans forgetting the effect on everything else. It is great when you have the tallest and the biggest and as such the efficiency advantage, but when you do not you are just part of the capacity struggle. And how long does the crown last for? MSC, CMA-CGM, Maersk, UASC and Hapag-Lloyd amongst others have been passing the crown of operator of the world's largest boxship between them for years, and I bet none have held it longer than a few months at a time. The biggest boxships grow in pace with technology, time moves fast but technology moves faster still. So where does it stop? It seems evident to me that in a few years we'll see 14,000 TEU vessels less than five or six years old laid up because they cannot touch the unit cost of the 22 or 24,000 TEU giants. They are too big to put on secondary or third tier routes so what do you do with them? Or the 9,000 TEU post-Panamaxes that are too large for what basically amounts to fourth tier feeder routes? The simple basic theory is this. Box ship size is growing faster than the markets, and at some stage the tonnage timebomb will go off. You have vessels sitting around that have absolutely no demand, but still have half their 10 year ship mortgage left to pay.

Inside opinion

DO WE NEED A CAP ON BOX-SHIP SIZE?


CONTAINERS

Inside opinion

DO WE NEED A CAP ON BOX-SHIP SIZE? _________

I was reading the shipping news the other day and they showed some pictures of DSME yard in Korea. You may have seen it. It showed the latest of the Maersk Triple E's fitting out ready for service with not one but three sisterships in various states of build behind her. It feels like they are taking one of the 18,000 TEU behemoths every month. Sure enough, the same site the following day showed more pictures of yet more mega boxships being built, also on Korea but at a different yard. Other lines have been taking 12-14,000 TEU monsters but only now are we seeing other lines go as large as Maersk have. Maersk themselves have said that they may not use the full 18kTEU capacity on their Triple E's for some time yet. They were very upfront about the fact that they are probably too large and complex for today's box markets.

The Maersk McKinney-Møller during sea trials Maersk Line’s official photo Frankly if it was anyone else you would question the planning and strategy of such huge vessels, though with an eye on the next few years you can probably understand it. Other lines have to go as large or larger to stay competitive. It is an arms race. The issue is that as more and more mega boxship capacity is added at the top end, so smaller mega boxship capacity is pushed onto secondary routes. With the excess capacity, rates are sunk and nobody wins. We are building epic mega boxships because we can, agog at the scale of the technical achievement. Don't get me wrong. I was as blown away as anyone at the Triple E's and E Classes etc before them. I remember seeing the Jervis Bay, of P&O and then PONL and then Maersk service when I was younger just starting out in this industry and being astonished at the size of her. She went for scrap this month. We create these leviathans forgetting the effect on everything else. It is great when you have the tallest and the biggest and as such the efficiency advantage, but when you do not you are just part of the capacity struggle. And how long does the crown last for? MSC, CMA-CGM, Maersk, UASC and Hapag-Lloyd amongst others have been passing the crown of operator of the world's largest boxship between them for years, and I bet none have held it longer than a few months at a time. The biggest boxships grow in pace with technology, time moves fast but technology moves faster still. So where does it stop? It seems evident to me that in a few years we'll see 14,000 TEU vessels less than five or six years old laid up because they cannot touch the unit cost of the 22 or 24,000 TEU giants. They are too big to put on secondary or third tier routes so what do you do with them? Or the 9,000 TEU post-Panamaxes that are too large for what basically amounts to fourth tier feeder routes? The simple basic theory is this. Box ship size is growing faster than the markets, and at some stage the tonnage timebomb will go off. You have vessels sitting around that have absolutely no demand, but still have half their 10 year ship mortgage left to pay.

