救生艇练操法新思考
2011.09.01
一：头条新闻 (Headline news)
贸易风周刊 08月19日 法国CMA CGM 公司因 “CMA CGM Christophe Colombo” 号轮今年4月于盐田装货时船上举行救生艇操练当救生艇放下水时发生意外,艇内2名 officers 死亡, 而决定在将来操练救生艇放下水时不允许有船员在艇内以避免悲剧的重演. 该公司的这项决定虽然巳得到法国政府的支持但跟IMO公约中条规有明显的抵触…………… (图 1).
Line bans crew from lifeboat drills
French authorities have backed a move by container carrier CMA CGM after two die in a horrific plunge.
One of the world’s leading container lines is banning its seafarers from manning lifeboats during drills that involve lowering and hoisting in response to a fatal accident on one of its modern containerships.
The move has the backing of the French Maritime Authorities, which are calling for CMA CGM’s policy to be followed since efforts to improve lifeboat safety remain ineffectual and the risk to seafarers is high.
The decision by the French liner giant comes after the death of an officer and cadet on board the CMA CGM Christophe Colomb (built 2009) in April this year.
Three seafarers were in the lifeboat when the release mechanism failed as it was lowered during the routine three-month Safety of Life at Sea (Solas) exercise at the Chinese port of Yantian. The lifeboat fell 24 metres, landing upside down.
An able seaman survived the incident.
French investigators from Bureau d’enquetes sur les evenements de mer (Beamer) discovered that an essential spring pin was missing in the lifeboat-release mechanism. Since the safety pin is difficult to remove, investigators have come to the conclusion that it was likely not installed during the building process.
The lifeboat was supplied to Daewoo Shipbuilding & Marine Engineering by Hyundai Lifeboats with the release mechanism supplied by South Korea’s Oriental Precision & Engineering.
Beamer found that there was an almost identical accident to a sistership while tests were carried out prior to the delivery of the vessel.
The crew was so alarmed by the accident that they did not carry out lifeboat drills until they were forced to following an audit of the International Safety Management Code (ISMC), which says the move was a “nonconformity”.
A full lifeboat survey of the CMA CGM Christophe Colomb in September last year also failed to spot the missing pin. Beamer points out that the release mechanism on the bow of the lifeboat was difficult to access and inspect and this too may have been a contributory factor to the accident.
CMA CGM will now not allow its crew to sit in the lifeboat during lowering or hoisting operations, instead permitting them to access the lifeboat from a harbour boat.
The company has also conducted safety checks to make sure that the same mechanical fault does not happen on the other vessels in its fleet.
The International Maritime Organisation (IMO) recommendation is “the lowering of a boat with its full complement of persons is an example of an element of a drill that may, depending on the circumstances, involve an unnecessary risk. Such drills should only be carried out if special precautions are observed.”
But one seafarer pointed out that getting crew on board will still be a problem. “Using pilot ladders or whatever to access ships is still fraught with danger,” he said.
“That is especially the case with high-sided vessels and it might simply come to a decision by the master on what is the least hazardous way to lower crew, by pilot ladder or lifeboat.”
Beamer is urging that seafarers should not be allowed in lifeboats while they are being lowered or recovered.
It said: “The IMO should ban definitely the presence of crewmembers aboard davit-launched lifeboats, during lowering and hoisting operations, as long as the fault risks of the davit/lifeboat system are all identified and suppressed.”
It further urged the IMO to enforce rules that ensure lifeboats are strong enough to be supported by one hook and that a single point of failure should not lead to a catastrophic accident.
Car-carrier accident fuels ongoing fears 最近二条由著名欧洲菅理公司之运车船也陆续发生类似救生艇意外, 这对尚未解决现有之事件上添加恐慌.........
Recently an accident on the 4,900-car-equivalent-unit (ceu) car carrier Global Leader (built 2002) could turn out to be another indication of continuing problems with lifeboat safety.
According to reports, a 46-year-old Mexican seafarer was killed and a 38-year-old Filipino rating seriously injured when a lifeboat fell on top of them.
The vessel was heading to Mexico from Brazil at the time of the accident.
The nature of the incident appears to suggest that the onload release mechanism failed.
The vessel is manned by Piraeus-based Stamco Ship management.
One of the features of recent lifeboat accidents is that it has involved well-known, high-quality operators with a reputation for safety.
In February this year, one seafarer was killed when the release mechanism failed on the Wallenius Wilhelmsen-controlled, 6,600-ceu Tombarra (built 2006) in the UK port of Bristol.
