lessons learned from the spc pacific islands domestic ship

Newsletter published by the Transport Programme, Economic Development Division, SPC

ISSUEMARCH 2012

ISSN 1728-4473

www.spc.int/edd53

Lessons learned from the SPC Pacific Islands Domestic Ship Safety (PIDSS) Pilot Programme

Ships' waste reception facilities

Importance of small craft reporting

2Pacific Maritime Watch 2012 | Issue 53

Shipping Background to SPC's role in maritime 3Oil market report 6

Maritime safety Lessons learnt from SPC PIDSS project 7Bigger ships, bigger risks 8AMC contributing to safety in the Pacific 10Be a blue water survivor 11AMSA hosts Pacific SAR discussions 12

Maritime security Flag state responsibility for ships 13Security training in Cook Islands 14The importance of small craft reporting 15

Maritime training Kiribati Marine Training Centre 16

Marine environment Ships' waste reception facilities at ports 18Marine spills 18Clean Pacific 2012 Campaign 19

Maritime association news 2011 Pacific Ports Directory released 21PNGWiMA Roadshow 22

Technology Blue Sky thinking 23

Other news Day of the Seafarer 24

In this issue:

EditorialThe Secretariat of the Pacific Community's (SPC) affiliation with the Pacific maritime sector dates back to 1997, when it took over the maritime development role from the Pacific Islands Forum Secretariat. After a decade and a half, SPC remains committed to advancing developments in this sector, despite the institutional reform challenges the organisation has faced since 2010, the year which also saw the formation of the Transport Programme under SPC's new Economic Development Division (EDD).

The reign of SPC's Regional Maritime Programme ended with the establishment of the Transport Programme but the core maritime services that were transferred to the new programme were unaffected. Basically, the name had to change in order to reflect the addition of an aviation arm to the programme. But the name 'Regional Maritime Programme' will not be forgotten in a hurry. It was widely recognised in the region and will be remembered as an instigator of some great initiatives, such as the introduction of maritime security and safety compliance audits; the establishment of regional pools of expertise; the development of regional standards in audits, surveying and maritime training curricula; and the development of model maritime legislation and regulations.

As it stands, SPC remains the leading regional body for coordinating maritime developments in the region, providing services to 22 Pacific Island countries and territories through its Transport Programme. A feature article in this issue provides further insight into how SPC inherited this key role in the region.

An important global event is coming up. The International Maritime Organization has declared June 25 as the 'Day of the Seafarer' to recognise the valuable contribution of the world's 1.5 million seafarers to international trade and global economy. It's a day to salute our Pacific Island seafarers too and we look forward to special events being organised around the region to commemorate this day.

No doubt our regular readers will notice a more flamboyant Pacific Maritime Watch this year. The revamped newsletter covers a wider range of the latest maritime news packaged under themes such as shipping, safety, security, training, environment, regional maritime associations and technology. The news items are contributed by SPC and its members, development partners and other stakeholders. If you have a news item to share with our readers, simply send us an email on [email protected].

Avnita GoundarInformation Officer – SPC Economic Development Division([email protected])

© Secretariat of the Pacific Community 2012


The Pacific Island countries and territories (PICTs) are and will continue to be at a greater risk of marginalisation from the global economy than many other developing countries because of their remoteness from key markets, their small market size, their vulnerability to external shocks beyond its control, sea level rise and in particular, their limited human and financial resources.

Development is further hindered by the high costs of communication, energy and transport; irregular international transport services; expensive public administration and infrastructure with limited opportunities to create economies of scale to provide basic services to their citizens; and the effects of migration on human capital. Development is therefore dependent on international trade and assistance.

As part of the international community, PICTs are required to meet their international obligations in the various sectors, which include the maritime sector. In 1971, the South Pacific Forum (now Pacific Islands Forum), comprising the region’s founding leaders, recognised the seriousness of this disadvantage, given that PICTs are susceptible to the global economy and the need for a range of strategies to address these challenges.

Given the issues facing PICTs due to their nature, size and geographical distribution, regional programmes will remain a very important part of regional development for the foreseeable future.

In 1977, an advisory committee of the South Pacific Regional Shipping Council was set up under the South Pacific Bureau for Economic Co-operation (SPEC), which later became the Pacific Islands Forum Secretariat (PIFS), to develop uniform maritime standards in the Pacific region.

The initial proposal for the formulation of a South Pacific Maritime Development Plan (SPMDP) for implementation under the auspices of PIFS was made in the Regional Transport Study 1984–1985, carried out by Touche, Ross & Co. The recommendations made by officials on the establishment of an SPMDP and a draft work programme were endorsed by the regional ministers of transport at their meeting in February 1986. Subsequently a working group of senior maritime officials, representing seven Forum member countries, met and resolved that Forum endorsement be sought for the establishment of the SPMDP, under the direction of a management group and with a programme controller in charge of day-to-day operations of the programme.

The 17th South Pacific Forum, held in August 1986, endorsed the proposal for the formulation of a regional maritime development plan, a draft work programme and the mechanisms for their implementation.

On the basis of the projects identified in the Regional Maritime Needs Assessment Study, SPMDP was formulated and approved by Forum countries at the Regional Shipping Council of Ministers meeting in November 1989.

Background to SPC's role in the Pacific maritime sector

Shipping

This article provides a brief background to the regional work undertaken by the Secretariat of the Pacific Community (SPC) in the Pacific maritime sector.


Formation of the Regional Maritime Programme at SPC

In January 1997, the former Maritime Division of the Forum Secretariat was transferred to the South Pacific Commission (now called the Secretariat of the Pacific Community). The division became the Regional Maritime Programme (RMP) of SPC.

Over the years, RMP has helped put in place sound guidelines relating to maritime legislation, auditing and surveying standards, and has also set up an auditing programme for maritime safety and security audits. At the same time, regional pools of expertise were developed to strengthen the capacity of Pacific Islanders in key maritime areas. Some of the key achievements of RMP are described below:

SPC Regional Audit Standards

At the request of PICTs, RMP started a series of audits in 2005 to assess compliance of ports and designated authorities with the new International Ship and Port Facility Security (ISPS) Code. The audits are guided by the SPC Regional Audit Standards that RMP had developed and which comply with the requirements of the International Auditing Standard ISO 19011:2002 (Guidelines for Quality and/or Environmental Management Systems Auditing). These audits followed on from a compliance initiative that started in 2001 to monitor compliance of PICTs with the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), as countries were required to forward these reports to the International Maritime Organization (IMO) to confirm compliance and ensure maintaining 'White List' status.

Regional maritime curriculum and standards

The initial idea for standardising training and certification in the region arose at the Pacific Islands Maritime Association (PacMA) Annual General Meeting in 1995, and RMP was tasked to look into this issue. As a result, SPC training modules were developed in 2000 and are used by the maritime training institutes of the region. The modules are updated with the assistance of the Maritime Education and Training Subcommittee of PacMA.

Regional agreement on recognition of certificates

In May, 2004, a memorandum of understanding between Pacific Island countries (PIC) entered into force providing for the mutual recognition of certificates of competency under STCW-78, as amended in 1995 (STCW–95). This agreement put in place a mechanism whereby certificates of competency issued by one PIC were given due recognition by another PIC.

