An estimated 90% of world trade is transported through ocean going vessels, depending on approximately 1.3 million seafarers to operate the ships. As shipping business is executed by seafarers, worldwide trade is highly dependent on their performance. One cannot emphasise enough the powerful position and importance of that professional guild. It is evident that the seafarers are our most important colleagues and we depend on them for the smooth operation of the ships. We are continuously learning from them and it is part of our business to provide them with the necessary tools and assistance to make their job easier at sea. It is important to carefully listen and understand their needs to guarantee a successful symbiotic relationship.
We are therefore delighted to share the following interview with our readers allowing an inside view of our business from a Master’s perspective:
Captain Graciano Ausan has served onboard Chemical/Product Tankers as a Master for 16 years.

(Question)
How would you assess the present measures to avoid Piracy attacks?
Are there any trading areas where measures are insufficient?

(Master’s reply)
Based on experienced trading or transiting pirate infested waters, I have found that BMP4 has good suggestions on planning and operational practices, which are applicable to every ship and for different trading areas. From the BMP4 you can obtain various precautionary measures which are applicable against a variety of piracy activities. It covers a lot of beneficial guidance including briefing, drills and trainings of the Crew, reporting, evasive manoeuvers, installations of anti-piracy equipment and much more.
Watch keeping and enhanced vigilance of the Crew must be maintained at all times. The single most effective method of ship protection is the early warning of suspicious approach or attack is by keeping a proper lookout – very important!

Companies that can afford to employ armed security onboard the vessels are even more secured. I have not heard of any vessels being hijacked at sea with armed guards’ presence on board.

(Question)
Have on-board operational and/or safety processes been affected by financial constraints in the recent years?

(Master’s reply)
We feel that during the recession, the stores, spares and equipment supplied to the vessel were cut down due to financial crisis.

(Question)
Who is your most important point of contact ashore during daily operations?

(Master’s reply)
All departments ashore are my most important contact to me. They have their specific responsibilities to the vessel; I cannot ignore any one of them, i.e.
Personnel, Chartering / Commercial / Operations, Technical, Victualing, Accounts etc… All of them have their own important function.

(Question)
Does the ISM Code fit for its’ purpose (To ensure Safety at Sea / To prevent human injury or loss of life / To avoid damage to the environment and to the ship)?

(Master’s reply)
Implementation of ISM has its good side for the Safety of the Crew and the protection of the Environment. But because every job is documented, for example preparation of Work permits, Checklist and Risk Assessment, which sometimes the paper work takes more time than the actual job you need to do.

(Question)
Where do you think that there is potential for improvement in today’s shipping industry in general and in operations specifically?

(Master’s reply)
Employing the right people for the right job ashore and at sea. Reduce the amount of paper work required as sometimes the preparation of the documents/reports takes twice as long as it takes to do the actual jobs or operation itself. Invest and pay more attention to the ship design and building in particular to vessel machinery and equipment, layout of piping systems, fittings, tank coatings etc.

(Question)
How do you think terminal facilities could contribute and assist to a better way of operating a vessel?

(Master’s reply)
Terminal facilities play an important role for the safety of the crew and vessel. For example some terminals are small for the size of the vessel and when moored her bow or stern is hanging up several meters. It is difficult to position the vessel and have appropriate mooring arrangement, and many times it is not possible to lower the accommodation ladder or even the portable ladder to place on the jetty. Not adequately fendered or poorly fitted fenders also impact the safety of the crew and vessel. The terminal has to provide in advance information about their facilities for us to prepare, prior to the vessel reaching the berth. Also if the terminal’s personnel can hardly speak English or their English is difficult to understand, this may lead to misunderstanding and near misses if we do not clarify on time.

(Question)
What do you believe are the most important regulations that have to be amended?

(Master’s reply)

One of the most important regulations and requirements is to amend the system for controlling seafarers’ documentation and level of qualification.

It would be a big advantage to implement a system that will reduce the amount of paper work needed on board.

(Question)
What do you think is the most important development on-board in the
last 5 years?

