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EIGHT BELLS DECEMBER 2013
COMPANY OF MASTER MARINERS OF SRI LANKA
SPECIAL YEAR END ISSUE
EIGHT BELLS
DECEMBER 2013 – SPECIAL YEAR END ISSUE
JOURNAL OF THE COMPANY OF MASTER MARINERS OF SRI LANKA
CMM AGM 2013
CMM CALENDER
 Bi-monthly Seminar *
 Annual Cricket match Vs IMarET/SOCHEM
 Fellowship *
 * Final confirmation and further details will be announced separately by the Secretary
In this issue
 People and Events
 President s message
 From the Editor
 Secretary s Report AGM
2013
 Bi monthly meetings
 NI corner
 Members contributions
 Need for New Maritime
Regulatory Structure
 Forty below part 2
 Port & Shipping News
 Only for the Cricket crazy
CMM regains the Trophy
 For CMM parents and their
kids
 One for the road
*All Members are
invited to encourage
All members are invited to encourage contributions from prospective “Guest” writers known to
them, which contributions will be included, subject to value addition and availability of space in the
journal.
1
Joseph Ranchigoda took up duties as COO of Ceyline
Shipping Ltd. And Ceyline Travels Ltd., Capt. Harendra
Perera joined CINEC and Marine Survey and Technology
Services of the Ceyline group, Capt. Ranjith Perera took
up appointment as Director of the Maritime Training
Centre in Seychelles on a project of CINEC Maritime
Campus, Capt. Rohan Kaluaratchie took up duties as
Operations Manager, MPV Division of Safmarine
Container Lines N.V and is based in Antwerp, Capt. Darryl
Rosairo is Examiner of Masters and Mates & Port Marine
Surveyor in the Maritime Operations (South) Division and
is based in Melbourne,
PEOPLE AND EVENTS
We wish calm seas and safe voyages to the
following members who signed on recently:
Capt.’s Patrick Rodrigo, Vijith Dias,
Chandana
Perera,
Daminda
Samaranayake,
Vimarshana
Vidanagamage, Thusitha Buddhadasa,
Indika Palamakumbura, Sunny Wijesinghe,
Nalaka Wijewardane, DNI Samarasinghe, Dinuk Mendis,
Chandana Samarasinghe, Prasanna Fonseka, Mahesh
Kuruppu, Prawala Perera, Nishantha Hettiarachchi,
Roshan Fernando and Chaminda Jayamini.
With a few Pilots retiring after long years of service and
piloting maybe 30,000 ships or more, we wish the new
Pilots who are all CMM Members many years of safe
piloting and a happy workplace directly connected to the
ships and sea. The new Pilots are Capt.’s Nandika Peiris,
Ajith Herath, Sampath Athukorale, Uditha Karunathilake
and Sriyantha Arampath.
And a warm welcome back to the following who have
returned
from
sea
on
vacation:
Capt.’s
N.
Jeyasriskandharaja, Roshan Perera, Palitha Vithana,
Harsha Perera, Anil Mudalige, Yasas Sanjeewa,
Sanjeewa Usgodaarachchi, Priyantha de Silva, Ajith
Maldeniya, PA Gordon, Nishantha Jayakody, Jayantha
Aluvihare, Sujeewa Dassanayake, Mangala Ranamuni,
Rohan de Alwis, Ajith Liyanage, Nicholas Jesudas and
Ajith Herath.
Member Achievements
Dr. Capt. Nalaka Jayakody who was awarded visiting
Professor status by the Dalian Maritime University also
received Fellow status of the Chartered Institute of
Logistics and Transport (U.K.) and Capt. D.J.
Amarasuriya received Fellow status of the Nautical
Institute (U.K.).
Overseas members who visited Sri Lanka recently were
Capt.’s Sam Jebananthan, Shanthilal Jayamanne,
Rohitha Halangoda, Sardha de Silva, Darrel Silva,
Kushlan Athuraliya,
Samantha Walpola, Asitha
Wijesekera and Hiranya Sagarachandra.
Since we have not received any news of the academic
achievements of our younger members, the following
received from Capt. Chandra Godakanda Arachchi is a
good eye opener for them to follow with regard to his
batch (Lanka Kalyani – November 1975 batch) who won
three Gold Medals in India. Capt. Nalin Peiris Second
Mates (1980), Capt. Chandra Godakanda Arachchi Chief
Mates (1982) and Capt. Rohan Kaluaratchie Masters in
1984. Coincidentally, all three did all the CoC
examinations at the same time - Second Mates in 1980,
Mates in 1982 and Masters in 1984.
Members who were awarded life memberships at the 21st
AGM in 2012 are Capt.’s Darryl Rosairo, Robin Perera,
Mangala Herath, Uditha Karunathilake, Nishantha
Jayakody, Mangala Ranamuni, Gayan Gunawardane, S.
Manivannan, Ranjith Kumarasiri, Ajith Herath, Nishantha
Hettiarachchi, Nicholas, Jesudas, Chaminda Rajapakse,
Yasas Sanjeewa, J.V.U.K. Jayalath, Prince Seneviratne,
N. Kalainesan, M.M. Hemasiri, T.D.H.V. de Alwis, C.Y.
Jegarajasingham and K.L.K. Silva.
Members who were awarded life memberships at the 22nd
AGM held at Galadari Hotel on 29th June 2013. Capt.’s
Prasanna Sedrick, Chandana Perera, Samidhdhi Dias,
Premal Fernando, Upul Peiris, Nihal Dassanayake, HA
Pushpakumara, Chandana Medagedara, Tony Lansakara,
Simon Rasiah, Senaka Hemamal, Vadivelu Kaneendran,
Vimarshana Vidanagamage and WA Gunawardane.
# Members are invited to bring to the notice of the Editor,
any special achievements of our Members and their
organizations to be included in the 8 Bells.
The new CMM website is operational and steered by
CMM Secretary Capt. Sopaka Karunasundara. The new
website was initiated and coordinated by CMM President
Capt. Joe Ranchigoda until it was made live and
accessible to our members. We all have to accept that it is
a tough task to maintain in an updated status, so
Members are kindly requested to log on to
www.cmmsrilanka.lk and send in their feedback on-line.
Kindly email your suggestions for improvement, additions,
photographs of past and present events, and information
updates as a matter of priority, direct to Capt. Sopaka.
Please also send in any changes to your personal data.
CMM SL extends a warm welcome to the following new
members who joined during the year 2013 - Capt’s.
Prasanna Fonseka, Samantha Bandara, B.C. de S
Sapukotana, Suren Gurusinghe, Suranga Pathirana,
Udayanjana Ranatunga, Sugath de Silva, Hemantha
Madanayake,
Niroshan
Dassanayake,
Indika
Palamakumbura and Tiron Coonghe.
We wish good luck to the following CMM members who
have shifted their anchorages and taken up assignments
ashore or shifted berth to other companies since the last
issue.
Meanwhile, we trust that all Members have received their
much awaited CMM 2014 Diary which has been
distributed. Please contact our energetic Vice President
Capt. Nirmal Silva, who handles the diary matters virtually
single-handedly, if you have not yet received your copy.
Capt. Kolitha Gunawardena joined Sri Lanka Shipping
Company, Capt. Nalin Peiris started on his own, Capt.
2
Mariner”. Please contact CMM Secretary for further
details.
The CMM Membership stands at 241 with the following
breakdown: 157 Life members, 56 pending Life members
(on completion of 5 years) and 28 paid up annual
members.
A new design CMM tie and an attractive new cap are the
latest additions to CMM Member items, of which the price
list is as follows: Tee-shirts (L & XL) Rs. 750; Tie Rs.
1000; Cap Rs. 250; Jacket Lapel Rs. 500. For purchases,
please contact Capt. Rohith Fernando at No. 14,
Collingwood Place, Wellawatte, Colombo 06. Phone Residence 2588171 and Mobile 0777 543 444 email:
[email protected]
Since the CMM is a member of the OPA, members who
wish to join the OPA as an "OPA Centre Member" can
apply for life membership to use the OPA facilities. An
application has to be made to the OPA through the CMM.
Kindly note the only educational and professional
qualification which is required from CMM Members, and
which should be stated in the OPA application, is “Master
All members are encouraged to attend the bi…………………………………………………………………………………………………………………………………………
monthly meetings and meet CMM colleagues in
fellowship. Announcements are circulated by email
to the
general
membership. & COMMITTEE
CMM
OFFICIALS
MESSAGE FROM THE PRESIDENT
2013- 2014
President’s
Message in full is
on next page
VP. Nirmal,
Pres; Ranchi,
VP. Ranjith
Capt. Joseph Ranchigoda
President
Editor. DJ
From the Editor
Finally, another edition of 8 Bells has come…with great
difficulty in the making. Much water has flown under the
bridge and over a year and an editor has passed without
any of the 8 Bells ringing tones heard….and we can say
better late than never!
Sec. Sopaka
Tr.Palitha
A.Tr. Rohith ASec Kolitha
Ashore
Ravi
It certainly took some time and effort to get the rust off
and the system oiled to complete this edition. This time in
an electronic version as it was decided by the Council
that the effort, time, physical labour and the cost of air
mailing and delivery locally, can be avoided by simply
getting the 8 Bells out on our website. It gets the issue
out quicker and also gets our members used to logging
into the new CMM website which is what is really needed
as a matter of priority.
Rohan,
Gajaba,
Gayan,
Nandika
SAILING
Whilst wishing all our members a happy and Peaceful
New Year, I would like to thank the regular contributors
specially Capt. Mehran Wahid, Capt. Ranjith
Weerasinghe and Capt. Chandra Godakanda Arachchi
for their absolute support to make each edition possible.
Uditha Chandana
Sri
Nishantha Daminda
Members are reminded that any views expressed by
contributors to the “8 Bells” are strictly their personal
views and do not reflect the views of the CMM. Any
articles, suggestions, criticisms, comments etc., can be
sent to [email protected] and will be duly
acknowledged.
Capt. D.J. Amarasuriya
Editor
3
THE CMM PRESIDENT’S MESSAGE AT THE AGM 2013/14
suppose to edit, he is not a writer or a reporter, and it is
The other day somebody asked me what is the difference
the membership who are the reporters. So if you don’t
between a ship’s captain and a master mariner. I had to
report anything the editor has nothing to edit. Just imagine
think a little and then I realized they complement each
a newspaper where all the reporters are sent home for
other. A ship’s captain needs not to be a master mariner,
one week, the Editor will have no work. I hope you
but master mariner will eventually be a ship’s captain. So
gentlemen will pass on the messages to your colleagues
it is the differentiation and the divide between the big boys
to please assist in reviewing the 8 bells and give the
and small boys. So I said to this gentlemen it’s like you
chance to editor to edit something at least. There are few
have boats and ships, so there is a demarcation between
observations I have made I have found that the
the two in boats you will have captains, but in a boat you
participation at the Dance, at the Fun Rallies and most of
won’t have a master mariner. A Master Mariner takes
these events are generally dwindling in numbers. There is
many years to get that certificate. He has to go to sea and
a general forum that we have a email that goes out to
put in so hours on the navigation bridge, so becoming a
everybody, so please send your suggestions, the council
captain on a ship is not a very difficult task. But to become
is here to execute your decisions, please send your
a master mariner is a difficult task. And it is a process that
suggestions and ideas across to the secretary and the
takes about 10 years. So this is the answer I gave some
council will do the their best to accommodate them, while
of the gentlemen at OPA who are slowly getting to know
keeping in mind that the CMM is not the maritime
what our profession is. As the secretary has already
policeman. Neither is it the ombudsman for commercial
inform you our membership stands at 234 which is quite a
disputes between maritime entities. Keeping those two in
sizable number of master mariners in this association.
your mind you are most welcome to send in anything.
Recapping last year’s events, fortunately due to SOCHEM
Now we come to a place where I will be failing miserably
AGM most of the engineers are missing from this forum
in my obligation if I do not make a special mention of
today. So we can without embarrassing them I think
Captain Rohith Fernando. He happens to be the Assistant
praise our tail today. The cricket festival between masters
Treasurer but he has functioned in various other
and engineers basically all matches we won hands down.
capacities and what you see today was spear headed by
Unfortunately due to the late hours of the evening the
him. So much so I am made to understand that his lovely
ladies were not present so that was the only match we
wife has put sanctions on him, that if he continues in this
had to concede to them as a walkover. This year in this
manner doing work outside the scope of Assistant
cricket encounter between engineers and the masters all
Treasurer he will be in dire straits in the year 2014.
records were broken, while Captain Nandika Peiris scored
Coming back to the OPA we had quite a bumpy ride trying
143 runs single handed. I don’t think that this record will
to get a Maritime Category slotted in to the OPA list of
be broken for many years to come, and we hope that will
categories, and our Vice President Captain Ranjith
not be. The Christmas party also went of quite well and
Weerasinghe had been very vociferous there and
was well attended. Then we had a felicitation of Captain
basically bulldozed his way through and made it happen,
Vimarshana Vidanagamage at the OPA which were
that finally OPA has accepted a category called Maritime
basically a joint seminar where the OPA members are
Profession. So on the last day at the finale unfortunately
gradually getting to know what the maritime profession is,
he was not present and he passed on the baton to me
because in Sri Lanka most people think that shipping is
although I have not been following this to great depths in
loading and unloading containers. Beyond that there does
not seem to be much scope, and quite correctly our Vice
the last 2 or 3 years but I managed to berth the ship
President once said that there is a big scope for maritime
without the pilot. All they asked: would we have objections
industry which unfortunately still we have not explored. As
to other people in the maritime fraternity joining under this
far as the web site is concerned I think we need to
umbrella on maritime. I say we have no objections for
address that issue more professionally this year and get it
such things, because all the organizations inside the OPA
back on track. There are a few short comings that need to
are professional organizations. They have equal or more
be addressed immediately. Unfortunately the 8 Bells did a
superior qualification to us. So I do not think that should
bit of a nose dive with the exit of Captain DJ, but I
be an issue. More people under one category have more
strength. Now they have finally accepted it and it will be
presume that he will be coming back to assist us this year
included in their constitution and let’s hope for the best.
and we will get it back on the road, as somebody said get
Thank you very much gentlemen I conclude my message
the show back on the road. Gentlemen I would like to add
to you.
this point stress to you that the Editor of 8 Bells is
January 2014 President’s Update.
It is with great pleasure that I take note that the 8 Bells Magazine has finally gone digital. The efforts of many years bore fruit
at the Organization of Professional Associations, in them accepting a Category named “Maritime” in which the Company of
Master Mariners is enrolled. This gives us a proper category which denotes our profession and trade. Representatives from
the CMM of SL now sit on the Committee that recommends Annual Budget Allocations for the Ministry of Shipping, Merchant
Shipping Divisions.
The creation of a “Maritime Hub” is in the discussion stage with the DGMS, Sri Lanka Navy, Nautical Institute, CMM of SL,
and the other commercial stake holders participating in regular meetings. The progress made so far is considered very
encouraging by most of the participants. These discussions will culminate with the creation of a Maritime Council or Authority
of Sri Lanka.
I hope the above would satisfy all the members’ appetite to be recognized in the halls of power.
