NAUTILUS. de jaar ème année. Maandelijkse vergadering Réunion mensuelle

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

104

de jaar

juli-augustus

ème année

juillet- août AGENDA

Zetel / Siège: Stella Maris Italiëlei 72 - 2000 Antwerpen

Maandelijkse lunch

donderdag, 18 juli

Lunch mensuel

jeudi, 18 juillet

Permanent secretariaat / Secrétariat permanent:

Maandelijkse lunch

donderdag, 22 augustus

Lunch mensuel

jeudi, 22 août

Bestuursvergadering

dinsdag, 3 september

Réunion du Conseil

mardi, 3 septembre

Maandelijkse vergadering

dinsdag, 3 september

Réunion mensuelle

mardi, 3 septembre

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

Voorzitter / Président: A. Pels Ondervoorzitters / Vice-Présidents: A. Annaert, I. De Cauwer*, D. Vanderplasschen Schatbewaarder / Trésorier: D. Vanderplasschen Secretaris-generaal / Secrétaire-général J.Cuyt Raadsleden / Membres du Conseil: T. Aga*, P. Boyens*, T. Coornaert*, J. Cuyt, J. De Bock*, M. De Cocker, F. Doomen*, C. Lacroix*, C. Maerten, W. Mazijn, J. S’Jegers*, R. Van Damme*, H. Van Herendael*, K. Van Overloop* 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: “Dover Lighthouse” Olieverfschilderij van / Peinture à l’huile de André Paquet

Verantwoordelijke Uitgever / Editeur Responsable: KBZ Italiëlei 72 2000 Antwerpen

Nautilus, juli-augustus 2013

donderdag, 22 augustus

DRAKENBOOTRACE

jeudi, 22 août

Maandelijke lunch

donderdag, 18 juli

Lunch mensuel

jeudi, 18 juillet

om à

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12h00 12h00 19h30 20h00

Zie NAUTILUS Voir NAUTILUS

om à

12h00

Consulteer ook de MARITIEME AGENDA / Consultez également l’AGENDA MARITIME

www.lmb-bzb.be

BTW-nummer / Numéro TVA: BE 0410.000.192 Raad van Bestuur / Conseil d’Administration 2013

2013

AANDACHT / ATTENTION In de maand augustus hebben er geen vergaderingen plaats De maandelijkse lunch gaat elke maand wel door, ook in augustus (22.08.13 !!!) En août il n’y aura pas de réunions Le lunch mensuel aura bien lieu chaque mois, même en août (22.08.13 !!!)

LEDEN / MEMBRES Nieuwe leden / Nouveaux membres (juni 2013) Werden aanvaard als toegetreden leden vanaf 01.05.13: Ont été acceptés comme membres adhérents depuis 01.05.13. DUBOIS Gildas, STAS Adriaan, UYTTEBROUK Alexandra, VANDENBOSSCHE Jonathan,VANDEWALLE Rienert, VANDEWALLE Tiemon Overlijden Op 22 juni overleed ons medelid Kapt.t.l.o. Arnold CLAUS (zie in Memoriam). Geboren te Menen op 17 oktober 1924, en overleden te Wilrijk op 88 jarige leeftijd. Het KBZ biedt aan de familie zijn oprechte gevoelens van medeleven aan.

INHOUD / SOMMAIRE • Info-Agenda

217

• In Memoriam

219

• KBZ / CRMB - Verslag maandelijkse vergadering - Hot topics op de KBZ-agenda

- Anti-piracy support group backs new film “A Hijacking” 235 - Private maritime security companies 236

221 223

• Open Forum / Forum ouvert - Are ships too big to save?

• World Shipping - Après le Canal de Panama, voici celui de Nicaragua!

237

226

• Ship Management - IMO seeks to cut ship paperwork

229

• Koopvaardij / Marine Marchande - L’un de “dernières” géants en cale sèche.

240

• Criminalisation - Career plan: become master, get arrested

230

• Electronics - Governments confront rising threat to ships from signal jamming

233

• Piraterij / Piraterie - G8 Ransom Ban

234

• Scheepvaartongevallen / Sinistres Maritimes - “Costa Concordia” investigation report published 241 • De Belgische vlag van toen / Le pavillon Belge autrefois - Het grootste houten zeilschip: “Schaldis”

247

• Vacature - Port of zeebrugge

250

217

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 218 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 Nautilus, juli-augustus 2013 [email protected] - [email protected]

IN MEMORIAM

Ere-bestuurslid Kapt. Arnold CLAUS overleden _________

Zaterdag 22 juni werd in de Sint-Antoniuskerk in Antwerpen kapt. t.l.o. Arnold Claus begraven. Hij overleed op 88-jarige leeftijd. Kapt. Claus kon terugblikken op een rijk gevulde carrière, die hij in 1991 afsloot als directeur van het maritieme verzekeringskantoor Belgibo. Hij had in de loop der jaren dan ook een reputatie van maritiem verzekeringsexpert verworven. Zijn wieg stond in Menen in 1924, dus ver van de zee maar dat belette hem niet om in 1943 toch de weg naar de Hogere Zeevaartschool in Antwerpen te vinden waar hij in 1945 het brevet van aspirant-officier ter-lange-omvaart behaalde. Op 18 maart van datzelfde jaar monsterde hij al bij de toenmalige rederij Deppe en doorliep er de hele hiërarchie van lichtmatroos/matroos/bootsman tot en met 1ste officier en kapitein-hoofdinstructeur. Hij behaalde het brevet van kapitein-ter-lange-omvaart in 1954. In 1957 ging hij bij Deppe in waldienst. Zijn carrière bij genoemde rederij tekende hem dan ook als “Deppe-man”. Na de overname door CMB, maakte hij met een aantal kaderleden de rederij UBEM operationeel. Arnold Claus werd er hoofd van de nautische dienst en gevolmachtigde en richtte er de maritieme expertise-afdeling op. Vervolgens ging hij over naar de rederij Bocimar als operations manager/gevolmachtigde en hij leidde er tevens het verzekerings- en claims-departement. Hij was lid van het Koninklijk Belgisch Zeemanscollege sinds 1953, en van 1958 tot 1978 was hij bestuurder van het KBZ. Na zijn pensionering in 1991 bleef hij zeer actief in tal van sociale en maritieme organisaties. Zo was hij o.a. voorzitter van de Rotary Club Antwerpen-West en organiseerde mee de voorlichtingsavonden voor de laatste-jaars humaniora waarbij hij ook de zeevaartstudies aan bod liet komen. (JG) De raad van bestuur en de leden van het KBZ bieden de familie Claus hun oprechte deelneming aan bij het overlijden van een van hun oudste en trouwste leden. (JG)


219

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VERSLAG MAANDELIJKSE VERGADERING (4 juni 2013) RAPPORT REUNION MENSUELLE (4 juin 2013) _________

Op de maandelijkse ledenvergadering van dinsdag, 4 juni 2013, stonden o.m. volgende onderwerpen op de agenda:

Lors de la réunion mensuelle des membres du 4 juin 2013 les points suivants étaient à l’ordre du jour :

Leden Werden aanvaard als toegetreden lid vanaf 01.05.13: DUBOIS Gildas, STAS Adriaan, UYTTEBROUK Alexandra, VANDENBOSSCHE Jonathan, VANDEWALLE Rienert, VANDEWALLE Tiemon.

Membres : Sont acceptés comme nouveaux membres à partir du 01.05.2013: DUBOIS Gildas,STAS Adriaan, UYTTEBROUK Alexandra ;VANDENBOSSCHE Jonathan, VANDEWALLE Rienert, VANDEWALLE Tiemon.

Info-avond studenten HZS De info-avond voor de studenten van de HZS op woensdag, 15 mei wordt als positief geëvalueerd. Ook de nieuwe formule waarbij elk van de potentiële werkaanbieders een eigen standje hadden, scheen erg te worden gewaardeerd zowel door de studenten als door de aanwezige werkgevers en andere informanten. Alleen lag de opkomst van de studenten lager dan vorige jaren. Seminarie over de nieuwe Belgische wet op de privémilities De Secretaris-generaal vestigt nogmaals de aandacht op het seminarie over de nieuwe Belgische wet op de privémilities, dat op 25 juni wordt georganiseerd op initiatief van het KBZ, en met de medewerking van de Koninklijke Belgische Redersvereniging, de Belgische Vereniging voor Zeerecht, de Belgische Zeevaartbond en de Koninklijke Belgische Marine Akademie (zie aankondiging in Nautilus mei en juni).

Soirée-info pour les étudiants de l’ESNA : La soirée-info pour les étudiants de l’ESNA s’est avérée positive. La nouvelle formule avec laquelle chaque employeur potentiel disposait d’un stand séparé a été fort appréciée, tant par les étudiants que par les employeurs et autres informateurs. Le seul bémol fut le nombre moins élevé d’étudiants présents par rapport aux années précédentes. Séminaire sur la nouvelle loi Belge sur les milices privées : Le secrétaire général attire à nouveau l’attention sur le séminaire du 25 juin traitant le thème de la nouvelle loi belge sur les milices privées et qui sera organisé par le CRMB avec la collaboration de l’Union Royale des Armateurs Belges, l’association Belge de Droit Maritime, la Ligue Maritime Belge et l’Académie Royale de Marine de Belgique (voir l’annonce dans le Nautilus de mai et juin).

IFSMA/CESMA Secretaris-generaal Kapt. J.Cuyt vertegenwoordigde het KBZ op de Jaarlijkse Algemene Vergadering van IFSMA in Melbourne (16 en 17 april) en van CESMA in Nantes (10 en 11 mei) en brengt daarover bondig verslag uit.

IFSMA/CESMA : Le secrétaire général Capt. J. Cuyt a représenté le CRMB lors des Assemblées Générales Annuelles de l’IFSMA à Melbourne (les 16 et 17 avril) et du CESMA à Nantes (les 10 et 11 mai) et nous en fait les rapports circonstanciés.

CAO Koopvaardij Nadat het KBZ de Kon. Belgische Redersvereniging had gewezen op het probleem van de afgestudeerden van de HZS die onvoldoende vaartijd hebben om als wachtoverste te worden tewerkgesteld, en bijgevolg ernstige problemen ondervonden om hun zeegaande carrière aan te vatten, kon Secretaris-generaal J.Cuyt aankondigen dat er een aanpassing van de CAO-Koopvaardij in de maak was, waarbij een nieuwe functie in het leven wordt geroepen: “Aspirant (officier of werktuigkundige) zonder STCW”

CCT Marine Marchande : A la suite de l’intervention du CRMB auprès de l’Union Royale Belge des Armateurs au sujet de la problématique des étudiants sortis de l’ESNA ne possédan pas suffisamment de temps de navigation pour être engagés comme chef de quart et qui de ce fait rencontrent de gros problèmes pour entamer une carrière maritime, le SG J. Cuyt nous a annoncé qu’une adaptation au CCT- Marine Marchande était en élaboration et qu’une nouvelle fonction d’ « Aspirant Officier sans STWC (pont ou machine) » y verrait le jour.

