intertanko the challenges of the seafaring profession today minerva r. alfonso, maritime advisor,...
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INTERTANKO
The Challenges of the Seafaring
Profession Today
Minerva R. Alfonso, Maritime Advisor, INTERTANKO
Presentation
I. Introduction
II. Key Challenges
III. Industry Initiatives
IV. Focus: Issue of Piracy and Armed Robbery
V. Conclusion
International Association of Independent Tanker Owners
Membership
• Over 2500 tankers in membership representing ca. 73% of the independent oil tanker fleet with strict membership criteria
• 300 + associate members in oil and chemical tanker related businesses
• Offices in London, Oslo, Washington, Singapore & Brussels.
Management Committee
Council
Executive Committee
Annual General Meeting
Shipowner Issues Sub-Committee
Q-QuestSub-Committee
Chemical Tanker Sub-Committee Americas
Bunker Sub-Committee
Chemical Tanker Committee (CTC)
Associate Members Committee
Insurance & Legal Committee
Documentary Committee
Environmental Committee
Human Element Committee
Short Sea Tanker Group
IT Committee
Offshore Tanker Committee
Safety, Technical & Environmental
Committee (ISTEC)
Worldscale Committee
Vetting Committee
ASIAN REGIONAL PANEL
HELLENIC FORUM
LATIN AMERICAN PANEL
NORTH AMERICAN PANEL
ORGANISATION
15 issue-driven Committees&
5 Regional Panels
INTERTANKO Services
• INTERTANKO is the voice of the tanker industry - representing and promoting the interests of responsible oil and chemical tanker owners worldwide
• provides its members with technical, operational, legal, documentary and other support services, information and advice
MISSION “Provide leadership to the Tanker Industry in
serving the world with the safe, environmentally sound and efficient seaborne
transportation of oil, gas and chemical products.”
VISION for the TANKER INDUSTRY
“A responsible, sustainable and respected Tanker Industry, committed to continuous
improvement and constructively influencing its future.”
Mission and Vision
Commitment to Continuous Improvement
Primary Goal
Lead the continuous improvement of the Tanker Industry’s performance in striving to achieve the
goals of:
Zero fatalities
Zero pollution
Zero detentions
Seaborne Crude Oil Flows 2005
Source: ITOPF. Number of spills above 700 tonnes.
Record of Oil Spills
Tanker incidents by cause 1978-2007 and accidental pollution
1000 ts oil pollutionNo. incidents
0
200
400
600
800
100078 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 00 01 02 03 04 05 06 07
0
100
200
300
400
500
600
700
War
Hull & Machinery
Fire/Expl
Grounded
Coll/Contact
Misc.
Pollution - bars
Source: INTERTANKO/LMIU/ITOPF/various
Pollution from tankersTonnes / billion tonne mile
Source: ITOPF/Fearnleys
10001000ts spiltts spilt
bn bn tonne-mtonne-m
0.0
0.7
1.4
2.1
2.8
3.5
1970s 1980s 1990s PR00s
0
26
52
78
104
130
1000 ts spilt
'0000 bntonne-miles
- 63% -6% -78%
-45% -33% -82%-45% -33% -82%Reduction per tonne milesReduction per tonne miles
Tanker accidental pollution rate tonnes spilt per bn tonne miles trade
Presentation
I. Introduction
II. Key Challenges
III. Industry Initiatives
IV. Focus: Issue of Piracy and Armed Robbery
V. Conclusion
Key ChallengesIndustry Image: Meeting
Society’s Expectations
Expectation that Shipping should be:• Safe and Secure• Environmentally Responsible• Reliable• Efficient (low cost)
Zero tolerance of:• Accidents• Pollution (to Sea and Atmosphere)• Other (e.g. unsafe, unhealthy ship demolition)
Key Challenges
• Global regulation for a global industry,
adopted and implemented uniformly
• Proliferation of unilateral regulations
• National and regional regulations threaten the supremacy of the International Maritime Organization. (IMO)
Key Challenges
Human Element / Manning Issues
• Shortage of qualified seafarers• “Poaching”• Faster promotions = outstripping the development
time needed to train seafarers• the development of enhanced compliance cultures• The IMO Secretary-General quoted statistics
suggesting that some 80 per cent of accidents are attributable in some way to human error
Inter-Industry Group
The Inter-Industry Group consists of: • INTERTANKO• International Chamber of Shipping (ICS)• Oil Companies’ International Marine Forum
(OCIMF)• European Chemical Industry Council (CEFIC)• International Association of Classification Societies
(IACS), • The International Group of P&I Clubs (IG)• International Parcel Tankers Association (IPTA).
IIG Conclusions
The primary cause of these incidents could be attributed to the
failure of the crew to follow procedures.
