Food Importers Shift From Dry Bulk Ships to Containers
Food importers in Asia are switching from dry bulk cargo ships to container vessels, which normally carry goods such as toys and TVs, as they offer a way to import smaller amounts and can be cheaper per ton.
The global transport of agricultural commodities traditionally has taken place on carriers brimming with 60,000 to 70,000 tons of a single cargo such as corn or sugar.
But the market is changing as ships seek to fill empty containers after unloading consumer goods in Western countries and offer competitive rates for commodities going back to Asia, the world's manufacturing hub.
At the same time, Asian import demand for animal feed grains is increasing as rising incomes trigger a move away from the traditional rice-based diet into more meat and dairy products, providing more opportunities for smaller importers.
While buying in bulk can sometimes be economical, it also can put pressure on an importer's working capital. A standard 20-foot shipping container holds only around 20 tonnes of grain.
Sent by Eng. Frank Marmol:
(Bloomberg) — China Shipping Container Lines Co., the country’s second-biggest shipping company, ordered the world’s biggest container ship, taking over the title from A. P. Moeller-Maersk A/S.
Hyundai Heavy Industries Co. will build five vessels each capable of carrying 18,400 20-foot containers for $700 million for China Shipping, the Ulsan, South Korea-based company said in an e-mailed statement today. Delivery will start in the second half of 2014.
Shipping lines, including Maersk and Evergreen Group, are adding bigger vessels that burn less fuel and have lower emissions to reduce costs. Maersk next month will take delivery of the world’s biggest container ship, which can carry 18,000 boxes, from Daewoo Shipbuilding and Marine Engineering Co.
The ships Hyundai Heavy will deliver to China Shipping will use an engine that can automatically control fuel consumption to suit speed and sea conditions, helping to improve fuel efficiency, reduce noise and cut emissions.
Hyundai Heavy, the world’s biggest shipbuilder, has received $9.7 billion of contracts for ships and offshore projects this year including the latest order.
Information on a crew member of steamship Manzanillo
I seek more information (or where to go for this) on member of the crew of the steam ship Manzanillo which was sunk on August 12, 1942 by German U-boat. His name was Pedro Gutierrez Abello and he was my grandfather. I am interested in his date of birth or other information. He was originally born in Spain.
Por favor, busco información sobre miembro de la tripulación del Manzanillo que fue hundido por los alemanes en agosto 12, 1942. Su nombre era Pedro Gutiérrez Abello quien fuese mi abuelo. Intento buscar fecha de nacimiento y mas sobre sobre el. Era oriundo de España.
Obama Administration turns its back on U.S. Merchant Marine and American farmers
Next 42nd Session of the Sub-Committee on Standard of Training and Watchkeeping (STW42) - 24/01/2011–28/01/2011
Conference of Parties to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978, Manila, the Philippines, 21-25 June 2010 Briefing: 33/2010, June 25, 2010
A Diplomatic Conference to adopt amendments to the STCW Convention, (successfully completed in Manila on 25 June 2010 – see briefing 32/2010) has also agreed, by consensus, a series of new provisions on the issue of “fitness for duty – hours of rest”, to provide watchkeeping officers aboard ships with sufficient rest periods. Under the Manila Amendments to the STCW Convention, all persons who are assigned duty as officer in charge of a watch or as a rating forming part of a watch and those whose duties involve designated safety, prevention of pollution and security duties shall be provided with a rest period of not less than:
1. a minimum of 10 hours of rest in any 24-hour period; and
2. 77 hours in any 7-day period. The hours of rest may be divided into no more than two periods, one of which shall be at least 6 hours in length, and the intervals between consecutive periods of rest shall not exceed 14 hours.
