Seaways

May 2020 www.nautinst.org

The International Journal of The Nautical Institute

Keeping a clear view Business, but Handrails – what’s Colregs – still fit
Piloting in a pandemic p04 not as usual the risk? for purpose
Change and When health and safety The case for the
continuity p06 collide p24 status quo p28

Keeping the
world moving
Annual report p08
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 Contents
Comment & Opinion
03 Focus
Vice President André LeGoubin FNI
Features
04 Pilot’s Column
Piloting in a pandemic
06 Business – but not as usual
Chief Executive John Lloyd FNI
08 Annual report of the Trustees
Activities and results of The Nautical
Institute in 2019
14 Professional development –
more important than ever
Developing a growth mindset
16 Why IMO membership
matters
Reflections on our attendance
as an NGO
Seaways
The International Journal of The Nautical Institute
The Nautical Institute
202 Lambeth Road
London SE1 7LQ
Tel:+44 (0)20 7928 1351
Fax:+44 (0)20 7401 2817
Website: www.nautinst.org
ISSN 01 44 1019
© 2020 The Nautical Institute
22 Stowaways by Sea and Rescue
May 2020
Reporting back
of Migrants
A vital text updated for today’s world 21 NI courses
24 Should you hold that 30 Nautelex
handrail? News affecting the maritime professional
Rethinking risk in a post-Covid world
Members & Branches
26 Facing up to reality
Time to update testing for OOW 31 Branch activities
certificates Reports on branch activity and events
32 Letters
28 Colregs – still fit for purpose
We need to change training, not the
35 Around the NI
Rules 36 New members
MARS
17 MARS reports
Fatal fall into water; finger crushed;
‘compliant’ yet still fatigued; more fatigue,
another grounding; Line Throwing
Apparatus incident; blown onto a lee
shore
Editor: Lucy Budd
E-mail: editor@nautinst.org
Advertising manager:
John Payten
Vice Presidents:
Captain Trevor Bailey FNI
Captain G H Livingstone FNI
Captain D A P McKelvie FNI
DP Certification & Training email:
DP@nautinst.org
Seaways is posted to all Institute
E-mail: jpayten@jpmediaservices.com Jillian Carson-Jackson FNI
Captain A Le Goubin FNI members. The subscription rate to
Tel: + 44 (0) 1737 852135 others is £115.
Captain Steve Pelecanos FNI
Mr W Vervloesem FNI The Nautical Institute is a company
Nautical Institute Chief Executive: Treasurer: Captain D Telfer FNI limited by guarantee No. 2570030 and
John Lloyd FNI Publications sales: pubs@nautinst.org a registered charity in the UK
Email: John.Lloyd@nautinst.org No 1004265.
Membership enquiries:
The Nautical Institute President: member@nautinst.org Printed in the UK by
Captain N Nash FNI
Stephens & George, Merthyr Tydfil
 Annual General Meeting 2020
To be held online
Thursday 2 July 2020 1300 BST (1200 GMT)

Council Notice 1
In accordance with Article 11 of the Articles of Association and Constitution, the Annual General Meeting 2020 is scheduled to be held
on 2 July 2020 at 1300 BST. The meeting will be held online. Members will be informed of registration and joining procedures as soon as
possible.

Council Notice 2

In accordance with Article 22 of the Articles of Association and Constitution, Council shall notify all members of vacancies which are to
occur among the officers and members of Council at the Annual General Meeting.

In accordance with Article 22 of the Articles of Association and Constitution, any two members entitled to vote may nominate eligible
persons for election to Council – please send your nomination in writing to the Chief Executive at NIHQ (sec@nautinst.org).

Council Members
Sea-going: Shore-based:
Proxy notice: members unable to attend may appoint a proxy to vote on their behalf.
By Order of Council

The agenda for the AGM is set out below.

13.00 Welcome by the President

Presidential address: Captain Nick Nash, FNI

Institute business: Resolution 1 – To confirm the minutes,

To receive the annual report of the Executive Board of Trustees
Resolution 2 – To adopt the audited accounts
Resolution 3 – To appoint auditors.

Update on matters related to

The Nautical Institute Chief Executive John Lloyd FNI
Election of Council members
Election of members of the Executive Board
Election of Vice Presidents
Election of Senior Vice President: Captain André LeGoubin FNI
Election of President: Jillian Carson-Jackson, FNI (SE Australia (ACT))
Acceptance address of new President

14.00 Close of business

Special Notice
Please watch your inbox for further information on how to register and vote at the AGM.
Please note that the International Seminar Event has been postponed until further notice.

2 | Seaways | May 2020 Read Seaways online at www.nautinst.org/seaways

 Captain André LeGoubin MNM MA FNI Vice President - The Nautical Institute
Focus
Weathering the storm
H
ello from South America, where I am working
as a Ship-to-Ship (STS) Mooring Master and
Person in Overall Control (POAC). At the time
of writing this, I have come to the end of
my tour of duty, but, like many, many seafarers at the
moment, neither I nor my relief are able to travel due to
Now, perhaps the worldwide travel restrictions. I empathise with all of
more than ever you in a similar position. I also feel for the seafarers at
home, due to join ships and start a contract. So many of
before, we have you will not get paid until your contract starts and I am
in no doubt of the hardship this is bringing on you and
seafarers onboard your families.
our ships who This is a really frightening time for some seafarers.
You can see it when you board a ship and some of
need a mentor. those on board look at you and wonder if you are ‘the
one’ bringing the virus onboard their currently healthy
They may be in vessel. Or as our team leaves the ship and it sets off on
desperate need a trans ocean voyage with those on board wondering
how they will deal with an outbreak when they are mid
of someone to talk ocean and thousands of miles from the nearest port
to, someone who and medical facilities.
But it is not only seafarers on vessels that are
will listen to their trading the oceans that are affected. Let’s not forget
the thousands of seafarers that work in the offshore
concerns and not industry in various parts of the world, many of them
just dismiss them. holding The Nautical Institute DP certification. From
recent reports in the maritime press we know that they
too are having problems, not only in getting to and
from the marine installations – sometimes through
countries with escalating social unrest – but with the
virus going around the boats and rigs and no decent
medical facilities available when required.
Over the last few weeks it has become apparent to
me that now, perhaps more than ever before, we have
Read Seaways online at www.nautinst.org/seaways
seafarers onboard our ships who need a mentor. But
this time I am not going to ask you to pass on a piece
of your nautical, experiential knowledge. I would like
you to look around your vessel and try and identify
seafarers that are having an (emotionally) difficult time
at the moment. In particular, I would like you to focus
on the younger seafarers, especially those of a different
background to your own. They may be in desperate
need of someone to talk to, someone who will listen
to their concerns and not just dismiss them. As with all
mentoring that I advocate, 10 minutes is all it should
take, but you may really make a difference in that young
person’s life – more so than perhaps you can ever
imagine.
We hear various analogies for what we are going
through at the moment. It is often described as a ‘war’
against an invisible enemy. Being a seafarer, I tend to
think of it as a storm. I feel, as I am sure many of you do,
‘hove to’ at the moment and unable to make much if
any headway. But like any major storm, it will start to
pass, and we will be able to move ahead again. Most,
but not all will make it through – but like weathering
any storm, there are actions we can take to help protect
ourselves and those around us. Wearing the correct
PPE, social distancing and being a mentor will make a
significant difference.
As members of The Nautical Institute we belong
to a great maritime institution. With all the messages
of support and encouragement we, as members, are
receiving from all over the world, I hope you feel and
draw strength from the bond that we have.
Keep in touch, stay safe, stay well and hopefully see
you soon.
André
May 2020 | Seaways | 3
Captain William Hargreaves FNI
Pilot’s column
Piloting in a pandemic –
a personal perspective
O
n the plus side, traffic is light. On my way to the port, it only
takes 20 minutes to complete a journey which, in normal times,
takes up to an hour. Furthermore, there is never a problem
finding a parking space. Apart from a sprinkling of vehicles, the
car park is nearly empty. Since all the office staff are working from home,
the cars belong to the essential workers: Vessel Traffic Service (VTS) staff,
berthing officers and, of course, pilots. All frontline workers or, as one wag
put it, quay workers. But none are more frontline than the pilots.
As the coronavirus epidemic crisis developed, VTS, quite rightly,
took early steps to protect and isolate themselves as much as possible.
They banned visits and identified their own designated kitchen and
washroom facilities. While the building is shared by other office staff and
pilots, a stairway and access was restricted for the exclusive use of VTS
staff. Berthing officers, who are responsible for the preparation of the
berth and the correct positioning of the ship, could also maintain social
distancing. With the government lockdown the office emptied, but until
then pilots shared facilities with the rest of the staff.
Getting on board
The nature of a pilot’s job inevitably brings him or her into close contact
with others. Just getting to and from the ship will involve a combination
of taxis and launches. Who has just been in the taxi? Who has the taxi
driver been in contact with? As the crisis escalated the port authority tried
to reduce this particular risk by switching to dedicated cars and drivers.
The launches themselves are kept clean and all surfaces are very regularly
sanitised. By sitting at the back of the cabin, the pilot can maximise the
distance from the crewmen – but it’s still not two metres. And what
happens when the boat is carrying two or more pilots? Some pilots
choose to wear masks. Simply put, it is inevitable that the pilot boarding
an inbound vessel will already have been in close proximity to at least
three individuals before he or she arrives at the bottom of the pilot ladder.
For a ship with no declared cases of Covid-19, the boarding is pretty
much as it has always been. Some pilots have always worn gloves
climbing the ladder, some don’t. I don’t, preferring to grip the rope and
Use of PPE on the
bridge varies
4 | Seaways | May 2020
stanchions with my bare hands. Where coronavirus has changed my
habits is that as soon as I reach the deck I use my hand sanitiser. On the
way to the bridge I try to avoid touching doors and other surfaces. (These
days I’m more than happy to step back and let the crewman open the
door for me). And, of course, definitely no handshakes.
Of all the restrictions and procedures that have been introduced in
the wake of the coronavirus it is, perhaps, the absence of handshakes
that seems the biggest change. The international symbol of friendship,
welcome and confidence has been removed overnight. While the media
have talked of the Wuhan Shake and Elbow Nudges, most Captains and
myself seem happier to use the other ancient symbol of friendship – the
raised open palm. But that’s okay in daylight. Before lockdown, I would
arrive on a darkened bridge, blindly reaching out my hand. It was quite
reassuring to get a fumbled handshake from the Captain whose eyes
were already adjusted to the darkness. Now I’m left loitering at the door
until my eyes adjust.
On the bridge
And what is the bridge team wearing? Masks? Gloves? Either? Both? Even
now, a month into lockdown, there is still no clear-cut decision on the
efficacy of either outside the clinical setting. Shipping companies and
individual vessels have introduced their own individual requirements.
If the design of the ship allows, I am now always taken up the external
stairway. A few ships have managed to acquire electronic infrared
thermometers, so my temperature is checked before entry.
An Italian tanker company, perfectly understandably, has introduced a
quite stringent procedure. Before entering the wheelhouse I’m required
to dip the soles of my shoes into disinfectant and don surgical gloves and
mask. But none of the ship’s staff wear gloves or mask. On other vessels all
the bridge team were also wearing gloves and masks. But they removed
the masks to smoke on the bridge wing and to drink their coffee. At no
point did I see them sanitise their gloves, though they were all using the
same equipment.
Full protective gear presents
a number of challenges
Read Seaways online at www.nautinst.org/seaways

Wherever possible, (and I’ve successfully argued this on a number of
vessels), rather than wear gloves I prefer to frequently sanitise my hands
and – as previously mentioned – try to touch any parts of the bridge
as little as possible. Consequently, I find myself using my personal VHF
radio in preference to the ship’s set. Similarly, the pilot’s personal unit,
(PPU – a pilot’s own electronic chart system) has the advantage that only
my (sanitised) fingers have been all over it. Wearing PPE also has serious
consequences on a pilot’s eating and drinking; it is impossible to drink a
cup of coffee through a mask or eat a meal. So, with an apologetic shrug,
on most ships it is not offered. So I content myself with a surreptitious sip
from my own bottle of water – well away from others.
It is clear that nearly all vessels are taking the crisis seriously. But not
all. I will still board a vessel where life seems to have passed them by. No
protective equipment worn, nor expected to be worn by anyone. I’ve
even had to refuse the Captain’s handshake – though I have yet to meet
the Captain who greeted a Cork pilot with the cheery welcome: ‘What’s
the fuss, and why did you close all your pubs?!’
While it might appear that the response onboard most vessels is
somewhat piecemeal, this is certainly not the case on a ship that has
declared that it has Covid-19 onboard. The pilot will wear full protective
gear: gloves, mask, goggles and a protective oversuit. Wearing this level
of protective gear generates its own problems. Just wearing a mask
muffles speech, making things particularly difficult for the listener, whose
first language is rarely English. Wearing gloves makes operating bridge
equipment awkward, especially touchscreens. Goggles have a tendency
to steam up, making compliance with Rule 5 of the ColRegs problematic!
The oversuit inhibits movement. Overall, the general consensus is that
the very necessary PPE is quite stressful and tiring to wear. The numerous
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Pilot’s Column
pictures on social media of pilots in PPE with their thumbs up don’t tell
the whole picture! They were almost certainly taken before going on
board or at the start of the job.
Changing traditions – and maintaining them
This is written in the middle of the crisis, I hope. (It’s the fourth week of
lockdown in the UK and I – and the rest of the world – hope there are
not many, many more months of this ahead of us). But the World Health
Organisation is now saying people’s actions will have to change once
this pandemic is over. (It has been said that after the bubonic plague
the British stopped greeting people with a kiss on the cheek.) Does that
mean the end of the handshake with the Captain before and after an act
of pilotage? I hope not, and I remain optimistic, mainly because traditions
at sea remain strong. And although another tradition has at the moment
been regrettably suspended, I look forward to the day when the first
question I am asked when I walk on the bridge is again: ‘How do you like
your coffee, pilot?’
Captain Hargreaves is a pilot in the port of Southampton
£15
PER
MONTH
witherbys.com Navigation House, 3 Almondvale Business Park,
Almondvale Way, Livingston EH54 6GA, Scotland, UK
May 2020 | Seaways | 5
Feature: Working around Covid-19
NI business –
not quite as usual
Staffing Needs
In responding to Covid-19 we have had the
safety and well-being of our staff, members,
friends and families at the forefront of our
minds. Protecting our staff, especially in times
of difficulty, is a sign of a caring organisation
and demonstrating this effectively is important
to me and my team of directors and managers.
Early in the sequence of events we took the
decision that, following government advice,
we should protect those members of staff
who are in a high-risk category. We provided
facilities for them to work at home and ensure
those showing any symptoms remains away
from the workplace. We also introduced a
programme where remaining staff worked
from home on alternate days, so that only half
the staff were in the office at any one time. This
provided for enhanced social distancing and
gave those working at home a chance to test
their connectivity and ability to be productive.
As things turned out this preparation was
extremely worthwhile.
We have tested our business continuity
plan twice in the past two years, so in
many respects we were already geared up
to operate in challenging circumstances.
In particular, we had exercised remote
working and dealing with our activities being
displaced from the office.
The rapid escalation of advice in the UK
demanded an acceleration of our work from
home plans and from 25 March everyone
was equipped with access to computers and
communications to deliver services remotely.
From this point onwards our external
communications were all by email – and
remain so at the time of writing.
6 | Seaways | May 2020
Membership Services
The bedrock of The Nautical Institute as a
professional body is our membership services.
Up-to-date records of membership are very
important as this defines the list of people
who receive Seaways directly and who are
eligible for our insurance cover. By the time
lockdown came, Caetano Sato (Assistant
Manager, Membership), was in self-quarantine
in Brazil, but was still handling renewals and
enquiries about membership grades as well as
supporting preparation for our Annual Report.
Communication during any crisis is critically
important and I implemented a couple of
changes to ‘normal operations’. I asked David
Patraiko (Director of Projects) to lead our
external communications, including member
communications. This included producing a
special message about the threat of Covid-19
which now forms the centre of a new section
of our website in which we provide guidance
from leading authorities on the steps and
precautions to consider taking.
We now put out a weekly update to all
members from myself. My thanks to the
members who responded positively to this
initiative. I am always interested to know
what else members would like to hear about
through any of our media.
I asked Bridget Hogan (Director of
Publications and Membership), to head up our
internal communications, which are especially
important to ensure we can support staff
throughout the current dispersed working
arrangement. This makes use of a wide
range of technologies, including phone calls,
messaging services and online meetings.
Publications
The April edition of Seaways was completed
on time thanks to our Editor Lucy Budd and
her team. With most logistics chains still in
place at the time, deliveries around the world
were sent out as usual. This is something we
will keep under review as time progresses.
Editorial work will continue seamlessly, but
distribution may be a challenge for a while
as national and international carrier services
are reduced. Don’t forget all issues of Seaways
are available on-line for our members after
logging in to your account.
In late March we resumed our book sales
and services though our new distributor,
having switched warehouse and distributor
at the end of February. Despite the combined
challenges of working from home and bedding
in a new supplier, things have got off to a great
start as Jon Hunt and Fernanda Almeida have
tended to the orders that built up during our
supplier transition. Sales and orders continue,
but a lack of confidence in deliveries brought
about by the uncertainties, especially overseas,
makes this a difficult time for our customers
– though the team has full capability at HQ
and is looking forward to helping all of our
customers as soon as restrictions ease.
Preparations for our new publications have
continued without hindrance and in the
coming weeks and months we look forward
to launching new books on Stowaways at
Sea, among others (see p22-23 for more
information). Watch this space for more
information on new publications and a move to
offering digital publications in the near future.
Read Seaways online at www.nautinst.org/seaways
 Feature: Working around Covid-19

The outbreak of Covid-19 on a global scale has brought fear and

uncertainty to key workers around the world. Every organisation has
had to respond urgently to shape its business in a different way. The
Nautical Institute, headquartered in London, is no different.