Varia Volgende onderwerpen kwamen ter sprake: dossier “Charlesville”, dossier “Belgica”, Jaarverslag Belgische Redersvereniging, Day of the Seafarer (25.06.13) 

Divers : Les sujets suivants furent également discutés : le dossier « Charlesville », le dossier « Belgica », le rapport annuel de l’Union Royale des Armateurs Belges ainsi que le « Day of the Seafarer » (25.06.2013).  Traduction Néerlandais > Français par Marc Sohie

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, 18 juli en donderdag, 22 augustus van 12u00 tot 14u00 Iedereen welkom: leden, niet-leden, sympathisanten, jong, oud!


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HOT TOPICS OP DE KBZ-AGENDA (Ledenvergadering van 04.06.2013) _________

Aspirant zonder STCW krijgt meer kansen op arbeidsmarkt (na interventie KBZ) Het Zeemanscollege doet er wel toe! Dat wordt bewezen door de aanpassing van de ontwerp-cao Koopvaardij waarbij een nieuwe graad werd ingelast: “aspirant zonder STCW”. Hiermee wordt tegemoet gekomen aan een verzuchting van veel afgestudeerde studenten, die nu moeilijk een job vinden omdat ze onvoldoende vaartijd kunnen voorleggen om hun STCW te verkrijgen en dus minder goed liggen op de arbeidsmarkt. Nu kunnen ze als aspirant zonder STCW aanmonsteren en aldus hun 12 maanden verplichte vaartijd volmaken. (Van deze 12 maanden wordt al zeven maanden erkend als stage na volledige simulatortraining.) De aanpassing kwam er nadat een van de jongere pas afgestudeerde leden, optredend als tolk voor zijn collega’s, op de maandelijkse vergadering van het KBZ de aandacht van de aanwezigen had gevestigd op deze discriminatie. Immers afgestudeerden van de andere maritieme instituten in België, die meer gelegenheden voor stages kregen, studeerden wel af met STCW, konden dus onmiddellijk worden aangemonsterd als wachtoverste terwijl HZS-afgestudeerden die geen vaartijd hadden opgebouwd tijdens de vakanties op de keien bleven staan. Ook met de afgestudeerden van Nederlandse zeevaartscholen werd diezelfde discriminatie ervaren. Het bestuur van het Zeemanscollege nam de klacht van de jonge leden ernstig en schreef een brief aan de Belgische Redersvereniging, die het probleem erkende en daarop een aanpassing van de cao voorstelde. Die werd bekend gemaakt op de maandelijkse vergadering van het KBZ, dinsdag 4 juni; en meer hadden voorzitter Alain Pels en secretaris-generaal Jef Cuyt niet nodig om de tussenkomst van het KBZ bij deze in de verf te zetten.

Piraterij blijft hot item Een ander agendapunt betrof het seminarie over de nieuwe Belgische wet op de privé-milities; eveneens een initiatief van het KBZ, voorzien op dinsdag 25 juni om 17.30u in de HZS en waarvoor grote belangstelling bestaat want verscheidene maritieme verenigingen hebben hun steun en medewerking toegezegd: Belgische Vereniging voor Zeerecht (BvZ), Koninklijke Belgische Redersvereniging (KBRV), Belgische Zeevaartbond (BZB) en Koninklijke Belgische Marine Academie (KBMA). De Secretaris-generaal van de BZB suggereerde om bij de personeelsdiensten van de Belgische rederijen te vragen dat ze al hun varende officieren die op dat ogenblik aan land zijn, zouden wijzen op het evenement omdat de problematiek in de eerste plaats de varenden aanbelangt. Rederijen deden dit trouwens al op eigen initiatief. Het seminarie-idee lokte op de maandelijkse vergadering een golf van reacties los. Zo werd in de eerste plaats betreurd dat van de wet nog steeds geen uitvoeringsbesluiten in het Staatsblad werden gepubliceerd zodat deze ook niet kan worden toegepast op Belgische vlag-schepen. Weliswaar zouden “overgangsmaatregelen” worden gehanteerd met hetzelfde effect maar als correct werd dit niet ervaren. Verscheidene leden verhaalden ook hun ervaringen met piraterij. Een recent gepensioneerde kapitein die een rederijfunctie had in de Cariben en dus ook met het fenomeen werd geconfronteerd, getuigde in een brief dat schepen met gewapende guards aan boord niet worden aangevallen. Volgens hem lijkt bewapening hét antwoord te zijn op het fenomeen-piraterij.

Positief over ‘armed guards’ Een ander medelid, met ervaring met armed guards aan boord, getuigde over de grote professionaliteit en correct gedrag van deze manschappen aan boord; doorgaans oud-commando’s of marines. Zij vatten hun opdracht aan boord aan met verschillende briefings; met de scheepsstaf afzonderlijk, met alle officieren en ten slotte met de gehele bemanning. Daarbij worden alle mogelijke scenario’s besproken en tegenmaatregelen voorgesteld. Zij gedragen zich ook zeer discreet aan boord en laten zich niet verleiden door een glaasje alcohol. De algemene indruk op de vergadering was dan ook dat de dreiging van piraterij was afgenomen sinds koopvaardijschepen bewapend zijn en mede dankzij uitstekende communicatie met de navy’s (ondermeer Atalante, van de EU-landen) die in de bedreigde gebieden opereren. Er werden ook enkele vuistregels in herinnering gebracht: bij nadering van verdachte vaartuigen zo mogelijk de snelheid opvoeren tot min. 18 kn., brandslangen en sterke schijnwerpers in de aanslag.

‘Fatigue’ Het probleem van de “fatigue” aan boord laat de varenden evenmin onberoerd en op de vergadering wijdde secretarisgeneraal Cuyt uit over het Horizon-project van de Southampton Solent University, waarin onder meer ECSA, de Europese Redersvereniging participeert; waarmee is aangetoond dat het probleem de reders evenmin onberoerd laat. Daarin is sprake van het systeem-Martha, waarbij een aantal parameters worden gehanteerd waarmee de graad van fatigue bij bemanningen kan worden gemeten en ook kan worden voorspeld wanneer de vermoeidheid problematisch wordt om nog veilig aan boord te kunnen functioneren.


223

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Nautilus, Nautilus, juli-augustus november 2011 2013

Ook hier volgden enkele reacties “uit het leven gegrepen” vooral uit de shortsea-sector waar ’s nachts wordt geladen/ gelost om dan onmiddellijk te vertrekken naar een volgende bestemming, in drukke vaarwaters bovendien zonder dat de officieren (beperkt in aantal) de nodige rust wordt gegund.

Kapitein betaalt loods Vooral de kustvaart zou berucht zijn wat “unsafe manning” en overdreven fatigue betreft. Op sommige coasters lopen twee officieren zes op/zes af, wat voor het Zeemanscollege als onaanvaardbaar wordt bestempeld. Er werd nog een straffer staaltje “uit het leven” aangehaald: de kapitein die de loods uit eigen zak moet betalen! Safe manning kwam ook ter sprake op de Jaarlijkse Algemene Vergaderingen van IFSMA te Melbourne, en van CESMA in Nantes, die door secretaris-generaal Cuyt werden bijgewoond.

Criminalisatie Daar stond ook de criminalisatie van de zeevarenden op de agenda. In Panama zit een Bulgaarse kapitein in erbarmelijke omstandigheden al twee jaar gevangen op verdenking van drugsmokkel maar zonder ooit in staat van beschuldiging te zijn gesteld. En de Amerikaanse Coast Guard weigerde een schip te laten aanmeren omdat de officier een minuscuul blaadje sla naast de afvalcontainer had gevonden.

“Belgica” wordt stationaire replica Terloops werd ook vermeld dat het SIRMA-project door de directie van de HZS op ”hold” werd gezet na een technisch incident aan boord van het zeiljacht. Nieuws over de bouw van de Belgica (replica van de historische Belgische Zuidpoolvaarder), zette een domper op het oorspronkelijke enthousiasme over dit project. Als het ooit wordt afgebouwd zal het een stilliggend replica in het Willemdok zijn; niet langer bedoeld of geschikt voor trainingstochten op zee. En verder werden vragen gesteld over de schipbreuk van de Charlesville tijdens de sleepreis van Rostock naar Klapeida, waar het schip nooit is toegekomen. Inmiddels is het technisch rapport over een ander rampschip, de Costa Concordia, te raadplegen op internet. Een jonge stuurman op de vergadering, die op cruiseschepen vaart, maakt gewag van veel strengere veiligheidsvoorschriften sinds het vergaan van de Costa-boot. En een ander lid meldt dat de ecologische maatregelen voor zeeschepen werden aangescherpt. Binnen de 200 mijls – zone mag geen spoelwater uit de ruimen van een bulkcarrier nog overboord worden gepompt. Opslaan in een ballasttank en afgeven in de eerstvolgende haven aub.

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OPEN OPENFORUM FORUM

FORUMOUVERT OUVERT FORUM

Wat te denken van…?

Que penser de…?

As ships continue to get bigger and bigger, and crews smaller and smaller, Michael Grey asks: what can seafarers really do when things go wrong on board?

ARE SHIPS TOO BIG TO SAVE? _________

The year is 1953 – 60 years ago for ease of memory – and your 6,000 ton cargo liner has become disabled, mid-ocean, with the rudder having rather unexpectedly fallen off. You are, however, not unduly dismayed. You all turn to, lash a couple of hatch-slabs to a derrick, which is slung over the poop, with a wire to each capstan, to effect a very serviceable juryrudder, and you're on your way again. Until 30 years ago, oral examinations for master's and mate's certificates would ask questions which would test your ability to respond to all sorts of terrible accidents at sea. The answers would invariably begin with the phrase "take three stout spars..." and while the scenarios they asked about might have appeared unlikely, the fact was that somebody sailed a 10,000 ton cargoship half way across an ocean after its engine had broken down by spreading out hatch tarpaulins as sails. Someone else had carried out stream anchors slung between two lifeboats, while another crew fashioned an effective sea anchor out of canvas and...wait for it...three stout spars. Their crafty interventions made an impact. Fast-forward 60 years and just imagine what you might do when an alarm rings on your 15,000 teu containership and somebody bounds into the wheelhouse to tell you the rudder has fallen off. Or if there is a horrible crash from the engine room of your 400,000 dwt bulk carrier in the middle of the ocean and it turns out the crankshaft has sheared. Where is your ability to intervene in the same way that your energetic forebears had rushed around with ropes and canvas and winches and derricks? Sorry, not a chance.