At the same time, in order to ensure a continued safe operation of ships in exceptional conditions, the Conference unanimously agreed to allow certain exceptions from the above requirements for the rest periods. Under the exception clause, parties may allow exceptions from the required hours of rest provided that the rest period is not less than 70 hours in any 7 day period and on certain conditions, namely:
1. such exceptional arrangements shall not be extended for more than two consecutive weeks; 2. the intervals between two periods of exceptions shall not be less than twice the duration of the exception;
3. the hours of rest may be divided into no more than three periods, one of which shall be at least 6 hours and none of the other two periods shall be less than one hour in length;
4. the intervals between consecutive periods of rest shall not exceed 14 hours; and
5. exceptions shall not extend beyond two 24-hour periods in any 7-day period.
Exceptions shall, as far as possible, take into account the guidance regarding prevention of fatigue in section B-VIII/1.
These provisions were the result of intensive negotiations between regulators and the shipping industry and represent a well balanced solution of the issue in the well known IMO spirit of compromise. In a statement, Secretary-General Mitropoulos said:
“I am very pleased that the Conference agreed, by consensus, an important new text on fitness for duty, which will create better conditions for seafarers to be adequately rested before they undertake their onboard duties. Fatigue has been found to be a contributory factor to accidents at sea and to ensure seafarers’ rest will play an important role in preventing casualties. I am particularly pleased that the new STCW requirements on this delicate issue are consistent with the corresponding provisions of ILO’s Maritime Labour Convention, 2006, which I hope will come into force soon.”
A Japanese delegation arrived in Panama to promote the candidacy of Koji Sekimizu for the General Secretariat of the International Maritime Organization (IMO). Masato Mori, Japan's representative, visited the Maritime Authority of Panama where he was received by the entity manager, Roberto Linares. Japan has been lobbying the Panamanian maritime authorities, being the member of IMO Council in Category A. The IMO has scheduled their elections in November and December of 2011, as the current secretary, Efthimios Mitropoulos, his term ends December 31 of that year, meaning that for the January 1, 2012 is a new secretary of this body .
Besides Japan, the post also aspire Cyprus, the Philippines and the United States. The IMO must enforce the rules and conventions and to promote policies for the benefit of the maritime sector. Headquartered in the United Kingdom, consists of 166 member states and two associates.
The International Maritime Organization has again been the catalyst for improvements to ship management standards worldwide, and ship operators, charterers and insurance companies are now, along with the various flag state authorities, digesting and analyzing the results of the STCW 2010 Manila convention
Dear All: Below you can find an official communication received from Cleopatra Doumbia-Henry – Director of International Labour Standards Department– ILO, Geneva I’m pleased to inform you that Training Package on the application of Maritime Labour Convention,2006 will be available from 1-September-2010 primarily designed for surveyors, auditors, flag state or port state control inspectors, independent surveyors, designated persons, maritime lawyers, maritime advisors, casualty investigators, representative of seafarers, ship owners, ship operators, masters, chief engineers, companies responsible for the safety management systems, crew and ships agencies, and other persons interesting in training on the application of MLC, 2006.
The Training Package includes the contents of the MLC, 2006, the “Guidelines for Flag State Inspectors”, the “Guidelines for Port State Control Officers” and other important and last updated information in connection with MLC, 2006.
The training are divided into two (2) training packages: Training Package I: Distant learning course on the application of MLC, 2006;and Training Package II: Two (2) day training course of Maritime Labour Inspectors on the application of MLC, 2006 Participants on Training Package I and II are eligible to receive two (2) certificates after successfully completion of individual examinations at the end of each package; both certificates will be signed by a certified trainer recognized by the International Labour Organization (ILO), these certificates can help attendees to obtain recognition from their organizations as professional inspector on the inspections of the ships for compliance with the MLC, 2006 The undersigned is a certified trainer recognized by the International Labour Organization (ILO) as professional trainer in the inspections of the ships for compliance with the MLC, 2006.
If you require further information please don’t hesitate to contact with me.
Best Regards, Eng. Frank H. Marmol
Principal Surveyor Marine Division Statutory AND Classification Department
The ILO Maritime Labour Convention, 2006 (MLC, 2006) is expected to come into force soon, with the required level of ratifications being reached by late 2010 or early 2011.