(Master’s reply)
One of the most important developments onboard the vessels is the improvement of the communication systems and the design of ship’s and equipment fitted.

Other improvements are the implementation of ECDIS system on board and tank gauging systems for cargo measurement, of course some of the systems still need further improved but systems like Saab tank radar really makes life easier. Internet access on board the vessels for all the Crew makes life more comfortable onboard.

(Question)
How do you view the SIRE vetting programme? Do you consider it as a
benefit to the safety of operation or an additional burden to the crew?

(Master’s reply)
SIRE vetting programme is indeed beneficial to the Crew. It is a programme that contains a series of questions with regards to the Safety and Pollution prevention applicable to the type of vessel to be inspected. An effective guidance and reference what to prepare in order to get ready for scheduled Inspection is of utmost importance.

(HCL Comment)
The oil major companies vetting requirements are difficult to maintain by a ship owner. Specially trained “vetting managers” have to be employed in order to re-assure that an owner’s vessel fleet can pass a vetting inspection. As long as the quality and safety of the operation and vessel can be improved the system is to the benefit of the owner. The oil major company has the advantage to make dual-purpose out of the vetting outcome. One the one hand, they can force the owner to conduct all reasonable steps to be in compliance with it, on the other hand, they can put commercial pressure on the owner, although the one has nothing to do with the other.
The owner however, is not in a position to make a commercial benefit, even though the vessel has no observations. That is why the various vetting standards stipulated by the oil major companies are considered to a further burden to the owner.      

(Question)
Do you consider forward planning for rest-hour compliance (STCW) to
be an integral part of the Master’s job?

(Master’s reply)
It is part of Master’s job. However, it can be difficult to plan forward given many unexpected situations that the vessel may encounter. For example the following situation may arise;
– Vessel is arriving at a port and sudden fog sets in causing poor visibility. The Master’s presence on the Bridge and extra Crew posted as look out is therefore necessary. The vessel is then instructed to berth upon arrival, which requires the crew for mooring, cargo operations, bunkering, stores and provisioning, third party inspections, crew changes, doctor’s attendance for medical treatment causing less man power for the operations.

(Question)
What is the most stressful operation for you and your crew on board
of the vessel?

(Master’s reply)
Short voyages with frequent cargo operations followed including canal or locks transiting.

Even more stressful and painful is after a weeklong of tank cleaning due to wall wash test failed which is associated with cold weather conditions, vessel is running out of cleaning chemicals, and tank cleaning fresh water,  break down of machineries and cleaning equipment during cleaning. Missing the laycan and pressing the Master for various reports and operations. All the above contributes to a very stressful situation for the master.

(Question)
How could the shore team (Owners, Managers, Charterers, port agents etc.) improve the support function to the vessel?
Please provide your ideas.

(Master’s reply)
Shore team should respond timely to the vessel’s needs. We are aware that lots of contributing factors affecting the delays of support from shore but not to the extent it was forgotten at all. Crew on board are dependent from shore support to run the vessel efficiently.

(Question)
How will the new bunker regulation coming into force 2015 affect
your daily work schedule and forward planning for bunkering?

(Master’s reply)
The new bunker regulation coming into force from 2015 can limit RPM and power of the ME due to specific design if the vessel will use LSMGO for running of the ME in ECA area. Design of fuel injection pumps and valves of the ME of the ships were designed for consumption of residual fuel with high viscosity. Therefore makers recommend to use this type of diesel engines with max output power 50% on gasoil (with low viscosity) due to specific design of the fuel injection system.

(Question)
Would you recommend a career at sea to the next generation?

(Master’s reply)
Choosing a career at sea as a Seaman requires a strong will and desire which is of personal choice.
To work onboard a vessel you must be able to adapt to live away from your family. As you are confined onboard the vessel with the same people for long periods of time, life onboard may feel monotonous. Shore liberty is completely different than it use to be 20 years ago. After implementing ISPS, restrictions for shore leave are even stricter than before.

Hanseatic Chartering Team