“MOL Comfort” with fractured hull - Indian Ocean, June 17 2013*

Of course, there is no comparison between then and now. Back then, your 6,000 ton cargo liner probably had a crew of 60 tough hands aboard and the ship would be well-found with derricks and tackles, ropes and canvas, and plenty of stout spars. Well-trained seafarers were still able to intervene in maritime accidents, and prevent them from becoming maritime emergencies. Human beings were not dwarfed by the ships they sailed in, and could successfully make a difference. Today, the scale of modern ships, along with the amazingly small numbers of seafarers aboard them makes any sort of intervention like that next to impossible. In circumstances where a ship is disabled, the master can really only call for salvage tugs, or in particularly dire circumstances, scream for a helicopter or lifeboat. But even expert salvors have started to become concerned at their ability to provide meaningful assistance as ships continue to grow in size and crews shrink. At a recent meeting in London, Andreas Tsavliris, president of the International Salvage Union, suggested that while professional salvors don't wall away from any sort of problem, some of the "mega-ships' now entering service were so huge that they were "beyond problem-solving" should they become casualties.

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In practical terms, what can you really do if an 18,000 teu containership, with laden boxes eight high on the hatches, runs disastrously aground, miles from any help? Or if it catches fire, with dangerous cargo in the deck stow? What steps can you take if a 400,000 dwt VLOC fully laden with ore is taking on water, or there is a giant cruise ship in trouble, with 7,000 souls on board. These examples aren't just fiction, but worries that keep competent, capable salvors awake at night. Are ships simply too big? Are their crews far, far, too small, rattling around in these giant floating objects, scarcely seeing each other as they rotate from work, to mealtimes, to some sort of leisure, to sleep. Years ago, when the writer Noel Mostert took a trip on one of the "first generation" very large crude carriers, he wrote in his famous book Supership about feeling an "unpleasant loneliness growing from this apprehension of the ship's gloomy distances", being aboard a "mechanical desert" which made the people on board feel like they were inconsequential. st

Since then ships have got a lot bigger, crews very much smaller, but this trend is the reality of 21 century sea life. This is news we’re all familiar with, and there are many welfare services available to seafarers to help them come to terms with the psychological side of these issues. But it is really quite worrying if the experts who spend their lives salvaging wrecked or disabled ships are questioning their ability to intervene, with all their powerful tugs and salvage pumps and specialist plant. We have already had containerships of relatively modest size giving salvors no end of trouble as they have tried to extricate them from groundings, fires, structural problems and the like. More than a year after she grounded, the wreck of the Costa Concordia still lies off the Italian coast as salvors struggle to cope with one of the biggest wreck removal operations ever attempted. It is not really enough to suggest that these giant ships are run by operators who move heaven and earth to keep them safe. Both history and even a small sense of reality tells us that sooner or later one of the world's biggest ships will be in trouble, and somebody will have to sort it out. At that stage, seamanship and stout spars will be of little help.  The Sea – May/June 2013 *Picture inserted by the Nautilus’ Editor

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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.

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SHIP MANAGEMENT SHIP MANAGEMENT

IMO SEEKS TO CUT SHIP PAPERWORK _________

The International Maritime Organisation announced a plan last month to reduce unnecessary paperwork in the shipping industry. The first step is a six-month consultation for seafarers and other industry personnel to have their say via an online questionnaire. The global maritime regulator then intends to review the administrative requirements contained in IMO instruments and purge those that have become 'unnecessary disproportionate or even obsolete'. The IMO believes that this overhaul would not only be beneficial in its own right, but would also help to release resources that could then be channelled towards improving safety and security in shipping and reducing its negative impact on the environment. IMO secretary-general Koji Sekimizu said: 'There has long been a feeling in the industry that there is too much wasted paperwork. This is the start of our efforts to tackle that problem. I would urge as many people as possible to take part in this consultation as only with a strong set of data can we meaningfully identify where changes may be necessary.' The IMO's facilitation committee recently heard from a serving shipmaster how unnecessary paperwork is wasting time, undermining safety and costing the industry millions. Captain Christian Rørbeck, who has served as a master on Danish containerships for the past nine years, told the IMO's facilitation committee that action is needed to cut the administrative burden - including simplified and uniform forms, and electronic pre-arrival reporting. The presentation was made in support of Danish moves to reduce the red tape requirements for shipping. Speaking on behalf of the International Federation of Ship Masters' Associations, Nautilus senior national secretary Allan Graveson supported the initiative - highlighting one case in which a total of 142 multiple copies of paper forms were required to clear st in and out of a single port. 'We need to take this industry from the 18th to the 21 century' he told the meeting. 'The burden must be lifted from shipmasters.' Captain Rørbeck - who has made more than 450 port calls in 28 different countries as a master - highlighted the varied requirements for pre-arrival documents, with ports often having different deadlines for submitting ahead of arrival. He also described the huge variations in the documents required by ports around the world, with some countries asking for special versions of crew arrival and departure lists, stores declarations, crew effects declarations, health documents, and waste and ISPS forms. Some ports have special requirements for the format of crew lists, he pointed out, and details are normally given as surname, given name - but some ports insist on the reverse order, some don't allow commas between the names, some want 'Mr' and some don't. 'The issue here is of course that all these changes have to be made manually, as the standard format is standard,' said Capt Rørbeck. 'This is rather time-consuming and can cause delays.' He told the meeting how the workload was increased by additional reporting requirements even for port calls in the same country. 'To travel six Schengen countries, I have to prepare 80 documents and send 42 documents in advance,' he pointed out. In some ports, cargo operations cannot start before the paperwork is done - and with 52 calls a year to one such port, he estimated the resulting delays would total at least US$ 91,000. The workload also diverts masters and officers from other important ship-related duties, Capt Rørbeck stressed. The IMO consultation on administrative burdens will run until 31 October. To take part, go to:

www.imo.org/OurWork/rab Reduction of Administrative Burdens Through resolution A.1043(27), the 27th Assembly in November 2011 adopted a process of periodic review of administrative requirements in mandatory instruments, and acknowledged that releasing resources from administrative tasks for Administrations and industry alike, contributes to the Organization's goals of efficient regulation of safety and security of shipping and the prevention and control of pollution by ships. A public consultation will take place until 31 October 2013 in order to receive input from all stakeholders on which administrative requirements are considered to be burdens. The Ad Hoc Steering Group for Reducing Administrative Requirements (SG-RAR), established by the Council at its 108th session in 2012, will evaluate the responses received in the public consultation and develop recommendations on how to alleviate administrative burdens that have become unnecessary, disproportionate or even obsolete. The recommendations will be presented to the Council in due course.

 Telegraph – June 2013 (and the IMO website)


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CRIMINALISATION CRIMINALISATION

CAREER PLAN: 1. BECOME MASTER 2. GET ARRESTED _________

According to new research, the criminalisation of seafarers is now such a serious problem that junior officers are actually deterred from seeking promotion in case being a higher rank puts them in the line of fire… _________

More than 85% of seafarers are concerned about the threat of facing criminal charges arising from their work, a worldwide study has found. And the fear of being scapegoated or unfairly treated means almost half feel reluctant to cooperate with authorities investigating accidents or incidents, the research reveals. The findings from a questionnaire completed by th almost 3,500 seafarers from 18 countries were presented at the landmark 100 session of the International Maritime Organisation's (lMO) legal committee in London. The 12-month research project was carried out by Seafarers' Rights International (SRI) to highlight seafarers' experiences of facing criminal charges, their perceptions of the risks and the consequences of facing court proceedings. It found that just over 8% of seafarers had faced criminal charges, almost 4% had been witnesses in criminal prosecutions and almost onethird knew colleagues who had ended up in court. Worryingly, nine in every 10 seafarers who had faced criminal charges had not had legal representation and more than 90% were not given interpretation services when they were needed. Fewer than 12% of those who had faced criminal charges had their legal rights explained to them, and fewer than one in five considered that they had received fair treatment. One seafarer told researchers: 'l have saved the lives of my entire crew and there wasn't any casualty, neither leaking. But I was treated like an enemy of the nation.' Some 80% of the seafarers who had faced criminal charges said they had felt intimidated or threatened. One commented: 'They put guns to our heads - I thought they were going to kill us.' Feedback gathered in the research underlined concerns about the frequent lack of due process for seafarers accused of crimes following incidents at sea - especially as a result of an increase in the number of regulations covering shipping operations. 'We have become soft targets for countries who just wish to put the blame on us,' one seafarer complained. 'This is the only industry in which a person is fined for criminal prosecution when in his whole life he has been a totally law-abiding citizen and for something that probably was no mistake of his,' another added. Just over46% said they would be reluctant to cooperate fully and openly with casualty inquiries and accident investigators because of concerns they could be implicated in a crime, because they do not trust the authorities, and because they are concerned that cooperation would have a prejudicial effect upon their employment. The survey also showed the scale of ship searches by the authorities - with more than 63% of seafarers who had faced charges reporting that their cabins had been searched without warrants and almost 44% saying that they had been bodily searched. Perhaps unsurprisingly, the survey showed that masters experienced the highest rate of criminal charges – accounting for 23.3% of the total, against 1.6% for oilers, the rank least exposed to court proceedings. The report warns that 'otherwise ambitious and well-qualified officers are declining promotion to senior ranks 'because of the fear that this would increase their chances of ending up in court. 'There are documented cases of senior officers electing to terminate their careers because of a brush with the law or deciding to seek alternative employment that would leave them less vulnerable to criminal prosecution,' it adds. The most common reasons for being prosecuted were :  pollution  collision  fatal accident  breaching port rules  drug abuse  violating customs rules One positive finding was that more than two-thirds of the seafarers who had faced charges had them dropped, while just under one-third were convicted of the actual charge or a lesser charge.

