NAUTILUS. de jaar ème année. Maandelijkse lunch november Lunch mensuel novembre. Raad van Bestuur Conseil d Administration

NAUTILUS Maandblad van het Koninklijk Belgisch Zeemanscollege v.z.w. Revue mensuelle du Collège Royal Maritime Belge a.s.b.l.

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Zetel / Siège: Stella Maris Italiëlei 72 - 2000 Antwerpen

Maandelijkse lunch november

donderdag, 20 november jeudi, 20 novembre

om

Lunch mensuel novembre

Permanent secretariaat / Secrétariat permanent:

Lezing HZS

dinsdag, 25 november

Causerie ESNA

mardi, 25 novembre

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dinsdag en donderdag / mardi et jeudi: 09-12 h & 14-17 h

Raad van Bestuur

dinsdag, 2 december

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Conseil d’Administration

mardi, 2 décembre

Ledenvergadering

dinsdag, 2 december

Réunion des membres

mardi, 2 décembre

Maandelijkse lunch december

donderdag, 18 december

Mw. Caroline Smits Tel.: 03-233.34.75 / Fax: 03-232.29.10 E-mail: [email protected] Website: www.kbz-crmb.be Bankrekening / Compte bancaire: 416-6095341-49 IBAN: BE97 4166 0953 4149 BIC: KREDBEBB BTW-nummer / Numéro TVA: BE 0410.000.192 Raad van Bestuur / Conseil d’Administration 2014 Voorzitter / Président: A. Pels Ondervoorzitters / Vice-Présidents: I. De Cauwer, T. Heiremans, C. Maerten, D. Vanderplasschen Schatbewaarder / Trésorier: T. Heiremans Secretaris-generaal / Secrétaire-général J.Cuyt Raadsleden / Membres du Conseil: T. Aga*, A. Annaert, R. Bijlsma*, P. Boyens*, T. Coornaert*, J. Cuyt, J. De Bock*, E. Deleu, F. Doomen*, T. Goethals, C. Lacroix, W. Mazijn, J. S’Jegers*, R. Van Damme, H. Van Herendael*, K. Van Overloop*

jeudi, 18 décembre

Lunch mensuel décembre

12h00

à

19h30

à

19h30

à

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20h00

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AANDACHT / ATTENTION Maritieme Nieuwjaarsreceptie in de HZS: donderdag, 8 januari vanaf 19u00 Réception Maritime de Nouvel An à l’ESNA: le jeudi, 8 janvier à partir de 19h00

LEDEN / MEMBRES Nieuwe leden / Nouveaux membres: (oktober 2014) Werden aanvaard/ Ont été acceptés : als steunend lid / comme membre de soutien : Tim LOMBAERT als effectief lid / comme membre effectif : Thomas DELGRANGE Overlijden / Décès: Nous apprenions le décès de notre membre, le Commandant Raymond WERTZ, dans l’âge de 87 ans. Le CRMB offre ses sincères condoléances à la famille du Cdt. Wertz.

Bestuurssecretaris / Secrétaire de direction: J. Gleissner * varend lid / membre naviguant

Lidgeld / Cotisation: e 75,00 Studenten HZS / Etudiants ESN: e 40,00 Steunend lid / membre soutenant: e 55,00 Abonnement : e 55,00 (excl. BTW) Alle artikels worden gepubliceerd onder de verantwoordelijkheid van de auteurs en vertolken niet noodzakelijk de mening van het KBZ Tous les articles sont publiés sous l’entière responsabilité de leurs auteurs et ne reflètent pas nécessairement la conception du CRMB.

Omslag / Couverture: Monochromie van/de “Dover Lighthouse” aquarel van / aquarelle de André Paquet

Verantwoordelijke Uitgever / Editeur Responsable: KBZ Italiëlei 72 2000 Antwerpen

Nautilus, november 2014

INHOUD / SOMMAIRE • KBZ / CRMB - Lidgelden 2015 - Verslag Maandelijkse vergadering

328 330

• Open Forum / Forum ouvert - Where is everyone?

332

• Maritiem onderwijs - Nieuwe opleiding STCW Management 334

• Veiligheid / Securité - Mooring ropes risks

341

• Offshore North Sea decommissioning

344

• Futurisme - La traversée du Pacifique 348 • Maritime accidents - Language muddle leads to collision

351

336

• MLC 2006 - New safety and health guidelines

• De Belgische vlag van toen - Een ‘soft-wood’ schip uit Canada

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337

• Causerie

• Bemanning / Equipage - Seafarer fatigue - Cadet Survey

338 340

• Safety - Inexperienced officer

358 & 359

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DRUK-CLB_advertentie_zeemanscollege_105x148mm_zw_V2.pdf

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Nautical charts & publications Safety equipment Navigation equipment

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Oude Leeuwenrui 37 2000 Antwerpen tel: 03/213.41.70 email: [email protected]

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Mensen en kennis van zaken

Dat is de kracht achter Jan De Nul Group’s grote succes. Dankzij de gedrevenheid en betrokkenheid van zijn werknemers en de hypermoderne vloot is de groep marktleider in bagger- en mariene werken, alsook in gespecialiseerde diensten voor de offshore markt van olie, gas en hernieuwbare energie. De groep is bovendien een belangrijke speler in de civiele bouwsector en de milieusector. Onze professionele en innovatieve oplossingen genieten het vertrouwen van de industrie. Of het nu gaat om de bouw van nieuwe sluizen in het Panamakanaal of om de bouw van een nieuw havencomplex in West-Australië, samen met onze klanten bouwen we op een verantwoorde manier mee aan verdere economische ontwikkeling.

www.jandenul.com

JAN DE NUL GROUP 34-36, Parc d’Activités Capellen Nautilus, november 2014

8308 Capellen I Grand Duchy of Luxembourg

327

T +352 39 89 11 F +352 39 96 43 I [email protected]

KBZ - CRMB LIDGELDEN 2015* / COTISATIONS 2015* ____________________

De Raad van Bestuur heeft beslist de lidgelden voor 2015 als volgt vast te stellen : Le Conseil d’Administration a décidé de déterminer les cotisations pour 2015 comme suit:

Effectieve en Toegetreden leden Membres Effectifs et Adhérents

€ 75,00

In geval van een onvolledig jaar: € 7,00/maand En cas d’une année incomplète: € 7,00/mois

Studenten Zeevaartscholen Etudiants Ecoles de Navigation

€ 40,00

In geval van een onvolledig jaar : € 4,00/maand En cas d’une année incomplète: € 4,00/mois

Steunende leden (personen) Membres de soutien (personnes)

€ 55,00

In geval van een onvolledig jaar : € 5,00/maand En cas d’une année incomplète : € 5,00/mois

Steunende leden (bedrijven, verenigingen) Membres de soutien (entreprises, associations)

€ 110,00


Nochtans, indien betaald vóór 1 mei 2015, dan gelden volgende tarieven: er Cependant, si payé avant le 1 mai 2015, les tarifs suivants seront appliqués : Effectieve en Toegetreden leden Membres Effectifs et Adhérents

€ 65,00

In geval van een onvolledig jaar: € 6,00/maand En cas d’une année incomplète: € 6,00/mois

Studenten Zeevaartscholen Etudiants Ecoles de Navigation

€ 35,00


Steunende leden (personen) Membres de soutien (personnes)

€ 48,00

In geval van een onvolledig jaar : € 4,00/maand En cas d’une année incomplète : € 4,00/mois

* inbegrepen het abonnement op NAUTILUS ( incl. portkosten België)

y compris l’ abonnement sur NAUTILUS (frais de port Belgique inclus)

Te betalen door overschrijving naar bankrekening: A régler par virement au compte bancaire :

416-6095341-49 IBAN : BE97 4166 0953 4149 BIC: KREDBEBB van / du Koninklijk Belgisch Zeemanscollege Italiëlei 72 2000 Antwerpen Met vermelding / avec mention Lidgeld 2015 / Cotisation 2015

328


Dredging International nv Haven 1025 - Scheldedijk 30 B-2070 Zwijndrecht, Belgium T +32 3 250 52 11 F +32 3 250 56 50 [email protected] www.deme.be

DEME: duurzame oplossingen voor morgen. Met 150 jaar ervaring, een uitgebreide, moderne vloot en meer dan 4000 specialisten, heeft DEME alle expertise in huis om elk bagger- en waterbouwproject, hoe complex ook, perfect af te werken.


Creating land for the future 329

KBZ CRMB KBZ CRMB

VERSLAG 2014) VERSLAGMAANDELIJKSE MAANDELIJKSE VERGADERING VERGADERING (7 (7 oktober oktober 2014) RAPPORT REUNION MENSUELLE (7 (7 oktobre 2014) octobre 2014) RAPPORT REUNION MENSUELLE _________

Op de maandelijkse ledenvergadering van oktober kwamen onder meer volgende agendapunten aan bod:

Lors de la réunion des membres d'octobre les points suivants étaient à l'ordre du jour:

Leden: Wordt aanvaard als steunend lid: Tim Lombaert, als effectief lid: Thomas Delgrange Overleden: Kapt. Raymond Wertz in de leeftijd van 87 jaar en daarmee tevens het oudste lid.

Membres: Est accepté comme membre de soutien: Tim Lombaert, comme membre effectif:Thomas Delgrange. Décès:le Cdt. Raymond Wertz à l'âge de 87 ans et également le plus ancien membre.

Hypotheeklening voor zeevarenden: J. Cuyt schreef de Belgische Vereniging van Banken aan om erop te wijzen dat het beroep van “zeevarende” wel degelijk bestaat. Daarop kwam een weinig verhelderend antwoord. Overigens blijkt dat het probleem dat een van de leden met zijn bankinstelling ervoer bij het afsluiten van een hypotheeklening, een alleenstaand geval is. Zo zou het voor zeevarenden volstaan een bijkomende vragenlijst in te vullen.

Prêts hypothécaires pour marins: J. Cuyt s'adressa par écrit à l'Association Belge des Banques en soulignant le fait que le métier de "marin" existe bel et bien. La réponse fut assez vague. Le problème rencontré par un de nos membres auprès de sa banque pour obtenir un crédit hypthécaire s'avèrerait être un cas isolé. Pour un marin, il suffirait de compléter un formulaire supplémentaire.

Prijzen KBZ-laureaten HZS: Voor de laureaat-nautische afdeling (Franse nationaliteit) werden twee boeken geschonken: “Bonaparte et L’Escaut” en “14-18 En Mer” + het gratis lidmaatschap tot einde 2015.

Prix CRMB - Lauréats ESNA : Pour le lauréat de la section "pont" (de nationalité Française), deux livres ont été offerts: "Bonaparte et l'Escaut" et "14-18 en mer" ainsi que la cotisation de membre jusque fin 2015.

De laureaat van de Machine-afdeling kreeg de boeken “België op zee” en “Koopvaardij op nieuwe koers” evenals het gratis lidmaatschap..

