The Vision of... Jan Fransen, managing director of Green Award

Transcription

Inséré 07 septembre 2012 Open Forum Enlevé le 07 octobre 2012
The Vision of... Jan Fransen, managing director of
Green Award Foundation
Incentive schemes, such as the Green Award, contribute to motivation and differentiation of quality
shipping. As it is, the commercial market seems to allow substandard shipping, regardless of efforts done
by regulatory institutions .s eei Award help create a market mechanism that is to result in preference for
quality tonnage on the charter market and elimination of substandard tonne
Sustainable
developments
in
maritime transport will be brought
about, but it takes time and patience
to reach the goal. That becomes
apparent on hearing the words of
Green Award Foundation MD Jan
Fransen. He has been involved in the
foundation since its start in 1994. As
such, he can vouch for difficulties to
overcome
in
the
process
of
stimulating quality improvement in
shipping, incidents and damage
control of seagoing vessels, eliminate
substandard
shipping,
improve
environmental
awareness
and
support ports to create the proper
environment for sustainability where
it concerns shipping.
Green Award do this by certifying
vessels eligible to get a Green Award
certificate
for
`green'
quality
management of ship and crew. The
foundation's certification inspectors
audit vessels and offices. Among
these are oil and product tankers of
20.000 DWT and over, dry bulk
carriers of 20.000 DWT and over, all
seagoing LNG carriers, and barges.
Soon the foundation will open the
programme for container vessels and
chemical tankers. The Green Award
benefits are there for the taking:
clean and safe vessels can rely on
port dues and pilots rates in the ports
that have adopted the Green Award
scheme, access to dedicated courses,
reduction of audit costs issued by banks and many incentives more.
However, at the start in 1994, other ports than the port of Rotterdam were very reluctant to adopt the
scheme "It took at least five to six years before Green Award was recognised by the maritime industry",
Fransen told Maritime by Holland magazine, adding that initially ships' masters and officers did not
welcome the scheme either. It was considered as being an additional administrative burden on top of
Port State Control, ISO, ISM, industry vetting schemes and other regulatory burdens.
Saved by the bell
Fransen: "In fact, the Green Award Foundation was saved by the bell, when the scheme was awarded
the first Thor Heyerdahl Award by the Norwegian Shipowners' Association in 2001 (and the then still
living Thor Heyerdahl, who launched the award, together with the shipowners' association - Ed.). At that
time our foundation was facing a serious financial problem, but the financial prize of $ 100,000 to go with
the Thor Heyerdahl Award helped to avoid that. The award also arose recognition of the maritime
industry."
Today, cooperation of Green Award with the European Maritime Safety Agency (EMSA), the International
Maritime Organization (IMO), the International Association of Ports and Harbors (IAPH), BIMCO,
Intertanko and other maritime stakeholders is proof that the foundation is well respected. European
ports, the port of Sohar, all state-owned South African ports and the Canadian ports of Vancouver and
Montréal and three New Zealand ports have adopted the Green Award incentive. According to Fransen, it
took
nine
years
to
get
the
Canadian
ports
on
board.
"At the time, Transport Canada, resembling the Dutch maritime department of the Ministry of
Infrastructure, wanted to know more about our scheme when we held a presentation at a seminar. Other
ports applauded the scheme as well, but in the end nobody would adopt it. We were told that it was a
good idea to achieve sustainability, but that it would cost part of the port's revenues. The then IAPH
chairman Pieter Struijs and I checked as in how far that claim was right. We calculated that reduction on
port dues would be no more than one per cent of the ports turnover. Big deal! "
Administrative burden
Talking
about
the
much
dreaded
administrative burden
onboard
ships,
Fransen
suggested
that all vessels should
have an administrative
coordinator to process
part of the required
operational processes
on board. "On auditing
vessel and crew, we
always ask whether
there is such an officer
on board. In the old
days, the radio officer
did
part
of
the
documentation, but his
job
ended
when
GMDSS
was
introduced. Later ISM,
ISO and, apart from
commercial administrative processes, other requirements to comply with were introduced, with which
stress and administrative burden was born. That can be lifted, when shipping lines are aware that a
vessel is in fact a business in itself."
Having said that, Fransen observes that there are a number of vessels having an administrative
coordinator onboard, thus allowing the ship's master and officers to focus on their core business, rather
than on the required documentation. He suggested to introduce the dual job for an officer with
documentation as part of the work to be done. It could be part of the Standards of Training Certification
& Watchkeeping (STCW).
In that respect Fransen mentions the issue of safe manning as part of the Green Award certification
audit. He does not unveil the flag state of the VLCC involved - only that it was foreign and that is allows
minimum crew - when he tells about the case of Green Award inspectors who found only a ship's master,
a first class and a second class navigating officer, and a trainee on board. "There should have been a
third class navigating officer on such a large carrier. As it was, either the trainee or the ship's master was
to take up watchkeeping as well. That could well become a hazard in such dense traffic legs. Fortunately
the shipping line took its responsibility and acted accordingly. It is a matter of keeping up quality of the
shipping line, which can be done when responding properly on the question `what is regular crewing to
your own standards? "
Human factor
Sufficient manning is just one aspect of the human factor in safe and sustainable shipping. Less seafarers
on board ship may result in errors through fatigue or - worse - incidents. Within the ISPS framework
Fransen advocates proper manning of the gangway, and registering the names of visitors. "They should
also get a brief instruction on what to do on the event of an incident on board ship. I for one know from
experience in the past (well before ISPS) that one can be on a deck as large as a soccer field, with
nobody in sight. That could be a danger in itself. So we introduced this policy well before the introduction
of the ISPS code.'
The danger of pollution because of environmental unawareness is another aspect in focus of the Green
Award Foundation. It supports the foundation ProSea and its courses for environmental awareness on
board and already observed the positive results on board of ships where the crew followed the ProSea
environmental awareness course.
Green Award auditors give additional marks of approval for certification in the event that the crew has
followed the environmental courses of ProSea or IMO model course that founds its origin from ProSea.
"But first and foremost is respect to be shown for the crew that navigates the vessel. Shipping lines
should not cut back on costs of labour conditions or wages ànd wellbeing on board, or on housing and
leisure facilities on vessels. Seafarers are human capital of shipowners. When crew feels at home on
board, all things related will become self evident"
Green attitude
Fransen is in no doubt that a content crew will take care of a clean and green environment on board and
the sea itself. He adds that it would be a good thing when shippers would choose green ship, just like
that. This, together with the incentives by ports and marine service providers, will create a market
mechanism that creates a demand for quality tonnage. Still substandard ships exist and are chartered.
Over the last decade shipping has improved, however what will be the effect of the financial crisis? Will
this affect the quality of shipping?
Also, Fransen would like to see more unity in initiatives for a clean environment, sustainable shipping
and port initiatives. He welcomes activities in this field, such as done by the ports within the World Port
Climate Initiative (WPCI) with the development and operation of the Environmental Ship Index (ESI).
Here we see a good example of collaboration in order to achieve the best results; Green Award and ESI
entered into cooperation. As part of the certification programme Green Award require the certified ships
to enrol to the ESI. Finally with the achieved ESI score the ship will gain additional credits in the Green
Award programme. When port initiatives in for example Los Angeles and Singapore could be integrated
with the programme then even a better effect would be achieved to make shipping safer and cleaner. As
yet, no United States port has adopted the Green Award scheme yet.
Fransen also wishes for Asian and more Middle East ports to adopt the scheme. "We are busy attracting
stakeholders in Asia, and work closely with our Ministry of Infrastructure and Environment, but also with
RCRO in Shanghai, Rotterdam representative in japan and several others. We also contacted Singapore
to explore the opportunities for Green Award there, and hope to open a representative office in Abu
Dhabi. Russian Primorsk, being an oil exporting port, is mega important to us as well:'
"Fortunately the Environmental Shipping Index is up and running, and as such can be an integral part of
all sustainable efforts", Fransen concludes. "We call upon shipowners to apply for registration in this
index. I would say: let's join forces in the maritime industry globally for a really sustainable
environment"
Janny Kok
Inséré 09 septembre 2012 Historiek Historique Enlevé le 09octobre 2012
De bruggen in Schoten : De Kruiningenbrug
De geschiedenis van de bruggen in Schoten gaat zeer ver terug in de tijd. Vermits de "Schijnbeek".voor
een groot gedeelte de grens was in het zuiden van de gemeente, waren hierdoor ook kleine
overbruggingen voorzien. Men kon deze beek op drie plaatsen oversteken: op de weg naar 's
Gravenwezel , de Hoogmolenbrug op de weg naar Wijnegem en de Kruiningenbrug op de weg naar
Deurne (tekening pagina 24). Op een kadasterplan van 1768 staan de laatste twee bruggen getekend.
Het waren kleine constructies, juist breed genoeg om met paard en kar aan de overkant te geraken.
Deze situatie bleef enkele eeuwen ongewijzigd tot men in 1852 besloot om de "Vaart" te graven tussen
Herentals en Antwerpen. Dit bracht een grondige wijziging in het tot dan ongerepte landschap. Vermits
de nieuwe waterweg bevaarbaar moest zijn voor schepen, voorzag men een kanaalbreedte van 22
meter. Aangezien de bestaande Schijnbeek, met haar vele kronkelingen, hiervoor niet in aanmerking
kwam, werd het kanaal gegraven ten noorden van de bestaande Schijnbeek (Klein Schijn).
Om deze nieuwe waterweg over te steken diende men op de toen bestaande wegen een brug te
voorzien. Om de schepen doorgang te verlenen moesten alle bruggen kunnen draaien. Aangezien men
vanaf Herentals tot in Antwerpen 42 bruggen nodig had, maakte men voor alle draaibruggen gebruik van
een standaardmodel. Op oude prentkaarten van bruggen over "de Vaart" kunnen wij inderdaad
vaststellen dat al deze bruggen identiek gebouwd waren. Zij waren van hout en draaiden op één as. Aan
de zijkanten waren ijzeren relingen voorzien met een typische ijzeren driehoek in het midden .
Als een schipper op de hoorn blies om door te kunnen varen, sloot de brugwachter de barelen en draaide
hij de brug open.
Om de brugwachters te huisvesten bouwde men aan iedere brug een apart huis. Het waren allemaal
identieke eenvoudige bakstenen huisjes met een voordeur tussen twee smalle ramen met vensterluiken.
Alle huisjes werden in het wit geschilderd zodat men altijd wist waar de brugwachter woonde.
De situatie rond de bruggen over de "Vaart" was overal dezelfde. Het is pas bij de omvorming van de
Vaart naar het "Kempisch kanaal" dat er wezenlijke verschillen zullen optreden aan de verschillende
bruggen over het ganse traject.
Vanaf 1890
Reeds vanaf de jaren 1890 zag men de noodzaak in om de Vaart te verbeteren. Men wilde de Vaart
omvormen naar het "Kempisch kanaal". Zo vinden wij op de kaarten van rond 1900 overal de Franse
benaming van "Canal de la Campine". Vermits het aantal schepen toenam kwam ook de noodzaak om te
zorgen dat men minder tijd verspeelde op het traject Antwerpen-Herentals. Buiten de 17 sluizen waren
er ook 42 bruggen die een hinderpaal vormden voor de doorvaart.
Daarom maakte men in 1905 reeds allerlei voorstelplans
om alle bestaande kleine draaibruggen te vervangen
door grotere en bredere metalen bruggen. Om de
scheepvaart vrije doorgang te verlenen voorzag men
enkel nog bruggen in de hoogte op de grote
verbindingswegen en niet meer op de kleine, meer
landelijk gelegen wegen. Voor deze realisatie dienden
echter vele onteigeningen te gebeuren vermits men
overal
open
afritten
moest
voorzien.
De oorlog van 1914-1918 was de oorzaak dat alle
voorziene en geplande werken stil kwamen te liggen. De
Vaart had toen nog zo geen strategisch belang voor het
leger waardoor bijna alle draaibruggen de oorlog
overleefden.
Vanaf de jaren 20 zullen beide bruggen elk een aparte
geschiedenis ondergaan. Daarom zullen wij iedere brug
even meer in detail bekijken en bespreken.
De Kruiningenbrug
De naam Kruiningen werd gegeven aan de brug die gelegen was over de Kleine Schijnbeek op de grens
van Schoten en Deurne. Zij werd zo genoemd omdat ze op de weg lag naar de "Kruyningen Hoef" in
Deurne. Later kreeg ook de straat die naar de brug liep de naam Kruiningenstraat.
Het is pas toen men de Vaart had aangelegd en men daar een draaibrug bouwde dat er stilaan ook
huizen gezet werden. Toen dan ook de industriè zich begon te vestigen langsheen de Vaart, waaronder
de "Suikerfabriek", werd de Kruiningenstraat één van de belangrijkste straten van "den Deuzeld".
Pas na Wereldoorlog I kon men terug beginnen met het plannen en uitvoeren van de omvorming van de
Vaart naar het Kempisch kanaal. Het zal nog tot 1930 duren vooraleer men een definitief plan had voor
de onteigening en de verbreding van het kanaal. Men had ondertussen echter ook de opdracht gekregen
om het voorziene Kempisch kanaal om te vormen naar het Albertkanaal.
Voor het bouwen van de pijlers en de landhoofden deed men beroep op de onderneming Cobetons en de
metalen brug werd gemaakt door de Ateliers Métallurgiques uit Nijvel. De staalnijverheid in het Luikse
was immers in volle opbloei en profiteerde hier dan ook volop van.
Het voorziene Albertkanaal was voor de bruggentechniek in die tijd van uitzonderlijk belang. Iedere brug
had drie overspanningen waarvan de middelste overspanning 58,5 meter bedroeg over het kanaal en de
twee jaagpaden. De twee zijoverspanningen van 15 meter waren bedoeld om achteraf een spoorweg en
een weg voor gewoon verkeer aan te leggen .
De bruggen hadden een dubbele rijweg van 6 meter breed en 2 voetpaden van 2,50 -m en een ijzeren
bovenbouw. Door allerlei nieuwe opkomende lastechnieken ontwierp ingenieur Vierendeel een geheel
nieuw brugtype, dat later de benaming "Vierendeelbrug" kreeg toebedeeld.
Het werd een soort éénheidstype van brug welke op een gemakkelijke manier in serie kon gebouwd
worden in werkplaatsen, en daarna op de plaats zelf kon gemonteerd worden met klinknagels. De twee
bruggen in Schoten, Kruiningenbrug en Hoogmolenbrug, waren beide van dit type.
WO II
Toen kwam echter Wereldoorlog II. Het
Albertkanaal was voor het leger van
strategisch belang geworden. Om een
vlugge doortocht van de Duitsers te
vermijden besloot men alle bruggen over
het Albertkanaal op te blazen! In 1940
werd de brug ondermijnd door het 24ste
bataljon van de genie en op 14 mei 1940
door het 18de bataljon van de genie
opgeblazen.
De prachtige Kruiningenbrug heeft slechts
een zestal jaren gediend als vaste
oeververbinding
tussen
Schoten
en
Deurne. Wat nu als men naar voetbal op
den Antwerp wilde gaan zien?
Zolang het oorlog bleef was er van een
heropbouw
geen
sprake.
Voor
de
voetgangers en fietsers werd er een
oplossing aangeboden door het leggen van een veerpont.
Aan het café werd de oever aangepast en werd er een kabel gespannen tussen beide oevers. De
veerman trok dan het veer via deze kabel naar de overkant. Als er schepen moesten passeren dan liet
men de kabel zakken tot op de bodem van het kanaal. Deze situatie zou verschillende jaren blijven
duren.
Toen men besloot om voorrang te
geven aan de heropbouw van de brug
van Deurne-Bal (de brug van "den
Azijn") en de Hoogmolenbrug werd
ook de beslissing genomen om de
Kruiningenbrug niet meer herop te
bouwen. Enkele jaren later verdween
ook de veerpont zodat deze vaste
oeververbinding voorgoed verloren
was.
GUIDO VAN LEEMPUTTEN ILLUSTRATIES: BEELDBANK VZW SCOT
ARTIKEL I.S.M. DE VERENIGING VOOR HEEMKUNDE SCHOTEN VZW SCOT.
Inséré 11 septembre 2012
NEWS
Enlevé le 11 octobre 2012
Iranian Mines, Missiles Can Easily Shut Hormuz
As Iranian lawmakers are preparing a bill requiring the government to close the Strait of Hormuz, some
in the West are asking how Tehran can do so, except for drowning an oil tanker in the midst of the
waterway which is the easiest way of cutting the world oil lifeline for months. In addition to its short,
mid, and long missiles, Tehran has a range of other weapons it can use to close down the vital oil artery.
These include the hard-to-detect "rocket mine" that's triggered by the distinctive magnetic our acoustic
signature of a ship, such as a US aircraft carrier, and then launches a propelled 600-popund warhead at
the target.
Then there's the Russian MDM6, equally difficult to detect, that can tackle multiple targets. It lies on the
seabed that fires a torpedo-like warhead when it senses a vessel. Both these mines can be laid by Iran's
Kilo-class submarines. As the United States builds up its forces in the Persian Gulf, including the recent
arrival of four new mines countermeasures ships to boost US-British minesweeping strength to 12, the
New
York
Times
quoted
a
senior
Defense
Department
official
as
saying:
"The message to Iran is, 'Don't even think about it'. Don't even think about closing the strait. We'll clear
the mines.
"Don't even think about sending your fast boats out to harass our vessels or commercial shipping. We'll
put them on the bottom of the gulf."
Iran isn't planning to fight a conventional war with the US and its allies. Rather it plans to employ what's
known as asymmetric warfare, in which the weaker forces uses unconventional means to overcome the
power of a strong opponent. Asymmetric warfare is specially appropriate for the Persian Gulf and the
Strait of Hormuz which are too narrow for the huge US warships to maneuver. That means mines, antiship missiles and swarm attacks by small heavily armed boats.
By some accounts, Iran is believed to have as many as 3,000 sea mines. Some estimates go as high as
5,000, but no one knows the exact number as Iran never discloses all its capabilities and arsenals.
Whatever, it's the fourth largest sea mine arsenal in the world after the United States, Russia and China.
The EM-52 is probably the most dangerous mine Iran has. But the bottom-influence EM-11 and the EM31 moored mine can also play havoc with surface craft. So the United States and its allied naval forces
face a formidable foe. "Iran's ability to lay a large number of mines in a short period of time remains a
critical aspect of the stated capability to deny US forces access to the Persian Gulf and impede or halt
shipping through the strait," cautioned US analyst Anthony Cordesman in a March analysis by the Center
for Strategic and International Studies in Washington. Iran has hundreds of anti-ship missiles, including
300 C-201 Seersucker weapons and 200 C-801 indigenous Noor systems, deployed along its long Persian
Gulf coastline, as well as air-launched weapons and cruise missiles. "It's notable that the US never
successfully targeted Iraq's anti-ship missile assets during the Kuwait war, although they were deployed
along a far smaller coastal area," Cordesman observed. Iran's army and the Islamic Revolution Guards
Corps, a combined force of some 400,000 troops, vastly outnumber US and allied ground forces. You
may also add millions of Basij (volunteer) forces. But it's from the sea the Iranians will out up their main
fight. How long the shooting will last is anyone's guess. Hormuz could be closed to tanker traffic for
several weeks, and the disruption in oil supplies will trigger severe global economic problems. Source:
FNA
NEWS
GAC expands STS venture
GAC Transfer Services (GTS) has been operating since 1979. With oil major approval, the company’s
mooring masters have experience in both static and underway berthing with all sizes of vessels.
The Quality, Safety and Environmental Management System certified by DNV consists of: ISO 9001:2008
- 14001:2004 & QHSAS 18001:2007.
GTS’ operations manager Captain Jagdeep Singh Sodhi told TANKEROperator that he thought that there
were many more locations worldwide that could be used for STS transfers.
Operations are performed both in port and off port limits (OPL). In port it is normal practice to use tugs
and pilots, while OPL transfers are normally conducted while the vessel is underway, which is more cost
effective.
GTS has found that the various flag state rules on STS tend to follow the OCIMF guidelines. However, the
local port authority regulations are weighted to enable the port to make money from the service when
conducted inside port limits.
Thus far, GTS has not experienced any problems with the new 48-hour notice rule of an intended STS
transfer. There are no hidden costs. However Capt Singh Sodhi warned that traders/ owners and
charterers should look for the commencement and end of free time in the quote.
As for the question of how many mooring masters should be used in an STS operation, Capt Singh Sodhi
said that by providing a second mooring master, as has been suggested in some quarters, the cost of the
operation would rise quite substantially.
However, he thought that in certain cases, such as multiple operations, it would be prudent to employ
two mooring masters and on certain tankers that are dedicated to STS operations, there are two Chief
Officers. In this instance, the owner normally wants the C/Os to have master licenses enabling them to
relieve the master if required.
During the first half of this year, GTS will be evaluating the facilities, including the simulator, at the
training centre in Cork. It is thought that the training centre will offer bridge team management courses
and will be tailored to individual company needs.
Capt Singh Sodhi stressed that as an STS service provider, it is important that the company’s mooring
masters attend training/refresher courses, depending on their level of experience.
“We think it would be a good idea if our clients were to have first hand experience in attending an
operation. Then the difficulties would become more apparent for example, working with multi-national
crews who feel connecting hoses is not their job,” Capt Singh Sodhi said.
Fewer crew difficulties
He also thought that the reduction in the number of crew on board vessels, as owners try to save money
while sticking to the safe manning requirement, makes the mooring/unmooring operations difficult
sometimes due to the lack of personnel on board.
Also the new design of the shipboard single crane with a shortage of fairleads and no winches serving the
manifold area, means that getting wires and ropes onto the bollards is very difficult, thus increasing the
time taken for mooring/unmooring operations.
Other factors that need to be taken into consideration include new regulations in place covering the
transfer of personnel from one ship to another when alongside each other. The shortage of crew to keep
a proper bridge and deck watch during an operation is also a problem, as is the increase in check lists
which tend to repeat each other.
Capt Singh Sodhi said that a client can be very critical for operational delays, but would think nothing if a
cargo survey took six to eight hours to complete, due to shortages etc. STS operations are still very
much hands on and should not be conducted under any commercial pressure to berth at night, in
adverse weather, etc.
The decisions should be left to those on site that have the experience of local conditions there and now,
which is the mooring master, and both the tanker masters involved in the operation, as the three should
work as one, Capt Singh Sodhi stressed.
GTS recently entered into an agreement with Rotterdam-based MariFlex to launch GAC Transfer Services
– Powered by MariFlex (GTSM). This gave the STS operation provider a wider range of services and
choice of STS locations across Europe, Asia, the Persian Gulf and Indian Ocean.
The alliance combines GAC's global reach with MariFlex's expertise in a comprehensive range of
complementary maritime services, bringing a total of 60 years of experience in STS transfers of dry and
liquid cargoes, such as crude oil, petroleum products and liquefied gas.
STS transfer operations are now being offered from more than 10 bases, including Rotterdam,
Amsterdam and Flushing in the Netherlands, Gibraltar in Spain, Frederikshavn and Kalundborg in
Denmark, Gothenburg in Sweden, Malta, Cyprus, Malaysia, Vietnam, the Persian Gulf and Indian Ocean.
At the time of the signing of the agreement, GAC Solutions group vice president Christer Sjodoff said:
"With the increased number of bases, GTSM can now respond faster and with greater mobility and
flexibility, and operate anywhere and anytime, as required by clients. We also provide all necessary
equipment such as hoses, fenders and support craft, as well as full back-up services including standby
boats, equipment transportation and 24-hour communication."
Capt Singh Sodhi explained; “We have agreed an alliance with Mariflex to expand our global reach and to
share investments in new bases and support one another with personnel and expertise. Together we can
offer good global coverage and are actively working on developing new, strategic locations.”
Today, MariFlex Transfer Services offering STS have bases in: - Flushing (served from Rotterdam);
Rotterdam; Amsterdam and Antwerp. GTS Powered by MariFlex have bases and offer services in: Malta; Cyprus; Fujairah/Dubai/Persian Gulf in general; Vietnam and Skaw and Kalundborg in Denmark.
TO
Boeken Livres
“De gekaapte kaper”
Als nummer vier in de reeks ‘Sailing Letters Journaal’ verscheen bij uitgeverij Walburg Pers “De
gekaapte kaper. Brieven en scheepspapieren uit de Europese handelsvaart”.
Nederland en Engeland hebben nogal wat zeeslagen met elkaar uitgevochten. Over en weer werden
schepen tot zinken gebracht of veroverd. Scheepsladingen werden, samen met de aanwezige post, tot
‘prijs’ verklaard. De Engelsen maakten keurige beschrijvingen van de Nederlandse buit en de
bemanningen van de gekaapte schepen werden uitvoerig verhoord. De versalgen daarvan werden –
samen met honderdduizenden in beslag genomen papieren – eeuwenlang bewaard, aanvankelijk in de
donkere kelders en tochtige zolders van de Tower of London en later in The National Archives. Niemand
keek ooit om naar deze unieke verzameling, die meer dan 38.000 zakelijke en persoonlijke brieven bevat
van en aan Nederlandse zeelieden, kooplieden en hun familie. Veel van deze brieven bereikten nooit hun
bestemming. Sommige zijn tot op de dag van vandaag niet eens geopend. Pas in 1980 werden deze
‘Prize Papers’ door een Nederlandse onderzoeker ontdekt. Het bestaan van deze archiefschat bleef echter
slechts in kleine kring bekend. De omvang van het materiaal is indrukwekkend en uniek en de brieven
zelf geven een goed beeld van het alledaagse leven in de 17de en de 18de eeuw.
Ieder ‘Sailing Letters Journaal’ bevat transcripties van opmerkelijke brieven en documenten. “De
gekaapte kaper” is geheel gewijd aan de Europese vaart, met onder andere verhalen over de handel op
Riga, Turkije en Marokko, walvisvaart en kreeftenhandel. In dit journaal worden vooral zakelijke
documenten gebruikt en zijn de transcripties zoveel mogelijk in de lopende tekst verwerkt.
“De gekaapte kaper” (ISBN 978-90-5730-772-3) telt 142 pagina’s en werd als hardback uitgegeven.
Het boek bevat ook een cd-rom en kost 19.95 euro. Aankopen kan via de boekhandel of rechtstreeks bij
Uitgeversmaatschappij Walburg Pers, Postbus 4159, 7200BD Zutphen. Tel. +32(0)575.510522, Fax
+31(0)575.542289. . In Belgie wordt het boek verdeeld door Agora Uitgeverscentrum,
Aalst/Erembodegem. Tel. 053/76.72.26, Fax 053/78.26.91, E-mail: [email protected]
Door : Frank NEYTS
OPEN FORUM
Risks associated with new green fuel legislation
Regulations for the restriction of air pollution from ships will mean extra
costs andresponsibilities for shipowners, BMT Marine & Offshore Surveys
has warned.
Speaking at a London insurance market seminar organised by the marine consultancy, principal surveyor
Gerry Williams said: “Burning ships’ fuel in an environmental manner is a huge challenge.”
Williams said that fuel technology is a discipline and a science, on its own. Most shipowners currently use
a fuel mix containing on average worldwide 2.6% sulphur, but Marpol Annex VI regulations specify a
reduction in July 2010 for ships to 1%, and in 2015 to 0.1% in ECAs.
The control areas are the English Channel, North Sea and Baltic Sea. Ships can still burn 1.5% sulphur in
the Mediterranean and potentially 4.5% outside the European Union. The US has similar legislation
pending, which would create control areas 200 nautical miles off its coastlines. One of 24 miles off
California is already in force and has its own separate controls, one of which sets all fuels to or below
0.1% by 1st January, 2012.
“Potentially, this could result in some ships carrying four different fuel types at any one time. The
complex changeovers will inevitably increase the opportunity for errors which in turn may lead to costly
claims,” explained Williams.
Record keeping vital
In order to comply with the legislation, a ship’s officer will have to demonstrate in his or her recordkeeping that the fuel has been changed in sufficient time before crossing into a control area. The
changeover can be done in about one hour, but if it is done too quickly, “there is a danger you can gas
up the engine.” A rapid change of temperature can also cause thermal shock, or seizure of the fuel
pumps.
Commencing in 2010, a raft of legislation limiting sulphur in marine fuels to 0.1% will come, or have
already come into force. This includes EU Sulphur Directive (2005/33/EC) for most ships ‘at berth’ in EU
ports (1/1/2010), CARB Regulated California Waters regulations, mandating the use of ISO8217: 2005
DMA or DMB grade fuels in main and auxiliary engines and auxiliary boilers (1/1/2012) and MARPOL
Annex VI for fuel oils to be used inside ECAs (1/1/2015).
Currently, according to a survey, the average sulphur content in heavy fuel oil is 2.46%, although some
owners already have a sulphur limit of 1.5% in their specification. Yet there is little experience around of
the likely effects of using 0.1% sulphur, said Williams, and this experience may come at a premium as
this legislation comes into force.
Turning to other fuel concerns, Williams said that what was described as ‘bad fuel’ in casualties was more
to do with poor handling, rather than sub-standard fuel. In one example, a chief engineer experiencing
severe purification problems, such as heavy sludging, forced through the out of specification fuel rather
than reporting a problem and as a result, wrecked the engine.
Engine damage
Poor management of even above average specification fuel could cause a very costly failure. For
example, since 2001, BMT surveyors have dealt with at least 30 instances of engine damage caused by
fuel problems related to catalytic fines. This problem is increasing and is likely to get worse with the
additional demands for low sulphur fuels. Each of these casualties required a complete renewal of
pistons, liners and injectors, at a cost of $1 mill to $3 mill each. One resulted in a vessel failing to keep
up with a convoy and falling victim to Somali pirates.
Williams also referred to the problem ofunscrupulous suppliers adding waste to their product, inflicting
serious damage. Chemical and other wastes had found their way into fuel selling at $500 per tonne. On
one occasion fuel was contaminated by waste from the cosmetics industry. “The engineer surveyor had a
difficult time explaining to his wife when he came back from survey why he smelt of perfume when he
usually smelt of the engine room!” said Williams.
Calling for strict controls by shipping companies over their use of fuel, he urged that they institute, or
improve fuel management programmes to ensure sampling before use and regular inspection of
handling. Williams said that exemplary care was shown by managers of the Maersk fleet. He said that the
company does not allow its ships to use any fuel until thoroughly analysed and confirmed by the
technical management ashore that it can be used.
He also praised the new Lab-on-a-Ship concept developed by Danish company NanoNord and
classification society Lloyd’s Register, which checks the fuel and lubes before use.
Polar problems
Speaking at the same seminar, Andrew Kendrick, vice-president of BMT Fleet Technology, the Canadian
subsidiary of BMT Group addressed the problems of overcoming navigation in ice covered waters and
cold
climates.
“World authorities and maritime businesses remain desperately short of expertise in ensuring safe
shipping operations in polar regions,” Kendrick said.
This situation prevails despite the rush to exploit and trade minerals in these harsh climates, and sell
polar passenger cruises, he explained. Laboratory testing cannot provide all the answers as to what
happens when a 100,000 dwt vessel crashes into a large piece of ice.
But BMT is discussing with shipping companies how to build a new, safe generation of Arctic tankers.
What is well known is that even light ice can exert dangerous forces on a ship, especially those with poor
quality steel. Furthermore, the speed of a ship is critical in an impact; while most sail quite slowly in the
Arctic, LNGCs cannot because for reasons of efficiency, they have to keep up with the trains (facilities)
producing the LNG, Kendrick explained.
This means there will soon be big ships in the Arctic travelling quickly, and no operational experience
exists in this area. BMT therefore is trying to develop a thorough understanding of what the loads of
these ships will be, and whether LNGCs will take the dynamics of ice-breaking loads. These ships will,
however, cost significantly more than the standard open water ships.
Oil and gas
The biggest factor exciting people at present is the prospect of oil and gas: the Arctic is estimated to
contain up to 25% of the world’s undiscovered reserves and several giant fields have been discovered.
Kendrick forecast that sea transport will play a major role in energy exploitation, with offshore fields
having marine components for exploration, drilling and production; heavylift by ship and barge will
compensate for lack of infrastructure around onshore fields; and movement of LNG cargo will be by sea.
Pipelines are difficult to build in Arctic areas, and keeping the permafrost bed frozen in summer is a key
factor. “As the summers get longer and the winters get warmer, that becomes more of a challenge.” said
Kendrick, as pipelines are both a technical and an ecological risk.
The Antarctic presents a more complex problem when it comes to managing emergency response, due to
its remoteness and low population density. As a result, the IMO has been asked to turn its guidelines for
ships operating in polar waters into a mandatory code.
Kendrick went on to warn of limited icebreaker support and expressed concern that it will probably be at
least a decade before a new generation of icebreakers is available from any government source.
Response times for any emergencies are therefore going to be slow for summer events and very slow for
winter
events.
On a similar theme, Kendrick went on to underline that there are very few ports in polar regions and very
limited refuges where a disabled vessel could safely spend the winter. If ice formed more rapidly than
expected, it would be impossible to find a safe haven. He said that the Canadian Arctic, an area the size
of Western Europe, has a population of 15,000, and these people are dispersed in small settlements.
Rescue difficult
Therefore, it would take some time before any rescue service could intervene by air, let alone by sea.
Lifesaving equipment is unsuited for polar conditions, and pack ice would quickly rip liferafts apart.
Lifeboats had little inherent winterisation, while non-ice strengthened vessels would simply be crushed,
he said.
The development of Arctic shipping suffers from a severe lack of trained people, following from the
downturn in training in the late 1980s and early 1990s. To fill the gap, retired Russian, or Canadian
icebreaker officers, sometimes well into their 70s, are being asked to perform the duties of an ice
navigator, advising a vessel’s master.
In addition, the absence of both adequate ice navigation simulators and on board experience makes a
challenging situation more difficult. This is further complicated by the fact that standard modern radar
does not pick up the presence of ice particularly well. Charts are poor, except for those which are the
preserve of military powers. This is made worse by the fact that national governments are not investing
much in charts, although energy companies are working on this necessity.
BMT Marine & Offshore Surveys recently received the Chartered Insurance Institute (CII) accreditation
for its training events and seminars during 2010. The company is arranging further CII accredited
seminars in New York, Greece and Hong Kong in the first half of this year. These will address topics such
as lay-up problems, new bunker fuel regulations, polar ice operations as well as the Chinese newbuilding
and components market.
TankerOperator
News
Shipmanagement solution moves forward
Last October, the shipmanagement functions of BW Gas and BW Shipping were combined under the
banner of BW Fleet Management (BWFM).
Since World-Wide and Bergesen joined together in 2003, many common areas have been identified and
amalgamated. These include purchasing, IT, marketing, insurance and HR functions. By forming BWFM,
this process has been taken a step further.
There are obviously several differences in managing a gas fleet against a tanker fleet. However, BW
identified a number of areas where a high level of interaction and information exchange led to both
internal and external improvements.
By the end of the first quarter of this year, the co-operation and integration of the Oslobased gas team
and the Singapore tanker team was moving steadily forward, BW said in its in-house periodical World
Horizon.
BWFM is now run from both centres, but at the time of writing, it had not been decided whether some of
the functions would be amalgamated and/or moved, BW told TANKEROperator. Its function is purely to
look after BW’s shipmanagement interests and not become involved in third party management.
Strategy meeting
A strategy meeting was held in Singapore last January, which laid down BWFM’s goals and opportunities
going forward. BWFM managing director Morten Martinsen explained at the time; “Our purpose is to
deliver high quality, long term shipmanagement services to BW group companies and we are aiming to
be in the top quartile of shipmanagement companies in terms if reliability, safety and cost effectiveness”.
In addition to Martinsen who sits in Oslo, Trevor Smith was appointed director shipmanagement and
Hugo Haeselich became director marine personnel.
BWFM said that it was focusing on either integrating or co-operating in four key areas – manning,
marine, technical and development. Fleet teams have been established cooperating both in the technical
and shipboard personnel functions.
Significant progress is claimed in the manning department and working groups in the other areas are
developing concrete action plans. “We are not integrating for the sake of integration,” Martinsen
explained, “We will do it where we see a need and a benefit.
“However, it is important to recognise that forming BWFM and improving systems and practices, is not a
‘nice to have’ exercise. It is an absolute necessity in order for us to move forward as a successful,
industry-leading organisation, to grasp future opportunities and ensure we exceed customers’
expectations in terms of safety, reliability and costeffectiveness,” he said.
The people and offices that customers have become used to dealing with remain the same. The areas of
quality, vessel standards, service, crew and safety will improve over time, BWFM claimed.
One of the advantages of forming the integrated shipmanagement concern is that there is now 24/7
access to a globally integrated team that works across all time zones. This helps to ensure efficiency,
flexibility and responsiveness, which in turn saves time and money.
This combined, larger organisation will lead to a greater availability of resources for newbuildings,
projects, drydockings and inspections. The scale of the organisation will also lead to more purchasing
power.
Manning team
A new manning team was formed, headed by Hugo Haeselich. He was previously head of marine
personnel in Oslo and reports to Martinsen. “Combining the manning departments was a natural step in
BWFM’s integration plan and it is a good example of using our existing resources in the most efficient
and productive way,” Martinsen said.
“Although there will be little change in the seafarers’ day-to-day lives, we hope that a more professional,
streamlined operation will bring benefits for seafarers, such as cutting down on bureaucracy and in the
future, opening up new career opportunities as a result of being a larger organisation,” he explained.
Other benefits include better recruitment coordination, training and staff development. Haeselich
explained; “Manning is a critical issue in the maritime industry and going forward it will be even harder
to find quality crew. Streamlining bureaucracy, maximising our global manning offices and agents and
improving the co-ordination of training to ensure consistently high standards, will hopefully give peace of
mind to our customers that their cargo will be delivered on time, every time.”
In order to establish a strong BW identity and high performance work culture among the shipboard staff,
an HR role was also created. Former BW Maritime senior manager HR Sara Stratton took on the role of
overseeing the integra-tion of seafarers into the broader BW culture and assist senior management in
implementing a single seafarer development system across all manning pools. She is also involved in
perform-ance management, training and other initiatives to enhance the ship-to-shore relationship.
“We have around 4,000 employees at sea who run our ships to high standards. One of the great
opportunities going forward is bringing Oslo and Singapore together in policy practice and developing a
positive synergy across the companies,” Stratton explained. TO
Inséré 19 septembre 2012 HISTORIEK HISTORIQUE
Enlevé le 19 octobre
2012
La Marine de guerre belge (I)
Les économies réalisées du fait du désarmement de la goélette. permirent l'achat d'un nouveau paquebot
de 100 chevaux, à deux cheminées, construit sur les warfs anglais. Le 1 mars 1859, le lieutenant de
vaisseau Picard et l'équipage de la Topaze se rendirent à Blackwel pour essayer, sur la Tamise, le
nouveau pyroscaphe, qui fut baptisé l'Emeraude.
Ce bâtiment, destiné à servir de remorqueur, de bateau de sauvetage
et de transporteur de dépêches, ne reçut ni commandant ni personnel
permanent.. En cas d'emploi, il était monté par des marins de l'une
des trois autres malles-postes. I1 fit ses débuts le 20 mars suivant; il
eut comme commandants : Claeys, P., Gérard et Helin .
Le 1er février, la Section centrale, d'accord avec le Gouvernement,
avait proposé de supprimer le Diamant, devenu trop vétuste; peu
après, la Chambre déclara l'urgence de cette mesure et la confirma.
Mais le 10 mars 1860, comme conséquence des réclamations des
sections à propos du budget des Affaires étrangères, un projet de loi
fut déposé en vue de remplacer les voiliers hors de service par deux
bâtiments à vapeur : une corvette à hélice, armée de 17 canons de
30, et un aviso-goélette à hélice de 6 obusiers de 30. Notre premier
Roi, qui voulait favoriser une nouvelle tentative de colonisation aux
iles Hébrides, fit tous ses efforts pour obtenir alors la régénérescence
de notre flottille militaire; il inspira même une étude intitulée : «
Complément de l'œuvre de 1830 », dans laquelle il était demandé la
construction de quatre corvettes et de trois bricks, ce qui nous eût
permis d'établir des stations navales sur la côte d'Afrique, en Chine,
en Océanie et sur la côte occidentale d'Amérique. De vives discussions
s'élèvent encore à ce sujet au Parlement, mais, l'agrandissement
d'Anvers ayant été décidé, la défense maritime fut complètement
sacrifiée aux nécessités de la défense nationale, qu'en réalité elle est appelée à compléter.
Le ministre des Affaire étrangères avait compté sans l'opinion à laquelle il fallut bientôt, en quelque
sorte, faire violence pour lui arracher les 50 millions exigés pour la construction de la nouvelle enceinte,
somme à peine supérieure cependant à celle que réclamait l'érection du nouveau Palais de Justice, qui ne
souleva aucun murmure ! Avec les crédits affectés à l'armement et à l'entretien de la garde civique, on
eût pu aisément monter une belle et bonne marine. La question avait le grand tort, aux yeux de la
masse, si facilement entraînable, d'être inconnue ou mal comprise, trop peu défendue et trop ridiculisée
par des folliculaires ou des hommes politiques cherchant à étayer leur popularité par des lazzis plus ou
moins spirituels. I1 était alors de bon ton de dauber sur la marine comme, peu avant la dernière guerre,
il était de mode de mépriser le militaire.
Le 20 février 1861, M. Goblet présenta le rapport sur le projet de, crédit de 1.500,000 francs pour la
construction des deux bâtiments proposés moins d'un an auparavant et au Sénat il se trouva des pères
conscrits pour se prononcer en faveur de l'organisation de la cinquième arme. Néanmoins, les aveugles
passions déchaînées obtinrent ce décevant résultat que, le 4 avril 1862, Charles Rogier, successeur de
Goblet, retira le projet de loi du 10 mars 1860, déclarant (l'aveu mérite d'être noté) « que le
Gouvernement renonçait à la marine militaire, bien qu'il en fût partisan » !
Dans la jubilation causée par ce triste succès, le député Van Overloop, acharné adversaire de notre
flottille, alla jusqu'à émettre le vœu de supprimer les marins en même temps que les navires, afin qu'on
ne se prévalût pas, dans la suite, de leur existence pour réorganiser ce malheureux corps, dont la
spécialité est cependant d'étudier, de préparer l'avenir commercial du pays, de servir de guide aux
armateurs clans les entreprises lointaines, dans les essais de longue haleine, de stimuler leur ardeur pour
créer des débouchés directs, par suite d'efforts et de sacrifices de toutes sortes.
Peu après, le Duc de Brabant fut désarmé à son tour, et, le 11 avril 18b2, le terme «.Marine royale »,
trop belliqueux, de l'avis des Van Overloop et Cie, fut remplacé par la dénomination plus placide et
débonnaire de : « Marine de l'Etat ».
A ce moment, il n'y avait plus en service que 18 officiers et 250 sous-officiers et matelots; depuis
longtemps déjà, les officiers restaient, en quelque sorte, en disponibilité; le cadre avait cessé d'exister et
la maistrance n'était plus qu'un nom.
Le brig eut une belle mort : vers la fin de 1863, il fut mis à la disposition de la commission d'expériences
des mines sous- marines et, le 18 août, on le
fit sauter dans l'Escaut, près de Sainte-Marie.
La goélette, portant encore les traces des
glorieuses blessures reçues au Rio-Nunez, eut
une fin plus misérable : Affectée d'abord à
l'hydrographie sous les ordres du lieutenant de
vaisseau Stessels, elle fut mise ensuite à la
chaîne au bassin de Mexico, à Anvers, sous la
garde de deux fantassins. Un jour, on
s'aperçut que les maraudeurs, après avoir
enlevé les ferrures et les cuivres, en
commençaient la démolition. Alors on la mit en
vente et un commerçant la transforma en
magasin à charbon.
La plupart des officiers et une partie des
marins furent versés clans les services civils de
la marine, certains officiers obtinrent leur
passage dans l'armée; quelques matelots
furent envoyés en conge illimité.
Il fut décidé qu'on ne formerait plus d'officiers
de marine, et pour cause, mais que les
commandants de paquebots et de malles
garderaient un certain caractère militaire.
Enfin, les steamers furent considérés comme navires de guerre et, contre toute règle protocolaire,
continuèrent à arborer la flamme, désormais plus ridicule que belliqueuse.
Afin de ne plus revenir sur cette question, énumérons ci-après les malles qui assurèrent, dans la suite,
les relations entre l'Angleterre et nos côtes : Acquis par l'État de 1863 à 1866 : le Saphir (ci-devant
Queen of the Frenchs) , la Perle (ci-devant John Penn), la Belgique, toutes de 700 chevaux et filant 13
nœuds; de 1867 à 1834 : Louise-Marie, Léopold Ier, Marie-Henriette, Comte de Flandre, Comtesse de
Flandre, Prince Baudouin et Parlement Belge, toutes de 1.500 chevaux et filant de 14 à 16 nœuds; en
1887 : Prince Albert, Ville de Douvres et Flandre, de 4,000 chevaux et filant 18 nœuds; en 1888 :
Princesse Henriette Princesse Joséphine; en 1893 : Léopold 11 et Marie-Henriette; en 1895 : Rapide et
Princesse Clémentine, ces types étant de 7,000 à 12,000 chevaux et filant de 19 à 22 nœuds; en 1905 :
Princesse Elisabeth, et en 1910 : Pieter de Koninck et Jan Breydel, à turbine, de 13,500 chevaux et filant
24
nœuds.
La crise franco-allemande et la mobilisation de nos troupes démontrèrent à nouveau la nécessité d'une
marine militaire en Belgique et, douze jours après la déclaration des hostilités, le 31 juillet 1870, le
Gouvernement se hâta de rappeler quelques officiers à l'activité. Il chargea, entre autres, un
commandant : le capitaine de vaisseau Vanhaverbeke, de la direction supérieure des différents services
de la marine pour Anvers et l'Escaut. De même, le capitaine Petit fut désigné pour Ostende et les côtes
et le capitaine-lieutenant Roose (nommé par l'arrêté du I er août) fut de plus attaché à l'état-major du
général Eenens, commandant la place d'Anvers. Ecrevisse fut le dernier lieutenant de vaisseau de 2ème
cl., promu le 1er septembre 1870.
Malgré la remise de l'armée sur pied de paix, ce dernier poste fut maintenu à la demande du ministre
la Guerre, Guillaume, jusqu'à la retraite de son titulaire, nommé capitaine de vaisseau et pensionné le
novembre 1876, à la date du 1 janvier suivant. Et ceci parce qu'il fut jugé nécessaire d'adjoindre
marin à l'état-major du commandant de la position fortifiée d'Anvers, au même titre qu'un officier
génie et de l'artillerie.
de
17
un
du
L'alerte de 1870-1871 eut-elle le dont d'aveugler plus encore les désorganisateurs de notre flottille et
l'expérience n'eut-elle d'autre résultat que de les irriter davantage contre cette utile institution? Toujours
est-il que l'arrêté organique de l'Administration de la Marine du 5 octobre 1876 stipula « qu'il n'y avait
pas lieu de conserver un caractère militaire à aucun des services de la marine », et le commandant
maritime d'Anvers, Vanhaverbeke, fut nommé inspecteur général « pour les fonctions civiles seulement
»; ce capitaine de vaisseau et les capitaines-lieutenants Michel, Dufour et Gérard donnèrent leur démission. Néanmoins Vanhaverbeke continua à porter l'uniforme de général-major de la marine.
Pour nous servir du mot de l'avocat Jottrand : « la marine militaire belge disparaît ainsi presque
clandestinement
».
Cependant l'arrêté du 5 octobre décida que les officiers de l'ancienne marine de guerre, qui avaient
obtenu des emplois dans les services de la marine de l'État, resteraient soumis aux dispositions
particulières qui avaient réglé leur position, leur solde et leur avancement. C'est ainsi que le lieutenant
de 2e cl. Ecrevisse prit le commandement d'un paquebot, tout en conservant son grade.
Il importe de noter que, le 28 février 1890, le lieutenant Petit, chargé du service hydrographique après
Stessels, fut promu, mais à titre honorifique seulement, capitaine-lieutenant de vaisseau.
Cependant, éclairé sur l'obligation de préserver l'Escaut d'une incursion étrangère, et ayant admis
l'importance du rôle de la torpille dans les batailles navales et surtout dans la défense des côtes et des
rivières, le Gouvernement fit construire la batterie de Sainte-Marie, en projetant d'établir des barrages
de torpilles fixes dans certaines passes. En conservant certains officiers, il espérait très probablement,
sans oser l'avouer, pouvoir parer un jour à une situation difficile.
Le 30 décembre 1876, par ordre du ministre de la Guerre, il fut procédé, à Anvers, à l'adjudication d'un
bateau à vapeur de 31 chevaux, avec coque en fer, pour le service des mines sous-marines; le détail
estimatif s'élevait à 80,289 francs. Le vapeur la Torpille des pontonniers fut ainsi construit pour la pose
de torpilles fixes. Mais cette solution ne constituait qu'une demi-mesure et un autre bateau à vapeur à
fond plat et à faible tirant d'eau fut commandé; conçu dans le but de porter 50 torpilles, il mesurait 32
mètres de long et portait deux mitrailleuses.
Depuis la disparition de la Marine royale, le service de garde-pêche fut
assuré par le trois-mâts-barque Mathilde, loué par le Gouvernement. Ce
bâtiment fut commandé en dernier lieu par le lieutenant Gérard (1). Mais
la Convention de La Haye, du 6 mai 1882 (autorisant la Belgique à
participer, dans une zone limitée, à la surveillance internationale de la
pêche), ayant été approuvée par la loi du 6 janvier 1884, on affecta à ce
service le trois-mâts-barque Ville d'Ostende, de 385 tonneaux, lancé en
1881 à Baesrode, et l'aviso mixte Ville d'Anvers, de 1,061 tonneaux et de
950 chevaux, lancé par le chantier Cockerill.
Ils possédaient vingt fusils Albini à bord et portaient tous deux... la
flamme de guerre.
Le voilier servait en été et le vapeur en hiver. Les premières croisières
furent effectuées sous les ordres d'Ecrevisse.
L'équipage de l'aviso se composait de : 1 commandant, 1 second, 2
lieutenants, 1 mécanicien, 1 médecin de l'armée, 1 aumônier, 1 maître de
manœuvre, 1 maître des machines et chaudières, 1 second maître des
machines, contremaître des machines et chaudières, 1 contremaître
charpentier, 1 contremaître voilier, 20 marins, 6 mécaniciens, 2 cuisiniers,
1 domestique, 40 mousses; total : 85 hommes, état-major compris. Ce
personnel était uniquement composé de fonctionnaires, d'agents et
d'employés de l'Etat.
L'équipage de la goélette ne différait du précédent que par l'absence de mécaniciens et comptait donc 74
hommes.
Sur les instances de l'ingénieur baron Sadoine, la Société Cockerill offrit d'armer la Ville d' Anvers de
canons, ce qui lui aurait permis de faire décente figure à l'étranger, mais refusa sous la pression des
timorés.
Une lueur d'espoir jaillit lorsque le représentant Le Hardy de Beaulieu jeta un cri d'alarme à propos du
budget pour 1884 :
Il affirma que les marins incorporés dans l'armée de terre comme miliciens, délaissent la navigation et
abandonnent la navigation au retour dans leurs foyers. Il s'ensuit que le nombre de matelots belges
diminue sensiblement, ce qui ne permet plus aux armateurs de recruter, parmi nos populations
maritimes, les équipes qui leur sont nécessaires.
Ce député préconisa, comme remède à une si triste situation, de placer tous les miliciens de cette
catégorie à la compagnie des pontonniers de place comprenant une section de torpilleurs, et dans
laquelle ils pourraient rendre de grands services.
Pendant la saison de pêche et du
cabotage, ces hommes obtiendraient des
congés, à l'instar de ce qui se faisait pour
les moissonneurs, afin de pouvoir, sous
des conditions à déterminer, prendre du
service à bord des bateaux de pêche et
des navires marchands naviguant sous
pavillon belge.
Les paquebots de l'Etat, ainsi que le
navire frété chaque année pour la
surveillance de la pêche dans la mer du
Nord, la Mathilde, recruteraient leur
personnel parmi les miliciens marins. Les
marins
momentanément
sans
engagement seraient embarqués soit sur
le bateau-torpilleur du génie, qui ferait de
fréquents voyages, soit sur le bateauécole de l'Etat, placé sous le commandement d'officiers de la marine. Les
marins
nouvellement
incorporés
s'instruiraient à Anvers pendant les mois
d'hiver qui suivent leur incorporation,
avant de pouvoir naviguer pour le compte
de particuliers.
En cas de mobilisation, tous les marins
entreraient dans les rangs de la compagnie des pontonniers de place, qu'ils renforceraient
avantageusement, et, si le nombre était insuffisant, on en formerait une compagnie de mariniers, dont le
concours serait précieux pour la défense des passes de l'Escaut, pour celle des digues et dos inondations,
ainsi que pour le ravitaillement en vivres des postes établis en vue de cette défense.
Une note du directeur de la Marine, élaborée en vue de ré. pondre à M. Le Hardy de Beaulieu, reconnut
en effet « ne Ostende les bras manquent et que les bateaux de pêche doivent rester au port, faute
d'équipage », malgré les efforts tentés par l'administration de la Marine en vue d'encourager les
populations côtières à reprendre leur ancien métier; le directeur confirma que « le métier militaire
n'enlève pas seulement des bras - à la marine et à la pêche, en ce sens qu'il force les marins à quitter
leur métier, mais qu'il les détourne à jamais ».
En présence de la gravité de ces déclarations, le ministre de la Guerre Gratry sembla tout disposé à
seconder son collègue chargé de la Mariné dans cette question, et des conférences furent tenues pour
aboutir à un arrangement satisfaisant les divers intérêts en cause.
Le département de la Guerre résolut d'abord d'assigner Ostende comme garnison aux miliciens sollicitant
de fréquenter l'école des mousses et de les autoriser à s'embarquer, avec cette école, à bord du gardepêche; mais il fut très vite démontré que ce procédé était peu pratique.
Finalement on s'arrêta à l'idée d'incorporer dans les régiments d'infanterie résidant à Anvers et à
Ostende, les miliciens exerçant le métier de marin et de pêcheur. Le département de la Guerre prescrivit
aux chefs de corps de permettre à ces miliciens, en se concertant avec les commissariats maritimes, de
s'enrôler pour un ou plusieurs voyages, ou pendant une certaine période de chaque année à bord des
bâtiments du commerce ou de pêche. Au retour. ils devaient rentrer à la caserne et y faire le service
militaire jusqu'à un embarquement ultérieur.
Dans le même ordre d'idées, le département de la Guerre autoriserait l'incorporation dans les régiments
d'Ostende et d'Anvers.", des jeunes gens désireux, tout en remplissant leurs devoirs militaires de suivre
los cours des écoles de navigation établies dans ces deux villes pour la formation d'officiers au cabotage
et au long cours.
C'est à ce moment qu'intervint encore le directeur général de la Compagnie Cockerill, baron Sadoine ,
qui consacra toute son activité à tenter la restauration de notre marine militaire.
Ce patriote éclairé écrivit au ministre de la Guerre, le 10 janvier, pour lui exposer une nouvelle façon de
résoudre ce grave problème :
1.
Préoccupé, des moyens de fournir à nos steamers des équipages et des états-majors belges, j'ai
eu l'idée de pousser à la création ce régiments de marins, composés de tous les miliciens du
littoral de la mer et des bords de nos fleuves. Les marins ont, en effet, fait leurs preuves dans la
défense de Paris en 1870, et dans toutes les guerres modernes.
2.
3.
4.
Ces régiments seraient, selon moi, casernés à bord de navires à vapeur armés de quelques
pièces, suffisantes pour exercer les hommes à saluer les pavillons étrangers dans les missions
d'explorations scientifiques ou commerciales que feraient ces navires. Grâce au télégraphe, ces
régiments seraient rappelés à Anvers - pour la défense du pays, en cas de besoin.
J'ai exposé, il y a une quinzaine de jours, mes idées sur ce sujet au Président de la Chambre et il
m'a engagé à vous écrire.
Je viens d'apprendre que votre département avait mis la question à l'étude, mais qu'il ne
s'agissait que de ; créer des compagnies d'étudiants marins. C'est quelque chose, mais ce n'est
pas assez pour ajouter à l'armée l'élément marin, qui ne peut être qu'avantageux, et pour créer
une marine marchande, si nécessaire à l'industrie belge »
Le général Gratry répondit à M. Sadoine que, tout en étant d'accord avec lui que deux régiments de
marins remplaceraient avec avantage deux régiments d'infanterie pour la défense d'Anvers et du pays, il
croyait cc projet irréalisable, parce que l'on trouvait à peine, dans le contingent de militaires côtiers, de
quoi alimenter la compagnie de pontonniers (sur l'ensemble des classes de 1882 et 1883, en ne trouva,
dans l'armée entière, que 43 marins et 24 pêcheurs, indice évident de la dégénérescence de ces
professions, dégénérescence due à la suppression de la marine de guerre).
Mais M. Sadoine, le « Père » Sadoine, comme l'appellent encore avec une respectueuse et
reconnaissante considération nos vieux loups de mer qui l'ont connu, combattit cet argument en faisant
valoir à bon escient, preuves à l'appui en ce qui concerne: les officiers notamment, que le personnel de
notre ancienne flottille ne comprenait que peu d'Anversois et d'Ostendais, et que, composé en grande
partie de Wallons, elle a fourni à l'Allemagne des officiers qui s'y firent apprécier.
Ceci démontre que « tous les Belges sont aptes à devenir marins, d'autant plus que maintenant, grâce
aux chemins de fer, ils ont presque tous vu la mer à dix-huit ans, et que, grâce à l'instruction, ils savent
en quoi consiste In vie de marin.
« Le marin d'aujourd'hui ne doit plus être absolument le matelot d'autrefois; les navires de guerre et les
steamers du commerce portent peu de voiles et toutes les rnanœuvres se font au moyen de treuils à
vapeur.
Toute la question serait, pour le milicien. de gagner le pied marin, car alors il peut faire le service qu'on
exige de lui comme s'il était à terre. Le gymnase à terre fera le reste.
j'ai vu dernièrement, ajoutait M. Sadoine, à Villefranche, une descente à terre avec canons de campagne
de tous les équipages de l'escadre de la Méditerranée, et les manœuvres qu'ils ont opérées avec cette
artillerie. C'était admirable et je vous réponds qu'avec des hommes pareils vous feriez à Anvers double
besogne.
Ces équipages forment des compagnies qui. sont casernées à terre en attendant qu'on en ait besoin à
bord. Le colonel Bouyet (1) pourrait sans doute étudier l'organisation de ces compagnies.
Les marins, en quittant le service, ont un métier. Ils ne resteront jamais sans travail, tandis qu'à chaque
instant on voit des miliciens renvoyés du service qui ont oublié le leur, s'ils en avaient un. »
Bref, après bien des pourparlers au début du mois de mai 1884, le ministre de la Guerre Gratry se
déclara partisan de la création d'une compagnie de mariniers, proposée par le lieutenant-colonel Breuer
dans un mémoire sur la mobilisation, tout en faisant incorporer, à partir du 31, dans la compagnie des
pontonniers de place, tous les miliciens exerçant la profession de marin ou celle de pêcheur, ainsi que
ceux admis à suivre les cours des écoles de navigation. Des congés devaient être accordés à ces derniers
afin de leur permettre de prendre des engagements à bord des navires marchands naviguant sous
pavillon belge.
En étudiant l'organisation à donner aux futurs mariniers fut préconisé de réunir en un seul corps les
pontonniers de campagne, ceux de place et les 31e et 32e batteries de côte, ou de former un bataillon,
dit de mariniers, d'environ 1,200 hommes, à six compagnies, comprenant : deux compagnies de
pontonniers de campagne, une de place, une compagnie de marins et deux d'artillerie de marine.
Ou bien encore, de créer :
1° un bataillon de mariniers, se subdivisant en : une compagnie de pontonniers de place et d'artificiers,
deux compagnies de pontonniers de campagne, une compagnie de marins-torpilleurs et deux
compagnies d'artillerie de côte;
2° Un bataillon d'infanterie de marine, dont la base de l'instruction serait celle donnée aux troupes du
génie.
Tous les hommes incorporés pourraient bénéficier des dispositions accordées aux miliciens marins ou
pêcheurs.
Les dix compagnies précitées étant comptées en moyenne à 205 hommes, on aurait eu ainsi un corps
d'environ 750 hommes sur pied de paix, que l'on aurait pu exercer aux manœuvres de mer sur l'aviso
'Ville d'Anvers, dont le Gouvernement allait faire l'acquisition pour surveiller la pêche. Ce corps renverrait
donc annuellement environ 250 hommes aptes à faire de bons matelots, appoint excellent pour
remplacer la « racaille cosmopolite des ports », à laquelle nos armateurs devaient à regret, mais
forcément, avoir recours faute d'éléments nationaux.
Le contingent devait être fourni par les populations côtières et celles des bords de l'Escaut, moins
sujettes à contracter les fièvres des Polders.
Comme mesure transitoire, et en vue de
préparer déjà la création de cette compagnie
spéciale de marins, 47 pêcheurs, pris dans les
divers corps de l'armée, furent passés, le 14
juin 1884, à l'effectif des pontonniers de place.,
dont ils prirent l'uniforme et dont le contingent
annuel fut augmenté de 20 hommes et l'effectif
en solde porté de 78 à 138 soldats.
Entre temps, le général Gratry céda le
portefeuille au général Pontus, le 16 juin
suivant. Ce dernier entra dans les vues de son
prédécesseur, mais dut renoncer bientôt à la
réalisation de ces projets; des traces en
subsistent néanmoins dans le façon dont, le 26
juin 1886, le ministre détermina le mode de
répartition des contingents de milice dans les
diverses unités des corps de troupe et prescrivit
des mesures propres à faciliter la mobilisation
de l'armée : la compagnie de pontonniers de place devait, en effet, comprendre les éléments nécessaires
à la constitution ultérieure d'une compagnie de marins torpilleurs.
Lorsque le baron Sadoine vit échouer l'idée qu'il avait émise « non seulement par patriotisme, mais aussi
par intérêt de nos propres steamers », il porta ses efforts vers un autre objectif et il parvint à obtenir
l'embarquement de 12 aspirants sur l'aviso garde-pêche Ville d'Anvers, récemment mis à flot. Certains
d'entre eux furent recrutés parmi les élèves de I'Ecole militaire et de l'Ecole d'application; les autres dans
l'élément civil. Ils n'effectuèrent qu'un voyage et furent remplacés par d'autres, dont un officier
d'artillerie : le sous-lieutenant comte F. de Borchgrave d'Altena, dont nous parlerons bientôt.
L'aviso fut commandé en ces circonstances par le lieutenant de vaisseau Ecrevisse, qui continua à porter
sa tenue militaire pour faire les visites officielles dans les ports anglais. Nos bons « frères du Nord »,
soucieux de ridiculiser nos tentatives de restauration d'une force maritime qui les a toujours fortement
contrariés, profitèrent de la présence à bord d'un officier d'artillerie pour s'esclaffer, disant que « les
Belges avaient constitué une cavalerie navale portant des éperons, destinée à monter les chevauxvapeurs .
Malheureusement ces expériences ne donnèrent que de médiocres résultats. Au cours de la période
1887-1888, il ne restait plus que deux ou trois aspirants et, l'enthousiasme des premiers moments
passé, les embarquements ne continuèrent pas.
Inséré 21 septembre 2012 OPEN FORUM
Bilge water challenges: rethinking the solution
Bilge water treatment systems are carefully regulated by IMO resolution MEPC.60(33), or MEPC 107(49),
however, many shipowners and ship operators possess type-approved systems that fail to do their job at
sea*.
International regulations demand the reduction of oil content in bilge water to 15 ppm before it can be
discharged into the ocean. This lack of performance is a rising concern as discharge limits and the
punishments for exceeding them grow increasingly strict. In order to ensure regulatory compliance,
many shipowners and ship operators have been forced to equip their treatment systems with costly
additional filters.
High-performance treatment systems do exist, but for various reasons they have been out of reach for
many vessels. However, Alfa Laval, one of the leading bilge water treatment system providers, has
recently introduced a new system that is claimed to change that dynamic.
Bilge water today is much different than it was 50 years ago. Back then it was a mixture of mainly diesel
oil and water, which was relatively easy to separate with the help of gravity.
Now bilge water is a far more complicated challenge. It is an ever-changing cocktail, containing not only
diesel oil and water, but also luboil, hydraulic oil, heavy fuel oil, oil additives, chemicals and detergents –
in short, anything that finds its way into the bilge wells. This unpredictable mixture has to be separated
into three distinct phases - oil, water and sludge.
As if it were not difficult enough, the process is complicated by the presence of emulsions. Emulsions are
even mixtures of immiscible liquids, such as tiny oil droplets mixed into the water phase of bilge water.
Although gravity would normally cause these droplets to separate from the water, particles or surfactant
chemicals from cleaning products used on board can prevent this process from happening.
Treatment technologies
A number of technologies exist for reducing oil content in bilge water to 15 ppm, including gravitational
coalescence, chemical treatment, adsorption filtration, membrane filtration and centrifugal separation.
With the exception of centrifugal separation, all of these are ‘batch’ methods that process large volumes
for a short period of time.
Prior
to
January
2005,
these
technologies were regulated by IMO
resolution MEPC.60 (33), which
specified type-approval testing with a
simple mixture of oil and water. This
straightforward
trial
was
easily
managed by gravitational coalescers,
which are still the predominant
technology today.
MEPC.60(33) clearly states that: “It
should
be
understood
that
a
gravitational
filtering
equipment
cannot be expected to be effective
over the complete range of oils which
might be carried on board ship,”
adding that: “care should be taken that the bilge water is fed to the filtering equipment after the
emulsion has broken.”
No wonder seafarers struggle to pump clean bilge water overboard.
Since January 2005, a stricter regulation has been in place, designed to better reflect the challenges of
modern bilge water. Resolution MEPC.107(49) requires, in addition to testing with oil and water, testing
with a stable emulsion that includes fine particles and a surfactant chemical.
In spite of this, many of today’s type-approved bilge water treatment systems – including those
approved under the new IMO resolution – still fail to reduce bilge water to 15 ppm in real-life operation.
Why systems fail
The poor performance of many bilge water treatment systems reflects serious weaknesses in the process
of type approval. Although IMO resolution MEPC.107 (49) is an improvement over the preceding
MEPC.60 (33), the testing procedure it outlines is still far removed from reality.
To begin with, resolution MEPC.107 (49) requires testing with just one surfactant chemical. Real bilge
water, on the other hand, is a mixture containing many different chemicals that interact in complex
ways.
Even more important, however, is the fact that resolution MEPC.107 (49) stipulates a test duration of
just 2.5 hours. This short test run, conducted in stable conditions on shore,does not mirror the difficulties
of bilge water treatment over a longer period and on board a moving vessel.
As a result, manufacturers of bilge water treatment systems have had it easy. Instead of addressing the
problems that their systems have with modern bilge water mixtures, they have been able to add filters
after the poorly performing coalescer that soak up oil, chemicals and particles just long enough for their
systems to pass the test. For this reason, countless shipowners and ship operators are still struggling to
meet the established discharge limits.
Compensating for failure
When type-approved bilge water treatment systems underperform at sea – no matter which resolution
they were approved under – it is shipowners and ship operators who face the operational, financial and
even legal consequences.
So what can be done?
Good housekeeping is one of the most effective remedies, since it aims to prevent oil and chemicals from
ever entering the bilge water tanks. IMO, recognising that much of today’s treatment equipment is
ineffective, has been a strong supporter of this practice. Its guideline in the matter is called IBTS –
Integrated Bilge water Treatment System. However, proper good housekeeping requires substantial
investments in the form of manual labour and the retrofitting of additional tanks.
Otherwise, the most common option is to add filters that can be installed after the bilge water treatment
system. These are usual bag filters to handle particles and adsorption filters to handle oil and emulsions.
Although these reduce the number of oil-in-water alarms, they do so at a high operating cost. The filters
have to be stocked on board and quickly become saturated, after which they must be stored and
disposed of as oily waste.
If the tanks are full and no spare filters are available, there is simply no choice but to risk pumping waste
overboard.
Switching difficulties
Naturally, shipowners and ship operators also have the option of switching to a high-performance bilge
water treatment system. Centrifugal separators, for example, have been shown to deal effectively with
oil, particles and tough emulsions, even under difficult operating conditions.
Yet changing bilge water treatment systems is not always easy as it sounds. Apart from the obvious
issue of cost, there is also the issue of space. Medium-sized tankers and other similar-sized vessels may
have difficulty accommodating a full-size centrifugal bilge water separator in the engine room.
Medium-sized vessels are also more affected by rough seas than larger vessels, so the efficiency and
stable performance offered by centrifugal separation could be a significant benefit.
Finally, there is the issue of the vessel’s International Oil Pollution Prevention (IOPP) certificate, which
must be redone if the bilge water treatment system is replaced. Some shipowners and ship operators shy
away from this extra paperwork, as well as from the fact that re-calibration of the oil content meter is no
longer possible to make on board when replacing a system approved under resolution MEPC.60(33).
For all of these reasons, many shipowners and ship operators have preferred to continue using
uneconomical filters rather than replace their underperforming bilge water treatment systems.
A new way of thinking
Recently, another option has appeared that may appeal to frustrated shipowners and ship operators,
including those who have thus far been unable or unwilling to switch to a new bilge water treatment
technology.
PreBilge, a new centrifugal separation system developed by Alfa Laval, does away with the idea that one
technology has to be replaced by another. Instead, it works in cooperation with the bilge water treatment
system already installed, providing an effective and economical helping hand.
The principle is simple. PreBilge is installed as a continuous pre-treatment loop, starting and ending at
the bilge water tank. Connected in much the same way that a lube oil separator is connected to a lube oil
tank, it does its job in a similar fashion. Just as the lube oil separator keeps the lube oil tank clean,
PreBilge continuously maintains the bilge water tank, ensuring a clean bilge water feed that the existing
treatment system can handle.
Since the oil monitoring and overboard discharge are handled by the existing treatment system, no type
approval or adjustment to the vessel’s IOPP certificate are necessary.
PreBilge technology
PreBilge makes use of centrifugal separation, which is the most effective means available for dealing with
complex bilge water mixtures. This is why, in spite of its small size, it can solve the problems of larger
systems.
Employing a force 6,000 times stronger than that of gravity, PreBilge removes the heavy oils, particles
and emulsions that pose difficulties for other treatment systems. To achieve the same result on its own,
a gravitational coalescer would have to possess a settling area of 3,000 sq m.
Because the rotation of the liquid in the separator bowl creates a gyroscopic effect, the process is also
immune to the vessel’s own pitch and roll. For this reason, PreBilge has the same high separation
efficiency in any operating conditions.
With PreBilge providing pre-treatment, the difficult oils, particles and emulsions are removed before they
ever enter the feed to the existing bilge water treatment system. This means that no alarms are
triggered, which saves the crew the time and hassle of investigating and rectifying them.
In addition, it saves the time of and cost associated with filter maintenance. Put simply, additional filters
are no longer needed once PreBilge has been put into operation.
In light of the cost and relatively short life expectancy of filters, their elimination can actually reduce a
vessel’s operating costs by thousands of euros per year. So with PreBilge assisting the existing bilge
water treatment system, treatment performance becomes consistently high while the operating costs
become consistently low.
Installation and operation
Alfa Laval delivers PreBilge as a compact module with a footprint of just 1.5 sq m, with a progressivecavity feed pump on a separate skid. Easy to install even in smaller engine rooms, it can be flexibly
placed with pipe connections drawn as needed. No proximity to the vessel’s bilge water tank is required.
Several different operating voltages are available for PreBilge, as are a number of different heating
options. Depending on the vessel’s requirements, the module can incorporate a steam heater, an electric
heater or a plate heat exchanger (PHE) to use hot water as heating media, for example, engine cooling
water. If heating coils or immersion heaters are already available on board, no additional heating is
necessary.
As for its operation, PreBilge has a capacity of 500 litres per hour, which is 10 times the rate at which
vessels normally accumulate bilge water. However, because it is designed to operate continuously, this is
of relatively little importance. PreBilge is designed to be run day and night and in all possible operating
conditions, stopping for routine maintenance only once every 2,000 hours.
With the introduction of PreBilge to the marketplace, there is finally a reliable and affordable
performance fix for today’s inadequate bilge water treatment systems. In this sense, Alfa Laval has
introduced not only a new bilge water treatment system, but also a new way of thinking.
Finally, the MEPC.60(33) systems can work as intended – with the feed free from heavy fuel oil and
emulsions. And for shipowners and ship operators currently struggling with bilge water challenges, it is
likely to be welcome thinking indeed. TO
*This is an extract from a paper written by Alfa Laval.
Inséré 23 septembre 2012 Logboek News
Havenbedrijf Gent brengt vervoer tussen haven en
hinterland in beeld
Het Havenbedrijf Gent heeft het vervoer van goederen tussen de haven van Gent en bedrijven en
klanten in het hinterland in kaart gebracht. Van dit transport gaat 45% via binnenschepen, 46% over de
weg en 9% via het spoor. Dat blijkt uit een onderzoek dat het Havenbedrijf en de Universiteit Antwerpen
hebben verricht. Het Havenbedrijf wil in de toekomst nog meer inzetten op duurzaam vervoer via de
binnenvaart en het spoor.
De haven van Gent is door haar ligging en infrastructuur een multimodale haven. Goederen die per
zeeschip de haven binnenkomen, kunnen op diverse wijzen verder worden vervoerd: met
binnenschepen, per trein, per truck en zelfs per pijpleiding. Gent ligt immers op het Europese kruispunt
van belangrijke binnenwateren waardoor het een unieke positie inneemt als overslagcentrum tussen
zeevaart en binnenvaart. Gent ligt eveneens op het kruispunt van het Europese spoorwegnet en op de
kruising van de autosnelwegen E17 en E40. Hierdoor kunnen goederen vlot worden getransporteerd naar
zowel het noorden (tot Scandinavië en de Baltische staten) en het zuiden (tot de Middellandse Zee), naar
het westen (Verenigd Koninkrijk) en het oosten (tot Oekraïne en de Zwarte Zee). Vrijwel alle
watergebonden gronden in de haven zijn multimodaal uitgerust. Inzetten op duurzaam transport
Nochtans is het spoor onderbenut en kan het vervoer met binnenschepen nog worden bevorderd. Het
Havenbedrijf verrichtte gedurende de zomer van 2011 een onderzoek bij 101 bedrijven in het
havengebied. Hieruit blijkt dat 46% van het voor- en natransport per truck gebeurt, 45% gaat over de
binnenwateren en 9% van het transport verloopt over het spoor.Het Havenbedrijf voorziet in zijn
strategisch plan 2010-2020 om het gebruik van transport per binnenvaart en per spoor te bevorderen.
Enerzijds omwille van de hogere duurzaamheid van deze vervoersmogelijkheden. Anderzijds omdat
toenemende filevorming op de weg een verschuiving van wegtransport naar binnenvaart en spoor
noodzaakt. Deze keuze ligt in het verlengde van de visie van zowel de Vlaamse overheid als van de
Europese Commissie.Het Havenbedrijf tracht de havenfirma’s ertoe aan te zetten om hun voor- en
natransport in die zin bij te sturen. Tegen 2020 wil het Havenbedrijf komen tot een stijging van het
vervoer per binnenschip tot 50%, een stijging tot 15% van het transport met het spoor en een daling tot
35% van het truckvervoer.Jaarlijks onderzoek
Dit representatieve onderzoek geeft het Havenbedrijf inzicht in het gebruik van de verschillende
vervoerswijzen in de haven van Gent. Het is de Universiteit Antwerpen - Departement Transport en
Ruimtelijke Economie - die in opdracht van het Havenbedrijf een methode opstelde om de verdeling over
de vervoerswijzen te kwantificeren. Deze bevraging zal jaarlijks worden uitgevoerd waardoor het
mogelijk wordt de nodige verschuivingen tussen de vervoersmogelijkheden op te volgen en aan te
sturen.
Seafarer attitude
The biggest challenge for a tanker operator today is probably still keeping the oil majors happy. “Oil
companies want the best ship, in fine condition, vetted with qualified, trained and experienced staff,” he
said.
“Oil majors want to do business with the best in the industry – they will not compromise. Staff has to be
trained properly – everything has to be in place. The ship has to be excellent, office staff has to be ‘on
the ball’. They want to weed out the operators who do not comply with the best industry practices”, he
said.
When completing your TMSA, you should be “modest and honest,” he said. “Everything in TMSA must be
accurate and true. Oil majors appreciate that. We like to think that we are the best, but sometimes we
are not there.”
Captain Dey said that in his opinion, any TMSA score above a ‘2’ is very good. “Above ‘2’ means you are
accepted for COA (cash on affreightment) cargoes.”
Poor quality ships have largely disappeared from the tanker industry, he believed. “We used to see a lot
of rust buckets around, but these days are gone, thanks to the controls exercised by the oil majors.”
Seafarer attitude
“I think (seafarer) attitude is the most important,” he said. “People talk about competence and skills,
compliance with the officers matrix – but ATTITUDE must be considered as well.”
“I think it stems from top management – if the top management has commitment everything falls into
place.”
Captain Dey said he thought that the seafarer matrix (which determines how much experience officers
on the vessel should have) is a positive contribution to the industry – but seafarer attitude is more
important than years served.
“An oil major asked me – how do you measure attitude? I said, as soon as you get on a ship, you can
measure attitude.”
Don’t expect computer based training (CBT) to be an adequate substitute for shipboard training, he
warned. “You can click away for months but it does not substitute for experience.
“But the right (shipboard) mentor can pass on his experience – this I firmly believe.”
Shipping companies should think more about how much seafarers are actually remembering. “The motto
should be ‘train and retain’ not ‘train and retrain’,” he said.
As we all know, there are plenty of reasons for today’s seafarers to be less than happy – piracy,
criminalisation, excessive paperwork and over regulating. “I wouldn't send my son to sea. The respect
for the seafarers and for this outstanding career has been diluted. It is a sorry state of affairs.
“To chase our goal we need the right kind of people. We have to train and inspire the right talent – to
serve this industry with the right perspective and bring back its glory,” he said.
Captain Dey is an opponent of a blanket alcohol ban policy on board. “We have to realise the ship is our
home. If you make a noalcohol policy, people may go ashore, have a drink one too many and get
intoxicated with no-one aware,” he said. “I think a controlled policy is much better than a no-alcohol
policy. People must be responsible.”
Criminalisation is also a big discouragement for people being seafarers. “With the Hebei Spirit – these
gentlemen were locked away for no fault of theirs,” he said. “There is hardly any concrete support for the
seafarer now.”
“Piracy has become one of the reasons that the right talent is shying away from the industry,” he said.
There is still a question of whether the US support of its kidnapped captain was the correct thing to do –
since it has led to the introduction of violence to piracy, which had been absent previously.
“Recently – the US took action to save a captain. It was a tremendous operation. But was it the right
thing to do? Could they lead to pirates getting more aggressive?”
“The pirates said they could attack other ships – and in the bargain, others could be hurt.”
However a governmental solution might be the only way to fix the problem. “I think governments can do
things if they want,” he said.
“See what happened with the US ship – you saw the government intervene. Have any other countries
done that? No. You see other ships held for long periods. They are getting hijacked by pirates, despite
the navies patrolling the areas.”
Captain Ranjan Mookherjee, managing director, Vega Ship Management, Dubai, talked about the
challenges shipowners face ensuring that the ship is correctly bunkered – when the bunkers are provided
by the charterer.
There have been examples of VLCCs being towed all the way from Fujairah to Singapore, because they
were given poor quality bunkers, which could not power the engine, he said.
Vega Ship Management is a new business in Dubai, specialising in post fixture management for time and
spot charters. It has eight employees in Dubai, a port captain based in Al-Jubail, Saudi Arabia and has
plans to open offices in China and Singapore.
