cesma news

CESMA NEWS
MARCH/APRIL 2016
THE EUROPEAN UNION SHIPMASTER INFORMATION CHRONICLE
CONFEDERATION OF EUROPEAN SHIPMASTERS’ ASSOCIATIONS
SECRETARIAT: MUNTPLEIN 10
NL-1012WR AMSTERDAM
THE NETHERLANDS
TEL: 0031 650275519
TEL: 0031 206253515
E-MAIL: [email protected]
Website: cesma-eu.org
PRESIDENT:
CAPT. H. ARDILLON
9 RUE MOLIERE
76240 LE MESNIL-ESNARD
FRANCE
DEP.PRESIDENT:
CAPT. G. RIBARIC
OBALA 55
SI – 6320 PORTOROZ
SLOVENIA
TEL(GSM) : 00386 31375823
CAPT. F.J. VAN WIJNEN
JUNOLAAN 10
2741 TJ WADDINXVEEN
THE NETHERLANDS
TEL: 0031 182 613231
MOB:0031 650275519
GEN.SECRETARY:
HON.TREASURER:
TEL : 0033 2 35 801 505
MOB: 0033 6 09 450 057
E-MAIL: [email protected]
[email protected]
E-MAIL : [email protected]
E-MAIL: [email protected]
VACANCY
HON.VICE PRESIDENT:
HON.MEMBERS:
CAPT. R. SERRA 
CAPT. H.B. BOER 
CAPT. J. CHENNEVIERE
CAPT. J-D. TROYAT
CAPT. G. KIEHNE
CAPT. J. JUAN TORRES
ADVISORS
PROF. J. SPAANS
CAPT. J-D TROYAT
CAPT. W. MUELLER
Opinions expressed in articles are those of the sources and/or authors only
1
CAPTAIN SENTENCED TO TWO YEARS IN PRISON
THE DISASTER OF THE TANKER "PRESTIGE"
The captain, the British insurance company (P & I Club) and the owner of the tanker
"Prestige" have been found guilty by the Spanish Supreme Court in Madrid for one
of the worst environmental disasters ever to hit Europe. The tanker sank in 2002 off
the Galician coast, after first breaking into two parts As a consequence, an
estimated 63.000 tons of heavy oil streamed out of the ship which fouled the coasts
of France, Spain and Portugal. The tanker, built in 1976, was hit during bad weather
by a "freak wave" causing a hull plate fracture. Despite advice from, among others,
Dutch salvage experts to take the vessel to a port of refuge, Spanish authorities
decided to send the ship as far as possible into the sea. Already damaged, the ship
eventually proved unable to withstand the heavy seas. Captain Apostolos Ioannis
Mangouras was sentenced to two years in prison.
With this new verdict, the original judgment of the local court in A
Coruna, pronounced in 2012, was reversed. Herein, the master
was acquitted of all guilt. Also, the classification society, the
American Bureau of Shipping (ABS), which had assessed the vessel
as seaworthy, was relieved of all liability. After an initial arrest and
time in jail, Captain Mangouras could await his judgement in
freedom, initially in Spain and later even in his hometown in
Greece. During his time in Spain, the CESMA associated
shipmasters’ association in Barcelona (ACCMM) explicitly endeavoured to assist our colleague.
The lawsuit in A Coruna was attended by a member of the ACCMM with a legal background. As a
consequence, CESMA was fully aware of the state of affairs. The international organization of tanker
companies, INTERTANKO, has explicitly manifested itself to support Captain Mangouras.
In this new lawsuit, Captain Mangouras is accused of recklessness, causing the accident that had
catastrophic consequences for the environment and not obeying orders from the Spanish authority.
By the decision of the court in Madrid, the company of the 81.000 DW tanker (Mare Shipping), the
insurance company (P & I Club) and the International Oil Pollution Compensation Fund (IOPC) were
also held responsible for the disaster. However the court ruled that punishment of these
organizations will be determined at a later stage.
The reasons for this new conviction are clear. The huge costs for cleaning up the oil on the beaches
and lost income for fishermen, among others, estimated at 4 billion euros, has not been paid yet
because in fact nobody was declared guilty for the accident.
Meanwhile international organizations, such as the ITF, have expressed their disgust at the
judgment causing criminalization of seafarers. Whether this protest has any effect remains to be
seen. CESMA will assist the defence through the ACCMM by regular contact with the lawyers of
Captain Mangouras. Through our Spanish colleagues, we hear what steps CESMA should take in
order to possibly be able to influence the court in Madrid. Meanwhile, we have pledged our support
to him personally.
Captain Mangouras is staying in Greece and has no plans to travel to Spain.
(F. J. van Wijnen)
2
NEW GUIDE ON COUNTERING
PIRACY AND ARMED ROBBERY IN ASIA
Piracy and armed robbery in the Asian region has been evolving over time.
The definitions of ‘piracy’ (in accordance with UNCLOS) and ‘armed robbery
against ships’ (in accordance with IMO) can be found in Annex A. The Asian
region inthis guide refers to the area as marked on Marsec Charts Q6112 and
Q6113 (Annex B).
It should be noted that piracy and armed robbery in Asia
differs significantly from that of Somalia-based piracy. While
Somalia-based pirates generally attacked ships in order to hijack
them and then hold the crew for ransom, the type of criminal
activity occurring in Asian waters generally revolves around
theft of personal property and hijacking of ships for the purpose
of cargo theft. Although the common modus operandi in the
region has not changed significantly in the last decade, there
were some trends in recent years which have attracted
attention. The Tug Boats and Barges (TaB) Guide Against Piracy
and Sea Robbery launched in January 2013, was a response to
the increase in number of incidents involving tug boats and
barges between 2008 and 2012. A spike in the number of
incidents involving oil cargo theft from 2014-2015 prompted the
release of the Guide for Tankers Operating in Asia against Piracy
and Armed Robbery Involving Oil Cargo Theft in November
2015.
Beyond the more specific trends involving particular types of ships, it is notable that the last four
years (2012-2015) have witnessed a general increase in the number of boardings, involving all types
of ships while underway and at certain ports and anchorages in Asia. Refer to Regional Cooperation
Agreement on Combating Piracy and Armed Robbery against Ships in Asia Information Sharing Centre
(ReCAAP ISC)’s website (www.recaap.org) for updates on incidents and trends.
With attacks becoming more widespread and in some cases violent, the maritime community has
requested a comprehensive guide which covers all types of ships operating in Asian waters. This
guide encompasses the TaB Guide against piracy and armed robbery at sea, also for tankers
operating in Asian waters including oil cargo theft. I will also take into consideration the occurrence
of incidents involving all types of ship while underway and at ports and anchorages in Asian waters.