Captain John Lloyd FNI, Chief Executive Officer, explains how

the NI has responded and how we continue to serve the needs of our
members and other stakeholders.

Dynamic Positioning Projects and Technical Support Ensuring Sustainability

Much of our interaction with the maritime
community is through our world-leading
Dynamic Positioning qualification scheme.
All the processes were completely revamped
during the first 10 days of lockdown – and are
already back to service speed. This is a great
achievement by Jenny Daintree and her team.
We are currently processing all applications
and issuing digital certificates, and hard copy
certificates will be issued once the office is
able to re-open. All submitted papers will be
returned at the same time.
We moved rapidly to make sure DPOs with
valid qualifications were not affected by the
difficulties of administration. The period of
our ‘letter of indemnity’ was extended by six
months for those applications that had been
received in the office, and we also extended
the period of training for a short while.
Training Centres have been badly impacted
by travel restrictions and, in many cases, forced
closure. Despite this, our Accreditations team,
led by Qasim Masood, has continued to deliver
‘business as usual.’ Regional Training Provider
meetings have been held online and the
routine administration of the DPO Scheme
has continued. Most importantly, the NI has
worked to create innovative training solutions
that will allow DPOs to commence their training
and proceed to sea. This work will help ensure
training centres remain viable and that the
disruption to the training pipeline is minimised.
Thanks to the DPO team for this work
and also to the Training Centres for their
active participation in developing credible
and sustainable training delivery and
assessment solutions.
While David Patraiko has been taking the lead
on external communications, we have been
exploring new avenues of communication
with our members – and the industry in
general. These have included interviews,
webinars and video recordings with great
input from Martin Fothergill and the rest of
the team. Importantly, we have engaged our
President, Senior Vice-President and others in
the communications to reach as many people
in as many different sectors as possible. We
are also exploring how digital solutions and
a truly devolved membership could provide
new opportunities for the NI and welcome
members’ thoughts on this.
Noting the importance of engaging main
stream media, we have sent video clippings to
the BBC World Service in support of their news
coverage of factors affecting mariners. We
continue to maintain the technical content of
the website, respond to IMO Briefings and are
preparing the next edition of The Navigator.
In the courses department, Maneesh Varma
and his team of instructors and subject matter
experts have been busy converting our
popular classroom based courses to a remote
learning solution.
One such course has been trialled already
and a second will commence delivery in
mid-April. No doubt further developments will
emerge in this important area for us.
As Chief Executive of The Nautical Institute, I
have already conducted an initial assessment
of the financial and operational impact of the
Covid-19 crisis on our organisation. There is no
doubt we will be required to remain agile and
responsive as the global position changes. I am
equally in no doubt that our organisation will
have to respond to these difficult conditions.
I am still working with colleagues on
solutions and will report back next month
on the changes that we are making. My
priorities are:
1. The health and well-being of my staff and,
so far as I can influence this, our members;
2. The sustainable operation of The Nautical
Institute as a professional body for those in
control of ships;
3. The continued support of our range of
member services including publications
and support for branches;
4. The continued delivery of Dynamic
Positioning and Oil Spill response
accreditation and certification services
In closing, I wish every one of you and your
families safe passage during this difficult
time. Once again the Merchant Navy is
demonstrating a global capability and capacity
for dealing with the greatest of challenges, yet
remains unseen by most of our customers.
Thank you for your service, your resilience
and professionalism. Those who know this
work appreciate this beyond measure and you
are worthy of all our support.
With my very best wishes
John

Read Seaways online at www.nautinst.org/seaways May 2020 | Seaways | 7

Trustees’ Annual Report
The Nautical Institute
Annual Report – 2019
John Lloyd FNI
Chief Executive and Company Secretary
on behalf of the Executive Board
2
019 saw varied activity at The Nautical Institute. The short
courses were in a consolidation phase. The first cycle of
Dynamic Position certificate revalidations was completed.
Publications achieved their second highest level of sales.
This was the second year of Captain Nick Nash’s Presidency, and he
represented the organisation at several events around the world.
There was more optimism than in recent years in the oil and gas
sector, and this was reflected in some increase in related training and
increased demand for logbooks. The NI held its first Global Meeting
for training providers in Rotterdam.
The two-year pay freeze for Headquarters staff was released in 2019
and the pay review date brought forward to January to reflect the
annual budget cycle. Staff turnover was low and absenteeism for sick
leave was below sector averages.
Revenue in the year was slightly ahead (3%) of budget thanks in the
main to particularly strong figures in publications.
The ISO 9001:2015 quality management standard was successfully
maintained. The audit in January 2019 made no findings and reflected
on several areas of good practice.
The Executive Board Trustees are very grateful for the support given
to the Institute for the printing and distribution of The Navigator which
this year received new grants totalling £125,000 from International
Foundation for Aids to Navigation (IFAN) (£100,000) and Trinity
House (£25,000). Thanks to this support The Nautical Institute
continued to print and distribute close to 100,000 copies of The
Navigator per issue.
8 | Seaways | May 2020
Considerable effort was expended on membership activities during
the year, including additional support for branch administration and
the provision of complimentary short courses through a relationship
with Videotel.
One highlight of the year was the Annual General Meeting held in
Hong Kong, courtesy of the Hong Kong branch, and attended by over
100 delegates. We received generous sponsorship for the event, and
shared an evening reception with the Women in Shipping and Trading
Association (WISTA).
Staff and volunteer delegates from the membership have had
another busy and productive year representing the members’ views at
all the International Maritime Organization’s (IMO) meetings, and
attending our own Council, Executive Board and other Committees.
This report aims to give an overview of the work of the Institute
during the year. The Trustees are grateful to the many members and
the staff whose dedication and professionalism continue to contribute
to an effective and well-respected organisation.
The work of the Institute is not only a service to members but also
a public benefit to maritime professionals, the industry and society
in general. By sharing knowledge in nautical science and raising
professional standards, we improve safety and the protection of the
marine environment worldwide.
FINANCE AND STAFFING
The Trustees keep under review the Institute’s income, expenditure
and cashflow as well as risks that may affect its operations or reputation.
The management of the investment portfolio was kept under review
in a fairly volatile market which was affected by a certain amount of
global uncertainty, but overall growth and a good income stream was
maintained. The Reserve policy was reviewed to ensure the Institute’s
contingency needs continue to be met and the Contingency Reserve
Read Seaways online at www.nautinst.org/seaways
 Trustees’ Annual Report

The publication of the Ships’ Officer supplement was well

received, although funding to further develop it has sadly not yet been
forthcoming.
The move from biodegradable plastic wrap to paper wrap at
the beginning of 2020 is under review, as some copies are arriving
damaged.
Marketing and Comms
The Institute’s new website was launched at the beginning of May
2019 and has been well received. In addition to a fresh look and feel
it has delivered a number of practical benefits. For example, members
can now log their professional development activities in the password-
protected members’ area. New members also have the option to pay
their membership subscription by direct debit from day one.
In November, we launched our ‘Shipping Leaders 2019’ event,
designed to provide our key stakeholders with an overview of the
Institute’s work during 2019 and plans for the following year. The
event was a huge success and attracted many of the maritime industry’s
was adjusted to reflect the changing staffing level. The Fund value at leading figures.
year end was £1,120,284 reflecting a total return of minus 5.3% (£57k) Our social media profile continues to grow and is under review
in difficult trading conditions. following some thought-provoking suggestions from members of the
The 2019 accounts reveal an operating surplus of £243,946 versus Younger Members Council.
budget of £42,000. This was substantially better than the small
budgeted surplus and reflects the success of the sales in publications
The Navigator Magazine
The Navigator magazine continues to inspire professionalism in marine
and the cost control measures.
navigators and its impact is evident from the hundreds of testimonials
Please note that these figures are all taken from the management
sent in throughout the year (mostly through Facebook). The Navigator
accounts. While we would usually publish the audited accounts
works for a number of reasons:
in Seaways along with this annual report, the auditors have not yet
O It’s attractive and easy to read and share in its paper format;
returned their finalised report at the time of going to press. They will
O It encourages thought and starts discussions amongst navigators
therefore appear in the June issue.
which leads to learning;
PUBLICATIONS O The unprecedented distribution network makes it available to
2019 proved to be one of the best years for book sales in the Institute’s everyone on a global basis regardless of a subscription.
history. The launch of Guidelines for Collecting Maritime Evidence With generous funding from IFAN and Trinity House we were able
Vol 2 during London International Shipping Week was the success of to deliver 300,000 paper copies of The Navigator and many thousands
the year. By the middle of November some 5,300 books worth about more copies by the app and free downloads. Issue 20 explored the
£170,000 had been sold. Interest continues high. Much of the effort concept of Navigation Assessments and how a mentoring approach
during the year was taken up in this project to ensure the book would from an independent observer can add value to the bridge team and
be the high-quality product we expected it to be. company performance.
The latest Royal Navy book, the Admiralty Manual of Navigation Issue 21 covered the issue of weather, while issue 22 focused on
Vol 1 Principles of Navigation, was successfully launched in London the main causes of accidents and how to avoid them. We appreciate
with about 50 people attending a seminar with speakers including the the regular contributions and support from the Royal Institute of
Royal Navy’s First Sea Lord. This book has also enjoyed high sales. Navigation and their representative Dr Andy Norris FRIN, FNI.
In November we supported an international meeting of booksellers,
hosting their AGM at The Nautical Institute’s headquarters in London.
This attracted 26 leading booksellers from all over the world and
provided the perfect opportunity to showcase the Institute’s wide range
of book titles.
Some 17 publications are under development with new ideas
coming all the time. A third edition of the DP Operator’s Handbook
has already been launched and has achieved good sales.
Seaways
The Seaways print run has fluctuated between 7,100 and 7,800
throughout the year, but the average print run is around 7,500. We are
seeing an encouraging upturn in the number and quality of reports
from branches, and the letters page continues to be as lively as ever,
with discussion sparked both by Seaways articles and issues from the
wider maritime world. The introduction of autonomous technology
and what it will mean for people in the industry has been a key theme
this year, reflecting the concerns and enthusiasms of our members.
In addition to the usual range of articles, conference reports and
letters, we have been making greater use of Seaways to keep members
informed of offers, events and courses.

Read Seaways online at www.nautinst.org/seaways May 2020 | Seaways | 9

Trustees’ Annual Report

BRANCHES AND MEMBERSHIP Supporting branches

Membership recruitment remained strong in 2019, and by the end of A key factor in the retention of members was the development of a
the year was almost at the 7,000 mark – a milestone which it in fact branch toolkit containing guides and advice on external resources such
as GoToMeeting, Eventbrite, and Doodle, helping branches to engage
reached in early 2020, for the first time in the Institute’s history.
directly with members.
Branch web pages have been given more functionality since
Grade Number the launch of our new website. This allows branch officers to add
events and announcements to directly engage with members and
Hon. FNI 22 non-members. The creation of NI branch mailboxes has improved
FNI 522 communications, allowing the committees to deal with emails related
AFNI 2185 to them. New guidance on the usage of social media has enabled
branches to promote the benefits of membership to a wider audience.
MNI 3740 We have also strengthened the ways in which we show our
AMNI 18 appreciation of those who have recruited a significant number of
AMNI (S) 460 members. Our member recruitment scheme now includes either a
subvention or NI publications for a local institution, as well as the
Total 6947 existing trophy and certificate of appreciation.
Total membership as at end 2019
Younger Members’ council
Addressing the concerns of our international network of members is
We continue to add benefits to improve member retention. The key to making improvements to our industry. A Younger Members’
introduction of free online Videotel courses has proved immensely Council (YMC) has been established to improve representation of
popular, with hundreds of members taking at least one course during the cohort between 18-35. The YMC meet twice a year on the same
2019. More recently we have formed a partnership with The CV timeline as the main Council. Members expressed concerns regarding
& Interview Advisors to provide members with a series of webinars the poor training of young seafarers which leads to more accidents and
focused on career building. The latest addition has been an agreement near misses. They provided valuable feedback to the Council and made
to supply members with access to Microlearn courses to support their an action plan suggesting a strategy to help the NI towards improved
continuing professional development. representation of the wider maritime community.

Geographical Distribution

Regional distribution of members – correct as of Q1 2020

10 | Seaways | May 2020 Read Seaways online at www.nautinst.org/seaways


PROJECTS and IMO
Member Engagement
The ability of the NI staff and volunteers to engage with the industry
is only made possible by constant support from our members. At
the IMO, IALA, and countless other industry fora both formal and
informal, we are respected as a practical and professional grassroots
organisation representing mariners from around the world. We seek
feedback on articles published in Seaways, The Navigator, our books
and our website from:
O Targeted discussions on LinkedIn and other social media platforms;
O Twice yearly newsletters and video conferences for branch officers.
We highly value the input from our SeaGoing Correspondence
Group (SGCG), an e-mail group that can react in nearly real time
to technical debates, giving us the authority to influence discussions
in a practical manner. Our committees are another strong source of
advice, particularly the Technical, Professional Development and IMO
Committees. Staff are always pleased to engage with our members
through visits to Branches and international events. We welcome our
members to visit us in NIHQ if they are in London.
Representation
A key part of our role as a membership organisation is to represent our
members’ views on industry issues such as regulation, training and
education, best practices and the use of technology. As with many
other industries these issues are changing rapidly and constantly. It is
likely that in the years to come our industry will change more than at
any time in history. We understand that our members are concerned
about many of these issues, want to maintain their understanding and
professional development in these areas, and also want to offer good
advice to ensure a happy legacy for the next generation of ‘those in
control of seagoing craft’. The Executive Committee and Council will
govern the Institute as best as possible to maintain industry engagement
to ensure that membership of the NI is of maximum value.
IMO Matters
The NI continues its involvement as an IMO NGO. We attend a broad
spectrum of committee and sub-committee meetings to address the
wide range of our Members’ interests, including the Maritime Safety
(MSC), Maritime Environment Protection Committee (MEPC), Ship
Design and Construction (SDC), Pollution Prevention and Response
(PPR), Navigation, Communications and Search and Rescue (NCSR),
Ship Systems and Equipment (SSE), the Legal Committee (LEG),
the Facilitation Committee (FAL), Human Element Training and
Watchkeeping (HTW), Carriage of Containers and Cargo (CCC), and
Implementation of IMO Instruments (III). For each of these meetings,
the process is to prioritise papers of interest, discuss draft strategies with
the IMO Committee, manage delegate attendance, compile a post
meeting report and to inform the longer-term NI strategies.
In 2019 the NI IMO Committee prioritised the following issues:
O MASS – Participation in CG definitions and scoping exercise,
impact on human element;
O eNav (S-Mode) – approved by the IMO in May;
O Corruption – Supporting ICS and the Maritime Anti-Corruption
Network (MACN);
O Life Saving Appliances (LSA) – Participation in Industry Lifeboat
Group (ILG);
O VTS – Work with IALA on revision of VTS Guidelines Resolution
A.857(20);
O Ballast Water Management – Monitor impact on operations and
mariners;
O Fuel Oil Sulphur Content – Monitor impact;
O Human Element Industry Group.
Read Seaways online at www.nautinst.org/seaways
Trustees’ Annual Report
VTSO issues and Training Accreditation
In 2019 the NI supported IALA in drafting a revision of the IMO
Guidance on Vessel Traffic Services (VTS) (A857). As of May 2018,
IALA members unanimously agreed to mandatory accreditation for
VTS training courses within their jurisdiction through the creation of
IALA Standards. With support from IALA, in 2019 the NI launched a
‘scheme of audit for accreditation’ for VTS training.
S-Mode and eNavigation
After 10 years of international negotiations and consultation, the
concept of S-Mode (standard mode) for navigation displays has come
to fruition at the IMO. The ‘final’ draft Guideline was approved at
IMO in May 2019 (MSC 101), as reported in November Seaways.
The NI are very thankful to the government of Australia for taking
the chair of the S-Mode correspondence group and for the close
cooperation of CIRM.
Within the development of eNavigation, the NI continues to focus
on resilient positioning, combining technology and traditional practices
and the Human Element. The NI (with the support of CIRM) held
a Human Centred Design (HCD) for navigation systems event on 28
November 2019.
MASS
As a member of the UK Maritime Autonomous System Regulatory
Working Group (MASRWG), the NI has been involved in the recently
published MAS Code of Practice, with particular interest in training.
MASS – Maritime Autonomous Surface Ships – have become a
topic of discussion at the IMO. The NI focused on three key issues:
O All ships (manned or unmanned) must comply with the Colregs;
O The impact of autonomous systems (AI/decision support) on manned
vessels and the human element issues arising from their use;
O Qualifications of MASS operators, particularly if they are not at sea.
The NI was asked to present a paper to the 5th UK Marine
Autonomous Systems Regulatory Group Conference in January on the
use of autonomous systems on manned vessels.
Short Courses
In 2019 we diversified into offering more courses. The full range is now:
O Navigation Assessor (2 day);
O Onboard Competency Assessment (2 day);
O Rethinking Accident Analysis (2 day);
O Improving Performance Through the Human Element (2 day);
O Blockchain for Maritime Decision-makers (2 days);
O Introduction to Shipping (1 day).
The focus of 2019 has also been on marketing and strengthening our
quality and standards. Our unique selling point remains the quality of
our instructors who are chosen for their rare combination of technical
knowledge, in-field experience and ability to engage the students in
learning and teaching (not just lecture). All students are requested to
offer after-course feedback.
A welcome move in 2019 has been the development of bespoke
in-house company courses based on a combination of our navigation
assessment and general onboard assessment. These are combined
into a three day course that supports the requirements in TMSA 3 for
assessments of navigation, engineering, cargo and mooring operations.
This new initiative has been so successful that two companies have
already pre-booked a total of 10 courses for 2020 and other companies
have expressed similar interests. Gains from this course have been
reported as including changes in attitude and behaviour, greater
understanding of risk and an improvement in safety leadership. As this
area of work is expanding we are building capacity with new instructors.
May 2020 | Seaways | 11
Trustees’ Annual Report