In the standard timecharter party contract, Shelltime 4, there is a clause 29, which states that fuel oil
supplied by charterers must have a viscosity less than 380 cSt at 50 deg C.
Many shipowners think that charterers do not care what fuel they supply, as long as it is the cheapest,
which Captain Mookherjee thinks is unfair. “The charterer plans to use the vessel, not cripple the vessel.
But we need to be a little more careful,” he said.
There is also a clause 16 covering stevedores, pilots and tugs, which also sometimes includes bunker
suppliers, something which Captain Mookherjee warned against. “Every shipowner must ensure the
bunker supplier is not clubbed together with stevedores, pilots and tugs,” he said. “This is serious.”
Many problems come from inadequate management of the bunkers on board, he said. “You should plan
well, know your bunker content, monitor operations very carefully, do the paperwork, manage bunkers
on board.”
“As much as possible, you should never take bunkers in a tank that contains previous bunkers,” he said.
Another important document is Shell International Marine Fuel supply general terms and conditions,
which gives advice about measuring and sampling procedures and resolving complaints. “It is a very
comprehensive document,” he said.
Many problems come from improper planning by the receiving vessel to work out what bunkers it needs;
improper monitoring of bunker delivery by the vessel and its surveyor; improper vessel sampling; and
bunkers from different sources being mixed in the tanks.
Vessels’ crew need to calculate carefully how much bunkers they need to complete their next voyage,
how much capacity they have in the tanks at the time of bunkering and add a safe margin.
They should also find ports they can visit during the voyage if they have trouble with any of the bunkers
and can’t get the vessel to its final destination. For example, it is not uncommon to have 25 tonnes of
sludge in a 300 cu m tank. When mixed with a new bunker delivery, it means that the bunkers in the
tank have a very different quality to the bunkers that were supplied.
If engineers don’t make sure that the fuel purifier is running well, “settling tanks and service tanks start
getting fine particles – it can create huge problems over years,” he said.
“It is well known that 'on specification' bunkers have caused problems to ships' machinery because of
poor bunker management on board,” he said.
It is essential that ship’s staff read the contract about what bunkers the vessel should be supplied with.
“None of us read the contract fully,” he said. “People read the price but not the next four pages. They
only read the contract after a dispute.”
For example, ships’ engineers are usually supposed to take a sample of the bunkers directly from the
bunker barge, but very few do, he said.
If bunker samples are sent for analysis, there is not usually time to wait for the results before the ship
needs to sail, he said; if the analysis says there is a problem with bunkers they need to be taken out of
service. “Once we had to overhaul a main engine mid-ocean.”
“Really bad quality bunkers with lots of sediment in it can't be used,” he said.
Dubai Maritime City
Dubai is planning to build a new maritime training campus for 1,000 students at Dubai Maritime City,
Capt Jaafar Bin Sidin, director of Dubai Maritime City Campus, told delegates.
The total project area will cover 227 hectares, including a 121 hectare commercial district, a 106 hectare
industrial district, and 28.6 hectares of parks and green areas. It will have a working population of
127,000 to 132,000.
There will be 39 mill cu m of reclaimed land, and 3,115 m of quay wall. The harbour offices will be in the
facility.
Dubai Maritime City is talking to a number of maritime training providers about the possibility of offering
training services, and has set up its own Emirates International Maritime Academy. The training will be
onshore maritime services, offshore services and seafarers.
Courses provided will include academic courses (diplomas and degrees); seafarer competency certificates
(for example, STCW); recreational boating; safety/HSE; maritime security; and professional knowledge
enhancement, in areas such as shipmanagement and law. Courses will be approved by the National
Transport Authority of UAE.
The training centre, which should be completed in 2012, will include student hostels, an engineering
complex, swimming pool, simulator complex, classrooms, laboratories, auditoriums, a canteen, library
and maritime museum. The centre will only have its own premises from 2012 onwards, but it will be
offering courses in the years leading up to that, which would be held in temporary premises from October
this year. Some courses will be conducted at shipping company offices.
Captain Jaafar stressed that even if there is a slowdown in construction, the work of the Academy will
continue as it will be able to provide courses in other locations. TO
Inséré 25 septembre 2012 Boeken Livres
BOEKBESPREKING
“Het Slavenschip Leusden”
Bij Uitgeversmaatschappij Walburg Pers verscheen onlangs “Het Slavenschip Leusden.
Slavenschepen en de West-Indische Compagnie 1720-1738”, geschreven door Leo Balai. Op 1
januari 1738 verging voor de monding van de Marowijnerivier in Suriname het slavenschip “Leusden”
van de West-Indische Compagnie (WIC). Van de 716 in Afrika ingescheepte gevangenen overleefde er
slechts 16 de ramp. Hoewel het ongetwijfeld de grootste tragedie is uit de Nederlandse
scheepvaarthistorie, is deze ramp vrijwel onbekend.
De “Leusden” was een van de laatste WIC-schepen die slaven
vervoerden en bovendien het enige dat exclusief voor dit doel werd
ingezet. Per reis transporteerde het schip gemiddeld 660 slaven –
geketend en dicht op elkaar liggend – naar het Caribisch gebied.
Eenmaal op zee waren slavenschepen varende gevangenissen, waar
een wreed regime heerste. Met name doordat ziekten vrij spel hadden
in de ongezonde atmosfeer van de scheepsruimen, overleefden veel
slaven de overtocht niet. Van haar eerste reis in 1720 tot aan haar
ondergang in 1738 voerde de “Leusden” in totaal 10 slaventochten uit,
waarbij slecht 73% van de slaven levend de overzijde bereikte. Er is tot
nog toe bijzonder weinig onderzoek gedaan naar de specifieke schepen
die de transatlantische slavenhandel mogelijk maakten. Wellicht heeft
de morele verontwaardiging – dan wel schaamte – over het fenomeen
slavernij objectief onderzoek altijd in de weg gestaan.
“Het Slavenschip Leusden” (ISBN 978-90-5730-729-4) telt 368
pagina’s, en werd als softback uitgegeven. Het boek kost 34.50 euro.
Aankopen kan via de boekhandel of rechtstreeks bij Uitgeversmaatschappij Walburg Pers,
Door : Frank NEYTS
Winch bollard design aids safe mooring operations
Following on from the UK P&I Club’s article on the dangers of mooring operations
(see TANKEROperator, November/December, page 8), TTS Marine has advised us
of its new patented TTS Winch Bollard, which the company claims is much safer
and easier to use than the more conventional systems currently available.
The new equipment can replace mooring winches, capstans, warping drums and bollards normally used
for mooring, TTS said. Tests have shown that the new system’s mooring and tightening of slack rope
operations can easily be carried out by one person instead of the usual two seafarers, the company
claimed.
The company said that its Winch Bollard contributes to safe mooring operations, as it reduces risks of
injuries during
mooring
and
rope disruption
caused by too
high
rope
tension on the
fixed
bollard,
or with slack
moorings. By
fitting
the
system,
a
saving on deck
space can also
be made as
there is less
equipment
needed
for
mooring operations. It is available both in hydraulic and electric versions.
TTS said that the Norwegian Maritime Directorate (NMD) had shown great interest in the positive results
of mooring safety when using the Winch Bollard.
Feedback from the two vessels on which WB250 type was mounted was claimed to be very positive. A
testimony from one of the vessel’s owners said; “We have found the winch bollards to be very useful.
In Scottish waters where we have a large tidal range, ships’ moorings require to be tended more
frequently. Using TTS Winch Bollards means tending ropes during the night can be a one man operation”.
Eight Winch Bollards were recently installed on board four large tankers managed by Vela. They are all
installed on the tankers’ quarterdecks.
There are three different size
ranges
available
–
■ WB250 with a 4 tonne pull force.
TO
Inséré 29 septembre 2012 HISTORIEK HISTORIQUE
Enlevé le 29 octobre
2012
La Marine de guerre belge (II)
La Marine de guerre belge (II)
Un courant littéraire se déchaîna de nouveau, à cette époque, en faveur de la marine. Le National du
début du siècle en parle avec chaleur pour critiquer amèrement, verbeusement et acrimonieusement,
l'influence de la très haute personnalité clairvoyante sous laquelle fut, entre autres, écrite une brochure
anonyme réclamant 10 torpilleurs de 36 mètres de long pour la défense de l'Escaut, ainsi que 10
chaloupes-canonnières de 18m, armées chacune d'un canon de 5c.7, pour servir d'éclaireurs et d'agents
de liaison entre les postes des digues et les ouvrages de la place d'Anvers; enfin, 6 avisos et 2 croiseurs
pour le service des relations extérieures, des stations navales, croisières, voyages d'instruction,
surveillance de la pêche, etc., etc. Les idées d'un de nos grands rois furent violemment prises à partie
par une presse antimilitariste par principe, qui, hélas! contribua si malheureusement à préparer l'invasion
de 1914.
La question, comme on le voit par l'analyse chronologique des événements, fut toujours agitée; elle eut
ses partisans enthousiastes, recrutés dans le sein des sociétés savantes, des hommes d'action, partisans
du progrès et de la grandeur du pays; elle eut aussi ses détracteurs systématiques, se pliant plutôt aux
exigences de la politique ou, comme l'a dit Jottrand, « par une obséquiosité exagérée (et persistante)
envers la Hollande », malgré Léopold Ier et Léopold II, qui, eux, « avaient bien compris ».
Quoi qu'il en soit pour en revenir à l'année 1888, l'inspecteur général de l'artillerie Baron Nicaise estima
alors que la Belgique devait former des officiers ayant une instruction maritime technique solide, et il fut
résolu d'envoyer le lieutenant d'artillerie de Borchgrave d'Altena en France pour y faire un stage dans la
marine.
La négociation de cette affaire fut compliquée; certaine administration civile mit tant de bâtons dans les
roues que l'on faillit renoncer à ce projet. Au grand dam de M. Van den Peereboom, le comte de
Buisseret, son coreligionnaire, rompit au Sénat, des lances en faveur de la marine militaire. Mais le
mouvement est déclenché, les comtes de Merode Westerloo et d'Oultrernont emboitent le pas et
réclament l'abrogation d'un arrêté pris en 1854, sous la pression allemande, autorisant des capitaines
étrangers à commander sous pavillon belge, parce que des navires allemands s'étaient mis sous ces
couleurs pour échapper aux croisières pendant la guerre contre le Danemark.
Enfin, le lieutenant de Borchgrave partit pour effectuer son stage, en juillet 1889. En 1894, un autre
officier d'artillerie, lerie, M. Lecointe, l'un des directeurs de l'Observatoire royal, fut également envoyé
chez nos voisins du Sud. Deux autres Belges : MM. de Meester et Weverberg, reçurent la même licence.
Un peu plus tard, obsédé par cet irritant problème de la défense de notre principal fleuve et de notre
réduit national, que les passions empêchaient de résoudre, nonobstant toute logique, on rechercha une
solution à bon marché, si chère à ceux qui ne raisonnent pas l'importance des primes d'assurance. C'est
alors que le capitaine Louis, du génie, songea à la constitution éventuelle, pour compléter la défense du
bas-Escaut, d'une flottille composée de chaloupes à vapeur réquisitionnées dans différents services; son
idée fut favorablement accueillie et une commission d'études fut créée le
30 janvier 1901.
Elle fut composée comme suit : Le chef d'état-major de la position fortifiée
d'Anvers, président; membres les commandants de l'artillerie et du génie
du 5e secteur, le commandant de la compagnie des pontonniers de place,
le capitaine d'artillerie de Borchgrave d'Altena, revenu de France;
secrétaire : un officier attaché à l'état-major de la position.
Le 9 décembre suivant, un nouveau comité fut chargé de l'armement en
canonnières de réserve des chaloupes à vapeur Minerva, des Ponts et
Chaussées; l'Argus, de la Douane, et la Police de la rade n" II, du Pilotage.
Cette commission était composée des mêmes membres que ci-dessus,
auxquels on adjoignit les chefs de service des Douanes, des Ponts et
Chaussées et du Pilotage, ainsi que l'ingénieur en chef Pierrard, de la
Marine.
Il avait aussi été question, sur la proposition du capitaine de Borchgrave,
de militariser le bateau-hydrographe et de l'armer de canons de 8 c. 7 et
de 5 c. 7, mais il n'y fut pas donné suite.
En 1902, M. Pierrard et le commandant Louis commencèrent l'armement des chaloupes, qui jaugeaient
220 tonneaux, de la force de 300 chevaux, et étaient pourvues de deux canons de 5 c. 7 à tir rapide sur
affût à chandelier, sauf l'Argus, qui n'avait qu'une pièce. Leurs équipages se composèrent, en cas de
mobilisation, de : 1 officier de la marine de l'Etat commandant l'embarcation, des marins de l'Etat ayant
fait leur servies militaire, savoir : 1 maitre d'équipage, 1 chef de timonerie, 4 matelots, 1 maitre
mécanicien, 2 chauffeurs; des canonniers de l'artillerie de forteresse désignés pour ce service : 2 chefs
de pièce, 4 canonniers; des soldats de la compagnie des torpilleurs : 1 caporal torpilleur, 2 hommes et 1
clairon; enfin, 1 cuisinier.
Vu l'exiguïté des logements à bord, ces équipages étaient réduits au strict minimum; on comptait, par
bateau, sur un demi- équipage supplémentaire pour relever les matelots fatigués.
Dans la suite, une quatrième chaloupe : la Police de la rade no III, du Pilotage, fut construite, armée et
mobilisée dans les mêmes conditions que les autres.
A partir de 1909, ces frêles esquifs furent quelques très rares fois mobilisées pour des manœuvres et des
tirs en mer, sous le commandement du commandant comte de Borchgrave d' Altena.
Il est curieux de rechercher ce que la presse en
dit
:
La Belgique Maritime, de la fin de 1912, écrivit
à ce sujet que les exercices avaient démontré
que le tir de « nos marins d'occasion » était
relativement bon, bien que pratiqué par un
personnel sans expérience et mal entraîné. «
Quant au matériel, ajoute ce journal, il est
d'une infériorité scandaleuse, si l'on songe aux
armements étrangers. On a mis à bord des «
sabots », dont ne voudrait aucune nation qui se
respecte, des canons de 1888 — échappés de
quelle casemate? — et des modèles de 1910
qui ne valent guère mieux pour le rôle qu'ils ont
à jouer.
» Au moment où l'on remet en question notre
organisation militaire, nous espérons qu'il se
trouvera au Parlement une voix éloquente pour
crier à la patrie quel est son devoir. A quoi sertil de fortifier Anvers du côté de la terre et de le
garnir
de
forts
si
l'on
néglige
la
défense
fluviale
de
notre
réduit
national.
« Qu'on songe à l'éventualité d'une guerre circonvoisine. En deux heures d'un raid de nuit, un
commandant qui ne craint pas, au besoin, d'échouer peut amener un torpilleur dans le port d'Anvers »
Qu'avons-nous à lui opposer?
« Rien, moins que rien. De quoi donner à des esprits mal informés une fausse sécurité, qui permet aux
gros commerçants que nous sommes de dormir sans songer qu'un jour le réveil pourrait être terrible. »
On n'osa même pas dire que ces « coquilles de noix », qui n'avaient du reste pas été construites pour
porter des canons, oscillaient tellement sous l'action du tir qu'elles étaient impropres à remplir le rôle
héroïque qu'on voulait, à tout prix... d'économie, leur faire remplir.
Cet article mettait à nu toutes les tares résultant du moyen de fortune
dont il avait fallu se contenter.
Et nous étions en 1912! Le Pays venait à peine de sortir de l'angoisse
causée par les affaires d'Algésiras, pendant laquelle on se demanda
anxieusement si la défense de l'Escaut était suffisamment assurée; de
plus, la question de Flessingue nous avait suffisamment ouvert les yeux;
enfin, aucune personne un peu clairvoyante ne doutait plus alors de
l'imminence de la conflagration générale.
La partie éclairée du pays, attentive aux avertissements que ne
cessèrent de donner nos rois, se préoccupa cependant toujours de ce
problème
palpitant,
de
cette
question
mal
connue,
mais,
qu'instinctivement, elle sentait être primordiale : de la réorganisation de
la marine militaire. Maintes brochures, hélas! trop peu lues, n'avaient
cessé de paraître : Keucker, Considérations sur les forces navales à créer
en Belgique; de Borchgrave d'Altena, la Défense fluviale d'Anvers;
Lecointe, la Création d'une marine nationale belge; Moulaert, projet
publié dans la Belgique militaire; B. d'Arnoc, De l'Utilité d'une marine de
l'Etat en Belgique; de Gerlache de Gomery, la Question de l'exposition flottante, etc., etc.; de Borchgrave
eut beau attirer l'attention sur l'extrême violabilité de notre côte, résultant du fait que la portée des
canons de marine était devenue supérieure à la distance de mouillage ou d'évolution d'une flotte
ennemie manœuvrant en sécurité en dehors des bancs de Flandre, que le port de Zeebrugge, en
construction, permettait désormais l'entrée des grands navires de guerre, on ne fit rien, moins que rien,
pour parer aux éventualités, et la masse resta indifférente par ignorance, trop préoccupée de jouir des
bienfaits d'une paix prolongée au-delà de tout exemple enregistré par l'histoire; il était du reste mal venu
de parler de guerre au public.
Et pourtant dans certaines sphères, dans l'armée, on savait que la catastrophe était proche, que ces
formidables
armements
accumulés
par
l'Allemagne militariste allaient devoir servir
bientôt.
Ce fut alors que la Ligue de la Défense
nationale, mise en garde par certaines sections
de la Ligue Maritime belge, prêta toute son
attention à la reconstitution d'une flottille et,
après s'être mis en rapport avec certaines
personnalités sincèrement attachées à préparer
la défense du territoire, l'avocat Hennebicq,
président des deux ligues, constitua un comité
composé de spécialistes et d'ardents patriotes :
officiers, marins, juristes, ingénieurs, historiens,
etc., afin d'élaborer un plan, modeste peut-être,
mais acceptable, qui, tout en tenant compte de
l'esprit général, eût cependant permis de faire
éventuellement face à toutes les situations.
La commission travailla avec ardeur, mais en
silence. Comme il fallait, somme toute, faire accepter ce « sacrifice » envers et contre tous, il avait été
décidé de soulever l'opinion publique dès que la base du travail aurait été estimée bien assise et
approuvée en haut lieu. Le moment semblait favorable, le public étant devenu plus accessible à
comprendre les nécessités d'une sérieuse défense nationale et le service personnel ayant rendu plus
populaires les « choses » de l'armée. Un premier tract fut bientôt lancé, afin de démontrer le rôle
économique d'une marine de guerre. La presse, en général, lui fit bon accueil; seuls un journal connu
pour son antimilitarisme systématique; un autre, d'opinion radicale, et un troisième, qui venait de se
prêter à une manœuvre politique qui lui avait enlevé une grosse part de considération, ces trois feuilles
étant du reste mises en branle par le même personnage, jugèrent bon de parler de mégalomanie et de
chercher des arguments spécieux, ridicules contre le rétablissement
d'une force navale.
Bref, l'état des esprits permettait d'espérer, lorsque soudain l'horizon
s'assombrit. Le Kaizer, obéissant à sa séquelle pangermaniste, décida
de tirer son grand sabre, qu'on avait fini par croire en fer-blanc, et à
user de cette fameuse poudre qu'il prétendait sèche depuis longtemps.
Brusquement, brutalement, les naïfs confiants dans la valeur des
traités, ces gros commerçants, dont parlait si vertement la Belgique
Maritime et Coloniale en 1912, si endormis dans la conviction que «
l'Angleterre ne permettrait jamais », se virent arracher le bandeau qui
les aveuglait ; l'invasion était à nos portes.
Que faire? Si, du côté terre, nous avions un semblant de défense dont
l'énergie de nos soldats allait pouvoir faire un usage miraculeux, nos 64
kilomètres de côte, avec ses ports d'Ostende et de Zeebrugge (dont les
Allemands nous apprirent la façon, de nous servir), et l'Escaut, étaient
vierges de tout système protecteur.
Cette fois, la situation était bien plus grave encore qu'en 1870. Nous
n'avions plus de marine du tout et les compétences en cette matière
étaient plutôt clairsemées. On mobilisa bien nos quatre petites «
coquilles de noix », puis on y alla d'un imposant rapport au Roi pour Lui
démontrer, ce dont il était parfaitement convaincu, qu'il fallait une
défense maritime.
Vu la sincérité: de ce document qui tient du mea-culpa fait en présence
de la plus pénible des réalités, nous estimons salutaire de le reproduire ici in extenso, car il est bon ce ne
point continuer la tactique de l'autruche, de scruter courageusement nos plaies, dans le but de tirer profit
des leçons du passé. C'est à cette condition seulement que le malheur a du bon.
RAPPORT AU ROI.
« Sire,
La défense terrestre du pays a été modifiée et renforcée par la récente réorganisation de l'armée. Seule
la défense maritime est restée inchangée. Cette défense est actuellement insuffisante et inefficace. La
construction du port de Zeebrugge, l'approfondissement de celui d'Ostende, créant des points de
débarquement sur nos côtes, l'établissement par nos voisins du Nord de travaux de protection à
l'embouchure de l'Escaut, l'obligation, par suite d'une orientation politique nouvelle, de prévoir le cc
concours intéressé », voire même l'agression de l'une ou l'autre puissance, dont nous pouvions jadis
escompter l'appui, ou, tout au moins, la neutralité bienveillante, nous obligent à étendre au littoral la
défense maritime, jusqu'à ce jour exclusivement limitée à l'Escaut.
De plus, ce dernier fleuve pouvant être bloqué, il est essentiel de garder le libre accès du port de
Zeebrugge, le ravitaillement de l'intérieur du pays pouvant se faire par cette voie en cas de conflit..
D'autre part, en tant que pays neutre, nous sommes obligés de nous conformer aux règles établies par la
Convention de La Haye (1907), à laquelle la Belgique a adhéré par la loi du 25 mai 1910 et qui
subordonne la transformation des bâtiments de commerce en bâtiments de guerre, aux conditions
suivantes 'leurs commandants doivent être dûment commissionnés, leurs noms doivent figurer sur la
liste militaire de la flotte, les équipages doivent être soumis à la discipline militaire.
Il ne nous suffira donc pas, au moment d'une guerre, de militariser éventuellement un certain nombre de
nos paquebots avec leurs équipages, une tentative de débarquement sur nos côtes pouvant se produire
avant que nous n'ayons pu organiser notre défense maritime et nous ne pouvons compter sur le concours efficace des éléments, sans instruction et sans cohésion, qui auront été rassemblés en grande
hâte.
<<Ces questions ont sollicité depuis longtemps l'attention du gouvernement et font l'objet d'études
pressantes de la part de mon département. qui, par votre arrêté en date du 6 février 1912. n° 1422, a
dans ses attributions tout ce qui se rattache à la défense nationale, soit donc la défense terrestre et
maritime.
Enfin, l'échange de correspondance entre mon département et ceux des Affaires étrangères, des Travaux
publics et des Chemins de fer, Marine, Postes et Télégraphes, à l'occasion des incursions fréquentes de
torpilleurs et de sous-marins étrangers dans nos eaux territoriales, au cours de l'été dernier, n'a fait que
renforcer ma conviction au sujet de la nécessité de posséder des bâtiments de guerre, sans lesquels il
nous serait impossible de faire respecter nos droits de souveraineté dans nos eaux et, en cas de guerre,
d'empêcher ou de retarder un débarquement sur notre littoral, éventualité qu'il faut envisager comme
possible, à l'heure actuelle.>>
Récemment, en France (18 mars 1913), la défense des côtes a été confiée au département de la Guerre
: la marine gardant dans ses attributions les luttes de haute mer; la défense des côtes contre un ennemi
flottant étant confiée à un officier supérieur de marine, placé directement sous les ordres des officiers
généraux commandant les secteurs de défense côtière. Il me paraît tout à fait judicieux d'agir d'une
façon analogue en plaçant la défense de la côte et de l'Escaut dans les attributions de mon département,
et afin de n'être pas pris au dépourvu, importe-t-il que nous préparions, dès maintenant, les moyens
adéquats aux situations nouvelles qui peuvent se présenter pour nous et que nous organisions, sur des
bases définitives, un service de la défense côtière et fluviale.
Nous avons, à ce sujet, la bonne fortune de posséder actuellement, au service de l'Etat, un officier : le
major d'artillerie comte de Borchgrave d'Altena, qui a conquis ses grades de marin avec distinction dans
la marine française où il s'est fait remarquer durant onze ans et demi de pratique journalière par son
zèle, ses connaissances, son énergie et son ascendant sur le personnel. Il convient de recourir à ses
services et d'utiliser son expérience de marin mise en maintes circonstances en lumière lors de sa
participation aux travaux de défense du bas Escaut.
Je crois utile de rappeler à Votre Majesté que l'instauration du service de défense maritime préconisé ne
nécessitera aucune disposition législative nouvelle.
Créé par décret du Gouvernement provisoire en date du 21 février 1831, et ressortissant primitivement
au département des Affaires étrangères, pour passer ensuite à celui des Travaux publics, puis à celui des
Chemins de fer, notre ancienne marine royale fut au début de notre indépendance exclusivement fluviale
et se composait d'une douzaine de canonnières affectées à la défense et à la surveillance de l'Escaut.
Après le traité de paix définitif avec la Hollande, ces canonnières furent peu à peu supprimées et
rernplacées par des bâtiments de haute mer, qui eurent spécialement mission de faire connaître notre
pavillon à l'étranger et de surveiller la grande pêche dans la mer du Nord et l'Océan.
En 1855-1856, une commission mixte fut chargée de faire un rapport sur la nécessité de notre
réorganisation maritime. Cette commission, présidée par feu Votre Auguste Père S. A. R. Mgr le Comte
de Flandre, conclut, par sept voix contre deux, à la nécessité de cette organisation. Un projet fut déposé
aux Chambres en 1860, mais n'eut pas de suite. parce qu'il était destiné à l'achat de bâtiments de
guerre dont le rôle principal était plutôt de favoriser l'expansion commerciale que de compléter la
défense du territoire. Mais le gouvernement se refusa en 1862 à licencier les officiers et les équipages de
notre marine royale; ils furent employés à des services civils, auxquels concoururent de nouveaux
éléments issus de la marine marchande. Les premiers restèrent soumis aux lois de l'ancienne marine et à
la discipline militaire; les seconds ne furent justiciables que du code pénal de la marine marchande.
Lorsque l'élément militaire eut complètement disparu, on garda cependant l'habitude d'arborer la flamme
de guerre sur les paquebots, qui cependant actuellement n'ont plus aucun caractère militaire, sauf en ce
qui concerne l'accès de certains ports anglais, pour le service postal seulement.
Néanmoins, lors de la mobilisation de 1870, le gouvernement, rappelant plusieurs officiers à l'activité, les
nomma, à titre militaire, à des emplois dans la marine. Ce fut le cas, entre autre, du commandant Van
Haverbeke, nommé capitaine de vaisseau et chargé de la direction supérieure des services de la marine
et l'Escaut; du capitaine de vaisseau Petit, chargé du même service pour Ostende et les côtes; du
capitaine-lieutenant Roose, qui fut attaché à I'E.-M. du lieutenant-général Eenens, commandant la place
d'Anvers et y resta même en fonctions en temps de paix jusqu'à sa retraite, soit en 1876; à défaut
d'officier
de
l'ancienne
marine
royale,
ce
poste
ne
fut
plus
occupé.
En 1885-1886, lors des premiers voyages de notre aviso garde-pêche Ville d'Anvers, le département de
la Guerre y autorisa l'embarquement de quelques aspirants, choisis parmi les élèves de l'Ecole militaire
de la section des armes spéciales et de l'Ecole d'application. Aucun de ces messieurs, sauf un, le major
comte de Borchgrave, ne persévéra dans cette carrière. Le gouvernement, reconnaissant cependant qu'il
était utile, au point de vue de la défense nationale, de posséder des officiers ayant de fortes
connaissances en marine, sollicita et obtint du gouvernement français l'autorisation pour l'officier précité
embarquer sur des navires de guerre, où il séjourna pendant environ onze ans et demi et fut toujours
très bien noté.
Les lois et règlements organisant la marine royale n'ont donc jamais été abrogés et, par suite, ils sont
toujours en vigueur. D'autre part, notre loi sur la milice prévoit le service de nos marins, qui, en temps
de mobilisation, seraient affectés à la défense des fleuves, des côtes et des places fortes. En dernière
analyse, la question se résume donc à la demande aux Chambres de crédits nécessaires aux dépenses de
premier établissement.
Dès lors, une marine d'Etat, organisée militairement en Belgique du jour au lendemain, se trouverait ipso
facto soumise aux règlements et lois susdits, qui sont restés d'application.
Pénétré de l'inéluctable nécessité d'assurer efficacement la défense de notre littoral et de l'Escaut;
considérant, d'autre part, que la création d'une marine militaire est une question d'avenir Pour le pays,
qui doit avoir son développement maritime comme il s'est développé en industrie et en agriculture, j'ai
l'honneur de soumettre à la haute sanction de Votre Majesté un projet d'arrêté créant un service de la
défense côtière et fluviale, ressortissant du département de la Guerre, et à la tête duquel je propose de
placer, en qualité de capitaine de vaisseau, le major d'artillerie comte de Borchgrave d'Altena, qui sera
charge de son organisation et de traiter les questions qui s'y rattachent, l'étude de la création d'une
marine d'expansion pouvant être réservée pour l'avenir. »
Loin de nous la tentation de nous livrer à des critiques dans le but de blâmer, nous avons à faire mieux,
à réparer les ruines, mais ce n'est pas une raison pour faire le silence sur des écoles à éviter désormais;
il ne faut pas qu'à l'instar d'un célèbre historien militaire, nous devions nous écrier bientôt : « Quand on
réfléchit à toutes ces misères, on reste étonné qu'elles aient pu être oubliées si vite par la postérité ».
Mais revenons à l'examen des faits :
Ensuite du rapport que l'on vient de lire, il fut donc établi un « service de défense côtière et fluviale »,
ayant à sa tête un capitaine de vaisseau. Le titre était prometteur. Le nouvel officier supérieur de la
Marine fut limité, dans ses attributions, à la défense de la côte... pour laquelle rien n'avait été déterminé;
il ne reçut ni instructions, ni personnel, si ce n'est un capitaine comptable de matériel; pourtant la
formation de deux compagnies de marins avait été prévue pour la défense côtière; le 6 août 1914, de
Borchgrave reçut comme secrétaire et ensuite comme commissaire de marine le président de la Ligue de
la Dense nationale, Hennebicq. Notons que plus de deux cents marins se présentèrent spontanément
pour constituer les compagnies spéciales.
Dans cette situation extraordinaire, le capitaine de vaisseau de Borchgrave multiplia ses demandes en
vue d'obtenir les troupes qu'il devait avoir à sa disposition; malheureusement, ces unités devaient être
détachées du régiment d'artillerie de côte d'Anvers et l'on sait combien l'on était alors occupé de ce côté.
L'autorité militaire de la métropole, nous dit l'intéressé, fit « la sourde oreille », l'incompétence des
échelons hiérarchiques en cette matière suscita des discussions, des commentaires, qui ralentirent
encore la marche des rapports, cependant si pressants; peut-être la susceptibilité de la marine civile
exerça-t-elle également une influence néfaste.
Voulant sortir malgré tout de ce chaos, de Borchgrave se mit, comme de juste, en rapport avec les
autorités navales françaises et anglaises; cette initiative fut enrayée et ne porta point ses fruits. Des
incidents surgirent, l'interdiction signifiée à nos pêcheurs de se rendre en haute mer déchaîna la
tempête.
Inséré 01 octobre 2012 Nouvelles Nieuws
Enlevé le 01 novembre 2012
Costa Concordia Salvage Delayed
The stricken Costa Concordia cruise liner, which lies partially submerged near the coast of Giglio, will
spend another winter in the waters off the tiny Tuscan island. The consortium hired to re-float and
remove the 114,500-ton ship presented this month a new timeline to the Osservatorio, the
entitysupervising the wreck salvage operations.
Originally scheduled for completion by January 2013, the removal plan was delayed until next spring.
According to a Costa Cruises statement, Pompano Beach-based Titan Salvage and Italian marine firm
Micoperi, the companies engaged in the salvage operation, "believe the new schedule is a realistic
estimate." The Concordia struck a rock and capsized on Jan. 13 near Giglio after captain Francesco
Schettino allegedly drove the ship on an unauthorized route too close to shore, ripping a huge gash in
the hull.Tumbled onto its side with more than 4,200 people aboard, the ship claimed 32 lives.
To complete what is considered the largest re-float in history, Titan will rely on underwater platforms on
the seaward side of the ship. Watertight boxes, or caissons, will be then fixed to the side of the ship that
is above water. "Two cranes fixed to the platform will pull the ship upright, helped by the weight of the
caissons, which will be filled with water, "Titan said. On the other side, cables attached to the land will
ensure the ship does not slide off the platform.
"When the ship is upright, caissons will be fixed to the other side of the hull to stabilize it. Finally, the
caissons on both sides will be emptied, after the water inside has been purified to protect the marine
environment, and filled with air," the U.S. company said. Sandwiched between the caissons, the Costa
Concordia will be towed to an unnamed Italian port for dismantling.
Titan clarified that the new schedule for the salvage operation, which is set to cost more than $300
million, is "dependent in part upon subcontractor deliverables and schedules." Despite the reassurances,
the delay has raised concerns among environmental organizations, ship experts and Giglio residents.
"It's the shift that worries us. We are not talking of the time schedule, but of the ship," said Angelo
Gentili of the environmental group Legambiente. Sprawled on the rocks, the giant carcass of the Costa
Concordia has been attracting thousands of tourists this summer. A number of outfits are advertising
trips to get up close to the capsized ship.
"In a few months, it will be a different story. Spending another winter at the mercy of winds and waves
certainly won't help," Carlo Barbini, a former captain on cruise liners who also worked as a ship
inspection surveyor for the court of Livorno, told Discovery News. The 950-foot-long, 116-foot-wide,
114,500-ton cruise liner has been suspended for the past eight months in a precarious position, with the
bow and stern sitting on two rocks. In between is a sandy slope that drops at a 20 percent angle toward
deep sea. "I believe a structural collapse of the ship's beam and a plunge into deep waters is very likely,"
Capt. Barbini said.
Barbini, who wrote a detailed report and sent it to the mayor of Giglio, believes that the riskiest moment
will be the rolling of the vessel and the subsequent refloating. His worries are partly confirmed by a littlepublicized report by Costa Cruises. Written last May, the 148-page report admits that the ship is
progressively warping and that the bow has sunk by more than 35inches. According to the daily Il
Tirreno, the report confirmed that the two pieces of rock on which the ship balances have worrisome
cracks.
"Computer models have shown that 5-foot waves, which are likely tooccur in winter, can produce a real
risk of deep plunging," the report read. The event would be catastrophic, with "polluting materials"
spilling in the island's pristine waters. Although more than 2,200 cubic meters of heavy fuel have been
safely pumped out of the ship, the report revealed that some 243 cubic meters of fuel, declared
unpumpable, remain in the Concordia's most inaccessible tanks.
"The entire wreck-removal operation is filled with risky moments. Refloating and towing away safely such
a wreck sounds like a miracle tome. It's pretty much like Lazarus walking out of the grave," Barbini said.
Source : News Discovery
Inséré 03 octobre 2012 Nouvelles Nieuws
Shipping industry embraces Scanjet anti-piracy
solution
Against a backdrop of rising piracy on the high seas, particularly from Somali-based attackers, marine
equipment specialist Scanjet claimed that its SCR 360 APR water cannon marine protection system (MPS)
is in increasing demand.
The International Maritime Bureau (IMB) recently confirmed
that 2010 was the worst year for pirate attacks on shipping on
record. A total of 53 ships were hijacked, while owners reported
445 attacks on vessels in 2010, up 10% on 2009. The human
cost was severe, with 1,181 crew members taken hostage and
eight killed.
Scanjet sales director Bjorn Lundgren said, “After its launch in
2009, the take-up of the Scanjet MPS was slow to begin with,
but since the summer of 2010 demand has really exploded. The
level of enquiries has picked up at an incredible pace in recent
months and is not slowing down, as owners come to realise
they have to do whatever they can to protect their vessels and
crews.”
A large number of vessels are now equipped with the Scanjet
MPS system, the majority being tankers, ranging from small chemical carriers to large VLCCs. A wide
variety of other ship types have also been equipped with the anti-piracy technology, including LNGCs.
Installations are individually tailored for each vessel based on the available pump capacity on board.
Lundgren said, “Many owners and operators are aware of the problem, but do not realise that solutions
like the MPS exist and do work. As the message is getting across so the level of interest is rising fast.”
Equipping vessels with the MPS offers an effective and environmentally friendly way of protecting vessels
and crew, Scanjet claimed.
The water cannons provide deterrents that can be seen at a distance and clearly show to pirates that the
vessel is protected. They also represent a non -provocative form of protection as the water beams
generated are not lethal. Lundgren added, “The MPS works. It is highly significant that none of the
vessels that have MPS on board have been successfully attacked.”
Developed in line with IMO MSC. 1/Circ. 1334 recommendations, the SC 360APR MPS is a high capacity
anti-piracy water cannon, incorporating multi-nozzle machines that are driven by the flow of sea water
using existing pumps on board. Based on the Scanjet tank cleaning machine technology, the system
operates automatically with nozzles rotating continuously through 360 deg, requires no manual operation
and does not need chemicals, or steam additives.
Dedicated to tank cleaning equipment and anti-piracy
equipment, Scanjet delivers from its own facilities in Sweden
to ensure quality control and convenient research and
development for its engineering department.
Since its launch, the company has continuously upgraded the
MPS system to make it even more durable and reliable in
tough marine conditions; the rotation speed of the system
has been optimised, at four to six rev/min, to maximise
protection against boarding by pirates; and the flow of water,
now 50 cu m-100 cu m per hour, has been improved.
Furthermore, to optimise the downward pressure of the
water, a block has been installed to prevent water being
projected upwards. “We emphasise the need for a strong and
powerful water beam,” said Lundgren. “Otherwise it is just a shower that does not really frighten
anyone.”
The system is made up of three main parts - a cannon gun unit, a turbine powered drive and a mounting
bracket. Once activated the system will continue running until the vessel is safe and the pumps are
switched off, allowing the crew to be locked down in safe areas on board if necessary.
Further benefits include ease of installation and removal, as it can be mounted without the need for hot
work; the fact that the machine length and horizontal position can be individually adapted to meet the
requirements of particular hull shapes -a feature unique to Scanjet - and its ability to be offered, as
either a permanent or portable solution. The machines complement existing razor wire, with the rotating
nozzles either outside or operating in the in opening gaps of the wire. A VRC remote control valve system
is also now available as an optional extra. ■
Inséré 05 octobre 2012 Open Forum
Does ECDIS improves safety?
Safety: Eddie Janson
To be able to ditch the paper charts totally there are a number of conditions that have to be fulfilled:
The ECDIS (Electronic Chart Display and Information System) is type approved by class.
The Flag State approves paperless navigation. There is a backup ECDIS with an independent power
source.
There are electronic charts available for the voyage, installed both on the primary and the backup ECDIS.
The officers are trained and know how to use the ECDIS.
The company's SMS (Safety Management System) includes instructions and procedures for the use of
the ECDIS.
The IMO (International Maritime Organization) has created a "Performance Standard for electronic chart
display and information system".
Unfortunately the standard does not cover the user interface. It means that an ECDIS developed by one
manufacturer can have a total different way of for example planning a route than another. Therefore the
familiarization onboard is even more important than before . Most well trained navigation officers are
able to do a proper passage plan on a paper chart even if he/she is new onboard the vessel.
With an ECDIS he/she must know how to use that specific type of ECDIS.
The generic ECDIS training that all bridge officers must have is specified in IMO model course 1.27. It
shall include knowledge of the capability and limitations of ECDIS operations, proficiency in operation,
interpretation, and analysis of information obtained from ECDIS and management of operational
procedures, system files and data.
In addition to the generic training, type specific training or familiarization is needed, but there is no
standard for this . Some manufacturers of ECDIS offer type specific training in simulators, but many
shipping companies choose to execute the type specific training onboard.
The advantage of executing the training onboard is that the officer can be sure that he/she is trained on
the correct type of ECDIS. If the training is carried out onboard this must be done before the officer is
taking over the watchkeeping responsibilities.
When the ARPA (Automatic Radar Plotting Aid) was introduced there were a number of collisions referred
to as "ARPA assisted collisions". They (the collisions) were all due to overreliance on the ARPA.
There have already been a number of "ECDIS assisted groundings". In 2008 a cargo vessel ran aground
on route to Grimsby, England. The depth of the vessel was 6,9 meters, the passage plan passed over
charted depth of less than 2 meters.
When entering shallow waters the Master who was in his cabin felt the vibrations and called the bridge .
The officer on watch checked the ECDIS and replied that there was no cause for concern. The scale of
the ECDIS was then set to 1:100 000. When changing the scale to 1:50 000 the officer on watch realized
that the vessel had ran aground.
My personal experience when carrying out inspections is that the biggest problem is on vessels that are
using paper charts as their primary mean of navigation and also have an ECDIS or electronic chart
display onboard. They are doing their passage plan on the paper chart as intended, but use the electronic
charts to navigate where there are no safety contours, and in most cases the plan have not even been
tested before departure.
I am sure that ECDIS will give us a safer navigation if used properly.
Inséré 07 octobre 2012 Nieuws Nouvelles
Container lines: Slow steaming here to stay, as freight
rates not expected to improve
Container lines are expecting a very strong rebound in global trade as the Chinese Lunar New year
comes to an end, as evidenced by their hesitation to pull capacity out of the market, despite the previous
three monts’ slowdown said BIMCO in a relative report. According to it, during 2010, the main container
lanes witnessed very healthy growth, but at an uneven pace. For instance, the main trading lane from
Asia to europe was quick to improve and show strong volumes. On the other hand, US consumers were
more hesitant, until their reservations ended during the second and third quarters.
Freight rates were
following
similar
trends, with spot
rates from Shanghai
to Europe peaking
early March and
rates to the US
West Coast peaking
early July. “As the
year came to a
close,
volumes
contracted and so
did freight rates. In
early
November
BIMCO
estimated
that more than 300
vessels had to be
temporarily withdrawn from service to balance supply and demand and to prevent freight rates from
falling further. This did not happen, as only 140 vessels were idled. Rates have dropped 10-11% since
then. Despite a small positive hiccough in freight rates around year-end, rates have continued to slide for
more than half a year. With bunker prices increasing by USD 100 per tonne since October, and failing the
implementation of the announced General Rate Increases during January, BIMCO estimates that only the
most cost-efficient liner companies are making money on the Far East to Europe trade at current rates –
USD 1,316 per TEU” said BIMCO, in the report compiled by shipping analyst Peter Sand. In terms of
ships’ supply, the report said that 31 Ultra Large Container Ships (ULCS) with a cargo capacity of more
than 10,000 TEUs came onto stream during 2010. These ships entered almost exclusively onto Far East –
Europe services. This was a shortfall of 50% in comparison with scheduled deliveries and a bit more than
the overall slippage of some 40%. During January 2011, 4 ULCS have already been delivered, and 54
additional ULCS’s are scheduled for delivery in 2011. Even with another year of substantial slippage in
deliveries this will be massive and make more cascading happen. Slow and super-slow steaming will stay
– there is no way around it – in order to maintain
sustainable utilisation levels across the fleet.
“On average, newbuilt vessels will be about the
same size as 2010-deliveries. But the large
quantum of new built ULCS’s set to be launched
during the first half of 2011 will be one to watch
out for. In 2010, 25 of the 31 megaships were
delivered later than scheduled and during the
second half – a clear evidence of the serious
postponement efforts by owners. As oversupply is
a true risk and the biggest single challenge to the
container trades, later than expected arrival of
fewer than scheduled ULCS’s would be a welcome
outcome. The active fleet has grown by 0.7% so
far in 2011, caused by deliveries of 92,525 TEUs in
the form of 15 new built vessels, with no vessels
being demolished. BIMCO forecasts an inflow of
new container tonnage in 2011 to be less than in
2010 at 1.2 million TEU. As demolition is expected
to be insignificant the fleet is forecasted to grow by
8.3% in 2011” said BIMCO.
Concerning the sector’s outlook, it mentioned that the present freight rate levels are not expected to
improve during the first quarter of 2011 and may prove to be sticky going into second quarter if the
fundamental supply-demand imbalance remains a drag on freight rates. Too much tonnage is
suppressing utilization levels down to 80%, leaving little room for upside risk. However, downside risks
still remain very real even though inflow of new tonnage is close to getting matched by demand growth.
In the light of the firmness of average freight rates in 2010 that took many by surprise, freight rates are
likely generally to stay lower in 2011. The strong market on Asia-Europe during the first quarter of 2010
is very unlikely to happen again. In a combination with a second year of high capacity inflow of tonnage
suitable for Asia-Europe, that trade and the ones affected by eventual cascading, will feel most of the
heat.
Certain sub-segments and trades are likely to be
squeezed as cascading takes its toll. Meanwhile,
containerized imports to US from Asia is in for a more
positive year – rates may hold up better than Asia-Europe
freight rates, but still go down. Overall, BIMCO expects
Asia-US freight rates to be more stable due to the
contract structure of the trans-Pacific trade as well as an
expectation that US imports volume-wise should go up as
the US economy gets into more sustainable territory.
Bunkers remain a crucial cost element in particular for
containerships, and since the beginning of October,
bunker prices have increased by 22.5% from USD 450 per
tonne for 380 CST in Singapore, to USD 550 per tonne by
the end of January. This made liner companies push for an increase in the fuel surcharge known as
bunker adjustment factor (BAF). This may be the main reason for the minor positive hiccough in
Shanghai spot rates across the board taking place in the early weeks of 2011. Since the rate stabilization
efforts appear unsuccessful, the focus on slow steaming and resumed idling of vessels remains on top of
the agenda as the most effective counters to rising cost levels and a means for carriers to stay profitable.
Source : Nikos Roussanoglou, Hellenic Shipping News Worldwide
Inséré 09 octobre 2012 Historiek Historique
La Marine de guerre belge (III)
Le 21 août 1914, le gouvernement militaire d'Anvers ordonna la défense côtière de se retirer à
Dunkerque en cas d'alerte, et d'y conduire les blessés, la marine, tant civile que militaire, ainsi que les
fonds de la Banque Nationale. La brigade de volontaires qui occupait Ostende quitta cette ville durant la
nuit, la garde civique et les douaniers y furent aussitôt désarmés.
Le lendemain, le chef de service de la côte transporta les blessés à Dunkerque sur le Stad Antwerpen; le
23, la malle et ses passagers continuèrent leur route vers Caen, en vertu de nouvelles instructions, ce
qui indisposa l'administration civile de la marine.
La pénurie de personnel de bord obligea de Borchgrave à demander un complément d'équipage composé
de Français à Cherbourg, ce qui nécessita une escale au Havre.
Entre temps, sur l'ordre de notre attaché militaire à Paris, le Stad Antwerpen embarqua des munitions
pour notre artillerie de campagne. Mille difficultés empêchèrent le steamer de rentrer à Ostende avant le
2 septembre; il ramena une partie de la 4e division échappée de Namur et rapatriée par la voie du
Havre.
A cette date, de Borchgrave proposa d'établir, avec la marine anglaise et la 4e D. A., une tête de pont de
Zeebrugge à Ostende pour assurer notre ligne de retraite en cas de nécessité; son projet ne fut pas pris
en considération. Il est à remarquer à ce propos qu'en 1918, le vice-amiral Sir Roger Keyes déclara,
après le célèbre raid sur Ostende et Zeebrugge, « que le môle de Zeebrugge aurait pu être coupé de la
terre, armé par la flotte. anglaise, et qu'il eût été ainsi possible, pendant des mois, d'empêcher l'arrivée
des navires allemands sur notre côte et retarder peut-être indéfiniment l'établissement de grosses
batteries sur notre littoral ». Ceci définit suffisamment l'utilité d'une marine de guerre en Belgique.
Mais le désarroi de septembre 1914 permit à ses adversaires systématiques d'obtenir la mise à la retraite
du capitaine de vaisseau nouvellement promu et, à la fin de ce mois, notre défense côtière avait vécu.
Quant à nos quatre canonnières de réserve restées à Anvers, leur extrême faiblesse ne leur permit pas
de jouer un rôle quelconque dans la défense de la place. A la reddition du réduit national, elles
descendirent vers la mer et furent capturées par les Hollandais Elles restèrent à la chaîne jusqu'à
l'armistice et leurs équipages furent internés.
Combien il eût été utile cependant, pour la défense de la Nèthe notamment, de disposer de solides
canonnières portant quelques pièces de gros calibre ! Nous avons eu souvent l'occasion, durant la guerre
de position dans les Flandres, d'admirer le beau travail des embarcations françaises qui se faufilaient
dans les « vaart » et canonnaient consciencieusement les Allemands.
Mais, dès le 4 septembre, le commissaire Hennebicq, qui connaissait l'extrême importance du littoral
comme base secondaire et comme ligne de communication, attira l'attention sur ce point et, le 1er
octobre, furent organisées les Annexes flottantes, destinées à suivre l'armée dans ses mouvements. Des
bases navales furent établies à Ostende et à Zeebrugge; elles comprenaient deux services : les annexes
proprement dites et les transports maritimes et fluviaux, qui furent placés sous les ordres du général du
génie Cuvelier, directeur général des transports.
La situation devenant précaire, on voulut évacuer les dépôts d'habillement et le parc automobile de
réserve se trouvant à Ostende, ainsi que les services de l'artillerie réfugiés à Zeebrugge, mais les navires
attendus à cet effet n'arrivaient pas; alors, en vertu du droit d'angarie, le général Cuvelier fit saisir tous
les bateaux disponibles se trouvant dans nos ports et à Bruges et nos approvisionnements purent être
sauvés, ainsi que nos blessés.
Les Annexes flottantes furent réorganisées à Calais, une compagnie de pontonniers du génie y fut
employée.
Mentionnons en passant que le steamer Ville de Liège, qui avait été affecté, à Anvers à la Pharmacie
centrale, reçut une autre destination à Calais; que les paquebots Rapide, Léopold et Princesse
Clémentine furent employés à faire la navette entre ce port et Cherbourg, avec les petits blessés et les
recrues. En août 1915, l'administration de la Marine mit nos meilleures unités à la disposition de
l'Amirauté britannique, qui les transforma en installations hospitalières.
Un service régulier de transport par mer fut également inauguré à la fin d'octobre 1914 pour le transport
de nos munitions et de nos automobiles; les exploits des sous-marins firent renoncer à, ce moyen au
bout de quelques semaines.
Dans le courant du mois de novembre suivant, de nombreux marins, formant les équipages des Annexes
flottantes, dont le terme d'engagement expirait demandèrent leur licenciement pour servir sur les
navires anglais; les étrangers purent partir, les Belges furent maintenus. Il fut proposé alors, soit de
militariser nos matelots, soit de licencier les équipages civils et de les remplacer par des militaires, pris
parmi les marins faisant partie de l'armée de campagne.
Les pontonniers affectés aux Annexes flottantes ayant dû rejoindre le front, on créa une compagnie
spéciale à l'aide des matelots des malles-postes et des pêcheurs belges de Milford Haven et Sweansea;
en juillet 1915,- cette unité fut renforcée par des contingents venant des centres d'instruction; plusieurs
centaines de prisonniers allemands y furent utilisés pour les déchargements. La base de ravitaillement
était alors répartie entre, les' ports de Calais et de Gravelines.
Les services rendus par cet organisme et le service des transports par eaux intérieures (avec sa
compagnie de mariniers) qui en dérivait, furent considérables.
Nous ne pouvons manquer de saluer la mémoire des nombreux officiers et marins du commerce belge
qui, sur les transports étrangers, remplirent une tâche au-dessus de tout éloge et qui luttèrent avec un
héroïsme sans pareil contre les pirates ennemis et les sous-marins. Le cadre essentiellement militaire
que nous nous sommes assigné et aussi, il faut bien le reconnaître, le manque de renseignements, dû à
l'oubli dans lequel on semble vouloir laisser le souvenir de ces héros, ne nous permettent pas de nous
étendre plus sur ce sujet, qui mériterait pourtant de ne nombreuses
pages.
Cependant le commissaire Hennebicq, qui était resté attaché au service
des transports par eaux intérieures comme conseiller technique, n'avait
pas perdu l'espoir de voir reconstituer notre marine de guerre. Ne
comptant pas ses peines, renversant peu à peu les obstacles qu'il
rencontra, il parvint à faire créer le Dépôt des Equipages.
Le 28 janvier 1917, une dépêche ministérielle ordonna de diriger sur le
dépôt de la 4e division d'armée, établi à Grand Fort Philippe (Gravelines)
, tous les militaires ayant appartenu, comme cadets, au personnel du
navire école pour les faire entrer ultérieurement dans la composition du
Dépôt des Equipages.
Le 5 mai suivant, on entra dans la voie des réalisations. Le XXe' Sicle
écrivit à ce propos :
" Une excellente mesure qui répond au désir patriotique dont nous nous
sommes si souvent fait l'interprète, vient d'être prise par le ministre de
la Guerre.
En vue de maintenir et de développer la formation professionnelle des
marins belges actuellement sous les armes, M. de Broqueville vient de
décider la création d'un Dépôt des Equipages, qui sera un centre
administratif en même temps qu’un centre d'instruction et de formation
du personnel marin.
Le dépôt comprendra deux compagnies de marins, un peloton d'artillerie
de marine qui assurera le service des canons de côte et des canons à
bord des bâtiments; enfin, une école, qui donnera au personnel une
préparation scientifique et formera aux spécialités diverses.
L'ensemble du dépôt formera, avec son état-major, un centre autonome qui s'administrera comme un
bataillon.
Les candidats officiers seront qualifiés aspirants et auront le grade de premier maitre (adjudant).
Le ministre décidera du passage clans la hiérarchie militaire.
Les militaires de l'armée de campagne admis au Dépôt des Equipages seront proposés pour la position
hiérarchique correspondant à leur grade dans la hiérarchie militaire.
Tout militaire non gradé pourvu d'un diplôme de second lieutenant au long cours sera proposé pour le
grade de quartier-maître (caporal). S'il possède le diplôme de premier lieutenant au long cours, il sera
proposé pour le grade de second-maître (sergent) ; s'il possède le diplôme de capitaine au long cours, il
sera proposé pour le grade de sortie des centres d'instruction des sous-lieutenants auxiliaires.
Les programmes des examens scientifiques et pratiques à subir pour recevoir le diplôme d'aspirant
seront déterminés ultérieurement.
Les uniformes furent déterminés en même temps.
L'effectif du dépôt fut fixé à 400 hommes, parmi lesquels on devait prendre, dans la limite des
ressources, du personnel destiné aux bateaux transportant des approvisionnements pour l'armée; les
compagnies de marins assuraient l'instruction à terre et à bord, l'école formerait aux spécialités.
Peu après la hiérarchie fut déterminée de la façon suivante : Capitaine (major), lieutenant de vaisseau
de 1e cl. (capitaine-commandant), lieutenant de vaisseau de 2e cl. (capitaine en second), enseigne de
vaisseau de 1ere cl. (lieutenant), enseigne de vaisseau de 2e cl. (sous-lieutenant), premier-maître
(adjudant), maître de 1ere d. (sergent-major) , maître de 2e cl. (premier sergent). second maître
(sergent), quartier-maître (caporal); les candidats officiers étaient qualifiés d'aspirants.
Le Dépôt, s'administrant comme un bataillon, releva du commandant supérieur de la Base de Calais.
Le grand désir était, dit-on, d'obtenir du gouvernement français un vieux bâtiment susceptible de servir
de Barda (école flottante) et que les officiers marins fussent mis en stage à bord des navires de guerre
fiançais.
Il paraît que l'organisation marcha péniblement, qu'il y eut des hésitations; bref, qu'on ne fit pas grandchose pour l'évolution du Dépôt. Nous reproduisons ces renseignements pour ce qu'ils valent. Toutefois,
si cette situation exista, faut-il attribuer cette inertie à un ostracisme atavique dont on accabla toujours
la marine de guerre en Belgique? L'enthousiasme de nos jeunes loups de mer, enivrés des récits fabuleux
des exploits des fusiliers marins, fut cependant ardent et leur bonne volonté fut débordante; ils avaient
l'espoir d'aller combattre bientôt dans les secteurs inondés, sur des bateaux à fond plat équipés en
canonnières.
Quoi qu'il en soit, en 1917, le service des transports par eaux intérieures mit à la disposition de la
formation nouvelle un petit remorqueur : Blankenberghe, qui avait jadis été affecté à la station balnéaire
de ce nom. On l'arma d'un canon de 3c7 et d'une mitrailleuse Hottchkiss; il reçut un équipage composé
d'un second maître et de quatre matelots. Ainsi équipé, le Blankenberghe servit de vedette pour la
reconnaissance des mines à la 6e escadrille
française.
Puis notre Gouvernement réquisitionna le yacht
de plaisance Henriette, appartenant à un Belge
et stationné au Havre. Cet esquif arriva à Calais.
portant deux canons de- 3c7: une mitrailleuses
du Dépôt des Equipages y fut placée dans la
suite. Mais l'on tergiversa au sujet des moteurs
nécessaires; bref, le yacht, désarmé, fut amarré
au bassin ouest, où il fut brûlé accidentellement,
le 2 septembre 1918, en même temps que le
pétrolier Britisch-Soverein.
Enfin, l'aviso-mixte Ville d'Anvers, qui, comme
nous le savons, servit jadis de garde-pêche, fut
mis à la disposition de notre embryon de marine
militaire,
tout
en
restant
sous
le
commandement du capitaine Depierre, de la
Marine de l'Etat. Le Ville d'Anvers reçut à bord
un canon de 9 c., une pièce portugaise de 7c5,
une anglaise de 6 livres, une de 3c7; des mitrailleuses et un mortier Van Deuren; le navire devint ainsi
un véritable musée d'artillerie. L'équipage se composa d'un enseigne de 2e cl. et de 50 à 60 marins.
L'aviso fut, croyons-nous, employé au dragage
des mines.
On entra dans la voie excellente de mettre une
équipe de dix hommes, tirée de notre Dépôt,
sur les dragueurs français du Pas-de-Calais, une
autre de six matelots à bord du Nord., plus, en
moyenne, trois marins belges sur chacun des
huit torpilleurs de Calais.
Certains de nos officiers servirent à bord. du
torpilleur d'escadre Oriflamme.
Lors de la réoccupation d'Anvers, trois
torpilleurs allemands furent récupérés et munis
d'équipages belges. Le grand quartier général
constitua en son sein une commission d'études pour une marine de guerre nationale et se montra
favorable à son établissement.
Au A4 début de l'année 1919, les torpilleurs .A 1 et -A 2, complètement remis en état, patrouillaient dans
l'Escaut, respectivement sous ordres des enseignes Tournaye et Deflandre; l'A 3 fut envoyé en réparation
chez Cockerill, à Hoboken; en outre, notre flottille comptait un joli yacht de mer, une vedette de guerre
et deux remorqueurs. L'enseigne de vaisseau Delstanche fut investi du commandement du sémaphore
d'Ostende. L'A 1 et l'A 2 vinrent, on s'en souvient, à Bruxelles, au début du mois d'avril 1919. Au
moment de l'armistice, ces navires, dénommés A 14 et A 12, avaient été sabordés par leurs anciens
occupants, qui s'étaient mutinés. Ces embarcations avaient été construites en 1915 et 1916; elles sont
armées d'un canon de 5.2, d'un canon revolver de 3.7 et de plusieurs mitrailleuses; et d'une puissance
de 1,100 chevaux. Leur vitesse est de 37 km. à l'heure. Le public fut, pendant un certain temps, admis à
bord; on lui montra les blessures que ces torpilleurs avaient reçues au cours du raid de Zeebrugge. Ses
équipages comprennent chacun deux officiers, un faisant-fonctions, six sous-officiers et vingt-huit
hommes, tous spécialistes.
La presse se montra fort enthousiaste et approuva la résurrection de notre marine militaire. a L'escadrille
complète comptera douze unités, constate notamment avec satisfaction la Gazette; elle sera partagée en
trois groupes de quatre torpilleurs, établis, l'un à Anvers, le deuxième à Ostende et le troisième à
Zeebrugge. Des gardes-côtes et des dragueurs de mines compléteront cette minuscule escadre... Nous
assistons donc à la naissance d'une marine de guerre belge. .A Anvers, un établissement va s'ouvrir où,
dès à présent, peuvent s'inscrire les jeunes gens désirant prendre du service dans la marine militaire.
Entre temps. nos vieilles « coquilles de noix », rendues par les Hollandais qui les avaient capturées en
1914, étaient rentrées et la Police de la Rade ainsi que l'Argus furent envoyés sur le Rhin pour y coopérer
à la surveillance de la navigation sur la section du fleuve occupée par nos troupes; c'était une
réhabilitation.
Bref, le soleil semblait radieux et l'air bien léger aux fidèles partisans de notre force navale. 11 faut
croire que les irréductibles adversaires n'avaient cependant pas perdu toute puissance puisque le Soir du
21 février 1919 se fit un devoir de dénoncer que " la situation du dépôt des équipages est lamentable. Ils
constituent un noyau de marine militaire, entraînés sur des bateaux de guerre français, et une école pour
nos recrues maritimes".
A l'heure où notre droit à, la défense de la
côte et de l'Escaut s'impose, et où nous avons
un urgent besoin d'équipages de commerce
pour notre ravitaillement par mer, que fait-on?
s'écrie ce grand quotidien. On laisse se
dissocier, d'une part, les éléments formés
pendant la guerre en ne veillant pas à leur
rengagement et en ne faisant parmi eux aucun
avancement, si modeste soit-il, fût-ce d'un
galon de sergent. D'autre part, on ne tolère
aucun engagement des volontaires qui affluent
pour servir à la mer depuis qu'ils ont vu des
uniformes de marins. Des centaines auraient
été éconduits. En outre, on ne dirige pas les
recrues aptes à la mer vers le dépôt des
équipages, bien que ce soit leur destination.
Bref, on dirait que les efforts sont tendus pour
nous empêcher d'avoir des équipages à l'heure
où la reconstitution économique du pays en
dépend.
Le 27 juin suivant, le même journal dénonça encore une " incroyable incurie" dépassant toute
imagination « Il y avait à Anvers, au moment de l'armistice, écrit-il, une cinquantaine de bateaux
allemands -- torpilleurs, dragueurs, etc. — qui, en raison des règlements en matière de prise, nous
appartenaient. Les Allemands les conduisirent dans les eaux de leurs bons amis hollandais. Ils se
trouvent encore aujourd'hui dans le canal d'Elevoet-Sluis.
Pourquoi les y laisse-t-on? Personne ne le sait.
L' Action belge souligna également le fait.
Ce remue-ménage fut salutaire et peu après, le bilan de notre flotte s'élevait à 11 torpilleurs, 26
dragueurs de mines, 20 chalands et allèges, 4 remorqueurs, 1 yacht à vapeur et 1 "pont". Plus tard, des
sous-marins, mesurant 50 mètres sur 5, et des poseurs de mines vinrent les rejoindre.
Entre temps, en décembre de la même année, la compagnie de torpilleurs du génie prit la dénomination
de compagnie de torpilleurs; elle fut constituée au moyen du personnel et du matériel prélevé sur le
Dépôt des Equipages. De plus, une annexe fut adjointe à cette unité : un détachement de torpilleurs et
marins, composé d'un nombre variable d'escadrilles et d'une école.
Enfin, la Revue de la Ligue Maritime belge d'avril 1920 constate qu'en réalité, notre marine militaire
existait
et
comprenait
:
1° Cinq grands torpilleurs, nommés : A 40, A 42, A 43, A 47, A 47, à turbines, jaugeant 285 tonnes,
construits en 1916. Chaque équipage comptant 34 hommes. Les dimensions de ces navires sont de 50
mètres sur 5 mètres 50; tirant d'eau 21,50, vitesse 33 nœuds. Ils sont armés de deux pièces de 8 cm. 8,
trois mitrailleuses, un tube lance-torpilles, une installation de télégraphie sans fils et deux projecteurs.
Ces torpilleurs sont munis de machines identiques à celles des neuf petits torpilleurs suivants, mais
ayant une puissance de 2.500 chevaux-vapeur; le nombre de tours est encore inconnu.
2° De neuf petits torpilleurs : A 1,
34 hommes d'équipage, longueur
nœuds. Ils sont armés d'un canon
mitrailleuses, une installation de T.
A 2, A 5, A 8, A 9, 11, A 15, A 20, 'à 20 tonnes, construits en 1915.
41 mètres 50, largeur 4,25, tirant d'eau 2 mètres 50, vitesse 25
de 52 m/m. et d'un canon de 37 m/m., un tube lance-torpilles, trois
S. F.
3° Trois remorqueurs : le Wilma, le Frédéric, le Kaetchen.
4° Deux vedettes de rivière : le V 25 et le V 25b.
5° Un poseur de mines : le Nieuport.
6° Un bateau de service : le Torpille .
Ajoutons que certains de nos officiers sont envoyés en stage dans la marine française, qu'on fait appel
aux officiers des malles et que, dans son ensemble, le corps de la marine militaire compte 400 membres.
Nous nous sommes borné à reproduire des extraits de journaux, ne désirant point révéler des secrets
d'Etat et considérant que la nouvelle organisation n'est pas encore entrée dans le domaine de l'Histoire.
Au surplus, les lettres que nous avons adressées aux jeunes camarades que nous avions connus durant
la guerre et dont nous avions admiré le généreux engouement nous sont revenues avec la mention : "
Démobilisé parti sans laisser d'adresse". Ce qui, soit dit en passant, nous fait, par déformation
professionnelle, songer à la situation de 1849.
Nous souhaitons ardemment que, cette fois, le pays aura bien compris et que les avis de nos Souverains,
si sages et si dévoués à la grandeur du pays, auront porté leurs fruits. Durant les guerres modernes, le
carnage est partout; il convient donc de nous garder aussi bien sur mer que sur terre et dans le ciel.
Puisse notre modeste étude rétrospective démontrer à nos jeunes marins qu'ils ont des ancêtre, une
tradition d'honneur, de dévouement, de gloire, et les encourager à sacrifier tout au pavillon.
Mais il serait injuste de terminer ici ce court aperçu de notre histoire maritime, sans avoir consacré
quelques lignes à l'effort que firent nos marins à la Colonie :
Il y a plusieurs années déjà, Léopold Il, souverain de l'Etat indépendant du Congo, avait voulu y
constituer une force navale. L'Allemagne l'en empêcha. Cependant, en 1914, on attendait sur le
Tanganika une embarcation armée, dépendant des Finances, destinée à la répression de la fraude -- elle
ne devait avoir aucun caractère militaire.
Dès que les hostilités s'étendirent à l'Afrique, il devint impossible de ne pas y constituer des éléments
maritimes à opposer et ceux que l'adversaire, mieux avisé que nous, y possédait.
Le 27 août 1914, le général Tombeur, gouverneur du Katanga, annonça que les Allemands avaient pris
l'initiative de l'attaque le 15, des villages du lac Tanganika avaient été bombardés; le 22 du même mois,
la canonnière von Wissmann avait fait pleuvoir des obus sur le port belge de Lukuga; notre vapeur
Alexandre Delcommune, assailli traîtreusement, fut coulé.
Dès lors, une action belgo-anglaise fut décidée et il apparut clairement qu'une flottille était
indispensable.
En septembre, les troupes françaises, victorieuses dans le Sanga, se trouvant en péril, des secours nous
furent demandés. Une canonnière : Luxembourg, sous les ordres du capitaine Goransson, rendit en ces
circonstances de précieux services en transportant 600 de nos soldats dans l'Ubangi.
Mais les principales actions maritimes se produisirent sur les lacs; nous les esquissons rapidement
d'après une relation inédite que nous tenons de l'un de nos plus hardis marins qui n'y resta point les bras
croisés; la crainte de porter atteinte A sa farouche modestie nous empêche de le nommer :
Maîtres du Tanganika, les Allemands possédaient les moyens d'y amener, grâce à la voie ferrée de Dar
es Salam-Kigoma, toutes les réserves en bateaux réfugiés à Dar es Salam dès le début des hostilités et
toutes les ressources en artillerie de marine et en personnel provenant des croiseurs Kônigsberg, Planet
et Condor, de la marine impériale.
Les bâtiments armés ennemis nous obligèrent à garnir de postes de surveillance, de redoutes et de
positions, toute notre frontière de l'est; ils opéraient en outre les transports de troupes et de
ravitaillement, harcelaient nos effectifs, nous tuaient impunément du monde et montaient la garde de
Vua aux bouches de la Ruzizi, tandis que le sud était occupé par des détachements rhodésiens.
Ce fut grâce aux demandes réitérées du major Muller d'abord, du major Stinghlamber ensuite, qu'on finit
par prêter attention à cette situation qui ne cessait d'empirer, notre manque de. moyens de ce côté
enhardissant l'adversaire. Les premiers envois qui arrivèrent de Léopoldville, fin juin ,1915,
comprenaient un bac et une baleinière en acier, sur lesquels étaient montés des groupes marins
actionnés par des moteurs d'aviation et des pièces d'artillerie de campagne, le tout desservi par un
officier de marine, un officier d'artillerie, un mécanicien et une section d'artilleurs bangalas.
Quatre jours après sa mise à pied d'œuvre, cette « flottille » décide l'attaque d'une unité allemande en
patrouille qui s'était approchée des bouches de la Lukuga. L'action, revêt le caractère d'une surprise, le
tir est des plus précis, l'ennemi hésite, puis vire de bord et s'esquive, grâce à sa supériorité de vitesse.
Le 25 décembre 1915, la canonnière Kigani et, le 9 janvier 1916, le von Wissmann, sont assaillis dans les
mêmes conditions et détruits. Le bac de rivière dont il est question ci-dessus, pompeusement dénommé
« chaloupe canonnière » dans les rapports.
L. LECONTE,
Conservateur du Musée royal de l'Armée.
Inséré 11 octobre 2012 Boeken - Livres
“Seeman”.
Door : Frank NEYTS
Onlangs verscheen bij uitgeverij Walburg Pers “Seeman. Maritiem woordenboek van Wigardus à
Winschooten”. Het boek werd hertaald en ingeleid door Hans Beelen, Ingrid Biesheuvel en Nicoline van
der Sijs. De “Seeman” (1681) is het eerste volwaardige zeemanswoordenboek van het Nederlands en
tevens een van de geestigsste en boeiendste woordenboeken van onze taal. De “Seeman” bevat een
keur aan woorden uit vaktalen, zeker niet alleen uit het zeewezen. Bij de hertaling is gestreefd naar een
prettige leesbaarheid voor een eigentijds publiek zonder dat de toon van het origineel verloren is gegaan.
Het rijk geïllustreerde boek is voorzien van trefwoordenregisters en een uitvoerige inleiding over leven en
werk van de auteur. Het boek bevat ook een cd-rom, waarop de hertaling, een diplomatische transcriptie
en foto’s van de originele druk van de “Seeman” uit 1681 staan.
De “Seeman” is een uniek cultureel document, een spiegel van Nederland in de 17de eeuw.
“Seeman” (ISBN 978-90-5730-722-7) telt 326 pagina’s en werd als hardback uitgegeven. Het boek
bevat ook een cd-rom en kost 39.50 euro. Aankopen kan via de boekhandel of rechtstreeks bij
Uitgeversmaatschappij Walburg Pers, Postbus 4159, 7200BD Zutphen. Tel. +32(0)575.510522, Fax
Inséré 10 octobre 2012 Boeken - Livres
Enlevé le 10 décembre 2012
HOGERE ZEEVAARTSCHOOL
NAAMGEVING ACADEMIEJAAR 2012 - 2013
--------------------------------------------------Op woensdag 3 oktober 2012 had in de aula Ortelius van de Hogere Zeevaartschool in Antwerpen in
aanwezigheid van de rector van de Universiteit Antwerpen, professor Alain Verschoren en talrijke
prominenten uit de maritieme wereld de
traditionele plechtige naamgeving plaats
van de nieuwe promotie van het
academiejaar 2012 – 2013. de Belgische
zeevaartbond
vzw
was
op
deze
plechtigheid vertegenwoordigd door haar
voorzitter Kapitein ter Zee (H) Patrick Van
den Bulck. Kapitein Patrick Blondé,
Algemeen-directeur van de HZS merkte in
zijn toespraak op dat dit de 106de
naamgeving
was voor de
afdeling
“nautische wetenschappen” en de 16de
naamgeving
voor
de
afdeling
“scheepwerktuigkunde”.
De promotie 2012 – 2013 in de
“scheepswerktuigkunde” wordt genoemd
naar wijlen Hubert De Vogel. Geboren in 1939 begon hij op 18-jarige leeftijd zijn loopbaan bij de
rederij Deppe. Hij studeerde in 1960 op de Hogere Zeevaartschool en behaalde het diploma van
werktuigkundige 1e klasse en scheepselektricien. Na als hoofdwerktuig-kundige aan boord van de SS
Belgulf Strength te hebben gevaren vervoegde hij in 1975 als superintendent de technische diensten van
de CMB. In 1983 verleende hij zijn diensten aan de “Antwerp Port Engineering and Consulting (APEC)”
om vervolgens in 1987 in dienst te treden als Superintendent bij de Ecuadorian Line tot hij in 2004 op 65
jarige leeftijd op pensioen ging. Als ondervoorzitter was hij heel actief in het Koninklijk Gallois
Genootschap en vond nog de tijd om een roman te schrijven “Het verhaal van de zee” die hij helaas niet
mocht afwerken. Aan jonge mensen die hun loopbaan op zee willen uitbouwen geeft hij de raad: “Blijf
studeren en analyseer al uw ervaringen vanuit uw theoretische kennis. Ervaringen hebben geen zin als
ze niet begrepen en doordacht zijn”
Hij is zonder enige twijfel een
personaliteit die als voorbeeld aan
onze studenten kan gesteld worden.
Kapitein P. Blondé kondigde verder
aan
dat
de
106de
promotie
“nautische wetenschappen” dit jaar
zal worden genoemd naar de
Divisieadmiraal
Jean-Paul
Robyns. Admiraal J-P Robyns is
verleden jaar met pensioen gegaan
en heeft een lange en succesrijke
carrière bij de Marine achter de rug.
Hij
vervoegde
in
1971
de
Marinecomponent als Cadet en begon
het jaar daarop te studeren aan de
HZS. Als jonge officier vervulde hij
diverse functies aan boord van
mijnenbestrijdingsvaartuigen. Na een opleiding in Den Helder in Verbindingen en Elektronische
oorlogsvoering vaart hij tussen 1980 en 1988 op fregatten als operatieofficier. Als Korvetkapitein krijgt
hij het commando over diverse Tripartiete mijnenjagers. In 1990 neemt J-P Robyns met zijn schip actief
deel aan de Golfoorlog. Hij krijgt een vermelding als voorbeeld voor moed en zelfopoffering. Vervolgens
neemt hij diverse functies waar in Nederland, Groot-Brittannië en Frankrijk. Bevorderd tot
Flottieljeadmiraal krijgt hij in 2005 het commando over de Marinecomponent en wordt hij aangesteld als
Deputy Admiral Benelux. In 2007 wordt hij tot Divisieadmiraal en Vleugeladjudant van de Koning
benoemd. In juni 2011 wordt hij op rust gesteld. Tijdens zijn commandoperiode is het de eerste keer dat
de Marinecomponent in haar geschiedenis het commando heeft gevoerd over grote internationale
operaties voor de kusten van Libanon, Somalië en Libië. Het was tijdens zijn periode dat de M-Fregatten
geïntegreerd en opgewerkt werden, de mijnenjagers gemoderniseerd en de samenwerking met
Nederland verstevigd werd. Om te besluiten merkte Kapitein P. Blondé op dat Divisieadmiraal de HZS
steeds een warm hart heeft toegedragen. Met deze staat van dienst is hij een waardige laureaat voor de
naamgeving van de
nieuwe
promotie
“Nautische
Wetenschappen”.
In
de
inleidende
toespraak
kon
dhr.
Frans Van Rompuy,
Directeur-generaal van
FOD Maritiem Vervoer
en ondervoorzitter van
de Raad van Bestuur
van de HZS met enige
trots aanstippen dat
het
aantal
nieuwe
studenten aan de HZS
15% hoger was dan
vorig jaar. Op 24
september
ll.,
de
eerste dag van het
nieuwe
academiejaar
mocht de HZS 197
nieuwe
studenten
begroeten voor de opleiding “Nautische Wetenschappen” en 41 studenten in de afdelingen
“Scheepswerktuigkunde” met vooral in de Nederlandstalige afdeling een forse stijging. De school telt
vandaag niet minder dan 670 ingeschreven studenten. Aan de HZS werden al twee doctoraatstitel
afgeleverd en niet minder dan 6 personen bereiden thans een doctoraat in de Nautische Wetenschappen
voor. Een post- graduaatopleiding in de Hydrografie werd met succes gestart in nauwe samenwerking
met de Universiteit Gent, het Waterbouwkundig Laboratorium, de Vlaamse Hydrografie en de industrie.
Aandacht wordt ook gegeven aan een nieuwe maritieme opleiding van het HBO5 type terwijl het dossier
van de bouw van een nieuwe HZS goed vordert en tevens goede voortgang wordt gemaakt met het
onderzoek naar aangepaste financieringsformules.
Aan de plechtige naamgeving ging een lezing vooraf door de bekende schrijver en Antarcticakenner
Johan Lambrechts over het onderwerp: “De rol van de Noorse ontdekkingsreiziger Roald Amundsen als
onderdeel van de Belgica-saga”
De plechtigheid, bijgewoond door een 150 tal genodigden, werd afgesloten met een receptie.
ECOLE SUPERIEURE DE NAVIGATION
CEREMONIE DE BAPTÊME ANNEE ACADEMIQUE 2012 –
2013.
----------------------------------------------------------La cérémonie traditionnelle de
baptême
de
la
nouvelle
promotion
s’est
tenue
le
mercredi 3 octobre 2013 dans
l’aula de l’Ecole Supérieur de
Navigation en présence du
recteur de la Universiteit Antwerpen, le professeur Alain Verschoren ainsi que de nombreuses
personnalités du monde maritime. La Ligue Maritime Belge asbl était représentée à cette cérémonie par
son Président le Capitaine de vaisseau (H) Patrick Van den Bulck. Dans son allocution le directeurgénéral de l’ESNA, le Capitaine Patrick Blondé a observé qu’il s’agissait de la 106ème édition du baptême
pour la section « Sciences Nautiques » et de la 16ème pour la section «Mécanique Navale ».
La promotion 2012 – 2013 de la section « Mécanique Navale » portera le nom de feu Hubert De Vogel.
Né en 1939 il débute sa carrière auprès de l’Armement Deppe à l’âge de 18 ans. En 1960 il entre à
l’Ecole Supérieure de Navigation et y obtient le diplôme de mécanicien de 1ère classe et d’électricien de
bord. Après avoir navigué comme chef mécanicien à bord du SS Belgulf Strength, il rejoint en 1975 les
services techniques de la CMB en qualité de superintendant. En 1983 il prête ses services à la « Antwerp
Port Engineering and Consulting (APEC) » pour entrer en 1987 comme superintendant au service de la
Ecuadorian Line. En 2004 il partira à la retraite à l’âge de 65 ans. Il s’est montré fort actif comme viceprésident de la Koninklijke Gallois Genootschap vzw et se ménagea encore du temps libre pour écrire un
roman « Het verhaal van de zee » que malheureusement il n’a pu mener à une bonne fin. Aux jeunes qui
souhaitent embrasser une carrière maritime il réservait le conseil suivant : « Continuez à étudier et
analyser vos expérience à la lumière de vos connaissances théoriques. L’expérience n’a que peu
d’importance si elle n’est
bien comprise et mûrement
réfléchie ».
Sans nul doute, a conclu le
Capitaine P. Blondé, nous
nous
trouvons
ici
en
présence d’une personnalité
qui peut servir d’exemple à
nos étudiants.
Ensuite le Capitaine P.
Blondé a annoncé que la
106ème
promotion
«
Sciences
Nautiques
»
portera le nom de Amiral
de Division Jean-Paul
Robyns.
L’Amiral
de
division J-P Robyns est
parti l’année dernière à la
retraite à l’issue d’une longue et brillante carrière auprès de la Composante Marine. Il est entré en 1971
à la Marine et débute l’année suivante ses études à l’ESNA. Comme jeune officier il assuma diverses
fonctions à bord des chasseurs de mines. Après une formation poussée en Communications et Tactiques
‘Electroniques de guerre il naviguera entre 1980 et 1988 à bord des frégates en qualité d’officier en
charge des opérations. Comme Capitaine de Corvette il se voit confier le commandement de groupes
tripartites de chasseurs de mines. En 1990 J-P Robyns participera avec son navire de manière active à la
Guerre du Golfe. Il reçoit une citation pour son courage exemplaire et son esprit de sacrifice. Il assumera
ensuite diverses fonctions aux Pays-Bas, en Angleterre et en France. Ayant accédé en 2007 au rang
d’Amiral de flottille il se voit confier le commandement de la Composante Marine et est nommé Deputy
Admiral Benelux Il sera promu en 2007 au rang d’Amiral de Division et Aide de Camp du Roi. Enfin il
prendra sa retraite en 2011. C’est sous son commandement que la Composante Marine assumera pour la
première fois la conduite d’opérations internationales d’envergure devant les côtes du Liban, la Somalie
et la Lybie. Sous sa conduite non seulement les frégates de la classe M furent mises à niveau et
totalement intégrées et les chasseurs de mines modernisés mais aussi la collaboration avec les Pays-Bas
renforcée. Pour conclure le Capitaine P. Blondé devait observer que l’Amiral de Division a de tout temps
témoigné d’une très grande
estime à l’endroit de l’ESNA.
Cet état de service fait de lui un
lauréat de choix pour le nom de
baptême
de
la
nouvelle
promotion « Sciences Nautiques
».
Dans son mot d’introduction M.
Frans Van Rompuy, directeurgénéral
du
SPF
Transport
Maritime et vice-président du
Conseil
d’Administration
de
l’ESNA a souligné non sans fierté que le nombre des nouveaux inscrits à l’ESNA avait progressé de 15%
par rapport à l’année précédente. Aussi le 24 Septembre dernier, le premier jour de la nouvelle année
académique l’ESNA était heureuse d’accueillir pas moins de 197 nouveaux étudiants dans la section «
Sciences Nautiques » et 41 étudiants dans la section « Mécanique Navale », la section Néerlandophone
dans cette dernière accusant une nette progression. L’ESNA compte à ce jour pas moins de 670 étudiants
inscrits. L’ESNA se félicite d’avoir pu décerner deux titres de doctorat alors que pas moins de 6 candidats
préparent actuellement un doctorat en « Sciences Maritimes ». Une formation « Post-graduat en
Hydrographie » a démarré avec succès en étroite collaboration avec la Universiteit Gent, le
Waterboukundig Laboratorium, la Vlaamse Hydrographie et l’industrie. Un nouveau programme de
formation maritime du type HBO5 retient actuellement l’attention de la direction alors que le dossier de
la construction d’un nouvel immeuble pour l’ESNA a bien progressé et est actuellement entré dans la
phase de mise en place d’une
formule
de
financement
appropriée.
‘A la cérémonie de baptême
de la nouvelle promotion a
précédé une causerie par
Johan Lambrechts auteur bien
connu pour sa connaissance
approfondie de l’Antarctique
sur le sujet : « Le rôle de
l’explorateur Norvégien Roald
Amundsen dans l’exploit de la
Belgica ».
Un cocktail a clôturé la
cérémonie, à laquelle environ
150 invités avaient tenu à
assister.
Inséré 11 octobre 2012 OPEN FORUM
New anti piracy task force
Jan Fritz Hansen, Vice President of the Danish Shipowners Association, is chairman and ready
to take action against the growing piracy.
Jan Fritz Hansen, Vice President of the Danish Shipowners Association, has been appointed chairman of a
new Piracy Task Force under the colours of the ECSA, the European Community Shipowners' Association.
ThE appointment comes simultaneously with an official Danish piracy fighting strategy drawn up by
several Ministries in the Danish Government.
"I am very happy for the opportunity to put a Danish fingerprint on fighting the growing piracy in the
Indian Ocean, but also the piracy in West Africa, which has had several at tacks recently", says Jan Fritz
Hansen.
As chairman of the new task force under the ECSA, Jan Fritz Hansen will urge its members and the whole
EU administration to take action on a
broad perspective to especially fight
the Somalia/Indian Ocean problem.
The first meeting will be a hearing in
Brussels on October 12, where he will
present
the
Danish
Government
strategy for counter-piracy effort.
"I will ask all the members and all of
the EU administration and politicians to
use all the tools in the box to attack the piracy problems from all corners . I mean, we in the Danish
Shipowners Association have analysed the problem and found that Europe and the EU might be the only
"country" in the world with the number of instruments needed to fight the problem. We have bilateral
trade agreements with neighbouring countries, we have naval firepower using the NATO task force, and
we have so many political connections to the East African area that it should be possible to attack the
lawless Somalia from many angles", says Jan Fritz Hansen.
Four Danish ministries have drawn up piracy fighting strategies:







