Italian shipwreck captain defends his actions in court

COSTA CONCORDIA

captain Francesco Schettino defended his actions at a pre-trial hearing on Thursday, recalling the terrifying night of a cruise ship tragedy that claimed 32 lives. Schettino went through "step by step the orders he had given in the moments before and after the crash and why he had given them," a participant at the closed-door hearing in Grosseto in central Italy told AFP.

The captain, widely attacked for apparently abandoning the cruise liner before the evacuation was complete, said he had given clear orders to the helmsman in the moments before the ship hit a reef, the participant said on condition of anonymity. The hearing was the latest in a series that began on Monday and will pave the way for a trial expected next year into the January 13 ship disaster, which happened with 4,229 people on board from dozens of countries.

Some survivors have attended the hearings and said they were still traumatised nine months after the crash near the Tuscan island of Giglio, which sparked a panicked night-time evacuation from the sinking cruise ship.

A total of 10 people are being investigated including Schettino and six other crew members, as well as three managers from ship owner Costa Crociere, which is part of the world's biggest cruise operator, US-based Carnival. Nobody has been formally charged with any crimes so far related to the disaster. Investigators have until January, a year after the

shipwreck, to press charges. The drama of the upcoming trial began to emerge this week, with a clear stand-off between Schettino and Costa Crociere over responsibilities.

"Many things were said today in Schettino's defence which frankly were not reliable,"

Costa Crociere's lawyer Marco De Luca said Thursday, adding that the captain was trying to blame others who had been with him on the bridge that night. "The navigation code, the procedural code, international organisations of every kind state the responsibility for every decision lies with the captain. "Offloading responsibility for the most delicate decisions and everything that followed onto his subordinates does not seem very honourable," he said.

One of the key questions to work out will be why the order to evacuate the ship was given such a long time after the crash -- a delay that investigators see as a potentially fatal factor in the tragedy. The hearings, held in a theatre to accommodate many attendees, had been expected to wrap up Thursday but will drag over into Friday, lawyers said.

The sessions have focused on a report by technical experts who analysed data recordings, orders given by the captain and phone conversations. A copy of the report obtained by AFP put much of the blame for the accident on Schettino, saying he had tried "an extremely risky manoeuvre". The report found that Schettino ordered a change in the ship's course to carry out a "salute" to Giglio -- a seafaring tradition in Italy -- and arrived on the bridge when the liner was only two nautical miles from the island. It said that fellow officers failed to warn the captain that the ship was too close to the shore and travelling too fast and that the helmsman mistakenly steered right instead of left moments before the impact.

After the liner hit the rock, tearing a massive gash in its hull, Schettino provided "false information" to the authorities about the situation on board and declared an emergency only after "considerable delay", the report said. It also said Costa Crociere "after learning from the captain of the ship of the situation, did not put itself at the disposal of the relevant authorities". But Costa's lawyer De Luca said the hearings had shown his client had "very exhaustive ordinary and emergency management procedures." While Schettino's side of the conversation with Costa's fleet crisis coordinator was recorded, there is no record of the response he got. The experts also found Costa Crociere "could not have provided any technical assistance, considering the speed with which the ship flooded and ran aground".

The ghostly wreck of the liner is still beached on its side just a few dozen metres from the shore of Giglio island. Salvage crews are working flat out to stabilise and refloat the hulk by next year in an unprecedented operation. But the US company Titan tasked with removing the wreck in the biggest ever marine salvage project of its kind said there were major delays. "The initial timeline is going to be blown out of the water," Nick Sloane, Titan's senior salvage master, said at the site of the operation. The island's mayor Sergio Ortelli said Giglio "is suffering serious economic blows which could bring the whole community to its knees". The 290-metre (951-foot) Costa Concordia weighs in at 114,500 gross tonnes, making it the largest passenger shipwreck by tonnage in history.