RECOGNITION AND ACCREDITATION
Recognition Scheme
During the course of 2019 the Recognition Scheme offering continued
to grow. By year end there were 47 courses granted the NI Approved for
CPD logo and 12 specialist courses recognised for CPD in the offshore
sector.
Recognition is defined by The Nautical Institute as the process of
evaluating and endorsing a maritime training product or service which
aligns with the constitutional aim of The Nautical Institute of raising
professional standards and supporting professional development.
Products and services recognised by The Nautical Institute meet the
following criteria:
O Availability and accessibility to an international maritime audience;
O Evidence of consultation with industry stakeholders on product or
service content;
O Evidence of regular review;
O Not subject to government regulation and audit.
Recognition is valid for a period of not more than one year.
Fees
The following fees are charged to cover the cost of evaluating a product
or service for recognition:
2019 2020
The Nautical Institute continued to process significant volumes of
applications for both initial certification and revalidation. A total of
4,533 applications were processed over 2019.
Accreditation
Despite the downturn and the voluntary (and reportedly temporary)
closure of some training centres, 86 DP training centres remain active.
Some training centres run specific courses in addition to the basic DP
course:
O Current number of centres 86 (Americas 19, Asia & Australasia 32,
Europe and Africa, 35);
O Total audit scheduled for 2020, 28;
O Training Centres opted out of reaccreditation in 2020, 2;
O Training Centres audit postponed in China due to Covid-19, 2;
O Number of new training centre/reinstatement, 1;
O Relocation audit, 1;
O Centres accredited for STR Course, 28;
O Revalidation Course, 48;
O Shuttle Tanker Course, 7;
O DP Technical Knowledge Part A Recognition Course, 13;
O DP Technical Knowledge Part B Recognition Course, 2;
O DP Emergency Ship Handling Recognition Course, 5;
O Refresher Course, 8;
O New training centre enquiry, 6.

Recognition: £450.00 £475.00 Test Reach

Renewal: £450.00 £475.00 O Induction Course online exam taken: 2,645;
O Simulator Course Online exam taken: 1,334;
O DP Knowledge for Tech Staff: 446;
Accreditation & Certification O Revalidation Course: 80;
Dynamic Positioning (DP) Scheme O Refresher Course: 19;
Operationally the Accreditation and Certification Services remain O Emergency Ship-handling Course: 7.
in good condition. Overall certification activity area developed as
forecast, although there was a 7% reduction in the number of approved
centres as some centres found trading conditions too difficult. A similar
number of centres are expected to be lost in the coming year with a
corresponding reduction in revenue.
Accreditation requirements in 2020 will be similar to that of 2018 at
just under 30.
Sales for the DP Logbook and the Revalidation Logbook have
exceeded expectations, with a corresponding number of DP Induction
courses taken globally.
Processing time has mostly hovered between the one to two week
marks with three weeks being the longest time taken this year for
compliant applications. This is usually associated with staff leave periods.

26285 – total DP certificates

Accredited Training Centre worldwide map
in date
Ice Navigation scheme
The Ice Navigation Scheme has continued to demonstrate global
appeal, with the NI now having certificated 177 competent navigators
of ships in a range of ice conditions at sea hailing from over 20 nations.
Over a third of these are Russian seafarers operating mostly on LNG
tankers along the Northern Sea Route, but many others have logged
experience on board cruise ships, bulkers, Baltic icebreakers and Polar
research ships.
All applicants to the scheme applied via the ‘grandfather’ route,
using a mixture of sea time and simulator training to qualify. Uptake
of the ‘new entrants’ route has so far been nil due to just three Ice
Navigation courses being recognised globally (one of which is also
NI-accredited), but this is likely due to the present focus on Polar
Code, rather than Ice Navigation skills’ training.

12 | Seaways | May 2020 Read Seaways online at www.nautinst.org/seaways

 Trustees’ Annual Report

We are committed to improving awareness of the Scheme, and to

promoting the value of this certificate in a world where ice navigation
is likely to increase. The nationality distribution of Ice Navigators is
shown below:

Oil Spill Response

2019 saw an ongoing increase in activity in the Oil Spill Accreditations
service.
The NI was selected by the UK’s Maritime and Coastguard Agency
(MCA) to be an accreditation body for its newly introduced National
Marine Oil Spill Responder Standard. We have already completed
four accreditations in this area and a number of enquiries are currently
being addressed in the much larger overseas market. The NI continue
to work with the MCA in developing the Scheme.
The introduction of a service to hold certificate records for
international scheme members has exceeded expectations. It is
providing a global database of trained personnel at NI recognised
centres and provides a solid source of revenue to the NI.
The anticipated growth in international approvals for oil spill training
companies has materialised and world-wide coverage continues to
grow. This includes areas such as France, Kazakhstan and United Arab
Emirates, which are generally considered hard to reach with these
services. The growth includes existing companies adding new streams
to their training courses.
The Alexis platform website has been amended to reflect the new
income streams.
Looking forward
The Nautical Institute is grateful to all its members, staff and
supporters around the world who put in such efforts to ensure that we
continue to meet and extend our aims. It is thanks to them that we are
in a strong position to continue being a force for positive change in the
maritime industry in 2020 and beyond.