Le lauréat de la section "Mécanique naval" reçut les livres "België op zee" et "Koopvaardij op nieuwe koers" ainsi que la cotisation gratuite.

Simulatortraining vs reële vaartijd: Er komt een gedachtewisseling op gang over de vraag of 5 maanden effectieve vaart, naast de simulatortraining die geldt voor 7 maanden vaart, voldoende is om het STCW-brevet te bekomen en dus om als wachtoverste te fungeren. SG Cuyt richtte in dit verband een brief aan de FOD Mobiliteit

Simulateur et temps de navigation: Il y eut un échange d'idées sur la question de la formation en simulateur qui compte pour 7 mois de navigation et qui s'ajouterait à 5 mois de navigation effective de façon à pouvoir obtenir le brevet STWC et ainsi devenir chef de quart. Le SG Cuyt a adressé une lettre au SPF Mobilté à ce sujet.

Op de vergadering werd opgemerkt dat effectieve vaartijd alleszins een relatief begrip is want vijf maanden op een baggerschip is niet hetzelfde als vijf maanden a/b van een coaster op de Baltische Zee.

Il fut remarqué à la réunion que la notion de "temps de navigation effectif" était relative car 5 mois passés sur une drague ne pouvait se comparer à 5 mois passés sur un caboteur dans la Baltique.

Overigens wil men het nut van simulatoren bij de opleiding van zowel zeevarenden en loodsen als piloten geenszins in twijfel trekken. Zij zijn daarbij een onmisbaar instrument.

En outre, nous ne voulons en aucun cas mettre en doute l'efficacité de la formation en simulateur pour les navigants et pilotes. Ce sont des outils essentiels à la formation.

Maar experten van P&I Clubs hebben het ook over een “pushbutton”- generatie van jonge officieren en stellen in vraag of zij na vijf maanden effectieve vaart in alle veiligheid kunnen functioneren als hoofd van de wacht.

Les experts des Clubs P&I se demandent aussi si la génération des jeunes officiers "push-button" est bien capable de fonctionner en toute sécurité comme chef de quart après cinq mois de navigation effective.

Uit de gedachtewisseling bleek verder dat simulatoropleiding vooral zijn nut heeft na enkele maanden real live-ervaring op zee en als refresher course.

Il découle aussi de l'échange d'idées que le simulateur est surtout utile après quelques mois d'expérience "real-live" en mer et sert aussi de "refresher course".

Ten slotte werd ook de vrees geuit dat de simulatortraining, zoals ze aan de HZS wordt opgevat, zou kunnen worden afgekeurd door de IMO die dan van de weeromstuit 12 maanden effectieve vaart zou kunnen eisen voor de toekenning van STCW-brevetten. In dat geval zou er zich voor de afgestudeerden een groot probleem stellen om die vereiste 12 maanden vaart te bekomen.

En conclusion, il est également fait part de la crainte de voir la formation sur simulateur, telle qu'elle est donnée à l'ESNA, se faire invalider par l'IMO qui pourrait à nouveau exiger 12 mois de navigation effective pour l'obtention des brevets STWC. Dans cette hypothèse les élèves sortant de l'école se verraient confrontés à un grave problème pour arriver à ces 12 mois de navigation.

Varia: Een jonge afgestudeerde van het Centrum voor volwassenonderwijs maakt gewag van de moeilijkheden die hij ondervindt om tewerkstelling te vinden als aspirant/niet-houder van een STCWcertifikaat. Ook op zijn sollicitatiebrieven als aspirant/matroos kreeg hij geen respons. Voor sommige categorieën schoolverlaters blijkt er dus toch nog steeds een probleem van tewerkstelling te bestaan. 

Divers: Un jeune élève sorti Centre d’Enseignement pour Adultes nous fait part de sa difficulté à trouver un emploi comme aspirant-officier non détenteur d'un certificat STWC. Ses demandes d'emploi comme aspirant/matelot ne reçurent également aucune réponse. Pour la catégorie des élèves en fin d'études la recherche d'un emploi reste donc un vrai problème.

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

Traduction Néerlandais > Français par Marc Sohie Nautilus, november 2014

Tel : 03-829.90.11 Fax : 03-829.93.29 E-mail : [email protected]

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Havenbestuur Zeebrugge Isabellalaan 1 - B - 8380 Zeebrugge Tel. +32/50/54 32 11 - Fax +32/50/54 32 24 www.portofzeebrugge.be - [email protected] ©www.mbz.be - ©www.henderyckx.com

nautilus_2014.indd 1 Nautilus, november 2014

2/01/2014 15:26:12

331

OPEN OPENFORUM FORUM Wat te denken van…?

FORUMOUVERT OUVERT FORUM

WHERE IS EVERYONE?

Que penser de…?

_________

Would you recommend a career at sea to a young person? That was the question posed in a sparky debate at this year’s International Chamber of Shipping conference. The discussion was opened by writer Rose George, whose prize winning book – Deep Sea and Foreign Going – was based on her experiences during a voyage from the UK to the Far East onboard a Maersk containership. 'l came into shipping as a rank outsider,' she told the meeting. ‘l had a really fantastic and wonderful time in my five weeks on Maersk Kendal. But although l loved being at sea very much, l find it difficult to recommend a career at sea to a young person after what l learned about what it is like to work onboard a modern containership.' Maersk is a good company, Ms George noted, and the seafarers she met were paid a good rate for their work. ‘But what shocked me when I came onboard was that there were so few people' she added. ‘My first thought was, where is everyone? I didn’t expect there to be only 19 people onboard, and the other thing that shocked me that first day was that nobody talked to each other.’ Timing dinner, she found that crew members spent an average of just six minutes at the table. ‘It was not a social occasion, it was re-fuelling,’ she said. In the evenings, the vessel turned into a ‘ghost ship' as people retreated to their cabins rather than socialising with each other. Hardly anyone used the gym, Ms George said, and because the ship was dry there was no opportunity for seafarers to relax together with a drink. The multinational crew were 'a bunch of disparate people who went their separate ways at the end of the voyage’. By contrast, she later sailed onboard a naval ship on counter piracy duties and found that ‘every effort’ was made to encourage socialisation and teambuilding. She said she had been careful to distinguish between ‘standard workplace grumblings’ and more profound concerns, such as the fears of young British officers being priced out of the labour market. However, it was impossible to ignore the effect of Maersk’ decision to replace serviettes with paper kitchen rolls on the table, and the introduction of paper towels had made the captain of her ship furious. ‘I think he had a point,' she said. ‘It may seem just a small thing but it had a big resonating impact because it shows you are no longer respected.' The master who had more than 40 years of seagoing experience, was no longer in love with his job because of a number of fundamental problems, she added. Shipboard life is now such that nobody is there for the love of the job, and many young people would probably just spend a few years going to sea, she warned. Consequently, the industry will have a fight on its hands to retain the skills and experience it needs for the long term. The difficulties for new entrants are also exacerbated when many on their first sea phase find that the officers on their ships cannot be bothered to teach them properly and the manuals are unreadable, she went on. Ms George said she had asked her seafaring Twitter followers what needs to change, and it was clear that significant work has to be done to address welfare issues. Opportunities for proper rest and relaxation are rare, she pointed out, and owners should do more to ensure their crews get quality time to unwind. Recent research had shown that barely 20% of seafarers on bulk carriers and containerships have free internet access, she pointed out, and such poor provision would make many young people think twice about going to sea. But Peter Cremers, CEO of the Anglo-Eastern Group, argued that there is still plenty of social activity onboard, and giving seafarers open access to computers and social media could be 'a mixed blessing'. If crew members are able to keep in constant contact with friends and family at home, this can bring problems of the shore to the ship, he suggested. However, owners could help by making every effort to take care of family members while seafarers are away at sea. Deirdre Fitzpatrick, executive director of Seafarers' Rights International, said that while there have been advances in the industry, her 20 years of experience of litigating on behalf of crews had identified three common problems - unpaid wages, criminalisation and unsafe ships. Life at sea can be enjoyable, and for the right sort of personality it can be very good, she said. But the ITF still has to recover some $38m a year in owed wages, and research showed that almost one in 10 seafarers - and 24% of shipmasters - had faced criminal charges at some stage in their career. However, Captain Steven Cockerill, a master serving with DFDS Seaways, said he would have no hesitation in recommending a seafaring career. 'Never before has there been so much variety,' he pointed out. 'You can pick your lifestyle there's the yacht sector, the cruise sector, or the offshore industry throwing money at you...' Capt Cockerill said he enjoyed the mix of people working at sea and the 'banter' of life onboard. For masters, he added, dry ships had delivered some benefits - and more and more crew members are now using the gyms on their ships. Good internet access is vital, he stressed. 'lf we are taking 18-year-olds out of their bedrooms where they have Playstations, PCs and DVDs, we need to supply them with sufficient bandwidth at sea. We are trailing behind at the moment and we can't keep up.' 332


Mr Cremers said there was no shortage of young people seeking careers at sea - with some 2.000 candidates for the 130 positions on offer at Anglo-Eastern's Indian training academy this year. It's still a fantastic job, 'he added, 'and it can lead to very good careers ashore.' Captain Andrew Moll, from the Marine Accident Investigation Branch, said analysis of incidents at sea often showed a detrimental impact from 'league of nations' crewing, with language problems and cultural difficulties being common. Mr Cremers said he was a fan of single nationality crews - with a maximum of two nationalities being best. It's often a question of understanding what makes certain nationalities tick, he suggested. While he believes that seafarers today 'do a much more professional job to a much higher standard than those of 30 years ago', Mr Cremers said he was concerned that there is too much emphasis on paperwork, and regulatory requirements mean seafarers are often not doing the job they should be doing. Chris Haughton, from Videotel Marine, cautioned against viewing life at sea through rose-tinted spectacles and warm nostalgia for how things used to be. ‘It could be boring in the 70s, and conditions today are not so very different from how things were,' he pointed out. And it is a myth that people spent a long time at sea all those years ago. The average length of a seagoing career has been constant at seven to 10 years for a long time. It is the exception to stay at sea a long time rather than the rule.' Captain John Rose, from the Confidential Human Incident Reporting Programme, said he was optimistic about the future for British officers. With government support for training costs, it could be cheaper to train UK cadets than many other nationalities, he pointed out. However, the industry should be doing much more to provide them with better mentoring during their early years. Despite her reservations about recommending a seafaring career, Ms George said she believed shipping has a very strong and positive story to tell - not least its recent role in rescuing refugees in the Mediterranean. 'The industry is something to be proud of and we should recognise its role in not just bringing us 90% of everything but also doing things like search and rescue,' she added. Ms George said the untapped potential had been illustrated by one seafarer who had told her: 'It's not the best job in the world – but sometimes it could be.  Telegraph – Volume 47 – Number 10 – October 2014