4
The Secretary’s Report and AGM 2013
nd
The 22
Annual
General
meeting
was
held
at
the Galadari Hotel
Colombo 1800 Hrs
Saturday 29th June
2013. This was one
of
the
most
successful AGMs of
the Company of
Master Mariners, considering the ambiance, decor and
the number of participants. Almost the entire executive
committee remained from 2012, to continue the voyage
on CMM’s charted course to successfully deliver the
goods until the next AGM in 2014.
Once the formality of the AGM was concluded, the
spouses of members(who had another programme by
way of a cookery demonstration) walked in. Immediately
after, the Chief Guest for the occasion Vice Admiral
Jayanath Colombage, Commander of the Sri Lanka Navy
arrived with the surprise Guest of Honour Mr. Victor
Peiris, the former Marine Manager of CSC.
Vice Admiral Jayanath Colombage was invited to speak
about ‘Making a mission of a vision to make Sri Lanka a
Maritime hub’. The seasoned mariners curiously waited to
hear what the Vice Admiral had to say on commercial
maritime matters. To his credit, the Vice Admiral managed
very admirably! It was most inspirational and with a
serious purpose of intent that CMM obtained a written
copy of his speech to include in this edition. Considering
that the President of the country has given a big
responsibility to the CofN to get maritime matters moving,
and that Vice Admiral Colombage was subsequently
appointed as Chairman of CSC, it is even more important
from CMM’s point of view to join in this ambitious maritime
venture.
The assembly sat down to dinner to be thoroughly
entertained by a duo of popular local entertainers
providing classic comic relief. It was a witty gig based on
maritime jargon and current affairs. Towards the end of
the evening, the last of the "spirited" Master Mariners
were seen unwinding and gyrating to good music.
The next activity for CMM was a workshop on the
Maritime Labour Convention (MLC) 2006, the purpose
being to make CMM and the shipping community aware of
the MLC and its implementation; its effect on the
employment of Sri Lankan seafarers and manning
agencies and the responsibilities of the Administration.
This workshop attracted a full house at the OPA. The
panel
consisted
of
Capt.
Rohan
Codipilly
(shipmanagement and manning), Capt. Ravi Jayaratne
(flag state auditor), Capt. Taraka Telwatte (maritime
administration) and Chief Engineer/ Surveyor Mr. Saman
Kumarasinghe (Class / MLC Auditor).
After a detailed introduction and explanation on the MLC,
the session was opened to questions from the floor. The
participation was so enthusiastic that some areas of
interpretation were even debated amongst the panelists.
The general acceptance by all attended was that MLC is a
welcome change to benefit the seafarer and should have
been implemented years ago. The workshop was followed
by a fellowship at the beer garden and dinner.
The final activity for the Year was the joint Christmas
Party with the Chief Engineers held at the Orient Club.
This too was a huge success with a record participation,
mostly from the engineers.
There are plans for another activity filled year in 2014
where, along with the bi-monthly meetings, professional
seminars and workshops, there would be a visit to the
new Colombo South Port, Fun Rally and Cricket
Matches. The new web portal of CMM is also ready and
will be launched soon at a given auspicious time!. There
is also a plan to issue all members with a photo identity
card.
CMM wishes members and all their loved ones, the very
best for 2014.
Mr. Victor Peiris spoke on his days with the Ceylon
Shipping Corporation (CSC), from the time he was
attached to the Sri Lanka Embassy in New Delhi and the
late Mr. P.B. Karandawela, a visionary in his time, invited
him to join the CSC. His speech stirred up a lot of
nostalgic memories for a lot of the Senior Members who
Sopaka Karunasundera
cut their teeth with CSC in the early seventies.
Predictably, his presence left a trail of many people being
Secretary, Company of Master Mariners of Sri Lanka.
reminded of the long gone "Glorious Days of CSC".
At the AGM 2013, the following Office Bearers were elected for 2013/4.
Office Bearers
President
:
Vice President
Vice President
:
Secretary
Asst Secretary
:
:
Capt. Sopaka Karunasundera
Capt. Kolitha Gunawardena
Treasurer
Asst Treasurer
:
:
Capt. Palitha De Lanerolle
Capt. Rohith Fernando
Editor
Capt. Joseph Ranchigoda
:
:
Capt. Nirmal Silva
Capt. Ranjith Weerasinghe
Capt. D.J. Amarasuriya
Representative Members
Ashore Capt. Ravi Jayaratne
Capt. Rohan Codipilly
Capt. Gayan Gunawardena
Capt. Gajaba Sirimanne
Capt. Nandika Peiris
Sailing –
Capt. Nishantha Jayakody
Capt. Uditha Karunathilake
Capt. Chandana Perera
Capt. Daminda Samaranayake
5 Capt. N. Jeyasriskandarajah
AGM 2013 MAIN ORGANIZER
CAPT ROHITH FERNANDO
Felicitation of Capt .Vimarshana Vidanagamage -
CMM SEMINAR ON MLC 2006
6
at OPA
Further to what was suggested in the last issue of 8 Bells by Capt. Ranjit Weerasinghe calling for a major revamp in the
Maritime Administration, we have more matters suggested through the CMM of which a few selected members are now
having meetings with the administration and the representatives of GOSL. The matters suggested for review are as follows.
NEED FOR NEW MARITIME REGULATORY STRUCTURE AS A
PARADIGM SHIFT
Preamble;
. 1 SHIP OPERATIONS (INTERNATIONAL AND
COASTAL TRADING)
Formation of Ceylon shipping Corporation in early
seventies remains to date as the most significant
landmark in the recent Maritime history of Sri Lanka. In
facilitating the same, the Merchant Shipping Act 52 of
1971 (perhaps hurriedly enacted then) remains the central
piece of legislation in the Industry to-date which at best
can be described as archaic.
I.
Coastal Trading Vessels;
There are no dedicated Coastal Ships
Regulations in the country other than the Boats
Ordinance. Thus Provisions of international
conventions are being implemented on coastal
ships, which results in higher costs for the
operators. Most countries have dedicated
regulations for coastal vessels from smallest boat
to largest coastal vessel.
In late seventies and early eighties saw the country
entering into containerization and the conspicuous land
mark of dawning that era was the Jaya Container
Terminal. Co-incidentally, a new legislative enactment in
the form of Sri Lanka Ports Authority Act 1979 was the
premise upon that development took place.
II.
Boat operations
Any Coastal vessel (be it a boat or any type of
vessel) operations in the Sri Lankan Coast has
been governed only by the archaic ordinances
given below,
i. Master Attendants Ordinance of
1865
ii. Boat Ordinance of 1900
iii. Launches Ordinance 1907
Historically, every major alteration of course of history in
the Maritime Sector of this country has had a waypoint
mark of new legislations to encourage and pursue the
required new course towards development. In today’s
context when the country is making all efforts ship shape
to become the Maritime Hub of this region, it is natural
that we see the need for such a legislative backing to go
forward.
Although they are archaic, above ordinances are
still the only applicable regulations for licensing of
commercial vessels to be used in Sri Lankan
Coastal Waters and in our ports. But whilst the
need for dedicated coastal vessel rules are yet to
be met, the incorrect and ad-hoc use of current
Merchant Shipping Rules for them causes
confusion and undue costs
Since passing the aforesaid major lank marks we also
have had other relatively smaller but important versions of
changes which were not backed up by proper dedicated
regulatory structures. Prime example is Liberalized
Bunkering; supposed to be one of the major maritime
activities but not handled by a Maritime authority.
1.
CHANGES PROPOSED
III.
In today’s context, not only the regulatory structure based
on Merchant Shipping Act is inadequate, but also the
Directorate of Merchant Shipping itself is poorly provided
and lacks professional resources to manage its own
affairs that bring revenue, to regulate a maritime industry
which earns considerable foreign exchange and to
facilitate further development of the industry. We have
discussed at many other forums the need for changes in
Regulatory structure to encompass three major areas of
the industry which are hitherto not adequately covered by
existing Act and regulations therein;
International Trading Vessels
Most importantly, Sri Lanka does not have adequate
own regulations to deal with internationally trading
vessels either,
but partly uses provisions of
international conventions even without having given
legal effect to them by own legislations of the country.
While doing so, it very often does not distinguish
between coastal ships and international trading ships
so that undue burden is placed on coastal ships.
IV.
They are,
Regulatory Functions
a. Sri Lankan Ship Registration under “National
Registry”
b. Foreign Ships Registration under “Flag of
Opportunity”
c. Coastal Ships and Boats Registration under “Sri
Lanka Coastal Registry”
d. Coastal Vessel Categories & Govt. Classifications
. 1 SHIP OPERATIONS (INTERNATIONAL &
COASTAL TRADING)
. 2 COMMERCIAL SHIPPING
. 3 MARITIME AFFAIRS
7
e.
f.
g.
h.
i.
j.
k.
l.
m.
n.
o.
Requirements for Seaworthiness
Initial Survey for Registration
Periodical Surveys and Certifications
Manning and Management requirements
Safety of Navigation and Reporting Procedures
Transfer, Lien and Mortgage of ships
Engagement of Seamen
Welfare of Seamen
Obligation of ships in Sri Lankan waters
Giving effect to International Convention
Port State control
The current maritime activities includes the following
a.
b.
c.
d.
e.
f.
g.
h.
i.
j.
k.
. 2 COMMERCIAL SHIPPING
There is no proper frame work of commercial shipping
laws in the country either. For example, Many
International shipping rules including the “Carriage of
Good by sea” are used by the country although the
Merchant Shipping Act does not have such provisions
or even a clause to refer to them.
As far as Sri Lanka’s commercial shipping is
concerned, the local cargo volume remains around
20- 25 % of the total cargo volume handled at national
ports whilst, transshipment cargo volume remains at
75-80%. The commercial shipping activity is thus
comparatively less compared with transshipment
activity which in fact is a Port Activity. Commercial
Shipping being an indirect demand based on needs of
other industries it can only develop in direct proportion
to development of other economic activities of the
country.
.3.2
Bunker Supply Operation
Fresh Water Supply operations
Ships Supplies (Provisions, and Stores)
Ship Repairs
Marine Diving work
Ship Surveys
Crew Changes
Armed Ships Security Services
Slop/Sludge Collection
Towage, Salvage and wreck removal
Operation of ships, Tugs, Boats and Barges for
i.
Supply of Bunkers
ii.
Supply of Fresh water,
iii.
Supply of Provisions and stores,
iv.
Ship Repairs
v.
Diving operations
vi.
Technical services and Surveys
vii.
Crew transfers
viii.
Armed Guards movements to /from ships
ix.
Collection of oily water slops and sludge
(Reception Facilities as per MARPOL)
x.
Towage, Salvage and Wreck Removal
Maritime Training
There shall be encouraging regulatory regime for Maritime
Training, Examination and Certification and to be
responsible for following Regulatory Functions.
a. Accreditation and approval of Maritime Training
Institutes
b. Continuous Monitoring of Training facilities and
Control of quality and quantity of trainees
c. Accreditation of Maritime Qualifications in line
with academic qualifications
d. Setting out Training Courses as per accreditation
of academic qualifications and licensing
requirements
e. Certificates of Competency (as per international
conventions - STCW)
f. New Coastal Certificates of Competency
g. Issue of CDC
h. Examinations and Certification of Seafarers
i. Recognition of Foreign certificates
j. Recognition of Naval Service Certificates and
other Certificates
Amongst other areas, the following subjects of
Commercial Shipping are not properly addressed or
not addressed at all by the Act
. 1 Defining and separating “Coastal Cargo” and
“International cargo” in Shipping
. 2 Laws for shipping of cargo within and outside the
territory
. 3 Export and Import of International Cargo,
. 4 Transshipment of Cargo through Sri Lanka Ports
. 5 Out ports, Container Yards and entre-port
operation
. 6 Freight Forwarding Regulations
. 7 Shipping Agency Regulations
. 8 Local rules for ‘Carriage of Goods by sea’
.3.3
Maritime Jurisdiction
The Maritime Regulatory body shall have regulatory
functions and be responsible for Maritime Jurisdiction
which includes the following
. 3 MARITIME AFFAIRS
The Maritime Affairs can be further categorized to
I.
Maritime Activities
II.
Maritime Training
III.
Maritime Jurisdiction
a. Defining Sri Lanka’s Coastal Trading Limits,
Anchorages, Off Port Limits (OPL Positions) for
STS operations
b. Maritime Jurisdiction and Marshal of High Courts
c. Authority over Maritime Activities within Sri Lanka
Excusive Economic Zones
d. Authority over Wrecks and Salvage
e. Vessels in Distress and coordination of Rescue
f. Accidents and casualties and investigations
g. Marine Pollution Prevention
h. Maritime Piracy Prevention
.3.1 The Maritime Activity is the most active economic
activity in the industry which mainly takes place in and at
anchorages of our ports and at Off Port Limits (OPL) and
further offshore activity is anticipated if oil exploration
succeeds.
8
2.
STAKE HOLDERS
Maritime Training Institutes
3 State Organizations
4 Private Maritime Training Institutes
The Shipping and Maritime Industry identifies the
following organizations as its stakeholders and they all
must be taken on board for consultation to do develop a
new Maritime Regulatory Structure.
Ports and Terminals
Sri Lanka Ports Authority (SLPA)
Jaya Container Terminals Lltd (JCT)
South Asia Gateway Terminals (SAGT )
Colombo International Container Terminal (CICT)
Professional and Welfare Associations
Company of Master Mariners of Sri Lanka (CMMSL)
Nautical Institute Sri Lanka Branch (NI)
Institute of Marine Engineering Science and Technology
IMAREST,
Society of Chief Engineers Marine SOCHEM,
Institute of Chartered Ship Brokers (ICS)
National Seafarers Union (NSU),
Mission To Seafarers
National Seafarers Welfare Board,,
Industry Associations
Lanka Association of Ship Owners (LASO),
Ceylon Association of Ship Agents (CASA),
Sri Lanka Association of Vessel Operators (SLAVO)
Lanka Association of Bunker Suppliers (LABS)
Sri Lanka Freight Forwarders Association (SLFFA)
Sri Lanka Ship Suppliers Association (SLSSA)
Sri Lanka Shippers Council (SLSC)
Association of Inland Container Depot Operators ACDO
Government Organizations
Sri Lanka Navy
SL NAVY
Ceylon Shipping Corporation
CSC,
Ceylon Petroleum Corporation CPC,
Sri Lanka Coast Guard AuthoritySLCA
Marine Environment Pollution Prevention Authority, Sri
Lanka Customs Department (SL CUSTOMS)
Dept of Immigration and Emigration (SL IMMIGRATION),
Export development Board (EDB)
Sri Lanka Met Department (SL WEATHER BUREAU),
Colombo Radio
Exchange Control Department
Central Bank of Sri lanka
National Council of Economic Development (NCED)
Maritime Hub Committee
Interest Groups
Maritime Lawyers, Maritime Bankers,
Services
Ship Repairers Slipways, and Dockyards
Diving Services
Ship Security Service Agents
Slop, Sludge and Waste Collectors
Lubricant Dealers
Capt. Ranjith Weerasinghe
Vice President,
Company of Master Mariners of Sri Lanka
Classification and Survey Organizations
Class Societies
Independent Surveyors,
P&I Correspondents
*******
Another aspect linked to the above is the certification and employment of seafarers, where all stakeholders should put
their collective effort to promote employment of our seafarers, especially those who are looking for new employment
opportunities on board.
