M/V “Ponta do sol” sofre um acidente no cais principal do pelas 15:40 horas de quinta-feira, dia 12 de maio.fontes : oportodagraciosa@blogspot perfil “Porto da Orta” facebook ANTENA NOVE – Blog
M/V “Ponta do sol” sofre um acidente no cais principal do pelas 15:40 horas de quinta-feira, dia 12 de maio.fontes : oportodagraciosa@blogspot perfil “Porto da Orta” facebook ANTENA NOVE – Blog
Maritime Crime and Piracy Summary, week of 4 May 2011 (Source: ONI)
A container ship was robbed 7 May 2011 at 0642 UTC while anchored in position 02:20S – 079:58W, at the Guayaquil inner anchorage, Ecuador. Twelve robbers in two boats armed with guns approached a container ship at anchor. They boarded the ship using hooks and ladders. Master raised alarm, activated SSAS and crew locked all accommodation doors. The robbers stole cargoes from three containers and escaped. Port control informed. Coast guard and the harbor official came for investigation. (IMB)
GULF OF GUINEA:
A chemical tanker was boarded on 8 May at 0300 LT in the Cotonou anchorage at position 06:15.9N – 002:26.7E off Benin. Armed robbers boarded a chemical tanker at anchor. They threatened and assaulted some crew members. Robbers stole ship’s properties, crew personal properties and escaped. One crew member remains missing. (IMB)
Oil tanker (UACC AL MEDINA) was fired upon by one skiff on 11 May at 1950 UTC while underway in position 18:42N 059:32E, approximately 230NM south of Sur, Oman. (UKMTO, IMB).
Bulk cargo ship (MBA LIBERTY) was fired upon by two skiffs on 10 May at 1115 UTC while underway in position 17:37N 058:00E, approximately 325NM northeast of Salalah, Oman. (UKMTO, IMB).
Bulk cargo ship (RABEE) was fired upon on 8 May at 0840 UTC while underway in position 12:07N 059:26E, approximately 290NM east of Socotra Island, Yemen. (UKMTO, IMB).
Bulk cargo ship (FULL CITY) was boarded by pirates on 5 May at 0330 UTC while underway in position 14:58N 066:38E, approximately 415NM west of Goa, India. (UKMTO, Open Sources)
Oil tanker was fired upon by two skiffs on 6 May 1425 UTC while underway in position 16:14N – 055:53E, approximately 110NM southeast of Salalah, Oman. (UKMTO)
Cargo ship (KING GRACE) was fired upon by one skiff with four pirates onboard on 5 May at 1150 UTC while underway in position 14:43N – 056:13E, approximately 183NM southeast of Salalah, Oman. (UKMTO, IMB)
Indian Ocean Piracy Forecast: 12-14 May
Currents off the Somalia coast are variable with speeds up to 1 knot from the Equator to 5N. Current speeds up to 3.5 kts may be seen along the coast between 5N and 10N. Gulf of Aden conditions remain conducive for piracy attacks through 18 May. Transition to the Southwest monsoon season has begun in the North Arabian Sea, with sustained winds and increased seas. Expect these increased winds and seas to slowly expand westward through the month of May.”
Fonte: ionline, por Agência Lusa, Publicado em 10 de Maio de 2011
França negou hoje que o porta-aviões Charles de Gaulle, ao serviço da NATO, tenha recusado socorrer uma embarcação com refugiados líbios que morreram depois de dias à deriva no Mediterrâneo, um caso noticiado pelo diário britânico Guardian.
Segundo o jornal, o barco partiu de Tripoli a 25 de março com 72 passageiros, entre os quais mulheres e crianças pequenas. Depois de uma avaria, andou vários dias à deriva e, a 29 ou 30 de março, aproximou-se de um porta-aviões da NATO ao largo de Misrata, “provavelmente o Charles de Gaulle”.
O porta-aviões, que de acordo com sobreviventes citados pelo Guardian estava “tão perto que seria impossível não ver” a embarcação, terá ignorado a presença dos refugiados, 61 dos quais acabaram por morrer “de fome e de sede”.
O envolvimento do porta-aviões francês no caso foi hoje categoricamente negado pelo Ministério da Defesa. “O Charles de Gaulle nunca esteve a menos de 200 quilómetros de Tripoli, não podia estar na zona onde se encontrava essa embarcação”, afirmou hoje o porta-voz do Estado Maior francês, o coronel Thierry Burkhard.