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The IMO legal committee was presented with suggestions from seafarers on how to improve the situation. The meeting heard that many seafarers want more information, education, training and guidance on the risks they face as a result of exposure to different foreign laws. Feedback from the seafarers taking part in the survey also emphasised the need for them to be given better advice on their rights if they are defendants, complainants or witnesses. They also called for good and free legal representation when facing criminal charges, fair processes and fair treatment, a greater network of support from all the various stakeholders in the maritime industry if they do face criminal charges, and more uniform laws and procedures given the wide range of different crimes to which they are exposed. '...At present a seafarer is a world traveller treated by the authorities as a second-class citizen,' one respondent complained. No civilian, businessman or tourist would have experienced such treatment without a scandal.' The IMO meeting – which was attended by 38 member government delegations and 20 non-governmental organisations agreed that the issue of fair treatment of seafarers in the event of a maritime accident should remain on its agenda and be discussed again in 2014. The delegates were warned that the survey results 'strongly suggest 'that the rights of seafarers set out in the IMO/ILO international Guidelines on Fair Treatment of Seafarers in the event of a Maritime Accident are often violated. 'The message from seafarers is loud and clear,' said SRI [Seafarers’ Rights International] executive director Deirdre Fitzpatrick. 'seafarers are saying that their rights are theoretical and illusory; they need them to be practical and effective. 'Since criminal laws are largely tailored to nationals, they are an uneasy fit for foreign and temporary transnational workers,' she pointed out.' It is clear that seafarers are more exposed to criminal proceedings than many other workers and therefore need special assistance. 'The seafarers' suggestions for what is needed to improve their situation, or their perception of their situation, offer a challenge to the maritime industry and to prosecuting authorities generally, if seafaring is to remain a viable option for young people,' Ms Fitzpatrick warned. 'It seems that much remains to be done to protect this body of essential workers from unfairness and injustice – but the effort is essential not only for the protection of serving seafarers, but also to improve the image of the profession for new recruits to come.'  Telegraph – Volume 46 – Nr. 06 – June 2013

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Mensen en

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JAN DE NUL GROUP 34-36, Parc d’Activités Capellen I Luxembourg 232

T +352 39 89 11 F +352 39 96 43 I [email protected] Nautilus, juli-augustus 2013

ELECTRONICS ELECTRONICS

GOVERNMENTS CONFRONT RISING THREAT TO SHIPS FROM SIGNAL JAMMING _________

Ships on the world's busiest waterways face growing threats to their satellite navigation systems, including jamming attacks, prompting Britain and South Korea to deploy back-up devices to avert potential disasters at sea. South Korea has already experienced waves of signal jamming since 2010 on ships and aircraft, its officials said. Vessels increasingly rely on systems that employ satellite signals to find a location or keep exact time, including the Global Positioning System (GPS). Experts say GPS is vulnerable to signal loss from solar weather effects or radio and satellite interference and can also be affected by intentional jamming by criminal gangs, nation states or potentially from militant groups. "When a ship loses GPS, multiple systems go down altogether and there is nothing which tells the captain this is due to jamming. The danger of a grounding or a collision is then ever present," said David Last, strategic advisor to the General Lighthouse Authorities of the UK and Ireland (GLA). "GPS failure on a dark night with low visibility is simply terrifying for a crew," Last said. Earlier this year the GLA launched a radio-based back-up system called eLoran in the Dover Strait, one of the world's busiest shipping lanes. It plans a prototype roll-out of eLoran at another six locations along Britain's east coast by mid 2014. The eLoran system works on earth-based radio systems to provide alternative position and timing signals for navigation. Ships need to install receiver equipment. The GLA said vessels also had to contend with increasing numbers of obstacles such as oil rigs and wind farms. "Ships are larger these days and pass through hub routes with multiple choke points. They may be in oceans but there are still queues of ships moving through them," Last said. "Unless we have e-navigation supported by a resilient back-up system, the risks will grow." Jamming attacks GPS systems are vulnerable to jamming as disabling devices can be bought cheaply. Criminal gangs have been active on land around the English port of Dover, for instance, disabling trackers on high-value stolen cars. Signal jamming can also be used by countries. NATO defence ministers will hold a first-ever session on cyber security at talks in Brussels next week. While its focus has been on protecting its own communication systems, the Western alliance has been looking at expanding its role in protecting vital infrastructure such as ports, electricity grids and pipelines, fearing they are vulnerable to attacks from militants or hackers. Captain Tim Gallaudet of the U.S. Naval Observatory, citing a U.S. navy sailor recently returned from a deployment in the Middle East Gulf, pointed to signal disruptions close to Iran. "When transiting near the Iranian territorial sea limit in the northern Arabian Gulf, his ship consistently experienced interference with the vessel's GPS receivers, almost certainly due to intentional jamming," Gallaudet told a forum last month. He did not say who was responsible for the jamming. "I have navigated in that region on three different U.S. navy ships, and there are numerous oil platforms, areas of shoal water, and of course the Iranian territorial sea limit. So, the importance of assured PNT (positioning, navigation, and timing) capability in the region should be readily apparent." Following jamming attacks by North Korea, which South Korean officials say began about three years ago, Seoul saw the need for a back-up system and it is working to deploy eLoran. During 2012 alone, 1,016 airplanes and 254 ships experienced GPS disruptions during 16 days of jamming by North Korea, Seoul officials said. Jiwon Seo at South Korea's Yonsei University, who is working with the government on its eLoran programme, said Seoul expected an initial prototype system in 2016. "eLoran is a very high-power terrestrial navigation system and it is virtually impossible to jam it," he said. "Once the Korean eLoran system is operational, any neighbour countries receiving enough signal strength can use the signals for navigation. If Russia, China, and Japan also deploy eLoran in the future, the eLoran service coverage can be expanded to the entire northeast Asia." Source: Reuters  From Maritime Press Clippings 01.06.13


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PIRATERIJ PIRATERIE PIRATERIJ PIRATERIE

G8 RANSOM BAN PIRATES vs TERRORISTS It is perhaps embarrassing when your guests begin to disagree on matters, so it’s always easier to try and steer the talk into safer, more agreeable territory. As the leaders at the G8 summit have been resolutely failing to agree on Syria, it seems their host UK Prime Minister David Cameron has decided to rally them all to the flag of agreeing to “stamp out” ransom payments to terrorist groups. Cameron has announced that up to $70m (£45m) is estimated to have been paid to free Western hostages in the last three years – an average of $2.5m (£1.9m) for each captive and that a ”very strong” declaration was expected. Mr Cameron called on private firms to follow the G8′s example and refuse to pay ransoms to kidnappers. Much of the money handed over is thought to go to terror groups including al-Qaeda and its affiliates, and the Taliban. The Prime Minister, hosting the two-day G8 summit at Lough Erne, County Fermanagh, tweeted: “Another #G8UK result: leaders agree to stamp out ransom payments to terrorists, calling on companies to follow lead.” Inevitably when the word ransom is raised, attentions turn to Somalia and the kidnap epidemic which has exploded in the region. Thankfully things have calmed down, but at least 78 people are still being held captive by Somali pirates and their lives are in real danger. While the G8 focus, we are sure, was aimed at actions on land, the discussions have worryingly turned to piracy at sea. The upshot of the stamping out of ransoms is that it will be nigh on impossible to free seafarers if the Somali piracy plague emerges once again. Sadly it seems that lives will be put at risk based on the flimsy pretext that piracy supposedly funds terrorism. A claim which has repeatedly never stood up to scrutiny. It is positive that there is united determination within government to break the financial chain potentially funding terrorist groups, but it is simply not right to makes decisions driven by the mistaken acceptance that there is a link between the activities of the pirates and of terrorists. It has been confirmed in several authoritative reports and by EUNAVFOR that “no direct link” exists between pirates and terrorists and researchers almost always alight on the fact that piracy is a business model based on criminal activity, not terrorism. There is no shortage of research on the matter – a 2010 paper from Karine Hamilton of Edith Cowan University entitled “The Piracy and Terrorism Nexus: Real or Imagined?” clearly states, “the nature of terrorism and piracy in Somalia all point toward the conclusion that the two phenomenon are distinct from each other both in terms of geography and practice.” While Lord Jopling the author of the NATO report “The Growing Threat of Piracy”, stated: • There is so far no evidence of collusion between Somali pirates and Al-Shabaab • Pirates’ activities are incompatible with the principles of Islam, and • On the risk that the proceeds of piracy are used to finance terrorist organisations. “here again, evidence of a direct link is so far lacking.” a 2012, paper entitled “Maritime Terrorism and Piracy: Existing and Potential Threats”, by Eric Shea Nelson of Norwich University, VT stated that “maritime terrorism and piracy are two distinct phenomena that are capable of being separated from one another”. Nelson added that from his research “It is clear that the perpetrators of these acts have different motivations and choose targets based upon separate objectives.” He criticised the suggestion of a piracy-terrorism nexus and expressed concern that such “misperception” has profound implications and complicates policy development and implementation. The paper concluded that “Policymakers need a clear understanding of maritime terrorism and piracy in order to overcome the inherent challenges of mitigating them.” Simply banning piracy ransom payment based on the wrong assumption that they fund terrorists serves no positive purpose. With such bold and flawed pronouncements there are real concerns that individuals or companies will be prohibited from paying a ransom. Currently when crews are hijacked, shipowners have no option but secure the release of crews by the payment of ransoms, without this recourse shipowners would be effectively forced to abandon their crews to appalling treatment and an uncertain fate. A ban could also have a devastating effect on global trade and industry, if the capability to free hostages is removed, the risk of capture and almost certain death may well be too much for seafarers to bear, or indeed shipping companies to accept. They may simply have to vacate large swathes of ocean – the pirates will have won a victory which no-one wants.

