aspects september 2014 - asp ship management · 2018-08-22 · capt girish phadnis, asp group...

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IN THIS ISSUEu RESEARCH VESSEL DELIVERY

u TWO MORE VESSELS FOR INDIAu ONGOING BALLAST WATER ISSUES

IA • NEW ZEALA• AUSTRAL

HOUSE JOURNAL OF THE ASP SHIP MANAGEMENT GROUP

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Ballast water concern David Borcoski Group Managing Director

Cover Picture:RV Investigator en-route to Hobart.

ASPectsHouse Journal of the ASP Ship Management Group

Editor: Nigel PorteousEditorial Consultant: Bryan Reid

Design: Paul Miller Illustration & Design

Correspondence to: The Editor, ASP Ship Management473 St Kilda Road, Melbourne Vic 3004 Australia

Tel: +61 3 9211 9379 Email: [email protected]

Widespread Ballast Water Compliance ConcernThe concern expressed over Ballast Water Management regulations (BWM), at the recent meeting of the Asian Shipowners’ Forum (ASF) in May, which Group COO Bob Bird and I attended, is only part of the growing realisation by the shipping industry generally, that the cost of compliance with international maritime regulations, is likely to rise, and will continue to do so.

At the meeting, Asian shipowners referred to the very severe insurance implications that could arise due to the different BWM legislation being enforced in the United States under the US Environmental Protection Agency (EPA) and the United States Coast Guard (USCG).

It was pointed out that not all the available ballast water treatment systems approved by IMO consistently reach a level that meets the D2 discharge performance standard, and therefore, shipowners may be at risk of having to replace the fi tted equipment if that system is later found to be unsuitable.

The ASF meeting was pleased to hear, however, of a forthcoming US Senate Bill which would bring confl icting regulations into one national standard.

The International Chamber of Shipping (ICS) has also moved to overcome the implementation problems of the IMO Water Ballast Management Convention in a paper suggesting solutions to the complex problems, which could be adopted by IMO member states before it enters into force.

Meanwhile, from the UK comes the news of a warning from a leading accountancy fi rm about the growing cost of compliance with the Water Ballast Convention and other new environmental regulations such as curbs on exhaust emissions. The accountancy fi rm Moore Stephens warned that fi tting ballast water management systems could cost between US$500,000 and $5m per vessel, depending on the equipment and the size and design of the ship. Annual operational costs of compliance with the BWM Convention could range between $10,000 and $50,000. A representative of the fi rm estimated the price of meeting exhaust emission control rules as: “Think of a number and double it.” He said shipping would have to fi nd a great deal of money to stay within the rules.

New ships for the FleetSecuring the management of Australia’s new Marine National Facility Research Vessel Investigator, which was delivered to Hobart this month, is a great honour for ASP. We note that the leading international magazine IHS Maritime 360 named the Investigator as one of 13 of the 2,900 or so ships built in 2013 that “stood out from the crowd.” The vessel, which is fully equipped for oceanographic, geological, fi shery, ecosystem and climate studies, accommodates up to 40 scientists, will operate from tropical waters to the Antarctic ice edge, in the Southern, Indian and Pacifi c oceans.

Two other vessels have also joined the ASP Fleet by coming under management to ASP India. Crew Management of the 37,901dwt Xpress Kailash, a 2,741 TEU gearless container vessel built in 2008, was taken over in July by ASPCM India, while the 23,691dwt Xpress Indus, a gearless container vessel with 1,725 TEU capacity, came under management in August for ASPSM.

Our Naval connectionFor the past 10 years, ASP Defence Support Services in Rockingham, Western Australia have managed the ships of the Royal Australian Navy, which keep naval vessels supplied with fuel and supplies at sea. Their work was carried to a new level recently when they undertook a major maintenance program on the supply tanker HMAS Sirius at two venues on the west and east coasts of Australia.

The work on HMAS Sirius, including its Lloyds 10 year second special survey, comprised two distinct maintenance periods — a wet phase conducted at Fleet Base West, Garden Island, Western Australia followed by a dry phase (docking) conducted in Sydney. It was a real challenge for the ASP team, which responded excellently.

Help for Sea CadetsASP Group continues to encourage staff to be involved in their communities. A recent example has been ASP Newcastle, UK, which has helped a Sea Cadet unit in South Shields, UK, to outfi t a Wheelyboat, a specially designed craft with a bow ramp and suffi cient deck space to take people with all ranges of disability including those who are wheelchair-bound. Robert Boswell, Marine Standards Superintendent ASP Newcastle, who has been a volunteer at the Sea Cadet unit for 11 years has been instrumental in the effort.

2 ASPECTS SEPTEMBER 2014

ASPECTS SEPTEMBER 2014 3

New research vessel delivered

Australia’s new Marine National Facility research vessel Investigator was handed over from the ship builders Sembawang Shipyard in Singapore to the Commonwealth Scientifi c and Industrial Research Organisation (CSIRO) on August 4th, on completion of construction.

ASP Ship Management have been appointed managers of the vessel, as reported in the September 2013 edition of ASPects, and took over responsibility for management following the delivery.

In 2009, the Australian government committed A$120M to the design and construction of a ‘blue-water’ research vessel equipped for oceanographic, geological, fi shery, eco-system and climate studies

Of the 2,900 or so new ship buildings undertaken in 2013, the leading international magazine IHS Maritime 360 named the Investigator as one of 13 vessels that “stood out from the crowd.”

The Investigator, which accommodates up to 40 scientists, will operate from tropical waters to the Antarctic ice edge, and in the Southern, Indian and Pacifi c oceans.

She will provide the latest technological platforms for the identifi cation, study, assessment and development of geological resources, the evaluation and management of marine eco-systems, bio-diversity and fi sheries, and the detection and prediction of changes in the ocean environment and the implications for weather and climate.

The vessel employs an integrated diesel-electric power and propulsion system, based on three main generator sets incorporating MAK 9M25C engines of 3,000kW each, coupled to Marelli alternators.

The generators are double resiliently mounted on a raft system, and deliver power to a pair of 2,600kW Indar reversible propulsion motors driving two Wartsila fi xed pitch propellers.

She has a retractable Azimuth bow thruster rated at 1,200kW and Becker high-lift fl ap rudders which enhance low speed manoeuvrability.

To obviate interference to instruments caused by the bubble layer around the hull when she is under way, the hydro acoustic sensors are located in an under-hull gondola and have two drop keels.

Vital equipment borne by the gondola, extending some 1.5m below the keel, include two swathe mappers, used to topographically map the sea fl oor, and a sub-bottom profi ler.

The scientifi c research winch package includes six different winches with lifting capacities from 3 tonnes up to nearly 38 tonnes for a large piston corer deployment in deep ocean waters, while two Rapp trawl winches have been chosen for fi sheries tasks.

At a small ceremony in Singapore for the handing over of the vessel, Toni Moate, CSIRO Executive Director, Future Research Vessel Project said that planning and construction of Investigator had taken almost 10 years from its inception, with the dedication and hard work of many to reach this signifi cant milestone.

Investigator was delivered to the CSIRO base in Hobart, Tasmania this month and will then be fi tted out with a broad range of the latest scientifi c sophisticated research and analysis equipment.

