INTERTANKO
The Challenges of
the Seafaring
Profession Today
Minerva R. Alfonso, Maritime Advisor,
INTERTANKO
Presentation
I.
II.
III.
IV.
V.
Introduction
Key Challenges
Industry Initiatives
Focus: Issue of Piracy and Armed
Robbery
Conclusion
International Association of
Independent Tanker Owners
Membership
• Over 2500 tankers in membership
representing ca. 73% of the independent oil
tanker fleet with strict membership criteria
• 300 + associate members in oil and
chemical tanker related businesses
• Offices in London, Oslo, Washington,
Singapore & Brussels.
Associate Members
Committee
ORGANISATION
Bunker Sub-Committee
Chemical Tanker
Committee (CTC)
Safety, Technical &
Environmental
Committee (ISTEC)
IT Committee
Annual General
Meeting
Offshore Tanker
Committee
Council
Chemical Tanker SubCommittee Americas
Human Element
Committee
Documentary
Committee
Environmental
Committee
Insurance & Legal
Committee
Short Sea Tanker
Group
Executive
Committee
Vetting Committee
Management
Committee
Worldscale Committee
Shipowner Issues
Sub-Committee
Q-Quest
Sub-Committee
15 issue-driven Committees
&
5 Regional Panels
ASIAN REGIONAL PANEL
HELLENIC FORUM
LATIN AMERICAN PANEL
NORTH AMERICAN PANEL
INTERTANKO Services
• INTERTANKO is the voice of the tanker
industry - representing and promoting the
interests of responsible oil and chemical
tanker owners worldwide
• provides its members with technical,
operational, legal, documentary and other
support services, information and advice
Mission and Vision
MISSION
“Provide leadership to the Tanker Industry in
serving the world with the safe,
environmentally sound and efficient seaborne
transportation of oil, gas and chemical
products.”
VISION for the TANKER INDUSTRY
“A responsible, sustainable and respected
Tanker Industry, committed to continuous
improvement and constructively influencing its
future.”
Commitment to Continuous
Improvement
Primary Goal
Lead the continuous improvement of the Tanker
Industry’s performance in striving to achieve the
goals of:
Zero fatalities
Zero pollution
Zero detentions
Seaborne Crude Oil Flows 2005
Record of Oil Spills
Source: ITOPF. Number of spills above 700 tonnes.
Tanker incidents by cause 1978-2007
and accidental pollution
No. incidents
1000 ts oil pollution
700
1000
War
Hull & Machinery
800
Fire/Expl
600
Grounded
Coll/Contact
Misc.
600
500
400
Pollution - bars
300
400
200
200
100
0
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
00
01
02
03
04
05
06
07
0
Source: INTERTANKO/LMIU/ITOPF/various
Pollution from tankers
Tonnes / billion tonne mile
Tanker accidental pollution rate
tonnes spilt per bn tonne miles trade
1000
ts spilt
bn
tonne-m
3.5
130
2.8
104
1000 ts spilt
2.1
'0000 bn
tonne-miles
1.4
0.7
- 63%
-6%
-78%
0.0
78
52
26
0
1970s
1980s
1990s
-45%
-33%
Reduction per tonne miles
Source: ITOPF/Fearnleys
PR00s
-82%
Presentation
I.
II.
III.
IV.
V.