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The announcement by Cameron seemingly ignores the UK Foreign Affairs Committee which just last year (January 2012) stated: ‘…the Government should not pay or assist in the payment of ransoms but nor should it make it more difficult for companies to secure the safe release of their crew by criminalising the payment of ransoms’. Even Judges seem to recognise that payment of ransoms is currently the only guaranteed way to secure seafarers’ lives. As noted in a UK Commercial Court judgment on piracy ransoms in the UK (Masefield v Amlin [2010]) and which was subsequently confirmed by the UK Court of Appeal, Mr Justice David Steel) stated: • He was “unpersuaded” that payment was contrary to public policy • Payment of ransom is not illegal as a matter of English law • Accepted that payments of ransom encourage a repetition, BUT • If crews are to be taken out of harm’s way, the only option is to pay the ransom. • “In short the only realistic and effective manner of obtaining the release of a vessel is the negotiation and payment of a ransom.” There are some who even see that a ban on ransoms could violate the European Convention on Human Rights – Article 2 – the right to life and Article 3 – the right to freedom from torture, inhumane and degrading treatment. Also a ban would likely lead to ransom payments being driven underground. We would lose the ability to track them and thus to capture and prosecute the pirates who kidnap seafarers. All in all, the basic premise of stopping terrorists receiving cash is a fair one – but the minute there is a suggestion that piracy are lumped into the equation, then it is dangerous, inflammatory and plain wrong. We can only hope that someone in the decision chain knows the difference between terror and piracy.  Shiptalk - June 18th, 2013

ANTI-PIRACY SUPPORT GROUP BACKS NEW FILM “A HIJACKING”

Photo: Nordisk Film

The Maritime Piracy Humanitarian Response Programme (MPHRP) is backing the anti-piracy film, “A Hijacking”, which it describes as "brutally accurate in its depiction of the horror inflicted on the victims of pirate attacks". The film has been released in Europe for showing in cinemas. Directed by Danish director Tobias Lindholm, the film was shot on a ship that had previously been hijacked by Somali pirates and with expert help from those with knowledge of the realities of such attacks. The film also features extras who have been held hostage by pirates during their lives at sea. The film is partly based on the 2008 hijacking of the Danish-owned CEC Future, which was released after a ransom was paid following two months of captivity. A Hijacking tells the story of cargo vessel MV Rozen which is heading for harbour when it is boarded in the Indian Ocean by pirates who demand millions of dollars in ransom to free the crew. The film explores several sides of piracy, including the ordeal faced by the crew and the effects it has on their families, as well as looking at the negotiation process and the shipowner's response. MPHRP chair Dr Peter Swift, said: "A Hijacking may well be the first genuinely realistic portrayal of the sheer horror and brutality of modem piracy." Dr Swift went on to say that "despite the world's reliance on goods shipped by sea the plight of seafarers running the daily risk of pirate attack and capture is not widely recognised. We hope that A Hijacking will help the public understand the horror that they face." The film is due to be released in Europe in May 2013.  The Sea – May/June 2013


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PRIVATE MARITIME SECURITY COMPANIES AND CONCERNS FOR THE NEAR FUTURE The international maritime security community celebrates one year without successful hijackings in the West Indian Ocean. This 'victory' is ascribed to the multinational flotilla's anti-piracy operations, but - from the author's perspective - the tactical advantage is stemming from the deployment of private armed escorts onboard merchant vessels. Albeit the current decline of the phenomenon in the region, all strategy planners recommend awareness and caution, since they realise that the root causes and causal factors still exist in the Somali coast and there is still a long way ahead before removing the East coast of Africa from the 'high risk' areas. In this framework, a UK initiative urged the international community to allocate funds in the ambitious potential to rebuilt security forces in Somalia, including a robust Coast Guard. The situation though is quite different in the other side of the continent, where the West coast of Africa makes the headlines as the epicentre and hot spot of modern piracy. According to the IMB Live Piracy and Armed Robbery Reports, 15 incidents were recorded in the first quarter of 2013 and another four occurred in just five days in April. Almost all of them occurred in international waters, contradicting the hitherto international bodies' 'excuse' for inaction, claiming that incidents in the Gulf of Guinea are mostly 'armed robbery' cases, falling under the coastal states' jurisdiction. As if this was not enough, referencing Mark Lowe's article 'Game Changer', Nigeria's recently implemented legislation resulted on the suspension of number of Private Maritime Security Companies' (PMSCs) operations in the country. In an effort to strictly regulate the maritime security industry, the state issues licences only to local operators, while foreign companies can operate legally only with the status of partnership. It becomes obvious that the region doesn't wish to follow the hitherto established structural business model and is reluctant to abolish the share of the pie and the lucrative perspective that maritime insecurity raises in the Gulf of Guinea. Hence, at the operational level, the status which PMSCs are going to obtain in order to provide legally their services in this high risk area and emerging/ promising market remains under question. Furthermore, given that Nigeria doesn't allow weapons to be carried within its territorial waters, PMSCs will perhaps seek controversial solutions, such as the floating armouries since the OSV's practice will not be applicable for obvious reasons, including the vital need for replenishment, which will not be feasible in Nigerian ports due to the above contractual restrictions. If that will be the case, a bigger concern emerges, considering the scenario of a floating armoury being hijacked by already heavily armed local pirate groups. There is another broad debate at international level, focused on the certification of PMSCs according to internationally recognised and endorsed standards. On the one hand ASIS International issued the PSC 1 to 4 series and ISO issued the PAS 28007, respectively. And here is another dilemma that both PMSCs and shipping companies have to overcome. The former have to choose between the two; the auditing process is time, money and effort consuming, so very few companies will consider the potential of going for both of them. And even if the final criterion for their choice might be geographical, the globalised maritime security provision does not offer solutions to the latter, in terms of choosing the PMSC with the proper credentials and relevant certification. So, what certification should the shipping companies ask from the PMSCs, in order to ensure that they will contract the most suitable and reliable one to provide security on board their ships? And if a PMSC has already been certified with Standard A but not with B, and/or vice versa, does this mean that it is not reliable or capable of accomplishing successfully its mission? The body which was supposed to provide answers and guidelines in this case, including the development of auditable standards and ethical inspirations, should have been the Swiss-based International Code of Conduct for Private Security Service Providers (ICoC), which currently counts 630 signatory companies (as of May 1st) and enjoys (high) membership fees from every single one of them. On the contrary, the Association remains in apathy and its primary concern is currently focused on its budget development and the establishment of a Board of Directors, which will increase the membership fees to such an extent that small-sized companies will not be able to afford. The struggle against maritime security in general and modern piracy in particular is definitely multi-dimensional. A shortterm success at local or regional level should not distract international actors or companies from the fundamental institutional, operational and ethical issues that have to be addressed, aiming at drawing future routes that will safely navigate the companies in the global market and operational field, in order to protect seafarers' lives and enhance vessels' security. Ioannis Chapsos Captain (ret.) Ioannis Chapsos of the Hellenic Navy is a Research Fellow in Maritime Security at Coventry University (UK) and Vice President of the International Association of Maritime Security Professionals (IAMSP). He is also a former Lecturer for International Security at the Hellenic Supreme Joint War College / Security & Strategy Department.

 The Maritime Executive – 04.06.13

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WORLD SHIPPING

APRES LE CANAL DE PANAMA, VOICI CELUI DE NICARAGUA ! _________

Dans notre édition de juin 2008, nous commentions les travaux, gigantesques, de l’agrandissement des infrastructures du canal de Panama (80 km de long), rendus nécessaires par le développement exponentiel du trafic maritime interocéanique de et vers l’Asie. Pour rappel, le contrat pour l’ensemble des travaux fut confié par la Panama Canal Authority - ACP au consortium francobelge Consortio Post-Panamax, dont la société d’ingénierie flamande Technum assura la coordination, et qui avait fait appel au Waterbouwkundig Laboratorium de Borgerhout (Anvers), pour l’étude de navigation. Les nouvelles écluses à construire devraient être opérationnelles en 2014. Avant Panama L'idée de construire un canal à travers l'Amérique centrale est ancienne. Déjà au début des années 1800, l'administration coloniale de la Nouvelle-Espagne avait mené des études préliminaires à travers le Nicaragua, le Panama ou l'isthme de Tehuantepec au Mexique. Des plans, présentés en 1826 au Congrès américain par le secrétaire d'État Henry Clay, n'avaient pas été approuvés car les Etats-Unis étaient non seulement fort inquiets de l'instabilité politique du Nicaragua, mais aussi des intérêts rivaux à la fois stratégiques et économiques, du gouvernement britannique. Toutefois en août 1849, --époque de la ruée vers l’or en Californie-- le gouvernement nicaraguayen signait un contrat avec l'homme d'affaires américain Cornelius Vanderbilt, qui lui accordait le droit exclusif de construire un canal dans les 12 ans. Las, la guerre civile et l’intervention sanglante de William Walker au Nicaragua (1854-1856) empêcha la concrétisation de ce projet. En outre, de nombreux autres démêlés politiques avec les USA et surtout les difficultés financières de la Compagnie Nouvelle du Canal de Panama forcèrent le Congrès américain à racheter la Compagnie pour achever le canal. Ce qui en soi, sonna le glas du projet nicaraguayen, non sans que ses adversaires aient encore évoqué des risques sismiques et volcaniques en ce pays. Ainsi, depuis 1914, sous influence américaine, le canal de Panama permet à des navires, actuellement de type Panamax, de passer d’un océan à l’autre. La mise en service des nouvelles infrastructures l’an prochain, devrait donc permettre le transit de navires de 49 m de large, d’une longueur de 386 mètres et d’un tirant d’eau de plus de 15 m, ce qui correspond à des porte-conteneurs de 12.000 TEU. Coût estimé de l’opération : 5,2 milliards $.

* Reprise de l’idée d’un canal par le Nicaragua ème Début du XXI siècle, le projet d’un canal interocéanique fut réactualisé au point que le 13 juin dernier l'Assemblée Nationale du Nicaragua octroya au consortium chinois basé à Hong-Kong, le H.K. Nicaragua Canal Development - HKNCD (Président Wang Jing, qui est également chairman de Xinwei Telecom), une concession de 100 ans pour construire une alternative au canal de Panama. Celui-ci devrait emprunter la voie fluviale du San Juan à partir de San Juan del Sur, remonter le fleuve jusqu'au lac Nicaragua et traverser ensuite l'isthme étroit de Rivas par un bief équipé d’écluses. L’ensemble, profond de 22 m, s’étalera sur 286 km (178 miles !) et sera, selon le président D. Ortega, un canal permettant le transit de méga-conteneurs de plus de 250.000 dwt. (Post-Panamax), soit une capacité double de Panama après modernisation, et raccourcira la distance New 1 York - San Francisco de 800 kilomètres (500 miles), soit en moyenne, un jour de navigation . Nautilus, juli-augustus 2013

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Le coût estimé des travaux serait de l’ordre de 30 milliards US $ (€ 30 milliards), soit plus de 25 fois le budget annuel du Nicaragua ; le délai de réalisation prévu étant d’une dizaine d’années. Toutefois, à l’heure actuelle le cahier de charge ne précise pas encore le tracé définitif du canal, ni les détails de son financement ni même sa viabilité économique. Seul élément connu, ce projet devrait comprendre à la fois un canal maritime et un canal ferroviaire « sec » ! ème

Dès le début du XX , le Nicaragua n’eut de cesse de rechercher des investisseurs pour la réalisation d’un tel projet. Ainsi l’Allemagne et le Japon furent approchés, mais les Etats-Unis, investis dans le canal de Panama, y mirent leur veto. En 2009, Khalifa bin Zayed bin Sultan Al Nahyan des E.A.U envisagea de sponsoriser un tel projet, de même que le président russe Medvedev montra lui aussi, quelque intérêt, mais les nouveaux travaux prévus au Panama refroidirent leur enthousiasme.

