JOURNAL OF THE COMPANY OF MASTER MARINERS OF SRI … Bells June 2017.pdf · The Company of Master...

EIGHT BELLS JUNE 2017 SRI LANKA MASTER MARINERS QUARTERLY JOURNAL

1

EIGHT BELLS

JUNE 2017

JOURNAL OF THE COMPANY OF MASTER MARINERS OF SRI LANKA

CMM PLANNED EVENTS

Bi-monthly meeting with a technical Presentation

Fellowship

Cricket match

Motor Rally / Day out

Christmas Party Final confirmation and further details will be announced separately by the CMM Secretary

*All Members are invited to encourage contributions from prospective “Guest” writers known to them, which contributions will be included, subject to value addition and

availability of space in the journal.

In this issue

CMM planned events

People and Events

CMM Events Jan-Jun 2017

CMM AGM 2017 - Report

Joining the OPA

The book on CSC

NI Corner

Joining CILT

The book on CSC

From the Editor

Guest column

Memories from 100 feet down

Seafarers and Safety at Sea

Port and Shipping News

Fire erupts on Board!

The Polar Code explained

The new Giants of the Seas

Local shipping news

Only for the “Cricket crazy”

For CMM parents and their kids

One for the road

Through the camera lens


2

PEOPLE AND EVENTS We wish calm seas and safe voyages to the following members who signed on recently: Capt.‟s Laksiri Fernando, Kalum Rajanayake, Mihira De Silva, Hiran

Nawarathne, Rohan De Alwis, Hiran Weerakkody, Chaminda Rajapakse, N. Gowtheepan, Dinuk Mendis, Lakshman S. Dodantenne, J. V. U. K. Jayalath, Sanjeewa Colonne, M. Mankkaleswaran, Rohan de Alwis, W.C. Jayamini, Asukan Athiroobasingham, Athavan Athiroobasingham, Daminda Samaranayake, Sumudu Dodampahala and Vajira De Alwis.

And a warm welcome back to the following who have returned from sea on vacation: Capt.‟s Vijith Dias, Patrick Rodrigo, Chandana Perera, Prawala Perera, Anil Mudalige, Nishantha Jayakody, Deepal Perera, M.T.R. Buddhadasa, Yasas Sanjeewa, Mohan Fernando, Chandima Samaranayake and Prasad Alwis.

VISITING MEMBERS

Overseas based members who visited Sri Lanka since the last edition are Capt.‟s Shanthilal Jayamanne, Gehan Sirimanne, Ganendra Sanmugaratnam, Cassian Jegarajasingham, Francis Lansakara, Kushlan Athuraliya, Lalin de Silva, Suresh Marcandan, Hasitha Jayasuriya and Prince Saverimutto.

NEW APPOINTMENTS

We wish good luck to the following CMM members who shifted their anchorages and took up assignments ashore or shifted berth to other companies since the last issue.

Capt. Chinthaka Batagoda appointed course Coordinator of Maritime Studies at ITUM, Moratuwa (Jan 2017). Capt. Ravi Jayawickreme retired from the position of Harbour Master and Capt. Athula Hewavitharane promoted to HM and Capt. Nirmal Silva appointed SDHM (Feb 2017). Capt. Ravi Jayawickreme joined CICT (Feb 2017), Capt. Kolitha Gunawardene joined CINEC as Lecturer and Capt. Sesha Athuraliya retired from the Pilot Station after more than two decades of service (April 2017), Capt. Keith Jayasuriya joined GAC Colombo as General Manager/Port Captain.

CMM wishes the above members success and progress in their new assignments.

Capt. Peshala Medagama, who is an IMO Consultant, was invited to be part of the panel of presenters at the seminar on “Risks and Solutions in handling dangerous and hazardous goods” organized by the Sri Lanka Branch of the Institute of Chartered Shipbrokers (U.K.). CMM‟s total membership is currently 298, which is an increase of 13 members from the last AGM. CMM now has 201 Life Members, 47 Members awaiting Life Membership, and 13 Ordinary Members. Following is an update on Members who joined since the AGM 2016 :

Capt‟s Upul Ranjith Peiris, Niranjan Dias, Udaya

Gonawala, Saman Atapattu, Sumudu Lakmal, Don

Kushantha Samarakkody, Francis Lansakara,

Aruna Udakara, Janaka Mathalawa, Bathiya

Bandaranayake, Susitha Fernando, Anura

Seneviratne, Viraj Rajapakse, Dimuth Perera,

Harsha Jayaweera, A.F. Roshan Fernando, Udithe

Srinike, Sunil Jayaweera, Himal Nandasena, Ishan

Kodithuwakkuarachchi and Prince Saverimutto.

Details of Life Membership awarded at the 2017

AGM are as follows.

Capt‟s. I.H.S.S. Hemasinghe, Peshala Medagama,

Mahesh Kuruppu, Asiri Herath, Sanjeewa

Usgodarachchi, Kalum Rajanayake, Asithe de

Abrew, Sanjeewa Delgoda, Shanil Lekamwasam,

Dushantha Fernando, Hiran Wijendra, Srikrishnan

Kumareswaran, Parakrama Sirimanne, Samantha

Ratnayake, Chandi Makalanda, Chinthaka

Batagoda, Murugesu Yoganathan and Lalin de

Silva.

MEMBER ACHIEVEMENTS

Master(Capt. A. Abeywickrama)-Pilot(Capt. U. Karunatilake) relationship

on board m.v. Gas Courage in the Port of Colombo – 09th February 2017.


3

I had the rare opportunity of Piloting m.v Gas Courage on her maiden call to Port of Colombo on 09

th February 2017, under the command of my

batchmate at CINEC Captain Anuradha Abeywickrama (better known as Capt. Hasthi). The Gas Courage which is owned and operated by Laugfs Maritime,is the first vessel to be registered in the port of Hambantota. This Master – Pilot team was even more special than joining together at the Institute of Maritime Studies (known as CINEC Maritime Campus today) as Deck Cadets of batch 1 in 1991; where, during our schoolboy days, Hasthi and I were members of rival rugby teams representing Trinity and Royal College in the prestigious Bradby Shield encounter played in 1987. m.v. Gas Courage entered Colombo port under my guidance and docked at “GP 1” berth, where an impressive inaugural ceremony was held in presence of the hierarchy of “Laughs Gas (Pvt.) Limited” and other distinguished guests. As a gesture of goodwill to a very close friend and batchmate who had reached the pinnacle of success in the LPG sector, Capt. Abeywickrama was presented with a “Pilot Cap” by me, which generally is given only to elite members in the field. Sent in by Capt. Uditha Karunatilake / Marine Pilot SLPA /present Treasurer of CMM.

International Sea Sunday Service

The Mission to Seafarers in Sri Lanka will celebrate the International Sea Sunday service at St. Peter‟s Church, Fort, on Sunday, July 9 at 10.30 a.m. Officers and ratings from the Sri Lanka Army, Navy, Air Force and Police, diplomats, invitees and parishioners will be present.

The preacher will be the Bishop of Colombo Rt. Revd. Dhiloraj Canagasabey and the celebrant will be Chaplain to the Mission to Seafarers and Vicar of St. Peter‟s Revd. Chandran Crispus. The choir of the Cathedral of Christ the Living Saviour, the De Lanerolle Brothers and the Sri Lanka Navy brass band, Officers and Cadets from the CINEC Maritime Campus will add colour to this ceremonial service to bless all seafarers around the world.

All CMM members are invited to attend this annual service for seafarers.

CMM Events January - June 2017

CMMSL, OPA-SL hosts seminar on „IMO

Conventions and Maritime Regulations in SL‟

In the picture: Ruchira Gunasekera (Chairperson OPA

Seminars), Capt. Upul Peiris (Govt Ship Surveyor), Chandaka Jayasundere (Attorney at Law), Ruwan Gallage (President OPA), Capt. Nirmal Silva (President CMM) at the head table.

Picture by Saman Sri Wedage

The Company of Master Mariners of Sri Lanka (CMMSL) together with The Organization of Professional Associations of Sri Lanka (OPA-SL) organised a seminar on „IMO Conventions and Maritime Regulations in Sri Lanka‟ at the OPA auditorium, Colombo 7, on 09

thFebruary 2017.

The seminar commenced with an opening address by the President of the OPA, Mr.Ruwan Gallage. CMM Secretary Capt. Rohith Fernando introduced each speaker. CMM President Capt. Nirmal Silva chaired the Question and Answer session and the vote of thanks was delivered by Capt. Ranjith Weerasinghe.

The first speaker, CMM Member Captain Upul Peiris, Govt Ship Surveyor speaking on the subject “Acceding to IMO Conventions by Sri Lanka” said that the International Maritime Organisation (IMO) has a direct responsibility for the „Safety and Security of shipping and the Prevention of Marine Pollution by ships‟. As a specialized agency of the United Nations, the IMO is the global standard-setting authority for the safety, security and environmental performance of international shipping. The main role of IMO is to create a comprehensive regulatory framework for the shipping industry that is fair and effective, sustainable, and is universally adopted and implemented.” “Sri Lanka, which is a member State


4

of the IMO, has ratified many IMO Conventions and Protocols and is now in the process of acceding six more conventions/protocols,” he said.

The second speaker, Attorney at Law Chandaka Jayasundere who was later appointed a President‟s Counsel, speaking on the subject “Proposals for a new Maritime Regulatory Regime in Sri Lanka” said that the existing legal framework relating to Merchant Shipping consists of the Merchant Shipping Act No. 52 of 1971 and Regulations made therein by the Minister of Shipping. There is also certain other general legislation which touches on employment of persons in seagoing vessels and the minimum age requirement for employment of seafarers in Sri Lanka. There are also several other Acts, Enactments and Regulations which relate to the maritime industry, dealing with Freight Forwarding and Ports.”

“The three main conventions relating to maritime matters i.e. The International Convention for the Safety of Life at Sea 1974 (SOLAS), the International Convention of Standards of Training, Certification and Watchkeeping for Seafarers1978 (STCW) and the International Conventions for the Prevention of Pollution from Ships1973 and the 1978 Protocol (MARPOL); have been given legal effect in Sri Lanka via different forms in different legislative instruments,” he said.

“Some parts of the Maritime Labour Convention (MLC 2006) have been given effect to by way of ShippingNotes under the Merchant Shipping Act.”

It is recommended that; an enabling Act be enacted, either as a Special Provisions Act to the Merchant Shipping Act, or as an amendment to the Merchant Shipping Act, or as a new stand-alone Act.

Such an Act should bring into effect and give the force of law to the provisions of international conventions Sri Lanka has signed, ratified or acceded to and bring into one statutory instrument the various enactments dealing with various aspects of the maritime industry.

The Company of Master Mariners of Sri Lanka (CMMSL) is a professional organization of Sri Lankan Ship Captains, who are Certified Class 1 Master Mariners (for Unlimited Tonnage and Ocean Trading Area), formed in 1992, with a current membership in excess of 300.

CMMSL is a member of the Organization of Professional Associations of Sri Lanka since 2004, leading the „Maritime Profession‟ with a great emphasis on harnessing the professional inputs of Master Mariners, endeavoring to serve the Maritime

Community in particular, and the Shipping Industry in general.

In the absence of an appreciable national fleet of ships trading internationally, the Master Mariners of the nation in particular and Sri Lankan seafarers in general, are employed mainly on foreign vessels and in shore-based maritime ventures. They have been identified as high-value foreign exchange earning professionals of the nation contributing a few billion Rupees annually to the national coffers, for which the state investment remains yet to be enhanced on par with that of the private sector.

Master Mariners have years of experience at sea, commanding such enormous maritime property known as ships to almost all the major ports in the world. (DJ) – Courtesy Daily FT

We give an introduction to the two eminent speakers for the benefit of the general membership.

Capt. Upul Peiris started his sea career in the year 1991, sailing on the m.t. Matterhorn of the Trade and Transport Company of Greece as a Deck Cadet Officer. Sailing in various ascending ranks, in 2007 Capt. Peiris took command of the container vessel m.v. Nordpartner owned by Reederei Nord GMBH.

Having sailed in command for 7 Years, Capt. Upul Peiris hung up his sea boots and joined the Merchant Shipping Secretariat of Sri Lanka as a Government Ship Surveyor (Navigation). Capt. Peiris continues to serve the Sri Lanka Maritime Administration overseeing various maritime aspects. Chandaka Jayasundere, now a President‟s Counsel is an Attorney – at - Law specialising in commercial law with special emphasis on maritime law, transport law, cross border trade law, company law, intellectual property law and arbitration. Chandaka‟s practice since 1991 is mainly in the Commercial High Court, Admiralty Court and the Supreme Court of Sri Lanka representing both corporate and individual clients. He has also represented clients at several local and international Arbitration proceedings and has also acted as an Arbitrator. Chandaka, who is a Lecturer on the Law of Contract at the Sri Lanka Law College, holds an LLM in International Trade Law from the University of Colombo and has written extensively and presented papers on maritime law, cross border trade law, transport law and arbitration.


5

TOUR OF THE LANKA HYDRAULIC INSTITUTE On an invitation received by Mr. Nissanka Perera who is the CEO / Business Development Manager of Lanka Hydraulic Institute Ltd., Moratuwa, on Saturday 27

th May 2017, CMM members visited the

LHI office which is just behind the University of Moratuwa, to watch a demonstration of a working 3D model of the proposed Sidi Ladjel Fisheries port in Mostaganem in Algeria. The demonstration included the simulation of the waves in the relevant Mediterranean shoreline and showed how the structural stability of the breakwaters, the size of the amour units, the over topping due to extreme events and the calmness factor inside the harbour basins as determined. There was also a demonstration of the numerical computer based model for the same physical model displayed. Members who had time to make the visit, were given an informative presentation by Dr. Sanjeewa Wickramaratne on the technical studies carried out by LHI, connected to various coastal and inland water related engineering projects, together with the evaluation of environmental effects using technical and IT support. They watched a live demonstration of the working 3D model of the proposed fishery harbor in Algeria, which included the simulation of the waves in the Mediterranean shoreline and its effects to the structural stability of the breakwaters.

CMM Annual General Meeting 2017 The icing on the cake of events was the26

th Annual

General Meeting held on Saturday, 24th June at

Hotel Citrus, Waskaduwa, a bit south of Colombo. It was a very successful AGM conducted with another record attendance. The organizing committee ably led by our erstwhile, dynamic and heavyweight Secretary Capt. Rohith Fernando got the best full board rates to ensure maximum attendance. The constant email reminders sent out by the Secretary achieved the desired results. The record attendance was not only linked to the annual growth in membership, but it reflected a belonging to CMM - the exclusive club, the desire to integrate with fellow mariners and renew old friendships and ties, and the enthusiasm of the younger generation to participate in CMM events, all of which augurs well to meet the objectives of CMM. As confirmed by our Secretary, a total of over 60 members attended the AGM. 42 Members with families stayed overnight. Considering the immediate post-event feedback received, a successful AGM was completed with members and families having a most enjoyable time.Sunday was spent at leisure by the poolside with members relating interesting yarns of their sailing experiences, over a quiet cool pre-lunch lager. The ladies as usual grouped together separately by the pool catching up on matters feminine, but were carefully observing the children who enjoyed the pool and the swimming competitions. Members who attended the AGM were presented with a Gold Line shirt from Hameedia‟s, the exclusive Men's Clothing Store as an entrance gift from CMM, along with brochures, gift vouchers, handkerchief boxes and gents socks from M/s Hameedia‟s. The SAGT sponsored Odel Gift Vouchers for a total value of Rs. 40,000 which were presented to the winners the many children's games and to all the children who stayed with their parents overnight. Visioncare Opticians gifted some pairs of Polaroid sunglasses which surprised many members when they found free, high quality, sunglasses with their entrance gift. There were also meal vouchers from the Bavarian German Restaurant and "Off the Hook" Sea Food Restaurant in Colombo. Above were all complementaries sourced by the CMM secretary. The Secretary, who delivered the vote of thanks at the end of the AGM, on behalf of CMM, thanked all these friends of CMM who graciously chipped in with their sponsorships to make the AGM memorable.


