1. The Challenges of the Seafaring Profession Today
INTERTANKO
The Challenges of the Seafaring Profession Today
Minerva R. Alfonso, Maritime Advisor, INTERTANKO

2. Presentation Introduction Key Challenges Industry Initiatives
Focus: Issue of Piracy and Armed Robbery
Conclusion

3. International Association of Independent Tanker Owners
Membership
Over 2500 tankers in membership representing ca. 73% of the independent oil tanker fleet with strict membership criteria
300 + associate members in oil and chemical tanker related businesses
Offices in London, Oslo, Washington, Singapore & Brussels.

4. ORGANISATION 15 issue-driven Committees & 5 Regional Panels
Associate Members Committee
Safety, Technical & Environmental Committee (ISTEC)
Bunker Sub-Committee
IT Committee
Annual General Meeting
Chemical Tanker Committee (CTC)
Offshore Tanker Committee
Council
Chemical Tanker Sub-Committee Americas
Short Sea Tanker Group
Executive Committee
Human Element Committee
Vetting Committee
Management Committee
Documentary Committee
Worldscale Committee
Environmental Committee
Shipowner Issues Sub-Committee
Q-Quest Sub-Committee
ASIAN REGIONAL PANEL
HELLENIC FORUM
LATIN AMERICAN PANEL
NORTH AMERICAN PANEL
15 issue-driven Committees
&
5 Regional Panels
Insurance & Legal Committee

5. INTERTANKO Services
INTERTANKO is the voice of the tanker industry - representing and promoting the interests of responsible oil and chemical tanker owners worldwide
provides its members with technical, operational, legal, documentary and other support services, information and advice

6. VISION for the TANKER INDUSTRY
Mission and Vision
MISSION
“Provide leadership to the Tanker Industry in serving the world with the safe, environmentally sound and efficient seaborne transportation of oil, gas and chemical products.”
VISION for the TANKER INDUSTRY
“A responsible, sustainable and respected Tanker Industry, committed to continuous improvement and constructively influencing its future.”

7. Commitment to Continuous Improvement
Primary Goal
Lead the continuous improvement of the Tanker Industry’s performance in striving to achieve the goals of:
Zero fatalities
Zero pollution
Zero detentions

8. Seaborne Crude Oil Flows 2005

9. Record of Oil Spills
Source: ITOPF. Number of spills above 700 tonnes.

10. Tanker incidents by cause 1978-2007 and accidental pollution
No. incidents
1000 ts oil pollution
Source: INTERTANKO/LMIU/ITOPF/various

11. Pollution from tankers Tonnes / billion tonne mile
Tanker accidental pollution rate tonnes spilt per bn tonne miles trade bn
tonne-m
1000
ts spilt
-45% % %
Reduction per tonne miles
Source: ITOPF/Fearnleys

12. Presentation
Introduction
Key Challenges
Industry Initiatives
Focus: Issue of Piracy and Armed Robbery
Conclusion

13. Key Challenges Industry Image: Meeting Society’s Expectations
Expectation that Shipping should be:
Safe and Secure
Environmentally Responsible
Reliable
Efficient (low cost)
Zero tolerance of:
Accidents
Pollution (to Sea and Atmosphere)
Other (e.g. unsafe, unhealthy ship demolition)

14. Key Challenges Global regulation for a global industry,
adopted and implemented uniformly
Proliferation of unilateral regulations
National and regional regulations threaten the supremacy of the International Maritime Organization. (IMO)

15. Human Element / Manning Issues
Key Challenges
Human Element / Manning Issues
Shortage of qualified seafarers
“Poaching”
Faster promotions = outstripping the development time needed to train seafarers
the development of enhanced compliance cultures
The IMO Secretary-General quoted statistics suggesting that some 80 per cent of accidents are attributable in some way to human error

16. Inter-Industry Group The Inter-Industry Group consists of: INTERTANKO
International Chamber of Shipping (ICS)
Oil Companies’ International Marine Forum (OCIMF)
European Chemical Industry Council (CEFIC)
International Association of Classification Societies (IACS),
The International Group of P&I Clubs (IG)
International Parcel Tankers Association (IPTA).

17. IIG Conclusions
The primary cause of these incidents could be attributed to the
failure of the crew to follow procedures.

18. Recommendations
To find solutions to the primary cause of the incidents, i.e. the Human Element
Application of Inert Gas to new oil tankers of less than 20,000 DWT and new chemical tankers.