Introduction
Key Challenges
Industry Initiatives
Focus: Issue of Piracy and Armed
Robbery
Conclusion
Key Challenges
Industry Image: Meeting
Society’s Expectations
Expectation that Shipping should be:
• Safe and Secure
• Environmentally Responsible
• Reliable
• Efficient (low cost)
Zero tolerance of:
• Accidents
• Pollution (to Sea and Atmosphere)
• Other (e.g. unsafe, unhealthy ship demolition)
Key Challenges
• Global regulation for a global industry,
adopted and implemented uniformly
• Proliferation of unilateral regulations
• National and regional regulations threaten
the supremacy of the International Maritime
Organization. (IMO)
Key Challenges
Human Element / Manning Issues
• Shortage of qualified seafarers
• “Poaching”
• Faster promotions = outstripping the development
time needed to train seafarers
• the development of enhanced compliance cultures
• The IMO Secretary-General quoted statistics
suggesting that some 80 per cent of accidents are
attributable in some way to human error
Inter-Industry Group
The Inter-Industry Group consists of:
• INTERTANKO
• International Chamber of Shipping (ICS)
• Oil Companies’ International Marine Forum
(OCIMF)
• European Chemical Industry Council (CEFIC)
• International Association of Classification Societies
(IACS),
• The International Group of P&I Clubs (IG)
• International Parcel Tankers Association (IPTA).
IIG Conclusions
The primary cause of these incidents could be
attributed to the
failure of the crew to follow procedures.
Recommendations
• To find solutions to the primary cause of the
incidents, i.e. the Human Element
• Application of Inert Gas to new oil tankers of less
than 20,000 DWT and new chemical tankers.
Det norske Veritas
Analysis of Incidents
• reduction in the general level of experience as
ships were crewed with more new recruits,
retention rates declined and people were
promoted faster.
• Loss of experience among crews was also a
“stress factor” for those who continually had to
train new crew members.
Tanker contracting
m dwt
$ bn
55
85
Handy
44
68
Aframaxes
Suezmaxes
33
51
VLCCs
m dw t
34
11
17
0
0
19
85
19
86
19
87
19
88
19
89
19
90
19
91
19
92
19
93
19
94
19
95
19
96
19
97
19
98
19
99
20
00
20
01
20
02
20
03
20
04
20
05
20
06
JF0
7
22
VLCC
Suezmax: 5.9
Aframax:
8.8
Panamax: 2.8
Handy:
22.9
13. 4 $ bn
”
”
”
” (43%)
Source: INTERTANKO/Clarkson Shipyard Monitor
Key Challenges
• Piracy
• Criminalization
• Global Financial Crisis
Presentation
I.
II.
III.
IV.
V.
Introduction
Key Challenges
Industry Initiatives
Focus: Issue of Piracy and Armed
Robbery
Conclusion
Industry initiatives supporting
recruitment, training and retention
• Raising awareness of the industry, targeting young
people as well as media, politicians, regulators and the
public (www.maritimefoundation.com)
• Enhanced cooperation with educators/trainers
• Policies for cadet berths and training facilities on ALL
new ships
• Programmes for maximum utilisation of cadet berths on
existing ships
• Developing industry standards for Tanker Officer
Training, covering proficiency and experience
• Running seminars and workshops for officers and
seafarers on Tanker Industry issues (e.g. vetting
seminar in Manila)
Industry initiatives supporting
our crew’s welfare and well-being
• Speaking out against unjustified criminalisation, and
challenging bad laws through the courts
• Actively supporting IMO-ILO guidelines on Fair Treatment of
Seafarers (in event of Maritime Accident)
• Campaigning for improved conditions for shore access when
security constraints active
• Working to reduce multiple and overlapping inspections
• Promoting solutions to lessen technical and operational
burden of equipment, systems and associated paperwork
• Prepared guidelines for safe handling of cargoes and fuels,
tank cleaning and entry, and lobbying for better HSE
information on cargoes and bunkers
• Developed guidelines on implementing ILO Convention on
“work and rest hours”
• Promoting higher standards of accommodation as industry
“norms”; (including e.g. broadband, etc.)
TOTS - Tanker Officer Training Standards
(new INTERTANKO initiative)
• Covers officer competences and training, as well as
time in rank and time with company
• An alternative approach to oil companies’ “Officer
Matrix” requirements, based upon “Time in Rank” and
“Years with the Operator”
• Incorporates training modules onboard and ashore,
as well as verification processes
• TMSA compatible
Addresses “Quality and Experience”
TOTS Approvals
TOTS is approved as a Professional
Standard by:
• The Nautical Institute.
