Italija dvije godine odbija da objavi izvjestaj o incidentu broda blizanca Costa Concordie

ITALY maritime register has reportedly refused for two years to submit an accident report involving a sister ship of Costa Concordia to the IMO. Three crew members were killed and four others injured when the 54,673gt Costa Europa crashed into a pier at Sharm al Sheikh, Egypt, in February 2010. The Italian Maritime Register said the casualty report was "strictly confidential", the BBC reported today. But under the terms of the IMO casualty investigation code, which became part of SOLAS on 1 January 2010, it is mandatory for all member countries to conduct a marine safety investigation into every serious marine casualty. Regulation 2, Section 22 of the code defines serious as a marine casualty involving the total loss of the ship or a death or severe damage to the environment. That legislation is backed by an EU directive that entered force on 17 June 2011. It says that EU members are responsible for informing the European Commission and EMSA [European Maritime Safety Agency], in confidence, about serious and very serious accidents and investigations performed under their jurisdiction. Yet national secretary of the seafarers’ union Nautilus Allan Graveson told Fairplay that countries ignoring their SOLAS requirements on this issue did not face sanction. It’s a voluntary scheme essentially. There is no sanction if a country does not investigate or does not make a report to the IMO, he said. There is a culture within the shipping industry where flag states see it as optional whether or not they investigate accidents, whether they make findings public and share with the industry, and whether or not they hand the report to the IMO. It is woefully inadequate, Graveson added. Izvor FP

07.02.2012.

Nasukanje italijanskog ferry-ja

RESCUERS have reportedly saved more than 260 passengers from an Italian ferry that ran aground in a snowstorm. The ro-pax Sharden hit a pier late on 3 February shortly after leaving Civitavecchia near Rome, the AFP news agency reported. The ship was being pulled by a tug but was pushed onto the pier by a 30-35kt gust of wind, shipowner and operator Tirrenia di Navigazione said on its website. The collision left a 25-30m gash in the port side above the waterline. All passengers were safely evacuated by Italian coastguards. The 39,798gt vessel had been heading for Olbia in Sardinia at the time. Tirrenia has set up an investigation into the incident, which happened close to where Costa Concordia capsized on 13 January, sparking fears of a repeat incident. The company’s fleet consists of mainly new high-speed ferries that can reach a speed of 30kt, Tirrenia said on its website. Newspaper Corriere della Sera carried comments from passengers who said that not enough lifejackets were available on board the ship. In response the company stated that “lifejackets are accommodated in the sites provided, in accordance with national regulations and international reference”. Sardinia governor Ugo Cappellacci described the incident as a “national disgrace”, Corriere reported. Izvor FP

07.02.2012.

Snizenje poslovnog rejtinga za MOL i NYK

MOL AND NYK Line were both graded down today by a ratings agency. The move by Moody underlined mounting concerns about the Japanese giants ability to pare debts, given worsening freight rates. Moody’s graded Mitsui OSK Line issuer rating to Baa1, from A3, and NYK to Baa2 from Baa1. The companies cashflows would remain weak due to the deteriorating market and tonnage glut, the agency predicted, which could delay a reduction in the companies leverage – and even increase leverage. MOL and NYK drybulker and tanker segments face the challenge of weak charter conditions for their non-long-term contracts, Moody said. The performance of the container ship business has also been weak due to oversupply and downward pressure on freight rates, especially for their European routes. Both companies said earlier this week that they expect worse profits for 2011 than forecasted. Moody did predict some recovery in 2013, based on the normalisation of the car carrier trade and strong demand in some areas, such as for LNG and LPG carriers. But it added that improvement in leverage would probably be slow, given the overall weakness in the global economy and shipping sectors. At the same time, MOL and NYK capital expenditure levels remain high, and both companies maintain strong customer relationships, based on their relatively large long-term contract businesses and stable non-shipping operations, the agency noted. But Moodyis acknowledges that these positive factors and operational measures are not sufficient to offset the current negative factors; hence the ratings downgrade and the continued negative outlook, it explained. MOL shares closed 5.246 pct higher today at Yen 321 (USD 5.26), and NYK shares closed 3.43 pct higher at Yen 211. Asian stocks rallied today amid hope that the US economy might post better growth than expected. Izvor FP

07.02.2012.