In this regard, it is noted that the Deck Watch Keeping Certificate issued to seamen who have completed mandatory sea
time on NCV vessels has an endorsement stating; for example “with the following limitations only ; Below 500GT”.
(“below 500GT” is inserted on scratched space previously occupied by “none”)
There being restrictions on watch keeping certificates issued to Oiler trainees completing their sea time on coastal
vessels due to smaller Horse Power capacity of engine or absence of Boiler etc. has resulted in their employment
prospect on foreign vessels being almost impossible, as the only available vacancies require a “Ratings Watch-keeping
Certificate” without such limitations. This even blocks the chances of a few who get the opportunity to join as trainees on
the NCV vessels.
Since the STCW Convention or new local Regulations to its effect by Sri Lanka Gazette 1818/37 does not specify Watch
Keeping Ratings below 500GT or below 750 Kw propulsion engine or a limitation ‘per se’, it would be in the greater
interest of our seafarers if such endorsement is not made. DGMS, Maritime Schools, Manning Agencies and other
stakeholders, this is over to you!
Never laugh at anyone's dreams. People who don't have dreams don't have much.
# If a drop of water falls in a lake, there is no identity…But, if it falls on a leaf of lotus, it shines like a
pearl. We need to choose the best place where we can shine.
9
VISION TO MISSION: TO BE THE MARITIME HUB OF ASIA
Speech delivered by Navy Commander at the AGM of Company of Master Mariners, on 29 th June 2013.
just like our forefathers, we are in a time window to
revitalize the long lost maritime heritage of us
We were a great Maritime nation; some of our kings had
understood the importance of the sea and those who did
are venerated in the history. A deeper study in to
chronicles illustrates that, whenever we had kings of
vision of what could be done with the oceans, and used
the oceans for advantage; that kingdom had flourished.
King Vijayabahu in the 12th century fought with Myanmar
over a trade dispute, where islanders used to get
elephants; a symbol of royalty. King Parakramabahu was
deeply engaged in trade and propelled to interfere even in
South Indian Chola and Pandyan politics. King
Buwanekabahu is reported to have sent delegations to
Suite of Egypt whilst King Bathika Abaya dispatched
similar delegations to the Court of Rome. The most
notable maritime trade link in the chronicles was that of
King Devanampiyatissa, who sent precious gift to
Emperor Asoka and in return got Buddhism, the tooth
relic, the sacred Bo Tree and the ‘Mehini Sasana’.
Hon. President of CMM, Executive Committee, Dear
Members, Ladies and Gentlemen,
It is indeed an honour and a privilege for me to address
this august gathering of eminent maritime professionals,
and I must thank you for inviting me to deliver my speech
‘Vision to Mission; to be the Maritime Hub of Asia’.
From these historical points of view, I wish to divert my
attention to science; the science of maritime power.
Maritime Power is defined as the ability of a nation to use
the seas to safeguard and progress its national interests.
The term national interest is very broad; it ranges from
trade to science, infrastructure to facilities. To be a
maritime power several enablers are needed; the concept
of Maritime power does not balance well in absence of
these enablers.
My Office as the Commander of the Navy and my
affiliation as the President of the Sri Lankan chapter of the
Nautical Institute, which hosted the AGM of the Nautical
Institute in Colombo in May 2013, have given me an
insight to the maritime affairs. We are at the cross roads
of maritime affairs today; a watershed which I believe is
an opportunity that is available once in a life time, in
exploring new potentials and to exploit from where we
stand today. At this maritime renaissance today, either we
explore and expand or exhale and expire!
The geography is the first enabler, which gives access
to sea authority over navigable routes. Even in the era of
sails; Sri Lanka, known as sihaladveepa, Taprobana and
Ceylon, happened to be at a crucial geographic position.
This Island was easily reachable in both monsoon winds,
which at that time were known as trade winds. The traders
whether from the Arabian Peninsula or from the Chinese
mainland through the Strait of Malacca could make it
across the Indian Ocean. The Island nation had sea-port
access to both coasts and uninterrupted navigability was
there through Mantota, the ‘Great Port’. This had been a
unique feature that even the mighty Indians did not enjoy,
with India’s predicament being that it does not have a
continuous navigable channel around its coast.
It was the great King Parakrambahu who ruled the our
country 1153-1186 AD who said not to release even a
drop of water falling from the sky, to flow into the ocean,
without being used. Not stopping from a mere statement,
the king built an irrigation network that comprised of
reservoirs, tanks, canals, feeder waterways to ensure the
kingdom is agriculturally flourished. Not stopping from
having an in-ward look, the great king developed a Naval
force with an out-ward look to ensure trade and foreign
relations are kept and maintained. That, Ladies and
gentlemen, as per chronicle, was indeed a golden-era of
our island nation.
The second enabler is the Maritime affinity of leaders
and people. The leaders can formulate the strategies; but
unless the people are partners to that strategy, the affinity
would be lost. Policies are very instrumental in focusing
the national efforts to achieve such affinity. The
combination of leaders and people with a strong maritime
affiliation have created many nations to be sea powers.
Our colonial history is a proof of this prowess, where
comparatively smaller countries dominated the world
through maritime prowess for many centuries.
The size of the seafaring population is another
enabler. The seafaring population on the form of seagoing merchant mariners and a shore-based skilled
However, since then, we being an Island nation ironically
had to wait for some ten centuries to hear and have a
visionary statement from a Head of State on how to
transform a country with the water, this time by using the
ocean. In His Excellency the President’s policy statement
‘Mahinda Chithana’ 2005, he stated ‘My determination is
to transform Sri Lanka to be the Pearl of the Asian silk
route once again, taking advantage of its unique
geographical location. I will develop our motherland as a
naval hub serving as a key link between East and West”.
This is clearly a case of history repeating itself; in which,
10
workforce for associated peripherals are a decisive factor
in determining the maritime power. Take the example of
Philippines, with every one out of five among the
seafarers in the world being a Filipino; and in 2011 alone
generating a revenue of five (05) Billion US $ for the
country, isn’t the Merchant Marine community of the world
taking Philippines seriously? These are the opportunities
that are on offer, and we are yet to make any headway in
this regard.
The capacity to fish & to engage in the deep-sea fishery
industry is another enabler under the Concepts of
Maritime Power. Although we are being vested with an
EEZ of nearly 7 times the land mass, our fishery industry
has yet to come of age to exploit the resources that are on
offer. It is not only the number of trawlers that matter, but
also the supporting industry to facilitate the fishing, postharvest preservations and techniques of the trade that
consolidate the position. I see good signs that the
fisheries industry is on the right track for sustainable
development.
had ports that dealt trade with seafarers, sometimes from
faraway places like Rome. The great port of Manthota,
present day Mannar, was the gateway to the kingdom of
Anuradhapura, through Malwatu Oya; whilst Gokanna in
the present day Trincomalee was the gateway to the
Polonnaruwa Kingdom through Mahaweli. The ports such
as Dambakola Patuna in the North, Urathurai in Kayts,
Lanka Patuna in the East and Godawaya in the South are
associated with major happenings in our history. We have
now developed mega ports that can dock the biggest E
Class vessels without any hindrance. The availability of
deep water ports blessed with favourable tidal conditions
are bound to make our ports the most attractive in the
region.
The merchant fleet is another key enabler in the concept
of maritime power. However, this happens to be one of
our key weaknesses. What is our strength in the coastal
and ocean-going fleet of ships? Although being an island
nation, we are not even on par with Mongolia, a land
locked country that boasts of a higher tonnage of
merchant fleet than us.
Offshore commercial activities, such as Oil & Gas is an
enabler that determines the industrial capacity of a
nation. Such activities also encompass the sporting and
leisure industry. Whilst many initiatives are in the offering
or on the planning board; unfortunately, there’s little
headway we have made in this sphere of activities, except
for the achievements in the oil & gas exploration activity
within our maritime jurisdiction.
The Import & Export trade is an enabler of importance.
Trading economy was something we inherited due being
an island nation at the cross roads of the Indian Ocean.
Our ancient ‘Vanija’ had relationships with China, Sri
Vijayans in present day Indonesia, Myanmar, Thailand,
and Vietnam to the East; Parsis and even present day
Ethiopians, who at one point of time in their history were a
very powerful Kingdom. They traded spice, gems, ivory,
pearl etc., and these commercial ventures were never of a
conquering nature.
Having a Naval prowess is a very decisive enabler, and
in this regard Sri Lanka Navy, having become a victorious
navy after comprehensively defeating the asymmetrical
threats at sea, is looking at expending the blue-water
capability as well as developing the in-house capabilities
to exercise with authority in the assigned Search &
Rescue Region (SRR). The Navy is eyeing the over-thehorizon responsibilities whilst ensuring the coastline is
secured from any sort of aggression. The Coast Guard is
another component in law enforcement which would add
muscle to the country’s legislature. With capacities and
capabilities to enforce law at varying maritime jurisdiction
being addressed, the future seems comfortable in
managing our huge stake in the maritime sphere.
Ladies and Gentlemen, I have, during my address taken
you through history to the present day. The historical
evidence were based on not only ours, but also from
foreign inscriptions. For example, the Chinese inscription
th
of 8 century vividly describes the kinds of ships coming
from this island nation, over 200 feet with a hundred crew!
That was our heritage, history and our honour. Since our
independence, this is the first time we have a visionary
outlook towards the ocean and is very significant as
Indian Ocean had been identified as the focal point in the
st
21 century. The present conducive environment, after
eradicating the menace of terrorism; to focus our attention
to the unique position we are in should not be left to be
ignored. Hence, let us get together and make the vision
comes true, let us join hands in making the vision a
reality, as all indicators points out that we can make it
happen to convert Sri Lanka as a maritime hub of Asia.
The ship building capability and support industry is
another key enabler. It was recorded in the chronicles
th
th
that in 11 &13 centuries we were thriving in the
shipbuilding industry. The Arabs from Oman and Yemen
arrived here to obtain items such as ropes, timber and
even had placed orders for ships; ten ships per year! It
seems very natural because we had wide varieties of
timber suitable for ship building. These timber logs were
floated down the rivers to river mouths where the thriving
ship building industry made sea-going ships to meet the
demand. The coconut tree was used for the mast, coconut
fiber made the ropes and they were saline friendly. The
coconut oil was the lubricant for pullies and blocks that
ran the ropes in spreading the sails.
Thank you very much. I wish you a pleasant evening.
Good luck!
Vice Admiral Jayanath Colombage,
RSP, VSV, USP, rcds, psc, MSc (DS), MA (IS), Dip in IR,
Dip in CR, AFNI (Lond)
Commander of the Navy
Having Major& Minor Ports are a very critical enabler
and in fact one key aspect why we are doing extremely
well even today. There is archeological evidence that we
Give people more than they expect and do it cheerfully.
11
For full details of NI publications and information on how
to become a member, visit
www.nautinst.org
The Nautical Institute, a registered Charity Number
1002462 VAT Number 547 9635 93, is registered as a
Company Limited by Guarantee Number 2570030 and
whose registered office is 202 Lambeth Road, London,
SE1 7LQ.
NI Corner
News updates for the benefit of CMM Members
who are members and those who are interested
in joining NI.
The NI Sri Lanka Branch, under Rear Admiral Jayanath
Colombage as the Chairman and ably assisted by our
own Ravi Jayaratne as Secretary and the council
consisting of many CMM Members were successful in
getting Colombo as the venue for the 2013 AGM and
international conference, the first time it was held in Asia.
The event was held at the BMICH on 31st May full day and
01st June until and including lunch. Many eminent
international speakers made presentations on various
important topics and many matters regarding the
seafaring industry was energetically discussed. From Sri
Lanka, Capt. Ranjith Weerasinghe, Capt. Nalaka
Jayakody and Mr. Leslie Hemachandra made
presentations.
NI
Membership Benefit - Legal Defence
Cover
November 2011
The Nautical Institute is able to offer all members legal
defence cover of £100,000 per case to combat
criminalisation.
Insurance terms
Type: Liability insurance
Insured: The Nautical Institute
Additional insureds: As declared and agreed by leading
underwriter
Period: 12 months from date to be agreed local standard time (1
April 2011)
Interest: Legal defence costs insurance
Limit of liability: £100,000 any one occurrence
Deductible: £500 any one occurrence
Trading: Worldwide
Organizing an event of such magnitude takes a great
effort, meticulous care and much planning and execution.
All in all, the event was a success and the committee
received due commendations by the participants. It also
made a very positive impression of Sri Lanka in the minds
of the overseas visitors.
CMM Members can get Associate Fellow status when
they apply for NI membership and the benefits of joining
the NI also include the following.
Conditions: This insurance is to pay legal defence costs only
for Nautical Institute members who have been investigated,
charged, arrested or detained at home or abroad while
undertaking their professional duties.
- worldwide professional recognition, including being able
to display your Nautical Institute membership on your CV
and business card
- monthly copy of Seaways, keeping you abreast of key
developments in the maritime industry (now also readable
online)
- 30% discount on all Nautical Institute specialist maritime
books and practical guides
- big discounts on attendance at many Institute and
industry events together with the opportunity to network
with colleagues, employers and customers
- £100,000 worth of legal defence insurance cover,
protecting you against criminalisation
- support for your continuing professional development
through our ‘CPD Online’ programme
- an online Jobs Board
- a representative voice at IMO, IALA and other industry
bodies on key policy issues
- personal copies of our human element Alert! Bulletin and
The Navigator
- online knowledge forums and a monthly e-newsletter
Excluding: Claims arising by virtue of perpetrating a deliberate
criminal act.
For purposes of this insurance, a criminal act shall be as defined
by the laws of England and Wales, with reference to the United
Nations Convention on the Law of the Sea [UNCLOS] and the
recommendations of the International Maritime Organisation
[IMO],
as appropriate.
Where a criminal act is not established immediately, this policy
will cover costs in defending a member until such point as a
criminal act is established.
(Re)insurer’s liability several not joint LMA3333
Institute radioactive contamination, chemical, biological, biochemical and electromagnetic weapons exclusion clause
(10/11/03)
CL 370.
Institute cyber attack exclusion clause (10/11/03) CL 380.
Institute service of suit clause (USA) CL 355.
Express Warranty: All rights of recourse are to be maintained
against the owners of insured vessels and the P&I insurers of
such
vessels and insured premises, as appropriate.
As a step forward to provide legal assistance to seafarers,
NI is continuing with a free (limited) legal defence cover to
its members, due to the now common ‘criminalization of
seafarers’ as it is most convenient for local authorities to
throw Masters in jail for almost any small maritime
offence.
For further details on joining the NI, please contact capt.
Nish Wijayakulathilaka, Secretary CMM.
Choice of Law & Jurisdiction: This insurance shall be
governed by and construed in accordance with the laws of
England and
Wales and each party agrees to submit to the exclusive
jurisdiction of the courts of England and Wales.