Recommendations
• To find solutions to the primary cause of the incidents, i.e. the Human Element
• Application of Inert Gas to new oil tankers of less than 20,000 DWT and new chemical tankers.
Det norske Veritas Analysis of Incidents
• reduction in the general level of experience as ships were crewed with more new recruits, retention rates declined and people were promoted faster.
• Loss of experience among crews was also a “stress factor” for those who continually had to train new crew members.
Tanker contracting
$ bn$ bn m dwtm dwt
VLCC 13. 4 $ bnSuezmax: 5.9 ”Aframax: 8.8 ”Panamax: 2.8 ”Handy: 22.9 ” (43%)
Source: INTERTANKO/Clarkson Shipyard MonitorSource: INTERTANKO/Clarkson Shipyard Monitor
0
11
22
33
44
55
0
17
34
51
68
85
Handy
Aframaxes
Suezmaxes
VLCCs
m dwt
Key Challenges
• Piracy
• Criminalization
• Global Financial Crisis
Presentation
I. Introduction
II. Key Challenges
III. Industry Initiatives
IV. Focus: Issue of Piracy and Armed Robbery
V. Conclusion
Industry initiatives supportingrecruitment, training and retention
• Raising awareness of the industry, targeting young people as well as media, politicians, regulators and the public (www.maritimefoundation.com)
• Enhanced cooperation with educators/trainers
• Policies for cadet berths and training facilities on ALL new ships
• Programmes for maximum utilisation of cadet berths on existing ships
• Developing industry standards for Tanker Officer Training, covering proficiency and experience
• Running seminars and workshops for officers and seafarers on Tanker Industry issues (e.g. vetting seminar in Manila)
Industry initiatives supportingour crew’s welfare and well-being
• Speaking out against unjustified criminalisation, and challenging bad laws through the courts
• Actively supporting IMO-ILO guidelines on Fair Treatment of Seafarers (in event of Maritime Accident)
• Campaigning for improved conditions for shore access when security constraints active
• Working to reduce multiple and overlapping inspections
• Promoting solutions to lessen technical and operational burden of equipment, systems and associated paperwork
• Prepared guidelines for safe handling of cargoes and fuels, tank cleaning and entry, and lobbying for better HSE information on cargoes and bunkers
• Developed guidelines on implementing ILO Convention on “work and rest hours”
• Promoting higher standards of accommodation as industry “norms”; (including e.g. broadband, etc.)
TOTS - Tanker Officer Training Standards(new INTERTANKO initiative)
• Covers officer competences and training, as well as time in rank and time with company
• An alternative approach to oil companies’ “Officer Matrix” requirements, based upon “Time in Rank” and “Years with the Operator”
• Incorporates training modules onboard and ashore, as well as verification processes
• TMSA compatible
Addresses “Quality and Experience”
TOTS Approvals
TOTS is approved as a Professional Standard by:
• The Nautical Institute.
• The Institute of Marine Engineering Science & Technology.
The Issues
• Increasing Incidents• Officer Training • Human Element Factors • Shortage of Experienced
Officers
• Oil Company Officer Matrix Systems
Contradictory Prohibits Promotion Difficult to Comply with
Requirements
The TOTS Objectives
• Provide a coordinated response by INTERTANKO
• Provide comfort to Oil/Cos via a structured controlled process;
• Enhance competency based training;
• Provide verification of understanding;
The TOTS Objectives
• Ensure compliance with today’s rules & regulations.
• “Ease compliance” with Officer Matrix Requirements.
• Ensure that the team onboard will operate the tanker environmentally aware & safe.
TOTS Project Partners
Vetting Committee HEiSC TOTS Working GroupTOTS Working Group
AET Ship Management (Singapore) Ltd
Interorient Marine Services
Minerva Marine Inc.