6

The main sponsors of AGM 2017 were CICT, SAGT, Hayleys Advantis, Mercantile Marine Management, CINEC Maritime Campus and Ceyline Shipping Ltd. It was a feather in the cap of the CMMSL to note the presence of Chairman CASA (Capt. Ajith Peiris), Chairman of CILT Sri Lanka branch (Capt. Lasitha Cumaratunga) and Chairman of the Nautical Institute Sri Lanka branch (Capt. Harindra Perera) along with the Harbour Master (Capt. Athula Hewavithrana) Snr. Deputy Harbour Master (Capt. Nirmal Silva), Pilots (working in Sri Lanka and Overseas), Examiners of Masters & Mates, Marine Surveyors, Academics, Top management of Shipping companies, Masters and Senior Navigation Officers who are all members, in the gathering. The following changes took place at the AGM.Capt. Nirmal Silva completed his 3 years as President and handed over to Capt. Palitha de Lanerolle who was elevated one step from the position of Vice President. Capt. Palitha is also a founder member of CMMSL. Capt. Ranjith Weerasinghe handed over the position of Editor of this journal back to Capt. D.J. Amarasuriya, who returned to take over his longstanding position, refreshed after a break of one year. The AGM ended on a high note, being one of the better attended AGMs held away from Colombo. As a bonus, the meeting of families and enhancing interpersonal relationships made the occasion even more refreshing.

The following is a summary of proceedings at the AGM as recorded by the Secretary.

The meeting commenced at 6.30pm, with the Secretary reading out the AGM Notice, which was previously sent by email to the general membership. The minutes of the 2016 AGM was

read out and accepted as correct, following which the Audited Accounts for 2016/17 and the Budget for 2017/18 was circulated and accepted. A resolution numbered 01 of 2017/18 extending the tenure of the current Secretary for a further period of one year was unanimously passed. The Secretary made the announcement confirming that the Membership had increased to 298 Members to the appreciation of the house.

The outgoing President Capt. Nirmal Silva awarded 21 New Joiner Certificates and 18 Life Membership Certificates to members. This was followed by a long and emotional final Presidential address by Capt. Nirmal covering the activities and events since the last AGM. Capt. Nirmal also recalled his long association with CMM and the many years he spent as a member of the council.

The speech was followed by Capt. Nirmal Silva gifting a plaque of appreciation to the Secretary Capt. Rohith Fernando, for his dedication and honorary work towards the progress of CMM. This ended a successful three - year term in office as CMM President for Capt. Nirmal Silva, with Capt. Palitha de Lanerolle taking over as the new President of CMM.

The new Executive Council for 2017/18 is as follows.

President - Capt. Palitha de Lanerolle, Vice Presidents - Capt‟s. Rohan Codipilly and Mahendra Ranatunga, Secretary - Capt. Rohith Fernando, Asst. Secretary - Capt. Upul Peiris, Treasurer - Capt. Uditha Karunathilake, Asst. Treasurer - Capt. Sampath Athukorale, Immediate Past President - Capt. Nirmal Silva, Editor - Capt. D.J. Amarasuriya.

Council Members

Shore Representatives:Capt‟s. Harsha Perera, Tilak Wickramasinghe, Sanjeewa Usgodaarachchi and Mahesh Kuruppu.

Sailing Representatives: Capt‟s. Rohan de Alwis, Prasad Alwis, Nishantha Hettiaratchy, Sumudu Dodampalage and Yasas Sanjeeva.

Following the main agenda of the AGM, the families were invited to sit in the AGM auditorium for the closing ceremony.

The AGM photos along with other events can be viewed on our website http://www.cmmsrilanka.lk

http://www.cmmsrilanka.lk/


7

President Capt. Nirmal Silva‟s Speech at AGM 2017

Good evening everyone, welcome to the 26th AGM

of CMM.

Once again, having this as a residential AGM, out of Colombo. After seeing the success of the last residential AGM at Marawila two years ago, the council came to a decision to hold the AGMs alternately in Colombo and away from Colombo with an overnight stay. Also, some of the overseas members did request for a fixed interval for the out of Colombo AGMs so that they could plan their vacations accordingly to take part at the CMM AGM as well. Once again, we have a very good turnout here with 46 rooms being booked which is slightly higher than at Marawila. Another 17 members are taking part to night and returning back. Now it is evident that whether we have it in Colombo or out of Colombo, we do get nearly the same number of members attending the AGM. It is nice to see some members from overseas also coming down and taking part at the AGM.

In recapping the events held during the last year, the first event after the AGM was held at the OPA auditorium on the 07

th of September 2016, a

presentation by our own member Capt. Tharaka Telwatte on the topic of “Current Requirements for Seafarer Employment”. There was a good turnout. It was an informative presentation where he compared the past and present requirements. I am not going to elaborate much on the events as the Hony Secretary is keeping the web updated with a detailed account of what happened at the respective events. The second event was worked out on the 12

th of

November at the Bloomfield grounds. The “Mariners‟ Cricket Festival” is gaining in popularity each year with increased participation. We couldn‟t hold it in 2015 and had it after a lapse of two years. This year too, CMM came on top winning the Main 20/20 match, the Seniors match and the Kids‟ match.

Since 2014, CMM has started producing Centurions. In 2014, it was Nandika Peiris and in 2016 it was Samantha Bandara who came to the fore and took the CMM team home with a couple of overs to spare. I should mention here that in addition to regular sponsors, Gayan managed to obtain two sponsorships from overseas. One was from Reederei NORD which happened to be my last company and the other being CMA CGM. With these sponsorships, we managed to fund the X‟mas party as well. Thank you Gayan. Next event was the Joint X‟mas party which was held on the 03

rd of December 2016 at the Grand

Monarch, Thalawathugoda. We had more than 200 participants for the first time and it continues to grow each year. It is nice to see many Non - Christians taking a keen interest in attending this event. On the 28

th of January 2017, CMM took part in the

“Mercmarine Premier League”, six-a-side cricket tournament. The CMM team managed to progress to the second round, which is an achievement. On the 09

th of February 2017, a joint Seminar with

OPA was held under the topic “IMO Conventions & Maritime Regulations in Sri Lanka”. The first speaker, our own, Capt. Upul Peiris spoke about Accession in to IMO Conventions by Sri Lanka. Second speaker, President‟s Counsel, Mr. Chandaka Jayasundera spoke about the “Maritime Regulations in Sri Lanka and the need for a change”. It was well attended by the OPA members as well. On the 09

th of April, Sinhala & Tamil New year was

celebrated jointly with the engineers. Engineers were having it for the last few years and this time the Council decided to accept their invitation to join. Unfortunately, only CMM member who assisted whole morning in the preparation of this event at the grounds with engineers was the Secretary and his daughter. Though CMM participation was quite low, overall participation was very good and all the participants had an enjoyable event. I would like to request the members to take part in this event in future. A salient feature of the event was that Capt. Jeyasriskandarajah doing a part of the Welcome speech in Tamil language to have the true meaning of the Sinhala & Tamil New Year. Last event for the year was a visit to Lanka Hydraulics Institute (LHI) at Katubedda held on 27

th

of May 2017. Once again, the participation was not very encouraging but those who took part had a very informative session.


8

In addition, there were few other events which I need to bring to the notice of the membership. CMM was invited to send 25 delegates to the “Southern Asian Ports, Logistics & Shipping” Exhibition which was held at Hotel Galadari from 21

st to 23

rd September 2016 concurrently with the

“Colombo International Maritime Conference”. On the 29

th of September 2016, CMM was invited

by the DGMS office for an open discussion on the issue of STCW Reg 1/10 regarding the issue of „Certificates of Recognition‟ which is affecting some of our members as well. As you all may be aware, after the last IMO Audit, it is not possible to issue COR‟s to certificates of countries with whom we do not have a mutual agreement. We will elaborate further on this matter, as this will come up later in the Agenda. On the 07

th November 2016, CMM was invited by

DGMS for a discussion on Competency levels of the contemporary candidates appearing for the exams. Participants were the Heads of all the recognized Maritime Colleges CINEC, Mercmarine, Lanka Academy and Sagara University. CMM and SOCEM were invited as observers and to give their views. It was noted that the Competency levels and passing rates are very low, which is the case all over the world. As corrective measures, it was suggested to conduct a withdrawal test before candidates are sent to the Ministry for the examinations. The other suggestion was that all the lecturers to have undergone a „Train the Trainer‟ Course and all of them to be registered at DGMS. In February 2017, CMM was invited by the „Ministry of Development Strategies and International Trade to give our views on the proposed Free Trade Agreements. CMM did take part and sent in our views. But nothing further was done on this matter. Three days ago, Minister of Ports and Shipping has appointed Dr. Parakrama Dissanayake, present Chairman of SLPA, to head a committee to formulate a National Policy on Shipping and Logistics sector. A time frame of 03 months has been granted. CMM was also invited to send in views. We are in the process of compiling our views. The last Silver Jubilee Edition of the 8 Bells was published in January 2017. Hoping to have the next, post AGM, edition in July. As you‟ll know, Capt. D. J. Amarasuriya did step down from the post of Editor when he became a VP and subsequently took a break from the Council activities. During that time, Ranjith was the Editor

and Nishantha Jayakody came in and did the art work and typesetting of the 8 Bells. I should mention that Nishantha also did the artwork of the 2017 CMM Diary. Him being a sailing member, I hope that he will be back in time for the 2018 CMM Diary too. As you all may have seen from the nominations list which was circulated, Ranjith has requested for a break and will be stepping down from the post of Editor and our longstanding Editor Capt. DJ has offered his services once again and we grabbed that offer with both hands. (Applause). I am sure that Ranjith being a part & parcel of CMM, will be there to help whenever we will need even though not being in the Council. I need to mention here about a couple of achievements by our members. On the 29

th of

March 2017, Capt. Lasitha Cumaratunge was re-elected as the Chairman of CILT Sri Lanka branch. Congratulations once again Lasitha and we wish all the best for the coming year. On retirement of Capt. Ravi Jayawickreme as the Harbour Master, Capt. Athula Hewavitharana was appointed as the new Harbour Master of Sri Lanka. At the Mission to Seafarers (MTS), Capt. Ravi Jayawickreme was the Vice Chairman for a long time. Due to the sudden demise of Wg. Cmdr. Noel Fernando who was the Chairman of the MTS, Capt. Ravi Jayawickreme was appointed as the Chairman. CMM was represented by the President in the Council of MTS until about 2010. But since NSWB coming in, CMM was not represented at the Council. But since 2015 with NSWB being disbanded, CMM was requested to be back in the Council of MTS. While on MTS, International Sea Sunday is celebrated all over the world on the second Sunday of July every year. It‟s about the Seafarers where they are appreciated for the sacrifices they make in performing their jobs out at sea. Regretfully, the participation of seafarers has been minimal. It is celebrated in a grand scale with the Tri Forces and Police also taking part. I would kindly request members to take part in this event which will be on the 09

th of July this year at 1030 Hrs.

Since I will be completing my tenure of three years as the President and stepping down in a few moments, I would like to recap my time with CMM with the hope that it may inspire some of the younger members to join the council of CMM. I myself joined CMM in early „93 as a member and in 2001, joined the Council as a replacement sailing


9

member for Capt. Sopaka Karunasundera who was going back to sea. Capt. Ryle Mendis was the President at that time and Capt. Sesha Athuraliya who was the Secretary called me and said for me to join as cover up for Sopaka. That was my start at the Council and in the subsequent year, I was appointed as a sailing member of the Council. I continued until 2007 as a sailing member by which time I have joined the Pilot Station. As most of you are aware, I was appointed as the Secretary from the floor at the 2007 AGM at which time Capt. Raj was the President. I completed three years as Secretary and could not get away, and continued as Vice President. Finally, here I am, stepping down today as the President. It has been a pleasure serving CMM during the last sixteen years in the Council. We had very senior people as well as juniors in the councils I was in. I had the fullest support of the seniors who were Masters when I first came to sea and the juniors whom I met at CMM. I had the fullest backing of all the Presidents under whom I worked starting from Capt. Ryle Mendis, Capt. O. L. Samaranayake, Capt. Ravi Jayawickreme, Capt. Ajith Peiris, Capt. Rajendra, Capt. Nimal perera and Capt. Ranchigoda who handed over the reins to me. I take this opportunity to thank all those who were in the councils and the membership who has been very supportive to me. It is a bit of an emotional moment. Thanks once again. Before I wind up, I should have a special word of thanks to Capt. Rohith Fernando, our Secretary for doing a wonderful job in addition to the normal jobs of the Secretary. First the normal news, then the weekend reads, updates during adverse weather and getting the flowers arranged at funerals at the other side of the Globe and what not. I don‟t know Sir, I have no words to say. The Secretary‟s job can be a bit of an addiction, and I am telling this by experience. In appreciation of his services during the past three years, we present this plaque as a small token of appreciation. (Applause). I would like to thank Capt. Ranjith Weerasinghe, our Legal draftsman for drafting the wording on the plaque and Capt. Ranchigoda for helping out in getting the final product without the secretary getting to know about it. As I will not be speaking again, I take this opportunity to wish Capt. Lanerolle the incoming President and his new council all the very best and I wish CMM will go from strength to strength. Thank you very much…….. Capt Nirmal Silva, Outgoing President of CMM

The new President Capt. Palitha de Lanerolle addressed the house (see summary of speech below) thanking the membership for the faith and responsibility placed with him and mentioned his appreciation to Capt. Nirmal Silva with whom he worked during Nirmal‟s 3-year term as President of CMM. This was followed by a lengthy „vote of thanks‟ delivered by the Secretary to end the AGM. This was due to the long list of sponsors and supporters of CMM activities, with special regard to the AGM.

A time for fellowship with free bunkering and provisions was much enjoyed by one and all. The members were entertained by the newly formed CMM vocal combo "Peiris & Peiris" which kept the members and their families energetically occupied for a long time on the dance floor.

The day for most members and families ended just past midnight after a well spread, sumptuous gala dinner, enjoyed by all.

The next day, Sunday morning, was spent by the pool with children‟s games and prizes for all children who took part. Members were occupied at the bunker station, bunkering D.O. to work out an appetite for a grand buffet lunch. Thus ended a much enjoyed, long, AGM weekend.

The new CMM Council for the year 2017/18

Members of the 2017-18 Council of the Company of Master Mariners of Sri Lanka

(seated from left): Capt. D.J. Amarasuriya (Editor), Capt. Uditha Karunathilake (Treasurer), Capt. Rohan Codipilly (Vice President), Capt. Palitha de Lanerolle (President), Capt. Nirmal Silva (Immediate Past President), Capt. Mahendra Ranatunga (Vice President) and Capt. Rohith Fernando (Secretary). (Standing from left): Capt. Yasas Sanjeewa, Capt. Harsha Perera, Capt. Upul Peiris, Capt. Tilak Wickramasinghe, Capt. Mahesh Kuruppu and Capt. Sanjeewa Usgoda Arachchi.