19. Det norske Veritas Analysis of Incidents
reduction in the general level of experience as ships were crewed with more new recruits, retention rates declined and people were promoted faster.
Loss of experience among crews was also a “stress factor” for those who continually had to train new crew members.

20. Tanker contracting m dwt $ bn
VLCC $ bn
Suezmax: ”
Aframax: ”
Panamax: ”
Handy: ” (43%)
Source: INTERTANKO/Clarkson Shipyard Monitor

21. Key Challenges
Piracy
Criminalization
Global Financial Crisis

22. Presentation
Introduction
Key Challenges
Industry Initiatives
Focus: Issue of Piracy and Armed Robbery
Conclusion

23. Industry initiatives supporting recruitment, training and retention
Raising awareness of the industry, targeting young people as well as media, politicians, regulators and the public (
Enhanced cooperation with educators/trainers
Policies for cadet berths and training facilities on ALL new ships
Programmes for maximum utilisation of cadet berths on existing ships
Developing industry standards for Tanker Officer Training, covering proficiency and experience
Running seminars and workshops for officers and seafarers on Tanker Industry issues (e.g. vetting seminar in Manila)

24. Industry initiatives supporting our crew’s welfare and well-being
Speaking out against unjustified criminalisation, and challenging bad laws through the courts
Actively supporting IMO-ILO guidelines on Fair Treatment of Seafarers (in event of Maritime Accident)
Campaigning for improved conditions for shore access when security constraints active
Working to reduce multiple and overlapping inspections
Promoting solutions to lessen technical and operational burden of equipment, systems and associated paperwork
Prepared guidelines for safe handling of cargoes and fuels, tank cleaning and entry, and lobbying for better HSE information on cargoes and bunkers
Developed guidelines on implementing ILO Convention on “work and rest hours”
Promoting higher standards of accommodation as industry “norms”; (including e.g. broadband, etc.)

25. TOTS - Tanker Officer Training Standards (new INTERTANKO initiative)
Covers officer competences and training, as well as time in rank and time with company
An alternative approach to oil companies’ “Officer Matrix” requirements, based upon “Time in Rank” and “Years with the Operator”
Incorporates training modules onboard and ashore, as well as verification processes
TMSA compatible
Addresses “Quality and Experience”

26. TOTS Approvals TOTS is approved as a Professional Standard by:
The Nautical Institute.
The Institute of Marine Engineering Science & Technology.

27. The Issues Oil Company Officer Matrix Systems Contradictory
Prohibits Promotion
Difficult to Comply with Requirements
Increasing Incidents
Officer Training
Human Element Factors
Shortage of Experienced Officers

28. The TOTS Objectives Provide a coordinated response by INTERTANKO
Provide comfort to Oil/Cos via a structured controlled process;
Enhance competency based training;
Provide verification of understanding;

29. The TOTS Objectives
Ensure compliance with today’s rules & regulations.
“Ease compliance” with Officer Matrix Requirements.
Ensure that the team onboard will operate the tanker environmentally aware & safe.

30. TOTS Project Partners TOTS Working Group Vetting Committee HEiSC
AET Ship Management (Singapore) Ltd
Interorient Marine Services
Minerva Marine Inc.
Broere Shipping BV
Brostrom Tankers SAS
MOL Tankship Management (Europe) Ltd
Anglo Eastern Ship Management Ltd
Teekay Shipping (Canada) Ltd

31. TOTS Project Partners Warsash Maritime Academy
Simulator Training/Verification
Malaysian Maritime Academy
Engineering Skills/Modules
MARLINS
CBA Verification

32. TOTS contains Four Elements
Overview of TOTS
TOTS contains Four Elements
TOTS: Training Record Books:
Time in Rank
Time in Company
2. TOTS: Computer Based Assessment (CBA)
3. TOTS: Company Verification (CBA)
Time with Company
4. TOTS: Ship Specific Practical Simulator Verification/Training
Tanker Type Specific Time in Rank
TMSA Part 3, 6, Stage 4
TMSA Part 3, 3, Stage 4, TMSA Part 3, 3A, Stage 2 & 3:
TMSA Part 3, 5, Stage 3: TMSA Part 3, 11, Stage 1