The purpose of this guide is to assist those responsible for the operation of ships trading in Asia
including companies, owners, masters, agents and seafarers in avoiding attacks, deterring attacks
and delaying attacks, actions when attacked and evidence preservation. The guide complements
information provided by the relevant resolutions adopted by the United Nations General Assembly
and the relevant resolutions and recommendations adopted by the International Maritime
Organization (IMO) as in updated MSC Circular 1333/1334 (refer to Annex C) and should be read with
reference to updated assessments of activity produced by the ReCAAP ISC, the Information Fusion
Centre (IFC) and incidents reported by the International Maritime Bureau (IMB).
3
EUROPE’S PORTS VULNERABLE AS SHIPS SAIL
WITHOUT OVERSIGHT
As Europe’s politicians struggle to control a deepening migrant crisis and
staunch the rising threat of Islamist terrorism on their borders, little attention
is being paid to the continent’s biggest frontier: the sea. New data highlight
the extent to which smuggling, bogus shipping logs, unusual coastal stop-offs
and inexplicable voyages are increasing across the Mediterranean and
Atlantic for ships passing through Europe’s ports — with little or nothing
being done to combat the trend.
Capt. Gerry Northwood
There is currently no comprehensive system to track
shipments and cargos through EU ports and along its
approximately 70.000km of coastline — a deficiency that
has long been exploited by organized criminals and which
could increasingly prove irresistible to terrorists too, say
European security officials. “So far, the thing about
maritime security, and particularly terrorists exploiting
weaknesses there, is that it’s the dog that’s not barked,”
says former Royal Navy captain Gerry Northwood, chief
operating officer of Mast, a maritime security company,
and commander of the counter-piracy task force in the
Indian Ocean. “But the potential is there. The world
outside Europe — North Africa for example — is awash
with weapons. If you can get a bunch of AK47s into a
container, embark that container from Aden then you
could get them into Hamburg pretty easily. A whole
armoury’s worth.”
In January, 540 cargo ships entered European ports after passing through the territorial
waters of terrorist hotspots Syria and Libya, as well as Lebanon, for unclear or uneconomic
reasons during the course of their voyages. The number of vessels using flags of convenience
- using the ensign of a state different to that in which a ship’s owners reside to mask identity
or reduce tax bills- is also rising. Of the 9.000 ships that passed through European waters last
month, 5.500 used flags of convenience. The data were compiled for the FT by Windward, an
Israeli maritime intelligence company which collates shipping data from public and
proprietary sources and uses algorithms to identify unusual or suspicious activities.
Some specific cases identified in the Windward data are particularly worrisome. In the
middle of last month, for example, one 76-metre cargo ship left Golcuk in Turkey, sailed to
Misurata in Libya and then switched off its location and transmitting devices for three hours
as it sailed close to shore along the coast of Tunisia before reassuming its stated course and
going to Pozzallo in Italy.
4
Another ship left Genoa bound for Lisbon on November 8, but rather than take a direct
route, the vessel took a 500 nautical mile detour to a point mid-sea off the coast of Africa,
where it stopped, lingered, and then performed a u-turn towards Portugal. It raises the
possibility that the ship performed a mid-sea rendezvous with another vessel to transfer an
illicit cargo.
A senior European counter terrorism official said there was mounting concern about port
and maritime security in Brussels and in Europe’s capitals, but that the scale of the problem
was so large that no one was thinking of ways to meaningfully tackle it. “Some countries
have pretty good customs operations, but we’re talking about having to monitor hundreds
of ports and co-ordinate across them. The reality is that most of the time we are relying on
what the ship’s captain is telling us,” he said. Even a single container ship was impossible to
fully search, he added.
In the wake of the September 11 terror attacks in New
York and Washington and the bombing of the oil tanker
”Limburg” in the Gulf of Aden in 2002, maritime security
standards were strengthened significantly with the International Ship and Port Security (ISPS) Code, an amendment to the safety of life at sea convention. The Code
requires port authorities to have detailed security plans
and measures in place, but it stops short of mandating
specific standards. Many European states resisted
stronger measures on cost grounds and enforcement is
patchy, say experts. “In principle it is stringent but in
practice, it’s only as good as the people who are applying
it,” says Mr Northwood. “There is very little or no
oversight.”
New York 9/11
Part of the problem in Europe is a lack of co-ordination or information sharing in
identifying suspicious activity at sea that would allow authorities to target their investigative
resources more effectively. “What’s needed is better upstream intelligence,” says Calum
Jeffray, research fellow at the defence think-tank RUSI. “There is thematic analysis across
Europe, but a lot of that is specifically around narcotics . . . there’s a tendency to overlook
maritime and port security when it comes to terrorism. When you think about how much
effort goes into airport screening — there’s a huge difference. And what is happening in
North Africa at the moment is going to make that much more noticeable.”
Mr Jeffray suggested that oversight could be improved by expanding the remit of the
maritime analysis and operations centre (MOAC), a Portugal-based multilateral naval
intelligence service staffed by military officials from seven EU states and the US. The centre
currently only has a remit to interdict narcotics smuggling.
“Something more is needed,” says Ami Daniel, chief executive of Windward. “At the
moment, the sea is a backdoor into Europe and unless there is clear intelligence or a tip off,
most of these vessels are never inspected or intercepted. We are getting to a point where
this is going to cause problems . . . arms, drugs and people are all coming over unchecked.”
5
FIRST RESULTS OF THE CONCENTRATED INSPECTION
CAMPAIGN ON CREW FAMILIARIZATION
FOR ENCLOSED SPACE ENTRY
The Concentrated Inspection Campaign (CIC) on Crew Familiarization for Enclosed
Space Entry was carried out between 1 September and 30 November 2015 in the
Tokyo MOU region. The aim of the CIC was to ensure that effective procedures and
measures are in place to safeguard seafarers on board ships when entering and
working in enclosed spaces and to check compliance with the applicable
requirements of the SOLAS Convention.
The campaign was undertaken jointly with the Paris MOU. Other co-operating MOU’s have
followed the same routine during the campaign. Preliminary results show that 6826 inspections were
conducted by member states in the Tokyo MOU using the CIC questionnaire, covering ships from 75
flag states. There appeared to be a strong commitment to safety from ship operators in relation to
enclosed space entry. In 96% of CIC inspections, there was evidence of the ship’s crew having
participated in an enclosed space entry and rescue drill at least once every two months in accordance
with SOLAS requirements. Satisfactory responses to all 10 questions were received in 74% of CIC
inspections so there is room for improvement. Unsatisfactory responses resulted in 1584 deficiencies
being issued. During the CIC inspections, Port State Control officers were required to observe an
enclosed space entry drill where practicable. 4487 such drills were observed during the campaign
and of these, 93% were conducted to a satisfactory standard. Further analysis of the inspection
results will be undertaken to determine whether there are any recommendations that could be made
to the shipping industry, flag States or MOU. A final report will be submitted to the PSCC27 meeting
in Australia in October 2016, after which the report will be submitted to the IMO (from:Tokyo MOU)
WINDSTAR APPOINTS A BLACK WOMAN CAPTAIN
Windstar Cruises promoted Belinda Bennett to captain of WIND STAR. She joins a small but growing
number of women captains in the cruising industry
and may be the first black cruise ship captain.