Absent: Capt. Sampath Athukorale, Capt. Rohan de Alwis, Capt. Prasad Alwis, Capt. Nishantha Hettiaratchyand Capt. Sumudu Dodampalage (who were unable to attend being at sea or on duty).


10

Below is a summary of the speech made by the new President of CMM Sri Lanka at the AGM. Greetings to all. First of all, let me thank each and every member of the CMM, especially the committee members, for having faith on me and selecting me as the new President of this august body, which gives me a lot of pride to be the Captain of this ship after serving for more than 25 years, both in junior and senior ranks of CMM. l hope to do my best in the coming years and take this organization to another level in the Shipping Industry. With the Annual Sea Sunday service coming up on 07

th July 2017, I wish to make

an appeal for more participation as the attendance of members has been low in the previous years. Our next task is to get the “New Shipping Policy” underway. It certainly is heartening news to get an invitation from the new Minister of Ports & Shipping requesting us to forward our proposals towards the formation of “The National Policy for Shipping and the Maritime Sector”. The Secretary to the Ministry has called for new proposals from the industry. We did appoint a special committee comprising of Capt. Ranjith Weerasinghe, Capt. Rohan Codippily and Capt. Ravi Jayaratne. On behalf of CMM, I should also should mention the contribution made earlier by Capt. Lasitha Cumaratunge and other members of CMM to compile the previous set of proposals, which greatly helped to form the present proposals which were sent to the Ministry before the deadline. A special thanks to all who all those who committed themselves to do a splendid job in a very short time. This time we expect that something good will come out of it, as proposals in the previous years were not taken seriously, resulting in a waste of our valuable time, energy and money! Our calendar of events is balanced between welfare, social and professional matters. Some of our members are of the view that we should have events which are more enhanced than the present bi-monthly meetings, as presentations held at the OPA is attended by a limited number of professionals who are mostly semi-retired or retired, from the non-marine sectors. CMM will take this suggestion seriously to work towards new goals in the future.

So, I humbly request all our members, especially the younger members to make your contributions to make Sri Lanka a better place to live and work, especially in the field of shipping. Your contribution, even in a small way, will make a big impact at the end and you can be satisfied that you did your duty as a good citizen for the benefit and progress of the country. Capt. Palitha de Lanerolle President CMM

SUBMISSION TOWARDS DEVELOPMENT OF PORTS AND SHIPPING POLICY OF SRI LANKA As invited by the Secretary of the Ministry of Ports & Shipping of Sri Lanka, the Company of Master Mariners has made a submission with their suggestions, which is restricted to a broader structure of chosen maritime activities of which professional studies have been carried out by CMM over the years. At present, discussions with the maritime stakeholders have commenced and there is expected to be representation of CMM through a member nominated by the Council. Further details, regarding the progress and outcome of the discussions the Ministry has with stakeholders, will be included in the December issue of “8 Bells”.

Joining the OPA The CMM is a member of the OPA. CMM members who wish to join the OPA as an "OPA Centre Member" can apply for life membership to use the OPA facilities. An application has to be made to the OPA through the CMM. Kindly note the only educational and professional qualification which is required from CMM Members and which should be stated in the OPA application, is “Master Mariner”. Please contact CMM Secretary for further details.

http://body.lt/


11

Members may obtain an “OPA Membership Application Form” from Capt. Rohith Fernando. Kindly forward your completed application form, attaching the required documents, to the Secretary CMM on email [email protected] with payment; or by post to No. 14, Collingwood Place, Wellawatte, Colombo 06.

PLEASE DO NOT FORWARD APPLICATIONS

DIRECTLY TO THE OPA.

Please note the following when filling up the application form -

item No: 5 The Company of Master Mariners of Sri Lanka item No: 8 “Academic Qualifications” keep blank item No: 9 Professional Qualifications only write “Master Mariner Class I” item No: 11 will be filled by Secretary

Note: 38 CMM Members have obtained Life Membership with the OPA as at May 2017.

# Member Achievements -Members are invited to bring to the notice of the Editor, any special achievements of our Members and their organizations to be included in the 8 Bells. Member achievements are also posted on the CMM Website. The new CMM website is now very active and updated under the guidance of the Secretary. All current activities and events are promptly updated with photographs. Members are kindly requested to log on to www.cmmsrilanka.lk and send in their feedback on-line. Kindly email your suggestions for improvement or additions. Please also send in photographs of past and present events and information updates as a matter of priority, direct to the Secretary Capt. Rohith Fernando. As advised by the Secretary, members are kindly requested to log in and update any changes to your personal data. CMM paraphernalia such as tie, Tee shirts, lapel and an attractive new cap can be purchased at the following prices: White linen Shirt Rs. 1200, Tee-shirts (L & XL) Rs. 750, Tie Rs. 1000, Cap (new design) Rs. 250, Jacket Lapel Rs. 500. For purchases, please contact Treasurer Capt. Uditha Karunatilake at No. 117A, Vihara Mawatha, Bellanwila. Phone - Residence 2733509 and Mobile 0776 053 345 email: [email protected]

All members are encouraged to attend the bi-monthly meetings, seminars and meet CMM colleagues in fellowship. Announcements which are circulated by email to the general membership will also be posted on the CMM website.

In advancement of professionalism and keeping abreast with the technical and related aspects in the field Navigation and Maritime Transportation, members are encouraged to join the Nautical Institute UK and the Chartered Institute of Logistics and Transport UK, which process is made quite easy through the Sri Lanka Branch offices.

# Respect cannot be demanded, it must be earned – Respect is earned only by giving it away.

The Book on CSC (last call) Below is a copy of an email sent earlier by Capt. Rohith Fernando – Secretary CMM. Members are reminded of the importance of sending in material to make it a book with great value for all seafarers. Dear Members of CMM,

You have been previously informed of the proposed project in compiling a book on CSC taken up by a team consisting of Chief Engineer Mr. Rohan Wijeyaratna, Capt. Harindra Perera, Capt. Asitha Wijesekera and Mr. Keith Henricus.

This is a once in a life time production of stories, recollections, memories, historical photographs and adventures of those who sailed with the CSC. It is not an ordinary journal but a handsomely bound full color production encompassing an anthology, depicting the lives and actions of some of the colorful and unforgettable characters who sailed the high seas with the CSC. Needless to say, it will most definitely catch the attention and appreciation of the reader in a manner that will leave a taste of admiration of those who sailed those pretty ships. It will not only be a tribute to all those who trained, worked and protected the National Shipping Line, but also be a valuable collectible and a resource of reference for generations to come, particularly of those whose names appear in it. It will also be a historical account of what life at sea was, for the benefit of future seafarers. In a nutshell, it is a full and absorbing account of this remarkable organization which will never be what it was, no matter how well it may be shaped in the future. A letter of Invitation from the publisher is attached herewith. Masters who sailed with CSC are kindly requested to contribute to this Book by

mailto:[email protected]

http://www.cmmsrilanka.lk/



12

way of an article, preferably with photographs. They can come in any form, shape or size and will be edited and rewritten where necessary to ensure quality and stature of the publication by the Editor and published under the name of each contributor, with a short resume of the author of each article.

For reasons of confidentiality and to preserve its novelty and uniqueness, all articles must be directed to the Editor of this book [email protected]. I trust all CSC Masters would take this opportunity to write and be a part of this publication which will no doubt soon become a “must” on all discerning bookshelves of particularly seafaring types.

Thank you, Rohith Fernando Note : the above message was included in the last issue of “8 Bells”. Presently, the closing date for contributions are past and the final touches are being attended to. A further update from the Editor Rohan Wijeyaratna is as follows:

AN UNFINISHED ODYSSEY Compiled & Edited by Rohan Wijeyaratna

Is an anthology of articles portraying the life and times of the glory days of Ceylon Shipping Corporation. The contributors are some, who lived through those times and survived to tell the tale. Consequently, the book has captured a large slice of CSC‟s own history and featured many of the unforgettable characters involved.

The book is an account of an era that is fast disappearing from the national psyche, where standards were set, maintained and passed on as part of a tradition. Therefore, posterity will record this book as an attempt to prevent the memory of those great times, values and characters from being lost forever through the passage of time.

“Don't let a little dispute injure a great friendship”. “Give people more than they expect and do it cheerfully”.

LKR Rs. 8,800

USD 60 | CAD 81 | AUD 60 | GBP 47

Excluding Postage and Packaging

Profits if any, will go to a worthy charity.

Reserve Now

Rohan Wijeyaratna Rohan served the CSC from 5

thEngineer to Chief

Engineer in a sea career spanning 13 years from1977. In 1990, he joined the Ceyline Group to set up and run its engineering arm for 17 years. During his employment ashore, he also gave full vent to his passion of writing, which included a widely read weekly column on cricket in “The Island” every Saturday from 2000 - 2007. He has brought the same exacting traits which won him many accolades as a cricket columnist, into the compilation and editing of this maritime masterpiece. Rohan‟s cricket writing ended when he took up an overseas appointment with a Classification Society in 2007. He continues to work for DNV-GL and is now based in Colombo.

BOOK DETAILS : Content – more than 500 pages, 120 gsm; Size 210mm (W) × 297mm (H) A4 Portrait; Language – English ; ISBN – to be assigned ; Version – Limited Edition of 500.


http://unfinishedodyssey.lk/select-billing-country/


13

NI Corner

The Nautical Institute Sri Lanka Branch is due to hold their Annual General Meeting followed by a fellowship and dinner at the Lighthouse Galley, Galle Face on Saturday 22

nd July 2017. The branch

membership continues to grow steadily. Since many CMM members are office bearers of the NI Sri Lanka Branch, CMM will be kept informed of the branch activities through the Secretary.

The NI Sri Lanka branch continues to be steered by Capt. Harindra Perera as Chairman, Capt.‟s Rohan Codipilly and Nalaka Jayakody (Vice Chairmen), Capt. Nish Wijayakulathilaka (Secretary), Capt. Peshala Medagama (Treasurer) Capt.‟s Nimal Perera, A.V. Rajendra, D.J. Amarasuriya, Nirmal Silva, Ravi Jayaratne, N. Jeyasriskandarajah, Chinthaka Batagoda, Kanchana Dolapihilla, Mahesh Kuruppu. The immediate past Chairman is Admiral Prof. Dr. Jayanath Colombage, immediate past Commander of the Sri Lanka Navy.

Holders of Master Mariner Class 1 certificates can join in the category of Associate Fellow of the Nautical Institute (AFNI) U.K. You can get further details by logging on to the NI UK website or contact the Secretary Capt. Nish Wijayakulathilaka or Capt. D.J. Amarasuriya (contact details in the CMM Diary) or watch the following Utube clip to see the work NI is involved in.

http://www.youtube.com/user/TheNauticalInstitute

NI website is www.nautinst.org or you can Login here direct for membership details :http://www.nautinst.org/en/membership/

The many benefits of Nautical Institute membership include the following :

# worldwide professional recognition, including being able to display your Nautical Institute membership on your CV and business card

# monthly copy of Seaways, keeping you abreast of key developments in the maritime industry (now also readable online)

# 30% discount on all Nautical Institute specialist maritime books and practical guides

# big discounts on attendance at many Institute and industry events together with the opportunity to network with colleagues, employers and customers

# £100,000 worth of legal defence insurance cover, protecting you against criminalisation

# support for your continuing professional development through our „CPD Online‟ programme

# online Jobs Board # a representative voice at IMO, IALA and other

industry bodies on key policy issues # personal copies of our human element Alert! Bulletin and The Navigator # online knowledge resources and a monthly e-newsletter

The Nautical Institute Sri Lanka Branch Lecture Presentation on "Maritime Claims"

The Sri Lanka Branch of the Nautical Institute (U.K.) recently organized a lecture presentation titled

http://www.nautinst.org/en/membership/


14

“Maritime Claims: An Insight to the Law and Order in Sri Lanka. The presentation was delivered by Dr. Dan Malika Gunasekera MNI. He was the former Executive Director of Ceylon Shipping Corporation, and former Dean of Faculty of Management and Social Sciences, CINEC Maritime Campus.

Capt. Harindra Perera FNI, chaired the presentation and opened the evening's proceedings with his welcome speech. Over fifty participants representing the Company of Master Mariners of Sri Lanka (CMMSL), Institute of Marine Engineers Sri Lanka Branch (IMAREST), Society of Marine Chief Engineers (SOCHEM), Maritime Colleges, Shipping Companies and other industry stakeholders were present.

In his presentation, Dr. Gunasekera emphasized the importance of knowing the legal aspects of maritime claims and how the Sri Lankan legal system operates with regard to Admiralty Law. He spoke on both the substantive law as well as the procedural law in enlightening the participants‟ knowledge and stressed to further their learning on the law relating to the maritime sector. Dr. Gunasekera also took recent examples faced by Ceylon Shipping Corporation in handling its sea-based operations by its own fleet of ships in his presentation which was of much interest to the audience. On completion of a very informative Q & A session at the end of the presentation, Capt. Nirmal Silva AFNI delivered the Vote of Thanks. The presentation was followed by fellowship that was attended by members and other well-wishers. Sent in By the Secretary NI SL Branch.

Joining CILT

CMM Members can also directly join the Chartered Institute of Logistics and Transport (CILT) UK, through the Sri Lanka Branch.

The Chartered Institute of Logistics and Transport is a uniquely established global professional body. The Chartered Institute of Logistics and Transport is the leading professional body associated with logistics and transport. With over 33,000 members in over 30 countries worldwide, CILT holds unparalleled professional international recognition.

Established in 1919 and receiving its Royal Charter in 1926, the Institute has an exciting history behind it, but is always adapting to stay consistent with current logistics and transport issues. The Institute's Patron is HRH Queen Elizabeth II.

The principal objective of the Institute is “To promote and encourage the art and science of logistics and transport”. The Institute achieves this objective through both its membership and its educational qualifications. Membership provides a professional identity to those in the logistics and transport sector, as well as international recognition. The Institute‟s professional qualifications educate not only those already in the sector, but also those wishing to enter into it.

The Chartered Institute of Logistics and Transport in Sri Lanka was established in 1985 and incorporated in the year 2000 by an act of parliament. Presently it has over 1000 Sri Lankan members (including in the Student category) who are highly qualified in the Transport and Logistics fields.

Holders of Master Mariner Class 1 certificates can join in the category of Chartered Member of the Chartered Institute of Transport (CMILT) U.K. You can get further details by logging on to the CILT Sri Lanka Branch website given below. Please contact Capt. Lasitha Cumaratunga (Chairman of the CILT Sri Lanka Branch), Capt. D.J. Amarasuriya or Ms. Maryse De Costa, for further information regarding membership.