Jadroplov iz Splita prepolovio proslogodisnje gubitke

CROATIA’S Jadroplov bulk shipping company has reported a 50% drop in consolidated net losses for 2011 year on year, to 11. 4M kuna ($2M). In 2010, the Split-based company had net losses of 22.6M kuna. Jadroplov also told the Zagreb Stock Exchange that it made 242.4M kuna in revenues in 2011, against 234.5M kuna during the previous year; it recorded costs of 253.7M kuna last year, from the 257.1M kuna. The company owns six bulkers. Izvor : FP

06.02.2012.

International Maritime Bureau - izvjestaj o pirateriji

IMB: Piracy Attacks in East and West Africa Dominate World Report Signalling a rising trend, pirate attacks against vessels in East and West African waters accounted for the majority of world pirate attacks in 2011, according to the latest global piracy report (19th January, 2012) of the International Chamber of Commerce (ICC) International Maritime Bureau’s (IMB). Of the 439 attacks reported to the IMB in 2011, 275 took place off Somalia on the east coast and in the Gulf of Guinea on the west coast of Africa. Comparing the 439 worldwide incidents of piracy and armed robbery, recorded in 2011, to the 445 incidents recorded in 2010, the report shows a slight reduction. This reduction follows four consecutive years of increasing worldwide piracy and armed robbery incidents. The total number of 802 crew members taken hostage in 2011 also marks a decrease from the four-year high of 1,181 recorded in 2010. Overall in 2011, there were 45 vessels hijacked, 176 vessels boarded, 113 vessels fired upon and 105 reported attempted attacks. A total of eight crew members were killed throughout the year, the same number as in 2010 Izvor : IMB

27.01.2012.

Filipini ratifikovali konvenciju ILO 185

Commenting on todays official International Labour Organization acknowledgement that the Republic of the Philippines has formally ratified ILO Convention 185 on seafarers identity documents, ITF seafarers section secretary Jon Whitlow said: This is significant news. This move by the worlds largest crew supply country sends a strong signal to nations worldwide that seafarers rights to shore leave and safe transit must be respected. At the same time the intention of the convention to enhance security has also been carried forward. Izvor : ITF

27.01.2012.