International approvals for oil spill training companies

Read Seaways online at www.nautinst.org/seaways May 2020 | Seaways | 13

Feature: Covid19 and Lockdown – an opportunity to grow professionally?
Covid19 and Lockdown
An opportunity to grow professionally?
Jillian Carson-Jackson FNI, FRIN
Senior Vice President, The Nautical Institute
C
ovid19 was not planned, it just happened. There is so much
happening, so many changes from week to week, day to
day. With all that is going on in the world, and in my own
‘bubble’, I sometimes feel like I’ve lost steerage. What can I
control, what can’t I control, and how do I tell the difference?
All this talk of our own ‘bubbles’ brings the concept of ‘spheres of
influence’ to mind – the image below showing what we control, what
we influence and what we have no control over.
At the centre of the sphere, in your ‘bubble’ you have what you can
control. This is really limited to what you do, how you feel, and how
you react to what is happening.
Then there is your work, your friends, probably some of your family
– where you have influence, but not really any control.
Then there is everything else – and Covid19 definitely fits in that
realm – where you have no control.
So we are, in a sense, rudderless during Covid19. There is no
passage plan for how to deal with this global pandemic. There are
some contingency plans, business continuity plans, but no one really
knows how this will play out. The current global response to Covid19 is
charting a new course for society.
While the world that we work in has been ever changing, with
developments in technology and increased digitisation, we had some
understanding of these changes, some semblance of control. This
change has been part of our normal mode of operations. So what is
different now?
14 | Seaways | May 2020
Operating during a global pandemic is not our ‘business as usual’
model. Our lives have been disrupted; our values may be changing.
The sphere of control feels like it is shrinking. But what we can control
is how we react to the pandemic, and how we let it influence us. The
changes in our society can provide us with an opportunity to move
through the fear zone, the learning zone, and provide an opportunity
for growth.
I recently saw a variation on the spheres of influence on a post on
LinkedIn:
The pandemic is beyond our sphere of influence, it’s something that
we cannot control. But what we can control is how we react to it, and
how we let it influence us.
Taking stock of the new normal
While we are coming to grips with the ‘new normal’, we have an
opportunity to take stock of our response.
Each situation is different. You may be transferring to ‘work from
home’ – which may not be ideal – or you could be at home waiting
to join a ship for your next contract, but not knowing when you may
actually get the green light to join. Or you may be on a vessel working
long past your crew change date, wondering when you may be able to
be relieved… or any number of other situations.
Whatever your situation, we are all working through is what this
all means, what we can do to remain healthy – both mentally and
physically, and what the future might hold.
While there is no answer to that particular question, we do have an
opportunity to control what we are doing, how we can use this time to
focus on the core, on what matters, on what we can influence. It may
be that professional growth isn’t really at the forefront of our minds
right now – but there are challenges and opportunities to be grasped.
Read Seaways online at www.nautinst.org/seaways
 Feature: Covid19 and Lockdown – an opportunity to grow professionally?
Opportunities for growth
How can we take control, how can we use this as an opportunity
for growth? The Nautical Institute has a number of suggestions for
members and for non-members.
O Keep up to date on what is happening through the NI website
www.nautinst.org/coronavirus;
O Read about developments and opportunities for growth in Seaways.
The NI has made all editions of 2018 available to all readers – free of
charge – at www.nautinst.org/freeseaways;
O Check out career opportunities and start thinking about the skill sets
and qualifications required – www.jobs.nautinst.org;
O Check out the NI website www.nautinst.org for a range of professional
short courses that are available – Professional short courses;
O Go to the app store and download ‘The Navigator’ App (make sure
you search for the Navigator Nautical Institute – look for the logo!);
O Participate in free webinars;
O Check out The Human Element website – www.he-alert.org;
O Explore the resource section of the NI website for incident reports
(MARS) and more;
O See if any of the NI books might be relevant to your needs. The first
chapters of many of our most popular books are now available free
online to help you choose!
Developing a positive attitude towards change
Tom Feakins MNI
B
eing forced to go through change, whether because you are
thrown out of your comfort zone to learn new operations,
working with new technology and different ship types, or
moving ashore, can be intimidating and frustrating – yet
ultimately rewarding.
Some people seem to thrive on change as an opportunity others may
find change challenging and stressful, preferring to stick with what they
know and not to try new methods or ideas. Why is it that some embrace
change and others resist it? Is the ability to respond positively to change
something that can be developed as a skill? If so, how?
Fixed and growth mindsets
While change for some can be uncomfortable and sticking with the
tried and tested may often be rational, the current crisis will inevitably
force change. Many of us will therefore have no choice but to confront
it and the mindset with which we choose to respond will determine
our future success and that of our industry. At the extremes there are
mindsets that can be characterised as ‘fixed’ or ‘growth’.
Fixed mindset
Characteristics associated with a fixed mindset include being more
difficult to convince that change is inevitable, or positive and for the
benefit of the ship and crew. Mistakes are often dismissed as events
which are someone else’s fault, to be hidden and not analysed or
discussed. A fixed mindset considers that skills cannot be taught, but
instead are instinctive.
Traits of a fixed mindset include:
1. Avoids challenges;
2. Often backs down in the face of adversity;
3. Believes effort is fruitless;
4. Threatened by the success of others.
Growth mindset
Features associated with a growth mindset include being intrigued and
Read Seaways online at www.nautinst.org/seaways
For members of the NI
O Take up your free online Videotel course every 12 months. Already
done so for this year? Get 25% off any additional courses you book
between now and the end of July!
O Engage in bite-sized learning through the new MicroLearn platform
(just log in to ‘My NI’ and click on free online courses);
O Keep an online log of the various professional development activities
you engage in throughout the year – log in to MY NI at nautinst.org
and click on ‘Record My CPD’;
O Participate in members only Webinars.
The current global pandemic of Covid19 is certainly disrupting what
we consider ‘normal’ – and it is causing stress on each of us. We can
feel out of control, at the mercy of the elements. It is ok to feel not ok,
and we need to recognise that. In Australia the pandemic came on the
heels of a catastrophic fire season. We were mourning the loss of lives
and wildlife. Now we grieve for the loss of our ‘normal’ activities and
freedoms.
But, in the midst of all these challenges, we also have an opportunity.
We can look to the future and take control over how we react, how we
can grow through this and look forward to what will be.
not afraid to ask questions, embracing opportunities to grow. When
something hasn’t gone according to plan, a person with a growth
mindset will view this as a learning point and not a failure.
Traits include:
1. Embraces challenges;
2. Persistent in the face of adversity;
3. Believes Effort is the path to mastery;
4. Inspired by the success of others.
Changing mindsets
It is possible to develop and change mindsets. The human brain has
a massive memory capacity (thought to be 2.5 million GB) and it can
be trained and adapted to new situations. The brain benefits from a
gradual structured programme in order to develop its full potential.
The three stages of self-awareness, goal setting and effort are key
elements in this process.
Self-awareness
One method for developing self-awareness is to carry out a SWOT
analysis. Outline your Strengths, Weaknesses, Opportunities and
Threats. The only way to achieve your full potential here is to be
brutally honest with yourself. For example, you may have lots of
qualifications and CPD, but is it recorded on The Nautical Institute
CPD platform? What transferable skills do you have that you could
take to other parts of the shipping industry; afloat or ashore?
Setting goals
Goal setting is closely linked with self-awareness. Once you are aware
of where your strengths and weakness lie, you can set goals to improve
these. Without clear goals there is a danger of ‘drifting’. A passage plan
always needs a destination!
Effort
Experiencing setbacks should not undermine our ability to continue
to exert effort toward the goal. Continued effort after mistakes is always
difficult, but ultimately persistence and learning from our mistakes is
vital in the process of change and personal growth.
May 2020 | Seaways | 15
Feature: The value of representation
The value of representation
The leader of the NI’s delegation to the IMO reflects on how the work of the IMO helps those at sea,
and the NI’s role within it
Capt Ghulam Hussain
FNI
T
he enormity of the current pandemic takes its toll
everywhere, not least at the IMO Secretariat. The IMO
headquarters, based in London is currently going through
a phase of physical closure. Unable to meet, a list of
postponed, yet essential, Committee and Sub Committee meetings
are piling up for future consideration – along with all the issues which
were to be discussed at them.
Proceedings at the IMO can often seem complex and obscure, and
many seafarers might wonder whether anything they can do can have
any effect on this juggernaut that, ultimately, affects so much about the
way that they work. But it is precisely because it is large and complex
that it is so important for the NI to play its part there.
Over the years, The Nautical Institute’s presence at the IMO has
been active and busy, representing its worldwide membership. Having
a consultative status, the NI delegation participates in almost all the
(many!) meetings of committees and subcommittees alike. This means
following proceedings, affirming documents which are of importance
to the membership, raising constructive interventions and ensuring
that we participate in proceedings at the Secretariat and in the various
supplementary Working and Correspondence Group.
From the maze of proposals, comments, debates and discussions
from each of the varied Committee and Sub Committee meetings, we
draw out the subject matter which is most useful to our members. In
doing so, we always refer back to the priorities set out by our members
16 | Seaways | May 2020
in the NI’s strategic plan, which is updated through a member survey
every five years.
Some of the current matters of interest at the IMO are the
discussions on the Maritime Autonomous Surface Ships (MASS),
which in the past two years, has progressed into a mature phase.
Progress has been made on climate change matters in general and the
reduction of greenhouse gas emissions in particular. We have only very
recently seen a finalisation on matters related to S-Mode, in which
we have taken a major lead for many years. The matter will however
continue to progress as newer maritime developments would require
further affirmations along the way.
The worldwide reduction of sulphur content in marine fuel to
0.5% since 1 January 2020 is also the culmination of many years of
collaboration and agreements at the IMO. Further improvements are
slated for 2050.
Much is being done and achieved with all members adopting a spirit
of compromise and co-operation as the IMO deals with the multi-
facetted platforms for which it is responsible.
When a mariner sails in the relative comfort of a safe ship, it
would be prudent to reflect back and see what made the ship safe.
This was only achieved because of the toil and regulatory effort of all
IMO members, flag states and NGOs alike, who have participated
in the formation of Codes, Circulars, Resolutions, Guidelines,
Recommendations, Protocols and Conventions, all of which are
integral parts in embodying rules which save seafarers, the climate
and the sea in general.
The NI delegation at the IMO works extremely hard to ensure the
voice of its members is conveyed loudly and clearly. It is one of the
most important activities for the Institute. Through our presence at
the IMO, we are able to contribute where it matters most.
Read Seaways online at www.nautinst.org/seaways
Providing learning through confidential reports – an international co-operative scheme for improving safety
Mariners’ Alerting and
Reporting Scheme
MARS Report No 331 May 2020
MARS 20202
Fatal fall into water
As edited from official MAIB (UK) report 15-2019
Î A tug was about to depart a berth that it often used. One crew
member was on the dock to let go the lines. He was wearing a full set
of personal protective equipment (PPE), including an auto-inflating
lifejacket with a personal locator beacon (PLB) and crotch strap, which
was fastened. Once the lines had been let go aft, he went forward and
released them. He then walked back towards the tug’s bulwark gate,
which was now aligned with the centre of a berth fender. The over-rider
was damaged, and as he stepped over it and lowered himself onto the
top of the fender, he fell into the water.
His lifejacket immediately inflated and he started to drift clear of
the berth and tug with the tidal current. The tug’s Master immediately
moved the tug away from the berth and alerted local VTS of the
accident. The victim was floating on his back about five metres off the
tug’s port bow with his head out of the water. Another crew member
tried to throw him a rope, but the wind blew it back on board. A lifebuoy
with a lifeline attached was thrown. After several attempts, it landed
close to the victim, who put an arm through it.
The two crewmen then used the attached line to pull the victim
to the foot of the tug’s port side rescue ladder and gate, which were
located approximately midships. He had now been in the water for
about five minutes and was able to hold on to the recessed ladder, but
he was unable to climb up. The water was rough, with waves up to 2.5
metres high and a temperature of 4°C.
The crew attempted to use the man overboard (MOB) rescue sling.
Although they managed to pull the victim out of the water as far as
his waist they were unable to lift him further. Now, a crewman climbed
down to the first rung of the ladder and held the victim with one hand.
However, he was unable to sustain this position and climbed back on
deck. Both crewmen held on to the pole of the rescue sling with its eye
under the casualty’s arms. The victim was conscious and groaning, but
did not speak. About five minutes later (he had now been 10 minutes in
the water), he went limp and slipped from the eye of the rescue sling.
The crew then went to the starboard side of the tug to prepare the
tug’s ‘Jason’s Cradle’ (water recovery device) but before they could fully
rig the cradle a harbour rescue boat arrived and recovered the victim.
Visit www.nautinst.org/MARS for online database
Read Seaways online at www.nautinst.org/seaways
As the victim displayed no signs of life, cardio-pulmonary resuscitation
was undertaken as the rescue boat was taken to rendezvous with an
ambulance. The victim was declared deceased on arrival at the hospital.
The postmortem examination showed that the cause of death was
cardiac arrest due to cold water immersion.
Some of the findings of the official report were:
O Concerns regarding safe access to and from the tugs at this berth
had been raised at safety committee meetings and during company
inspections many times prior to this accident.
O Non-slip paint was applied to the fenders in 2014, following tug crews
expressing their concerns about hazardous boarding practices at the
berth. This had the effect of legitimising these practices.
O The crew had not been fully prepared to deal with the emergency
situation, and were unfamiliar with the use of the tug’s MOB rescue-
sling. The records indicated that this crew held only one MOB drill in
the last year.
Lessons learned
O Even a cursory view of the berth, with its uneven surfaces, broken
over-rider and lack of hand-holds, indicates the area is not suitable
for boarding. It would appear the crew were tolerating this situation
against their own better judgment as this issue was raised at safety
meetings. If you think something is unsafe, do not relent; make it safe.
O Beware of half-measures, such as the application of non-slip paint in
this instance. When applying risk reduction measures, always make
risks As Low As Reasonably Possible (ALARP).
O Practising MOB events develops critical skills you may need to save a
life.
MARS 202026
Finger crushed
Î Two crew were tasked to secure the hose handling crane jib in its
cradle support. One crew operated the crane while the other signalled.
As the crane jib was lowered, the signaller attempted to manually align
the wooden block over the jib cradle support. He held the block and
signalled to the operator to lower the jib. He did not notice that his
own finger was positioned under the block. When the jib was lowered
into position, his fingertip was crushed between the crane jib and the
wooden block.
Immediate first aid was given and once in port he visited a shore
doctor for further treatment.
May 2020 | Seaways | 17
Providing learning through confidential reports – an international co-operative scheme for improving safety
Lessons learned
O Crane operations are inherently risky. Excellent communications and
situational awareness are essential for everyone involved.
O Crane operations need a dedicated crane operator and a dedicated
signaller. If other manoeuvres are needed, a third person should be
employed.
MARS 202027
‘Compliant’ yet still fatigued
Edited from TSB (Canada) official report M16P0378
Î A tug was pushing a barge in ballast. The tug was connected to the
barge with pins; an arrangement commonly called an articulated tug-
barge (ATB). At one point, the OOW altered the ATB’s course to port to
pass one nautical mile off an island at the entrance to a channel. Just
over 30 minutes later, the ATB passed the next port alteration waypoint
off the island but did not alter course. At this time, the weather was light
winds and rain, and a 0.3 metre sea.
Another crew who was doing rounds called the OOW from the galley
intercom radio but received no response. After a second attempt, again
with no response, he made his way to the bridge. A few minutes later,
while he was still on his way to the bridge, the ATB struck a known and
charted reef at the entrance to the channel. Following the impact, the
OOW reversed both engines and placed the rudders hard to port.
The noise of the engine in full reverse and/or the vibration of the tug
alerted the remaining crew. The Master went to the upper wheelhouse,
took over the watch, and instructed the OOW to ensure that the crew
were awake and that they should survey the damage to the ATB. The
tug’s starboard engine was disabled, so the Master attempted to reverse
off the reef with the port engine and rudder. The ATB pivoted but did
not move off the reef, and the tug made contact with the seabed several
times. Because of damage to the tug, pollution occurred. The crew were
forced to abandon ship and were recovered by local marine authorities.
Visit www.nautinst.org/MARS for online database
18 | Seaways | May 2020
Among others, the investigation found that the OOW had likely fallen
asleep and missed executing the course alteration point. The OOW’s
fatigue stemmed from two sources:
O Acute sleep disruption. He averaged 5.8 hours sleep on the
three consecutive days preceding the accident instead of the
recommended eight, and
O Chronic sleep disruption. He had worked a very challenging and
relentless schedule for the last 23 days. This disruption was further
compounded by an individual factor: the OOW’s inability to nap on
most days during the afternoon or early evening break.
Additionally, as the OOW was alone on the bridge at night without
a bridge navigation watchkeeping alarm system (BNWAS) or off-track
alarms, there were no mitigating factors to prevent a sleep related
occurrence from happening.
Lessons learned
O This is a good example of why it is important to investigate for fatigue
in an in-depth and fastidious manner. Even though the OOW may
have been compliant with regulatory work-rest requirements, he was
suffering from fatigue nonetheless;
O Alone on the bridge at night – not a best practice;
O The use of off-track alarms on ECDIS or ENCs is recommended;
O A BNWAS is another layer of safety that should be considered, even
on vessels which are not required to carry this equipment due to their
size.
MARS 202028
More fatigue, another grounding
Edited from SHK (Sweden) official report RS 2018:04e
Î A small vessel was on a short sea trading routine, making shuttle
trips between two ports separated by approximately 12 hours sailing.
On the ballast leg of the route, the Master had taken the night watch
to allow the chief mate to rest, as he would be busy all the next day
with cargo operations once in port. There was no lookout on the bridge
during any part of the voyage because, according to the Master, the
crew had worked so hard during the unloading period.
At one point the Master altered course toward the destination port.
The next thing he remembered, he was woken by a call on the VHF
radio. The call came from the pilot boat at the arrival port, asking if
everything was OK because the vessel seemed to be in shallow water.
The Master answered that everything was fine – but within a few
seconds of the call, the vessel grounded. The vessel had passed straight
by the arrival destination without turning to port and had continued on
until it grounded.
Read Seaways online at www.nautinst.org/seaways
 The official investigation noted, among others, that:
OThe BNWAS was not turned on;
OThe Master was probably fatigued himself due to the two watch
system;
OThe Master was probably under the influence of alcohol during his
watch;
OThere was no lookout on the bridge during the transit.
Lessons learned
O A ‘dry’ ship is a safer ship. Alcohol and ship work do not mix well;
O As in MARS202027, a BNWAS can be a helpful tool to help prevent
sleep related accidents;
O As in MARS202027, being alone on the bridge at night is not best
practice;
O E
 ven though this vessel was manned according to its safe manning
certificate, it was evidently understaffed for the job it was required to
do in the time that was expected. So, why did the Master leave port if
everyone was fatigued?
MARS 202029
Line Throwing Apparatus incident
Î A vessel was at sea and holding position. As a training exercise, the
ship’s deck crew were discharging line throwing apparatus (LTA) on
deck. Before the exercise, a toolbox talk was completed and the dangers
discussed, including the importance of standing clear of the device
when firing takes place. The device operating instructions were read out
to the exercise participants.
After the first LTA was discharged, it was noted that there was a
danger that the line could become fouled in the ship’s propellers after
falling into the water. As a solution, a senior crew member suggested
catching the line on its descent to speed up recovery. Unfortunately
the designated crewmember caught the line too early – on its ascent.
The speed and trajectory of the line caused it to cut through the
victim’s glove and cause a minor friction burn to a finger. The victim was
immediately given first aid treatment.
The victim was new to the ship and relatively inexperienced. The
suggestion of catching the line on its descent was made by a senior
member of the crew and taken as an order by the inexperienced crew
member.
Lessons learned
O Young or old, experienced or not, the practice of good seamanship
is often just a matter of common sense. If a suggestion or order does
not make sense then it should be questioned immediately.
O Senior or more experienced seafarers must remember that they have
a responsibility to supervise less experienced crew members in the
practice of good seamanship and be aware that suggestions can
sometimes be regarded as orders.
Visit www.nautinst.org/MARS for online database
Read Seaways online at www.nautinst.org/seaways
MARS 202030
Blown onto a lee shore
Edited from official MAIB (UK) report 11/2019
Î A bulk carrier coming into port was low on bunkers, and because
of payment problems the Master opted to remain at anchor overnight
rather than go into port. The vessel anchored with seven shackles of
chain in 17 metres of water one nautical mile off the coast. The weather
forecast predicted southerly winds up to Force 8. The Master’s night
orders specified that in wind speeds in excess of 31kts, the main engine
should be in immediate readiness. The Master also discussed the risk of
the vessel dragging anchor with the bridge watchkeepers, and before
going to bed emphasised his instructions regarding engine readiness.
At 2100, in view of the increasing wind speed, the OOW ordered
the duty engineer to ensure that the main engine was in immediate
readiness. By 0400 the following morning, the southerly wind was
gusting over 52kts, the sea swell was between 4 metres and 5 metres,
and the vessel had begun to yaw. Twenty-five minutes later, the vessel
started to drag its anchor towards the lee shore at a speed of about
1.4kts. The Master was called to the bridge.
The anchor was brought in with difficulty. About 35 minutes after
the initial dragging it was aweigh. The vessel started to fall beam to
the wind and the Master’s attempts to keep the bow into the wind and
check the leeway by intermittent use of the engine were unsuccessful.
When the anchor came into view an abandoned chain was seen
snagged across its flukes. Once advised that the anchor was fouled by
another chain, the Master stopped manoeuvring. An attempt to clear the
chain by dropping the anchor and heaving it in again was unsuccessful.
By 0510, the vessel was approximately six cables off the coast on a
heading of 274° and making over 2kts leeway to the north. Running out
of sea room, the Master applied full port rudder and put the engine to
‘full ahead’ to try to turn the vessel into the wind. Five minutes later, the
Master assessed that the vessel would not clear the point, which was
only 0.5nm to the west, and stopped the engine. With the vessel within
two cables of the shallows, the Master ordered the port anchor let go.
The vessel grounded on the coast at 0525. The vessel was later refloated
but had sustained significant damage.
Lessons learned
O Anchoring on a lee shore with expected high winds should be
avoided;
O The Master’s decision process had possibly been influenced by the
fact that the vessel was low on bunkers, another situation to be
avoided;
O In situations such as these, fast and decisive action is needed. Better
to lose an anchor than a ship.
May 2020 | Seaways | 19
 for their continued support

ABB ABC Maritime A. R. Brink & Associates AMCOL BMT Surveys Britannia P&I Club
http://new.abb.com www.abcmaritime.ch www.arbrink.com www.amcol.ac.th www.bmtsurveys.com www.britanniapandi.com

Caledonian MacBrayne City of Glasgow College Carnival Corporation Chevron Shipping Commissioners of Irish Lights Constanta Maritime University
www.calmac.co.uk www.cityofglasgowcollege.ac.uk www.carnivalcorp.com www.chevron.com www.cil.ie www.cmu-edu.eu

TM

Independence and Experience in Surveying

Constellation Marine Services Epsco Cyrpus Everard Exmar Gard GigaMare

http://constellationms.com www.epscocy.com www.exmar.be www.gard.no https://www.gigamare.com/

The Gdynia Maritime School GNS HC Maritime Consulting Pty Ltd IAMI IMAT IMCS
http://morska.edu.pl/en www.globalnavigationsolutions.com www.hcmaritime.com http://iami.info https://www.imat2006.it/ www.imcs-group.com

Inmarsat International Salvage Union KASI GROUP K. C. Lyrintzis Group Lodestar LOC Group
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Louis Dreyfus Armateurs Marine Society & Sea Cadets Marlins Martech Polar Menezes & Associates MES
www.lda.fr www.ms-sc.org https://marlins.co.uk/ http://martechpolar.com/ www.menezesandassociates.com www.myanmarexcellentstars.com

MOL Marine Co., Ltd. MSI North of England P&I Club NorthLink Ferries Norwegian Hull Club
www.molmc.co.jp www.msiships.com www.nepia.com www.northlinkferries.co.uk www.norclub.no

PHRS The Port of London Authority The PTC Group IHS Safety at Sea Seagull Maritime AS SDT
www.phrs.gr www.pla.co.uk http://ptc.com.ph/ http://magazines.ihs.com www.seagull.no www.sdtultrasound.com

The Standard Club Steamship Mutual STARGATE Stolt Tankers The Swedish Club Seavie
www.standard-club.com www.steamshipmutual.com www.stargate-crewing.ro www.stolt-nielsen.com www.swedishclub.com http://seavie.com

Tsakos Columbia Shipmanagement Thalpis TMC Marine UK P&I Club UK Chamber of Shipping
www.swire.com.sg http://tmcmarine.com/ www.ukpandi.com www.ukchamberofshipping.com

Vertex Oil Spill Supply Videotel West of England P&I Club WAVES GROUP
www.vertexoilspill.com.br www.videotel.com www.westpandi.com www.waves-group.co.uk