Pacific Islands Maritime Laws (PIMLaws)

PIMLaws is a set of generic maritime legislation and regulations developed in 2001 by RMP. It was initially named the Pacific Islands Maritime Laws and Regulations (PIMLAR), which was an update of the South Pacific Maritime Code. The text consists of four volumes covering maritime administrations, ports, marine pollution and vessel safety, providing generic legislation and regulations that PICTs can adapt and/or adopt into their national legislative frameworks.

Shipping

Students of Tonga Maritime Polytechnic Institute


Regional maritime associations

RMP has helped establish and support regional maritime organisations such as PacMA, the Pacific Women in Maritime Association (PacWIMA), and the Pacific International Maritime Law Association (PIMLA). In 2006, another regional organisation, Association of the Pacific Ports (APP) (now the Pacific Maritime Transport Alliance) began collaborating with RMP in matters involving ports and the ship-shore interface.

Regional survey standards

To improve the efficiency and effectiveness of flag state inspections and to set regional voluntary guidelines for the survey of non-convention vessels, SPC, in collaboration with PacMA, developed a set of regional survey standards — Instructions to Surveyors — in 2007.

Improving shipping services

Improving shipping services for small island states (SIS) was high on RMP's agenda. In 2007, two feasibility studies on feeder shipping services were conducted, including a paper on purpose-built ships. This resulted in a feeder service agreement negotiated and signed between Nauru, Tuvalu, Kiribati, and Wallis and Futuna to allow Kiribati Shipping Services Limited to provide the required shipping service. In addition, several years of discussions led to the formation of the Central Pacific Shipping Commission in 2010 to regulate freight rates and shipping services to the central region for the benefit of SIS.

The new SPC Economic Development Division and its Transport Programme

In January 2010, SPC established a new technical division, the Economic Development Division (EDD), which was a result of SPC’s internal reform process as well as a specific response to the broader reform agenda, under the auspices of the Regional Institutional Framework (RIF). EDD comprises the three drivers of economic growth – transport, energy, and information and communication technology. These drivers constitute the three pillars of the division. RMP was absorbed under the Transport Programme, which has a maritime component as well as an aviation component.

It is important to emphasise at this point that the change in name does not in any way impede the nature or level of SPC services delivered to the Pacific maritime sector. ‘RMP’ ceases to exist on paper only, not services. The Transport Programme staff responsible for maritime affairs continue to provide the necessary advisory and technical assistance services to PICTs.

By John Rounds, Acting Programme Manager/ Shipping Adviser, EDD, SPC ([email protected])


The Asia-Pacific benchmark crude Dated Brent remained between USD 104/bbl to USD 15/bbl from December till the middle of January and then gradually climbed to USD125/bbl at the end of February. Compared to the previous quarter of 2011 (September–November), the price of Dated Brent crude rose by close to 2%.

In December, product prices took a fall, with the exception to gasoline, which rose slightly. The mild winter experienced by Japan played a major role in the drop in kerosene prices amounting to a 4% drop from November's averages. Two key trends emerged in product price differentials: weakness of the jet fuel-gasoil spread, known as the regrade margin, during the winter season and the large spread between gasoline and naphtha prices, known as the reforming margin.

The weakening of the regrade margin has been the addition of a hydrocracker unit, which allows refiners to process vacuum gasoil streams in to higher value middle distillates, but also produces a higher amount of kerosene-grades relative to gasoil-grades than the straight run process alone. Crude prices remained between USD 104 and USD 111/bbl in December with the month average dropping by 2% from November’s average.

In early January, crude prices rebounded by about USD 5/bbl, mainly as tensions rose regarding Iran. Apart from the potential implications of the long-running Iran sanctions saga, oil markets have become highly nervous about Middle East oil supplies generally, after several threats from the Iranian military about closing the Strait of Hormuz, through which some 17 mmb/d of oil exports are transported. Meanwhile, the economic situation began to improve in the USA but got worse in western Europe as the Euro-zone debt crisis dragged on. Gasoline prices were the standout among the petroleum

products. It continued its rise from December with a massive 8% jump as a result of limited export quotas from China on the back of strong domestic demand and additional demand from South Africa. The January crude market traded between USD 108/bbl and USD 115/bbl, averaging USD 111.105/bbl for the month.

Developments in world oil demand became even more mixed in February. Following the mild start to the winter period in December, the weather suddenly became extremely cold in Europe, which has boosted heating fuel consumption significantly. Gasoline prices continued to rise in February posting a 6% increase supported by the surging demand from Indonesia and Malaysia, heavy turn-arounds in the Middle East, South Africa and the Mediterranean, and a consistent arbitrage outflow from India to the US Atlantic Coast. Crude prices in February remained between USD 110/bbl and USD 126/bbl, with the month average at USD 119.228/bbl.

Last year’s refinery turn-around pattern in Asia was altered by a number of unscheduled outages, namely the March earthquake/tsunami in Japan and the fire outages at Taiwan’s Formosa and Singapore Shell’s Bukom later in the year. The shortfall in product supply and boost in margins also caused refiners to defer their maintenance work to later in the year. Typically, maintenance comes in two waves: first, in the spring as refinery runs are reduced from their winter peak, and then in the fall in preparation for the winter season. Announcements to date suggest this year will see an earlier–than-usual peak of maintenance sometime in March-April, as against the typical peak in May-June.

By Ivan Krishna, Programme Assistant – Petroleum, Energy Programme EDD, SPC

Oil market report (December 2011–February 2012)

Shipping


One way to ensure compliance with this safety standard is through an auditable safe management system (SMS). Internationally this is implemented by the International Safety Management (ISM) Code. Domestically, this requirement falls on the maritime administration.

Following the sinking of the MV Uean Te Raoi II and the MV Princess Ashika in 2009, Pacific leaders requested SPC to work with the maritime administrations in Kiribati and Tonga to develop a domestic vessel safety programme. In June 2010, SPC began a one-year domestic ship safety pilot programme. Now, a little more than one year after the programme began, the sinking of the MV Rabaul Queen in February this year raises the need to take a hard look at regional domestic vessel safety and to address implementation of a SMS among domestic vessels.

The PIDSS pilot programme focused on developing and implementing a SMS modeled on the ISM Code and other regional SMS concepts. Regulatory guidance came from the IMO Safety Regulations for Non-Convention Vessels Operating in the Pacific Region (2000) and the SPC Domestic Vessels Safety Regulations (2010).

A number of valuable lessons were learned from the pilot programme. These lessons have been incorporated into the PIDSS Programme to ensure continued programmatic improvement. PIDSS, combined with other technical assistance capabilities, has enhanced SPC’s ability to assist Pacific governments build and develop a safer domestic shipping environment.

In the interest of brevity, only key lessons applicable across all stakeholders in the maritime community are listed here. It should be apparent what additional actions can and should be pursued.

1. Maritime legislation must be updated, harmonised and made available to all stakeholders.

2. All stakeholders must acknowledge safety as a ‘corporate’ responsibility.

3. Access to safety equipment and servicing facilities must be improved.

4. The master’s responsibility and authority for safety onboard must be clearly recognised; and shoreside management must take an active role in monitoring the safety practices on their ships.