Heroji i kukavice na moru

Slika zapovjednika Williama Lewisa Herndona kako 1857. mirno puši cigaru dok tone skupa s brodom postala je simbol hrabrosti američkih pomoraca, ali i svojevrsni početak mita o kapetanima koji tonu s brodom Nakon nasukavanja broda »Costa Concordia« pokraj otoka Giglio, preživjeli putnici danima svjedoče o kaosu i neredu tijekom evakuacije, kada mnogi nisu poštivali tradiciju davanja prvenstva ženama i djeci pri ukrcaju na čamce za spašavanje. Isto tako, ogorčeni putnici tvrde da je kapetan Francesco Schettino, suprotno uvriježenom stereotipu o zapovjedniku koji tone skupa s brodom, među prvima napustio podrtinu, oglušivši se čak i na izravne naredbe talijanske Obalne straže da se vrati kako bi pomogao u akciji spašavanja. I jedno i drugo razbija pomalo romantiziranu predodžbu o potonućima brodova, u kojima se muškarci kavalirski žrtvuju za spas žena i djece, a kapetan broda stoički prihvaća smrt u dubinama radije nego gubitak broda. Postavlja se i pitanje postoje li propisi koji određuju kako se napušta brod, s obzirom na dob i spol putnika i članova posade. Kaotična praksa U najkraćim crtama – postoje, ali se u niti jednom dijelu ne odnose na spol ili dob i s njima povezano pravo prvenstva pri spašavanju. Međunarodna pomorska organizacija prilično je detaljno definirala, primjerice, koliko i kakvih čamaca i ostalih sredstava za spašavanje putnički brod mora imati, kao i gdje moraju biti smješteni, a definirano je i u kom vremenu brod mora biti evakuiran. Kada se oglasi uzbuna, putnici na cruiserima moraju se uputiti prema »muster stationima«, odnosno točkama za ukrcaj na čamce za spašavanje, po unaprijed utvrđenom rasporedu, prema broju kabine, te se, u slučaju izdavanja zapovijedi o napuštanju broda, ukrcati u čamce. Mnoge su akcije spašavanja, međutim, u praksi daleko kaotičnije, pa posada broda nerijetko u čamce ukrcava koga stigne, odnosno one koji su do čamaca uspjeli doći. U nekima od takvih situacija, kada nije bilo mogućnosti da se svi ukrcaju na čamce i spase, muškarci su ustupali svoja mjesta ženama i djeci, no takav postupak nije reguliran pomorskim propisima, a ni u praksi diljem svijeta nije ni približno čest kako se ponekad misli. Slično je s kapetanom koji tone s brodom – takva obaveza, naravno, ne postoji, a kapetan čak ne mora biti ni zadnji koji će se ukrcati na neko od sredstava za spašavanje. U mnogim situacijama, poput napuštanja »Coste Concordije«, putnici su evakuirani bez evidencije i reda pa je teško uopće utvrditi jesu li i u kom trenutku svi napustili brod. Tereti ga SOLAS U konkretnom slučaju, to ipak ne opravdava kapetana Francesca Schettina, koji je prema SOLAS konvenciji bio dužan provoditi mjere zaštite i spašavanja putnika, za što je, prema mišljenju brojnih stručnjaka, njegova prisutnost na brodu tijekom akcije spašavanja bila jedan od osnovnih preduvjeta. Korijene današnjih evakuacijskih prioriteta, spašavanje djece i žena prije svih, istražio je i u svojoj knjizi »Woman and children first: 19th Century Sea Narratives and American Identity« opisao engleski profesor Robin Miskolcze. Sve to druge polovine osamnaestog stoljeća, u Engleskoj i Americi prevladavalo je uvjerenje da Bog određuje tko će preživjeti havariju broda, a tko ne, pa nije bilo ni kritika usmjerenih ka onima koji su se, doslovce gazeći preko drugih, dočepali sigurnosti. No, s razvojem humanističkog razmišljanja, posebno u devetnaestom stoljeću, te stvaranjem slike o ženama kao zaštitnicama i stupovima obitelji, medijska izvješća o nesrećama postajala su sve kritičnija prema muškarcima preživjelima u pomorskim nesrećama koje su odnijele živote žena i djece. Suprotni primjeri Tri su nesreće koje su u to doba u Engleskoj i Americi, a posljedično i u većem dijelu zapadnog svijeta, učvrstile načelo »prvo žene i djeca«. Prva je potonuće broda HMS »Birkenhead«, 1852. godine, kada su, prema navodima preživjelih, vojnici na brodu stajali u stavu mirno, dok su žene i djeca ukrcavani u čamce za spašavanje. Golema većina muškaraca na brodu smrtno je stradala, a njihov plemeniti čin opisivan je kao primjer čiste i uzvišene ljudskosti. Dvije godine kasnije, havariju broda »SS Arctic« obilježilo je posve suprotno ponašanje, a preživjeli muškarci u novinskim su izvještajima i u javnosti obilježeni kako kukavice koje nisu spasile niti jednu jedinu ženu ili dijete. No 1857. članovi posade i muški putnici parobroda »Central America« u čamce za spašavanje ukrcali su žene i djecu, po cijenu vlastitih života. Ti su muškarci, većinom tragači za zlatom u američkoj »Zlatnoj groznici«, slavljeni kao heroji koji su žrtvovali svoje živote i novostečeno bogatstvo u činu ultimativnog kavalirstva. Slika zapovjednika Williama Lewisa Herndona kako mirno puši cigaru dok tone skupa sa svojim brodom postala je simbol hrabrosti američkih pomoraca, ali i svojevrsni početak mita o kapetanima koji tonu s brodom. Mnogi su kapetani i nakon Lewisa sa svojim brodovima i nestali u dubinama, no to nikako nije njihova dužnost. Naprotiv, dužnost im je da upravljaju akcijama spašavanja i koristeći sve svoje profesionalno znanje i iskustvo spase što je moguće više života ljudi na brodu, uključujući i vlastiti. Kinezi odabrali smrt na »Jeinshanu« Pomorski kapetani nerijetko u kritičnim situacijama riskiraju vlastiti život kako bi spasili ostatak posade, putnike i sam brod. O tome svjedoče nebrojeni primjeri iz povijesti, ali i iz današnjih dana. Jedan od najsvježijih je primjer kineskog broda »Jeinshan«, koji je 2008. godine potonuo blizu Filipina. Dvadeset šestoricu članova posade koji su prije potonuća napustili brod iz olujnog je mora spasila posada japanskog tankera »Towada« pod zapovjedništvom hrvatskog kapetana Mate Beretina, no zapovjednik i upravitelj stroja odbili su napustiti brod u pokušaju da ga spase od potonuća. U tom su pokušaju, nažalost, obojica nestala, zajedno s brodom. Posada »Towade« za herojski je pothvat nagrađena Plavom vrpcom Vjesnika. izvor : pomorac.net

