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VOL: 4 No. 2 BE INFORMED “BEST” WITH A PURSUIT TO TAKE EFFECTIVE DECISIONS FEBRUARY 2008

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I M O Secretary GeneralMr. Eftimios E Mitropoulos, inauguratesAMET Maritime University, situated atKanathur, outskirts of Chennai, INDIA

EVENT HIGHLIGHTS:

The function began withthe impressive Guard ofHonour accorded to TheSecretary General and thesmart turn out at theMarch-Past whichfollowed the ceremonialFlag handing over of theAMET University flag bythe Secretary General toMr. Ramachandran, TheChancel lor of theUniversity. Mr.Ramachandran, in hiswelcome address said itwas a dream come truefor AMET university to beinaugurated by noneother but the SecretaryGeneral of IMO himself.

Capt. S. Bhardwaj, theVice Chancellor, outlinedthe road-map of TheUniversity and reiteratedthe ample conclusivedemonstration of robustfundamentals underlyingthe recent AMET growth.

Capt. J. C. Anand,Chairman Indian Registerof Shipping (IRS),presented a Silver plaqueto AMET and offered IRSassistance in areas ofresearch. The Universitywas inaugurated withmuch fanfare by The

HighlightsPage

IMO Secretary Generalinaugurates AMET University 1

India should lead the role inmanning Marine Industry 2

From the Editor’s Desk 3

India's ship-breaking yard

at Alang in Gujarat, Asia's

largest 4

Politicians are addressing

the problem at international,

federal and state levels 5

Shipping Registry advises

agents on proper

documentation 6

Piracy and maritime

terrorism 7

DG Shipping Notice 13

Tanker FFAs soar as South

Korea curbs single hulls 19

IMO Briefing 21

For enhanced role 23

(contd. on next page)

(Standing L-R): Mr G S Sahni (former DG Shipping), Capt. S.Bhardwaj (Vice Chancellor), Mr. Rajesh Ramachandran (ProChancellor), Mr. Lukose Vallatharai I.A.S. (Joint DG Shipping), MrKarikalan (Jt.Pro Chancellor), Capt J.C. Anand (Chairman, IndianRegister of Shipping), Mr. Manivanan I.A.S. (Advisor AMETUniversity),Capt. Gogia (AMET Mumbai), Mr. Eftimios Mitropoulos(Secretary General, IMO),Mr. J.Ramachandran (Chancellor), Capt.Ashok Mahapatra (Head-Training & Human Element Division, IMO)

IN DISCUSSION: Efthimios Mitropoulus, Secretary-General,International Maritime Organisation (centre), at the inauguration ofthe maritime university near Chennai on Thursday. LukoseVallatharai, Joint Director-General of Shipping, Government of India(left), and J. Ramachandran, Chancellor, AMET University, are inthe picture.

M a r i n e W a v e s 2 February 2008

S a f e g u a r d O u r S e a s

Secretary General by unveiling the plaque and to theceremonious tunes played by the AMET band. The Joint DGShipping released the AMET CD.

To commemorates the inauguration of AMET University, theFirst University in Maritime Education of the country, at thehands of Mr. Efthimios E. Mitropoulos , Secretary General,International Maritime Organization, London; AMET Universityinstituted 'Cadet of the Year' rolling trophy in the name ofThe Secretary General. This award, annually recognizes theBest of the best cadet, whose achievements, in a variety ofpursuits, have warranted individual recognition of the toporder.

This awardee distinguishes himself as being exceptionallyworthy and exemplifying the qualities that have marked theIndian Seafarer, internationally. This prestigious trophy at theinaugural year was won by Cadet Vishvesh Pandit of 3rd YearB.E.(marine Technology) course. The function concluded witha warm Vote of Thanks by lady Cadet Jasween Kaur whotouched the heart of The Secretary General. He was visiblyimpressed and moved and blessed her ornately. The Presshad a field day having an opportunity to interview TheSecretary General of IMO, who obliged them unassumingly.

India should lead the role in manningMarine Industry

- EFTHIMIOS E. MITROPOULOS, Secy.GeneralIMO London Agency of the UN

Mr. Efthimios E. Mitropoulous, Secretary General, IMO Londonwas on a day's visit to Chennai to inaugurate AMET, the firstUniversity in India, which is completely dedicated towardsmaritime education. Delivering his special address at theinauguration, Mr. Efthimios applauded the dedication thoseIndian mariners have in them and for having become areliable source of quality personnel that shipping companiesof all nations have come to depend on. It is no coincidencethat the list of foreign ship management companies withbases in India are long and continuing to grow, he said.Mentioning about the great demand for Indian seafarers allover the world he appreciated the skill, knowledge, integrityand the reliability any Indian mariner has. Endorsing thededication AMET management has in developing the marineeducation he expressed confidence that it would establishitself firmly as a center of excellence through its teaching andresearch oriented faculties for all facets of the maritimeindustry. Other countries envy AMET's achievement of unusualdistinction of a 100 percent placement, he remarked.

Mr.Lukose Vallatharai, IAS., Joint Director General of Shipping,Govt. of India while delivering his felicitation addresscongratulated the management team for their efforts inbringing up this unique University which now has designedcourses across the shipping industry including ShippingFinance, Maritime Law and Marine Insurance, TechnicalManagement of Ship Operations, Marine Microbiology, MarineBiotechnology, Marine Hospitality Management and HarbourEngineering and Offshore Technology to name a few.Mentioning about the remarkable manpower potential thecountry has, Vallatharai insisted upon the present generationto pursue higher education to utilize the global employmentopportunities. Statistically mentioning that the world marine

(contd. on page 4)

(contd. from page 1) industry would have a shortage of 46000 mariners by 2010,he opined that only India could bridge the gap by producingefficient marines as it has its 70 percent population in theproductive age group of 18 - 23 years. Joint Director-Generalof Shipping Lukose Vallatharai urged the AMET to use itsautonomy responsibly to build links with industry, design newcourses, develop quality faculty and invest in facilities andhuman resources with a long-term perspective.

Presiding over the function, Mr. J. Ramachandran, Chancellorof the University had briefed over the institutions history andthanked all the supporters without whom such a successwould not have been possible. He also expressed his sinceregratitude to the IMO Secretary General and other dignitarieswho had come down to Chennai in specific to participate inthis historic event. He recollected AMET's latest achievementof getting acknowledged with the best training award of theLloyds List Middle East & Indian Subcontinent 2007 and thatCRISIL has rated all the DG Shipping approved courses atthe University as Grade I. Explaining plans on developing anextensive campus over a land area of 100 acres shortly, heexpressed confidence to enroll nearly 15000 students overa period of next five years.

Earlier Capt. Bhardwaj Vice Chancellor, had welcomed thegathering and overviewed the performance chart of theUniversity. Capt. J.C. Anand, Chairman of Indian Register ofShipping presented a silver plague to AMET commemoratingthe University status and congratulated the managementteam. Mr. Rajesh Ramachandran felicitated the dignitarieswith shawl and mementos. This Institution, formerly knownas Academy of Maritime Education and Training was set upwith just 14 students on 15th February 1993 and has attainedthe university status during August 2007. Completing its 15-years of service, now the institution has 1600 studentsenrolled to its strength.

Maritime supremo to representBritish shipping

A MARITIME supremo is to be appointed by UK tradeassociations in an unprecedented move to present a unitedfront for British shipping.

The Baltic Exchange, Chamber of Shipping, UK Major PortsGroup and British Ports Association are sponsoring theinitiative, but others will be encouraged to participate.

Several senior shipping industry figures have already beenapproached to chair the new umbrella organisation,provisionally called Maritime UK.

The goal is to end the fragmented approach to lobbying andpromotional campaigns by different industry bodies and speakwith a single voice on key issues, said Maurice Storey, theimmediate past president of the Chamber of Shipping andone of the drivers behind the effort to raise the profile ofBritain's maritime industry.

"The industry needs to come together and work together forthe benefit of UK PLC," Mr Storey told Lloyd's List.

He was one of those approached for the job of Maritme UKchairman, but has declined the offer.

Nevertheless, he is playing a key role in the effort to bring



FROM THE EDITOR 'S DESK February 2008www.themarinewaves.com As a gesture of goodwill and demand "Justice" for seafarers. 'Inaction poses threat to social amity'.

Though "Shipping" is international, it's heartening to note that globalization is now gaining momentumin reality. The rapid advancement in modern technology has not only exceeded our expectations, it hasalso changed the whole world we live in, whereas in Shipping, it has not been able to keep pace,comparatively snail's rate, not been able to catch-up to the times, of RTI age with the requiredtransparency, owing to monopolistic style of functioning by the mariners in national maritimeadministration, who have been inducted not for either their long rich sea service, nor higher standingqualification, nor merit based on an individuals acumen in subjective theory or practice but for aftera easy walk-in, without competition unlike other UPSC posts. An enquiry commission would reveal that

they had ruined career of many lives, owing to unfair means, not valuing the valuable time of the active seafarers, restingthe responsibility of assessment with the MMD clerks, for eligibility to appear for exam., and other services etc. causingundue delay, with unwanted, unreasonable queries, non-refundable fees, with the result bad experiences of losing the paidup fees, time effort and money for their reasonable expectations. Seafarers in active service, working out at sea, generallyare in the prime of their youth. Please note, all this harassment during their precious time, counting down period of leave-earned from hard life out at sea, after separation from their dear ones.

Seafarers are more of a disciplined lot and hence do not grumble for not finding licensed agencies to ease up their workashore, unlike found in many motor vehicle licensing offices, registration offices etc. within the metropolitan cities, allthis, despite many of the seafarers residing in far away places, attending MMD offices incurring on boarding and lodgingexpenses.

One can imagine as to the mental make-up in such a situation. Hence, the exoduses of affordable seafarers, who makeit, to appear examination for foreign certificate of competencies i.e. UK, Australia, Singapore etc. where the seafarers arenot harassed. A team of international researchers has found procrastination seriously affects our productivity at work andcan cost people considerable amounts of money, while they postpone critical timely decisions". The need for good corporategovernance for boosting organizational performance. Hence, Seafarers' - feedback to be addressed, in the dgshipping website,similar to grievance entertained for redressal, in the Department of Public Grievances, acknowledging complaint number,for timely corrective action of the flaws, deficiencies, discriminated unequal justice etc. all genuine grievances notified,will help the governance to feel the real pulse of our valued seafarers, for marching ahead in this innovative world. Havinghad the opportunity to attend a seamen's welfare meeting, found many non-mariners and more of a religious crowd. Theneed to enroll seafarers as member in the SEAFARERS CLUB and thus they could interact, manage and produce betterresults to view seafarers welfare, and not for group of vested interests.

"Limitations live only in our minds. But if we use our imaginations, our possibilities become limitless." - Jamie Paolinetti

"QUALITY" comes from self-regulation, for which we need a uniform measurement criterion. Whether, it's Institution,Industry or Corporate Management Administration. This principle need be religiously followed.

Re-Competencies of the certified competent person, also needs to be addressed now and then to meet the times, conductingrefresher courses to realign the framework of the mindset, disturbed mindset owing to varied reasons, in a mariners life,while the safety of others onboard could be jeopardized. Professionals get outdated (obsolete), in their respective discipline,if they do not keep abreast to the times of development. This updating is incomplete if timely vital feedback is not takeninto consideration.

During the inauguration, of AMET University, our Joint Director-General of Shipping Mr. Lukose Vallatharai IAS, urgedthe AMET to use its autonomy responsibly to build links with industry, design new courses, develop quality faculty andinvest in facilities and human resources with a long-term perspective, which is a highly positive vision in the interest ofour nation and the world at large. Hence, we need to focus on challenges and move ahead, if shipping is to progress anddevelop. Constructive- criticisms need to be encouraged in all spheres of life, for creative research which would be theseeds to progress and development, if taken in an open mind, right spirit and perspective. Progresses do not just come byit self by offering varied assignments to anybody, whom one likes, instead review the recruitment policy. It needs aculmination of sincere efforts to succeed, backed with theory and practice in the relevant discipline with innovative andcreative ideas, with an open mind, with certain amount of discipline, fairness, dutifulness, commitment, dedication etc.Some one needs to initiate and contribute their mite for others to join (extend cooperation) and pave the way to progressand development. When there is a cry for justice, the same needs to be prioritised for attending within a reasonable period,in a fair and just manner, by the authorities concerned, for good governance.

Dr. Chandran PeechulliPh.D; MBA; D.Sc; FIE(India), PgDIMS(UK), PgTED; FIIPE; MSEI; MSNAME(USA),Ex.Chief Engineer(Marine), G.M.(Tech) Crossworld Shipping.Managing Editor & Publisher-"MARINE WAVES" International Maritime Newsletter.