Promoting international coordination and focus on counter-piracy efforts, as well as
strengthening regional and bilateral cooperation on counter piracy efforts.
Combating pirates through periodic deployment of naval contributions and a maritime patrol
aircraft.
Identifying practical solutions to the legal challenges posed by counterpiracy efforts.
Working to make the application process in relation to civilian armed guards as flexible as
possible, as well as working for the production of international guidelines for the use of civilian
armed guards.
Providing support for follow up on ships' compliance with Best Management Practices (BMP)
Building capacities in order to enable the countries in the region to take on the challenges by
themselves in the longer term, including support for the creation of coast guard functions in the
region, as well as prison capacity in Somaliland and Puntland,
Enhancing the international effort to target those backing the pirates, including initiatives to
counter money laundering.
"One of the first tasks to solve is to make a sort of common standard for the use of civilian armed guards
and their firearms on board. It has already proven difficult to work with armed guards under various
guidelines from various countries. Therefore a system where the weapons stay on board our ships in
special gun lockers under an international guideline will save our crews, their armed guards and the
shipping offices ashore a lot of time and trouble", says Jan Fritz Hansen.
The Danish Shipowners Association has diverted funds to land based NGO organisations in Somalia and
Somali land in order to fight the problem from the landside and in a non-violent way. At the same time,
the Danish government has sent money to Somaliland to strengthen the prison system, which already
houses some of the members of the piracy gangs from Somalia.
Inséré 13 octobre 2012 OPEN FORUM
Shipping documentation - the next step
For tanker owners and operators, 2011 will be the year in which electronic shipping documents (eDocs)
gain critical mass against the paper bill of lading, driven by regulatory pressure and the need for
commercial efficiency, says Alex Goulandris*.
Paper is dead. Long live eDocs. The electronic bill of lading (eB/L) is a reality, fully available to
charterers, owners and operators, terminals and agents. And 2011 will be the year when eB/Ls become
firmly embedded in the fabric of the energy shipping markets of Europe and the Americas.
It’s not before time, either. Bills of lading are a shipping legacy dating back 6,000 years and are familiar
to everyone in the industry from the super majors and commodity trading houses to small family
shipowners. But no-one who deals with them on a daily basis has anything positive to say about the
current paper process.
Such an archaic process struggles in the modern world, when everything else from money transfers and
charterparty recaps is already digital. Using paper actually generates significant costs due to the need for
parties to congregate around draft originals for signing; delays caused by physical transfer; need to
retrieve paper originals prior to amending bills of lading; risk of fraud; etc.
With documents typically created in multiple non-integrated systems by various parties, from a
terminal’s documentation team, terminal’s laboratory, ships agents and independent surveyors, up to
90% of information is re-typed between systems, causing delays, duplication and a high likelihood of
errors and variances. In addition, documentation can be created hours away from the vessel’s berth,
causing yet further logistical
issues and delays.
Using eDocs instead of paper
documents offers a number of
immediate advantages. Some are
purely administrative but most
have the potential to improve the
bottom line for carriers, trading
entities and other parties such as
agents
and
independent
inspectors.
eB/L
offer
faster
vessel
turnaround thanks to improved
document processing, minimising
time spent at the load port
dealing with documentation or
any delays at discharge port while
awaiting documentation. They
offer reduced outstanding freight
payments where freight is settled
on receipt of documentation by
the shipper/charterer. eDocs also offer the ability to discharge cargo against an original eB/L rather than
a letter of indemnity (LOI), thereby enabling the carrier to remain within its P&I cover.
ESS was established in 2003 to realise these benefits and enable international trading partners to use
eB/Ls and supporting documentation, safety data sheets and other trade documents for operational,
trading, customs and compliance purposes.
That vision of an eB/L was realised in January last year when the first CargoDocs electronic documents
were transacted between BP Oil UK, Morgan Stanley, Ineos, Denholm Barwil and Broström Tankers at
Ineos’ Finnart terminal.
Broström Tankers’ operations director Andreas Jorgensen said; “for a long time we wanted to move on
and catch up with technology. We want to be in the forefront of using technology efficiently but still in a
safe way. CargoDocs eases the administrative burden for the captain and fosters real time savings.”
As 2010 ended, ESS entered the Baltic oil export market with a trial of CargoDocs by Russian forwarder
Balt-Forward for Russian Export Blend Crude Oil (Rebco) crude and products shipments ex-Primorsk set
for the first quarter of this year. Together, Primorsk’s crude and products terminals are the largest hubs
for Russian oil exports with combined throughput in excess of 79 mill tonnes from 935 tanker calls per
annum.
Lolita Savchenko, operations director of Balt-Forward in the Port of Primorsk said owners and masters
should see immediate time savings. Ms Savchenko estimates that using eB/Ls “will eliminate up to six
hours per voyage, which are currently wasted on printing, signing, stamping and distributing paper
originals. As you can imagine, we are very enthusiastic about CargoDocs.”
Prior to the operational launch of CargoDocs, ESS undertook two and a half years of testing with a group
of international trade partners. This extended testing phase allowed the shipping and energy industries
to work with ESS through its users association, the ESS-Databridge Development Group (DDG) to ensure
that CargoDocs was built around best industry practices and could be adopted with no operational risk.
Reducing those risks involved a number of steps including developing eDocs best practices with the
industry, building standard workflow processes into CargoDocs and developing functionality, which
enables carriers to use eDocs through a secure email client if always-on internet was not available on a
vessel. ESS also obtained approval from the carriers’ P&I Clubs to protect users from perceived exposure
associated with potential IT risks. ESS published annual IT audits to DDG members and developed
ISO27001- equivalent data centre security certification.
In addition, ESS worked with customs authorities to produce eDocs output that were acceptable to
government agencies and undertook thousands of simulated transactions working with as many as 20
parties on single trades.
Finnart’s use of CargoDocs was the start in a wave of adoption. Ineos, for example, issued a ‘Notice of
Transition’, placing shippers on notice that it was transitioning from paper to eDocs at both Finnart
Terminal and Grangemouth Refinery. Trading companies already live include BP, Shell, ConocoPhillips,
Morgan Stanley, Mabanaft and Ineos. Shipowners include Broström Shipping, Hellespont Tankers, Teekay
Tankers while a significant number, including Maersk Tankers, AET, BP Shipping, Tarntank, Donsotank
and Uni-tankers are ready to use eB/Ls. Testing is ongoing at ConocoPhillips’ Teesside Terminal, Hamble
Terminal (BP) and Baton Rouge (ExxonMobil).
So what will drive wider adoption of eDocs in 2011? Ultimately it’s a choice between wasting time and
money on an inefficient process, or catching up with current business processes. There is also a steady
legislative march in favour of the use of electronic documentation in shipping.
From 1st January 2011, all traders must use EMCS for all movements of duty-suspended excise goods
within the EU. EMCS is a computerised system which will capture and process information in respect of
all movements of excise goods in duty suspension (including oil products) within the European Union. It
will replace the current paper-based Administrative Accompanying Document (AAD) for intra-EU duty
suspended movements, capturing and processing AAD information online, validating data and allow realtime notification of dispatch and receipt of goods. As a result, EMCS will link over 150,000 traders in 27
national administrations across the EU.
Rotterdam rules
In 2008, the Rotterdam Rules were opened for signature and to date, 23 states have signed them. The
Rotterdam Rules give functional equivalence to eB/Ls to sit alongside legislative recognition of eB/Ls in
the US. In 2003, acknowledging the importance of e-commerce in shipping, Article 7 of the Uniform
Commercial Code was revised, introducing new rules for electronic documents of title.
Following its historic first eB/L transaction, the Finnart terminal and Broström’s Bro Deliverer made
history again soon afterwards when original eB/Ls were issued, transferred through the trade chain to
the receiver, which produced them back to the vessel while it was still moored at the loadport - a process
which took just 13 minutes.
Even on short-sea shipments like this, the original paperwork would normally remain on the vessel,
forcing all parties in the trade chain to rely entirely on Letters of Indemnity. But rather than follow his
normal practice of sifting through a stack of paperwork, the vessel’s master - Ove Horgerud - checked
the contents of the eB/Ls and supporting documents prepared by the terminal online.
Satisfied that they were accurate, he instantly signed the documents for multiple parcels of refined
products electronically and with just a single click.
The terminal, having itself electronically signed all the required certificates of quality and quantity
electronically issued the full set of eDocs to the shipper, Morgan Stanley. Once it was satisfied that the
eDocs were accurate, the company transferred them to cargo receiver BP Oil UK, rather than issue a
trading LOI. BP, having checked the contents of the eDocs online, produced the eB/L back to the vessel,
requiring delivery at the discharge port - Belfast.
The carrier, satisfied that it was delivering against an original eB/L, did not require a discharge LOI prior
to delivering the cargo. There was no faxing or printing, no courier charges and no risk of loss of
documents or copies. Each participant also has an archive of all the documents associated with their
voyage, easily accessible in their electronic files for a minimum of 12 years.
As an argument for abandoning paper bills of lading and moving to eDocs, it was a very profitable use of
13 minutes.
TO January / Feb. 2011
*Alexander Goulandris co-founded Electronic Shipping Solutions (www. essdocs.com) while studying for
an MBA at Wharton School of Business. He has been the company’s CEO since it was established in 2003.
It was set up to address the perceived inefficiencies of paper documents in shipping and to enable
trading partners to use electronic documents, including bills of lading, safety data sheets and customs
documentation for operations and compliance purposes.
ESS eDocs is currently in use at some of the world’s largest energy traders and shipowners, whose input
and governance helps drive ESS’s solutions.
Prior to ESS, Goulandris worked as a maritime litigator for six years with Freehill, Hogan & Mahar LLP in
the US and Holman Fenwick Willan LLP in the UK, Greece and Hong Kong.
Inséré 15 octobre 2012
NIEUWS NEWS
It’s Time to Strike Hard at Pirates Who Threaten
Seafarers’ Lives
Piracy in the Gulf of Aden around the Horn of Africa and beyond is making big news these days. Dubai
just hosted a high profile conference on the subject and it made headlines around the world. The main
focus of the event was on the economic impact piracy is having on world trade.
This is, of course, significant but in my opinion far less than the lives of the men and woman on board
the vessels being targeted. Why is it that when a plane is hijacked no one talks about money lost yet
when an oil tanker is taken it’s all about the value of the cargo? Perhaps it is because of the picture one
creates when the words oil and tanker are put together. You would be forgiven for just seeing in your
mind’s eye a colossal ship with millions of dollars of oil on board. However we must not forget that there
are human beings on that oil tanker and they are a lot more precious than any amount of oil.
That is why I have made the people involved, the mariners, the victims of this sick multi-million dollar
ransom game, my priority. And so they should be for all security professionals being pulled into this
spreading piratical plague. Any advice dispensed by fellow security consultants should revolve around
really protecting the people affected and at risk from pirates -- providing real protective solutions that
save lives as opposed to security deterrents that are not actually effective but appease the insurance
companies. I write this article after being inundated by one common question: “What is the best way for
ships to secure their passage through dangerous pirate-infested waters?” My answer is: “Install a
carefully selected, professional, armed security team with a police or military background who follow
strict and clearly set out rules of engagement and employ a stringent command and control structure.”
Yes, there is the violence escalation trajectory to worry about but that will only really come into play
when the vast majority of vessels travelling through dangerous waters have armed security teams on
board – and we are far from that at the moment. And before we get to that point a solution to this
problem must be sought and achieved on land. I arrived at the conclusion that having an armed security
team on board is the best solution through empirical experience gained in Africa working as a police
officer and from professional expertise and familiarity in providing close personal protection to my clients
in hostile environments. I am sure you would come to the same conclusion if you gave the subject some
thought. For instance who would you want on board a ship protecting your loved ones?
1. An unarmed security officer giving his team and the vessels crew verbal instructions on how to defend
against AK47 and RPG wielding thugs? Or
2. A highly trained ex-forces operative sufficiently armed to give the pirates back as much as they could
dish out?
I am not writing this article to debate the potential solutions, again. Just to call a spade a spade and
point out that placing some of the non-lethal measures on board the vessels may actually increase the
danger and not reduce the risk. Such as the unarmed security team that I know changed their clothes
when locked in the citadel when the pirates boarded so as to not look like the “security team”. Or the
instance when the three unarmed security officers jumped overboard after the “sound gun” they had
deployed against AK47s failed. Let’s all get real for a second and think about it from a human
perspective, from the perspective of a sailor who faces the possibility of being kidnapped and held
hostage for months or possibly years. Matters of economy, insurance and law are important -- but
nowhere near as important as really trying to protect human life and dignity. Since Concept Tactical
Worldwide has entered the maritime security field through the demand for expert security advice and
counsel we have been submerged in offers of non-lethal, static or experimental security solutions from
companies wanting us to give our stamp of approval to their clients and ours. And the majority of the
measures are ineffective - people and companies just attempting to profit from a sad and disturbing
situation. Placing static barbed wire on ships is an impotent idea. I have seen street kids as young as 12
climb on barbed wire barefoot in Johannesburg. And if the pirates don’t have as thick a skin, barbed wire
can be easily countered by using a thick blanket. Seeking safe haven inside Citadels will only prove
effective for a while -- until the pirates start to bring explosives or cutting tools on board. Or start to
smoke out the crew. Enough is surely enough. It is time to fight fire with fire. At the moment the pirates
are laughing as they accept ransoms yet hold certain Indian crew members back because they don’t like
the way in which the Indian Navy has taken the battle to them. Let’s stop only thinking in economic
terms and start thinking in human terms. The world’s seafarers are under siege and need the rest of the
world to take note and take action. In this battle the gloves need to come off, after all you can’t take a
knife to a gun fight and you certainly cannot use over engineered submissive defensive tactics to defend
against uneducated bullets. Source: Concept Tactical Worldwide
NIEUWS NEWS
EC recognises seafarers' certificates from Ghana and
Uruguay
The European Commission implemented a decision to recognise seafarers' certificates from Ghana and
Uruguay and EU Member States may therefore now decide whether to endorse seafarers' certificates
obtained in these third countries. Cyprus had requested the recognition of certificates issued by Ghana in
May 2005 and Spain had requested the recognition of Uruguayan certificates in February 2006.
According to Directive 2008/106/EC on the minimum level of training for seafarers, Member States may
decide to endorse seafarers' appropriate certificates issued by third countries, provided that the third
country concerned is recognised by the Commission. Those third countries have to meet all the
requirements of the IMO STCW Convention (1978) as revised in 1995. As part of the recognition
procedure the European Maritime Safety Agency inspected training facilities in Ghana and Uruguay.
Based on the Agency's report, these countries corrected certain previously identified deficiencies in
relation to training standards. While minor shortcomings remain, the Commission maintains that they do
not warrant calling into question the overall level of compliance of Ghana and Uruguay with STCW.
With regard to Ghana, the first shortcoming concerns the fact that it does not fully ensure that seagoing
service carried out in the navy or on pilot ships is actually relevant for the competencies required for
certification. The other relates to deficiencies in fire-fighting training and equipment levels at maritime
training institutions. With respect to Uruguay, the first shortcoming relates to the fact that the quality
standards system does not cover some of the activities of the administration, such as the approval of
training programmes. The other shortcoming pertains to the format of certificates. Source: Intertanko
8 years ago, Singaporean authorities didn't reconize the belgian master certificates (monkey certificates
?) and weren't willing to deliver an equivalent Singaporean to sail under singapore flag.
Capt. A. Jehaes
Historiek
La "BELGICA" à la conquère du continent antarctique
par J.M. DE DECKER
Le 11 Octobre dernier, le «Belgica», le premier navire de recherches océaniques belge, fut baptisé par
S.M. la Reine Fabiola. Il prenait la succession de l'ancien dragueur de mines «Mechelen». Comportant
sept laboratoires, une Galle d'entreposage, des chambres froides et des ateliers de mécanique et
d'électricité, équipé des appareils de navigation, de sondage, de détection et de météréologie les plus
modernes, ce navire, appartenant au Service de la politique scientifique et dont le fonctionnement est
assuré par le Ministère de la
Santé Publique, relève en ce qui
concerne les opérations et le
soutien logistique de la Force
Navale.
Outre
son
équipage,
15
personnes, il peut emporter 12
chercheurs. Il est entièrement
voué à la recherche scientifique.
Et déja, il a été mis à l'oeuvre. A
la suite du naufrage du «Mont-Louis», il a patrouillé six semaines durant dans les parages de l'épave,
effectuant prélèvements et analyses de tous genres.
Il y a quelques semaines, fin Janvier 1985, un jeune homme de 23 ans, François de Gerlache, débarquait
à Ostende au retour d'une expédition d'un an en Antarctique. Une expédition menée par une équipe
militaire britannique qui, douze mois durant, effectua des travaux touchant à la géologie, la zoologie et la
climatologie de l'hémisphère sud.
«Belgica», de Gerlache, Antarctique: trois noms intimement liés depuis qu'il y a 85 ans, le grand-père de
François, Adrien de Gerlache, assura pour la première fois la présence belge au Pôle Sud. A l'occasion
d'une expédition; à petits moyens, un peu improvisée qui n'en a pas moins fait date dans l'histoire du
continent blanc.
Le rêve fou d'Adrien de Gerlache
Venez prendre le baptême de l'air. Des sensations fortes. Une impression inoubliable. La Belgique à vol
d'oiseau. Cent sous seulement. Profitez-en. Venez, venez, venez!
Les badauds s'assemblaient autour du bonimenteur, abandonnant pour un moment les tirs aux pipes, les
roulottes à beignets et les roues multicolores des loteries, sortaient cent sous de leur poche, grimpaient
dans la nacelle et se payaient quinze minutes de «Belgique à vol d'oiseau». Quinze minutes, c'était court,
mais l'impression inoubliable» annoncée par le bonimenteur était au rendez-vous. Et quant on touchait
terre au milieu des applaudissementsd'extra-ordinaire.
Au cours de ce printemps 1895, des dizaines de kermesses de ce genre eurent lieu dans toute la
Belgique et des centaines de Belges eurent l'occasion de prendre leur baptême de l'air.
Le plus souvent y assistait, un peu à l'écart de la foule, un jeune homme brun de trente cinq ans, le
visage grave, qui ne se laissait pas de regarder le balon gris monter dans l'air bleu et essayait d'évaluer
le nombre de ses compatriotes qui s'étaient laissés tenter par un quart d'heure d'aventure.
Il marchait entouré de rires, de cris, de chansons et de conversations joyeuses mais, au bout d'un
temps, il ne voyait plus les gens autour de lui et n'entendait plus le son des orphéons. Ces images et ces
musiques se noyaient dans sa tête en un immense silence planant sur un décor glaciaire. Ceux-là mêmes
qui caractérisaient ce monde mystérieux de la terre antarctique encastrée dans un étau de glace et
enfouie sous une éternité de neige qu'il révait de faire sortir de l'ombre.
Ce jeune homme s'appelait Adrien de Gerlache.
Curriculum vitae: Né à Hasselt le 9 Aout 1866. Entré à 16 ans à l'Ecole Polytechnique de Bruxelles.
Mordu de la mer, passe ses vacances en excursions sur la «grande bleue». Navigue à bord des gardepêches belges qui croisaient dans la mer du Nord entre l'Ecosse et la Norvège. S'enrôle à bord d'un troismâts-barque anglais qui le conduit jusqu'à la Terre de Feu, puis sur un vapeur belge qui fit toutes les
échelles du Levant. Admis en 1980 comme officier à bord des paquebots de la Holland-America Line puis
comme lieutenant à bord des malles Ostende-Douvres. Un existence déja bien remplie mais dont la
monotonie lui pesait. Il voulait faire plus, aller plus loin.
Son projet de participer à la bataille pour la conquête des Pôles naquit d'une déception. Ayant appris, en
1891, que l'explorateur suédois Nordenskjöld préparait une expédition pour le Pôle Sud, il lui écrivit pour
lui proposer ses services. Il attendit pendant plusieurs semaines une réponse qui ne vint jamais. C'est
alors qu'il prit une décision dont l'ampleur l'écrasa d'abord : il allait organiser lui-même une exploration
du continent antactique.
A cette époque, quelques expéditions hardies avaient déjà ouvert la voie. Mais, à l'exception du
Groenland avec l'Allemand Dallman, les explorateurs avaient fait surtout dans les eaux polaires des
campagnes de reconnaissance sans objectif scientifique bien précis. Gerlache avait une ambition plus
haute: il voulait découvrir le pôle magnétique et se proposait d'hiverner, le premier, dans l'Antarctique.
Les préparatifs
En 1894, il soumit son plan de voyage à la Société Royale Belge de Géographie, qui lui accorda sur le
champ son patronage. Le devis dépenses était des plus réduits: 300 000 francs. Cette somme n'en fut
pas moins difficile à réunir, car
l'opinion publique avait accueilli son
projet «avec un profond étonnement,
sinon une complète indifférence». Un
crédit de 100 000 francs fut
néanmoins voté par les Chambres.
Des industriels suivirent ainsi que des
savants, des hommes politiques. Pour
boucler son budget Gerlache fut,
malgré tout contraint d'organiser un
peu partout dans le pays des fêtes
militaires, des concerts, des conférences et jusqu'à des ascensions en ballon dans les kermesses.
Pas question de faire construire un navire neuf avec un budget aussi restreint. Dès la fin de 1894,
Gerlache s'était mis en rapport avec des armateurs de baleiniers écossais et norvégiens et, quelques
mois plus tard, avait obtenu d'une firme de Hambourg la faveur de faire une campagne d'entraînement
dans la banquise arctique à bord du «Castor, armé à Sanderfjord (Norvège). C'est au cours de cette
campagne qu'il vit la première fois la «Patria», qui allait devenir la «Belgica», et prit option.
C'était un baleinier norvégien de 244 tonneaux, gréé en trois-mâts-barque, longueur 30 mètres, largeur
hors-tout : 6 m 50, équipé d'un moteur auxiliaire de 35 chevaux qui, à toute vapeur, pouvait atteindre la
vitesse (!) de sept milles à l'heure. Un tout petit bâtiment, si petit que Gerlache pensa un moment lui
donner le nom de «Coquille».
Tout l'été 1896 fut consacré à l'aménagement de ce navire et au recrutement de l'équipage; Le
commandant en second serait Georges Lecointe, ancien sous-lieutenant d'artillerie, détaché par le
gouvernement belge dans la marine francaise où il avait obtenu le grade de capitaine de vaisseau.
Premier officier, l'explorateur norvégien Roald Amundsen (qui fit parler de lui par la suite). Plus des
officiers mécaniciens, huit matelots dont trois Belges et des scientifiques. Au total : 19 hommes. Plus
qu'assez pour ne pas se marcher sur les pieds sur la «Belgica».
Un départ en fanfare
Le 16 Août 1897, la «Belgica»,
arborant le guidon du Yacht-Club
d'Anvers,
descend
l'Escaut,
accompagné d'une nombreuse
flotille de yachts, de remorqueurs
et de chaloupes tandis qu'une
forte brise d'Est mêle le tonnerrre
des salves aux accents de la
«Brabançonne»
et
aux
acclamations. La gloire, avant de
l'avoir méritée!
Mais, très vite, les têtes dans les
nuages reviennent les pieds sur
terre. A peine, Flessingue étaitelle, dépassée que survient une
avarie à la machine, qui nécessite
une escale à Ostende. Où
plusieurs matelots désertent et
trois autres demandent à être
remplacés. En compensation, on embarque un jeune étudiant polonais, Antoine Dobrowski, comme
assistant météréologique. Par les services rendus, il allait largement payer son voyage.
Départ d'Ostende, le 23 août. Mouillage à Funchal, le 6 Octobre. Passage de la ligne le 14. Entrée dans la
baie de Rio le 21, pour permettre au docteur Cook, qui avait fait partie des expéditions de Peary au
Groenland et prétendra avoir atteint le Pôle nord avant lui, d'embarquer. Escale à Montevideo du 11 au
14 Novembre. Le 29, après avoir apercu les premiers albatros et les premiers manchots, la «Belgica»
embouque dans le détroit de Magellan. Deux jours plus tard, mouillage à Punta-Arenas. Tout va bien à
bord. Le programme de navigation établi par Gerlache est respecté à quante-huit heures près.
Et aussitôt, le second pépin. le 1er Janvier 1898, dans le canal de Beagle, la «Belgica», drossée sur une
roche immergée, échoue et se trouve en perdition. Etait-ce la défaite avant même que le comabt eut été
engagé? Le dévouement conjugué de l'équipage - et la chance aidant -la tirera d'une situation
désespérée. On avait eu chaud. Quelques minutes avant qu'une vague plus forte que les autres ne
vienne soulever son navire, le faire osciller autour de sa quille, se redresser et se retrouver à flot,
Gerlache avait fait hisser les couleurs comme salut suprême à la Patrie.
Son intention était d'aborder l'Antarctique par les Shetlands du Sud, dernier endroit habité sur sa route.
Le 21 Janvier, la «Belgica» traverse le détroit de Drake pour pénétrer ensuite dans celui de Bransfield et,
trois jours plus tard, elle navigue dans la baie de Hughes. Gerlache voulait savoir si aucune relation
n'existait entre celle-ci et la mer George IV. C'est ainsi qu'il découvrit en effet un passage qu'il dénomma
«Belgica», mais que la postérité a inscrit sur les cartes: «Détroit de Gerlache».
Première victime du sud
Six mois après son départ d'Anvers, il aperçoit une lueur blanche étirée dans le ciel gris. Ses
compagnons et lui n'ont pas besoin de s'interroger sur le phémomène. Ils connaissent la cause de cette
lueur et, surtout, savent ce qu'elle symbolise: ce reflet sur les nuages d'icebergs encore invisibles, c'était
comme le visage même de l'Arctique.
Celui-ci allait-il les accueillir avec bienveillance? Non. Car dans l'après-midi du 22 Janvier, le vent souffle
en tempête. La mer est grosse. La «Belgica» embarque beaucoup. Un des dalots de dessous le vent est
obstrué et l'eau s'écoule difficilement. L'officier de quart charge deux matelots, Johansen et Wiencke de
dégager l'orifice. Insouciant du danger, Wiencke se suspend en dehors du navire et, soudain, monte un
cri. Wiencke a été enlevé par une lame et se débat au milieu de l'écume. On lui lance une bouée, il la
saisit, mais disparaît. Un tourbillon livide, et c'en est fini de lui. L'Antarctique vient d'enlever sa première
victime.
La consternation abat l'équipage. Si, dès le début de l'expédition, la mort frappait, que serait-ce au plus
fort de la lutte? Le visage serré, Gerlache donne l'ordre de poursuivre. Le voila le détroit qui sépare les
Shetlands de la Terre de Palmer. Et la «Belgica» fait résolument route vers le sud pour tenter d'arriver
aux rivages du continent antarctique. Les risques sont grands. Gerlache ne l'ignore pas, mais il est
néanmoins bien décidé à tenter l'aventure.
Dans l'antichambre d'un nouveau monde
Le 27 Janvier, la «Belgica» sortant de la baie de Hughes entre dans un détroit ne figurant sur aucune
carte. Une émotion spéciale s'empare des navigateurs lorsque l'étrave de leur narive laboure des flots
vierges.
Il se trouve désormais dans l'antichambre d'un monde nouveau, entourée, sur un socle de glaces bleues,
de falaises noires, grises, rouges dont les flancs sont frôlés par les nuages. Ça et là flottent des icebergs
aux arêtes bizarres, aux formes étranges, châteaux enchantés ou grottes azurées. Les glaciers,
semblables à de grands fleuves figés, viennent s'épancher et se perdre dans la mer qui paraît toute noire
en opposition avec tant de blancheurs.
Le silence est peuplé du souffle des baleines, des cris aigus des
manchots, des coups sourds de la banquise en plein travail et, le
soir, une brume couleur d'étincelle électrique noie la terre, le ciel et
la mer.
Mais, à bord on ne se laisse pas aller à l'admiration béate. Le but de
l'expédition n'est pas de permettre à ses membres de se remplir la
tête de visions extraordinaires. Il est scientifique. On s'active ferme
à bord à faire des observations de tous genres, à rectifier les cartes
existantes, à recueillir au cours de chaque excursion à terre des
matériaux nouveaux et des specimens de la faune marine littorale,
de la flore aussi. Bref, de ramener de quoi satisfaire les naturalistes
et les géologues pendant plusieurs mois, au retour.
Le 12 février, la «Belgica» pénètre dans la Pacifique austral et fait
route vers le sud-ouest. Le temps est brumeux et on navigue à
l'aveuglette dans une mer parsemée d'icebergs. Le 15, le cercle
polaire est franchi. Le navire s'insinue dans les glaces chaque fois
qu'elles sont un peu maniables.
Le 28, la lisière de la banquise s'effrite suite à la tempête et l'occasion unique d'y pénétrer se présente.
Lecointe est de quart sur la passerelle.
«Je vais le trouver, note Gerlache dans son livre de bord, après avoir mûrement réflechi et pesé toutes
les chances, bonnes et mauvaises, que nous allons courir et, j'ai la joie de le voir dans les mêmes
dispositions que moi. Je reçois son adhésion dans un vigoureux «shake hand, et le cap est mis au sud».
La «Belgica» s'engage à corps perdu dans les glaces. Le vent, qui souffle en tempête et la pousse dans le
dos, l'aide à se frayer un passage, mais il faut souvent forcer la machine pour amener l'avant du navire à
monter sur la glace pour la briser sous son poids. Il neige à gros flocons; on n'y voit pas à une
encablure. Et une semaine, aux prix des plus grands efforts, la «Belgica» a couvert à peine 8 milles. La
navigation devient de plus en plus difficile, voire imposible. Il n'y a plus d'illusion à se faire, l'expédition
est condamnée à l'hivernage. Le premier hivernage dans l'histoire du monde austral !
Prisonniers des glaces
Et, de fait, le 20 Mars 1898, par 71 ° 31' Sud, la banquise se referme sur le navire. Pendant 380 jours,
elle le retiendra prisonnier des glaces. Le thermomètre descendra à moins 43 degrés. Il neigera pendant
257 jours.
Cela, bien sûr, Gerlache l'ignore. Et si la fièvre de l'exaltation le saisit devant un avenir plein de menaces
et de mystères, il n'en songe pas moins à son équipage. Comment celui-ci va-t-il réagir et supporter les
longs mois d'isolement auxquels il va devoir faire face. Il ne mourra pas de faim, certes, car il y a des
vivres pour deux ans, mais il souffrira peut-être de l'ennui, du dépaysement, de l'angoisse de l'inconnu
et de la longue nuit polaire.
Mais ne mettons pas la charrue avant les bœufs.
Durant les jours qui suivirent, le temps est beau et
ensoleillé. Sur la banquise, c'est la féerie des
couleurs. A bord, le moral est intact et on s'organise
pour l'hivernage. Distribution des tâches, construction
d'une toiture au dessus d'une partie du pont au
moyen de planches, de toile à voile et de carton
bitumé, à l'abri duquel on pourra travailler à l'abri,
aménagement de l'entrepont en lieu de travail et en
cuisine; établissement de menus. Ces travaux
occupent l'équipage pendant tout le mois d'avril.
Et les scientifiques, Béja se sont mis au travail et se
livrent à des observations diverses.
Vers le milieu de Mai, la durée des jours commence à
s'abréger
sérieusement.
Le
froid
augmente
sensiblement. Petit à petit, les habitants de la
banquise, phoques, manchots, pétrels, sternes,
goélands disparaissent. Le soleil ne se montre plus
que quelques instants à l'horizon. La nuit polaire s'abat sur la «Belgica», frêle silhouette gelée, raide,
immobile au milieu des glaces, avec seulement une légère fumée au dessus du pont, comme une
haleine. La nuit polaire rendant plus effrayants les craquements invisibles de la banquise qui étreint la
coque.
Du 28 au 31 Mai, la banquise se convulse
violemment. Des blocs de glace se chevauchent,
s'amoncèlent. Le navire tressaillit sous l'étreinte,
toute sa membrure vibre. Pendant plusieurs heures,
ce ne sont que craquements sinistres du bois qui
résiste, sourds grondements de la glace qui enserre
la coque. Opposée aux forces déchaînées contre elle,
le petite carène de la «Belgique» est si frêle!
— Si le navire coulait, pense Gerlache, quelle chance
aurions-nous de nous en tirer? Une sur cent, même
pas. Il faudrait trainer les canots jusqu'à l'eau libre,
essayer d'atteindre les Shetlands...
Mieux valait ne pas y penser. L'organisation de
l'hivernage est un autre souci. Il faut penser, aussi, à
la mission qu'on est venu accomplir. Les diverses
tâches sont distribuées. Quant le temps le permettra,
Lecointe fera le point. Arctowski recueillera les
sédiments. Après chaque pêche, Racovitza aura des
besognes de laboratoire pour plusieurs jours. Le
service météréologique sera assuré par Gerlache, Lecointe, Amundsen et Dobrowski. Danco, à qui
incombent les observations magnétiques, prendra chaque jour trois séries de mesures.
Et chacun se met au travail. Un mort sur la banquise
Mais, très vite, l'hiver austral ne s'est appesanti sur la «Belgica» que depuis quelques jours, et Gerlache
se rend compte qu'il faudra lui payer un tribut. Danco, tombe malade. Il était atteint d'une affection
cardiaque et le médecin du bord, Cook n'avait pas tardé à se rendre
compte qu'il était impossible de le sauver. Le 5 Juin, il annonce à
Gerlache:
— Commandant, ce sera pour aujourd'hui. Le thermomètre indique
moins 43°. Raclé par la glace, le navire grince et le gémissement de
la banquise fait un vacarme affolant. La mort rôde dans les parages.
Un lourd silence règne à bord.
Cook ne s'était pas trompé. Avant la fin du jour, une crise cardiaque
emporte le malheureux Danco. Le lendemain, tout travail est
suspendu en signe de deuil. Le surlendemain, jour des funéarailles, il
fait mauvais; la bise est âpre et glaciale. On a toute la peine du
monde à creuser un trou dans la glace pour immerger le corps de
Danco, lesté d'une gueuse de plomb. L'équipage descend sur la banquise pour lui rendre les derniers
honneurs. Gerlache récite la prière des morts. Et Danco est enterré debout dans la banquise.
A partir de ce moment, l'existence à bord se fait plus morne. Il semble que la mort, qui venait de visiter
la «Belgica», ait laissé partout des traces de son passage, jetant comme une pernicieuse semence. Une
langueur morbide atteint l'équipage. Le docteur Cook note des décolorations de muqueuses, des
accélérations de pouls, d'inquiétants symptômes d'affections cardiaques et cérébrales.
Il leur faut deux choses, dit-il à Gerlache : de la lumière et de la viande fraîche.
Pour le soleil, il faudra patienter jusqu'au 22 Juillet, mais en ce qui concerne la viande fraîche, Amundsen
se charge d'en procurer. Il tue des phoques et conseille à ses compagnons d'en manger pour lutter
contre
le
scorbut.
Gerlache, de son coté, fait tout pour distraire son équipage. Il lui fait confectionner des couvertures avec
une laine rouge, sans doute fort criarde, mais chaude. Il organise un concours de cuisine. Il organise un
concours de beauté avec les photos d'un magazine, que Cléo de Mérode remporte de justesse sur Clara
Ward. Le plus souvent, malgré tout, un silence morne pèse sur le bateau interrompu par moments par
les éclats de voix d'une dispute.
La première aube
Le 24 Juillet, l'équipage groupé sur le pont, contemple la première aube depuis de longs mois, une aube
encore, chaque jour avec un immense espoir. Avec la lumière, revient la confiance. Les travaux
reprennent activement: on pêche, on sonde, on observe, on drague. Les résultats s'accumulent : des
milliers d'observations scientifiques, des études du vent, de l'atmosphère, de la dérive. Gerlache prend
conscience de l'exploit qu'il est en voie de réaliser. il imagine déja l'accueil qu'il recevra, au retour en
Belgique.
Mais on n'en est pas là. Dans
l'immédiat, il faut continuer à
faire face à la réalité. La réalité,
c'est la «Belgica» toujours prise
dans
les
glaces,
qui
commencent à se crevasser, il
est vrai, mais qui ne la
libéreront pas avant un mois,
deux mois peut-être.
Il faut attendre jusqu'au 20
Septembre, en effet, pour voir
la température augmenter. Les
agrès se dégarnissent de leur
blanche fourrure. L'équipage se
met à déblayer le pont de la
neige qui le revêt. On envergue
les voiles, on démonte la
toiture montée sur le pont, on remplit les caissons à eau de neige fondue. Gerlache fait mettre en état la
machine. Plus pour donner confiance à l'équipage que par nécessité, car le navire est toujours
immobilisé.
Il le restera trois mois encore. Si en Octobre, des clairières apparaissent ça et là dans le «pack, c'est loin.
Autour de la «Belgica», la glace reste compacte. Et, en Novembre, le ciel descend jusqu'à la banquise
sous forme d'abondantes rafales de neige.
Le moral des hommes s'en ressent. Gerlache, Lecointe, Amundsen et Cook ont de fréquents entretiens
au cours desquels ils examinent la situation.
«Nous envisagions avec une inquiétude que nous cherchions à nous dissimuler mutuellement
l'éventualité d'une seconde année d'emprisonnement dans la banquise» note Gerlache.
Pas de problème pour les vivres. II y en a assez pour 13 ou 14 mois encore. Le navire? Il avait beaucoup
souffert, mais paraissait en état de tenir. Le problème, c'était les hommes. Déjà un matelot avait perdu
la raison, qu'il fallait surveiller en permanence. Un jour, il avait quitté le bord en annonçant qu'il
retournait en Belgique. A pied ! Que pouvait-on faire, sinon attendre?
Attendre, bien sûr, attendre chaque jour que s'ouvrent des fissures dans la glace, que se forment des
canaux dans la banquise qui permettraient à la «Belgica» d'entamer la route du retour.
Fin Décembre - nous sommes au cœur de l'été austral -,la situation commence à s'améliorer. La couche
de neige qui recouvre le «pack» s'amincit. Des crevaces se forment dans la banquise, se sillonnant peu à
peu comme d'énormes serpents. A l'aide d'une sonde, on mesure l'épaisseur de la glace. A cent mètres
du navire, on ne trouve plus (!) que huit mètres.
Le 25, à l'occasion de la Noël, menu spécial à bord avec distribution de cigares et de tabac. L'état-major
et l'équipage fraternisent, mais malgré tout la fête manque d'entrain. Le moral n'y est pas. Et pour
cause. Chaque jour qui passe diminue les chances de délivrance. Si les choses ne changent pas bientôt,
cela pourrait être un deuxième hivernage, le dernier de toutes façons. Février est la date limite.
Vers la mer libre
Le 31 Décembre, la «Belgica» se trouve par 70°03' et 8520' O, c'est à dire près du point où elle est
entrée dans le pack dix mois plus tôt. Et cependant, depuis lors, sa dérive en tous sens dans sa gangue
de glace lui a fait couvrir plus de 1 300 milles!
Une clairière s'est ouverte à 600 mètres du navire, mais étroitement enchassé dans le «pack», celui-ci
reste impuissant à l'atteindre. La pioche, la scie, l'exposif sont utilisés pour tracer un chenal et, à la fin
Janvier...
A la fin de Janvier, la banquise est de nouveau compacte autour du navire.
Inquiet, Gerlache ordonne le rationnement des vivres, fait construire des traîneaux, se prépare au pire,
n'osant communiquer ses sentiments à ses officiers, ni surtout à son équipage. Le froid augmente, mais
vers le nord apparaissent pourtant de grandes coulées sombres et, le 4 février, un homme qui se trouvait
à quelques encablures du navire se précipite à bord.