5. Training programmes and certification for surveyors/inspectors, shipping office personnel and domestic mariners must be structured and include familiarisation with domestic regulations, responsibilities and authorities.

6. Enforcement jurisdiction and authority must be defined and clarified across all agencies and legislation applicable to maritime activity.

7. Passenger education is a necessity. Ship certification documents should be public knowledge, pre-departure safety announcements/equipment demonstrations should be mandatory, public service announcements should address safety at sea issues and where to find information.

The PIDSS Programme is a comprehensive SMS that incorporates a model safety manual, a basic preventive maintenance system, compliance documentation, and an auditing programme. PIDSS may not prevent shipboard accidents or maritime tragedies but it is a step in the right direction.

By Bruce Tweed, Ship Safety Audit Adviser, Transport Programme, EDD, SPC

MaritiMe Safety

Lessons learned from the SPC Pacific Islands Domestic Ship Safety (PIDSS) pilot programme

In general terms, a maritime administration’s overarching responsibility is to ensure the safety and security of passengers, crews, ships and the marine environment. Legislation mandating a maritime safety standard is the usual solution.

SPC Ship Safety Audit Adviser Bruce Tweed auditing a domestic ship in Kiribati this year


While Pacific Island governments clearly benefit from the cruise industry as millions of dollars get injected into national economies, a trend that is worrying authorities is an increase in the size of ships that are calling at small Pacific Island ports. Bigger ships come with bigger risks.

Pacific transport ministers have made the Secretariat of the Pacific Community (SPC) responsible for coordinating regional transport activities. Part of this role is improving maritime safety and security. SPC is helping Pacific Island countries and territories take stock of this growing industry and is supporting the development of disaster response plans that are appropriate for these large vessels.

Growth in cruise shipping in the Pacific

The Pacific is one of the top ten destinations for cruise ship passengers — global demand is clearly high. New Caledonia, Vanuatu, Fiji and French Polynesia are popular Pacific destinations.

Vanuatu demonstrates impressive and continuing growth in cruise ship arrivals, hosting over 140,000 cruise ship

passengers in 2010, compared to only 30,000 in 2004. The country is expecting 97 cruise ship calls this year compared to 70 last year.

A steady increase in cruise ship calls to Fiji has been seen over the years, with 45 cruise ship calls in 2008, 56 in 2009, 63 in 2011, and 72 expected in 2012.

Samoa, American Samoa, Cook Islands, Tonga and Papua New Guinea have also experienced a surge in cruise ship numbers over the years. Samoa reported three cruise ship visits in 2008, eight in 2009 and a planned 17 visits in 2012.

Bigger cruisers coming in

Some big cruise liners that visit the Pacific include Rhapsody of the Seas (2,000 passengers and 833 crew); Pacific Dawn, Jewel and Pearl (2,000 passengers and 715 crew); Millennium (2,034 passengers and 1,017 crew); Queen Mary 2 (2,592 passengers and 1,250 crew); Sapphire Princess (2,670 passengers and 1,113 crew); and Diamond Princess (2,678 passengers and 1,240 crew).

Bigger ships, bigger risksOn 13 January 2012, the world witnessed one of the worst cruise ship disasters in decades. Costa Concordia, the largest Italian cruise ship in history at the time of her launch in 2006, ran aground and capsised off the tiny Tuscan island of Giglio in Italy. Twenty-five people are known to have died, 64 others were injured and seven are missing. The tragic case of Costa Concordia brought to the fore important lessons for the cruise ship industry — an industry that has thrived year after year, even maintaining its lucky streak in 2012 with a forecast of over 17 million passengers. For the Pacific, it raises the grave question of whether the region is prepared for a disaster of this magnitude should it happen in our waters.

MaritiMe Safety

Rhapsody of the Seas docked in Port Moresby in PNG

Cont' .... pg.9


In May 2007, Sapphire Princess was the largest cruise ship ever to visit Cook Islands, with well over 2,000 passengers.

In January this year, Radiance of the Seas visited Vanuatu with 2,441 tourists on board. It is the biggest cruise ship ever to visit Vanuatu, with a carrying capacity of about 3,000 passengers (plus 900 crew).

Costa Concordia, at 114,147 gross tonnes, and a carrying capacity of 3,780 passengers, was carrying about 3,200 passengers and 1,100 crew when it ran aground. With ships of large capacity and passenger numbers now visiting the Pacific, the risk of the region facing such a disaster has increased.

Is the Pacific prepared?

Pacific Island countries have search and rescue plans in place that guide them in the event of a maritime disaster. But for a disaster as large as that of Costa Concordia, existing search and rescue plans may not work.

Saving lives at sea can be a costly mission for search and rescue authorities, especially those in the Pacific Islands, where remoteness is often a factor. With the increase in the number of big cruise ship visits to the region, search and rescue authorities now have to be prepared for potential mass rescue operations that may exceed their capacity. With the exception of New Caledonia, none of the Pacific Island countries has a mass rescue operation plan in place.

Following the Costa Concordia incident, the International Maritime Organization (IMO) — the international regulatory agency that sets standards for the maritime industry — decided to examine the issue of passenger ship safety. This may result in amendments to existing maritime safety conventions to further strengthen ship and passenger safety.

Another eagerly awaited development is the mandatory transition to electronic navigation for cruise ships and other vessels. Ship owners are required to meet various deadlines for the transition between July 2012 and 2018. Outdated navigational charts have often been blamed for maritime accidents or incidents caused by grounding.

SPC implements IMO’s technical assistance to the region and has a strong focus on improving maritime safety in the Pacific. In recent years, SPC has emphasised the risks facing the Pacific with the arrival of bigger cruise liners. The gravity of this issue has been acknowledged by Pacific transport ministers and is reflected in the Framework for Action on Transport Services, which they endorsed in 2011. Under this framework, a key priority for the region is to ensure that search and rescue systems are integrated and functional with mass rescue operations.

By Avnita Goundar, Information Officer, EDD, SPC

MaritiMe Safety

Source of data in graph: Cruise Lines International Association (CLIA) 2008 and 2009 Year End Passenger Carryings Reports as reported by CLIA member cruise lines only; 2012 CLIA cruise industry update


AMC contributing to safety in the Pacific

MaritiMe Safety

Since 1992 the Australian Maritime College (AMC), through its commercial arm AMC Search Ltd., has been providing high quality, purpose-specific training as part of Australia’s largest and most successful Defence Cooperation project, the Pacific Patrol Boat Program.

It all began with the ratification of the United Nations Convention on the Law of the Sea in 1994, which introduced a 200 nautical mile (370 km) Exclusive Economic Zone to the territories of all nations with an ocean coastline. Several south west Pacific Island nations found themselves responsible for policing an area of ocean that was beyond their maritime capability, and often significantly larger than their land territories.

Following requests by these Pacific nations for assistance from the governments of Australia and New Zealand, the Australian government created the Pacific Patrol Boat (PPB) Program to design and provide suitable patrol boats, along with training and infrastructure to support these ships.

There are now 19 PPBs in operation in 11 Pacific Island countries (PICs), requiring appropriately trained personnel and effective management, operation and maintenance.

The PPBs primary roles include surveillance and fisheries law enforcement, search and rescue, medical evacuation and disaster relief. They are often at the forefront of enforcing their nation’s sovereignty across vast stretches of ocean.