Pictured in the wheelhouse:

Back row standing from the left:Dylan Lee and Liang Wei Hua - Sembawang,Stephen McCullum - CSIRO,Capt John Highton - ASP Master, Tan Chun Quee Aloysius - Sembawang,Capt Michael Watson - Master, Khartik - Sembawang,Roderick Quinn - C/O ASP,Tan Kar Chai - Sembawang,

Front row squatting from left: Marcus Ekholm - ASP Ship Managerand Aye Min Zaw - Sembawang.


Ships operating in the Arctic and Antarctic environments are exposed to a number of unique risks. Poor weather conditions and the relative lack of good charts, communication systems and other navigational aids pose challenges for mariners.

The remoteness of the areas makes rescue or clean-up operations diffi cult and costly. Cold temperatures may reduce the effectiveness of numerous components of the ship, ranging from deck machinery and emergency equipment to sea suctions. When ice is present, it can impose additional loads on the hull, propulsion system and appendages.

IMO is currently developing a draft International Code of Safety for ships operating in polar waters (Polar Code), which would cover the full range of design, construction, equipment, operational, training, search and rescue and environmental protection matters relevant to ships operating in the inhospitable waters surrounding the two poles.

The Sub-Committee on Ship Design and Construction (SDC) is coordinating the work, reporting to the Maritime Safety Committee (MSC) and Marine Environment Protection Committee (MEPC) .

The move to develop a mandatory Code follows the adoption by the IMO Assembly, in 2009, of Guidelines for ships operating in polar waters (Resolution A.1024(26)), which are intended to address those additional provisions deemed necessary for consideration beyond existing requirements of the SOLAS and MARPOL Conventions, in order to take into account the climatic conditions of Polar waters and to meet appropriate standards of maritime safety and pollution prevention.

New SOLAS compliance code for operations in polar waters

The Guidelines are recommendatory, but the comprehensive Polar Code is scheduled for formal approval at the MSC session in November this year.

Under the Code vessels operating in polar waters will require a Polar Ship Certifi cate complying with the new chapter XIV of SOLAS.

The Antarctic sea ice retreats signifi cantly during the summer season or is dispersed by permanent gyres in the two major seas of the Antarctic: the Weddell and the Ross. Thus there is relatively little multi-year ice in the Antarctic.

Conversely, Arctic sea ice survives many summer seasons and there is a signifi cant amount of multi-year ice. Whilst the marine environments of both Polar seas are similarly vulnerable, response to such challenges should duly take into account specifi c features of the legal and political regimes applicable to their respective marine spaces.

Two more vessels for ASP IndiaManagement of two more container ships from X-Press Feeders have recently been taken on by ASP India.

Crew management of the 37,901dwt X-Press Kailash (pictured below), a 2,741 TEU gearless container vessel built in 2008, commenced in July.

The vessel, fully manned by Indian crew, has an overall length of 221.62m and a beam of 29.8m, and is powered by a Man B&W engine of 21,770kw.

The second vessel from X-Press Feeders, taken under ASP India management in August, is the 23,691dwt X-Press Indus, a gearless

container vessel with 1,725 TEU capacity, manned by both Indian and Filipino crews.

The X-Press Indus, built in 1998, is powered by a MAN B&W engine of 16,680php, a length of 184m overall, with a beam of 27.4m.

These two additional vessels from X-Press Feeders complement the Tian Yi from the same owners reported in the May edition of ASPects.

Capt Girish Phadnis, ASP Group Commercial Manager SE Asia, told ASPects that he expects more container vessels to come under ASP Technical and Crew Management this year.


ABOVE, British Loyalty crew including:Middle row centre the master Capt Steven Hutchison with ASP Ship Manager Deepak Narang (yellow headphones).

British Loyalty completes second special surveyThe BP tanker British Loyalty undertook her second special survey along with other scheduled repairs and upgrade at Sembawang Shipyard, Singapore during May-June this year. The total survey and repair period was completed in the projected 21 days and on budget.

Apart from completion of the special survey, other work involved painting of the hull, accommodation and various areas of the vessel along with fabric maintenance of the main deck and deck fittings.

Planned repairs to coatings were completed in the water ballast and cargo tanks including slop tanks.

The complete overhaul of the main engine, including wave cutting of liners, overhauling the turbocharger, renewal of piston crown and skirt and overhauling of the pneumatic system was also undertaken.

Servicing life-saving and fi re-fi ghting appliances was undertaken along with a major overhaul of all deck cranes. Electrical jobs included complete renewal of the main engine and auxiliary engine instrumentation wiring.

A Class-certifi ed ultrasonic thickness measurement company was engaged to carry out inspection of steelwork and to accurately and comprehensively provide details of required steel renewal, well before the vessel was docked.

The Refman program was used to draft fi rm specifi cations into quotes from the shipyard which were uploaded to provide an accurate estimate to the clients.

These specifi cations were designed to eliminate any surprises such as unforeseen costs or any jobs/upgrades being inadvertently overlooked.

Deepak Narang ASP Australia Ship Manager, said that the success of the project was mainly due to the interaction and meetings held with the shipyard, local class surveyor and clients, together with great effi ciency by offi cers and crew of the British Loyalty and shipyard personnel.

BELOW: A commemorative plaque of appreciation presented by Leon Low Kok Ming Project Manager of Sembawang Shipyard,

to the master Capt Steven Hutchison.


A complete web browser-based software system is being deployed to all ASP Crew Management offi ces, which allows customers and crew to access, view and update their data as a Cloud-based solution.

The system, provided by New Zealand based Honey

Software, covers every aspect of individual crew recruitment and management, and by increasing user access as a Cloud offering, ensures that additional services for crew and customers can be accessed easily and cost effectively.

Honey Software have been providing crew management solutions for ASP Crew Management since 2006, when the system was fi rst implemented to manage all the Australian crewing operations.

Since that time the process has been rolled out to manage operations for all of the ASP international crewing requirements.

Browser-based softwaresystem for Crew Management

Honey Software are specialists in solutions for maritime crew management covering the full life cycle from candidate management through to global payroll processing.

ASP Group Operations and Quality Control Manager Vitaliy Chayka (pictured) said:

“The introduction and implementation of the new Honey Software system, will provide greater fl exibility and easier application for crew management staff.

It will also enable our crews to access their personal records and other details, online”.

Communications company Globecomm Maritime has formed a strategic relationship with Future Care, provider of medical care management services, to create Future Care Live, a video-enabled telemedicine solution integrated into Globecomms popular Access Chat service.

Future Care Live combines its Caring for the Crew programme with Globecomms Access Chat Plus live video streaming software, providing a revolutionary level of medical care to commercial shipping and marine personnel, during emergency illness or injury at sea, as well as to respond to routine health care needs.

Using the video streaming properties of Access Chat Plus, Future Care Live creates a “virtual ER” which allows for the simultaneous remote participation of general and specialist physicians, hospital treatment staff, Future Care case managers, shipowner representatives and family members while the patient is onboard ship.

Christina DeSimone, President and CEO of Future Care, said the alliance would allow both companies to greatly expand the reach and effectiveness of maritime telemedicine services.

Revolutionary telemedicine solution“Seafarers will benefi t from the virtual presence of Future Care’s network of physicians and other medical professionals onboard vessels while the shipowner and the P&l Club will save in medical costs, time lost and avoidance of deviation”.

Malcolm McMaster, President of Globecomm Maritime, said the ability to provide genuine telemedicine was a timely development, given the ratifi cation last year of the Maritime Labour Convention.