De redactie aanvaardt met dank alle commentaar op de artikels onder de rubriek “Open Forum” La rédaction accepte avec reconnaissance tous commentaires concernant les articles sous la rubrique « Forum Ouvert »

CMB BOCIMAR De Gerlachekaai 20 | BE 2000 Antwerpen www.cmb.be


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MARITIEME MATITIEMEONDERWIJS ONDERWIJS

ENSEIGNEMENTMARITIME MARITIME ENSEIGNEMENT

NIEUWE NIVEAU NIEUWE OPLEIDING OPLEIDING STCW STCW MANAGEMENT MANAGEMENT NIVEAU AAN AAN DE DE HZS HZS ANTWERPEN ANTWERPEN _________

Vanaf januari 2015 start de HZS te Antwerpen een nieuwe opleiding die toelaat alle competenties van het Management Niveau te behalen. Deze opleiding is modulair gestructureerd en omvat de competenties vastgelegd in de STCW Convention & Code (incl. 2010 Manila Amendments): Management Niveau Table A-II/2 Specification of minimum standard of competence for masters and chief mates on ships of 500 gross tonnage or more (p.112-123). De opleiding kan enkel worden gevolgd door personen die reeds de certificaten van het STCW Operationeel Niveau hebben behaald (Table A-II/1 Specification of minimum standard of competence for officers in charge of a navigational watch on ships of 500 gross tonnage or more (p. 99-110). Deze certificaten worden verleend na het volgen van de TSO-opleidingen in het KTA Zwijndrecht – Cenflumarin en het Maritiem Instituut Mercator in Oostende, alsmede in de CVO’s (Centra voor volwassenenonderwijs) in Antwerpen en Oostende. Ook indien gelijkwaardige certificaten werden behaald in een ander opleidingsinstituut of in een buitenlandse onderwijsinstelling, kan de Managment Niveau-opleiding worden gevolgd. De cursist die de opleiding STCW Managment Niveau met succes volgt ontvangt de nodige certificaten om te kunnen varen tot het niveau van 1e Officier en Kapitein op alle scheepstypes (de opleiding is door de FOD Mobiliteit erkend). Uiteraard moet worden rekening gehouden met de benodigde vaartijd, zoals in de STCW-reglementering vastgelegd. Het opleidingsprogramma, de jaarplanning en de inschrijvingsvoorwaarden vind je op de website www.hzs.be  Andere opleidingen  STCW Management Niveau.  Mededeling HZS – 21.10.14

WWW.ANTWERP-TOWAGE.COM +32 (0)3 2121000 334

(24/7)


DE START van een BOEIENDE CARRIERE

De vraag naar hoogopgeleide koopvaardijofficieren is groot. Ook de vraag van de maritieme industrie naar ex-zeevarenden overtreft ruimschoots het aanbod. Goedbetaalde tewerkstelling is dus zowel tijdens als na de vaartijd verzekerd! De Hogere Zeevaartschool is de enige hogeschool in België die hiervoor de gepaste opleidingen (in het Nederlands en in het Frans) aanbiedt:  Bachelor & Master in de Nautische Wetenschappen  Bachelor in de Scheepswerktuigkunde Geïnteresseerd in een boeiende maritieme carrière? Bezoek onze website www.hzs.be voor meer informatie.


335

SAFETY SAFETY Report criticises ‘astonishing’ decision to give recently-qualified officer sole control in Dover Strait

INEXPERIENCED OF THE THE WATCH WATCH INEXPERIENCED OFFICER OFFICER OF ‘LOST CONTROL’ IN TRAFIC TRAFIC SEPARATION ‘LOST CONTROL’ IN SEPARATION SCHEME SCHEME _________

The master of a UK-flagged general cargoship has been criticised for allowing an inexperienced officer to take a night-time bridge watch by himself as the vessel sailed through the Dover Strait. Accident investigators said it was 'astonishing' that the second officer - who had been in charge of only to bridge watches since qualifying as an OOW [Officer of the Watch] six months earlier - had been entrusted with the con. They found that the 20-year-old had experienced 'a complete loss of situational awareness' before his vessel, Carisbrooke Shipping's 2.998gt Paula C collided with the 81.874dwt bulk carrier Darya Gayatri in the SW lane of the traffic separation scheme in December Iast year. Both vessels were damaged in the incident, but no one was injured and there was no pollution. The UK Marine Accident Investigation Branch (MAIB) said the Paula C's OOW had been seeking to avoid a fishing vessel after incorrectly assessing that his ship was the give-way vessel. A series of significant fluctuations in Paula C's course showed he 'was not coping with the demands of the situation and that he did not know what to do'. The report said the officer - who had taken only four solo bridge watches before the accident - had been oblivious to the presence of the bulker less than 600m off his ship's starboard beam when he made a further course alteration. Unsupported and without experience to draw upon, the second officer quickly became overloaded.

Damage to Paula C’s portside superstructure

The Russian master's decision to allow the officer to work alone at night was 'ill-judged and contrary to international requirements', it added. 'The officer was very inexperienced and he had not yet developed sufficient competency to keep a bridge watch in the Dover Strait at night by himself.' Investigators said the OOW's decision-making may have been influenced by a 'well-intended' radio call from Dover Coastguard asking him if he was 'going to do a three-sixty?' Had the Coastguard simply asked the officer 'what is your intention?' it would have made his uncertainty apparent, the report added. The MAIB said the officer had failed to effectively use ARPA or AIS data to maintain a proper Iookout, and it suggested that if both ships had made use of sound signals the accident might have been avoided. The report makes no recommendations, noting that Carisbrooke Shipping and the Merchant Navy Training Board have taken steps to improve the training and development of junior officers and the Maritime & Coastguard Agency has reminded CNIS [Channel Navigation Information Service] operators of the need to use standard marine communications phrases. Nautilus senior national secretary Allan Graveson commented: ‘An inexperienced officer has been failed by an industry and regulatory authority that increasingly relies on the issuance of CE Certificates for senior personnel. The lack of any positive recommendation in this area is disappointing.' The full report can be downloaded from http://www.maib.gov.uk/publications  Excerpt from Telegraph – Volume 47 – Nr. 10 – October 2014

Maritieme Nieuwjaarsreceptie / Réception Maritime de Nouvel An donderdag, 8 januari 2015 / jeudi, 8 janvier 2015 vanaf 19u00 in de HZS

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MLC MLC 2006 2006

NEW NEW SAFETY SAFETY AND AND HEALTH HEALTH GUIDELINES GUIDELINES TO PROTECT SEAFARERS _________

Recognizing the special needs of seafarers, experts have agreed on guidelines to assist governments to implement occ upational safety and health provisions previously set down in the Maritime Labour Convention, 2006 (MLC, 2006). Intended to provide supplementary practical information to be reflected in national laws and other measures, the OSH guidelines [Occupational Safety and Health] deal with the special maritime working environment. This includes demanding physical working conditions, potentially hazardous tasks, isolation, long hours of work, rigid organizational structures and high levels of stress and fatigue. “We are very pleased with the outcome of the work of the expert meeting this week. We believe in promoting compliance with the MLC and the new guidelines that we have agreed will make an effective contribution to this,” said Tim Springett, Vice-Chairman for the Employers’ Group. The guidelines were discussed by a total of 102 delegates, including, six government, six shipowner and six seafarer experts, observers and advisers from 42 other governments, and observers from intergovernmental organizations and nongovernmental organizations. The meeting, held in Geneva from 13-17 October, addressed all areas of seafarers’ occupational safety and health, including such areas as alcohol and drug abuse, violence and harassment, and infectious disea ses. The document details responsibilities for governments, shipowners and seafarers related to accident and illness prevention practices, implementation, training and emergency and accident response. Also noting that he too was pleased with the experts’ results, Patrice Caron, Executive Vice-President of the Seafarers’ International Union of Canada, said, “There will be many challenges to implement occupational safety and health in the maritime sector. The guidelines should provide assistance. Minimizing risk is a fundamental concern to seafarers and for the others persons working on ships.” Speaking on behalf of the government group, Julie Carlton, Head of Seafarer Safety and Health Branch at the United Kingdom’s Maritime and Coastguard Agency, said, “We are pleased to have agreed these guidelines for competent a uthorities on the implementation of this important aspect of the MLC, 2006. The final document provides flexibility without compromising on standards of occupational safety and health to protect seafarers, and will be a useful resource for those setting up or reviewing their OSH frameworks in compliance with the MLC, 2006.” Over 40 ILO Conventions have already been adopted and numerous other instruments, codes of practice and guidelines have been drafted on OSH since the ILO’s creation in 1919. Some are sector-specific, such as the ILO code of practice on accident prevention on board ships at sea and in port. Further OSH provisions are set out in instruments adopted by the International Maritime Organization (IMO).The MLC, 2006 was adopted in February, 2006 by the International Labour Conference. It includes Regulation 4.3 on health and safety protection and accident prevention, and the related Code, “to ensure that seafarers’ work environment on board ships promotes occupational safety and health.” The ILO has estimated that 6,300 people die every day as a result of occupational accidents or work-related diseases, adding up to more than 2.3 million deaths per year. Costs can be devastating to workers’ families and their communities, while the economic burden of poor OSH practices is estimated at 4 per cent of global gross domestic product each year. In their concluding document, experts said the OSH measures “should not be seen as an economic cost but as an inves tment to continuous improvement to the safety and health of seafarers.” Source: International Labour Organization (ILO)  From Maritime Press Clippings – 28.10.14

Read the CESMA Newsletter on

www.cesma-eu.org


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BEMANNING EQUIPAGE BEMANNING EQUIPAGE