The AMC Search training provides the single largest professional maritime and engineering capability for PICs and ex-navy AMC course co-ordinator Mr Jones is proud of that contribution. Mr Jones runs the officer courses. He is also the course leader in the area of seamanship, safety and maintenance.

Two or three courses run at a time from mid-February to mid-December, with a maximum of 12 people, at any one time.

Training follows four main streams: seamanship for the deck workers; marine engineering for people dealing with engines, generators and associated systems; technical electronics, which focuses on radars and electronic systems; and the officers courses.

There are also a number of shorter courses, including cooking and hygiene, which is conducted in the University of Tasmania kitchens.

“When the original cooking course was being developed there was a whole section on baking. We removed that and it is now tailored specifically to island nutrition with more rice and fish dishes,’’ Mr Jones said. This is just one example of how training is specifically designed for Pacific Island personnel.

Mr Jones said that AMC Search had seen success with its training program because it had the resources, and took the time to bring those who might be falling behind, especially due to language barriers, up to speed.

AMC Search supports the training program with a total turnkey operation to care for the Pacific Island trainees. They arrange travel, pick-up to and from airport, all accommodation and meals seven days a week, as well as social, medical and pastoral support services. AMC becomes a “home away from home”.

Such is the high level of training and support provided by AMC Search under its PPB training program that it won an Outstanding Contractor Award from the Defence Materiel Organisation (DMO) in 2003, one of only seven such awards ever to be issued by DMO to date.

SEM TE1 Workshop

2006 Technical Electronics

Cont' .... pg.11


MaritiMe Safety

AMC Search also conducts courses in-country, such as the 8-week long Certificate IV in Frontline Management course, and courses in Corrosion Prevention and Safety Equipment Maintenance.

At the core of the management courses is a project where trainees need to demonstrate their competency in teamwork, communications and project management. AMC Search Ltd contributes AUD 2000 to “kick-start” each project, and trainees usually devise fundraising events to supplement the

budget. As well as providing assessment for the course, the projects can provide ongoing benefits to the local community. Past projects have included connecting a village to running water for the first time.

Article contributed by the Australian Maritime College www.amc.edu.au

Be a blue water survivorBetween 2005 and 2009, the US Coast Guard (USCG) saved 73 lives by conducting 32 search and rescue missions in the Marshall Islands, Federated States of Micronesia and Palau, according to Richard Roberts, who is a civilian employee of the USCG’s District 14 in Honolulu, Hawaii. “About 19 lives were unaccounted for (the body wasn’t located) and three lives were lost,” he said.

Richard Roberts and Commander Mark Morin of US Coast Guard

Roberts was speaking at a forum-style meeting of Majuro residents who are interested in boating safety and other marine issues in our low-lying country. The informal talks, which were held at RRE’s Bokanake meeting house on Thursday evening, were organized by the US Embassy’s Tom Maus and led by Commander Mark Morin, Incident Management Chief for District 14.

“I’ve been an aviator since 1991 and now I’m flying a desk in Honolulu,” Morin told the audience. Before arriving in Majuro, Roberts and Morin attended meetings in Guam, Chuuk, and Pohnpei as part of continued efforts to improve search and rescue response and communication protocols in the region. Morin had wanted to visit the region earlier, but operational needs kept him attached to the desk until now. “I thought it was time to get my boots on the ground to see what it’s like to live and operate in these remote regions of the western and central Pacific Ocean.”

Boating safety was the main voiced concern of audience members, who included representatives from the Marshalls Billfish Club, the Mieco Beach Yacht Club, Marshall Islands Marine Resources Authority, the Royal Australian Navy, Waan Aelon in Majel, Robert Reimers Enterprises and concerned citizens and boaters. The Coast Guard’s primary answer to this is to be prepared. “You’ve got to think of all the contingencies,” Roberts said, and then posed a question for the audience. “What’s the most important safety device on a boat?” “A radio,” came one answer. “A cell phone,” came another. But the best piece of equipment of all for islanders is, according to the USCG representatives, is a PFD (personal floating device, a.k.a. a life jacket). “That is the message we need to send to the outer atolls,” Morin said.

Where possible, the next most important piece of equipment is an EPIRB (Emergency Position Indicating Radio Beacon). “These have a price tag of about $200,” Roberts said, adding

that this should be within the range of many boaters in the Marshalls.

His and Morin’s work would be a lot easier if every boat that heads into blue water (the ocean) has a registered EPIRB on board, taking the word ‘search’ out of ‘search and rescue.’ Instead, however, the pair spent over an hour telling stories of various Coast Guard missions … some successful, some not ... that could easily have been avoided with the correct preparation.

Possibly the most emotive was the tale of two young boys, just 10 and 12 years old, who had drifted away from the atoll in a small dugout canoe. After being alerted that the lads were missing, the Coast Guard used their AMVER program (Automated Mutual-Assistance Vessel Rescue System) to divert a commercial ship to the boys’ location. “People being saved need to take into account what’s going on around them,” Roberts said. “In this case, the ship arrived at the boys’ location at night, when they should possibly have held off until light. The boys decided that they should jump in the water and swim for the ship and, while we don’t know exactly what occurred, they drowned.” Roberts added that there needs to be risk management by all parties involved when transferring from one vessel to another and that panicking and jumping into the water to swim to a vessel is not the correct approach.

Cont' .... pg.12


The group includes representatives from the major contributors to search and rescue (SAR) in the Pacific, including: Commissaire Sebastien Tarquin of France, Mr Rodney Bracefield from Maritime New Zealand, Mr Richard Roberts from the United States Coast Guard, and Ms Amanda MacKinnell from AMSA. The group is chaired by Mr Bruce Tweed, representing the Secretariat of the Pacific Community (SPC). The meetings will provide a forum for the development of SAR practices and resources in the Pacific.

The PACSAR DG aims to meet every two years to seek to progress the actions arising from previous Pacific SAR workshops and develop opportunities for further regional activities and engagement. The group has highlighted avenues to strengthen SAR through education and commonality of practices in response to incidents and events, and provide reporting to interested agencies.

One of the key aims of the PACSAR DG is to encourage participation in a regional Maritime SAR Arrangement to improve maritime SAR coordination, communication, cooperation and planning within the Pacific region. Completing the proposed SAR arrangement would be a positive step towards building SAR capability and partnerships in the Pacific. From this, further guidelines, procedures and partnerships will be developed by the group and the wider Pacific SAR community to improve regional and national response efforts.

Other achievements and discussions from the three-day meeting include:

AMSA’s response to recent incidents and Australia’s crisis coordination functions

finalisation of the group’s terms of reference development of communication and work plans development of a SAR response tools and statistical

database.

Planning is now under way for the 5th Pacific SAR workshop to be hosted by SPC in Fiji in 2013.

http://www.amsa.gov.au/About_AMSA/Corporate_information/Recent_Events/2012/March-PACSAR.asp

AMSA hosts Pacific search and rescue discussionsThe Australian Maritime Safety Authority (AMSA) hosted the inaugural meeting of the Pacific Search and Rescue Discussion Group (PACSAR DG) in March.

