Designation of coordinator surface search and his responsibilities
If rescue units (including warships) are not available to assume the duties of an on-scene commander but a number of merchant vessels or other vessels are participating in the search and rescue operations, one of them should be designated by mutual agreement as co-ordinator surface search.
The co-ordinator surface search should be designated as early as practicable and preferably before arrival within the specified search area.
The co-ordinator surface search should be responsible for as many of the tasks listed in paragraphs 5.7.4 and 5.7.5 as the vessel is capable of performing.
Initial action
Any unit receiving information of a distress incident shall take whatever immediate action to assist as is within its capability or shall alert other units which might be able to assist and shall notify the rescue co-ordination centre or rescue sub-centre in whose area the incident has occurred.
Search areas
Search areas determined may be altered as appropriate by the on-scene commander or the co-ordinator surface search, who should notify the rescue co-ordination centre or rescue sub-centre of his action and his reasons for doing so.
Search patterns
Search patterns designated may be changed to other patterns if considered necessary by the on-scene commander or the co-ordinator surface search, who should notify the rescue co-ordination centre or rescue sub-centre of his action and his reasons for doing so.
Search successful
When the search has been successful the on-scene commander or the co-ordinator surface search should direct the most suitably equipped units to conduct the rescue or to provide other necessary assistance.
Where appropriate the units conducting the rescue should notify the on-scene commander or the co-ordinator surface search of the number and names of survivors aboard, whether all personnel have been accounted for and whether additional assistance is required, for example, medical evacuations, and the destination of the units.
The on-scene commander or the co-ordinator surface search should immediately notify the rescue co-ordination centre or rescue sub-centre when the search has been successful.
Search unsuccessful
The search should only be terminated when there is no longer any reasonable hope of rescuing survivors.
The rescue co-ordination centre or rescue sub-centre co-ordinating the search and rescue operations should normally be responsible for terminating the search.
In remote ocean areas not under the responsibility of a rescue co-ordination centre or where the responsible centre is not in a position to co-ordinate the search and rescue operations, the on-scene commander or the co-ordinator surface search may take responsibility for terminating the search.
Concluded
STCW: Philippines Maps Out Implementation Strategy
The Philippine Department of Labor and Employment (DOLE) has begun efforts that will lead to an early implementation of the amendments to the Standards of Training, Certification, and Watchkeeping (STCW) Convention and the STCW Code to sustain the Filipino seafarers’ competitiveness and employability in the global seafaring industry.
The amendments, known as the Manila Amendments, were adopted during the International Maritime Organization (IMO) Diplomatic Conference which the Philippines hosted from 21-25 June 2010.
In a press release, Labor and Employment Secretary Rosalinda Dimapilis-Baldoz said that the Maritime Training Council (MTC), a DOLE attached agency, is already conducting a thorough review of existing national maritime regulations and issuances to ensure compliance with the amendments.
“The evaluation is being done in coordination with DOLE partners both in the government and private the private sector,” Baldoz said.
“The MTC this year will likewise conduct extensive and comprehensive information dissemination to all sectors of the Philippine maritime industry on the implications of the said amendments,” Baldoz said.
The MTC has vowed to implement the amendments prior to its entry into force on o1 January 2012 and its full enforcement in January 2017.
The Manila Amendments have been adopted to ensure that the necessary global standards will be in place to train and certify seafarers to operate any modern, technologically-advanced ships.
Among the Manila Amendments adopted are a number of important changes, including:
(1) Improved measures to prevent fraudulent practices associated with certificates of competency and strengthened evaluation process of monitoring the parties’ compliance with the Convention;
(2) Revised requirements on hours of work and rest and new requirements for the prevention of drug and alcohol abuse, as well as updated standards relating to medical fitness standards for seafarers;
(3) New requirements for marine environment awareness training and training in leadership and teamwork;
(4) New certification requirements for able seafarers;
(5) New requirements relating to training in modern technology, such as electronic charts and information systems (ECDIS);
(6) New training and certification requirements for electro-technical officers;
(7) Updating of competence requirements for personnel serving on board all types of tankers, including new requirements for personnel serving on liquefied gas tankers;
(8) New requirements for security training, as well as provisions to ensure that seafarers are properly trained to cope if their ship comes under attack by pirates;
(9) Introduction of modern training methodology including distance learning and web-based learning;
(10) New training guidance for personnel serving on board ships operating in polar waters; and
(11) New training guidance for personnel operating Dynamic Positioning Systems.