“O Charles de Gaulle, como todos os navios franceses ao largo da Líbia, não teve, em momento algum, contacto com uma embarcação de migrantes em dificuldades”, reforçou, acrescentando que em 2010 “os navios franceses deram assistência a 800 migrantes em embarcações em dificuldades em todos os mares do globo”.
A NATO já tinha negado na segunda-feira qualquer responsabilidade no caso. “Um único porta-aviões estava sob comando da NATO, nessa data, o navio italiano Garibaldi, que estava a mais de 100 milhas náuticas” de distância, disse um porta-voz da Aliança Atlântica.
Já hoje, uma outra porta-voz da NATO, Carmen Romero, assegurou que nenhum dos navios e aviões aliados no Mediterrâneo recebeu pedidos de auxílio do barco em questão e que sempre responderam e responderão a todos os pedidos.
“A NATO reviu toda a informação relevante disponível. Não encontrámos nenhuma prova de navios da NATO envolvidos neste trágico incidente”, disse.
O presidente da Assembleia Parlamentar do Conselho da Europa, Mevlut Cavusoglu, pediu na segunda-feira a abertura urgente de “uma investigação séria” das circunstâncias que levaram à morte de 61 homens, mulheres e crianças de fome e de sede “sob o olhar da Europa”.
Num comunicado, Cavusoglu disse-se “profundamente inquieto e impressionado” com o incidente e considerou que, a confirmar-se que “não se fez nada” para salvar essas pessoas depois de um alerta, o dia do trágico acidente será “um dia negro para toda a Europa“.
“Portugal está empenhado na promoção de formas inovadoras de aproveitamento sustentável dos recursos dos mares e oceanos, contribuindo para o desenvolvimento da economia do Mar e das indústrias marítimas, apostando nas ciências e tecnologias do mar, criando emprego, fomentando o ensino, a educação e o desporto associados ao mar, resolvendo conflitos de uso e potenciando sinergias através da implementação de um planeamento e ordenamento espacial das actividades. Em simultâneo, é necessário garantir que o valioso património natural e cultural subaquático do nosso mar é devidamente salvaguardado e protegido.
Os mares e oceanos representam um meio de comunicação e transporte essencial num mundo cada vez mais globalizado, uma fonte de alimentos e fármacos, de energia e de recursos geológicos e genéticos. Para além da utilização associada, directa e indirectamente, a estas actividades, o Mar e as zonas costeiras têm um papel essencial no bem-estar e qualidade de vida das sociedades, quer através das actividades de desporto e de lazer, quer através dos serviços fundamentais que prestam, como sejam a regulação do clima, a retenção de dióxido de carbono e a produção de oxigénio, a reciclagem e armazenamento de poluentes.
No entanto, os oceanos enfrentam sérios problemas associados, entre outros factores, à poluição, à sobre-exploração de recursos, à destruição de habitats, à degradação ambiental, ao desaparecimento da biodiversidade e à introdução de espécies exóticas. Por isso, torna-se central definir e articular políticas que contribuam para os objectivos de desenvolvimento sustentável do nosso país através de uma Estratégia Nacional para Assuntos do Mar.”
O acordar para um mar de desígnios, de um país que quer diminuir as importações e aumentar as exportações de bens e serviços.
Com certeza, não se trata do mesmo país que, no passado mais recente e presente, opta por :
1) Extinguir a frota de navios tanque da SACOR MARÌTIMA, passando a mesma a contratar/fretar o serviço de cabotagem e viagens internacionais a armadores estrangeiros,
2) Contratar o serviço de transporte de pessoas e viaturas entre as Ilhas dos Açores a armadores estrangeiros,
3) Permitir que seja uma empresa estrangeira a assegurar a ligação regular marítima entre o continente e a Ilha da Madeira, no que diz respeito ao transporte de pessoas e veículos,
4) Seguir igual política e estratégia, no que diz respeito aos serviços de dragagem dos portos nacionais, aos serviços de abastecimento de combustível (por batelão) a navios em escala nos portos nacionais…
… ou será que sim ?
Há mais de 500 anos que Portugal se expande e promove descobertas para que outros tirem o proveito económico social da exploração das mesmas. Do ponto de vista poético (essa grande virtude lusa), pode ser nobre comparar e acreditar que a imensa plataforma continental e seus recursos, serão os novos « África, Oriente e Brasil ». Do ponto de vista económico, conhecidos os resultados históricos para Portugal, a adopção da mesma estratégia, levará a que, mais uma vez, sejam eternamente outras nações a retirar os dividendos de mais uma “epopeia lusa”.