Morin added that had the boys been wearing PFDs they might well have survived. A major point that Morin and Roberts stressed was the amount of time it takes to get a USCG C-130 plane to the Marshalls to conduct a search and rescue. “We have four C-130s for search and rescue,” Morin said. “This plane takes about eight hours to fly to Majuro, but by the time the request comes in and the case is briefed, it may take much longer. The crew will also need to sleep 10 hours on arrival before they can fly again.”

Morin said that once a boat is recognized to be missing, there needs to be a dedicated local search and detective program completed prior to calling his office. It helps the USCG if it is provided with as much information about the missing boat and its crew as possible.

The average cost of a USCG mission to the Micronesian region is over USD 1 million. However, Commander Morin is quick to point out that readers should not think that cost is a top priority and that they may not respond if this rate continues. “Not true,” Morin said. “We will always launch to save a life at sea.” Commander Mark Morin: “Whatever you do, don’t leave the boat. If the boat sinks, don’t leave the debris. Find something to hang on to, like a cooler or the gas tank. I’ll say it again: Don’t leave the boat!”

Article courtesy of Marshall Islands JournalMarshall Islands

16 September 2011

MaritiMe Safety

PACSAR Discussion Group attendees (L-R) - Mr Bruce Tweed (SPC); Mr Rodney Bracefield (Maritime New Zealand); Ms Amanda MacKinnell (AMSA); Mr Richard

Roberts (USCG); and Commissaire Sebastien Tarquin, French Navy (New Caledonia)


MaritiMe Security

For Pacific Island countries (PICs), the benefits of engaging in the business of open registries are obvious. However, with a history of some open registries linked to issues such as licensing substandard vessels, engaging in criminal activity, neglecting crew living and working conditions and having complex suspicious operating schemes, serious consideration needs to be given to the potential risks of renting out a country's sovereignty.

It is important for flag states to understand that it is their responsibility to develop and implement adequate safety and security standards as well as enforce them.

Further to the safety and environmental risks posed by substandard vessels registered with open registries, the implementation of the International Ship and Port Facility Security (ISPS) Code or the inclusion of Chapter XI-2 to the SOLAS Convention (International Convention for the Safety of Life at Sea), is now an additional responsibility for the contracting government.

To responsibly operate the business of open registries or FOC, flag states need to have a legal framework in place for obtaining and keeping information of ships registered under its flag.

When agreements are made between the open registry authorities and the shipping company that wishes to join the registry, the authorities should make it clear that the information provides by the shipping company will remain confidential, but would however be readily available in investigations involving safety, security and environmental incidents. This initiative taken by the flag state as a responsible approach will regulate their vessels and mode of operation and thus establish a genuine link between the vessel and the flag state.

Though there are financial benefits of engaging in open registries, some consideration should be given by PICs to the risks involved in venturing into operating open registries:

There needs to be effective legal backing to establish a genuine link between the flag state and ships registered under its flag to avoid phantom vessels.

The need to establish effective communication and monitoring of the flag state's obligations, bearing in mind the risk of trading sovereignty for revenue.

Ships operating under FOCs are increasingly coming under more stringent scrutiny by port state authorities, which could put the state's name into disrepute if the ships are found to be operating under substandard conditions.

With the lure of economic benefits for PICs in establishing open registries, there will also be more opportunity for delinquent ship owners to register their vessel where the rules and regulations are negligible and usually incapable of enforcement. With the aid of the internet, errant ship owners have the ability to change from one flag to another flag or from one recognised security organisation (RSO) to another, as well as from one recognised organisation (RO) to another.

An effective approach to ensure that a state takes responsibility for foreign ships flying its flag is to schedule regular audits and inspections. The maritime administration/designated authority of the flag state should ensure that audits, in addition to the legislative framework, are part of the initial agreement prior to engaging in the FOC business. IMO’s Voluntary IMO Member State Audit Scheme (VIMSAS) also provides a useful tool for assessing compliance.

By Alobi Bomo, Maritime Technical Security Officer, Transport Programme, EDD, SPC

A flag state's responsibility for ships flying its flagFour countries in the Pacific are already engaged in the business of open registry of foreign vessels and a few more have expressed interest in operating an open registry or flags of convenience (FOC).


The security training was carried out from January 24–26 in Rarotonga, the capital of Cook Islands, by the SPC Regional Maritime Port Security Officer.

Cook Islands Ports Authority is not the only port authority in the Pacific that experiences the problem of ISPS trained staff changing jobs and emigrating, leaving posts that are difficult to fill. The security training provided for the Cook Islands Ports Authority was expected to not only train and certify their Ports Facility Security Officers (PFSOs) but benefit port users too.

At the end of the ISPS training, participants were expected to understand: the roles and responsibilities of PFSOs, risk assessment and the contents of the Port Facility Security Plan, the roles of the Designated Authority, and the Company Security Officer, the operation and maintenance of security equipment installed in ports, and the actions that need to be taken when a ship arrives with a security level that is different from that of the port.

Participants were from: Cook Is Ports Authority (8), Aitutaki Port (2), Ministry of Transport Marine Division (1), Police Department (2), Maritime Police (1), Fire Service Department (1), Biosecurity (3), Immigration Department (2), Customs Department (1), Public Health (2), gas company (1), oil companies (3), shipping companies (6), and stevedore companies (2).

SPC takes this opportunity to convey its appreciation to the Cook Islands Ports Authority for sharing the cost of the training and also to the Ministry of Transport Marine Division for helping SPC organise the training, which turned out to be a great success.

By Hakaumotu Fakapelea, Maritime Port Security Officer, Transport Programme, EDD, SPC

MaritiMe Security

Security training for Cook Islands' port usersThe terrible terrorist attack that killed almost 3000 innocent people and resulted in massive loss of property in New York on 11 September 2001 had a global effect on ports around the world, including ports in Pacific Island countries and territories. The International Ship and Port Facility Security Code (ISPS Code) has now become the key instrument guiding countries on security compliance of international ports and ships. Over the years, the Secretariat of the Pacific Community (SPC) has been working closely with many Pacific ports to assist in maintaining ISPS compliance. One of the activities involves capacity building of ports personnel in this area. On the request of the Cook Islands Ports Authority, SPC recently conducted an ISPS training for port users in Cook Islands.

SPC security training for port users in Cook Islands


The importance of small craft reportingNew Zealand is a popular destination for internationally cruising small craft, with about 650 making the journey each year. Most of these depart from the South Pacific islands of Tonga and Fiji, and arrive in New Zealand from November to January. They usually depart New Zealand in April through to June, taking advantage of favourable weather patterns. The northern ports of Opua, Whangarei and Auckland are the most popular arrival ports.

Many of the craft skippers are regular visitors and fully aware of the border requirements of the New Zealand Customs Service and the Ministry of Agriculture and Forestry. These requirements have been put in place primarily to prevent the importation of illegal goods, protect the biodiversity of New Zealand, and facilitate the arrival and departure of legitimate visitors. The vast majority of arriving and departing small craft crew are legitimate and fully compliant. However, the influx of small craft from overseas poses a potential risk and Customs monitors arrivals and departures to ensure these vessels comply.

Customs requires advance notice of a small craft arriving. The skipper must submit an Advance Notice of Arrival at least 48 hours prior to the vessel entering New Zealand. This gives Customs the information needed to clear the craft and its passengers, and this information is also provided to the Ministry of Agriculture and Forestry. If the skipper does not submit this form, there can be penalties.

