Worldwide there are approximately 3,000 merchant ports and the work of the Harbour Master can vary widely from country to country and from port to port even within the same country.
This second volume in the Collecting Maritime Evidence series has a special focus on electronic evidence – what it is, how to preserve and collect it, and how it can be used to understand the circumstances that led to a maritime incident.
While not completely replacing traditional records such as hard-copy logbooks, data from electronic sources such as ECDIS, VDR and AIS is vital for the investigator. Admiralty Judge Mr Justice Teare points out that the great benefit of such evidence is that “electronic or digital records cannot lie or have a faulty or imperfect recollection. They will be the best evidence of what happened.”
The book’s expert contributors are drawn from a wide range of disciplines. Among the subjects they discuss are the roles of the average adjuster and the mariner lawyer, evidence collection from the P&I perspective and that of the naval architect, and fire, deterioration of agricultural cargoes, machinery failure and surveying.
Introducing the volume, Captain Ian McNaught CVO MNM FNI, Deputy Master of Trinity House, emphasises, “It is imperative that seafarers understand the need for accurate evidence after an accident on board ship.” The expert advice contained here and in Volume 1 will enable seafarers to protect themselves and defend their actions through the production of such evidence.
To purchase a copy of Guidelines for Collecting Maritime Evidence, Volume 2 visit https://bit.ly/2k7ly1M (£50.00, NI Members £35.00)
Guidelines for Collecting Maritime Evidence, Volume 2, can be bought together with Guidelines for Collecting Maritime Evidence, Volume 1, for £90.00 (NI members £63.00).
ISBN 978 1 906915 70 4, NI publication code: 0388
For more information and review copies please contact Bridget Hogan, Director of Publishing and Membership, The Nautical Institute +44 (0) 20 7928 1351, email@example.com
The Nautical Institute is an international representative body for maritime professionals involved in the control of seagoing ships. It provides a wide range of services to enhance the professional standing and knowledge of members, who are drawn from all sectors of the maritime world. Founded in 1972, it has over 40 branches worldwide and some 7,000 members in more than 120 countries.
It was announced on 14 October that the Port of Galveston is going green with a number of environmental initiatives, including membership in Green Marine, the leading voluntary environmental programme for North America’s maritime industry.
In the words of Rodger E Rees, port director and CEO: ‘Joining Green Marine will help us identify and implement best practices, manage our environmental initiatives, measure our progress and strive for continuous improvement. Sharing new technologies and best practices with other Green Marine members is another benefit that we’ll tap into.’
Rees added that the port will look for opportunities to integrate new sustainability practices like solar power as it implements its new 20-year strategic master plan. The port is seeking Green Marine certification as a standardized process to benchmark and measure progress in its environmental performance. Our illustration here is reproduced with grateful thanks from www.portofgalveston.com ©
David Bolduc, Green Marine’s executive director, welcomed its newest member. by saying: ‘We’re pleased to welcome the Port of Galveston and applaud them on their plans to seek Green Marine certification to tangibly demonstrate their commitment to greener practices. We hope this inspires other maritime stakeholders to look at what Green Marine has to offer with its step-by-step approach towards achieving greater sustainability.’
On 15 October it was announced jointly from London and Kuala Lumpur that the International Chamber of Commerce International Maritime Bureau’s (IMB) had issued its report for the third quarter of 2019. This document demonstrates that fewer incidents of piracy and armed robbery against ships were reported than in
the first nine months of 2018.
A total of 119 incidents of Piracy and Armed Robbery Against Ships have been reported to the IMB Piracy Reporting Centre (IMB PRC) in 2019, compared to 156 incidents for the same period in 2018. Overall, the 2019 incidents include 95 vessels boarded, 10 vessels fired upon, 10 attempted attacks, and four vessels hijacked. The number of crew taken hostage through the first nine months has declined from 112 in 2018 to 49 in 2019.
While the overall number of incidents has dropped, incidents involving guns and knives remain consistent. There have been 24 knife-related and 35 gun-related incidents reported in 2019, compared to 25 and 37 for the first nine months of 2018. These statistics confirm IMB’s concerns over continued threats to the safety and security of seafarers.
Gulf of Guinea
The Gulf of Guinea remains a high risk area for piracy and armed robbery. The region accounts for 86% of crew taken hostage and nearly 82% of crew kidnappings globally.
In July a general cargo vessel was hijacked approximately 120nm SW of Brass. Ten crew members were kidnapped from the vessel and released four weeks later. In August a bulk carrier and a general cargo vessel were boarded within hours of each other at Douala anchorage, Cameroon, and a total of seventeen crew were kidnapped from the vessels. Within six weeks all kidnapped crew were released. This incident demonstrates the range of piracy activity in the Gulf of Guinea and that all types of ships are vulnerable to attack. Lagos recorded 11 incidents in 2019, the highest number for any port.
In the words of said Pottengal Mukundan, Director, ICC IMB: ‘Although incidents are down, the Gulf of Guinea continues to be a concern for piracy and armed robbery-related activities with kidnappings of crew members increasing in both scale and frequency. It is important that shipmasters and owners continue to report all actual, attempted, and suspected incidents to ensure that an accurate picture of these attacks emerge and action is taken against these criminals before the incidents further escalate.’