Lake Nicaragua*

En 2010, ce pays signa alors un contrat avec les sociétés coréennes Dongmyeong Engineering & Architecture Consultants-DMEC et Ox Investment pour la construction d’une infrastructure portuaire en eau profonde à Monkey Point (façade atlantique), non loin du canal à construire

Reste la question de savoir s’il est bien raisonnable d’engager de tels démesurés travaux et d’investir autant d’argent pour réaliser un canal à moins de 450 nautiques du premier ? Ne pourrait-on pas sur-dimensionner le canal de Panama ? Sans doute, mais même si ce programme rencontre une forte opposition des écologistes, qui sont inquiets des futurs dommages causés à la rivière et la jungle, il s’agit avant tout d’options géopolitiques, alliées à la très haute finance et à des masses d’argent à partager. Certaines sources ne suggèrent-elles pas que ce projet apporterait « un développement économique jamais atteint et permettrait au pays de devenir l’un des plus riches de l'Amérique latine » ? Reste que les visions politiques du Nicaragua ne sont pas celles du Panama et que surtout la Chine qui, après avoir spolié une grande partie de ressources naturelles du continent africain, s’attaque à présent au continent latino-américain. Une fois de plus, à des pays au PNB modeste, mais où les US dollars sont monnaie courante dans les hautes sphères ! Le Nicaragua constituerait ainsi une première région (test), où elle renforcerait son influence, croissante, sur le commerce mondial, tout en affaiblissant ainsi la domination américaine sur les voies maritimes internationale.

1 adres voor al uw drukwerk!

Une fois de plus la Chine joue ici la carte de la multi-polarité géo-politique entre les Etats-Unis, l’Europe et l’Asie. Et qu’importe comment évoluera la situation économique planétaire, le Céleste Empire ne se laissera jamais impressionner par la fébrilité occidentale … 1

P.m. : Un navire allant de New York à San Francisco par le canal parcourt 9.500 km, moins de la moitié des 22 500 kilomètres d’un voyage par le cap Horn. *Images sélectionnés par l’Editeur du Nautilus

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

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KOOPVAARDIJ KOOPVAARDIJ

MARINEMARCHANDE MARCHANDE MARINE

L’UN DES « DERNIERS » GEANTS EN CALE SECHE. LE « TI EUROPE » A BREST LE 31 MAI 2013 _________

Le TI EUROPE, quasi dernier ULCC en exploitation dans le monde en tant que navire de transport [battant pavillon Belge] entre en cale sèche à Brest ce vendredi 31 mai 2013. Construit en 2002, il appartient à EURONAV. Il fait partie d’une série d’Ultra Large Crude Carriers reconnaissables à leurs ailerons coupés et leur peinture blanche. Ses deux sister ships au sein de l’armement Euronav ont été transformés en FSO. ( FSO Asia et FSO Africa) Déplacement en charge 517 660 t, port en lourd 441 585 t, longueur 380 m, largeur 68 m, tirant d’eau maximum 24,5 m, vitesse 16,5 nds. Pour les amoureux des chiffres, sa capacité est de 3,166 millions de barils de pétrole soit 503 409 900 litres. À plus de 100 $ le baril, cela représente une belle valeur transportée.  Jeune Marine n° 219 – 30 mai 2013

TI Europe en cale sèche à Brest

Photo Jean-Jacques Le Borgne

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“Rush hour” at the Panama Canal

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SCHEEPVAARTONGEVALLEN SCHEEPVAARTONGEVALLEN

SINISTRES SINISTRESMARITIMES MARITIMES

‘COSTA CONCORDIA’ INVESTIGATION REPORT PUBLISHED _________

Below is a summary of the long-awaited marine casualty investigation surrounding the fatal Costa Concordia cruise ship accident that resulted in the loss of 32 lives on January 13,2012: If the danger of fire has always been the utmost threat for passenger vessels and still is, despite the technological evolution and the progress of rules and regulations as well as the higher skills resulting from the training and from the severe safety management system (on board and ashore), in the Concordia casualty we have discovered that a contact characterized by the dynamic that occurred in this event also represents a serious risk.

Efforts made in the issue of flooding after a contact also regarding passenger vessels, have in particular recently produced the “safety return to the port” SOLAS package of regulations. These have already been considered, as you will note at the end of this Report, as recommendations to improve safety against flooding after a contact. We point out, first of all, that the immediate flooding of five contiguous watertight compartments, where most of the vital equipment of the ship was located, makes the Costa Concordia casualty quite a unique event, because of the extent of damage is well beyond the survivability standard applicable to the ship according to her keel laying date. Although, if we want to analyse this casualty (as we did) to try, in the end, to avoid similar consequences, the related correction measures should be truly significant, despite the measures may not be sufficient to render the ship unsinkable when more than two contiguous watertight compartments are flooded. Despite the above mentioned, we anticipate that we however carried out the present investigation to identify some concrete practical solutions which could provide certain useful indications for possible future improvements of the current regulations. The aim of this Report is therefore to set the serious flooding in an analytical and complete way, by means of a detailed analysis of the phenomenon, supported by scientific methods, with the purpose to reduce, as far as practicable, the range of variables - among those which contribute to cause a flooding - predictable, thus preventable. On 13 January 2012, whilst the Costa Concordia was in navigation in the Mediterranean Sea (Tyrrhenian sea, Italian coastline) with 4229 persons on board (3206 passengers and 1023 crewmembers), in favourable meteo-marine conditions, at 21 45 07 LT (local time) the ship suddenly collided with the “Scole Rocks” at the Giglio Island. The ship had just left the port of Civitavecchia and was directed to Savona (Italy). The ship was sailing too close to the coastline, in a poorly lit shore area, under the Master’s command who had planned to pass at an unsafe distance at night time and at high speed (15.5 kts). The danger was considered so late that the attempt to avoid the grounding was useless, and everyone on board realized that something very serious was happening, because the ship violently heeled and the speed immediately decreased. Nautilus, juli-augustus 2013

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The vessel immediately lost propulsion and was consequently effected by a black-out. The Emergency Generator Power switched on as expected, but was not able to supply the utilities to handle the emergency and on the other hand worked in a discontinuous way. The rudder remained blocked completely starboard and no longer handled. The ship turned starboard by herself and finally grounded (due to favourable wind and current) at the Giglio Island at around 23.00 and was seriously heeled (approximately 15°). From the analysis carried out under the direct coordination of the Master, the seriousness of the scenario was reported after 16 minutes. After about 40 minutes (22 27) the water reached the bulkhead deck in the aft area. The assessment of the damage was continued by the crew, realizing, at the end, that watertight compartments (WTC) nos. 4, 5, 6, 7 and 8 were involved. These WTCs accommodated, among others, machinery and equipment vital for the propulsion and steering of the ship, such as: - within WTC 4 - main thrusts bearings and hydraulic units, machinery spaces air conditioning compressors; - within WTC 5 - propulsion electric motors (PEM), fire and bilge pumps, propulsion and engine room ventilation transformers, propulsion transformers; - within WTC 6 - three main diesel generators (aft); - within WTC 7 - three main diesel generators (fwd); and - within WTC 8 - ballast and bilge pumps. Only after the following days, it was discovered that the breach was 53 meters long. The Master did not warn the SAR Authority of his own initiative (the warning was received by a person calling from shore) and, despite the SAR Authority started to contact the ship few minutes after 22 00, he informed these Authorities about a breach only at 22 26 02, launching the related distress only at 22 38 (on insistence of Livorno SAR Authority). However SAR activities had started at 22 16, when Livorno Authority had ordered the GDF Patrol Boat 104, already in the area, to approach the Concordia. From the above mentioned time the following SAR resources were involved: 25 patrol boats, 14 vessels, 4 tugs, 8 helicopters. Only at 22 54 10 the abandon ship was ordered but it was not preceded by an effective general emergency alarm definitely (several passengers – in fact - testified that they did not catch those signal-voice announcement). The first lifeboats result being lowered at 22.55 and at 23:10 they moved to the shore with the first passengers on board. Crewmembers, Master included, abandoned the bridge at about 23 20 (one officer only remained on the bridge to coordinate the abandon ship). At about 24 00 the heeling of the vessel seriously increased reaching a value of 40°. During the rescue operations it reached 80°. At 00 34 the Master communicated to the SAR Authorities that he was on board a lifeboat with other officers. All the saved passengers and crewmembers reached Giglio Island (the ship had grounded just few meters from the port of Giglio). First rescue operations were completed at 06 17, saving 4194 persons. Three more persons were put in safety on 15 January. The rescue operations continued and on 22nd March the last victim was found. The number of victim is 32, and 2 of these are still missing (one passenger, one crewmember). The person died are 26 passengers and 4 crewmembers. Environment operations immediately took place recovering within the 24 March the 2042.5mc of oils. Caretaking of seabed is still underway, as well as wreck recovering, which started last June. The analysis of this casualty briefly puts in evidence the following results: a. The navigation phases before the impact are to be considered as a crucial aspect, because they relate with the causes originating the accident. In particular, the focus is on the behaviour of the Master and his decision to make that hazardous passage in shallow waters. The computer simulation somewhat confirmed delays in the ship’s manoeuvring in that particular circumstance. In this respect, the following critical points can be preliminarily indicated as contributing factors to the accident: - shifting from a perpendicular to a parallel course extremely close to the coast by intervening softly for accomplishing a smooth and broad turn; - instead of choosing, as reference point for turning, the most extreme landmark (Scole reef, close to Giglio town lights) the ship proceeded toward the inner coastline (Punta del Faro, southern and almost uninhabited area, with scarce illumination); - keeping a high speed (16 kts) in night conditions and too close to the shore line (breakers/reef); - using an inappropriate cartography, i.e. use of Italian Hydrographical Institute. chart nr. 6 (1/100.000 size scale), instead of at least nr. 122 (1/50.000 size scale) and failing to use nautical publications; - handover between the Master and the Chief Mate did not concretely occur; - bridge (full closed with glasses) did not allow verifying, physically outside, a clear outlook in nighttime (which instead could have made easier the Master eyes adaptation towards the dark scenario).