W o r l d I n f o D e s k

India's ship-breaking yardat Alang in Gujarat, Asia'slargest, will not have to make anymajor changes to comply with theproposed ship recycling regulationsthat are expected to be finalized in2009, the top off ic ial of theInternational Maritime Organization(IMO) said in an interview.

Effective regulations: IMOsecretary general EfthimiosMitropoulos.

"The new regime governing shiprecycling in India, as recently decreedby the country's Supreme Court, isremarkably similar to the requirementsof the draft text of the new IMOConvention," said Efthimios E.Mitropoulos, secretary general of IMO.The Supreme Court's order says thatno ship can be beached at Alangunless it is certified "safe" by theconcerned authority. Mint reported on25 January that 53 ships had beachedthere in violation of this order that waspassed in September 2007.

However, the similarity between whatIndia's apex court ordered and IMOwants "would suggest that there wouldbe no major impediment to Indiaratifying the new treaty nor does thereappear to be any major requirementsfor the recycling yards in excess ofthose laid down by the decision of theSupreme Court," Mitropoulos said in aninterview during a visit to Mumbai onWednesday. "As a result, I believe thatIndia will not have to go a long wayto adjust its own legislation to the one

that will emerge as a resultof the efforts of IMO," headded.

IMO, Mitropoulos said, wasworking hard on finalizingthe InternationalConvention for the safe andenvironmental ly soundrecycling of ships. "We planto hold a conference inHong Kong next year," hesaid. He added that it waslikely that IMO would eventually havean international instrument to regulatethe recycling of ships on a worldwidebasis.

IMO's new recycling norms will includeregulat ions for the design,construct ion, operation andpreparation (for breaking) of ships.

This wi l l faci l i tate safe andenvironmental ly sound recycl ing,without comprising the safety of ship-breakers or their eff ic iency.Mitropoulos said the mostenvironment-friendly and sustainablething to do at the end of a ship'slifetime is to recycle it.

"Given the right market conditions anda degree of ingenuity, almosteverything that goes into theconstruction of a ship can be reused.Substantial industries have developednot just to dismantle time-expiredvessels but also to rework the steeland sel l the equipment andfurnishings," Mitropoulos added.However, whi le the principle ofrecycling was sound, the working

practices and environmental standardsin the recycling facilities often "leftmuch to be desired," he said.

"There is a clear dichotomy within anindustry that can, on the one hand,provide a vital boost to local andnational economies, yet which, on theother (hand), can produce dirty anddangerous workplaces that are a threatboth to the environment and to thelabour forces that earn their living inthem," Mitropoulos added.

In what is an unregulated industry inmany parts of the world, there isclearly a tendency for those who insiston higher standards to lose out-commercially speaking-to those whoare less stringent.

India's own ship repair facilities haveseemingly fallen victim to such a trend,as attempts to introduce higher health,safety and environmental standardshave resulted in a downturn at someof the leading facilities and a migrationof business elsewhere, he said.

"The new instrument would be one

(contd. from page 2)

the many trade associations thatrepresent different sectors of Britain'sdiverse maritime community together.

The long-term aim is to ensure Londonretains its position as a world leader inshipfinance, maritime law and otherprofessional services for shipowners.

Attempts to bring the different factionstogether have taken many months, butagreement has finally been reached tocreate the new body that will have theauthority to speak on behalf of the wholeindustry.

Chamber of Shipping president DavidDingle referred to the plan in his speechat the annual dinner on Monday nightwhen he spoke of the "growing

understanding of the importance of thesynergies and interdependence within thesector."

He went on to say there had been anumber of advances "in the endeavourof the cluster to work together in a verypractical way and to speak with onevoice, particularly among the maritimeservices - shipping, ports and thefinancial and legal services."

That endeavour is now reaching fruitionafter more than a year of hard workbehind the scenes.

The different organisations have alreadycome together on an informal basis tojointly lobby Brussels on the EU greenpaper on maritime policy, for example,and Whitehall on the government's

Marine Bill.

However, there is also concern that theindustry has lost ground in some casesbecause of the absence of a single voice.

The poor state of the country'sinfrastructure, and the length of time ittakes to obtain planning consent for newport developments, are held up by MrStorey as the result of unco-ordinatedcampaigning that has put Britain at acompetitive disadvantage.

He wants the industry to be moreinclusive and sees the election of a lawer,Watson, Farley and Williams founderMartin Watson, as the next president ofthe Chamber of Shipping, as an exampleof how the industry is widening itshorizons.



which would serve the needs of theindustry, the seafarers and thoseworking in the ship-recycling industryand serve the needs of those in theBasel Convention on the transboundarymovement of toxic substances," saidthe IMO secretary general.

The Vecon containerterminal in Venice facestrike action: ITALIAN transportunions called a nationwide port striketoday after two stevedores died ofapparent asphyxiation this morningwhile cleaning the hold of the 44,270dwt bulker World Trader in the port ofVenice. The Panamanian-flag wood-chip carrier, owned by Taiwan-basedTMT, operated by Glasgow-basedV.Ships UK and carrying a cargo ofsoya bean meal, was making a routinecal l at the Centro IntermodaleAdriatico terminal in Porto Margherawhen the indicident occurred. Earlyreports suggest that at around 2.30am, 47-year-old Paolo Ferrara enteredan area of a hold that was oxygen-depleted and become unconscious. Asecond cleaner, 39-year-old DennisZanon, suffered a similar fate afterattempting to rescue his colleague.

In addressing how they came to be ina hold that was not effectively purged,V.Ships UK claimed in a statementtoday that the incident occurred whenthe first worker "entered a hold via anaft manhole to unsling a digger beforethe hold was fully open and becomeunconscious. A second stevedore whowas supervising the operation went tohis aid and also become unconscious.The men's bodies were recovered bymembers of the ship's Romanian crewfitted with breathing apparatus setsand by the fire service. Dockworkers'unions claimed that initial efforts torevive them were hindered when anon-board oxygen tank was found to beempty, according to Ital ian newsservice Ansa.

A spokesman for V.Ships stronglydenied that account of events, quotingthe ship's master to the effect that"there was no equipment failure andthe oxygen tanks were not empty." Thevessel's chief officer was hospitalisedafter taking part in the rescue attempt.The spokesman added that thecompany, along with classificationsociety NKK, was assisting in theongoing investigation into the incident,led by Italian police. Investigators willfocus in particular on how the cleaners

came to be in a hold that was notproperly purged. The vessel is beingheld at Porto Marghera as thatinvestigation continues. The incidentprompted immediate calls from Italy'sthree main transport unions for anationwide port strike. In a statement,they decried "the procession ofindustr ial accidents that reachedintolerable levels in 2007 and thatunfortunately continues." They addedthat the protest was also addressed "atthose companies that do not guaranteeworkplace safety."

The deaths are the latest in a seriesof industrial accidents that have turnedthe issue of workplace safety into amajor social and political issue in Italyover recent months. The initial triggerfor what has become a furious debatein Italy also took place in a port, whenEnrico Formenti, a worker at Genoa'sForest Terminal, was crushed by afalling bale of cellulose. That death,the first of six workplace deaths in agris ly two days last Apri l , drewattention to Italy's dismal workplacesafety record and prompted theintroduction of further measures toimprove safety at the port of Genoa.

Concerns remain, however: only lastmonth, the death of seven workers ina fire at a Thyssen Krupp steelworksin Turin sparked nationwide protests.

Politicians are addressingthe problem at inter-national, federal and statelevels: "The International MaritimeOrganization (IMO), which is part ofthe United Nations, set a standard forthe control and management of ships'ballast water," said Dale Bergeron,Minnesota Sea Grant's mari t imeextension educator. "They are workingto get 30 nations to sign on to thestandards, but it looks like it's goingto be a long process." The federalgovernment is exploring standards forballast water management, but, in themeantime, several states aredeveloping their own. Cal i forniarecently passed standards morestringent than the IMO's. Bergeronsays varying state standards can leadto chaos for the shipping industry,since i t operates across stateboundaries. Both Bergeron andGunderson look to the recent openingof the freshwater ballast testing facilityin Superior for help in developing aneffective treatment system.

Mary Balcer, director of the LakeSuperior Research Institute, is one ofthe researchers at the new testingfaci l i ty. "We're working to f indsomething that will be effective inactual nautical conditions," she said.Balcer is helping test several differenttreatment systems, including chemicalsdesigned to sterilize ballast water. "Itlooks like, from January to May, our labwill be testing at least two to threechemicals to determine their toxicity,how fast they degrade and whatconcentrations are safe to discharge,"she said. "Ballast water treatment is acomplex problem, but we hope that apromising treatment system will bedeveloped soon and we can rapidly putourselves out of the testing business."Finding a solution will involve broadcooperation.

"We have to get the industry involved,"Bergeron said. "We have to getagencies educated and legislation inplace. We have to get science involved,and it all has to be balanced. If we dothat, then we could come up withdefensible standards and soundtreatment methods. We could developa strategy that might blossom into areal solution. "I believe that all of usare smarter together than any of usindividual ly. Working together isessential."

Widow refuses payout inOcean Jasper case: TheOcean Jasper is still detained inBrest: THE widow of a French fishingboat skipper who died after his vesselwas in collision with a merchant shiphas claimed that she has turned downa $500,000 sett lement f rom theTurkish owner of the ship to dropproceedings. Yvette Jobard, whosehusband died after his vessel, theSokalique, was in collision with the1,384 gt freighter Ocean Jasper off theFrench coast last August, said shewould continue her battle to have themaster and owner brought before aFrench court.

French authorit ies say there aregrounds for believing that the OceanJasper, which is owned by OceanJasper Shipping of the Marshall Islandsand operated by Onurhan Denizcilik ofIstanbul, fled the scene of the accidentwithout assist ing the seven-manSokal ique crew. Mrs Jobard saidrepresentatives of Ocean JasperShipping contacted her this week andwarned that the case was unlikely to



ever come before French courts. ThePacific island republic of Kiribati hasfirst right of prosecution as the OceanJasper's f lag state, but a Frenchprosecutor said on Monday that theFrench judiciary was "paralysed"because it had not so far been able toobtain written permission from Kiribatito hold the trial in France.

The republ ic of Azerbaijan, homecountry of the Ocean Jasper's master,could also hold proceedings. MrsJobard said that the representatives ofthe vessel's owner had told her that adate had been set for a hearing inMarch in Azerbaijan, where the masterand other crew members are reportedto be. Maintaining her confidence in apromise from French president NicolasSarkozy to do all in his power to havethe trial into the accident held inFrance, Mrs Jobard said: "I will not letthem have their way. My husbandstayed at the wheel and saved hiscrew. Accepting a f inancialarrangement would be contrary to ourmoral sense. We were not brought uplike that for money. I will not betraymy husband."

The French presidency announced inNovember that Kiribati had agreed toallow the trial in France, but it nowseems that this has st i l l to beconfirmed. The Ocean Jasper is stilldetained in Brest. The master, firstofficer and a rating left the ship inSeptember, however, against the will ofthe French authorities. No-one wasavai lable to comment at OnurhanDenizcilik as Lloyd's List went to press.

Shipping Registry advisesagents on properdocumentation: GovernmentInformation Service 12.DEC.07 TheVirgin Islands Shipping Registry (VISR)advised shipping agents to ensurecargo ships arriving in the Territoryhave the required documentation toconfirm the ship's seaworthiness.Director of Shipping Captain BaboucarSal lah said registry inspectors willrequire that all foreign-flagged vesselsarriving in the Territory follow theVirgin Islands Shipping Registry'sstandard working procedures underwhich such vessels are subject to PortState Control.

He urged local shipping agents tomake certain that cargo ships arrivingin the Virgin Islands -- especially thoseof less that 500 gross tonnage -- areful ly registered, cert i f icated and

insured in order to avoid delays,inconvenience and costs. "Any vesselsthat are found in breach of therequirements, or not in possession ofthe relevant documentation, are liableto be detained until the ship is fit toproceed to sea," he told theDepartment of Information and PublicRelations.

According to Captain Sallah it is theresponsibility of owners, masters andagents to make certain that a ship isseaworthy. This, he said, includesensuring that the captain is inpossession of the relevant safetycertificates at the start of a voyage andthat the vessel is maintained insui table condit ion throughout itsjourney. The Director of Shippingsummarised the requirements in arecent circular to all shipping agents,customs off icers, the BVI PortsAuthority, ship owners, operators,masters, surveyors, and marineofficers in the Territory.

The circular entitled "Port ControlInspections of Small Cargo Ships andSmall Commercial Vessels entering theVirgin Islands," covered safety andinsurance requirements for cargovessels including tugs, barges andsmall passenger vessels; obligations ofagents, masters and owners; and therequirements during inspection andenforcement.