Commandant!
Que se passe-t-il?
La glace!
Eh bien?
Elle bouge!
C'est vrai. La houle se fait sous la banquise, longue respiration qui insuffle l'espoir à l'équipage. Quelques
jours plus tard, de longs chenaux se forment, s'obstruent, s'ouvrent à nouveau. La machine est mise en
marche. Il faut passer coûte que coûte. Des charges de dynamite explosent.
Il faudra attendre, toutefois, le 14 Mars pour qu'avec un sentiment de joie, de soulagement, de
délivrance» la «Belgica» se retrouve en eau libre. Elle met aussitôt le cap au Nord. Favorisée par une
brise fraîche, elle fait bonne route toutes voiles dehors, escortée par de nombreux oiseaux antarctiques.
La température s'adoucit pour atteindre + 5°7 le 24 à midi. Il y a bien longtemps que les hivernants
n'ont plus connu pareille «chaleur»!
Il ne sont, pourtant, pas encore au bout de leurs peines. Le 26 Mars, le vent se lève et souffle en rafales,
alors que la «Belgica» se trouve à hauteur de l'île Noir. Le temps est complètement bouché. Gerlache
décide de mouiller à l'abri de cette île.
Vers 4 heures du matin, la situation se dégrade. Les rafales redoublent et, dans l'embrun que balaye la
tempête surgissent, soudain, à deux encablures à peine, des roches qu'entourent des brisants sur
lesquelles les vagues déferlent furieusement. La «Belgica» est drossée vers ces écueils.
Comme le 2 Janvier de l'année précédente, la «Belgica» est en perdition. «J'avais cru, alors, ne pas
pouvoir sortir des canaux de la Terre de Feu, note Gerlache. Il semble cette fois que nous n'y rentrerons
pas».
La trinquette est rétablie, la machine est mise en marche. Vent arrière et à toute vapeur, le navire
s'efforce d'échapper aux éléments. Au bout d'un temps, il réussit dans son entreprise, s'écarte des
roches qui risquaient de la briser impitoyablement, s'élève à la lame et s'éloigne de cette zone
dangereuse et ingrate où chaque instant est un combat pour la survie.
Définitivement libérée, l'expédition gagne Punta Arenas où on mit beaucoup de temps à effectuer les
réparations indispensables. Puis, escales à Rio de la Plata et à Buenos Aires, une traversée de
l'Atlantique plus longue que prévue à cause de vents contraires. Ce n'est que le 30 Octobre que la
«Belgica» atteint Boulogne-sur-Mer.
Retour et bilan
Huit jours plus tard, drapeau national et guidon du Yacht-Club d'Anvers arborés - comme au départ, elle
arrive à Anvers au milieu d'un enthousiasme indescriptible. La Belgique était venue à sa rencontre sur
l'Escaut, car elle avait compris la grandeur et la qualité de l'effort fourni par Gerlache et ses hommes.
La moisson d'information sur l'Arctique qu'ils ramenaient était abondante.
Les sondages réalisés avaient établi l'existence d'une cuvette profonde entre la Terre de Feu et les
Shetlands du Sud et, plus au sud, pendant la dérive, celle d'un plateau continental étendu entre la Terre
d'Alexandre et la Terre du Roi Edouard VII.
En ce qui concernait les sciences biologiques, les collections rapportées ne représentaient pas moins de
1.200 espèces animales et 500 plantes. L'étude de la flore terrestre de l'Antarctique avait révélé
l'existence de 55 espèces de lichens et 27 espèces de mousses, alors que l'on n'en connaissait que trois
antérieurement. L'expédition avait ramené aussi des représentants de divers embranchements du règne
animal : nématodes d'eau douce, acariens, insectes même dont l'existence dans la zone antarctique
n'était pas soupçonnée. La «Belgica» avait rapporté, en outre, de multiples observations sur les mœurs
des cétacés, des phoques et des manchots, des études sur la glaciation et les dérives glaciaires et une
abondante documentation sur les conditions météorologiques dans la zone polaire australe, couvrant
pour la première fois le cycle complet d'une année.
Bilan impressionnant certes, mais ce que l'on retint avant tout,
comme le dit Charcot, qui allait devenir un spécialiste du genre, c'est
que «Le Pôle Sud fut conquis parce qu'Adrien de Gerlache, le premier,
osa affronter un hivernage antarctique.»
L'expédition de la «Belgica» eut un immense retentissement à
l'étranger. Elle détermina de nouvelles expéditions qui, au cours des
années suivantes allaient partir, mieux préparées, mieux équipées,
avec beaucoup plus de moyens à l'assaut des pôles.
Pas mécontent
C'est ainsi que Gerlache apprit par la presse qu'un congrès
international allait se réunir pour coordonner les efforts des
conquérants de l'Antarctique. Il ne se déroulerait pas avant deux ans,
mais déjà plusieurs pays étaient en lice. L'Angleterre avec Scott,
L'Ecosse avec Bruce, l'Allemagne avec Drygalski, la Suéde avec
Nordenskjold.. Nordenskjold qui, en 1891, n'avait pas répondu aux
offres de service de Gerlache!
—
Nordenskjold,
enfin
se
décide,
pensa
celui-ci.
Il ne lui en voulait plus de ne pas avoir accepté sa candidature. Cela
lui avait permis de prendre les devants, de monter sa propre expédition et d'inscrire le nom de la
Belgique dans l'histoire de la conquête des pôles. Et il n'en était pas mécontent.
Neptunus juillet 1985
Open Forum
Human errors behind disaster
In 2004 the vessel Rocknes hit an underwater rock and capsized. A SSPA report concludes the accident
was a consequence of human errors.
It's two o'clock in the morning
the 19 January 2004. The
vessel Rocknes departs from
Eikefet in Western Norway with
a load of gravel onboard and
with a complement of 29
persons preparing yet another
routine
sailing.
After
a
bunkering call in Skálevik, she
enters
the
Vatlestraumen,
south from Bergen and close to
the Flesland airport, in the
afternoon
and
under
supervision of an experienced
pilot.
The vessel hits an underwater
rock, takes in water and after
3-4 minutes she capsizes. The
consequences were disastrous.
18 of the 29 seafarers in the
crew lost their lives . Of the
people on the bridge, only the pilot survived.
The newly bunkered vessel had 470 m3 of heavy oil and 7o m3 of diesel in its tanks and most of it were
spilled to the sea, polluting some 45 kilometres of the coastline.
It also became an expensive disaster. The cost for the clean-up operation alone amounted to NOK 127
million. The rightening of the vessel was a further USD 10 million. The value of the vessel itself was
estimated at USD 70 million.
To top it of, the shallow that Rocknes hit
was not marked in the paper chart used
on
the
bridge.
It was not an unknown underwater rock.
The Norwegian Hydrographic Office had
known about it for almost a decade, but
they hadn't communicated this properly
to other concerned parties, such as the
Coastal Directorate that supplies the
pilot services.
This sparked the insurers, the owners,
suppliers and others to head out for an
unprecedented legal challenge against
the Norwegian state, demanding a
historically high amount of more than
half a billion Norwegian crowns in
damages in a case that would last for seven years.
The Norwegian police initiated a preliminary inquiry against the Norwegian Hydrographic Office. The case
was eventually withdrawn by the prosecutor, having not found enough substantial evidence to convict
either the pilot or the mapping agency.
The civil case however lived on. In a district court, the plaintiffs won a part victory. The court
acknowledged that the state had played a part in the disaster, but a minor one . According to the court,
the bulk of the responsibility laid with the shipping company and its partners. In money talk, the court
decided that the state's part of the disaster was worth close to NOK 23 million, which it was demanded to
pay to the plaintiffs.
The plaintiffs, 19 of them, had demanded NOK 530 million plus interest and got 23. They decided to
appeal the verdict. The accident causing the death of 18 seafarers was a consequence of the vessel
hitting a rock that the state knew was there, but had done nothing to tell those sailing past it. Wasn't the
state to blame?
The appeal was launched and as always when the Norwegian state is involved, it was represented by the
office of the Regjeringsadvokaten, the Attorney General of Civil Affairs.
The Norwegian Maritime Directorate, the Sjofartsstyrelsen, had investigated the loading and trimming of
the vessel and came to the conclusion that this had not been done in accordance with rules and
regulations . The flag state, Antigua and Barbuda, filed an accident investigation report concluding that
there were discrepancies between the paper charts used onboard and the available updated charts and
ENC's (Electronic Navigational Charts). Others had also investigated the case, but with focus on a part of
the sequence of the events leading to the disaster.
This was however not sufficient for the defence in the court case . The flag state investigation report is
for instance not intended to be used in a court room but to highlight safety issues and "make
recommendations aimed at preventing similar accidents in the future".
"The reports did not give a clear-cut answer to the question of who actually was the responsible party to
the sinking" says Ole Kristian Rigland at the Regjeringsadvokaten .
A new and independent report covering all aspects of the last voyage of the Rocknes was needed.
The mission was given to the Swedish maritime consultants SSPA, that produced a series of reports on
three main issues:
Load condition and stability, simulation of the course of events during the voyage from Eikefet to
Vatlestraumen and a study on human factors.
The load condition was calculated.
"Using witness statements on the heel tendencies and the ships behaviour during the simulations, we
could go back and adjust loading criteria to find the most probable load condition", says Peter Ottoson,
who lead the project at SSPA.
The study confirmed the findings in the report from the Sjofartsstyrelsen, The cargo had not been loaded
and trimmed properly. The stability requirements were not fulfilled, in fact, the stability was only half or
even less of that required.
The study also shows that if Rocknes had been loaded and ballasted correctly, the vessel might not have
capsized, or at least not as fast as it did, after hitting the rock in Vatlestraumen. If the load condition had
fulfilled the stability requirements, the vessel would heel over to around 37 degrees.
The rest stability at that angle is however almost zero, so any additional heel moment, caused for
instance by a further cargo shift, would make the ship capsize. The SSPA reports conclude that the
disaster was not caused by an unmarked shoal, but a consequence of human errors.
There were no exchange of information between the pilot and the master and bridge team of a voyage
plan, meaning that the pilot effectively navigated alone. He was also relying to much on visual
observations on a bridge with obstructed visibility
The master had also accepted to depart with an unsecured cargo in a problematic load condition without
a voyage plan and a co-operative bridge team. The company is also critizised for the lack of strict
instructions for a safe navigation of the vessel.
Earlier this year, the Court of Appeal heard the case and acquitted the Norwegian state . The wording of
the verdict shows that the SSPA reports weighted heavily. According to the court, the main reason for
the disaster was a navigation error.
In 2001 the Hamburg shipyard J J Sietas delivered the 28,000-dwt, self-discharging bulk carrier Kvitnes
to its owner Belt Shipping in Antigua & Barbuda. Just two years later, the Kvitnes arrived at the Keppel
Verholme Shipyard in Botlek, the Netherlands , to be converted to a FFPV (Flexible Fall Pipe Vessel) .
Although the conversion meant that the vessel lost more than 2,000 tons of its deadweight, it still
became the largest FFPV when it was redelivered and renamed Rocknes some four months later.
The conversion also became a real challenge for the designers . A consequence of the new equipment
was that asymmetric loading with ballast was needed at all times, and this in combination with several
hundred tons of new equipment placed well above the main deck level meant that stability was severely
affected. The new deck equipment also restricted the visibility from the bridge.
After the capsize, the vessel was up-righted at the offshore terminal Coast Center Base in Agotnes,
towed to Bergen Mek Verksted in Laksevág and subsequently to Remontowa Shipyard in Gdansk for
substantial
repairs.
In June 2005, the vessel once again was operational, this time broader and under the name Nordnes,
with the Antigua & Barbuda-based company Kvitnes GmbH as owner and Aboitiz Jebsen Ship
Management as charterer. In 2008 the vessel was sold to Dutch Van Oord.
Books Boeken
“Alles in de wind “
B O E K B E S P R E K I N G door : Frank NEYTS
Bij Uitgeverij De Alk verscheen onlangs een interessant boekje onder de titel “Alles in de wind... Het
verhaal van een schipperskind”. “Alles in de wind” gaat over een schipperskind. De jeugd van Ina
Deurwaarder speelde zich af aan boord van de motorspits Orion. Op zevenjarige leeftijd verhuisde ze
naar haar grootouders. Na slechts enkele jaren naar school te zijn geweest werd de twaalfjarige Ina
teruggehaald naar boord om als oudste kind mee te helpen in de huishouding. Toen was de oorlog
inmiddels uitgebroken. Nadat ze hun schip in 1944 noodgedwongen hebben verlaten vond het gezin
onderdak in de buurt van Eefde, waar het woonde in een kippenschuur. In die omgeving leerde Ina haar
toekomstige man kennen met wie ze in 1953 naar Canada emigreerde. Dit boek schetst een beeld van
een schippersgezin in crisistijd en de daarop volgende oorlogsjaren. Een ruim tachtigjarige vrouw kijkt
terug op haar jeugd, haar worsteling met haar streng orthodoxe opvoeding en de drang naar vrijheid die
ze uiteindelijk vond in Canada. De oorspronkelijke Engelse tekst werd vertaald en bewerkt door Harry de
Groot.
“Alles in de wind” (ISBN 978 90 6013 333 0) werd op handig formaat uitgegeven en telt 144 pagina’s.
Het boek kost 19.90 euro. Aankopen kan via de boekhandel of rechtstreeks bij de Uitgeverij De Alk,
Postbus 9006, 1800 GA Alkmaar, Nederland. Tel +31.(0)72.511.39.65. internet: www.alk.nl In Belgie
wordt het boek verdeeld door Agora Uitgeverscentrum, Aalst/Erembodegem. Tel. 053/76.72.26, Fax
053/78.26.91, E-mail: [email protected]
News Logboek
Monkey’s Fists on Heaving Lines - Use of Inappropriate
Weighting Material
In the past it was not uncommon for seafarers to weight monkey’s fists fitted to the end of heaving lines
with pieces of scrap metal or sand, or to attach a heavy item such as a shackle, so that the line would
travel a greater distance when thrown. This practice is no longer acceptable as it increases the risk of
serious injury if a linesman, shore worker or a crewmember aboard a tug or mooring boat is struck by
such an object during mooring operations, or if the weighted end hits a member of the vessel’s mooring
party when the heaving line is thrown back.
The United Kingdom Maritime and Coastguard Agency (MCA) publication “Code of Safe Working Practices
for Merchant Seamen”, Section 25.3.2, states that “Vessel’s heaving lines should be constructed with a
“monkey’s fist” at one end. To prevent personal injury, the “fist” should be made only with rope and
should not contain added weighting material”. If a weighted heaving line is used, the monkey’s fist or
additional weight risks being cut off by the linesmen or the tug crew before the heaving line is returned
to the vessel. Moreover, some ports prohibit the use of additional heavy material and vessels may be
fined for breaching local regulations if a weighted end is used. Therefore, when making a monkey’s fist, it
should be borne in mind that no extra weight should be added. In view of a recent incident involving an
entered vessel it is also recommended that monkey’s fists in service be checked to ensure they contain
no additional weights. A monkey’s fist found to contain such material should be removed and replaced.
Under no circumstances should other weights, such as shackles or other heavy objects, be tied to the
end of heaving lines. Prior to throwing a heaving line, the vessel’s mooring party should alert the
linesmen, mooring boat and/or tug crew and anyone else in the vicinity that a line is about to be thrown.
The operation should only proceed if the area where the heaving line will land is clear of personnel.
News Logboek
Ballast tanks and treatment systems
At a pre-conference focus day held in London early December, the risks of ballast water treatment
systems on ballast tank coatings was assessed by
participants from the global industry.
Bremen-based RWO claimed to be a pioneer in this field.
Thorough corrosion tests undertaken by independent
institutes have proved that RWO’s CleanBallast ballast
water treatment system with its EctoSys® disinfection
technology does not increase the corrosive properties of
seawater.
RWO - in co-operation with a leading European corrosion
institute (SWEREAKIMAB) and the classification society
Germanischer Lloyd – has carried out thorough accelerated
corrosion studies in treated full-salinity seawater with the
CleanBallast ballast water treatment system. The tests
simulated operation over an approximate entire lifetime of
a BW tank/piping structure (about 40 years).
CleanBallast operates readily in waters with low and full
salinity, RWO said. The natural corrosiveness of those
environments differs significantly, with, for example, full salinity (>32PSU) being a very corrosive media
to common construction materials. It is also well known that active chlorine has further negative effect
on corrosion, increasing the wear rate of non-passivated metals, etc.
The disinfection unit EctoSys® utilised by the CleanBallast system is based on electrochemistry,
however, operating very differently compared to, for instance, conventional chlorination systems using
salt water (containing chloride), where a maximum production of active chlorine is desired. Instead,
EctoSys® produces short-lived mixed oxidants, which together have a more striking and powerful effect
compared to active chlorine. Thus, the EctoSys® is not dependent on chloride content (salinity), but
produces oxidants directly from the water. The negative effects of active chlorine on corrosiveness can
effectively be avoided.
In natural brackish and full-salinity seawater, besides the short-lived oxidants (ie hydroxyl radicals) the
disinfection unit EctoSys® will produce low levels (up to maximum 2 mg/l) of more persistent oxidants,
summarised as TRO (Total Residual Oxidants). Being oxidising agents, such substances in higher
concentrations are relevant for corrosive properties of water. TRO will decay via interactions with, for
example, dissolved organic matter. Fig 1 illustrates a typical decay curve of TRO, showing that the
natural blank level of 0.2-0.3 mg/L of TRO is reached within approximately two hours.
RWO’s co-operation with SWEREA-KIMAB and GL included thorough corrosion studies in treated fullsalinity seawater, simulating an approximate entire lifetime of a BW tank/piping structure. These studies
were later recommended by the IMO technical group GESAMP-BWWG, as part of the guidance for other
vendors developing ballast water treatment studies, to be included in their respective approval process
(ref. MEPC 59/2/16, §4.5.1).
The tests included accelerated comparative studies (treated and untreated seawater) using both
uncoated steel test specimens but more importantly test specimens with 2-coat paint systems according
to NORSOK Coating 3B approved according to DNV classification note 33.1 class B1, common and
approved for use in BW tanks, for instance, the Jotun
system 'Balloxy HB light'.
The tests were carried out in Brest, France and included
parallel tests with both continuous exposure to the water
and intermittent cyclic exposure of water and air.
Intermittent exposure resembles better the real
conditions in ballast water tanks and a worse corrosive
case than continuous exposure. The tests were
accelerated, that is, the exposure of the test panels was
set to simulate an approximate entire lifetime of a BW
tank/piping
system,
regarding
initial
maximum
concentration of TRO and natural decay.
The evaluation of the exposed test panels was performed
according to the following standards:




SS-EN ISO 9227:2006 (salt spray 1,440 h).
SS-EN ISO 6270-1 (condense 1,440 h).
SS-EN ISO 2812-2 :2007 (immersion 3,000 h).
EN ISO 15711:2004 (cathodic 3,000 h).
Based on the result of these tests, both SWEREA KIMAB
and GL concluded that there are no additional corrosive
properties of seawater treated with CleanBallast,
compared to untreated seawater. Thus, the tests proved
that the CleanBallast equipped with the EctoSys®
disinfection unit does not increase corrosion in ballast water tanks. Furthermore, CleanBallast is certified
and classified by the GL as compatible with epoxy-based ballast water tank coating systems, RWO said.
TO
OPEN FORUM
Worth biding your time before investing?
While in the first half of 2010, tanker freight rates and tanker asset prices held strong, everything else
considered, in the second half of the year there had been a precipitous drop of spot freight rates and in
turn, a noticeable decline of tanker asset prices*.
The consensus for the cause of the strength has been that the contango play for oil and a sizeable
number of the world fleet utilised as storage (up to about 50 VLCCs at one point, or close to 10% of the
world VLCC fleet) in the first quarter of 2010 provided a strong floor for the market. In the second half,
when there was not noticeable storage play, and the newbuildings kept being delivered with almost
metronomic repetition, the tonnage
supply did dwarf the demand for
tankers.
Based on data collected from Compass
Maritime and the Baltic Exchange, oneyear timecharter rates for modern
VLCCs fell from $45,000 per day in July
2010 to about $30,000 per day at
present, a drop of about one-third
(Graph 1). There has been an almost
tantamount drop in the rates for
Suezmax tankers, while declines for
Aframax and coated Panamax (LR1)
and MR2 tankers have been contained
in the 10-15% range.
One has to keep in mind that
timecharter data is more ‘predictable’
than the spot market and it presents the ‘smoothed out’ version of daily market gyrations. If one were to
consider spot rates, there had been numerous fixtures in the past couple of months where tankers were
fixed below operating breakeven, or at rates to cover only the bunkers’ expense, or even at rates that
were downright negative.
With an anemic freight market in plain
view, it’s not a surprise that asset prices
have been on a softening trajectory.
Based again on data provided by
Compass Maritime and the Baltic
Exchange, for five-year old vessels,
between July 2010 and at present, asset
prices have dropped by about 15%, with
coated Panamax tankers experiencing
the worst decline of about 20% while
MR2 tankers behaving best with a 7%
decline (Graph 2).
On a note of caution, such data is based
strictly on ‘last done’ in a not-alwaysliquid market, and, in certain cases an
argument can be made of what defines a
‘market transaction’ when allegedly
there should be no compulsion to act by either the buyer or the seller.
It should also be noted, however, that different age vessels within each asset class are behaving in a
completely different way in the present changing market. At present, first generation double-hull tankers
of about 14-17 years of age, even from very reputable yards and from ‘good stables’, can only hope for a
less than 100% premium over the demolition market, assuming a decent survey position. Some of these
vessels have 10 years of remaining commercial life, given that they have no phase-out or any other
regulatory handicaps.
For instance, 1993-1995 built Aframax tankers from South Korean yards can only hope for a price of
$12-14 mill range when their scrap price is $6-8 mill. Assuming 10 years remaining commercial life and
today’s demolition prices at that time, the premium over scrap price plus the capital expenses required
special and intermediate surveys, imply about $10 mill above scrap market, or about one million dollars
per annum. If it were to be amortised, she would require, on average, less than $3,000 per day
operating profit to break even, that is, a freight market of less than $10,000 per day; based on Compass
Maritime data, the 20-yr average T/C rate for an early 1990’s built Aframax has been around $19,000
per day, thus allowing substantial room for error.
However, it should be noted that it will be impossible to obtain in today’s market competitive debt
finance (mortgage) and such vessels cannot be commercially competitive when modern tonnage has
flooded the market and even they can be had below operating breakeven. For charterers of quality, there
is no logic utilising a ‘vintage’ vessel when they can have their choice of modern tonnage at very
competitive rates. Again, such discrimination by charterers may have forced prices of such vintage
vessels to such low levels, in the first place!
However, for charterers with their own captive cargo or for charterers who have access to ports and
jurisdictions of less than demanding standards, these vessels could be the source of significant profits.
And, as it has been the case, these are the buyers who have been showing interest for such tonnage
primarily from Asian countries.
holding
Values
On the other hand,
vessels of less than
five
years
old,
although they have
not actively been
transacted in the
last six months,
seem to be holding
onto their nominal
values fairly well
and very close to
their
newbuilding
contract
price
(‘intrinsic value’ as
some may say),
given that they are
ideal candidates for financial buyers and buyers with an eye for the capital markets. In a commodity
pricing freight market, obviously these vessels have been the most competitive at obtaining cargo (but
again, at rates the market would bear); besides, they are the easiest types of vessels to obtain debt
financing
given
that
they
have
most
of
their
economic
life
ahead
of
them.
For five-year old prices in each major asset class in the tanker market space, we have calculated the
implied EBITDA based on prevailing market prices and rates, and making standard industry assumptions
in terms of financing and operations. The results are shown in Table 1, and the EBITDA multiples are
ranging in a band of 10-12, with VLCCs being the most overpriced vessels and MR2 tankers the least.
In each case, the multiple is within investment standards and implying about a decade or a bit more of
payback period. By comparison, the price-to-earnings ratio (PE) for rates, VLCC vessels of five-years of
age seem the least attractive with an IRR comparable to the 10-year Treasure Note (about 4%), while
MR2s at present prices and rates seem the most promising with more than 20% IRR. Again, IRR
calculations heavily depend on the assumption that future rates will at least remain constant and equal
to today’s rates during the remaining commercial life of the vessels. Our calculations were meant to be
for illustration and discussion purposes, and not for real life investment guidance. Almost 30 months
after the Lehman Brothers collapse, financial and shipping markets are still dislocated, to a fair extent,
and for the sake of uniformity, we assumed same amount and cost of leverage in each of the asset
classes, similar (and some might argue low) cost of equity (irrespective of asset class), etc.
On the one hand,
leverage
today
requires a strong
balance sheet and
track record and not
just a decent vessel
or employment. And
on the other, we
assumed it will just
remain constant, an
assumption that the
events and volatility
of the recent years
have shown that the only constant in shipping is change itself, sounding more like an ancient Greek
philosophical aphorism (by Heraclites) than an investment guideline.
However, overall, given the just acceptable ratios and taking into consideration that there is still a robust
amount of vessels to be delivered, irregardless of market conditions, one might say that there is still time
before an investor wishes to go full steam ahead on tanker projects.
TO
*This article was written by Basil M Karatzas, director for projects & finance for Compass Maritime
Services in the New York area. He can be reached at [email protected] or
[email protected]
the Standard & Poor’s 500 Index is considered fairly priced at 17, indicating that asset prices are trading
below the equities market, overall.
In general, shipping equities seem to be trading at similar or higher PE ratios than the underlying assets,
and a direct implication might be that an investor is better off in investing directly in assets at present
market conditions than in shipping equities. Of course, PE ratios and EBITDA multiples are ‘historical’ and
backward looking numbers without telling the whole story: it would still be difficult justifying such ‘low’
ratios when one takes into consideration that one brand-new VLCC and three brand-new MR2s will be
delivered every five days this year alone! Such a generous supply of additional vessels in an already
oversupplied market could definitely pull rates even lower and thus pushing the ratios much higher.
Historiek Historique
't Potje
De naam ‘Potje’ komt ook nu nog voor op de officiële zeekaarten, uitgegeven door het Ministerie van de
Vlaamse Gemeenschap (zie onder). Het is een vrij kleine en ondiepe vloedgeul (-5 tot -10 m beneden
nulniveau GLLWS) op enkele honderden meters uit het strand van De Panne gelegen, die zich over de
Frans-Belgische grens verderzet in het Pas van Duinkerke. Zeewaarts wordt ze begrensd door de
zandbank Trapegeer. In oostelijke richting loopt het Potje uit in de ondiepten van de Broersbank en Den
Oever.
De naam Potje duikt voor het eerst op in de kaart van Stessels van 1866.
De term verwijst naar een geul of diepte, omgeven door hoger gelegen delen van de zeebodem. Het is in
de plaatsen waternaamkunde overigens niet ongebruikelijk ‘vaatwerk’-namen (pot, pan, schotel, teil,
ketel, kom, trog) tot eigennamen te laten evolueren, daar waar laaggelegen plaatsen zoals inzinkingen in
het landschap of diepten in zeeën en andere wateren worden bedoeld.
Het woord pot vinden we bv. ook terug in de Pluimpot, een andere naam voor het Gat van Scherpenisse,
een vaargeul aan het Zeeuwse Eiland Tolen, en in de Roompot in de Oosterschelde. En net als een pot
een stuk vaatwerk is met loodrechte wanden, is ook ons Potje een diepte omgeven door ondieptes.
Tevens blijkt uit een hydrografische studie van de beschikbare (betrouwbare) zeekaarten sinds 1800, dat
de geul ‘t Potje zich tussen 1801 en 1959-1968 ca. 1 kilometer heeft verplaatst in noordoostelijke
richting. Een analoge trend deed zich in dezelfde periode ook voor bij de omliggende banken, de
Trapegeer, Den Oever en de Broersbank.
Een vergelijking tussen twee diepteopnames leert bovendien dat het Potje tussen 1967 en 1997 ca. 30
cm ondieper is geworden.
Als gevolg hiervan geraakte deze geul of ‘ pas’ vanaf de jaren 1930 meer en meer in onbruik voor de
scheepvaart en werd de bebakening die de geul aangaf weggenomen. En dan te zeggen dat vóór de
eerste wereldoorlog de ‘mailboot’ nog door deze geul vaarde op nauwelijks 500 meter van het strand!
De term ’t Potje verwijst naar een geul of diepte, omgeven door hoger gelegen delen van de zeebodem.
Het is in de plaatsen waternaamkunde overigens niet ongebruikelijk ‘vaatwerk’-namen (pot, pan,
schotel, teil, ketel, kom, trog) tot eigennamen te laten evolueren, daar waar laaggelegen plaatsen -zoals inzinkingen in het landschap of diepten in zeeën en andere wateren -- worden bedoeld.
Op de zeekaart en op de loodrecht op de kust geregistreerde side-scan sonar opname van de zeebodem
(ter hoogte van lijn A-B) is te zien dat het Potje omgeven wordt door de ondieptes Trapegeer en
Broersbank (Universiteit Gent, Project Habitat, Programmatorische Overheidsdienst Wetenschapsbeleid
en administratie Waterwegen en Zeewezen, afdeling Waterwegen Kust)
Open Forum
Slip stream ballast water treatment approach
For shipowners and managers picking their way through a maze of complex new legislation, unfamiliar
technologies and competing claims from manufacturers, this can be a serious undertaking*.
While
electrolytic
ballast
water disinfection systems
share
the
same
basic
chemistry for electrolysing
seawater,
commercially
available
electrolytic
disinfection
technologies
differ
significantly.
Understanding the technical
and
commercial
performance criteria of the
various electrolytic ballast
water
treatment
technologies is critical to the
equipment selection process
and in ensuring that a proven, effective and reliable technology is selected to meet regulatory
requirements.
In addition to selecting a ballast water treatment solution able to meet regulatory requirements, it is also
important to adopt a technology with proven efficacy and most suited for application-specific
requirements, such as ballast water flow rate and hazardous rating requirements.
Slip stream approach benefits
Installation flexibility of an electrolytic ballast water treatment design is determined by its placement inline with the main ballast system, or its ability to treat a portion of the ballast water volume to achieve
discharge standards.
Electrolytic ballast water treatment systems typically pass the
entire ballast stream through the electrolytic cells. The
BALPURE® ballast water treatment system from Severn Trent
De Nora is unique in that it diverts a small side stream from the
main ballast line. A slip stream approach allows the unit itself to
make use of available existing locations remote from the main
ballast line and gives the naval architect, marine engineer, or
yard flexibility over how the unit is located on board the vessel.
Rather than treat the whole volume of ballast water, a slip
stream approach feeds a percentage of total volume into the
electrolytic system to generate a disinfectant within the
electrolysers. The BALPURE system feeds approximately one
percent of the total ballast water volume and generates a
disinfection solution on site with electricity and available
seawater. The disinfectants are then reintroduced to the main
ballast flow downstream of the pumps. These active compounds, by now diluted 100 times to a very low
concentration, actively protect against regrowth in the tanks during the vessel’s passage and are
neutralised back to their original state on discharge.
Another major advantage of the slip stream approach is on vessels fitted with pump rooms. For example,
the ballast water treatment unit can be installed in the engine room, or in other available spaces. This
capability avoids taking up precious space in the pump room, negating expensive modifications and
removing the need for the unit to meet the complex and expensive ATEX rules governing hazardous
cargo areas. The only component of the system that is required for placement in the ballast line is the
self-cleaning filter (ATEX rated if required).
This slip stream design also means that multiple remote tanks, or circuits can be dosed simultaneously,
such as the aft peak tank which, often being on a separate circuit can otherwise require its own ballast
water treatment system to meet IMO rules.
Power requirements
Power requirements of ballast water treatment systems
have concerned the shipping industry from the onset of
regulatory discussions. The slip stream treatment
approach, coupled with only having to treat during the
uptake of the ballasting cycle allows a ballast water
treatment system to offer significantly reduced power
requirements compared to competitive technologies–
ensuring low operational costs.
A typical BALPURE installation capable of installation
when coupled with a slip stream treatment approach.
Several sub-assemblies that together make up a unit can
in turn be remotely mounted from each other, including
on multiple decks – allowing small available spaces to be
used in the engine room or other locations. This subassembly component design makes for much simpler
loading of the ballast water treatment system components into the vessel in the yard, at the dockside, or
even at sea in preparation for installation and commissioning.
In the first quarter of 2008, a BALPURE ballast water treatment system was installed for testing on
SeaRiver Maritime’s S/R American Progress, a 46,000 dwt, double-hull product tanker. The double-hull
vessel has 14 cargo tanks and two slop tanks with a total ballast capacity of 19,000 cu m. The ballast is
handled by two ballast pumps, each rated at 975 cu m per hour.
For this installation, the BALPURE system was separated into six components and installed down a hatch
of less than 1.5 m x 1.5 m. Components were fitted into existing spaces spread over three decks,
eliminating the requirement to relocate other equipment.
The operating and capital cost savings resulting from scaling up a BALPURE ballast water treatment
system can be significant. The BALPURE system is unusual in not scaling up – in size or in price - with
increasing ballast water flow rates. This is especially so when compared to other ballast water treatment
systems where installation in the pump room is required and the base model design is simply replicated
in order to treat increased flow rates. This approach leads to an inefficient use of space, increased costs
and system complexity.
Electrolytic disinfection and tank coatings
Effective corrosion control in ballast water tanks is one of the most important features in determining a
ship’s effective lifespan. When evaluating a ballast water treatment system, shipbuilders and owners
should also review the effect the system will have on the overall vessel and if there is a potential for
impact on corrosion -protecting coatings in the ballast tanks. Third-party corrosion testing against the
IMO MEPC 59/2/16 recommendations is a must for every viable ballast water treatment system.
A corrosion testing programme undertaken by GL Noble Denton for the BALPURE system was successfully
completed. The testing proved the BALPURE system had no effect on coated steel, naval bronze and CuNi alloys. Testing proved an insignificant effect on bare steel – so small that the acceleration of corrosion
due to the presence of free chlorine had minimal practical implications in ballast tanks. Therefore, the
BALPURE ballast water treatment system will not impact the life expectancy of a ship.
All systems are not equal
A slip stream electrolytic disinfection system is among the safest, most cost-effective ballast water
treatment technology available to prevent the transfer of non-indigenous species.
Evaluating the BALPURE electrolytic disinfection system will enable shipowners and managers to
eliminate the headache of navigating the maze of ballast water legislation and competing claims from
manufacturers.
TO
*This article was written by Bill Burroughs, BALPURE project manager, Severn Trent De Nora.
Inséré 02 novembre 2012
Logboek Nouvelles
Marine Accident Investigation - Improving Evacuation
Systems' Safety
Stuart Withington : Principal Investigator, Maritime Accident Investigations Branch, UK (MAIB)
1. Introduction
"I didn't evacuate passengers using lifeboats simply because I was afraid that people would get injured.
Instead, they were transferred through the car deck shell door into waiting tugs."
Quotations by masters in discussion with accident investigation inspectors.
Such lack of confidence in lifeboat launching equipment among ships' masters and crews is widespread.
They have a right to be.
Scrutiny of data held by MAIB suggests that anyone using a lifeboat, be it in a drill or genuine
evacuation, runs the risk of being injured or even killed. The lifeboat launching and recovery operation is
the one activity that posses the highest risk to crew safety.
The MAIB database shows that over a 13-year period, 13 people were killed and 138 injured in 125
lifeboat accidents. Most accidents occur during the launching and recovery operation. The 13 lives lost
represent 15% of all those killed in reportable accidents to the MAIB. These figures reflect only a small
proportion of total accidents that have occurred worldwide. A global perspective indicates that more than
100 seamen were killed operating lifeboats during the 1990's.
This is an alarmingly high proportion of accidents. It is hardly surprising that an atmosphere of fear of
lifeboat drills exists: a situation that does not contribute to the promotion of safety at sea.
The concern for safety in the lowering of lifeboats during emergency drill is clearly illustrated with the call
to IMO for a change in the SOLAS requirement that specifies that during drills the lifeboat crew must be
lowered with the lifeboat.
It is thought that the master should have the option to lower the lifeboat empty. This concern is a sad
reflection on a system considered satisfying SOLAS requirements, yet is too risky to operate fully for
training purposes.
The reality is that the removal of crew during launching benefits the master and management in their
efforts to reduce risk to crewmembers being killed and injured. But the fact remains that, should a real
emergency occur, passengers would be exposed to the same risk. Life-saving equipment, or installations,
are tested to ensure fit for purpose. The risks to people should be no different, whether it is being tested
or being used for real in an emergency.
There is equal lack of confidence of masters and crews involved in the launching and operation of fast
rescue crafts (FRCs) and a reluctance to test them in the severe environment expected.
Incidents investigated show an extreme reluctance of masters to launch the craft in heavy weather.
Masters are equally concerned with the safety of retrieving the craft back on board.
Over the last three years 24 accidents involving FRCs and injuries to crewmembers have been reported
to MAIB Accidents. The number of accidents with these craft is much less than with lifeboats. However,
this is probably because they are operated far less frequently than lifeboats.
Scepticism that emergency escape and embarkation systems can be tested safely is not confined to
lifeboats and fast rescue craft.
The operation of suspending, inflating, people loading and lowering of liferafts is often avoided by
surveyors and crews simply because they think the operation is too risky.
The maring industry, including IMO, sides with Jim Reason and others, who advocate that an accident is
not caused by a single factor. It is caused by a variety of reasons.
They decry the past tendency to blame the accident on operator error. Controlling factors, which are
often outside the operator's control, influence the operator's error.
Lessons learned from accident investigation show that operator error with emergency disembarkation
and recovery systems is reduced significantly by better training, maintenance, procedures etc. The
lessons also tells that good design is the barrier most likely to succeed to prevent accidents.
Deficiencies in design are the handicap that hinders masters' endeavours to ensure crew safety and to
instill confidence in emergency embarkation and recovery drills.
The purpose of this discussion is to show that for these systems to operate safely and with confidence,
they must be designed with the aim of making them inherently safe.
To achieve this, the design process must be managed effectively to ensure that the human factor is
considered at design conception, and throughout all the design stages, including final installation and
testing.
Emergency evacuation systems must be designed to support the people who are expected to use them.
2. Investigations that have identified design related root causes of
accidents
The design made it hard for people to carry out reasonable tasks and vulnerable to predictable
human failings.
.1 Ergonomic principals have not been properly considered in the design is highlighted by the difficulties
experienced in bowsing and tricing operations of lifeboats.
.2 In one accident investigation, modifications to the operation were made using a band bowsing system
(BBS), designed to replace an existing conventional method of tricing and bowsing. During installation
tests of the system two crewmen were killed.
.3 The two men were stationed in the forward and after hatches of the lifeboat. They attempted to
release the BBS brakes. The intention was to move the lifeboat away from its embarkation position to its
lowering position. During the operation, the aft end of the lifeboat swung suddenly away from the ship's
side. Progressive collapse of the davit followed.
.4 Post accident investigation tests found that the brake was sensitive to incorrect operating procedure.
The seamen found it difficult to simultaneously operate the brakes in a controlled manner when the
lifeboat was fully loaded. Brake operation required a level skill not recognised at the time of the accident.
.5 The investigation also found that the wearing of lifejackets restricted the seamen's movements
compounded their difficulties in operating the BBS brake from the lifeboat hatch openings.
.6 Davits, lifeboats, rescue craft and winches are often supplied by a diverse number of sources,
resulting in a fragmented approach to system design development. Once installed on board, geometrical
mismatches are uncovered, making launching and retrieval of a rescue boat or lifeboat difficult and
dangerous.
.7 The irony of this situation is that the BBS has global acceptance as an alternative to traditional
bowsing tackle and tricing penitents to avoid the hazard create by this geometrical mismatch.
.8 The BBS was also designed to overcome the difficulties for seamen overcoming the heavy loading
applied to bowsing tackles as they reposition a fully loaded lifeboat from embarkation position to vertical
lowering position of the falls.
.9 The consequence of using the BBS is the replacement of old hazards with new ones. In the accident
described above, two seamen lost their lives.
The design was vulnerable to predictable human failings.
.10 Simultaneous operated on-load release lifeboat hooks have been mandatory since 1st July 1986.
Lessons learned from the accident on the offshore platform, Alexander Kieland, in the North Sea in 1978
was the spur that brought about the requirement. Because of rough seas, lifeboats were prevented from
becoming waterborne long enough to enable release of the fixed hooks of the lifeboat from the lifeboat
falls. Consequently, lives were lost as lifeboats crashed against the platform, with one lifeboat ending up
side down in the sea.
.11 The first design of on-load release hook did not have any interlock to prevent unintentional release of
the lifeboat when not water-borne. Indeed, SOLAS did not recognise the need for such an interlock until
recently.
.12 The consequence of not having an interlock has resulted in numerous accidents due to inadvertent
release of hooks. These accidents could have been prevented had an interlock been fitted.
.13 Investigations have found that on-load release systems can be complex and difficult to understand.
Consequently, to maintain and operate release mechanisms safely requires in-depth knowledge,
specialised skill and relevant, clear and unambiguous operating instructions.
.14 Often the lifeboat hooks have not been located properly in their reset position. As the lifeboat is
retrieved and landed on the davit stoppers, the consequent jerking of the lifeboat opens the hooks
resulting in the lifeboat falling down causing serious injury and fatalities.
.15 Hook mechanism have been found to be susceptible to failure given small changes in tolerances due
to operational wear, corrosion and fretting, machining deviations during manufactured and deteriorating
effect of salty air, weather and vibration.
.16 Such unsafe conditions are difficult to detect by seaman during their normal routine inspections.
Seamen need to be constantly aware of the complications of on-load release hook mechanisms, and
assured that the hooks are properly secured, and that the release and interlock systems work effectively.
.17 Given wear on the reset mechanism, interlock indicating lights and hook reference marks on the
hooks have been found to give a false impression that hooks and locked when they are not. The user is
given a false sense of security as a result.
The design was inadequately specified for the required duty.
.18 From lessons learned of the loss of the Estonia, IMO's panel of experts suggested that ro-ro ships
should be equipped with a means of rescuing (MOR) people from the water. In this accident, the vessel's
escape chute was used as a MOR when rescue boats could not be launched. Consequently the new
SOLAS regulation 26.4.3 confirms that the ship's own evacuation slide can be modified to make it easier
to pick up people from the water.
.19 The intention of IMO's panel of Experts was that, in the case of a disaster, a ro-ro ship could use a
fast rescue craft to collect people from the water, and bring them to the MOR. The MOR would then be
used to embark the survivors.
.20 However, the regulation permits the FRC to be used as a MOB. Since the FRC can carry only a small
number of people, the craft would have to be retrieved on board many time over in the case of a major
accident with many people in the water. The delay in retrieving survivors from the water could be
considerable.
.21 Given the difficulties of launching and retrieving FRCs in stressful conditions of heavy weather,
procedures are prone to errors when releasing painters and suspension hooks. Exercises, which can be
conducted safely, are so far proving to be impractical.
.22 Concerning vertical chute marine evacuation systems, during one evacuation drill an evacuee
became stuck in the "piked position" in one of the cells of the chute. The evacuee was rescued from the
chute, but later died.
.23 The riding up of the lifejacket worn by the victim probably contributed to her becoming stuck in the
chute. Designers had not accounted for this possibility. No proper account had been made of the means
of preventing undue delay in the evacuation should a blockage of the chute occur.
3. Action taken to prevent accidents
A better understanding of why accidents happen has resulted in IMO's Design and Equipment Subcommittee proposing significant changes in operating and servicing requirements for lifeboat
installations.
One proposal calls for specific guidelines for periodic servicing and maintenance of lifeboats, launching
appliances and on-load release gear. As important, is another proposal to use the manufacturer's
representative, or persons properly trained and certificated to carry out inspections, maintenance and
repairs.
The proposals reflect what is, already, good practice of a number of outstanding companies. Global
acceptance of them would be an important step towards improvement of safety of seamen and
passengers.
For training purposes, companies have put on board ship; working models of on-load release and marine
escape systems. Crew-members, port State and flag State inspectors have reported that these models
are useful in helping significantly their understanding of the systems' operation and maintenance needs.
There is a strong mandatory case for such models and related specialised equipment to be placed on
board ship for training purposes.
Where ships are fitted with emergency vertical escape chutes, management is reducing risk of injury to
crew and passengers by selecting those people who can use chutes safely based on their age, fitness and
physical build.
Some companies are starting to standardise lifeboat launching systems and equipment throughout their
fleet, thus improving crew familiarity and confidence with their use.
IMO advocates medium to long term consideration of alternative technologies, such as "safe-haven"
refuge, comprising parts of the ship that may float free in the even of a casualty. Alternative types of
survival craft and under consideration.
It is proposed that any alternative system developed should be capable of being routinely exercised by
the crew.
4. An inherently safer design is good for us
A human factor approach to design is a perquisite to good design. Good design has an impact on
preventing the initiating event of an accident. This view is reflected at IMO whose work plan is committed
to examining measures to avoid accidents by better design of emergency escape systems.
There are several definitions of human factor. One that is relevant to the design function is:
"Human factor is a professional discipline concerned with improving the integration of human issues into
the analysis, design, development, implementation, and the operational use of works systems"
With this approach to design, health and safety considerations are integrated into the design process,
from the initial design concept to installation and testing.
The present tendency is to focus on the safety need for people once the system has been made, rather
than during the design process leading up to the product's final installation and use. The design process
offers the opportunity to ensure that the end product is inherently safer than emergency installations
now
in
use.
Such an approach can ensure that risk reduction measures adopted to address one hazard do not
disproportionately increase risks due to others. Such an approach could have identified the safety
problems with the concept of on-load release hooks when considered against the lessons learned from
the Alexander Kieland accident.
To achieve an inherently safer design, the human factor must have central role in design development
thinking. It should be at the heart of the design process. It is in the design process, leading from design
concept to final product testing where key human factor safety issues can be addressed.
The greatest opportunity to reduce risk is during the initial design concept stage. This is the best time to
identify hazards. This is the time to make informed choices, either to design hazards out of the system or
to identify realistic control measures to mitigate the hazards.
The ability to change a design decreases with time as design concepts are selected and design details are
finalised. The vertical escape chute accident involving incompatible lifejackets, and the BBS accident, are
examples of many where difficulties of operation have been uncovered only after the system has been
installed and tested.
Safety problems such as these could have been avoided if careful attention had been given to ergonomic
design of systems during the design process.
The consequence of not addressing the issues of human factor is the probability that inherent safer
design will not be achieved. Risks associated with human activity addressed as an afterthought increases
the demand for more exacting operating and maintenance skills and a higher level of knowledge. The
likelihood of operator error is increased, and the confidence of the user to operate the system decreased.
5. A Safety Management System Code for Inherently Safer Design
Following the Cullen report into the Piper Alpha disaster, the offshore industry has recognised that risk
reduction at the design stage is one of the most effective means of achieving safety of personnel.
The UK's Health and Safety Executive, for example, has placed duties and principles on designers and
design teams to have a key role in ensuring that a human factor approach is taken throughout the design
process. The aim is to achieve an inherently safer design.
Linked to this, is an offshore industry initiative to improve safety performance of the design process by
developing useful performance indicators. The indicators will measure the effectiveness of management
and application of health and safety in the design process.
These initiatives for achieving inherently safer designs could be applied to emergency escape systems.
In its focus on the safety and effectiveness of emergency escape systems, IMO is well placed to develop
a safety management system code for inherently safer design, aimed to ensure that human factor issues
are an integral part of the design process, and that the design process is managed effectively. The Code
could emphasis the importance of a holistic approach to design.
When integrating human factors throughout the design process, the following domains could be
considered.
• Manning: How many people are required to operate the system?
• Personnel: What experience aptitudes and other human characteristics are necessary to operate the
system?
• Training: How to develop and maintain the requisite knowledge, skills and abilities to operate and
maintain the system.
• Ergonomics: How to integrate human characteristics into design to optimise performance within the
human/machine system.
• Health hazards: What are the health hazards resulting from normal operation of the system?
• System safety: How can safety risks be avoided due to humans operating or maintaining the system
abnormally.
With its work programme to review emergency escape systems, IMO's Design and Equipment Subcommittee is best placed to develop such guidelines.
6. For the future
IMO is well placed to develop a safety management system code for inherently safer design of
emergency evacuation systems.
A Code could encourage a well managed and structured human factor design process which follows welldefined principles to achieve an inherently safer design.
The effectiveness of the design process could be monitored and audited by a competent authority.
Confidence in the design process will facilitate effective evaluation of equipment and system maintenance
practices, policies and procedures.
Inherently safer designs will reduce the number of accidents to seamen and instill confidence in their
use.
Acknowledgements
I want to thank ship management colleagues, colleagues at the MAIB, MCA, HSE and IMO, for their
contribution
to
this
discussion
about
the
safety
of
emergency
evacuation
systems.
Stuart Withington, Principal Investigator MAIBCarlton House, Carlton Place, Southampton SO15 2DZ
United Kingdom
Open Forum
A ship is its best lifeboat
The quantum leaps forward in passenger ship design during the 2000s have led to
revolutionary improvements in safety issues.
The question whether the regulations could keep up with the ever increasing size of cruise vessels was
raised in IMO during the mandate of the former Secretary General William O'Neil in the late 1990s.
In 2000 an initiative was launched at the Maritime Safety Committee (MSC) with particular emphasis on
the safety on large cruise ships. The idea was to adapt a more holistic way when considering passenger
ship safety issues.
As a matter of fact,
the concern was not
whether new large
ships complied with
the
SOLAS
requirements
or
not,
but
rather
whether
SOLAS
duly addressed all
the safety aspects
of their operation especially
in
possible emergency
situations.
The working group
on large passenger
ship safety began
its work in late
2000. Input was
supplied both by
the cruise industry
and
by
member
states, which had
carried out studies into large passenger ships and areas of potential concern. The difficulties would not
end even with a successful evacuation of a large passenger ship. The safe transfer at sea of thousands of
passengers - including elderly and injured people - from lifeboats to rescue vessels would also become
extremely challenging.
The MSC agreed that future large passenger ships should be designed for improved survivability based
on the time-honoured principle that "a ship is its own best lifeboat". According to this new approach,
passengers and crew should, if possible, be transferred to a safe haven on board and stay there, rather
than leave the ship. This, of course, presumes that the ship should be able to proceed to port at a
minimum safe speed, even if parts of vital systems were down.
In the current regulatory framework, more emphasis is placed on the prevention of a casualty instead of
starting from a point where an accident already has occurred.
In 2006 the MSC adopted a package of amendments to SOLAS, including many new concepts . One of
the most important was the incorporation of criteria for the so-called casualty threshold, expressing the
amount of damage a ship is able to withstand according to its design basis, and still be able to return to
port safely.
A risk based approach to ship design, instead of a rule based, has resulted in revolutionary passenger
vessel designs.
Markku Kanerva, Director of Sales at Deltamarin Ltd, is convinced that new methods not just improve
passenger vessels' performance, they improve their safety too.
"The alternative
design approach
is leaning upon
thorough
risk
analysis instead
of static rules .
Further, it has to
be verified that
the
reached
safety level is at
least as high as
in a rule based
design. In the
design work with
the Oasis-class
this is adapted
in
many
different
sub
areas.
Without
these
opportunities, it
would have been
impossible
to
build the Oasisclass."
Another
important issue,
enabling
the
alternative
approach in ship
design,
is
enhanced
knowledge.
Design
tools,
based upon different methods of numerical verifications and realistic simulations, have seen an
amazingly fast development.
"We are nowadays better in analysing and simulating many extreme situations onboard such as fire,
flooding by hull damages and evacuation of passengers . Our understanding about what really happens
in such situations is much deeper than before ."
According to Markku Kanerva, earlier systems used for such calculations were mainly based upon a
socalled conservative approach.
"They were based on certain assumptions, which may not be physically accurate in a real damage
situation. They simply do not take everything into account, such as the effect of counterflooding,
progressive flooding and sloshing effects. Alternative designs have improved safety in a remarkable
way."
By analysing actual damages on passenger ships and incorporating the results in new designs, the risk of
losing a ship can be decreased remarkably.
"We have studied some cases and made calculations, indicating that the risks can be reduced to a fifth or
even to a tenth regarding ferries and cruise ships ."
Based upon the improved accuracy of simulations, advanced interactive decision support systems have
been introduced, too. Typically, they are adapted for damage situations, but there are also tools
supporting decision making for safe return to port with a damaged ship. Input data is supplied from fire
detection systems and level measurement sensors in tanks and void spaces, providing real time progress
of a situation.
"The systems are useful tools for the officers, providing them with a much better basis for decisions than
just gut feeling. In an easily interpretable way, they give the likely se quence of events in an actual
damage situation. They also take into consideration certain measures taken by the crew, enabling fast
evaluation of different countermeasures . But the systems provide decision support only, they do not
automatically take any action," Markku Kanerva stresses.
New thinking has also been introduced regarding evacuation. Since the shipwreck of the Titanic in
1912, the status of the lifeboat as the main means of rescue on a passenger vessel has not been
questioned.
Now this road seems to have come to an end regarding passenger ships - at least when new design
solutions are sought. SOLAS' new Safe Return to Port regulations make it possible to design and build a
safe ship completely without lifeboats
Taking into consideration the enormous risks of the evacuation of a large passenger vessel itself - even if
the conditions would be ideal during a warm and calm summer day - it is no wonder that the idea has
come
up
in
the
first
place.
"There will probably always occur serious accidents at sea, leading to total losses and the need to
evacuate a ship. But the risk of encountering a situation where all crew and passengers have to be
evacuated can certainly be reduced further."
Markku Kanerva emphasises that prior to the IMO-initiative on safety on large passenger ships there
had already been discussions within the industry whether lifeboats are the right means of rescue or not.
"Catamarans and other passenger vessels built to the High Speed Craft Codes of 1994 did not have any
lifeboats, but only life rafts."
He stresses that experience from real emergency situations - of which the Estonia disaster is the most
tragic - also had proved life rafts to be a better, and above all, more efficient solution than lifeboats.
"It became obvious that it would not be an easy task to evacuate a large number of passengers from a
cruise ship into lifeboats. From this followed the idea to develop the ship to be a safe haven itself. Last
year's IMO-rules on Safe Return to Port were important steps in this direction."
The SOLAS Safe Return to Port rules are originating from the class notation RP - Redundant Propulsion,
but they take it even further: The ship must be designed to proceed safely to a port even in a damaged
condition.
"Indeed, both the Solstice-class and the Oasis-class have been built to these principles, but their
construction was started before the rules came into force . However, Royal Caribbean has been
something of a forerunner in this context."
The first passenger vessels to fulfill the new SOLAS rules about Safe Return to Port are the car- and
passenger ferries Spirit of Britain and Spirit of France, built by STX Finland in Rauma, as well as Disney's
Post Panamax cruise ships Disney Dream and Disney Fantasy, from Meyer Werft.
As a result of this, lifeboats are no longer included in the safety equipment on the Spirit of Britain and
Spirit of France . The lifeboats are replaced by a Marine Evacuation System with rafts.
"Before these newbuildings, P&O had already removed all lifeboats from two ferries during a conversion.
It is indeed rather uncomplicated to present a safety case to the authorities on such a short route as
across the English Channel, " Markku Kanerva says.
A comprehensive damage simulation program was carried through when designing the ',s e° vessels,
revealing what happens onboard the ship during different damage conditions.
"Regarding all critical damages, the configuration could be improved significantly
further by decreasing the risk of a total loss of the ship."
Markku
Kanerva
stresses
that
compared
to
the
rather
simple
calculations in rule
based designs, the
demands are much
more stringent for an
alternative design.
"It demands much
more
accurate
research, proving that
it really fulfills the
regulation."
Markku Kanerva is
convinced that in the
future we will see
even more interesting
designs, which may
differ quite radically
from the traditional
ones. They will also offer improved cost- and earning efficiency, as well as improved
safety.
"For the first time in the history of ship design, it is possible to combine these qualities . Until now, new
regulations have, without exceptions, meant increased costs . With alternative design it is possible to
search for these qualities simultaneously, and I dare say that it is also possible to reach excellent
results."
He thinks that the basic characteristics of a ship will dramatically change due to this.
"We will probably quite soon see designs with clearly new features . It remains to be seen who is
prepared to take such a huge leap at once . From a naval architect's point of view, we have an
interesting time ahead, enabling such solutions that we could only dream of before."
Everything points in a direction where the probability for the need of an evacuation of a large passenger
ship will further decrease in the future.
"And if an evacuation still would be required, it could be carried through in a much safer and more
efficient way than before, " Markku Kanerva says .
Logboek Nouvelles
New Inspection Regime to target poor performers
A New Inspection
Regime for port
State control in all
Paris MoU countries
has
come
into
effect as of the the
beginning of this
year. As part of the
initiative a new
Targeting
and
Information
System, operated
by EMSA, will be
used to monitor
vessel movements
in affected areas where failure to
report the required
information
could
lead to penalties
Significant changes
in the port State
control
system
have taken effect as of 1 January 2011 in the EuropeanUnion, and by extension the Paris MoU region.
This new initiative is aimed at rewarding ships that are performing well, and targeting poor-performing
ships, as part of the 'third maritime safety package' adopted by the European Parliament in March 2009.
The legislation behind the New Inspection Regime (NIR) of the Paris Memorandum of Understanding
(PMoU), Directive 2009/16/EC on port State control, entered into force on 17 June 2009, and applies to
all Member States of the European Union, plus Norway and Iceland as part of the European Free Trade
Agreement.
The text of the Memorandum has been revised accordingly, allowing the same Regime to be applied by
all members of the Paris MoU.
So why was this New Inspection Regime required?
The existing regime on Port State Control allows the Member State considerable freedom in selecting
ships for inspection. This causes ships to be 'overinspected' without any clear reason, while other ships
can end up slipping the net.
The new Directive makes the application of the NIR legally binding on all the EU Member States,
including a new commitment to cyclically inspect all the ships visiting the ports and anchorage areas in
the Paris MoU region. Retaining a harmonised and fair approach was seen as essential when drafting the
Directive.
The European Maritime Safety Agency (EMSA), representing the European Commission, played the role
of task force leader within the Paris MoU in charge of developing the NIR. EMSA's involvement in the
day-to-day practicalities of port State control, in providing technical assistance to the European
Commission, made it possible for most provisions in the NIR and in the Directive to be identical - in short
introducing common
standards,
Paris
MoU-wide.
The main rationale
behind the initiative
is
to
adequately
target
poor
performing
operators. While the
majority of shipping
is carried out in a
professional,
safe
and secure manner,
EMSA
notes
that
problems
can
be
caused by a minority
which may seek to cut corners, and disrespect standards.
The Agency is looking to maintain a balance between ensuring safety while subjecting ships to an
appropriate level of inspections, which can be time-consuming and costly. As such, the NIR contains
improved mechanisms for targeting such substandard ships - while all ships visiting the region will be
inspected, the inspection frequency depends on a 'risk profile' assigned to each ship.
While this is bad news for poor-performers, there is good news for the majority who perform well as the
NIR also recognises the need to pose a lesser burden on good operators who, under the new regime (and
provided that a number of other conditions are met), can enjoy a time window of up to 36 months
without inspections.
Conversely, it imposes tougher enforcement on substandard ships that, in the worst case scenario, may
be forced to leave the region. A ship’s risk profile will be based on criteria such as its type, age, flag,
class society, inspection history and notably, managing company (the ISM manager).
Information systems
In addition to the development of the NIR, EMSA is also engaged in facilitating the regimé s correct
introduction and smooth functioning.
In particular, the Agency has developed a new supporting information system, and is providing training
to users in the national administrations and the PMoU Secretariat. It is also developing other tools to
support the daily work of the port State control officers (PSCOs) across the PMoU region.
The PSC Targeting and Information System (THETIS) is the new information system that will be used to
support the NIR. The system, currently in the final stages of development, contains all the functionalities
necessary to implement the NIR requirements.
EMSA is the project manager of THETIS, and the Agency says it has made a substantial investment in
the
tool.
THETIS is capable of calculating and attributing to each ship in the database a risk profile which is
continuously updated. Furthermore, it calculates the 'achievement level' of the inspection commitment of
each Member State (i.e. ensuring that promises to inspect are kept).
The system also monitors missed inspections, and at the same time allows for recording of the reasons
for missed inspections.
An important new feature of THETIS is the direct processing of ship call information. The system receives
ship arrival and departure information from Member States through SafeSeaNet, the EU's vessel traffic
monitoring and information system.
THETIS will use this ship call information to automatically indicate the ships due for inspection in all ports
and anchorage areas of the PMoU region.
All EU Member States are required through the Directive to have in place the necessary arrangements to
facilitate the collection and reporting of ship arrival and departure information through their own national
systems. Shipowners, masters, agents or operators of ships calling at ports of members of the PMoU will
have a role to play in this regard, as initiators of ship call information.
Required information
The NIR requires the following information for any ship arriving and leaving ports or anchorages in the
PMoU region to be made available to THETIS:




Pre-arrival notification, at least 72 hours in advance for ships eligible for expanded inspection
Pre-arrival notification at least 24 hours in advance
Actual Time of Arrival
Actual Time of Departure
Failing to report the above information may cause a ship to be targeted for inspection or be subject to
the imposition of penalties.
It is also important to note that, although the Directivé s transposition period expired on 1 January 2011,
the Directive officially entered into force on 17 June 2009. Therefore, application of the new Directivé s
provisions will take account of any deficiencies or detentions imposed on board ships during PMoU
inspections as from this earlier date.
This will particularly have an effect in the calculation of the ship risk profiles and also in the application of
the new banning provisions.
As mentioned above, the ship risk profile includes a company performance criterion as a new parameter.
The company is defined as the organisation taking the responsibilities resulting from the International
Safety Management Code, or simply the 'ISM manager'.
Boeken Books
Sleep en duwboten 2012
Ook dit jaar pakt Uitgeverij De Alk uit met een nieuwe editie van het standaardwerk “Sleep en
duwboten 2012”. Het boek werd samengesteld door W. Van Heck en A.M. Van Zanten. In 320 pagina’s
brengt de publicatie een diepgaand overzicht van alles wat reilt en zeilt in de sleep- en duwvaart van de
lage landen. Rederijen, scheepswerven, sleepbootrederijen, overheidsdiensten, noem maar op, alles wat
er op het vlak van sleep- en duwvaart in het werkgebied te bespreken valt komt aan bod. De laatste
technische evoluties, de meest recente verschuivingen binnen maritieme groepen, de nieuwbouw binnen
de sector, het is moeilijk iets aan te duiden dat niet in het buitengewoon interessante en volledige boek
aan bod komt. Een dikke aanrader dus voor iedereen die het vakgebied actief is of voor wie van schepen
houdt. Bovendien is het werk geïllustreerd met tientallen prachtige (meestal nooit eerder geziene)
kleurenfoto’s.
“Sleep en duwboten 2012” (ISBN (978-90- 6013-372-9) telt 320 pagina’s werd als softback
uitgegeven en kost 25 euro. Aankopen kan via de boekhandel. In Belgiee wordt het verdeeld door Agora
Uitgeverscentrum, Aalst/Erembodegem. Tel. 053/76.72.26, Fax 053/78.26.91, E-mail:
[email protected]
Logboek
Watchkeeper: ECDIS – the next step
Electronic Chart Display Information Systems (ECDIS) represent the navigational future. Used properly,
they offer substantial advantages over the old paper and pencil variety, a continuous plot of the ship’s
position, warnings about navigational hazards in the vicinity, and improved safety.
A huge bonus is the ease of correction compared to the labour-intensive manual correction process
necessary with paper charts, which would drive a navigator with a world chart folio mad. So why is there
some apprehension about the now-mandatory process that will see the world fleet fitted with ECDIS over
a six year period? What is there to be afraid of in this hugely positive technological development?
There remain a number of major concerns about the adoption of electronic chart systems. None are new,
but as with many developments which are enthused over by the manufacturers which have produced the
new equipment, it is the translation from principle into practice that tends to be glossed over; for the
changeover from paper to electronics represents a major change, and one that has important
implications for training and bridge procedures. An ECDIS is not something that can be installed by the
manufacturer, with a few reassuring words offered to the crew in residence, which is then left to make
the most of this exciting piece of kit. Indeed, there have already been groundings where precisely this
neglectful procedure had been adopted and had contributed to the mishap.
Perhaps it is the computer age we live in when few of us ever receive any formal training in the
equipment we have to use every day which produces a mindset that regards an ECDIS as just another
sort of business machine to become used to, when it is, for a navigator, a major “change of course”.
But it is also clear that during the developmental stage of ECDIS and its performance standards,
insufficient emphasis was given to the need to develop a common presentation and standardised
symbols and controls. There might be no great surprise at this – radar sets and most navigational
equipment are subject to the same problems. But changing from one radar to another is very much less
complex than changing from paper to electronic charts.
So training becomes a very much more serious matter. “Generic” training, which introduces the
navigator to the principles of ECDIS, is absolutely essential as a precursor to the type training which will
ensure that the navigator is capable of operating the equipment fitted to the ship he or she will sail in.
And it is the development of this training which is still the subject of debate over its length, and extent,
at a time when equipment is already being fitted to new ships, and retrofitted to others. It also has
implications for the movement of officers around a fleet, especially if different types of ECDIS equipment
are fitted. Officers will be required to undergo longer periods of familiarisation when they change ships,
making them less flexible from a personnel department’s point of view. And in that the adoption of
mandatory ECDIS will almost certainly be accompanied by a good deal of rapid development and
equipment improvement, it is probable that regular updating and refresher training will be required.
There are likely to be important implications for the operator who must, besides purchasing this new
equipment, ensure that all the ships’ officers are competent with it. It is worth remembering that more
than one significant “seaworthiness” legal case involved out of date paper charts. With ECDIS, the
likelihood is that the charts will never be out of date, but the skill of the operator with his chart display
will be the subject under review!
Logboek
LOUISE-MARIE
Het Belgische fregat « Louise Marie » heeft op 7 november 2012 de Marine basis van Zeebrugge verlaten
voor een derde opdracht in het kader van de ATALANTA / EUNAVFOR operaties ter bestrijding van de
piraterij in de Indische Oceaan. Het schip dat onder het bevel van Fregatkapitein Hans Huygens staat,
heeft niet minder dan 169 bemanningsleden aan boord. Als blijk van waardering voor de opdracht, die
het schip en de bemanning de komende maanden gaan vervullen om de veiligheid van de scheepvaart in
de regio te bevorderen, kreeg elk bemanningslid kort voor de afvaart een mooie doos gevuld met lekkere
“Antwerpse Handjes”. Naast een mooie foto van de “Louise Marie” op het deksel is de doos versiert met
de logos van de Koninklijke Belgische Reders Vereniging, het Gemeentelijk Havenbedrijf – Antwerpen en
de Belgische Zeevaartbond vzw, de drie sponsors van dit initiatief. Dit eenvoudig gebaar werd door de
bemanningsleden en de aanwezige families met veel sympathie onthaald.
La frégate belge “Louise Marie” a quitté la base de Zeebrugge le 7 novembre 2012 pour une troisième
mission dans le cadre des opérations ATALANTA / EUNAVFOR qui visent à enrayer les actes de piraterie
dans l’Océan Indien. Le navire, placé sous le commandement du Capitaine de frégate Hans Huygens,
compte pas moins de 169 membres d’équipage à son bord. Au moment du départ chaque membre
d’équipage s’est vu offrir en signe de reconnaissance pour la mission que le navire et son équipage
accompliront dans les mois à venir pour promouvoir la sécurité de la navigation dans la région, une très
belle boite de délicieux biscuits « Antwerpse Handjes ». La boite sur le couvercle de laquelle figure une
belle photo de la « Louise Marie » arbore les logos de l’Union Royale des Armateurs Belges, de la «
Gemeentelijk Havenbedrijf – Antwerpen » et de la Ligue Maritime Belge asbl les trois sponsors de cette
initiative. Ce geste simple a rencontré beaucoup de sympathie de la part des membres d’équipage et
leurs familles.
Logboek
Costa Concordia captain wants his job back
Francesco Schettino, the captain of the COSTA CONCORDIA has launched legal action to get his job
back, nine months after the luxury cruise liner capsized off the island of Giglio with the loss of 32 lives.
Capt Francesco Schettino is also claiming back pay, after it emerged on Wednesday that he had been
dismissed by Costa Cruises, the company that owns the CONCORDIA, in July. "Costa Crociere
confirms that it has concluded the disciplinary procedure against Schettino, following the sinking of the
COSTA CONCORDIA, ordering his dismissal," the company said in a statement.
The captain has claimed that he managed to save lives on the night of the disaster by steering the listing
ship so that it sank in shallows off the coast of Giglio, rather than in open water. He has said that many
more lives would have been lost on Jan 13 had he not made the manoeuvre as the ship began to take on
water after a rocky shoal tore a massive rip in its hull. He is expected to turn up in Grosseto in Tuscany
on Monday for a court hearing at which he is expected to be sent to trial.
He has received special permission to leave his home town of Meta di Sorrento, near Naples, in order to
attend the proceedings. He could be charged with abandoning ship, contravening the laws of the sea and
multiple counts of manslaughter. The hearing, which is expected to last at least three days, will be held
in a theatre auditorium because Grosseto’s court is too small to accommodate all the witnesses, experts
and aggrieved parties in the case. Valeria Montesarchio, the investigating judge, is expected to hear
evidence extracted from the ship’s data recorder, as well as recorded conversations between Capt
Schettino and the Italian Coast Guard as the tragedy unfolded. In one memorable exchange, Gregorio
De Falco, a Coast Guard officer, told the captain “Get back on board, for f***’s sake,” after it emerged
that Schettino had left the vessel in a life boat before all the crew and passengers had been evacuated.
He reportedly claimed that he had accidentally “tripped” into the lifeboat, but then supervised the
evacuation from dry land. The phrase in Italian – “Vada a bordo, cazzo” – went viral on Facebook,
Twitter and other social networking sites and was even printed on T-shirts. Capt Schettino has been
accused of sailing too close to Giglio, part of the Tuscan archipelago, in order to perform a ‘salute’ to an
old friend and as a favour for a member of his crew. Eight other people are being investigated for the
debacle – five of the ship’s officers and three employees of the Genoa-based cruise company, including
Roberto Ferrarini, the fleet crisis coordinator. Source : The Telegraph
OPEN FORUM
Crew costs the main factor as operating costs rise
again
International accountant and shipping consultant Moore Stephens says total annual operating costs in
the shipping industry increased by an average 2.1 per cent in 2011. This compares with the 2.2 per cent
average rise in costs recorded for the previous year. Crew costs were the main reason for the overall
increase in 2011, while the cost of insurance fell for the second year in succession. The findings are set
out in OpCost 2012, Moore Stephens’ unique ship operating costs benchmarking tool, which reveals
that total operating costs for the three main tonnage sectors covered – bulkers, tankers and container
ships – were all up in 2011, the financial year covered by the survey. Both the bulker and tanker indices
increased by 3 index points (or 1.7 per cent) on a year-on-year basis, while the container ship index
(with a 2002 base year, as opposed to 2000 for the other two vessel classes) was up 5 index points, or
3.1 per cent.The corresponding figures in last year’s OpCost report showed increases in the bulker,
tanker and container ship indices of 5, 2 and 3 points respectively.
There was a 3.3 per cent overall increase in 2011 crew costs compared to the 2010 figure. (By way of
comparison, the 2008 report revealed a 21 per cent increase in this category). Tankers overall
experienced increases in crew costs of 2.2 per cent on average, compared to 2.7 per cent in 2010. Within
the tanker sector, Suezmaxes reported an overall increase of 3.4 per cent, while for operators of LPG
carriers of between 3,000 and 8,000 cbm the crew bill was up by 6.7 per cent. For bulkers, meanwhile,
the overall increase in crew costs was 2.8 per cent, compared to 4.0 per cent the previous year, with the
operators of Panamax bulkers paying 5.4 per cent more than in 2010. For container ships, the increased
spend on crew averaged 3.4 per cent (as opposed to 2.9 per cent in 2010), with smaller vessels (up to
1,000 teu) paying 3.9 per cent more than last year. Operators of larger dry cargo ships (above 25,000
dwt) and of smaller LPG carriers (between 3,000 and 8,000 cbm), however, experienced the biggest
increase in crew expenditure – 6.7 per cent in each case.
For repairs and maintenance, there was an overall fall in costs of 1.1 per cent, compared to the 4.5 per
cent increase recorded for 2010. The only category of tonnage to show an increase here was container
ships, where repairs and maintenance costs were up by 3.7 per cent. There was no overall increase in
these costs in the tanker sector, and a 1.9 per cent fall in such expenditure for bulkers. Handysize and
Handymax were the only bulker types to spend more on repairs and maintenance in 2011, and
Handysize product tankers were alone among tankers in this respect. But in the container ship sector the
bigger vessels (between 2,000 and 6,000 teu) spent 4.4 per cent more on repairs and maintenance.
Container ships up to 1,000 teu, meanwhile, spent 3.2 per cent more, and the increased repairs and
maintenance expenditure for box ships between 1,000 and 2,000 teu was 1.5 per cent.
After two successive years of declining expenditure on stores, OpCost this time revealed a 2.7 per cent
increase in the level of such spending. Some of the biggest increases in this regard were witnessed in the
tanker sector where Suezmaxes, for example, spent 5.5 per cent more on stores than in the previous
year, and Aframaxes 5.4 per cent more. Panamaxes, where the stores spend was down by 2.4 per cent,
were the only category of tanker to show black ink in this regard. And there was no black ink at all for
stores in the gas market, with operators of LPG carriers of between 70,000 and 85,000 cbm paying 6.5
per cent more compared to 2010. Expenditure on insurance dipped overall by 1.5 per cent, this following
a 4.7 per cent fall in 2010. The insurance spend was down for bulkers and tankers overall by 4.5 and 3.4
per cent respectively. Indeed, all categories of bulkers and tankers paid less for their insurance than they
did in 2010. For container ships, though, it was more of a mixed picture. Whereas the larger box ships
paid 0.7 per cent less for their insurance in 2011, operators of smaller container ships paid 3.5 per cent
more.
Moore Stephens partner Richard Greiner says: “OpCost 2012 contains both good and bad news for the
shipping industry. The bad news is that costs continue to rise. The good news is that costs are not rising
as fast, or as steeply, as they were three or four years ago, and are in fact pretty much in line with
predictions.
“Once again, it was an increase in crew costs which was the headline figure for the industry in 2011. The
average overall increase in crew costs was in fact marginally down on the figure for 2010. This may be a
reflection of the economic climate, and a consequence of more companies going out of business and
more ships going into lay-up. But while crew costs remain the single biggest contributor to higher
operating costs, they are still modest in comparison to some of the hefty increases posted in earlier
years. Investing in good people is a must for the shipping industry, and will justify the price tag in the
long term.
“There was a fall of just over one per cent in repairs and maintenance expenditure, this despite
continuing increases in the cost of labour and raw materials. Again, this may be a direct result of the
economic downturn, which shipping hasweathered better than many other industries. But nevertheless
there has been reduced activity, a number of victims, and significant pressure on spending in many of
those companies that have survived. “Spending on stores was up in 2011. This is no surprise since the
category includes the likes of lube oils, the price of which continued to rise throughout 2011 along with
the price of crude oil. New technology in lube manufacture promises to make ships more environmentally
friendly, and more efficient, but that will come at greater financial cost. “Insurance costs were down
again, which is not a surprise but an anomaly, given the economic climate and the pure underwriting
figures for recent years. In a classic underwriting market undistorted by rampant competition, rates
would be going up. As it is, with very few exceptions, they are going down. One of those exceptions can
be found in the container ship sector, where a 3.5 per cent increase in insurance costs for smaller box
ships compares to an 0.7 per cent fall in costs for the biggest vessels. This would suggest that the age of
the ship remains a greater concern for underwriters than its size, which is nothing new. “The global
economic outlook remains uncertain. Confidence in the shipping industry, while fragile, has held up
remarkably well given the financial and political difficulties of recent years. Shipping will not welcome an
increase in operating costs. But there should be some solace to be had from confirmation that the
increases are more or less in line with predictions. In shipping, as elsewhere, it is easier in difficult times
to plan for a probability than for an unexpected contingency. And better analysis and risk management
makes an unexpected contingency less likely.” Source : Moore Stephens LLP
NEWS NOUVELLES
Costa Concordia Salvage Delayed
The stricken Costa Concordia cruise liner, which lies partially submerged near the coast of Giglio, will
spend another winter in the waters off the tiny Tuscan island. The consortium hired to re-float and
remove the 114,500-ton ship presented this month a new timeline to the Osservatorio, the
entitysupervising the wreck salvage operations.
Originally scheduled for completion by January 2013, the removal plan was delayed until next spring.
According to a Costa Cruises statement, Pompano Beach-based Titan Salvage and Italian marine firm
Micoperi, the companies engaged in the salvage operation, "believe the new schedule is a realistic
estimate." The Concordia struck a rock and capsized on Jan. 13 near Giglio after captain Francesco
Schettino allegedly drove the ship on an unauthorized route too close to shore, ripping a huge gash in
the hull.Tumbled onto its side with more than 4,200 people aboard, the ship claimed 32 lives.
To complete what is considered the largest re-float in history, Titan will rely on underwater platforms on
the seaward side of the ship. Watertight boxes, or caissons, will be then fixed to the side of the ship that
is above water. "Two cranes fixed to the platform will pull the ship upright, helped by the weight of the
caissons, which will be filled with water, "Titan said. On the other side, cables attached to the land will
ensure the ship does not slide off the platform.
"When the ship is upright, caissons will be fixed to the other side of the hull to stabilize it. Finally, the
caissons on both sides will be emptied, after the water inside has been purified to protect the marine
environment, and filled with air," the U.S. company said. Sandwiched between the caissons, the Costa
Concordia will be towed to an unnamed Italian port for dismantling.
Titan clarified that the new schedule for the salvage operation, which is set to cost more than $300
million, is "dependent in part upon subcontractor deliverables and schedules." Despite the reassurances,
the delay has raised concerns among environmental organizations, ship experts and Giglio residents.
"It's the shift that worries us. We are not talking of the time schedule, but of the ship," said Angelo
Gentili of the environmental group Legambiente. Sprawled on the rocks, the giant carcass of the Costa
Concordia has been attracting thousands of tourists this summer. A number of outfits are advertising
trips to get up close to the capsized ship.
"In a few months, it will be a different story. Spending another winter at the mercy of winds and waves
certainly won't help," Carlo Barbini, a former captain on cruise liners who also worked as a ship
inspection surveyor for the court of Livorno, told Discovery News. The 950-foot-long, 116-foot-wide,
114,500-ton cruise liner has been suspended for the past eight months in a precarious position, with the
bow and stern sitting on two rocks. In between is a sandy slope that drops at a 20 percent angle toward
deep sea. "I believe a structural collapse of the ship's beam and a plunge into deep waters is very likely,"
Capt. Barbini said.
Barbini, who wrote a detailed report and sent it to the mayor of Giglio, believes that the riskiest moment
will be the rolling of the vessel and the subsequent refloating. His worries are partly confirmed by a littlepublicized report by Costa Cruises. Written last May, the 148-page report admits that the ship is
progressively warping and that the bow has sunk by more than 35inches. According to the daily Il
Tirreno, the report confirmed that the two pieces of rock on which the ship balances have worrisome
cracks.
"Computer models have shown that 5-foot waves, which are likely tooccur in winter, can produce a real
risk of deep plunging," the report read. The event would be catastrophic, with "polluting materials"
spilling in the island's pristine waters. Although more than 2,200 cubic meters of heavy fuel have been
safely pumped out of the ship, the report revealed that some 243 cubic meters of fuel, declared
unpumpable, remain in the Concordia's most inaccessible tanks.
"The entire wreck-removal operation is filled with risky moments. Refloating and towing away safely such
a wreck sounds like a miracle tome. It's pretty much like Lazarus walking out of the grave," Barbini said.
Source : News Discovery
HISTORIEK HISTORIQUE
Enlevé le 16 décembre
2012
Dukdalf
Deze in maritieme kringen welbekende term, duidt op de zware, houten palen die in havens worden
aangewend om schepen aan te meren of om de vaargeul aan te duiden. Ze bestaan uit vertikale balken,
geschoord door horizontale en diagonale verbindingen. Vaak vindt men deze constructies in de
havengeul, vóór sluizen en bruggen waar schepen
moeten manoevreren.
De meest plausibele verklaring ziet dukdalf als een
verbastering van Duc d’ Albe, de Franse benaming
voor de hertog van Alva. Deze Spaanse veldheer,
wiens volledige naam Fernando Alvarez de Toledo
luidde (1507-1582) voerde van 1567 tot 1573 -tijdens de Spaanse bezetting van de Nederlanden op
last van koning Filips II -- een waar schrikbewind over
onze gewesten. In Brussel zette hij een bijzondere
rechtbank op die 18.000 mensen liet terechtstellen,
waardoor hij in het collectieve geheugen van de
bewoners der Lage Landen gegrift staat als de grootste
tiran uit de vaderlandse geschiedenis. In de 16de
eeuwse
volksmond en ook later werd hij op z’n Frans duc
d’alve (wat in de Nederlandse uitspraak klonk als
dukdalf) genoemd, getuige een citaat van Wigardus
van Winschooten uit 1681: ”Dukdalf, een gebroken
woord, dog seer bekend in deese Nederlanden, als
hebbende de naam van dien wreeden bloedhond Duc
de Alba, Gouverneur van deese Landen”. Een tijdlang
is de dukdalf in de gewone Nederlandse woordenschat
gebruikt ter aanduiding voor een dictator, een wreedaard, een tiran. Zo schrijft de Nederlandse auteur
Justus van Effen in 1731 in zijn tijdschrift de
Hollandsche Spectator dat hij door een bende vrouwen
(”een party wyven”) uitgescholden werd ”voor een
tyran, voor een beul, voor een Ducdalf”. Zo’n
naamsoverdracht noemen we een metafoor, d.w.z. iets
wordt benoemd met de naam van iets anders, waar
het gelijkenis mee vertoont.
Die gebruikswijze van de tot soortnaam ontwikkelde eigennaam heeft zich blijkbaar niet doorgezet tot
het huidige Nederlands. Na 1750 vinden we geen sporen meer van het woord dukdalf in de betekenis
‘wreedaard, tiran’. Een andere metaforische toepassing van ‘s hertogs volkse naam heeft wel de tand
destijds weerstaan, nl. dukdalf als benaming voor de meerpaal in de haven. Ducdalf als naam voor die
paal, is behalve een metafoor ook een eponiem, nl. een soortnaam afgeleid van een persoonsnaam. Als
zodanig duikt het woord voor het eerst in geschriften op in een bron uit het Oost-Friese Emden, waar de
Watergeuzen (de tegenstanders van de Spanjaarden in de Tachtigjarige Oorlog) een basis hadden.
Vraag blijft welke gelijkenis men zag tussen een meerpaal en de bloeddorstige hertog? Daarover lopen
de meningen uiteen. Ewoud Sanders, in zijn Eponiemen Woordenboek (1990), noemt er vijf:
1) de hertog was even hard en onverzettelijk als een dukdalf, 2) de meerpaal werd door de hertog
uitgevonden of ingevoerd, 3) de scheepstrossen worden zo strak om de dukdalf aangesnoerd dat men er
graag de halsvan de hertog zelf in zag, 4) door de beweging van het water lijkt de paal voortdurend te
duiken en ook Alva ontliep de strijd wel eens, 5) de meerpaal werd naar Alva genoemd om hem te
vernederen. Immers, op een afstand gezien hebben de palen enigszins de gedaante van een mager
mensenhoofd, dat uit een Spaanse mantel steekt.
Magda Devos vindt verklaring (3) -- met haat en (machteloze) woede als voedingsbodem voor taalcreativiteit-- het meest plausibel, gezien de haat die de bevolking voor deze “bloedhond” koesterde. Een
lichtjes afwijkende variant hiervan wordt in Gent verteld, nl. dat men Alva op zijn kop wilde slaan met
dezelfde zware hamers waarmee dukdalven in de bodem worden geheid.
Volgens sommigen zou het woord dukdalf ontstaan zijn in Amsterdam, maar daarvoor worden geen
bewijzen aangedragen. Waarschijnlijker lijkt dat de naam herkomstig is uit de opstandiger havensteden
dan het toen nog koningsgezinde Amsterdam, zoals Gent of Antwerpen, waar het protestantisme diep
wortel had geschoten en waar de vijandigheid tegenover de Spanjaarden veel nadrukkelijker verspreid
was in brede lagen van de bevolking. En waar men er luidop van droomde om die vreselijke Duc d’Alve
te trakteren op een paar pittige slagen van de heihamer, kwestie van hem definitief onschadelijk te
maken.
Een andere verklaring vinden we in het etymologisch woordenboek Van Dale. Volgens deze bron zou
dukdalf ook kunnen zijn gevormd uit twee andere woorden, namelijk het Middelnederlandse dock(e)
(‘klos, blok, scheepsdok’) en dolfijn (Engelse ‘dolphin’ betekent ook nu nog meerpaal), en naderhand
vervormd tot dukdalf. Deze verklaring is echter minder plausibel, en wel om twee redenen. Enerzijds is
de overgang van de veronderstelde oorspronkelijke Nederlandse vorm dokdolfijn naar dukdalve/dukdalf
klankwettig moeilijk hard te maken (vanwaar de klinkerovergang o > u in het eerste deel, als het woord
dok in geen enkel Nederlands dialect tot duk is geëvolueerd?). Anderzijds kan in de historische bronnen
van het Nederlands en zijn dialecten ook nergens een wisselvorm van dukdalf worden teruggevonden die
in zijn fonetische gedaante naar de vermeende grondvorm dokdolfijn verwijst: noch het eerste, noch het
tweede bestanddeel van het woord worden ooit met het klinkerteken ‘o’ gespeld.
De Grote Rede
OPEN FFORUM
Stipulated charterparty speeds impact on CO2
emissions
It is almost received wisdom at the IMO that shipowners are slow to adopt measures which would
increase fuel efficiency, even when such measures are economic, that is, should have been adopted with
no regulation at all*.
Here is how DNV puts it. “The results of this study indicate the lack of responsiveness to economics as a
driving factor for change”.[1] In general this is a misconception. Owners are acutely aware of fuel costs
and term charterers know how to distinguish fuel efficient ships from ships that are not.[2]
Recently, tanker owners have instituted super slow-steaming down to 8.5 knots on ships that were not
supposed to be able to do this.[3] This kind of slow-steaming was not even on DNV’s list of measures
that owners are alleged to be not adopting.
Overall owners are responding to the massive post-2005 increase in bunker prices just about as fast as
they can. However, there is some truth in the consensus position. Markets do not always function
perfectly. And there is at least one market imperfection that is currently having a substantial impact on
owners’ attempts to reduce CO2 emissions.
That imperfection is tanker charterparty (C/P) speeds.
When a tanker is fixed
in the spot market, the
contract, or C/P usually
specifies a speed that
the ship is required to
maintain on the loaded
leg. For a variety of
reasons,
charterers
tend to be very slow to
change C/P speeds.
For example, back in
the late 1990’s, Vela,
the chartering arm of
Aramco, took 14 knots
as their C/P speed. At
the time, this was less
than
the
economic
speed,
which
a
competitive
market
would have come with for ships that could do more than 14 knots.
Vela accepted the additional transportation costs of forcing ships to go less than the optimal for its
stipulated speed because they knew that some ships could not do much more than 14 knots.
By forcing all ships to sail at the same speed it simplified their scheduling, which at the time was done
manually. It is unlikely that Aramco headquarters even knew that Vela was subjecting Aramco to
unnecessary costs.
In 2002, bunker prices started to rise and in 2005 to 2007 skyrocketed to unheard of levels. The
economic speed in all but a boom market was pretty much as slow as you can go. Yet the Vela C/P speed
remained at 14 knots.
Other major oil companies reduced their C/P speeds slightly but only to the range of 13 or 13.5 knots. In
late 2008, bunker prices plummeted; but since then they have recovered to around $600 per tonne.
Once again the economic speed is just about as slow as you can go, and now VLCC owners know how to
slow steam down to 8 or 9 knots. Yet the C/P speeds remain in the 13, or 14 knot range, well above that
which is optimal for the charterer even after accounting for cargo carrying cost.
The purpose of this paper is to estimate the impact of these uneconomic C/P speeds on VLCC CO2
emissions.
Table 1 shows how a VLCC owner would react to the spot rate given $600 per tonne bunkers, accounting
for cargo carrying costs, but with no C/P speed. For carrying costs, we assumed a cargo value of $730
per tonne (about $100 per barrel) and a cost of capital of 5%. The VLCC we used is equipped with a full
set of slow-steaming modifications. The ship was put on the RasTanura-Yokohama route, via the Malacca
Straits both ways.
The second column is round trip days. The third and fourth columns show the optimal steaming curve
that is, the speeds that maximise owner’s earnings net of carrying cost per day for each spot rate.[4]
It turns out that these are the ship’s optimal speeds regardless of whether this is an owner in the spot
market who is attempting to maximise his/her profits in the face of carrying costs, or a term charterer
who is trying to minimise his/her transport costs, including cargo carrying cost.
The fifth column shows the owner’s voyage margin (exclusive of OPEX and CAPEX), and the sixth column
the cargo carrying cost. The last column shows the tonnes of CO2 emitted per tonne per day of oil
delivered. In other words, the fleet size is adjusted to deliver the same amount of oil.
Table 2 shows exactly the same calculations except we have forced the owner to go 14 knots loaded.
At $600 per tonne bunker price and low spot rates, the market optimal loaded speed is in the 10 to 11
knot range even accounting for cargo carrying costs. The 14 knot C/P speed forces the owner to go 3 or
4 knots faster loaded than he would voluntarily, resulting in a big difference in CO2 emissions.
For example at Worldscale 45 (WS45), about the current rate, the difference is just under 20%. And it is
precisely at the bottom of the market that we have the ships available to slow down and still move the
same
amount
of oil.[5]
Not economical
It is easy to see that,
below WS80, the 14
knot C/P speed is not
economic.
For
example, at WS45, if
the
owner
were
allowed to go the
optimal loaded speed
of 11 knots, his
voyage margin would
increase from $1.143
mill to $1.480 mill.
But the loaded leg
would increase by
5.4 days increasing
in-transit
cargo
carrying costs from
$599,000
to
$747,000.
The owner could take
$148,000 of his extra
margin and give it to the charterer to compensate for the increase in carrying cost, and still have
$189,000 left over. Of course, he has tied up his ship for an extra 5.4 days. At WS45, this costs him
$25,300 per day or $137,000.
The bottom line is that there is $52,000 available which the owner and charterer could somehow share
by eliminating the C/P speed. Everybody wins. In a perfectly functioning market, this kind of ‘gravy’
simply
isn’t
available.
These computations also pretty much tell us why this sort of market imperfection persists. An amount of
$52,000 is not a lot of money in a charter for which the gross charter hire is about $2.2 mill and the
inventory carrying costs are of the order of $700,000. The speed optimum is fairly flat so the loss to the
owner/charterer of being off in speed is a small percentage of the overall deal.
Yet the difference in CO2 emissions can be quite substantial.
Name and shame
The
obvious
question
is:
what
to
do
about
this
market
imperfection?
In CTX’s opinion, this is one of the few cases where name-and-shame should work. The oil companies
are very conscious of their environmental reputation, or at least the public’s perception of it.
They have nothing to lose from reducing C/P speeds to near-optimal.[6] In fact, they will gain a few
bucks.
IMO should set up an office to monitor C/P speeds, and publicise any oil company that persists in
dictating uneconomic C/P speeds. This should be an easy one.
TO
* This is an extract from a paper written by Jack Devanney of the Center for Tankship Excellence. The
full paper can be found at http://www.c4tx.org/ctx/pub/
Footnotes:
1.
2.
3.
4.
5.
6.
Det Norske Veritas, Pathways to Low Carbon Shipping, 2009-12-15.
Are owners and charterers really that stupid? CTX Technical Report, 2011.
Bockmann, M, VLCC next to turn to super-slowsteaming to cut costs, Lloyds List, 22 February
2011.
These voyage calculations were done by the MFIX voyage analysis program. MFIX optimises
speed in half knot increments, so the speed up is a little jumpy. The slight drop in inventory
carrying cost with increasing spot rate in Table 2 is due to a slight reduction in cargo deadweight
due to the increased bunkers required.
Of course, if the C/P speed is reduced and the fleet on average slows down, then spot rates will
rise. At the end of the day, the loaded speed will not be the WS45 speed, but something slightly
higher.
“Optimal” here refers to market optimal. The market prices the cost of CO2 emissions at zero. If
CO2 emissions were more properly priced, then the optimal speeds would be still lower. The CTX
has argued that by far the best way of integrating the social cost of CO2 pollution into the
owner/charterer calculus is a tax on CO2 stack gas emissions. See Direct Taxation of Ship-based
CO2 Emissions. About the worst thing we can do is to impose EEDI. See The Impact of EEDI on
VLCC Design and CO2 Emissions.
OPEN FFORUM
Is slow steaming the answer?
Since the beginning of the year, worldwide bunker prices have risen
22% in step with increasing crude prices.
The higher bunker prices continue to eat up an ever larger portion of the voyage revenues, reports
McQuilling Services in its weekly report.
In the backdrop of lower freight rates and high bunker prices, the industry is revisiting the topic of slow
steaming to reduce bunker costs and consumption.
At the current market rates (Mid-March), fuel costs make up over 55% of the freight revenue for a VLCC
operating on the benchmark MEG Gulf/Japan TD3 route.
The practice of slow steaming worked very well for the container industry which suffered dramatic
operating losses during 2009. Liner companies were able to reduce speed, increase the number of
vessels on a particular trade route and maintain their weekly sailing schedules while reducing costs and
returning to profitability quickly.
Shipowners who participate in both the tanker and container markets are now applying similar tactics to
their tanker fleets.
The speed at which the tanker fleet operates depends on a number of factors in the market including:
bunker costs, freight rates, and employment opportunities, McQuilling said.
The optimum speed curve implies that vessels should operate at different speeds depending on market
conditions.
It is reported that some shipowners are ultra-slow steaming. This practice effectively reduces tonnage
supply by making vessels less frequently available to meet cargo lifting requirements.
Further reports indicate that owners may be executing hot layups when the lack of suitable employment
justifies this practice. In a hot layup, a vessel will steam then shut down for a few days mid-voyage then
continue sailing. This
reduces
bunker
consumption.
Charterers
are
reluctant to slow
down their voyages
on the laden leg.
Doing
so
would
require more vessels
to deliver the same
amount of barrels
per day to their
requirements.
Freight costs for an additional slow steaming voyage would be higher than a single voyage operated at
14.5 knots. Only the shipowners have the incentive to operate as slowly as possible, McQuilling said.
Engine problems
On ballast voyages ultra-slow steaming can be as low as 8-9 knots. At this speed, a normal diesel engine
would experience technical problems, such as sludge buildup and failure. To counteract this, some
shipowners are making engine modifications to allow for ultra-slow steaming without causing engine
damages.
McQuilling estimated that a VLCC on a laden voyage at 14.5 knots consumes about 100 tonnes of bunker
fuel per day. The ballast consumption is lower at 80 tonnes per day while operating at the same speed.
Table 1 shows the effect of a uniform speed reduction across vessel sectors. A change of just 1 knot has
a marked effect on total fleet supply. This effect is most pronounced in the VLCC sector where a decline
in speed of 1 knot would reduce the supply of vessels by 3%.
The long term market effect of a concerted industry slowdown is an interesting dichotomy for vessel
supply. A fleet slowdown would eventually result in freight rates going up, as the supply of tonnage
becomes more constrained.
Higher rates will encourage owners to
resume higher speeds to maximise their
revenue potential.
A voyage completed in a fewer number of days would increase the TCE earnings.
Overall, successful shipowners are motivated to generate respectable freight revenues and to reduce
operating costs. Currently, slow steaming is just one technique owners are employing to reduce bunker
costs.
Innovative owners and industry participants continue to seek creative ways to reduce costs and they
must do so to be competitive.
Commodities trading house Cargill recently announced it will utilise sails on some of its smaller long term
timechartered drybulk vessels. It has partnered with SkySails to deploy a 320 sq m sail on its bulkers in
the 25,000-30,000 dwt range.
It is estimated that bunker consumption can be reduced by up to 35% in ideal sailing conditions.
Deployment of the sails is expected to be completed by the first quarter of 2012.
With big players beginning to make announcement about their enterprise level efforts to reduce costs,
we can expect the innovative trends in the shipping industry to continue, McQuilling concluded. TO
Boeken Books Livres
Shipboard Search: What You Need to Know!
On 1 July 2004 the International Ship and Port
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amongst its many requirements was that applicable
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and how to search, what to look for and what to do if
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so that you can locate specific information when you
need it. Part 1 contains general search planning and
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execution. Part 2 contains instructions and
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Shipboard Search: What
ISBN: 978-0-9556513-7-3
You
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Logboek - Nouvelles
Big Brother is watching
Captains don't like being watched, or so it is said. They lament the growing trend for busy-bodying from
those on shore, who think they know better. For the most part, this animosity is due not to fear of being
caught doing something they shouldn't. Rather, so the anecdotes suggest, it is down to the fact that a
clerk based in a comfortable air-conditioned office flitting between spreadsheets designed to calculate the
maximum operational efficiency is really in no position to appreciate the nuances of what's actually
happening on board a vessel straddling the high seas.
Of course, if it were not for the rapid advances that have been seen in satcoms (which so often fill the
pages of this publication), then the Captain would probably feel rather less harassed, could take
responsibility and just get on with the job in the way he knew best. Unfortunately however technology
cannot be uninvented.
It is thus up to individual shipping companies - or perhaps the industry bodies that look out for their
needs - to devise new working practices on how best to embrace the advantages that improved
communication can bring whilst letting the Captain fulfil his duty to his employers and to his ship.
Speed cameras
It must be remembered though that those shore based clerks are only trying to be helpful, like an overinsistent car sat-nav. Now, however, the Captain will also have to be increasingly vigilant of speed
cameras. National maritime authorities are showing great interest in the collection of vessel AIS data by
satellite, or SAIS. The technology to do this has been quietly under development for a number of years
and appears to be on the cusp of breaking into the mainstream.
Ostensibly benign
By the end of next year there are expected to be around 40 satellites in various orbits around the Earth
detecting AIS. Many of these are still demonstrator or prototype designs. But the prospect of greatly
improved maritime domain awareness has resulted in unbridled enthusiasm for the concept, particularly
by nations, such as Canada and Australia, with larger than average 'domains' to watch over. And
companies such as exactEarth and OrbComm are keen to exploit this for commercial gain.
The stated reasons for wanting ship position data are varied and ostensibly benign: for stepping up antipiracy activities, for improved search-and-rescue, for oil-spill response and for detecting illegal fishing
etc.
Again, like the speed cameras that are placed to prevent accidents and improve road safety, it is hard to
argue against such objectives. If you are doing nothing wrong, you have nothing to fear. But, once the
technology has been finessed, how long will it be until we see the maritime equivalent of fixed penalty
notices or even London's congestion charge?
Market intelligence
S-AIS data can be harvested and manipulated in other ways too. As reported in this issue, Commodity
Flows, a London based analyst, has been taking position data and blending it with other market
intelligence to determine which vessels are carrying what cargoes. Further, based on vessel movements,
the company can gain insight on, say, fluctuations of commodity prices.
It is possible other such 'big data' applications will emerge. Perhaps, for example, marrying position data
and vessel movements with bunker quality - something which might prove of interest to a company like
DNV Petroleum Services. Engine manufacturers too would likely be eager to correlate engine telemetry
with both the above.
Organic growth
As the availability of reliable data increases, so there will be scope to search for new patterns and find
new avenues for increased operational or business efficiency. In this context, S-AIS is but one spoke in
the wheel. It is worth noting that such applications will grow organically from the bottom up rather than
the top-down grandiose 'masterplans so often favoured by the likes of IMO and other official bodies.
For the moment S-AIS is not sufficiently up to scratch, from either a technological perspective or
implementation one. The 40 satellites predicted to be watching the seas by 2013 will comprise a
hotchpotch of different networks, with little coordination between them.
Logboek - Nouvelles
Crew competence is not up to scratch
(June 3 2011)
Crew competence is failing to keep pace with the development in ship operations.
This is despite the advancement in technology and design, which is giving rise to progressively
sophisticated vessels with greater efficiency and environmental-friendly features, said DNV.
Among the areas of improvement, effective bunker management as a basic requirement for safe vessel
operations is particularly lacking attention, said DNV Petroleum Services (DNVPS) regional manager Bill
Stamatopoulos.
“We see a major problem with young seafarers working on a big ship and not knowing enough about fuel
quality, bunkering procedures or proper fuel handling. Very few of them have seen how contaminated
bunkers can cause the ship engine to break down suddenly and threaten the safety of everyone on
board, especially in rough weather conditions,” he said.
Besides safety considerations, Stamatopoulos said shipboard personnel must manage strict fuel
regulations as well as the economic imperative of ensuring the right quality and quantity of fuel is
received, given today’s high bunker prices.
Current fuel regulations include MARPOL Annex VI, which involves the current ECAs with more to come.
From 1st Jan, 2012, the global sulphur cap will be reduced to 3.5% and the North American ECA will also
enter into force on 1st Aug next year.
This move will probably raise demand for the more expensive low sulphur fuel products, which in turn
will add to the fuel expenses of companies trading in the ECAs.
In addition to MARPOL Annex VI, the EU Directive 2005/33/EC requires ships in the EU community ports
and inland waterways to use fuel with a sulphur content not exceeding 0.1%.
“It’s vitally important for the ship crew to know how to get the most out of their fuel – safely and without
contravening the applicable fuel regulations,” said Stamatopoulos, adding that “training and competence
development in bunker management must start in school, not on the vessel.”
Upon entering the industry, shipboard personnel should undergo regular competence assessment and
continual training to keep abreast of changes in the operating environment.
“Most important of all, their employers – the shipping companies – must invest in a strong safety
culture,” he said.
In another move, DNVPS has launched ‘Fuel Insight’, an advanced data analytics product for bunker fuel.
It provides real-time information on deliveries worldwide as an aid for effective procurement and
benchmarking.
‘Fuel Insight’ is a subscription-based web application that links up to DNVPS’ live bunker quality database
– claimed to be the most extensive in the shipping industry.
It contains complex data on fuel prices, ISO 8217 quality parameters and regulatory compliance into
accurate insights for supplier evaluation and purchase decision-making, helping vessel charterers,
operators and owners optimise costs and reduce risks.
Historiek - Historique
Enlevé le 26 décembre
2012
Cartografie, de zee en de rol van de Vlamingen
Kaarten spreken tot de verbeelding.
Dat is nooit anders geweest. Hoewel ze in de eerste plaats van praktisch nut dienden te zijn, ging
steevast heel wat aandacht naar de esthetische uitvoering. Tezelfdertijd is de productie van kaarten al
sinds de oudheid niet los te zien van de ruimere politieke en economische geschiedenis en van de
ontwikkeling van wetenschappen en technologie. In wat volgt nemen we je mee in de tijd, met
bijzondere aandacht voor de rol van de Vlamingen en meer in het bijzonder die van Gerardus Mercator
die in 2012 zijn 500ste verjaardag viert.
Ptolemeus en diens invloed
Vanaf de oudheid kent men verschillende vormen van cartografie. Enerzijds zijn er de voorstellingen van
de gekende en veronderstelde wereld, naast kadastrale voorstellingen en allerlei praktische kaarten zoals
reisbeschrijvingen (‘itineraria’). Daarbovenop beschikte men over zeilaanwijzingen (‘periploi’). Tot de
alleroudste behoort de periplos van Hannon die door Herodotos wordt geciteerd. Het is een reisverhaal
van een verkenningsvaart vanuit Carthago langs de Marokkaanse kust.
Het wereldbeeld reikte in de Hellenistische periode niet verder dan de toen gekende werelddelen Europa,
Azië en Afrika. Anderzijds ging men uit van een bolvormige wereld. Deze overtuiging berustte zowel op
de drang naar de perfecte vorm die de sfeer als volume heeft, als uit astronomische waarnemingen zoals
de maansverduistering. Eratosthenes (±276-±194 v.Chr.) bepaalde, vanuit de veronderstelling van een
bolle aarde, overigens al vrij nauwkeurig de omtrek van de aarde. Het cijfer van 250.000 stadia (39.000
à 45.000 km volgens de waarde die men voor een stadion gebruikt; ter vergelijking: vandaag gemeten
als zijnde 40.000 km) werd echter door Posidonios (±135-±51 v.Chr.) verworpen.
Zijn waarnemingen leidden tot een aardomtrek van 180.000 stadia, een omtrek die later weerhouden
werd door Ptolemaios of Ptolemeus (±90-168).
Ptolemeus’ werk zal het wereldbeeld eeuwenlang beïnvloeden, niet alleen op het einde van de oudheid,
maar ook in het Byzantijnse rijk, in de Islamwereld en in de westerse wereld vanaf het einde van de
Middeleeuwen. In zijn werk Almagest geeft hij een geocentrisch beeld van het universum, d.i. met een
onbeweeglijke aarde in het middelpunt van het heelal.
In zijn Geographia vermeldt hij alle elementen om een wereldkaart te schetsen. Ptolemeus gaat er
immers van uit dat om een kaart te tekenen men er beter aan doet over coördinaten te beschikken om
de kaart te construeren, in plaats van ze slechts over te tekenen. Hij drukt de ligging van 8000 plaatsen
uit in lijsten met breedte- en lengteligging, een begrip dat hij vermoedelijk heeft overgenomen van
Eudoxos van Cnidos (±406-±355 v.Chr.). Hoewel er geen oorspronkelijke kaartdocumenten van hem
bewaard bleven, weet men dat zijn werk uit een overzichtskaart en 26 regionale kaarten bestond. Zijn
kaarten waren naar het noorden georiënteerd. Op het einde van de 15de eeuw oefent zijn werk een
belangrijke invloed uit op de voorstelling die men zich van de wereld maakt.
Van een spanningsveld tussen de oudheid en de Bijbel...
Godsdienst bepaalt het wereldbeeld
Het Middeleeuwse wereldbeeld kent de confrontatie tussen gedeeltelijk overgeërfde informatie uit de
oudheid en Bijbelse invloeden. Verschillende filosofische scholen gaan met elkaar in de clinch. Zo zal
Cosmas Indicopleustes (6de eeuw), in de schoot van de school van Antiochië, een letterlijke tekstverklaring (exegese) van de Bijbel vooropstellen: voor hem kan de wereld slechts de vorm en verhoudingen
van het tabernakel hebben.
De T-O kaarten
Van Isidorus van Sevilla (556-636), laatste der kerkvaderen, is de oudste zogenaamde ‘T-O kaart’
gekend. Dit was tot het einde van de 14 de eeuw een courante weergave van de gekende wereld. Ze
stelt Azië, Afrika en Europa voor, omgeven door een cirkelvormige oceaan. De drie continenten van de
bewoonde wereld worden gescheiden door de Middellandse Zee, de Nijl en de Tanaïs (de huidige
Russische rivier de Don).
De kaarten hebben de bovenzijde naar het oosten gericht, vanwaar het opkomende licht schittert en
“waar zich het aards paradijs bevindt”. Centraal op de voorstelling vindt men Jeruzalem.
Zeekaarten of portolanen
Getuigenissen van het gebruik van het kompas vindt men in Europa al op het einde van de 12de eeuw.
In het kielzog hiervan ontstonden vanaf het einde van de 13 de eeuw portolanen (of portulanen): teksten
en bijhorende kaarten die informatie van schippers en loodsen bundelden in voor de scheepvaart nuttige
documenten. Hun opmars ging hand in hand met het toenemend gebruik van het kompas. Portolanen
worden gekenmerkt door het voorkomen van koerslijnen uitgezet vanuit havens of uit kompaspunten op
de kaart. De lijnen op de portolanen komen in feite overeen met de koerslijnen of rhumbs die de
zeevaarders moesten aanhouden. Ze werden getekend op perkament en werden op een houten kader
bevestigd om ze te vrijwaren van vervormingen te wijten aan het zeewater. Zeevarende regio’s zoals
Portugal – onder impuls van Hendrik de Zeevaarder (1394- 1460) –, de Balearen en Catalonië, Venetië,
Genua,... kenden op het einde van de Middeleeuwen een bloeiende cartografie ten behoeve van de kusten zeevaart.
... naar een nieuw wereldbeeld
De grote doorbraak
In de late 15de, begin 16de eeuw ondervond de cartografie in West-Europa in zeer belangrijke mate de
invloed van:
 de herontdekking van de klassieke Hellenistische en Latijnse geschriften. Dit gebeurde enerzijds
vanuit Constantinopel en anderzijds via de Arabische wereld en literatuur, o.a. ten gevolge van
de reconquista (het terugdrijven van de moslims uit het Iberisch schiereiland). De geschriften
werden deels in het Latijn (her)vertaald, wat een grotere verspreiding van de kennis toeliet.
Bepaalde werken, zoals de Geographia van Ptolemeus werden ‘herontdekt’;

de 15 de eeuw was de eeuw van de eerste grootse ontdekkingstochten. De kennis over de
nieuwe wereld verplichtte tot een ander wereldbeeld;