Bennett took command of the 148-passenger
WIND STAR Jan. 30 in the Caribbean. She is an 11year veteran of WIND STAR, and previously served
as chief officer. CEO Hans Birkholz said WIND
STAR is thrilled to have appointed its first female
captain and perhaps the cruise industry's first
black captain.'Belinda’s leadership qualities and
hard work have made her an asset to our team
and invaluable to her colleagues and crew. She has
earned her spot at the helm and I’m excited to see her in action, guiding the crew and our guests on
Wind Star through some of the world’s most incredible destinations for years to come,' Birkholz said.
Bennett, 39, is a British citizen who resides in Southampton. She hails from St. Helena, a British
Overseas Territory encompassing Ascension and Tristan de Cunha, where she became a deck cadet at
age 17 aboard RMS St. HELENA. Four years later, she climbed the ranks as third officer then stayed
an additional five years, ultimately serving as second officer. Following a brief stretch as chief officer
for SS DELPHINE, a private charter yacht, and Isle of Man Steam Packet ferries, Bennett joined
Windstar as second officer in September 2005. Source : seatrade-cruise
6
EUROPEAN SHIPOWNERS SHOWCASE
ON SHORT SEA SHIPPING
We were invited for a high level meeting organised by the Dutch Presidency of the
Council on 15th February in Amsterdam. The European Community Shipowners’
Association (ECSA) presented its new brochure on the merits of short sea shipping.
The intention behind this new initiative is to revitalise the EU’s short sea policy,
which has unfortunately been neglected in the past years.
“Short Sea Shipping has been on the EU’s agenda for a long time” said Niels
Smedegaard, ECSA President. “Despite many good initiatives, a number of
long-standing problems have not been resolved, the market share of short sea
shipping has stagnated, and worse still, declined in recent years. We believe
the EU and the short sea industry alike stand to benefit from the launch of a
so-called Short Sea 2.0 policy. Moving goods and people by sea around Europe
instead of using other modes will decongest land-based transport networks,
ease pressure on logistics chains, and dramatically reduce air emissions. Short
sea shipping is the EU’s circulatory system.
”Short sea shipping is currently facing a host of legislative and administrative Mr. Niels Smedegaard
issues that curtail its effectiveness, limit its popularity and restrict its role in today’s EU transport
system. Intra-EU shipping is still unjustifiably disadvantaged when compared to the road or rail
sector, which move goods and people with minimal administrative burden.“Short sea shipping is an
often overlooked segment of the EU transport system, one that has huge potential, which could be
unleashed if the many legislative and administrative impediments weighing it down were tackled in a
holistic manner” commented Patrick Verhoeven, ECSA Secretary-General. “There are many lowhanging fruits and we are ready to work closely with EU policy makers to find the best way forward.
”The European Commission has over the years formulated strategies and proposed legislation with
the intention of fostering the short sea sector. Disappointingly though, some efforts have fallen short
of stated objectives and the industry’s expectations. Case in point: the absence of a true Single
Market for shipping, which disproportionally affects short sea operators. The European Commission
had in 2010 proposed legislation to rationalise and streamline the administrative formalities for ships
calling at EU ports by moving to a paperless environment. The adopted legislation however lacked
ambition and led to the creation of separate and often incompatible so-called National Single
Windows (data entry points) instead of a harmonised EU Single Window.
During the conference, Deputy Director-General DG Move,
European Commission, Fotis Karamitsos said: “The EU Single
Window (which CESMA is already advocating for a long time) is
within reach. The technology is already available, it is now only a
matter of political will. The shipping industry should continue its
campaign for a more workable solution”
Mr. Fotis Karamitsos
Source: European Community Shipowners’ Associations (ECSA)
7
VILLAINS, VICTIMS AND THE BLAME GAME
Oversimplifying of the ”Costa Concordia” tragedy threatens to obscure valuable
lessons that can be learned from the casualty. A disaster, especially one that leads
to loss of life and the spectre of a fault-finding litigation, will always make good
headlines. Such events and the outcome of any findings are of legitimate public
interest, but the simplification of the story in a desire to make easy reading which
attracts millions of readers and in which there are only villains and victims, can
threaten to obscure the lessons that can be learnt.
So it is with the ongoing public trial of Captain Francesco Schettino. The disgraced master is of the
”Costa Concordia” is in the process of building his appeal against a `16 year prison sentence, while
prosecutors are apparently trying to lengthen it.
The fateful events of the night that led to the
eight-year-old cruise ship, striking a rock causing
a leak, being driven towards the shore as it
flooded in several compartments and heeled
over and the ensuing lengthy evacuation have
been written about at length, by both the
mainstream and the shipping press.
But what has not been heard in any detail, at
least not outside the court and not without
constant vilification, is Captain Schettino’s account of what happened to create the circumstances
where a supposedly modern cruise ship was sailing off course and for a number of crucial minutes, as
it headed directly towards the rock, without a command. The true account in our CESMA NEWS, after
interviews with Captain Schettino, reached not enough people to make a direct impact.
There was a lot more to this than just questioning the disturbing modern trend of criminalising the
master. In a recent interview with Lloyd’s List, Captain Schettino repeatedly points the finger of
blame at himself but he is also questioning the whole process that led, to what he claims, was a
substandard bridge team and the conditions for disaster.
Accident investigation experts , studying the incident, have uncovered some all too familiar
indicators that the confusion between using electronic charts and paper charts was critical in the
run-up to the grounding. Passenger ships , especially cruise ships and other specialized vessels are
some of the most advanced ships afloat. They bristle with technology which always comes with the
underlying promise of safer, more efficient operation. But with this technology, and the promise of
automation, comes increased responsibility such as the responsibility to pay more than lip service to
training, education and of course, process.
At sea, there was always the saying that a good navigation officer is good not to just because
everything goes well, but because when it does not goes well, he or she knows how to pull out the
proverbial finger, act quickly and do the right thing. There may be however too many temptations to
take shortcuts in learning, understanding and emergency preparation by both shore and shipboard
staff. Perhaps society’s desire always to find blame before it learns lessons, will at least take that
temptation away if nothing else will. ( Lloyd’s List October 2015)
8
The appeal against the verdict of Captain Schettino will take place in the Palazzo di Giustizia in
Florence and will start on 28th April. It will comprise 12 hearings in the following month of May.
According to the lawyer of Captain Schettino, this tight schedule is very harmful for the defence and
it is the first time that an appeal court is presenting such an arrangement.