Copies of the regulationsmay be downloaded fromthe VISR website atwww.v i sh ipp ing .gov.vg .Shipping agents and otherinterested persons can alsovisit the VISR office in theSebastian Building, AdminDrive, for further assistancein complying with theregulation.

Not the end of the world:THE shipping market and the stockmarket are not often mentioned in thesame breath. Increasingly however,pundits in the mainstream financialpress look to the Baltic Dry Index foran indication of the health of theglobal economy. This has matteredmore since the wave of panic-buyingpushed the US Federal Reserve to cutrates in a way that bordered on panic.Pundits pointed to the BDI's ebbingvalue over the last year as anindicat ion of a fal l in underlyingdemand.

Shipping indices can thus be

interpreted as a leading indicator,though Capes actual ly bounced onJanuary 22 as mill ions were beingwiped off share values. Just as withequity values though, we should notconfuse volatility with a doomsdayscenario. Investors have succeeded ingetting the Fed to pay them for puttingthe market in a spin - though someobservers wonder if it has any aces leftto pull out of its back pocket. But thedecision to cut interest rates and todraw up a fiscal stimulus package doesnot mean an end to volatility.

China and India wi l l continue togenerate shipping demand strongenough to overcome this month's ironore hiccup and greater demand fordouble-hull tonnage also suggests thatthe tanker market will see a betteryear.

Global equity markets will continue tobe nervy and so will shipping markets.Both may have further to fall but ifthat happens i t fol lows thatopportunities will increase.

TSA to impose full floa-ting bunker surcharge:Only about 15% of transpacificshippers pay the BAF.TRANSPACIFIC Stabilisation Agreementmembers are aiming for a full floatingbunker fuel surcharge in all contracts.

They are doing away with any caps, ormitigation clauses or the folding in ofbunker rates into the base freight rate.Their rationale is that while capacitycuts on the trade have improvedutilisation, high fuel costs are drivingcarriers to making losses. At present,only about 15% of transpaci f icshippers pay the bunker adjustmentfactor. With bunker prices hitting $500per tonne late last year, lines faced fuelaccounting for over 50% of theiroperating costs and were forced tomake capacity reductions.

"It can be a costly proposition for linesto shift vessel assets, or to modify



routes and schedules, but Asia-UScarriers really have no option but tofinetune or even scale back servicesabsent significant improvement in theeconomics, and with fuel pr icestopping $500 a tonne," said TSAchairman Ron Widdows. TSA figuresfor September-December show vesselut i l isat ion among its membersaveraging 94% from Asia to the USwest coast and 91% from Asia to theUS east coast all-water service, animprovement on 2006 levels. Howeverthese cutbacks still left many lineslosing money and facing the prospectof more pain to come even thoughbunker prices have fallen back slightlyto around $457 per tonne. JS Lee,Hanjin Shipping senior executive vicepresident and a member of TSA'sexecutive committee, noted, "Withmany transpaci f ic l ines alreadyoperating at a loss and facing risingintermodal, equipment, environmentaland other costs in addition to fuel, itis imperative that carriers achieve full-f loat ing bunker charges in theircontracts going forward," he said.

TSA claimed its members were seeingwidespread success in imposing fuelsurcharges, ei ther one-to-onenegotiations with shippers, or othermeans such as the levying ofemergency bunker charges.

TSA also announced freight rateincreases for the upcoming 2008contracting period and a peak seasonsurcharge. For port-to-port cargo tothe US west coast, lines are looking toimpose a $400 per feu increase and forall other cargo including intermodaland US east coast all water services anincrease of $600 per feu. A peakseason surcharge of $400 per feu willalso be imposed from 1 June to 31October.Sea Grant Minnesota: Shippingseason ends, ballast water researchcontinues.

An ice-covered GreatLakes ship arrives in theDuluth shipping canal: Still,salties get the glamour because theyare from ports afar. They also get thegrief because they have been knownto carry invasive species. However, it'sthe lakers, with their higher numbersand more ports of call, which are moreapt to spread established invasivespecies (plants, animals or diseases)around in the Great Lakes.The spreadof invasive species is a major issuethat both salt and freshwater shipping

companies are working to overcome.

"The sal t ies have the mid-oceanexchange," said Jef f Gunderson,associate director for Minnesota SeaGrant. "That's where they exchange

the ballast water from their home portsin the middle of the ocean for waterthat has less of a chance of havingsomething harmful in it." New rulesthat will take effect with the springshipping season are bound to improvematters.

"Even ships that report having noballast on board will be required toflush their ballast tanks with saltwaterand will be inspected before they reachtheir destination port," Gundersonsaid. "Research shows this is effectivein minimizing the risk of the spread ofspecies, but it isn't perfect."

Since 2001, lakers have voluntarilyhelped minimize the risk of spreadinginvasive species through regularinspections of bal last tanks andremoval of sediment. Also, when theship's captain deems it practical andsafe, vessels take on only the minimumamount of ballast required to safelydepart the dock. They completeballasting in deeper water. Politiciansare addressing the problem atinternational, federal and state levels.

"The International Mari t imeOrganization (IMO), which is part ofthe United Nations, set a standard forthe control and management of ships'ballast water," said Dale Bergeron,Minnesota Sea Grant's mari t imeextension educator. "They are workingto get 30 nations to sign on to thestandards, but it looks like it's going

to be a long process."

The federal government is exploringstandards for bal last watermanagement, but, in the meantime,several states are developing theirown. Cal i fornia recent ly passedstandards more stringent than theIMO's. Bergeron says varying statestandards can lead to chaos for theshipping industry, since it operatesacross state boundaries. Both Bergeronand Gunderson look to the recentopening of the freshwater bal lasttesting facility in Superior for help indeveloping an effective treatmentsystem. Mary Balcer, director of theLake Superior Research Institute, isone of the researchers at the newtesting facility.

"We're working to find something thatwill be effective in actual nauticalconditions," she said. Balcer is helpingtest several different treatmentsystems, including chemicals designedto sterilize ballast water. "It looks like,from January to May, our lab will betesting at least two to three chemicalsto determine their toxicity, how fastthey degrade and what concentrationsare safe to discharge," she said."Ballast water treatment is a complexproblem, but we hope that a promisingtreatment system will be developedsoon and we can rapidly put ourselvesout of the testing business."

Finding a solution will involve broadcooperation. "We have to get theindustry involved," Bergeron said. "Wehave to get agencies educated andlegislation in place. We have to getscience involved, and it all has to bebalanced. If we do that, then we couldcome up with defensible standards andsound treatment methods. We coulddevelop a strategy that might blossominto a real solution.

Piracy and maritimeterrorism: naval respon-ses to existing andemerging threats to theglobal seaborne economy:Much has been written in the media,and there have been many works ofboth fiction and nonfiction, aboutpiracy. An equal number, if not more,have been written about terrorism.Both subjects raise interest levelswhen reported in the media. Whenboth these "scourges" of modernsociety are linked together, the worldsits up and takes notice. Piracy has



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been on the increase forover a decade. Acts ofpiracy are being reportedon an almost daily basis inboth regional press articlesand in the maritime tradepubl icat ions. Type"maritime piracy" into anInternet search engine andthe scale of the problem isreadily apparent. Type in"maritime terrorism" andthe resul ts are equal lyimpressive. But there havebeen fewer recordedmaritime terrorism eventsthat have actually taken place. Thosethat have occurred have beenparticularly lethal, and the incidentshave spurred governments into takingdirect action, whereas reported acts ofpiracy appear to spur governmentsonly to pontificate about who theperpetrators are. In some areas piracyis considered an annoying activity thatis ignored in the hope that, sooner orlater, it will go away.

In Southeast Asia, the area mostaffected by it, there is a considerableamount of exposure about piracy inthe regional press, which occasionallymakes its way into the world media.On occasion, piracy and terrorism arelinked together, and not without goodcause. When pirates attack a vesselusing automatic weapons, takehostages, and commit murder, it issometimes difficult to know whether toview the attack as an act of terrorismor an act of piracy.

In the maritime domain, the distinctionbetween terrorism and piracy hasbecome narrow and distorted. Certainterrorist groups have both the capacityand opportunity to conduct pirateattacks in order to obtain revenue.However, there are many in themaritime trade, both seafarers andpolicy makers, who are quick to labelpirate attacks as maritime terrorism.Pirate attacks and maritime terrorismhave a lot in common; both have usedhigh speed boats, oft en two or threeper attack, each carrying personnelarmed with a sophisticated array ofautomatic weapons. The attack inJanuary 2004 on an Indonesianflagged product tanker, MV Cherry 201,was conducted by members of theFree Aceh Movement (GAM). Thisgroup is an internationally recognizedterrorist group, but the event wasrecorded as a pirate attack. With

piracy in the Indonesian archipelagoand in particular the Malacca Straits atan all time high, it is probable thatmuch is actually maritime terrorism asopposed to piracy. It can also beconsidered maritime armed crime,when committed inside terri torialwaters.1

Maritime terrorism may possibly bemore prevalent than is actual lyreported because of incidents similarto the attack on MV Cherry 201, beinglabeled as piracy. Normally whenmaritime terrorism is mentioned theattacks on the USS Cole, MV Limburg,and the Superferry 14 are the onesthat immediately come to mind. Thereare some who would prefer piracy tobe labeled as mari t ime terrorismbecause it allows government funds tobe channeled into funding maritimesecurity projects that otherwise wouldhave to be funded by a law-enforcement budget. Notwithstandingthat, how would you know that piratesattacking a ship are those motivatedby political ideals and are part of agroup of extremists intent on causingan economic downturn in the maritimemarkets?

In November 2001, two months afterthe 9/11 attacks, the InternationalMaritime Organization (IMO) resolvedto review measures and procedures toprevent acts of terrorism whichthreaten the security of passengersand crews, and the safety of ships.The result was the introduction of theInternational Ship and Port Security(ISPS) Code, developed by the IMO'sMaritime Security Committee (MSC).Within its framework, the code wasalso designed to help reduce acts ofpiracy and maritime armed crime.Although the regulation addresses allthreats to ships at sea, the fightagainst piracy and robbery rests with



the contracting governments whoshould ensure securi ty for shipsoperating in their maritime domains.The ISPS code also identified a newtimetable for the fitting of AutomaticIdentification Systems (AIS). AIS wouldbe a compulsory fit on ships of 300gross tonnage and upward involved ininternational trade, cargo ships of 500gross tonnage and upwards notinvolved in international trade, and onal l passenger ships irrespective ofsize.2 Ships were required to fit AISnot later than the f irst safety-equipment survey after July 2004.Ships fitted with AIS will be requiredto have it operational at all times,except when international agreementspermit it to be off. Along with AIS,safety alert systems will be fitted,which would enable vessels to instantlyreport attacks by terrorists and pirates,identifying where the vessel is located.Despite these advances in maritimesecurity, attacks by pirates have beenon the increase. Reported maritimeterrorist attacks are rare bycomparison, although as mentionedbefore, they may well be contributingto the increase in piracy. A maritimeattack on the Northern Arabian Gulf OilTerminal (NAGOT) in April 2004 wasthwarted because of the vigilance ofU.S. naval and Coast Guard unitsmonitoring vessel traf f ic in therestr icted areas surrounding thefaci l i ty. Th e new regulat ionsintroduced by IMO would have donelittle to prevent this attack, as thevessels in question, dhows and smallboats, are not included in the IMOsecurity measures.

As we look at maritime security now,we can see that the ISPS code, andthe f i tt ing of AIS and report ingsystems to alert on piracy attacks arein place. This demonstrates that themaritime industry has been proactivein making the maritime domain saferfor vessels and seafarers. But despitethese efforts, piracy attacks continueunabated, and are increasing infrequency. So where do the navies ofthe world and other law-enforcementagencies stand, and what have theydone to prevent both piracy andmaritime terrorism? But before we dealwith these questions, a definition ofboth piracy and (maritime) terrorism isin order.

Piracy

Statistics from the Piracy ReportingCentre of the International Maritime

Bureau (IMB) in Kuala Lumpur,Malaysia, show that acts of piracy areincreasing in certain geographicalareas. Since 1990, there was a markedincrease in reported cases of piracy.This figure rose steadily until 1995when the figure suddenly increaseddramatically and continued to riseunabated until 2001. 3 The figurescontinue to rise even now, though therate is somewhat slower. This could beput down to some key factors. ThePiracy Report ing Centre in KualaLumpur, Malaysia, is using moreadvanced report ing procedures,allowing an easier reporting method,including reports by e-mail. Also,vessel operators and crew are moreaware of the si tuation and arereporting even minor acts of theftdirectly to the IMB center. By doingthis, crews are freed from the burdenof bureaucracy that accompanied apiracy report to a local authority. Butare all the reported incidents piracy?