The Philippines continues to be the top provider of sea-based workers to the world. The Philippine Overseas Employment Administration (POEA) estimated that 25 percent of the country’s total annual worker deployments are sea-based workers.
ITF, Asian Shipowners On War Path Over Wages
The Federation of Asian Shipowners’ Associations (FASA) has opposed the decision by the International Transport Workers’ Federation (ITF) to establish a minimum wage for non-domiciled seafarers employed on national flag vessels.
In a recent general membership meeting, FASA viewed this initiative as a strong attempt by the ITF to unilaterally dictate a minimum wage scale, according to the Manila Bulletin.
“The underlying intention of this move by the ITF is also viewed as an attempt to force an increase in the International Labour Organisation minimum basic wage rate for Able Seaman,” said FASA in a statement.
FASA declared that any wage increases will put endanger the financial strength of the shipping industry
“As the shipping industry has not fully recovered from the impact of the recent global financial fallout, and in light of a potential surge in crude oil prices, FASA was strongly against any move to enter into any direct negotiation with the ITF on any future increase in the ILO Minimum wage rate.”
SHIPTALK: A GLOSSARY OF SHIPPING AND MARITIME TERMS
MASTER: The officer in charge of the ship. "Captain" is a courtesy title often given to a master.
PALLET: A short wooden, metal or plastic platform on which package cargo is placed and then handled by a forklift truck.
PIER: A structure which just out into a waterway from the shore, for mooring vessels and cargo handling. It is sometimes called a finger pier.
LASH: These 900-foot-long ships carry small barges inside the vessel. LASH stands for Lighter Aboard Ship. Just as cargo is transported by barge from the shallower parts of the Mississippi River to the Port of New Orleans for export aboard ocean-going ships, LASH barges are lifted into these unusual ships. Overseas, the ship can discharge clusters of barges in the open waters. Then several towboats will assemble the barges into tows bound for various ports and inland waterways, without the ship having to spend time traveling to each port.
LONGSHOREMEN: Dock workers who load and unload ships, or perform administrative tasks associated with the loading or unloading of cargo. They may or may not be members of labor unions. Longshore gangs are hired by stevedoring firms to work the ships. Longshoremen are also called stevedores.
BOW THRUSTERS – A propeller at the lower sea-covered part of the bow of the ship, which turns at right angles to the fore-and-aft line and thus provides transverse thrust as a manoeuvring aid.
BUOY – A floating object marking the navigable limits of channels, sunken dangers, isolated rocks, telegraph cables etc.
DOUBLE BOTTOM – General term for all watertight spaces contained between the outside bottom plating, the tank top and the margin plate. The double bottoms are sub-divided into a number of separate tanks which may contain boiler feed water, drinking water, fuel oil, ballast, etc., they are now becoming common on all tankers.
FORECASTLE – The raised part of the forward end of a ship’s hull, taking its name from the days of sailing ships where the forecastle was effectively a ‘castle’ on the ship’s prow used for defending the ship. On some ships this area may be used for crew accommodation or quarters but on most new ships the space is used for the storage of paints, tackle, deck and engine stores, tarpaulins, etc.
LAID-UP – Ships not in active service; a ship which is out of commission for fitting out, awaiting better markets, needing work for classification, etc.
WEEKLY PIRACY REPORT
16.01.2011:
1450 UTC: Posn: 12:30N – 061:05E, around 385nm east of Socotra Island, (Off Somalia).
Six pirates armed with ladder and RPG chased and fired RPG at the tanker. Tanker made evasive manoeuvres and enforced preventive anti piracy measures and evaded the hijack. Later, the skiff disappeared and tanker continued passage.
17.01.2011:
1330 UTC: Posn: 17:02N – 061:33E, Around 420nm east of Salalah, Oman (Off Somalia).
Five pirates in a white hulled skiff chased and fired upon a container ship underway. Master increased speed and carried out evasive manoeuvres. The pirates aborted the chase after about one hour.
