Gen Memo 26/12: SEA Project / WMD / MET Congress / GlobaMET Meetings / Skill

Shortages / Voyage Planning / Mooring Accident / Mariner Poem Dear Members,

PLEASE ENSURE THIS GEN MEMO IS WIDELY DISTRIBUTED WITHIN YOUR INSTITUTION

1 Seafarer Environment Awareness Project

IUCN MEPC Side Event

It is a pleasure to advise that the International Union for Conservation of Nature, which helps the world

find pragmatic solutions to our most pressing environment and development challenges, is to organise a

side event at MEPC 64, to be held at IMO during the first week of October, which will feature the

Sargasso Sea poster jointly prepared by the WWF, the Nautical Institute and GlobalMET.

To view and order the poster go to the Sargasso Sea hotlink on www.gobalmet.org.

InterManager message to members

We are delighted that Capt Kuba Szymanski, Secretary General of InterManager, has sent the following

message to members:

Environmental Posters

Many areas in the world have been designated as ‘Special Areas’ in order to protect them from the legal

practice of dumping waste as agreed under the Marpol Convention. However all areas are sensitive, and

some particularly sensitive areas may not be legally designated as a special area due to political issues.

The Nautical Institute, GlobalMET, and WWF initiated a project to raise the marine environmental

awareness of seafarers and to develop a series of posters depicting sensitive sea areas frequented by ships

and the associated environmental and marine life features.

There is a tradition on many ships whereby a wide area chart, pinned up in the crew quarters, is updated

with a noon position in order to give the crew an awareness of where they are along the voyage. Such a

chart could be augmented with educational environmental information that could raise the crew’s

awareness of when they were operating in these areas. They may then be persuaded to better manage

onboard recycling and to manage the legal dumping and discharge of waste to reduce the environmental

impact

The Sargasso Sea was chosen as the first project and the poster/chart has been completed and is available

for distribution to vessels. Orders and expressions of interest have already been received for almost 1000

posters. Shipping companies and managers are invited to purchase and distribute these posters to their

fleet. Other maritime organizations can also sponsor distribution of the posters. The 36” x 30” poster is

available at USD 10 per poster, plus packing and postage from Maritime Training Services where a copy

of the final version of the poster can be viewed.

www.intermanager.org/category/news-from-our-members/

2 World Maritime Day

The attached IMO Circular letter No.3290 issued in connection with this year's celebrations of World

Maritime Day, to take place during the week of 24 to 28 September 2012, is in three parts:

- the letter

- the text of the Secretary General's message on the occasion (attached as annex 1); and

- a statement on the year's theme ("IMO: One hundred years after the Titanic") (attached as annex 2).

It is requested that, in order to promote the Day more widely, authorities concerned would organize,

wherever possible, suitable events to celebrate the Day; and inform the Secretariat, by 14 September

2012, of any activities that they are planning to this end, to enable a report to be prepared for submission

to the Council at its 109th session in November 2012.

Annex 2 provides a summary of developments since 1912 which should be very helpful for maritime

teachers. Particularly striking is the paragraph:

One of the Organization's greatest strengths today is the fact that its 170 Member States, together with

more than 60 non-governmental organizations and over 30 intergovernmental organizations that enjoy

consultative status with IMO, can embrace many different viewpoints on any given subject. The

combined capacity of the expertise available within the Organization that is brought to bear on any

standard, guideline, code of practice or any other matter that it deals with results in a balanced, sensible

and effective regulatory regime that applies to nearly 100 per cent of shipping engaged in international

trade. No other organization, either international or regional, can muster this capability.

GlobalMET is privileged to be one of the 'more than 60 non-governmental organizations' and will

continue to provide as much helpful input to IMO as it can.

3 National MET Congress

Attached please find two papers announcing the National Congress on Maritime Education and Training,

the organisation of which is spearheaded by the Philippine National Maritime Academy. The theme is

'Enforcing Stakeholders' Collaboration in the Philippine Maritime Education, Training and Certification

System'. The Congress is to be held in Manila on 25-26 September.

4 GlobalMET AGM, BoD and Forum

Members are respectfully reminded that these meeting will be held in Manila on 14, 15 and 16 of

November, in collaboration with the 13th Asia Pacific Manning & Training Conference. GlobalMET has

again provided input during formulation of the program and several members of GlobalMET are to

participate in this major conference, to be held on 14 and 15 November at the Sofitel Plaza Hotel in

Manila. Attached is an information flyer which includes details of the discount available to GlobalMET

members.

5 Watchkeeper: Skill shortages drive claims rise

A study by the Swedish Club, produced as a reaction to a 60% increase in hull and machinery claims over

a three year period, has pointed to skill shortages as one of the principal reasons for this rise. A substantial

rise in the cost of individual claims, and an increased frequency of claims since 2008, led to the club’s

analysis, which points to a number of common causes.

None of these might be considered new or particularly surprising, with a lack of knowledge, the failure to

follow procedures and inadequate resource management being three of the key issues identified. The

club’s findings mesh with that of analyses by accident investigators and others, suggesting that there is a

growing shortage of experienced seafarers in a global fleet that continues to increase. Others have pointed

to the increased intensity of marine operations and the Swedish Club certainly identifies excessive speed

as a recurring issue, noting that situational awareness would often have been enhanced if the ship or

operation had been slowed to a more reasonable speed. [Underlining by ExecSec]

6 RMI Voyage Planning Guidelines

The Guidelines recently issued by the Office of the Maritime Administrator of the Republic of the

Marshall Islands are attached.