SEAFARER FATIGUE AND THE AND THE IMPLICATIONS IMPLICATIONS ON ON SEAWORTHINESS SEAWORTHINESS _________

Fatigue is generally described as a state of feeling tired, weary, or sleepy that results from prolonged mental or physical work, extended periods of anxiety, exposure to harsh environments, or loss of sleep. The result of fatigue is impaired performance and diminished alertness. A common symptom of fatigue is a change in the level of risk that a person accepts, or a tendency to accept lower levels of performance and not correct errors which come about in the course of performing tasks while fatigued. All these could have a significant impact on shipboard operations and personal safety. Seafarers often work hours that would not be tolerated in any other mode of transport. Safety at sea is seriously compromised by fatigue with often catastrophic consequences. Some high profile examples of casualties in which seafarer fatigue has been a key fatigue, causal factor include, the Exxon Valdez, Cita, Jambo, Pasha Bulker, and Thor Gitta, to name a few. Research carried out with the support of the Trade Union, Nautilus International, claims that: ! A quarter of seafarers say they have fallen asleep while on watch ! Almost half report working 85-hour weeks or more and say that their working hours increased over the last ten years despite regulations being introduced ! Over a third believe that their working hours may pose a danger to the safe operations of their ship Research also shows how the problems are exacerbated by false record keeping and lack of enforcement of the regulations. If the above statistics are to be believed then it stands to reason that fatigue is causative in far more marine casualties than recorded. On 20 August 2013 new regulations came into force with the implementation of the Maritime Labour Convention 2006 (MLC). These included new regulations regarding the hours of rest for seafarers. Up until then, hours of rest regulations varied throughout the industry depending on which Flag State a ship was registered with Flag State regulations that were largely based on STCW, and that did not recognise the ILO 180 convention, were open to varied interpretation that enabled Ship Operators and Owners to approach the problem of fatigue with greater convenience, rather than confront it head on. Under the old provisions of STCW, where later legislation was not adopted it was potentially acceptable for a seafarer to work 98 hours per week. Now with the implementation of the MLC, the minimum standard is more universal and it is clear to all that these regulations apply to all seafarers (not just watchkeepers) including the Master. To summarise the MLC hours of rest regulations, the limits on hours of work or rest shall be as follows: ! Minimum hours of rest shall not be less than ten hours in any 24-hour period ! 77 hours in any seven-day period ! Hours of rest may be divided into no more than two periods, one of which shall be at least six hours in length, and the interval between consecutive periods of rest shall not exceed 14 hours ! The Master shall have the right to suspend the minimum limits on hours of rest and require a seafarer to perform any hours of work necessary for the immediate safety of the ship, persons on board or cargo, or for the purpose of giving assistance to other ships or persons in distress at sea. In such cases, and as soon as practicable after normal conditions have been restored, the Master shall ensure the seafarers are provided with an adequate period of rest. So what does this mean, and how does this affect cargo interests? The majority of cargoes are carried pursuant to contracts of carriage that contain within them a Hague Rules type regime and hence, amongst other things, an obligation on the carrier to exercise due diligence before and at the commencement of the voyage, to properly man, equip and supply the vessel and to make it seaworthy. It could be argued that if a ship cannot maintain its commercial schedule and remain safe, with the master and ship’s officers and crew having received adequate rest to avoid the onset of fatigue setting in, then that ship should be considered to be undermanned irrespective of what the minimum manning certificate may say. Additionally, it could be argued that a master, officer, or crew member that is fatigued could be considered to be be incompetent incompetent (temporarily), (temporarily) in that their mental and physical capacity to perform their duties is impaired. Therefore, the carrier could be viewed to have failed to exercise due diligence before and at the commencement of the voyage to properly man the vessel in breach of the Hague/Hague Visby Rules. Where a casualty has arisen due to the action or inaction of the ship’s master, an officer or a crew member and that individual can be said to be fatigued, then it is arguable that the effects of fatigue could be considered to be causative. In such an event and where cargo interests are seeking to recover their losses against the carrier, it stands to reason that the hours of rest records of the ships complement are documents that should be sought and inspected as a matter of course.

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Furthermore, in light of the research findings that indicate false record keeping being an endemic problem within the industry, then these documents should not be inspected in isolation but compared with other documents such as log books and even e-mail chronology, to confirm that the hours of rest records are accurate. The ISM Code (International Management Code for the Safe Operation of Ships and for Pollution Prevention) places a very clear responsibility on the company to monitor its safety management system which will incorporate within it the hours of rest regulations. The company must also keep records to this effect in order to fulfil external auditing requirements. Thus the errant shipowner who turns a blind eye to practices such as the false record keeping of the hours of rest will no longer be able to hide behind a veil of ignorance and present this as his defence. To date, there are no reported judgments to form a precedent in order to back up an argument that a ship is unseaworthy as a result of seafarer fatigue. However, P&I Clubs and ship owners alike would be very uncomfortable arguing otherwise in an open court, particularly given the sensitivity of the subject within the maritime industry. When confronted with evidence alluding to this point, recent experience has shown that a settlement offer, favourably weighted towards cargo interests, is a more likely outcome. Source: Clyde & Co (Printings in bold: by the Nautilus Editor)

!!! Excerpt from Maritime Press Clippings – 22.10.2014

AND PLACEMENT PLACEMENT ON ON BOARD BOARD SHIPS SHIPS FOR FOR SEATIME SEATIME CADET SURVEY AND IFSMA took an active part in the Intertanko initiative which resulted in the document “It’s a career not just a job” – Best Practice Guide for Recruitment, Welfare and Competence of Cadets. This was a global survey and the results were significant. From this the ExCo have decided to move matters forward on an international basis. One of the core problems lies with cadets completing all of the courses required only to find find that that they they cannot cannot find find aa berth berth to to complete complete the the sea sea time time to to become become aa certified certified officer. officer More needs to be done to find ways to have berths made available for cadets. IFSMA knows that by itself there is a limited amount of success that can be achieved but working with other NGOs, flag states and shipping companies it can assist in reducing this problem while difficult at this time, it will come to be a major problem in the future.

!!! Excerpt from IFSMA Newsletter 002 – October 2014

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VEILIGHEID SECURITE VEILIGHEID SECURITE

MOORING MOORING ROPES ROPES RISKS RISKS _________

1. REPORT “I was a passenger on a cruise liner and whilst docking it was good to see that the linesmen were wearing PPE [Personal Protective Equipment]. However, they appeared to be unaware of the danger of standing in a bight.” Lessons Learned: Routine operations such as this should be included in safety briefings to operators and in the scope of safety audits. CHIRP [Confidential Hazardous Incident Reporting Programme] contacted the port authority, they in turn shared the information with the stevedoring company. They advised the report was of great help and asked that CHIRP continues to share such information. In another report that CHIRP received, line handlers were not wearing personal protective equipment. Lessons Learned: Compliance with such a basic safety requirement may be a symptom of a less-than-adequate safety culture. CHIRP also noted a media article on the death of two men whilst assisting with mooring lines. They were thrown overboard from their boat when it became swamped with water and capsized. Although wearing life vests, one man‟s vest became unfastened as he was thrown into the water. CHIRP Comment: Personnel are routinely confronted with numerous hazards when involved in mooring operations. Wearing appropriate PPE is important and personnel are advised to be cautious and remain vigilant as circumstances may change very rapidly. Do not stand in the bight of a rope and also be aware of the dangers from ropes parting and the potential area that ropes may snap back into. Advice on safe mooring practices can be found at Chapters 12 and 25 of the MCA publication – “Code of Safe Working Practices for Merchant Seamen”. See also the following Marine Accident Investigation Branch (MAIB) reports: ● MAIB Safety Digest 1/2014 Case 5 Mooring Dangers, the need to always keep alert; ● MAIB report 16/2014 Crewman lost overboard from the „Sea Melody‟; ● MAIB report 18/2013 Fatal injuries to a crewman whilst securing a tug‟s tow wire, and ● MAIB report 29/2011 Fatality during mooring operations. 2. WHAT IS THE MAXIMUM LOAD A MOORING BOLLARD CAN TAKE? TAKE? “…I do not know the breaking strain of the mooring ropes or that of the bollard, but I suspect that the combined strength of [multiple] ropes may exceed that of the bollard. However, I do not recall reading of any incident in which a shore bollard has been pulled from the ground.” CHIRP recalls an incident on March 5, 2009, MSC Fantasia drifted away from the dock side in Palma de Mallorca Spain. High winds up to 110 km/hour created excessive loads, these caused the shore mooring bollards to be pulled out of the concrete deck and not the ship‟s mooring lines parting. The bow then drifted away from the dockside causing a passenger gangway to collapse into the water. One passenger and three crew members had to be rescued from the sea. The passenger was taken to hospital with head injuries, three crew members were treated for hypothermia. CHIRP also read the Nautical Institute MARS Report 200539 “Failure of Shore Bollards”. This incident occurred while on a seldom used berth, with strong gusting winds, the berth only really had one bollard for headlines, one for breast lines and one for springs. The breast line bollard failed and due to a lack of spread of lines the ship drifted off of the dock. The Port Authority had built a mooring dolphin especially for cruise ships and provided assurances that it was strong enough for all of the headlines – it wasn‟t, and the entire dolphin collapsed, taking all lines with it Nautilus, november 2014

Photo: Colourbox

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CHIRP Comment: It is the terminal operator that is contractually responsible for providing a safe berth. Mooring bollards should have a determined SWL rather than having to rely on assurances that they are strong enough. It is not possible for a Ship‟s Master to verify the capability of each mooring bollard. The Master should also be aware; the ship‟s own mooring layout capability will impact the loads on the bollard. Ship owners should check with their agents to verify the moorings bollards on the assigned berth are adequate for the size of ship nominated to the port. Best practice can be found in the LNG shipping industry where computer programmes are used to verify mooring capabilities of a berth before a ship visit.  CHIRP Maritime Feedback no. 36 http://www.chirp.co.uk

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OFFSHORE SHORT SEA SHIPPING

NORTH SEA DECOMMISSIONING: NORTH COULD THE MEGA VESSEL “PIETER SCHELTE” COULD DO IT ALL? _________

by Ron Sweet

With the largest lift vessel in the world and an even bigger one on the way, could Allseas Group absolutely corner the platform removals market? With the clock ticking to May 2015, when the world will see the new vessel Pieter Schelte try and remove each of Shell’s three Brent platforms slated for decommissioning in a single lift, the question is being asked – if this works, will operators remove their platforms in any other way in the future? In August last year Shell UK awarded the Swiss-based Allseas Group SA the contract for the removal and load-in to shore of the topsides of three of its Brent platforms, with an option to do the same with the fourth platform.

Pieter Schelte: Artist impression Allseas

Allseas Group will use the gargantuan Pieter Schelte, a 382-metre-long, twin-hulled, dynamically positioned vessel specially designed for heavy single lifts, now nearing completion at South Korea’s Daewoo Shipbuilding and Marine Engineering. It can remove topsides weighing up to 48,000 metric tons in a single lift where before, multiple cutting and lifting oper ations would be required. Allseas has described how the largest vessel of its type in the world will do the job. Before it arrives on site the legs of the topside support structure are cut. When it rolls up, hydraulic clamps mounted on eight horizontal lifting beams at the ve ssel’s bow will have been adjusted to the exact dimensions of the platform legs. Waves will rock the boat during the crucial operation but, thanks to its motion compensation system, the clamps will be motionless relative to the platform. Once the clamps are connected, tension in the lift system is gradually increased to transfer the weight of the topsides from the jacket to the vessel. Then comes a rapid, 2-metre lift to free the topsides from the jacket, and the Pieter Schelte starts making its way to the Seaton Port of Able UK at Teeside, England, where the platforms will be dismantled.

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With the simplicity of the operation and the time and cost savings Shell can expect, it raises the question: can Allseas absolutely corner the platform removals market? Ben Wilby, researcher at energy research group Douglas-Westwood, believes it’s possible. “With large platforms at the moment I think they’ve definitely got an opportunity there because there’s nothing else quite like it, and it saves so much work,” he told DecomWorld. “For an operator to call someone up and say, can you come and do it in one lift, rather than spending months cutting bits off – to my knowledge, no other company is developing this sort of equipment.”