17.01.2011:
0641 UTC: Posn: 13:17N – 061:42E, around 415nm east of Socotra Island, (Off Somalia).
Six pirates armed with guns and RPG in a skiff chased, fired upon and boarded a bulk carrier underway. They took hostage 24 crewmembers and hijacked the ship.
17.01.2011:
1700 UTC: Posn: 18:36N – 064:22E, around 370nm east of Oman,(Off Somalia).
A bulk carrier was reported hijacked by pirates.
18.01.2011:
1130 UTC: Posn: 19:24.8N – 058:54.2E, around 60nm east of Oman (Off Somalia).
Pirates in three skiffs chased and fired upon a bulk carrier underway and attempted to board the vessel. Effective anti piracy measures resulted in the vessel evading hijack.
19.01.2011:
2155 UTC: Posn: 20:16N – 064:29E, Around 320nm east of Oman, (Off Somalia).
Pirates in a skiff armed with automatic weapons chased, fired upon and attempted to board a tanker underway. The tanker increased speed and made evasive manoeuvres resulting in the pirates aborting the attempt.
19.01.2011:
0100 LT: Puerto Limon roads, Costa Rica.
Several robbers in a speed boat boarded a container ship at anchor. Duty AB noticed the robbers and reported to DO who raised alarm and crew mustered. Upon hearing the alarm the robbers escaped empty handed.
19.01.2011:
0453 UTC: Posn: 13:28N – 065:06E, around 620nm east of Socotra, (Off Somalia).
Three skiffs with four pirates in each skiff armed with guns and RPG chased and fired upon a vehicle carrier underway with intent to hijack. Ship increased speed and took evasive manoeuvres and managed to evade the hijack.
India Calls For Ban On ‘Over- aged’ Ships
The Indian Shipping Ministry has called for a ban on all ships over 25 years in Indian ports, as a result of the collision involving the MSC CHITRA and a bulker KHALIJIA III outside Kawaharla Nehru Port (Mumbai) in August last year.
Resulting from the collision, during which MSC Chitra capsized, over 250 containers were lost overboard, leading to the closure of the port for a number of days. MSC Chitra was built in 1980 and was due for scrapping, according to reports. A member of the Indian Shipping Ministry which conducted a report into the collision, Captain PVK Mohan is reported as saying that the age of the MSC Chitra and communication problems were responsible for the closing of the port. His committee made 18 suggestions arising from the enquiry, which included a call for a ban on ships of more than 25 years.
In other reports the cause of the collision has been levelled at the Khalijia, not the MSC Chitra.
USA Blacklists 20 Hong Kong Shipping Companies
The United States has blacklisted 20 Hong Kong-based shipping companies for trading with the state-owned Islamic Republic of Iran Shipping Lines (IRISL) or its front companies, in contravention of US laws that are aimed at preventing Iran from furthering its nuclear capability.
The 20 Hong Kong companies form part of 26 companies internationally that have been placed on the US ban list. Four of the companies are registered in the Isle of Man and two are Tehran-based Aerospace Industries Organisation affiliates. The US decree prevents US citizens from doing any business with the banned companies or their affiliates which are accused of failing to uphold UN sanctions against Iran.
In an attempt to overcome the sanctions, IRISL in 2008 began registering its ships outside of Iran, notably in Hong Kong. The Hong Kong government says it will make the relevant subsidiary legislation to designate entities subject to financial sanctions as decided by the UN Security Council (UNSC) and that it would continue to exercise vigilance in enforcing its local legislation to effectively implement the UNSC sanctions against Iran.
PIRACY AS STRICTLY BUSINESS!
• The Two Classes of Pirates
The Somali pirates we see pictures of are just a rag-tag bunch of Fagin’s young men with weapons charging across the water, often high on khat.
But look past that and behind them is a very well structured, well-organized business plan that would impress any Wall-street firm.
Investors and suppliers provide money and equipment to run the operation. A gang leader then oversees, pirate action groups, the onboard commander, the accountant, a logistics manager… there is even a chef and a sous-chef.
According to a UN report, pirates are divided into class A and class B.
Class A are the men who actually crew the mother ships (larger ships at sea where pirates sit and wait for their victims). These men also attack skiffs and carry out the attacks. This group will typically consist of fishermen, who know how to operate at sea.