7 Mooring accident report

The Swedish Accident Investigation Authority has published the Morraborg Interim Report S-95/11,

dealing with the fatal mooring accident aboard m v Morraborg in the port of Holmsund, Sweden, July 3rd

2011, which is a good case study for teaching as an example of the design and construction of the ship

making it difficult to carry out a safe mooring operation. Please go to

http://www.havkom.se/virtupload/reports/Morraborg_Interim_report_S-95_11e.pdf. As the report states:

There was a brisk, gusty wind setting outwards from the quay,

The docking method used resulted in risk that the mooring rope could brake under load,

The master warned the foredeck team to take protection,

There was no visual contact between the bridge and the forecastle,

The chief officer confirmed the master’s warning but did not take any protection,

The forecastle deck area for mooring was confined,

The remote control unit was located in close proximity to the mooring line under tension and within its

immediate snap-back zone,

The company had no specific guidelines for mooring and the company management had not identified

mooring to be a dangerous type of work.

8 'Ancient Mariner' poem inspires professor's shipping research

The BBC reported on 23 August that Cardiff University’s Michael Bloor has written a damning report

into the lives of modern seafarers – in the form of the epic poem by Samuel Taylor Coleridge which

includes the well known "Water, water, every where/And all the boards did shrink/Water, water, every

where/Nor any drop to drink."

As part of his work with the Seafarers International Research Centre at the university Prof Bloor spent 12

years researching crew conditions around the world, including a month on a tanker. His report, The Rime

of the Globalised Mariner, published in the academic journal Sociology. includes the following:

They issued my certificates,

But their paper had a price:

My father's hard-earned money

Stolen once, then twice

The flag with the greatest tonnage

Flies o'er the Panama Isthmus,

When Panama votes for change,

Then turkeys'll vote for Christmas

So come all you kind consumers,

Who the honey'd wine have sipped,

Take pity on the mariner

Beware how your goods are shipped.

Bloor told the BBC: "Initially it was a little intellectual exercise but as it progressed, I became more

determined to make it a public document so people could understand the difficult conditions that seafarers

labour under. Poor training, poor safety performance and long hours put them at serious risk at sea. I've

been raising these issues in traditional academic articles for years and I've been frustrated by the lack of

change. I'm hoping to have more effect by making these points in poetry rather than sociological prose."

Some Greek shipowners act as a chorus in the poem, claiming that they can only reward their crews with

what the market will pay them. The poem concludes with an appeal for people to use consumer power to

force vessel operators to improve workers' conditions.

Kind regards

Rod Short

Executive Secretary

GlobalMET Limited

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E

4 ALBERT EMBANKMENT

LONDON SE1 7SR Telephone: +44 (0)20 7735 7611 Fax: +44 (0)20 7587 3210

Circular letter No.3290 13 August 2012 To: IMO Member States and other Governments

United Nations and specialized agencies Intergovernmental organizations Non-governmental organizations in consultative status

Subject: World Maritime Day, 2012 Further to Circular letter No.3244 of 30 January 2012, the Secretary-General has the honour to enclose herewith material in connection with this year's celebrations of World Maritime Day, to take place during the week of 24 to 28 September 2012, namely:

- the text of his message on the occasion (attached as annex 1); and

- a statement on the year's theme ("IMO: One hundred years after the Titanic") (attached as annex 2).

It would be appreciated if the material enclosed herewith could be forwarded, as soon as possible, to the authorities responsible for organizing the celebrations of World Maritime Day. In order to promote the Day more widely, it would also be appreciated if the authorities concerned would organize, wherever possible, suitable events to celebrate the Day; and inform the Secretariat, by 14 September 2012, of any activities that they are planning to this end, to enable a report to be prepared for submission to the Council at its 109th session in November 2012. The Secretary-General's message has been recorded in English only and will be available on the IMO website, at www.imo.org, in audio and video format, for downloading. Additionally, hard copies of the message will be available for downloading in all of the Organization's official languages (Arabic, Chinese, English, French, Russian and Spanish); while hard copies of the statement in annex 2 will be available for downloading in the three working languages of the Organization (i.e. in English, French and Spanish), as per the usual practice. As stated in Circular letter No.3244, the 2012 World Maritime Day parallel event, which will be hosted by the Government of the Kingdom of Bahrain, will be held in Manama on 17 and 18 October 2012. Full details of the parallel event, as well as the programme, will be circulated in due course.

***

Circular letter No.3290 Annex 1, page 1

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ANNEX 1

WORLD MARITIME DAY 2012

IMO: ONE HUNDRED YEARS AFTER THE TITANIC

A message from the Secretary-General of the International Maritime Organization,

Mr. Koji Sekimizu

On 14 April 1912, the White Star liner Titanic was transformed in a few short hours from the world's most celebrated ship into a name forever associated with disaster. Many ships have sunk – too many – but few have had the lasting impact of the seemingly

invulnerable Titanic. The Titanic tragedy prompted the major shipping nations of the world, at that time, to take decisive action to address maritime safety. This led to the adoption, two years later, of the first-ever International Convention on Safety of Life at Sea and, ultimately, to the establishment of IMO itself. Today, much updated and revised, SOLAS is still the most important international treaty addressing maritime safety. And, as 2012 marks the 100th year since that ill-fated ship foundered, the IMO Council decided that the World Maritime Day theme for this year should be "IMO: One hundred years after the Titanic". Since its formation, IMO's main task has been to develop and maintain a comprehensive regulatory framework for international shipping. Its mandate was originally limited to safety-related issues, but subsequently this remit has been expanded to embrace environmental protection, legal matters, technical co-operation, issues that affect the overall efficiency of shipping and maritime security, including piracy and armed robbery against ships. The direct output of IMO's regulatory work is a comprehensive body of international conventions, supported by literally hundreds of guidelines and recommendations that, between them, govern just about every facet of the shipping industry – from the drawing board to the scrapyard. The most important result of all this is that shipping today is safer, cleaner, more efficient and more secure than at any time in the past. But each new generation of vessels brings fresh challenges and, regrettably, accidents still occur, reinforcing the need for continual improvement. Our efforts to promote maritime safety, not least of passenger ships, will never stop. We should respond quickly to accidents and we must be proactive. To this end, we are planning to hold a two-day symposium at IMO Headquarters, in London, in conjunction with IMO's Maritime Safety Committee next June, on the "Future of Ship Safety". The idea is to go beyond the current safety issues under the Committee and rigorously consider the future of maritime safety. The objective is for the discussions to contribute to the future advancement of the Organization's maritime safety policy.