You could sell them to someone who can use them but the money they will fetch on the S&P markets wont cover what you still owe on them. Simplistic but that's the truth. The 14,000 TEU beasts the likes of Yang Ming and Evergreen waited so long to order will be basically obsolete on the main trunk routes they were ordered for by the time they are delivered in all likelihood I think. Can you imagine seeing six Triple E's tied up together in a Scottish Loch in cold layup because they are too small to compete on the trunk routes from US-Asia and Asia-EU, and because they are twin screw and more expensive to run with far higher unit cost than the 26,000 TEU half mile long latest thing? Seeing today's latest 12,000 TEU boxboats going for a one way trip to Alang? Might sound like Buck Rogers stuff in the far distant future but I assure you that that day is coming and faster than anyone will be able to believe. By then we'll have untold millions and millions of TEU capacity with no routes to run on a lot of it in negative equity. You think the dry bulk rates crash was bad, just wait a couple of years until the latest round of mega vessels hit the market and we get the next SARS or regional economic problem. The smart box operators may well be quietly trying to pay their mortgages down to avoid taking the big hit when they need to make the tough decision. How you find a way of doing that whilst not making it anti-competitive I do not know. How you find a way of avoiding lawsuits from the mega boxship construction yards I do not know either, although I suspect the answer may lie in part in eco-powerplant upgrade retrofitting work, paltry though that sounds. I also think box majors need to look at a way of setting up a fund to underwrite vessel scrapping. I would further suggest some bright individual should copyright a modular solution for oil / gas storage tanks, hospital, school, prison, power station or hotel accommodation blocks to fit into existing box ship designs to find some kind of after-market for these big ladies available for an absolute pittance very soon. But action needs to be taken now, or the box majors and as a result the bunker community as a whole will be staring down the barrel of some really big losses. About Inside Opinion Inside Opinion is an op-ed industry blog by Ship & Bunker's anonymous maritime expert. With well over a decade of experience working in world's biggest bunker markets, our industry insider offers an alternative view on the maritime industry's talking points of today and tomorrow. Views expressed do not necessarily reflect those of Ship & Bunker, or any companies connected with the Inside Opinion blog. Source : Ship and Bunker – 27.02.14

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ZEERECHT DROIT MARITIME

BIMCO 2013 HULL FOULING CLAUSEFOR TIME CHARTER PARTIES


BIMCO 2013 HULL FOULING CLAUSE FOR TIME CHARTER PARTIES

_________ A time charterparty will usually allow the vessel to trade worldwide, within Institute Warranty Limits (“IWL”). This will permit the charterer to order her to ports in waters that present a risk of hull fouling if the vessel remains idle there for a long time. In several areas, a vessel can be expected to wait for as long as one to two, or sometimes even three, weeks to berth – so fouling of her underwater parts will not be uncommon. The owners of such a vessel may well expect the charterers to pay for the hull cleaning and to bear the risk of the vessel's resulting underperformance. In London Arbitration 24/05, the Owners recovered the cleaning costs under the NYPE clause 8 implied indemnity in respect of fouling caused by a 14-day stay at three Brazilian ports. This is not, however, a straightforward area, due to two English Court decisions. The Kitsa [2005] The Kitsa was on a seven to nine month NYPE charter and was allowed to trade worldwide, within IWL. She sat for 22 days at Visak, India while waiting to discharge coal. Her hull was fouled, causing her to underperform. The Owners claimed the cleaning costs under the clause 8 implied indemnity. In arbitration proceedings, the Tribunal rejected the Owners' claim. In accordance with The Island Archon [1993], whilst an expense to the Owners might in a broad sense be a consequence of the Charterers' lawful order, there was no implied indemnity if the expense arose from a risk which the Owners had agreed to bear. The Tribunal held that: 1. The Charterers' order to call at Visak was an ordinary consequence of the charter service, the 22-day wait there was

within the reasonable expectation of owners of such vessels, and the consequent risk of fouling was foreseeable and foreseen when the charterparty was entered into.

2. With this in mind, the Owners had cleaned the hull in accordance with their on-going charterparty maintenance obligation and had impliedly agreed to bear the risk and expense (an ordinary trading expense) of such fouling, which precluded an implied indemnity.

3. There were possible exceptions. For example, if the risk of fouling was not known, or the delay which caused the fouling was due to a cargo dispute not concerning the owners, the hull fouling would not be a risk which the owners had agreed to bear – in which case a clause 8 implied indemnity claim would be possible.

On appeal, the Court felt compelled to uphold the Award on the basis that it was for the Tribunal to decide what risks the Owners had impliedly agreed to bear with regard to an implied indemnity claim. The Pamphilos [2002] The Pamphilos was chartered under the NYPE form for a trip carrying iron ore from Sepetiba, Brazil to Bourgas, Bulgaria. Her hull had been painted four months previously. Her underwater parts were fouled while waiting for berthing instructions at the Sepetiba anchorage for 21 days and while at the berth for a further three days. The Owners claimed: (1) reimbursement of the Charterers' hire deduction for the underperformance during the charter voyage (on the ground that

there was no basis for it given Owners had complied with their charterparty description/ maintenance/ seaworthiness/ fittedness obligations); and

(2) the cost of the hull cleaning (on the basis that Charterers had failed to redeliver the vessel “in like good order and condition” under clause 4).