# As we sail through life…. Don’t avoid storms and rough waters…. Just let it pass… just sail….Always remember,
calm seas never make skilful sailors…
12
and new regulations therein, including New
Coastal Shipping, Seafarers Training & Training
Institutes, Examinations and Certifications, Ships
Surveys and Certification, Licensing of ships in
the coast, Licensing of Agents, Chartererss,
Operators and Managers etc.
THE MERCHANT SHIPPING
ACT - ACT NO 52 of 1971
The Merchant Shipping Act needs to be re-written
completely as it does not meet the requirement of a
shipping regulatory structure suitable in today’s context of
shipping and maritime activities of the country. Written in
pre-republic constitution of 1972, and starting from the
terminology itself, the contents are obsolete. It can be
seen that all 12 Parts, their sub sections and all 333
clauses need some form of amendments ranging from
minor change such as names and terms used; to major
changes where an entire clause is unsuitable and
obsolete and needs to be reviewed and reworded.
Further, some Parts are completely obsolete.
2. PART II; CONTROL OF SHIPPING ; Totally
irrelevant as no licensing is required for chartering
of ships by Sri Lankan companies; What must be
drafted in is clauses to allow any ship to obtain a
license to run in the coast deleting the parallel
registration requirement;
3. PART III ; Registry; 2 Chapters; to be rewritten
completely giving effect to registering coastal
vessels and international trading vessels
separately wherein coastal vessels need only to
have Government Classification and Survey and
no international classification except for new
buildings.
It is paramount that a totally new concept of an act for
today’s regulatory requirements of ships and shipping of
international trade and those of Sri Lankan coastal waters
is separately adopted. This is further emphasized by the
fact that there are so many international conventions to
which the country is a signatory but are not given
legislative effect in that respect, whilst treating the
smallest coastal vessel also as ‘a vessel’ under the same
regulations. There is no such clause available in the Act to
give effect to those conventions or to separate the coastal
shipping matters from them. It is necessary to have a
separate Part in the Act on Coastal Regulations as
applicable to ships not engaged in international trade, as
separated from all International Conventions. It is also
imperative that new training requirements needed for
coastal vessels and international trading vessels, training
institutions, examinations and certification are addressed
in the Act. The registrations, surveys and certification of
all vessels from ranging from Off Port, Sri Lankan Coastal,
SL Greater Coastal and to International trading should
also be addressed in the registration part of the Act;
4. PART IV; MASTERS AND SEAMAN ; 9 chapter;
to be re- written as per changes emanating from
new Crew Articles, ILO Conventions, STCW and
local certification requirements for international,
NCV and anticipated Sri Lankan coastal vessels
5. PART V ; CONSTRUCTION, EQUIPMENT AND
SURVEY; 4 Chapters; Old SOLAS 1960
requirements in this has to be repealed and one
Clause to be included to empower the minister to
seek parliamentary approval to give effect to
international conventions signed by the country
with necessary amendments suited to the
country. Such approved regulations to be
promulgated as gazetted regulations. And to be
subsequently appended to the Act as Schedules
in consecutive numbers
The 1971 Act has taken on board some parts of the 1960
SOLAS in Part V, 1966 Load lines convention in Part VI,
obsolete Collision Regulations of 1960 in part VII etc. It is
difficult to include all the conventions in an Act as they
progress and change from time to time. The general
practice is to have necessary clauses in the Act to give
effect to an International convention when signed by the
country and append them subsequently as schedules of
the act in consecutive order. It is however necessary to
present to the parliament what the Minister proposes to
implement as regulations derived from the convention (but
not the convention itself) which would be gazetted.
6. PART VI ; LOADLINES; 4 chapter; As in 5 there
has to be a clause or continuous clauses to adopt
Load lines as another convention.
7. PART VII; SAFETY OF NAVIGATION; 5
Chapters; on Collision Regulations, Safety
reporting, Lighthouses, Assistance to other ships,
unseaworthy ships; all needing redrafting.
An attempt was made below to give a brief account of
needed changes of the Act but it turns out to be no less
than a whole revamp. Where necessary in each
appropriate PART, there should be a separate chapter to
deal with coastal Ships.
(it may be easier to adopt PART V, VI, VII in one PART
as STATUTORY SHIPS REQUIREMENTS and divide in
to Chapters to deal with requirements related to Tonnage,
Load lines, Safety Construction, Safety equipment, Safety
Radio, Safe Manning, Safety Management, Marpol etc)
1. PART I; INTRODUCTORY; needs complete
redrafting as all terminology and the officer carder
given are obsolete and an appropriate cadre
of the Merchant Shipping Division is to be
included to execute the provisions of the new Act
8. PART VIII; COURTS OF SURVEY; to be
completely repealed and replaced by section to
13
introduce Ship Surveys, Ship Surveyors,
accreditation of Surveyors from Recognized
organizations, Master Mariners and Marine
Engineers.
11. PART XI; SUPPLEMENTAL
to be suitably
amended with new carder and definitions in line
with those used in International conventions, port
state control, documents etc.
9. PART IX; WRECK AND SALVAGE
6
Chapters ; to be re written to suit today’s context
12. PART XII; REPEAL AND TRANSITIONAL
to be suitably amended
Sent in by Capt. Ranjith Weerasinghe
Vice President CMM, Coastal Ship Operator
10. PART X; LEGAL PROCEEDINGS
6
chapters need redrafting to suit all other parts.
Editors note : The following true life incident contribution from Capt. Mehran Wahid now based in Bremen comes in 2 parts. Part 1 was
in the last edition of 8 bells and is again reproduced here as there are many new members who would have missed it. Reading both parts
together give an idea what it is like to go through the below freezing temperatures. For our members who have not yet experienced winter,
this is a good indication of what one can expect!
PART
1
–
A
reasonable
minus 20 deg C
I
met
the
coldest
temperatures I have ever
experienced in my 35
years at sea, on a
Chinese bulk carrier in
northern Canada, in the
middle of one of the
meanest winters that
area had had. The port
was called Port Alfred
and is near Chicoutimi on
a little river branching north-west towards Saguenay from
the St Lawrence somewhere between Sept-Iles (Seven
Isles) and Quebec. We were calling there to load
Aluminium ingots from a huge plant which seemed to be
the heart and soul of Port Alfred – the only people you
saw walking around there were the townsfolk (who all
seemed to work at the plant) and my Chinese crew (if you
could call their shuffling slipping and sliding gait on ice
which felt like frozen steel, walking).
about), to have come at this time of year since the river
had not frozen hard as yet, enabling us to make it this far
up the river branch since usually the ice was much thicker
at this time and the Army would drive their tanks on to it
practicing Arctic manoeuvres. He also apologetically
explained to me that there was a speed limit (like I was
not concerned about the beating the steel ship sides were
getting from the edge of the ice upto which the ice-breaker
had cut our path). We were not allowed to go any faster in
case the ice cracked further towards the banks where
people dressed in comfortable colourful polar bear type
clothes were strolling gaily on the river while the hungrier
ones had cut holes in the ice and sat in chairs fishing
through these. Obviously the townsfolk thought
themselves lucky as well.
To begin with as the ship approached the turn off from the
St Lawrence we were met by a blood-red Ice-breaker
which would not only guide us but would plough a bluegreen channel for us through the thick white ice which
encrusted the river-branch from then on. The vessel
would be constantly shuddering as we struggled to stay in
the water-channel and as we slowly made our way up into
northern Canada. At that point the temperatures were still
a reasonable minus 20º C at night and funny things had
not started to happen yet. For example while indoors you
could still manage with the heating on to remove your
gloves and touch the bulkheads (walls for any landlubbers
rash enough to read this) without risking your skin getting
stuck onto any metal and likely to get ripped off if you
were in a hurry. Of course the ship wasn’t meant for
trading in sub-zero conditions so we were only now
learning what this really meant.
The operation for berthing (for landlubbers who cannot
spell, this is not to do with having a baby but means
getting the vessel alongside the quay and tying up), which
usually took about 30 minutes to an hour, took all of about
3 hours but at those temperatures it felt more like 10. In
order for the vessel to make it through the ice-choked
water to the quayside two special tugs were at hand with
Voith Schneider propellers which moved around and
between us and the berth breaking up the ice long enough
for us to make it alongside before hell – sorry, the water –
froze over. I’ll come to that later – but well before your
blood freezes while reading this. Well before arrival the
Pilot had warned us to keep all the mooring ropes inside
the stores otherwise they would be useless for berthing –
only later when unberthing did I realize why.
The Pilot thought it was necessary to emphasize the cold
temperatures here and casually said we were lucky
(something my crew had already had strong doubts
14
Having dressed up now for the outside I went out on deck
and to my horror discovered that the Chief Mate was out
walking on the ice with a rope tied around his waist and to
the Jacobs ladder which he had gone down and a stick of
sorts to feel the ice ahead of him and whether it was safe
or not. I did not think we had that kind of experience or
know-how and ordered him back on board at the double.
Afterwards the temperatures would plunge a further 20º
and all such tours would be out of our minds as anyone
going outside did so only because they had to – lock-jaw
suddenly became a real possibility. But my lips are not
sealed on this subject and I will tell you what happened
later, when the temperatures outside dropped to minus
40º C. That was when hell froze over.
But now several
hours
after
berthing I heard
our Pakistani Chief
Officer calling me
on the walkietalkie
with
merriment in his
voice to say he
had gone ashore
to read the draft
marks on the port
side. This startled
me – we were
starboard
side
alongside.
The
nearest land on
the port side was
way across on the
This is one of the few photos I have from that
time and is the view on the port quarter –
other side of the
remember, we are starboard side alongside.
river. I had a nasty
That’s frozen water, not the moon’s surface.
feeling, but to
check I had to go
outside – the already sub-zero temperatures were
plummeting, and going outside from the relative warmth
inside the accommodation gave you some idea of how
astronauts had to prepare when getting ready to leave
their spacecraft.
[The picture behind the main title is a distorted image of a
photo taken at the time of the main deck, showing the river to
port frozen solid but faintly visible are the tracks made by the
tugs leaving before the ice got thicker. Faintly visible are red
lead patches hurriedly painted on the cranes where the paint
came off exposing bare metal as the steel contracted].
[The picture behind the main title is a distorted image of a
photo taken at the time of the main deck, showing the river to
port frozen solid but faintly visible are the tracks made by the
tugs leaving before the ice got thicker. Also faintly visible are
red lead patches hurriedly painted on the cranes where the
paint came off exposing bare metal as the steel contracted].
PART 2 – An unreasonable minus
40oC
Inside the accommodation the Chief Engineer had learned
to cope with our strange but new environment – he had
learnt to control the humidity. This may sound rather banal
– humidity, so what? While it is high you sweated a bit
more if it was warm (okay so you think that’s not a
problem at sub-zero but it can be since you wear so much
woolen clothing there’s a risk of tropical diseases such as
Athletes’ Foot), or if the humidity is low your wet clothes
dry faster. There’s also the problem of condensation
inside the accommodation on the portholes glass since
the temperatures are sub-zero indoors this freezes and
when this happens on the bridge navigation is impossible!
We discovered this the hard way en-route here when the
Sea Pilot refused to proceed up river until I ordered
industrial hot-air blowers and thawed out the ice inside the
wheelhouse windows – suddenly the visibility improved!
With a sound ranging from a dull boom to a loud crack,
something which from the corner of my eye looked like the
accommodation front started to collapse in slow motion. I
was standing on deck with the Chief Engineer whose
camcorder I had borrowed to film our (hopefully) once in a
life-time experience when it finally happened. The steel of
the ship that had been shrinking to various degrees
without our knowledge due to the intense cold, finally
reached a critical point on the more exposed
accommodation front and the paint was forced to release
its hold – and it did so dramatically. The paint came off
down to bare metal in entire sheets. This was why it
looked like the accommodation was collapsing. To me,
the most memorable part of my experience at the coldest
temperature I had ever experienced was this. Entire
sheets of paint including the primer would pop off with a
dull boom and the paint would lean forward and then
come off with a huge cracking sound. We had the crew on
stages applying primer in no time (there was of course no
need for preparation).
So once again, getting back to the astronaut-feeling.
When you first dressed (this wouldn’t be happening again
for some days as it was too cold even indoors to change),
you wore thermal underwear, normal winter clothes, thick
socks and finally woolen gloves and woolen cap. This was
indoors. To go out you added on more winter clothes and
finished off with a heavy coat, additional thick gloves (over
the first pair) and that thick woolen cap (really a balaclava
which was special in that it could cover your entire face
leaving only the eyes exposed or could be rolled up to
only cover the top of your head) could be unrolled to cover
your whole head except for the eyes. Before all this at
least once a day or more the skin was anointed with
Vaseline or equivalent and the lips covered thickly with a
balm – not to do so would guarantee you looking like
something from a horror movie with cracked and bleeding
lips.
We were on a Chinese bulk-carrier in northern Canada
having reached the little town of Port Alfred near
Chicoutimi on a little river branching north-west towards
Saguenay from the St Lawrence somewhere between
Sept-Iles (Seven Isles) and Quebec. The ship was not
built for ice which is why we had come here – our usual
run was deep into the heartland of the North American
continent in the Great Lakes which, this first week of
January, were well and truly frozen or on its way to being
15
so. An ice-breaker had brought us here and special tugs
broke the ice at the berth to allow us to get alongside
before the water froze solid. The temperature had been a
reasonable minus 20 deg C when we arrived and I heard
the river had not been as frozen as it usually is because
then the Army brought their tanks here to practice arctic
manoeuvres. The authorities were pleased to inform me
that I was the first ship in for the year and there would be
a little celebration. I imagined a few people coming on
board and advised the Cook that he would have to do
better than rice and boiled cabbage (those who were not
familiar with cooking on board a Chinese ship would be
forgiven for imagining it being like in Chinese restaurants)!
Being presented with The Aluminum Cockerel as the first
ship in for the new year – other than officials of the
Aluminum Plant, seen here are the Pakistani Chief Officer
Shaukat Hussein and Chief Engineer Jeevaka Gunadheera.
That night the pipes on the most exposed part of the
accommodation (mine – think about it), gave up the battle
as water froze in sections close to the cabin walls which
were already covered with frost and ice. It was bad
enough not being able to change clothes due to the
freezing conditions inside – to feel freezing water sloshing
around my cabin floor was worse. I spent a lot of time in
boots thereafter.
The next day half the town turned up to welcome us in as
the first ship for the new year – and so did the local
television station, complete with translator (the language
here was French). One of the questions I still remember
being asked was how it felt to be here (I refrained from
saying that it was so damned cold I could not feel
anything). I replied that it was the first time I had taken a
ship on a river where people were also walking on it!
(When coming up the river we had to observe a speed
limit as people were walking on the frozen river while
some were seated around holes they had cut in the ice,
fishing. The interview appeared on local television that
evening and we were also featured in the local
newspaper. I was presented with an aluminium cockerel
by the Plant which was the heart and soul of this rather
remote like outpost (see photo below). It was a good thing
this happened on that first day because the next day I
would put them on notice.
looked around outside – the layers of ice were more 'solid'
and the difference between ship, wharf and sea was nonexistent as it all merged into one. And then it dawned on
me – tracks from the departing tugs in the frozen water.