Circular letter No.3290 Annex 1, page 2

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What separates the passenger and cruise ship industry from the rest of shipping is the unique nature of its cargo – hundreds and thousands of people. The lives of thousands of people are in the hands of the ship's management, the captain and crew and the operating staff. I therefore hope that this sector, in particular, will take the opportunity to lead the way, because "safety" is its main product – not comfort, entertainment or leisure. Without safety, the industry will not survive, let alone sustain its growth; and real safety does not result simply as a consequence of regulation-compliance. Some 20 years ago, the International Safety Management Code, adopted by IMO, represented a step-change in the establishment of a safety culture in shipping. The time has now come to generate another step-change. This will not be achieved through legislative measures alone. We must generate a new impetus in shipping to go beyond compliance with regulations and explore industry-wide mechanisms to ensure the safety culture is embedded throughout the entire industry. So this year, as we look back on that pivotal disaster 100 years ago, I urge IMO Member Governments and the shipping industry as a whole to refresh their determination to improve and enhance the safety of passenger shipping today, and into the future.

***

Circular letter No.3290 Annex 2, page 1

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ANNEX 2

WORLD MARITIME DAY 2012

IMO: ONE HUNDRED YEARS AFTER THE TITANIC

Background Paper

On 14 April 1912, the White Star liner Titanic was transformed in a few short hours from the world's most celebrated ship into a name forever associated with disaster. Many ships have sunk – too many – but few have had the lasting impact of the seemingly

invulnerable Titanic, sparking a chain of events that led ultimately to the formation of the International Maritime Organization (IMO), the specialized agency of the United Nations responsible for so many of the improvements to maritime safety that make shipping today so

much safer than it was at the time of the Titanic.

But the story really begins long before the Titanic sank, when the question of how to ensure mutually acceptable standards on ships from different jurisdictions was becoming increasingly important. As global trade increased, it became apparent that the best way to achieve significant and widespread improvements in safety at sea would be through the development of international regulations that would be applied by all shipping nations. From the mid-19th century onwards, a number of treaties to this end were adopted. One example is the 1863 rules of the road at sea – known as articles – which were adopted by more than 30 maritime countries.

But it was the Titanic disaster of 1912 which led to the adoption, two years later, of the first International Convention for the Safety of Life at Sea (SOLAS). SOLAS was adopted after the

United Kingdom called a conference following the Titanic disaster and it was the first convention to lay down international rules governing safety of shipping, such as making sure enough lifeboats and lifejackets are provided for all the people on board a ship. Even as recently as the 1950s, however, most shipping nations had their own maritime laws and there were comparatively few international treaties. Those that did exist were by no means accepted or implemented by all maritime States. The result was that standards and requirements varied considerably. It was generally accepted that this situation was damaging to shipping safety at the global level. Not only were standards different, but some were far higher than others. Shipowners who spent relatively little money on safety had an economic advantage over their more conscientious rivals and this was a threat to any serious attempt to improve shipping safety. But it was not until the foundation of the United Nations itself that a permanent international body was set up to promote maritime safety more effectively – and that body is IMO. IMO was established by means of a convention adopted in Geneva in 1948. The convention received sufficient signatures to enter into force 10 years later and the first meeting of IMO was held in 1959. The most immediate and important task allocated to IMO, when it met for the first time, was to develop international standards to replace the multiplicity of national legislation that then existed. And the very first of these was a new version of the SOLAS Convention, which was adopted in 1960. Thereafter, IMO turned its attention to other matters, such as the facilitation of international maritime traffic, load lines on ships, the carriage of dangerous goods and revising the system of measuring ships' tonnage.

Circular letter No.3290 Annex 2, page 2

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Although safety was, and remains, IMO's most important responsibility, a new problem began to emerge soon after the Organization came into being – pollution. The growth in the amount of oil

being transported by sea, and in the size of oil tankers, was of particular concern and the Torrey

Canyon disaster of 1967, in which 120,000 tonnes of oil was spilled, demonstrated the scale of the problem. During the next few years, IMO introduced a series of measures designed to prevent tanker accidents and to minimize their consequences. It also tackled the environmental threat caused by routine operations such as the cleaning of oil cargo tanks and the disposal of engine-room wastes – in tonnage terms, a bigger menace than accidental pollution. The most important of all these measures was the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 (MARPOL 73/78). It covers not only accidental and operational oil pollution but also pollution by chemicals, goods in packaged form, sewage, garbage and air pollution. IMO was also given the task of establishing a system for providing compensation to those who had suffered financially as a result of pollution. Two treaties, the Civil Liability and Fund Conventions, were adopted, in 1969 and 1971, which enabled victims of pollution from oil tankers to obtain compensation much more simply and quickly than had been possible before. A number of other legal conventions have been developed since, dealing with liability and compensation issues for other types of ship-sourced marine pollution. In the realm of safety at sea, the advances have been numerous and wide ranging. In the 1970s, for example, the Convention on the International Regulations for Preventing Collisions at Sea was adopted and a global search and rescue system was initiated, with the adoption of the International Maritime Search and Rescue Convention. In 1988, the Global Maritime Distress and Safety System was adopted and began to be phased in from 1992. In February 1999, it became fully operational which means that now, unlike in the

days of the Titanic, a ship that is in distress anywhere in the world can be virtually guaranteed assistance. This applies even if the ship's crew do not have time to radio for help, as the distress message will be transmitted automatically.