In arbitration proceedings, the Tribunal allowed the Owners' claim in (1) on the basis that the underperformance was the consequence of the fouling, but it rejected the Owners' claim in (2). On appeal, the Court upheld the Tribunal's decision with regard to the Owners' claim in (2) on the basis that the fouling was an occupational hazard for the Owners that qualified as “ordinary wear and tear” under clause 4 (for which the Owners had to pay) unless it resulted from an extraordinary event such as serious fouling resulting from compliance with the Charterers' order immediately or shortly after drydocking. BIMCO 2013 Hull Fouling Clause for Time Charter Parties In light of this, time charterparties often contain clauses requiring the charterers to clean the hull at their time and expense following a prolonged stay in port. In consultation with representatives from the industry and paint manufacturers, BIMCO has produced its own clause providing that: 1. If the vessel “remains at or shifts within a place, anchorage and/or berth for an aggregated period” exceeding 15 days in

tropical or non-tropical waters (or such other period as may be agreed), her performance warranties are discontinued pending an underwater inspection.



BIMCO 2013 HULL FOULING CLAUSE FOR TIME CHARTER PARTIES

_________ A time charterparty will usually allow the vessel to trade worldwide, within Institute Warranty Limits (“IWL”). This will permit the charterer to order her to ports in waters that present a risk of hull fouling if the vessel remains idle there for a long time. In several areas, a vessel can be expected to wait for as long as one to two, or sometimes even three, weeks to berth – so fouling of her underwater parts will not be uncommon. The owners of such a vessel may well expect the charterers to pay for the hull cleaning and to bear the risk of the vessel's resulting underperformance. In London Arbitration 24/05, the Owners recovered the cleaning costs under the NYPE clause 8 implied indemnity in respect of fouling caused by a 14-day stay at three Brazilian ports. This is not, however, a straightforward area, due to two English Court decisions. The Kitsa [2005] The Kitsa was on a seven to nine month NYPE charter and was allowed to trade worldwide, within IWL. She sat for 22 days at Visak, India while waiting to discharge coal. Her hull was fouled, causing her to underperform. The Owners claimed the cleaning costs under the clause 8 implied indemnity. In arbitration proceedings, the Tribunal rejected the Owners' claim. In accordance with The Island Archon [1993], whilst an expense to the Owners might in a broad sense be a consequence of the Charterers' lawful order, there was no implied indemnity if the expense arose from a risk which the Owners had agreed to bear. The Tribunal held that: 1. The Charterers' order to call at Visak was an ordinary consequence of the charter service, the 22-day wait there was

within the reasonable expectation of owners of such vessels, and the consequent risk of fouling was foreseeable and foreseen when the charterparty was entered into.

2. With this in mind, the Owners had cleaned the hull in accordance with their on-going charterparty maintenance obligation and had impliedly agreed to bear the risk and expense (an ordinary trading expense) of such fouling, which precluded an implied indemnity.

3. There were possible exceptions. For example, if the risk of fouling was not known, or the delay which caused the fouling was due to a cargo dispute not concerning the owners, the hull fouling would not be a risk which the owners had agreed to bear – in which case a clause 8 implied indemnity claim would be possible.

On appeal, the Court felt compelled to uphold the Award on the basis that it was for the Tribunal to decide what risks the Owners had impliedly agreed to bear with regard to an implied indemnity claim. The Pamphilos [2002] The Pamphilos was chartered under the NYPE form for a trip carrying iron ore from Sepetiba, Brazil to Bourgas, Bulgaria. Her hull had been painted four months previously. Her underwater parts were fouled while waiting for berthing instructions at the Sepetiba anchorage for 21 days and while at the berth for a further three days. The Owners claimed: (1) reimbursement of the Charterers' hire deduction for the underperformance during the charter voyage (on the ground that

there was no basis for it given Owners had complied with their charterparty description/ maintenance/ seaworthiness/ fittedness obligations); and

(2) the cost of the hull cleaning (on the basis that Charterers had failed to redeliver the vessel “in like good order and condition” under clause 4).

In arbitration proceedings, the Tribunal allowed the Owners' claim in (1) on the basis that the underperformance was the consequence of the fouling, but it rejected the Owners' claim in (2). On appeal, the Court upheld the Tribunal's decision with regard to the Owners' claim in (2) on the basis that the fouling was an occupational hazard for the Owners that qualified as “ordinary wear and tear” under clause 4 (for which the Owners had to pay) unless it resulted from an extraordinary event such as serious fouling resulting from compliance with the Charterers' order immediately or shortly after drydocking. BIMCO 2013 Hull Fouling Clause for Time Charter Parties In light of this, time charterparties often contain clauses requiring the charterers to clean the hull at their time and expense following a prolonged stay in port. In consultation with representatives from the industry and paint manufacturers, BIMCO has produced its own clause providing that: 1. If the vessel “remains at or shifts within a place, anchorage and/or berth for an aggregated period” exceeding 15 days in

tropical or non-tropical waters (or such other period as may be agreed), her performance warranties are discontinued pending an underwater inspection.