Contact Ms. Maryse De Costa - Coordinator The Chartered Institute of Logistics & Transport Sri Lanka, C/O The National Chamber of Commerce of Sri Lanka, 450, D.R. Wijewardana Mawatha, Colombo 10 Sri Lanka. Direct : +94 11 5657 357 Mobile : +94 77 7579 798 Fax : +94 11 2698 494 E-mail : [email protected] : www.ciltsl.com

CMM Life Member Capt. Lasitha Cumaratunga was re-elected as the Chairman for the year 2017/18, of The Chartered Institute of Logistics and Transport (SL Branch) at the 33

rd AGM held 29

th March 2017

at the Kingsbury Hotel. This is Capt. Lasitha's second term as Chairman of CILTSL. The Membership of CMM wish Capt. Lasitha a successful year ahead.

http://us.mc1603.mail.yahoo.com/mc/[email protected]

http://www.ciltsl.com/


15

From the Editor After a very successful, well attended and enjoyable AGM at the Citrus hotel in Waskaduwa on 24

th

June, a date which marked the end of another great year for CMM, it also brought about a few changes within the controlling body as well. The long-standing former Editor comes back into his usual stand-off position and CMM has a new President in Capt. Palitha De Lanerolle. Capt. Nirmal Silva who did yeoman service to the CMM steering it carefully on its course for 3 years in a most capable and commendable manner stepped down at the end of his three - year term. Members can positively expect renewed energy to continue the good work of the previous council with a few new members joining. The record attendance at an AGM held quite a distance from Colombo is evidence of the fact that the interest of members, especially that of the younger members, is quite high and there is a renewed enthusiasm in all. The IMO‟s annual day of the seafarer passed quietly on 25

th June,, but the Mediterranean migrant

and refugee crisis and increased tension all over the shipping world, with particular focus on Qatar, has become a serious matter of concern for all ships and seafarers. This issue has a varied and interesting array of contributions and I would like to thank all those who sincerely contributed. I wish to than Capt. Mehran Wahid for his unbroken partnership with the 8 Bells, and this edition we have to miss out on a regular feature from Capt. Chandra Godakanda Arachchi from „down under‟ who did send an additional article for the last edition “LNG Vs Coal Power for Sri Lanka” but missed out due to the tight space factor. Chandra is out of station at the time of completing this issue, but we can expect more from him in the next edition.

My appreciation also goes out to the members who very genuinely wanted to contribute but were unable to do so. Thank you all. I know that all of you will commit yourselves to keeping the 8 Bells going even stronger in the future. I also wish to thank our guest writers Dr. Athula Senaratne and Mr. Damith Kurunduhewa, two experts in their fields for their valuable contributions to further enlighten our membership. Finally, we should thank Capt. Ranjith Weerasinghe for handling the 8 Bells last year and to Capt. Nishantha Jayakody for another wonderful design and presentation of this edition. Capt. D.J. Amarasuriya FNI, FICS, FCILT (U.K.) Editor

Members are reminded that any views expressed by contributors to the “8 Bells” are strictly their personal views and do not reflect the views of the CMM. Any articles, suggestions, criticisms, comments etc., can be sent to [email protected] and will be duly acknowledged.

GUEST COLUMN

Oceans and Sri Lanka‟s Future: Towards a Blue Economy By Athula Senaratne

All nations around the globe are celebrating World Oceans Day today - 08

th June 2017 -

under the theme of „Our Oceans, Our Future‟. While the action focus of this year‟s Ocean Day is the prevention of plastic ocean pollution through events organized in several countries, it is more opportune, in the Sri Lankan context, to take a broad look at the overall theme in the light of growing interest on „Blue Economy‟ as a prospective agenda for exploring our future opportunities in oceans.

Oceans cover two thirds of the earth‟s surface and over three billion people are estimated to depend on marine and coastal systems for their livelihoods, directly and indirectly. Important maritime activities, such as fishing, sea transportation, tourism, offshore mining, and energy generation, play a significant role in the national economies of many countries, including Sri Lanka. Expansion of marine economic activities can be considered as one frontier of globalization. Unfortunately, the growing human activities in the oceans, while helping to increase the prosperity all over the world, are also



16

responsible for the degradation of marine ecosystems. Marine ecosystems fulfill environmental functions that are essential for the survival of humans and other living beings. The oceans absorb a major share of carbon dioxide emissions that humans produce, play an important role in the stability of global climate systems, and accommodate and protect a major part of global biodiversity, making the world habitable for all of us. These global ecosystem services of the oceans have come under threat as a result of human activities such as, over exploitation of resources, illegal-unreported-unregulated (IUU) fishing activities, marine and coastal pollution, habitat destruction, and anthropogenic climate change. Impacts of such actions have become increasingly visible. It has been estimated that over 30 percent of global fish stocks are being overfished, beyond their sustainable limits. The ocean acidity has increased by about 25 percent compared to the pre-industrial era. Marine Pollution has reached alarming levels, making oceans the largest waste dumping site globally. In this backdrop, the emerging concept of blue economy provides a way for balancing competing demands, and lays the foundation for the sustainable future of the oceans. Blue Economy The origin of the concept of Blue Economy is often traced to the book titled The Blue Economy: 10 years – 100 innovations – 100 million jobs, written by Gunter Pauli, first published in 2010. However, Pauli‟s concept refers to a business model, aimed at transforming society from scarcity to abundance, with the help of locally available resources, through adopting innovative measures to address environmental and related problems. It does not essentially imply ocean based economic prospects. Despite Pauli being credited with coining the term, the concept of blue economy is now being widely used to refer to human activities based on oceans, taking them as one entity. Unfortunately, it carries many meanings and interpretations, creating doubts in the minds of interested public on the subject. It appears that some parties are trying to emphasize the ecological perspectives, while others are considering it merely as an umbrella term for all economic activities in the maritime sector, carried out using ocean resources, without any reference to sustainability aspects. To avoid such misconceptions, some international agencies have come forward with interpretations that are aimed at introducing a balanced view on the concept, emphasizing its economic, social and environmental dimensions. The World Wildlife Fund

(WWF) has defined „sustainable‟ blue economy as a marine-based economy that provides social and economic benefits for current and future generations while restoring, protecting and maintaining the diversity, productivity, resilience, core functions, and intrinsic value of marine ecosystems being based on clean technologies, renewable energy, and circular material flows keeping within the limits of one planet. The United Nations Environmental Programme (UNEP) promoted the idea that blue economy is a marine and coastal analogue to the Green Economy (GE); in essence, it implies that blue economy is applying the concepts of green economy to the unique and irreplaceable role of marine and coastal ecosystems. These definitions help to dispel misunderstandings, emphasizing the sustainability dimension, without that no value addition of advancing the concept. In the final count, a blue economy should essentially be a green economy. The legitimacy of the concept was further enhanced due to the adoption of sustainable development goals (SDGs) by world leaders in the UN General Assembly in 2015. The Goal Number 14 of the SDGs, „Life below Water‟, is aimed at enhancing conservation and sustainable use of ocean-based resources, through wise management of resources and protection of marine and coastal ecosystems from pollution, including the impacts of ocean acidification. Prospects for Blue Economy in Sri Lanka Being an island nation located in a central position of Indian Ocean, adopting a blue economy strategy is not optional but mandatory for Sri Lanka. Sri Lanka has advantages, but also faces challenges due to its position. The major advantages for a blue economy include, a unique geographical position, high accessibility to ocean resources from lengthy coastline around the country, closeness to major sea lanes, sovereignty over significant area of sea compared with the country‟s land resources, diverse range of coastal and marine ecosystems, and high potential for tourism and recreation industries. However, these opportunities also have challenges attached to them. The oceans around the country are highly contested by global powers, and being a small player in global political arena, Sri Lanka has to take cautious path. The government of Sri Lanka has promoted a blue economy initiative under the „Sri Lanka NEXT‟ programme in October 2016. This can be considered as a timely effort. In addition, the country aspires to become a maritime hub in the region, taking the advantage of central geographical position and the closeness to major sea lanes.

https://en.wikipedia.org/wiki/Gunter_Pauli


17

There were some steps taken in this direction, with mixed results. The country has been promoting its image as a tourism destination, with unique marine and coastal attraction, with some success. Despite these ad hoc efforts, however, Sri Lanka is yet to come with a viable blue economy strategy that combines the strength of these efforts.

The Editor thanks the writer for his positive response to the request made, which should be of value to readers. This is the 2

nd occasion where Dr. Athula‟s contribution is

included in the 8 Bells journal. (Athula Senaratne is a Research Fellow at the Institute of Policy Studies of Sri

Lanka (IPS). To view this article online and to share your comments, visit the IPS Blog „Talking Economics‟ -

http://www.ips.lk/talkingeconomics/)

„Seven Trails‟ - Natural Disaster Readiness for Corporates

By Damith Kurunduhewa

A flood of water was what it appeared at the outset - and a „flood of tears‟ what it really was in the end.

One year after 2016 Floods - and 13 years after 2004 Tsunami, we were mercilessly tested for the „Aqua Challenge‟ once more - and it exposed our readiness deficiencies too.

Flash floods could be our recent most focal-point, but protection from natural disasters is a discipline of much wider spectrum.

The corporates need to capture meaningful learning from every natural tragedy, no matter how random the event appears to befall. The business must be ready - not „if‟ - but „when‟ upheaval hits us out of the blue.

Trail 1: Siting:

Certain corporates realize that over-dependency on yet maturing state disaster response and recovery mechanism is not the finest path to tread. One such stretch-sighted and responsible business here started its disaster management preparedness at the siting itself.

The water risk, windstorm risk, tremor risk and natural fire risk were few things that the investing management was focusing at the project conceptualizing. Not every business, every site will have the luxury of this modality constantly, but at all possible times, siting risks need to be well calculated.

Trail 2: Fortification:

The blueprint stage of the design should incorporate the applicable Water Barriers, Wind Barriers and Fire Gapping - both in the structural zone and in the landscape. The core objective of the fortification is to mitigate the impact of the initial moments so that a reasonable lifesaving and asset saving time is created.

Natural disaster risk factors become challenging when sites are taken on leased basis where space for choices gets slimmer. Sometimes, operating next to a potential disaster zone becomes inevitable too for assorted reasons. Yet, a business can make fortification meaningful by continuous impact mitigation improvements and status verification.

Trail 3: Planning:

„When in peace - plan for war. When in war - plan for peace‟ said Sun Tzu. This ancient adage serves gold in planning for natural disasters too. We ought to prepare for rain while enjoying bright sunshine. Disasters bring madness - and response planning is our effort in creating some method to madness. Natural disaster response planning takes a diverse approach for stand-alone sites and countrywide networked sites. Sometimes a business site may be producing an essential commodity or engaged in time critical export operation or providing a key utility across the territory. Disaster trend comprehension and calamity monitoring need to be a dedicated round the clock commitment linked with effective alerting and emergency communication looping. The immediate response plan should be focusing on life safety where it may require rush-appropriate egress of occupants - be it staff, customers, guests, disabled or visitors to pre-determined refuge points. The rescue of the trapped needs to be planned with specific external action agencies. The response plan also needs to be focused on the salvage of cash & bullion, vital literature, machinery, stocks, fleet and upstream or downstream supply depots - within prevailing practicality.

http://www.ips.lk/talkingeconomics/


18

Trail 4: Resourcing: Disaster response resourcing and its logistics is a scientific art as we realize with the poetic verse below.

„For want of a nail, the shoe was lost; for want of a shoe, the horse was lost; for want of a horse, a message was lost; for want of the message, the battle was lost; for want of the win, the Kingdom was lost - ALL for the want of a horse-shoe nail.‟

No matter how best our plan is illustrated on print, if we fail to invest in right resourcing, our response is nothing shorter than an outlandish failure at the life critical moment. It could be teaming, monitoring facility, communication tools, alternate power supply, disaster specific first aid or evacuation and rescue tools.

Resources placement is another essential factor to reckon with. The balance of internal and external placement in calculated proportions of (both) centralization and scattering should be maintained.

Trail 5: Competence:

Disaster response is not any man‟s or everyman‟s forte. Those in response voluntarily (and perhaps unconsciously) put their life on the line of peril. Thus, creating the response awareness and competence for all types of potential disasters can save lives, assets and the brand status too. Creating the know-how and response competence can take the following contour.

Awareness - Tier 1

Awareness - Tier 2

All staff awareness

ER team training As great William Shakespeare vividly said, „All things are ready, if our mind is so‟. Prepare the minds - and our bodies will respond accordingly.

Trail 6: Testing:

No disaster response plan is track-ready until put to test on near real life simulation. The action plan needs to be periodically tested for readiness with the active participation of tier 1 and tier 2 management layers - and general staff.

Moderate scale and full scale simulations need to be executed on stand-alone business site basis and grid basis as well. The readiness testing (which is also an organizational pulse check) needs to be critically analyzed for identification of performance gaps and gap shutting.

Trail 7: Recovery:

„Success is how high we bounce back when we hit the rock bottom‟ - goes an inspirational maxim. Good recovery is nothing but rebounding swiftly and splendidly to curtail downtime.

When a single corporate site is crashed by some isolated disaster, activating the recovery heat-map is relatively easy. But when many other institutes, roadways, public unities are concurrently crashed, the business (or the site) recovery is destined to get complicated, slow and challenging.

„Recovery is challenging‟ does not mean that it is beyond possibility. Specific business process recovery (BRP) and business continuity planning (BCP) deliberated on the scale of worst case ambiguity can bring a corporate to - business as usual (BAU) status on a fast-track ride, if objectively and efficiently executed.

Steve Cyros once said, „Remember; when disaster strikes, the time to prepare has passed.‟

That‟s ample punch. Now, what‟s our excuse?

The editor thanks Mr. Damith Kurunduhewa for his positive response for reproducing the above article

(courtesy Sunday Times) in the June Edition of 8 Bells. Damith is a foremost Risk Management specialist and a Corporate Risk Trainer who serves as CEO of Strategic

Risk Solutions. Damith can be reached via email [email protected] via webwww.solutions.lk

http://www.goodreads.com/author/show/947.William_Shakespeare


http://www.solutions.lk/


19

Damith also visits CINEC Maritime Campus to train students on all aspects of emergency evacuation.

London High-Rise Fire: Colombo Needs to Act Fast !!

By Damith Kurunduhewa

"Tell my Sons I love them"!!

Trapped in his level 22 flat while roaring flames engulfed the floor beneath him, that was what 65 years aged Tony Disson whispered in his final phone call in the face of certain death.

Just 18 days ago on June 14, 2017 - the Grenfell Tower in West London of United Kingdom played a real life „Towering Inferno‟ - a blockbuster disaster movie of the yesteryear.

„We've lost everything that we've got. We stand here homeless and penniless‟. That‟s how a victim wept at the base-yard of the burnt residential high-riser. „People are walking around like zombies after losing everything‟ explained another. Staying alive to tell the tale is yet a fine stroke of luck. Undeniably, they are luckier than about 80 victims who were destined for a painful adios.

Member of British Parliament David Lammy described the Grenfell Tower fire disaster as "Corporate Manslaughter" and called for criminal investigation and arrests. The Prime Minister Theresa May called it „A Terrible Tragedy‟ and ordered a public inquiry into the catastrophe. The tower was declared a „Crime Site‟ and over 250 investigators and fire forensic specialists were tasked to discover the truth and accountabilities. Visibly shaken Monarch made a symbolic public manifestation of the calamity.

Fires do not differ from London to Colombo.

Lankan skyline is literally growing lankier by the day. Be it a high-rise hotel, a multi-story hospital, an office tower or a condominium - whether it exists, under renovation, upcoming or yet in the blueprint phase - the West London fire disaster rings alarm bells amply louder to stir our protective senses right-away.