We will follow proceedings accurately with the expectation that
Captain Schettino receives fair treatment. He is still a member of
USCLAC and as such, also a member of CESMA, for ”better and
for worse”. The defence will pay attention to the behaviour of
the bridge team of the “Costa Concordia” before and during the
accident. It seems that at the time of the incident, it was not
compulsory for the officers of Costa to attend any specific
training for using ECDIS as the electronic chart system was not
officially recognized by Italian law as an appropriate tool for
Palazzo di Giustizia, Florence
substituting paper charts. A problem arose because Costa
installed ECDIS fleet-wide. All ships were equipped with complete ECDIS installations, As a matter of
fact, it was possible to utilize electronic charts in overlay function on the radar screens. In practice all
officers on the bridge of the Costa Concordia were using the ECDIS system and all related
navigational functions as a navigation tool without having proper training or related certification.
At the time of the incident, the company was applying “home made” criteria for enhancing the
knowledge and the familiarization among the officers for using ECDIS. Familiarization was simply
part of the handover process between officers. Preceding the incident, the three officers on the
bridge were observing the navigation on the ECDIS, used in overlay on two radar screens plus a third
radar screen observed by the third officer. According to the VDR, none of them detected any danger
for navigation, worth mentioning to Captain Schettino when he came on the bridge. According to
VDR recordings, the chief officers, in charge of the navigation, affirmed that, according to his point of
view, there was nothing to avoid and that the vessel was supposed to proceed straight without
turning. He maintained that there was no need for an evasive manoeuvre.
MASTER RECEIVES DEFERRED SUSPENSION
FOR ILLEGAL BEACHING OF VESSEL
A recent decision of the Dutch disciplinary committee for the shipping industry
demonstrates how illegally beaching a vessel can have consequences for the master
of a ship. On May 26 2013 the Dutch container vessel ”HMS Laurence” was beached
before demolition near Alang, India. By order of the public prosecutor in
Rotterdam, an investigation was initiated concerning the actions of the master in
relation to the illegal movement of the vessel from EU waters to Alang.
The Dutch public prosecutor noted that because the vessel was being beached with the intention of
demolishing it, it could be considered as waste under Dutch national and European law. As such, the
owner could be held responsible. Considering that the action was physically performed by the
captain, it also had to be assessed whether this met the standards of good seamanship under Article
4(4) and Article55a of the Dutch Law Concerning Seafarers as it relates to:
9
• Article 10.60 of the Dutch Law on
Environmental Management;
• Article 2(35) of the EU Shipment
of Waste Regulation (1013/2006);
• Article 34 of the regulation,
which covers the prohibition on
exporting waste from the European
Union to third countries which are
not part of the European Free
Trade Association; and
• Article 36 and Annex V of the
regulation, which covers the
prohibition on exporting waste
from the European Union which is
destined for useful application in
countries which are not members
of the OECD.
mv HMS Laurence
The Dutch disciplinary committee for the shipping industry found that it had been proven that on
May 26 2013, the “HMS Laurence” was beached in order to be demolished near Alang, after sailing
from the European Union under the authority of the master. Proof of this action was based on a
YouTube video uploaded by the ship's master which clearly showed that he was acting as the master
of the vessel when it was beached. The actions of the master were held to be in violation of Article
55a of the Law Concerning Seafarers, and
specifically Article 4(4) in respect of the act or
omission of a master on board in breach of the
care which he should have observed as a good
sailor in relation to the crew, the ship, the
cargo, the environment and traffic. In
particular, it was held that the master could be
held responsible for the fact that he had
cooperated in deliberately beaching the vessel
in India. Based on European environmental
law, it is prohibited to transfer vessels for
Beaching in Alang
demolition to India.
The disciplinary committee noted that, because the master had not made a statement, it could not
know on whose order he had beached the vessel. But the sight of the coastline in the YouTube video
made it clear that the master should have understood that it would be left there for demolition.
The committee found that the defendant was in serious breach of his duties as master of the vessel.
At the time of the incident, the consequences of having ships beached for demolition in India were
generally known within the shipping industry. These consequences included harrowing working
conditions, environmental damage and serious dangers to the health of employees and the local
population.
The disciplinary committee ruled that the master be suspended for a period of six months.
However, the suspension would not be executed unless the disciplinary committee later decided
otherwise, based on the fact that the master, before the end of a two-year probationary period, had
again acted contrary to the care which he should have observed as a good sailor in relation to the
crew, the ship, the cargo, the environment and traffic.
10
This is the first decision from the disciplinary committee suspending a master on these grounds. It
clearly demonstrates that the beaching for subsequent demolition of ships moved from the
European Union to Southeast India, places the master of such ships at risk of suspension if the
physical breach of national and European law has been performed under the authority of such
master. Posting a recording of the beaching of such vessels on YouTube clearly increases the risk of
detection and suspension. (December 23 2015 | By AKD Shipping & Transport, Netherlands)
As comment on the conviction of the master of the ”HMS Laurence”, we insist on
declaring that he clearly acted after orders of the shipping company. Refusing to
follow up orders nowadays easily leads to dismissal. There is always somebody else
who will take the risk, leaving the respective master unemployed. We could expect
a more realistic attitude of a Disciplinary Court making them aware that strict
application of the law is not always reasonable or fair. (Capt. H.Ardillon,president CESMA)
PIRATES ON THE HIGH SEAS
ARE HACKING SHIP COMPUTERS FIRST
Pirates have a new weapon. A global shipping company noticed that over the
course of several months last year, pirates, armed with guns, had been
rummaging through cargo more quickly than usual before making off with the
most valuable crates.
When one unnamed shipping company hired Verizon’s security team to
investigate, they learned the pirates had begun practicing another trade:
Hacking. “Rather than spending days holding boats and their crew hostage
while they rummaged through the cargo, these pirates began to attack
shipping vessels in an extremely targeted and timely fashion,” the report said.
“Specifically, they would board a vessel, force the crew into one area and
within a short amount of time they would depart.”
And these modern day pirates seemed to know exactly where to find their loot. “When crews
eventually left their safe rooms, hours later, it was to find that the pirates had headed straight for
certain cargo containers,” the report added. “It became apparent to the shipping company that the
pirates had specific knowledge of the contents of each of the shipping crates being moved.”
So how did these pirates of the high seas know exactly what ships to invade and where to go once
they had gotten onboard and taken the crew hostage? “They’d board a vessel, locate by bar code
specific sought-after crates containing valuables, steal the contents of that crate—and that crate
only—and then depart the vessel without further incident,” the report said. “Fast, clean and easy.”
According to Verizon, the pirates-turned-hackers found a way to see merchandise details in the
records carriers release — and to see which vessels were scheduled to carry it. So they helped the
shipping company shut down sites the pirates had compromised and build a security plan.
Source: MarketWatch
11
MANILA 2010, ITALIAN MASTERS AND SEAFARERS
ARE HEADING FOR COLLISION (full ahead)!
The Manila STCW amendments are dated 2010, but the Italian Administration
ignored the problem until yesterday. The Italian Administration has decided that all
Italian STCW Certificates of Competence will expire 1.1.17 and in order to be
revalidated, Italian seafarers need to comply with all requirements foreseen in the
Manila amendments. In spite of this stringent deadline (1.1.17) and the
Administration’s unjustified delay, it took more than 5 years to decide what to do.