“Ship owners and managers are more than ever focused on the ‘human factor’ as the key to safe and effi cient operations.

“Until now, this realisation has lacked the mechanism to truly provide innovative services like telemedicine. Putting Access Chat Plus together with Future Care creates the opportunity to deliver a service that can improve healthcare for mariners and also be highly cost effective,” Mr McMaster said.

Future Care Live meets the requirements of the US Health Insurance Portability and Accountability Act and international standards for the electronic transmission of private medical information.

ASP Singapore has had their Ship Agency Services scope extended, by Class DNV GL following an audit conducted this month.

The Class audit found that the ASP Ship Agency Services system conformed to the Management System Standard ISO 9001: 2008 Ship Agency Services.

The Ship Agency provides a range of services to vessels including crew changes, travel and accommodation, vessel arrivals/departure

Class extend ship agency scopeformalities, dry dock and shipyard services, cash to masters, launch services etc.

Vitaliy Chayka ASP Crew Management Group Quality Control Manager, told ASPects that this extended scope was awarded due to our improved quality of agency services.

ASP Ship Agency Services has long standing relationships with government departments, unions and ship suppliers.


A recent major maintenance program on the Royal Australia Navy Underway Replenishment vessel HMAS Sirius involved the transfer of the entire ASP maintenance team, 3,300km from Garden Island in Western Australia to the Captain Cook graving dock in Sydney.

The work on HMAS Sirius, including its Lloyds 10 year second special survey, comprised of two distinct maintenance periods. A wet phase that was conducted at Fleet Base West, Western Australia, followed by a dry phase (docking) conducted in Sydney.

The program commenced with the wet phase undertaken between March and April this year, and the dry phase in May in the Captain Cook graving dock in Sydney, and will continue until completion this month.

HMAS Sirius major maintenance programThe Commonwealth appointed ASP as the prime contractor for both the wet and dry phase activities, which presented many signifi cant challenges, including the requirement to relocate the maintenance team to Sydney for fi ve months or so, as previously mentioned.

A large number of routine planned maintenance tasks were carried out on the vessel during this time, in addition to the second special survey program, and a huge preservation and painting package.

ASP Defence Support Services, Project Director Glenn Packer said the management of the two consecutive HMAS Sirius maintenance activities, represented the busiest period in the history of the RAN In-Service Support Contract, with the ASP team under signifi cant pressure to deliver a positive outcome.

ASP Newcastle, UK, is helping a Sea Cadet unit in South Shields, UK, which has recently acquired a Wheelyboat, a specially designed craft with a bow ramp and suffi cient deck space to take people with all ranges of disability including those who are wheelchair-bound.

Robert Boswell (pictured), Marine Standards Superintendent ASP Newcastle, who has been a volunteer at the Sea Cadet unit for 11 years, raised the issue of funding for the Wheelyboat, as a result of which ASP UK has pledged £500 to help with fi nal outfi tting of

the vessel. Robert has already donated £100 of his own money to improve the safety railings on board.

Total costs so far, met by fund-raising events and charity donations, have amounted to £60,000.

The Sea Cadets are a UK charity that teaches young people between the ages of 10 and 18 what life at sea is like and offers training including navigation, adventure training, fi rst aid, meteorology, cook-stewards and other skills.

Sponsorship for special boatThe South Shields Sea Cadet unit also plans to contact local charities and schools to take disabled members of the public out on the river so they too can enjoy the experience of being afl oat.


The 23rd Annual meeting of the Asian Shipowners’ Forum (ASF) expressed concern at about the very severe insurance implications that could arise due to the different BWM legislation being enforced in the United States under the US Environmental Protection Agency (EPA) and the United States Coast Guard (USCG).

The Forum, held in Otsu, Japan on May 20 and hosted by the Japanese Shipowners’ Association (JSA) pointed out that 39 States representing 30.25% (4.75% short of the tonnage threshold) of world shipping tonnage had ratifi ed the Ballast Water Management Convention1, but unfortunately, not all the available ballast water treatment systems approved by IMO consistently reach a level that meets the D2 discharge performance standard.

The ASF is therefore wary that shipowners may be at risk of having to replace the fi tted equipment if the system is later found unsuitable. To this end, the ASF strongly supports the proposed review of the approval and performance standards at the IMO. To that end, ASF is pleased that both the ICS and ASA are lobbying the Australian government to act pragmatically and delay ratifying the BWM Convention until these defects are resolved.

While maintaining that the IMO is the right forum to develop international regulations and strongly discouraging countries or regions from taking unilateral actions, the ASF is extremely concerned about the very severe insurance implications that could arise due to the different BWM legislation being enforced in the United States under the US Environmental Protection Agency (EPA) and the United States Coast Guard (USCG).

Pictured at the Forum,from LEFT:

Kim and Allan Bradley (Svitzer),John Lines (ANL),Bob Bird (ASP),David Borcoski (ASP)and Angela Gillham (ASA).

Asian shipowners concern at water ballast issues

For this reason, the ASF is pleased to hear of Senate Bill S.2094, which would bring confl icting regulations into one national standard.

Ports of RefugeThe Asian Shipowners Forum also called on States in the Asia region to adopt the IMO Place of Refuge Guidelines and MAS Guidelines, pointing out that “the longer a damaged ship is forced to remain at the mercy of the weather, the greater the risk of the ship breaking up and releasing its cargo and bunkers into the ocean.”

Asian governments are being urged to act on their vessel refuge obligations, following the case of the product tanker Maritime Maisi (pictured) which had been left adrift in a critical condition for three months after a devastating fire.

BALLAST WATER AND EMISSION CONTROLS

Shipowners and managers continue to have concerns with respect to the impending fi nalisation of the IMO Ballast Water Management Convention, originally adopted in 2004. Many of the problems with the Convention identifi ed since then, have been addressed amongst IMO member states. However, issues with equipment compliance, costs of fi tting, and implementation of the Convention are still present.


Shipping companies have been warned about the growing cost of compliance with new environmental regulations such as curbs on exhaust emissions and the imminent Ballast Water Management (BWM) Convention, the Nautilus Telegraph reports.

The accountancy fi rm Moore Stephens said that owners and operators will face an increased challenge over the next few years to budget for the new equipment required to fall into line with the rules.

Moore Stephens shipping partner Michael Simms warned that fi tting ballast water management systems could cost between US$500,000 and $5m per vessel, depending on the equipment and the size and design of the ship. Annual operational costs of compliance with the BWM Convention could range between $10,000 and $50,000, he added.

The true price of meeting the SOx and NOx emission control rules is hard to predict, Mr Simms warned. “Think of a number. Any number will do as long as it is very big. Then double it,” he added.

“The answer is likely to be as accurate as any supposedly informed estimates currently circulating in the shipping sector about the likely size of the industry’s bill for achieving compliance with incipient environmentally-inspired regulations governing the operation of ships.

Environmental costs a huge challenge“Individual owners and operators may plot their own path through the regulations,” Mr Simms advised. “For some, confi guring new ships for easy installation of BWM systems when the Convention enters force may be a viable option. Scrubbers, meanwhile, may be the most cost-effective solution for some when addressing the SOx/NOx dilemma.

“One thing is certain, however,” he added. “Shipping is going to have to fi nd a great deal of money over the next few years simply to stay within the rules.”