Despite huge improvements in maritime safety since the era of the Titanic, accidents do, nevertheless, still occur and there is clearly a great deal of work that still needs to be done. While the regulatory regime, fostered by IMO, undoubtedly has its part to play, the underlying reason why accidents continue to befall ships can, in the vast majority of cases, be traced back to human error. This is why IMO's focus on people continues to be so important. Two initiatives of the 1990s are especially significant in this respect, as they relate directly to the human element in shipping. On 1 July 1998, the International Safety Management Code (ISM Code) entered into force and became applicable to passenger ships, oil and chemical tankers, bulk carriers, gas carriers and cargo high-speed craft of 500 gross tonnage and above. It became applicable to other cargo ships and mobile offshore drilling units of 500 gross tonnage and above from 1 July 2002. The ISM Code provides a blueprint for the way shipping companies manage and operate their fleets and sets out to promote the development of a widespread safety culture and environmental conscience in shipping. By defining the company's responsibility for safety and ensuring that senior management can more easily be held accountable, the Code seeks to ensure that safety is given the appropriate priority.

Circular letter No.3290 Annex 2, page 3

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In 1997, the 1995 amendments to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978 entered into force. These amendments greatly improved seafarer standards and, for the first time, gave IMO itself powers to check their implementation by Governments with Parties required to submit information to IMO regarding their compliance with the Convention. Subsequently, a major revision of the STCW Convention and Code was completed in 2010 with the adoption of the so-called "Manila Amendments”, aimed at ensuring that the necessary global standards will be in place to train and certify seafarers to operate technologically-advanced ships for some time to come. The 2000s also saw IMO place a strong focus on maritime security. In 2004, a new, comprehensive security regime for international shipping entered into force, including the International Ship and Port Facility Security (ISPS) Code, made mandatory under amendments to SOLAS adopted in 2002. In 2005, IMO adopted amendments to the Convention for the Suppression of Unlawful Acts (SUA) against the Safety of Maritime Navigation, 1988 and its related Protocol (the 2005 SUA Protocols) which widen the range of unlawful acts and establish search and arrest procedures. And, for many years, IMO has been at the forefront of global efforts to mount a coordinated response to the menace of piracy, which continues to plague the shipping industry.

All too often, regulatory policy has been dictated by events. If the Titanic spurred the creation of

the SOLAS Convention, other disasters have also made their mark. The Torrey Canyon was instrumental in providing the impetus for the MARPOL Convention as well as the Civil Liability

and Fund Conventions; the Estonia prompted a thorough review of the safety of ro-ro ferries; the

Nakhodka and the Prestige incidents led to increases in the amount of compensation available

to the victims of oil spills; the Prestige and Erika incidents caused the regulations surrounding

single and double-hull tankers to be reviewed, while both those vessels and the Castor incident served to bring the question of places of refuge for stricken vessels into sharp focus. The losses

of the Derbyshire in 1981, the Herald of Free Enterprise in 1987, the Exxon Valdez in 1989,

the Scandinavian Star in 1990 and the Al-Salam Boccaccio in 2006 all resulted in either a heavy loss of life or a significant impact to the marine environment and lent direction and purpose to the work of IMO. That these and other major casualties made the news headlines and television screens around the world should not obscure the fact that, in the majority of cases, it is either a new technical development, a response to changing circumstances within the industry, or anticipation of something that may happen in the future that provides the catalyst for the Organization's work. A proposal from a Member State, typically to amend or revise part of the existing regulatory framework, may be passed through the appropriate committee to a sub-committee and then on to a working group for detailed consideration. In this process it will go through the hands and under the scrutiny of the best experts that the shipping industry and the Member Governments of IMO have to offer, usually several times, before it emerges as a balanced measure, ready for adoption and implementation throughout the industry as a whole. A perfect example of this proactive approach in action is the comprehensive package of amendments to the international regulations affecting new passenger ships, which entered into force on 1 July 2010. The amendments, which affect passenger ship regulations in SOLAS, came about as the result of a comprehensive review of passenger ship safety initiated in 2000 by IMO. The aim of the review was to assess whether the existing regulations were adequate to meet future challenges, in particular to address issues related to the increased size of passenger ships now being built.

Circular letter No.3290 Annex 2, page 4

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The guiding philosophy behind this important review was based on the dual premise that the regulatory framework should place more emphasis on the prevention of a casualty from occurring in the first place and that future passenger ships should be designed for improved survivability so that, in the event of a casualty, persons can stay safely on board, in a "safe area" as the ship proceeds to port. Adopted in 2006, the amendments placed increased emphasis on reducing the chance of accidents occurring and on improved survivability, embracing the concept of the ship as "its own best lifeboat". The amendments include new concepts such as the incorporation of design criteria for the casualty threshold (the amount of damage a ship is able to withstand, according to the design basis, and still safely return to port) into SOLAS chapters II-1 and II-2. They also provide regulatory flexibility so that ship designers can meet future safety challenges. The amendments, which largely affect new ships built from 1 July 2010, include:

alternative designs and arrangements;

provision of safe areas and the essential systems to be maintained while a ship proceeds to port after a casualty, which will require redundancy of propulsion and other essential systems;

onboard safety centres, from where safety systems can be controlled, operated and monitored;

fixed fire detection and alarm systems, including requirements for fire detectors and manually operated call points to be capable of being remotely and individually identified;

fire prevention, including amendments aimed at enhancing the fire safety of atriums, the means of escape in case of fire and ventilation systems; and

time for orderly evacuation and abandonment, including requirements for the essential systems that must remain operational in case any one main vertical zone is unserviceable due to fire.