They weren't supposed to depart. They were here to wait
until we finished and then help us break out of the iceencrusted prison which was our berth!
I raced up to the bridge and called Port Control who
confirmed my worst fears that the temperatures were fast
falling and expected to reach an unreasonable minus 40
deg C tonight. The tugs would not be safe here they said.
But, what about us?? I sent a message to the Terminal
and Charterers putting them on notice for anything
happening to us and for not having allowed us to have
departed with the tugs.
That evening I wore additional warm clothing and together
with the Chief Engineer went on deck looking like two
polar bears. In addition to all the usual extra clothing
(thermal underwear, double sets of heavy woolen socks,
double sets of gloves etc), we also wore balaclavas which
covered our heads completely leaving only holes for the
eyes exposed. As our eyes would continuously tear from
the unexpected exposure to arctic temperatures, the tears
would stream down the sides of our faces and freeze into
icicles. The breath coming through our mouths in gasps
would cause condensation on the balaclava which would
freeze and thereafter we had ice masking that area as
well! Needless to say you could not stay outdoors for very
long and had to come inside to painfully thaw out.
It started when I woke up the next morning, and as was
my practice, looked out of my forward porthole to see
what ghastly surprise awaited me. With Chinese crew
anything was possible such as a huge gash across the
body of the crane or a patch of oil in the water around the
vessel etc. This time the surprise was not caused by the
crew. Around us on the off-shore side was what would
become a familiar sight over the next several days here –
frozen water. Solidly frozen, not just a thin crust. It freezes
damned fast when the temperature is this cold. In Siberia
it is quite normal I hear to dig up frozen mammoths and
make steak out of the 'fresh' meat millions of years after
the creature went into deep cold storage. They also sell
milk by the block there. Think about it. They do not have
refrigerators there.
I felt strange looking out of my porthole – it wasn't the iceencrusted bulkhead inside the cabin (we had already got
used to that and I had a scraper with me to enable me to
clear the ice before I could look outside). My eyes were
now tearing from the cold (that usually happened only
when we went outside). I began to realize what it was as I
When the time did finally arrive to depart, I remember the
problem with the mooring ropes. They were completely
frozen. They were like poles stretching from the ship to
the bollards ashore. Taking each one in was a major
operation involving thawing them out as they reached the
deck in order to stow them on board. In hindsight it might
have been better to have not put them out at all – the river
froze so fast the tugs could have simply held the vessel
alongside until the water froze...
Sent in by Capt Mehran Wahid
From Bremen
“Don't compare your life to others. ….You have no idea what their journey is all about!”
16
MONITORING HULL STRESSES AND REMOTE CORRECTIVE
ACTIONS ………………..………………………… food for thought – IMO
can be programmed to alarm the bridge when the
stresses are beyond the acceptable limits so that crew
can take corrective action such as transferring ballast etc.
Additionally, the ship can be equipped with a purpose built
simulator to model hull stresses, sea and wave conditions
(sensors again) for finding ballast solution easily. PLC can
be programmed to transfer simulator data by a manual
command into corrective action so that transferring ballast
etc is taken care of rather than the manual intervention.
Technology can be used to make decisions and
implementing corrective action thereby eliminating the risk
of human error too, particularly 0200 hrs in the morning if
the Chief Officer has to wake up to make the decision.
All mariners no doubt remember MOL Comfort, 316 meter
long container ship breaking into two and partially sinking
followed a fire on board of the surviving section. Quite
rightly, all sister ships have been taken out of service until
investigations are conducted. The ship was built in Japan
in 2007. Following the incident, the Classification Society
carried out an investigation using models, dynamic wave
action etc, on behalf of the owner Mitsui OSK Lines. The
preliminary report to the incident has been released
recently. It has been revealed that a buckling type of
deformation (about 20 mm) was observed in bottom shell
plates of sister vessels, and further strengthening of
bottom plates were done as a precautionary measure. A
couple of recommendations passed onto the ship owner
by Class NKK are as follows:


The above proposed methodology should be trialed on a
long ship initially until the reliability is proven, prior to
implementation on other ships. Once the reliability is
proven, the methodology can then be extended to
remotely monitor from ship owners office (Central Control
Room for all ships), the hull stresses, wave action
(through sensors and CCTV monitors etc), important
records such as log books (for regular weather
observation etc) in order to take corrective action as may
be necessary. This can be done through PLC, a satellite
data link to a remote desktop connection to a Central
Control Room (CCR). The CCR should be able to monitor
hull stresses etc., to do the needful. In brief, a ship in the
middle of Pacific Ocean can be controlled from Tokyo in
terms of managing stresses.
Ships’ crew to inspect the mid ship section of the
bottom shell plates to the extent possible to find
any buckling, deformations or any other damages.
NK will then attend to inspect free of charge at the
request of ship owners
Occasional survey is recommended if consecutive
deformations in the transverse section are
observed,
As can be seen from above, the ball has been again put
on crew’s court to play the game. The question that
should be asked is “How feasible is that to carry out
regular inspections, given the work load already crew is
burdened with?” In this instance, the inspection should be
conducted by a competent person on board. The Chief
Officer simply cannot rely on a Cadet’s observations. The
writer is aware that this is currently not IMO’s
recommendations though eventually this methodology will
most likely be seen as a good system by IMO. With the
technology now available, the decision makers will have
to think outside the box to find a solution to the ever
burdening the work load of crew.
This is the essence of the proposed technology without
going into much detail, which is very much achievable. If
IMO is serious about the issues the mariner is facing
today, the anticipated shortage of officers in future etc.,
and to improve the safety of ships significantly, IMO itself
should be serious about research into new technology as
proposed or any other new technology.
Sent in by a concerned member
Editor’s note : Whilst on the subject of rest hours, fatigue,
inspections, surveys et al, the following are reminders of what
Masters, senior officers and crew on board experience today….
In spite of IMO regulations, Flag state and Port state controls
(are they really doing their job?), Classification Societies, Vetting
inspections etc., there seem to be no effective solution to solve
crew matters (hopefully MLC 2006 should get us somewhere),
unlike the commercial airlines.
Technology is so advanced today, a sensor to monitor hull
stresses should only be a simple bit of equipment to
manufacture. Such sensors can be positioned at various
critical locations along the hull and bottom sections (from
inside the hull), particularly in sections subject to varying
and heavy stresses such as in the amidships section.
These sensors can be hard wired to a computer, probably
to a Programmable Logic Computer (PLC), thereby
providing facility to live monitoring of the stresses. PLC
PORT AUTHORITIES’ HARRASSMENT
if many of these authorities have any idea of the present
shipping situations. Maybe, they simply do not care.
There is no doubt that Port State Control inspections have
improved the all round condition of ships. The problem is
about the authorities who are abusing the powers given to
them. In some countries PSC has become a money
Various Authorities come out frequently with new shipping
regulations and ship owners pass these on to the ships.
The final burden is on the crew. Many regulations cannot
be implemented strictly as specified due to various
practical difficulties, which I will explain later. I am not sure
17
spinner to detain ships and impose penalties and for
some PSC inspectors it has become a personal money
making racket.
regulations actually seafarers? Do they have any idea of
actual situations on vessels? In my opinion these officials
should be given an opportunity to sail on a ship trading
worldwide before they come out with such Regulations. In
fact it should be made compulsory!
In a West African country, the PSC officer directly asked
the Master for some gratification (over US$ 500) not to
make trouble to the ship. The big question is who will
reimburse this money to the Master as it is paid from
ship’s cash, which does not belong to the Master. The
owner/operator will put the blame on the ship's staff if the
ship is detained. In certain Chinese ports, PSC officials
visit ships with the intention of detaining the ships. With a
global understanding of PSC inspections and the rules
and regulations applicable to PSC Inspectors, why are
organizations such as the IMO unable to, or do not take
any action against such corrupt officials?
According to the new Garbage Regulation, ships cannot
throw any garbage into the sea except food waste. In
many ports, there are no garbage reception facilities.
Even if there are, it will be extremely expensive to
dispose. Many owners will definitely not pay such a big
amount of money for disposal of Garbage. So what is the
ship’s crew going to do with this Garbage? Where can it
be stored?
There are many such regulations that cannot be
practically implemented. The Regulatory Requirements
are becoming more and more difficult and no wonder
many seafarers are leaving sea.
…………………………………God Help the Seafarers…!!.
In Brazilian Ports, new local regulations are imposed very
frequently and they expect the ships to follow these. The
problem is that most of these regulations are unrealistic.
For example, Brazilian Health Officials require all food
items to be marked "Expiry Date .........". They do not
accept wordings such as "Best Before", "Consume
Before", "Best By", "Use Before" etc. If the ship has to
replenish provisions in USA and many other countries,
most of the items are marked "Best By" or similar wording.
What can a shipmaster do about these provisions if the
ship has to call at a Brazilian port? Throw the provisions
overboard? This is one way for the corrupt Brazilian
Authorities to make money. If they find any such provision
items in the stores, they will impose heavy fine and then
expect the Master to pay a substantial bribe to avoid an
official fine. Who then will reimburse this money? Why
can’t the World Health Organization and IMO not take any
action? Surely, they cannot be unaware of such violations
of the norm?
Sent in by a sailing member
On the same topic, a Chief Engineer friend who just
signed off a Cape size bulk carrier told about the horrors
he faced during contract. This being a new ship had many
problems with the liner rings (a manufacturing defect) and
he had to pull out 7 units and replace the rings during his
few months on board. Inspections were always the order
of the day in port where the Inspectors were pushing to
the extent of harassment on the OWS, Emergency
Generator and all equipment – in spite of being a new
ship and having inspection records on board.
Bunkers supplied in China were actually mixed with SEA
water (not even fresh water) causing huge problems on
board (40 tonnes of SW in a 1000 tonne bunker delivery),
which was discovered only a few days later at sea. This
caused so much extra work and stress to the crew.
Bunkers supplied in Singapore were sent with
compressed air causing the tank oil to froth and give an
incorrect sounding. Some of the bunker surveyors are
paid by the bunker barges… what it results in is again a
huge problem for the Ship Chief Engineer, Master and
crew on board. The deck crew simply has no time for
maintenance, looking after cargo; cleaning cargo holds
take all of their time.
In Argentina, Customs want the vessel to declare each
and every item on board. Is it practically possible to count
each and every nut & bolt on a ship? The Customs raiding
party the board the vessel and want to count every item
against the declaration. Obviously, there will be
discrepancies. The customs then will create such a
problem for the ship and demand fat bribe to settle the
matter. Any shipowner will surely not agree to settle such
bribes paid. Who then, will pay this money? Of course the
master can get the P & I Club to intervene, but then the
ship will get delayed and the Master will finally be blamed.
It seems that this disease has spread to many African
Countries as well.
This brings us to the point of law enforcement on bunker
suppliers by the Port Authority? Why is the bunker license
of such bunker barges not suspended or cancelled?
(Refer the new bunker regulations below, can this be
implemented unless rogue bunker suppliers are
stopped?).
The MLC 2006 gives many new regulations supposedly to
help seafarers, but can we implement all of them? One
example is the Rest Hour period. If the ship has to call at
a River Port such as New Orleans or a port upriver in
Argentina, the Master has to stay alert on the bridge
sometimes for two days. Where can he get the stipulated
Rest Hours? Can the Master take a rest even after calling
the Port? Various port officials will board the ship when
they are free and everyone will want to see the Master.
Not only the Master, it is also the same with other senior
officers on board. Obviously, the records have to be
manipulated to satisfy officials. Many other requirements
are similar. Are any of these officials who impose these
It’s not only the Surveyors and Bunker barge operators
who are crooks, ship staff are also involved in a few
cases.
Chief Engineer Jailed In Singapore Over
Bbunker Scam
The Singapore court has sentenced a chief engineer to
two weeks' jail over a scam involving $18,000 worth of
marine fuel, local reports said. Russian national Antonov
18
Sergey, who was also fined SGD30,000 ($23,400), had
secretly struck a deal with a bunker supplier to
shortchange his vessel by 120 metric tonnes of bunker
fuel. The shortchanged fuel was then sold to an unknown
buyer and in return, Sergey corruptly received $8,400 for
covering up the botched bunkering operations.
The Proposed Regulation - What is MRV?
A monitoring, reporting and verification (MRV) scheme for
GHG emissions provides a standard framework to
produce a GHG emissions inventory, which may form part
of a regulated GHG emissions reduction scheme and
therefore is the basis for setting a GHG reduction
trajectory or may be applied voluntarily across an industry
specific sector to develop an emissions inventory. The EU
proposal for an MRV regulation focuses on CO2 only at
this stage, recognizing that, despite estimates, the amount
of CO2 from shipping is unknown. The Commission's view
is therefore that a system for monitoring and reporting
these emissions is a pre-requisite before the introduction
of any further energy efficiency measures or GHG
reduction measures.
Sergey's ship, Front Splendor, had ordered 2,700 metric
tonnes of bunker fuel when it called at the port of
Singapore in January. The Russian national had then
agreed to accept only 2,580 metric tonnes after being
bribed, allegedly by cargo officer Jason Choo. Sergey
then falsified documents to his employers to cover up the
bunker fuel shortfall. Choo and two other alleged
accomplices have been charged and their cases are
pending.
Why is this being implemented?
In 2010, the United Nations Framework Convention on
Climate Change (UNFCCC), recognized that global
warming must not exceed pre-industrial levels by more
than 2 degrees centigrade; and, in order to do so, this
would require GHG emissions reductions of 50% less
than 1990 levels by 2050. In committing to this, the EU
stated that it would consider further action on shipping
GHGs should there be no international agreement and
possibly implement a regional market based measure
(MBM) if the IMO failed to introduce an international
scheme.
A joint operation earlier this year involving the Maritime
and Port Authority of Singapore (MPA) and the Corrupt
Practices Investigation Bureau (CPIB) had uncovered the
corrupt bunkering deal. Deputy public prosecutor Asoka
Markandu said Sergey should be jailed “to send a strong
message to the international community that Singapore
takes a serious view of illegal bunkering activities”.
Source: Seatrade Global
EU PROPOSAL FOR
REGULATION ON SHIPPING
EMISSIONS
In late 2012 the EU stated that it would no longer seek to
do this and the focus from the EU is now to take steps
towards setting up the MRV framework which could
provide the first step towards achieving their absolute
emissions reductions.
The EU has hinted for some time at pushing forward with
a regional initiative when it comes to CO2 and shipping,
and now we have it. In late June, the industry was
presented with their new draft regulation on monitoring,
reporting and verification (MRV) of CO2 from shipping.
Lloyd's Register has prepared the following summary of
European Union Proposal for Regulation on Monitoring,
Reporting and Verification of CO2.
How will it be implemented?
The EC plan a phased approach to regulating CO2 from
shipping as follows:
Phase 1 - Implement MRV and establish CO2 emissions
from maritime transport.
Phase 2 - Establish an agreed global energy efficiency
standard as part of the regulation.