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Feature: Book of the Month – Stowaways by Sea and Rescue of Migrants
Stowaways by Sea and
Rescue of Migrants
Steven Jones
MNI
T
he problem of stowaways has always been an emotive one in
shipping. It involves people so desperate to escape poverty,
persecution or conflict that they commit the criminal act of
smuggling themselves across the sea. Yet finding stowaways
on your ship after leaving port can really ruin your week.
It is difficult to overstate the problems stowaways cause to ships
and crews: from the mutually stressful moment stowaways are first
discovered to the final protracted stages of disembarkation and
repatriation. Almost everything on board must change − including
navigation, security, safety, welfare and reporting – and the risks of fines
and detentions remain.
But despite better ship security and pre-departure searches over
the past decade, the numbers of stowaways show no sign of abating.
The growing and sometimes tragic use of ro-ro containers by people
smugglers, and continuing migrant and refugee flows worldwide, mean
the problem is here to stay.
The International Maritime Organization published revised
guidance in June 2018 on how to stop stowaways coming aboard and
what to do if they succeed. This is now supported by the second edition
of this comprehensive handbook on the subject – which also now
covers rescuing migrants, and has been brought completely up to date
to include healthcare and prevention advice in line with the Covid-19
pandemic.
Stowaways by Sea and Rescue of Migrants is intended to provide
information, best practice and encouragement, enabling crews and
companies to develop their own ways of managing stowaways found
on board and migrants who have been brought on board after being
rescued at sea. It is also intended to help seafarers react to a difficult
problem with understanding, compassion and authority.
Chapters include:
O The stowaway problem;
O Dealing with the problem and assessing risk;
O Security basics;
O Managing stowaways;
O Migrants and rescue at sea;
O Reporting and closing out.
All advice is in line with the IMO’s Revised guidelines on the
prevention of access by stowaways and the allocation of responsibilities to
seek the successful resolution of stowaway cases, which sets out 10 basic
principles:
O Humanitarian treatment of stowaways;
O Co-operation to prevent stowaway incidents;
O Security measures to prevent stowaways boarding and to detect them
once on board;
22 | Seaways | May 2020
O Appropriate searches;
O Co-operation to repatriate stowaways;
O State of entry responsible for decisions on stowaways without the
required documents;
O International protection principles for dealing with asylum seekers;
O Co-operation to disembark stowaways;
O State acceptance of return of its nationals/citizens;
O Acceptance by embarkation port state of return of stowaways when
nationality, citizenship or right of residence cannot be established.
Extent of the problem
It is a sad fact that many people, more often than not young men, feel
compelled to stow away on ships in search of a new life of perceived
opportunity overseas. This book is not an attempt to fix the ills of the
world which drive such desperate acts, merely to help seafarers and
shipowners to manage difficult security challenges and the logistics of
dealing with both stowaways and migrants.
Those of us engaged in shipping cannot do anything about this wider
picture, but can understand how it affects us and look at how the risks
can be mitigated or minimised.
It is too simplistic to paint stowaways as the enemy. In the past this
attitude has caused awful and catastrophic decisions by Masters and
crews, such as stowaways thrown overboard – whether through panic,
uncertainty, fear or malicious intent.
Stowaways and migrants rescued at sea need to be handled with
care, while being processed and documented swiftly and methodically,
because they pose a security threat. This threat has to be managed
properly and effectively, which calls for skill, knowledge and resources.
In doing the right thing with confidence and with the support
of those ashore, shipboard personnel can keep themselves and the
stowaways (or rescued migrants) safe and free from harm. They can
then take steps to get these individuals off the ship as quickly as possible
and into the care of third parties or the authorities.
With attitudes hardening and security becoming an ever more
important part of shipping, the problems associated with stowaways
have increased in recent years. The formal security management
system and framework for ships and ports established by the ISPS
Code means there is now a more structured approach to dealing with
the problem, as stowaways are not acceptable from an operational
perspective and are forbidden under international regulations.
The first aim is to keep stowaways off the vessel. Some ship types are
more attractive to stowaways than others. This is due in part to the ports
at which they call, but also to the cargo they carry and the layout and
design of their decks and access.
Analysis of historical IMO data by vessel type shows clearly that
stowaways are more easily able to gain access through concealment
in certain cargoes. Ro-ro vessels and container ships are the most
attractive to stowaways.
Read Seaways online at www.nautinst.org/seaways
 Feature: Book of the Month – Stowaways by Sea and Rescue of Migrants
Where there is risk of stowaway embarkation, security arrangements
should ensure:
O All doors, hatches and means of access to holds or stores that do not
need to be used during the ship’s stay in port are locked;
O Access points to the ship are kept to a minimum and adequately
secured;
O Areas seaward of the ship are adequately secured;
O Adequate deck watch is kept;
O Boardings and disembarkations are tallied by the ship’s crew or, after
agreement with the Master, by others;
O Good communication is maintained;
O At night, adequate lighting is maintained both inside and along the
hull.
More detailed advice for individual vessel types and locations is
given in the book.
Vessels should ensure that a thorough search is carried out when
departing from a port where there is risk of stowaway embarkation,
giving priority to places where stowaways might hide. Search methods
that are likely to harm secreted stowaways must not be used. Vessels
should not carry out fumigation or sealing until a thorough search of
the areas to be fumigated or sealed has taken place to ensure that no
stowaways are present.
If these measures fail, life becomes much more complicated and it
is vital to know how to deal with this. If stowaways do get on board, they
need to be found, contained safely with due regard to their rights, and
as much information as possible obtained from them to speed up the
repatriation process.
Different types of stowaway
The problems faced by a ship’s staff will vary according to the type of
stowaway, and the action required may also vary. Considerable costs for
investigation, identification and repatriation can be incurred, which
are usually passed on to the shipowner.
BOOK OF THE MONTH:
Stowaways by Sea and Rescue of Migrants
Second edition
Steven Jones MA MSc BSc (Hons) MNI FRSA
Stowaways by Sea and Rescue of Migrants is intended to provide
information, best practice and encouragement, enabling crews and
companies to develop their own ways of managing stowaways found
on board and migrants who have been brought on board after being
rescued at sea. It is also intended to help seafarers react to a difficult
problem with understanding, compassion and authority.
Order from: pubs.admin@nautinst.org by the end of May
Read Seaways online at www.nautinst.org/seaways
When stowaways are found on board and contained, they are likely
to try to break free and make for shore once the vessel arrives in port.
Security personnel should be made aware of this so they can assess any
extra measures that should be employed when alongside.
It is useful to understand the motivation and background of the
various groups as this will help in dealing with the situation.
The initial status of stowaways is usually unclear. They may be
refugees attempting to escape war or religious persecution, migrants
looking to raise their standard of living, political asylum seekers in
search of relief from oppression, illegal immigrants hoping to enter
a country undetected or criminals who may be involved with drug
trafficking or other illegal activities.
The factors that compel people to leave their homes are widely
recognised and include poor living standards, lack of jobs and
opportunities, overpopulation and oppressive regimes, regional
conflict, political instability and natural disasters.
They see opportunities in developed industrialised countries
and believe that life will be better there. Many go through danger
and discomfort and will take life-threatening risks to pursue this
dream of a better life. The movement of people is a globalised
industry – stowaways are no longer the domestic problem of a single
underdeveloped country or region. In 2019 a significant increase in
numbers of stowaways was reported on shortsea routes between north-
west European ports and the UK and Ireland. In that year, 1,480
individuals were caught by police and port security in Dutch ports,
trying to hide in trucks, trailers and containers bound for Britain. Most
of the would-be stowaways were from Albania and Afghanistan.
Whatever their motivation, stowaways pose significant security,
safety, commercial and liability issues for shipping. The problem is a
serious one and shows no sign of abating. The Master, CSO and ship
security officer (SSO) should be aware of the threats most likely to be
encountered and how to deal with them – and this book offers practical
advice and guidance on exactly that.
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May 2020 | Seaways | 23
Feature: Hold that handrail?
Hold that handrail?
The ironies of understanding in an uncertain world
Nippin Anand
FNI
O
‘ K, stay safe, look after yourself and as you go down, be
careful, don’t touch the handrails.’ Those were the words
of a ship manager who I visited in my hometown just a few
week ago. ‘What did you just say?’ I asked, in utter disbelief.
‘You heard it right. Don’t hold that rail, it could carry infection,’ he
repeated.
It was a telling example of how our priorities have shifted so much
within weeks. Lifesaving rules have now become life threatening. I
took the message to LinkedIn and the post received more than 15,000
viewings in a matter of few days. But there’s a bigger question to be
asked here. What can handrails teach us about human nature in the
face of uncertainty? I will offer some reflections in this brief write-up.
Can handrails save lives?
While not central to the topic, asking whether handrails really save
lives or prevent people from falling from staircases is a good place to
start. There is an extensive body of research on handrails and staircase
related accidents. According to one study, 75% of stair falls happened
where no handrails were present (Miller and Esmay 1958). In another
case it was found that 16% of accidents were due to missing handrails
(McGuire 1971). Sheldon (1960) found that 44% of stair accidents
amongst elderly people could be avoided with handrails on staircases.
The same study also showed that on staircases with no handrails people
aged over 60 experienced twice as many accidents as those less than 60.
Research conducted by Carson (1978) showed that stairway incidents
where no injuries were sustained were four times more frequent with
handrails than without handrails. Carson also found that where serious
injuries are sustained, it made no difference whether handrails were
present or not – but if handrails were available, injuries were less
severe.
John Templer’s study in 1985 revealed that the rate of incidents was
higher where people used handrails to pull themselves up in ascent, or
for guidance and balance in descent. Templer concluded that people
who used handrails to pull themselves up ‘may initially have been more
vulnerable and thus had more incidents’ (i.e. older people). The same
study concluded that ‘those who merely used the handrail for guidance
and balance may have been lulled into a sense of security that masked
some of the risks involved in descending stairs’.
Templer suggested that someone who uses the handrail has a ‘fair
but not certain chance’ of preventing a fall and avoiding an injury, but
there are two further complications:
If you were holding the handrail from the outset of the fall, the
outcome depends upon:
1. The ability to maintain grip as against the magnitude of the fall;
2. Twisting motion that may damage the wrist;
24 | Seaways | May 2020
3. Reaction time after the onset of balance loss.
If you were not holding the handrail at the onset, the outcome will
depend upon:
1. The ability to reach the handrail (handrail design, height of rail);
2. The ability to grasp the handrail (agility, distance of handrail from
wall, shape of handrail);
3. The ability to maintain grip on the rail (magnitude of forces, body
attitude, twisting of wrist, handrail shape, handrail height, material
and make, slip resistance, friction, nosing of staircases, maintenance
of stairs).
The UK’s Health and Safety Executive puts it in clear terms: ‘Whilst
it is true that slips and trips on stairs are a common cause of injuries
at work, there is no mandatory requirement to “hold the handrails”.
Research actually suggests that the key requirement is for handrails to
be available, visible, and at the right height so that they can be grasped
in the event of a slip or trip rather than be continuously held.’
What we do know is that there is more to staircase accidents than
just holding the handrail. There are many variables (including
physiological state) that may influence the potential for an injury,
and we rarely discuss these with the workers. It is also clear that the
design and construction of staircases and handrails play a crucial role
in improving safety. Templer himself concluded that the most effective
solution is to minimise the impact of injuries by designing soft stairs. In
today’s terms, we would have no hesitation in calling Templer’s idea of
soft stairs a ‘fail-safe’ design.
It follows that mature industries and forward-thinking organisations
prefer focusing on meaningful design improvements, rather than
merely on user behaviour. The perceptive traveller will have noticed
that we are rarely reminded to grab the rails when we board or
disembark an aircraft.
Can handrails also threaten lives?
We are in a very different place from where we were a few weeks ago.
The notion of safe and unsafe, good and bad, compliant and non-
compliant, and legal and illegal has turned upside down with little pre-
warning. Doorknobs and door handles were meant to provide security;
handrails were meant to improve safety. We now view these artefacts
as carriers of life-threatening illnesses. Elevators were meant to provide
access and mobility; now we fear to even enter an elevator, let alone
touch the control panel. In many parts of the world, people are starting
to use toothpicks to activate elevator controls and then dump the
toothpick into waste bins and plastic bottles. These are local solutions
to problems that couldn’t possibly be contemplated in design stages at
least when viewed through principles of ALARP (as low as reasonably
practicable).
Risk and safety
What can handrails teach us about the nature of risk and safety in a
post Covid-19 world?
As someone commented on my LinkedIn post – using stairs safely is
quite simple. Use hand gloves and hold the rails. And then someone
Read Seaways online at www.nautinst.org/seaways

else added, it’s simple, dispose of the gloves and wash your hands. But
is that really simple? Because now we have to ensure that we make the
right gloves available, that people use the right gloves, that we train
people to wear and remove the gloves so they don’t spread infection,
segregate the gloves in a safe manner, follow environmental policies,
consider an audit trail to demonstrate compliance. Risk is not as linear
and predictable as our risk models would have us believe. Each control
that we introduce opens up possibilities for surprises in unimaginable
ways. And this is just handrails. How much more is it the case if we talk
about flying planes or navigating ships? It turns out that the world we
have created is not as predictable and simple as we thought it would be.
The conundrum of keeping things simple
Simplicity gives us a sense of order and control. Here’s the rule, it
says, follow it and you will be fine. In an attempt to simplify things, we
often apply rules without engaging with the context – for instance the
famous ‘take fives’, lifesaving rules and so on. We have created libraries
of rules within our organisations and assigned dedicated departments
to maintain those libraries. But we spend little time thinking and
observing how people on the front line apply those rules in varying
situations. Unfortunately, the ability to list and remember rules has
taken precedence over the ability to apply rules appropriately in the
face of diversity and uncertainty.
One can understand the need to hold a handrail on an unstable
platform (i.e. ships and oil rigs) but why do we need to apply the same
set of rules in a stable office environment? Prestigious institutions and
reputed organisations (even those selling risk management services)
Holding the handrail: good safety practice or infection risk?
Read Seaways online at www.nautinst.org/seaways
Feature: Hold that handrail?
seem convinced that we should keep things simple. The result is that
rules are put in place even where they are not appropriate, for the
sake of ‘simplicity’. Some companies even have such simple rules
embedded in induction and training programs for employees and
visitors. What sense does it make? This is dumbing down safety to
control people. Ulimately it reaches the point that people disengage
and do as they are told without thinking or, even more likely, tell us
that they are obeying the rules, whether or not they are doing so – and
whether or not those rules are important. All this takes organisations
away from the realities of front line operations, moving them towards
unrealistic goals and mindless administrative exercises.
The irony of understanding
Let’s return to the original question. What can handrails tell us about
human nature in this post-Covid world? This is the great irony of
understanding. On one level, I am beginning to better understand
the role of handrails in improving safety. In that sense knowing is
liberating, as knowledge puts me in control. On the other hand, I
am beginning to realise that the risk and safety management systems
of today are based on retrospective knowledge and past experience.
Whether past knowledge will be useful in the future is questionable. An
organisation that genuinely aims to learn and improve will always have
to be curious and constantly question the validity of rules and plans in
these uncertain times. But this is a very uncomfortable space for many
leaders. Perhaps it is not surprising that in the face of uncertainty and
anxiety, many of us revert to what we know – and go back to holding
the handrail.
May 2020 | Seaways | 25
Feature: Facing up to reality
Facing up to reality
Preparing deck officers for success at sea in 2020 and beyond
Simon Hughes
AFNI
A
s things stand today, when you want to become an OOW,
you do theory and practical training on board a ship. You
are expected to learn/practice your bridge skills etc. on
board with some mentoring from the Master and officers.
However, when it comes to the actual OOW exam, there is no
practical assessment. When the exam was introduced, this was an
entirely practical approach. It would have been difficult and expensive
to arrange for candidates to demonstrate their shiphandling skills to an
examiner. Nowadays, there is an alternative: ship simulators.
Under the current system, the exam consists of questions about a
variety of topics, including Colregs/shiphandling, to make a judgement
about whether the candidate should pass. For example:
‘What will you do with a power-driven vessel, closing on a steady
bearing, three points on your starboard side?’
Option one might be: ‘As it is on a steady bearing, I would alter
course to starboard and pass clear.’
Incidents
A growing number of shipping companies agree that STCW is no
longer fit to prepare seafarers for a life at sea. So why hasn’t the
IMO agreed a change to the STCW requirements to bring training
up to 2020 standards? Because the members are not all up to date.
A classic example of this short-sighted thinking is shown by two
proposals resulting from the tragic case of the collision between
Sanchi and CF Crystal, in which 32 people died. The collision
happened because the OOWs on both vessels were not assessing
the situation, (including looking out of the window) and were not
thinking about the Colregs or the action(s) they should take. If
the vessels involved had followed the existing Colregs, including
keeping a lookout by all available means, there would have been
no collision.
So how do the two proposals attempt to solve the problem? By
mandating extra lights on vessels!
I would refer the proposers to a suggestion by Todd Conklin (a
highly rated safety investigator), ‘If you made 50 more regulations
saying people should not crash their cars, would that make people
safer drivers?’ Or, as Professor Sidney Dekker (Professor at Griffith
University in Brisbane, Australia, where he founded the Safety
Science Innovation Lab) says, ‘When observing a worker acting
unsafely, do you just tell him/her not to do it? Or do you try to
understand why it made sense to do what s/he did?’ Why did the
26 | Seaways | May 2020
Option two might be: ‘As it is on a steady bearing, risk of collision
exists. I would reduce speed and allow the other vessel to pass clear.’
For many years, as an instructor and assessor for different companies,
I have asked officers these questions and had the standard replies. But
when I ask follow-up questions such as:
‘On your last ship, how long did it take you to slow down from full
ahead to half ahead?’
‘How far did your vessel travel from ringing half ahead before your
vessel achieved half ahead speed?’
‘When would you know that your speed reduction has worked, and
the other vessel is going to pass well clear?’
‘When should you alter course to pass clear?’
‘How long will it take for your vessel to alter course and how much
sea room do you need?’ the vast majority genuinely do not know the
basic shiphandling answers and have never tried it on a ship. When
asked if they would like to use simulators to learn about shiphandling
for Colregs, anchoring, berthing, interaction, etc, the answer is a
resounding ‘Yes!’
Nowadays, full mission and mini simulators are relatively
inexpensive. Many nautical colleges have them and regularly update
them. They use them to meet the curriculum requirements. The
college’s aim is to prepare the candidates to pass the required exam.
(Ask your own cadets/junior officers for confirmation.)
two OOWs decide it was OK not to maintain their situational
awareness or to be ready to act in accordance with the Colregs?
What processes on board were in place that stopped them from
carrying out their anti-collision duties?
This was not an isolated incident. EMSA’s Annual Overview of
Marine Casualties 2019 indicated that from 2011 to 2018, there
were 15,612 ‘casualty events’ involving a ship. Of these, 54.4% were
navigational casualties (a definition which combines the overall
total of 26.2% collisions, 15.3% contacts and 12.9% grounding/
strandings). That is over 8,492 navigational incidents, or more than
20 every week.
If you want more graphic detail, look on YouTube and see the
videos of ships scraping past the bows of anchored ships, collisions
at sea, or ships being rolled around the bow of a larger vessel in
the Singapore Straits. In each case, a greater understanding of
shiphandling and the effects of interaction, current, wind, etc
could have prevented an incident.
According to EQUASIS (Electronic Quality Shipping
Information System) in 2011 there were 79,074 SOLAS ships
worldwide. By 2018 that number had grown to 116,857. So, in
seven years there were 37,783 more vessels needing crews – and
those crews need training. The incident statistics paint a telling
picture.
Read Seaways online at www.nautinst.org/seaways