Today only few of the decrees, regarding some of the training courses, mandatory
to revalidate CoC’s, have been approved. If and when the decrees will be published
is still unknown and the training centres still need to go through the certification/
approval of the ''courses'' before they can provide it to seafarers. This is a time
consuming procedure.
To be optimistic, by May/June 2016 more than 75.000 Italian seafarers will be in the condition to
take the necessary training courses in order to revalidate their STCW CoC. It will be impossible to
fulfil this requirement in time.
While in most of the EC countries the last five years have been used to update the formation of the
seafarers, in Italy only 6 months will be allowed for it. We all know that, by the nature of his trade, a
seafarer spends at least 8 months every year at sea. Two questions arise:,
1) Is the Italian Administration aware of this?
2) Does it realise that it will be impossible for 75.000 seafarers to take all the
mandatory training courses before the given deadline of 1.1.17?
For too long, IMO has completely ignored the mega yachting industry, which is a consistent share of
the economy of the sea and a large employment opportunity for STCW certified seafarers and young
cadets. This matter needs immediate attention by IMO institutions . We also consider it very strange
that the Italian Administration will recognize and endorse a STCW Certificate of Competence issued
by other IMO Parties. However it will not recognize or endorse a Certificate of Training such as BST,
HELM, RADAR, FIREFIGHTING, if issued by another EU country This in spite of EU laws that request
all EU countries to recognize each other’s qualification and allow all EU citizens to study and work in
any country of the EU. This situation is really serious, and many Italian Seafarers are risking to lose
their CoC and their jobs.
We do ask EMSA and IMO to carefully investigate these matters, to guarantee an extension of the
validity of CoC’s after 1.1.17, until all seafarers had the opportunity to follow the mandatory Manila
STCW 2010 training. We also ask to organise a meeting with the most representative European yacht
masters and representative seafarers associations, the yachting industry (yard/ brokers/
management) and crew agencies in order to open a permanent division dedicated to mega yachting.
We promote safety and are concerned for the marine environment, including the rights of
seafarers, more than anyone. We will have no future if we do not follow these rules, we prefer
clean seas and a good working environment, but we also do need to be considered with the right
attention.
(Captain Dario Savino c.l.c. Master Mariner, member of CD Italianyachtmasters, Council Member of
CESMA)
12
EUROPE NEGLECTS BACK UP NAVIGATION SCHEME
DESPITE RISKS AT SEA
A British-led initiative to create a back-up to satellite navigation systems for ships
has been pulled after failing to garner interest from other European countries,
despite its proponents pointing to the growing risk of disasters at sea. Vessels
increasingly rely on devices that employ satellite signals to find a location or keep
exact time, including the Global Positioning System (GPS). Paper charts are used
less frequently due to a loss of traditional skills among seafarers. Experts say GPS is
vulnerable to signal loss from solar weather effects or radio and satellite
interference or deliberate jamming, which South Korea experienced from North
Korea in recent years.
The General Lighthouse Authorities of the United Kingdom and Ireland (GLA) have pioneered a radiobased back-up prototype called eLoran that would provide alternative position and timing signals for
navigation, but faced a hard sell in other European countries, which are needed for a signal network.
France, Norway, Germany and Denmark have closed their transmitters. George Shaw of the GLA
cited “cost-related” issues in Europe for pulling the project, leading the GLA to start decommissioning
stations in Britain.“In Europe, navigation is becoming less and less safe,” Shaw said. “We see larger
ships and the competition for sea space is intense.” “Getting high-integrity precise navigation into
ports and around obstacles at sea is becoming ever more important and we cannot rely on GNSS
(global navigation satellite systems) alone to do that,” he said.
France and other countries were meant to maintain and upgrade older radio transmitter stations
called Loran-C, which date back decades, for eLoran to gain momentum. French and German
government sources said they did not need or use eLoran, pointing to Europe’s satellite navigation
system Galileo. A German official said Galileo offered an encrypted navigation signal and “maximal
protection” against manipulation. An official from Denmark said the country had opted out.
Norway’s Ministry of Transport and Communication said eLoran was “outdated and had very few
users”, adding that lighthouses, markers, and radar beacons provided sufficient navigation safety in
waters near the shore. “Further out from the coast, the risk of collisions and of running aground is
considerably smaller. In these waters, it’s the Norwegian Coastal Administration’s opinion that a
ship’s radar constitutes sufficient backup.”
In contrast, South Korea and Russia, which had received previous GLA assistance, are pressing
ahead with their versions of eLoran. The United States was also working on a version. In late January,
the U.S. Air Force said there were GPS timing disruptions after a satellite was removed that may have
caused timing issues over several hours for global users. The GLA had previously recorded incidents
involving hours of signal disruptions on ships off Britain’s coast. Martyn Thomas, chair of the UK
Royal Academy of Engineering’s GNSS working group, said it was easy to purchase GPS simulators
that can “fool GPS equipment into giving the wrong coordinates”, known as spoofing. “Any of the
satellite navigation systems such as Galileo … are all extremely vulnerable, firstly to jamming and
increasingly to spoofing, “That raises security questions.”
Source: Reuters (International Shipping News 10/02/2016)
13
2015 SAN GIUSTO AWARD – XXIII EDITION
On December 11, 2015 the ceremony for the “2015 San Giusto Award” was held in
the Conference Hall of the Italia Marittima Ship-owner Company, former Lloyd
Triestino di Navigazione (Evergreen Group). A long-standing tradition that saw the
Captains’ Association “Collegio di Trieste dei Patentati Capitani di Lungo Corso e
Macchina” awarding the San Giusto plaques to the best graduates of I.T.S. Nautical
High-school “Tomaso di Savoia Duca di Genova “ for the year 2014/2015.
Candidate Deck-cadets: Jurman Elena received her award from Tripmare/Ocean Managing Director,
Mr. A. Cattaruzza; Mistral Silvio was awarded by Ms. C. Tasso from Triest Passengers Terminal; Piras
Matteo, from Capt.Frigate(CP) A. Cuocci (Triest Coast Guard Maritime Direction); Robelli Stefano,
again by Mr. A. Cattaruzza; Visciano Gennaro, from Mr. P. Malabotta (International Propeller Club
Port of Trieste) and candidates Eng-cadets: Burello Elia, from Capt. G. Ribaric CESMA Dep.
President; Butnaru Valeriu, received his award from Eng-director D. Marchesan (Fincantieri); Puntini
Christian, from Mr. P. Borstner (Director Services Unit, Wartsila Italia); Trevisan Salvatore, awarded
by Mr. Wang Lin-Fa (Executive Vice President Italia Marittima).
All these young women
and men stood out in
their
studies
and
obtained their degrees
with very good to
excellent marks.