For the reader it depends on whichdefinition of piracy one uses, becausedepending on which definition is used,it can be seen that the majority ofincidents reported are not piracy, butmaritime armed crime and petty theft.The IMO and IMB statistics also showthat certain regions are becomingmore susceptible to piracy than others.Currently, West Africa, the Horn ofAfrica, the Malacca Straits, South ChinaSea, Bangladesh, and the IndonesianArchipelago are considered to be thoseareas where attacks are most likely tooccur. These regions have also seensignificant internal conflicts, which mayhave resulted in some acts of piracybeing branded as terrorism.

But what is piracy? Acts of piracy tendto be general ized, and includemaritime armed crime. The majority ofmaritime armed crime takes place interritorial waters, and is not, in thetrue definition of the word, piracy. Forstatistical purposes, the IMB definespiracy and armed robbery as:

An act of boarding or attempting toboard any ship with the apparentintent to commit theft or any othercrime and with the apparent intent orcapabi l i ty to use force in thefurtherance of that act. This definitionthus covers actual or attemptedattacks whether the ship is berthed, atanchor or underway. Petty theft s areexcluded, unless the thieves arearmed. The following definition ofpiracy is contained in article 101 of the

United Nations Convention on the Lawof the Sea (UNCLOS). "Piracy consistsof any of the following acts":

Any i l legal acts of violence ordetention, or any act of depredation,committed for private ends by the crewor the passengers of a private ship ora private aircraft , and directed: on thehigh seas, against another ship oraircraft , or against persons orproperty on board such ship or aircraft; against a ship, aircraft , persons orproperty in a place outside thejurisdiction of any State. Any act ofvoluntary participation in the operationof a ship or of an aircraft withknowledge of facts making it a pirateship or aircraft .Any act inciting or ofintentional ly faci l i tat ing an actdescribed in sub paragraph (a) or (b)

It is believed that the IMB definition ismore favorable for those involved inthe frontline of maritime security as itis deemed to be more relevantbecause it does not exclude actscommitted within national waters. Intheory, acts of terrorism could beincluded in this definition as criminalacts. The UNCLOS defini t ion inparagraph (a) includes acts ofviolence, but only for private ends,rather than ideological, political, orreligious purposes. At the center of anydefinition of piracy is its associationwith the sea. A British criminologist, JVagg, wrote in a paper that piracy isthe maritime equivalent of banditry.4Most of the acts of piracy that arereported to the IMB are in fact armedrobbery using violence or the threat ofviolence in remote areas, particularlyin developing countr ies, whereauthorities are unable or unwilling tointervene. This is evident from the factthat piracy is particularly endemic inthe areas previously mentioned.

(Maritime) Terrorism

Terrorism on the other hand isrelatively easy and simple to define. Inthe context of this article, terrorismcan be defined as: [the] unlawful useor threatened use of force or violenceagainst people or property to coerce orintimidate governments or societies,oft en to achieve political, religious, orideological objectives. Reports fromintelligence agencies throughout theWestern world stated that certainIslamic terrorist groups have declaredthat they are intent on bringing downthe economies of the West in order tofurther their own religious aims. These



statements infer that these terroristgroups could see piracy as a means todamage the Western economy. Thereason for the attack on the NAGOTwas possibly to inf l ict economicdamage. The result is that it is easyto see the indirect benefit piracy canhave to terrorist groups. Terroristgroups could commit an act such assinking a vessel in a mari t imechokepoint, such as the Suez, Strait ofHormuz, or the Malacca Strait, andal though terrorist groups wouldundoubtedly claim responsibility, theirmethod of attack would probably besimilar to that of a pirate attack. Thatsaid, there is sti l l no evidence tosuggest that terrorists are activelypursuing piracy as a deliberate methodof conflict. The attack on the NAGOTwas not an act of piracy, and theattacks on the USS Cole and MVLimburg also had nothing to do withpiracy. These were specific terroristattacks aimed at specific targets, bothmilitary and economic.

A notable example of this was thePalestine Liberation Front's (PLF)seizure, in 1985, of the passenger shipAchille Lauro, and the taking of itscrew (331), and passengers (120 of754), as hostages.5 The initial aim ofthe hijacking was to seize the vesseland use it to conduct a terrorist attackon an Israeli oil terminal in the port ofAshdod, but when that attack wasthwarted the hijackers, pirates, orterrorists (using whichever terminologyyou wish) opted to demand the releaseof Palestinian prisoners. The aftermathof the Achille Lauro incident saw asignificant downturn in the cruise linerindustry, with a resulting economiceffect on the countries frequented bycruise ships. That the incident has notbeen repeated, owes much to luckrather than increased security. The PLFdid not intend for any economicdownturn to occur, but as previouslysaid, certain terrorist groups couldactively seek to put pressure on somefragile Western economies. An attacknow, some twenty years after thisevent, could not only have an adverseeffect on the cruise industry, but couldalso contribute to any downturn in theglobal economy.6 It could be arguedthat the attack on the Achille Laurowas not an act of piracy, and waspurely an act of terrorism, and theperpetrators had a political motive,rather than a private agenda.

A Nexus Between Piracy andTerrorism?

Terrorist groups could see their aimsfurthered by pirate activity, and somehave used methodologies similar tothose that have been used by piratesduring attacks. However, the previouslymentioned terrorist attacks have beenquite specific in their targets, whereaspirate attacks appear to be randomand uncoordinated. It is extremelydoubtful that terrorist groups wouldform an alliance with any externalgroup, and that includes pirates.Terrorist groups are very closely knit,suspicious of outsiders or those whoare unknown to them, especially ifthey do not share the same ideology.It is probable that terrorists wouldconduct their own piracy campaignrather than using any criminal group.The Abu Sayyaf Group (ASG), which isbased in the Southern Philippines, hasbeen l inked to hijacking andkidnapping for ransom, including raidsfrom the sea on holiday resorts.7International reporting has indicatedthat the l ine between piracy andterrorism is narrow and that the groupis believed to have moved from beingan Islamic separatist group to acriminal enterprise.8 If that is the case,then the group is moving from politicalends to private ends in its criminalenterprises. This does not suggest thatthe ASG has moved away fromterrorism. ASG claimed responsibilityfor the attack on the Superferry 14 inearly 2004. This suggests that thegroup will continue to engage in actsof terrorism, while engaging in piracyto raise funds to continue to conducta campaign of terror.

Another Southeast Asian group thathas been linked to piracy is the FreeAceh Movement (Gerakan AcehMerdeka; GAM). GAM seeks theremoval of Indonesian governmentstructures and forces from the Acehregion of Sumatra. The Indonesian andMalaysian authorities have linked thisgroup to acts of piracy in order to raisefunds.9 The main maritime operatingarea for this group is within theconfines of the Malacca Straits, and itis probable that they are involved in avast number of the incidents that arereported in the region. It has not beenpossible to assess the full extent of thisactivity, as GAM has denied some ofthe attacks attributed to it. It has beenreported that pirate groups in theregion have copied GAM's uniformsand tactics, leading to an inflatednumber of attacks being attributed toGAM. This is supported by reports that

GAM funding has mainly come fromother sources.10

In another piracy hotspot, the Horn ofAfr ica, the indigenous terroristorganization Al Ittihad Al Islamiya(AIAI) may be involved in piracy. AIAIis a very loose arrangement ofindividuals, whose tribal loyalties, andshifting external alliances, produce awide spectrum of terrorist and criminalacts, from banditry to piracy and sea-jacking. AIAI seeks to establish anIslamic nation in the Horn of Africa(HOA). There have been reports thatsuggest that they have engaged in actsof piracy in order to raise funds. Themajority of reported incidents in theHOA, however, have been conductedby armed gangs, whose loyalty is clanbased rather than linked specifically toAIAI. These gangs are heavily armedand, in the true sense of the word,pirates, not terrorists. In recentmonths, piracy in the HOA hasescalated: ships attempting to bringfood aid into the region have beentaken, along with their crews, andhave been held hostage by armedmilitia - sometimes for several weeks,even months. In order to reduce thelikelihood of an attack, and under theinstructions from the IMO, ships notbound for HOA destinations have beennavigating further and further from thecoast. Though this may preventattacks in coastal waters, it maysubsequently drive the pirates fartherout to sea as well.

In West Africa the Ijaw militias areconducting a civil war and are alsoinvolved in intertribal conflicts in theNiger Delta region of Nigeria. Over thelast two years, there have beenincreasing reports of piracy in theregion, including attacks against oil-support vessels and off shoreinstallations. This has helped turningthe region into one of the mostreported in terms of piracy, secondonly to the Malacca Straits. The attackshave been accompanied by theft andkidnapping for ransom, and thoseinvolved have become more violent intheir methods. Because of the level ofcorruption in the region, the amountof money that the oi l industry ismaking has enabled criminal gangs tomove into what was hitherto thoughtto be a political conflict against thegovernment. Those attacks attributableto the Ijaw militia are possibly beingcommitted in order to raise funds inorder to support their continued



(Contd. on page 16)

attacks on the Nigerian governmentand the country's oil industry. However,it is likely that many of the attacksreported are criminal, and motivatedmuch by polit ical corruption. Theremainder of the incidents are acts ofpetty theft and have little to do withpiracy in its general description.

There has been much speculationabout the role that Al Qaeda have hadin the incidents of piracy and terrorism.In the immediate post-9/11 analysis ofthe maritime domain, governmentagencies reporting, coupled with aplethora of press reports, identified AlQaeda (AQ) as having a fleet of shipsthat were ready to attack ships andports throughout the world. Theorganization undoubtedly has links tothe maritime industry, but that isthrough ship owners and operatorswho are sympathetic to Islamic ratherthan terrorist aims. There is littleevidence to suggest that a fleet ofhundreds of vessels and phantom shipsis anything more than speculative.Evidence in the trial of Wadi Al Hage,who was convicted of involvement inthe embassy bombings in East Africa,identified that a vessel had been usedfor logistics purposes, MV Sky 1.Intel ligence agencies targeted theholding companies and vessels linkedto them, which provided a frameworkof suspect vessels considered to belinked to terrorism. In the years thatfol lowed, none of these suspectvessels have been linked to terroristacts, and just a few have been linkedto i l l ic i t act iv i ty such as humantrafficking and contraband smuggling.Al Qaeda operators have obviouslybeen linked to the bombings of theUSS Cole and MV Limburg, but theyhave to date, never been linked to anyact of piracy.

There are two terrorist organizationswho have known maritime links, andthose are the Liberation Tigers of TamilElam (LTTE) and the Lebanese groupHezbollah. LTTE has an establishedmaritime arm, the "Sea Tigers," whichhas been linked to acts of piracyagainst foreign-owned commercialvessels.11 It has recent ly beenreported that LTTE no longer requiresfunding from illegal activities such aspiracy, but there remains adetermination to conduct maritimeterrorist acts.12 Hezbollah are knownto operate in the EasternMediterranean, but they are not linkedto piracy and they have not beeninvolved in any terrorist attacks on

Western shipping interests in theregion. There is no doubt that theyhave the capacity and the expertise toconduct such terrorist attacks and maywell be predisposed to do so.

Attacks in South East Asia are almostalways attributed to terrorism, ratherthan piracy. In March 2003, the MVDewi Madrim, a chemical tanker wasboarded by pirates while underway,and it has been speculated by manythat these pirates were in factterrorists. Reports were circulated thatsuggested that they had not been after"booty," but had boarded the vessel togain experience in ship handling, priorto conducting an attack using a similarvessel against U.S. naval vessels inport. There were also reports thatsuggested that certain members of thecrew were taken as hostages in orderto teach the terrorists ship-handlingtechniques. In the aftermath there hasbeen much speculation by al legedmaritime-security experts that this wasa terrorist attack, but there is littleevidence to support this view. It wasprobable that the pirates had sufficientskill to steer the ship anyway, and hadreduced speed to a minimum in orderto maintain steerage way, and toenable the pirates' own vessel to stayalongside. The pirates had left thevessel after approximately one hourtaking cash, personal property, andship's equipment with them, when theyabsconded.

So Where Do the Navies of theWorld Stand When It Comes toPiracy and Maritime Terrorism?