The International Chamber of Shipping (ICS) – in co-operation with a wide coalition of international shipping organisations – has also submitted an important paper to the International Maritime Organisation (IMO) that proposes a means of overcoming the serious implementation problems associated with the Ballast Water Management (BWM) Convention.

The industry paper suggests solutions to these complex problems in the form of a draft MEPC Resolution that could be adopted by IMO Member States before the BWM Convention enters into force.

The shipping industry’s paper has been submitted to the IMO Marine Environment Protection Committee (MEPC) which meets in London in October.

The paper was agreed to in principle by ICS member’s national shipowner associations at their recent AGM in Cyprus where they considered the deep fl aws in the Convention (adopted in 2004 when the technology required to comply had not been widely tested or proven commercially) and possible solutions to these issues.

ICS members concluded that there is now a greater understanding of these problems amongst IMO member states which for many seemed to be the primary issue impeding ratifi cation.

These obstacles include the lack of robustness of the current type-approval process for the very expensive new treatment systems that will be required.

Ballast Water Management solutionsDoubts about the procedures to be followed during Port State Control inspections, and the need to provide confi dence to ship owners who have already installed the new equipment (or are about to do so) that they will be regarded by the authorities as compliant.

ICS supports the objectives of the Convention and recognises that its eventual entry into force is inevitable. However, ICS fears that unless these problems are resolved immediately at IMO, there is a

considerable risk that the regime will not be fi t for purpose.

ICS is particularly concerned that port state sanctions could impact unfairly on shipowners who, in good faith, have fi tted

type-approved equipment, only to be told subsequently that it falls short of the required standard.

ICS has stressed that at the IMO Marine Environment Protection Committee meeting in October, governments will need to take what may be the fi nal opportunity to act by agreeing to some relatively simple changes on how the Convention will be implemented.

At the recent Asian Shipowners’ Association Forum, held in Japan, delegates expressed concern that shipowners may be at risk when fi tting Ballast Water Management equipment which may later be proven to be found unsuitable for the Convention (see page 8).

“Port state sanctions could impactunfairly on shipowners.”


Bollard failure collision cause

In February last year, bollard failure caused the breakaway of a cruise ship from her moorings, resulting in a collision with a dredger and towing vessel.

One shipyard employee died in the accident and another was injured. The total damage amount was estimated to be more than US $2.9m.

The US National Transport Safety Board (NTSB) determined that the probable cause of the breakaway of the cruise ship from her moorings and the subsequent collision with the dredger and towing vessel was the successive failure of multiple mooring bollards.

The ship’s mooring systems were found to be in poor condition therefore with an undetermined mooring load capability.

Ensure voyage data is preserved

Cases continue to be reported where Voyage Data Recorder (VDR) data is lost, corrupted or has not been saved following an incident, according to an article in the North P and I Club newsletter Signals. The article continues:

This can make it very diffi cult to verify the circumstances leading up to an incident and to provide a robust defence to any allegations arising out of an incident or alleged incident.

Common causes for a lack of usable VDR data include: • Incorrect set up of the VDR equipment and the navigational

equipment inputs • Faults in the connection with navigational equipment • Forgetting to save the data • Unfamiliarity with operation of VDR equipment • Unfamiliarity with method of recovering data.

In order to ensure that the VDR equipment is functioning correctly and that all required navigational information is fed into the system properly, the Club recommends that procedures are developed to ensure that vessel crews are familiar with the process of saving and recovering data.

Data recovered during these routine procedures should be checked to ensure that it is both complete and correct. This should identify any potential problems with the equipment and suitable maintenance should take place to ensure that the VDR is functioning correctly.

Berthing DamageA vessel was approaching a berth under pilotage control.

One tug had been made fast on the starboard shoulder, forward of another tug that was already made fast through a Panama fairlead on the starboard quarter. Recorded winds were strong and the main engines had been stopped. The pilot instructed the tug that was made fast through the Panama fairlead to ‘square up and pull’. The tug did pull the ship, but not as per the pilot’s instructions causing the Panama chock on the vessel’s starboard quarter to be uprooted from the deck. The vessel failed to stop resulting in a collision with the berth.

An investigation determined that the tug master did not follow the pilot’s instructions thus rendering the capacity of the towing rope used for the pull up being much higher than the SWL of the fairlead.

Since the tug was using a towline with a strength higher than the SWL of the deck fi ttings, the offi cer on deck should have alerted the master accordingly.

The investigation report indicated that a tug master should always follow a pilot’s instructions, and should always consider the rendering capacity of the tug rope used for a ‘pull up’ compared with the SWL of the fairlead.

Adequate supervision and constant monitoring of the deck fi ttings by the offi cer on deck is of high importance.

BRM error leads to tanker grounding

The Unites States National Transport Safety Board (NTSB) has released its fi nal investigation report into the grounding of a tanker in the Chesterfi eld Narrows, Nunavut USA in February 2012 Safety4Sealog reports.

The vessel had run aground when it deviated from the charted course upon departure. This deviation was not discussed by the bridge team members, nor did they share navigational information throughout the transit. The deviation from the charted route continued as the vessel turned into Chesterfi eld Narrows.

Prior to the grounding, and after turning into the Narrows, the master had focused his attention on manoeuvring the main engine controls and thrusters, rather than monitoring the navigation of the vessel. Due to insuffi cient monitoring of the vessel’s navigation and ineffective bridge resource management, the bridge team was unaware of the extent to which the vessel was off the charted course as it entered the Narrows.

Available navigation aids were not adequately cross-referenced, nor were they optimally set up to facilitate navigation. The searchlights were not used to visually confi rm that the vessel was lined up with the range beacons. According to the NTSB report, the shipowner had not initiated a Confi ned Waters Policy as a safety action.

Many of the waterways in which the company operates are extremely narrow, with insuffi cient sea room for equipment failures or emergency manoeuvres. Prior to entering a confi ned waterway, a ship’s Entry into Confi ned Water Checklist must be completed to ensure reasonable precautions are taken to guard against grounding or collision.

A WORLD ROUND-UP OF SHIPPING


Ballast Water Tank Damage

An 88,OOOgt bulk carrier on a ballast voyage, was required to make an ocean ballast water exchange prior to entering a country’s territorial waters. During this procedure, the vessel suffered severe structural damage to the ballast tank.

Following the accident, a report determined that prior to commencing the ballast exchange, the tank air pipe ventilation fl aps had not been opened.

The report also indicated that there had been poor planning of the ballasting operation. All valves and vents should have been confi rmed to be in the required position prior to the commencement of the ballast transfer.

Continuous monitoring should have been carried out to confi rm that the correct tank is being fi lled or emptied.

If the operation was not progressing as planned, the ballast exchange should have been stopped and reassessed.

The report determined that crew familiarization with the ballast operations had not been undertaken.

Ballast water exchanges should also be done only during safe weather conditions.

Master erred on anchoring risk

A UK fl agged ferry ran aground off Sweden last year after its master had failed to properly assess the risks of anchoring in gale force conditions.

The bottom plating and frames of a 22,152gt ferry were damaged and one ballast tank and one void space had been fl ooded when the Ro-pax dragged her anchor and was driven ashore by winds gusting up to force 12.