Pieter Schelte on sea trials September 2014

Photo: Upstream 08.10.14

Allseas has clearly contemplated the possibility because, before the Pieter Schelte was even constructed, it announced last year that it was building something even bigger. Scheduled for completion in 2020, this as-yet unnamed vessel will have a lift capacity of 72,000 t, making it able to remove anything in the North Sea. “It’s certainly aggressive,” said Wilby. “They’re obviously very confident that it will be a success. There was a lot of scep ticism when they announced they were building it, but this is them showing how confident they are. With the specs they announced the new vessel will be able to pretty much lift everything in the world.” Allseas’ commitment to innovation is impressive. It launched the Pieter Schelte concept way back in 1987 and refined it over the next 20 years. It began ordering long-lead items for its construction in 2007, and the vessel will finally be ready later this year. But there are questions still to be answered about how it will make its investment pay. Allseas has admitted, Wilby said, that pricing projects like the Brent platforms removal is difficult. “They have to spend months and months planning how it’s all going to go,” he said, “but then they can turn up and in a couple of days have the job done. So I think they’re not entirely sure how to price contracts to make it attractive but also to give value to themselves.” There is also the question of where in the world it can sell its services, apart from the North Sea. “The Gulf of Mexico is probably the biggest decommissioning market,” Wilby said, “but they tend to be very small platforms so you wouldn’t need a vessel like this.” Nevertheless, if there is a first-mover advantage to be had, Allseas will get it. In a conservative sector, would-be competitors are wary of making such large investments until they have seen the concept work, Wilby said. A year from now, depending on how the Brent project goes, companies may be wishing they’d started earlier. Overall, the whole decommissioning landscape could change radically. “As long as they get the pricing right and as long as there are no disasters with their early projects, I can’t see why it wouldn’t,” Wilby said. “There are quite a lot of large platforms that are getting to the end of their design life and if [operators] see a vessel that can do it all in one go I don’t know why a company wouldn’t use them rather than more awkward, smaller vessels.”  Decomworld – 23.07.14


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M/v Pieter Schelte of Allseas

In June 2010 Allseas awarded the contract for building Pieter Schelte, its 382 m long, 124 m wide dynamically positioned (DP) platform installation / decommissioning and pipelay vessel, to the South Korean shipyard Daewoo. Long-lead items such as the power generation equipment, thrusters and DP system were ordered in 2007. In 2008 the high-tensile steel for the jacket and topsides lift systems was ordered, and the detail design of the hull was completed in May 2010. Equipment for the lift systems and pipelay system were ordered in 2011, continuing into 2012. When built, Pieter Schelte will have a topsides lift capacity of 48,000 t and a jacket lift capacity of 25,000 t. Her pipelay tension capacity will be 2,000 t, doubling the capacity of Allseas’ Solitaire and thereby surpassing her as the world’s largest pipelay vessel. Delivery of the completed topsides lift and pipelay vessel is expected in the second half of 2014, ready for offshore oper ations early 2015. The jacket lift system will follow later. In November 2013 Allseas announced plans to build a second single-lift vessel larger than Pieter Schelte, to be delivered in 2020. It is intended for installation and removal of the very largest existing platforms.

Illustrations of the Pieter Schelte

Courtesy Allseas

Vessel’s particulars  Length overall (incl. tilting lift beam and stinger): 477 m (1,565 ft)  Length overall (excl. tilting lift beam and stinger): 382 m (1,253 ft)  Length between perpendiculars: 370 m (1,214 ft)  Breadth: 124 m (407 ft)  Depth to main deck: 30 m (98 ft)  Slot length: 122 m (400 ft)  Slot width: 59 m (194 ft)  Topsides lift capacity: 48,000 t (105,820 kips)  Jacket lift capacity: 25,000 t (55,116 kips)  Stinger length (incl. transition frame): 210 m (690 ft)  Operating draught: 10-25 m (32-82 ft)  Maximum speed: 14 knots  Total installed power: 95,000 kW  Accommodation: 571 persons  Dynamic positioning system: LR DP (AAA), fully redundant Kongsberg K-Pos DP-22 and 2 x cJoy system  Deck cranes: 3 x Pipe transfer cranes of 50 t (110 kips) at 33 m (108 ft) 1 x Special purpose crane of 600 t (1,323 kips) at 20 m (66 ft)  Work stations Double-joint factory with 5 line-up stations and 2 stations for combined external and internal welding; Main firing line with 6 welding stations for double joints, 1 NDT station and 6 coating stations  Tensioner capacity: 4 x 500 t (4 x 1,102 kips)  Pipe diameters: From 2" to 68" OD  Pipe cargo capacity (deck): 27,000 t  www.allseas.com

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FUTURISME FUTURISME

LA LA TRAVERSEE TRAVERSEE DU DU PACIFIQUE PACIFIQUE EN EN SOUS-MARIN SOUS-MARIN EN MOINS DE DEUX HEURES HEURES?? _________

Une équipe de scientifiques chinois du Harbin Institute of Technology's Complex Flow & Heat Transfer Lab s’active actuellement à développer un sous-marin capable de rallier Shanghai à San Francisco, soit une distance de 9.873 km, en une centaine de minutes. Pour cela ils n’ont pas inventé une nouvelle technologie, mais ils se sont néanmoins inspirés de recherches effectuées par les Soviétiques au cours de la Guerre Froide. Sachant que le déplacement d’un objet immergé produit des frictions qui engendrent une résistance à son avancement 1 bien plus importante que dans l’air, les Soviétiques s’attelèrent dans les années ’60, à la théorie dite de super cavitation pour éliminer cette force. Ils découvrirent que si un engin sous-marin se mouvait dans l’eau, mais au sein d’une bulle de gaz ou de vapeur créée autour de lui, la friction hydraulique sur sa coque, serait diminuée d’environ mille fois. Ce qui, corolairement, permettrait d’atteindre des vitesses impressionnantes.

A l’heure actuelle, les Russes n’utilisent ce phénomène de cavitation que pour leurs torpilles de type VA-111 Shkval (Rafale), capables de se déplacer à près de 400 km/h, au lieu des 70 km/h pour les engins conventionnels. Pour cela, utilisant 2 un carburant à base de peroxyde --un combustible hautement instable -- une partie des gaz qui s'échappent, à haute température, de leurs tuyères de propulsion, est dirigée vers le nez de l’engin qui, doté d’une forme spécifique, y vaporise l’eau et crée ainsi une bulle de gaz stable et de forme idoine. Les Chinois ne sont pas les seuls à travailler sur ce nouveau concept de propulsion au demeurant fort prometteur ; hormis les Russes, les Français, les Allemands (projet Diehg – BGT), les Britanniques (Spearfish) et l’U.S. Navy (Defense Advanced Research Projects Agency –DARPA), expérimentent aussi dans ce domaine, et même les Iraniens dit-on ! Car l’adaptation de la super cavitation pour la propulsion d’un sous-marin n’est pas aussi simple. En effet, le submersible doit avoir une vitesse initiale de l’ordre de 100 km/h pour générer cette bulle d’air et la conserver, et d’autre part, il es t pratiquement impossible de manœuvrer un tel engin doté des seules gouvernes conventionnelles car, étant au sein de sa « bulle », il n’a pas/plus de contact, ni donc d’appui, avec son environnement traditionnel. Sans compter que ce bâtiment (militaire) doit disposer d’un puissant système de propulsion lui permettant une vitesse élevée ainsi qu’une grande autonomie opérationnelle. Tout en restant discret quant à sa signature acoustique et thermique. Toutefois, selon l’ingénieur chinois Li Fengchen, chef du projet de recherche au Harbin Institute of Technology's Complex Flow, son équipe serait en passe de trouver des réponses à ces problèmes. En produisant e.a., une « membrane liquide » tout autour du submersible lors de la phase de départ. 348


Bredastraat 139 - B-2060 antwerpen tel.: +32 3 231 89 50 - Fax.: +32 3 233 00 40 telex: 31536 vhulle-b - [email protected] - www.vanhulleships.be Nautilus, november 2014 tel. after hours: +32 499 53 57 10 - +32 497 54 84 39

Boomkorstraat 2 - B-8380 ZeeBrugge tel: +32 50 37 75 02 - Fax: +32 50 37 75 02 mob. + 32 495 38 72 26 349 [email protected] - [email protected]

Celle-ci réduirait la friction jusqu'à ce que l’engin atteigne une vitesse suffisante pour implémenter une « bulle d’air » autour de lui. Quant au pilotage de l’engin lui-même, il serait assuré dit-il, par la variation du niveau de friction sur diverses parties de la coque. Tout cela semble fort complexe, mais les Chinois ne sont point diserts pour en expliquer d’avantage. Or donc, en attendant de traverser le Pacifique en 100 minutes à bord d’un submersible de la nouvelle génération et au-delà des applications militaires de la super cavitation, cette technologie pourrait aussi être adaptée au cluster maritime commercial, afin de réduire l’empreinte énergétique et écologique de ses modes de transports. Si ce n’est être implémentée dans des maillots de bain high-tech par exemple qui, générant aussi une « bulle » autour du nageur en action, permettrait d’augmenter les performances de nos athlètes. 1. P.m. : Le phénomène de cavitation se produit quand un liquide est accéléré à grande vitesse, au niveau des parois des pales d'une hélice, par exemple. Selon le principe de Bernoulli, la pression du fluide baisse alors à cause de sa grande vitesse et, quand sa pression chute au-dessous d’une certaine valeur, il se vaporise. 2. On attribue l’origine du naufrage du sous-marin russe Koursk en août 2000 à un accident de manipulation avec une torpille de type Shkval (peroxyde). Par ailleurs, ce même type de carburant ayant déjà été utilisé dans les années 1960 par les Américains et les Britanniques sur des torpilles conventionnelles, c’est la dangerosité extrême de ce carburant qui provoqua la perte e.a., du sous-marin anglais HMS Sidon en juin 1955 et du USS Scorpion en 1968.

 Freddy Philips, Membre de l’Académie Royale de Marine de Belgique.