CESMA Dep. President Capt. Ribaric to Burello Elia (Eng. Cadet)
The event was realised
thanks to the support of
several sponsors, among
others Italia Marittima,
Confindustria
Venezia
Giulia, International Propeller Club Port of Trieste,
Ocean SpA, SIOT/TAL
Italia SpA, Tripmare SpA
and Wartsila Italia SpA.
This year like the past ones, the event saw the award of several scholarships to the outstanding
students of each course taught in the I.T.S. Nautical High-school established on 1753 in Triest by
Maria Theresa, Empress of Austria (1717-1780), which is one of older Nautical High-school of Europe.
The ceremony was attended by representative of local authorities as well as by the founding
members of the new “ Adriatic Nautical Academy “, which in the same week had started its activity.
The Foundation leading the Academy gathers a long list of public bodies and companies, including
the “Collegio di Trieste dei Patentati Capitani di LC & DM”. This year, the San Giusto Award appeared
even more special in the light of the simultaneous launch of the Academy, a highly-specialised
institute (I.T.S.) operating in a field that is strategic for Italy’s economic development and
competitiveness. For the city of Trieste, it means to get back to well-established traditions but, at the
same time, to watch to a future that, hopefully, will be bring new impulse to the sea and the various
activities connected to it. (Mario Carobolante, Captain)
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CRIMINALISATION, LESSONS LEARNT?
The last meeting of the Bulgarian Shipmasters’ Association was rather different
from others and quite emotional. We were able to hug our colleague, Captain
Sobadzhiev, after his ordeal in prison in Panama. The meeting started with only one
agenda item. Did we learn anything from the “Maas Trader” case which has been
highlighted several time in the CESMA NEWS?
Captain Sobadzhiev was sent to prison without any
proof of his guilt and without trial. The only reason
were the testimonies of several crewmembers who,
together with the vessel, were released after seven
days. Strange was the fact that his contract had
been cancelled by the crewing agency before the
crew members had given their testimonies. The
lawyer representing the crewing agency confirmed
that Captain Sobadzhiev would be released on the
following day after questioning. However the
lawyer never came back and the captain remained
in prison in Panama for more than four years. In the
Courtroom in Colon (Panama)
third year after his arrest, he was tried and sentenced to 10 years imprisonment. After an interview
by CESMA at the crewing agency In Rotterdam, it became obvious that the testimonies by the crew
which we were able to consult, but not to copy, were contradictory. However they were used as a
motive for dismissal.
In the meantime the shipping company had gone
bankrupt and nobody could be questioned to give
testimony. The shipping documents had disappeared
and Captain Sobadzhiev was left with no legal defence,
no finances and no possibility to prove his innocence.
The good side of the story is that captain Sobadzhiev
survived after being transferred from prison in Panama
to Bulgaria where he was released after a few months
to go back home. The bad side is that unfortunately the
STCW code is imperative. Having not spent at least one
year of the last five years at sea, he had to revalidate his
certificate. This is where his strong character becomes
apparent. At the age of 59 he passed his revalidation
exams without errors.
Captain Sobadzhiev had only one purpose to attend
the meeting of the Bulgarian Shipmasters’ Association.
He wanted to share his uncomfortable experience with
colleague captains in order to safeguard them from the
mistakes he made. He advised that all documents
Capt. Sobadzhiev revalidating
witnessing the inspections in previous ports should be
available on board at all times as prove.
The master should ensure that they are kept in a safe place.
15
In this case Captain Sobadzhiev’s laptop and two mobile phones were confiscated by the police. They
also disappeared from the official list of items which were confiscated. By the end of the first month
after his arrest, the shipping company, the lawyers and the other crewmembers seemed to have
disappeared altogether.
The question remaining is what a shipmaster should do when he becomes involved in such a case.
Should he agree to disembark the ship, leaving all proof of his innocence ready to be manipulated or
to disappear? Or should he insist to stay on board till an official of the flag state, in this case the
Netherlands or his country of origin, come on board? We realise that it is not easy to confront police
officers but according to international maritime law, the ship is sovereign territory and when the ship
is in port, the laws of the flag state are in force on board together with the local laws. After research
by CESMA, it appeared that the flag state, the Netherlands, were never informed over what
happened on the ”Maas Trader” in Panama. This should have been done because there was a
criminal act or incident on board a Netherlands flagged vessel. This negligence is being contradicted
by the shipping company who maintained that the flag state was duly informed. It is not so difficult
to draw conclusions. The most important point seems to be confident that the crewing agency or the
ship owner which whom we enter into contract, is reliable and employs reliable lawyers. In this
complicated shipping world we should also be very careful to be insured against all possible risks.
Being a member of an national and/or organisation or association could also be advised.
(Based on article in SEAWAYS of Captain Dimitar Dimitrov, President of the Bulgarian Shipmasters’
Association, Member of the Nautical Institute and Council Member of CESMA)
MOS FORUM PRESENTED IN EU PARLIAMENT
During the meeting on 19th of February at European Parliament, Mr. Brian Simpson
– Coordinator for Motorways of the Sea (MoS) in which CESMA participates –
invited all Members of the European Parliament (MEPs) to engage and contribute
to the development of MoS, the first outcome of which will be the Detailed
Implementation Plan that it will be presented on June 2016.
A study is now underway conducting a detailed analysis of trade patterns, ports and infrastructure,
technical and administrative challenges to help identify development priorities for the future.
Mr. Michael Cramer, Chair of the EP Tran Committee and MEP Ms. Gesine Meissner gave their
support to Mr. Brian Simpson about this
process aiming for a more integrated,
and fully functioning and environmentally sound trans-European network.
In order to improve the transport
services that are integrated in logistic
chain and cover all type of maritime
freight operation, Motorways of the Sea
will concentrate its attention to the
reduction of land transport congestion,
to the increase of use of more
sustainable modes of transport and
16
to the increase of transport efficiency and effectiveness and; to the improvement of the
accessibility to peripheral regions.
Mr. Brian Simpson identified three key priorities for action (the three MoS Pillars): Environment,
Integration of Maritime Transport in the Logistics Chain and Maritime Safety, Traffic Management,
Human Element/Training.
For this reason, three MoS Fora will be organized to examine in depth every pillar and to create a
discussion in order to improve the Motorways of the Sea. During the EP meeting, the first MoS
Forum on Environment was launched. It was organised in Brussels on 15th of March.
The MoS actions for the Environment:
The main areas for work are the reduction of emissions, mainly Sulphur (SOx). MoS are supporting
ship and shore based installations and propulsion systems, logistics and reception facilities in ports,
such as Liquefied Natural Gas (LNG), methanol, de-sulphurised fuels and scrubbers.