• The Institute of Marine Engineering
Science & Technology.
The Issues
• Oil Company Officer
Matrix Systems
 Contradictory
 Prohibits Promotion
 Difficult to Comply with
Requirements
•
•
•
•
Increasing Incidents
Officer Training
Human Element Factors
Shortage of Experienced
Officers
The TOTS Objectives
• Provide a coordinated
response by
INTERTANKO
• Provide comfort to
Oil/Cos via a structured
controlled process;
• Enhance competency
based training;
• Provide verification of
understanding;
The TOTS Objectives
• Ensure compliance with
today’s rules &
regulations.
• “Ease compliance” with
Officer Matrix
Requirements.
• Ensure that the team
onboard will operate the
tanker environmentally
aware & safe.
TOTS Project Partners
Vetting Committee
HEiSC
AET Ship Management
(Singapore) Ltd
Broere Shipping BV
Minerva Marine Inc.
TOTS Working Group
Anglo Eastern Ship
Management Ltd
Brostrom Tankers SAS
Interorient Marine Services
MOL Tankship Management
(Europe) Ltd
Teekay Shipping
(Canada) Ltd
TOTS Project Partners
Warsash Maritime Academy
- Simulator Training/Verification
Malaysian Maritime Academy
- Engineering Skills/Modules
MARLINS
- CBA Verification
Overview of TOTS
TOTS contains Four Elements
1.
TOTS: Training Record Books:
Time in Rank
Time in Company
TMSA Part 3, 3, Stage 4,
TMSA Part 3, 3A, Stage 2 & 3:
TMSA Part 3, 5, Stage 3:
TMSA Part 3, 11, Stage 1
2. TOTS: Computer Based Assessment (CBA)
Time in Rank
3. TOTS: Company Verification (CBA)
Time with Company
4. TOTS: Ship Specific Practical Simulator Verification/Training
Tanker Type Specific Time in Rank
TMSA Part 3, 6, Stage 4
TOTS Pictogram
INTERTANKO – Tanker Officer Training Standards (TOTS)
1-4 = TOTS
STCW
1
Entry Level Core
Competency
Statutory Training
STCW Reg V/1 1.2
Statutory Training
STCW Reg V/1 2.2
IMO Tanker
Endorsement
Chemical
TOTS: Company Based
Rank/Ship Specific
Time in Rank (Tanker)
Time in Rank (General)
Time in Company
TMSA Part 3, 3, Stage 4
TMSA Part 3, 3A, Stage 2 & 3
TMSA Part 3, 5, Stage 3
TMSA Part 3, 11, Stage 1
2
Computer Based Assessment
Time in Rank General
3
Company Verification of
Time with Company
(Module 1A)
Command Tanker Module
Master & Chief Officer
Time in Rank
4
Simulator Training &
Verification (Cargo)
Time in Rank, Tanker Type Specific
Modules 4A, B, C, D, E, & F
TMSA Part 3, 6, Stage 4
Module 4B Chemical Simulator Verification
Module 4D Product Simulator Verification
Module 4F Crude Simulator Verification
(Module 1B)
Senior Engineering Officers
Time in Rank
IMO Tanker
Familiarisation
Model Course 1.01
(Module 1C)
Junior Deck/Engineering
Officers
Time in Rank
Statutory
Requirement
IMO Tanker
Endorsement
Petroleum
(Module 1D)
All Officers
Time in Company
Statutory
Requirement
(Voluntary TOTS)
Company Training Record Book
CBA Training of General
Elements & General
Tanker Sections
Time in Rank
Shore Based
Company Assessment of
Time with Company
(Not: Applicable to Engineer Officers)
Module 4A Chemical Simulator Training
Module 4C Product Simulator Training
Module 4E Crude Simulator Training
(Voluntary TOTS) CBA
Time in Rank
(Voluntary TOTS)
Company Verification
(Voluntary TOTS) Shore Based
Simulator Verification & Training
1. TOTS : Time in Rank
Human Element addressed in
each record Book via CRM:
• Situational awareness
• Planning & Decision
making
• Communications
• Teamwork
• Emotional climate
• Stress
• Managing Stress
• Commercial Organisational
Pressures & Morale
• Fatigue
Presentation
I.