Safe Design:

High-rise fires are deadly; especially when the fire is driven skyward and flames wrapping the vertical tube rapidly. Thus, the tower designers and builders need to stretch the fire safety discipline beyond the mandatory (the bare minimum) compliance level. We need to design and build to live or work safe in

them. Not to get trapped and burnt alive to end-up resembling charcoal. Positioning of the tower with spherical fire engine path, fire-walling, fire doors, fire rated paneling, duct sealing, pressurized and protected escapes, external escapes, rescue decks and combustibility testing are a few out of many that tower designers (and builders) should incorporate at the blue-printing of the concept. Even though it looks practically challenging, a concerted effort needs to be brought on board to use as much as possible fire resistant material - both for interior and exterior.

Fire System:

Key feature in high-rise fire safety is flash detection of smoke, heat or flammable gas emission and spread. For instance, a midnight fire may not be noticeable to people, unless the electronic sensors pick it up.

The fire detection system could be further enriched by AV distress alarm system to alert the occupancy with automatic or manual mechanism on the basis of points - zones - layers - or total tower.

Another critical component of the fire system is appropriate and sufficient firefighting apparatus. They can be incorporated as automatic sprinkling or suppression systems and manually operated portable or fixed systems designed on overlapping contours.

Immediate Firefight:

A high-rise tower may have invested in a top-notch firefighting system, but if no one within knows how to use it at the most vital moment, perhaps the entire block is in for a serious life risk and destruction. Automatic systems can flung into action, but the positioning of those may be limited to specific zones.

Fires are best fought at the embryonic stage. Thus, the right portable fire extinguishers can be of great use at the immediate attack. Depending on the level of organized / trained internal firefighters within the tower, the next levels such as hose reels and hydrants could be used to prevent the spread or to fully extinguish the fire. After all, certificates do not fight fires; it‟s people.

A professional attack by fire brigade is immediately required when there is no internal firefighting capacity is in place. „How immediate‟ the fire brigade can land first jet of extinguishing medium on to the wild flames depends on diverse situational constraints such as concurrent fires, route traffic, distance, maneuvering space, visibility, tower


20

height, equipment reach, escalating heat - and the list goes on.

Optimum Egress:

The mass egress planning should include illumination, exit signage, exit corridors, final exits and refuge zoning. The egress can be planned via protected fire escapes, routine stairways (if declared safe) - and external stairways, considering the peak volume at different height levels and congestion potentialities at the exodus.

Another challenge in mass egress is to bring down the victims from high elevations to ground refuge and to immediate medi-care bays amidst heat, flames and smoke. This is effectively possible only by pre-planning from the design stage and rehearsing for all critical eventualities once occupied.

Timely Rescue:

In high-rise fire emergencies, another likely phenomenon is that occupants getting trapped either inside their compartments or on the way of exit attempt. Thus the design itself should enable external stairway rescue, sky ladder rescue, cable rescue, chute rescue and heli-rescue options. A safe space for aftermath flash medi-care need to be located in the landscape at the design and construction itself.

Some high-risers are struggling consequently to device effective fire emergency response owing to the omission of these life critical dynamics at the conceptual stage. In such settings, we realize rather lately that nothing much can be changed to elevate safety benchmark though we are aware of the risks.

Let‟s Act Fast:

„A tiny fire will grow tall soon‟ goes an educational slogan.

Now is the time to objectively critique what we have comfortably called „safety‟ thus far. West London tragedy echoed that „illusionary safety‟ is never adequate to safeguard precious lives, valuable assets and revenue continuity.

The outrageous consequence there piercingly calls for momentous concern by all high-rise stakeholders here - from voice to motion on fast track passage.

Sri Lanka - predominantly Colombo, needs to act - fast !!

The Editor thanks Mr Damith Kurunduhewa for consenting to reproduce his article (courtesy Sunday Times) in this issue of 8 Bells, which would certainly be of value to seafarers.

“Don't compare your life to others. ….You have no idea what their journey is all about!”

Memories from 100 ft down By Capt. Mehran Wahid

About 30 years ago I had the opportunity to train and dive with Navy divers in the spectacular and varied underwater scenery of Trincomalee while living for a time in the Dockyard. Gone today is the fitness and exuberance of those heady days before the age of responsibility and seeing several sequels of the film “Jaws” gave me a reluctance to swim in any place where I did not have a clear view of everything in the water around me to beyond 50 ft in all directions! But the memories remain. Initially I had been over-confident as in those younger, fitter days, one of my favourite practices when getting into a swimming pool was to seek out


21

the lowest corner of the deep end and place my head at the floor in order to experience the highest pressure, and enjoy the thrill of knowing I could clear my ears with little or no effort. For those unfortunate enough not to have this ability and not understand it here is the basic layperson‟s explanation. The outside air is separated from that inside your throat by the eardrum and the Eustachian tube. The pressure needs to be equalized between the outside and inside you whether the outside drops as when you fly up in an unpressurized aircraft or dive down into water to a depth of 10 ft or more when the effects start being felt. As many will know even if they do not fly or dive, not equalizing the pressure can become quite painful. Quite often yawning, sucking sweets or drinking (gulping actually) can cause the Eustachian tubes to at least temporarily open and equalize the pressure – even if inflamed such as when having a cold, and giving a feeling that the „ears are blocked‟, when cleared even temporarily, there will be relief. Not being able to clear one‟s ears in this way either temporarily or permanently disqualifies one accordingly from diving.

I could also hold my breath for relatively long periods by first hyperventilating. This is the process by which you forcefully pant and flush out the carbon-dioxide from your lungs which is what triggers the urge to take your next breath but is a dangerous game if you are not trained properly. By this process and when I was fit enough, I could swim the length of a 100-foot swimming pool underwater without coming up for air. Those who are trained learn to recognize the symptoms when a dangerous black-out either due to excess hyperventilation or lack of oxyegn is possible (I would feel a buzzing in my teeth and generally pushed my hyperventilation to that point in order to enable me to hold my breath longer) and one would either not venture under water or return to the surface when this is noticed. When training for this one would sit comfortably or lie down so a blackout would cause no injury, but underwater it would result in drowning and is certainly not to be done without proper training. [Do not try this without a trainer and proper instruction]. However, when I first started diving with SCUBA (self-contained breathing apparatus which is similar to our Compressed air breathing apparatus but usually have the control valves at the top of the air bottles as opposed to the CABA having it at the bottom), I went into relatively deep water my first time since I had convinced my Navy buddies that I was „experienced‟. Going into murky seawater and staying down for longer periods than when free-diving without equipment other than a snorkel can be claustrophobic for those unprepared and without

training. That time my instructor also decided to play it safe and rigged my equipment for easy ditching if I so needed to do so. At about 10 feet down I started to feel claustrophobic on that first dive and ditched my equipment but in doing so a neck strap on the facemask got entangled with my equipment and had me thrashing around in relatively shallow water and taught me and my instructor that I had better first go through a proper course starting with basics. So, I went through a course learning the practical use of the equipment, as well as the all-important theory. Fin‟s on a diver‟s boots means one does not really need to know how to swim or need the stamina for it – a pedaling motion causes the up and down flexing of the fin blades and gives forward motion while twisting the body to the desired side gives steerage. The propulsion from the fins is strong and sufficient that hands do not need to be used and leaves them free for carrying a bag or a spear gun. All one needs do is go on „pedaling‟ to shoot through the water! Air bottles, harness, belt with weights and other

„accessories‟ such as inflatable lifejacket and depth gauge need to be capable of being donned in pitch-darkness, quickly and efficiently. A total understanding of the „bends‟ which is the most frequent debilitating disease likely to put a diver out of business for life if not actually kill one, and a little physics, is a necessity. Any science student knows that gases dissolve more in a liquid when the pressure is greater. As one goes deep into the sea, nitrogen in the air breathed into the lungs starts to dissolve in the blood in a most natural and unfelt process. Unfelt that is until one starts to rise up to the surface when the decreasing pressure causes the gas to start bubbling out of solution – this can happen in ones joints causing the crippling disease for which there is no cure. A basic thumb-rule is to release one‟s breath


22

continuously and gradually and to rise no faster than the bubbles of expelled air. A practical demonstration is to observe what happens when one opens a fizzy drink. Initially the gas is under pressure while the lid is tight but as soon as it is opened and the pressure reduced, the gas in solution starts bubbling out. [Disclaimer: This article in no way constitutes sufficient instruction for any wannabee diver to go SCUBA diving without following a proper course].

I got to pass the final practical test of the junior-most diver which involved throwing all one's gear off the end of a pier standing in 20-ft of water (for those who know, this was the L-shaped pier at Navy House) and then skin diving down after giving it enough time to settle to the bottom. The candidate would then reach his gear (hopefully) in the murky depths, grab and fasten on the weight belts to keep down while the lungs full of air he was holding in tended to make him buoyant and rise back up. The trick was not in holding one's breath (because one grabbed the mouthpiece of the hose leading to the air tanks next and started breathing). The trick was in knowing how to empty the mask of water while still underwater! For this the top of the mask is pressed against the forehead while the bottom of it is opened just enough so that air exhaled into the mask forces water out from below and air fills up inside – with a bit of practice this can be surprisingly effective. The candidate then donned the rest of the equipment and proceeded on whatever underwater operation was required without returning to the surface. One of the most amazing facts is that it gets very cold within about 20 ft down even in the hot tropical climate of Trincomalee. Therefore, we wore jerseys! Crazy as this may sound to the uninitiated, it is a very effective way to stay warm in relatively cold water for the well-dressed diver. Water soaks into the jersey which initially feels cold but with a belt and any other straps, the water is trapped inside the jersey, gets warmed by body-heat and thereafter effectively keeps the diver warm. Then followed for me a brief love-affair with the depths – the same one which drew science fiction author Arthur C. Clarke to a love-affair with our country. Under water one is „weightless‟ and hence the reason much training for astronauts is carried out in underwater simulators. I had a love for space-travel, and SCUBA diving was the nearest I could get to it.

Trincomalee Dockyard was quite familiar to me as I spent my youngest days there. In fact, St Mary‟s in town was my first school – there were some aspects of that I would rather not go into now. Being born in an era not too long after the British gave us independence, and growing up on the biggest former Royal Navy base in the region, meant I would visit every type of warship (frigates, minesweepers, destroyers cruisers and aircraft carriers all operational) except for submarines by the time I was a teenager and was a close-quarters witness to at least one Commonwealth Naval exercise known as JET (Joint Exercise and Training). Thus, the Base was a huge playground for me, and by the time I got to serious diving some two and a half decades later, it was familiar territory. Trinco has a huge and varied choice of underwater sceneries varying from Sandy Bay with a long reach of smooth sand but also with deadly currents to Corral Cove with unbelievably colourful jewel-like shells to the exciting entrance of the Inner Harbour. Ocean depths pass through the entrance into the harbour and makes for exciting diving, but needing some nerve! At the entrance, you go in a very short distance from a beach to a plunging bottomless abyss which makes the diver feel as if he were flying across a cliff-edge. On one of our dives, (my fiancé at the time) was from a dinghy on the surface while I descended with the divers to the Stygian depths 100 feet down, visiting the wreck of the sunken floating dock inside the bay. It was my deepest dive and we would simulate decompression procedures on our way up – the effect of nitrogen dissolving in the blood can have a slightly narcotic effect for the uninitiated. This causes drunken behavior, which my diving buddies later told me they had watched with amusement, whilst ensuring my safety. As the diver rises up, the nitrogen which dissolved in the blood starts to come out of solution. This process should be gradual as it must come out in the lungs where the whole thing started in the first place. For lesser depths (less than 130 ft), this is not a high risk, as long as one does not ascend faster than the air bubbles rising, but for long periods spent at greater depths, a table showing how to rise in stages to ensure decompression needs to be followed. For professional long-period divers, pressure chambers on the surface close at hand in special boats or on oil-rigs need to be entered quickly and decompression carried out in a programmed, but well known manner.


23

As we descended, the glow of daylight changed to gloom in the depths. As we dropped further into inky-darkness I wondered how we were going to see the large floating-dock which I knew was underneath (the Royal Navy had botched a ballasting operation to hurriedly launch a warship - the HMS Valiant – during World War 2 and had accidentally sunk the dock in the deep harbour which made recovery uneconomical). Suddenly it was there, the sheen of bioluminescence along its cliff-like sides making it appear ghost-like in the darkness. The old photo here shows the dock before it sank.

The group of Navy divers around me dropped gradually until we read 100 feet on our gauges – they timed the planned 4 minutes until ascent which would make real decompression unnecessary on our return. My instructor next to me gestured and pointed at a bunch of unbelievably multi-coloured plants growing out of a rivet seam on the cliff side. Later they told me my slightly drunken movements as I reached out to pluck the plant showed the first faint signs of narcosis. Then we were rising again, making the effort to remain slower than the cloud of exhaled bubbles which were rising with us. At a pre-arranged depth, we stopped in a mock wait for the nitrogen in our blood to be released before continuing up with our fins paddling gently and pushing us upwards. On the surface, we were once again in the unpleasant world of waves and swell and (ugh) the feeling of weight we did not experience while underwater. As the crew in the dinghy reached over to help me on board I paddled harder and grabbed the sides with my free-hand while with the other I held up the coloured underwater plant and triumphantly handed it over to my fiance inside. However, as the dinghy roared back to the Base the sun rapidly bleached the plant and it turned a muddy brown and the magic of that

underwater world was left behind, one hundred feet below us in the salty depths.

This very factual and thought-provoking article was sent in by Capt. Mehran Wahid based on his personal experience. The Editor thanks Mehran for his usual positive response and for being a staunch supporter of the 8 Bells throughout the years. For Master Mariners requiring pleasure diving training, you may contact the Editor for further information. We are all visitors to this time, this place. We are just passing through. Our purpose here is to observe, to learn, to grow, to love... and then we return Home." - Aboriginal Philosophy-

Seafarers and Safety at Sea 19 Sailors barred from leaving Sri Lanka Courtesy Leon Berenger of Ceylon Today

Nineteen multi-national seafarers are being prevented from leaving the country after the Captain of their vessel, the Liberia registered 'Marito', apparently died under questionable circumstances, a top maritime official said yesterday 21/4/2017.

The group made up of 15 Filipinos, 2 Russians and two Slovenians......are currently accommodated at a hotel in the city and not allowed to leave the country until investigations are completed, International Transport Workers' Federation (ITF) Inspector Ranjan Perera said. He added that towards this end, the passports of the entire crew have been taken into custody on a Court Order.

Plohl Drago, 58, a Slovenian national, identified as the ship's captain, had apparently died on board en-route from a port in Singapore to Colombo. His limp body was found under a lifeboat shortly before the vessel docked at the Colombo Port, Perera said. A post-mortem subsequently revealed that the man had died of internal injuries. In a sequel to this, the ship was impounded and the crew detained. The captain had boarded the vessel in Singapore and


24

had apparently died en-route to Colombo, he added.

The 'Marito' entered the Colombo Harbour on 23 March and was permitted to leave on 13 April with a fresh crew.

The case is to be taken up in Court on 24 April(Monday). A spokesman for Cosco Lanka, the local agent for the vessel, said that the Police and Court were handling the matter and the final decision will have to be taken by them. "As for our obligations, we are looking into the welfare and other requirements of the crew and will act according to instructions of the Court", the spokesman said without elaborating.