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- Master’s inattention/distraction due to the presence of persons extraneous to Bridge watch and a phone call not related to the navigation operations; - Master’s orders to the helmsman aimed at providing the compass course to be followed instead of the rudder angle. - Bridge Team, although more than suitable in terms of number of crewmembers, not paying the required attention (e.g. ship steering, acquisition of the ship position, lookout); - Master’s arbitrary attitude in reviewing the initial navigation plan (making it quite hazardous in including a passage 0,5 mile off the coast by using an inappropriate nautical chart), disregarding to properly consider the distance from the coast and not relying on the support of the Bridge Team; - overall passive attitude of the Bridge Staff. Nobody seemed to have urged the Master to accelerate the turn or to give warning on the looming danger. Therefore the accident may lead to an overall discussion on the adequacy, in terms of organization and roles of Bridge Teams. b. The General Emergency Alarm was not activated immediately after the impact. This fact led to a delay in the management of the subsequent phases of the emergency (flooding-abandon ship process). With regard to the organization on board, the analysis of crew certification, of the Muster List (ML) and of the familiarization and training highlighted some inconsistencies in the assignment of duties to some crewmembers. c. In addition, the lack of direct orders from the Bridge to crew involved in safety issues somehow hindered the management of the general emergency-abandon ship phase and contributed to initiatives being taken by individuals. The presence of different backgrounds and basic training of crew members may have played a role in the management of emergencies. d. About the different scope of the Minimum Safe Manning (MSM) document and the Muster List (ML), the SOLAS regulation V/14.1 requires that the ship shall be sufficiently and efficiently manned, from the point of view of the protection of the safety of life at sea. This regulation makes reference, but not in a mandatory way, to the Principles of Safe Manning adopted by the Organization by Resolution A.890(21) as amended by resolution A.955(23). e. Too often the scope of the Muster List is confused with that of the Minimum Safe Manning. In fact, while the crew designated in the MSM has to meet the STCW requirements for being appointed to specific safety tasks aboard the ship, this may not be the case for those crew members to whom the same safety tasks are assigned through the ML (and not through the MSM). f. A combination of factors has caused the immediate and irreversible flooding of the ship beyond any manageable level. The scenario of two contiguous compartments (WTC 5 and 6) being violently flooded - thus in a very short period of time after the contact (for WTC 5 the time for its complete flooding was only few minutes) - already represents a limit condition, as far as buoyancy, trim and list are concerned, in which the order for ship’s abandon is given to allow a safe and orderly evacuation. g. The ship stability was further hampered by the simultaneous flooding of other three contiguous compartments, namely WTCs 4, 7 and 8. The flooding of these additional compartments dramatically increased the ship’s draught so that Deck 0 (bulkhead deck) started to be submerged. Also, the effect of the free surface created in these compartments prior to their complete flooding (occurred in about 40 minutes) was detrimental for the stability of the ship, causing the first significant heeling to starboard, which increased more and more the progressive flooding of adjacent WTC 3. In WTC 3 the water entered from the bulkhead deck (Deck 0), through the stairway enclosures connecting such deck to Deck C. 45 minutes after the contact, the heeling to starboard reached 10°, and just before grounded 1h 09’ after the impact almost 20°. Then, 15’ after grounded, the heeling was more than 30°. h. A concomitant critical factor, caused by the severe and fast income of water, was the immediate loss of propulsion and general services located in WTCs 5 and 6. i. One of the consequences was that the various high capacity sea-water service pumps (capacity between 500 to 1300 m3/h, fed by the main switchboard only) that were fitted with a direct suction in the space where they were located, became unavailable. j. It is noted that the rules applicable to the Costa Concordia did not require the installation of a flood detection system in watertight compartments, and that the ship was fitted, on a voluntary basis, with a computerized program capable to verify the compliance of the loading conditions with the acceptance criteria set out in SOLAS Chapter II-1. Therefore, said program was not (and was not required to be) designed to provide direct information on the calculation of the residual damage stability during the flooding. k. The further analysis related to the sequence of the functioning of the Emergency Diesel Generator (black-out of the main electrical network, isolation of the emergency network and automatic starting of the emergency diesel generator), allowed to show that due to the high complexity of the electric production/distribution network (bearing in mind that the violent impact and the enormous quantity of water that invaded the vital parts of the ship) created critical aspects that generated uncontrollable consequences and damage, even invisible, rightly so imponderable. For this reason the connection between the Emergency Diesel Generator and the related Switchboard, which initially worked and after collapsed, and then worked forcedly in a discontinuous way.


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l. Another factor that may have impaired the management of the situation was the lack of orders according to the Muster List addressing disoriented - of course - the crew assigned on the base of the Muster List, taking into account this specific emergency. Some contribution in the disorienting situation could be due also to the wireless communication system, which is not supplied by emergency power but the key persons were all equipped with PMR devices, and therefore those wireless breakdown was not influent. m. Poor consideration can be made about the five contiguous watertight compartments, where most of the vital equipment of the ship was located, because no residual stability could have been maintained either by the Costa Concordia or any other ship. However the stability calculation and simulation showed that the ship responded to the SOLAS requirement applied to her. Finally, after the casualty, caused by the Master in combine with his officers staff present with him on the bridge, the coordination lack in the emergency - due to not applying the related SMS procedures and not following these as the best guideline to face the serious event - resulted the main and crucial unsuccessful factor for its management. Master together with some of the staff deck officers, as well the Hotel Director, failed their role determining a fundamental influence for reaching the above mentioned fail. Moreover, spite off the DPA was continually warned about the serious development of the scenario (meanwhile the Master was in the bridge, in fact their dialogue, although discontinue, started at 21 57 58 and finished at 23 14 34), he never thought (as declared during two interviews with the Prosecutor) to speed up the Master to plan the abandon ship. This could represents an indirectly contributing factor, even if the Master minimized (till 22.27 hours) the information about the seriousness of the situation towards the DPA. In fact, this last key person should have speed up the Master, at least in terms of his own moral obligation. It is worth to anticipate that, according with the evidences found at the end of the present investigation, Costa Concordia resulted in full compliance with all the SOLAS applicable regulations, matching therefore all the related requirements once she left the Civitavecchia Port on the evening of the 13 January 2013. As above anticipated, the analysis and the relevant lessons learnt allowed however the identification of a series of interesting measures, for details we readdress you to chapter VI, titled “recommendations”. They regard, among other things, stability and flooding, hull, vital equipment, emergency powering, redundancy of equipment, emergency management, minimum safe manning, muster list, and so on. Some of them could represent, if accepted and brought into force in a very short time, a must to improve the safety of very large cruise ships, even for existing ship. Those above mentioned recommendations have been made, despite the human element is the root cause in the Costa Concordia casualty. After this investigation, there is the opportunity to deliver in the hands of the International Maritime Community some suggestions regarding as the naval gigantism, represented in this case by the Very Large Cruise Ships, to face this actually and rising wonder through to the following items should be focused systematically also in the future: - mitigate the human contribution factor with education, training and technology; - operate day by day directly to support the shipping industry (shipbuilding), investing in the innovation technology; - stress all the maritime field cluster to make the maximum contribute for the related study and consequent technical research. Therefore, the above summarized recommendations have to be considered the starting point of the action taken consequently to this extraordinary tragedy, since we believe that many other things could be done, reflecting on the deep and taking time to react more, among others, with the three suggestions mentioned before. In conclusion it is needless to put in evidence that the case of the Costa Concordia is considered by this Investigative Body (and we believe by everyone in the maritime field) a unique example for the lessons which may be learnt, despite the human tragedy and the Master’s unconventional behaviour, which represents the main cause of the shipwreck. It is worth to anticipate, closing this summary, that the human element is again the root cause in the Costa Concordia casualty, both for the first phase of it, which means the unconventional action which caused the contact with the rocks, and for the general emergency management. It is also worth to point out, moreover, that the Costa Concordia casualty is, first of all, a tragedy, where the fact of 32 victims and 157 injured, would have been caused only by the above mentioned human element, which shows inadequate proficiency by key crewmembers. The full report can be downloaded (i.a.) from www.maritime-executive.com  The Maritime Executive – 24.05.13 - Characters in bold and in colour by the Nautilus’ editor


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www.portofantwerp.com 246


DE BELGISCHE VLAG VAN TOEN DE BELGISCHE VLAG VAN TOEN

LE PAVILLON BELGE AUTREFOIS LE PAVILLON BELGE AUTREFOIS

HET GROOTSTE HOUTEN ZEILSCHIP: “SCHALDIS” ________

Tijdens de 19e eeuw bouwden de Vlaamse scheepswerven heel wat koopvaardijschepen. Toch werd een aantal stoom- en zeilschepen in het buitenland aangekocht, hetzij als nieuw, hetzij tweedehands. Uit de Verenigde Staten en Canada werden sinds 1830 en tot de vroege jaren 1920 door Belgische reders in totaal een 90-tal houten zeilschepen aangekocht. Als voorbeeld kan aangehaald worden de Antwerpse rederij Michiels-Loos die van 1830 tot 1876 elf schepen bezat. Het waren alle houten zeilschepen. Vier ervan waren afkomstig van Amerikaanse werven en werden door de rederij tweedehands aangekocht in de jaren 1860. Na 1863 liep bij ons geen enkel groot zeilschip meer van stapel en net als Michiels-Loos kochten ook de andere Belgische reders toen hun zeilschepen in het buitenland of begonnen geleidelijk over te schakelen op stoomschepen. De “Schaldis” die door Michiels-Loos in 1864 werd gekocht was tevens het grootste schip van zijn vloot. Het mat 1531 bruto registerton en was getuigd als volschip (drie masten, alle drie vierkant getuigd). Volgens Amerikaanse maatstaven uit die tijd was het een behoorlijk groot zeilschip en voor ons, die thans onze maritieme geschiedenis in ogenschouw nemen, blijkt het zelfs het grootste houten zeilschip te zijn geweest dat ooit onder Belgische vlag voer.