33. CBA Training of General
TOTS Pictogram
INTERTANKO – Tanker Officer Training Standards (TOTS)
STCW
1-4 = TOTS 1 2 3 4
Entry Level Core Competency Statutory Training STCW Reg V/1 1.2
Statutory Training STCW Reg V/1 2.2
TOTS: Company Based
Rank/Ship Specific
Time in Rank (Tanker)
Time in Rank (General)
Time in Company
TMSA Part 3, 3, Stage 4
TMSA Part 3, 3A, Stage 2 & 3
TMSA Part 3, 5, Stage 3
TMSA Part 3, 11, Stage 1
Computer Based Assessment
Time in Rank General
Company Verification of
Time with Company
Simulator Training &
Verification (Cargo)
Time in Rank, Tanker Type Specific
Modules 4A, B, C, D, E, & F
TMSA Part 3, 6, Stage 4
Statutory
Requirement
(Voluntary TOTS)
Company Training Record Book
(Voluntary TOTS) CBA
Time in Rank
Company Verification
(Voluntary TOTS) Shore Based
Simulator Verification & Training
IMO Tanker
Endorsement
Petroleum
Familiarisation
Model Course 1.01
Chemical
(Module 1A)
Command Tanker Module
Master & Chief Officer
(Module 1B)
Senior Engineering Officers
(Module 1C)
Junior Deck/Engineering
Officers
(Module 1D)
All Officers
CBA Training of General
Elements & General
Tanker Sections
Shore Based
Company Assessment of
Module 4B Chemical Simulator Verification
Module 4D Product Simulator Verification
Module 4F Crude Simulator Verification
(Not: Applicable to Engineer Officers)
Module 4A Chemical Simulator Training
Module 4C Product Simulator Training
Module 4E Crude Simulator Training

34. Human Element addressed in each record Book via CRM:
TOTS : Time in Rank
Human Element addressed in each record Book via CRM:
Situational awareness
Planning & Decision making
Communications
Teamwork
Emotional climate
Stress
Managing Stress
Commercial Organisational Pressures & Morale
Fatigue

35. Presentation
Introduction
Key Challenges
Industry Initiatives
Focus: Issue of Piracy and Armed Robbery
Conclusion

36. Roundtable of International Shipping Associations
BIMCO, International Chamber of Shipping (ICS), INTERCARGO and INTERTANKO
The Roundtable represents the entire merchant shipping industry worldwide

37. Roundtable Position
Issue of piracy and armed robbery has been a recurring theme on the agendas of the international associations for a number of years
ROUNDTABLE POSITION:
It is unacceptable that merchant ships and merchant seamen should be subjected to armed attacks at sea in the 21st century.

38. Major concern
Extremely grave threat to the lives of the crews and the safe operation of ships
Not only are the attacks on an upward trend, but the level of violence has also significantly increased

39. IMB Annual Report 2008
shows an unprecedented rise in maritime hijacking in 2008
worldwide total of 293 incidents
49 vessels were hijacked, 889 crew taken hostage and a further 46 vessels reported being fired upon.
A total of 32 crew members were injured, 11 killed and 21 missing – presumed dead.
Guns were used in 139 incidents
Most of these incidents occurred in Nigerian and Somalian waters

40. IMB Annual Report 2008
“ 2008 saw the largest tanker ever being hijacked by Somali pirates, and successful attacks being carried out at greater distances from land than in previous years. All types of vessels with varying freeboards and speeds were targeted. The pirates boarding the vessels were also better armed than in previous years and prepared to assault and injure the crew.”

41. Baco-Liner 2

42. MV Hereford Express Livestock Carrier – ballast voyage
General Santos, Philippines to Broome, Australia
Armed attack by unidentified water borne crafts, 7 June 2008 at 09.45
Lat N Long E (Indonesian Archipelago)

43. MV Hereford Express

44. MV Hereford Express .

45. MV Hereford Express .

46. Recommendations
The Indonesian government be formally requested to clarify this incident
The Indonesian authorities provide clear guide lines as to how their Marine Police and Cost Guard undertake interception of merchant vessels so that Master of merchant vessels can determine more clearly if it is an “official” approach or potential piracy attack.