To help countries develop necessary national capacity, the ILO has been carrying out a five-year Action Plan to achieve rapid and widespread ratification and effective implementation of the Maritime Labour Convention, 2006.
An important component of the Action Plan is a two-week residential training programme for trainers of maritime inspectors regarding compliance with the MLC, 2006. This blended programme covers both the content of the MLC, 2006 and learning methodology. It takes an active learning approach, in which participants learn by teaching each other. The fourth such course is currently under way (21 June to 2 July 2010) for 26 expert maritime labour inspectors from national maritime authorities, recognized organizations, leading academic institutions and seafarers’ organizations, drawn from all the regions of the world.
Shipping lines press for armed guards on board.
By Joseph George Published Monday, June 14, 2010
The US favors commercial ships' carrying armed guards in the Gulf of Aden and the Indian Ocean.
(AP) With piracy incidents increasing and spreading across a wider area beyond the Internationally Recommended Transit Corridor (IRTC), shipping lines have intensified pressure on the International Maritime Organization (IMO) and the flag states over the deployment of armed guards. According to a senior industry official, no UAE flagged vessels are carrying arms on board. "This is at the discretion of the flag states. According to my knowledge, no UAE-flagged vessel is currently being permitted to carry arms or armed guards," Capt Farhad Patel, Assistant General Manager, Sharaf Shipping, told Emirates Business. He said that while shipping lines tend to opt for armed guards as a result of increased piracy-related incidents, many others prefer to follow the convoy. "At Sharaf we have no armed guards on any our vessels," he added.
According to recent reports, German Shipowners' Association VDR, has dropped its 'no armed guards' policy after the latest pirate attacks on German vessels in the Gulf of Aden. "We have indeed made a paradigm shift in that we are now recommending the deployment of German navy servicemen or federal police on board the ships during Gulf of Aden transits," a report in Fairplay said quoting VDR spokesman Max Johns. Spreading the problem Captain Duncan McKelvie, Area Marine Representative of NYK Line, said: "The IMO still does not recommend the use of arms. While the success of forces has had an effect on reducing piracy along the IRTC, it has also resulted in displacing pirates into a wider area making it harder for the forces to track them. This has resulted in added concern for the industry."
The US is one of the flag states that encourages its vessels to have arms on board. In a recent statement, US Admiral Mark Fitzgerald said commercial ships in the Gulf of Aden and Indian Ocean should carry armed guards to help defend against Somali pirates. Media reports quoted Fitzgerald as saying: "The area is enormous and we just do not have enough assets to cover every place in the Indian Ocean." According to McKelvie, the IRTC is now seen as much safer because of the security cover. He added that with the approach of the south-west monsoons, piracy incidents could dwindle dramatically. Any decision, he added, should be taken keeping in mind the interest of cargo owners, insurance companies and the best interest of the vessel crew. Referring to the death of the captain of the Dubai-owned QSM Dubai, McKelvie said: "It is still not clear if the captain was killed by the pirates or the Puntland forces while trying to rescue the ship. It is an example of dangers involved in keeping arms on board," he said.
Following a proposal from IMO Secretary-General Efthimios E Mitropoulos, the IMO Council recently unanimously approved that next year's World Maritime Day (WMD) theme should be "Piracy: Orchestrating the response".
Evergreen plans to expand its fleet with 100 new Container ShipsFrom our correspondent in Panama.
Evergreen plans to expand its fleet 1388320 BOAT. Container ship Evergreen Marine Group. The Taiwanese company Evergreen Marine Corp plans to expand and renew its fleet with 100 new container ships, which will be built over the next 10 years, it was announced last week.
Evergreen operates in over 80 countries with its merchant fleet.
EFE Also in Business De La Lastra in front of the CMP The maritime union leader said he was interested in the promotion of educational projects and the development of an innovative policy in the sector.
Julio De La Lastra last Thursday took the presidency of the Chamber of Shipping of Panama (CMP) for the period 2010-2011, to replace Marvin Castillo, who finished his term in front of the guild.