Asian shipowners stress MLC and STCW work and rest hours compliance

Asian shipowners have flagged concerns over

practical onboard compliance with the Maritime

Labour Convention (MLC) 2006 and the STCW

Code.Following its agm in Taipei the Asian

Shipowners‟ Association (ASA) said that one area

of concern is practical onboard compliance with the

work and rest hour provisions of MLC 2006 and

STCW.

“The ASA is given to understand that some ships

may not be maintaining correct records of work/rest

hours, and urges all members to ensure that

records are maintained correctly,” the association

said. “In addition, the ASA requests its members to

support the Master if instances are reported when

the requirements are difficult to comply

with.” Chairman of the ASA Seafarers Committee,

Fu Xiangyang, also highlighted the issue of fatigue

and that compliance with the STCW and MLC 2006

were an important step in this regard. In an

apparent reference the growth in onboard internet

and the use of social media by seafarers in their

free time, ASA added: “It is also important to

impress on seafarers that rest is essential, and that

other distractions should be kept to a minimum

during rest periods so as to combat fatigue.”

Suicide the top cause of Seafarer

deaths

The UK P&I Club is putting the spotlight on seafarer

mental health with suicide the cause of 15% of

deaths at sea.

As a career, seafarers are second most at risk from

suicide Anuj Velankar, senior loss prevention

advisor, UK P&I Club, told a seminar in Singapore

recently. The career with the highest risk was being

a veterinary physician, which was explained due to

a tendency towards self-medication and a ready

access to drugs.

In the case of seafarers young age, isolation and

the impact of social media were all cited as factors.

Velankar noted that there were constantly reports of

younger crew onboard, who were not experienced –

“these are the people most at risk of mental health

issues”.

The result of mental health issues among seafarers

is that suicide is the highest cause of fatalities at

sea, accounting for 15% of deaths according to the

UK P&I Club. “This what kills the most number of

seafarers,” Velankar stated. Young seafarers, such

as Cadets, were seen as particularly at risk. “When

you look at Cadets the figures are even more

horrifying,” he said. Some 40% of 11 deaths of

Cadets over the last 10 years came as the result of

suicide. He highlighted the case of an 18 year

South Korean Cadet who disappeared off the coast

of India one month into a 10 month contract, in an

apparent suicide. Other crew members noted he

had seemed depressed and a diary found in his


25

possessions gave a picture of very depressed mental state. In terms of the causes of depression among seafarers, Velankar said they were looking at social media, work stress, and hours of work and rest. In the terms of social media, whereas in the past seafarers had very little contact with home, now were aware of all the problems happening at home. “Maybe ignorance was bliss,” commented Lee Wai Pong, regional advisor, UK P&I Club, who previously served as a Captain. With smaller crews, social media also combines with an issue of isolation for seafarers. “This is an issue we need to focus on,” said Velankar.

# Never laugh at anyone‟s dreams, people who don‟t have dreams, don‟t have much

Containership Captain commits suicide

during North Atlantic Voyage

Photo: Apostleship of the Sea

Photo: MarineTraffic.com/Andrew Mackinnon

The Master of a containership is reported to have

committed suicide aboard his ship during a recent

voyage from New York and Tilbury, England. The

Catholic Charity “Apostleship of the Sea” sent a port

chaplain to visit the Maltese-flagged Santa Bettina

upon its arrival in Tilbury on May 21. In a post on

its Facebook page, the group said the Santa

Bettina was a week into its voyage when the

Captain apparently took his own life onboard,

leaving crew members distraught and traumatized.

Father Colum Kelly went aboard the vessel when it

docked to say Mass and offer blessings and

support to the crew. “I spent time listening to the

crew and of the stress that they had been feeling

during the voyage. It emerged the death took place

one week into the voyage. It was the first time the

crew had sailed with that Captain, so they knew

very little about him,” said Fr. Colum Kelly. “His

body was laid in his sealed cabin for the remainder

of the voyage. Particularly distressed was the

young seafarer who had discovered the body. It

was the first time he had seen a corpse,” he said.

AoS added that the crew requested Mass to be said

and for specific areas of the ship to be blessed,

including some cabins and the spot where the body

was found. “We did what we were able to do for the

crew; talking to them and trying to bring some

consolation. It was a terrible time for the seafarers,

but at the end of the day there was a sense of joy in

the midst of the grief, stress and bewilderment,” Fr.

Colum Kelly said. Last week suicide was

highlighted as the top cause of deaths among

seafarers accounting for 15% of all fatalities

according the UK P&I Club.

Fast Rescue Boat (FRB) Lowering: Crew Members Injured

The crew of a tanker were in process of lowering the fast rescue boat (FRB). The FRB was nearly 6.5m in length, weighed 2,200 kg and could be launched from a remote control unit (as below) or from inside the boat, using a winch brake release wire. As one crew was about to release the brake to lower the FRB, another crew reached across and pressed the „wave compensator‟ button on the remote control unit. His understanding was it must be activated before the boat reached the water. As soon as this button was pressed the FRB descended at high speed hitting the water about 18 meters below. Several of the FRB crew were seriously injured and had to be evacuated. The wave compensation feature was designed to ensure there was continuous tension on the fall wire when the FRB was riding the sea swell. When active, the lifting capacity of the davit was reduced by approximately 90% to around 300 kg; the davit winch would continuously tension the fall wire but

https://www.facebook.com/AoS.GB/?fref=ts

http://www.seatrade-maritime.com/news/asia/suicide-the-top-cause-of-seafarer-deaths.html




26

would have insufficient power to lift the FRB. The manufacturer‟s instruction stated that the wave compensation feature should only be activated when the FRB is waterborne. As an additional safety measure, to prevent the wave compensation unit from activating if the wave compensator button was pressed before the FRB was waterborne, the system was fitted with a safety interlock. In this case, the safety interlock did not function correctly. Lessons learned: The FRB davit wave compensator safety interlock did not operate as designed to prevent the fast rescue boat from free falling to the water. It was found that the safety interlocks on the wave compensator systems on board this vessel and two sister ships had been electrically By-passed thereby preventing them from functioning. As a result, the wave compensators on board all three ships could be engaged regardless of whether the FRB were waterborne or suspended from the fall wire. Wave compensator button: The maintenance and testing of the FRB davit by approved service agents had not identified that the wave compensator safety interlock was not correctly functioning on board the vessel. The training provided to the crew did not ensure they were sufficiently familiar with the function or operation of the wave compensator or its safety interlock The FRB manual, as supplied by the manufacturer, did not provide sufficient guidance for the crew in the operation of the wave compensator and its safety interlock. The job hazard analysis for the operation of the FRB was incomplete and did not include an assessment of the hazards associated with the operation of the wave compensator.

Sent in by Capt. Tony Lansakara from “down under” courtesy" Maasmondmaritime" magazine. Editor‟s note: With each ship having its own Safety Management System and a Solas Training Manual, coupled with mandatory training and drills, accidents such as these should never be allowed to happen, but they still

do. A basic time-tested safety measure is to instruct all on board to refrain from using equipment or operating switches/buttons etc. until they have learnt and obtained specific approval to do so. It is common knowledge that over 80% of maritime accidents occur due to human error, and as such, can be prevented with extra focus on training. Accidents cause unnecessary costs and delay by way of injuries/deaths to crew, investigations, and delay in delivering cargo; all of which result in a huge burden to the ship operator.

Port and Shipping news

TRINCOMALEE OIL TANK FARM A point of view by Capt. Ranjith Weerasinghe

The Trincomalee Tank farm, with 100 tanks on 850 acres of land, need not be given to any country or any foreign company. Whatever the agreement with LIOC, all the tanks must be taken back to the government possession immediately, as the COPE finds that there is no legal agreement signed to lease it out to them. The US$ 100,000 p.a. or $8333.33 per month lease for all tanks in 850 acres is peanuts, as we have individual professionals earning even more than that kind of monthly salary. Developing 100 tanks and clearing the 850 Acres of land and pipelines and the Oil Jetty in Trinco harbour should be done by Sri Lanka Government and owned by it, and not even by Petroleum Corporation. So that the tanks are only hired out on a daily rate “per cbm per day”; for the storage, for anyone who wants to hire them for Crude Oil, Heavy Fuel Oil, Intermediate Fuel Oil, Refined products such as Diesel, Petrol, Kerosene, Aviation Fuel etc., using dedicated tanks and separate pipelines to the jetty. It will cost an affordable amount to the Government of Sri Lanka (GOSL), needing no loan involvements to clear our own backyard of 850 acres. The management of that operation shall be done by a GOSL owned, or


27

delegated company, with corporate efficiency. Such a company can also canvass for business to attract foreign companies to use the tanks for short term and/or long term storage of petroleum oil, only on the basis of „per cbm per day rate‟ so that there is no question of long term leasing it out to anybody. I reiterate that there is no need to get into another trap like Hambantota (harbor), when the harbor in Trincomalee, the tanks and the land are already ours, without a cent of debt to anyone, such as in Hambantota. Why should we invite another country like India to jointly develop it? As such, we must make full use of our own asset for the benefit of our own country. We can hope that the GOSL has learnt a lesson the hard way from the experience of the Hambantota Port and Colombo Port City which has landed us with Chinese debts for the next 400 years. I challenge any expert in the industry or the GOSL, including the Prime Minister, to irrefutably justify why Trinco Tanks should be jointly developed with India or any other country.

What is the valid reason for Joint Venture? Doesn‟t the Government have money to develop the tank farm? Cannot the GOSL have a joint venture with Sri Lankan companies? Why Indians? Does it cost an unaffordable amount to develop the tank farm? Do we intend buying and selling oil, or do we look for offering the tanks for storage only? What is Lanka IOC doing with 99 tanks when there is no valid agreement with them to be leased?

1. To upgrade the tanks and clear the land as a clean tank farm, it does not cost a lot; (not as much as many Prado vehicles to Ministers). Thecosts are within the reach of the GOSL alone.

2. if the GOSL cannot afford even that kind of investment, there are enough local companies who can do that and run the tank farm, so that there is no need to give it to foreign countries.

3. When there is no debt at all and the tanks

are already there and owned by the country, why do we want to give it out to any other country to be developed, just like the debt-trapped Hambantota port, specially to India which has other interests in holding onto land. Get the LIOC out of their hold onto the tanks first.

4. Having an ambiguous MOU to agree to lease out the tanks to LIOC without any

5. proper lease agreement signed, it is best to

clear it out immediately and have the possession of the all 102 tanks, the pipeline

6. and oil jetty, and the land vested clearly in the GOSL so that it can be hired on „spot basis‟ to anyone, including CPC and LIOC, only on „tankage hire on a daily rate per ton‟.

7. It is a business that can be developed to attract other oil traders in the region, without having to give the tanks out on lease agreements. There are viable alternatives, either as a sole government project, or a local private - public partnership project. There is ready business available which can be further developed by hiring of tanks on a “per mt, per day” basis, which can earn 100 times more than what the current lease does.

8. In the event of setting up a new refinery in the Sri Lanka, a storage facility is definitely needed, for crude oil as well as refined products. So, let the tanks be our own assets.

9. Even if we do not have any business for these tanks, let them be as they are; why do we want to give it to another country, purely on the so called geo-political reasons the pundits in the GOSL unduly infer or fear; (if giving it to a foreign country is the way to go, Govt can give that also to China; so that the so called geopolitical reasons will vanish immediately)

Sent in by Capt Ranjith Weerasinghe (former Secretary, Vice President and Editor of CMM)

IMO FILM – The POLAR CODE explained

The International Maritime Organization has

released a new visit explaining the significance of


28

the Polar Code and its impact on shipping.

The Polar Code entered into force on 01 January

2017, setting out mandatory standards that cover

the full range of design, construction, equipment,

operational, training and environmental protection

matters for ships making polar voyages. These new

rules go above and beyond existing IMO

requirements such as those governing Prevention

of Pollution from Ships (MARPOL) and Safety Of

Life At Sea (SOLAS).

To make the new film, an IMO team visited the Ocean Diamond on a voyage to Antarctica to find out at first-hand what the Code means for ships like this. As Ocean Diamond‟s Captain Oleg Klaptenko explains, operating in Polar waters is the ultimate test of his ship, and his skills as a professional seafarer. “There are several sources of danger. Low temperature, bad visibility, very long polar night and polar day. Remoteness from our home and from human facility that can help you. It is also lack of good, accurate and complete hydrographic service,” says Captain Klaptenko. With more and more ships navigating in polar

waters, the International Maritime Organization

(IMO) – the United Nations agency with

responsibility for regulating the safety and security

of shipping and the prevention of pollution from

ships – has addressed international concern about

the protection of the polar environment and the

safety of seafarers and passengers.

FILM LINK; https://youtu.be/X_x2_RTUiGM https://www.youtube.com/watch?v=X_x2_RTUiGM

# If a drop of water falls in a lake, there is no identity…But, if it falls on a leaf of lotus, it shines like a pearl.We need to choose the best place where we can shine.

THE BALLAST WATER MANAGEMENT CONVENTION

Three more states have become party Ballast Water Management (BWM) Convention scheduled to enter into forceon September 8, 2017 in June 2017. The Bahamas deposited its instrument of accession with the IMO on 08

th June, following

accessions by Singaporeon the same day and the United Arab Emirates (UAE) on 06

th June,

according to the IMO. Just earlier, Australia had decided to ratify the BWM Convention.

The accessions bring the number of contracting parties to the convention to 59, representing 65.18 % of the world‟s merchant fleet tonnage.

Implication on ships:

If your ship does not have BWTS, but is registered with any of the 59 countries mentioned in the attached list, or if the ship visits any of these countries, such ship will require to do a ballast exchange at sea prior visiting a port. This will increase the workload of ship staff during every voyage + power requirements during the voyage + BW pump running hours + spares requirements…, if the BWTS is not installed.

We thank Capt.Nanda Sudusinghe for updating members on the subject of BWM.

# Never laugh at anyone's dreams. People who don't have dreams don't have much.

http://gcaptain.com/landmark-polar-code-enters-into-force/

https://youtu.be/X_x2_RTUiGM

https://www.youtube.com/watch?v=X_x2_RTUiGM

http://worldmaritimenews.com/archives/201520/imos-bwm-convention-to-enter-into-force-in-september-2017/



https://worldmaritimenews.com/archives/222083/sal-australia-to-ratify-ballast-water-convention/




29

NEW SHIP DELIVERY

CMM Member Capt. Sumudu Dodampalage who is also a member of the CMM Council and a match winning active member of our cricket team, took wing to China to take delivery of the first self-unloading cement carrier from Jinglu ship yard in China

The shipowner, Sri Lanka Shipping Company,

which is the largest privately owned marine

transport company in Sri Lanka, was due to take

delivery of the ship named m.v. Mahanuwara in the

second week of July 2017. The vessel which

classed by DNV-GL, is of 21,000 DWT, LOA 157

metres and a 5180 KW main engine, has

accommodation for 30 crew and was constructed in

18 months.

m.v. Mahanuwara is owned and managed by Sri

Lanka Shipping Company Ltd., and chartered to

Ultratech Lanka for the transport of cement to Sri

Lanka.

CMM congratulates Capt. Lester Weinman, a

former President of CMM and his team for acquiring

the new ship and wish all a successful venture and

safe voyages for all those who sail on board.