MARINE & ENERGY INSURANCE BROKERS Specialists in H&M, P&I and Liability covers for Owners, Charterers, Onshore & Offshore Operators Junge Verzekeringsmakelaars NV Suikerrui 5 - 2000 Antwerpen Tel: + 32 (0)3 304 03 11 Mobile: + 32 478 537 810 e-mail: [email protected] www.junge.de 350

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MARITIME MARITIME ACCIDENTS ACCIDENTS

LANGUAGE LANGUAGE MUDDLE MUDDLE LEADS LEADS TO TO COLLISION COLLISION “CMA CGM FLORIDA” “CHOUSAN” SAN” FLORIDA” xx “CHOU _________

Excerpts from the MAIB Report SYNOPSIS At 0033 on 19 March 2013, the container vessel CMA CGM Florida [CMA CGM International Shipping Company PTE Ltd - (CMA CGM) – UK flag] and the bulk carrier Chou Shan [Sincere Navigation Corporation – Panama flag] collided in the East China Sea resulting in both vessels sustaining serious damage, and approximately 610 tonnes of heavy fuel oil being spilled from CMA CGM Florida. There were no injuries. CMA CGM Florida had left Yang Shan, China, on 18 March and was heading towards Pusan, Korea. Chou Shan was heading from Qinhuangdao, China, towards the east coast of Australia. CMA CGM Florida‟s Filipino second officer, who was the officer of the watch, altered course to starboard to pass between a group of fishing vessels on the port bow and a vessel on a reciprocal course to starboard. This resulted in a risk of collision with Chou Shan, which was crossing CMA CGM Florida from port to starboard. Chou Shan‟s officer of the watch then used the Very High Frequency (VHF) radio to request that CMA CGM Florida pass around Chou Shan‟s stern. The VHF radio conversation was conducted in Mandarin by CMA CGM Florida‟s Chinese second officer, who had joined the vessel in Yang Shan and was on the bridge for familiarisation. CMA CGM Florida‟s Filipino officer of the watch did not understand Mandarin and was unaware that the Chinese second officer had, tacitly, agreed to Chou Shan‟s request. Both vessels altered course to port, which resulted in a continued risk of collision with each other. CMA CGM Florida‟s Chinese second officer then called Chou Shan on the VHF radio to request that both vessels pass port-to-port. This was agreed to by Chou Shan‟s officer of the watch. Both vessels then altered course to starboard, resulting in a collision. CMA CGM Florida‟s second officers and Chou Shan‟s officer of the watch considered that it was appropriate to use VHF radio for collision avoidance, contrary to industry advice. Furthermore, Chou Shan‟s officer of the watch considered that it was appropriate to use VHF radio for negotiating a passing protocol that was contrary to Rule 15 of the International Regulations for Preventing Collisions at Sea. CMA CGM Florida‟s Filipino officer of the watch lacked situational awareness. Contributing to this was the Chinese second officer‟s incomplete translation of the VHF radio communications with Chou Shan and the Filipino officer of the watch‟s disproportionate reliance on Automatic Identification System (AIS) target Closest Point of Approach and Time to Closest Point of Approach information. CMA CGM International Shipping Company PTE Ltd (CMA CGM) and Sincere Navigation Corporation have each taken action aimed at preventing a recurrence. A recommendation has been made to CMA CGM for it to take appropriate measures to ensure its company shipboard policies and procedures are adhered to and that its masters recognise the importance of engaging with and motivating crew in the safe and efficient management of its vessels. Sincere Navigation Corporation has been recommended to review and amend its safety management system to ensure that VHF radio is not normally used for collision avoidance and that its masters are empowered to provide specific metrics in their standing orders as to when they should be called by the officer of the watch. The International Chamber of Shipping and the Maritime and Coastguard Agency have been recommended to update their respective guidance on the use of AIS data for collision avoidance. … EVENTS LEADING UP TO THE COLLISION At about 2340 on 18 March 2013, one of CMA CGM Florida‟s third officers handed over the officer of the watch (OOW) duty to the Filipino second officer (2/O). The able seaman (AB), acting as lookout, changed at the same time. The traffic situation was discussed during the handover between the officers. However, Chou Shan, whose radar target was not displayed, did not feature in this discussion. A Chinese 2/O, who was on board for a period of familiarisation, arrived on the bridge while the handover between the third officer and the Filipino 2/O was underway. Not able to understand the conversation between them as it was conducted in Tagalog, he began to familiarise himself with the bridge paperwork. After the handover was completed, the Chinese 2/O engaged with the Filipino OOW and began asking questions in English about the bridge equipment and procedures. At times, this took the Filipino OOW away from his position at the port radar to demonstrate equipment operation or the location of documentation. Nautilus, november 2014

351

At 0000 on 19 March 2013, Chou Shan‟s third officer handed over the watch to the 2/O. The AB engaged as lookout changed at the same time. During the handover, the officers discussed two vessels that were ahead, one to port (Monte Pascoal) and one to starboard (Hong Yun No1). CMA CGM Florida, whose radar target had just appeared on the edge of the radar display, was not discussed. At 0000 on CMA CGM Florida, the Global Positioning System (GPS) alarm sounded to indicate the time. This prompted the Filipino OOW to record and plot the vessel‟s position on the paper chart. Shortly afterwards he looked at the port radar display and observed a number of vessels in the vicinity. … About 1 minute later, the lookout reported, in Tagalog, to the Filipino OOW that he could see fishing vessels on the port bow. The Filipino OOW returned to the port radar and inspected the multiple AIS target list. A group of fishing vessels was on the port side of CMA CGM Florida at a range of 6 miles. The closest fishing vessel to CMA CGM Florida‟s bow, Sheyangyu 16316, had a CPA of 0.1 mile to starboard. There were two other fishing vessels in the group with a CPA of approximately 0.1 mile. Chou Shan featured second from the bottom on the multiple AIS target list owing to its relatively large CPA in comparison to that of the fishing vessels. Hong Yun No1 was at the bottom of the list and Monte Pascoal was not listed.

Damage to the CMA CGM Florida

At 0002, the Filipino OOW altered CMA CGM Florida‟s course by 6 degrees to starboard to 065º(T) using the autopilot. He also reduced the port radar range scale to 6 miles, and selected relative vectors. At 0007, the Filipino OOW altered CMA CGM Florida‟s course by a further 5 degrees to starboard, using the autopilot. He also began talking aloud about the fishing vessels, remarking that he did not understand why they did not keep clear and kept changing their course. This was acknowledged, conversationally, by the Chinese 2/O. The Filipino OOW altered course by 5 degrees to starboard, twice more, to bring CMA CGM Florida onto a heading of 080º(T). Just before making the final 5-degree course alteration, Monte Pascoal had appeared at the edge of the port radar display. Throughout the period of course alterations, the Filipino OOW had been alternating the radar range scale between 3, 6 and 12 miles, and had been changing between true and relative vectors/trails. Becoming concerned about the presence of Monte Pascoal, the Filipino OOW asked the Chinese 2/O to call the fishing vessels, in Mandarin, to ask them to keep clear. Using the Very High Frequency (VHF) radio, the Chinese 2/O called Sheyangyu 16316 but did not receive a response to the call. Chou Shan‟s OOW, who was Chinese, manually acquired CMA CGM Florida‟s radar target to obtain Automatic Radar Plotting Aid (ARPA) information, and then activated the vessel‟s AIS target to identify it. At this time CMA CGM Florida‟s CPA was less than ½ mile ahead of Chou Shan. CMA CGM Florida‟s Filipino OOW again remarked that he did not understand why the fishing vessels did not keep clear, and why “they wanted to lose their lives”. The Chinese 2/O then made a second VHF radio call to Sheyangyu 16316, stating, in Mandarin, that they “will lose their life”. This second call was not requested by the Filipino OOW. At 0019, Chou Shan‟s OOW called CMA CGM Florida using his VHF radio. The call was answered by the Chinese 2/O and the resulting conversation was conducted in Mandarin. The following is a translation of the call and conversation: Chou Shan: CMA CGM Florida: Chou Shan: CMA CGM Florida: Chou Shan:

CMA CGM Florida, CMA CGM Florida. Chou Shan,Chou Shan calling. Over. Who is calling Florida? Speaking please. This is Chou Shan ship. Could you pass astern of us please? I have to avoid that small fishing boat first, and I will turn back after I have avoided it. Oh, alright. Thank you.

The following conversations then occurred, in English, between the Filipino OOW and the Chinese 2/O on CMA CGM Florida: Filipino OOW: Chinese 2/O: Filipino OOW: 352

What does he want? No… this is another vessel… Chou Shan Chou Shan… ah Nautilus, november 2014

Chinese 2/O: Filipino OOW: Chinese 2/O: Filipino OOW: Chinese 2/O: Filipino OOW: Chinese 2/O: Filipino OOW: Chinese 2/O: Filipino OOW:

Ya… he want we are passing his stern Ah ok I… I tell him… ah ok… we are passing the fishing boat and we change the course But if you put into the relative they are going to pass behind… only these fishing boats… because… they don’t care Ha Even if you call them ah Ah you can little bit… er turn back your route… just a little bit So… very close these fishing boats… I don’t know Oh no they change… they change their course Ah they are going to change, they reply they are going to change their course ah

By 0021, CMA CGM Florida was drawing ahead of the fishing vessels and the Filipino OOW altered CMA CGM Florida‟s course 5 degrees to port, to 075º(T). Chou Shan‟s OOW continued to monitor CMA CGM Florida‟s radar target, and commented to the AB that he expected CMA CGM Florida to alter course to port once clear of the fishing vessels. At 0026, CMA CGM Florida‟s Filipino OOW made a 5-degree alteration of course to port, to 070º(T). He then remarked aloud that Chou Shan‟s CPA was very small. This prompted the Chinese 2/O to question whether CMA CGM Florida would pass Chou Shan‟s stern. The Filipino OOW stated his expectation that Chou Shan would pass CMA CGM Florida‟s stern, and that both vessels would pass port-to-port. At the same time, Chou Shan‟s OOW altered course from 165º(T) to 160º(T), then to 155º(T). At 0027, the Filipino OOW on CMA CGM Florida altered course by 5 degrees to port to 065º(T). Shortly after making the course alteration, the Filipino OOW stated aloud that, owing to the presence of Hong Yun No1 ahead, CMA CGM Florida and Chou Shan should pass port-to-port. The Chinese 2/O then called Chou Shan, in Mandarin, on the VHF radio. Chou Shan was at a range of just under 2 miles, with a CPA of around 0.3 mile ahead. The following is a translation of the call and conversation: [Words in brackets have been added by the translator to indicate their interpretation of what was meant.] CMA CGM Florida: Chou Shan: CMA CGM Florida: Chou Shan: CMA CGM Florida: Chou Shan: CMA CGM Florida: Chou Shan: CMA CGM Florida:

Chou Shan, Chou Shan, … (this is) Florida. Received. Speaking please. Ah, Chou Shan, we … shall we pass each other red to red shortly please? On my side, in front of me there is (are) still, still fishing boat(s) so that we are unable to pass astern of you, alright? Oh? You can pass astern of us. I cannot (agree with what you have suggested) but I can adjust (my direction) a little bit more to the port side. Ah, no, that is not possible, not possible. … our captain wants, wants us to pass each other red to red. Let us pass each other red to red. Oh, that means (that I have to make) a large-angle turn. Yes. Ah, please turn your ship and we turn ours. Let us pass each other red to red, alright? Many thanks. Okay, alright. Good, thanks a lot.