Phase 3- Identify whether the efficiency standards are
achieving the EU's desired absolute CO2 emissions
reductions and what else should be done e.g. introduction
of an MBM.
On 28 June 2013, the European Commission published
its finalised proposal for a European Union (EU)
regulation on Monitoring, Reporting and Verification
(MRV) of CO2 emissions from ships. The regulation, No.
525/2013, is introduced further to the EU's Climate and
Energy Package, adopted on 23 April 2009, which seeks
international agreement including emission reduction
targets through the IMO or the UNFCCC.
How does it apply?
The regulation will apply to all ships greater than 5,000
GRT undertaking one or more voyages into, out of and
between EU ports and will require per-voyage and yearly
monitoring of CO2 emissions, as well as other parameters
including energy efficiency metrics. Annually, 'companies'
(DOC holder) must provide an emissions report for the
previous calendar year's activity. In addition, this will
include the technical efficiency of the ship (the Energy
Efficiency Design Index (EEDI) or the Estimated Index
Value (EIV) in accordance with IMO Resolution
MEPC.215 (63), where applicable).
The regulation will apply to certain vessels conducting
voyages into, out of and between EU ports and will
require annual reporting of their CO2 emissions in line
with a verified monitoring plan. The purpose of the
regulation is to provide reliable information on greenhouse
gas (GHG) emissions within maritime transport. As a first
step the regulation is intended to focus on, and establish,
CO2 emissions which will then allow the EU to define
reduction targets associated with this and finally the
means to achieve those reduction targets, as appropriate.
If the regulation is approved by both the European Council
and European Parliament, then it will enter into force on 1
July 2015.
When does reporting occur?
Reporting periods are defined over a calendar year. At
present the EC acknowledges that further clarification is
required in regard to the precise closing date of the
19
current reporting period and whether this should occur at
the end of the previous voyage, at the exact point mid
voyage that coincides with the actual date/time of the end
of the reporting period or the end of the current voyage.
Mr Sekimizu believes new fuel types and the impact, if
any, of slow steaming on demand also needs to be
factored into a study of fuel demand. Crucially, he said,
there was the need to understand if the oil majors’
investments in refineries are sufficient to meet future
demand when the global limit on sulphur emissions drops.
To simplify the preparation of monitoring plans, reporting
and verification of emissions and other climate relevant
information, electronic templates will be provided by the
EC. The following timescales have been proposed as part
of the regulation:
• 31 August 2017 - Monitoring plan to be prepared and
submitted for verification
• 1 January 2018 - Commence per-voyage monitoring
st
• 2019 onwards - By 31 April each year, submit a verified
emission report to the EC and relevant flag state.
• 30 June 2019 onwards - Ships will need to carry a valid
document of compliance relating to the relevant reporting
period.
• 30 June each year - EC will make each ship's emissions
reports publicly available including information specific to
that ship, its fuel consumption, CO2 emissions, technical
efficiency (EEDI or EIV as appropriate) along with other
parameters. Source: Lloyd's Register.
He raised the question of what could be done if there was
not enough fuel available, or it it was prohibitively
expensive, and if pressure can be put on to the refiners.
“The oil industry says there will be enough, but the point is
the price may be higher due to the investment,” said Mr
Sekimizu. He pointed out that if the refineries put the cost
of this on to shipping through higher prices, then this was
not fair on shipping, and the costs needed to be borne by
the greater society.
How this could be addressed, though, is unclear. The
secretary-general’s belief is that there is enough fuel
available for the global emissions rule change.
Shipowners’ organisations have generally welcomed the
call for the fuel availability study to be brought forward, but
many have also expressed disappointment that it was not
thought feasible to raise the study ahead of the SOx
emission reductions in the ECAs as of the end of next
year.
Article from Lloyd's List
SHIPPING SHOULD BE HELPED WITH COST OF LOWSULPHUR FUELS, SAYS SEKIMIZU
by Craig Eason
Sekimizu: reiterated the need for an assessment of lowsulphur fuel availability to start almost immediately.IMO
chief tells Maritime Cyprus that society as a whole should
bear the financial burden of emissions curbs. The
financial burden of switching to environmental fuels
cannot be borne only by the shipping industry,
International Maritime Organization’s Secretary General
Koji Sekimizu has told a shipping audience in Cyprus.
A Master’s experience
Another master took over an 8 year old Japanese built
geared container ship that was on short voyages where
the crew simply had no time for maintenance. There had
been no proper maintenance possible due to a lack of
knowledge of crew and superintendents and the
hectic schedule with a few hours in each Port.
Speaking at the opening of Maritime Cyprus in Limassol,
Mr Sekimizu reiterated the need for an assessment of
low-sulphur fuel availability to begin almost immediately,
but also hinted that the costs of the switch to new fuel
types needs to be borne by society as a whole, and not
just by shipping.
Engine Room Defects
# General condition poor compared to other vessels of
the same age.
# Main sea water cooling pump not working. Engineers
use the ballast and bilge pump for M/E cooling which
prevents ballasting and de-ballasting operations at sea
and in port. In river ports these pumps work continuously
and any failure will disable the M/E at sea
# Three generators are unable to operate simultaneously.
The bow thruster cannot be used at any Port resulting in
the Charterers complaining due to extra tugs utilized for
mooring and unmooring operations. Generators not
properly maintain and no sufficient cooling for generators.
# Main Engine failed to respond for astern movement two
occasions during maneuvering with pilot on board and
also has a delayed response which can result in a serious
accident
# Chief Engineer’s first contract with company and track
record unknown, 2/Engineer’s first contract as 2/E, new
4/Engineer last contract was Cadet.
# Many other problems with ballasting & de-ballasting
resulting in poor trimming of the vessel and complaints by
pilots.The matter was solved with the Charterer agreeing
to layup the ship for a week to effect shore repairs. No
wonder why Masters and Chief Engineers are reluctant to
sail these days.
Emissions regulations are beginning to impact shipping.
Vessels operating in designated emission control areas
have to use ultra low-sulphur fuels in a little over a year,
and a potential global limit on SOx emissions drops from
3.5% to 0.5% in 2020.
A fuel availability study may cause a delay on this latter
date if it reveals a lack of supplies.
Shipping needs time to react to the fuel availability study
findings. Mr Sekimizu said it was important for the IMO to
push ahead with the research, which will need to include
what oil refiners can deliver - i.e. the amount of lowsulphur fuel that will be available in 2020.
The growing interest in liquefied natural gas as a marine
fuel could well influence future demand of distillate lowsulphur fuels, which are the product of the refining
industry, with fuel oils, known as residuals and with higher
sulphur content, often seen as refiners’ leftovers.
20
“Don't let a little dispute injure a great friendship”.
OF WEATHER AND WEATHER FORECASTING... (nothing has changed in the last edition!
Only more issues)
warnings. The lives, monies and properties lost to the
country could be saved at a fraction of the cost!
“In few places there would be few showers accompanied
by thunder…..”Are the common words that are heard via
our media by the authorities in the Meteorological
department, personnel which hitherto has not been
accurate at all, more often than not?
The above was from our last issue! Since then, a few
months back very strong weather, as usual unpredicted
by our met authorities resulted in the loss of around 40
lives of our fishermen who put out to sea due not
receiving any bad weather warning. Many boats were also
lost in rough seas and the Sri Lanka navy ships along with
the Air Force Helicopters did yeoman service over a few
days rescuing many fishermen in distress.
These predictions had been in complete in contrast to
predictions and forecasts made the same authorities of
other countries who always give precise forecasts and
predictions. In our country the predictions made by our
meteorological authorities are considered correct only by
a handful. It has been a long standing joke that in Sri
Lanka we should expect the opposite of what the
Meteorological Department forecasts—“sunny skies” is a
forecast for a gloomy afternoon. When the only
inconvenience the forecast can prevent is being caught
without an umbrella in a light shower, the punch line may
be funny. However when the difference is between life
and death that line is more like a punch in the gut.
The question still remains unanswered??? Why cannot
we have a reliable weather forecasting system in place?
For graphical forecast information and further details
please visit http://www.tropicalstormrisk.com/
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please use the online form at
http://www.tropicalstormrisk.com/chg_prefs.html
During the recent inclement weather, the Meteorological
Department has been dreary in its approach and
thoroughly unprepared. Government officials have only
offered weak replies and apologies. However someone
needs to be held responsible for the loss of life and
damage to property, but moreover to ensure that when
natural disasters strike we are informed and ready to deal
with them
It was also announced that the Met Department, which
faced much criticism due to being unable to predict strong
weather which affected all people along the coast and the
fishermen who put out to sea resulting in many boats lost
or damaged and a few lives lost, had stopped giving
“voice-cuts” to the radio stations. However, they had to
get back on line due to more embarrassment faced. When
our local Met station cannot predict a low pressure
affecting the island, how then did a CMM Member, based
far away in Bremen, send in timely reports with satellite
photographs for us to take the necessary precautions?
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This alert is provided by Tropical Storm Risk (TSR) which
is sponsored by UCL, Aon Benfield, Crawford & Company
and Aon Benfield UCL Hazard Research Centre.
The name of this tropical storm which caused heavy
damage was given by the Meteorological Department of
Sri Lanka. As explained by Capt. Mehran Wahid in a
previous issue of 8 Bells, the names are given in rotation
by the regional countries. The last one was TS Bandu a
few years ago which hit the Somali pirates quite hard! It
so happened that Mahasen is the name of a great and
respected former King of Sri Lanka and to give a TS such
a name caused a huge public outcry of protest. As the
name could not be withdrawn or substituted, it resulted in
the Director of the Met Dept giving a public apology on TV
and radio. As the saying goes, the dept always stays in
the news!
The Director of the Meteorological Department when
questioned had given a very lame answer. According to
him, he says our equipment are now outdated and we
need modern equipment to predict precise forecasts. He
too emphasized that the department need more
experienced staff to give accurate readings and forecasts.
In the face of this embarrassment he has made a request
to obtain any weather forecast when needed by calling the
department.
The December TS is named Amara (quite q popular name
in Asian countries) and probably related to our editor as
well!!!
Sent in by a Member living near the coast
It is accepted that fully accurate whether forecasting
cannot be expected, but the least that could be done is to
use new technology to ensure the Ships, Fishermen and
those living in coastal areas are given proper and timely
………………………………………
21
ISON: THE WANNABE COMET OF THE CENTURY
Here is another one!
N Indian Ocean: Storm Alert issued at 15 May,
2013 6:00 GMT
Tropical Storm MAHASEN (01B) currently
located near 17.5 N 87.8 E is forecast to
strike land to the following likelihood(s) at
the given lead time(s):
Yellow Alert Country(s) or Province(s)
Bangladesh
probability for TS is 65% in about 24 hours
Myanmar
Yellow Alert City(s) and Town(s)
Chittagong (22.3 N, 91.8 E)
Cox's Bazar (21.4 N, 92.5 E)
Green Alert Country(s) or Province(s)
India
Green Alert City(s) and Town(s)
Barisal (22.7 N, 90.3 E)
Comilla (23.4 N, 91.2 E)
Sittwe (20.1 N, 93.1 E)
Note that
Yellow Alert (Elevated) is CAT 1 or above to
between 10% and 30% probability, or TS to
above 50% probability.
Green Alert (Low) is TS to between 31% and
50% probability.
CAT 1 means Severe Cyclonic Storm strength
winds of at least 74 mph, 119 km/h or 64 knots
1-min sustained.
TS means Tropical Storm strength winds of at
least 39 mph, 63 km/h or 34 knots 1-min
sustained.
The giant dirty
snowball
had
been orbiting in
the huge cloud
of comets and
asteroids which
swirl
around
about 7.5 million
kms away from
the sun nearly a
quarter of the
distance
out
from the solar
system to the
next
nearest
star. This area
called the Oort
Cloud, contains billions of such comets consisting of a mixture of
rocks, frozen gas but mostly frozen water. This is now thought to be
the source of all the oceans on Earth as comets have fallen on the
planet for millions of years after it formed to give us the water we have
today (the early scorching formation of our planet could not otherwise
have retained water after cooling down to form the seas we have
today).
Gradually over the 4.5 billion years since the solar system formed this
comet had been pushed and pulled by the 'tides' of passing stars and
the sun until finally the sun's gravity overcame all other forces and
began to pull the comet into the heart of the solar system. After
hurtling in for millions of years and getting faster all the time, finally
about two years ago, it slipped past the vicinity of Saturn quite
unnoticed by mankind but not by the growing armada of satellites and
space probes which are quietly going about their business of
photographing and analysing the space environment almost
automatically most of the time – later studies of these records would
show images of the comet which initially went unnoticed by
astronomers. Then about a year later in September 2012 it finally
came to the notice of an East-European astronomical organisation
called
the
International Scientific Optical Network
(ISON) and
thereafter nearly every satellite and probe in the solar system
be it in orbit around the Earth, Mars or the Sun which could
be used, was turned towards Comet ISON (officially labelled
C/2012 S1) to observe it in as much detail as possible. This
is a new practice which has gradually been used by
scientists desperate to use their limited resources to
maximize their observations of space – satellites such as the ones around Mars which were only meant for observing that
planet were turned around to observe the comet as it went past.
a period of time, have their paths predicted in great detail
now. Also with many comets which pass further away
from the Sun, their visibility can today be predicted after
determining their size. Comets themselves do not emit
light and are small compared for example to planets and
asteroids, hence they are not visible to the naked eye
while far away from the sun and are difficult to pick up
with advanced equipment as well. However as they get
near the sun and pass a point (known as 'the frost-line')
Never has a comet been studied both by the professionals
and even by amateur astronomers on the ground in so
much detail. Comet ISON is a 'sun-grazer' – it would pass
so close to the sun it would appear to be grazing the sun
or just skimming over its surface at about a million
kilometres off. When compared with the Earth's distance
of about 150 million kilometres, the distance ISON would
pass is unimaginably close! Comets, like many other large
astronomical bodies today, can, after being observed over
22
the solar wind and even the magnetic field of the sun
which gives them far more information than just a glorious
fireworks display. Indeed, there were many scientists who
had hoped the comet would break up because of what
they would learn from this.
where the solar wind (the charged particles emanating
from the sun) starts to vaporize their ice, a so-called 'tail'
begins to form which reflects sunlight and makes the
comet more visible – at first to telescopes, and then if the
ball of ice and rocks is big enough to produce a large tail
and close enough to the sun to make it bright enough it
will become visible to the naked eye. The 'tail' always
streams away from the sun due to the solar wind and is
not an indicator of the direction of movement as it will still
appear 'ahead' of the comet when it is moving away from
the sun.
This comet's visit has been equivalent to sending a
spacecraft to meet it without actually doing so and
receiving the kind of data that would normally result from
such an encounter. However that is exactly what the
European Space Agency's Rosetta mission hopes to
achieve. It was launched in 2004 to rendezvous with a
comet and will arrive there late 2014. It carries a small
lander which will separate from the main spacecraft and
actually land on the comet – the first space mission to do
so. Additionally the year 2014 promises to be good for
comet studies as later in the year another comet (Siding
Springs) will pass very close to Mars and provide more
grist for the mill.