As a new third mate I was always frustrated by those who demanded I memorize things and it was my belief that a good officer never guesses an answer but rather is able to find information. This is partly true, as the most successful officers have a good knowledge of finding information in publications and a great ability to ask the right people (e.g. Chief Engineer, Port Captain, Master), the right questions. The problem is, this only takes us so far. To truly excel in this profession you need to be a master at memorizing information and situations.
The primary reason memory is so important is that all other means of gathering information, from looking through publications to reaching for a calculator, is slow. This includes google. The time it takes to reach simple information critical to navigating a ship (e.g. the nav light configuration of an oncoming ship or the phone number of the engine room) may only take you 30 seconds to pick up your iPhone (or flipping through colregs) and find the information via google but, if memorized, can take less than one second to retrieve from your mind.
And this 30 second time difference is important. Sidelights are only visible at a range of 3 NM so if you are traveling 15 knots approaching trawler with an unusual configuration of lights that’s also going 15 knots you only have 6 minutes before collision and 3 minutes to make a decision. By not having memorized the information you have wasted nearly 10% of your available time.
So memory is an important skill! But, I know what many of you are thinking, ‘I have no talent memorizing things‘. I thought the same thing for many years but, it turns out, I was wrong.
In his new book Moonwalking with Einstein: The Art and Science of Remembering Everything Joshua Foer investigates the world of memory championships and discovers the best memory experts often had terrible memories before they began to practice. He writes:
“I asked Ed Cooke, a competitor from England — he was 24 at the time and was attending the U.S. event to train for that summer’s World Memory Championships — when he first realized he was a savant.
“Oh, I’m not a savant,” he said, chuckling.
“Photographic memory?” I asked.
He chuckled again. “Photographic memory is a detestable myth. Doesn’t exist. In fact, my memory is quite average. All of us here have average memories.”
That seemed hard to square with the fact that he knew huge chunks of “Paradise Lost” by heart. Earlier I watched him recite a list of 252 random digits as effortlessly as if it were his telephone number.
“What you have to understand is that even average memories are remarkably powerful if used properly,” Cooke said.
…At the time, I didn’t quite believe Cooke’s bold claims about the latent mnemonic potential in all of us. But they seemed worth investigating. Cooke offered to serve as my coach and trainer. Memorizing would become a part of my daily routine. Like flossing. Except that I would actually remember to do it.“
Foer provides details on how to improve your memory in his book (a great summary of tips can be found HERE) but the important lesson is that memory is a skill learned through hard work and practice… not through naturally born talent. This is important for mariners because having good memory leads to good seamanship, especially when “snap” decisions need to be made. But it’s also important because countless studies of great CEO’s and managers show that top performers have all developed great memories.
But memory is not enough. A study of historically great Chess Grand Masters found that many had only average IQ scores and some even had bad memories for remembering facts. In one example a master won the world chess championship and, when leaving, could not remember where he left his umbrella. This is because chess masters have a different kind of memory… situational memory.
Aboard my first ship the Captain told me that “Traffic situations are like chess games, you need to understand the flow of the game and predict the moves of your opponent long before he steals your first pawn.” He, of course, was right but how do chess masters know what moves their opponent are going to make?
It turns out the best don’t remember tactics they studied in books, although this does help, they remember stories from their earlier matches. They talk of past games as you and I would tell the story of a close call at sea and stories are things that stick in our brains better than anything. This is why experience counts, master’s with long careers have more stories stored in their memory than the rest of us and some of these memories stick in your brain.
But which ones stick? It turns out the ones that stick are the ones we tell others the most, it’s this repetition that build memory. Think back to the traffic situations you remember best. It was probably a close call right? Now think how many times you told the story of that near collision to others.
A common phrase is “I’ll never make that mistake again!” and this is correct but not because you remember the close call itself but because you built a story around the collision and retold that story many times in your career… a repetitive act that makes it “stick” in your mind.
We can all learn from this lesson by purchasing Foer’s book and working hard at the practice of memory skills but a far simpler solution is to simply tell more stories. For this reason I suggest that all cadets, as part of their summer seaterm project, write the stories of their traffic situations on paper and recount these stories in class.