A UK Marine Accident Investigation Branch (MAIB) report on the accident noted that the ship’s master had decided to anchor the vessel for a scheduled layover period, without a proper assessment of the risks of winds that were forecast to increase to the maximum design limit of the ship’s anchoring equipment.

In fact, the winds had increased to a top speed of 76 knots - well above the forecast 47 knots - and the MAIB report noted that it was unsurprising the ship had dragged her anchor as the wind speeds had been around 50% higher than those for which her anchoring equipment had been designed.

The report indicated that insuffi cient contingency planning had meant that these risks had not been properly considered, and there had not been enough time to take corrective action once the vessel’s drift had been noticed.

The MAIB recommended that the vessel’s owners ensure that safety management systems provide specifi c guidance on the operational limits of anchoring equipment, and further guidance to masters on anchor planning, and improving masters’ handover procedures to ensure that key information is discussed.

SAFETY ISSUES

Tank Cleaning Explosion

When approaching a port to load cargo, two crew members began cleaning the cargo tanks of a tanker that had just completed discharging a cargo of unleaded gasoline. A loud whistling noise had then been heard immediately prior to three instantaneous explosions and fi re. The crew member who was at the tanks being cleaned at the time of the explosion was killed. The other crew member situated in the vicinity of the midship cargo manifold had been unharmed.

Following an investigation, it was determined that ignition of the accumulated gasoline vapours in the tanks, had resulted in the explosion. While it is possible that the source of ignition may have been the result of a malfunction of a cargo pump causing an increase in temperature, it is more likely that it was the result of a build-up of electrostatic charges caused by the cargo pump or washing nozzle.

Dangers of social media at sea

Videotel has launched a new program, Social Media at Sea, addressing the unique dangers of inappropriate use of social media by ship’s crews and providing simple solutions to ensure that seafarers understand the dangers – and benefi ts – of this onboard revolution.

Since the use of the internet has now become commonplace on many vessels, seafarers often have much more freedom to communicate with friends and family using social media tools. Consequently, a thoughtless photo or video capture can often make the difference between incidents that attract little or no attention and those that end up making the headlines.

“This program has been designed to replicate a real life scenario to which anyone onboard could fi nd themselves exposed,” Nigel Cleave, CEO of Videotel, said. “The objective is to make crews aware of the pitfalls associated with the publishing of text, photos and video clips and to provide the tools to ensure accurate, respectful and responsible posting, in line with any social media policy in place.”

Social Media at Sea is aimed at all seafarers who use social media sites onboard and was produced in conjunction with MTI Network, the leading crisis communications network serving the shipping, energy, offshore and transportation industries. It is available in Videotel On Demand (VOD), VOD Online, DVD and eLearning CBT – all with accompanying workbook.

No safety barriers


North P&I Club has reminded ship owners of the importance of making sure that an appropriate working language is used on their ships and that seafarers are practised at speaking it.

North’s head of loss prevention Tony Baker, said: “In order for a team to function effectively, effi ciently and safely, the ability to communicate clearly is crucial. This is especially important during safety-critical operations such as responding to emergencies onboard.

‘Any crew members who are unable to communicate clearly during an incident may risk the safety of the ship and their fellow seafarers. While it is natural to revert to your fi rst language when stressed, it is vital to use the ship’s working language during key shipboard operations.’

Working language vital for safetyNorth recommends that all crew members are given frequent opportunities to converse in the ship’s working language. This includes carrying out all professional communications in the working language, such as training, drills, safety meetings, bridge communications and engine room communications.

“During training and drills, offi cers should ask questions and encourage others to ask questions,” says Baker. “Familiarity with duties and equipment will also help to ensure that crew members remain calm during an emergency and are more likely to use the language they have been trained in.”

ASP Crew Management Group Operations Manager Vitaliy Chayka, based in Singapore, has initiated a proposal to establish a Ukrainian National Centre in Singapore, after organizing a meeting of Ukrainians on May 9 to discuss the project.

Ukraine-born Vitaliy, with his countrymen Alexander Kalinin and Anna Coen, introduced their idea for the proposed Centre.

Following this, participants keenly supported the concept of programs to study the Ukrainian language and culture for children in Ukrainian and mixed families, as well as joint leisure and festive celebrations.

A formal structure will be established, before requesting nominations for all offi ce bearers.

Ukrainian Centre for SingaporeRepresentatives from the Ukraine Embassy in Singapore were invited to participate in an initial meeting and Ukrainian Ambassador Sultansky offered a minute’s silence to honour the memory of all those who lost their lives in the struggle for Ukraine during World War II. The Ambassador supported the initiative of establishing a Ukrainian Centre in Singapore.

A further meeting of Ukrainian citizens, families and friends was held on Friday 29 August, to celebrate Ukrainian Independence Day. Approximately 70 people attended the function, including the Ukrainian Ambassador (pictured below, front row left, white shirt).

Independence Day of Ukraine, is celebrated on August 24 in commemoration of the Declaration of Independence of 1991.

The powerful London insurance market’s Joint Cargo Committee (JCC) has raised the piracy threat level in the Malacca Strait and South China Sea off the coast of Malaysia after a recent spate of attacks on tankers, according to a report in a recent issue of IHS Maritime Fairplay.

While the number of pirate attacks off the coast of Somalia has continued to fall, cargo insurers have raised the risk levels for the

Piracy threat raised in Malacca StraitMalay Peninsula amid fears that a sophisticated syndicate of gangs is now operating in the region. This comes after three attacks in the space of six months.

In response to these developments, the JCC proposed and agreed to a Malay Peninsula piracy risk area, which was given a score of 2.3, putting it at the top of the ‘elevated’ category in the current IHS Foresight scoring system.


On Watch A round-up of maritime newsLow sulphur in Hong KongThe London P&l Club has issued a news alert to inform ship operators that Hong Kong is due to vote whether to make the use of low-sulphur fuel compulsory, defi ning the sulphur content of not more than 0.5%.

Should the proposed legislation become law, the current timetable indicates that emissions of ocean going vessels will be subject to regulation in Hong Kong during 2015.

There will be a fi ne of up to HK$200,000 and up to six months imprisonment for a breach in the proposed legislation.

In the meantime, operators should be aware of a voluntary incentive scheme to promote the use of low-sulphur fuel whilst in Hong Kong.

The incentive for ocean going vessels to join the scheme is that the current port facilities and light dues charge of HK$43 per 100m will be reduced by half. Also, the Air Pollution Control Regulation, which stipulates that the quality of Marine Light Diesel has a sulphur content of no more than 0.5%, became effective on April 1, 2014.

Noise level code implementedThe “Code on Noise Levels Onboard Ships” (the Noise Code) has become mandatory for new vessels from July 1, this year.

The MSC 91, from 26 to 30 November 2012, adopted SOLAS regulation II -1/3-12 to require new ships to be constructed in accordance with the revised Code on noise levels onboard ships which sets out mandatory maximum noise level limits for machinery spaces, control rooms, workshops, accommodation and other spaces onboard ships.

The Code provides standards on preventing noise levels hazardous to human health and reducing seafarers’ exposure to such noise levels. It gives consideration to the need for communication and the ability to hear audible alarms, the importance of protecting the seafarer from noise-induced hearing loss, and the provision of an acceptable degree of comfort during rest hours.