2. The underwater inspection can be required by either party and will be arranged jointly – but at charterers' risk, cost and time.

3. After the inspection, if either party requires underwater cleaning, this must be done by charterers at their risk, cost and time – in consultation with owners, under the master's supervision and in accordance with the hull paint manufacturers' guidelines.

4. If the cleaning is not permitted or is not possible where the inspection took place, or if charterers postpone the cleaning, the vessel's performance warranties will remain suspended until the cleaning takes place. If owners refuse to allow the cleaning despite the availability of suitable facilities and equipment, the vessel's performance warranties will be reinstated.

5. The cleaning must take place before redelivery. If, however, charterers are prevented from doing so, the parties will agree a lump sum in respect of the cost to owners of doing so.

6. If charterers show that the vessel is performing as warranted despite the prolonged stay referred to in 1 above, her performance warranties will be reinstated and charterers' inspection/cleaning obligations will no longer apply.

Comment Overall, the BIMCO clause is clear and seems to strike the right balance. Owners will welcome the 15-day default period where it is shorter than the period in their current charterparty clauses, though BIMCO's Circular accompanying the clause urges the parties to agree the period(s) by reference to: (1) the trading areas/climates; (2) the quality/type of the vessel's hull paint and when its manufacturers say that its effectiveness becomes compromised; and (3) the fact that frequent/excessive cleaning reduces the paint's effectiveness. However, it does not say that it applies to a stay of more than 15 days at two or more different ports. It refers to a stay at “a place” (singular tense) for more than 15 days, and its reference to an “aggregated period” presumably adds time spent at an anchorage in a port to the time spent at the berth and whilst shifting. So if a vessel is at port A for 10 days and at neighbouring port B for six days, the clause apparently does not apply. Further, if fouling results from a stay of less than 15 days so that the clause does not apply, it should follow that the owner's maintenance obligation then operates – requiring him to clean the hull at the earliest reasonable opportunity (rather than him being liable for underperformance simply because the clause is not triggered). It would, however, have been preferable for the clause to say so. Finally, similarly to its “Slow Steaming Clause for Time Charter Parties”, BIMCO's clause does not address the issue of fouling caused by slow steaming. This may be a problem if the hull paint requires a minimum speed to remain effective. From Maritime Press Clippings – 02.11.2013 Source: INCE & Co


DE BELGISCHE VLAG VAN TOEN LE PAVILLON BELGE AUTREFOIS

“BELGIAN SAILOR” „DEN EERSTEN BELG…‟

_________

Toeval of gepland? Hoogstwaarschijnlijk een gelukkig toeval! Het eerste vrachtschip onder Belgische vlag dat er na de heropening van de Antwerpse haven in het najaar 1944 afmeerde, was de “Belgian Sailor”. Een symbolische hulde voor de bijdrage van de Belgische zeelui tijdens de wereldbrand? Vier dagen voor de start van het Ardennenoffensief én 567 mensen het leven verloren toen een V2 insloeg op de cinema Rex, kwam de “Belgian Sailor” onder het bevel van kapitein Achille Costermans met een lading van 8000 ton Canadees graan op dinsdag 12 december 1944 als 215de schip toe in de Scheldehaven.