Onder Amerikaanse vlag heette de “Schaldis” oorspronkelijk “William Lord Junior” en was in 1856 te Kennebunk (Maine) vervaardigd uit eikenhout, hackmatack en pitchpine. De geregistreerde afmetingen bedroegen: lengte 60m, breedte 10,50m en diepgang 8m. Op 19 november 1863 was het volschip in Antwerpen aangekomen uit Callao met een lading van 1800 ton guano en werd twee maanden later door Michiels-Loos aangekocht en in “Schaldis” omgedoopt. Begin februari 1864 werd het gekeurd in het droogdok van Louis Marguerie en door de experten in orde bevonden. Door het K.B.van 26 maart werd de “Schaldis” officieel genationaliseerd. Michiels-Loos was met zijn eerste schepen actief geweest in de vaart op Brazilië en Cuba, maar onder druk van de toenemende concurrentie vanwege stoomschepen op middellange afstanden moesten geleidelijk nieuwe bestemmingen opgezocht worden. Voor meer en meer reders van zeilschepen betekende dat het vervoer van ladingen over langere afstanden en waar geen haast bij was: steenkool, nitraat, guano, hout, graan, rijst,...Voor stoomschepen lag het verbruik van kolen over die lange afstanden veelal te hoog om van economische rendabiliteit te kunnen spreken. Pas in de jaren 1870 en 1880 produceerde men zuinigere en meer betrouwbare stoommachines (compound machines, triple expansie machines) en konden stoomschepen rendabeler worden op lange reizen. De 38-jarige Oostendenaar François Bulcke kreeg het bevel over de “Schaldis” en verliet Antwerpen op 29 maart in ballast om in Cardiff een lading kolen te gaan inladen voor Singapore. Kapitein Bulcke zeilde in 137 dagen uit Cardiff naar Singapore. De tocht ging dan verder naar Akyab (Birma) waar 21650 zakken rijst werden ingeladen. In Akyab lag een ander volschip van de rederij Michiels-Loos: de “”Michiels-Loos” die eveneens uit Amerika was aangekocht. De “Schaldis” vertrok uit Akyab op 27 februari 1865 en kwam pas op 12 augustus in Falmouth f.o.aan na een erg lange overtocht van 166 dagen. De “Michiels-Loos”, met 19100 zakken rijst, deed het heel wat beter: afvaart uit Akyab op 3 maart en aankomst in Falmouth na 119 dagen. Op 16 augustus 1865 was de “Schaldis” terug in haar thuishaven. Het was dus duidelijk geen hardloper, geen clipper. Het was een heel gewone stevige Down Easter, zoals er massaal vele in de Amerikaanse noordoostelijke staten werden gebouwd. Het waren weliswaar de nakomelingen van de snelle clippers, doch met hun vollere lijnen was het hun bedoeling flinke ladingen te vervoeren zonder aanspraak te maken op snelle overtochten.


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Kapitein Bulcke verliet de “Schaldis” en werd opgevolgd door kapitein Theobald Verbrugghe die eveneens Oostendenaar was. Verbrugghe was pas 31 jaar. Tijdens zijn opleiding in de Oostendse zeevaartschool was hij een uitmuntende leerling geweest. In april 1853 behaalde hij er het brevet van 2e stuurman “de manière parfaite” en de Minister van Buitenlandse Zaken “lui a décerné à titre de récompense et d’encouragement un instrument nautique d’une valeur de 130 Fr”. Op 22-jarige leeftijd had hij reeds het bevel gevoerd over de Oostendse schoener “Espoir” en zijn laatste schip was de bark “Emile” geweest die slechts 252 ton mat. In 1863 verliet hij de koopvaardij en ging als luitenant over naar de maalboten. Reeds in de jaren 1860 waren Antwerpenaars minder en minder geneigd het beroep van zeeman te kiezen en Antwerpse reders waren genoodzaakt meer en meer beroep te doen op Oostendenaars en buitenlanders. Aan Verbrugghe werd eind 1865 gevraagd het bevel over te nemen over de “Schaldis”, hetgeen hij aanvaardde. Met de “Schaldis” kreeg hij een bijzonder groot vaartuig in handen en reder Michiels-Loos moet hem dan ook wel heel bekwaam geacht hebben. Met de “Schaldis” maakte Verbrugghe drie lange reizen. Eerst ging hij eind november 1865 in Cardiff een lading steenkool innemen. De tocht ging verder naar Callao waar hij aankwam na een lange reis van bijna zes maanden. Met een volle lading Peruaanse guano was hij eind januari 1867 terug in Antwerpen. De terugreis duurde exact 130 dagen. Het Oostends volschip “Don Juan”, dat eveneens een ex-Amerikaanse Down Easter was, deed 123 dagen over hetzelfde traject en was eveneens in januari in Antwerpen gearriveerd. De volgende reis bracht de “Schaldis” noordwaarts: in ballast naar de kleine Zweedse haven Svartvik. Met een lading hout zeilde Verbrugghe dan naar Melbourne in 119 dagen vanaf Elseneur. Bij het verlaten van Melbourne strandde de “Schaldis” door een fout van de loods. Na herstelling van enige schade ging de tocht verder naar Peru en met 1900 ton guano was de “Schaldis” in oktober 1868 terug thuis. In de krant “Le Précurseur” verscheen op 19 oktober 1868 een interessant berichtje over de “Schaldis”. Het schip was namelijk het allereerste dat met een diepgang van 23,5 voet er in geslaagd was de dokken binnen te varen zonder eerst op de rede een deel van de lading te hebben overgeladen in lichters. Alle lof werd toegezwaaid aan het adres van de pas benoemde havenkapitein Leopold Stappers, die er in geslaagd was heel het gebeuren zonder problemen te doen verlopen. Voor de derde reis van Verbrugghe was Callao nogmaals de bestemming. Na een afwezigheid van nagenoeg 16 maanden was de “Schaldis” met 2000 ton guano in april 1870 terug in de thuishaven. Verbrugghe werd kort daarna inspecteur bij het Belgisch Loodswezen in Vlissingen. Hij was ook een vertrouweling van Koning Leopold II en organiseerde diens tochten met de jachten “Clementina” en “Alberta”. Verbrugghe overleed in 1906. De volgende kapitein aan boord van de “Schaldis” was dan toch een Antwerpenaar: Jean Kuiper (°1841) die bij Verbrugghe gevaren had als eerste stuurman. Kuiper voerde gedurende zes reizen het bevel over de “Schaldis”: eerst op 8 juni 1870 afvaart naar Akyab en retour met 19400 balen rijst, vervolgens naar New Orleans en Havana (tabak en suiker), daarna naar Peru (guano), met aankomst in Antwerpen op 5 januari 1874. In 1859 werd nabij Titusville, PA. petroleum ontdekt. Spoedig vonden meer en meer zeilschepen een nieuw emplooi: het vervoer van petroleum naar de Europese markten. De Amerikaanse uitvoerhaven was Philadelphia en reeds in 1861 ontving Antwerpen een eerste lading petroleum (in houten vaten !). Er ontstond zeer vlug in Europa een enorme vraag naar petroleum en Antwerpen werd spoedig één van de allerbelangrijkste invoerhavens. Menig groot zeilschip bracht volle ladingen aan. Alhoewel vrij snel proeven werden gedaan om de petroleum in metalen tanks en in bulk te vervoeren bleven de zeilschepen gedurende vele jaren nog steeds de petroleum in vaten aanvoeren. In maart 1874 maakte kapitein Kuiper met de “Schaldis” een eerste reis naar Philadelphia. Tot augustus 1875 volgden nog twee reizen. Telkens bestond de lading uit ongeveer 9100 à 9600 vaten. In 1876 verkocht Michiels-Loos zijn twee laatste schepen. Het volschip “Michiels-Loos” ging naar Duitsland en de “Schaldis” kwam in handen van G.Motin en Ed.Muzio die als reders gevestigd waren in Antwerpen. De “Schaldis” werd omgedoopt in “Grand Gustave”. De eerste kapitein was een Brit, genaamd John Shiell. Hij was afkomstig uit Newcastle en 50 jaar oud. Op 23 maart 1876 had de afvaart naar Philadelphia plaats. Er was geen enkele Belg aan boord! De bemanning bestond, benevens de kapitein, uit een Duitser, Oostenrijkers, Italianen, Grieken en een Chileen. Shiell voer enkele jaren later als derde stuurman aan boord van schepen van de Red Star Line. In november 1876 kwam de 50-jarige Borgerhoutenaar Auguste Meulenaer aan boord als kapitein. Meulenaer moest eerst een reis maken naar New York, doch schijnt aan boord met muiterij te maken hebben gehad. Het is niet geheel duidelijk hoe de reis afliep. Feit is wel dat de “Grand Gustave” nog één reis maakte naar Philadelphia. Meulenaer bleef aan boord tot in augustus 1877 en enkele maanden later werd het schip verkocht aan S.J.Melchers, Schiedam. Onder Nederlandse vlag kreeg het schip de naam “Marie-Antoinette” en werd tevens omgetuigd tot bark. Het maakte nog gedurig reizen naar Philadelphia en loste de petroleum in Antwerpen. Het einde kwam in 1887: de “Marie-Antoinette” werd in Le Havre geveild en tot schroot herleid. We kennen van de “Schaldis” slecht één afbeelding: een zeer naïef schilderijtje in de verzamelingen van het Nationaal Scheepvaartmuseum en hoogstwaarschijnlijk geschilderd door een of andere opvarende. Opvallend is wel dat de ra’s aan de fokkenmast naar bakboord zijn gebrast, terwijl de ra’s van de twee andere masten naar stuurboord zijn gebrast....  Luc Van Coolput, lid Koninklijke Belgische Marine Academie

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De Maatschappij van de Brugse Zeehaven zoekt kandidaten voor de volgende functie:

HAVENKAPITEIN M/V Voor onmiddellijke indiensttreding en voor de werfreserve Taken: Als havenkapitein organiseer je het scheepvaartverkeer in de haven. Je staat in voor de veiligheid van het scheepvaartverkeer en de passagiers. Je neemt beslissingen die de rust en veiligheid van de havenbedrijvigheid garanderen en je bewaakt het naleven van de scheepvaartreglementen. Je maakt deel uit van een team havenkapiteins en rapporteert aan de havenkapitein-commandant. Tot het takenpakket behoort ook administratie, promotie van de dienst en het onderzoeken en rapporteren van schadegevallen. Profiel: Je bent (of was) in het bezit van STCW’95-certificaat van master voor zeeschepen > 3000 BT of van een brevet van Kapitein ter lange omvaart. Je hebt een uitgebreide kennis van de scheepvaartreglementen en je bent vertrouwd met het ARAB en met de milieuwetgeving. Zowel zelfstandig als in teamverband werken spreekt je aan. Je kunt mensen motiveren en leiden en je bent stressbestendig. Je communiceert helder met anderen, zowel in het Nederlands als in het Engels en Frans. Je kunt Zeebrugge bereiken binnen het half uur. Wij bieden: Contract van onbepaalde duur, aangenaam werkmilieu, goede vakantieregeling, vakantiegeld, eindejaarspremie, maaltijdcheques, groeps- en hospitalisatieverzekering. Vaarervaring kan gedeeltelijk worden gevaloriseerd. Solliciteren ? Bekijk de volledige functiebeschrijving en het selectiereglement op www.portofzeebrugge.be. Stuur je motivatie met CV, een kopie van je diploma’s en een bewijs van goed gedrag en zeden naar Port of Zeebrugge, t.a.v. personeelsdienst, Isabellalaan 1, 8380 Zeebrugge of naar [email protected] en dit alles voor 31 augustus 2013.

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