Some comets orbit the sun in hugely elongated orbits,
returning time and time again (Halley's Comet takes 70
years to do so), and these are well-known and can be
predicted. Comets like ISON however are one time
visitors – even if it had survived its near brush with the
sun it would simply have got flung back out into deep
space never to return again.
Out at sea especially during clear nights such as in a high
pressure weather system, the best conditions will be
found
for
observing
comets.
Unfortunately
these details
cannot
be
found
on
board such as
in Almanacs
since they are
usually short
term
astronomical
objects
and
anyway
cannot
be
used
for
navigation.
The outcome for sun-grazer comets is difficult to predict
as they get so close to the huge fiery hot sun, its gravity
tends to pull them apart and the several thousand
degrees heat vaporizes them – survivability is hard to
predict. In the distant past there have been comets which
appeared so large and bright they could even be seen
during the daytime and it was thought this comet might be
such a one too (hence the title “Comet of the Century”).
Furthermore, it is very rare for a sun-grazer to have been
spotted so early before its encounter with the sun, and as
excitement mounted in the astronomy world, scientists
and space organisations had a lot of time in which to
prepare for the comet's passage, planning just how they
would observe it and with which satellites at each stage of
its journey through the solar system.
As Comet ISON got close to the sun it was being carefully
monitored by a phalanx of sun-observing satellites,
(SOHO, STEREO, SDO) and at first seemed to disappear
in what is now believed to be its initial disintegration and
to then reappear and disappear again. Even when objects
flying through space disintegrate, the debris continues in
the original track they were following – in this case the
comet debris consisting of rocks and fast melting ice
(which is actually sublimating and going from solid to
vapour) could have been tumbling and as it did so, parts
of it containing remnant ice might have been exposed to
the searing blast of the sun's heat in turn to produce the
repeated brightening which made scientists think the
comet had survived. Even though the comet is mostly ice,
it is huge and shedding layers in the form of vaporized ice
which removes heat and keeps it relatively cool until all
ice has disappeared. Hence there was always a hope the
comet would survive – but apparently it did not.
[The author has a fleeting link with a comet. About 15 years ago
NASA was promoting public awareness of their “Stardust”
mission, their first dedicated space probe to a comet. They
called for a million volunteers online to include their names on a
micro-chip which would be carried aboard the spacecraft and
returned to earth as part of their public outreach program. The
list is displayed on the following NASA web page and the name
can be found by using 'search' for “Mehran” http://stardust.jpl.nasa.gov/overview/microchip/names2w1.html
The Stardust spacecraft was launched in 1999, it successfully
met and flew through the tail of Comet Wilde 2 in 2004 and
retrieved dust which was returned to earth in 2006 on a samplereturn capsule while the main spacecraft flew on for further
missions. The micro-chip was to be displayed at an US science
museum while the list remains on display to this day at the
above web page. Numerous other such space missions have
continued to include names of volunteers due to the popularity of
such publicity ventures.]
While the show for ground observers may be over and
'the comet of the century' may have turned into a nonevent, scientists and astronomers are continuing to
observe the remnants of dust and how they interact with
Sent in by Capt. Mehran Wahid
"We are all visitors to this time, this place. We are just passing through. Our purpose here is to observe, to
learn, to grow, to love... and then we return Home." - Aboriginal Philosophy23
real future plans for sustenance and growth until the era
of new ship buildings. The writer is yet to see any
justification as to why CSC built its first new ships, the
gearless Lanka Siri and Lanka Seedevi at a time when
Colombo port did not have a single gantry available for
container operations. Did any administrator have a plan of
national interest (emphasizing National interest not any
other interests) then?
NEW CHAIRMAN OF CEYLON
SHIPPING CORPORATION
Creating a precedence, the Commander of the Sri Lanka
Vice Admiral Jayanath Colombage was appointed as the
Chairman of Ceylon Shipping Corporation with effect from
th
29 October 2013. This is in addition to his present duties
as the Commander of the Sri Lanka Navy.
The slide had begun and the cancer had spread to CSC
manning as well where manipulation and politicization had
begun too. That was the sad state of affairs throughout
the new buildings with only day to day running of a big
shipping company. One does not have to be a rocket
scientist to realize the fate of CSC without a proper
business plan; no doubt then CSC was doomed. CSC had
fallen so deep resulting in it not being able to come out of
the hole for a long time, in fact it was never in a position to
come out. It is in this backdrop that the President may
have decided to appoint Vice Admiral Colombage to
revive the organization.
So what’s the problem. In view of the precedence, some
say it is a conflict of interest between the navy and the
merchant navy. Possibly the answer is yes but what’s the
alternative. One option could be to appoint someone from
a strong shipping background. Will it solve the problem?
Probably not, as seen with some of those who are
occupying big chairs not genuinely interested in job but
other interests (hats off to the shipping professionals who
genuinely do their job in some big chairs).
As per newspaper reports, Vice Admiral Colombage who
is a friend of CMM and the invited speaker at the 2013
AGM is an expert in maritime security, with a
distinguished naval career spanning 34 years. As a
renowned scholar of international repute, he has
published papers and conducted national-level seminars
on maritime security. He is a Fellow of the Nautical
Institute of the United Kingdom and currently the
Chairman of the Sri Lanka Branch. It is expected that his
vast knowledge and professional expertise should
effectively contribute to the island-nation working towards
being a key maritime hub in the region.
After assuming duties as the CSC’s 20 Chairman, Vice
Admiral Colombage stated that he will do his utmost to
develop the company’s stature to new heights emulating
the laudable efforts made by the late Ministers Hon.
P.B.G. Kalugalle and Hon. Lalith Athulathmudali. He
further stated that he would not receive any perks and
privileges for his new appointment and it will be his
greatest pleasure to render his services for the uplift of the
shipping industry in Sri Lanka.
th
It is noteworthy to mention here that shipping industry
world-wide will be experiencing a heavy shortage of
skilled seaman and officers from 2015. Sri Lanka should
be able to capitalise on the skilled market shortage and
target to have a good slice of the market to give the
opportunity for our youngsters to work on foreign ships.
The new Chairman is probably the best person who could
make it happen.
There will be a plenty of pitfalls for the Chairman in the
future. He will need to make a careful investigation into
the current status of CSC, and not rush into any major
decisions. A proper business plan (including a feasibility)
before embarking on any project requiring high
investments is a must. One advantage the new Chairman
will have when wearing the CSC hat, is less political
interference due to him being the Commander of Navy.
He should drop the Navy hat when comes to the CSC
office and wear the CSC hat prior to making any
decisions. There will be many who will give advice to him
on how to run CSC.
SHIPPING IS A DIFFERENT BALL GAME
ALTOGETHER …………………..But
It is not news anymore, the appointment of Vice Admiral
Jayanath Colombage (JC), the current commander of the
Navy, as the Chairman of Ceylon Shipping Corporation
(CSC) though opinions, positive and negative of the
appointment are yet a hot topic.
Jayanath’s association with the Merchant Navy goes a
long way back since his contribution to merchant navy
particularly in terms of security (ISPS), his association
with mariners in the common platform, the Nautical
Institute. Yet, it was from out of the blue that the
announcement came of the appointment.
CSC in seventies and into early eighties was the leading
government outfit in terms of the financial bottom line. In
fact, CSC was performing far better than the Port Cargo
Corporation or any other government organization of that
time, thanks to the genuine efforts of all those who
contributed and steered the company, the likes of Ranjith
De Silva (GM), Muthumala and P.B. Karandawela.
Shipping is a very competitive industry with the margins
being not very high, therefore each major investment
decision will have an impact on the future of CSC and the
country and the Chairman should be very mindful of
whom he relies on. A genuine track record with ethics is
probably where to begin.
It is no secret that CSC lost the freight monopoly in early
eighties, which was probably the turning point of CSC. It
is arguable that this turning point did not necessarily have
to be the turning point, if CSC had a proper business plan
in place to face the eventuality. Unfortunately, most of the
genuine administrators had left by then and CSC was
probably just floating handling day to day affairs with no
All in all, given the circumstances, the decision to appoint
the Navy Commander as the head of CSC may probably
turn out to be a good decision as he is a person with a
proven track record and a commitment to make things
work out to achieve results. He is also know to be a
24
current competitive edge over any other container hub
port in the sub continent, particularly Vallarpadam, the
port in Kerala off Cochin, which India is currently
promoting as a Special Economic Zone. It is interesting to
note that approximately 70% of transshipment containers
which Colombo currently handles is Indian cargo.
friendly and amicable person and should be able to rally
round the existing staff and the external expertise such as
CMM of whom most of the seniors got their first break
through CSC and would genuinely offer their expertise.
Most importantly, all those in other government
establishments who are occupying big chairs and not
delivering the goods should consider this appointment as
a warning shot fired across the bow!
India is slowly but steadily progressing in container
transshipment business by developing container ports in
both its West and East coasts, the latest being converting
Chennai Coal terminal into a container terminal. India is
promoting Vallarpadam not only as a container hub port
but also looking into the future with a proposed Refinery,
LNG terminal, Bunkering terminal, Bulk Cargo terminal,
Ship Repair Complex, Petro Chemical complex and a
terminal for Cruise ships.
I would like to take this opportunity to wish Vice Admiral
Colombage all the very best to make CSC the pride of the
nation once more!
Send in by a Senior Members who started as a cadet with CSC
PORT AND SHIPPING NEWS
It is also interesting to note that the Sethusamudram
Canal which is currently being dredged, has completed
over 50% of its project. Sethusamudram Canal is being
dredged in Palk Strait between India and Sri Lanka, which
will reduce the voyage of a ship sailing from one Indian
coast to the opposite coast by over 430 nautical miles or
36 hours. This is a huge reduction sailing time and
distance. However, Sethusamudram canal has its own
limitations, a major one being the maximum draft allowed
being 10 meters, in addition to a speed restriction of 8
Knots. Once the canal is completed and in operation
India may have the advantage of speedily transporting
East coast containers on feeder ships to Vallarpadam,
thereby with the objective of further promoting
Vallarpadam as a hub port. However, the biggest
drawback appears to be its ability to handle big ships with
its draft restrictions, in addition to being located further
away from East West shipping route, which adds more
time and money for a container ship diverting to
Vallarpadam.
It will be interesting to know, how India plans to gear up in
future to manipulate its container cargo volume now being
transshipped via Colombo, also taking into account the
high growth forecast in container business in sub
continent and using the entire infrastructure currently
being built around India. In the meantime, Colombo
should be having a smart strategy (including LNG
receiving facility as LNG will be the cleaner and cheaper
fuel for ships in future) in order to consolidate its current
position, advantages of location and deep water harbour.
Improving efficiency and productivity to give a faster
turnaround to ships is vital too due to ever increasing
operation cost of ships, where the ship owner is looking to
save every dollar that possibly can.
Port of Colombo - New South Port
Terminal
The Port of Colombo recently commissioned its new
Colombo South Port by opening one of its three terminals,
the South Terminal, which was completed at an estimated
cost of US $ 500 million. The container ship CMA CGM
Pegasus which is 363 meters long and can carry over
th
11000 TEUS was berthed on 05 August 2103. The
vessel has a summer draft of 15.5 meters though new
Colombo port can berth even bigger ships (Triple E Class
ships carrying 18000 TEUS and a draft of upto 17.5
meters), now in world-wide service.
President Rajapakse was the chief guest for the opening
of New South Port Terminal which marked an important
milestone in the growth of shipping industry in Sri Lanka.
Sri Lanka was a pioneer in the region in handling of
container ships by converting part of Queens Elizabeth
jetty into a container terminal in the mid 1980’s. Sri Lanka
Ports Authority has made excellent progress since
opening Queen Elizabeth Container terminal. JCT or Jaya
Container Terminal was completed in early 1990’s with
modern facilities at the time for handling large container
ships. Local Shipping experts at the time foresaw the
potential of Port of Colombo in terms of its geographical
location, being in close proximity to main East / West
shipping route, the ability of the Port of Colombo to handle
large container ships (even though the Colombo port was
built over 100 years ago to cater for much smaller ships)
and the forecast growth of container business. No doubt
Marine Pilots too over the years have significantly
contributed by navigating even bigger ships into the
harbour, particularly during South West Monsoon in rough
seas and strong winds, day or night, without interruptions
to container ships schedules, as maintaining schedule is
paramount for any container ship to avoid the domino
effect.
Sent in by a concerned Member
AND NOW ON TO HAMBANTHOTA
CONGESTION AT HAMBANTOTA PORT:
VESSELS ANCHORED IN OUTER HARBOUR
AWAIT BUNKERING
Expansion on the cards to meet
growing demand
Now with the commissioning of deep draft Colombo South
port, having capability to berth the biggest container ship
in the world, and with two more similar terminals to be
completed, Colombo has the ability to maintains its
October 19, 2013, By Suresh Perera
25
It has been quite some time since matters on Hambantota
were published in the 8 Bells, but not really so when
looking at the interval from the last issue. Many are the
debates in parliament where the Opposition has asked
many questions on the investment and performance. We
will leave it to the readers to judge for themselves after
going through 3 articles reproduced from 3 different
sources below.
berths are needed to cater to the growing demand from
shippers.
As a regional transhipment port, Hambantota offers
immense potential, the Chairman underscored. "After
Phase 11 of this ambitious project is completed, we can
go for more shipping lines and generate greater volumes
of business".
Hambantota Port receives only 24 vessels during
2011-12
The Hambantota port, built at an estimated cost of US$
361 million by M/s China Harbor Engineering Company
and Sinohydro Corporation Joint Venture, began in
January 2008 and was completed within the targeted 39
months. Reacting further to flak that "Hambantota is a port
without vessels", Wickrama said, "The port is now doing
brisk business. As a long-term infrastructure development
project, it took us some time to reach full capacity. After
three years, the port has now reached its full potential".
Magampura
Mahinda
Rajapaksa Port (MMRP) in
Hambantota has received
only 24 vessels in total during
the years 2011 and 2012, the
latest Committee on Public
Enterprises (COPE) Annual
Report disclosed. The first phase of MMRP, built using
Chinese funding, was opened for operations in November
2010. The port which was touted as a landmark project
that could challenge ports in India and Singapore had only
received six ships in 2011 and 18 ships in 2012.
Referring to the Jaya Terminal of the Colombo port, he
pointed out that it was after a lapse of 20 years that the
one million TEU (container) target was achieved. It took
another four years for this turnout to climb to six million.
Long-term infrastructure development projects such as
ports do not achieve their full potential overnight, the
SLPA boss continued. "It takes time and the wait pays in
the end". "These are huge investments. The benefits of
long-term developments projects are passed on to future
generations. They are for posterity. We are now reaping
the full benefits of such projects launched years ago",
Wickrama noted. It is unfortunate that there people who
project a negative image without understanding the
fundamentals of a long-term infrastructure development
project, he opined. "We have to move step by step with
confidence".
Q: At the Hambantota port, how many new berths are
you looking at to handle the growing demand?
A: Three more general cargo berths. We will need seven
to meet the demand over the next 10 years. Thereafter,
we have to expand again. This is considered a free port
and there is significant investor interest in the zone itself.