And all this was prompted not by a particular accident or casualty, but by the fact that IMO understood the potential implications of rapid growth in the size of passenger ships and had the foresight to look proactively for ways to address them. One of the Organization's greatest strengths today is the fact that its 170 Member States, together with more than 60 non-governmental organizations and over 30 intergovernmental organizations that enjoy consultative status with IMO, can embrace many different viewpoints on any given subject. The combined capacity of the expertise available within the Organization that is brought to bear on any standard, guideline, code of practice or any other matter that it deals with results in a balanced, sensible and effective regulatory regime that applies to nearly 100 per cent of shipping engaged in international trade. No other organization, either international or regional, can muster this capability. The figures speak volumes. SOLAS, MARPOL Annexes I and II, the Load Lines Convention, the Tonnage Convention, the STCW Convention, the Collision Regulations all now apply to more than 97 per cent of the world's fleet. IMO measures such as these have come to define much of the very essence of shipping today. To a great extent, shipping's technical, operational and administrative profiles are all shaped by developments emanating from IMO. The fact that Governments come to IMO in this way is a tribute to the confidence they have in the Organization's ability to get things done. Also, there is no doubt that the actions taken by IMO have helped to make shipping safer and to reduce pollution. This reinforces IMO's "raison d'être"

Circular letter No.3290 Annex 2, page 5

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as it remains the only effective international body to promote uniform maritime safety and pollution standards on a global basis. When IMO Member States act unilaterally, they ultimately undermine the credibility of the global regulatory system that was created in 1914 in response to

the tragic loss of the Titanic. There can be no doubt that, in matters of safety, environmental protection and security, the shipping industry looks to IMO for leadership in creating and raising standards. IMO's response to serious accidents has been swift and decisive and its proactive policies have created a regulatory infrastructure that covers everything from measures designed to prevent casualties and accidents and to minimize damage to the environment, through measures aimed at ensuring an effective response when accidents do happen, and on to those which ensure that the innocent victims of pollution and other mishaps at sea receive adequate recompense. Of course, adopting international treaties and standards is only part of the story. Effective implementation and enforcement is also required. And for this, States need efficient maritime administrations staffed by well-trained and experienced personnel. That is why IMO's sphere of activities also includes technical co-operation. Many of today's shipping nations did not even exist

when IMO started functioning in 1959 (let alone when the Titanic sank in 1912), and the expectation is that still more countries will wish to expand their shipping activities in the years to come. For many, a lack of experience and resources will be a handicap. IMO has recognized this and has done a great deal to overcome this problem by building capacity in these newly emerging shipping nations. The World Maritime University and the IMO International Maritime Law Institute, for example, were set up by IMO in the 1980s to help developing countries to acquire the necessary knowledge and skills. Since its establishment, IMO has continuously kept the regulations under its purview up to date, not least to reflect the rapidly changing and developing state of technology in the shipping industry. And, today, IMO regulations and other measures enjoy near-universal recognition and

application, a situation that could barely have been envisaged in 1912, when the Titanic sank. Each new generation of ships brings new challenges, reinforcing the need for continual improvement. IMO's efforts to promote maritime safety, not least of passenger ships, will never stop. It is also imperative that IMO ensures that the measures it adopts do not impede the deployment of new technologies and the benefits that they provide to the entire maritime industry. Moreover, IMO must continue to address today's pressing safety and environmental concerns proactively, and promote the use of latest technologies, to ensure that others do not feel the need to impose inappropriate, unilateral solutions on the shipping industry. As one would expect, the IMO that exists today is very different from the Organization envisaged in Geneva in 1948 – but so is the world of merchant shipping. The success of this evolution can be measured by the global extent of IMO membership, and, more importantly, by the consistent overall reduction of lives lost at sea due to the rigorous enforcement of the international treaties for which the Organization has been responsible.

Today, 100 years since the Titanic, IMO has developed – and maintains – a comprehensive regulatory framework for shipping and its remit has expanded to include not only safety, but also environmental protection, legal matters, technical co-operation, maritime security and the efficiency of shipping. IMO provides the mechanism through which the Governments of every country with an interest in shipping can come together to decide on standards that are to be applied on ships engaged in international voyages. The membership of IMO includes not just countries in which ships are owned or registered but also coastal States, importing and exporting States, and countries which

Circular letter No.3290 Annex 2, page 6

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supply support services and manpower to the shipping industry. The fact that so many nations have elected to join the Organization reflects not only the universal impact that shipping has on global trade and the global community, but also the diverse range and scope of the activities undertaken by the Organization. The work of IMO represents the collective efforts of many hundreds of people who are dedicated to ensuring that there is a comprehensive and effective framework of international standards surrounding the design, construction, operation and manning of ships. Every aspect is considered in great detail and absolutely no stone is left unturned in the pursuit of standards that are fair, effective and which can be applied uniformly throughout the world. For the first few decades of its existence, IMO was involved in laying foundations. But it has now adopted more than 50 different conventions and protocols, the majority dealing with maritime safety and the prevention of marine pollution. This process was essential, for in many areas there were no international standards at all and, in others, the regulations that did exist were in need of modification or replacement.

It could fairly be said the Titanic disaster of 1912 was the catalyst that eventually led shipping into a new era of maritime safety. Looking ahead, technological developments, new risks, changing priorities and altered public expectations are collectively building momentum towards another such quantum leap. IMO has helped maritime safety to come a very long way since the

Titanic; and now, 100 years later, it stands ready to examine whether the prescriptive regulatory

framework that can trace its roots back to the Titanic in 1912 is still the best model for addressing tomorrow's maritime safety issues.