Shortly after the VHF radio conversation had finished, Chou Shan‟s OOW told the AB to take the wheel in manual steering, and ordered „starboard 20º‟. On CMA CGM Florida, the Chinese 2/O told the Filipino OOW, in English, that Chou Shan had agreed to a port-to-port passing. He provided no further translation of the conversation with Chou Shan. At 0030, concerned that Chou Shan did not appear to be altering course, the Filipino OOW instructed the AB to alter CMA CGM Florida‟s course by 10 degrees to starboard, to 075º(T), using the autopilot. As Chou Shan was turning to starboard, the OOW commented to the AB that he should not have agreed to a port-to-port passing. He then instructed the AB to head towards CMA CGM Florida. The AB placed the wheel amidships in preparation to steady the vessel on the required heading, and then suggested „hard-a-starboard‟ to the OOW. The OOW agreed and the AB executed the turn at 0031. CMA CGM Florida‟s Chinese 2/O continued to question whether CMA CGM Florida would pass Chou Shan‟s stern. The Filipino OOW repeated his expectation that Chou Shan would pass CMA CGM Florida‟s stern, port-to-port, and that he had just altered course to assist with this. He also began flashing the daylight signalling lamp (Aldis lamp), quickly and repeatedly, towards Chou Shan. The Filipino OOW continued to express his doubt as to whether Chou Shan had started altering course, and questioned the Chinese 2/O as to whether Chou Shan expected a port-to-port passing. The Chinese 2/O said “yes”, but suggested that it may be better for CMA CGM Florida to pass Chou Shan‟s stern.


353

At 0031, the Filipino OOW instructed the AB to take the wheel and ordered „hard-a-port‟. Shortly afterwards, he ordered „steady‟ and then „hard-a-starboard‟. As both vessels continued to close each other, the Filipino OOW continued to flash the daylight signalling lamp before calling the master about 18 seconds before the collision. The Filipino OOW reported to the master that CMA CGM Florida was very close to another vessel. Chou Shan‟s master was not called prior to the collision. COLLISION At 0033, Chou Shan‟s bow hit CMA CGM Florida’s port side. Chou Shan had approached on a heading about 40 degrees from CMA CGM Florida’s fore and aft line, and struck in the vicinity of No.5 cargo hold immediately forward of the accommodation block. … DAMAGE AND POLLUTION CMA CGM Florida CMA CGM Florida suffered extensive damage to the port side. Damage was focused in the vicinity of No.5 cargo hold and the outboard No.5 upper HSFO tank, which were holed above and below the waterline. No.4 cargo hold and the engine room LSFO tank adjacent to No.5 cargo hold were also breached. Above the main deck, the accommodation block was damaged over five decks, and the port lifeboat was seriously damaged, rendering it unusable. Five pontoon-type hatch covers were damaged and 263 containers were damaged or lost overboard. No.s 4 and 5 cargo holds flooded as a result of the collision. Breach of the engine room LSFO tank and No.5 upper HSFO tank resulted in the loss of around 610t of fuel oil. There were no injuries and the resulting oil pollution was contained and cleaned up with minimal environmental impact. Chou Shan Chou Shan sustained serious damage to its bow, limited to the area forward of the collision bulkhead. The full force of the impact was concentrated on its port side due to the angle of approach with CMA CGM Florida. The fore peak tank was opened to the sea. No other compartments were breached as a result of the collision. Considerable shell plate and frame damage occurred to the bow area. The port anchor and hawse pipe were destroyed. There were no injuries and no oil pollution resulting from Chou Shan‟s damage.

Chou San‟s bow under repair

CONCLUSIONS 1. Safety issues directly contributing to the accident that have been addressed or resulted in recommendations 1.1 CMA CGM Florida‟s Filipino OOW lacked situational awareness and precautionary thought. 1.2. CMA CGM Florida‟s two 2/Os and Chou Shan‟s OOW considered that it was appropriate to use VHF radio for collision avoidance, contrary to the advice provided in ICS‟s Bridge Procedures Guide and the MCA‟s MGN 324 (M+F). 1.3. CMA CGM Florida‟s Chinese 2/O acted autonomously in his role of external communicator, and did not fully translate his VHF radio conversations into English for the Filipino OOW. 1.4. Chou Shan‟s OOW considered that it was appropriate to use VHF radio for negotiating a passing protocol that was contrary to Rule 15 of the COLREGS. 1.5. CMA CGM Florida‟s and Chou Shan‟s master‟s standing orders presumed that the OOW and the master had a shared understanding of the circumstances in which the OOW would become sufficiently concerned to warrant their calling the master. 1.6. CMA CGM Florida‟s master‟s standing orders lacked specific metrics, provided ambiguous instructions on the use of VHF radio for collision avoidance, and contained no instructions with respect to radar operating mode and AIS integration. 1.7. CMA CGM‟s SMS provided no specific instructions regarding the use of VHF radio for collision avoidance and made no mention of this in its general guidance as to what the master‟s standing orders should include. 1.8. Sincere Navigation Corporation‟s SMS conflicted with the advice provided in ICS‟s Bridge Procedures Guide relating to the use of VHF radio for collision avoidance. 2. Other safety issues directly contributing to the accident 2.1. Whether or not the two individuals had direct interpersonal conflicts is unclear, however, they were both hampered in their attempts to communicate by having to converse in a second language. Current research suggests that culturally the Chinese 2/O is likely to have been respectful of the Filipino 2/O's age, experience and authority as OOW. Other research has also identified concerns over the compatibility of the two nationalities. 2.2. Chou Shan‟s OOW was probably influenced by the high power-distance hierarchy of his national culture in agreeing to a manoeuvre about which he had concerns. 3. Safety issues not directly contributing to the accident that have been addressed or resulted in recommendations 3.1. On CMA CGM Florida, three documents containing bridge instructions and an SMS procedure all contained variations on requirements for calling the master, leading to potential confusion. 354


3.2. The potential existed for CMA CGM Florida‟s officers, particularly those of Chinese and Filipino nationalities, to have been negatively influenced by the master‟s relaxed management style. 3.3. CMA CGM Florida‟s master‟s confidence in the value of following the collision checklist would have been enhanced had he been more familiar with it. 3.4. Most emergency drills conducted on CMA CGM Florida did not provide for a practical simulation of actions required by the muster list and the relevant emergency checklist, contrary to CMA CGM‟s SMS requirement for emergency drills to be as realistic as possible. 3.5. In using AIS priority and the multiple AIS target list on the port radar, CMA CGM Florida‟s Filipino OOW was encouraged to focus on those vessels with the smallest CPA or range at the expense of maintaining a more strategic overview of the traffic situation. 3.6. The MCA‟s MGN 324 (M+F) no longer reflects the equipment currently fitted to vessels and is in need of revision to include guidance on the use of AIS-integrated radar displays. RECOMMENDATIONS CMA CGM International Shipping Company PTE Ltd is recommended to: Take appropriate measures to ensure: 1. Its company shipboard policies and procedures are adhered to. 2. Its masters recognise the importance of engaging with and motivating crew in the safe and efficient management of its vessels. Sincere Navigation Corporation is recommended to: Review and amend its SMS requirements and verification procedures as necessary to ensure that: 1. OOWs recognise the dangers of using VHF radio for collision avoidance and that it should not normally be used for that purpose, in accordance with the advice provided in the ICS‟s Bridge Procedures Guide. 2. Its masters are empowered to provide in their standing orders their own specific metrics as to when they should be called by the OOW. The International Chamber of Shipping is recommended to: Update its Bridge Procedures Guide to highlight the danger of limiting overall situational awareness through over-reliance on radar functions that focus on and prioritise AIS target CPA and TCPA.  The full report can be downloaded from www.maib.gov.uk

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DE DEBELGISCHE BELGISCHEVLAG VLAGVAN VANTOEN TOEN

LE PAVILLON PAVILLON BELGE LE BELGE AUTREFOIS AUTRFOIS

EEN EEN ‘SOFT-WOOD’ „SOFT-WOOD‟ SCHIP SCHIP UIT UIT CANADA: CANADA: VOLSCHIP “PHILOTAXE” “PHILOTAXE” VOLSCHIP _________

e

In de loop van de 19 eeuw werden in Canada (Quebec, Nova Scotia, New Brunswick, Newfoundland en Prince Edward Island) enkele duizenden houten zeilschepen gebouwd. In Europa en in de V.S.A. werden schepen veelal uit eik opgetimmerd, maar in Canada werden vooral zachtere houtsoo rten gebruikt. De schepen die ginds op de ontelbaar vele werven van stapel liepen werden dan ook “soft-wood vessels” genoemd. De zachte houtsoorten waren er in overvloed aanwezig, vooral hackmatack dat voor de bouw van de eigenlijke scheepsromp gebruikt werd. Diverse andere soorten dienden voor bepaalde onderdelen en voor de afwerking: lariks, berk, olm, pitch pine, hout van sparren, naaldbomen, pijnbomen, enz… Enerzijds waren de schepen die uit zacht hout gebouwd werden goedkoper dan eiken schepen, maar anderzijds waren ze wel gemakkelijker onderhevig aan lekkages. De Canadezen bouwden zowel voor eigen rekening als rechtstreeks voor Europese reders. Ook werden ontelbare aantallen volschepen en barken in opdracht van de scheepsbouwers overgezeild naar Europa, meestal Liverpool of Londen, om daar te koop gesteld te worden. In totaal hebben Belgische reders van ongeveer 1845 tot 1880 een dertigtal zeilschepen gekocht die afkomstig waren van Canadese werven, zowel gloednieuwe schepen als tweedehandse. Eén van de schepen die in 1852 onze koopvaardijvloot kwamen vervoegen was het volschip “Philotaxe”. Het was een nieuwgebouwd schip dat op 28 juni 1852 door de Belgische reder Jean-Baptiste Donnet (°1798) in Liverpool werd verworven.