De “Belgian Sailor” te Antwerpen Geen fanfare en geen personaliteiten die het schip stonden op te wachten toen de meertouwen ter hoogte van de Schel-dekaai 20 door de bootmannen werden opgevangen. Dat was drie weken eerder anders geweest, wanneer op 28 novem-ber het eerste officiële konvooi dat Antwerpen na de bevrijding aanliep, door het stadsbestuur en andere personaliteiten werd begroet. Het was de Belgische bemanning van het schip nochtans niet gegund om Kerstmis in familiekring door te brengen. Op 21 december moest het schip opnieuw vertrekken voor een volgende winterse oversteek van de Atlantische Oceaan. De “Belgian Sailor” was één Y-serie van de Empire-type standaardschepen die tijdens de oorlog in Groot-Brittannië werden gebouwd. Deze klasse van schepen had een lengte over alles van 136,4 m (129,54 m tll), een breedte van 17,06 m. Bij een zomerdiepgang van 26 voet 2 7/8 duim bedroeg het draagvermogen 10155 ton. Een „triple expansion‟ stoommachine van 2160 pk gaf het schip een snelheid van 10,5 knopen. Met een gemiddeld gecalculeerd verbruik van 35 ton kolen hadden deze vaartuigen een actieradius van 10.000 zeemijl. Voor de behandeling van de cargo beschikten deze schepen over tien laadbomen met een hefvermogen van 5 en tien ton, en aan de voormast één laadboom van 30 ton. Het schip stond onder het nummer 1641 in het orderboek van de Wallsend-vestiging van de scheepwerf Swan, Hunter and Wigham Richardson Ltd. opgeschreven. Dit bouwnummer kreeg bij de stapelloop op 23 oktober 1941 de naam “Empire Drayton”. Tijdens de afwerking werd het aan de Belgische regering te koop aangeboden in het kader van het eerste “Re-placement” schema dat de Britse overheid had uitgewerkt. Deze overeenkomst had tot doel de niet-Britse geallieerden toe te laten hun verliezen aan koopvaardijschepen gedeeltelijk te compenseren. Hierbij dient aangestipt te worden dat de schepen weliswaar aan bevriende naties werden verkocht, maar ze via een timecharter tot minstens zes maanden na het beëindigen van de vijandelijkheden ter beschikking bleven van de Britse overheid, vertegenwoordigd door het “Ministry of War Transport”. De Belgische ministerraad stemde op 11 februari 1942 formeel met dit “replacement scheme” in. Naast nieuwbouwsche-pen omvatte het akkoord ook de overname van tweedehandsschepen. De “Belgian Sailor” was onderdeel van het luik nieuwbouwschepen.


“BELGIAN SAILOR”‘DEN EERSTEN BELG..’v



“BELGIAN SAILOR” „DEN EERSTEN BELG…‟

_________

Toeval of gepland? Hoogstwaarschijnlijk een gelukkig toeval! Het eerste vrachtschip onder Belgische vlag dat er na de heropening van de Antwerpse haven in het najaar 1944 afmeerde, was de “Belgian Sailor”. Een symbolische hulde voor de bijdrage van de Belgische zeelui tijdens de wereldbrand? Vier dagen voor de start van het Ardennenoffensief én 567 mensen het leven verloren toen een V2 insloeg op de cinema Rex, kwam de “Belgian Sailor” onder het bevel van kapitein Achille Costermans met een lading van 8000 ton Canadees graan op dinsdag 12 december 1944 als 215de schip toe in de Scheldehaven.

De “Belgian Sailor” te Antwerpen Geen fanfare en geen personaliteiten die het schip stonden op te wachten toen de meertouwen ter hoogte van de Schel-dekaai 20 door de bootmannen werden opgevangen. Dat was drie weken eerder anders geweest, wanneer op 28 novem-ber het eerste officiële konvooi dat Antwerpen na de bevrijding aanliep, door het stadsbestuur en andere personaliteiten werd begroet. Het was de Belgische bemanning van het schip nochtans niet gegund om Kerstmis in familiekring door te brengen. Op 21 december moest het schip opnieuw vertrekken voor een volgende winterse oversteek van de Atlantische Oceaan. De “Belgian Sailor” was één Y-serie van de Empire-type standaardschepen die tijdens de oorlog in Groot-Brittannië werden gebouwd. Deze klasse van schepen had een lengte over alles van 136,4 m (129,54 m tll), een breedte van 17,06 m. Bij een zomerdiepgang van 26 voet 2 7/8 duim bedroeg het draagvermogen 10155 ton. Een „triple expansion‟ stoommachine van 2160 pk gaf het schip een snelheid van 10,5 knopen. Met een gemiddeld gecalculeerd verbruik van 35 ton kolen hadden deze vaartuigen een actieradius van 10.000 zeemijl. Voor de behandeling van de cargo beschikten deze schepen over tien laadbomen met een hefvermogen van 5 en tien ton, en aan de voormast één laadboom van 30 ton. Het schip stond onder het nummer 1641 in het orderboek van de Wallsend-vestiging van de scheepwerf Swan, Hunter and Wigham Richardson Ltd. opgeschreven. Dit bouwnummer kreeg bij de stapelloop op 23 oktober 1941 de naam “Empire Drayton”. Tijdens de afwerking werd het aan de Belgische regering te koop aangeboden in het kader van het eerste “Re-placement” schema dat de Britse overheid had uitgewerkt. Deze overeenkomst had tot doel de niet-Britse geallieerden toe te laten hun verliezen aan koopvaardijschepen gedeeltelijk te compenseren. Hierbij dient aangestipt te worden dat de schepen weliswaar aan bevriende naties werden verkocht, maar ze via een timecharter tot minstens zes maanden na het beëindigen van de vijandelijkheden ter beschikking bleven van de Britse overheid, vertegenwoordigd door het “Ministry of War Transport”. De Belgische ministerraad stemde op 11 februari 1942 formeel met dit “replacement scheme” in. Naast nieuwbouwsche-pen omvatte het akkoord ook de overname van tweedehandsschepen. De “Belgian Sailor” was onderdeel van het luik nieuwbouwschepen.