For the rest of us, those of us long out of school, we too can start writing stories around traffic situations we encounter by starting a journal. But it’s not enough just to write, you have to go back and re-read your stories and make a point of sharing them verbally with others. And remember; the most memorable stories are the most interesting so… get creative!
And note… it’s important to be truthful in telling your sea-stories! Otherwise your memory of events, memories you will need the next time you encounter a similar traffic situation, are based less on the facts and more on the stories you have built around them!
A RoRo was robbed 2 May 2011 at 0740 UTC while anchored inposition 09:58.6N – 083:01.0W at the Puerto Limon anchorage, Costa Rica. Ten robbers boarded the ship, tied up the crew, kicked them, and stole their personal property. The crew freed themselves about 20 minutes after the robbers escaped with the stolen items. (IMB)
GULF OF GUINEA:
Three crew members were kidnapped off a tug 1 May 2011 at 1700 UTC while anchored in a position 20NM offshore from Bonny Island, Nigeria. Robbers used at least one speedboat to board the vessel. The robbers destroyed the communications equipment, stole the crew valuables, and seized three Nigerian national crewmembers, to include the Master and First Mate. The other six crew members were left onboard. (Commercial Sources)
Two robbers attempted to board a tanker 29 April at 2255 UTC while at anchor in position 06:06N – 002:37E, approximately 22NM south of Porto Novo, Benin. Seven armed robbers approached the tanker in a boat. Two robbers tried to board the tanker from the fenders. After an alarm was raised, the robbers aborted the attack and traveled toward Lagos, Nigeria. (IMB)
Cargo ship (ITAL GLAMOUR) was fired upon by one skiff with six pirates onboard 4 May at 0432 UTC while underway in position 13:50N – 06:554E, approximately 489NM southwest of Belekeri, India. A wooden mothership launched the skiff. The pirates fired upon the vessel with an RPG and automatic weapons. Vessel sustained some damage from the weapons fire. (UKMTO, IMB, Open Sources)
Chemical tanker (GEMINI) was hijacked 30 April at 0430 UTC while underway in position 07:01S – 041:22E, 140NM southeast of Zanzibar, Tanzania. Pirates attacked from two skiffs. (IMB, UKMTO)
GULF OF ADEN:
Cargo ship (NAXIHE) was fired upon by one skiff with 3-4 pirates onboard 28 April while underway in position 12:53N – 04820E, approximately 110NM southwest of Al Mukalla, Yemen. (Operator, Open Sources)
SOUTH CHINA SEA:
A barge was robbed 29 April at 1730 UTC while preparing to be anchored in position 01:20N – 104:06E, approximately 14NM east of Singapore. Pirates boarded the barge while it was being towed by a tug and stole some of the cargo before they escaped. (IMB)
Indian Ocean Piracy Forecast, week of 5 May 2011:
GULF OF ADEN:
Over the next 72 hours weather conditions will be conducive for small boat activity in the Gulf of Aden with winds at 5–10 knots and associated wave heights of 1–3 feet.
In the Indian Ocean off the east coast of Somalia, weather conditions are conducive to small boat operations. Forecasts indicate wind speeds of 10–15 knots with associated wave heights of 2–4 feet.
Weather conditions are favorable for piracy activity as we continue through the spring transition into the southwest monsoon season (June). Currents off the Somalia coast are variable with speeds up to 1 knot from the Equator to 5N. Current speeds up to 3 kts may be seen along the coast between 5N and 10N. Winds and seas will continue to increase through the month of May as the SW monsoon sets up, making the weather conditions less favorable to small boat activity.
“TANBUL (Dow Jones)–Turkey will build a new canal connecting the Black Sea with the Marmara Sea to reduce traffic in the Bosporus, one of the world’s busiest and most dangerous shipping lanes, Prime Minister Recep Tayyip Erdogan said.
The prime minister announced his plan Wednesday in the midst of a re-election campaign, comparing the project’s importance with the Panama and Suez canals.
Kanal Istanbul would cut through mostly undeveloped, state-owned land and forest just west of Istanbul, creating a second channel that ultimately connects the Black Sea to the Mediterranean. The project also would include construction of a new 60 million passenger per year airport for Istanbul and two new mini-cities, Mr. Erdogan said.