Current training opportunities
How do we enhance the shiphandling ability of cadets, OOWs and
Masters? By utilising simulators to their full extent.
Train companies, hospitals and airline companies use simulators
extensively as they know that simulators offer a very cost effective and
efficient way of training people in the use of equipment and in working
together as a team to prevent errors from becoming incidents.
Even Formula 1 teams use simulators extensively to train their drivers
for the different circuits. They have found that they are a much more
cost-effective solution to training (it doesn’t cost anything when you
crash a simulated car) and the drivers become better and faster. In fact
simulator-trained drivers are allegedly better than the drivers who only
practise on the circuits. Plus, they learn how to interact/communicate
with the engineers/race team whilst racing round a circuit at very high
speed.
This is why so many ship operators and companies invest in their
own simulator training centres. They know that STCW training
courses/certificates do not prepare their seafarers to meet the high
standards they require. Insurance companies have evidence that good
simulator training reduces their risks and saves them hard cash. Some
demonstrate their belief by investing in simulator training centres.
Why simulator training works
A simulator can not only teach people how to handle a vessel. It can
also teach them how to work with others, how to anticipate problems
and how to use the team to solve them. And the chances are that they
will remember it, too. As a well-known saying attributed to Confucius
has it: ‘What I hear I may forget. What I see I may remember, what I
do I will know.’
Even one week of shiphandling training on full mission bridge
simulators incorporating BRM gives the OOW a much better chance
of keeping the ship safe. They learn how to think aloud so the rest of
the team understands what they are trying to achieve and can assist
them. They gain an understanding of speed and course control. They
learn about transverse thrust and can try using it whilst approaching
an anchorage (empty or full). They understand why it is not good to
reduce engine speed and then try to alter course. They find out first
hand that if the ECDIS says they need 15° per minute for the next turn
and the Rate of Turn indicator says they are only managing 8° they are
not going to make the turn!
They learn about the doppler log, the pivot point, interaction,
shallow water and bank effect in practical ways. They can see a vessel’s
moorings breaking, because a ship is passing too close at high speed.
They learn how to combine visual navigation with ECDIS
navigation. They learn from trying, watching their colleagues and
debriefing each other. Above all, they enjoy learning about their job.
Debriefing, including replaying the scenario video and equipment
displays, gives an excellent opportunity for the participants to
understand when/where they have missed information, or delayed
a decision or failed to act in time. Simulators can re-run the same
exercise over and over again if needed and give the participants a
chance to learn from their mistakes.
Additionally, simulators can be a great help for OOWs to understand
what a pilot is doing and why. When incidents occur under pilotage, in
many cases the OOW has not taken any action or raised any questions.
The theory is that the OOW should monitor the pilot and ask questions
when they are unsure. But how do you ask questions or act to save the
ship if you don’t know what you should be looking for or how to handle
the ship yourself?
The way forward
The IMO needs to change the requirements for training, so that
shipping companies and nautical colleges can adjust their training
Read Seaways online at www.nautinst.org/seaways
Feature: Facing up to reality
schedules. All bridge resource management, Colregs and shiphandling
should be mainly simulator based – I recommend 30% classroom and
70% simulator. Simulators can enhance teamwork, radar, ECDIS,
VHF communication, RoR and shiphandling.
It would be simple to use mini simulators to assess individual
understanding of the Colregs and shiphandling. Full mission
simulators would enable the candidates to demonstrate to the examiner
how they work together to meet teamworking principles such as:
O Use of assertiveness;
O Leadership and motivation;
O Using the team to create options to solve an unexpected problem;
O Working with cultural differences;
O Making decisions, taking action and monitoring the outcome.
If the authorities do not want to purchase simulators for
examinations, then they can arrange to use the nautical colleges’
simulators. As the current crisis has demonstrated, people do not
need to be in the same room to be able to interact. Examiners can
arrange video and audio links and move around the country without
leaving their offices. Or they can get the nautical colleges to carry out
the assessment exercise and then review the recordings to see how
the participants have interacted with each other and the shipping
situations.
2020 and beyond
The obstacles to improving the standard of training are small – and the
potential benefits are huge. All that is required is some constructive
thinking and negotiation. There is hard financial evidence that using
simulators to train shiphandling and bridge resource management
benefits both the seafarers and the shipping companies.
When you want to drive a car, drive a train, fly a passenger jet, or be
a surgeon, you must do theoretical and practical preparation, including
actual handling of the car/train/jet or surgery. At the final exams, the
candidate must demonstrate practical skills to an examiner.
In 2020, ECDIS, radar, GMDSS, etc. all require practical exams
on simulators. Why not do the same for navigation, team building
and shiphandling to give our future OOWs and Masters the best
opportunity to be safe and successful?
Simon Hughes has been Principal Nautical Instructor for
Chevron Shipping since 2014. He uses full mission simulators to
teach shiphandling, CRM, command presence and to complete
promotion assessments and carries out remote navigational
audits. He notes ‘My background since 1973 includes two stints
at the RFA, a KFC franchise, P&O Cruises, and instructing at
CSMART.
All opinions in this article are the views of the author and may
not necessarily be those of Chevron Shipping.
May 2020 | Seaways | 27
Feature: Colregs: still fit for purpose
Colregs: still fit for purpose
Issues with Colregs are more likely to lie with the way they are taught and applied than the
way they are written
Harry Hirst FNI
I
have been following the debate about the Colregs and the view of
many subscribers – championed by Captain Mark Bull FNI in the
June 2019 edition of Seaways – that it is now time for ‘not just an
amendment but a total revision of the Colregs’. So: are the Colregs
still fit for purpose?
The future: autonomous ships
Many believe that, as Capt Bull states in his article, ‘In the not so
distant future some fundamental changes in the way that ships are
operated will render the current Colregs unworkable’. This is primarily
a reference to autonomous ships, but it is also the case that the
increasing use of automation and reducing numbers of crew are likely
to result in the bridges of crewed ships in the future being unmanned
for some if not all of the time.
It is generally understood that a fully autonomous ship [with no
crew] or any vessel with an unmanned bridge or cockpit [with no
watch-keeper] cannot comply with the Colregs. That understanding
comes from Rule 5 which requires every vessel to ‘at all times maintain
a proper look-out by sight as well as by hearing’. Seeing and hearing in
this context have always been understood and interpreted as references
to the human senses. It is worth noting however, that this and the
other Rules are not directed at humans but at vessels. So for example,
the requirement is for every vessel to maintain a proper look-out, to
proceed at a safe speed, and to determine if there is risk of collision;
and for the action taken to avoid collision to be large enough to
be readily apparent to another vessel observing visually or by radar.
Similarly, in restricted visibility the requirement is for every vessel
which hears ‘apparently forward of her beam the fog signal of another
vessel....’ to reduce speed.
The actions of ‘seeing’ and ‘hearing’ do not have to be limited to
their human functions; they could be interpreted more widely so as
to include the electronic ‘eye’ (camera or other visual sensor) and
‘ear’ (microphone) as well as the human eye and ear. If this wider
interpretation were to be adopted then a fully autonomous ship, or
a vessel with an unmanned bridge which is properly equipped with
cameras and microphones, should be capable of complying with
Rule 5. Indeed, such a vessel may in fact be better equipped for doing
so, when one considers the ability of infra-red and thermal imaging
cameras to ‘see’ in the dark, and microphones to determine the
direction from which a sound is emanating.
Care would be needed to limit the scope of the equipment which can
qualify as an electronic ‘eye’. It could not include radar, for example,
as Rule 19 (d), for vessels navigating in or near an area of restricted
visibility, recognises that a vessel which is not in sight of another
vessel may nevertheless detect the presence of that other vessel by
28 | Seaways | May 2020
radar. A vessel fitted with a thermal imaging camera might similarly
be able to detect the presence of another vessel in restricted visibility
in circumstances where the human eye could not. The powers of the
human eye, however, are well documented. I believe it should be
possible to program the electronic ‘eyes’ and artificial intelligence (AI) on
an autonomous ship to know when the prevailing visibility calls for the
application of Rule 19.
Seamanship
There remains the issue of seamanship: how does an autonomous ship,
or a vessel with an unmanned bridge, know what ‘precaution...may
be required by the ordinary practice of seamen’? (Rule 2). The answer,
I believe, will be provided by AI. Computers can be programmed to
learn (as they have with Chess or Go) and it would appear therefore,
that the technology may already exist to program a vessel computer to
know what the practice of good seamanship requires.
I am not convinced, therefore, that the Colregs necessarily require
any amendments to accommodate the fundamental changes in the
way that ships will be operated in the future, save perhaps, to include
definitions in Rule 3 extending the meaning of the words ‘by sight’,
‘visually’, ‘by hearing’, and ‘hears’.
Many, like Captain Bull, believe that ‘new rules must be written to
take into account both manned and unmanned ships’. This does of
course, beg the question: why? The owners of manned ships have to
ensure their vessels comply with the Colregs whatever they might think
about these Rules, which have been in operation now for over 40 years.
Why should it be any different for the owner of an unmanned ship?
It is also worth remembering that the current Colregs, while worded
differently to their predecessors, prescribe the same basic collision
avoidance manoeuvres; for example, when two power-driven vessels are
meeting head-on, both to alter their courses to starboard. The current
Rules have evolved into their present arrangement and wordings
through a series of incremental changes and amendments over the
years. As a result their entry into force during the 1970s was seamless
and largely without incident. Implementing a complete set of new
rules, especially new manoeuvring rules, or introducing wide ranging
amendments to the current Colregs, is a potential recipe for disaster.
It will also be a time consuming and costly endeavour that will require
international agreement and re-training on a global basis. I believe we
should proceed cautiously therefore, before we seek to totally revise the
‘rules of the road’ for the sea.
The present: collisions are still happening
Collisions at sea are still happening, although I do not agree
with Captain Bull’s assertion that ‘the situation shows no sign of
improvement’. Admittedly, the number of collisions each year is not
noticeably decreasing but as Captain Bull acknowledges, world fleet
capacity has increased almost three times since 1980. When expressed
as a percentage of the world fleet, the number of collisions is actually
decreasing over time and therefore showing some improvement. This
said, the number of collisions is still unacceptably high; and it is still
Read Seaways online at www.nautinst.org/seaways
 Feature: Colregs: still fit for purpose

very much the case that most, if not all, collisions are the result of collision and ensure the other vessel passes a few cables clear. Many
human error and in particular, a failure to properly implement – or mariners also do not appear to understand that the overtaking, head-on,
comply with – the Colregs. and crossing Rules 13, 14 and 15 do not apply in restricted visibility
This, however, is not reason to change the Colregs. The regulations when the vessels are not in sight of one another.
themselves are not the cause of collisions; the cause of collisions is That many mariners today lack a proper understanding of the Rules
the failure by mariners to properly comply with them. If the many and how they are to be applied is not, in my opinion, reason to change
technologies designed to improve the avoidance of collisions since the Colregs. It might be reason to do so if this lack of understanding
the rules came into force are being ignored, then the problem is with arose from the way in which the Rules have been drafted. The Colregs
the mariners, not with the regulators ashore, or with any disconnect however, are simply and concisely worded, and the Rules within them
between the two. No amount of regulation will force a mariner to have been logically arranged. As noted above, the problem is not with
use a particular piece of equipment or technology, just as no amount the words used in the Rules but with the meanings of those words.
of regulation will force a mariner to properly comply with the Rules.
Proper compliance with Colregs is a seamanship issue, and seamanship
No reason to change
For all these reasons I believe the Colregs are still fit for purpose
is taught in the classroom and acquired with experience.
and there is no need for the Rules to be totally revised, whether
The Rules: lack of proper understanding to accommodate autonomous ships or to reduce the numbers of
The cause of collisions is not the Colregs but how mariners interpret collisions. Whether the time is now otherwise ripe for undertaking
and (mis-) apply the Rules. Too many mariners today lack a proper a complete review of the Colregs and the way in which ships are to
understanding of the Colregs and how they are to be applied. manoeuvre to avoid collision is a separate issue but the advent of
The causes of most all collisions can be broken down into two broad autonomous ships and the numbers of collisions do not, in my opinion,
categories: require this.
1. failure to maintain a proper look-out; and There are going to be some fundamental changes to the ways in
2. failure to take the appropriate avoiding action. which ships will be operated in the future but these changes will only
require a few minor amendments to the Colregs to ensure the Rules
Proper look-out continue to be workable.
With a proper look-out the mariner will make ‘a full appraisal of the If the shipping industry is serious about reducing the numbers of
situation and of the risk of collision’ (Rule 5). Many collisions occur collisions it would do better to focus its attention on the way in which
because the mariner fails to do so, and in particular, to properly appraise mariners are taught the Rules and how to apply them, and not upon
the risk of collision. This is the case notwithstanding the technological the Rules and how they might be changed.
advances that have occurred during the last 40 years and notably the
development of AIS and ARPA which make the job of detecting other
vessels and determining their movements much easier today than it was
when the Colregs first came into force. I question, therefore, whether
mariners are being properly trained in the use and limitations of these
‘new’ navigational aids, and what is meant by ‘a full appraisal of the
situation and of the risk of collision’. An all too frequent criticism of
mariners today is that they spend too much time looking at the ARPA
and ECDIS and not enough time looking out of the bridge windows
– something which contradicts the assertion that these technologies
are being ignored. Certainly, there is a marked reluctance it seems, for
mariners to slow down to allow themselves more time to make a full
appraisal of the situation, as required in Rule 8a.
A full appraisal requires a proper understanding of the three most
important phrases in the Rules: ‘risk of collision’, ‘close quarters
situation’, and ‘passing at a safe distance’. These phrases are not
defined in the Colregs – and this is not surprising as their meanings
will clearly vary with the prevailing circumstances and conditions
of every case. Too many mariners do not appear to have a proper
understanding of the meaning of these phrases and are interpreting
them too narrowly. Many mariners are interpreting ‘risk of collision’
to mean the two vessels will definitely collide if no avoiding action is
taken, and believe a few cables is a safe passing distance at sea in open
waters in all conditions.
Inappropriate action
Even when a proper look-out is being maintained, collisions are still
occurring because mariners are failing to take the appropriate avoiding
action. Action taken to avoid collision should be ‘positive, made in
ample time and with due regard to the observance of good seamanship’
(Rule 8a). All too often, the action taken is too little and too late.
I would question whether mariners are being properly taught the Harry Hirst is Managing Partner at Ince & Co Singapore and
meaning of ‘positive’ and ‘in ample time’. Indeed, I have heard of some author of ‘Collisions at Sea: Volume 1 – Liability and the
mariners using the trial manoeuvre facility on the ARPA to determine Collision Regulations’
the minimum alteration of course they have to make to avoid actual