Maritime terrorism is most certainly thetop priority for all navies throughoutthe world. Piracy, on the other hand,is certainly a priority for regionalnavies surrounding those areas wherepiracy activity is high. There is nodoubt that navies such as the RoyalNavy and the U.S. Navy would assistin apprehending pirates, providing thatit happened on the high seas and notin territorial waters. If the incident isone of maritime armed crime, andtaking place in littoral waters, thenthere is no legal precedent or authorityfor these navies to get involved. TheRoyal Navy is committed to providingsupport to any vessel who may besubjected to pirate attack. However,this commitment does not allow for hotpursuit into the territorial waters ofany nation. And of course there is thequestion of powers of detention andarrest, which the RN does not have,

and neither does the USN. The RN'spol icy is to provide support andsurveillance, and assistance, whenasked, to regional law-enforcementagencies. Regional navies have a moreresponsive role in fighting piracy, andthose in the "front line" need to takeaction. The problem for major naviesis that piracy almost always involvesmerchant vessels. Despite the plethoraof equipment for analyzing everythingfrom acoustic s ignatures to thecommunications and radar emissionsof ships and aircraft , most majorwarships are poorly equipped to targetand track merchant vessels. In thepast, merchant ships were just thereand had to be avoided when carryingout operations and exercises, so muchso that they were benignly referred toas "White Shipping." During the lastfour years this has changeddramatically. Naval units now regularlyreport on merchant ships encounteredwhile at sea and in harbor. Teams ofspecial ists are examining theoperations of merchant ships, to assistin identifying anomalies that couldindicate a possible terrorist attack. Allof these efforts are enabl ing themilitary intelligence analysts to betterunderstand the commercial maritimebusiness. Strong ties with commercialmaritime security companies assist inthe military's understanding of whatmerchant ships are doing.

Both the RN and the USN compilemonthly reports on piracy and issuethe reports on the internet. In the UKthe Ministry of Defence issues a WorldWide Threat to Shipping reportmonthly through the DefenceIntel l igence Staff in London. Thereport is a compilation of "open sourcereports" and analysis which is availableto the UK maritime industry. A similarreport is issued by the Office of NavalIntelligence in the United States, andcovers the same incidents. Thesereports show that piracy is being givenattention by the major navies of theworld. The RN recent ly usedhelicopters from the aircraft carrierHMS Invincible to shadow a yacht thatwas threatened by pirates in the Gulfof Oman. The sight of military assets,whether they be ships or aircraft, is anobvious deterrent to piracy, butincredibly expensive. The RN and theUSN cannot afford to allocate moneyand resources to patrol piracy hotspots, particularly when the incidentsthat occur are predominately within



D.G. SHIPPING NOTICEAuthorized by EAC Branch. ENG/EXAM-17(9)/99 EACQMIP:0751 Dy. Chief Surveyor with

Government of India.Instructions to Examiners. Circular No.107. Issue No. 00 Dated: 21st January,2008

In continuation of this office Instructions to Examiners Circular No. 063 date 11th May 2004, following changesare effected.New EXN-37 BC (Orals) has been amended and simplified. The signature of external examinerto be taken in column provided.

QK- KnowledgeQU- Understanding and ComprehensionULA- Logical Analysis, Evaluation of incidents, accident events.QLE- Clarity of expression in ApplicationQR- Reaction to emergency situation and synthesis of events.

Maximum of 20 "Marks" be awarded to each of the above proficiencies and candidate obtaining "Total marks"60 or more be declared "Pass", otherwise "Fail". In column "Total Marks", total of marks obtained by candidatesneed to be filled. There is no need for calculating %, as maximum "Total marks" would be 100.

All columns in "Exn-37(BC)" to be filled by hand, by the Examiner concerned immediately after "Oral" examare completed for each candidate. Results then would be transferred to Form-15 and DGS register. Signatureof External Examiner & Internal Examiner to be endorsed in the columns for each candidate examined.

ALL FORMS SHOULD BE FORWARDED IN ORIGINAL. SECOND COPY OF RESULT SHEET WILL BEFORWARDED BY D. G. SHIPPING AFTER RESULT IS APPROVED BY CHIEF EXAMINER OF ENGINEERS.

Casualty Circular No. 1 of 2008

NO: 11-NT(3)/2005 Dated: 8th Jan, 2008

SUB : Stern tube leakage leading to flooding of Engine room.

OBJECTIVES:

o To share and disseminate valuable information with ship-owners, ship managers, Masters and crew ofa ship regarding the significance of observing good engineering practices during the operation of the vesselin port.

o To guide the Master, engineers and crew involved in ship and engine room operation to exercise duediligence and care while the vessel is in port and conducting loading operation.

NARRATIVE:

An Indian ship reported leakage of sea water in engine room from the stern tube during the loading operationat a foreign port. In order to control the situation the master of the vessel tried out various options in consultationwith the chief engineer and experts from shore office without any success. A barge was also deployed to removethe leaking water from the engine room. The sea water leakage resulted contamination of main engine sumpoil. The following day it was reported that water ingress level has increased in the engine room bilges. Theservices of qualified divers were used by the ship owners in consultation with classification society, Harbor& Port State Control Authorities to restrict the leakage of water through the stern tube using improvised clampsand packing. The leakage of water through stern tube was brought under control after 2 days of the occurrenceof this incidence.

Following this incident, the flag administration suspended safety management & safety construction certificates.The class certificate was also withdrawn by the concerned issuing authority. The vessel was finally towed fromthe port for emergency dry docking.

OBSERVATIONS:

o This vessel had frequent machinery break downs prior to this incident and its engine room bilges werefound flooded time and again during Flag State and Port State Inspections in the past.

o The managers of the ships paid little attention to the technical problems highlighted by ship's engineers.



o Stern tube header tank was noticed to be empty several times. The stern tube seals and bearing wereallowed to operate with little or no oil in the system for the 6 months.

RECOMMENDATIONS:

o The managers of the ship must pay immediate attention to the problems of the ship highlighted by theship's engineers and they must ensure that the deficiencies / problems highlighted have been satisfactorilydealt with and verified. They should make sure that the record is also maintained in shore office.

o Superintendent inspection must be include verification of maintenance of stern tube, bilge alarm andoperation systems.

o Superintendent's mandatory inspection checklist / form should be amended to include some details ofcritical system and equipment maintenance including stern tube sealing and lubricating systems.

o ISM procedure manual should be suitably modified to include instructions on care of the stern tube systemlaying particular emphasis on maintaining header tank levels in oil cooled system and emergencypreparedness.

The Directorate exercising its responsibility to implement the provisions of Merchant Shipping Act, 1958 andrules made there under relating to Safety of Ships directs the ship owner's, ship manager's to provide necessaryguidelines to their Master's/ engineer's in documented form impressing upon them the significance of adheringto safe practices.

Sd/-

[Capt. Deepak Kapoor]Nautical Surveyor-cum-DDG (Tech)

Training Circular No. 9 of 2007

No.11-TR(34)/2006 Dated: 24.12.2007

Subject : Admission for company sponsored candidates - DNS [IGNOU] - February, 2008 batch

Vide Training Circular No.16 of 2006, the Common Entrance Exam conducted by IGNOU was mademandatory for all the candidates including the company sponsored candidates. Requests have been receivedfrom Indian/foreign ship owners that they would like to have their own selection process and would like tocontinue to sponsor candidates for "One Year Diploma in Nautical Science [IGNOU]" course for the February,2008 batch commencing w.e.f. 1.2.2008. The request has been examined and to cater to their specific needs,it has been decided that the candidates sponsored by shipping companies need not qualify for the CommonEntrance Exam conducted by IGNOU for the February, 2008 batch and will be allowed to be admitted directlyin the approved institutes. The training institutes should submit the Form 'B' of the company sponsoredcandidates to IGNOU on or before 11th February, 2008. This relaxation is only for the intake to the February,2008 batch.

2. The other eligibility criteria for company sponsored candidates notified vide DGS Circular No.7 of 2005shall remain unchanged.

3. It may be noted that where a sponsored candidate, after successful completion of 1st and 2nd semester,is not absorbed by the sponsoring shipping company within a reasonable period of 6 months, the DGSmay reduce intake capacity of such training institute for future training programmes. This may lead towithdrawal of programme and/or institute?s approval by DGS.

4. It may be noted that no institute sponsored candidates are to be admitted in the February, 2008 batch.

5. Any violation leading to admission of ineligible candidates shall be viewed seriously as a major misconductand institutes indulging/entertaining such malpractices shall be suspended forthwith. The onus of verifyingthe authenticity of the school/college certificates shall entirely lie with the institutes concerned.

6. This issues with the approval of the Director General of Shipping and Ex-Officio Additional Secretary tothe Government of India.

Sd/-

[YOGESH BAGGA]Dy. Director General of Shipping



M.S. Notice 1 of 2008

Sub: Certificate of Proficiency for Ship Security Officer Dated: 4th January, 2008

1. Introduction

Consequent to the May, 2006 Amendments to the STCW Convention, as amended and the STCW Code,the training requirements for Ships? Security Officers (SSOs) form part of the STCW Convention underRegulation VI/5 and the STCW Code under Section A-VI/5.

These requirements enter into force on 1st January 2008.

Reference is invited to the following International Maritime Organisation (IMO) Resolutions:

• MSC. 203(81) ?Adoption of amendments of the International Convention on Standards of Training,Certification and Watch-keeping for Seafarers, 1978, as amended? and

• MSC. 209(81) ?Adoption of amendments of the Seafarers’ Training, Certification and Watch-keepingCode (STCW Code)

2. SSO training

Since SSO training was introduced under the ISPS Code, the Director General of Shipping, Governmentof India had required that all SSOs undergo training approved by the DGS. Approved Maritime Training Institutesare authorized to issue certificates bearing the statement:

• This Certificate is issued under the authority of the Directorate General of Shipping, Ministry of Shipping,Government of India

The DGS Approved SSO Course requirements have been compared with the standards of competencespecified in STCW Code Chapter A-VI Table A-VI/5, and have been found to meet or exceed those specifiedin the said section of the code for certificate of Proficiency for Ship Security Officers.

3. Recognition of existing SSO certification

All DGS approved SSO courses meet the requirements of section A-VI/5 of STCW Code and thereforecurrent SSO certificates issued by DGS Approved Maritime Institutes stand recognised in full till 1st .July. 2009.

However, holders of existing DGS-approved SSO certificates are required to obtain STCW format certificatefrom the DGS Approved Maritime Training Institute, which had issued the earlier certificates, in order to performthe functions of SSO on board after 1st. July.2009.

4. Format of New SSO Certificates

From 1st January 2008, all DGS-approved Maritime Training Institutes must issue SSO certificates in thenew STCW Code format. A specimen certificate is given below:

This issues with the approval of the Director General of Shipping and ex-officio Additional Secretary tothe Government of India.

Sd/-

(Capt. R.K.Awasthi)Nautical Surveyor cum Dy. Director General of Shipping (Tech.)



(Contd. from page 11)

the territorial limits of a country. It willbe necessary for governments in themain piracy regions to pol ice thewaters, with vessels that are builtspecifical ly for the task. However,many of the navies of these countriesare poorly equipped and manned andoft en lack the desire to engage incombat with an adversary who maywell be better armed than they are.

The navies of Indonesia, Malaysia, andSingapore have the task of patrollingthe world's busiest shipping lane, theMalacca Straits. To a lesser extent theIndian Navy has some responsibility,but this is limited to the Northernextremities of the waterway, in thevicinity of the Andaman and NicobarIslands. The Malacca Straits sees twothirds of al l the oil produced thatmoves by sea, passing through itsnarrow waterways. Security expertsbelieve that should terrorists wish tomake a significant impact on the globaleconomy, then it is here that they aremost likely to attack. The Straits couldbe closed or severely hampered by alarge merchant vessel sunk in itsnarrow sea-lanes. This would meanthat vessels would have to move to thesouth of Indonesia, increasing sailingtimes by as much as three days.Insurers would increase their costs,shippers would increase their costs,and the South East Asian Marketscould conceivably crash. The Westernmarkets could also suffer, and theimpact would be felt throughout theworld. It is because of this thatWestern governments should beincreasingly concerned about thesecurity of this narrow stretch of water.

In mid-2004, the governments ofIndonesia, Malaya, and Singaporesigned an accord linking three navalcommand centers and eachcontr ibuting a signi f icant navalcapability, so as to best patrol theregion and keep it safe from maritimeattack. The three governments areextremely protective of theirsovereignty in the Malacca Straits andthis recent accord marks a major stepin joint pol ic ing of the waterssurrounding their countries. BothIndonesia and Malaya were dismissiveof offers from both Japan and theUnited States to provide maritimepatrols in the region, as it could beseen as a damning indictment of theirlack of ability to face the threat of bothterrorism and piracy. Also concerned

about the safety of the waterway isChina. Though yet to offer maritimeassistance the Chinese governmentcould be forced to get involved if oilsupplies for their growing economy arehampered. Beijing may also wish to beinvolved if the three nations changetheir mind and agree to U.S.involvement in the security of theregion, as distrust over the U.S. navalactivities in the region abounds.