Measures aiming at counteracting climate change are also important drivers. Meeting general
sustainability requirements and fostering the deployment of new technologies and systems to
contribute to those sustainable solutions such as the use of shore based electricity and electric
propulsion as well as hydrogenics
SHIPS IN NEED OF ASSISTANCE
(SEEKING A PLACE OF REFUGE)
A place of refuge is a place where a ship in need of assistance can take action to
enable it to stabilise its condition and reduce the hazards to navigation, and to
protect human life and the environment. It may include a port, a place of shelter
near the coast, an inlet, a lee shore, a cove, a fjord or a bay or any part of the coast.
Because of the many variable factors involved, and the variety of risks, a decision to
grant access to a place of refuge can only be taken on a case-by-case basis.
Against the background of past maritime accidents in European waters, the VTMIS Directive includes
a number of provisions (Articles 20, 20a, 20b, 20c, 20d, and 23d) concerning ships in need of
assistance seeking a place of refuge. The Directive builds on the IMO-Guidelines on places of refuge,
and establishes obligations for the different parties involved in such incidents. These aim at ensuring
that Member States have effective and independent systems in place, including the required set up,
structure and command, to deal with such situations. The Union Maritime Information and Exchange
System (SafeSeaNet) is designated in the VTMIS Directive as the appropriate platform for sharing
relevant information. Many times, situations leading to a request for a place of refuge involve one
Member State and will be handled by the same State, under its jurisdiction.
There may however be cases involving neighbouring Member States or Member States in the
vicinity of the incident. In order to facilitate the cooperation, the Directive requires the authority or
authorities to meet regularly to exchange expertise and experiences.
17
Therefore, in the aftermath of the
”MSC Flaminia” incident, it was
demonstrated that, despite the
provisions laid down in Directive
2009/17/EC amending Directive
2002/59/EC, establishing a Community Vessel Traffic Monitoring and
Information System (VTMIS), there
was no uniform application. The
incident also evidenced the need to
enhance
cooperation
between
Member States when confronted with
a ship in need of assistance.
”MSC Flamina” burning
An expert group was established in 2013, under the chairmanship of the Commission, comprising all
EU Member States. This group, which meets regularly, decided to develop EU Operational Guidelines
[2 MB] to complement national plans and apply to situations where it is likely that more than one
State may become involved, or where the incident falls outside the jurisdiction of any Member State.
The EU Operational Guidelines were drafted with a real operational situation for a vessel in need of
assistance in mind, in a common effort including EU Member States, and several industry
stakeholders, with the support of the Commission and EMSA. They aim at a robust operational
process, leading to well-advised and, where possible, quicker decision making. At the same time,
they should contribute to promoting positive attitudes – within Governments, authorities, and the
industry – for the purposes of Places of Refuge, in the interest of the protection of human life,
maritime safety, security and the environment.Meanwhile European shipowners ( in ECSA) endorsed
the adoption of EU operational guidelines on places of refuge for ships in distress at sea, which were
produced by the Cooperation Group on Places of Refuge, bringing together Member States, the
European Commission and industry.
CESMA LOGBOOK
(2016 – 1)
We were represented at the following occasions:
29 Jan` Hoorn
15 Feb Amsterdam
16 Feb Toulouse
17 Feb Toulouse
01 Mar Brussels
01 Mar Brussels
01 Mar Brussels
15 Mar Brussels
22 Mar Cork
30 Mar Teddington
On the frontpage:
400 years Cape Hoorn
EU Short Sea Shipping Conference
Piracy conference (CLS)
Piracy conference (CLS)
Conclusion Vasco da Gama project
SAGMAS 41
CESMA Boardmeeting
Motorways of the Seas Conference
Preparation CESMA AGA
Final conference e-Compliance
The National Maritime College of Ireland, location of CESMA AGA
Newly elected Secretary General of the IMO, Mr. Lim Ki Tak
Mega yachting, a new CESMA membership
18
Confederation of European Shipmasters‘ Associations
and the Irish Institute of Master Mariners
invite you for the
CESMA 21rst ANNUAL GENERAL ASSEMBLY
Friday 13th May 2016
at the National Maritime College of Ireland
Ringaskiddy, Ireland
(Councilmeeting on 12th May 2016)
(at the Port of Cork Boardroom)
The Assembly will be preceded by a seminar on various
maritime subjects:
Dr. Paul Liston: The Seahorse Project
Capt. Ulf Svedberg: The Mona Lisa Project (EU)
Mr. Michael Kingston: The Polar Code
Capt. Robert McCabe: the Nautical Institute on e-navigation
19
FROM THE EDITOR
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According to a well known shipping consultancy, mega containerships are no longer
delivering economic advantages to ports, terminal operators and shipping lines. As more
mega ships enter service, the industry is rapidly approaching a critical stage. Since 2009,
shipping lines have engaged in an ”arms race” with vessel sizes increasing to drive down unit
costs and improve profitability. The savings are increasingly outweighed by higher port and
landside costs. Larger vessels place greater demands on ports where entrance channels have
to cater for deeper draughts and on terminals which need to upgrade equipment, yard
facilities and manning levels to effectively handle increased peak cargo volumes.
On 4th March Captain Nino Dunat has been elected President of the Croatian Shipmasters’
Association ZHUPK. For the past 8 years all eight captains’ associations/members of ZHUPK
were for one year in presidency. Captain Dunat has started a new turn. Captain Slobodan
Vrdoljak remains General Secretary.
Weathernews and Maersk entered into a three year partnership, covering weather routing
services, port forecasts and other weather driven risk communication services for safety and
bunker saving purposes. Operating from five global operations centres, Weathernews will
provide continuous monitoring and communication year-round twenty-four a day for Maersk
vessels with the Optimum Ship Routing service. We should however not forget that the
activities of Weathernews are based on weather forecasts which in many cases are different
from the real circumstances and that the final responsibility lies with the master.
A Belgian court has sentenced former Somalian pirate kingpin for 20 years in prison over the
2009 hijacking of a Belgian vessel off the coast of Somalia. Mohamed Abdi Hassan is also
known as Afwayne.
Rolls-Royce has unveiled its vision of the land-based control centres to remotely monitor and
control unmanned ships of the future. A crew of 7 to 14 people monitor and control the
operation of a fleet of vessels around the world. The crew uses interactive smart screens,
voice recognition systems, holograms and surveillance drones to monitor what is happening
both on board and around the ship. Rolls-Royce has taken a front role in developing
unmanned shipping. Dutch Shipmasters Association NVKK will devote a seminar on the
subject in October of this year. A number of prominent speakers are invited. Among them,
Belgian professor Eric van Hooijdonk who will highlight legal aspects of the concept.
CESMA has been invited to join the Advisory Board of the EU initiated project SAFEPEC which
aims at simplifying ship’s inspection by the various authorities in order to make the system
more efficient. The project is leaded by the World Maritime University in Malmoe, Sweden.
Ship owners will need to act now to ensure they comply with new fire-fighting rules brought
into force on 1rst January 2016 for all new buildings. New amendments to the SOLAS
convention, which are now in force, have laid down extensive ground rules for fire-fighting
on ships designed to carry containers on or above the weather deck and built on or after 1rst
January 2016. This rules have been initiated after several cases of serious fires on board
container ships during the last years.