Read Seaways online at www.nautinst.org/seaways May 2020 | Seaways | 29

Nautelex
David Patraiko FNI rounds up the latest news, releases and events affecting the
Î maritime professional throughout the world
IMO addresses PSC inspections
Î The International Maritime
Organisation (IMO) and Port
State Control (PSC) regimes
have addressed the need to
support the global supply chain
pragmatically during the Covid-19
pandemic. They are looking to
standardise new practices which
have developed in response to the
situation across the industry.
In an online meeting called by
the IMO, representatives of the
10 PSC regimes which carry out
inspections on board ships to
monitor and enforce compliance
with international regulations
highlighted their commitment
to ensuring shipping continues
to trade safely, securely and
efficiently, while respecting the
important role of seafarers as
key workers and protecting the
environment during the pandemic.
While the number of physical
onboard inspections has reduced
considerably in order to protect
both PSC officers and seafarers,
ISWAN seafarer support
Î The International Seafarers’
Welfare and Assistance Network
(ISWAN), is extending the coverage
of its Seafarers Emergency Fund
(SEF), an emergency funding
campaign for developing world
seafarers and their families. The
SEF provides assistance for those
involved in sudden or unforeseen
crises, to cover expenses such as
psychological counselling, medical
bills and repatriation.
A new campaign calls on those
working throughout the maritime
industry, the business community
and the general public who
depend on this vital industry to
show their support for seafarers.
While much of the shipping
industry take their responsibilities
to their seafarers very seriously
there is still a real challenge facing
many seafarers from the poorer
regions of the world. Many are in
lock down with casual contracts
and unable to work, others are
facing difficulties due to lock
downs when they leave ships
30 | Seaways | May 2020
the regimes continue to work to
target high risk ships which may be
substandard.
The PSC regimes are described
as taking a ‘pragmatic, practical
and flexible’ approach, recognising
that exemptions, waivers and
extensions to certificates have
been granted by many Flag States,
and expressed a general desire for
such practices to be standardised
and harmonised.
‘The respective roles of Flag
States and Port States to solve
this crisis, in terms of supporting
maritime trade, are paramount,
and can also be significantly
assisted by the industry. At the
same time, the safety of life at
sea, the protection of the marine
environment and the respect of
seafarers as key workers must
remain shared priorities,’ the IMO
and PSC regimes emphasised in a
joint statement.
IMO Secretary-General Kitack
Lim stressed that the maritime
and are unable to return to their
families. There are even some
reports of seafarers being shunned
on their return to their homes for
fears of the virus. There is also the
issue of their families not having an
income in order to get by.
The situation is likely to get far
worse before it gets better.
Getting emergency help to
these seafarers and their families
will become even more imperative
as the impact of the crisis is felt
by small ship operators in those
regions, with limited resources
to support workers and as
the pandemic expands in the
developing world where financial
and health resources are scarce.
All funds raised by the campaign
will go to ISWAN and then be
dispersed through the SEF. The
charity’s membership includes
seafarer associations throughout
the developing world, shipping
companies and shipping
organisations. ISWAN has agreed
to ringfence the donations from
industry continues to be a vital
artery for the global economy and
highlighted the need for all those
involved to work collaboratively
to address practical issues caused
by the unprecedented global
situation. He welcomed the
prevailing spirit of cooperation,
collaboration and solidarity in
these challenging times – when
shipping is more important than
ever in the global supply chain.
Many IMO Member States
have shared information with
the IMO on their guidance to
certificate extensions and related
matters, and some PSC regimes
have issued guidance and
information on conducting ship
inspections during Covid-19. This
information can be found here:
https://bit.ly/2VCgscw Í
this campaign, ensuring that 100%
of the funds raised will be made
available to developing world
recipients. All administration costs
will be covered by the charity.
The Nautical Institute are
pleased to be an original
supporter of this deserving
initiative. You can donate here:
https://bit.ly/3cpfVl3 Í
Read Seaways online at www.nautinst.org/seaways
International
Group advice
Î The International Group
of P&I Clubs has launched
an online tool to assist
shipowners, charterers,
operators and others in the
maritime sector to track
country and port specific
advice detailing the measures
put in place in response to
Covid-19 around the world.
It is important that the
most up-to-date and relevant
information on Covid-19
measures taken in different
jurisdictions are accessible via a
single source and in an easy to
use format. This interactive tool
will allow people to identify
commercial risks and physical
threats to shipping and provide
live updates of the number of
confirmed cases of the virus,
countries at risk and what to
look out for.
The tool sources data from
all 13 International Group
Clubs, the International
Maritime Organization (IMO),
World Health Organization
(WHO) and other leading
sources (including Wilhelmsen
and GAC), which can also assist
ships with chartering and
operations, and help prepare
staff for what to expect when
arriving in port.
To access the dashboard
visit: https://www.igpandi.org/
covid-19 Í

Branch activities
A round-up of news and events from NI branches across the world.
Î Send your updates to branches@nautinst.org
WESTERN AUSTRALIA BRANCH
‘The ones who got away’
Î The Western Australia Branch held a joint
meeting with the Company of Master Mariners
(COMMA) at the Flying Angel Club in Fremantle.
Branch secretary Capt Zubin Bhada presented
a short slidepack on news and views from
around the industry, including the most recent
developments in the Covid-19 situation and
the precautions being taken in the Western
Australia maritime sector.
Following dinner, keynote speaker Capt Steve
Harris gave a presentation on ‘The Ones Who
Got Away: the escape of the Emden landing
party’. Steve Harris retired in December 2016
following a 48-year career in the maritime
Capt Steve Harris giving his presentation
WESTERN AUSTRALIA
CEO visit
Î The Nautical Institute Western Australia
Branch organised a sundowner event to invite
Branch members to catch up with NI CEO Capt
John Lloyd, who was transiting through Perth.
We took the opportunity to socialise and
introduce ourselves to John, who was very
interested in learning about the local marine
industry here in Western Australia.
The Australian Hotel, Fremantle
– Get together with NI CEO Capt
John Lloyd on 13th March 2020
Read Seaways online at www.nautinst.org/seaways
GOT AN EVENT TO PROMOTE?
 Let us know at
gh@nautinst.org
industry. He worked variously on UK naval
auxiliary vessels, general cargo and container
ships. Most of his career was spent in the
international offshore industry, including 10
years command experience, followed by over
25 years in management positions. He has had a
lifetime interest in maritime, naval and military
history.
The presentation was very well received
by the assembled membership and their
respective guests. Following the presentation,
NIWA Chairman Capt Peter Waller presented Members of COMMA and NIWA
Capt Harris with a small token of appreciation. attentively watching the presentation
by Capt Steve Harris
Capt Zubin Bhada presents a NIWA Chairman Capt Peter Waller
few slides on COVID-19 presenting a memento to Capt Steve
Harris after his presentation
Leeuwin Foundation CEO Carol Shannon also the members to socialise and have some
attended, and it had been planned that she enjoyable and productive conversations. The
would present the 2020 NIWA Annual Award. NI Committee members and the CEO then
Unfortunately, the two cadets due to receive went on for a nice meal at Bathers Beach
the awards – winner Tasmin Kyle and runner up House on Fremantle Esplanade.
Guinevere Richards – could not attend as their Capt Zubin Bhada (MNI)
vessel was down south in Albany.
The evening was a great environment for
Socialising with the members at Evening meal by the sea –
the Australian Hotel, Fremantle Fremantle Esplanade
May 2020 | Seaways | 31
 Letters
JOIN THE CONVERSATION
Send your views and opinions to us at editor@nautinst.org, write to us at
202 Lambeth Road, London SE1 7LQ, UK or become part of our online community:
www.linkedin.com/groups/Nautical-Institute-1107227
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Maritime has always mattered
Î Maritime has always mattered.
It is the perennial nature of
maritime trade that it has an
inertia of its own to seek markets
to satisfy supply and demand.
Increased Flag of Convenience
shipping has widened the
association between the sovereign
ship venture (commercial)
operations and those of the
sovereign military adventure
(navies), a profile facilitated by
increased venture regulation for
a rules-based regime. UNCLOS
provides the basis from which
sovereign nations exercise
jurisdiction over their allocated
water space (where possible) in
terms of voyage conduct. The
IMO and IALA provide further
guidance for the conduct of ship
operations generally. Both serve to
provide the seafarer with a much
more structured framework in
which to operate; an evolution of
a rules-based approach beginning
with the loss of the RMS Titanic
(SOLAS), the work of the United
Nations (UNCLOS), and seafarer
welfare generally through the ILO.
Concurrent to those developments
has been the reduction in the
number of people required to
run ships at sea, where increased
isolation has been a conscious
commercial decision rather than
one driven by the circumstance
of a pandemic. What is being
experienced shoreside today is
not new to the seafarer, but for
different reasons.
The uniqueness of the times
provides new challenges where
seafarer interaction ashore may
be further restricted in an already
restrictive ISPS regime. Seafarers
may be required to remain
onboard beyond contractual
expectations to facilitate sustained
ship operations where reliefs are
not able to travel to their next
contract due to limited transport
32 | Seaways | May 2020
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utInst .
(air) capacity. The shoreside and isolation is a strong theme in the an unbroken seascape to the
at-sea impact of Covid-19 is to seafaring circumstance, happiness horizon, or a blazing sunset to
potentially extend the periods is dependent on a measure of unmask the night sky with stars
between rest circumstances resilience to cope with these blazing brightly across time;
provided by the diversity of life factors. Even when surrounded matters of great comfort known
experience. The uniqueness of by humans who are similarly to seafarers. Perhaps these small
the times will impact on seafarer task-occupied, such as hotel staff comforts will serve to sustain
resilience in an already relatively onboard cruise ships, there is still endurance as the pandemic
isolated workplace. potential to feel isolated as there is provides for universal human
Being in isolation, or isolated, no chance to regularly go home or chaos.
is nothing new for the seafarer. In go to a movie, sporting fixture etc, Captain Peter Martin FNI, CMMA,
many respects what is happening to provide diversity away from the AIN Master Mariner, Commander
ashore, with the experience of work place; to give wider context RAN
isolation being imposed to stem to daily life.
the spread of a contagious virus, is There is nothing quite like
something the seafarer lives with watching the break of day across
on a daily basis in pursuit of their
employment at sea. The idea of
mental health issues arising from
the isolated circumstance ashore is
also a factor that has impacted on
the seafaring community. Seafarers
learn to cope with long periods of
separation from friends and family,
intermittent communication,
and little interaction with other
crew members in circumstances
where shipping is sustained by
the smallest cost-effective, human
effort. The seafaring community
has long learned to stay healthy by
regular exercise (if desired at a gym
or on the upper deck), generally
well sustained with regular meals,
and hours-of-rest routines where
proper and effective rest cycles
are encouraged. Safety, and the
management of people within a
safety regime is well embedded in
the seafaring circumstance where
safety management systems are an
international expectation imparted
through the ISM Code.
Happiness is related to in-job
enjoyment, and is underpinned by
diversity, variety, task engagement
and human interaction. However,
the seafaring circumstance can be
one of monotony during long sea
voyages, or intensity during cargo,
crew or passenger changeover
operations alongside. Where
Read Seaways online at www.nautinst.org/seaways
 Letters

Unsung heroes on board

Î It seems as if the whole world
has gone into lockdown, with
people confined to their houses
and instructed to remain there
for an indefinite period. While
stakeholders are dealing with
the global crisis, only those
essential services required to keep
the supply chain going are still
running. Doctors, paramedics and
law enforcement agencies are the
front liners in this era of chaos.
However, there is another class
of unsung heroes that have been
doing their work at full capacity.
These are none other than the
men and women at sea. As the
wheel of life depends upon trade
and transportation by sea, so it
is necessary to keep things in
motion at sea. Where the world is
in complete lockdown, seafarers
are more indispensable than ever
to balance the odds and keep the
supply chain intact.
There are currently about two
million people serving at sea in
different capacities, all of whom
are facing serious issues due to
this pandemic. Nearly all air traffic
has been suspended and activities
in port have been minimised.
These issues have starkly affected
operations at sea. Along with other
vexations, the seafaring community
is growing restive because they are
not permitted shore leave – the
only relief while working at sea.
Nor is it just a question of
shore leave. The coronavirus has
led to increased restriction on
crew disembarkation, and most
companies are not expecting
to change crew until mid April
at least. [Editor’s note; this letter
was received at the beginning of
April.] Seamen on board are being
troubled by overtime, and also face
difficulties in getting provisions
and maintenance support. At the
same time, those on standby on
shore are worried about delays to
their embarkation and possible
loss of income.
Seafaring was and remains a task
which is affected by unforseeable
and formidable variables.
Responding to a pandemic is a
relatively new challenge – but
seafarers are known for their ability
to deal with hardships. Passing
through an invisible global health
threat, though, is particularly
difficult when advice is changing
daily with new directives from
governing bodies, port authorities
and other stake holders. It is now
a stark fact that keeping yourself
away from the mainland is in your
best interests both health- wise and
financially.
While personnel are waiting to
disembark, many of them really
don’t want to go. Routine duties
continue, but as there are more
crew, work has been shared out
among them, so they are getting
more rest than usual. They can
breathe fresh air without fear.
Most seafarers are of the opinion
that as long as their families are
safe, they are happy to serve on-
board. Staying on board should
be considered a safe haven in this
time of chaos and terror. Ashore,
almost all non-essential businesses
have been shutdown and even if
people go home they will have
no available options to earn a
livelihood. It is in the best interests
of everyone to stay put patiently.
Despite all the hardships we
undergo, the people of the world
will never forget what seafarers
do for them at this time. The
pragmatic approach is to stay on
board and face what restrictions
we must until the widespread
lockdown is lifted. For the nations
who have logistic needs and
for seamen themselves, these
are desperate times and need
desperate measures. For those on
board, and those ashore, we have
to be patient while facing all this.
Hamid Ur Rehman MNI

MARS – Mariners’ Alerting and Reporting Scheme

Influence change and

help seafarers learn
to be safer
Free database at www.nautinst.org/MARS
Keyword searchable database
Safety case studies
Risk management
Confidential
No blame

Mariners’ Alerting and Reporting Scheme

Read Seaways online at www.nautinst.org/seaways May 2020 | Seaways | 33


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With more than 50 branches around the world,
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Around the NI
Representing The Nautical Institute
Î to the maritime industry and beyond
Coming on line
A new look for what was the Out and About page this month – perhaps
we should call it Staying In! Work, professional development and
socialising have not stopped, although they have taken a slightly different
form, and we look forward to hearing news from our members, wherever
they are and whatever they are doing.
Council and the various Committees have met online, with full and
productive agendas, although there are fewer photos to share than from
physical meetings.
NIHQ has run several webinars, open to all members, including Vice-
President Jillian Carson-Jackson talking about professional development,
Nippin Anand talking about risk and Immediate Past President Duke
Snider talking about his observations on polar shipping as an ice
navigator. While these can be watched after the event, we encourage
everybody to join in live if you can – this gives you the opportunity to ask
questions and interact with the speaker and each other.
Moving on – Ghulam Hussain
Captain Ghulam Hussain FNI, Technical Manager and Head of the NI’s IMO
Delegation, will be leaving NIHQ at the end of April to take up a post as
Deputy Director, Maritime Affairs with the Bahamas Maritime Authority
(BMA). Ghulam joined us in September 2014, and has played a key role
in many of the NI’s activities, including acting as Branch manager and
moderating the LinkedIn page, as well as dedicated attendance at IMO
meetings – read his thoughts on the value of our presence there on page
16. We wish him all the best in his new position – and we will miss his
presence at staff events (below, centre), as well as during the working day!
Obituaries
Captain Angus Mcdonald FNI
We are sorry to report the death of Captain Angus Mcdonald FNI, The
Nautical Institute’s development contact for the Maritime Provinces
in Canada, at the age of 93. Born in Glasgow, Scotland, he loved the
sea and ships. In 1951 he married the love of his life, Mary Guthrie,
a marriage that lasted 68 years until Mary’s death in September
2019. Angus and his family immigrated to Canada in 1967. He
made significant contributions to the maritime sector over many
years in Canada and internationally. In 2018, Angus was awarded
the Sovereign’s Medal for Volunteers acknowledging his volunteer
activities. In February 2020, Angus was awarded the UK Merchant
Navy Medal for Meritorious Service for his contribution to the safety
of seafarers and to the maritime industry. We were delighted to be
able to cover this in Seaways last month.
Read Seaways online at www.nautinst.org/seaways
GOT SOME NEWS?
Let us know! editor@nautinst.org
Branches around the world
The NI Branch Representatives meeting also took place online. Make sure
you keep an eye on news from your own Branch, too, to see what is being
offered there.
There is certainly some creative thinking going on about how best to
keep Branches operating. Fr Sinclair Oubre, AFNI, Branch Secretary of the
US Gulf (Houston) branch, reports that ‘We held a GoToMeeting meeting
on Tuesday, March 24, 2020. At that meeting, we toasted the passing of
our favorite meeting establishment, The Black Labrador. The newspapers
had carried the sad announcement that it was closing in February. So,
we raised a glass in honour of the many NI glasses that were raised at the
Black Labrador. When the quarantine life ends, NI-Houston Gulf Branch
will have to find another meeting place that meets our unique needs:
Bitters, Bocks, Stouts, and Scotches.’ He adds, ‘A big thanks to Captain John
Lloyd, who joined us from England for our meeting, even though it was
after midnight his time.’ Proof that the inability to travel has not affected
the NI’s ability to maintain its network around the world!
Fr Oubre adds that ‘May 22, 2020, is National Maritime Day in the US.
This is usually observed with different memorials and wreath layings.
However, that will be impossible this year. Instead, the NI Houston Gulf
Branch has partnered with the Port Arthur International Seafarers’ Center
to produce five 30 minute videos on different aspects of the Southeast
Texas, Jones Act, and international maritime industry.
The hope is that these will be available on line Monday-Friday of
National Maritime Day week. NI Houston Gulf Branch will offer CPD
certificates to those who watch the videos.’
Our Linked In page is another way to keep up on professional
development and what members are up to. For example, VS Parani AFNI
(left) of our Cyprus branch recently interviewed pilot and Seaways author
Ed Verbeek FNI (right) for an episode of his podcast – the link should
make interesting listening!
Capt McDonald at the presentation of his Merchant Navy Medal
May 2020 | Seaways | 35