27.01.2012.

UNESKO urgira kod italijanskih vlasti da se brodovi ne priblizavaju zasticenim podrucjima

The call from the UN Educational, Scientific and Cultural Organization was issued yesterday, Bloomberg reported, as divers used explosives to open a breach to the third deck of Costa Concordia, which is 20m underwater. The ship capsized on 13 January off Giglio Island, killing 16 people, with at least 23 victims still listed this morning as missing, the report said. UNESCO urged Rome to restrict cruise ship access near “culturally and ecologically important areas.” UNESCO’s Francesco Bandarin sent a letter to the government expressing “longstanding concern over the risk that large cruise liners pose to sites inscribed on UNESCO’s World Heritage List”. Environment Minister Corrado Clini is working on new rules for coastal routes and plans to meet cruise company officials on 26 January, Bloomberg said. Italy’s Democratic Party, which backs the government, wants to ban cruise ships from “prestigious areas” such as Venice, Capri and the Tuscan islands including Giglio, its greens spokeswoman Stella Bianchi told Bloomberg. Giglio is situated within a sanctuary for marine mammals such as dolphins and whales. Since the casualty, Italian newspapers have published photos from passengers that appear to show other ships of Concordia owner Costa Crociere sailing near islands or picturesque bays such as Amalfi and the island of Procida. Several near-misses were also reported. Fairplay reported yesterday that its research also indicates multiple instances of such routing. Costa Crociere meantime today denied reports that it had offered discounts on other cruises to Concordia survivors. Izvor : IHI

25.01.2012.

Izjava generalnog sekretara ITF o putnickom brodu Costa Concordia

ITF general secretary David Cockroft stated: “This is a human tragedy that came close to being even worse than it was. We understand that six people are currently known to be dead and 10 missing, six of them seafarers. The wellbeing of their families and of the passengers and crew who went through this harrowing experience is at the forefront of everyone’s thoughts today.” “There is some comfort in the fact that the ship is owned by a reputable company and, importantly, is Italian flagged, so a full investigation is certain. We trust that this will cover all aspects of the accident and issues surrounding the subsequent evacuation.” He continued: “We wish to salute the individual acts of heroism and selflessness that are emerging, including from crew, rescue services and the people of Giglio who have thrown open their homes to the survivors.” “The ITF is ready to offer any help it can to its colleagues in Italy, where the trade unions are playing an important support role in helping those affected.” Izvor ITF

25.01.2012.

Posmatraci brodskog putnickog turizma kritikuju odnos ove industrije i zakonodavstva

A CRUISE watchdog group has linked the Costa Concordia disaster with a “cosy relationship between regulators and the industry”. The chairman and founder of the US-based International Cruise Victims Association, Kendall Carver, told Fairplay that he was “not surprised” about the fatal casualty. “There is a too-cosy relationship between regulators and the industry,” he said, accusing cruise lines of routinely hiring former officials from the Federal Bureau of Investigation or the US Coast Guard. “That ship had been at sea for two hours,” he pointed out, so its owner Costa Crociere “should have known where it was via GPS tracking. Apparently this route has been taken before.” Livorno’s port would not comment on the incident when Fairplay called, and the Italian maritime law association would also not comment on the matter. Carver also expressed “deep concerns” over Coast Guard delays on two key ship safety systems: a man-overboard system, and an anti-terrorist sonic system. “Both are legally required to be fitted to passenger ships but are yet to be implemented by the Coast Guard,” declared Carver, who claimed credit for getting a US law enacted requiring that crimes at sea be reported. He said his group has evidence that serious crimes aboard cruise liners continue to be woefully underreported. Carver said his own daughter disappeared aboard a cruise ship in 2004, but her disappearance was not reported to police by either the cruise company or its crew; no trace of her was ever found. Izvor IHI

25.01.2012.