During a ceremony at the Union Club, De La Lastra said the benefits of Panama to help develop world trade and provide all services that revolve around the maritime industry. As part of his work as head of the CMP said it was interested in the promotion of educational projects and the development of an innovative policy in the maritime sector. The also president and manager of MOL Panama stressed the importance of the maritime industry that the country generates 20% of gross domestic product (GDP) across all its activities, including the Panama Canal, ports and maritime services.
Serious Shortcomings With Liferaft Hydrostatic Release Units
The Swedish Transport Agency’s Maritime Department has identified shortcomings in a certain make of hydrostatic release unit.
PPurchasers of hydrostatic release units are recommended to check if the units they have on board are made by Fenner and, if so, to replace them. The Swedish Transport Agency’s Maritime Department recently discovered that Fenner Hydrostatic Release Units for Liferafts (HRU) do not meet the quality requirements
If you are interested in Worldwide Vessel Positions, come have a look!
Cargo Securing Manual
Courtesy of the Eng. Frank Mármol.
SOLAS Chapter VI and VII requires a Cargo Securing Manual (CSM) for all types of ships engaged in the carriage of cargoes other than solid and liquid bulk cargoes.
The CSM shall be drawn up to a standard at least equivalent to relevant guidelines developed by the Organization, ref. IMO MSC/Circ. 745 - 13 June 1996. The requirements were implemented 1-January-998.
Having an approved Cargo Securing Manual is a statutory requirement. CSM Model Manuals Model Manuals free of charge to help those who prepares CSMs. One general guidance manual, is meant to cover all ship types. This does not mean that all the text is applicable for every ship. Only ship specific relevant information should be included from this manual. To illustrate this, two additional ship specific model manuals for Supply Vessels and for General Cargo Carriers are available.
The model manuals have the following features: · Extracts from Code of Safe Practice for Cargo Stowage and Securing (the CSS Code) as amended, with annexes 1-13, are included. · Relevant information - such as the IMO Timber Code are incorporated, together with figures. · Calculation formulae and advice is included for the determination of MSL of existing securing equipment. · Accelerations for L greater than 30 and B/GM grater than 4. A user guide is available.
From the Ing. Frank Mármol
The Emma Maersk Big Ship - Emma Maersk, Wal-Mart gets its stuff from China http://www.youtube.com/watch?v=sBQ7IA2RI2c
Emma Maersk on Fire Emma Maersk ON FIRE - World's Largest Container Ship http://www.youtube.com/watch?v=gG0vcDGmCf4
Super Tankers 550.000 DWT Giant
Maquina Abordo Funcionando
Installing a Piston in the Main Engine
Classification SocietyCourtesy of the Eng. Frank Mármol.
A classification society is a non-governmental organization in the shipping industry, often referred to as 'Class'.
It establishes and maintains standards for the construction and classification of ships and offshore structures, supervises that construction is according to these standards and carries out regular surveys of ships in service to ensure the compliance with these standards.
To avoid liability, they explicitly take no responsibility for the safety, fitness for purpose, or seaworthiness of the ship however.
3 Flags of convenience
5 List of Classification Societies
6 External links
7 See also
8 References Responsibilities
Classification societies set technical rules, confirm that designs and calculations meet these rules, survey ships and structures during the process of construction and commissioning, and periodically survey vessels to ensure that they continue to meet the rules. Classification societies are also responsible for classing oil platforms, other offshore structures, and submarines. This survey process covers diesel engines, important shipboard pumps and other vital machinery.