Introduction of the Noise Code will lead to changes in SOLAS, with Chapter II -1 Regulation 36 being replaced with a new Regulation 3-12 “Protection Against Noise”. The Code has been developed having regard to conventional passenger and cargo ships. Full application to ships which differ appreciably from the conventional types of ships, design or operations might need specifi c consideration.

The Code is intended to provide the basis for a design standard, with compliance based on the satisfactory conclusion of sea trials that result in issuance of a Noise Survey Report. Such a report shall be made for each ship, including information on the noise levels in the various spaces onboard and show the reading at each specifi ed measuring point.

Instruction in the provisions of the Code should include: • Noise exposure limits and the use of warning notices which may

be available for seafarers working in spaces covered by warning notices and

• Guidance on the possible signs of hearing loss such as ringing in the ear, dead ear, or fullness in the ear and mitigating techniques to be effected when those signs occur.

Bulk cargo safetyA new e-learning course aims to familiarise ship operators and their crews with the safe handling of solid bulk cargoes.

The mutual liability insurer, American P&l Club, has added a module on the Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU Code) to its library of e-learning modules released in co-operation with IDESS IT in the Philippines.

The module is the second in a series on bulk carrier safety from the Club. The fi rst, released in January this year, was a module on compliance with the International Maritime Solid Bulk Cargoes (lMSBC) Code.

The remaining modules in this series, which will be released this year and next, will address the International Code for the Safe Carriage of Grain in Bulk, the Code of Safe Practice for Ships Carrying Timber Deck Cargoes (ToC) Code, and regulations and experience-based best practice concerning the inspection and maintenance of bulk carriers.

Strong warning on cyber attack risksThe shipping industry needs to do more to combat the risks of “cyber-attack” and software problems, insurers have been warned last month.

Speaking to the Lloyd’s Market Association Marine Forum, Bernard Twomey and Jonathan Earthy of Lloyd’s Register said the marine sector faces a real risk of malicious attacks on systems and organisations via information technology.

They highlighted a number of cases - including a collision between two offshore support vessels in Aberdeen harbour caused by a fault in a new DP system’s software - as examples of risks arising from such factors as system complexity, software upgrades, ineffective installation or maintenance, and inappropriate training.

The consequences of such problems include loss of control, reduced reliability or availability, damage to ship systems, incorrect reporting of regulatory information and damage to ships, cargoes and the environment, they added.

“Protecting the seafarer from noise-induced hearing loss.”


TRAINING NEWS

IBS oil spill trainingInternational Bunker Supplies Terminal Operations Supervisor Matthew Lynam (pictured) attended a course in Oil Spill Response Operations (IMO1), conducted by the Australian Marine Oil Spill Centre (AMOSC), which took place in Geelong, Australia in May.

The aim of the course was to train and qualify participants as oil spill operators.

Course subjects covered included:

• Relevant legislation and guides, including OHS and contingency plans

• Assess oil spills and implement initial control actions.• Oil spill response strategies• Oil spill response equipment identifi cation, preparation and use.• Oil spill response equipment deployment• Oil Spill response reporting and communication within a

structured Incident Control Centre• Assess and plan an oil spill response Incident Control Centre

Course days were split into a mix of theory and practical operations.

Practical operations included the Deployment of oil “RO” boom and GT185 oil skimmer, beach deployment of shore line deflection and containment equipment and the deployment of Fence Oil boom, Zoom Boom and Rope Skimmers. All these deployments took place in different locations around Corio Bay in Geelong.

Matt said “It is always a good experience at AMOSC and it is always an advantage to keep yourself familiar with the equipment used in oil spill response. The course was well run and included a real cross section of people from the oil industry. There were people representing companies from all across Australia as well as different operating roles from ships’ masters to off shore oil rig operators”.

Mini-Forum series continues in MumbaiThe series of ASP Tanker Management sea staff “Mini-Forums” continued in Mumbai in May at the Mumbai Maritime Centre campus in Andheri, attended by 14 seafarers.

The guest speaker was Capt Pravesh Diwan of KARCO, who spoke on “A fresh perspective in Computer Based Training programmes through digitally animated videos”.

Capt Robert Walker ASP Tanker Management Singapore, introduced ASP Group with details of company offi ces and the structure of the organization. ASP Group Training Manager Capt Prabhat Nigam then discussed the latest regulatory changes.

Capt Walker later introduced a Marine Safety Initiative designed to reduce accidents and pursue a zero incident industry, learning from past and recent experiences.

Stevan Connelly ASP Tanker Management Singapore discussed fuel management.

RIGHT: The GT 185 oil skimmer that fl oats on the surface of the water, skimming oil and pumping it into storage tanks.

Attendees at the tanker “Mini-Forum” including front row centre; Rob Walker ASP Singapore, Prabhat Nigam ASP India and Stevan Connelly ASP Singapore.


The fi rst anniversary meeting of the India Trainers Guild, the formal association of trainers in prominent shipping companies, which promises to revolutionise the development of maritime training, was hosted by ASP Ship Management in Mumbai in May.

The meeting was attended by more than 20 top executives of prominent maritime companies, who were welcomed by ASP Ship Management India Director Capt Girish Phadnis.

The founder of the Trainers’ Guild in May 2013, ASP Group Training Manager Capt Prabhat Nigam, said the basis of the Guild was the sharing of ideas, experiences and resources amongst like-minded trainers of the shipping fraternity, to foster a collective effort in maritime education and training and to promote greater safety at sea and protection of the marine environment.

On behalf of Mr Devabrata Mitra of DNVGL, Capt Nigam, then presented a paper on “Bridging the Gap in Training”. He outlined how some proactive shipowners who had invested heavily in ‘state-of-the-art’ training but were ‘short changed’ when the best trained manpower was poached by other shipping companies.

Mr Ajoy Chatterjee, Principal and Head of Great Eastern Academy discussed the training imparted by his Institute and said there was a glaring distinction between a certifi cate of competency awarded to ship’s crews, and other university degrees obtained by students in non-maritime disciplines.

Capt Ajit Kumar Ojha FTS (I), ASP Ship Management Group outlined training methods adopted by his company including induction and onboard training.

India Trainers Guild fi rst anniversary

From left: Capt Halbe Chairman GEM, Capt Phadnis, Capt Nigam, Capt Chatterjee Principal Great Eastern Maritime Institute

at the lighting of the Flame of Knowledge.

Capt Salil Srivastava, Training Manager, D’Amico Ships Ishima elaborated on skill gap identifi cation mechanism through the system of appraisal reporting being followed by his company.

Capt Suraj Deshpande, GM of KARCO highlighted a fresh perspective in computer based training, encompassing induction and ship specifi c training through digitally animated videos.

15 accounting and back offi ce staff from ASP Crew Management Manila (ASPCMS) joined Training and QA Manager Butch Bautista onboard ASL Troubadour in May, while she was anchored at the Manila outer anchorage.

After an induction briefi ng on the emergency alarms and location of life saving appliances, the ship’s offi cers introduced the staff to the bridge and the cargo control room.

Shore staff vessel familiarisation

Picture shows ASP staff in the ASL Troubadour wheelhouse with the

ship’s offi cers;

Back row, from left;

Master Capt Vinod Singh Negi,C/E Ulaganathan Chithambara,

C/O Rahman Mizanur and2/O Croydon Pereira.

Later, after a well-prepared lunch, the offi ce staff were shown around the engine room and the control room by Chief Engineer Ulaganathan Chithambara.