Broere Shipping BV
Brostrom Tankers SAS
MOL Tankship Management (Europe) Ltd
Anglo Eastern Ship Management Ltd
Teekay Shipping (Canada) Ltd
TOTS Project Partners
Warsash Maritime Academy- Simulator Training/Verification
Malaysian Maritime Academy- Engineering Skills/Modules
MARLINS- CBA Verification
Overview of TOTS
TOTS contains Four Elements
1. TOTS: Training Record Books: Time in Rank Time in Company
2. TOTS: Computer Based Assessment (CBA) Time in Rank
3. TOTS: Company Verification (CBA) Time with Company
4. TOTS: Ship Specific Practical Simulator Verification/Training Tanker Type Specific Time in Rank
TMSA Part 3, 6, Stage 4
TMSA Part 3, 3, Stage 4, TMSA Part 3, 3A, Stage 2 & 3:TMSA Part 3, 5, Stage 3: TMSA Part 3, 11, Stage 1
TOTS Pictogram
INTERTANKO – Tanker Officer Training Standards (TOTS)
STCW 1-4 = TOTS
11 22 33 44
Entry Level Core Competency Statutory Training STCW Reg V/1 1.2
Statutory Training STCW Reg V/1 2.2
TOTS: Company BasedRank/Ship SpecificTime in Rank (Tanker)Time in Rank (General)Time in CompanyTMSA Part 3, 3, Stage 4TMSA Part 3, 3A, Stage 2 & 3TMSA Part 3, 5, Stage 3TMSA Part 3, 11, Stage 1
Computer Based AssessmentTime in Rank General
Company Verification ofTime with Company
Simulator Training &Verification (Cargo)Time in Rank, Tanker Type SpecificModules 4A, B, C, D, E, & FTMSA Part 3, 6, Stage 4
StatutoryRequirement
StatutoryRequirement
(Voluntary TOTS)Company Training Record Book
(Voluntary TOTS) CBATime in Rank
(Voluntary TOTS)Company Verification
(Voluntary TOTS) Shore BasedSimulator Verification & Training
IMO TankerEndorsementPetroleum
IMO TankerFamiliarisationModel Course 1.01
IMO TankerEndorsementChemical
(Module 1A)Command Tanker ModuleMaster & Chief OfficerTime in Rank
(Module 1B)Senior Engineering OfficersTime in Rank
(Module 1C)Junior Deck/Engineering OfficersTime in Rank
(Module 1D)All OfficersTime in Company
CBA Training of GeneralElements & General
Tanker SectionsTime in Rank
Shore BasedCompany Assessment of
Time with Company
Module 4B Chemical Simulator VerificationModule 4D Product Simulator VerificationModule 4F Crude Simulator Verification
(Not: Applicable to Engineer Officers)Module 4A Chemical Simulator TrainingModule 4C Product Simulator TrainingModule 4E Crude Simulator Training
1. TOTS : Time in Rank
Human Element addressed in each record Book via CRM:
• Situational awareness• Planning & Decision
making• Communications• Teamwork• Emotional climate• Stress• Managing Stress• Commercial Organisational
Pressures & Morale• Fatigue
Presentation
I. Introduction
II. Key Challenges
III. Industry Initiatives
IV. Focus: Issue of Piracy and Armed Robbery
V. Conclusion
Roundtable of International Shipping Associations
BIMCO, International Chamber of Shipping (ICS), INTERCARGO and INTERTANKO
The Roundtable represents the entire merchant shipping industry worldwide
Roundtable Position
• Issue of piracy and armed robbery has been a recurring theme on the agendas of the international associations for a number of years
ROUNDTABLE POSITION:
It is unacceptable that merchant ships and merchant seamen should be subjected to armed attacks at sea in the 21st century.
Major concern
• Extremely grave threat to the lives of the crews and the safe operation of ships
• Not only are the attacks on an upward trend, but the level of violence has also significantly increased
IMB Annual Report 2008
• shows an unprecedented rise in maritime hijacking in 2008
• worldwide total of 293 incidents• 49 vessels were hijacked, 889 crew taken
hostage and a further 46 vessels reported being fired upon.
• A total of 32 crew members were injured, 11 killed and 21 missing – presumed dead.
• Guns were used in 139 incidents• Most of these incidents occurred in Nigerian
and Somalian waters
IMB Annual Report 2008
“ 2008 saw the largest tanker ever being hijacked by Somali pirates, and successful attacks being carried out at greater distances from land than in previous years. All types of vessels with varying freeboards and speeds were targeted. The pirates boarding the vessels were also better armed than in previous years and prepared to assault and injure the crew.”
Baco-Liner 2
MV Hereford Express
• Livestock Carrier – ballast voyage
• General Santos, Philippines to Broome, Australia
• Armed attack by unidentified water borne crafts, 7 June 2008 at 09.45
• Lat 03 24.6N Long 125 05.1E (Indonesian Archipelago)
MV Hereford Express
MV Hereford Express
• .
MV Hereford Express
• .
Recommendations
• The Indonesian government be formally requested to clarify this incident
• The Indonesian authorities provide clear guide lines as to how their Marine Police and Cost Guard undertake interception of merchant vessels so that Master of merchant vessels can determine more clearly if it is an “official” approach or potential piracy attack.