In the second half of the 18th century, London merchants, shipowners, and captains often gathered at Edward Lloyds’ coffee house to gossip and make deals including sharing the risks and rewards of individual voyages. This became known as underwriting after the practice of signing ones name to the bottom of a document pledging to make good a portion of the losses if the ship didn’t make it in return for a portion of the profits. It did not take long to realize that the underwriters needed a way of assessing the quality of the ships that they were being asked to insure. In 1760, the Register Society was formed — the first classification society and which would subsequently become Lloyd's Register — to publish an annual register of ships. This publication attempted to classify the condition of the ship’s hull and equipment. At that time, an attempt was made to 'classify' the condition of each ship on an annual basis. The condition of the hull was classified A, E, I, O or U, according to the state of its construction and its adjudged continuing soundness (or lack thereof). Equipment was G, M, or B: simply, good, middling or bad. In time, G, M and B were replaced by 1, 2 and 3, which is the origin of the well-known expression 'A1', meaning 'first or highest class'. The purpose of this system was not to assess safety, fitness for purpose or seaworthiness of the ship. It was to evaluate risk.
Samuel Plimsoll pointed out the obvious downside of insurance:
- The ability of shipowners to insure themselves against the risks they take not only with their property, but with other peoples’ lives, is itself the greatest threat to the safe operation of ships. 
The first edition of the Register of Ships was published by Lloyd's Register in 1764 and was for use in the years 1764 to 1766.
Bureau Veritas (BV) was founded in Antwerp in 1828, moving to Paris in 1832. Lloyd's Register reconstituted in 1834 to become 'Lloyd's Register of British and Foreign Shipping'. Where previously surveys had been undertaken by retired sea captains, from this time surveyors started to be employed and Lloyd's Register formed a General Committee for the running of the Society and for the Rules regarding ship construction and maintenance, which began to be published from this time.
In 1834, the Register Society published the first Rules for the survey and classification of vessels, and changed its name to Lloyds Register of Shipping. A full time bureaucracy of surveyors (inspectors) and support people was put in place. Similar developments were taking place in the other major maritime nations.
Adoption of common rules for ship construction by Norwegian insurance societies in the late 1850s led to the establishment of Det Norske Veritas (DNV) in 1864. Then after was founded in Genova, Italy in 1861 under the name REGISTRO ITALIANO, by the "Associazione della Mutua Assicurazione Marittima" (Mutual Marine Insurance Association) [established in Genova in 1857 by ship managers and shipowners (or "ship shareholders"), to cover risks related to loss and/or damage of the hull and rigging of sailing ships], to meet the needs of Italian maritime operators, as had already occurred in Great Britain and France. 6 years later Germanischer Lloyd (GL) was formed in 1867 and Nippon Kaiji Kyokai (ClassNK) in 1899. The Russian Maritime Register of Shipping (RS) was an early offshoot of the River Register of 1913.
As the classification profession evolved, the practice of assigning different classifications has been superseded, with some exceptions. Today a ship either meets the relevant class society’s rules or it does not. As a consequence it is either 'in' or 'out' of 'class'. Classification societies do not issue statements or certifications that a vessel is 'fit to sail' or 'unfit to sail', merely that the vessel is in compliance with the required codes. This is in part related to legal liability of the classification society.
However, each of the classification societies has developed a series of notations that may be granted to a vessel to indicate that it is in compliance with some additional criteria that may be either specific to that vessel type or that are in excess of the standard classification requirements. See Ice class as an example.
The advent of open registers, or flags of convenience, has led to competition between classification societies and to a relaxation of their standards.
The first open register was Panama in 1916. Fear for political instability and high and excessive consular fees led the president of Liberia, William Tubman, in 1948 to start an open register with the help of Edward Stettinius, Jr.. The World Peace of Stavros Niarchos was the first ship in that register. In 1967 Liberia passed the United Kingdom as the largest register. Nowadays, Panama, currently the largest register, and Liberia have one third of the world fleet under their flag.
Flags of convenience have lower standards for vessel, equipment, and crew than traditional maritime countries and often have classification societies certify and inspect the vessels in their registry, instead of by their own shipping authority. This made it attractive for ship owners to change flag, whereby the ship lost the economic link and the country of registry. With this, also the link between classification society and traditional maritime country became less obvious - for instance Lloyd's with the United Kingdom and ABS with the United States. This made it easier to change class and introduced a new phenomenon; class hopping. A ship owner that is dissatisfied with class can change to a different class relatively easily. This has led to more competition between classes and a relaxation of the standards. In July of 1960, Lloyds Register published a new set of rules. Not only were scantlings relaxed, but the restrictions on tank size were just about eliminated. The other classification Societies quickly followed suit. This has led to the shipping industry losing confidence in the classification societies, and also to similar concerns by the European Commission. 