Have you taken
your first free online
Videotel course?
Welcome to our new members
The Nominations Committee has nominated the following for election by Council:
Associate Fellow
Banagoda, K Captain/Master (Sri
Lanka)
Burton, D Captain/Master (Belgium)
Chaddha, M Captain/Senior
Operations Superintendent
(Singapore)
Corda, L A Captain/Shipping Officer
(Australia – WA)
Joglekar, K J Captain/Manager
(India (West))
Kahlon, S S Captain/Senior Surveyor
(UAE)
Mamgain, S Captain/
Superintendent (Qatar)
Quinn, P M Captain/Master (Ireland)
Vasilev, N Captain/Master (Bulgaria)
Yatsenko, M & Captain/Operations
Manager (Australia – WA)
Upgrade to Associate Fellow
Appleby, I Mr (UK/North East
England)
Bhalla, P S Captain/Master (India
(North West))
Cherrett, E Mr/HSEQ Manager (UK/
London)
Hall, A J Captain/Master (UK/South
West England)
36 | Seaways | May 2020
Imad, T Mr/Superintendent (UK/
London)
Jubb, M J Mr/Master (UK/North
Scotland)
Pilitauskas, R Captain/Master (Baltic
States/Lithuania)
Senner, J Captain/Master (US Gulf
(Florida))
Member
Achmad, M Mr/Master (Indonesia)
Austin, C D Mr/Deck Officer (UK/W
England)
Bulhakov, A Mr/Master / SDPO
(Russia)
Cerqueira, H R Mr/1st Officer/Chief
Officer (Iberia)
Chernenko, A Mr/Master (Ukraine)
Ciurlizza, M Mr (Brazil)
Collier, M W Mr/Dock & Harbour
Master (UK/Humber)
Datta, S Captain/Superintendent
(India (West))
Dicker, J P Captain/Pilot (Australia
– QLD)
Enni, H Mr/Officer (UK/London)
Georgiou, N Miss/Senior Crewing
Officer (Cyprus)
Glasson, J T Mr/Chief Officer (UK/
South West England)
Your Nautical Institute
membership entitles
you to take one online
Vis Videotel course every
nautin it 12 months, entirely
online st.org/
-cours free of charge.
es
Over 350 of you have
already done so.
study from the comfort of your
ship or home
choose from a wide range of
professional courses
further your knowledge and
advance your career
Videotel is a world leader in the provision
of maritime e-training.
Enrol today at: nautinst.org/online-courses
Gorakanage, T M S Mr/2nd Officer Tsigkakos, E Captain/
(Sri Lanka) Superintendent (Greece)
Gosain, G Mr/Master (India (North)) Vellucci, W Captain/Vetting and
quality assurance (Netherlands)
Herbert, B C Mr/Second Mate/SDPO
(US Gulf (Houston)) Yashchenko, O Captain/Master/
Instructor (Ukraine)
Kovalenko, M Mr/Second Officer
(Ukraine)
Lochav, A Mr (Australia - QLD)
Associate Member
MacNeil, D J Mr/Master (UK/Central Manayani, S J Mr/Shipbroker (UAE)
Scotland) Khan, I A Mr/Graduate Student
Ofori-Mensah, K Mr/Pilot (Ghana) (Bangladesh (Dhaka))
Petprom, P Mr/Second Mate
(Thailand)
Piccirillo, M L Mr/Captain (Brazil)
Pink, M A Miss/2nd Officer (Australia
– QLD)
Reyes, E M Mr/2nd Officer
(Philippines)
Shannon, C J Ms (UK/Solent)
Sidenko, I Mr/Chief Officer (Ukraine)
Singh, J Mr/Seafarer (India (North))
Sintes Roca, D Mr (Iberia)
Soh, Y X Mr/Chief Officer
(Singapore)
Sugbeker, Y Mr/Master (Israel)
Tcvetkov, D Mr/OOW (Russia (St
Petersburg))
Thackham, J S Mr/Deck Officer (UK/
South West England)
*Signifies members who have rejoined
Read Seaways online at www.nautinst.org/seaways
 Branch Secretaries and development contacts
AUSTRALIA
Queensland
www.niqld.net
Capt Richard Johnson MNI
Tel: (+61) 419 600 261
rich_tiss@bigpond.com
SE Australia
www.nisea.org
Kendall Carter FNI
Tel: +61 458 310 803
sec@nisea.org
SE Australia (NSW)
SE Australia – NSW
Patrick Walsh AFNI
Tel: +61 437 681 277
pawalshe@hotmail.com
SE Australia (ACT)
Captain Joshua Smith MNI
Tel: +61 427 332 690
joshua.smith@amsa.gov.au
Southern Australia
www.nisea.org
Captain Robin Bourne FNI
Tel: +61 438 591 420
themastermariner@mac.com
Southern Australia – VIC
Captain Robin Bourne FNI
Tel: +61 438 591 420
themastermariner@mac.com
Southern Australia – SA
Captain Nada Ganesan MNI
Tel: +61 392 541 631
carrmarine@bigpond.com
Southern Australia – TAS
Captain Peter Martin FNI
Tel: +61 408 077 522
pinchj@bigpond.com
Western Australia
Zubin Bhada, AFNI
Tel: +61 8 9348 5837
Mobile: +61 0 408 165 306
zubin.bhada@woodside.com.au
BALTIC STATES
Capt. Boris Dunaevsky FNI
Tel: +372 56 12 27 57 (Mobile)
chairmanbsmsa@gmail.com
BANGLADESH
Chittagong
Capt. Sheikh Md. Jalal Uddin Gazi,
AFNI
Mobile : +880 1713 450252
nautinst.chittagong@gmail.com
Dhaka
Capt Anisur Rahman Khan, AFNI,
MICS
Mobile : +880 1727 618242
nautinst.dhaka@gmail.com
BELGIUM
www.nautinst.org/belgium
Mr Frans Doomen MNI
info@nibb.be
BRAZIL
Capt. Vinicius Madruga Santos, FNI
Tel: +55 11 3515-5873
Mob: +55 11 964650066
madruga@flumar.com.br
BULGARIA
Capt. Andriyan Evtimov, FNI
Tel: 359 52 631 464 (o)
aevtimov@abv.bg
CANADA
British Columbia
nibcbranch.ca
Ryan Andresen MNI
ahoynibc@gmail.com
Maritime Provinces
Capt. Alan Knight FNI
knighta@eastlink.ca
As many of these email addresses are private accounts, please refrain from sending multiple messages with attachments
CHINA
Hong Kong SAR
www.nautinsthk.com
Capt Aalok Sharma, AFNI
Mobile : +852-6130 1377
secretary@nautinsthk.com
Shanghai
Sandy Lin, MNI
Tel: 86 21 68868389
sandylin@fcaremarine.com.cn
CROATIA
Mrs Zaloa Sanchez Varela MNI
nauticalinstitutecroatia@gmail.com
CYPRUS
http://www.nautinst-cyprus.org
secretary@nautinst-cyprus.org
DENMARK
Capt Peter Rasmussen AFNI
Tel: +45 44 366851
plr@bimco.org
EGYPT
Capt Eslam Zeid, AFNI
Tel: +201288850654
eslamzeid@gmail.com
FRANCE
Capt Guillaume Bourgeois de
Boynes MNI
Tel: +33 (0)2 3292 9175 (o)
guillaume.deboynes@helvetia.fr
GEORGIA
Capt Mamuka Akhaladze AFNI
Tel: +995 555 965050
Mob: +995 577 221677
m.akhaladze@gmail.com
GERMANY
www.linkedin.com/
groups?gid=3451665?
Jens Hansen MNI
Tel: +49 40 334 282 76
nautinst.germany@googlemail.com
GHANA
Capt William Amanhyia, AFNI
Tel: 233 2 4406 2438
w_amanhyia@msn.com
GREECE (HELLENIC)
Capt. Nikos Aslanis AFNI
Tel: +30 6944 370 023
hellenic.branch@nautinst.org
IBERIA
Capt. Mark Bull FNI
Tel: +350 5404 6600 (Mob)
Iberia.branch@nautinst.org
INDIA
North (New Delhi)
Capt Pawan K. Mittal, MNI
Mobile 91 98 1016 0883
Tel/Fax: 91 11 2508 6500
pkmittal@ariworld.com
North West (Chandigarh)
Capt P Ahluwalia MNI
cdgnauticalinst@gmail.com
South (Chennai)
Capt Y D Misra MNI
Tel: 91 98401 15064 (Mob)
mail@nisi.org.in
South West (Kochi)
Capt Vinod Naveen AFNI
nauticalinstituteindiasw@gmail.com
West (Mumbai)
Capt. Amol Deshmukh MNI
Tel: +91-98331 22343 (mob)
ad@amoldeshmukh.net
INDONESIA
Captain Akhmad Subaidi AFNI
Tel: +62 24 7628676 (H)
Tel: +62 21 30050000 (Ext 204)(O)
capt.akhmad@gmail.com
IRELAND
www.linkedin.com/pub/
nauticalinstitute-ireland-
branch/29/953/561
Capt Steve Malone AFNI
Mobile: +353 86 2297127
nautinst.ireland@gmail.com
ITALY
North
Tiziano Menconi MNI
Tel: +39 3397540138
menconitiziano@gmail.com
South
Capt Modestino Manfredi AFNI
Tel: +39 339 1291042 (Mobile)
dariomanfredi@libero.it
JAPAN
Prof. Masao Furusho, MNI
Tel: 81 78 431 6246
Mobile 81 90 5362 2858
furusho@maritime.kobe-u.ac.jp
MALAYSIA
Dr. Capt. Manivannan
Subramaniam FNI
Tel: + (60)-012 3582 485
(60)-06- 388 2280
manivannan@alam.edu.my
MALDIVES
Capt. Adhil Rasheed MSc MNI
Tel: + 960 331 2014
Fax: + 960 331 2015
Mob: + 960 999 8700
arasheed@mamaldives.edu.mv
MALTA
Mr. Brendon Paul Cassar Saguna
Tel: +356 7933 0820
nauticalinstitute.mt@gmail.com
MEXICO
Capt. Ricardo E. Jiménez AFNI
Office: + 52 55 75 868274
Mob: +52 1 55 4712 8244
Ricardo.Jimenez@bs-
shipmanagement.com
MYANMAR
Capt Ba Nyan MNI
Tel: 95 9 511 0982 (Mobile)
banyan@kcksrpsp.com
MONTENEGRO
Capt. Boro Lucic, AFNI
Tel: +382 (0)69 597 766 (Viber)
+382 (0)68 068 766
boro.lucic@gmail.com
NETHERLANDS
www.nautinst.nl
Netherlands.branch@nautinst.org
NEW ZEALAND
Capt. Kees Buckens, FNI
Tel: +64 9 579 4429
nznisec@xtra.co.nz
NIGERIA
Capt. Jerome Angyunwe AFNI
Tel: 234 1896 9401
Mobile 234 80 2831 6537
Jerome107@hotmail.com
NORWAY
Mr Viet Dung Vu MNI
Tel: +4798545022
dvv@hvl.no
PAKISTAN
Capt. S M A Mahmoodi, FNI
Tel: 92 21 285 8050-3 (o)
mahmoodi@mintship.com
PANAMA
Nitzeira Watson AFNI
zeira_11@hotmail.com
PHILIPPINES
Angelica Baylon AFNI
Tel: 63472373355
ambaylon_maap11@yahoo.com
POLAND
Capt. Adam Weintrit, FNI
Tel: +48 6 0410 8017
weintrit@am.gdynia.pl
QATAR
Capt. Joe Coutinho, FNI
Tel: +974 4315 792
Mobile +974 5537 293
coutinho@qship.com
ROMANIA
Capt. Cristian E. Ciortan, AFNI
Mobile: +40 722 393 464
ceciortan@me.com
RUSSIA
St. Petersburg
Captain Alexandr B Nosko MNI
Tel: +7 812 3859933
Mobile +7 911 9224151
abnosko@gmail.com
a.nosko@scf-group.ru
SINGAPORE
www.nautinst.org/singapore
Capt Ken Ellam AFNI
Tel: : +65 9879 8606
singapore.branch@nautinst.org
SOUTHERN AFRICA
www.nautinst.co.za
Ms Yvette de Klerk AMNI
Tel: +27 84 482 4444
Yvettedeklerk@icloud.com
SOUTH KOREA
Capt Chason Kang AFNI
Chasonk@nate.com
SRI LANKA
Capt Nish Wijayakulathilaka, FNI
Mob: +94773034142
wijayakulathilaka@gmail.com
SURINAME
Mr Ruurdt Jukema MNI
Tel: + 597- 485594
Mob: +597-869 3876
ruurdt.jukema@firstmeridian.nl
SWEDEN
www.nautinst.org/swe-den
Capt Helle Andsbjerg AFNI
helle@captainhelle.com
TRINIDAD & TOBAGO
Yusuf Buckmire AMNI
Tel: +18687699429
yubuck14@gmail.com
TURKEY
Capt. Mehmet Albayrak, MNI
Tel +90 216 474 6793
alia@topazmarine.com
UAE
www.niuae.ae
Capt Sirpreet Kahlon AFNI
nauticalinstitute.uae@gmail.com
UKRAINE
www.nautinst.com.ua
Professor Vladimir Torskiy, FNI
Tel/Fax: +38 (048) 733-48-36
Mobile: +38 (050) 390-12-87
torskiy@te.net.ua
U.S.A.
Gulf – Florida
Capt Ken Wahl MNI
Tel: 727 580-4576 (Mob)
kwahl@seaschool.com
Gulf – Houston
Fr Sinclair Oubre AFNI
Tel: 409 749 0171 (Mob)
nigulfbranch@gmail.com
North East US Coast
Capt Craig Dalton AFNI
Tel: 508-830-5000
cdalton@maritime.edu
West Coast
Dr Colin Dewey AFNI
Tel: 707-654-1065
uswestcoast.branch@nautinst.org
UNITED KINGDOM
Bristol Channel
Capt John Rudd, AFNI
Tel: 01179 772173
Mobile 07976 611547
johnrudduk@hotmail.com
Central Scotland
http://nicentralscotland.org.uk
Capt Andy O’Brian AFNI
Mobile 07833671427
Secretary@nicentralscotland.org.uk
Humber
Capt Jamie Simpson AFNI
j.simpson@master-mariner.co.uk
London
www.nautinst.org/uk-london
Andrew Bell FNI
Tel: 07785586317
Andrew.Bell@shlegal.com
North East England
Mr David Byrne FNI
Tel: +44 (0)191 285 2013
Mob: +44 (0)7703 49 00 63
david.byrne@flag-c.com
North of Scotland
John Reid AFNI
ni.northofscotland@yahoo.co.uk
NW England and N Wales
www.ninw.org.uk
Mr Derek Gallagher MNI
Tel: 07477535255 (Mob)
sec@ninw.org.uk
Shetland
https://www.facebook.com/
ShetlandNI
Laura Burden MNI
Tel: 07935919886 (Mob)
laura.burden1@hotmail.com
Solent
www.nautinst.org/uk-solent
Richard Brooks, FNI
Tel: 07815 104419 (Mob)
nisolentbranch.secretary@gmail.com
South West England
Capt Robert Hone FNI
Tel: 01752 862050 (h)
Tel: 01752 586163 (w)
robert.hone@plymouth.ac.uk
http://glang.me.uk/nisw.html
VENEZUELA
Capt Oscar Rodriguez AFNI
Tel: +584242177766
Mobile +582127935701
orodriguez@consemargroup.
com.ve