Genova: 5 novembre convegno su formazione marittimi-

Nuove prospettive per la formazione dei marittimi. Il 5 novembre si terra', a Genova, a bordo della nave ''La Superba'' di Grandi Navi Veloci, il convegno nazionale, auspicato dal ministero dell'Istruzione in collaborazione con la Fondazione Accademia Italiana della Marina Mercantile di Genova e con il patrocinio della Regione Liguria, avente per oggetto sullla nuova strutturazione della formazione e dell'addestramento nautici a livello nazionale. Il nuovo assetto formativo mira a modernizzare gli istituti nautici italiani, aprendoli alle nuove tematiche della logistica e dei trasporti in generale, secondo i piu' aggiornati indirizzi raccomandati sia a livello comunitario che a livello internazionale. Al convegno interverranno Enrico Puija del ministero dei Trasporti, l'assessore regionale alla Formazione Pippo Rossetti, il direttore generale dell'Ufficio Scolastico della Liguria Giuliana Pupazzoni, e il vicepresidente di Confitarma Mario Mattioli: nel corso della mattina si delineeranno le coordinate di questa nuova realta' formativa, che ha uno sbocco naturale nei percorsi post-secondari, riconoscibili nella formula dell'Istituto Tecnico Superiore, capace di specializzare le figure del mondo marittimo e introdurle direttamente al mondo del lavoro. In questo settore l'Accademia della Marina Mercantile di Genova rappresenta l'esempio di riferimento, avendo diplomato oltre 500 tecnici superiori nel settore di coperta e di macchina. Il convegno si concludera' con un incontro con la delegazione proveniente dalla Turchia, costituita dal sottosegretario all'Istruzione Halis Yunus Ersoz, dal direttore generale del ministero dell'Istruzione di Ankara, e da alcuni dirigenti scolastici di istituti nautici, e da una rappresentanza dell'armamento turco. Ersoz e Ugolini firmeranno un accordo bilaterale per la cooperazione nella formazione tecnica e professionale in ambito marittimo, per il livello secondario e post-secondario.

Gnv, esuberi in arrivo

Non c’è stato accordo tra GNV e sindacati nell’ultima riunione tenutasi nei giorni scorsi, così la compagnia genovese ha annunciato l’apertura della mobilità insieme alla vendita di due navi e al noleggio a scafo nudo alla Snav di altre due, portando così a sei il numero delle unità in flotta.

Ancora non è stato annunciato il numero degli esuberi. Stando a quanto scritto in una lettera che GNV ha inviato a maggio ai sindacati dovrebbero essere 350 o, nel caso di un rifiuto, una riduzione dello stipendio, arrivando a far risparmiare all’azienda cinque milioni di euro l’anno. «Il contratto nazionale dei marittimi – fa sapere Massimo Ercolani, coordinatore nazionale del settore marittimo di Filt-Cgil – è scaduto da oltre un anno, ma se non lo rinnovi e cominci a dare deroghe non esiste più». L’unica certezza al momento è che il terminal di Genova non sarà toccato.

I numeri verranno resi noti nei prossimi giorni, ma non ci saranno novità di rilievo visto che le strade percorribili, nonostante un aumento di capitale di 30 milioni di euro avvenuto ad agosto, restano la riduzione dei salari, la vendita/noleggio di navi o i tagli al personale. «C’è un problema di competitività – ha detto l’ad GNV Roberto Martinoli – la nostra proposta (quella contenuta nella lettera di maggio ndr) prevede un piccolo sacrificio di tanti per mantenere gli organici».

 

Too early to claim success in war on pirates’

The threat from Somalia-based pirates remains significant despite an apparent reduction in attacks in regional waters in the past year, according to Rear Admiral Oguz Karaman, the commanding officer of Combined Task Force (CTF) 151.
Speaking on board the CTF 151 flagship, the Turkish Navy frigate TCG Gemlik, during a port visit to Muscat, Karaman said the drop in successful attacks by pirates this year could be attributed to a number of factors, both on sea and the Somali mainland. But he said the threat to shipping remains high, urging shipmasters to do all they could to help deter pirates.
"Naval forces cannot solely guarantee the safety of all ships at sea. The so-called war on pirates is not over, but CTF 151 is ready. It is too early to claim success in combating piracy," he said. "One of the unique aspects of CTF is that we work closely with independently deployed fleets like those of India and China and share intelligence. Also, it is
important to communicate with local fishermen to gain their trust and share information. It helps us get a clearer picture on what is going on." During the stopover from October 6-11, senior officers on board the

TCG Gemlik also had the opportunity to meet officials from the Royal Navy of Oman (RNO), and both sides have agreed to continue sharing vital maritime information. "I met the commander of RNO Rear Admiral Abdullah al Raisi and we have agreed on continuing to share information," said Karaman.