__________

The maritime education and training have evolved along with the fast development in the maritime industry. MET is confronted with the various industry requirements such as the need for further enhancement of seafarers’ skills, the introduction of new systems onboard ships and other requirements and demands from the maritime industry. Currently, among the pressing demands from the industry are the requirements set by the STCW 2010 Manila Amendments which came into force in January 2012. The revision of the provisions of the STCW was made to be reflective of the current changes in the shipping industry. Another is the deficiencies in the education and training system pointed out during the audit conducted by the European Maritime Safety Administration (EMSA). Complying the deficiencies cited in the EMSA report is imperative for the country to maintain employment of Filipino seafarers in European-owned or flagged ships. Specifically, the industry is confronted with issues such those concerning the quality standard system, supply of maritime instructors and assessors, utilization of training facilities and equipment, and the shipboard training program. The challenge therefore is addressing these issues in a holistic approach for an improved maritime education, training and certification system of the country. This would require the concerted efforts from all stakeholders of the maritime industry. Against this background, the conduct of this Congress will provide stakeholders in maritime education and training an opportunity to explore ways and arrive at a resolve for a sustainably strong manpower development stakeholders partnership. Specifically, it aims to formulate strategies and policy recommendations, in the form of resolutions, based on current issues and challenges. • Opportunity to discuss and share experiences on development and issues confronting

the maritime industry, getting updates with developments, • Promote cooperation, sharing best practices, getting up to date with developments • Widen linkages and strengthen cooperative arrangements with other players in

maritime education and training, • Opportunity to propose reforms in government policies and standards in MET to be

more effective and responsive to the needs of the shipping industry.

NATIONAL CONGRESS ON MARITIME EDUCATION AND TRAINING

September 25 – 26, 2012

EVENT NOTICE

BACKGROUND

PURPOSE

OUTCOME

• A registration fee of Two Thousand Five Hundred Pesos only (P2,500.00) per participant will be charged for the two-day activity. Cooperating agencies/institutions/organizations will have to pay for their registration fee. The event is spearheaded by the National Maritime Polytechnic in collaboration with the Maritime Industry Authority, Commission on Higher Education, Professional Regulation Commission, Technical Education and Skills Development Authority, Philippine Association of Maritime Institutions, Philippine Association of Maritime Training Institutions, Joint Manning Group, and the Associated Marine Officers’ and Seamen’s Union of the Philippines. It will bring together participants from maritime-related agencies/institutions and associations/organizations, both government and non-government, involved in manpower development and employment such as maritime-related government agencies, shipping and manning companies, seafarers’ associations, heads of maritime education and training institutions, training coordinators, curriculum developers, trainers, shipboard training officers and researchers. • Cooperates with NMP and other partner agencies in the planning and conduct of

Congress. • Assists in identification of resource persons for the Congress. • Provides a facilitator for the Congress. • Invites participants from the Agency/Institution/Association. • Assists NMP in the identification of funding agencies.

ORGANIZATION

REGISTRATION FEE

EXPECTED ROLE OF COLLABORATING AGENCIES

For more information Call NMP Manila at (02) 897-2767

NMP Tacloban (053) 325-5160

Email us at nmpresearch@yahoo.com

  Day 1     September 25, 2012 (Tuesday) 

 0730 h    Registration 0900 h    OPENING CEREMONY 

  Parade of Colors      ‐ MAAP Cadets   Invocation   National Anthem    

Welcome Remarks and    ‐ Atty. Forter G. Puguon, Sr.   Introduction of Keynote Speaker     OIC Executive Director, NMP    Keynote Address      ‐ Hon. Rosalinda Dimapilis‐Baldoz             Secretary, DOLE            

Acknowledgment of Participants  Introduction of Resource Speakers Overview and Mechanics of the Congress  

                               Coffee Break  

1000 – 1100 h  Prospects and Challenges in the Maritime Manpower Development Sector and the Philippines’ Response 

Speakers:  Atty. Nicasio A. Conti, OIC Administrator, MARINA  Mr. Ericson M. Marquez, Co‐chairman, JMG 

   Dr. Conrad F. Oca, President, AMOSUP 1100 – 1200 h  OPEN FORUM 1200 – 1300  Lunch Break 

 1300 – 1340 h  Session One:  Quality Standards System for Maritime Education, Training and       Certification  

Standards used in MET    Monitoring            Management Review Speakers: Dr. Felicito P. Dalaguete, Vice‐President, PAMI                    Prof. Remedios C. Cagulada, QMS Auditor  

 1340 – 1440 h   OPEN FORUM  1440 – 1500 h  Coffee Break 

 1500 – 1600 h  Session Two:  Ensuring a Steady Supply of Qualified Maritime  

Instructors and Assessors     • Incentivizing Merchant Marine Officers to Ensure Availability of Maritime 

Instructors and Assessors           Speaker: Capt. Rodolfo A. Aspillaga, President, MMAP    

 • Institutionalizing a Faculty Development Program  

                              Speaker:  Ms. Presca Lee B. Lugo, MSc                                                OIC Deputy Executive Director, NMP 

1600 – 1700 h  OPEN FORUM End of Day 1 

 Day 2      September 26, 2012 (Wednesday)  0830 – 0910 h  Session Three:  Increasing Access and Maximum Utilization 

of Training Facilities and Equipment  

•      Enhancing Capability of Instructors on the Use of Equipment            Speaker: Capt. Constantino L. Arcellana, Jr.  •      Sharing of Facilities and Equipment                                      Speaker:  C/E Alfredo G. Haboc, President, PAMTCI 

 0910 – 1010 h    OPEN FORUM  1010 – 1025 h    Coffee Break    1025 – 1145 h  Session Four:  Improving the Effectiveness of the Structure 

Shipboard Training Program                                               

• Incentives for Domestic Shipowners   Speakers:  PISA (TBA)                     Engr. Benito P. Chiongbian, President,PAMI  

• Use of the Training Record Book  Speakers:  CHED (TBA) 

           Capt. Hernando S. Eusebio, BOD FAME  1145 – 1245 h    OPEN FORUM 1245 – 1345 h    LUNCH   1345 – 1425 h    Session Five:  Assessment and Certification  

• Ratings’  Assessment and Certification Speaker: Dir. Elmer K. Talavera 

       Exec. Dir., CACO, TESDA  

• Merchant Marine Officers’ Assessment and Certification Speakers:  Capt. Ireneo U. Delos Santos             Member, Board of Marine Deck Officers, PRC             C/E Miguel O. Marasigan                     OIC/Vice‐Chairman, Board of Marine                     Engine Officers, PRC           