de boekdrukkunst zal toelaten het kaartdocument een bredere verspreiding te geven;
de ontwikkeling van de basisprincipes van de driehoeksmeetkunde en de erop gebaseerde
landmeetkunde, alsook de technische verbetering van het instrumentarium, maken
nauwkeuriger opmetingen mogelijk vanaf de 16de eeuw.
Cartografische bloei in de Zuidelijke Nederlanden
Het werk van Gemma Frisius (1508–1555: zie kader) – leermeester van Jacob van Deventer (15041575) en van de gevierde Gerardus Mercator (1512-1594) – heeft in de 16de eeuw in belangrijke mate
bijgedragen tot de bloei van de cartografie in de Spaanse Nederlanden. Frisius leverde een aanzienlijke
bijdrage tot de theoretische benadering van de cartografie en landmeetkunde en was tevens een
vermaard bouwer van instrumenten en wereldbollen (globes). Zijn leerling Jacob van Deventer (zie
kader) realiseerde, in opdracht van Karel V, een aantal provinciekaarten (zoals zijn eerste kaart van
Zeeland uit ca 1545) en stadsplattegronden waarbij de meetmethodes van Frisius werden toegepast.
Mercator (zie kader)
was een veelzijdig
humanist. Daarnaast
is
hij
natuurlijk
vooral gekend als
auteur van kaarten
en
atlassen,
als
globebouwer en als
bedenker van de
naar
zijn
naam
genoemde
cilinderprojectie.
Deze projectie is nog
altijd heel actueel:
ze wordt nog steeds in de scheep- en luchtvaart als
cartografisch systeem gebruikt. Daarnaast vond ze vanaf de
20ste eeuw in een gewijzigde vorm (als Universele
Transversale Mercatorprojectie of UTM) heel wat “land”
toepassingen. Toch duurde het nog even vooraleer de
‘Mercator-projectie’ echt doorbrak. Zo kreeg de wereldkaart van Mercator Ad usum navigantium (1569)
volgens diens conforme kegelprojectie, pas dertig jaar later een echt draagvlak. Daar zorgde Edward
Wright (1561-1615) voor, die het idee van Mercator methodologisch uittekende. En het zou pas in 1645
zijn dat de wiskundige Henry Bond (1600-1678) de mathematische vergelijking van de projectie
vastlegde. De vergelijking bevat immers een natuurlijke logaritme en deze werden pas in het begin van
de 17de eeuw uitgewerkt.
Pittig detail: op de Mercatorkaart
Ad usum navigantium uit 1569 vindt men, ter hoogte van de Straat van Magellaan, een naam (Campana
de Roldan) die verwijst naar de Bruggeling Roeland van Brugge. Deze Roeland, verspaanst tot Roldan de
Argote, was een kanonnier in de vloot van Magellaan en één van de weinige overlevenden van de eerste
gedocumenteerde wereldreis over de oceanen. In november 1520 zou Roeland met enkele scheepslui
met een sloep op verkenning gestuurd zijn geweest en, bij het zoeken naar een uitweg in de Straat van
Magellaan, van op een afgeronde heuvel (campana) een open vaarweg naar de zee hebben geobserveerd
(mededeling Marcel Van Brussel).
In de Zuidelijke Spaanse Nederlanden is Mercator echter niet de enige cartograaf.
Anderen zoals Abraham Ortelius (1527–1598: zie kader) en Gerard de Jode (1509-1599), zullen door
hun cartografische producten ruimschoots bijdragen tot de bloei van de atlascartografie in de zuidelijke
Spaanse Nederlanden.
Verschuiving cartografisch zwaartepunt naar het noorden
Tengevolge van de godsdienstoorlogen en de economische bloei van de Republiek der Zeven Verenigde
Provinciën verschuift ook het cartografisch zwaartepunt van de zuidelijke Nederlanden naar het noorden.
Toonbeeld ervan is Jodocus Hondius of Josse de Hondt (1563-1612), die de gravures van Mercators
erfgenamen weet over te kopen en zich samen met Mercator portretteert op de zogenaamde MercatorHondiusatlas
die
hij
in
Amsterdam
uitgeeft
(zie
voorkaft).
In de Republiek der Zeven Verenigde Provinciën zal in de Gouden Eeuw het werk van Willem Janszoon
Blaeu (1571-1638) en zijn zonen echter de grootste indruk nalaten (zie kader p.16). Talrijke andere
uitgeverscartografen, zoals de familie Visscher, zullen de Nederlandse cartografie verder tot bloei
brengen. De huiscartografen van de Verenigde Oost-Indische Compagnie (VOC: 1602-1798) zullen een
rijke
bijdrage
leveren
tot
de
maritieme
cartografie
van
de
wereldzeeën,
vanuit
de
commerciële belangen van dit
handelsgenootschap. Ook minder
gekende Vlaamse cartografen
leverden een bijdrage; onder hen
Petrus
Plancius
of
Pieter
Platevoet (1552-1622), geboren
te Dranouter en uitgeweken naar
Amsterdam. Hij was de eerste
officiële
cartograaf
bij
de
oprichting van de VOC in 1602.
Gerardus
Mercator
Rupelmundanus
(Gerhard
Kremer, Geraard de Kremer,
1512-1594) zag het levenslicht in
het Vlaamse Rupelmonde. Hij zou
82 jaar oud worden, wat in die
tijd zeer uitzonderlijk was. In de
“twee levens die hij geleefd
heeft”
studeerde
hij
achtereenvolgens
in
’s
Hertogenbosch (Nederland) en tussen 1530 en 1532 aan de Universiteit van Leuven.
Na een omzwerving in Antwerpen en Mechelen belandde hij terug in Leuven, waar hij verder studeerde
bij Gemma Frisius en een hoge vakbekwaamheid als instrumentenmaker en cartograaf bereikte. Onder
leiding van Frisius bouwde hij ook zijn eerste globes. Uit zijn rijke palmares onthouden we o.a. de Kaart
van Vlaanderen Vlaenderen Exactissima (Flandriae descriptio) uit 1540 op een benaderende schaal van
ongeveer 1:170.000. Deze kaart werd door Mercator zelf gegraveerd, maar vermoedelijk was het Jacob
van Deventer die instond voor de driehoeksmeetkunde (volgens de Frisiusmethode), misschien zelfs voor
de publicatie als kaart. Mercator reisde zelf weinig en ging nooit op zee. Hij baseerde zijn werk op de
waarnemingen en het cartografisch materiaal van derden, die hij zorgvuldig wist te integreren. Mercator
was ook een veelzijdig personage Zo publiceerde hij in 1540 een handboek over kalligrafie of
schoonschrift, waarvoor hij zelf de houtsneden maakte: Literarum Latinarum quas Italicas cursoriasque
vocant scribenderatio. In 1569 publiceerde hij een Chronologiae. Als humanist stond hij open voor een
kritische kijk op zijn tijd. Dit speelde hem parten, want in 1544 werd hij aangehouden op verdenking van
ketterij. Onder druk van zijn academische contacten kwam hij uiteindelijk, na zeven maanden, vrij. In
1552 vestigde hij zich definitief in Duisburg.
Abraham Ortelius(1527-1598) werkte aanvankelijk als inkleurder en handelaar in kaarten.Tussen 1560
en 1570 verwierf Ortelius bekendheid met enkele wandkaarten. Hij is echter in eerste instantie gekend
omwille van de uitgave van zijn Theatrum orbis terrarum (vanaf 1570). Dit werk, gekenmerkt door een
sterk gestandaardiseerde aanpak met duidelijke bronvermelding, kan men als eerste volwaardige atlas
bestempelen.Een atlas is een systematische en samenhangende verzameling van kaarten, meestal in
boekvorm, die een bepaald gebied of één of meerdere geografische verschijnselen weergeven. Een atlas
onderscheidt zich van klassieke kaartenboeken (zoals onder andere door de Italiaanse renaissancecartografen gemaakt) door zowel inhoudelijke als vormelijke éénheid. Indien de eerste originele atlas van
de Lage Landen van de hand van Ortelius was (1570), was het Mercator die ze in 1595 de naam ‘atlas’
gaf in zijn Atlas sive cosmographicae meditationes de fabrica mundi et fabricati figura.
De officiële maritieme
cartografie zal zich in
verschillende
WestEuropese landen verder
ontplooien in de 18de
eeuw. Zo kent Frankrijk
de Dépôt Général de la
Marine vanaf 1720. En
op het einde van de 18de eeuw wordt de Spaanse
hydrografische dienst opgericht. In dezelfde periode zal ook
de Britse officiële maritieme cartografie zich ontwikkelen.
Binnen de schoot van de Admiralty werden vanaf 1800 op
regelmatige basis hydrografische kaarten geproduceerd en
geactualiseerd. De Admiralty is ook vandaag nog de
toonaangevende organisatie. Zoals in Nederland zijn haar
eerste hydrografen de huiscartografen die werkten voor de
compagnies die de Indiëvaart en -handel bedreven. Zo
gingen de hydrografische activiteiten van de East India Company van start in 1779, om te eindigen bij de
vereffening van de compagnie in 1858.
Cartografische evolutie tot op vandaag
De ontwikkelingen in de wiskunde, geodesie (studie van de grootte en vorm van het aardoppervlak) en
de instrumentenbouw in de 17 de en 18de eeuw, creëerden de mogelijkheid om zowel nauwkeuriger
hydrografische kaarten als landsdekkende midschalige en grootschalige basiskaarten te realiseren. Om
bereid te zijn omvangrijke karteringen van gedetailleerde kaartseries aan te vatten is er een bewustzijn
van het maatschappelijk, militair en/of economisch nut van deze investering nodig, maar ook een
centraal gezag dat de opdracht geeft tot de kartering. Het economisch en strategische nut voor de
ontwikkeling van de hydrografische kaarten voor de grote zeevarende staten is duidelijk en loopt parallel
met de ontplooiing van de terrestrische cartografie in West-Europa.
In de tweede helft van de 17 de eeuw groeit in Frankrijk onder Colbert het bewustzijn van het
economisch nut voor een systematische landsdekkende cartografie. Onder impuls van de Franse
Académie des Sciences kwamen er verschillende stimuli om deze landsdekkende cartografie te
realiseren, wat uiteindelijk tegen het einde van de 18de eeuw toeliet het ganse Franse grondgebied
midschalig te dekken. De oprichting van de Dépôt Général de la Marine moet ook gezien worden in de
geest van het streven van Frankrijk – onder Lodewijk XIV en Colbert – naar een sterke maritieme macht,
onder andere met de uitbouw van de Franse vloot en de realisatie van het arsenaal van Rochefort
(1666).
De basistechnieken qua waarneming zullen in de aansluitende 19de en eerste decennia van de 20ste
eeuw weinig veranderen. Het is slechts vanaf de invoering van de echosounding dat op een efficiëntere
manier de zeebodem in kaart kan worden gebracht. Sindsdien zijn deze technieken steeds verder
geoptimaliseerd. Wat betreft de plaatsbepaling, zullen de eerste radio-elektronische waarnemingen
beperkt soelaas brengen qua nauwkeurigheid. De efficiëntie van de plaatsbepaling zal echter slechts
fundamenteel verbeteren bij de invoering van de satellietplaatsbepalingssystemen.
Met dank aan: Marcel Van Brussel
Open forum
Prevention is better than cure: - the increasing role of
bunker testing
Recent calls by Norway and INTERTANKO to radically alter bunker controls have stoked the
industry-wide debate around marine fuel quality standards, regulatory compliance and the
operational consequences for tanker operators**.
Submitted to an IMO meeting in February, their new paper outlined recommendations that would
essentially transform the way that the bunker industry operates, placing a far greater responsibility on
the shoulders of bunker suppliers to ensure that the fuels they deliver meet stringent quality criteria.
This follows the implementation of the recently updated ISO 8217 regulations that ensured tighter
guidelines on bunker fuel content last year. Although the IMO subcommittee recently rejected this
proposal, Norwegian authorities are continuing their campaign and are preparing new initiatives ahead of
the next MEPC meeting in July.
This ongoing campaign, much of which is focused around initiating improved health and safety, has
served to highlight the impact of low sulphur fuels on marine diesel engines and the resulting damage
and costs that can ensue through a more fragmented bunker market (leading to some bunker stems
containing multiple-sourced blending feedstocks) - a well-documented challenge for modern ship
operators.
The growing demand for commercial oil stocks also means that inventories are becoming even more
important, due to fuel being stockpiled as a precaution against potential sweet crude shortages following
supply disruption in the Middle East.
Bunker fuel is by far the biggest operating expense for a shipowner and incidences of ‘off spec’ bunker
fuel samples are on the rise. Just this month, a leading fuel testing agency reported a rise in the number
of off-spec bunker samples from the Mediterranean and Black Sea region, with 21% of the samples offspecification in 2010, increasing to 25% in the first months of 2011 *.
Owners vulnerable
Some 70% to 80% of all fuels bunkered
are not subjected to a laboratory
analysis, leaving the shipowner in a very
vulnerable position and totally dependent
upon the fuel supplier, a significant
commercial risk in these turbulent times.
For the operators of the Blue Emerald, an
almost new 50,000 dwt tanker that ran
adrift in an environmentally sensitive
area after suffering engine failure caused
by a problem with bunker fuel, the costs
incurred by this damage would have been
significant.
Over the past few years, and driven by
increased demand for low sulphur bunker
fuel and high bunker prices, some fuel
blenders have been accused of paying
less attention to the origin and quality of
the cutter stock, which has resulted in
fuel quality becoming more suspect.
Ironically, the blending is often carried
out in order to meet certain regulatory
requirements but can fall short of the
mark, presenting unstable product that carries weighty consequences for ship operators.
According to DNV, the lowering of the ECA sulphur limit to 1 % on 1 st July, 2010 has had a tangible
impact on the global average and, concurrently, a substantial impact on cat fine levels in some of the
biggest bunkering ports.
Fuels that are unstable due to incompatibility between the blend components, poor ignition and
combustion, excessive sedimentation and chemical contamination are undoubtedly becoming more
common, even if they appear to have met the ISO 8217: 2005 specification, let alone the revised ISO
8217: 2010. There has also been an increase in bunkers with elevated levels of abrasive fines and a low
flash point.
By comparison, distillate fuels have historically been regarded as relatively problem-free, but there is a
lack of independent market research that confirms whether consistent performance from these types of
fuels is possible. In readiness for the heavy fuel oil bunker market being gradually replaced by distillates,
higher quality sources are being sought to meet rising demand.
However, the industry remains in the dark about the extent to which future distillates will have a
different composition that creates new and so far unknown challenges related both to engine operation
and safety, as well as emissions – unchartered territory that needs to be explored further, and soon.
The margin for error when bunkering today’s fuels is significant. Once the fuel is bunkered, it is the chief
engineer's responsibility to see that it is both acceptable and provided with the correct treatment to
render the fuel suitable for use in the engines. Fuel has to be settled, purified, preheated and filtered in
order to render it fit for injection systems.
During handling and treatment on board, a number of problems can occur. These problems differ in
scope and severity from fuel to fuel and ship to ship and although it is safe to say that every engineer
encounters them as a matter of course, handling them can still be problematic. The global economic
downturn has led to a squeeze on the quality of ships’ personnel, notably chief engineers and operational
cost cutting has undermined robust condition monitoring practices to the extent that ‘bad fuel’ can be
said to have as much to do with poor handling as a sub-standard product.
Inconsistent
As product quality and composition is increasingly inconsistent, there has been an increase in use of
higher viscosity and density grades that sell for the lowest prices. Also as the various impurities carried
in the crude stock are not extracted with the more valuable hydrocarbon fractions, they remain and are
concentrated in the residual fuel grades.
Today the engine designer has to develop machines capable of operating on the worst grades of fuel
available - not an easy task as the properties of these fuels are constantly varying.
Careful handling and pre-treatment of the fuel can solve or alleviate most problems and the engineer
should have good information to hand about each fuel on board (such as a compatibility or stability
rating). Some pitfalls cannot be easily solved by physical means alone and it is in this area that fuel
treatment chemicals prove extremely cost effective.
Regular testing allows for the timely application of lubricity additives and stability improvers, available
from the larger marine suppliers. These all have a useful role to play, provided that they are applied with
the backing of good technical advice.
Enforcing best practice during the bunkering operation to ensure that a representative sample of the fuel
is obtained is the first step. This can then be stored for future reference in case of problems and tested
on board the vessel for a number of key parameters, including IMO MARPOL Annex VI, required within
ECAs.
Underpinning all of this good practice is on board testing. On board test equipment has existed for many
years, but is advancing at a steady pace to meet the evolving needs of ship operators. For example,
today’s microchip technology can provide a number of key advantages including: fast and accurate
results, automatic self calibration, correction of measured results to standard reference conditions and
estimation of derived parameters such as the calculated carbon aromaticity index (CCAI).
Accurate results
On board testing will provide very accurate results for water, density, viscosity, salt, compatibility, as
well as stability. An advantage of on board testing is that results are available immediately and before
the fuel has to be used. In the event of problems it is therefore possible to mitigate the eventual cost, a
very good position in instances of legal actions and liability. To back up on board testing, onshore
laboratory testing is a great ‘insurance policy’, although this should not be solely relied upon, as it is a
slow process that can take weeks – inadequate when you consider the time-critical wear and tear to
engines that can occur.
Kittiwake’s sampling services and on board testing kits and those from the likes of FOBAS and DNV
provide both test results and thorough analysis. Should problems arise, they are on hand to provide
detailed technical support that is often beyond the capabilities of a hard-pressed marine superintendent.
While the ease of use of on board monitoring tools and securing the back up of onshore laboratory
testing when needed presents little technical challenge for ship operators, to ensure that the benefits of
using this technology are maximised, a shift in mindset is needed. Crew must be trained in regular
maintenance processes and best practice to ensure that bunker sampling is at the forefront of minds and
daily operational routine. Combining best practice with effective monitoring techniques is central to
clamping down on the prevalence of ‘off spec’ fuel, as well as elevating industry standards.
As bunker fuel quality varies and engine health risks rise, so the benefits of trouble shooting using online
tools and technology can equate to millions of dollars in savings.
Protecting against ‘off spec’ incidents and complying with emissions regulations must naturally be a
minimum standard to adopt. Monitoring and fuel testing must now be seen as key to operational – as
well as regulatory - success and the foundation for maintaining high performance standards, driving
further efficiencies and maintaining competitive advantage.
TO
* ‘Off-spec samples increase in Mediterranean and Black Sea region’, Bunkerworld, 4th March 2011.
** This article was written by Martin Lucas, managing director, Kittiwake Developments.
News - Nouvelles
New instructions regarding weapons and armed guards
The Gard P&I Club issues alert for Egypt/Suez Canal - new instructions regarding weapons and
armed security guards onboard commercial vessels as follows:
During August 2011, the Egyptian Authorities announced that commercial vessels in Egyptian
territorial waters were not allowed to carry any weapons or armed security guards onboard as this
was stated to be contrary to international maritime law.
Consequences in case weapons were found onboard vessels when staying in Egyptian territorial
waters whether that be along quays in ports, while anchoring in the inner or outer waiting areas or
while transiting the Suez Canal, were reported to be serious. The master of the vessel and her crew
members would be liable to legal penalties in accordance with Egyptian Law such as arrest of the
vessel and her master, and any person onboard carrying weapons without permission.
Gard's understanding is that the above described prohibition notice by the Egyptian Authorities on
carrying weapons through the Suez Canal was originally introduced as a precautionary measure to
prevent weapons being smuggled to/from Egypt during a period with somewhat unstable conditions
in the country.
It appears, however, that implementation of the said requirements have not been carried out in
practice, mainly due to the difficulties associated with the implementation itself but also due to the
somewhat negative effect it would have on the shipping business in the area. Gard's correspondent
in Egypt advices that, to their knowledge, no searches of any kind have been carried out onboard
vessels, neither during Suez Canal transits nor during port stays.
Reportedly, the Egyptian Authorities have now withdrawn the previously announced prohibition
notice and instead all vessels carrying weapons and armed security guards onboard when entering
Egyptian territorial waters are now required to present a letter certified by the vessel's flag state
detailing:
• name of ship and the shipowners;
• list of weapons and ammunitions carried onboard;
• number of armed guards onboard; and
• the identity of the employers of the armed guards onboard.
According to the authorities, the letter should also include a confirmation that the weapons and
ammunition carried onboard will not be used during the vessel's presence in the Egyptian territorial
waters.
Prior to entering Egyptian territorial waters, Members and Clients should ensure that the vessel
carries the certified letter in accordance with the new instructions announced by the Egyptian
Authorities.
There are currently no indications as to how Egyptian Authorities plan to implement and follow-up
the new requirements for vessels transiting the Suez Canal and the consequences were weapons to
be found onboard vessels not in possession of the required letter. Hence, Members and Clients
should contact their local agents for the latest informationon the requirements of the Authorities
and make the necessary arrangements accordingly. Source : Gard P&I
Inséré 02 décembte 2012
News - Nouvelles
Enlevé le 02 janvier 2013
Time to address the global manning crisis
by Captain Ashoke K. Bansal, individual member, India
It may be a godsend for many that IMO has declared 2010 as the Year of the Seafarer. Those for
whom this could be true include shipowners, ship agents, manning agents, charterers and officiais
and delegates of many governments. The declaration may help them to thump their chests and
exchange platitudes in seminars, conférences, cocktail parties and dinners. It is another matter
whether the international maritime community will take advantage of these 12 months to look into
what seafarers mean to their industry and the world, what is involved in using their professional
services with loyalty for the benefit of international trade and commerce, and what needs to be done
to retain these highly trained professionals to benefit the industry.
An adage goes: "What matters is not only to make a person perform but also to make them want to
perform." The international maritime community should take advantage of 2010 and ask itself what
it is doing to make today's seafarers want to stay at sea and want to perform. Other questions are
what is it that they are not doing? Should there be an investigation into what is happening? What is
remiss and what needs to be done?
The latest figures show that the shortage of certified seafarers amounts to 44,000 and is likely to
reach 70,000 by end of this year. This kas also to be viewed in the light of the fact that more than 50
per cent of serving certified seafarers are over 50 years of age. This requires not only short-term
measures but forward planning too.
Today's manning crisis is attributed to a rise in tonnage from 85 million tonnes in 1948 to over 700
million tonnes today. But tanker fleets of large sizes account for 7,276 ships out of a total of some
482 million tonnes. The cape size fleet alone consists of 791 ships of 136 million tonnes. In 1948 the
largest carriers were Liberty ships, which could carry 10,000 tonnes but an average ship then could
carry only about 6,000 tonnes, which is 50-60 times less than the size of the VLCC of today. The 7,276
tankers of today can carry cargoes equivalent to over 90,000 ships of the 1948 era. Much the same
number of certified officers and engineers are aboard each of these 7,276 as was the case in 1948. So
the increase of world tonnage cannot be the only factor that kas created such an unusual demand for
seafarers.
On the other hand, with the world's population having doubled, the number of young people
available for shipping should be twice what it was in 1948. Yet in Poland, for example, not even 1,000
out of the 350,000-500,000 high school graduates of 2007 opted for the merchant navy. This should
ring alarm bells, especially as seafaring is a far more lucrative career than others.
Many ship managers of today were previously seafarers but have forgotten what seafaring was in
their lime and they don't know the realities on the ground in 2010. A stark example of the differences
that can exist between seafarers and people in other professions who hold equally responsible
positions is shown by the treatment the master of Prestige received compared with the captain of
the BA plane that crash landed at Heathrow airport. Both captains used their training, experience,
professionalism and dedication to avert considerably greater disasters. However, adulation went to
the aviator, the stigma of blame and prosecution to the unfortunate seafarer!
Clipper airline crews work a day less than 8 hours in duration and have no maintenance,
management or operational worries. If something on a plane fails to work they fill in the gripe sheet
and leave it to the ground crew. They take the 'Crew-only' queue to sail through immigration and
customs on arrivai and rest and sleep in comfortable hotels. On their next assignment they go to an
aircraft made ready for them to fly.
In comparison ships' crews stand on day and night watches for days on end, seven days a week. On
arrivai in port they are investigated, inspected, interrogated and treated as suspects or criminals.
After hauling thousands of tonnes of vital materials across oceans, they still perform managerial,
security, legal, commercial, operational, repair and maintenance tasks, seven days a week, even
while in port, to make the ship ready to sail again.
A person ashore who is reasonably well employed
and well qualified works about 230 days of 8
hours' length each, five days a week. They get a
month of paid leave plus national and other
holidays, not considering casual leave. A seafarer,
on the other hand, works a minimum of 12 hours,
seven days a week! In other words, they work the
same number of hours in less than five months on
board and should be entitled to more than 7
months of fully paid leave every year! Do today's
shipowners think about this?
On 7 December 2007 the fully loaded VLCC MT
Hebei Spirit was safely anchored off Daesan
harbor South Korea in the anchorage designated
by the port authority. She was hit by a huge
passing mobile crane barge under tow when that
vessel's tow line parted. This not only damaged
the superstructure of the VLCC but also
punctured three holes in her hull.
Some 10,800 tonnes of crude oil leaked out to cause much pollution. Later came the discovery that
the entire towing operation in the harbour was unlicensed and that the tow line was a used runner
wire not fit for that kind of operation. The master injected inert gas into the punctured tanks to
eliminate the possibility of fire or explosion, in that way ensuring the safety of the lives on board his
ship. Well accepted principles of international maritime law that are fully recognised worldwide hold
that an anchored ship that complies with all international regulations cannot be blamed if a mobile
marine craft hits her. International regulations of 1972 for the prevention of collision at sea, ratified
by 130 countries including Korea, have equally endorsed and recognised this principle. But Korea
charged both master and chief officer for causing pollution.
So what is it that the master did that he should not have done, except not to have commanded that
ship into a Korean harbour? And what did he not do that he should have? And why was he made to
lose 18 months of his productive life, a time that no one can give back to him? And which young man
would want to be a seafarer after reading cases such as that of Prestige and MT Hebei Spirit, which
have received worldwide publicity?
Captain Chawla, 39-year-old master of MT Hebei Spirit, said, "I don't want to see a ship again. If I was
to return to a navigation bridge, any future decisions I took would be coloured by this experience
instead of me 'just doing what I thought was right'." He added that before this incident he would
have advised anybody, including his own son, to look at ail job options, including a seafaring career.
"Now I would discourage anyone and everyone, including my son, from seafaring," he said.
Until the last quarter of the 20th century most shipowners trained their officers and engineers from
tender ages to become masters and chief engineers and employed them permanently. Paid leave
was the inherent right of every serving seafarer, together with provident funds and gratuity. This
provided a sense of belonging and security to seafarers and their families and created durable
loyalties. It also made most seafarers serve their full working lives at sea with the same shipowner,
from cadet to master and from junior to chief engineer. Captain Gaetano Mintauro served his entire
life on the 'Italian line'. He was master of Andrea Doria in 1956 when she sank after colliding with
Stockholm. Yet even after this disaster, he continued sailing as master with the same company.
The old adage was, "Fools of the family go out to sea." Today advancements in technology and
automation mean officers and engineers have more education, training and learning than previously.
So young seafarers see no reason to continue to put up with insecurity, loneliness, criminalisation
and ceaseless work, seven days a week in bad living and working conditions on board. Hence
seafaring today warrants a changeover after 8 to 12 years. This means there is a need to integrate
their education and training for long-term career opportunities after their ship-board training,
experience and expertise.
This will attract today's youth to seafaring with an eye on further prospects.
Employment related to maritime transport in Europe alone adds up to 1.5 million people. Out of this
some 70 per cent of shipping-related jobs are in shipbuilding, naval architecture, science,
engineering, electronics, cargo-handling and logistics. Unfortunately industrialists and rule makers
worldwide fail to consider or pay for seafaring experience in post-sea careers in shorebased
industries.
Long-term planning must take this factor into consideration to create positive awareness of the
merits of this profession worldwide.
Today's acute manning shortage means management and manning agents moue seafarers from ship
to ship, owner to owner and contract to contract. They pick up the first seafarer in the market and
rarely stop to find out whether they are experienced enough for the job. The story goes that when a
master of a ship saw courses laid on the chart by the second officer before sailing out through a
traffic separation scheme, he asked the second officer why that was the case. The answer was, "Sir,
that is the way we came in."
Today most masters, watch keeping officers and engineers are over-worked, fatigued and loaded
with paper work. This is well accepted and acknowledged, even by owners when they provide
instruments like BNWAS on the navigation bridge to keep a duty officer awake and alert about his
navigational duties. Therefore when a young seagoing officer sees an exhausted, worn down,
unsmiling senior on board, loaded with work and worries, it makes him think, "Do I want such a job?"
The moment he finds an opportunity or an opening ashore he leaves without even waiting for a
command or the chief engineer's position. That not only creates voids but also makes the industry
rush inexperienced officers to senior positions for which they are not ready. This is a sure
prescription for disaster. Reduced manning, even with automation, cannot be warranted beyond a
point.
A senior and highly placed seafarer had this to say on his return from the STW 39 session of IMO in
early March 2008: "I was witness to hypocrisy at its height. Everyone spoke of fatigue and rest
periods being flouted by ships' staff. But when it came to tackiing the issue at its root, namely
increasing safe manning and making mandatory prescriptive
There was a time when if the master saw a second officer awake past 7pm while at sea he would
insist that they go to sleep to be alert on the 12am-4am watch. The officer who was to keep night
duty in port was not expected to go ashore in the afternoon when off duty but to sleep after lunch to
enable him to keep night duty from 6pm. Today paper work, cargo watches and maintenance work
keep seafarers busy at sea and in port, even when off duty. So what kind of navigation watch or deck
duty would they keep without
proper sleep or rest? Why
wonder that it causes substandard performance and
accidents? Most paperwork
should be done ashore after
getting what is needed from
seafarers verbally.
Another reason to choose a
sea career used to be to see
the world. Today seafarers get
no time to step ashore in port.
Even when visa formalities
allow them, there is a fear of
being treated like criminals
when ashore. This prevents
them from stepping off their
vessels even when they are off duty. Ships' crews are not concerned with what foreign governments
do and think and what their rules and laws are. Their only concern is, "I had this problem while my
ship was in so-and-so port and I went ashore but no one helped me."
The top priority among young seafarers is the need for instant communication with their loved ones.
This alleviates loneliness. Seafarers know that instant worldwide communications are available with
ultra-modem equipment on board. But most owners do not allow it at a reasonable cost. This plus
better, more comfortable and spacious accommodation and recreational facilities need to be
provided but owners fail to do so.
Here is what a sailing chief engineer has to say about sailing today: "A few years ago any young man
would say, 'I came to sea for adventure, to see the world!' Now they might say, 'I came to sea
because I didn't have anywhere else to go!' Have we really become the bilges of society?"
Some 75 per cent of cargo by volume and 56 per cent by value travels worldwide by sea. Human
traffic between European ports alone comes to more than 400 million sea passengers yearly.
Transport of freight and passengers by sea generated €24.7 billion (US$30.5 billion) in 2006 in net
contribution to the balance of payments of the EU. Such worldwide activity means that cargo and
passenger ships have a direct impact on the quality of life of citizen all over the world. It also means
that only 1.15 million seafarers are serving our world community of 6.7 billion humans. Should we
not recognise their vital role in making our lives comfortable in the 21st century?
Today shipowners seem to pay more attention to finding the right ships and the right employment
for their busy fleets, forgetting that it is not the ships that are their greatest assets but seafarers who
man those ships and can make or break an owner, regardless of what kind of fine ships it has.
On 16 April 2006 the 162,000 tonne tanker M.T. Eton was bought ex-shipyard for US$90 million. With
interest on investment, depreciation, crew wages, maintenance and administration expenses, her
daily standing cost to owners is US$30,023. She was time chartered at US$35,000 daily. Shipowners
make such investments to make profit, not to lose the ship and recover the cost from their insurers.
Regardless of what kind of fine ship she is, her commercial success depends on the seafarers on
board. No one knows better than her crew how to make her and her equipment perform with the
utmost efficiency, economy and productivity. If the crew delay M.T. Eton by even one day it means a
US$35,000 cost for the owner. Therefore a disgruntled or disinterested crew can be a recipe for
commercial and financial disaster.
Out of total CO2 emissions of over 27 billion tonnes in 2005, ships emitted only 843 million tonnes,
or 3.1 per cent of all emissions worldwide. Yet, fuelled by the media, the international community
blames ships and seafarers for environmental pollution today. So why work on ships?
There is a mistaken understanding that a ship is a closed, isolated society remote from the office.
This creates an 'us and them' scenario. Efficiency, performance and loyalty cannot be bought but can
be exacted by making seafarers Peel that they belong. Managers cannot delegate success or failure.
A single poorly written email by a manager can do a lot of harm. On the other hand, the effect of a
communication of appreciation can achieve a lot. Also, incorporating crew suggestions into systems
gives 'ownership' to the crew and boosts morale. Owners should realise that ships are not their
greatest assets but the crew are, and their contribution to achieve their objectives cannot be
underestimated. That is why shipowners need to create reciprocal loyalties. Unfortunately, barring
those few that are intelligent and durable, shipowners seem to have lost this psyche, which earlier
shipowners used to have. Instead what one hears today is of the high salaries of seafarers, which are
actually just a fraction of the standing costs of ships!
History cannot be reversed. Management agents, crewing agents, flags of convenience, multinational
crews and ail else that the 20th century brought to international shipping will stay with us. But the
21st century world cannot exist without international trade and commerce.
Regardless of what fine ships we can build with ultra-modem technology, international cargoes
cannot be carried across continents without professionally competent and loyal seafarers. It is
therefore time to come to terms with reality and recognise the part seafarers play in maintaining and
promoting modern international trade and commerce.
The challenge for 2010 is to retain the best professionals not only to perform but to want to perform.
IMO can only show the way. It is for the international maritime community to remove the blinkers
from their eyes and see what needs to be done to retain the best of the seafaring community and
nurture more to fill to their own advantage the voids already created.
Boeken Livres
"De gekaapte kaper”
BOEKBESPREKING
Door : Frank NEYTS
Als nummer vier in de reeks ‘Sailing Letters Journaal’ verscheen bij uitgeverij Walburg Pers “De
gekaapte kaper. Brieven en scheepspapieren uit de Europese handelsvaart”.
Nederland en Engeland hebben nogal wat zeeslagen met elkaar uitgevochten. Over en weer werden
schepen tot zinken gebracht of veroverd. Scheepsladingen werden, samen met de aanwezige post,
tot ‘prijs’ verklaard. De Engelsen maakten keurige beschrijvingen van de Nederlandse buit en de
bemanningen van de gekaapte schepen werden uitvoerig verhoord. De versalgen daarvan werden –
samen met honderdduizenden in beslag genomen papieren – eeuwenlang bewaard, aanvankelijk in
de donkere kelders en tochtige zolders van de Tower of London en later in The National Archives.
Niemand keek ooit om naar deze unieke verzameling, die meer dan 38.000 zakelijke en persoonlijke
brieven bevat van en aan Nederlandse zeelieden, kooplieden en hun familie. Veel van deze brieven
bereikten nooit hun bestemming. Sommige zijn tot op de dag van vandaag niet eens geopend. Pas in
1980 werden deze ‘Prize Papers’ door een Nederlandse onderzoeker ontdekt. Het bestaan van deze
archiefschat bleef echter slechts in kleine kring bekend. De omvang van het materiaal is
indrukwekkend en uniek en de brieven zelf geven een goed beeld van het alledaagse leven in de
17de en de 18de eeuw.
Ieder ‘Sailing Letters Journaal’ bevat transcripties van opmerkelijke brieven en documenten. “De
gekaapte kaper” is geheel gewijd aan de Europese vaart, met onder andere verhalen over de handel
op Riga, Turkije en Marokko, walvisvaart en kreeftenhandel. In dit journaal worden vooral zakelijke
documenten gebruikt en zijn de transcripties zoveel mogelijk in de lopende tekst verwerkt.
“De gekaapte kaper” (ISBN 978-90-5730-772-3) telt 142 pagina’s en werd als hardback uitgegeven.
Het boek bevat ook een cd-rom en kost 19.95 euro. Aankopen kan via de boekhandel of rechtstreeks
bij Uitgeversmaatschappij Walburg Pers, Postbus 4159, 7200BD Zutphen. Tel. +32(0)575.510522, Fax
News Nouvelles
Shipping’s stance on armed guards
The International Chamber of Shipping (ICS) - whose executive committee comprising
representatives of national shipowners’ associations from over 30 countries met in London recently has decided to clarify its stance on the use of private armed security guards.
ICS said that there is a ‘ vital need’ for the military to disable the hijacked ‘motherships’, which the
pirates are now using to launch attacks throughout much
of the Indian Ocean.
Chairman, Spyros Polemis, explained: “ICS has had to
acknowledge that the decision to engage armed guards,
whether military or private, is a decision to be made by the
ship operator after due consideration of all of the risks, and
subject to the approval of the vessel’s flag state and
insurers. The consensus view amongst shipping industry
associations remains that, in normal circumstances, private
armed guards are not recommended and are a clear
second best to military personnel.
“However, in view of the current crisis in the Indian Ocean
- with over 700 seafarers held hostage and, most recently,
a seafarer being executed – ship operators must be able to
retain all possible options available to deter attacks and
defend their crews against piracy. Many shipping
companies have concluded that arming ships is a necessary
alternative to avoiding the Indian Ocean completely, which would have a hugely damaging impact on
the movement of world trade.
“The eradication of piracy is the responsibility of governments. Frustratingly, politicians in those
nations with the largest military navies in the region show little willingness to increase resources to
the extent that would be necessary to have a decisive impact on the problem of piracy. Western
governments, at least, appear to give the impression that this otherwise unacceptable situation can
somehow be tolerated. Sadly, until we can persuade governments otherwise, the use of armed
guards by ships is very likely to continue increasing,” he concluded.
ICS advises that the shipping industry will meanwhile be looking at all possible options, including
alternative routes, which could have a very dramatic effect on transport costs and delivery times. If
increasing numbers of ships decide to divert around the Cape of Good Hope, this will almost certainly
have a major impact on inventories and costs throughout the whole supply chain and, most
particularly, on the cost of oil. It could also greatly damage the economies of Africa and the Middle
East at this very politically delicate time.
Commenting on the situation, leading parcel tanker owner Stolt Nielsen (SNSL) said that the
company will first and foremost do what it takes to protect its crews and, in so doing, the ships and
their cargoes.
SNL said that it supports outside government intervention to stabilise Somalia, as shipping industry
organisations have been urging for some time. Anarchy on land enables anarchy at sea.
It is unrealistic to expect an end to piracy without establishing some form of government order in
Somalia. Furthermore, the company fully supports industry calls on governments for more - and
broader - naval protection. The piracy situation is not improving, it is escalating. Governments
collectively need to step up to the challenge by taking action now and not wait and hope that the
problem will disappear, the company said in a statement.
In view of the current crisis in the Indian Ocean, ship operators must be able to retain all possible
options available to deter attacks and defend their crews against piracy. When the company has no
alternative it will continue the use of armed guards, which has proved to be effective as a deterrent.
SNL stressed that the risk assessment and mitigation measures deployed have been shared fully with
flags, insurers and major customers - and that the company is in full compliance with all of their
requirements.
Speaking at the UK annual Chamber of Shipping dinner in
February, outgoing chairman Shell’s Jan Kopernicki said;
“The sudden deterioration over the last two months in
the security of shipping off Somalia and throughout the
Indian Ocean is a cause of major concern – for its spread
and for the increasing levels of violence threatening our
seafarers despite very good support from governments
and military alike.
“This is a time when political, military and industry
responses must now be increased, as we work together
to implement urgent solutions before the situation
develops yet further out of hand. We welcome the
profile given to piracy by its designation as the theme for
this
year’s
IMO
World
Maritime
Day.
“This is no longer just a local Somali problem. This is an
industrialised activity, with mother ships marauding right up to the Indian coast. I won’t venture into
a discussion about whether to arm merchant ships, but I will say that the current mother ship
menace, the execution of seafarers and the increased aggression of attacks will only be subdued by
focussed military action in the next two to three months.
“This in turn means that politicians need to give their military, whether in the UK or elsewhere, the
freedom to take more explicit measures. The unofficial arming of merchant ships has not prevented
the development of the current situation, nor will it, or a legalised version of it, provide the solution.
“This is a military problem and now needs enhanced military responses. And the industry fully
understands the risks and difficulties involved, so I don’t make these observations lightly, “ he
concluded.
TO
Historiek Historique
BEN(NE)
Het woord ben(ne) is in het AN (volgens Van Dale) de benaming voor “een uit tenen gevlochten
mand, gewoonlijk smal en hoog, gebruikt voor de opslag en het vervoer van onder meer fruit en vis”.
In de standaardtaal en in de algemene, d.i. de niet beroepsgebonden, woordenschat van onze
dialecten wordt het woord vandaag nauwelijks nog gebruikt. Daar kan men blijkbaar uit te voeten
met algemene benamingen als mand en korf om de meest uiteenlopende mandachtige recipiënten
te benoemen. Maar voor wie aan de Vlaamse kust van ver of van nabij met het vissersbedrijf te
maken heeft – vissers, strandvissers en –jutters, vishandelaars en viskeurders – is ben(ne) tot
vandaag een vast onderdeel van het volkstalige jargon.
Bennen in maten en gewichten
In de Vlaamse zeevisserij is een ben(ne) een mand van groot formaat – de inhoud schommelt rond 50
liter – met een conische vorm en twee oren. Een traditionele ben is gevlochten uit wilgentenen, maar
na de tweede wereldoorlog kwamen ook plastieken exemplaren in omloop. Aan boord van het
vaartuig wordt bij meerdere werkzaamheden gebruik gemaakt van bennen (ook wel manden
genoemd). Zo brengen de vissers de “gegromde”, d.w.z. van ingewanden ontdane, vis in bennen van
het dek naar het visruim. In zo’n mand kan tot 40 kg rondvis of tot 50 kg platvis vervoerd worden.
Ook worden aan boord gekookte garnalen na het uitlekken bewaard in een ben, die naar zijn functie
koelben wordt genoemd. Bij aankomst in de haven werd de vis gelost in bennen van het grootste
formaat, de zogenaamde losbennen, die tot 70 kg vis kunnen bevatten. In de vismijn ten slotte werd
de vis in afwachting van de veiling bewaard in vismijnbennen (WVD Zeevisser). Tegenwoordig
worden zowel aan boord als in de vismijn vismijnbennen of “viskisten” van 40 kg gebruikt, in diverse
kleuren en met daarop de naam van de vismijn, de rederij of het nummer van het schip.
Het woord ben figureert ook in uitdrukkingen en zelfs in bijnamen. Van een vaartuig dat water maakt
zeggen de Oostendse en de Heistse vissers dat het zo lek is als een ben (WVD Zeevisser). In Holland
kent men de uitdrukking door de ben vallen voor door de mand vallen, d.w.z. schuld moeten
bekennen (WNT). Een belastingsambtenaar die de aangevoerde vis controleert, wordt spottend wel
eens bennekijker genoemd. En de vislosser Henri, die via allerlei achterpoortjes ongestraft
ondermaatse vis of “geblauwde” vis wist te versjacheren en dag in dag uit met een ben op zijn rug te
zien was, kreeg als bijnaam de bennepoeper (De Oostendse Visserij).
Het ‘gevlochtene’
Hoewel ben(ne) hetzelfde woordv is als Engels bin ‘mand, korf’, is het niet aan het Engels ontleend.
Het Engelse woord is evenmin uit het Nederlands overgenomen. Beide gaan namelijk terug op
dezelfde bron, die in een vroeg stadium van de taalgeschiedenis gezocht moet worden. Nederlands
ben is overgenomen uit Oudfrans benne, dat onder meer ook ‘mand’ betekende (TLF i.v. banne: 1307
benne ‘panier’). Benne zelf is in het Middelnederlands niet geattesteerd, maar het woord moet in de
middeleeuwen wel al in onze taal zijn voorgekomen. Immers, het Middelnederlandsch Woordenboek
(MNW) vermeldt de samenstelling bennevisch voor vis die bij de mand of ‘ben’ verkocht wordt
(citaat uit de Keure van Den Briel, 15e eeuw). Het Oudfranse woord is niet van Klassiek-Latijnse, maar
van Gallische, dus Keltische oorsprong. Het Gallisch is de Keltische taal die op een groot deel van het
West-Europese continent – grosso modo het gebied van het huidige Frankrijk, delen van de Lage
Landen en van Zwitserland – werd gesproken nog voor de Romeinen en later de Germanen de regio
binnenvielen. Benne werd al zeer vroeg als benna ontleend in het Laatlatijn, voorloper van de
Romaanse talen.
Het woord duikt voor het eerst op in de tweede eeuw van onze jaartelling in een geschrift van Sextus
Pompeius Festus, een auteur en woordenboekschrijver afkomstig uit Narbo (= Narbonne) in Gallië.
Volgens hem is het een Gallisch woord voor een soort van kar met een uit wissen gevlochten
laadbak, iets wat er dus uitzag als een grote mand op wielen. Het woord moet ook bekend zijn
geweest in de Keltische variëteiten aan de overkant van het Kanaal, te oordelen naar Welsh ben, dat
ook op een type wagentje betrekking heeft. Engels bin ‘mand, korf’ is volgens de etymologen niet
rechtstreeks uit het Eilandkeltisch overgenomen, maar uit het Laatlatijn (OED).
Aan de oorsprong ligt een Indo-Europese wortel *bhend, die ‘vlechten, samenbinden’ betekende en
in de Germaanse talen o.m. het werkwoord binden heeft opgeleverd.
In de Romaanse talen heeft de betekenis van het zelfstandig naamwoord benne zich vanuit het
basisbegrip ‘het gevlochtene, het samengebondene’ in (minstens) twee richtingen vertakt. Enerzijds
evolueerde het woord tot benaming voor manden en korven voor allerlei gebruik, anderzijds ging het
ook diverse soorten karren en wagens aanduiden. In het huidige Frans verstaat men onder benne
o.m. een mand om waren zoals groenten en fruit naar de markt te brengen, een rugmand gebruikt
bij de druivenpluk of een mand waarmee lastdieren worden beladen (TLF). Daarnaast is Frans benne
een courant woord voor de kas van een boerenwagen, voor de open laadbak van een vrachtwagen
en voor een open aanhangwagen aan een truck of een tractor.
Ook in de Vlaamse dialectwoordenschat en met name in de taal van het landbouwbedrijf duidt het
oude leenwoord benne nog heel wat andere zaken aan dan gevlochten manden. Alleen al in de
aflevering Kleinvee van het Woordenboek van de Vlaamse dialecten (WVD Kleinvee) komen de
volgende betekenissen voor:
1) ‘zeugenkooi’, d.i. een afgesloten ruimte of een kooi in de varkensstal waarin de zeug geleid
wordt om te biggen en waar ze de eerste weken met de biggen doorbrengt om ze te zogen.
Die toepassing is te verklaren doordat men hiertoe vroeger soms een gevlochten mand
gebruikte van ongeveer een meter hoog en zonder bodem.
2) ‘kooi
of
kist
van
latten
waarin
varkens
vervoerd
worden’,
3) ‘gevlochten mand waarin biggen naar de markt worden gebracht’, en 4) ‘loopstal voor
schapen’. Verder wordt in de West-Vlaamse terminologie van het vlasbedrijf het woord
benne gebruikt voor een uit latwerk bestaande bak waarin het vlas te roten wordt gelegd in
een waterloop of een zogenaamde rootput. Al die toepassingen zijn terug te brengen tot het
centrale betekeniselement van het oorspronkelijke zelfstandig naamwoord aan de grondslag
van benne, nl. ‘iets wat gevlochten is’.
Bronnen

Anonymus (1932). Correspondentie tussen het Beheer van het Zeewezen, Oostende en het
Nederlandse loodswezen, Vlissingen m.b.t. stranding van de SS Sierra Ventana.

Desnerck R. (1986). De Oostendse Visserij. Brugge: 160pp.

MNW = E. Verwijs & J. Verdam (1885-1929). Middelnederlandsch Woordenboek. ’sGravenhage.

OED = The Oxford English Dictionary, Oxford 1933, reprinted 1961 (www.oed.com).

TLF = Trésor de la langue française. Dictionnaire de la langue du XIXe et du XX siècle (1789 –
1960), publié sous la direction de Paul Imbs. Paris, 1971. (http://atilf. atilf.fr/tlf.htm)

Van
Dale
groot
woordenboek
van
14e herz. uitg. Utrecht, Van Dale Lexicografie, 2005

WNT = Woordenboek der Nederlandsche taal. ’s-Gravenhage, Leiden, 1863- 1998.

WVD Kleinvee = Roxane Vandenberghe, Veronique De Tier en Magda Devos (2009).
Woordenboek van de Vlaamse dialecten. Deel I: Landbouwwoordenschat. Aflevering 12:
Kleinvee. Gent, Academia Press.

WVD Zeevisser = Roxane Vandenberghe (2000). Woordenboek van de Vlaamse dialecten.
Niet-agrarische vaktalen. Aflevering 7: De Zeevisser. Vakgroep Nederlandse Taalkunde,
Universiteit Gent.