Caso “Yesmen” diffamazione Blandina assolto

Genova - Chi sceglie i comandanti delle navi e in base a quali criteri? L’argomento spinosissimo è stato portato alla ribalta dal disastro del Giglio, ma non è nuovo anche se generalmente viene evitato. Tra i primi a sollevare la domanda fu, nel 2006, l’allora presidente del Collegio nazionale Capitani di lungo corso, Giorgio Blandina, che di fronte a un tragico scoppio su una chimichiera, rilevò sul periodico della categoria come l’armatore avesse appena sostituito lo staff manageriale negli uffici della compagnia (cui era affidata l’operatività delle navi) pur ammettendo di non sapere nulla del lavoro e della vita di bordo.
Di qui il dubbio che avesse promosso gli “yesmen”. La risposta fu una querela per diffamazione; ma il tribunale di Genova ha assolto sia il capitano Blandina, sia chi dirigeva il giornale Vita e Mare, Danilo Canaletti, perché secondo il giudice Alessandra Vignola «non è stata raggiunta la prova che il fatto costituisca reato

Nato Shipping Center: Piracy Update

During the reporting period of 26 September to 02 October 2012 there were no piracy related incidents in the High Risk Area (HRA). In the period we received one report of suspicious activity in the Southern Red Sea (SRS) Bab-al-Mandeb (BAM) and Gulf of Aden (GOA). Masters are still reminded to remain vigilant while transiting this area.
The Southwest Monsoon season is currently in transition. Improving weather conditions will likely allow pirates to operate further out from shore. Note that pirate activity can still take place during the monsoon season: during this time pirates are likely to operate closer to shore to avoid severe conditions further out at sea. Pirate Attack Groups (PAGs) will likely continue to focus their efforts in the Northern Arabian Sea (NAS), Gulf of Oman (GOO) as well as in the Gulf of Aden (GOA), Southern Red Sea (SRS), and coastal waters. Specific areas of suspected and known PAG locations can be found on our PAG map. PAG map is also available on the NSC website: http://www.shipping.nato.int/
Southern Red Sea (SRS)/Bab Al Mandeb (BAM)/Gulf of Aden (GOA)/Internationally Recommended Transit Corridor (IRTC)
During the past two months there have been continued reports concerning suspicious activity in the SRS, BAM and GOA. Due to weather conditions in the area, PAGs may move to operate in these less-exposed or coastal areas. Fishing activity is expected to continue in this area. Fishermen may carry small arms. Masters are reminded to remain vigilant in order to distinguish between fishing vessels and potential pirates. Arabian Sea (AS)/Greater Somali Basin (SB)/Gulf of Oman (GOO)/Mozambique Channel (MC) There have been no significant changes over the past week. Counter Piracy Guidance Update Masters are advised that the threat of piracy against merchant shipping is always present throughout the entire HRA and vessels are advised to ensure all necessary Self Protection Measures are implemented as recommended in BMP4. As per Section 5 of BMP4, early registration with MSCHOA before entering the HRA and regular reporting to UKMTO are highly recommended. Prudent and timely implementation of all recommended actions and ship hardening measures in BMP4 can make the critical difference of being approached, attacked, or pirated. NSC would like to remind masters that BMP4 highly recommends maintaining best possible vessel speed when transiting the HRA to deter pirate boardings. Successful disruptions by naval forces over the past few months, in conjunction with masters’ adherence and implementation of BMP4, have significantly reduced the pirates’ ability to capture vessels. Somali pirates have shown the ability to act far off the coast of Somalia and in darkness. Somali pirates are in search of vessels of opportunity, such as those who are not employing BMP4 recommended Ship Protection Measures.