Piracy Trends
• When looking at trends from various sources like ReCAAP, IMO and the IMB reports one thing became evident:
• More and more of the incidents occur in
TERRITORIAL WATERS
Industry Solutions at Micro Level
This will involve actions and preventive measures being taken by shipowners and
their crew on each ship
Actions by seafarers
• Be vigilant
• Reduce opportunities for theft
• Secure Restricted Areas at all times and establish safe secure area(s)
• Maintain, exercise and regularly review your Ship Counter-piracy Plan
• Report all incidents to the coastal and Flag State authorities
Actions by Seafarers
The Counter-piracy Plan• The need for enhanced watch keeping; use of
lighting and surveillance, detection or perimeter protection equipment
• Crew responses if a potential attack is detected or an attack is underway
• The radio and alarm procedures to be followed• The reports that should be made after an attack, or
an attempted attack• Training to ensure crew react consistently to an
incident
Industry Solutions at Macro Level
• The industry has issued its own guidance for merchant ships to protect themselves against attacks whether in territorial waters or on the high seas
• Urged relevant coastal states to take effective action against attacks on merchant shipping in their territorial waters
• Strong support to the IMO in its efforts to tackle the problem at inter-governmental level
Solutions: Involvement by Governments
The Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia (ReCAAP)
The Integrated Coast Guard Network of the Maritime Organisation for West and Central Africa (MOWCA)
Solutions: Involvement by Governments
The European Union’s Operation “Atalanta”
This Joint Action by EUNAVFOR in the GOA, the establishment of the Maritime Security Centre Horn of Africa (MSCHOA) and the subsequent "Close Support Group Transit" system" took over the French led convoy in November 2008.
INTERTANKO fully supports the work been undertaken by EUNAVFOR MSCHOA and UKMTO and has worked closely with them and provided staff on secondment to MSCHOA as "Merchant Navy Liaison Officers"
Feedback from Masters who have used the MSCHOA "Group Transit Corridors" is proving excellent and recommendatory.
All owners are strongly advised to register their companies with MSCHOA at their web site http://www.mschoa.eu/
Increasing Trends: 3 Key Aspects
• Very complex economic and political internal challenges for countries on the top of the list of hotspot areas
• Capturing perpetrators – major challenge, Art. 111 UNCLOS Right of Hot Pursuit; lack of cooperation between some regional governments; and lack of resources
• Loopholes in the international legal framework that undermines the effective prosecution of perpetrators
International law and Maritime Zones
Under international law, the rights and obligations of states with respect to attacks against ships are dependent upon where the attack took place
a) High seas / EEZ
b) Territorial waters
International Treaties
Geneva Convention on the High Seas of 1958
and repeated in the UN Convention on the Law of the Sea of 1982 Piracy (UNCLOS)
One of the major deficiencies of the international rules concerning the
suppression of piracy is its narrow definition of piracy under Art. 101
UNCLOS Article 101 Definition of piracy
In order to be considered an act of piracy the following 5 elements should be fulfilled:
1. Illegal act of violence such as robbery, murder, assault, rape
2. Motivated by private gains
3. Committed by persons on board a private ship
4. Directed against another vessel
5. High seas or outside any States jurisdictions
UNCLOS Limitations
• 2 ships rule – attacks by crews / stowaways not included
• Motivated by private gains – political terrorist type attacks not covered
• Most attacks happen in territorial waters; therefore acts are not punishable under Art 105.
• Article 111. The Right of Hot Pursuit ends when the fleeing vessel enters its own or a third state’s territorial waters
Jurisdiction in the Malacca and Singapore Straits
SUA Convention
• Italian cruise liner Achille Lauro 7 Oct 1985• 4 armed Palestinian militants (PLF) hijacked the
ship and demanded the release of 50 Palestinian prisoners held in Israel (not motivated by private gains and therefore not covered by UNCLOS)
• The gunmen killed a Jewish- American passenger (2 ships rule not fulfilled)
• In Egyptian waters (UNCLOS Art. 101 piracy definition only applicable to high seas attack)
• Led to the promulgation of the SUA Convention (Suppression of Unlawful Acts Against the Safety of Maritime Navigation) or more commonly known as the Rome Convention convention in order fill the gaps left by UNCLOS.
Limitations of the SUA Convention
• Only applicable within the jurisdiction of States party to it
• the decision by the parties to enforce the Rome Convention is ultimately discretionary
• The Convention does not provide for any sanctions against parties who fail to fulfil their treaty obligations
International law and Maritime Zones
Under international law, the rights and obligations of states with respect to attacks against ships are dependent upon where the attack took place
a) High seas / EEZ
b) Territorial waters
Territorial Waters
Within territorial waters, jurisdiction over armed robbers rests solely with the Coastal
State
IMO MSC
The Committee reiterates its request for Member States to provide reports to the IMO on action taken by their governments against incidents reported to have occurred in their territorial waters.
Conclusion
With this I will end my presentation and I hope that it helped highlight the vulnerability of seafarers. The ship is the seafarers’ home, they are in the frontline, and it is really up to us working ashore to support them.
THANK YOU
www.intertanko.com
www.themaritimefoundation.com
www.shippingfacts.com