Of the three nations, Indonesia iscurrently engaged in a massive navalupgrade, in order to replace its agingfleet of second hand vessels. There arecurrently plans to spend some US$2billion to upgrade their existing fleet.Reporting on a variety of Internet websites suggests that this upgrade willconsist of submarines and frigates thathave been decommissioned fromEuropean navies, as well as up to sixtymodern patrol vessels. Indonesia hasthe largest navy in South East Asia,but currently lacks the technology ofits regional counterparts such asSingapore. The Indonesian navyrequires a signif icant patrol boatcapability in order to patrol the world'slargest archipelagic nation. Should theIndonesian navy decide to purchasesurplus warships from the West, thismay prove counterproductive to theirefforts to conduct antipiracy andcounterterrorism patrols in the region.The Indonesian navy has acquired 13new patrol vessels since 2003 and hasbudgeted to buy five to six vesselseach year, for the next three years.This should significantly upgrade theIndonesian capability in the region andalso strengthen their political standing.The vessels have significant armamentfor a vessel of their size, and they havethe speed and maneuverabil ity toconduct a successful engagementagainst a pirate vessel. Where theymay be lacking is in having the will toopenly engage in a skirmish with anadversary who may well be bettertrained and armed than they are. OnceIndonesia's navy completes i tsmodernization, they will be better ableto patrol its vast archipelago withunparal leled ef f ic iency. TheIndonesian, Malaysian, and otherregional governments must ensure thatthey do not purchase obsolete Westernnaval vessels that are not compatiblewith that navy's emerging role. Thoughthese countries may aspire to havinga blue water navy, this aspiration ispointless if they cannot protect vesselswithin their own territorial waters.

Malaysia has a significant interest inthe securi ty of the Strai ts. Thecountry's major ports and touristcenters along with i ts equal lyimportant fishing grounds border theMalacca Straits. Its naval forces aresignificant, but there are shortcomings.The navy recently transferred its agingVosper class patrol boats to the coastguard but these vessels are notsuitable for operations against piratesor terrorists. Backed by a soundeconomy, the Malaysian governmenthas an ambitious modernization planthat includes addressing the security ofshipping in the Straits. Their plansshould include the introduction of newpatrol boats for its new coast guard.Again, the government needs to makesure that suitable equipment is boughtfor the role. Like Indonesia, the navyand coast guard require small, fast andwell armed vessels to provide a visibledeterrent, and to be able to engageand pursue pirates or terrorists.

Singapore has a restricted maritimezone, compared to that of theMalaysians and Indonesians. However,extensive radar coverage, maritimepatrol aircraft, and an extensive fleetof capable patrol boats give Singaporethe edge in maritime security in theregion. But the vessels are notnecessarily suited for patrolling theless confined waters of the Straits. Forall three countries, piracy is a majorconsideration. But equally if not moreso is the threat from drug trafficking,illegal immigration, and terrorism. Intrying to combat all maritime threatsthese navies are spread thinly on theground. Their previous lack of actionin combating piracy has resulted insecurity firms offering armed escorts tovessels transiting the region. This caninclude companies such as"Background Asia Risk Solutions"(BARS), who are offering an armor-plated vessel, with an ex-military crew,to provide escort to ships operating inthe region's most dangerous waters.

The IMO's position against armedescorts is in common with that of theInternational Maritime Bureau (IMB), aleading authority in countering piracy.They share an antipiracy philosophythat places primacy on the safety andwelfare of commercial seafarers.Consequently, they fear that radicalmeasures might spark a backlash frompiracy syndicates. The use of armedescorts - whether private or from statemilitaries - contravenes their prudential



approach. First, they consider the useof arms on board a vessel anaggressive move that can instigate an"arms race," compelling pirates tocounter this by employing heavierweapons. Second, an on-board shoot-out between the ship's defenders andpirates may r isk incurr ing highcasualties among the ship's crew. Forthese reasons, bodies like the IMO andthe IMB have attempted to focus theprivate sector on more benign meansof protection instead, such as usingnew technology. The IMB, for instance,has supported the use of a Dutch-designed electrif ied fence systemcovering the perimeter of a ship's deckto deter pirates from boarding.

In contrast, most regional statesconcerned with the threat of maritimepiracy (as well as terrorism) do not inprinciple object to the role of armedescorts. Singapore and Malaysia'srecent decision to provide armedescort services indicates that regionalgovernments are willing to take somerisks in using such personnel. The realissue for countries such as Malaysia isthe use of private armed guards. Thishinges on the prevailing paradigm ofinternational law relat ing to theinnocent passage of vessels through astate's terr i tor ial waters. As theconvention on state sovereigntydictates, the legitimate monopoly overthe use of force in matters of securitylies with the state and not with vesselsseeking passage. While state-sponsored armed escorts are in linewith a country's legal hold over the useof force, the supply of such services byprivate companies can be viewed asprejudicial to innocent passage. Thishelps explain the Malaysian authorities'response in the form of a directive toits marine police. Vessels providingarmed escort services to merchantshipping could be considered aterrorist threat and their crew could bearrested if they encroached onMalaysian waters.13

Apart from Southeast Asia as theregion most affected by acts of piracy,there are several other hot spots alongthe world's busiest sea l ines ofcommunication. As previously stated,acts of piracy in the Horn of Africa areincreasing in frequency. It is widelyreported that the terrorist group AIAIare involved, but this is a financialcrime and not ideological. Besides,AIAI tends to operate more to thesouth and inland. In the Gulf of Oman,

and off the coast of the breakawayregions of Somaliland and Puntland,the perpetrators are criminals actingon behalf, or with the complicity of, theruling government. Also many of theevents surrounding the region areconducted on an opportunistic basis.Vessels moving slowly in coastal watersare considered fair game. The vesselsand crew are held to ransom and thecargo is stolen. With the whole ofSomalia, a country embroiled in civiland inter clan warfare and with noapparent government and absolutelyno rule of law, the region is prime forgroups to involve themselves inmaritime armed crime, piracy and ifthe opportunity exists, terrorism.Attacks in the region have continueddespite the patrolling in the region bycoal it ion vessels, as part of themultinational maritime force engagedin the Global War on Terrorism(GWOT). There must be at least sixvessels ranging from frigates anddestroyers to larger capital shipsoperating in the region, supported bymaritime patrol aircraft , yet still piracyflourishes. It is easy to see why piratescontinue to operate in the regiondespi te the presence of Westernnavies. Naval vessels that are currentlydeployed to the region are not suitableto interdict pirates, a lesson thatshould be heeded by developingnations in Asia and Africa. Yes, mostof the frigates and destroyers arecapable of launching a helicopter todeploy at short notice, and they canquickly prepare a boarding team. But,they once again lack the authority toengage in hot pursuit of perpetratorsinto territorial waters.

Somalia, with its lack of a crediblegovernment, is considered the regionalhaven for pirates and terrorists.Yemen, on the other hand, is beingsupported by both the United Statesand other Western governments intheir battle against terrorism andpiracy. Yet Yemen was the countrywhere the USS Cole and MV Limburgwere both attacked, in similar fashion,by a waterborne improvized explosivedevice (WBIED). To prevent similarattacks, the U.S. government isassisting the Yemeni coast guard withequipment and training. Australia isproviding ten patrol boats to theYemeni government to enable them toeffectively patrol their coastline. Thesevessels will mainly be used to providesecurity against maritime terrorismespecial ly in the Bab-el-Mandeb

Strai ts. The United States hasprovided, in addition to training, eightrefitted motor boats which will be usedfor port security duties. It will beinteresting to note whether Yemenconsiders piracy to be a priori ty,alongside terrorism, or whether theywill quietly ignore the activity whilesearching for terrorists.

Another country in the HOA region isDjibouti, which has been host for manyyears to coalition forces in the region.They too have a navy which is a smalland relatively junior force. They arepredominately a harbor police forceand do not have the ability to operateoutside of the Gulf of Tadjoura. TheDjibouti naval force has establishedlinks with its Yemeni neighbors, inorder to collaborate on illegal fishingpractices in their territorial waters.

The Gulf of Guinea and the coastalwaters of Nigeria have seen one of thelargest r ises in piracy in recentyears.14 The initial response of theNigerian government was minimal, andalthough harbor patrols were steppedup, the majority of the incidents wereoccurring outside of the main patrolareas. These reported incidents aremore to do with maritime armed crimethan piracy, but statistically they arereported by the IMB as the same. Theincidents are predominatelyopportunistic, and the nature of thetheft , such as items from upper-decklockers is typical. However, in thesouthern regions of the Niger Delta,the mari t ime community is beingtargeted by both pirates, armedcriminals, and Ijaw separatists. The oilindustry has been severely affected bythese activities, with oil vessels and oilworkers being targeted. Despite oilworkers having armed escorts, therebels and pirates oft en outgun them,and casualties on both sides have beenhigh. Though kidnapping has beenrare, such acts seem to happen morefrequently now, thus adding a newdimension to the conflict in the region.

The Nigerian government has alsoseen a rise in illegal bunkering, whichis being perpetrated by criminals andrebels for financial gain. The typicaloperation is for smaller vessels tomove oil products to either largervessels or to other countries. Recentassessments suggest that Nigeria islosing around 100,000 barrels per dayto this activity. With around 20 percentof U.S. oil coming from the region, theNigerian government has asked the



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United States for assistance in theform of equipment. The Nigeriangovernment is taking a positive steptowards combating the problem, buthas been hampered by lack of navaluni ts, training, and the endemiccorruption of government, lawenforcement, and naval personnel. InOctober 2003, the Nigerian navy seizeda Russian-flagged tanker, the MTAfrican Pride, and arrested the 13Russian sailors who made up the crew.The vessel was attempting to smuggleover 11,000 tons of crude oil. Threevery senior Nigerian naval officerswere tried on corruption charges, andtwo were found guilty. The vesselthough, whi le under arrest by theNigerian Navy, actually disappearedand is the subject of muchembarrassment for both the navy andthe government.15

The Nigerian government has takendelivery of former U.S. navy vessels inorder to upgrade their fleet. However,the vessels may be unsuitable toengage in conflict with separatists inthe coastal waters and rivers of theNiger Del ta. The country, l ikeIndonesia, requires a maritime force offast capable and well armed vessels,capable of operations in the coastalwaters, as well as patrolling the deeperwaters out to their economic exclusionzone.

The Involvement of Larger Naviesin Counterpiracy

The main region where the largernavies of the world would l ike toconsider joint patrols is the Strait ofMalacca. The United States has beenkeen to establish patrols in this region.During the run-up to OperationEnduring Freedom, the war inAfghanistan, United States and Indianvessels patrolled the Malacca Straitsjointly. When the U.S. vessels deployedto the mi l i tary operation, Indianvessels relieved them. However, when

the United States voiced concern overthe security of the Malacca Straits,regional countr ies, in part icularIndonesia, declined to include the U.S.forces in any maritime patrol. One ofthe reasons behind this refusalprobably was a wave of anti-UnitedStates feeling throughout the civilianpopulation.16 When Japan, after aseries of pirate attacks against itsvessels in early 2005, offered to assistin patrolling the region, this was againrefused by both Indonesia andMalaysia.

With the rising demand in the Far Eastfor fuel, particularly from China, Japan,and Korea, the movement of oi lthrough the Straits accounts for 60percent of the world's total. Shouldeither pirates or terrorists restrict thisf low, the consequences to theeconomy of East Asia would bedramatic. But so far China seemswilling to play a waiting game andleave policing the Straits to the threelittoral countries. This may changeshould the United States involve itselfin the security of the Straits.

India is another major naval powerwith an interest in the region. Indiannaval forces have operated with U. S.,British, and littoral navies in exercisesand patrols in the region. Should amajor naval power have "first dibs" onpatrolling the region, it would probablybe India. The Indians already operatejoint patrols with Indonesia, and sothis should not be surpris ing toanyone. The latest edition of theIndian Maritime Doctrine lays downmultilateral naval cooperation as oneof the guiding principles for navalforces to address common securityconcerns like protection of sea-lines,terrorism, piracy, drug trafficking, andtransportation of WMDs by sea. Thesecurity of the Straits is vital for Indiadue to the economic importance ofenergy and trade flow. Additionally themaritime traffic transiting the Malacca

Straits passes through India's maritimezone and any contingency in the Straitshas securi ty and environmentalimplications for India, as well as Chinaand Japan. Piracy and armed robberyof vessels is steadily spilling over intothe Bay of Bengal. On the basis of IMBstatistics, Bangladesh, and India arebecoming regions of concern withregard to piracy.