The new Giants of the Seas

The above photos show in sequence : Mol Triumph, the world‟s largest container ship, arrives at a loading terminal in the harbour

of Hamburg, Germany May 15, 2017. REUTERS/Fabian Bimmer

The MOL Triumph, one of the world‟s biggest ships,

docked at the port of Hamburg on Monday marking

the arrival of the first 20,000 TEU „megaship‟ in

northern Europe. The 20,170 TEU MOL Triumph,

measuring 400m in length and almost 59m wide,

was the first ship to break the 20,000 TEU mark

when she was delivered by Samsung Heavy

Industries back in March. The MOL Triumph is

deployed on the the Alliance‟s FE2 service, linking

China and Southeast Asia with Northern Europe.

The port of Hamburg marks MOL Triumph‟s first

stop in northern Europe and the final stop of the

http://gcaptain.com/mol-triumph-delivered-introducing-the-worlds-first-20000-teu-containership/




30

FE2 service‟s westbound leg. Eastbound leg will

include stops at Rotterdam, La Havre (France),

Tangier (Morocco), Jebel Ali, Hong Kong and

Qingdao (China).

Last week, MOL Triumph became the biggest ship

to ever visit the UK when it called at the port of

Southampton. Upon her delivery in March 2017,

the MOL Triumph briefly held the title as the world‟s

biggest containership by carrying capacity.

However, that title has since been handed to

the 20,568 TEU Madrid Maersk, delivered in April,

and now the 21,413 TEU OOCL Hong Kong, which

is the first ship to surpass 21,000 TEU. The MOL

Triumph is the first of six 20,000 TEU-class

containerships on order by MOL.

OOCL Hong Kong Breaks 21,000 TEU

Mark, Becoming „World‟s Largest

Containership‟

Less than two months after the MOL

Triumph earned the title of the world‟s largest

containership by carrying capacity as the first ship

to cross the 20,000 TEU mark, a new Ultra Large

Container Vessel (ULCV) is already boasting the

ability to transport more than 21,000 twenty-foot

containers as the world‟s largest shipping

companies compete to expand their fleets.

On Friday, Hong Kong-based Orient Overseas

Container Line (OOCL) christened the OOCL Hong

Kongduring a ceremony at Samsung Heavy

Industries in Geoje, South Korea. With a carrying

capacity of 21,413 TEU, OOCL Hong Kong shatters

the record of the world‟s largest ship by TEU

capacity. “This is a very exciting time for all of us

because today marks the first time that OOCL is receiving newbuildings in the 21 thousand TEU size,” said C.C. Tung, Chairman of Orient Overseas (International) Limited, during Friday‟s christening ceremony. “In fact, the OOCL Hong Kong will be a titan among containerships at sea, with a carrying capacity at 21,413 TEU. An important milestone for us at OOCL indeed.”

The OOCL Hong Kong measures 399.87 meters in

length and 58.8 meters in breadth, ranking it among

the largest ULCVs in operation today by

dimensions. But with the ability to transport 21,413

TEU, it is the first to cross the 21,000 mark. The

vessel is the first of six identical ships ordered by

OOCL at SHI in April 2015 for a total cost of

US$950 million. Christening of OOCL Hong

Kong comes less than two months after the 20,150

TEU MOL Triumph made headlines as the first ship

to surpass 20,000 TEU, but its reign as the „largest

ship‟ was rather short-lived thanks to the delivery of

the 20,568 TEU Madrid Maersk in April.

“While our industry seems to have the knack to „out

do‟ one another in building larger containerships

relatively quickly these days, this project is

nonetheless an important moment for us,”

said Tung. “Faced with increasing competition and

un-ending pressure on costs, we need to take the

bold step in operating larger size ships of quality

and high efficiency in order to stay relevant and

compete effectively as a major container shipping

company.” The OOCL Hong Kong will be serving

the Asia-Europe trade lane on the LL1 service with

stops in Shanghai, Ningbo, Xiamen, Yantian, and

Singapore, and via Suez Canal to Felixstowe,

Rotterdam, Gdansk, and Wilhelmshaven, before

making its return leg.

The vessel‟s dimensions are as follows: Length

Overall: 399.870 meters, Breadth: 58.8 meters,

Depth: 32.5 meters, Designed Draught: 14.5

meters, Deadweight: approx. 191,317 metric tons,

Builder: Samsung Heavy Industries.

CICT voted best Container Terminal in Asia under 4 million teu‟s

The Colombo International Container Terminals

(CICT) which is the only deep water terminal in

Colombo Port, was voted as the Best Container

Terminal (under 4 million TEU‟s) in Asia, at the

http://gcaptain.com/first-20000-teu-megaship-docks-uk/





http://gcaptain.com/madrid-maersk-worlds-biggest-ship-enters-service/

http://gcaptain.com/oocl-hong-kong-breaks-21000-teu-mark/




http://gcaptain.com/maersk-line-takes-delivery-of-worlds-largest-containership/




31

prestigious Asian Freight, Logistics and Supply Chain (AFLAS) Awards hosted and organized by Asia Cargo News.

CICT won the award after competing with the top

eight shortlisted terminals in the category, attracting

worldwide attention to the capacity, capability and

service levels CICT offers global shipping lines

calling on Colombo.The other terminals in the

shortlist for the award were Busan New Container

Terminal (South Korea), Da Chan Bay Terminal

One (China), Dalian International Container

Terminal (China), Fuzhou International Container

Terminal (China), Jakarta International Container

Terminal (Indonesia), Laem Chabang International

Terminal (Thailand) and Manila International

Container Terminal (Philippines).

The four finalists in the category were CICT, Busan

New Container Terminal (BNCT), Jakarta

International Container Terminal (JICT) and Manila

International Container Terminal (MICT).

Super Luxury M.V. Majestic Princess

calls at Port of Colombo Courtesy – The Island June 12, 2017

M.V. Majestic Princess, the newest sister ship to the m.v. Royal Princess and the m.v. Regal Princess, made her maiden call at the Port of Colombo on 12

thJune 2017. The brand new super

luxury passenger vessel was launched on 04th April this year. In order to mark her maiden call at the Port of Colombo a plaque exchange was held on board the vessel between the Chairman of Sri Lanka Ports Authority (SLPA) – Dr. Parakrama Dissanayake and the ship‟s Master – Craig Stewart Street. Also attending the ceremony (as seen in the picture) are CMM Members Harbour Master Capt. Athula Hewavitharane and Senior Dy. Harbour Master and immediate Past President Capt. Nirmal Silva.

CMM Members are invited to take a cruise on m.v.

Majestic Princess which offers the Princess

experience and signature. The vessel is also the

first ship in the fleet to feature a brand-new

“Seawitch” livery design at her bow, with hair

flowing toward the stern. It will also be the third in

the line's Royal Class, alongside Royal Princess

and Regal Princess. The 3,560 passenger capacity

ship will be customized for the Chinese market,

and will share many similarities with its sister

ships. The ship‟s dimensions are L - 1,083 feet, B -

126 feet with 19 decks, 1,780 guest cabins and

1,346 crew on board.

CMM Members in Shore Business

Former President of CMM and now NVOCC

Chairman Capt. A.V. Rajendra

Courtesy “CEYLON TODAY” Ishara Gamage

Sri Lanka's newly established association of Non-Vessel Operating Container Carriers (NVOCC) on Friday urged the government shipping authorities to


32

stop the industry over regulations and requested the due recognition of their members.

Speaking at the annual general meeting of the NVOCC, Chairman Capt. A.V. Rajendra said that the most immediate burning issue for the NVOCCs and the other service providers is the constraints and restrictions imposed by the then government upon the service providers in the year 2013, preventing the service providers from collecting legitimate fees and charges from their customers for the services offered. He said that the regulation so imposed by way of gazette 1842/16 in the year 2013 was totally against the international norms and practices.

"Parties with vested interest pressed upon the previous government to introduce such regulations - bypassing all ethical practices or discussions with the stake holders in the industry - which were detrimental to the logistics and service industry, the image of the country, and against one's fundamental rights," he elaborated.

Capt. Rajendra also said the regional-NVOCC

operators who contribute 30 % of the......regional

throughput of volume via Colombo, have also sent

warning signals to Sri Lanka that Colombo is an

undesirable destination to do shipping and logistics

businesses in view of prohibition of Terminal

Handling Charge recoveries in Sri Lanka

particularly for their import land based costs; a

forced act of control against international practices

and norms.

Around 70% of the total Sri Lankan exports prior to

the introduction of restriction/prohibition were free of

collection of Terminal Handling Charge. "One

should not forget the fact that, that NVOCC is a vital

arm of the service industry, who were a great

source of strength and were supportive of the trade

and facilitated Sri Lanka to export and import its

goods, during the period of UN sanctions and

embargo placed on Iran and Iraq," he added.

According to NVOCC, service providers to shipping

industry are facing difficult situations, the principals

of shipping liners and NVOCC operators are

running into losses and unfair regulations in Sri

Lanka compound the situation. However, he said

that the former Minister of Ports & Shipping Arjuna

Ranatunga and the Director General of Shipping

have instructed the ministry officials to get new proposals from all the industry stakeholders and formulate a new gazette in regularizing the charges in the shipping industry.

There were around 60 - 70 NVOCC agencies providing employment to around 1,200 persons from the industry

Successive governments have dumped employees in SLPA‟

From left : Prasad Jinadasa - Vice Chairman SLANA,

Sarathkumara Premachandra - Managing Director SLPA, Capt.

AV Rajendra - Chairman SLANA, Ajith Seneviratne - Director

General of Merchant Shipping, at the event. Picture by Diresh

Jayasuriya

Successive governments have dumped employees

in the Sri Lanka Ports Authority (SLPA) and have

looked at SLPA as a place where they could get

employment for the unemployed in the absence of

real economic growth, said Managing Director

SLPA, Sarathkumara Premachandra.

Speaking at the Sri Lanka Association of NVOCC

agent Annual General Meeting, he said that

although the government and the professionals of

SLPA would like to run it with half the number

employees today, this is not realistic in the current

economic environment.“Are we wrong in employing

unemployed in the short term till our country can

provide employment through development? Hence

SLPA has been leading the biggest CSR project by

creating breadwinners for well over 5,000 additional

families!”

In addition to overstaffing, SLPA has to maintain a

railroad with over 30 km of tracks including two

locomotives and a shunting yard simply to allow the

Government Railways to import occasional

carriages. Premachandra said that additionally, all

government agencies such as Customs are

provided with facilities free of charge and even

utility bills are absorbed by SLPA.


33

He also said that SLPA has over 600 houses for employees maintained by the Authority. “Roads inside the port from Ingurukade to Kingsbury Hotel, from Modara to the Southern Breakwater, all our ports, quays, breakwaters, harbour lighthouses around the island and other common facilities too are maintained by this workforce.”“We generate our own electricity and this has stabilized the port during uncertain power situations. We have an understanding with CEB to help them manage crisis situations.”

Premachandra said they have a fleet of dredgers

that maintain the depths of the harbours. They have

engineering workshops that can turn out anything

required that cannot be purchased locally. “That‟s

why our 33-year-old JCT cranes are working like

brand new.”He said that the ongoing project of

expanding the internal port road to six lanes up to

10 km is costing them Rs. 4 billion and

maintenance cost is borne by SLPA. “However,

70% of the container traffic that uses the road are

for SAGT and CICT.”

Loan repayment for South Port last year was Rs

1.528 billion while there are other expenses in

maintaining six other harbours.“All these require

men and women. True, we have 9,500 men and

women. They do not idle as some would like to

accuse. They manage and operate the ports of our

motherland winning accolades from the

international maritime community.”He said that

despite all odds, SLPA last year made a net profit of

Rs 10 billion after tax and that this was an 83%

increase over the previous year in spite of Jaya

Container Terminal (JCT) losing 100,000 TEU to

competition.

A view from the shore side of business – an appeal

Monday, 12 June 2017 courtesy Daily FT

Time for Govt. to open the eyes after Shippers‟ Council Chief‟s revelations

Last week, for the first time, the Daily FT published a substantially detailed article on the aspects of the Sri Lankan shipping industry by interviewing the chairman of the Sri Lanka Shippers‟ Council. As a former employee of the Evergreen Line under the former agents in Colombo, I must acknowledge the facts outlined by the Chairman of the Shippers‟

Council to be an actual and honest reflection of the shipping industry in Sri Lanka.

The whole shipping industry of Sri Lanka knows what happened to the ship owner of Evergreen in Colombo, not only the principal was cheated of millions of dollars and the Sri Lanka Ports Authority too was not paid for its services for a lengthy period which resulted in the change of agency to a more respectable public company recently. This is simply because the Director Merchant Shipping, the ministry and the port ignored the misconduct of agents for the last 25 years. Ironically the organization that Mr. Van Dort was highly critical of, is headed by an ex-employee who was one of the strong men at Green Lanka Shipping who was responsible for the years of mismanagement of the shipping agency. He managed to move away in time and we got stuck to face all the problems.

He was very well aware of all the collections that took place from shippers, we were instructed to collect container deposits, compulsory container washing charges from every import container, container damage charges etc. even when such damages were related to daily ship handling at various ports and not caused by the importers. The container deposits were refunded after many months and in many cases never.

Even our wages were broken down to a basic salary and allowance, by doing so they even cheat every employee of their EPF, ETF & gratuity, while enjoying luxury life styles on the sweat and blood of all the staff. This also prevents the Government on collecting income tax due to them as well. This is taking place even today at many agencies houses.

I urge the shipping staff in all agency houses to get together and form a union to ensure our rights are protected and we are paid our dues.

I urge the Government & Inland Revenue to investigate and bring about justice to all our fellow


34

shipping agency staff and executives who are daily suffering by these actions, and to bring about fair play and a decent wage structure to our field of work.

As told by SLSC chairman Shipping regulation of the government which was drafted by the finance ministry stopped most of the bad practices against exporters, but if the trade ministry and the shipping ministry together with the finance ministry investigates, they will find that hundreds of dollars are being charged from the importers under the pretext of other charges by the local agents even to date, which really does not benefit anyone else other than the local agent, as it was pointed out the local importers have no option but just to pass it along to the consumer. These charges include, container deposits, damages, washing charges, container restoration charges, bank guarantee accepting charges, exorbitant delivery order fees and many more none of which is regulated or can be properly monitored or justified.

If Sri Lanka has to move up the ladder as an excellent shipping service center in South Asia, after forty years of free market, Prime Minister Ranil Wickremasinghe and his coalition cabinet has to do major changes to the shipping sector, it needs to understand the business as pointed out by SLSC chairman, government need to remove protection given to agents under the cover of central bank. The Director Merchant Shipping and the Ministry of Shipping has to introduce regulation for local imported consignments which has totally gone out of control.

I as an employee of the shipping industry think that time is right to change the direction and the new Minister of shipping Mr. Mahinda Samarasighe as an educated, responsible and a respected gentleman should look at the sector more closely. He may rely on new port Chairman to guide him but this is not the way forward as mentioned by SLSC chairman as he is an adviser to CASA and one time Vice Chairman of CASA when THC was introduced. The new Chairman will certainly look into the interest of agents and shipping lines as over thirty years the only area of business he was involved was with shipping lines, agents and ports.

National interest has to be in the hands of absolutely neutral parties with no vested interest. I was also told by an industry colleague that a cabinet memorandum was submitted to the then Government of Prime Minister Ranil Wickremasinghe in 2003 by the then Shipping Minister Rauff Hakeem requesting not to bring laws

against THC. SLSC must consider this and find out who drafted the document to the then Shipping Minister as now you can obtain them through the right to information act. This was the fact that was mentioned by Van Dort that Hon. Ravi Karunanayake‟s efforts were not allowed to go through in 2003 to stop bad practices in shipping agency by this memo.