Op 18 februari 1942 werd het schip onder de naam “Empire Drayton” officieel van de werf overgenomen door de Britse Admiralty. Een dag later volgde om 14.30 uur de formele overname door de Belgische regering die het de naam “Belgian Sailor “ gaf met als thuishaven Antwerpen. De uitbating van deze 7023 brt (Engelse meting) metende eenheid werd toever-trouwd aan de Compagnie Maritime Belge. Op dezelfde 19e februari 1942 werd ook een bedrag van £ 164.000 overge-maakt naar de Britse overheidsrekening. De “Belgian Sailor” was het allereerste vaartuig dat door de Belgische overheid in eigendom werd overgenomen van de Britten (later ook de V.S.A.). Hun beheer werd toevertrouwd aan de Belgische rederijen met vertegenwoordiging in Groot-Brittannië. De overdracht naar de Belgische vlag verliep echter niet vlekkeloos. Op het ogenblik dat België het vaartuig in ontvangst nam, was er nog geen volledige bemanning beschikbaar. De samenstelling ervan duurde nog enkele weken, zodat pas op 10 maart de gloednieuwe eenheid, onder het bevel van kapitein Achille Hintjens, Newcastle-upon-Tyne kon verlaten voor de eerste reis. Deze voer over de Atlantische Oceaan naar New York. Daar werd een lading voor het Midden-Oosten aan boord genomen. Omdat de Middellandse Zee toen nog onder Duitse/Italiaanse controle stond, verliep de reis via Zuid-Afrika. Alvorens begin mei de reis kon aangevat worden moest een groot gedeelte van de oorspronkelijke bemanning vervangen worden. Niet minder dan 15 opvarenden hadden in New York het schip verlaten (13 Belgen, een Rus en een Brit) en twee bemanningsleden werden ontscheept. De 17 nieuwe aangemonsterde bemanningsleden vormden een heterogene groep: 6 Britten, 4 Belgen, 2 Cubanen en telkens één Deen, Noor, Portugees, Nederlander en Est. Na een overtocht van 37 dagen bereikte de “Belgian Sailor” op 4 juni Kaapstad. Via Port Soedan, Suez en Port Said ging het naar de eindbestemming Alexandrië. Op 14 oktober was de “Belgian Sailor” opnieuw in Kaapstad. Het moet niet de meest aangename reis geweest zijn, want kapitein Hintjens maakt gewag van heel wat problemen met de bemanning. De slechte sfeer aan boord was waarschijnlijk toe te schrijven aan de minder goede kwaliteit van het voedsel en een gebrekkige hygiënische toestand. Een summier rapport uit die periode wees immers op een kwalitatief minder verzorgde afwerking van het schip. Op 14 november 1942 nam kapitein Achille Costermans, waarvan het schip “Belgian Fighter” pas enkele weken voordien het slachtoffer van een U-boot was geweest, in Kaapstad het bevel van de “Belgian Sailor” over. Hij bleef het gezag over het vaartuig houden tot midden 1945. Dan werd hij afgelost door kapitein Joseph Onghena. Na terugkeer in New York kreeg het schip er in januari 1943 een grondige onderhouds- en herstelbeurt om nadien hoofd-zakelijk in de trans-Atlantische dienst ingezet te worden. Nog eenmaal komt het schip in het nieuws als gevolg van een aanvaring in Bône op 6 februari 1944. Onder Belgisch beheer werden de initiële tekortkomingen in de bouw aangepakt en verbeterd. Het vaartuig voldeed dan ook aan de kwaliteitseisen die de C.M.B. aan zijn schepen stelt, zodat de rederij het schip op 21 januari 1946 aankocht toen het door de Belgische regering werd aangeboden. Omgedoopt in “Capitaine Biebuyck”, naar de voormalige gezagvoerder van de “Leopoldville” die het leven liet bij de torpe-dering van de “Emile Francqui”, waarin hij als supernumerary op weg was naar Canada voor een vakantie met zijn echtge-note, werd het vaartuig tot midden 1948 ingezet op de dienst naar de oostkust van Zuid-Amerika. Toen werd het voor een zevental jaren ingedeeld op de lijndienst “rond Afrika”, namelijk uit via de Middellandse Zee, het Suezkanaal naar Oost-Afrika en terug via Zuid- en West-Afrika. Deze regelmaat liep in de eerste helft van 1955 ten einde en van dan af werd met het schip op diverse diensten ingezet, eerst opnieuw naar Zuid-Amerika, vervolgens de driehoek Europa -West-Afrika - V.S.A. om tenslotte van midden 1956 een jaar dienst te doen op de verbinding van en naar India/Pakistan. Na terugkeer van een dergelijke reis werd op 18 december 1957 het schip overgedragen aan de Kvarnerska Plovidba waarna het twee dagen later onder de nieuwe naam “Kastav” en Joegoslavische vlag uit Antwerpen vertrok… naar Rio de Janeiro en Santos. Tot begin 1965 voer het vanuit de thuishaven Rijeka als klassieke “trampvaarder” naar alle mogelijke bestemmingen. Begin 1963, wanneer het schip met behoud van naam overging naar Jugolinija, was er opnieuw een lijn te trekken in het vaarpatroon, want tot eind 1965 voer het schip regelmatig tussen havens in Polen en de vroegere DDR en Joegoslavië. In november 1965 werd in Ancona de Joegoslavische vlag gestreken en kwam de Liberiaanse er in de plaats. Ook de naam “Kastav “ verdween voor een nieuwe identiteit “Ivory Tellus”. Als nieuwe eigenaar stond Ivory Shipping genoteerd, een maatschappij die mogelijk gecontroleerd werd door Aries Shipping uit Hongkong, maar in de doolhof van het moderne zeevaartgebeuren moeilijk te achterhalen. Feit is wel dat de maatschappij het schip, ook toen het begin 1968 naar de Libanese vlag werd overgeheveld met behoud van de naam “Ivory Tellus”, hoofdzakelijk uitbaatte in het Verre Oosten, en meer bepaald tussen Japan, India en China. De laatste reis van de inmiddels 28-jarige cargo begon op 16 maart 1970 in Visakhapatnam om op 22 april te eindigen in de Japanse haven Hirao waar het op de werf van Matsukura Maritime Company onder de sloophamer verdween. Florent Van Otterdyk