Details on the arrival and departure documentation and formalities, and the downloadable forms are available on the Customs website (www.customs.govt.nz). You can find

this information in the ‘Yachts and small craft’ section. Alternatively, a yacht pack containing the required forms and information is available from any NZ Customs office and some South Pacific ports.

It is essential that all international craft arrive or depart from a Customs port of entry. These ports are also listed on Customs website. Only in a severe emergency or with the prior approval of the Comptroller of Customs can a port other than a Customs port of entry be used as a first point of arrival. Leaving New Zealand without obtaining Customs’ clearance of your vessel may result in prosecution.

It is highly recommended that anyone arriving or departing on a small craft visit the Customs website (www.customs.govt.nz) which provides full information on this topic. Alternatively, general advice and information is available by calling the Customs Contact Centre on 0800 4 CUSTOMS (0800 428 786), +64 9 927 8036 if calling from overseas, or via email at [email protected].

By New Zealand Customs

MaritiMe Security

Customs officers liaising with a yacht owner in Auckland Harbour


1. Electronic Chart Display and Information Systems (ECDIS) news

Kiribati Marine Training Centre (MTC) based ECDIS Training and Consultancy Lecturer from the University of Tasmania-Australian Maritime College, Captain Richard Dunham takes the lead in the region in providing the flag state approved training at the Marine Training Centre, Kiribati, from 26th January to 29th January 2012.

The Transas ECDIS training was conducted in the MTC Bridge Simulator, the Transas Navi-Training 4000 model and software, which is recognised as one of the most reliable ECDIS in the world.

In initiating this training, Capt. Boro Lucic, the Institute’s Captain Superintendent, comments: 'With our position as the national leading institute on training and consultancy in the still-emerging and complicated world of maritime education, including ECDIS, strengthening our partnership with AMC will benefit the end-user; that is, the operator at sea considerably.'

Since the rolling time frame for ECDIS implementation has already started, shipping companies and crewing agencies have to prepare their nautical personnel. ECDIS training actually requires two components: generic training and equipment-specific training, generally described as type-specific training.

Training requirements are nothing new: in 2000 the IMO introduced its IMO Model Course 1.27 for the “Operational Use of Electronic Chart Display and Information Systems”. This generic ECDIS training was designed to be held in a classroom environment during a 40-hour course. A new edition of this Model Course is currently under review as STW43/3/1 by the IMO. They then published the Interim guidance on training and assessment in the operational use of the electronic chart display and information system (ECDIS) simulators (STCW.7/Circ.10, June 2001).

With the changes to the STCW Convention and Code (also known as the Manila Amendments), ECDIS training becomes an integral part of the nautical officers training scheme, starting in January 2012. Within the next five years, every officer serving on an ECDIS equipped vessel must have attended a generic ECDIS training, which is accepted by his home country and the flag state of the ship in which he/she is serving.

This is certainly a step in the right direction since the quality of the ECDIS training provided worldwide varies from a 3-day, classroom course up to a 5-day, 45-hour course. In some cases sailors get on-board training with an IMO Model Course 1.27 Certificate, yet they have never touched an ECDIS before. You can also find excellently equipped facilities like the Kiribati MTC with ECDIS classrooms and individual simulators for students.

MaritiMe training

Kiribati Marine Training Centre

Capt. Richard Dunham with 21 Kiribati Nautical Officers attending the ECDIS Course at MTC.

Cont' .... pg.17


MaritiMe training

There are 21 participants in the Kiribati nautical officers course ranging from junior officers to captain. On Sunday 29 January 2012, at the completion of the course, an assessment was held, and in the afternoon each participant was presented with an Australian Maritime College Accredited Certificate.

2. UKHO United Kingdom Hydrographic Office & ECDIS Campaign

The UKHO produces the world’s leading range of electronic and paper nautical charts and publications under the Admiralty brand, and works with the maritime industry to promote the safety of life at sea.

UKHO / Admiralty is currently running a program to highlight the importance of adequate digital navigation training, as the maritime industry adopts the ECDIS Mandate.

An invitation was offered to MTC by the UKHO to participate in this campaign, as the institute appears on the IMO Compendium of Training Institutes, and is an STCW convention party member, a government-approved training institute.

As part of the program, The UKHO will offer 100 deck officers a sponsored place on a course based on the IMO Model Course 1.27 (Operational Use of ECDIS) at a choice of training institutes worldwide.

This is how the campaign will work:

Entry: Deck officers will enter a draw to win a place on the training course.

Choose a training institute: The winners will choose a suitable training institute at a convenient location for them.

Booking and payment: An UKHO / Admiralty agency will arrange the booking of the course with the training institute, and pay for the course directly.

Promotion: Participation in this campaign may include your institute in our global marketing communications to the maritime industry.

To support this as part of the maritime quality training especially on the new requirements for the ECDIS, the MTC will join this campaign.

3. A story about Benjamin and first regional training at MTC….

Towards the end of 201, a proposal was raised by MTC through the parent ministry — the Ministry of Labour and Human Resource Development — to the cabinet for the recognition of the Kiribati Marine Training Centre as a 'regional maritime training centre...........and has been approved....'

The first candidate for this training scheme was Mr Benjamin Auffermann, the Deputy Head of the South Pacific Marine

Service , the sole employer/crewing agent of Kiribati seafarers from Hamburg, Germany.

Benjamin attended the Basic Safety Training course at MTC from 4–10 February taking the Personal Survival Techniques and Proficiency in Survival Crafts and Rescue Boats modules. The next program he participated in was the Fire Prevention and Fire Fighting and the Personal Safety and Social Responsibilities. The course involves the theoretical and practical lessons and the assessments at the end of each module.

The course was conducted at the Kiribati Marine Training Centre and Mr Auffermann’s Certificate will be assigned with MTC first certificate registry regional code.

When asked by the instructor....."Are you ready for the survival jump?....”Mr Aufferman answered....."Well, do I have a choice?”

Mr Aufferman joined the Kiribati seafarers on their refresher course at the lifeboat drill and exercise on the fourth day of the course.

Capt. Etekieru IotuaDeputy Captain SuperintendentMarine Training CentreKiribati


Ships' waste reception facilities at Pacific ports

marine environment

In July 2011 the International Maritime Organization (IMO)approved amendments to the International Convention for the Prevention of Pollution from Ships (MARPOL). The amendments, as well as associated guidelines for the development of regional reception facilities, were approved at the 2012 Marine Environment Protection Committee 63. Why? To assist countries with unique circumstances such as Pacific Island countries and territories (PICTs), in meeting obligations to provide adequate ‘ships waste reception facilities’ under the convention through regional arrangements.

This is an excellent achievement for the region (and globally) in preventing marine pollution from vessels, and it would not have been made possible without the efforts by the Australian Maritime Safety Authority (AMSA) and the support of the IMO member countries in the region.This outcome brings to an end nine years of work that began in 2003 with the recognition that PICTs had difficulty providing adequate ships' waste reception facilities and that this was an impediment for ratification of the MARPOL convention.