Q: Does this port have the depth to accommodate any
wide-bodied, modern vessel?
A: Yes, it can handle any big ship. In fact, there are only
15 ports of this depth in the world which can take in the
big vessels. Even ports in some developed countries don’t
have the depth and crane reach to handle wide-bodies
vessels.
We have installed cross cranes at an enormous height.
The Colombo port has the world’s largest cranes.
Q: How would you respond to criticism that
Hambantota was not a suitable location for a port?
A: This is totally unfounded. This was the best location for
a port in Sri Lanka. Around 1,000-2,000 years ago one of
the world’s busiest ports was at located at a place called
Godavaya, about 2-3 km from the present site.
Hambantota at the time was the main base for trading. It
was after colonization that Colombo and Galle were
converted as their bases.
The Sri Lanka Ports Authority (SLPA) last year
announced that all vessels carrying motor vehicles,
except heavy vehicles, would be directed to MMRP in an
apparent bid to increase the ship traffic at MMRP.
However, the reasons cited were the berthing delays and
space constraints at Colombo Port.
The total estimated cost of the first phase of MMRP
according to the SLPA was US $ 361 million and out of
which 85 percent was funded by Exim Bank of China.
However, in August 2011, the SLPA said it would need
additional funding of US $ 148 million to cover equipment
including cranes, cost escalations in building the port and
digging the basin and entrance channel. According to the
COPE report, the annual interest payable by the SLPA on
MMRP amounts to: Rs.2,208 million (2012), Rs.2,479
million (2013), Rs.2,233 million (2014), Rs.1,987 million
(2015) and Rs.1,742 million (2016).
To increase the income of MMRP, the SLPA said it had
invited interested—both local and foreign— parties to set
up business within the MMRP premises in two stages.
Under the first stage, the Cabinet has approved seven
investment proposals and business venture agreements
with two of the investors have already been signed. The
SLPA has informed the COPE that nine investors had
been considered under stage two, who would invest US $
1,105 million.
The government will go ahead with the proposed
expansion of the newly-built, US$ multi-million
Hambantota port as more berths are required to handle
the prevailing shipping congestion, a top industry official
said. "The two existing berths are fully occupied and there
are vessels anchored in the outer harbor awaiting
bunkering", says Dr. Priyath B. Wickrama, Chairman, Sri
Lanka Ports Authority (SLPA). Dismissing as "absolute
nonsense" claims that this maritime facility in Sri Lanka’s
Southern province is a "white elephant", he asserted that
the port is very active now and a few more general cargo
26
Building Hambantota port now is “debatable” says expert
By Sunimalee Dias
An international shipping expert and
academic has found it “debatable” as to
whether it’s the right time to construct a
new port–, referring to the country’s
Hambantota port, due to market
instability.
competing with their counterparts in
Singapore, Dubai and Abu Dhabi.
With the markets “disastrous” due to very
low freight levels in all sectors it was
pointed out that ship’s assets have
declined resulting in a number of ship
owners facing issues. This is mainly due
to ship mortgages taking a different
stance since banks have now begun to
realign the value of ships in terms of
today’s markets, Mr. Ogilvy explained.
However, the expert noted that there was
an interesting development this time
despite the market downturn, that ship
owners were not slashing their education
and training budget.
“Whether it’s the right time is very
debatable as the lead time is five or eight
years but in the meantime we have had
the worst shipping market caused by the
world recession and consequently
markets have collapsed,” Bruce Ogilvy,
International Vice President of the
Institute of Chartered Shipbrokers (UK)
said in an interview last week in Colombo
with the Business Times.
Mr. Ogilvy arrived in the country on
invitation from the ICS in Sri Lanka for
their annual awards ceremony where
was the chief guest. He observed that if
the markets proved to be good when the
Hambantota port started then it would
have been good however, today it would
be hard to convince major companies to
actually start using the port as a
container port.
The annual awards ceremony of the Sri
Lanka Branch was held on February 15
to felicitate the successful candidates of
the international examination conducted
by the ICS UK.
Commenting on the prospects of the new
port, Mr. Ogilvy said it would be able to
cater to the largest containers in the
world but noted the government would
have to take an effort to ensure adequate
education and training was provided for
those entering the sector. He explained
that in a bid to establish a hub status in
the country it was important to
concentrate on these two areas in
shipping as this would prove beneficial in
27
Only for the “Cricket Crazy”
the trophy consecutively in the years 2007, 2008 and
2009. In 2009, CINEC Students were invited along with
Lanka Academy to join in. CINEC team was the runner-up
in 2009 and went on to win the final in 2011. In case you
are wondering about 2010, the games had to be cancelled
due to inclement weather inundating the grounds.
Colombo experienced heavy rainfall in the preceding
days.
Now back to the prestigious GL main trophy. The record
books indicate the winners as follows. Inaugural match in
2003 was won by CMM who followed it up with another
win in 2004. The tide turned soon after with
SOCHEM/IMar EST winning in 2005, 2006 and 2007.
After a bitter battle, CMM regained the GL Trophy in 2008
only to lose it in 2009. IMarEST looked after the trophy for
another year
due to rain
being
a
spoiler
in
2010 (Water
polo
was
seriously
considered
that year!).
Team CMM
did
their
members
proud
by
winning
back the trophy in 2011. We wish our Cricketers the best
of luck to keep the trophy with CMM at the next
encounter.
Unquote:
CMM’s Annual Festival of Cricket with the Marine
Engineers held at the Wesley College Cricket Ground on
18th November 2012, jointly organized by IMarEST (SL),
SOCHEM and CMM.
This is a quote from the last edition of 8 Bells for the
benefit of our new members.
The carnival continues, gathering popularity and enjoying
increased participation each year. The history book was
re-written in 2011, with CMM winning the main GL trophy
after a lapse of 3 years. CMM Ladies did much better and
with a great on-field performance, broke the Engineer
Ladies unbeaten record after 08 years and taking the
DNV Trophy.
Now back to the last encounter. The toss
was won by CMM who elected to field on a
spicy batting track. Frsh with the renewed
energy of the previous match victory, CMM
fired all guns but could not restrict the
Engineers total of 208 for 6 wkts, thanks
mainly to two big innings by Lanka who
made 59 inclusive of 7 sixers and
Navaratne who made a breezy 61
inclusive of 7 sixers. Going for a strong
reply, CMM faltered on the way losing 3
quick wickets to be 68/3 in the 7th over, but Nandika Peiris
performed a near miracle in scoring a new ground and
match record of 143 not out. Nandika was ably supported
by Prasanna Sedrick who made 29 to keep the
partnership going until sight of victory.
The
Annual
Encounter
between
CMM
and
IMarEST/SOCHEM commenced in 2003. This was limited
to the main encounter and a few fun events for the
children. However, as the years passed, it became a “Big
match” that everyone looked forward to. Subsequently,
the popular the Ladies, Children’s and Senior Mariner's
events were introduced year by year. The Classification
Societies DNV, LRS, BV and IRS joined hands with
IMarEST, SOCHEM and CMM by way of sponsorships.
Summary of scores are as follows: Main T20 match.
Engineers 208/6 (20.0 Overs)- Herath 13, Tanuja 29,
Lanka 59, Kingsley 28, Navaratne 61, (extras 15) Bowling
: Senaka 2/34, Peiris 3/31, Nandika 1/37
CMM 209/3 (19 overs) - Nandika 143 n.o.,Senaka 07,
Sedrick 29 and Nishantha 07 n.o. (extras 14)
Bowling : Tanuja 1/35, Navaratne 3/48
Result - CMM won by 07 wickets.
Tanthri Marine led the way in the inclusion of the future
generations and extended their support for Maritime
students to take part. The first match was between the
University of Moratuwa (NDT) and TTI in 2007. UoM won
28
Seniors – CMM Vs Chief Engineers
The Senior Engineers won the toss and not having learnt
from the last match, still elected to field. The CMM
Seniors, aided by 33 extras, scored 84 for the loss of 2
wickets in 6 overs with Nalaka scoring 31 and
Hettiarachchi scoring 13. The Senior Engineers, aided by
16 extras, scored 53 for the loss of 3 wickets.
Sent in by “Power Play”
Final Match (Students) - CINEC Vs TTI Katunayake
In the triangular in which UoM, TTI and CINEC took part,
the final was between CINEC and TTI. CINEC, who won
the toss, elected to bat and posted a total of 62 in their
allocated 6 overs, losing 4 wickets in the process.
Siriwardena excelled hitting 3 sixers in his unbeaten
knock of 21, whilst Thilina who opened the innings scored
18 runs.
TTI could muster only 52 runs for the of 2 wickets in their
allocated overs amidst some tight bowling and fielding.
Openers Janith scored 30 and Lakshan scored 14 for TTI.
Children’s U15 Match for the IRS Trophy.
Children of Engineers batted first and scored 34/5 in their
allotted 6 overs. This time the opening pair of CMM
children did the honours and comfortably got home in 2.3
overs with Rashmal scoring 16 n.o. and Nisal scoring 14
n.o.
# The most important thing in any game is not to win but to take part… Similarly, the most important thing in life is
not the triumph but the struggle…. The essential thing is not to have conquered but to have fought well.
"Character cannot be developed in ease and quiet. Only through experience of Trial and Suffering can the soul be
strengthened, vision cleared, ambition inspired, and success achieved."
THE TALE OF THE MISSING DENTURES – AN EMBARRASSING INCIDENT ON BOARD
As soon as the ship berthed, the local customs boarded to conduct a search for smuggled drugs. They pulled the deckheads
and bulkheads apart with professional thoroughness and fitted them back again with matching expertise. The crew was
annoyed at the inconvenience caused, except for one solitary seaman who had had his dentures stolen one night by a
cheeky rodent prom its place inside a glass of water. His embarrassment and anger at the resulting jokes and nicknames
from his mates was finally put to rest when a customs officer found the valued object deposited in the rodent's treasure trove
within a deckhead.
Contributed by Doyne E Joachim from Kings Langley, NSW Australia.
IT RAINED FROGS – SOUTH CHINA
SEAS EXPERIENCE
washed
off
with the firehoses.
Until
then, walking
around
resulted in an
unpleasant
squishing
sound!
When my good friend Rohith, who keeps me updated on
local happenings while I am posted in Germany, wrote to
me that there had recently been green rain, yellow rain
and red rain in Sri Lanka, I pointed out that the residents
who experienced this were luckier than I was! When my
vessel was in the South China Seas close to the Chinese
coast I experienced a rain of tiny frogs! Tiny, horrible slimy
creatures they were, falling from the sky in their
thousands during a thunderstorm. There were so many of
the frogs on all the outside decks that they had to be
The
main
quality
of
these
frogs
however
is
that they were
29
small and light. Tornadoes are violent powerful localized
low pressure systems which are capable of sucking up
very large objects and lifting them off the ground with their
fast vertically moving winds. Waterspouts however, are
weaker similar systems forming over water and which can
even pass over marshy land from where small objects like
these frogs or even fish are carried up even into the
clouds and deposited with rain far off, sometimes in the
frozen state!
While it's not the most common weather phenomenon in
the world, it is not as rare as you may think. It happens all
over the world, at least since the first century A.D. -- when
the Roman naturalist known as Pliny the Elder described
the event - and as recently as 2005 in Serbia.
You might hear a report of raining frogs -- and other
unexpected objects, some not even organic -- at least
once a decade or so. Amphibian rain seems to be picking
up in frequency. In the last 20 years, newspapers have
mentioned more about frogs falling from the sky. For
unknown reasons, Britain appears to be especially
susceptible in recent years. That final scene in the 1999
film "Magnolia," which left most movie goers jawdroppingly disgusted and a little impressed, is fairly really
how it is!
Sent in by Capt Mehran Wahid
From Bremen
FOR CMM PARENTS AND THEIR KIDS
NEVER GIVE UP….. NO MATTER WHAT……..THE
MOTIVATOR…. TRUE STORY DOWN UNDER
Life is all about overcoming hurdles, whether or not one is
at sea. All hurdles are of a different kind from one another
in magnitude; no doubt some being huge. Challenges at
sea can be much more severe than ashore. Motivation is
the key to come out from any hole one is in; no matter
what “never give up”.
This is a true incident of a 21 year old man who used to
abuse drugs and alcohol, falling off a cliff. He sustained
shocking injuries, yet went through the recovery process
by motivating himself and 20 years later ended up as a
motivational speaker for university students in Australia.
It was just another day back in 1989 for three young men
in Victoria Australia, having a bit of fun as usual, this time
on a cliff overlooking the beautiful ocean. Suddenly, one
of them fell from the cliff 30 metres down on to the rocky
beach below. One quickly ran down to help the man and
commenced CPR straightaway, while the other called the
emergency services. Despite the two friends witnessing
horrific injuries, a shattered skull though closed injuries
(skin intact fortunately), blood and cerebrospinal fluid
coming out of his ears and nose, the two friends
commenced with CPR and continued for 45 minutes until
the paramedics help arrived. The injured man was flown
to a hospital by a helicopter. The extent of injuries was of
severe magnitude, a dislocated and fractured spine,
ruptured internal organs etc. He spent five days in a coma
and spent seven months undergoing treatment in three
different hospitals prior to recovering to a certain extent
that he could go home. He lost a lot of weight during his
hospital time, down to about 53 kg which is pretty light for
a six footer.
He lost the ability to speak, read and write, was in
constant pain and not able to move about freely. Simple
day –to - day tasks anyone would take for granted, such
as dressing himself became a huge task for him. His life
was shattered and he went through depression, fear,
panic and rage. Speech pathologists and Neurosurgeons
at the time were not much client focused unlike nowadays
resulting in him having to undergo so many difficulties.
Despite all obstacles and hurdles, he refused to surrender
and committed himself to the path of recovery by
motivating himself. He never gave up and committed
himself on recovery for 10 years until he rebuilt his life. It
was very tough for him, as one could imagine.
Now that he has achieved his first major goal of rebuilding
his life in terms of injuries, speaking, reading and writing
etc., he committed himself to the path of economic
recovery. He started talking to people about his tough life
and motivated youngsters. He has a passion for
motivating people and started his own business
motivating people, employed by some of the leading
universities such as University of Queensland (UQ) to
motivate university students.
Recently he delivered a speech to Speech Pathology
students in UQ. He has written a book too “Bouncing Back
When You Hit Rock Bottom”.
So folks, no matter what never give up despite what the
challenge is. Just Do it!
Sent in By Capt. Chandra Godakanda Arachchi from
down under
ONE FOR THE ROAD
Be careful as Cops are on the prowl for drunken driving…
news broadcasts on radio confirm more than 600
offenders caught in the 3 days from Christmas, and news
on the grapevine indicates one CMM Member among
them!
So, if you really want to enjoy a drink, ask your wife to
drive! Better not take a cab as there was a person who
took a cab home and next morning had forgotten at which
place he parked his car!
Happy motoring all!
PERMANENT NOTICE - for non-life members only!
Kindly contact the Treasurer Capt.Palitha de Lanerolle or Asst.Treasurer Capt. Rohith Fernando to check if your
subscriptions are due.
30
Thank you.

Read More - Company of Master Mariners of Sri Lanka

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