Masivni ploveci kruzeri su sigurnosni rizik

VELIKI kruzeri poput Costa Concordije, koja se u petak navečer zabila u hridi kod talijanskog otoka pri čemu je šest osoba poginulo a još 14 ih se smatra nestalima, možda jesu dovoljno veliki da putnicima ponude sadržaje poput bazena, restorana i kino dvorana, No upravo ta veličina itekako komplicira evakuaciju i spašavanje putnika, rekao je jedan specijalist za brodove. Jacques Loiseau, predsjedatelj francuskog Udruženja brodskih kapetana (AFCAN) rekao je da ga u slučaju Coste Concordije muči upravo veličina broda. Njegovo je udruženje redovito pokušalo privući pažnju na opasnosti koje predstavljaju sve masivniji brodovi, piše agencija AFP. Loiseau je dodao kako se s brodovima takve veličine ni u najboljim uvjetima u slučaju nesreće ne mogu spasiti svi putnici. Dugačka 290 i široka 38 metara, Costa Concordia prevozila je oko 4200 putnika i članova posade, no nije najveći brod koji plovi svjetskim morima. Postoje kruzeri koji mogu prevoziti do šest tisuća putnika i dvije tisuće članova posade. Sve veća potražnja putnika dovela je do izgradnje sve većih brodova, kako bi se ispunili zahtjevi, no to je ujedno i ograničilo provođenje sigurnosnih mjera. Koordiniranje spašavanja tisuće putnika koji govore različite jezike nije nimalo jednostavno U izvješću North Atlantic Coast Guard Foruma 20 zemalja, izdanom nakon provedene simulacije nesreće stoji kako u slučaju nesreće na masivnom kruzeru evakuacija i spašavanje putnika postaje vrlo kompleksna operacija sa značajnim rizikom za gubitak ljudskih života, a u slučaju opasnosti bilo bi vrlo teško da samo jedna zemlja brzo i uspješno provede sve potrebne sigurnosne mjere. U nesreći na moru helikopterom se može spasiti 20 do 30 putnika, no s porastom broja putnika kao što je slučaj na kruzerima, spašavanje dvije ili tri tisuće osoba postaje skoro pa neizvedivo, jer osim što sapšavanje otežava sam broj ljudi, otežava ga i broj stranih jezika kojima putnici govore. Loiseau zaključuje kako je teško koordinirati spašavanje kada na nekoliko katova broda imate tisuće paničnih ljudi koji pričaju i na nekoliko desetaka različitih jezika i narječja, a u kriznim situacijama često je teško naći prikladne riječi i pružiti nekome utjehu i smjernice za ponašanje kada niste upoznati s ishodom situacije. Izvor : Index hr

18.01.2012.

Nasukanje C. Concordie ce pokrenuti debate o sigurnosti

A CRUISE lobbying group told Fairplay today that the Concordia disaster is likely to spur an inquiry into lifeboat drills and systems to account for passengers and crew. Costa Crociere CEO Pier Luigi Foschi earlier today noted that when Costa Concordia capsized on the night of 13 January, 696 passengers who had just boarded in Civitavecchia had yet to be part of a formal lifeboat drill, which is required by law within 24 hours of boarding. Asked about lifeboat drilling timing, Cruise Lines International Association executive VP Michael Crye told Fairplay: “I think we will discuss this issue and we will do so within the confines of the International Maritime Organization and also as an industry.” Yet Crye emphasised that “this was a very difficult evacuation that developed very quickly – and if you look at it objectively, it was pretty successful. You could point out that it might have been more successful if they had done the ‘abandon ship’ drill in advance of departing Civitavecchia, but I’m not sure you would have had a better evacuation.” Another issue that is likely to be addressed in reaction to the Concordia accident is “accountability for all the passengers and crew”, explained Crye, who pointed out that “we’ve still got people who are unaccounted for”. Crye noted that there are potential solutions, such as hand-held devices that can centralise information. “My suspicion is that we will take a look at that on an industry basis,” he told Fairplay. Izvor : FP

18.01.2012.