http://en.wikipedia.org/wiki/Norddeutscher_Lloyd
de
Nederlandse
taal,
De Grote Rede N° 29
Boeken Books Livres
CAP-HORNIERS DU NITRATE
Armement français Bordes
Suite de Cap-Horniers français 2 - Histoire de l'armement Bordes et de ses navires.
Editions Chasse-Marée 2003
Initiée et encouragée par Bernard Cadoret, fondateur du Chasse-Marée, rédigée à partir de sources
fiables, souvent de première main, par les auteurs de Clippers Français, Grand Prix 1995 de
l'Académie de Marine, l'histoire des navires et marins Cap-horniers de l'Armement Bordes resitue le
contexte de la navigation long-courrière à voiles par le Cap-Horn. Charbon anglais à l'aller, nitrate
de soude du Chili au retour, cargaisons insalubres rendant particulièrement éprouvante la vie de
ces marins cap-horniers, poussés à la limite de la résistance humaine.
Des primes pour les capitaines s'ils effectuaient leurs traversées en moins de 90 jours mais gare
aux trainards, les relâches en cours de route pour renouveler les vivres frais ou débarquer un
malade étaient passibles d'exclusion de la compagnie. Des matelots pratiquement consignés à bord
pendant 9 mois environ, y compris sur les rades chiliennes, prompts à se rebeller contre la
hiérarchie et parfois tentés par la désertion. Mais quelle leçon de courage, d'abnégation et
d'humilité !
400 navires et 1 500 marins indexés dans ce livre en font un outil précieux pour les chercheurs
et écrivains maritimes mais aussi pour les familles en quête de leurs ancêtres Cap-horniers. Outre
l'histoire détaillée de chacun des grands voiliers Bordes en acier, on trouvera dans cet ouvrage :
les débuts de la construction navale civile employant cc métal, les aides du gouvernement pour
maintenir le pavillon national sur les très longs parcours avec les grands voiliers, la conduite des
grands quatre-mâts, leurs perfectionnements, les particularités de la route du Horn, la vie à bord,
les meilleures traversées, les fortunes de mer ….
Préface de Bernard Cadoret
Lorsque Jacqueline et Claude Briot sont venus présenter au Chasse Marée leur manuscrit sur les «
Hirondelles de Rio, clippers du café du Havre », je n'ai pu dissimuler mon enthousiasme. Pour la
première fois, des auteurs avaient mené une recherche approfondie sur un chapitre complètement
inédit de l'histoire du long cours en France. Basé sur le dépouillement d'un demi-siècle de journaux
maritimes havrais, leur travail faisait notamment revivre les cinq clippers « frères en construction »
lancés par Augustin-Normand de 1853 à 1855. Il fut convenu que les Briot élargiraient leur
recherche à l'ensemble des clippers havrais, y compris les « Pigeons du cap (Horn) » et les
replaceraient dans leur contexte portuaire. Un coup de projecteur indispensable serait aussi jeté
sur les réalisations pionnières des constructeurs bordelais au milieu du XIXe siècle.
Tout au long de l'aventure, un courant de sympathie active passera entre l'équipe éditoriale du
Chasse -Marie et Ies Briot. Claude Briot est un vrai passionné, profondément attaché à la Marine
marchande et au port du Havre. Très soucieux de rigueur historique, il porte une grande attention
à la condition sociale des gens de mer. Jacqueline Briot est une chercheuse d'une efficacité rare.
Les auteurs, ouverts à toutes les suggestions, ont finalement atteint un objectif bien plus ambitieux
que celui prévu par leur projet initial. Cette fructueuse collaboration devait se prolonger. Après le
succès d'édition remporté par Clippers Français, une réflexion fut menée avec les Briot sur ce qu'il
conviendrait de faire pour « transformer cet essai ». L'idée était d'initier un renouveau des
recherches sur les voiliers de commerce, du cabotage au grand long cours. On s'orienta d'abord
vers une série d'études régionales approfondies, mettant à profit les fonds d'archives de
l'Inscription maritime de Dunkerque, Le Havre, Nantes, Bordeaux et Marseille. Mais la difficulté de
trouver des auteurs capables de s'astreindre aux mêmes efforts de dépouillement et de synthèse
que les Briot amena à reconsidérer ce projet.
« En quoi notre pays s'estil distingué au sein des
grandes nations maritimes
dans le domaine de la
navigation au long cours ?
». La réponse à cette
question simple s'imposa
d'elle-même : avec la Cie
Bordes, la France a possédé
le plus grand armement de
voiliers
cap-horniers
du
monde. Son histoire, qui
commence au milieu du Kir
siècle,
se
termine
au
lendemain de la Première
Guerre
mondiale.
Elle
couvre ainsi une période
très longue, marquée par
des
mutations
radicales
dans le domaine de la construction navale et du grand négoce maritime. Le repérage des fonds
d'archives des grands ports français, et en particulier les rôles de bord, s'avéra très utile. Avec leur
puissance de travail et leur méthodologie toujours mieux affûtée, les Briot allaient exploiter comme
elles le méritent ces sources remarquablement précises, et reprendre de manière beaucoup plus
complète et « scientifique » l'histoire de l'armement et celle de chacun des 131 navires de la
compagnie Bordes.
Open Forum
Using AIS data to improve tanker management,
security
AIS-based vessel-tracking solutions that monitor and manage
tanker and workboat activities can significantly improve a
wide variety of maritime processes*.
Fully integrating AIS-based data (ie data derived from the VHF Automatic Identification System
transponder) into daily operations generates better visibility, which leads to better business decisions in
a variety of areas.
AIS-based vessel-tracking services that simply create ‘points on a map’ are insufficient for
comprehensive operational management and business intelligence initiatives. It is important for vessel
owners and operators to choose a solution that enables them to view, synthesize, analyse and make
decisions based on both real-time and historical information about any AIS-enabled vessel in any region
of interest.
AIS has been used for collision avoidance for many years. Since 2005, the IMO has required that all large
commercial vessels be required to transmit their ship identifiers and locations through standard AIS
transponders. AIS transmits more than 50 mill vessel location reports daily from the tens of thousands of
merchant ships that carry AIS Class ‘A’ equipment, worldwide.
This information is only useful, however, if it is relevant and organized in such a way that it can drive
comprehensive analysis and improve decision-making. This requires a system capable of consolidating all
information into a single command-and control display, including vessel data as well as real-time
weather conditions and distance calculations.
With everything accessible from one screen, users can streamline all of the many interrelated tasks
associated with monitoring vessel locations and in-transit traffic conditions. They can know precisely
when a ship arrives at a berth, or sea buoy, or the status of pilots or harbour tugs. Efficiently monitoring
AIS-based vessel transit details can significantly improve contract accountability related to the speed,
fuel consumption and transit routes of vessels.
A variety of AIS-based tracking functions can easily be automated. Systems can be set up to
automatically time stamp information about arrivals, departures and other vessel events. Efficiency and
productivity are further enhanced by defining customised filters, views and fleets and enabling users to
receive and share email and text-message alerts about fleet movements.
For
example,
the
PortVision
service
(www.portvision.com) enables user-defined
VesselZonesTM to be created, simplifying
vessel viewing, tracking and alerts, while streamlining and enhancing incident response when required.
The system can be configured to highlight only specific vessels of interest, or to view all AIS-enabled
vessels. It is also possible to create user-defined lists to track multiple fleets of any size, including
chartered vessels, workboats, tugs, and barges and to have the system alert users when vessels move in
or out of user-defined VesselZones. Finally, the system can also be used to display current status of all
selected in-bound vessels,calculate distances between selected points and estimate vessel arrival times.
Historical data
It is also important to consider the value of historical data when deploying an AIS-based business
intelligence system. Combining both real-time and historical AIS data in a single tracking solution
significantly increases the transparency of all waterway activities. This leads to better efficiency, reduced
costs, and increased safety and security. The inclusion of historical data enables users to maximise the
efficiency of contracted vessels and optimise resource planning while enhancing best practices. Historical
information also can also be used to verify demurrage claims and reduce the time required to produce
necessary documentation for supporting or disputing demurrage claims. Individual customers have
documented more than $1 mill in annual savings through the use of these features.
Tapping into the value of historical AIS data requires a comprehensive database. The PortVision service
currently captures over 40 mill vessel location reports daily and loads this information into a 15-billrecord database. This information is then made available to subscribers, who can play back scenarios and
generate reports as required.For even better visibility, small satellite tracking units can be used to
acquire tracking information about unmanned barges, buoys and other high-value assets, which can then
be combined with AIS vessel data to provide a more complete picture of vessel activities at sea, as well
as other traffic including unmanned barges and incident response equipment.
This aggregate information can be used for a variety of purposes, including validating ETAs, optimising
resource usage, improving market intelligence pertaining to tanker and barge availability and defending
against incident damage claims in federal courts. AIS vessel-tracking intelligence is increasingly used as
evidence in cases involving groundings, commercial disputes, collisions, allisions and other claims.
AIS-based business intelligence systems can, and should, incorporate other data, as well. Users can add
documents and other information for each vessel call. For instance, a user might wish to attach a cargo
manifest, or photographs of loaded cargo to one of the tankers that is being monitored. With a single
click of a button, it is possible to quickly access detailed information, current location and/or estimated
ETA, plus all historical data, supplementary information, and animated playback sequences for any
selected vessels and events.
Even as tanker owners and operators have adopted AIS data to improve business operations, the
government is now using it to protect tanker operation as part of initiatives to ensure the security of the
maritime domain. Tankers are particularly vulnerable to security threats, primarily because they tend to
move very large volumes of oil and gas through a small number of choke points. They are also at risk
when entering or leaving port and during periods when they are moored. The US must protect tankers
and all lawful private and public maritime activities against security threats from many sources, and a
powerful tool in this quest is the gathering and analysis of maritime domain awareness (MDA)
intelligence including AIS information.
In May 2010, the Department of Defense Executive Agent for Maritime Domain Awareness (DoD EAMDA)
announced that it would begin integrating a suite of capabilities to enable the sharing of non-classified
information, including AIS data, in support of building partnership capacities and theatre security cooperation.
EAMDA said these are critical elements to help ensure effective MDA and safeguard maritime security.
AIS intelligence enhances MDA initiatives by enabling users to focus on specific regions of concern and to
more closely monitor for specific, anomalous behaviour that might be indicative of an emerging threat
situation. In the aftermath of a security breach, historical playback capabilities can be used to analyse
the situation, modify MDA initiatives and identify best practices for pre-empting and/or mitigating
threats.
AIS-based vessel tracking will continue to evolve in functionality and usefulness well beyond the original
purpose of collision avoidance. What started as a regulatory collision-avoidance requirement is now
enabling tanker owners and operators to drive new efficiencies and business opportunities. By combining
real-time visualisation and historical information with comprehensive management tools, the latest AISbased vessel-tracking systems can be used for logistics support, scheduling, voyage management,
market intelligence, chartering support, and safety and security initiatives.
TO
*This article was written by Dean Rosenberg, CEO, PortVision.
Open Forum
Easing the seafarer’s burden
Attempts to reduce the amount of paperwork weighing down shipping have so far had limited
success, but a new survey of seafarers suggests there are good reasons why efforts should not be
abandoned. Dealing with the administrative burdens of both regulations and companies’ quality
management systems (QMS) can now occupy a fifth of an officer’s working day and put them in
danger of breaching working-time rules.
Some among the 800 Danish seafarers who took part in a survey entitled “From Craft to Control:
Danish Seafarers’ Perceptions of Administrative Burdens in The Maritime Sector” see
some administrative work as counter-productive, with safety, security and the environment
potentially at risk as paperwork-laden officers are unable to give them their full attention.
Seafarers in the Danish survey recognised the importance and necessity of some of the
administrative work they do, particularly when it involved safety and the environment. Other work
was also seen as routine and something in which they had become practised. As the survey’s
fictional but typical Master says, “It is not easy to put a finger on a single specific burden that
needs to be removed because the problem is more shipping company office staff (“Administrative
Burdens In Shipowners’ Offices”) were carried out on behalf of the Danish Maritime Authority
(DMA), a persistent advocate at the International Maritime Organization (IMO) for a reduction in
the administrative burdens created by regulations.
Among seafarers the two administrative burdens that cause most annoyance are complying with
the International Ship and Port Security (ISPS) Code and QMS. The first caused annoyance
because it was seen as ineffective and often unnecessary, with the requirement to post a 24-hour
security guard even in “safe” ports cited as a prime example. QMS work was said to be the most
time-consuming, with the need to document “correct behaviour” perceived to be more important
than “to follow through on environment-friendly or safe ship operations”, the report says. The
International Safety Management (ISM) Code, when implemented through a company’s QMS, was
also a source of annoyance as it had become “over-complicated” and had developed into a “control
regime” which left seafarers little scope for exercising their professional judgment and decisionmaking. “The system grows larger and larger and eventually becomes so incomprehensible that noone has an overview,” the report says.
The researchers did concede, however, that some companies - usually larger ones – had “userfriendly” systems that allowed seafarers to “work smart”, entering and updating data digitally. They
suggested that in online systems well-performing senior officers such as Masters and Chief
Engineers could be given authority to “co-develop and co-maintain” the QMS. Many of the
seafarers surveyed also felt they were ignored when new QMS procedures were introduced, that
they were the last link in the chain and had limited opportunities to provide feedback. This has led
to a feeling of alienation and the belief that new rules were “constructed in an office” far from the
reality of the seafarer.
There are, again, exceptions to this general criticism, with the report noting one company’s success
in reducing, with the active support of its seafarers, the number of its procedures from 4,500 to
fewer than 2,000. Another source of frustration was in the vetting that some charterers,
particularly oil companies, insist on before accepting a ship. Getting the paperwork right is seen as
crucial but this has developed, researchers were told, into a belief that the paperwork was more
important than the actual standards of the ship. “Inspection thereby becomes the ‘control of
control’, with a tendency to evaluate the quality of the control system rather than the quality of the
ship and crew,” the report says.
Again, frustration was voiced by seafarers over the lack of a standard format for some information
such as pre-arrival documents and at the continuing need for manual copies of data already held in
digitalised form to be produced and rubber-stamped. The parallel survey into how staff in Danish
shipping company offices perceive their administrative burdens found similar frustrations, although
the time spent on such work was on average lower than that at sea. Dealing with crewing issues
such as seafarers’ taxes and training and certification produced the highest levels of irritation
among shore staff, while keeping the QMS up-to-date and compliant with national and international
regulations with their variations in interpretation also rated highly. Some large companies even
have special units whose sole function is to analyse changing regulations and adapt them to the
QMS while trying to avoid increasing the administrative burden on seafarers. Smaller companies
without such resources risk the potentially costly consequences of failing to keep their QMS
constantly updated. The DMA has said it hopes to launch initiatives based on the two surveys in the
Autumn. Administrative requirements, the DMA added, could be changed or a common
understanding of their necessity and value created. If it could be established, the survey of
seafarers says, that an increase in administrative work results in a reduction in accidents, the
burdens would be seen in a more positive light. But, it adds, “Danish safety statistics do not seem
to indicate a strong relation between the two”. The survey and its findings suggest that companies
can do more to help reduce the burden on their seafarers, particularly if they are persuaded that
levels of efficiency are being impaired and that safety and the environment are jeopardised by time
wasted on dealing with cumbersome administration. Companies’ ability to reduce the burdens is
limited, however, by the need to stay compliant with regulations. In turn, regulators and those
responsible for the implementation and enforcement of rules have to tread a fine line between
being seen to be too hard or too soft. The IMO has already promised to review the ISPS Code and
last month agreed to establish a steering group to consider ways of reducing the regulatory
burden. At the same time, however, new regulations such as the Maritime Labour Convention are
poised to enter into force and threaten to increase rather than ease the burden. Source: BIMCO
News Nouvelles
Renegotiation of shipbuilding contracts: strategic
considerations
The
current
collapse
in
the
shipping
market
has
had
an
unprecedented
impact
across the full reach of the industry, says a leading Norwegian law firm.*
All segments of the freight and sale & purchase markets have plummeted to levels not seen since
the early eighties, while the market value of vessels has fallen precipitously; in many cases far
below the owners' debt.
This has been exacerbated by the fall in the oil price and the global economic downturn. The
former has affected field developments and the willingness, or ability of oil companies to pay for
new and existing projects. All this is happening when the capital markets are dead, with lenders
and creditors increasingly impatient and unforgiving.
The consequences for shipowners, charterers and shipyards have been defaults, cancellations,
restructuring of debt, bankruptcies, court protection (eg Chapter 11) and other ‘workout’ solutions.
In some cases, the only way to ensure that a contract remains viable for both parties is by
renegotiating its terms.
More than 500 vessels, or rigs are currently on order for Norwegian interests at a time when
shipyards and buyers are facing severe financial challenges. This article looks at some of these
challenges and discusses, from the buyer's perspective, some strategic considerations,- which may
be of use when renegotiating terms.
Parties in distress
The widespread impact of the downturn has affected both buyers and shipyards. Many buyers are
experiencing problems in funding the projects. Buyers, who entered into contracts without full
financing, are struggling to raise the outstanding funds. Others, who were fully financed when
entering into the contract, are now unable to satisfy drawdown criteria. Examples of which include
the buyer's obligation to secure post-delivery employment within a specified timeframe, or the
requirement that the value of the security (ie the vessel), does not fall below the specified level.
Buyers are increasingly exposed to counterparty risk in a market where many of the new or weaker
shipping companies are struggling to survive. A buyer, who intends to finance the purchase price
from the proceeds of an immediate re-sale, will find itself facing a significant exposure if the
contractual counterparty fails.
Shipyards are also experiencing problems and financial uncertainty. In many cases, the strong
order books of less than a year ago are now seriously depleted. The shipyard is therefore less able
to absorb losses resulting from poor contract pricing, management or performance. Problems with
performance are more likely to prove costly in a market where some buyers will gladly terminate if
given the chance.
For each party, the risk of the other failing may also be a concern. In the event that a buyer fails,
the shipyard, in the absence of adequate performance guarantees, may be left with no option but
to complete and re-sell the vessel on the open market at a significant loss. For complicated-project
specific vessels, the vessel may be worth no more than the sum of her parts, particularly where the
project in question has been shelved.
If a shipyard goes bankrupt, the buyer will usually look to claim on the refund guarantees.
Assuming these are sufficient (and issued by a financially strong refund guarantor) and that the
buyer will not face a significant liability for failing to deliver on a post-delivery contract, this
solution may not be wholly unwelcome. On the other hand, if the opposite is true, or the buyer
contracted on the basis of a continuous transfer of title, the situation is more complicated. The
buyer may be compelled to assert its rights to the vessel under construction against the
bankruptcy estate and other creditors. This is potentially very messy and likely to lead to unwanted
delay and disruption.
Renegotiation – strategy
There are many issues the parties may wish to renegotiate but the most common are the
construction and payment schedules. In this respect, the parties may be able to identify some
common ground. A simple example is where the shipyard is delayed in the construction schedule
and the buyer delayed in obtaining funds for an instalment. In this case, both parties would benefit
from a delay to the construction schedule, with corresponding delays to the payment of
instalments. In circumstances where the positions are not so balanced, the buyer may need to be
more creative.
As a starting point, the buyer should approach the renegotiations with a clear understanding as to
what is achievable and what it stands to lose if the negotiations fail. The buyer will require a good
grasp of its rights under the contract to establish the strength of its own position. It will also need
as much insight as is possible into the position of the shipyard; both in terms of performance and a
more general understanding of the shipyard's weak points and areas of exposure. If, for example,
the shipyard has a significant currency exposure, or a shortage of long-lead items, these may be
addressed as part of the overall solution.
On the performance side, the buyer should keep itself appraised of relevant market information
and look out for early warning signs that the shipyard is experiencing difficulties. Good
communication with the on-site team will be essential for this purpose. If they report a lack of cooperation, information or progress reporting from the shipyard, this may suggest that all is not
well.
Other indicators include conflict and/or lack of co-operation with the classification society, dubious
force majeure notifications, or change order requests and problems with subcontractors or
suppliers. If the shipyard reschedules capacity to give priority to other deliveries, this should set
alarm bells ringing for the risk of knock-on delays affecting the construction schedule.
If the buyer suspects that the shipyard is experiencing problems, it should consider strengthening
the on-site team. If a shipyard has insufficient resources, it is important to be on top of things at
the yard. Buyers that are continuously following up issues may be given priority. Also, if delays and
other problems develop into a dispute with the shipyard, good documentation of events leading to
this may prove decisive; either in determining the dispute or killing it off before it develops.
The issue of delay is illustrative of the benefits of understanding the shipyard's position. Under
most English law shipbuilding contracts, delay on the part of the shipyard will not give the buyer a
termination right until very late in the day; for example 180 days after the delivery date. (Note:
The position is different under Norwegian law, where a buyer may cancel according to the
Norwegian concept of anticipatory breach if it can show beyond reasonable doubt that the shipyard
will not complete construction before the cancelling date).
Strong position
This may not therefore seem like a powerful tool early in the construction process. Nevertheless, if
the shipyard is already suffering from significant delays in the construction, or with its other
ongoing projects, this termination right may place the buyer in a strong position. If there is little
prospect of completing the vessel within the 180 days, the shipyard may prefer to cut its losses.
In such circumstances, a buyer who wishes to extricate itself from the contract may be able to
achieve this by sticking to its original position instead of agreeing to the seemingly attractive
extension of the construction and payment schedule proposed by the shipyard. In the same way, a
shipyard who knows that a buyer will be delayed in making a payment, may be able to rely on
resulting permissible delay to bring the construction back on schedule. Of course, these may both
be considered high risk strategies depending on the remainder of the construction period in the
first instance and the length of delay in the second.
Where the goal is an eventual delivery, a more co-operative approach will generally prove more
effective. Even where the parties' positions are unbalanced, it may be possible to reach a creative
'win-win' solution on the basis that it is in neither party's interest for the other to fail. In
circumstances where the shipyard is experiencing problems, the negotiations may focus on
alleviating these to keep the shipyard alive so that it may complete the project. By way of
example, the buyer may agree to postpone delivery, or to accept an increase in the level of earlier
instalments, subject to suitable security.
Likewise, in circumstances where the shipyard is strong, it may be persuaded to contribute to the
solution to enable the buyer to continue to perform. Solutions may involve deferring payments,
reducing the price, granting credit or taking an equity participation in the vessel. In circumstances
where there is a series of vessels, early deliveries may be saved by reducing the price and
cancelling later deliveries. As a further alternative, the parties may agree to swap the vessel for a
smaller or more conventional design.
As a general rule, early dialogue is important so that issues may be addressed before they become
critical. Any proposal should be clear and convincing and presented as a package. Presenting a
viable solution will help to build trust and if the buyer is able to present the package as mutually
beneficial, the chances of success are greatly increased. In this respect, the buyer should make it
clear how the shipyard stands to gain from this solution, even if this is simply to point out how
much worse the alternative is. TO
*This article was written for TANKEROperator by Guy Leonard and Finn Bjørnstad, Wikborg Rein,
Norway
OPEN FORUM
Avoid the mad rush
On 11th April, leading navaids manufacturer and supplier Kelvin Hughes (KH)
began its campaign to ‘Make ECDIS Happen’ in the form of its first international ECDISPLUS
seminar, which was held in Singapore.
Attended by 130 shipowners, managers and members of the Asian maritime community including
representatives from AET Ship Management, Anglo Eastern, NYK and Thome, Russell Gould, KH
CEO said: “Over the past couple of years, the mandated carriage of ECDIS has enabled us to
devise yet another innovation to offer our customers, which leverages all aspects of our business,
providing a unique solution from a company with over 250 years experience serving the mariner.
That product is ECDISPLUS”.
Keynote Speaker Dr Parry Oei, chief hydrographer from the Maritime and Port Authority of
Singapore, opened the seminar with a presentation that looked at the long term advantages of
ECDIS and told the delegates ‘ECDIS and ENCs have taken us into a new era of navigation. ECDIS
is here to stay’.
Dr Oei went on to say that he believes that in terms of ECDIS, it is essential that shipmanagers,
owners and operators understand the training requirements and make the right choices when it
comes to choosing hardware and data suppliers.
That sentiment was echoed by Jason Scholey from UKHO who talked about the importance of
official data and agreed that ‘ECDIS is just the start’, adding that ECDIS ensures not just better
voyage management, but better fleet management.
Mark Broster from ECDIS training specialists ECDIS Ltd talked about the importance of current,
appropriate, relevant training with his presentation sparking a number of questions from the
audience, with many concerned about the implications of type-specific training and the growing
number of CBT courses available.
With standards of ECDIS training differing greatly across providers, Broster stressed the point that
ships’ personnel not appropriately trained face the risk of making poor decisions of an operational,
technical and safety-critical nature.
V Ships’ head of seafarer training Alasdair Ireland said that he was delighted to see KH taking
positive action on ECDIS and providing the answers to the questions he posed about the challenges
for shipowners and operators in the adoption of ECDIS and its widespread use.
Responding to the speakers, Steve Mariner, KH’s business development director talked about
ECDISPLUS and its unique capability in presenting one integrated solution, adding that ‘ECDIS is
about more than just the equipment’. To emphasise the point, he covered the updating of
navigational data, global service and training among other subjects.
Mariner summed up by telling the audience that in order to be effective, ECDIS needs to be
implemented as part of a complete solution. This sentiment was echoed by Clarence Khoh, general
manager Far East, KH Singapore, who said that in the ‘daily data challenge’ that faces a vessel, an
integrated solution that includes data, hardware and outfit management can reduce cost, workload
and risk.
Mariner stated; “This seminar is the start of a rolling campaign of events that will take the unique
ECDISPLUS solution around the world, the next being held in Greece in late September”.
At a recent meeting in KH’s Hainault UK headquarters. Gould said that KH now has a global service
network in place offering service, support and training. KH services 3,000 vessels and its electronic
chart update service offered by subsidiary ChartCo has 5,000 vessels signed up.
Mariner said that the market for ECDIS installation amounted to 50,000 vessels involving about
75,000 systems. In addition, around 150,000 plus navigating officers need training with the added
problem that the around 30 or so ECDIS manufacturers have different specifications. The number
of suppliers is still expected to grow, Mariner said.
A major danger with the ECDIS explosion is that it will be used as more of an information
database, rather than a passage planning navigating tool. “We have less capable people using
more sophisticated equipment,” he said. “ECDIS should be a solution not a piece of equipment.”
He welcomed the possibility of a performance standard being agreed at the IMO in due course. For
example, the question of should CBT type training be allowed for ECDIS must be addressed, he
thought. When re-training is needed then CBT could be an option, KH’s Spike Hughes said.
KH has a tie up with ECDIS Ltd for training purposes and has installed type specific equipment in
the training facilities at the Hampshire-based company’s headquarters, as well as in KH’s Singapore
office. “You should train on equipment that you are going to use,” Hughes said.
KH has its own training facilities in Hainault, which are used by service agents, vessels’ crew and
KH’s own staff. Company engineers were also able to try out new software on the models and all
service engineers worldwide regularly come to the centre. Training on an ECDIS can last from one
to three days, depending on the trainee’s familiarity with the system.
Also the question of flexible licensing should also be addressed and Hughes said that it was vital
that suppliers should help owners make decisions on what was needed.
However, paper charts will still be around for many years, he said.
Some 20,000 vessels may have an old ECDIS fitted, as in general a system will last for about
seven to 10 years. A few owners were opting for three systems instead of the mandatory two to
cover any system breakdowns. Hughes said that KH was hoping for around 20% of the market and
that a single ECDIS would cost between £5,000 and £10,000.
KH offers an outfit management service (OMS). The company’s Nigel Mellors explained that an
average vessel has £30,000 of data on board, which could include 2,000 charts and 200 books, all
of which need managing. There could also be around 2,500 chart corrections per month and
anywhere between 40 to 100 new publications released.
All the supplies can be bundled together using OMS. Each month, specific updates can be
downloaded for each specific vessel in a fleet. The service can manage 20,000 plus products on a
portal, giving the user a complete picture of what is going on 24/7. With 15-20 different suppliers
of charts and/or publications, this system gives an owner/operator/manager the flexibility of using
the service for one vessel, or the whole fleet.
For tankers and chemical tankers, a folio of charts and publications can be specifically designed for
their use.
Each KH customer has a dedicated service manager and a 24/7 help line. For example, the
company can organise the delivery of an ENC permit within 24 hours, or less.
KH thought that the industry was moving towards a pay-per-view type ENC operation. However, a
system would be needed to manage the control of the outfit placed on board a vessel in terms of
licensing. Driving this move was the fact that a vessel might only need certain ENCs for a short
period of time.
ChartCo’s sales and marketing manager Rory Davis warned that the lack of correct navigational
data on board a vessel would create an easy catch for Port State Control. New charts and
corrections used to be purely sent via Inmarsat satcoms, but today the Internet and email are also
used.
Real time updates and corrections are sent using the PassageManager system, both for paper and
electronic charts and port data can be added on 10,000 ports worldwide. Tidal data could be
available soon, which will include current movements.
Piracy data could also become an option as the IMB is working on an information system, which
has been under development for 12 months. Layers are currently being added.
Over 5,000 vessels currently subscribe to ChartCo and the system is also being used in
management offices ashore for seafarer training.
KH used SMM 2010 as a backdrop for the launch of its new ECDIS service - ECDISPLUS.
ECDISPLUS was developed by navigation specialists to provide a solution to the confusion
surrounding ECDIS. KH claimed that the service enabled customers to put together a bespoke
package with the added benefit of significant support, training and expertise.
The system is entirely flexible and meets the requirements of shipowners and operators both for
paperless operations and for those operating with paper charts and migrating to ECDIS with a
paper back-up.
At the launch of ECDISPLUS, KH’s own navigational data specialists revealed the full ECDISPLUS
package, which included ECDIS hardware supply and installation, initial official ENC chart data
supply, chart licence management and ChartCo updates.
They also revealed the power behind the new service: the ability to enable each customer to tailor
ECDISPLUS to their individual vessel or fleet requirements – from the supply of ECDIS hardware
through to the complete ECDIS data package, including ENCs and voyage management software.
As part of ECDISPLUS, KH’s new outfit management service (OMS) combines the initial supply of
data with the ongoing monitoring of vessel movements and changes to ENC coverage.
By using ECDISPLUS and OMS, shipowners can ensure that their chart data is always up-to-date
and that they are operating safely, KH said. Efficiency of the service is guaranteed, with operators
and owners being supplied with only the charts and data that their vessels require to operate.
As the industry moves towards the start of the ECDIS Mandate in 2012, ECDIS Training is an everpresent issue. ECDISPLUS enables customers to take advantage of IMO-approved training courses
available worldwide with an emphasis on practical, hands-on training and the ability to fit training
around individual crew schedules.
As with all KH products, ECDISPLUS allows customers to take advantage of extensive purchase and
after-sales support services from the company’s global network of navigational specialists.
Speaking before the SMM launch, Gould said: “Kelvin Hughes fully supports the IMO in the move
towards mandatory ECDIS, and we’re pleased to be able to launch ECDISPLUS at such an
important industry event.
“Through ECDISPLUS , Kelvin Hughes can provide every component needed to make ECDIS easy
and compliant and help customers make the journey from paper to electronic navigation. Kelvin
Hughes’ ECDISPLUS provides a single-point solution; one that we are confident will change the
infrastructure for navigational data and how it is used”.
TO
HISTORIEK HISTORIQUE
Enlevé le 16 janvier
2013
The greatest tea company the world has
ever seen
Nakeen, chests of tea, camphor, rare silks, cassis, cloves, pepper. A better way, better than the
overland route had to be found to move these rare Eastern treasures into the European market. A
sea route to the Indies was the only answer.
Prior to the rediscovery of a sea route (Ed. note:
Arabs traded with China long, long before Marco
Polo made his journey), an overland trip to China,
through lands of mystery and intrigue could easily
take three years. Starting at Constantinople, then
on to Kaffa on the Black Sea and Tana at the mouth
of the Don, trade routes extended eastward by way
of Astrakhan to Samarkand where the routes
branched: east to Yarkanel, Karakorum and on to
Cambalec, modern-day Peking or south from
Samarkand to Ghazni, on to Kandahar down the
Indus River to Diabuk and by coastal lugger to
Calcutta. It was a constant struggle against
mountains,
deserts,
storms
and
robbers.
Under the capable leadership of Prince Henry the
Navigator, Portugal colonized the Madeira and
Azores Islands and reached Cape Verde as early as
1447. Despite the advice of many Italian scholars and explorers that the proper way to India was
west across the Atlantic Ocean, Henry was insistent, pressing on with his exploration down the
coast of Africa. He knew that this was the way, and although he died before realizing the Indies sea
route, the momentum of his explorations sustained his dream. The Crown continued to give
charters for exploration down the African coast. The Congo River was discovered in 1484. Finally ,
Bartholomew Diaz, under the protection and charter of Portugal took the first giant step forward,
reaching the Cape of Good Hope in 1486, and sailing around the Cape to Angola Bay.
Then, in 1498, one of the great and sudden revolutions in geographic knowledge occurred the
opening by Vasco da Gama of the sea route around the Cape of Good Hope to India. Setting out in
June 1497, after a span of three months, he reached the Bay of St. Helena. He sailed around the
Cape of Good Hope in November, spent Christmas at Natal, then on to Malindi where he secured a
pilot. He next sailed directly across the India Ocean reaching Calcutta on May 18, 1498. Eleven
months port to port.
The speed and cheapness of the sea route and its relative security, assuming a certain amount of
naval protection, spelled doom to the ancient land route to Cathay and the fabulous Indies.
But it would be almost a hundred years before England would take serious advantage of this
monumental discovery. True, an occasional British ship would make the voyage to the Indies, but
not until certain merchants and shipowners finally realized what enormous profits were being made
by the Portuguese, French and Dutch in the Eastern sea trade, did they create their own British
trading company to eventually monopolize all the trade with the East Indies.
Thus it was in 1599 that a group who had in one way or another been engaged in trade throughout
Asia Minor, petitioned Queen Elizabeth I to charter the "Honorable East India Company." In 1600,
Elizabeth approved the petition and gave these merchants a monopoly on the Indian trade for 15
years. Under the original name of "The United Company of Merchant Venturers of England Trading
to the East Indies" or the "John Company," or as it ended up being most popularly called, "The East
India Company," this private venture was to develop into a gigantic corporation of immense
political power with its own army and navy.
The trade monopoly was obviously valuable in itself, but even more valuable was their exemption
from export duties and permission to take currency out of the country; a privilege ordinarily
prohibited to traders and
merchants.
The
corporation
was
empowered to make laws, to
export all kinds of goods, free
of duty, to export foreign coin
and
bullion,
to
inflict
punishment and to levy fines.
It started with a practical
monopoly of all the wealth to
be found by trade or discovery
between Cape Horn and the
Cape of Good Hope, including
all ports, islands and land
areas in Asia and Africa. The
company charter included the
right to maintain its own army,
cavalry and navy, to make war
or peace, and to coin its own
currency. The company was
also promised that neither the
queen nor her heirs would
grant
trading
licenses
anywhere
within
the
geographical limits covered by
the charter to any person without the approval of the company. The company was further granted
the privilege of making the first voyage without export duty and was also granted permission to
export annually £30,000 in bullion or coin.
The East India Company charter was so all-inclusive in its trading rights with the Indies, that
unauthorized intruders were liable to substantial fines or loss of their ships and cargo. The
company even went so far as to design its own flag to fly over the red ensign and its own coat-ofarms, the "Three Ships in Azure."
The company was structured with a governor answerable to a board of directors consisting of 24
merchants. The original concept of the company was to send to the Indies "six good ships and six
pynnaces" and "five hundred Mariners, Englishmen, to guide and sail." The original subscription
capital raised came to £72,000 and severely limited the company's ability to send away the six
ships as called for in the charter agreement. In fact, only four went on the first voyage. At a cost of
i45,000 to purchase the ships and outfit them for the 20-month trip, this legt only £27,000 for the
purchase of trade goods.
One must remember that, even though England observed a policy of neutrality during this period of
history, Elizabeth did not object in the least to the enterprises of Hawkins and Drake who
devastated Spanish shipping in the Gulf of Mexico and along the American Coast. Privateering was
a way of life, particularly for the British sailor. Spain and Portugal were bitter enemies of England,
and English ships preyed upon them whenever the opportunity presented itself. The reverse, of
course, was true and quite a good number of East Indiamen were lost to the Spanish and
Portuguese and later to the French, inflicting serious losses on the company.
So, the ships chartered by the "John Company" were really semi-naval vessels, well armed and
with crews well drilled in the art of naval warfare. The four ships that partook in the 1601-1603
expedition consisted of the 36-gun Red Dragon, 600 tons, the 24-gun Hector, 300 tons, the 24-gun
Ascension, 260 tons, the 24-gun Susan, 240 tons, and the supply ship Guest, 130 tons.
Four hundred and eighty men under the command of Admiral James Lancaster left Dartmouth,
England on April 20, 1601 with trade goods for the Indies, consisting of ironware such as scissors,
cutlery, lead and woolen goods. By September 9, 1601 the fleet had reached Table Bay
(Saldanha), and because of a serious outbreak of scurvy, laid over till October 29. On December 17
they arrived in Madagascar and again laid over for reasons of health and refitting till March 6,
1602. By June 5, 1602, they had reached Acheen on the northwest tip of Sumatra, 11,000 miles
from England.
On September 11, Lancaster, in the Red Dragon, left Acheen to do a little privateering. He captured
a Portuguese ship in the Straits of Malacca, carrying a large cargo of Calicoes. It was now back to
Acheen for a cargo of pepper and cinnamon. On November 9, 1602, Lancaster again sailed for
Bantam, on the Island of Java, sending the Ascension home to England in company with Susan.
Upon arrival at Bantam on December 16, 1602, a factory or trading post, as we know it, was set
up.
Of course, it wasn't really all that simple establishing a trading post. Edward Barlow, an ordinary
seaman in the 17th century, left a most remarkable journal of his voyages, experiences, and
travels, particularly in the East Indies. I would like to extract from this journal and give his brief,
but most vivid description of Bantam in 1672, 70 years after Lancaster established the first factory.
"And that night another of our men died. And the next day we arrived at Bantam Roads, having
had a long passage of six months and 24 days, having had many cross winds and having run in our
passage backwards; forwards and in one way another in miles from England.
"And coming to anchor in the Road there we found another English ship which had come from
Surat at `Pearcia.' which had goods in for us to carry to Japan and Toywan. And so preparing our
ship, and putting what goods and passengers we had for Bantam on shore, for we were not to stay
long there, the year being fast spent and lest it be too late to go to Japan to save our passage and
our ships being ready to take in goods, we had to load our ships and to get her ready to sail.
Working hard all day long, frying ourselves in the sun, it being extremely hot there, it lying so near
the equinoctial line.
"And when our days work was done, yet could we not take half the nights rest, for we were forced
to keep watch and stand sentry in three several places in the ship having muskets loaded for fear
of the laves,' the inhabitants of the island, which are used to running amuck as we call it." Barlow
further comments:
"(They) do eat a great deal of `ophium' or some other deadly drugs, making themselves as if they
were drunk or out of their senses, and take a `crease,' a weapon which they have about two feet
long, many of them being poisoned and no wound will heal which they make."
By February 20, 1603 Lancaster and the remainder of the fleet were ready for sea and the return
trip to England. They were off St. Helena on June 16, 1603, and arrived in the Thames on
September 11, 1603. The cost of establishing trade with the East Indies came high, 180 of the
original 480 complement died of disease or scurvy. But then the profits of the voyage were equally
high; 1,030,000 lbs. of pepper, just part of the total cargo, was landed. Pepper, vital for curing
meat, was selling on the London wholesale market at that time for 8 shillings per pound. Ultimately
the first and second voyages of the East India Company were so successful that the company
declared a 95% dividend to the shareholders. The "John Company" for many years to come was to
see huge profits.
In 1611 the ship Globe, the first East Indiaman to be built at the Blackwall Yards on the London
River, returned a profit of 218% to the company. The company adhered to a strict policy of
promotion by seniority. Captains were appointed to their ships, prior to launching, to insure the
proper supervision of their outfitting for sea. Midshipmen were appointed by the board of directors
and could be no younger than 13 nor older than 18, second mates 22, chief mates 23 and
commander/ captains at least 25 years old.
It wasn't at all uncommon that younger sons of nobility competed fiercely with those of the wealthy
merchant class for the honor and prestige of becoming officers in the "Merchant Service," as the
East India Company was often called.
The command of an East Indiaman was so valuable that it eventually became an established
practice that the sale of a command was the transferable property of the captain who had bought
it. Whenever he died or resigned, his heirs or he himself had the irrevocable right to sell his
command to the highest bidder. And why was this command so valuable? Certainly not for the
wages paid; a commander generally earned £ 10 a month. No, wages were not the key; it was
what we today call the "fringe benefits."
These benefits were so substantial that either command or a senior officer's birth on an East
Indiaman carried with it an almost certain guarantee of considerable wealth. The commander was
entitled to 56 tons of freight space for his own use on the .outward passage. He could simply sell
the space to merchants for typically @ 35 to £40 per ton or use the space for his own trade goods,
exclusive of metals, woolens and weapons. On the homeward-bound passage he was allowed 38
tons of freight space. The company laid down very specific rules on the allocation of "free freight
space" and the type of cargo that captain and crew could carry. For example, a commander, at one
period in time, was allowed to bring home from the Indies 9,336 lbs. of tea, while the ship's
carpenter was allowed 246 lbs. The chief mate was allowed eight tons of freight space out and
back, the second mate, six tons, each way, and right on down to the midshipmen who were
allocated one ton of space apiece. A commander could earn from £ 3500 to £ 4000 per voyage just
on his freight space alone. Furthermore, the captain was allowed to keep all passenger fares (less
the cost of victualling them). These fares were dependent upon one's station in life and selected
accommodations aboard and were as follows:
General Officers in the Company's Service £ 250
Colonels or Gentlemen of Council £ 200
Lt. Colonels, Majors, Merchants and Factors (Traders) £ 150
Captains £ 125
Cadets £ 95
Even further than that, the commanders owned the dunnage (material used to protect the cargo
while at sea) consisting of bamboo, rattan mats and wood planks. Sometimes, due to the wilyness
of the captain, it just so happened that rare woods such as satinwood and teak were used as the
dunnage. Upon returning from the voyage an enterprising captain was entitled to sell this dunnage
and pocket the money. £6,000 to £ 10,000 for a single voyage from all his various and sundry
sources was not an uncommon sum for a commander to pocket; a veritable fortune in those days.
The accounting of one Captain Innes of the East Indiaman Abercrombie Robinson is recorded
below, listing the income and "fringe benefits' accrued from his appointment averaged out over his
last three voyages, exclusive of any profits generated for the outward board and returning trade
cargo.
Eighteen months pay at £ 10 per month £ 180.00
56 tons privilege outward 224.00
From port to port at 30 rupees per candy (sic) 336.00
Homeward at £33 per ton 1848.00
Two-fifths tonnage from port to port, 478 @ 30 rupees per candy (sic) less charged by the Hon Coy
(sic) £2 per ton 1012.00
Dunnage 100.00
Passage money after allowing for the provisions and stores provided for the passengers . 1500.00
Total per voyage £6100.00
The company supplied the best ships that money could buy. Cleanliness on board bordered on the
fanatical. Every ship had its own surgeon who regularly inspected the entire ship and all the crew's
gear including chests and mess equipment, actually making the inspection wearing white gloves.
The regular routine of a day aboard a ship at sea went about as follows:
6:30 a.m. decks washed down and swabbed
7:00 a.m. hammocks piped up and stored
8:00 a.m.all hands to breakfast. After breakfast, it was the regular routine of the day, at the
rigging and the ship's work.
5:00 p.m. all decks were cleared up and the sails trimmed 8:00 " passengers and officers retired to
the cuddy cabin (dining room)
for the most important hour of
the day, grog time.
On Wednesday and Saturdays
the between decks were turned
out, washed and holystoned. On
Sunday there was full muster of
all hands, and a full inspection
by both the chief mate and the
surgeon was conducted. At all
times naval type discipline was
in effect. The board of governors
required the captain "to keep up
the worship of Almighty God
under the penalty of two
guineas for every omission not
satisfactorily accounted for in
the log book."
The company, literally, never
owned these ships. Although
they were called East Indiamen,
flew the company flag, and
made regular voyages, the ships
were actually built by the
individual directors and leased
back to the company for so
many voyages at so much a ton.
The company would then sell
the privilege of command to a
captain of the directors' choice, sometimes for as much as ten thousand pounds. Being a
monopoly, the company suffered many abuses, mostly internal, and the scheme for obtaining ships
was a prime example. The directors, in essence, sold their own ships to themselves at a handsome
profit. The one thing in their favor was that the quality of the ships was never compromised. Oak,
elm and teak were used throughout and everything copper fastened. Originally, the directors
privately contracted with independent ship builders for their ships, but with the costs being so high
(typically £40/ton) they were eventually forced into banding together and building their own ships.
It turned out to be a good idea since costs dropped to about £ 10/ton. In 1621 the company
employed over 500 ships' carpenters, caulkers, and joiners and 2,500 seamen. This team
supported over 10,000 tons of shipping. By 1772, the company had almost 40,000 tons on the
high seas and an additional 22,000 tons under construction.
With the idea in mind of circumventing the noxious tonnage taxation law, East Indiamen were built
bluff bowed, narrow, deep, flat sided and full bottomed. They turned out to be bad in a sea-way,
terribly slow and usually required enormous amounts of ballast just to prevent them from rolling
over. One typical East Indiaman carried 419 tons of general cargo and 80 tons of ballast. They
were in fact so slow, that they were later to be known as "Tea Waggons." Even as late as 1820, a
six to eight-month outward voyage to the Indies was considered a reasonable time; a far cry from
the incredible speed of the China Clippers that were soon to follow, such as Thermopylae, which
would cover the distance from London to Melbourne in 63 days!
However slow and clumsy, these ships were designed for comfort.
Every evening, regardless of how good the weather might be, the royals and all other sails were
taken in, even the royal yards were sent down to the deck. If there was the slightest hint that the
weather might turn foul during the night, the top gallant and main were taken in and a reef put in
the topsails. And comfort they certainly enjoyed. They carried enormous crews, even gunners and
carpenters had their own servants aboard, paid for by the company. The company established rules
for the minimum number of officers and men assigned to ships as follows:
750
to
800
tons
101
officers
and
men
900
110
"
1000
120
"
1100
125
1200
130
It is interesting to compare their figures with some of the latter-day crack tea clippers. The Cutty
Sark, 921 tons, sailing in the worst waters in the world, the roaring 40's, rarely carried a
complement of officers and men in excess of 24.
The cruise ship or party boat attitude was also reflected in the ship's menu.
A large quantity of wood and hardware was carried for the boatswain, gunner's and carpenter's
stores. We shouldn't overlook the fact that in addition to these tremendous stores, an East
Indiaman was a veritable floating farm yard carrying geese, hens and cocks, 50 or so sheep, a few
goats and calves (for veal), rabbits, pigs in the forecastle and a few milk cows between the
hatchways of the lower deck. One might think that there was hardly room for any trade cargo, but
sufficient trade goods were always carried to make for handsome profits. The outward trade goods
were pretty mundane, consisting generally of iron goods, machinery, lead and textiles, particularly
woolen goods. But the homeward bound cargo held all the allure of the mysterious East: aloe,
drugs, buffalo hides, bark for tanning, coffee, camphor, cotton, silk, dye, coral, ebony, greenginger, gum arabic, hemp, copper, chinaware, shells, myrrh, nutmeg, nux vomica, opium, pepper,
rice, redwood, shellac, sugar, saltpeter, sandlewood and both green and black tea.
The profits on these trade goods were astronomical. For example, there is on record a manifest
showing a lot of clove being purchased in Java for £2,948 and selling at the London docks for
£36,287. To further point out the profit leverage the company exercised, one East Indiaman
purchased £375,288 of Eastern products and sold them on their arrival in England for £2,044,600.
Prior to the formation of the East India Company, England was a coffee drinking nation, in fact, the
largest coffee consuming country in the world. Lloyds of London, as we know it today, originated in
Lloyd's coffee house in London, where merchants, shipowners and agents met regularly to transact
business over a steaming cup of brew made from the "little brown berry from Arabia." But
gradually, English merchants lost the lucrative coffee trade to the French and Dutch. The owners of
the East India Company attempted to transplant tea as the national beverage, a clever enough
business maneuver, since through their charter they held a virtual monopoly on the majority of tea
grown in the East.
In the very beginning of the Eastern trade, tea could only be procured from China. It was a very
precious thing "a treasure of the world." The English appeared to have been slow to appreciate its
commercial aspects. While the Dutch were busy promoting its introduction and sale on the
continent, and were selling it to London
coffee-house owners, the East India Company
was not even importing it.
It wasn't until 1668 that the company
instructed its agent at Bantam "to send home
100 lb. weight of the best tea that you can
get." The first importation of tea arrived in
the following year, two canisters weighing
143 lbs. 8 oz. This was followed in 1670 by
four lots each weighing 79 lbs. and it sold for
3s, 2d/lb. The East India Company had not
yet penetrated the China trade market and
tea was generally purchased at Bantam from
Chinese junks and at Surat from Portuguese
ships trading from Macao. The first direct
shipment of tea from Amoy didn't arrive in
London until 1689.
Although the East India Company owed its
birth and original prosperity to trade in
pepper, silks and spices, it was tea that
caused its greatest growth and development.
Strange then that just as tea was the cause
of the growth of the East India Company, tea
was also to effect the demise of this very same company.
By 1718 tea had started to displace silk and spices as the main staple of the China trade, and in
1721 the import duty on tea was removed and an excise tax on withdraw from bond replaced it.
This change in policy was followed by orders prohibiting the importation of tea from all parts of
Europe, thus making the East India Company monopoly complete. At this time it was estimated
that for every pound of tea legally consumed in England, two pounds were smuggled in.
Due to the tremendous promotional efforts on the part of the East India Company, tea caught the
public's imagination as a rare and mystical herb from far away Cathay and consumption in the
British
Isles
grew
at
an
astronomical
rate:
1705
1721
1766
800,000 lbs. 1,000,000 lbs. 6,000,000 lbs.
The merchants, however, found in the East India Company an unmanageable monster structured
to replenish the royal coffers by levying staggering duties on tea imports: 119% in 1784. And like
most monopolies, their inefficiencies and general dictatorial powers resulted in exceedingly high
prices. The merchants attempted to force the Government to give the company the three-years'
notice required by law to dissolve the monopoly. Although they failed this time, the way was paved
for another attack against the "John Company" in 1812. The directors of the company relied upon
"the wisdom of Parliament and the good sense of the nation in general" to resist these "rash and
violent innovations upon the system of the company." They further contended that free
"competition would be ruinous to the public interest; the cost of tea would be enhanced."
It wasn't too long until a general revolt against the highhanded methods of the company by the
30,000 wholesale and retail tea dealers in London followed. The consumers and their
representatives in Parliament were soon to act. Finally, public indignation against the East India
Company reached such a climax that in 1813 Parliament ended their trade monopoly in India.
The death knell of the famous East India Company finally came when an act of Parliament, in 1843,
dissolved the monopoly ending their trade stranglehold on China.
During its peak, the "Honorable East India Company" held a virtual monopoly on the tea trade with
China, employing nearly 4,000 men in its warehouses, and keeping more than 400 clerks to
transact the business of the greatest tea company that the world has ever seen. The business
office alone governed 14 warehouses controlling the supply imported into England and,
correspondingly, controling and fixing its price to merchant and consumer alike. Inventories in
excess of 50,000,000 lbs. of tea were not uncommon and as much as 1,200,000 lbs. were sold in a
single day. The company's fleet, whose inception dated back to the time of Elizabeth I, was ordered
broken up or sold. Those beautiful "Tea Wagons" so sturdily built commanded top prices when sold,
indicative of the quality of workmanship that went into them. The 18-year old Buckinghamshire,
1369 tons, sold for L 10,500. The Lowther Castle, 19 years old, 1408 tons, sold for L 13,950 and
the Minerva, 18 years old, one of the smaller East Indiamen, being 976 tons, sold for £ 1,800.
The East Indies and Cathay were finally open to all on a strictly competitive basis. The subjugation
of trade with half the globe, for over two centuries, had come to an end.
Still, with all its faults, the East India Company remains in history as the most amazingly powerful
trading company the world has ever known.
Boeken Livres
Surviving A Piracy Attack – What you need to know!
Over the past year much advice has been issued to
seafarers, but “Surviving a Piracy Attack – what you
need to know!” takes this further, providing
information in three separate sections: before,
during and after an attack.
“Before” assesses how best to avoid attack, including
routing and transit information. The next section,
“During” looks at how to defend a vessel – including
advice on using the ship as a defensive weapon, and
also how to best organise and manage the defence.
If the worst does happen, and the vessel is taken –
the guide features advice on how to cope with
captivity and how to remain clearheaded and calm.
There is also a translation section to help seafarers
communicate with their captors.
Once the pirates leave, the trouble is not necessarily
over. The “After” section provides advice on getting
the vessel safely away from the trouble zone – and
also covers aftercare of personnel, with advice on
post traumatic stress disorder and how to “close out” the incident, to ensure lessons are learned,
and ensure that those who have suffered can best move on after their ordeal.
This is not a guide about piracy – it is a manual to help keep people alive and in a positive mental
state if they are unfortunate enough to suffer a pirate attack and find themselves in a hostage
situation.
“Surviving A Piracy Attack – what you need to know!” by Steven Jones ISBN 978-0-9556513-9-7
Published by Shiptalk Publishing Price: £12.99
OPEN FORUM
How IMO effectively tripled ship-borne CO2 emissions
Sometimes we forget what we are trying to do. What’s the real goal in reducing
CO2 emissions? The answer is reducing, or halting global warming.
Reducing CO2 is only a means to that end*.
The Second IMO GHG Study (GHG2) has a very important but little noticed chapter entitled Climate
Impact.1 It’s really the only place in this seminal study which talks about the real goal.
The chapter points out that as of 2007, ship emissions were cooling the planet. This conclusion was the
result of the negative radiative forcing of the aerosols in ship emissions — mainly SO2 which oxidises to
the aerosol, sulfate (SO4) — dominating the positive radiative forcing of the CO2 in ship emissions.
Radiative forcing (RF) is an attempt to quantify the impact of a particular pollutant on the earth’s heat
balance by estimating its equivalent in additional energy per second hitting the earth’s atmosphere. The
units are watts per metre squared (W/m2). It’s not easy to do, but Chapter 8 makes a pretty good
attempt, based on what we knew in 2009.
GHG2 finds that as of 2007, the net effect of shipborne emissions was equivalent to a - 0.072 W/m2.
This perhaps surprising result is generated mainly by the strong cooling effect of SO2.
Vessels emit only about 2% as much SO2 as CO2, yet the cumulative emissions of SO2 have a current
RF of -0.097 W/m2, while those of CO2 have a current RF of +0.049 W/m2. Up to now, a tonne of SO2 is
very roughly a 100 times more effective cooling agent than a tonne of C02 is a heating agent.
Caveats
As GHG2 points out, we need to add all sorts of caveats to this finding, for example 1.
2.
3.
The RF numbers are subject to large errors and uncertainties, especially the indirect (cloud) effect of
aerosols such as SO4.
The residence times in the atmosphere of aerosols is enormously different than that of CO2. For
example, sulphates have a half-life in the atmosphere of about 10 days, while CO2 has a half-life
measured in centuries. GHG2 points out that, if we stopped producing anything from ships today, the
effect of the aerosols we’ve already put into the atmosphere would die out much sooner than the CO2,
and
the
net
RF
from
this
past
pollution
would
turn
positive
around
2050.
To put it another way, if we did nothing about any of S, CO2 or NOx, the long term build up of CO2 will
eventually dominate and the net RF will turn positive in 350 years. The fact that shipping emissions
are currently cooling on net is not an excuse for not doing anything about CO2.
The difference in residence times also creates spatial differences in the net RF. CO2 lasts so long it can
be regarded as being pretty evenly spread all over the globe. Aerosols are concentrated in the region
where they are produced, which in the case of shipping is focused in the mid to low northern latitudes.
GHG2 estimates that as a result the net effect from shipping is a positive RF at the poles, which turns
negative at about +/-60 deg and has a minimum of an impressive - 0.23 W/m2 at about 28 deg N.
Despite all the caveats, we can be quite confident that in 2007, ship emissions were on net a cooling
factor for the planet. Very recently, James Hansen has argued compellingly that the indirect (cloud)
effect
is
at
the
upper
end
of
the
numbers
used
by
GHG3
or
higher.4
Furthermore, point 2 can be turned around to say, if we reduce SO2 and NOx emissions, we will see the
heating impact much sooner than the cooling effect if we were to reduce CO2. Finally, point 3 can be
read to mean that shipping is heating up the Arctic and Antarctic slightly, but strongly cooling the
northern hemisphere hurricane belt.
So what have we done?
1.
Imposed strict restrictions on NOx. As of 2011, for all sizeable engines NOx emissions had to be
reduced by about 20%, which forces about a 2% increase in CO2 and prevents further improvements
2.
3.
in CO2 efficiency when better materials allow higher peak temperatures. In 2016, NOx is supposed to
be reduced by a factor of five in the Emissions Control Areas, which include pretty much all the heavily
traveled coastlines in the northern hemisphere out to about 200 miles. In reducing NOx we have both
reduced cooling and increased heating.
Virtually banned SO2 emissions. Under present IMO regulations, the maximum allowable sulphur in
bunker fuel oil will drop from 4.5% in 2007 (really no limit) to 0.5% in 2020. We will lose essentially
all
the
-0.1
W/m2
from
sulphur.
In the near term, this is roughly equivalent to tripling shipborne CO2 emissions in little more than a
decade. Thanks to the thermal inertia of the planet, it will take a while for this loss to show up in
global temperatures. But if we go out 50 years, this loss of cooling will result in about a 0.05 deg C
increase in global mean temperature.5 A twentieth of a degree might not seem like a lot, but Hansen
et al argue that it will result in a one meter rise in sea level.6
And we generated a substantial increase in refinery CO2 emissions. For a medium quality crude such
as Urals, Stockle and Knight estimate going from 4.5%S to a mix of 3.5% and 1.5%S fuel oil, will
increase CO2 emissions for a 200,000 barrels per day refinery from about 4,000 tonnes per day to
about 5,000 tonnes per day, or from about 0.8 tonnes CO2/per tonne of BFO to about 1.7.
Since combustion of a tonne of fuel generates about 3.1 tonnes of CO2, a 0.2 tonne per tonne increase
at the refinery is equivalent to about a 7% increase overall. However, 0.5%S will be much tougher. In
fact, it is not at all clear we can feasibly convert all residuals to low sulphur fuel.
Meanwhile, we have done nothing about CO2, except propose an unsafe, absurdly inefficient, and nearly
totally ineffective index called EEDI.8 The problem is that it is relatively easy to reduce SO2, and easier
to reduce NOx than CO2. So that’s what we do.
There are good reasons to be concerned about NOx and SO2 other than global warming. NOx is the key
factor in smog and smog is not good for human health, certainly not in concentrated form. SO2 produces
acidification of forests can change the biological make-up of fresh water lakes and has its own health
effects.
CTX is not saying we should forget about these impacts. They must be considered, but also we must
consider and think rationally about the cooling benefits of these emissions.
Vessels have an interesting and nearly unique property when they are regarded as aerosol injectors:
they can inject their aerosols a long way from population centres.
NOx for example has a half-life in the atmosphere of about a day.
If a vessel is more than a couple of days upwind of a population centre, the smog cost of the pollution is
near zero; but we still get the full cooling benefit. Sulphur’s a little tougher but still there are large areas
of the ocean where SO2 emissions will have little societal impact in terms of acidification, etc, but we still
get the full cooling benefit, that is, 100 to possibly 160 tonnes worth of CO2 for every tone of SO2.
In the past, we have legislated each form of pollution separately. A rational approach would consider
them together, and synchronise the reductions. If we monitored stack gas emissions, as suggested in
Direct Taxation of Stack CO2 Emissions, we could develop ship location dependent regulation, which
takes into account the relationship between the pollutants.
What we are doing now is just about the worst possible approach to global warming. TO
*This is an extract from a paper written by Jack Devanney of the Center for Tankship Excellence. He can
be contacted on - [email protected]
References
1 Marintek et al, Second IMO GHG Study, 2009-04-09, MEPC 59/24/Add.1, Annex 14, Chapter 8.
2 The other major shipborne pollutant NOx also has a net negative RF. Ships put out about 0.5% as
much NOx as CO2, but that relatively small amount of material both creates ozone with a positive RF of
+0.026 W/m2 and reduces the powerful greenhouse gas methane with a negative RF of -0.033 W/m2.
The net effect of -0.007 W/m2 is an order of magnitude smaller than SO2 and CO2 but not negligible. Up
to now, a tonne of NOx is about a 28 times more effective cooling agent than a tonne of CO2 is a heating
agent.
3 Fuglestvedt et al, Shipping Emissions from Cooling to Warming of Climate, Environmental Science and
Technology, Vol 43, No 24, 2009.
4 Hansen, J, et al, Earth’s Energy Imbalance and Implications. Hansen is the man who called the world’s
attention to global warming.
5 Fuglestvedt et al, Shipping Emissions from Cooling to Warming of Climate, Environmental Science and
Technology, Vol 43, No 24, 2009., Figure 2.
6 Hansen, ibid, p 14.
7 Stockle and Knight, Impact of low sulphur bunkers on refineries, PTQ Catalysis, 2009, p 27-31. IPIECA
came up with similar figures for additional refinery CO2, plus a $38 bill additional capital cost for EU
refineries alone. See Global environmental impact and marine fuel supply impact of proposed options to
revise Marpol Annex VI, BLG 11/5/14, 2007-02-09. These dollars represent real resources and of course
more emissions in the manufacturing and construction process.
8 Devanney, J, EEDI Absurdities Center for Tankship Excellence, 2011. Devanney, J, EEDI Won’t Work
Center for Tankship Excellence, 2010.

The Vision of... Jan Fransen, managing director of Green Award

Transcription

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