The Confidential Hazardous Incident Reporting System (CHIRP) was presented to CESMA
during our 20th Annual General Assembly in Viareggio last year by its director, captain John
Rose. It works to retain information regarding incidents or near-misses and then distributes
this knowledge to assist others to learn from these experiences. As is generally known, there
is a huge underreporting in this field. CHIRP is trying to do something about that to ensure
strict confidentiality. Their latest initiative, sponsored by The Standard Club, is the
production of new “video maritime feedback bulletins” which are due to be released on a
quarterly basis and available to download for use on a PC or tablet, DVD or USB drive.
20
AIMS OF THE ORGANISATION (abridged)
 TO WORLDWIDE PROTECT THE PROFESSIONAL INTERESTS AND STATUS OF
EUROPEAN SEAGOING SHIPMASTERS.
 TO PROMOTE MARITIME SAFETY AND PROTECT THE MARINE ENVIRONMENT.
 TO PROMOTE ESTABLISHMENT OF EFFECTIVE RULES WHICH PROVIDE HIGH
PROFESSIONAL MARITIME STANDARDS AND PROPER MANNING SCALES FOR
VESSELS UNDER AN EUROPEAN NATION FLAG.
 TO INFORM THE PUBLIC IN THE EU ABOUT PROBLEMS IN THE EUROPEAN
MARITIME INDUSTRY AND THOSE CONCERNING SHIPMASTERS IN PARTICULAR.
 TO CO-OPERATE WITH OTHER INTERNATIONAL MARITIME ORGANISATIONS.
 TO RETAIN AND DEVELOP THE HIGHEST MARITIME KNOWLEDGE AND
EXPERIENCE IN EUROPE
 TO BE INVOLVED IN RESEARCH CONCERNING MARITIME MATTERS IF
APPLICABLE IN CO-OPERATION WITH OTHER EUROPEAN INSTITUTIONS AND/OR
ORGANISATIONS.
 TO ASSIST MEMBER SHIPMASTERS WHO ENCOUNTER DIFFICULTIES IN PORTS
WITHIN THE REACH OF NATIONS REPRESENTED BY CESMA MEMBER
ASSOCIATIONS
 TO PROMOTE THE SEAFARING PROFESSION IN EU MEMBER STATES
ANNUAL SUBSCRIPTION:
EURO 16,- (EXCL EURO 5,- ENTR. FEE) PER
SEAGOING MASTER (WITH A MINIMUM OF 25)
EURO 8,- PER SEAGOING MASTER
FOR ASSOCIATED MEMBER ASSOC. ( “” “”)
LIST OF CESMA MEMBERS AND REPRESENTATIVES
MEMBER REPR CAPT. W.VON PRESSENTIN
VDKS
PALMAILLE 29
GERMANY
22767 HAMBURG
TEL: 0049 40 384981
FAX:0049 40 3892114
E-MAIL: [email protected]
MEMBER REPR CAPT. B. DERENNES
AFCAN
RUE DE BASSAM
France
29200 BREST
TEL: 0033 2 98463760
FAX: 0033 2 98468361
E-MAIL: [email protected]
MEMBER REPR CAPT. F. VANOOSTEN
ACOMM/AENSM 201 RUE RENE CASTELIN
France
59240 DUNKERQUE
E-MAIL:[email protected]
MEMBER REPR CAPT. L.J.H. GEENEVASEN
NVKK
WASSENAARSEWEG 2
NETHERLANDS 2596 CH THE HAGUE
TEL: 0031 512 510528
E-MAIL: [email protected]
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MEMBER REPR CAPT. M. CAROBOLANTE
CTPC
VIA MAZZINI 30
ITALY
34121 TRIESTE
TEL: 0039 040 362364
FAX: 0039 040 362364
E-MAIL: [email protected]
MEMBER REPR CAPT. G. LETTICH
CNPC
VICO DELL’ AGNELLO 2/28
ITALY
16124 GENOA
TEL: 0039 010 2472746
FAX: 0039 010 2472630
E-MAIL: [email protected]
MEMBER REPR CAPT. C. TOMEI
USCLAC
VIA XX SETTEMBRE 21/10
ITALY
16121 GENOA
TEL: 0039 010 5761424
FAX: 0039 010 5535129
E-MAIL: [email protected]
MEMBER REPR CAPT. D. SAVINO
TEL: 0039 3483365010
IYM
MOLO CENTRALE BANCHINA PORTO
ITALY
17025 LOANO (SV)
E-MAIL:[email protected]
MEMBER REPR CAPT. M. BADELL SERRA
ACCMM
CARRER ESCAR, 6-8
SPAIN
08039 BARCELONA
TEL:/FAX 0034 93 2214189
MOB.: 0034 680321138
E-MAIL: [email protected]
MEMBER REPR CAPT.B. BAERT
KBZ
ITALIELEI 72
BELGIUM
ANTWERP
TEL 0032 3 6459097
MEMBER REPR CAPT. B. KAVANAGH
IIMM
NATIONAL MARITIME COLLEGE
IRELAND
RINGASKIDDY / CORK
TEL: +353 214970637
MEMBER REPR CAPT. G. RIBARIC
ZPU
OBALA 55
SLOVENIA
S1 – 6320 PORTOROZ
TEL(GSM): +386 31 375 823
MEMBER REPR CAPT. D. DIMITROV
BSMA
17 PANAGYURISHTE STREET
BULGARIA
9000 VARNA
TEL : +359 52 683395
E-MAIL : [email protected]
[email protected]
[email protected]
TEL: +371 67099400
FAX: + 371 67323100
E-MAIL: [email protected].
MEMBER REPR CAPT. J. SPRIDZANS
LKKA
TRIJADIBAS STREET 5
LATVIA
RIGA, LV-10 48
E-MAIL:[email protected]
E-MAIL:[email protected]
E-MAIL: [email protected]
MEMBER REPR CAPT. I. KUCICH
UKPTM
TRG PAPE ALEKSANDRA III,3
CROATIA
23000 ZADAR - HRVATSKA
E-MAIL: [email protected]
MEMBER REPR CAPT. J. MILUTIN
UPKCG
PELUZICA b.b
MONTENEGRO 85330 KOTOR
E-MAIL : [email protected]
TEL : +382 32 304 672
FAX :+382 325 107
MEMBER REPR CAPT. J.LIEPUONIUS
LCC
AGLUNOS g.5
LITHUANIA
KLAIPEDA/ LT- 93235
E-MAIL : [email protected]
TEL : mobile +37069875704
MEMBER REPR CAPT. J. TEIXEIRA
SINCOMAR
CAIA DE ROCHA
PORTUGAL
CONDE D OBIDA
ARMAZEM 113
1350 352 LISBON
E-MAIL :[email protected]
TEL: +351 213918180
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