CAUSERIE

Het Koninklijk Belgisch Zeemanscollege de Belgische Zeevaartbond de Koninklijke Belgische Marine Academie

organiseren een causerie op

dinsdag, 25 maart 2014 om 19u30

met als onderwerp

1914 – 1918 op zee De maritieme rol van België tijdens de ‘Groote Oorlog’

door

Freddy Philips Maritiem journalist

Locatie: HOGERE ZEEVAARTSCHOOL - Noordkasteel Oost 6 - 2030 Antwerpen

Alle leden en sympathisanten van harte welkom Aansluitend aan de causerie bieden de organiserende verenigingen een drink aan.

Gelieve uw aanwezigheid te bevestigen vóór 21 maart 2014 Tel: 0477-44.09.02 - E-mail: [email protected]

CAUSERIE

De MERCATORKRING

organiseert een lunchcauserie

op dinsdag, 8 april 2014 om 12u00

in de

ROYAL YACHT CLUB van BELGIË Thonetlaan 133 – 2050 Antwerpen L-O

met als onderwerp

De haven- en ScheldeschildersI

door

Gerald Verbeeck

Leden (en hun partner): € 35,00 pp Niet-leden: € 40,00pp (3-gangen menu, incl. aperitief, wijn en koffie)

te storten op rekening nr. 068-2413784-63 van de Mercatorkring

IBAN: BE40 0682 4137 8463 BIC: GKCCBEBB

Alle leden en sympathisanten zijn van harte welkom! Aanwezigheid bevestigen vóór 5 april: e-mail: [email protected]


CAUSERIE

Het Koninklijk Belgisch Zeemanscollege de Belgische Zeevaartbond de Koninklijke Belgische Marine Academie

organiseren een causerie op

dinsdag, 25 maart 2014 om 19u30

met als onderwerp

1914 – 1918 op zee De maritieme rol van België tijdens de ‘Groote Oorlog’

door

Freddy Philips Maritiem journalist

Locatie: HOGERE ZEEVAARTSCHOOL - Noordkasteel Oost 6 - 2030 Antwerpen

Alle leden en sympathisanten van harte welkom Aansluitend aan de causerie bieden de organiserende verenigingen een drink aan.