贸易风周刊 08月19日版社评 救生艇应是救命而非导致死亡……………
Lifeboats should save lives, not kill
A decision by CMA CGM to ban its seafarers from manning lifeboats during drills on safety grounds should provoke anger and action.
Supported by French maritime authorities, the carrier has moved to protect its seagoing staff from the well-known dangers of lifeboat drills, which in recent years have seen seafarers badly injured and even killed.
CMA CGM deserves credit for its decision, which followed the tragic death of an officer and cadet during a drill on board one of its vessels earlier this year.
But this industry — shipowners, lifeboat manufacturers and regulators — need to stand back and consider the full seriousness of the situation.
Lifeboat launches will always have inherent risks associated not only with sea conditions but also the height and size of modern vessels.
Nevertheless, our seafarers deserve better from those who are supposedly ensuring their safety.
其他新闻
贸易风周刊 08月17-31日
1. -据英国中介行资料二年来中国船东对干散新船的疯狂投资己达尾声今年订单已萎缩70%.
2. -2011年上半年世界众多公司均告亏损:
CMA CGM 同比下滑6.12亿美元
COSCO 亏损 27.12亿人民币
Yang Ming 8956万美元
3. -中远高层轮替, 魏家福升调,空缺由马振华接替.
4. -中远经已跟18条长期租用船只解决租约纠纷.
5. -DNV高级职员携带保密之海上油井图纸投靠 ABS.
6. -日本 Eagle Shipping 因日币升值及于高峰期购进船只而周转不灵宣布破产.
7. -青岛Sea star 船务公司最近以1300万美元出售 “Glory Beijing” (1989) 207,000-dwt, 该轮于2008年以 8300万买进, 进出共亏7000万美元.
8. -2年来韩国共有9家船公司,小型船厂和物流公司破产, 负债达 60亿美之以上.
9. -马绍尔郡岛权宜国船只注册迎来新领导人 John Ramage先生. 在Marshall Island权宜国登记船只现有 2472条, 总吨位达 7350万吨.
10. -中国海军发布官方电子海图, 符合明年7月1日开始生动之 IMO规定.
希腊船务日报 08月17-31日
1. -印度政府经己批准凡船上有印度籍船员均可雇用武装人员抵抗海盗.这条法例其他国家将依法跟进.
2. -印度政府下令禁止船龄超过25年的船只进入印度港口.
3. -OOCL高层变动, CEO Mr. Henry Wong 退休空缺由 Mr. Paul Devine 补上.
4. -“Sanko Odyssey” 75600-dwt 成为第一条 Panamax 通过北极航线从 Murmansk 装运 7万吨矿砂石到中国.
劳氏船务 08月17-31日
1. -日本信贷下调将影响到该国三大船务公司之经营.
2. -广州造船厂盈利下降 23%
3. -印度 Mercator船务公司将投资 5600万美元于印尼煤矿.
4. -中国政府将减少对新港口的投资建设.
5. -中远集团意欲重新商谈(减租)现有租约将给市场带来极大震撼.
6. -香港长荚黄集团上半年 (1H) 业绩不如预测.
7. -世界最大油轮公司 Frontline 1H盈利下降直达红线, 专家建议船队瘦身拆掉 50条船龄较大之 VLCC.
8. -过去3年燃油价钱上涨 30%将影响波斯湾到远东油轮运费 WS(WORLD SALE)之基本计算法上升21%
9. -西方保险公司拒保伊朗 VLCC, 此项业务将得益中国保险公司.
10.-中远集团三大干散船单位将合并为一.
二：造船 (Shipbuilding)
1. -为了生存中国造船厂已开始大减价以吸引买家. 一些希腊船东如鲨鱼见血纷纷进场抄底.( 图 2).
2. -希腊 Chartworld公司向外高桥造船厂接过2+4条 8万吨Kamsarmax 干散船,造价每条3000万美元.此型新船于2008年每条造价为 5000万美元.
3. -挪威Berge Bulk公司向渤海造船厂订造 4条 388,000-dwt该公司自己设计的 VLOC, 第一条 “Berge Everest” 已于今年8月交船.
4. -Carnival 游轮公司向日本长崎三菱造船厂订造2条 125,000-G/T游轮, 造价30亿或每客位20万美元, 此价钱比欧洲船厂报价每客位便宜16000元美元.
5. -台塑向青岛北海造船厂订造 2条 82,000-dwt 干散船,造价每条3400万美元.交船期为2013年.
6. -日本石川岛研发一种由 LNG 和 Fuel oil 为主机燃料之货箱船.