ASPCMS Owner’s Representative Capt Milind Phadnis said that familiarisation of the day to day operations of our vessels is an essential part of staff awareness, and training.


Fast response salvage vessel

An interesting vessel with Crew Management Singapore is the fast response salvage vessel Svitzer Quest operated by Svitzer Salvage Asia.

The vessel has a length of 14.28m, a beam of 4.0m, draft of 2.0m, and is Classed Rina.

Svitzer Quest, is designed in every respect for rapid response to maritime emergencies, including oil spills.

The vessel has a total capacity to carry 12 personnel, including a crew of three, and is powered by a Yanmar engine, giving a top speed of 23 knots.

Svitzer Quest Special Features: • Lightweight aluminium structure• Pusher bow, state-of-the-art navigation equipment• Sonar imaging

FEAT

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• High-tech satellite communication equipment• Endurance to 300nM• Dive station and storage for salvage equipment

Leading classifi cation society ClassNK and Nakashima Propeller have announced the world’s fi rst installation of a carbon fi bre reinforced plastic (CFRP) propeller as the main propulsion system of a merchant vessel.

The CFRP propeller was installed on the Taiko Maru, a domestic 499 GT chemical tanker owned by Sowa Kaiun YK by Marugame-based Koa Industry in May.

The CFRP propeller installed on the vessel was developed and produced by Nakashima Propeller with support from ClassNK.

Research and development on the use of CFRP propellers for merchant vessels in Japan was supported by the Nippon Foundation and the Japan Ship Machinery & Equipment Association (JSMEA) from 2007 to 2011, and from 2012, this research continued as a joint project with various Japanese research institutions and ClassNK.

Despite its ultra-lightweight composition, CFRP exhibits the same, if not superior strength, to the aluminium-bronze composite materials used in conventional propellers. Due to the light weight of the propeller, however, propeller shafts can be manufactured with smaller diameters, contributing to a signifi cant reduction in weight and fuel costs.

Carbon-fi bre prop cuts fuel costsThe sturdy yet thin blades of the CFRP have been designed with an increased diameter. This should allow CFRP propellers to achieve even greater effi ciency when employed for maritime use and the potential for further performance improvements continues to be explored during model tank testing.

The Taiko Maru had already previously installed CFRP propellers in its side thrusters in September 2012. Based on their successful performance, Sowa Kaiun YK made the decision to extend use of the CFRP propeller technology to its main propulsion system, making the vessel the fi rst in the world to use a CFRP for its main propulsion system.

During sea trials the CFRP required 9% less horsepower to operate compared to conventional aluminium-bronze propellers, and expansion of their use on merchant vessels is expected to contribute to better fuel economy and greater operational effi ciency.

Bangladesh deputy GMCapt Muhammad Zaber, who joined ASP as Deputy General Manager, ASP Omera Crew Management, Bangladesh in 2013, began his seagoing career as a deck cadet in 1996. After serving 16 years at sea including seven years as Master and Chief Offi cer on oil and chemical tankers with Acomarit (UK), he then served with Tokyo Marine, VShips, Gulf Energy Maritime, Anglo Eastern, GBLT and NITC before joining ASP Omera. Capt Zaber qualifi ed as Master Mariner (Class One) and graduated Bachelor of Science at the National University of Bangladesh in 1995.

STAFF NEWS


Colleen retires after 10 yearsColleen Gibbons, Accounts Offi cer at ASP Defence Support Services, Rockingham, Australia, has retired after 10 years working on the ASP contract with the Royal Australian Navy in the management of its tanker refuelling vessels.Colleen started at Rockingham on the day the fi rst Navy contract began. In a note to her colleagues she said: “Thank you all for the help and friendship over the 10 years that I have worked at ASP. It will always go down as the best job I have had.”Colleen said she was looking forward with great excitement to her retirement, and had a long “bucket list” of things to do.Bob Bird ASP Group COO also joined Colleen’s retirement lunch, in Rockingham. She told Bob that she was “honoured and fl attered” that he had attended.

Manila weddingLuis Carlos Bonifacio, who is serving a 2 year full time mission for the Church of Jesus Christ of Latter-Day Saints, and Rayza Cabindo, payroll assistant for Crew Management Services (CMS) Manila, met three years ago.

They became engaged on March 16 this year, Rayza’s birthday, and married on June 12, at the Church’s Manila Philippines Temple with the blessings of their respective families, and attended by their closest family members and friends and CMS Manila staff.

Bob Bird with Colleen Gibbons and Glenn Packer, Project Director ASP Defence Support Services.

Varied career for bunker managerBernie Bransgrove, the newly-appointed ship manager for the ASP Australia bunker fl eet, has had a varied maritime career, as a marine engineer, which has covered offshore supply vessels, customs and border protection vessels and Navy patrol boats, as well as management of vessels as far afi eld as Qatar in the Middle East and Hayman Island resort in Australia.In his ASP role, Bernie will manage the bunker supply tankers Zemira, in Melbourne. Destine in Sydney, and Larcom in Gladstone, Australia.

Keeping fi t with footballASP Staff in Singapore have organized weekly sessions of Futsal (indoor soccer), ranging from 1-2 hours. This healthy lifestyle initiative keeps the ASP staff fi t, and is also considered to be a good means of team bonding between the inter-departmental staff.

Picture shows some of the ASP players:Back row, from left: Denzil D’Souza, Harpal Singh, Vitaliy Chayka, Alvin Yap, Kevin Lim.Front row, from left: Gary Heffron, Anson Neo, Shakil Ahmed, Idris Talib.


TRAVEL NEWS

Soccer fans get their kicks at World CupMariner Travel consultant Stephanie Tran and a group of soccer fan friends, including her boyfriend Martin, attended a match of the Football World Cup in Brazil in June during a holiday break.

They saw the game, between France and Nigeria, which was played to a full house of some 50,000 people in the country’s capital city, Brasilia. Stephanie described the atmosphere at the match as “awesome.”

Stephanie and Martin are keen followers of the Melbourne Victory soccer team in the Australian A-League competition.

Catching up with the “customers”Senior Travel Consultant Jessica Trinh was able to catch up with some of her contacts when she visited the tanker British Loyalty in Singapore recently – the fi rst Mariner Travel staff member to go onboard an ASP managed ship.

On her visit, Jessica was given a conducted tour of the ship, which was in drydock, and met many of the crew whom she contacts regularly when arranging travel.

“It was a great opportunity for both Jessica and the ship’s crew to develop a face-to-face relationship,” Mariner Travel General Manager Aaron Watts said.

Fruitful link with Ukrainian schoolMariner Travel Ukraine is now providing travel arrangements for the biggest secondary school in the Ukrainian port of Odessa. More than 1,000 schoolchildren are studying there. Mariner Travel has already arranged individual holiday travel to Hungary and Austria for 40 of the school’s 1,000 students followed by another trip, which included Italy, with 50 students from 8th grade, accompanied by teachers and parents.

They visited all the major travel destinations, including Rome, Florence Venice, Budapest, and Vienna and, said Mariner Travel Ukraine Manager Violetta Lyubarets: “We have received the very best feedback, and we believe our cooperation with the school will continue.”

Senior Travel Consultant Nataliya Shorokhova and Regional Manager Violetta Lyubarets.