47. Piracy Trends
When looking at trends from various sources like ReCAAP, IMO and the IMB reports one thing became evident:
More and more of the incidents occur in
TERRITORIAL WATERS

48. Industry Solutions at Micro Level
This will involve actions and preventive measures being taken by shipowners and their crew on each ship

49. Actions by seafarers Be vigilant Reduce opportunities for theft
Secure Restricted Areas at all times and establish safe secure area(s)
Maintain, exercise and regularly review your Ship Counter-piracy Plan
Report all incidents to the coastal and Flag State authorities

50. The Counter-piracy Plan
Actions by Seafarers
The Counter-piracy Plan
The need for enhanced watch keeping; use of lighting and surveillance, detection or perimeter protection equipment
Crew responses if a potential attack is detected or an attack is underway
The radio and alarm procedures to be followed
The reports that should be made after an attack, or an attempted attack
Training to ensure crew react consistently to an incident

51. Industry Solutions at Macro Level
The industry has issued its own guidance for merchant ships to protect themselves against attacks whether in territorial waters or on the high seas
Urged relevant coastal states to take effective action against attacks on merchant shipping in their territorial waters
Strong support to the IMO in its efforts to tackle the problem at inter-governmental level

52. Solutions: Involvement by Governments
The Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia (ReCAAP)
The Integrated Coast Guard Network of the Maritime Organisation for West and Central Africa (MOWCA)

53. Solutions: Involvement by Governments
The European Union’s Operation “Atalanta”
This Joint Action by EUNAVFOR in the GOA, the establishment of the Maritime Security Centre Horn of Africa (MSCHOA) and the subsequent "Close Support Group Transit" system" took over the French led convoy in November 2008.
INTERTANKO fully supports the work been undertaken by EUNAVFOR MSCHOA and UKMTO and has worked closely with them and provided staff on secondment to MSCHOA as "Merchant Navy Liaison Officers"
Feedback from Masters who have used the MSCHOA "Group Transit Corridors" is proving excellent and recommendatory.
All owners are strongly advised to register their companies with MSCHOA at their web site

54. Increasing Trends: 3 Key Aspects
Very complex economic and political internal challenges for countries on the top of the list of hotspot areas
Capturing perpetrators – major challenge, Art. 111 UNCLOS Right of Hot Pursuit; lack of cooperation between some regional governments; and lack of resources
Loopholes in the international legal framework that undermines the effective prosecution of perpetrators

55. International law and Maritime Zones
Under international law, the rights and obligations of states with respect to attacks against ships are dependent upon where the attack took place
High seas / EEZ
Territorial waters

56. International Treaties
Geneva Convention on the High Seas of 1958
and repeated in the UN Convention on the Law of the Sea of 1982 Piracy (UNCLOS)
One of the major deficiencies of the international rules concerning the suppression of piracy is its narrow definition of piracy under Art. 101

57. UNCLOS Article 101 Definition of piracy
In order to be considered an act of piracy the following 5 elements should be fulfilled:
Illegal act of violence such as robbery, murder, assault, rape
Motivated by private gains
Committed by persons on board a private ship
Directed against another vessel
High seas or outside any States jurisdictions

58. UNCLOS Limitations
2 ships rule – attacks by crews / stowaways not included
Motivated by private gains – political terrorist type attacks not covered
Most attacks happen in territorial waters; therefore acts are not punishable under Art 105.
Article The Right of Hot Pursuit ends when the fleeing vessel enters its own or a third state’s territorial waters

59. Jurisdiction in the Malacca and Singapore Straits

60. SUA Convention Italian cruise liner Achille Lauro 7 Oct 1985
4 armed Palestinian militants (PLF) hijacked the ship and demanded the release of 50 Palestinian prisoners held in Israel (not motivated by private gains and therefore not covered by UNCLOS)
The gunmen killed a Jewish- American passenger (2 ships rule not fulfilled)
In Egyptian waters (UNCLOS Art. 101 piracy definition only applicable to high seas attack)
Led to the promulgation of the SUA Convention (Suppression of Unlawful Acts Against the Safety of Maritime Navigation) or more commonly known as the Rome Convention convention in order fill the gaps left by UNCLOS.

61. Limitations of the SUA Convention
Only applicable within the jurisdiction of States party to it
the decision by the parties to enforce the Rome Convention is ultimately discretionary
The Convention does not provide for any sanctions against parties who fail to fulfil their treaty obligations

62. International law and Maritime Zones
Under international law, the rights and obligations of states with respect to attacks against ships are dependent upon where the attack took place
High seas / EEZ
Territorial waters

63. Territorial Waters
Within territorial waters, jurisdiction over armed robbers rests solely with the Coastal State

64. IMO MSC
The Committee reiterates its request for Member States to provide reports to the IMO on action taken by their governments against incidents reported to have occurred in their territorial waters.

65. Conclusion
With this I will end my presentation and I hope that it helped highlight the vulnerability of seafarers. The ship is the seafarers’ home, they are in the frontline, and it is really up to us working ashore to support them.

66. THANK YOU