The new Minister must appoint a committee with people like the Governor Central Bank,and the support of an economist like Deputy Minister Dr. Harsha de Silva to give him an independent report on the policy side. We need this caliber of experts to do an analysis to find the truth and make things more transparent in shipping. Sadly, the current structure of the Merchant Shipping Division does not give the Director Merchant Shipping the environment all though he understands the issue.

As a citizen of Sri Lanka, I call upon business associations, individuals to come out now and act with responsibility toward the country and its people. Consumer products, consumer essentials all are being artificially increased by an organised set of agents as pointed out by SLSC chief, it is certainly time that government open its eyes and understand domestic supply chain corruption and put a stop to it.

A responsible shipping industry employee

Elsewhere in the world of shipping

05

th June 2017 marked a day of change in the Gulf

as Saudi Arabia, the UAE, Bahrain and Egypt severed diplomatic ties with the State of Qatar. Reports indicate that the move against Qatar is also supported by Yemen, a secondary government in Libya and the Maldives.

Saudi Arabia, the UAE and Bahrain have now closed their air space and territorial waters to Qatar. Saudi Arabia also closed its land border with Qatar, Qatar‟s only land border with another country. Egypt has also closed its airspace to all flights to and from Qatar.

A direct consequence is that ports operated by the alliance against Qatar are now blocking Qatar-flagged vessels, along with other vessels that are heading to and coming from Qatar. In particular, the Saudi and UAE port authorities have now banned from their territorial waters, all ships flying Qatari flags or owned by Qatari companies or individuals. UAE ports, such as Fujairah or those operated by


35

DP World UAE Region, have banned all vessels destined to or arriving from Qatari ports, regardless of the nature of their call. In addition, DP World UAE Region extended the ban to all vessels loading or discharging cargo destined to or coming from Qatar.

Reports were made of the Ports and Maritime Affairs at Bahrain‟s Ministry of Transportation and Telecommunications suspending all marine navigation from and to Qatar with immediate effect. The Petroleum Ports Authority in Abu Dhabi is also reported to have issued a notice that Qatari-flagged vessels would not be allowed entry into Abu Dhabi Petroleum Ports.

Courtesy HFW

Editor‟s Note: in this unexpected turn of events and the unfolding drama, attempts are being made to try and settle the impasse, with France joining in to assist Qatar to solve the problem. Shipping Companies and Seafarers who are affected can only wish for a speedy solution.

Wilhelmsen Ships Service Launches Drone Delivery Pilot Project

Photo credit: Wilhelmsen Ships Service

Wilhelmsen Ships Service has announced plans to

launch a large scale pilot program exploring use of

drones to deliver vital supplies to ships in harbors

and ports around the world. WSS described the

project as a potentially seismic shift in the way

ships agents can support their customers by

eliminating the need for launch boats to deliver

essentials to vessels at anchorage, along with

cutting delivery times.

“Whether it is deliveries of critical documents or vital

medical supplies, tank inspections, or monitoring

cargo and stockpile levels, we believe semi-

autonomous drone flights can support and further

enhance what our ships agency team can offer our

customers,” explains Marius Johansen, VP

Business Solutions & Marketing, WSS Ships

Agency. Johansen added that the use of drones

would also slash costs. Launch vessels typically cost around $1500 on average, but with the use of drones, he suggests delivery would eventually come down to just $150. “Relied upon by owners, operators, vessels and crew to get spare parts, medicine, documents, or cash to master where it needs to be at moment‟s notice, drone delivery is a natural extension of our existing agency service portfolio,” Johansen added. WSS plans to launch the pilot program this year in one of the world‟s busiest ports, without elaborating on where exactly it will be offered. “Launching a large scale working pilot project in one of the world‟s busiest ports in 2017, in spite of the complexity of global aviation rules and restrictions placed on unmanned aerial vehicles, for WSS drone delivery is very much here to stay,” WSS said in a press release. The program is not the first time drones have been considered for drone delivery to ships at sea. You may recall, in 2016 Maersk Tankers claimed the first drone delivery to a vessel at sea with the delivery of a small package to one its tankers in Denmark.

Editor‟s note: In the last issue of the 8 Bells, our regular

contributor Capt. Chandra Godakanda Arachchi from

“down under” wrote his dream of a Medical Rescue at

Sea with the use of drones…. A great visionary!

We finally end the shipping news with a true life drama at sea off Colombo.

Fire erupts on board MSC Daniela off Colombo Courtesy World Maritime News and Sri Lanka Navy

A fire broke out on board a containership owned by Swiss Mediterranean Shipping Company (MSC) some 120 nautical miles off Colombo harbor, Sri Lanka, on April 4, Sri Lanka Navy said in a statement. After it was alerted by the ship‟s local agent, the navy deployed two fast attack craft (FAC) to fight the fire onboard the 13,798 TEU MSC Daniela, assisting Sri Lankan Port Authority‟s tugs.

“The two tugs are expected to douse the flames while the two FAC directed for immediate evacuation of the ship‟s crew in the eventuality of spread of fire,” Sri Lanka Navy said. “Having reached the vessel on fire 33 nm off Colombo harbor, the two tugs carried out the dousing mission while the 2 FAC continued to remain adrift at the location until the flames are completely extinguished,” the navy added.

The cause of the fire has not been revealed. However, judging from the images provided by the navy, the fire seems to have started in the vessel‟s deck cargo area, most likely in one of the containers. MSC Daniela‟s AIS data shows the

http://gcaptain.com/maersk-tankers-claims-first-drone-delivery-to-ship-at-sea/




36

boxship is currently located near Colombo anchorage, operating with restricted maneuverability.

World Maritime News contacted MSC for more details on the incident, however, the company is yet to reply.

In an update issued April 6, the Sri Lankan Navy said that a fire aboard the container ship MSC Daniela continues to smolder, and that firefighting assets are still dousing the vessel's topsides with water. The Indian Coast Guard ship Shoor is on scene to assist, along with the Sri Lankan Navy vessel Sagara. The Indian Navy has also diverted the vessels INS Darshak and INS Garriel at the request of the Sri Lankan authorities. A Sri Lankan Air Force Bell 212 helicopter is providing aerial firefighting assistance.

The Sri Lankan Navy reported that thick white smoke is still emanating from a few containers as the firefighting effort entered its third day. Earlier statements from industry sources suggested that the fire was brought under control at 0630 hours on Wednesday. As of 0200 hours on April 7 (local time), the Daniela's AIS signal showed her anchored about 14 nm northwest of Colombo, attended by the tugs Maha Wewa and Hercules and the OSVs Capricorn and Posh Virtue.

The crew of the Daniela were not injured in the blaze. MSC said that the vessel will be brought to a berth at the appropriate time, and that an investigation into the fire will be formally initiated. The extent of the damage to the vessel and the cargo are not yet known. MSC suggested that shippers with containers on board the Daniela should contact their local MSC office. Sri Lankan media reports that the 14,000 TEU Daniela is loaded with about 10,000 twenty-foot equivalent units of cargo.

The Daily Mirror Sri Lanka on Apr 17 published statement, made by Marine Environment Protection Authority (MEPA) General Manager Dr. T. Pradeep Kumara on, understood Apr 16, during press-conference. According to the statement, “The Chemical substance container carrying ship ' MSC DANIELA ", which caught fire on April 4 was still remained a threat to the environment, as the fire was not hundred percent doused”. Meanwhile, MSC DANIELA was relocated from Colombo International Container Terminal to a nearby East Container Terminal. As of 0500 UTC Apr 18, vessel was moored at East Container Terminal, surrounded by tugs, including offshore tug POSH VIRTUE, salvage ship RESOLVE MONARCH and tug HERCULES.

See full story http://www.odin.tc/en2016/read.asp?articleID=322

https://www.fleetmon.com/vessels/msc-daniela_9399002_60816/



http://www.odin.tc/en2016/read.asp?articleID=322


37

Editors Note : In what is a most unfortunate incident where a serious fire occurs on board at sea leaving the crew exposed with the limited resources on boar to tackle such an emergency, the question is asked “what about all the applicable IMDG regulations for safe carriage of goods by sea?

Salvage tugs operated by Sri Lanka Shipping Company (owned by a senior member of CMM) also took part in fire fighting and other CMM Members had various roles to play such as incident investigation and survey from the underwriters and flag state etc.

At least, the Master and crew can consider themselves lucky that help was a short call away.

# As we sail through life…. Don‟t avoid storms and rough waters…. Just let it pass… just sail…. Always remember, calm seas never make skillful sailors…..

Only for the “Cricket Crazy”

The CMM Cricket team took part in the “MERCMARINE SIX-A –SIDE SOFTBALL CRICKET TOURNAMENT 2017” on Saturday 28

th January 2017 at the Malay Grounds, Colombo

2. The Captain of the CMM team was Capt. Nandika Peiris.

CMM CRICKET TEAM

CMM CHEER SQUAD 2017

The 24 teams which participated in the knockout tournament were (a) MMM Recruitment Companies - China Navigation, Oldendorff, Enzian, MESL, NSB,Bertling, Peter Dohle & MMM REF(b) Training Institutes -Mercmarine Training Navigator, Mercmarine Training Turbo Charger. CINEC, Lanka Academy,IET Katunayake and NDT Moratuwa(c) Other Teams - MMM, CMM, Shipping Ministry, MSTI Alumni, Ten Born, Ceyline, Commercial Bank, Industrial Safety, Dragon Six and Ravans

A summary of the two matches CMM participated in are as follows :

MATCH (1) – CMM vs ENZIAN BALL

CMM – BATTING Nandika Peiris 32, Sumudu Dodampalage09. Extras 12, Total 53 runs

ENZIAN BALL – all out for 38 runs. MATCH (1) Result -CMM won by 15 runs

MATCH (2) – CMM vs OLDENDORFF

CMM – BATTING Nandika Peiris 34, Sumudu Dodampalage 06, Sanjeewa Usgodarachchi 01, Extras 12 Total 53 Runs. OLDERNDORFF team scored 56 runs

WINNERS - Lanka Academy. RUNNERUP - MMM REF Team


38

The Company of Master Mariners of Sri Lanka (CMM) together with the Society of Chief Engineers Marine (SOCEM) and the Institute of Marine Engineering Science and Technology (IMarEST) are in the process of organizing the 12

th Annual

Softball Cricket Festival towards February 2018. Date and venue will be notified in due course.

FOR CMM PARENTS AND THEIR KIDS

"Character cannot be developed in ease and quiet. Only through experience of Trial and Suffering can the soul be strengthened, vision cleared, ambition inspired, and success achieved." Read This: Spectacular Sri Lankan wedding is the world's biggest ever, with 126 bridesmaids, 25 best men, 20 page boys and 23 flowers girls http://www.dailymail.co.uk/news/article-2492772/Spectacular-Sri-Lankan-wedding-worlds-biggest-126-bridesmaids-25-best-men-20-page-boys-23-flowers-girls. html?ito=email_share_article-aboverelatedarticles

Now, more things to understand about life and living…

A FASCINATING SHORT SEA STORY S.S. Warrimoo

The passenger steamer S.S. Warrimoo was quietly knifing its way through the waters of the mid-Pacific on its way from Vancouver to Australia. The Navigator had just finished working out a star fix and brought the master,Captain John Phillips, the result.The Warrimoo's position was LAT 00‟ 31” N and LON 179‟ 30” W. The date was 31 December 1899.

"Know what this means?" First Mate Payton broke in, "We're only a few miles from the intersection of the Equator and the International Date Line"!!!! Captain Phillips was prankish enough to take full advantage of the opportunity for achieving the navigational freak of a lifetime. He called his navigators to the bridge to check & double check

the ships position. He changed course slightly so as to bear directly on his mark. Then he adjusted the engine speed. The calm weather & clear night worked in his favour. At mid-night the SS Warrimoo lay on the Equator at exactly the point where it crossed the International Date Line! The consequences of this bizarre position were many: The forward part (bow) of the ship was in the Southern Hemisphere & in the middle of summer. The rear (stern) was in the Northern Hemisphere & in the middle of winter. The date in the (stern) aft part of the ship was 31 December 1899. In the bow (forward) part it was 1 January 1900. This ship was therefore not only in: Two different days, Two different months, Two different years, Two different seasons But in two different centuries - all at the same time!

One for the road….

(a) Once a Sri Lankan 1st Officer (Chief Officer) of a

vessel spending his vacation in UK had walked in to a crowded London café and seeing a vacant seat at a table occupied by three Englishmen, walked-up and excused himself and sat in it. He then ordered dinner.

The Englishmen, who were having dinner too, resented the presence of this “DARKIE” amongst their august selves. So, they decided to show their superiority to the unwelcome intruder.

They were all poets, and the first one said “You Mr. Dutton, please pass me the Mutton!”

A little later the second one said “Say, Mr. Blake, please hand me the beef Steak!”

After that the third one said” Hey Mr.Ebel, please get me a Vegetable”

Then it was the dessert time and the chief ordered fruit salad with custard

The Lankan, who had patiently watched this childish display, after getting the fruit salad, turned to the leader of the sniggering trio of Englishmen and said in a bored tone, “Hey you bloody Bastard, please pass me the Custard”

http://www.dailymail.co.uk/news/article-2492772/Spectacular-Sri-Lankan-weddi

http://www.dailymail.co.uk/news/article-2492772/Spectacular-Sri-Lankan-weddi


39

(b) Two friends who were intending to join a ship as sailors were always boasting their grandfather‟s achievements to each other

1st friend- Have you heard of the Suez Canal?

2nd

friend- Yes of course I have

1st friend- Well, my great grandfather DUG it!

2nd

friend- That‟s nothing! Have you heard of the Dead Sea?

1st friend- Yes, definitely I have

2nd

friends- Well my grandfather KILLED it!!

(c) On one his visits to Colombo, a foreign(long haired) master mariner from a neighbouring country met his Sri Lankan friend, also a master mariner at the Mt. Lavinia hotel. He was cordially received by the Sri Lankan Captain, who then conducted him to the terrace of the hotel

Here they had a glorious view of the beautiful Mt.Lavinia bay, with its golden sands, blue waters and jagged rocks.

“Say” said the Sri Lankan, “What would you like to drink? What say, shall we have whisky on the rocks?”

“Hey Captain, no, no, said the visitor looking at the jagged rocks on the beach. “LET‟S HAVE IT HERE!”

Contributed by Ajith Amarakoon, another seafarer who contributed an article on his first voyage at sea as a Deck Cadet,

in the last issue.

The AGM 2017

# The most important thing in any game is not to win but to take part… Similarly, the most important thing in life is not the triumph but the struggle…. The essential thing is not to have conquered

but to have fought well.


40

PERMANENT NOTICE– (for non-life members only!) Kindly contact the Treasurer Capt. Uditha Karunatilake or Secretary Capt. Rohith Fernando to check if your

subscriptions are due. Thank you.

JOURNAL OF THE COMPANY OF MASTER MARINERS OF SRI … Bells June 2017.pdf · The Company of Master...

Documents

Transcript of JOURNAL OF THE COMPANY OF MASTER MARINERS OF SRI … Bells June 2017.pdf · The Company of Master...