So Is It Piracy or Maritime Terrorism

That Is the Main Threat? Maritimeterrorism is without doubt a majorproblem, and reporting suggests thatan attack by terrorists in the MalaccaStraits, Nigeria or the Horn of Africa isinevitable. But before jumping toconclusions, is the increase in piracylinked to terrorism? There are somewho would say that there is no linkbetween the two. However, a formercolleague, Frank Guitterez, formerly aU.S. Navy intelligence officer, once saidto me, "You don't know what you don'tknow."17

I would like to leave the reader withthe following conclusion. Piracy is notknown to be linked to terrorism andvice-versa. I am certain that it is not,but there is no evidence to supportthis; conversely, there is no evidenceto refute it either. The major Westernnavies are spending large sums ofmoney in combating marit imeterrorism, while piracy goes uncheckedand thrives. We equip our law-enforcement agencies to combatorganized crime in our cities, but dolittle to combat organized crime on thehigh seas. The sea, and the waterwaysthat the merchant fleet use, are largelyunregulated in developing countries,while in the North European maritimedomain, they are relat ively wel ladministered, and the marit imeindustry does much of its own policing.

Yes, the world's navies could do more,but emerging and developing nationsneed to do more for themselves. They



need to be advised careful ly andlogically as to what they need to do,rather than be sold or given obsoleteWestern warships that cost more torun than the country can afford. Howoft en have these countries takendelivery of a vessel that within monthsis incapable of leaving the harbor wallbecause i t is not seaworthy andmechanically neglected?

All the major navies need to have aspecific policy on dealing with, andtaking action against, pirates. Rules ofEngagement should allow for vesselsto take strong and decisive action. Theregional navies should be equipped forwhat they need to do, and advisedaccordingly.

Rescued Indian sailors setto return home on TuesdayFeb. 04, 2008: Seventeen Indiansai lors, rescued by a Coast Guardhel icopter after their cargo shipcapsized off the coast of Bahrain, areall set to return home on Tuesday.Thesailors were rescued by a BahrainCoast Guard helicopter when theircargo ship Siddnath capsized on Fridaymorning. The boat, with 1,000-tonnecapacity, was carrying 485 tonnes ofr ice to Iraq for the India-basedcompany Sea Star Shipping. IndianEmbassy Second Secretary RRaghunathan said the sailors, 15 fromGujarat and two from Uttar Pradesh,would be sent home on Tuesday.

The Coast Guard has launched aninquiry into the cause of the incidentand recorded a statement from thecompany's United Arab Emiratesrepresentative Narendra Shial, the GulfDai ly News reported. IndianAmbassador Balkrishna Shetty earliersaid that the embassy was closelymonitoring the investigation and wouldact on any recommendations to comeout of the inquiry.

The Indian mission, in co-operationwith the Indian Community Rel iefFund, has provided the sailors withclothing and other essentials.

Tanker FFAs soar as SouthKorea curbs single hulls:The Hebei Spirit oil spill wasSouth Korea's worst.

TANKER freight derivatives spiked onnews that South Korean oil importerswil l immediately cut back on thenumber of single-hull very large crudecarriers they charter, with one refiner

implementing aban from 2009.

The acceleratedphase-out wi l lsee South Korea,the world'slargest chartererof single-hul lVLCCs, removes i n g l e - h u l lvessels from its ports by the end of2010, five years earlier than originallyplanned. It will also see fixtures forsingle-hulls roughly halved next year,based on current fleet usage.

Analysts say the tighter regulationssound the death knell for single-hulltankers, with other Asian countries likeChina and India expected to followsuit. Doubts have also been raisedabout whether VLCC newbuildings willbe enough to replace the single-hulltonnage no longer trading.

South Korea's turnaround followed aDecember government review ofsingle-hull VLCC chartering, whichcame after the tanker Hebei Spiritspi l led nearly 11,000 tonnes onDecember 7, the worst spill in SouthKorea's history. The review is expectedto continue until 2015 - as late asInternational Maritime Organizationregulations permit.

Nearly all the estimated fleet of 150single-hull VLCCs trade to Asia, witharound 60% of South Korean oi limports transported on the lower-costvessels, based on a Citigroup GlobalMarkets report analysis. Last yearSouth Korea chartered 173 out of 628single-hull VLCCs, the report found.

A Ministry of Maritime Affairs andFisheries representative said that thenumber of single-hulled tankers wouldbe reduced from 53% to 42% by theend of the year.

This would be further reduced to 30%in 2009 and abolished by 2011.

Forward freight agreements for tankersrose sharply on the news. Brokersconfirmed FFAs for the month ofFebruary rose by as much as 9% toW89.04 , on the benchmark TD3 routefrom the Middle East Gulf to Japan.

"It's a very big piece of news, andwhether it's right or wrong they [SouthKorean charterers] are on tosomething," said a Singapore-basedbroker with derivatives trader ImarexAsia. "They appear to be in the process

of changing the way they operate."

GS Caltex will voluntarily ban single-hulls from next year, according to theSouth Korean government. One ofSouth Korea's largest oil refiners, GSCaltex reportedly charters about sixsingle-hull tankers each month.

At one point FFAs trading today for thefourth quarter of 2008 were up by asmuch as 12 points, one broker said.

Paper trading is expected to lift thespot freight rate for VLCCs, which haverapidly sunk from two-year highs lastDecember. After fetching more than$200,000 per day in late December,waning refinery demand has seen therate for single-hull tankers from theMiddle East Gulf to Japan route plungethe most, with some fixtures under$30,000 per day.

Hebei Spirit trial likely tostart in April: The Hebei Spiritaccident caused South Korea's worstoil spill. The Master and Chief officerof the 268,605 dwt very large crudecarrier Hebei Spirit, together with threeother defendants may not appear incourt until April after being charged onMonday in connection with SouthKoreas's worst oil spill. Sources closeto the defendants said the court casecould take between three to fourweeks and up to three months to beheard.

This emerged as a Hebei Spirit Centrewas established in Seoul today tohandle claims caused by the oil spillwhich occurred when the anchoredtanker was holed by a drifting cranebarge on December 7. Those chargedby the prosecutors' office in Seosan,South Cheongcheong province, includetanker master, Captain Jasprit SinghChawla and chief officer Syam Chetan,who have been accused of failing tofollow official directions.

Hebei Ocean Shipping, through HebeiSpirit Shipping, and Samsung HeavyIndustries have been charged withbreaking Korea's maritime pollutionlaws. The master of the barge which



collided with the tanker and two tugmasters have also been charged. CaptChalwa and Mr Chetan have not beendetained, but their passports havebeen confiscated pending the outcomeof the trial, although the three Koreanmasters are being held. The masterand chief officer have been givenphone cards and an allowance byV.Ships Shipmanagment, whichmanages the Hebei Spirit. Bob Bishop,chief executive of the shipmanagement company, reitereated thecompany's support for the crew.

"We believe that we had providedsufficient hard evidence to prove thatour master and crew had firstly, carriedout all instructions given by the KoreanVTS as far as humanly possible andsecondly, taken every possiblemeasure to minimise the outflow of oil,once our anchored ship's hull had beenpunctured by the Samsung cranebarge," he said Mr Bishop added: "Wewill continue to support our captainand chief officer and do everything inour power to see that internationaljust ice is carr ied out in a trulyunbiased manner."

Hebei Ocean Shipping, together withAssuranceforeningen Skuld and theInternational Oi l Pol lut ionCompensation Fund confirmed thatthey had opened a centre to collatepol lution claims. The Hebei SpiritCentre wi l l send claimants aninformation package to provideguidance on how to submit a claimwhich when received wil l betransferred to the shipowners, P&I cluband the IOPC Fund and their appointedexperts for review and assessment.Detai ls about the centre wi l l bepublished in Korean national and localdaily newspapers. Local officials havestarted to distr ibute Won55.8bn($58.8m) to residents affected by thespill which has devastated a swathe ofKorea's west coast, although officialshave been criticised for delaying thepayouts.

Several Korean legislators are hopingto introduce a bill that would see thegovernment ini t ial ly payingcompensation and later recoup thecash via insurance payments.

KNOWN AND LET IT BE KNOWN

Forward Seamens Union of IndiaFSUI/CIRCULAR/017/2K8 Dt:24/01/2008

To : All Petty Officers and Seamen of the Shipping Industry.

Sub : Justice to Seamen from the Hon'ble High Court

Dear Brothers,

On 17th January 2008 NUSI issued a Circular saying that they were"overjoyed" to announce that the Industry NMB Agreement for Ratings& Petty Officers had been signed by them with the ship-owners. Theyfalsely claimed that our Union tried to delay the Agreement and thereforedid not participate in it and that on the insistence of NUSI it was signedon 17/01/2008 itself by NUSI on behalf of the seafarers. They evengave a call to "get in touch with NUSI immediately and receive thousandof rupees of your arrears".

However on 23/01/2008, when the Hon'ble Bombay High Court askedINSA to produce a copy of the final Wage Agreement, neither INSA norNUSI could produce any such document or final calculations. Finallythey had to agree that no final Agreement had been signed or evendrawn up and that it was in the process of being prepared. So NUSI'srole

In misleading the seamen community stands totally exposed!Can an organization's dignity be jeopardized by such vested interests?

INSA finally had to agree before the Hon'ble High Court that it wouldprepare and give a copy of the Draft Agreement to our union on or before4th February. FSUI has one week - i.e. till 12th February, to agree withthe points and till then no Agreement will be signed and if we areagreeable it will be signed with FSUI. The matter will again come beforethe Hon'ble High Court on 13th February 2008.

Friends, all of this clearly proves that seamen were misguided by NUSI.No final Agreement has been signed. Our union never refused toparticipate in the negotiations. All along it is we who have been insistingon a speedy Settlement in the interests of seamen and the industry.The Game Plan of NUSI in the false propaganda of Wage Agreementwas not accepted by seamen and Petty Officers of the Shipping Industry.They have contacted us from all over the world and we have been tellingthem to keep calm. Once again NUSI has been proved false and FSUIright, as FSUI stands for seamen and have the support and trust ofseamen. We thank all members for being united because of which thisGame Plan of NUSI failed. We now have the right to be part of theagreement, which the Hon'ble Court confirmed today and anything whichhappened on 17th January night / early morning on 18th January doesnot have any legal sanctity.

Your Unity Is The Victory of Seamen

Brotherly yours

Sd/-Naresh BirwadkarSecretary



IMO BriefingInternational Maritime Organization, 4 Albert Embankment, London SE1 7SR, United Kingdom

Tel: +44 (0)20 7735 7611 Fax: +44 (0)20 7587 3210

Briefing 53/200720 December 2007

Scientific study to assist MARPOL amendment process completed

A comprehensive study commissioned by IMO to assist in the planned revision of regulations governingair pollution from ships has been successfully completed.

The informal cross government/industry scientific group of experts was set up, in July 2007, by IMOSecretary-General Efthimios E. Mitropoulos following approval by the Organization's Marine EnvironmentProtection Committee (MEPC). It was tasked with reviewing the impact on the environment, on human healthand on the shipping and petroleum industries, of applying any of the fuel options proposed to reduce SOx andparticulate matter generated by shipping, as well as the consequential impact such fuel options could have on otheremissions, including CO2 emissions from ships and refineries.

The group's report will now be presented to IMO's Sub-Committee on Bulk Liquids and Gases (BLG), atits February 2008 session and the MEPC, at its March/April session. The BLG Sub-Committee is expected tofinalize proposals for amendments to Annex VI of the MARPOL Convention, which regulates the emission ofatmospheric pollutants in ships' exhausts. These proposals will then be forwarded to the MEPC for approval andsubsequent formal adoption at its next session in October 2008. Amendments to MARPOL normally enter intoforce 16 months after their adoption.

The study group was led by Mr Mike Hunter of the United Kingdom and was made up of independent expertsnominated by The Bahamas, China, Germany, Japan, Norway, Saudi Arabia, Singapore, Sweden, the UnitedKingdom and the United States of America, as well as from a number of non-governmental organizations (NGOs)in consultative status with IMO, representing a broad range of shipping and oil industry interests.

The study was funded by donations from IMO Member States and NGOs. An initial contribution from IMO,of US$20,000, came from the balance of funds from the Onassis Foundation Prize for the Environment, whichwas awarded to the Organization in 1997.

IMO Briefing 5421 December 2007

GUIDANCE ON THE QUALIFICATIONS, TRAINING AND EXPERIENCE NECESSARY FORUNDERTAKING THE ROLE OF THE DESIGNATED PERSON UNDER THE PROVISIONS OF THEINTERNATIONAL SAFETY MANAGEMENT (ISM) CODE

1 The Marine Environment Protection Committee at its fifty-sixth session (9 to 13 July 2007) and theMaritime Safety Committee at its eighty-third session (3 to 12 October 2007) noted that the Maritime SafetyCommittee, at its seventy-fourth session (30 May to 8 June 2001), agreed that the Designated Person has akey role in the development and implementation of the safety management system within a shipping companywith a view to ensuring safety at sea, prevention of human injury or loss life, and avoidance of damageto the environment, in particular to the marine environment and to property.