It is hoped that these approvals by IMO to institutionalise the regional arrangement will enable more PICTs to sign up to the MARPOL Convention. Currently there are only nine PICTs party to the convention — Cook Islands, Kiribati, Marshall Islands, Papua New Guinea, Samoa, Solomon Islands, Tonga, Tuvalu, Vanuatu.

Marine SpillsPacific Sub-regional Compensation and Liability Workshop

The Pacific region is made up of the world’s largest ocean — the Pacific Ocean, which spans over 30 million square kilometres and contains 60% of the world’s tuna fisheries, over 600 coral species, 25% of the world’s seagrass species, and 3% of the world’s mangrove coverage. The region also has unique birds, plants and animals, providing more endemic species than anywhere else in the world.

Almost 7% of the world’s biodiversity is contained in Papua New Guinea alone, in just 0.6% of the global land area. In recognition of the importance of protecting this critical habitat, the PNG National Maritime Safety Authority developed a Marine Pollution (Liability & Cost Recovery) Bill and four additional marine pollution bills that are currently before parliament for promulgation. One of the goals of the Marine Pollution (Liability & Cost Recovery) Bill is to incorporate into PNG laws relevant provisions of international conventions relating to marine pollution liability, cost recovery

and compensation. To help implementation, a workshop was carried out by IOPC Fund (Ms Chiara DellaMea) and ITOPF (Mr Alex Hunt) to (i) to raise the awareness of the compensation & liability (C&L) convention, its processes and application in the context of small island development states (SIDS), particularly focusing on the Melanesian sub-region; (ii) to outline what the C&L convention can do for members i.e. the benefits and funding mechanisms of the convention; and (iii) to encourage ratification.

Additional presentations from Dr. Steve Raaymakers, AMSA (Mr. Paul Nelson), SPREP (Mr. Anthony Talouli), P&I International(Mr. Brian White and Mr. Daniel Twikler) provided further information to participants.

The workshop was held over three days in January 2012 and attended by 24 participants from five Countries (Indonesia, Papua New Guinea, Philippines, Solomon Islands, Vanuatu) and also representatives from AMSA, Australia. The participants represented country maritime administrations, PNG port authority, PNG Finance department, PNG Foreign Affairs, PNG Department of Justice, and the PNG oil companies Interoil and Mobil.

Ships' waste reception facilities in Betio, Kiribati

Ships' waste reception facilities in Suva, Fiji

Cont' .... pg.19


This training has provided participants with enhanced awareness of the C&L instruments, processes and best practices. Participants were able to network with representatives from the C&L agencies such as IOPC FUND and P&I Club International. The workshop also assisted in facilitating better relationships and networks among PNG agencies and this will

enable greater cooperation and coordination in the event of future marine pollution incidents.

By the Secretariat of the Pacific Regional Environment Programme (SPREP)

Pollution and poor waste management practices are major threats to sustainable development in all Pacific Island countries and territories (PICTs). It has negative and serious consequences in a number of areas such as health care, environmental quality, water resources, agriculture, fisheries, bio-security, tourism and trade.

In an effort to address this issue at the regional level, the Clean Pacific 2012 Campaign, which is an activity highlighted in the Pacific Regional Solid Waste Management (SWM) Strategy 2010–2015, was endorsed in September 2010 at the 21st SPREP Meeting in Madang, Papua New Guinea.

The aim of the Clean Pacific 2012 campaign is to use an integrated communications approach to help achieve the goals and objectives of regional waste management and pollution prevention strategies, specifically the Pacific Regional SWM Strategy (2010–2015) and the Pacific Ocean Pollution

Participants at the PNG Sub-Regional Compensation and Liability Workshop in Lamana Hotel Port Moresby PNG. (Photo PNG NMSA)

Practical exercise during Clean Pacific 2012 Training Workshop

marine environment

Clean Pacific 2012 Campaign

Cont' .... pg.20


Clean Pacific Campaign Regional Workshop Participants

Prevention Programme (PACPOL) Strategy 2010–2014.

The specific objectives of the Clean Pacific 2012 are to:

increase awareness of, and capacity to implement good waste management and pollution prevention practices;

support grassroots actions for waste reduction and management, pollution prevention and/or hazardous chemicals management;

mainstream waste management and pollution prevention into national sectoral policies; and

advance the ratification and implementation of relevant regional and international agreements

The regional campaign was launched in Samoa on 2 February, in conjunction with Samoa’s commemoration of World Wetlands day. Since then several SPREP members have launched or are planning to launch their national campaigns, including Cook Islands (10 February), Solomon Islands (29 March), and Vanuatu (30 March).

One of the key activities completed to date is the Clean Pacific 2012 Training Workshop, which was held at the Tanoa

Skylodge Hotel in Nadi, Fiji from 13–16 February 2012.

The workshop was facilitated by SPREP with the support of the Nadi Town Council, Lautoka City Council and the Organisation for Industrial, Spiritual and Cultural Advancement (OISCA) International, and with financial support of the Japan International Cooperation Agency.

There were participants from nine Pacific island countries at the workshop, representing non-governmental organisations and community-based groups working in the area of waste management.

Participants were provided with information and general training on measures to better manage waste and control pollution in their communities, including the 3Rs (reduce, reuse, recycle), implementing a container deposit system, running an awareness campaign, composting, accessing small grants and other funding sources.

Participants will be supported through the Clean Pacific 2012 Campaign small grants fund to implement a community-based project during 2012.

By the Secretariat of the Pacific Regional Environment Programme (SPREP)

marine environment


maritime association news

2011 Pacific Port Directory released at the 36th PMTA Conference

The newly revised 2011 Pacific Port Directory that was released by SPC late last year provides useful information on international ports of entry and local ports in the Pacific. The general information section covers pre-arrival information, documents required for inward clearance, bunkers, port towage providers, ship chandlers and major shipping agents contacts.

All port stakeholders will find this new edition more user-friendly. It was released during the 36th Pacific Maritime Transport Alliance (PMTA) Conference, which was held in Suva, Fiji on 17–18 October 2011.

The list of ports in the directory includes:

Pago Pago (American Samoa); Aitutaki and Rarotonga (Cook Islands); Malau, Lautoka, Levuka, Savusavu and Suva

(Fiji); Bora Bora and Papeete (French Polynesia); Chuuk, Kosrae, Pohnpei and Yap (Federated

States of Micronesia); Apra (Guam); Betio (Kiribati);

Kwajalein and Majuro (Marshall Islands); Nauru (Nauru); Babouillat, Baie Ugue, Kouaoua, Nepoui,

Noumea, Poro and Thio (New Caledonia); Malakal (Palau); Alotau, Anewa Bay, Bialla, Kavieng, Kimbe, Lae,

Lorengau, Madang, Port Moresby, Daru, Kumul Marine Terminal, Oro Bay, Rabaul, Samarai, Vanimo and Wewak (Papau New Guinea);

Apia (Samoa) ; Allardyce Harbour, Aola Bay, Gizo, Honiara,

Malloco and Noro (Solomon Islands); Nuku'alofa, Pangai and Neiafu (Tonga); Funafuti (Tuvalu); Port Vila and Port Luganville (Vanuatu); and Leava and Mata’utu (Wallis and Futuna).