7. -韩国现代造船厂于加拿大海洋科技学院完成一条 19万吨冰级之 VLOC. 该轮可在时速6节之下自行突破 1.7米厚之冰层.( 图 3).
三：码头 (Terminal)
1. -APM公司将在中美洲 Costa Rica投资 9.92亿美元兴建码头, 并获得新码头 33年的经营权.
2. -英国 Dover 港将帮助基隆港成为一个豪华游轮港口.( 图 4).
四：买卖/租贷 (S/P & Chartering)
1. S & P
-“Atlantic Galaxy” (2005) 115583-dwt, Bulker usd 34.50M, unknown
-“Cyclades” (2000) 75681-dwt, Bulker usd 21.00M, unknown
-“New Navigation” (2002) 52000-dwt, Bulker usd 23.00M, S.Korea
-“Lucky Pearl” (1984) 34000-dwt. Bulker usd 4.80M, China
-“Queen Flower” (1997) 30848-dwt, Bulker usd 15.90M, unknown
-“Fidel” (1982) 26400-dwt. Bulker usd 2.80M, Mideast
2. 拆船
-“Drummond Voyager” (1982) 94900-dwt usd 535/ldt, India
-“Coast Range” (1981) 40631-dwt usd 455/ldt, India
-“Young Li” (1977) 37836-dwt usd 455/ldt, China
-“Emi S.” (1983) 34913-dwt usd 532/ldt, Bangladesh
-“Dimitriy Pozharsiy” (1978) 23285-dwt usd 455/ldt, China
3. TIMECHARTER
-“Golden Zhoushan” (2011) 176000 dwt dely Cape Passero 7/14 Sept trips via Ponta Madeira redel South.Korea $38000 daily – STX Pan Ocean - ”Piet” (2011) 93183 dwt dely Port Kembla 1/5 Sept trip redel Taiwan $8200 daily + $440000bb – DKS
-“Katerina” (2004) 76015 dwt dely Santos Recalada 5/15 Sept trip redel Spore-Japan range $23000 daily+ 400000bb - Louis Dreyfus
-“Puffin Bulker” (2011) 57809 dwt dely Shanghai spot trip via Australia redel.S’pore-Japan range $13000 daily – U-Sea Bulk
-“Gao Qiang” (1998) 45769 dwt dely Lisbon end Aug trip via Morocco & Gulf redel India, int ferts, $16200 daily -Copenship
-“Unico Anna” (2000) 28407 dwt dely Cigading prompt trip via W.Australia, int salt, redel.China $11000 daily – Clipper
4. PERIOD
-“Navios Lumen” (2009) 180661-dwt 4-6 months usd 15250/daily Vitol
-“Blue Everest” (2010) 180116-dwt,12 months. usd 15000/daily Swiss Marine
-“Angelic Glory” (2002) 75007-dwt 4-6 months usd 12500/daily Cargill
-“Thrasher” (2010) 53360-dwt 3-5 months usd 13500/daily cnr
5. ORE
-“CHS Creation” (2006) 170000/10%, P. Hedland/ 青島, end Aug usd 8.50 fio, sc/30000sc -- Classic Maritime
-“ZOSCO Taizhou” (2010) 160000/10%, Dampier/ 青島, 25/8-05/9 usd 8.40 fio, sc/30000sc -- Rio Tinto
-“Navios Antares” (2011) 160000/10%, Tubarao/ 青島, 01/10 Sept usd 21.50 fio, sc/30000sc -- Cargill
-Tbn 160000/10%, Tubarao/ 青島, 20/30 Sept usd 21.50 fio, sc/30000sc -- Rio Tinto
6. Daily Summary of Baltic Exchange Dry Indices 2011.09.01
Baltic Exchange Dry Index BDI 1682 (up 63)
Baltic Exchange Capesize Index BCI 2807 (up 209)
Baltic Exchange Panamax Index BPI 1624 (down 4)
Baltic Exchange Supramax Index BSI 1380 (down 2)
Baltic Exchange Handysize Index BHSI 671 (down 1)
五：2011/09/01 船用燃油价格(每吨/usd)
来源: Bunkerworld
IFO 380 __IFO 180 MDO MGO
新加坡 667 677 930 940
鹿特丹 650 672 ----- 969
休士顿 655 685 ----- 985
洛杉矶 670 705 ----- 980
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备注: tbn = to be named ldt = light d/weight ton
usd = u.s.dollar mtpa = million ton per annum
cbm =cubic meter tpa =million metric ton per annu