Mr. Erdogan gave no estimate of the new canal’s cost or how it would be financed, but said he was confident the project would attract private investors and that financing wouldn’t be an obstacle. He also said a study of the terrain will take two years and will determine the precise route of the canal, which is expected to be 25 meters (27 yards) deep, 150 meters (165 yards) wide, and 45 to 50 kilometers (28 to 31 miles) long.
“We are today starting to work on one of the biggest projects of the century, which leaves behind the Panama, the Suez and–in Greece–the Corinth canals,” Mr. Erdogan said. The Panama canal is 77 kilometers long, the Suez canal 80 kilometers and the Corinth canal six kilometers. Kanal Istanbul would be shorter and not as challenging to build as the Panama or Suez canals, but even if it took just half the Bosporus traffic, the new canal would be busier than either.
The prime minister wasn’t clear about who would build the canal, although he commented the project would be “open to the world.” Turkish construction companies, however, are fiercely competitive and could prove difficult to outbid.
Mr. Erdogan unveiled the project at a campaign rally in Istanbul, ahead of parliamentary elections on June 12. Opinion polls suggest the prime minister’s ruling Justice and Development Party, or AKP, will win a third term in office. The AKP is fighting a campaign based on its strong record of delivering economic growth, with ambitious pledges for the future that include a high-speed train network, a third bridge over the Bosporus and development of a Turkish aircraft industry. The new airport has been discussed for some time. The canal project itself, Mr. Erdogan said, would create thousands of jobs.
Given the timing of the announcement as a campaign promise, it isn’t certain the canal will get built. However, Mr. Erdogan, a former Istanbul mayor, has never hidden his ambition to leave an indelible mark on Turkey. He has also said he’d like to turn Turkey into a presidential republic, and if elected president could be ending his second term in 2023, the 100th anniversary of the Turkish Republic.
“We said Turkey deserves to enter 2023 with such a major, crazy and wonderful project, and we took the step for this,” Mr. Erdogan said in his speech.
Describing the plan as a “dream” that Turkish and Ottoman leaders have nurtured for centuries, Mr. Erdogan said the canal would enhance the city, moving the dangers of shipping accidents away from Istanbul’s densely populated center. The canal would be able to accommodate some of the world’s largest ships, up to 300,000 deadweight tons, he added.
The strait is just 700 meters across at its narrowest point and has strong currents and several blind turns that have contributed to catastrophic accidents over the years.
“Any such project should be good news for the international shipping industry” because it would increase safety and cut the density of two-way shipping traffic in the Bosporus, said Bill Box, spokesman for Intertanko, the international association of tanker owners.
But Mr. Box also said the project raised a lot of questions. One such question is whether the canal would fall under the 1936 Montreux Convention, which governs the Bosporus and guarantees passage to all civilian shipping in peacetime. Given that under the convention Turkey can’t charge a fee for ships to use the Bosporus, Turkey would have to work out how to charge for use of the canal without ships reverting to use of the Bosporus, he said.
Mr. Erdogan didn’t address this issue, but he did say the cost to shippers of the long waiting times to enter the Bosporus was $1.4 billion annually, providing a potential incentive for shippers to pay for wait-free passage.
Local pundits worry the project, expected to target mostly federal lands, will destroy forests, and make Istanbul’s growth even faster and more unwieldy. Istanbul, a city of at least 13.5 million people, is split in two by the Bosporus, with the eastern shore in Asia and the Western in continental Europe.
The Bosporus carries ships from the Black Sea to the Marmara Sea, through the Dardanelles to the Aegean and on to the Mediterranean. About 50,000 ships pass through the Bosporus every year, including some 8,000 oil tankers. Turkey’s government has been pushing for construction of an overland pipeline that would bypass the strait and reduce the most dangerous traffic, but has had difficulty persuading oil companies to commit to using the pipe. The need to unload and load the oil one additional time would make the route expensive, according to oil company officials.
Mr. Erdogan said ships carry 139 million tons of oil, 4 million tons of liquefied petroleum gas and 3 million tons of chemicals through the strait annually, putting at risk nearly 2 million people live or work directly on the two shores. From 1982 to 2003 there were 608 shipping accidents on the Bosporus, according to a study by the French Association of Ships’ Captains. In 1994, an oil tanker and cargo vessel collided in the Bosporus, spilling 9,000 tons of oil and closing the strait for days as some 20,000 tons of oil burned. A Romanian tanker crash in 1979 spilled 95,000 tons of oil.”