Fighters are former militiamen or young guys who have fought for years in clan wars and civil war. These guys will perform the actual boarding of the ship which is the most dangerous part of the operation.
There are financial benefits for anyone who gets on board first, and penalties for breaking the strict rules like hurting hostages or damaging the vessel for example. There are also technical specialists in this group, pirates with expertise in GPS, AIS, radios.
Class B pirates are the guards, usually older men who don’t do much fighting. Negotiators fall into this class, as well even though they are not usually even in Somalia. Interpreters, boat builders, suppliers also come under this.
When the ransom money comes in – and it can range from two to four million dollars in cash – the first payment goes to the class A pirates and shareholders.
Fighters are often paid in credit when the hijacked ship arrives to moor off the Somali coast.
Class B guys are part of the operating costs. Financiers and investors get a 30 percent return on their initial investments! Town elders usually get anywhere between 5-10 percent in mooring costs.
There is a whole industry that has sprung up in pirate towns. People are needed to maintain the boats, provide the prostitutes, booze and drugs for pirates coming back with a hijacked ship, food, fuel, accommodation. Everything. Pirate towns are booming.
It’s big money. I mean think of being a young Somali man today. You don’t have much hope of a decent livelihood. Piracy offers big bucks.
Nigerian Merchant Navy Officers Commend Navy For Arresting Fake Commodore
The Nigerian Merchant Officers and Water Transport Senior Staff Association has commended the Nigerian Navy for last week’s arrest of a fake Commodore and nine others, for allegedly operating an illegal merchant navy academy at Iperu, Remo in Ogun State.
National President of the association, Capt Thomas Kemewerigha told our corespondnet last week that the arrest of the master mariner who calls himself Commodore, Aderemu Latinwo was long overdue, even as he attributed the illegal spread fake nautical institutions to activities of people like Latinwo.
“We have been expecting this for a long time, at a point, it appeared like the proprietors of these mushroom maritime academies are above the law’, he pointed out even as he appealed to the law enforcement agencies to scout for more of such in situations which according to him , are being used to deceive young Nigerians with promises of lucrative but non-existing nautical jobs.
The suspects who were arrested by the navy were reportedly adorned in Nigerian Navy uniform and were said to be giving unsuspecting Nigerian youths military training, including the use of fire arms.
Other suspects were mostly the lecturers of the school, which the Navy claimed had been in operation for years; and had many graduates to show for it.
The Flag Officer Commanding , Western Naval Command, Rear Admiral Emmanuel Ogbor, accused Aderemi Latinwo who is the proprietor of the school, of parading himself as a Commodore in the school adding that Latinwo, had never been in the Nigerian Navy and was never a retired naval officer.
Ogbor said that the academy, The Nigerian Merchant Navy Academy, is not an approved institution. He added that the only institution that trains merchant navy in the country is Maritime Academy of Nigeria, Oron, under the supervision of the Federal Ministry of Transport.
He stated that the academy did not have any legal backing to operate and that it was neither registered with the Corporate Affairs Commission nor approved by the Ministry of Transport.
Ogbor said, “This so-called school has been recruiting jobless Nigerians with futile mouth-watering promises of securing jobs for them.
“The naive trainees are also made to believe that they are guaranteed the sole responsibility of securing petroleum pipelines across the country.
“This group often deceives would-be recruits that it has affiliation with Nigerian Navy and the Maritime Academy of Nigeria, Oron, as their uniforms resemble naval uniforms and accoutrements.”
Ogbor asserted that Latinwo’s impersonation, especially his mode of dressing, which was similar to the naval uniform, was causing a big embarrassment to the Nigerian Navy.
“The nefarious activities of these so-called seafarers, if not nipped in the bud, would continue to constitute serious security problems in the country. Once the products of this training programme cannot secure jobs, they might become ready tools to be used as thugs, armed robbers, assassins and possibly, militants.”
But Latinwo denied the allegation, saying that the school was registered by the CAC. He said he studied in England and had about 40 years of experience at sea and as a master mariner. He said the uniforms were what is generally used by mariners and not naval uniform.
He stated that the uniforms could be differentiated from that of the navy by looking closely at the diamond on their insignia, which represents blue sea.
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