Volschip “Philotaxe”, door Egide Linnig

Privéverzameling

De “Philotaxe” werd gebouwd door een zekere Olive in St.John, hoofdstad van New Brunswick, en in het voorjaar van 1852 tewatergelaten. Onder welke naam het schip uit St.John naar Liverpool werd overgevaren is ons niet bekend. Het staat echter wel vast dat de naam “Philotaxe” de enige is die in alle geraadpleegde bronnen voorkomt, inclusief de Canadese. Een vereniging genaamd “Philotaxe” werd in 1819 in Antwerpen opgericht door een aantal vooraanstaande zakenlieden. De leden waren actief op cultureel, professioneel en sportief gebied en het is wel erg waarschijnlijk dat reder Donnet lid was van die vereniging. Zijn nieuw vaartuig was een houten volschip en mat volgens Belgische meting 404 ton. Eén ton betekende toen een inhoud van 1,5m³. De geregistreerde afmetingen waren: lengte 38,36m, breedte 5,18m en diepgang 4,56m. De bemanning bestond steeds uit ongeveer 17 koppen. 356


Het schip was opgetimmerd in hackmatack, berkenhout, pitch pine en gedeeltelijk toch ook in eik. Het onderwaterschip was beslagen met koperen platen tegen de aangroei van mos en tegen beschadiging door de teredo (paalworm). Tot kapitein van de “Philotaxe’” werd aangesteld William De Ruyter, in 1787 geboren te Waspik (thans behorend tot Waalwijk, Noord-Brabant). De Ruyter had ruime ervaring als kapitein en was, voor zover bekend, in leeftijd de oudste actieve kapitein van de Belgische koopvaardijvloot. Op 11 juli 1852 vertrok De Ruyter met de “Philotaxe” uit Liverpool naar Antwerpen, waar hij op 27 juli aankwam. Het schip werd daarna in gereedheid gebracht voor de eerste grote reis. De bestemming was Singapore. De vader van reder Jean-Baptiste Donnet was afkomstig uit Ugine, nabij Chambéry, en had zich in 1795 als zakenman in Antwerpen gevestigd. Spoedig verwierf hij eigen schepen om zelf voor het transport te zorgen van de goederen die hij verhandelde. Hij overleed in 1818, maar Jean-Baptiste trad in zijn voetsporen. Rederij Donnet was in Antwerpen een belangrijk bedrijf. In 1830 had de rederij zelfs een reeks van drie volschepen laten bouwen die met hun tonnage van ongeveer 630 ton tot de allergrootste en beste behoorden van de Belgische koopvaardi jvloot. Jean-Baptiste Donnet interesseerde zich vanaf 1842 voor de vaart naar het Verre Oosten. De Belgische staat stimuleerde van 1842 tot 1848 die vaart door staatsbemanningen ter beschikking te stellen voor de reders die zich met hun schepen engageerden in dat voor de Belgische vlag nog overwegend braakliggend terrein. Van 1842 tot 1848 maakten twee zeilschepen van Donnet vijf reizen naar het Verre Oosten, overigens met wisselend commercieel succes. Donnet bleef ook na de tussenkomst vanwege de regering met zijn schepen verder naar het Verre Oosten varen. Zo ook met zijn laatste schip, de “Philotaxe”. Kapitein De Ruyter vertrok op 23 september 1852 naar het Oosten. Eerst moest hij Plymouth aanlopen voor de herstelling van enige averij in de tuigage, maar nadien kwam hij veilig in Singapore aan en vervolgde de reis naar Akyab (in Birma) en Batavia om dan met een lading rijst en suiker naar Antwerpen terug te zeilen. Na die eerste reis werd De Ruyter in november 1853 opgevolgd door zijn zoon William De Ruyter,Jr. (°Antwerpen, 1824) die de tweede reis voor zijn rekening nam en in augustus 1855 voor de derde reis het commando over de “Philotaxe” doorgaf aan de Oostendenaar Jean Deweert (°1818). Nadien kwam kapitein Louis Weysen (°Breda, 1828) aan boord die vanaf januari 1857 voor de volgende zeven reizen het bevel voerde over de “Philotaxe”. Voor alle uitreizen vertrok Donnet’s volschip steeds uit Antwerpen met een lading stukgoederen, vooral afgewerkte producten zoals nagels, glaswaren, kristal, ijzerwaren, wapens, conserven, papier, gepolijst marmer, e.d. Af en toe waren er wel enkele passagiers aan boord. Tijdens de allereerste reis voeren 5 missionarissen mee voor China en Siam. De “Philotaxe” maakte in totaal 10 reizen voor Donnet: negen maal naar het verre Oosten en eenmaal naar Cuba: in juni 1861 zeilde kapitein Weysen naar Havana en voer 141 dagen later terug de Schelde op. De lading bestond uit suiker, honing en sigaren. De reizen naar het Verre Oosten duurden natuurlijk heel wat langer. De allerlangste reis was tevens de laatste reis onder Belgische vlag. Weysen vertrok op 5 april 1863 en was pas op 14 augustus 1865 terug in Antwerpen, geladen met 14.859 manden rijst. Tijdens de lange tocht had hij eerst in Cardiff steenkool geladen voor Singapore. Daarop volgde een lange periode van eigenlijke kustvaart: Hongkong werd minstens vier maal aangelopen. Ook Bangkok en Rangoon kwamen enkele malen aan de beurt, benevens verscheidene minder bekende havens. De rondreis nam 853 dagen in beslag. De kortste reis naar het Verre Oosten had in 1861/1862 plaats. De “Philotaxe” verliet de rede van Vlissingen op 26 december, zeilde naar Rangoon, nam er 6000 balen rijst in en was op 1 oktober 1862 terug op de rede, na een afwezigheid van 279 dagen. Tijdens een drietal reizen moest in Mauritius halt gehouden worden om enkele herstellingen uit te voeren, meestal aan de tuigage. In maart 1860 kreeg de “Philotaxe” in Antwerpen op de werf van Marguerie een grote onderhoudsbeurt. Ook tijdens de winter van 1862/1863 werd heel het schip grondig gecontroleerd en werden waar nodig onderdelen van de romp en van de tuigage vervangen. Rederij Donnet bezat vanaf 1830 in totaal een tiental schepen onder Belgische vlag. De “Philotaxe” was het allerlaatste vaartuig en was op 14 augustus 1865 van zijn laatste reis thuisgekomen. Drie maanden later stelde Donnet het te koop. De Noorse reder J. Aalborg kocht de “Philotaxe”. Kragerø werd de nieuwe thuishaven. Op 17 oktober verliet het schip Antwerpen onder Noorse vlag. De naam “Philotaxe” werd wel behouden, maar na enkele jaren werd het schip door de spaarzame Noren gereduceerd tot driemastbark. In het begin der jaren 1870 werd de “Philotaxe” doorverkocht aan H. Bjørn, Jr., eveneens van Kragerø. Onder Noorse vlag is de bark nog enkele malen in Antwerpen en Oostende geweest, telkens met een lading hout. Op 9 april 1892 eindigde de carrière van de “Philotaxe”: de bark was op reis van Kragerø naar Londen, maar verging op de Hammond’s Knoll (zandbank nabij Great Yarmouth). De tienkoppige bemanning werd gered.


357

Van de “Philotaxe” is niet alleen een schilderij bewaard gebleven: nog veel opmerkelijker is het feit dat door een zoon van kapitein Weysen enkele scheepsjournalen aan het Nationaal Scheepvaartmuseum werden overgemaakt. Dit feit is zeer e bijzonder want scheepsjournalen van Belgische 19 eeuwse koopvaardijschepen zijn thans uitermate schaars. Genoemde scheepsjournalen beslaan de periode juli 1862 tot augustus 1865. Ze vermelden in hoofdzaak gegevens betreffende het weer, de aangepaste zeilvoering, de gestuurde en behouden koers, de verheid en de positie volgens gegist bestek of observatie. Net als alle houten schepen lekte de “Philotaxe” en in de scheepsjournalen staat dagelijks vermeld dat er diende lens gepompt te worden, soms zelfs gedurende elke wacht. In de kolom “verheid” staat per uur de afgelegde afstand in zeemijlen ingeschreven. Opvallend is wel dat de “Philotaxe” slechts in een paar zeer uitzonderlijke gevallen een verheid van 10 à 11 zeemijlen per uur haalde. Het schip was immers in de verste verte geen clipper. In Canada werden trouwens slechts enkele echte clippers gebouwd. De soft-wood schepen waren, op enkele uitzonderingen na, gewone, deugdelijke en onopvallende vrachtvoerende zeilschepen.  Luc Van Coolput, lid Koninklijke Belgische Marine Academie

Maandelijkse KBZ-lunch Zin in een gezellige lunch, niet duur (€ 28,00 all-in), met oude(re) en jonge(re) collega’s? Kom dan naar de “Captain’s Lounge”, Beatrijslaan 27 – 2050 Antwerpen( linker-oever) op donderdag, 20 november en 18 december 2014 van 12u00 tot 14u00 Iedereen welkom: leden, niet-leden, sympathisanten, jong, oud!

CAUSERIE De

MERCATORKRING organiseert een lunchcauserie

op dinsdag, 9 december 2014 om 12u00 in de ROYAL YACHT CLUB van BELGIË Thonetlaan 133 – 2050 Antwerpen L-O met als onderwerp

Superyachts: work or pleasure? I

door

Kapt. Tim Heiremans Ex-superyacht Captain

Leden (en hun partner): € 35,00 pp

Niet-leden: € 40,00pp

(3-gangen menu, incl. aperitief, wijn en koffie)

te storten op rekening nr. 068-2413784-63 van de Mercatorkring IBAN: BE40 0682 4137 8463

BIC: GKCCBEBB

Alle leden en sympathisanten zijn van harte welkom!

Aanwezigheid bevestigen vóór 7 december: e-mail: [email protected]

358


CAUSERIE

Het Koninklijk Belgisch Zeemanscollege, de Koninklijke Belgische Marine Academie, en de Belgische Maritieme Liga

Le Collège Royal Maritime Belge, l’Académie Royale de Marine de Belgique, et la Ligue Maritime Belge

organiseren gezamenlijk een causerie

organisent une causerie conjointement

op dinsdag, 25 november om 19u30

le mardi, 25 novembre à 19h30

met als onderwerp

avec comme sujet

How do airline pilots do it? All you always wanted to know about flying but were afraid to ask Voertaal / Langue véhiculaire:

Nederlands / Engels

Spreker / Orateur

Capt. André BERGER Director Flight Operations Jetairfly

Onderwerpen die aan bod kunnen komen: opleiding, carrièreverloop, werken rusttijden, gezag en verantwoordelijkheid van de kapitein, navigatie, black box, veiligheid en controles, enz…

Sujets qui pourront être traités: enseignement, déroulement de la carrière, périodes de travail et de repos, autorité et responsabilité du capitaine, navigation, black box, sécurité et contrôles, etc…

Locatie / Localité HOGERE ZEEVAARTSCHOOL ECOLE SUPERIEURE DE NAVIGATION

Noordkasteel Oost 6 - 2030 Antwerpen Alle leden en sympathisanten zijn van harte welkom! Tous les membres et sympathisants sont les bienvenus! Na afloop wordt door de organiserende verenigingen een drink aangeboden A l’issue de la causerie un drink sera offert par les organisateurs Graag bevestiging van aanwezigheid vóór 22 november 2014 Prière de confirmer votre présence avant le 22 novembre 2014 E-mail: [email protected]

Stel uw vragen op voorhand per e-mail aan [email protected]

Posez vos questions d’avance par courriel à [email protected]

met vermelding: causerie Airlinepilots

avec mention : causerie Airlinepilots

Wij geven ze (anoniem) door aan de spreker

Nous les passerons (en anonymat) à l’orateur


359

Jachth aven Antwerpen

Jachth aven Antwerpen Willemdok

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BELGISCHE LIGUE BELGIAN

ZEEVAARTBOND

MARITIME MARITIME

BELGE LEAGUE

"Maritieme Agenda"

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NAUTILUS. de jaar ème année. Maandelijkse lunch november Lunch mensuel novembre. Raad van Bestuur Conseil d Administration

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