It has been four years since SPC started work on publishing port directories. The work was done in close co-operation with PMTA members and other ports that provided updated port information. The first Pacific Port Directory was published in 2009 and is revised every two years if funding is available. This publication is an important reference tool for ship owners, shipping companies, navy/patrol boats and ports in the Pacific. The current selling price is USD10.00, excluding postage, for non-members of PMTA. Invitation for advertisements in the Pacific Port Directory 2013 edition will be sent out towards the end of this year.

You can order a copy by contacting:

Hakaumotu Fakapelea, Transport Programme SPC Economic Development DivisionTelephone 679 3370733; fax 679 3370146; or Email: [email protected] or [email protected]


In essence, this event is to educate or raise awareness in the community or villages and schools about important issues that can affect our lives, families, community and environment in the maritime sector.

The distribution of educational posters and the demonstration of the proper wearing of lifejackets will follow, as PNGWiMA aims to promote safe boating practices and career in the maritime sector.

Most of the topics that will be covered are reflected in the association’s goals and objectives. Representatives of the association will take this opportunity to speak generally, in particular on Schedule 3 of the recent passing of the PNG Small Craft Act by parliament in July last year, 2011.

PNGWiMA is working closely with mandated organisations, such as National Maritime Safety Authority (NMSA) to inform the community and people about the importance of best practices while traveling at sea.

Currently, the association has sixty financial members, including five executive members: President Emma Kaul, Vice President Ngaire Galore, Treasurer Tania Maha, Secretary Lucy Pilai, and Ex Officer Ikanau Ogae.

To ensure that the road show runs smoothly without any funding problems, the members and interested participants will have to pay fees, as these will assist in meeting the general expenses of this event. It is anticipated that all financial members of the association, including interested participants, will make their own arrangements for this event.

At present, PNGWiMA programmes are fully supported by corporate organisations, including the Department of Transport, Community Water Transport Project, NMSA, PNG Ports Corporation, PNG Customs, National Fisheries Authority, Consort Express Line, Lutheran Shipping, and Alotau Stevedoring.

Finally, we would like to take this opportunity to convey our sincere thanks to our valued corporate supporters because without them, this association could not implement the PacWiMA goals and objectives in PNG.

PNGWiMA Executive Ph: (675) 3257500 (675) 3212230Email: [email protected]

PNGWiMA Road ShowThe Papua New Guinea Women in Maritime Association (PNGWiMA) is going to stage a road show, followed by the launching of its programmes and activities together, with its 3rd Annual General Meeting in Alotau from 24–26 April 2012. The event will be the first of its kind to be held outside the capital city of Port Moresby.

PNGWiMA Inaugural Conference, Port Moresby August 2011

maritime association news


Evolution of the transport industry with Blue Sky thinkingTechnology continues to remodel business operations and reconfigure the technology architecture that runs our transport industry today. Transport industries are facing new challenges in information management and regulatory compliance because of the growing expectation of the public to access important information with 'instant mobility'. To address the issues of 'instant mobility', industries are moving towards cloud-computing.

technology

Cloud-computing is not only a new computing paradigm that’s rapidly evolving, but a significant shift in the utilisation of information technology (IT) resources and allocation of IT funding that enables new collaborative and integrated solutions in the transportation industry by enhancing the fusion of existing transport management systems. Cloud-computing is about agility, flexibility, speed, shorting the production cycle and saving time and money. So what exactly is cloud computing, and how can it benefit the Pacific Island transportation industry today?

Cloud computing is a method of computing where large-scale IT-related capabilities are provided ‘as a service’ using internet technologies for multiple stakeholders. Instead of storing software and data on a local personal computer hard drive or on data servers as businesses have done for many years, cloud computing uses the power of the internet to store and distribute data online. It symbolises a unique opportunity to break free from the manacles of legacy technology and embrace the benefits offered by digital technologies and high-speed, high-capacity computing power. It provides location independent resource pooling, on-demand self-service and network access based on the organisation’s choice of cloud computing deployment models — private cloud, public cloud,

community cloud or hybrid cloud. The critical aspect, though, is availability of cost-effective, high speed internet services!

Take, for example, the maritime industry; petroluem prices are already high, and a natural disaster could cause them to skyrocket overnight. Maritime agencies need data fast in order to shorten routes and save fuel. Instead of having to wait weeks or even months to adjust routes, the agency will be able to see an accurate snapshot of routes and usage and make quick changes.

The uniqueness and special needs nature of the transport eco-system makes it necessary to build an integrated cloud, combining network and IT solely dedicated and specifically tailored to the transport industry thus enabling cheap and easy on-demand access of applications, programmes, processes and data anytime, anywhere, and from any device that can access the internet. Cloud-computing with mobile technology will play a significant role in systems development in the coming years.

By Shareen Taiyab, Systems and Database Assistant, EDD, SPC

Source of picture: http://mubbisherahmed.files.wordpress.com/2011/11/etsi-itssmall.jpg


Other news

25 June of each year is the 'Day of the Seafarer', recognizing the invaluable contribution seafarers make to international trade and the world economy, often at great personal cost to themselves and their families.

Governments, shipping organizations, companies, shipowners and all other parties concerned are invited to promote and celebrate the Day in an appropriate and meaningful manner.

The Day of the Seafarer was first celebrated in 2011, following its establishment by a resolution adopted by the Conference of Parties to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), 1978, held in Manila, Philippines, in June 2010, which adopted major revisions to the STCW Convention and Code.

The Day of the Seafarer has now been included in the annual list of United Nations Observances.

In 2011, the celebration took the form of an online campaign, in which the International Maritime Organization (IMO) asked everyone to voice their support using social networks. On the Day of the Seafarer, we asked people around the globe to say “Thank you seafarers” on Facebook, via tweets, by posting a video on YouTube, discussing on LinkedIn, or even writing an inspirational blog.

The Day of the Seafarer provides an opportunity to pay tribute to the world’s 1.5 million seafarers for the unique and all-too-often overlooked contribution to the well-being of the general public, and we would like to do it using as many social media networks as possible.

By generating interaction on the web about seafarers, we want to show respect, recognition and gratitude to seafarers everywhere. The universal outreach of social media will raise awareness of the vital role that seafarers play in the world economy and, in many respects, in sustainable development, enabling ships to carry more than 90% of world trade safely, efficiently and with minimal impact on the environment.

The Day of the Seafarer is also an opportunity to educate the public about issues facing the modern-day seafarer — issues such as piracy. But, most importantly, it is the occasion for us, the world, to say “Thank you, seafarers.” ENDS

For more information, please visit the IMO website: http://www.imo.org/About/Events/Pages/Day-of-the-Seafarer.aspx

Day of the Seafarer

SPC maritime provisional events calendar April to June 2012

PMTA Governing Council and Training Committee Meeting (15–16 April, Suva, Fiji)

IMO IMDG and IMBS Code Regional Seminar (30 April–5 May, Suva, Fiji)

IMO IMSAS Workshop for Pacific Island countries and territories (4–8 June, Suva, Fiji)

Transport ProgrammeEconomic Development DivisionSecretariat of the Pacific CommunityPrivate Mail Bag, Suva, FijiEmail: [email protected]: +679 337 0733Fax: +679 337 0146Website: www.spc.int/edd

lessons learned from the spc pacific islands domestic ship

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