To counteract class hopping, the IACS has established TOCA (Transfer Of Class Agreement).
In 1978, a number of European countries agreed in The Hague on memorandum that agreed to audit whether the labour conditions on board vessels were according the rules of the ILO. After the Amoco Cadiz sank that year, it was decided to also audit on safety and pollution. To this end, in 1982 the Paris Memorandum of Understanding (Paris MoU) was agreed upon, establishing Port State Control, nowadays 24 European countries and Canada. In practice, this was a reaction on the failure of the flag states - especially flags of convenience that have delegated their task to classification societies - to comply with their inspection duties.
Classification societies employ ship surveyors, material engineers, piping engineers, mechanical engineers, chemical engineers and electrical engineers, often located at ports and office buildings around the world.
Marine vessels and structures are classified according to the soundness of their structure and design for the purpose of the vessel. The classification rules are designed to ensure an acceptable degree of stability, safety, environmental impact, etc.
All nations require that ships and other marine structures flying their flag meet certain standards; in most cases these standards are deemed to be met if the ship has the relevant certificate from a member of the IACS or EMSA. Certificates issued by the classification society on behalf of the flag country are also required for pumps, engines, and other equipment vital to the ship's function. Equipment under certain sizes is usually excluded from these certificate requirements.
In particular, classification societies may be authorised to inspect ships, oil rigs, submarines, and other marine structures and issue certificates on behalf of the state under whose flag the ships are registered.
As well as providing classification and certification services, the larger societies also conduct research at their own research facilities in order to improve the effectiveness of their rules and to investigate the safety of new innovations in shipbuilding.
There are more than 50 marine classification organizations worldwide, some of which are listed below.
List of Classification Societies
|Lloyd's Register of Shipping||LR||1760||London |
|Registro Italiano Navale||RINA||1861||Genova|
|American Bureau of Shipping||ABS||1862||Houston|
|Det Norske Veritas||DNV||1864||Oslo|
|Nippon Kaiji Kyokai||NKK||1899||Tokyo|
|Russian Maritime Register of Shipping|
(Российский морской регистр судоходства)
|Asia Classification Society||ACS||1980||Tehran|
|Hellenic Register of Shipping||HR||1919||Piraeus|
|Polish Register of Shipping||PRS||1936||Gdańsk|
|Croatian Register of Shipping||CRS||1949||Split|
|China Corporation Register of Shipping||CR||1951||Taipei|
|Korean Register of Shipping||KR||1960||Daejeon|
|Indian Register of Shipping||IRS||1975||Mumbai|
|Brazilian Register of Shipping||RBNA||1982||Rio de Janeiro|
|International Register of Shipping||IROS||1993||Miami|
|Ships Classification Malaysia||SCM||1994||Shah Alam|
- ACS Asia Classification Society
- BV Bureau Veritas
- CCS China Classification Society
- CR China Corporation Register of Shipping
- CRS Hrvatski Registar Brodova (Croatian Register of Shipping)
- HRS Hellenic Register of Shipping for Greece
- IROS International Register of Shipping
- KR Korean Register of Shipping
- LR Lloyd's Register
- NK Nippon Kaiji Kyokai (ClassNK)
- ^ Such a certificate does not imply, and should not be construed as an express warranty of safety, fitness for purpose or seaworthiness of the ship. It is an attestation only that the vessel is in compliance with the standards that have been developed and published by the society issuing the classification certificate.
- ^ Put simply, the purpose of the classification certificate is not to guarantee safety, but merely to permit Sundance to take advantage of the insurance rates available to a classed vessel.