1425 – 1525 h    OPEN FORUM 1525 – 1540 h    Coffee Break  1540      CLOSING CEREMONY        Presentation of Resolutions       Pledge of Commitment       Closing Remarks    ‐ Hon. Danilo P. Cruz               Undersecretary and Head                Employment and Manpower  

  Development, DOLE  

Emcee: Ms. Presca Lee B. Lugo and Mr. Jojo Palma 

 

   

 

1 of 5

Inquiries concerning the subject of this Guideline should be directed to the Office of the Maritime Administrator, Republic of the Marshall

Islands, c/o Marshall Islands Maritime & Corporate Administrators, Inc., 11495 Commerce Park Drive, Reston, VA 20191-1506 USA. The

most current version of all Republic of the Marshall Islands Marine Guidelines may be found at www.register-iri.com. MI-03, Rev. 1/12

REPUBLIC OF Marine Guideline

THE MARSHALL ISLANDS No. 7-41-3

OFFICE OF THE

MARITIME ADMINISTRATOR Rev. 8/12

TO: ALL SHIPOWNERS, OPERATORS, MASTERS AND OFFICERS OF

MERCHANT SHIPS, AND RECOGNIZED ORGANIZATIONS

SUBJECT: Guidelines for Voyage Planning.

References: (a) IMO Resolution A.893(21), adopted on 25 November 1999, “Guidelines

for voyage planning”

(b) STCW Code, Section A-VIII/2, Part 2

(c) Marshall Islands Marine Notice 7-041-6

(d) IMO Resolution A.999(25), adopted on 29 November 2007, “Guidelines

on voyage planning for passenger ships operating in remote areas”

PURPOSE:

The Republic of the Marshall Islands (RMI) Maritime Administrator (the “Administrator”)

would like to stress the importance of the development of a plan for voyage or passage, as well as the

close and continuous monitoring of the vessel’s progress and position during the execution of such a

plan, toward maintaining safety of life at sea, safety and efficiency of navigation and protection of

the marine environment. IMO Resolution 893(21) provides a needed updating of the 1978 Guidance

on voyage planning issued as SN/Circ.92. This Guideline supersedes Rev. 2/08 and reflects the

addition of new reference (d) above.

APPLICABILITY:

The need for voyage and passage planning applies to all vessels. There are several factors

that may impede the safe navigation of all vessels and additional factors that may impede the

navigation of large vessels carrying hazardous cargoes. These factors will need to be taken into

account in the preparation of the plan and in the subsequent monitoring of the execution of the plan.

Passenger ships operating in remote areas should supplement their voyage planning with the

additional factors recommended by Resolution A.999(25).

GUIDELINES:

1.0 General

Voyage and passage planning includes appraisal, i.e., gathering all information relevant to

the contemplated voyage or passage; detailed planning of the whole voyage or passage from

berth to berth, including those areas necessitating the presence of a pilot; execution of the

Rev. 8/12 2 of 5 MG-7-41-3

Republic of the Marshall Islands

plan; and the monitoring of the progress of the vessel in the implementation of the plan.

These components of voyage/passage planning are analyzed below.

2.0 Appraisal

2.1 All information relevant to the contemplated voyage or passage should be considered. The

following items should be taken into account in voyage and passage planning:

2.1.1 The condition and state of the vessel, its stability, and its equipment; any operational

limitations; its permissible draft at sea in fairways and in ports; its maneuvering data,

including and restrictions;

2.1.2 any special characteristics of the cargo (especially if hazardous), and its distribution, stowage

and securing on board the vessel;

2.1.3 the provision of a competent and well-rested crew to undertake the voyage or passage;

2.1.4 requirements for up-to-date certificates and documents concerning the vessel, its equipment,

crew, passengers or cargo;

2.1.5 appropriate scale, accurate and up-to-date charts to be used for the intended voyage or

passage, as well as any relevant permanent or temporary notices to mariners and existing

radio navigational warnings;

2.1.6 accurate and up-to-date sailing directions, lists of lights and lists of radio aids to navigation;

and

2.1.7 any relevant up-to-date additional information, including:

.1 mariners’ routing guides and passage planning charts, published by competent

authorities;

.2 current and tidal atlases and tide tables;

.3 climatological, hydrographical, and oceanographic data as well as other appropriate

meteorological information;

.4 availability of services for weather routing (such as that contained in Volume D of the

World Meteorological Organization’s Publication No. 9);

.5 existing ships’ routing and reporting systems, vessel traffic services, and marine

environmental protection measures;

.6 volume of traffic likely to be encountered throughout the voyage or passage;

.7 if a pilot is to be used, information relating to pilotage and embarkation and

disembarkation including the exchange of information between Master and pilot;

Rev. 8/12 3 of 5 MG-7-41-3

Republic of the Marshall Islands

.8 available port information, including information pertaining to the availability of shore-

based emergency response arrangements and equipment; and

.9 any additional items pertinent to the type of the vessel or its cargo, the particular areas the

vessel will traverse, and the type of voyage or passage to be undertaken.

2.2 On the basis of the above information, an overall appraisal of the intended voyage or passage

should be made. This appraisal should provide a clear indication of all areas of danger; those

areas where it will be possible to navigate safely, including any existing routing or reporting

systems and vessel traffic services; and any areas where marine environmental protection

considerations apply.

3.0 Planning

3.1 On the basis of the fullest possible appraisal, a detailed voyage or passage plan should be

prepared which should cover the entire voyage or passage from berth to berth, including

those areas where the services of a pilot will be used.