WORLD TRAVEL NEWS

Taste of the good lifeCruise and Maritime Voyages is giving potential customers a taste of life onboard a cruise liner by offering lunch or dinner, bed and breakfast on the Marco Polo while it is berthed at the London Cruise Terminal in Tilbury in October. Guests can also choose to stay overnight in one of the cabins and have breakfast the following morning before disembarking. A four course lunch plus a welcome cocktail and a show costs £49 per person; dinner costs £79 and guests can stay overnight from £10 extra.

Caribbean mega-resortChinese investors will plough up to US$1 billion into Antigua and Barbuda’s fi rst mega-resort, creating over 1,000 jobs for the Caribbean Islands. The 647 hectare multi-purpose development dubbed the Singulari will feature hotels, condos and residential units, marinas, golf courses, an entertainment complex, a horse racing track and the largest casino in the Caribbean.


ASP Group supports The Mission to Seafarers

The winning entry for this edition:

ASPects is now conducting a photographic competition which carries a prize of $US500 for the best photograph in terms of subject and photographic merit, received across each of the three issues of ASPects in a calendar year. The judges will then select the best photos for

each edition to be published. Thereafter the best judged photo out of the selected fi nalists for the year will be awarded the prize.

The competition is open to all crews of the ASP fl eet. Subjects may cover life on board a working vessel, fellow crew members at work, seascapes, ports, shoreline scenery, seabirds and other marine life, other vessels of interest, etc.

Only photographs of 5 megapixels and above in resolution (approx 3-5 megabytes or more in fi le size or ‘Superfi ne’ setting on some cameras) can be accepted, and may be either in colour or monochrome.

The judges’ decision will be fi nal. Submit photos via email to: The Editor, ASPects, ASP Ship Management. Email [email protected]

“Sunset”

Taken by:Hugh Wyllie TIR,

RTM Twarra

Camera: Sony NEX56.

Location: Gladstone, Australia

PHOTOGRAPHIC COMPETITION

Marine myths and superstitionsFishing a realm of superstitionAmong today’s seafarers, fi shermen are the leaders in the superstition department. Even with GPS and sensitive fathometers, catching fi sh is still a matter of luck.

Fishermen have some bizarre beliefs. If they see a red-haired person on the way to their boat it’s bad luck. Other bad omens include a black valise, a minister and a cross-eyed or fl at-footed person. A fi shermen whose fi nger is pierced by a fi shhook will stick the hook into a piece of wood to speed the healing process.

Don’t bring bananas onboard your boat, or you won’t catch any fi sh, and empty your pockets of coins before boarding, or your catch will be small. Don’t eat anything before the fi rst fi sh is caught, and the fi rst one caught each day must be spat upon and thrown back.

Never count your fi sh until the day is over. And never tell anybody where you made a good catch. That’s also got a practical basis. If your livelihood depends on catching fi sh, you don’t want others stealing your secret spot, especially if they have access to GPS coordinates.

Nets were “salted in” at the beginning of the season to bring good luck. This often took the form of a blessing, and sprinkling them with salt. Fishing every day of the week was considered unlucky. Those who did it were greedy, and not satisfi ed with what the gods of the ocean provided them.

Adrian WhatleyGroup Chief Finance Offi cer

T: +61 3 9211 9320 M/C: +61 419 177 522 E: [email protected]

Bob BirdGroup Chief Operating Offi cer


AUSTRALIAMelbourneContact: Tim AsomeTel: + 61 3 9211 9332Mob/Cell: + 61 411 022 825Email: [email protected]

NEW ZEALANDSilver Fern ShippingWellingtonContact: Warren NelsonTel: + 64 4 460 3924Mob/Cell: + 64 27 4524 744Email: [email protected]

UNITED KINGDOMNewcastleContact: Keith BrownTel: + 44 191 230 8261Mob/Cell: + 44 789 690 4614Email: [email protected]

FINLANDMariehamn Contact: Mikael HolmTel: + 358 18 620 600Mob/Cell: + 358 40 900 7090Email: [email protected]

JAPANTokyoContact: Yasuhiro SensuiMob/Cell: +81 909 324 2166Email: [email protected]

SINGAPOREASP Tanker ManagementContact: Robert WalkerTel: + 65 6576 5700Mob/Cell: + 659 757 3678Email: [email protected]

ASP Dry BulkContact: Robert WalkerTel: + 65 6576 5700Mob/Cell: + 659 757 3678Email: [email protected]

INDIAMumbaiContact: Sanjay KelkarTel: + 91 22 6602 9011Mob/Cell: + 91 9867 922 006Email: [email protected]

AUSTRALIAMelbourneContact: Phil JonesTel: + 61 3 9211 9335Mob/Cell: + 61 487 403 005Email: [email protected]

INDIAMumbaiContact: Ajeet SinghTel: + 91 22 6602 9133Mob/Cell: + 91 98195 10686Email: [email protected]

PHILIPPINESManilaContact: Milind PhadnisTel: + 63 2 310 7640Mob/Cell: + 63 917 558 4829Email: [email protected]

SINGAPOREContact: Harpal SinghTel: + 65 6576 5746Email: [email protected]

UKRAINE/GEORGIAOdessaContact: Peter PashegorTel: + 380 48 785 1114Mob/Cell: + 380 674 830 390Email: [email protected]

MYANMARYangonContact: Win Maw NeTel: + 95 1 666 889Mob/Cell: + 95 9517 3173Email: [email protected]

BANGLADESHASP Omera, DhakaContact: Muhammad ZaberTel: + 880 2 9884312-7 (Ext: 13)Mob/Cell: + 880 1711 4759Email: [email protected]

AUSTRALIAGladstoneContact:Mark PatmanTel: + 61 3 9211 9333Mob/Cell: + 61 411 141 942Email: [email protected]

Universal BunkeringMelbourneContact: Mark NeveTel: + 61 3 9211 9313Mob/Cell: + 61 418 530 171Email: [email protected]

AUSTRALIAMelbourneContact:Aaron WattsTel: + 61 3 9211 9341Mob/Cell: + 61 419 122 354 Email: [email protected]

UKRAINEOdessaContact: Violetta LyubaretsMob/Cell: + 38 850 4161 987 Email: [email protected]

ASP CREW MANAGEMENTASP SHIP MANAGEMENT

David BorcoskiGroup CEO / Managing Director


Group Commercial Managers

Mikael Holm (Northern Europe / Scandinavia)T: +358 18 620 600 M/C: +358 40 900 7090 E: [email protected]

Girish Phadnis (South-East Asia)T: + 91 22 6602 9,000 M/C: + 91 98 2064 9939 E: [email protected]

David Skentelbery (United Kingdom)T: +44 7786 660 499 E: [email protected]

•• Fleet Management Offi ces•• Crew Management Offi ces•• Mariner Travel Offi ces•• Representative Offi ce

INDIA MumbaiContact:Aly ShirjiMob/Cell: + 91 9820 208 106Email: [email protected]

Group Chief Operating Offi cerAdrian Whatley

Group Operations Manager and Group Quality Control ManagerVitaliy Chayka

T: +65 657 65724 M/C: +65 9777 1358 E: [email protected]

Group Training Manager:Prabhat Nigam

T: +91 22 6602 9171 M/C: +91 9903 46175 E: [email protected]

aspects september 2014 - asp ship management · 2018-08-22 · capt girish phadnis, asp group...

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