- ^ Jack Devanney (2006): The Tankship Tromedy, The Impending Disasters in Tankers, CTX Press, Tavernier, Florida, ISBN 0977647900, p. 9-11
- ^ Jack Devanney (2006): The Tankship Tromedy, The Impending Disasters in Tankers, CTX Press, Tavernier, Florida, ISBN 0977647900, p. 21-23
- ^ Communication from the Commission to the European Parliament and the Council on the Safety of the Seaborne Oil Trade, p. 19
However, largely due to the commercial pressure exercised on the classification societies, and to the growing number of organizations operating in the field without having sufficient expertise and professionalism, the confidence of the shipping community in these organisations has declined in the recent decades. p. 23
- ^ Southampton in 2011
- ^ Recognition for Greece, Cyprus and Malta
- ^ Recognition for Poland, Czech Republic, Cyprus, Lithuania, Malta and the Slovak Republic
- ^ Since 2004 in Bureau Veritas
- ^ Recognition for Portugal
- ^ Associate member of IACS
Global Maritime Distress Safety System - Wikipedia, the free ... The Global Maritime Distress Safety System (GMDSS) is an internationally agreed-upon set of safety procedures, types of equipment, and communication ... en.wikipedia.org/wiki/Global_Maritime_Distress_Safety_System - 57k - Cached - Similar pages
Uniformes used by the officers of the Merchant Marine of Cuba:
PDVSA's and Cuban Caribbean transport JV received first tanker CARACAS
Petroleumworld.com, Feb 11, 2009
Venezuela's oil company PDVSA announced on Monday that it had acquired the first tanker for the oil fleet of the Cuban-Venezuelan company Transportes de ALBA (TRANSALBA) The Pention is a Panamax tanker with 72,700 tons of deadweight, and was named after Haitian independence hero Alexander Pention.
A similar second tanker, the Sandino, named after Nicaraguan hero Augusto Cesar Sandino is to be commissioned in March. And a smaller third tanker is been considered, in order to facilitate access to small harbors in Central America.
The new tankers will be use to supply the Petrocaribe agreement countries in the Caribbean and specifically the Petion It will be used to carry crude oil from the refinery in Puerto La Cruz in Venezuela to the PDVSA- CUPET Camilo Cienfuegos oil refinery in central Cuba.
TRANSALBA is a Cuba's Transportes Maritimos and Venezuela's PDVSA joint venture with the purpose to assists in the distribution of hydrocarbons in nations of the region.
January 15th, 2009 Maritime Accident Casebook
MAC, has put its audio podcast version story of the incident The Case Of The Rose Assassin online, together with an illustrated transcript as a free safety awareness aid for seafarers and those who train them. Concern over the unacceptable level of seafarer deaths in confined and enclosed spaces has been highlighted by the recent release of a report by the UK's Maritime Accident Investigation Branch, MAIB, into the fatality of a second bosun aboard the passenger liner Saga Rose in Southampton while a safety management audit was underway.
Maritime Accident Casebook, MAC, has put its audio podcast version story of the incident The Case of the Rose Assassin online, together with an illustrated transcript as a free safety awareness aid for seafarers and those who train them. While Saga Rose was docked in Southampton a second bosun was tasked with finding out whether a ballast tank, unopened for three years, contained fresh or salt water. Because the tank was expected to be full and it was believed the testing could be done without entering the tank no permit to work was thought to be required. The tank was not full and the second bosun entered the tank and collapsed and died due to lack of oxygen. A motorman who attempted a rescue without the right equipment was rendered unconscious.
No responsible officer was monitoring the situation because, in addition to the usual workload of the port call, the officers were occupied with a safety management audit and the completion of a tank inspection by Det Norske Veritas, while the bosun was busy with passenger luggage and the chief officer was resting before taking the watch later that day. Says Bob Couttie, administrator and narrator of Maritime Accident Casebook: "Basically, the nature of the second bosun's job changed but he didn't adjust for that change. He knew the safe procedures for entering an enclosed space but didn't fall back on them. He was probably so focussed on doing his job that he didn't appreciate that when a job changes, so do the hazards. "We have to teach seafarers that when something about a job changes unexpectedly you've got to stop, step back and review what your doing."