3.2 The detailed voyage or passage plan should include the following factors:

.1 the plotting of the intended route or track of the voyage or passage on appropriate scale

charts: the true direction of the planned route or track should be indicated, as well as all

areas of danger, existing ships’ routing and reporting systems, vessel traffic services, and

any areas where marine environmental protection considerations apply; and

.2 the main elements to ensure safety of life at sea, safety and efficiency of navigation, and

protection of the marine environment during the intended voyage or passage; such

elements should include, but not be limited to:

.1 safe speed, having regard to the proximity of navigational hazards along the intended

route or track, the maneuvering characteristics of the vessel and its draught in relation

to the available water depth;

.2 necessary speed alterations en route, e.g., where there may be limitations because of

night passage, tidal restrictions, or allowance for the increase of draught due to squat

and heel effect when turning;

.3 minimum clearance required under the keel in critical areas with restricted water

depth;

.4 positions where a change in machinery status is required;

.5 course alteration points, taking into account the vessel’s turning circle at the planned

speed and any expected effect of tidal streams and currents;

Rev. 8/12 4 of 5 MG-7-41-3

Republic of the Marshall Islands

.6 the method and frequency of position fixing, including primary and secondary

options, and the indication of areas where accuracy of position fixing is critical and

where maximum reliability must be obtained;

.7 use of ships’ routing and reporting systems and vessel traffic services;

.8 considerations relating to the protection of the marine environment; and

.9 contingency plans for alternative action to place the vessel in deep water or proceed

to a port of refuge or safe anchorage in the event of any emergency necessitating

abandonment of the plan, taking into account existing shore-based emergency

response arrangements and equipment and the nature of the cargo and of the

emergency itself.

3.3 The details of the voyage or passage plan should be clearly marked and recorded, as

appropriate, on charts and in a voyage plan notebook or computer disk. If the vessel carries

electronic nautical publications with an electronic back up, the voyage plan should include

printed excerpts appropriate for the planned voyage as required by reference (c) above.

3.4 Each voyage or passage plan, as well as the details of the plan, should be approved by the

ship’s Master prior to the commencement of the voyage or passage.

4.0 Execution

4.1 Having finalized the voyage or passage plan, as soon as time of departure and estimated time

of arrival can be determined with reasonable accuracy, the voyage or passage should be

executed in accordance with the plan or any changes made thereto.

4.2 Factors which should be taken into account when executing the plan, or deciding on any

departure therefrom include:

.1 the reliability and condition of the vessel’s navigational equipment;

.2 estimated times of arrival at critical points for tide heights and flow;

.3 meteorological conditions, (particularly in areas known to be affected by frequent periods

of low visibility) as well as weather routing information;

.4 daytime versus night-time passing of danger points, and any effect this may have on

position fixing accuracy; and

.5 traffic conditions, especially at navigational focal points.

4.3 It is important for the Master to consider whether any particular circumstance, such as the

forecast of restricted visibility in an area where position fixing by visual means at a critical

point is an essential feature of the voyage or passage plan, introduces an unacceptable hazard

to the safe conduct of the passage; and thus whether that section of the passage should be

Rev. 8/12 5 of 5 MG-7-41-3

Republic of the Marshall Islands

attempted under the conditions prevailing or likely to prevail. The Master should also

consider at which specific points of the voyage or passage there may be a need to utilize

additional deck or engine room personnel.

5.0 Monitoring

5.1 The plan should be available at all times on the bridge to allow officers of the navigational

watch immediate access and reference to the details of the plan.

5.2 The progress of the vessel in accordance with the voyage and passage plan should be closely

and continuously monitored. Any changes made to the plan should be made consistent with

these Guidelines and clearly marked and recorded.

Watchkeeper: Skill shortages drive claims rise A study by the Swedish Club, produced as a reaction to a 60% increase in hull and machinery claims over a three year period, has pointed to skill shortages as one of the principal reasons for this rise. A substantial rise in the cost of individual claims, and an increased frequency of claims since 2008, led to the club’s analysis, which points to a number of common causes. None of these might be considered new or particularly surprising, with a lack of knowledge, the failure to follow procedures and inadequate resource management being three of the key issues identified. The club’s findings mesh with that of analyses by accident investigators and others, suggesting that there is a growing shortage of experienced seafarers in a global fleet that continues to increase. Others have pointed to the increased intensity of marine operations and the Swedish Club certainly identifies excessive speed as a recurring issue, noting that situational awareness would often have been enhanced if the ship or operation had been slowed to a more reasonable speed. The “human interface” between the operator and increasingly complicated equipment has also registered as a problem, with over-confidence of ships’ officers who believe (erroneously) that they fully understand their equipment being seen as a cause of accidents. New equipment and procedures such as the major practical changes being implemented with the arrival of ECDIS and electronic charts has also been problematical. Groundings and collisions have been caused because of a lack of knowledge about what officers were seeing as they monitored equipment. The importance of relevant and adequate training is emphasised. The club also points to the need for a universally acceptable “near miss” reporting system, noting that its absence does not encourage such reporting. Because of this “missing link”, any trend cannot not be properly identified before accidents actually happen. Best practice, in this respect, needed to be shared more widely. Failure to follow procedures, suggests the club, is undoubtedly a leading cause of accidents, and it points to the lack of a “safety culture” where such accidents tend to occur. The widespread use of multinational manning, it points out, reinforces the need for this cultural shift. Other studies, not least the BIMCO/ISF manpower updates, have forecast this skills shortage, pointing out in their several editions the ageing of the seafaring population, the disappearance of the very experienced OECD officers as they reach retirement age and the need to address the “experience gap” their retirement is causing. While it may accelerate promotion of younger officers, the fact of their lack of experience has also been recognised by the best operators, which have in place programmes to “upskill” younger officers before they are promoted. When it is merely assumed that inexperienced officers will learn quickly once they are in post, there is a risk (borne out by studies like that of the Swedish Club) that this assumption will turn out to be unfounded, and the officer will be unable to react properly in the event of a serious, or non-routine, problem and will “learn the hard way!” Articles written by the Watchkeeper and other outside contributors do not necessarily reflect the views or policy of BIMCO. 29 August 12

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