Gelieve uw aanwezigheid te bevestigen vóór 21 maart 2014 Tel: 0477-44.09.02 - E-mail: [email protected]

CAUSERIE

De MERCATORKRING

organiseert een lunchcauserie

op dinsdag, 8 april 2014 om 12u00

in de

ROYAL YACHT CLUB van BELGIË Thonetlaan 133 – 2050 Antwerpen L-O

met als onderwerp

De haven- en ScheldeschildersI

door

Gerald Verbeeck

Leden (en hun partner): € 35,00 pp Niet-leden: € 40,00pp (3-gangen menu, incl. aperitief, wijn en koffie)

te storten op rekening nr. 068-2413784-63 van de Mercatorkring

IBAN: BE40 0682 4137 8463 BIC: GKCCBEBB

Alle leden en sympathisanten zijn van harte welkom! Aanwezigheid bevestigen vóór 5 april: e-mail: [email protected]

VACATURE

EXMAR SHIPMANAGEMENT NV

With over 30 LPG and LNG tanker vessels, Exmar is a world-class global provider of specialized services to the oil and gas industry at the intersection of maritime and off-shore. We manage specialized floating assets and deliver tailor-made services combining our maritime and off-shore know-how efficiently and innovatively. www.exmarshipmanagement.be We are looking for a motivated

Marine Superintendent LNG based in Antwerp ROLE The Marine Superintendent supports the LNG Business Unit with specialized knowledge in the fields of Nautical and Health, Safety, Security, Environment and Quality in order to adhere to regulations and customer requirements His key task is being the midpoint between the LNG fleet and the other departments in order to provide follow-up and to anticipate to future needs for all Nautical and HSEQ matters. RESPONSIBILITIES Reporting to the LNG Business Unit Director, the Marine Superintendent LNG is responsible to ensure compliance with the Systems and Regulations that govern our activities on the LNG fleet. The Marine Superintendent cooperates closely with the HSEQ Director who super- vises the corporate policies. Next to the core responsibility, the Marine Superintendent will be engaged in:

Taking initiatives to continuously improve the safety performance of the company in an efficient and innovative way. The analysis of HSEQ related regulatory documentation The investigation of accidents and near misses leading to corrective and preventive actions. The review or development of procedures. Assisting the ships staff during commercial inspections. Performing internal audits on board the vessels. The debriefing of the ships staffs and being part of the assessment team for recruitment and promotion of seafarers. The process of clearing vessels by communicating with vetting services and providing 'Owners comments'.

YOUR QUALIFICATIONS

Qualified Master, Chief Officer or Chief Engineer Minimum sea time of 8 calendar years of which 5 years on gas tankers and 1 year effective sea time as senior officer. Firm knowledge of English (written and verbal) Excellent skills in communication Ability to work in multicultural environments

YOUR TALENTS

Attention to detail and strong analytical skills Must be able to come up with new solutions while working within the constraints of the regulatory framework Ability to be hands-on, drive processes and follow through Self-organized but enjoys and thrives in a team-oriented environment High ethical integrity

WE OFFER Exmar Shipmanagement offers a competitive salary and a comprehensive benefit package. We are an equal opportunity employer. Our values are Respect, Commitment, Working in Alliances and Innovation. We believe in these qualities, which are essential for building an even stronger Exmar Shipmanagement. If you can identify with them, you could be the one to strengthen our team. INTERESTED? We are looking forward to receiving your application: By letter: EXMAR SHIPMANAGEMENT NV – Attn. HRM-Department – De Gerlachekaai 20 – 2000 Antwerpen By mail : [email protected]

www.jachthaven-antwerpen.be

Jachthavens Antwerpen - 01/2013 - Galabal Marine 2013

Algemene administratie 6 rycb@rycb7beContactpersoon 6 Kapitein ter Zee wH9 6 Patrick Van den Bulck

Thonetlaan :vvjEGE Antwerpen

Tel7 Ev j:9 E8 9GFax Ev j:9 f7 _8

Email: jachthaven_linkeroever@skynet7be

Godefriduskaai 99jEEE Antwerpen

Tel7 Ev jv: GE ffFax Ev jvj _f E:

Email: jaw@telenet7be

B E L G I S C H E Z E E V A A R T B O N D

L I G U E M A R I T I M E B E L G E

B E L G I A N M A R I T I M E L E A G U E

www. lmb-bzb .be

Jachthaven Antwerpen Jachthaven AntwerpenWillemdok

" M a r i t i e m e A g e n d a "

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