II.
III.
IV.
V.
Introduction
Key Challenges
Industry Initiatives
Focus: Issue of Piracy and Armed
Robbery
Conclusion
Roundtable of International
Shipping Associations
BIMCO, International Chamber of Shipping
(ICS), INTERCARGO and INTERTANKO
The Roundtable represents the entire
merchant shipping industry worldwide
Roundtable Position
• Issue of piracy and armed robbery has been
a recurring theme on the agendas of the
international associations for a number of
years
ROUNDTABLE POSITION:
It is unacceptable that merchant ships and
merchant seamen should be subjected to
armed attacks at sea in the 21st century.
Major concern
• Extremely grave threat to the lives of the
crews and the safe operation of ships
• Not only are the attacks on an upward trend,
but the level of violence has also
significantly increased
IMB Annual Report 2008
• shows an unprecedented rise in maritime
hijacking in 2008
• worldwide total of 293 incidents
• 49 vessels were hijacked, 889 crew taken
hostage and a further 46 vessels reported
being fired upon.
• A total of 32 crew members were injured,
11 killed and 21 missing – presumed dead.
• Guns were used in 139 incidents
• Most of these incidents occurred in Nigerian
and Somalian waters
IMB Annual Report 2008
“ 2008 saw the largest tanker ever being
hijacked by Somali pirates, and successful
attacks being carried out at greater
distances from land than in previous years.
All types of vessels with varying freeboards
and speeds were targeted. The pirates
boarding the vessels were also better armed
than in previous years and prepared to
assault and injure the crew.”
Baco-Liner 2
MV Hereford Express
• Livestock Carrier – ballast voyage
• General Santos, Philippines to Broome,
Australia
• Armed attack by unidentified water borne
crafts, 7 June 2008 at 09.45
• Lat 03 24.6N Long 125 05.1E (Indonesian
Archipelago)
MV Hereford Express
MV Hereford Express
• .
MV Hereford Express
• .
Recommendations
• The Indonesian government be formally
requested to clarify this incident
• The Indonesian authorities provide clear
guide lines as to how their Marine Police
and Cost Guard undertake interception of
merchant vessels so that Master of
merchant vessels can determine more
clearly if it is an “official” approach or
potential piracy attack.
Piracy Trends
• When looking at trends from various sources
like ReCAAP, IMO and the IMB reports one
thing became evident:
• More and more of the incidents occur in
TERRITORIAL WATERS
Industry Solutions at Micro Level
This will involve actions and preventive
measures being taken by shipowners and
their crew on each ship
Actions by seafarers
• Be vigilant
• Reduce opportunities for theft
• Secure Restricted Areas at all times and
establish safe secure area(s)
• Maintain, exercise and regularly review your
Ship Counter-piracy Plan
• Report all incidents to the coastal and Flag
State authorities
Actions by Seafarers
•
•
•
•
•
The Counter-piracy Plan
The need for enhanced watch keeping; use of
lighting and surveillance, detection or perimeter
protection equipment
Crew responses if a potential attack is detected or
an attack is underway
The radio and alarm procedures to be followed
The reports that should be made after an attack, or
an attempted attack
Training to ensure crew react consistently to an
incident
Industry Solutions at Macro Level
• The industry has issued its own guidance for
merchant ships to protect themselves
against attacks whether in territorial waters
or on the high seas
• Urged relevant coastal states to take
effective action against attacks on merchant
shipping in their territorial waters
• Strong support to the IMO in its efforts to
tackle the problem at inter-governmental
level
Solutions: Involvement by Governments
The Regional Cooperation Agreement on
Combating Piracy and Armed Robbery
against Ships in Asia (ReCAAP)
The Integrated Coast Guard Network of the
Maritime Organisation for West and Central
Africa (MOWCA)
Solutions: Involvement by Governments
The European Union’s Operation “Atalanta”
This Joint Action by EUNAVFOR in the GOA, the establishment of
the Maritime Security Centre Horn of Africa (MSCHOA) and the
subsequent "Close Support Group Transit" system" took over the
French led convoy in November 2008.