Saopoštenje Udruženja u povodu primopredaje broda Kotor i gradnje broda Bar

Cijenimo napore koje su uložile nadležne institucije i pojedinci za nabavkom novih brodova te pozdravljamo početak i rad Crnogorske plovidbe (CP). Očekujemo da će rad CP biti isključivo zasnovan na tržišnim osnovama. Vjerujemo da će menadžment kompanije samo profesionalnim odnosom i rigoroznim mjerama kontrole troškova i štednje uspjeti da se izbori i opstane na izbirljivom međiunarodnom pomorskom tržištu brodskog prostora. Za to imaju našu bezrezervnu podršku. Zapovjedniku broda “Kotor”, Kap. Dušanu Boža Radoničiću, potomku poznate Bokeške pomorske porodice i našem članu, i njegovoj posadi želimo sreću, mirno more, povoljne vjetrove i uvjek metar ispod kobilice. Pojavom CP i broda “Kotor” I “Bar” očekujemo: - da će nadležni, prije svih Min. saobracaja, pomorstva i telekomunikacija, ubrzati primjenu međunarodnih standard i propisa a kroz hitno donošenje predloga pomorskih zakona, standarda i propisa koji su neophodni za pomorsko poslovanje na svjetskom tržištu. U suprotnom može nam se desiti da brod “Kotor” bude zaustavljen ili primoran da promijeni zastavu a da se naši pomorci koji plove na stranim kompanijama nađu na “crnim listama”. - da pomorci prepoznaju svoj interes te da budu i akcionari u ovoj kompaniji za što postoji i praksa u svijetu. Takođe da se sami pomorci pojave kao investitori tj. vlasnici broda u drugim projektima. Takvi projekti i pored trenutno lošeg tržišta imaju prolaznost kod banaka za dobijanje kredita. - da postojeći Sindikat pomoraca CG počne sa promovisanjem zaštite interesa pomoraca i intenzivnijim radom sa pomorcima te da promovišu tripartitni socijalni dijalog. U suprotnom će nam se sve više dešavati slučajevi kao što su Nuada , Aetea Sierra itd. - da nadležni napokon prepoznaju i stimulišu potrebu za stručnim i dokazanim pomorskim kadrom, prije svega u pomorskoj administraciji te u sistemu pomorskog obrazovanja, obuke i zapošljavanja kao i u svim drugim pomorskim privrednim aktrivnostima na kopnu. Upravni odbor Kotor, 12.01.2012.

12.01.2012.

In memoriam - Kap. Slavko Dabović

Tiho i mirno kako je i živio u svojoj Kostanjici , napustio nas je Kap. Slavko Dabović, čovek koji je čitav svoj život posvetio pomorstvu , prvo na brodovima a zatim radom u kopnenim službama Jugooceanije. Bio je tipičan predstavnik one Boke koje sve manje ima - lične skromnosti i radne požrtvovanosti. Sahrana našeg kolege obavit će se 12.01.2012. na mjesnom groblju u Kostanjici.

11.01.2012.

BIMCO predvidja daljnje zagusenje trzista zbog rasta svjetske flote

BIMCO has predicted that despite a tonnage glut now plaguing markets, the global drybulk fleet will grow by at least 12% this year. Peter Sand, senior analyst at Denmark’s Baltic & International Maritime Council, forecast that the box fleet’s 2012 growth would be near 8%. In 2011, he noted, the world drybulk fleet grew by nearly 75M dwt, noted Sand, who added: “Had it not been for a record-high level of large vessels being recycled, the glut of tonnage would have created even greater challenges for owners.” Laid-up container tonnage “is noticeably distant from the level that made 2010 a very good year”, warned Sand, who added: “The sector is battling on two fronts from the trenches. “A bad global economic weather forecast is the main demand threat, while the oversupply issue is an internal problem to handle,” he cautioned. Also, he saw the number of crude tankers growing this year by 7%, and product tankers by 3%. Izvor : IHS

05.01.2012.