A further dark lesson is that untrained or ill-equipped would-be rescuers may take away a chance of life for the person they are trying to rescue. "We don't know whether or not the second bosun could have been revived because the emergency response team had to concentrate on the motorman, who was semi-conscious. It's unnervingly common for would-be rescuers to die or require attention before treatment can be given to the original victim, removing any margin for saving that seafarers life."
MAIB has asked the Maritime and Coastguard Agency to make representations to the International Maritime Organisation and the Maritime Accident Investigators International Forum is putting concentrate effort into bringing attention to the issue. Like all MAC podcasts, The Case Of The Rose Assassin reveals the circumstance around a real event through an audio podcast and online materials available for free at the Maritime Accident Casebook website, www.maritimeaccident.org. As with the preceding episodes, the podcast is backed by an illustrated online transcript that seafarers can read, discuss and share with their crewmates and other seafarers. Those with training and safety responsibilities can use the broadcasts and the transcripts freely. Maritime Accident Casebook, MAC, is a unique, free, informal educational resource, supported by donations, for seafarers and maritime trainers which seeks to empower seafarers through knowledge to keep themselves alive and their ships safe. Using audio podcasts that can be played on any computer, MP3 Player or MP3-capable cellphone and online downloadable hard-copy transcripts, MAC encourages seafarers to discuss lessons learned from real-life events and apply them to their own vessels and working practices to create a safety-conscious community. For further information about Bob Couttie's Maritime Accident Casebook see the website at:
Recognition to Eng. Frank H. Marmol
As promised, please find attached copies of the safety equipment, safety radio and passenger ship safety certificates. Also find the module containing the guidelines for the survey of the safety radio certificate as part II of module 6.
I'd like to take this opportunity to publicly thank Mr. Frank Marmol from Panama and Capt. Guido Romano from Italy. In the first case, Mr. Marmol contributed with a set of definitions for maritime terms, which we found very useful and in due time along with other maritime terms' definitions will be provided to you for your own personal use, information and benefit.
In the case of Capt. Romano, he has kindly donated a copy of his book "Cargo Officer's Manual", which compiles his experience on board many types of vessels and covers interesting areas such as stability criteria, bending moments and cleaning of gas tanks; among others. Since we already have prepared the modules for this phase, we will certainly take a look at this book to see how we can incorporate the valuable information and knowledge on this book for a second phase in which we will cover those aspects in more depth.
I'd like to clarify that neither Capt. Romano nor Mr. Marmol requested any recognition for their act of kindness. I just felt it was the right thing to do and hopefully this will encourage others to contribute more actively to this learning process.
Once again, I thank you both for your contribution. That's all for today, please don't forget to send your confirmation to firstname.lastname@example.org
Survey Training Panama Maritime Authority
STATUTORY REQUIREMENT - Entering into force in June and July 2008 Convention : IBC Code , IGC Code , SOLAS CH III Life-Saving Appliances, SOLAS CH V Safety of Navigation
Summary : The following displays the main statutory requirements entering into force by the end of 2008 and applicable to new and existing ships.
Regulation applicable to cabin balconies of passenger ships has been displayed in Statutory info dated 06/03/2008 and is not included therein.
SOLAS Ch. III - Freefall lifeboats, rescue boats and davit launched liferafts release systems are subject to thorough examination and test by properly trained personnel - Falls are to be renewed at intervals not exceeding 5 years - Liferafts provided for easy side-to side transfer shall have a mass of less than 185 kg - The training manual shall be written in the working language of the ship
SOLAS Ch. V - VDRs and S-VDRs fited on or after 1 June 2008 shall be provided with data output interfaces - AIS to be fitted on board existing vessels not engaged on international voyages
IBC Code - A system for continuous monitoring of the concentration of flammable vapours shall be fitted on ships of 500 gross tonnage and over
IGC Code - New requirements for fire hoses installed on or after 1 July 2008