INTERTANKO fully supports the work been undertaken by EUNAVFOR
MSCHOA and UKMTO and has worked closely with them and provided
staff on secondment to MSCHOA as "Merchant Navy Liaison Officers"
Feedback from Masters who have used the MSCHOA "Group
Transit Corridors" is proving excellent and recommendatory.
All owners are strongly advised to register their companies with MSCHOA
at their web site http://www.mschoa.eu/
Increasing Trends: 3 Key Aspects
• Very complex economic and political internal
challenges for countries on the top of the list
of hotspot areas
• Capturing perpetrators – major challenge,
Art. 111 UNCLOS Right of Hot Pursuit; lack
of cooperation between some regional
governments; and lack of resources
• Loopholes in the international legal
framework that undermines the effective
prosecution of perpetrators
International law and Maritime Zones
Under international law, the rights and
obligations of states with respect to attacks
against ships are dependent upon where
the attack took place
a) High seas / EEZ
b) Territorial waters
International Treaties
Geneva Convention on the High Seas of 1958
and repeated in the UN Convention on the
Law of the Sea of 1982 Piracy (UNCLOS)
One of the major deficiencies of the
international rules concerning the
suppression of piracy is its narrow definition
of piracy under Art. 101
UNCLOS Article 101 Definition of piracy
In order to be considered an act of piracy the
following 5 elements should be fulfilled:
1. Illegal act of violence such as robbery, murder,
assault, rape
2. Motivated by private gains
3. Committed by persons on board a private ship
4. Directed against another vessel
5. High seas or outside any States jurisdictions
UNCLOS Limitations
• 2 ships rule – attacks by crews / stowaways
not included
• Motivated by private gains – political terrorist
type attacks not covered
• Most attacks happen in territorial waters;
therefore acts are not punishable under Art
105.
• Article 111. The Right of Hot Pursuit ends
when the fleeing vessel enters its own or a
third state’s territorial waters
Jurisdiction in the Malacca and Singapore Straits
SUA Convention
• Italian cruise liner Achille Lauro 7 Oct 1985
• 4 armed Palestinian militants (PLF) hijacked the
ship and demanded the release of 50 Palestinian
prisoners held in Israel (not motivated by private
gains and therefore not covered by UNCLOS)
• The gunmen killed a Jewish- American passenger
(2 ships rule not fulfilled)
• In Egyptian waters (UNCLOS Art. 101 piracy
definition only applicable to high seas attack)
• Led to the promulgation of the SUA Convention
(Suppression of Unlawful Acts Against the Safety
of Maritime Navigation) or more commonly known
as the Rome Convention convention in order fill
the gaps left by UNCLOS.
Limitations of the SUA Convention
• Only applicable within the jurisdiction of
States party to it
• the decision by the parties to enforce the
Rome Convention is ultimately discretionary
•
The Convention does not provide for any
sanctions against parties who fail to fulfil
their treaty obligations
International law and Maritime Zones
Under international law, the rights and
obligations of states with respect to attacks
against ships are dependent upon where
the attack took place
a) High seas / EEZ
b) Territorial waters
Territorial Waters
Within territorial waters, jurisdiction over
armed robbers rests solely with the Coastal
State
IMO MSC
The Committee reiterates its request for
Member States to provide reports to the IMO
on action taken by their governments
against incidents reported to have occurred
in their territorial waters.
Conclusion
With this I will end my presentation and I hope
that it helped highlight the vulnerability of
seafarers. The ship is the seafarers’ home,
they are in the frontline, and it is really up to
us working ashore to support them.
THANK YOU
www.intertanko.com
www.themaritimefoundation.com
www.shippingfacts.com