Both dhows and whalers can be used as motherships. In the northern SB and AS the preferred motherships are local dhows, whereas in the southern SB, 8-metre whalers are preferred, weather permitting. Information and photographs regarding known pirate motherships are available at http://www.shipping.nato.int/pages/motherships2.aspx . If you have any information regarding pirate motherships please send it to us on info@shipping.nato.int There have been a number of incidents recently reported to Counter Piracy organisations in the HRA involving small craft approaches to merchant vessels. Although these incidents may appear to be piracy related, the majority actually are not and have been assessed as non-piracy related activity common to the pattern of life in the area. This can include fishing, small vessel trade, smuggling and other local traffic. Please note that, if we assess an approach or incident to be piracy, we will issue relevant warnings and alerts, keeping the merchant shipping community fully informed at all times. It has been observed that some Masters are choosing to phone their Company Security Officer (CSO) first in the event of a piracy incident. However, one of the fundamental requirements of BMP4 is that UKMTO is the primary point of contact for merchant vessels during piracy incidents in the HRA. This aims to avoid unnecessary delay and prevent inaccurate or incomplete information from reaching military commanders. CSOs should ensure their ships’ security plans reinforce the BMP4 recommendation that UKMTO be immediately telephoned at +971 50 55 23215 . UKMTO will then make it a priority to contact the CSO with any information received whilst ensuring the relevant information reaches the military commanders with the minimum of delay. Masters are also reminded that a large number of fishing vessels operate in the SRS, the BAM and up to 50 nm off the west coast of India. Fishing vessels may approach a merchant ship in order to maximise fishing opportunities or to safeguard fishing nets. Fishing off India is generally carried out using long lines by mechanized or single-hull boats which typically have outboard motors and carry 4-6 crew members. Masters are requested to ensure they distinguish between fishing vessels and potential pirates; fishermen may carry small arms. Sailing yachts should avoid transiting the HRA. With the end of the South West monsoon the weather and sea states in the Indian Ocean and the Southern Red Sea will become more conducive to pirate activity. Past activity has shown that pirates will also attack both large and small yachts passing their way. Despite the fact that attacks on merchant vessels appear to have decreased, the possibility of attacks and the successful pirating of sailing vessels remains likely due to their vulnerability and the reduction of revenue sources from merchant vessels. As noted above, if an incident occurs, Masters are to report immediately to UKMTO via telephone at +971 50 55 23215 and provide as much accurate information as possible. This will ensure the information is quickly provided to other ships in the area for their awareness and vigilance. If Masters are safely able to take pictures and/or video of the suspicious activity, please provide these via email to UKMTO at ukmto@eim.ae, to the NSC (NATO Shipping Centre) at info@shipping.nato.int and to the Maritime Security Centre Horn of Africa (MSCHOA) at postmaster@mschoa.org. This information will be used by Counter Piracy forces to combat piracy activity.

Genova. Un sito web per i marittimi, con la pubblicazione in tempo reale degli avvisi di chiamata e la possibilità di accedere online a tutta la modulistica necessaria all’imbarco. E’ questa la risposta dell’ufficio collocamento per rispondere al meglio alle esigenze dei marittimi, che tra concorrenza “al ribasso” e crisi economica, hanno sempre maggiori necessità di reperire un imbarco.

il nuovo portale di facile accesso per l’utenza marittima arriva insieme a un nuovo Regolamento interno dell’Ufficio Collocamento della Gente di Mare di Genova, espressione di trasparenza, efficienza, vicinanza alle esigenze dell’utente.

Il sito è in grado di fornire comunicazioni aggiornate e funzionali al lavoro marittimo, offrendo la presenza di più servizi in rete, nel rispetto delle vigenti normative in materia di privacy e sicurezza.

Di particolare rilevanza è la pubblicazione in tempo reale sul sito degli “Avvisi di chiamata” (ai fini dell’imbarco dei marittimi), di tutta la modulistica in uso e delle attività svolte dai singoli uffici, dei quali vengono forniti orari di apertura e relativi referenti