2 The Committees also agreed that there was an urgent need to provide guidance to shipping companieson the qualifications, training and experience for undertaking the role of Designated Person under provisions ofthe International Safety Management (ISM) Code.

3 Accordingly, the Committees developed Guidance on the experience, qualifications and trainingfor undertaking the role of Designated Person under the provisions of the International Safety Management(ISM) Code as set out in the annex.

4 Member Governments and international organizations concerned are recommended to bring this circularto the attention of all parties concerned.



Views and opinions expressed by various writers on individual capacity or of institution and organisations are not of “Marine Waves”. Every care is taken to publishthe references to notifications & circulars of government / classification societies etc. Hence Marine Waves Management will not be responsible for any error in thepublication. – Editor: “Marine Waves”.“No responsibility will be borne for undelivered issue, owing to circumstances beyond the control of the Publisher. Subscriber may however notify, to enable us to sendsubstitute copy.”Readers are recommended to make appropriate enquiries before entering into dealings with advertisers in this publication. The Editor and Publisher does not vouchany claims made by advertisers and hence shall not be held liable for any adverse consequences.

IMO E Ref. T2-HES/4.2 MSC-MEPC.7/Circ.5 T5-MEPC/1.01 19 October 2007

GUIDELINES FOR THE OPERATIONAL IMPLEMENTATION OF THE INTERNATIONAL SAFETYMANAGEMENT (ISM) CODE BY COMPANIES

1 The Maritime Safety Committee at its eighty-second session (29 November to 8 December 2006) andthe Marine Environment Protection Committee at its fifty-sixth session (9 to 13 July 2007) consideredthe report of the Group of Independent Experts on the impact of the ISM Code and its effectiveness inthe enhancement of safety of life at sea and protection of the marine environment and agreed that guidelinesand associated training should be developed to assist companies and seafarers in improving theimplementation of the Code.

2 The Marine Environment Protection Committee at its fifty-sixth session (9 to 13 July 2007) and theMaritime Safety Committee at its eighty-third session (3 to 12 October 2007) further agreed that it wasessential to review the existing guidelines and develop new guidelines to assist companies in effectiveand efficient operational implementation of the ISM Code.

3 Accordingly, the Committees approved the guidelines for operational implementation of the ISM Codeby Companies as set out in the annex.

4 Member Governments and international organizations concerned are recommended to bring this circularto the attention of all parties concerned.

One of the world's largest shipowning nations, the Commonwealth of the Bahamas, has acceded to twomajor IMO Conventions and deposited its annual assessment for 2008 with the Organization. His ExcellencyMr. Basil G. O'Brien, High Commissioner and Permanent Representative of the Commonwealth of the Bahamasto IMO has deposited with IMO Secretary-General, Efthimios E. Mitropoulos, instruments of accession tothe International Convention on the Control of Harmful Anti-fouling Systems on Ships, 2001 (AFS Convention)and the International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001 (BunkersConvention).

The AFS Convention will prohibit the use of harmful organotins in anti-fouling paints used on ships andwill establish a mechanism to prevent the potential future use of other harmful substances in anti-foulingsystems. Parties to the Convention are required to prohibit and/or restrict the use of harmful anti-fouling systemson ships flying their flag, as well as ships not entitled to fly their flag but which operate under their authority,and all ships that enter a port, shipyard or offshore terminal of a Party.

The AFS Convention will enter into force, generally and for the Bahamas, on 17 September 2008.Accession by the Bahamas brings the number of States having ratified the Convention to 28 and the tonnagefigure to 43.79 per cent of the world's fleet. The 2001 Bunkers Convention was adopted to ensure that adequate,prompt, and effective compensation is available to persons who suffer damage caused by spills of oil, whencarried as fuel in ships' bunkers, and will enter into force, both generally and for the Bahamas, on 21 November2008.

During his meeting with Mr. Mitropoulos, High Commissioner O'Brien also deposited the contributionof the Bahamas to the budget of IMO for 2008, with a cheque for £1,227,968. Contributions to IMO's fundingare assessed according to the size of a country's registered merchant shipping tonnage. The Bahamas has theworld's third-largest registered fleet.



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You don’t have to be a “Writer”, allyou need to be yourself and pourout your thoughts on Seafarers andtheir life and work out at sea. Doalso write to us of your problems /grievances with full details and thematter will be taken up with theconcerned Civil Authorities/Telephone, Electricity Board andother Goverment Agencies /Departments.

FOR ENHANCED ROLE: Coast Guardstaging an exercise off Mumbai

"Hotline between Coast Guards of Indiaand Pakistan working well"

"Arrests of fishermen for straying intowaters becoming a thing of the past"

MUMBAI: Arrest of fishermen byPakistan and India when they stray intoeach other's waters is fast becoming athing of the past with the establishmentof a "hotline" between the Coast Guardand the Pakistan Maritime SecurityAgency."Now, if an Indian fishing boatenters Pakistan waters, they call us toshepherd it back to our side instead ofarresting the fishermen and we musthave received about a dozen such callsin the past three months," saidCommander, Coast Guard Region(West), Inspector-General A. Rajasekhar

Facilitates discussions The directcommunication facilitates discussionsbetween the two countries' coast guardsand the Pakistan Embassy in New Delhi,Mr. Rajasekhar said. He was addressinga press conference on board theadvanced offshore patrol vessel (AOPV)CGS Sangram on Sunday at the end ofan exercise.The exercise, held to markthe Coast Guard Day that falls onFebruary 1, saw several patrol vessels,helicopters and fixed wing aircraftdisplaying their skills.

Lure of better catch Mr. Rajasekhar saidit might not have always been the casethat Indian fishing boats inadvertentlycrossed into the Pakistani side. Theycould have been lured by better catch.

"The boats, fitted with GPS and othercommunication systems cannot be somistaken." The Indian fishing boat fleetwas much larger than that of Pakistan.Therefore, the incidence of theirinvolvement was comparatively muchhigher.

Regular feature It used to be a regularaffair between the two countries to arrestfishermen and often their actions wereretaliatory. They would repatriate thearrested fishermen without their boatsafter keeping them in jail for months, andsometimes even over a year. But theharrowing time for the fishermen wouldcontinue even after returning home asthey would have lost their boats, themeans of their livelihood, he said.

Though the hotline idea was mooted overtwo years ago, it started working onlylast November. Both sides were nowtalking in terms of mutual aid in jointsearch and rescue and even pollutioncontrol. Now Pakistan figured among thecountries with whose maritime forces theCoast Guard cooperates. Other countrieswere Japan, Korea, the United States,Maldives, Mauritius, the UAE, Oman, SriLanka and Bangladesh

Running aground Mr. Rajasekhar said theincidence of ships running aground off

the west coast was going up alarmingly.During the last monsoon, 27 ships ranaground, compared to 20 vessels theprevious year. The Coast Guard ensuredthat these incidents did not cause anypollution and rescued most of the crew.But the old vessels sailing in the Indianwaters and calling on ports posed agreat danger to safety at sea. Mr.Rajasekhar said the Coast Guard hadtaken up the matter with the Director-General of Shipping to ensure that morethan 25-year-old ships were not allowedinto the Indian waters.

Air enclave An air enclave for the forcewould be operational at Porbandar,Gujarat, in April 2008. Besides, theCoast Guard would acquire an airstrip atRatnagiri, Maharashtra. It had an airenclave in Goa and maintained asquadron here. The Western Region wasexpected to get the Presidential Colourssoon.The Coast Guard would addanother AOPV to its fleet in March next.It would be followed by one more. Thiswould raise the number of the fleet tofive. Besides, three pollution controlvessels, 11 interceptor boats and fivefast patrol vessels were in the pipeline.The Coast Guard was also looking for anew aircraft for maritimereconnaissance, he said.

Owned & Published by Dr. P.K. Chandran, H109/8, Mahatma Gandhi Road, 7th Avenue, Besant Nagar, Chennai - 600 090, printed at Su nithaPrinters, 193, Peters Road, Royapettah, Chennai - 14. Editor. Dr. P.K. Chandran, Ph.D., M.B.A., F.I.E. (I), PGDIMS (UK), M.S.N.A.M.E. (USA),

RDis No. 1741 /04 REGISTERED. Postal Regn. No. TN/CC(S)/Dn/71/08-10) Registered with RNI TC No. TNENG 2005/15243

EURO-TECH MARITIME ACADEMY – COCHIN

(DG Shipping approved) (ISO 9001-2000 certified. Classes handled by Trained and Experienced Experts from the fieldGRADING – “VERY GOOD” Awarded by ICRA

PRE-SEA TRAINING ❖ Diploma in Nautical Science with IGNOU ❖G.P. Rating ❖ Saloon Rating

COMPETENCY COURSES ❖ Preparatory classes – MEOClass II(PCT)* ❖ Preparatory classes – MEO Class IV (PSF) ❖ Preparatory classes –MEO Class IV (NCV)

ADVANCED MODULAR COURSES ❖ Medical First Aid Course❖ Advanced Fire Fighting ❖ Master’s Medicare Course ❖ Proficiency in SurvivalCraft & Rescue Boats / PSC & RB) Specialised Oil Tanker Safety (TASCO)*

SIMULATOR COURSES ❖ Engine Room simulator course Operational

Opp. TVS, Kaloor, Kochi - 17. Ph: 0484-2340099, 2331196, 2337611 E-mail: [email protected] Website: www.eurotechmaritime.org

Level (ERSOP)❖ Radar Observer Course (ROC)* ❖ Automatic Radar PlottingAids (ARPA)* ❖ Radar Aided Navigational Simulator Course (RANSCO)*

BASIC MODULAR COURSES ❖ Fire Prevention and Fire Fighting❖ Personal Safety and Social Responsibility ❖ Proficiency in SurvivalTechniques ❖ Elementary First Aid ❖ Oil Tanker Familiarisation ❖ PassengerShip Familiarisation ❖ Ratings Forming part of Engine Room Watch

REVALIDATION & UPGRADATION COURSES❖ Revalidation for Chief Engineers ❖ Upgradation course for Advanced FireFighting ❖ Upgradation course for Basic Safety courses PST, EFA & FPFF* Awaiting approval

CAMPUS INTERVIEW AT CMCCapt. Bhuvanesh Puri, Manager, HRD & Training, Chennairegion of MSC Ship Management (India) Ltd; visitedCoimbatore Marine College, on 02nd February 2008, to selectTrainee Marine Engineer / Deck Officer for its vessels, fromthe out going 1st batch of B.E Marine Engineering and ofB.Sc. [Nautical Science] cadets. He was extended a warmwelcome. Capt Puri was highly impressed with the excellentmarch past and turn-out of the cadets and the infrastructuralimprovements, as this was the second such occasion to selectcandidates from this institution. He praised the institutionalDirector S. I. Nathan, for all the developmental changes andshared his rich thoughts, adding a diamond to the CMC'scrown.

NATIONAL MARITIME ACADEMY(Formerly NATIONAL INSTITUTE OF PORT MANAGEMENT)

East Coast Road, Uthandi, Chennai-600 119ISO 9001-2000 * ICRA RATING : GRADE-I

The following courses are available in the Engineering Side

Regular Engineering Courses

S.No Name of the Course Duration Course Fee

1 MEO Class-I (DG App. No. TR/A/71/06)Commences Every Month First Working Day 02 Months Rs. 7,500/- per month

2 MEO Class - IV Preparatory (DG App. No. TR/A/63/04)Commences 2nd January 2008 03 Months Rs. 5,000/- per month

Full Mission Engine Room Simulator

S.No Name of the Course Duration Course Fee

1 Engine Room Simulator (Management Level)(DG App. No. TR/A/11/07) - Twice A Month 05 Days Rs. 12,000/-

2 Engine Room Simulator (Operational Level)(DG App. No. TR/A/10/07) - Twice A Month 03 Days Rs. 5,000/-

Revalidation CourseS.No Name of the Course Duration Course Fee

1 Revalidation for Marine Engineers Course(DG App. No. TR/A/22/07) Commences 03rd September and 21st January 2008 10 Days Rs. 8,000/-

We also conduct Tailor Made Courses for Shipping CompaniesFor Bookings Contact : 044-2453 0341/343/344/345/348 Fax No: 044 2453 0342E.Mail : [email protected] Website : www.nma.tn.nic.in

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