Vijesti
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Poštovani kapetani,

 
Molim vas da uvažite moje izvinjenje na slobodi da napišem nekoliko rečenica na vašem portalu.
 
Svima vama, koji iskreno žalite zbog tragične pogibije mog supruga Ladislava, neizmjerno sam zahvalna.
 
Potaknuta najavom na vašem sajtu da ćete da izaberete članove Suda Časti, a povodom nanesene nepravde tekovinama Ladislavovog životnog rada, i nama, njegovoj porodici, dugo sam razmišljala upravo o časti...
 
Danas vas u lukama ne dočekuju pisma voljenih... Brzina napretka tehnologije je unapredila mnoge djelatnosti, ali nas i uskratila za neke radosti kojih je ranije bilo. Istovremeno se jednakom brzinom urušavaju moralne vrijednosti.
 
Ladislav je bio neizmjerno privržen pomorstvu, Kotoru i jednako odan svojoj porodici. Nastojao je da svaki trag pomorske tradicije Grada svojim djelovanjem održi i da Udruženje kapetana i u sadašnjem trenutku egzistira.
 
Zvanje kapetana podrazumijeva časnost i na moru i u luci kojoj se uvijek vraća - svojoj familiji i prijateljima. Gotovo su beskrajni vaši horizonti, ali na tim zamišljenim krajnjim tačkama su časnost i na suprotnoj nečasnost.
 
Da li bi imali dilemu pred izborom: časnog ponašanja nakon pogibije vašeg prijatelja Kapetana, prema njegovim sjenima i njegovoj porodici, ili, nagon za vlastitim koristoljubljem i "gazdovanjem" naslonjenim na onome što je Prijatelj stvorio?! 
 
Zanesen sopstvenim ambicijama, sujetom i pohlepom, nečastan čovjek tone u nedolične ideje i radnje. Pri tome izmišlja razloge i opravdanja da bi bio "čist" pred samim sobom a da bi pred drugima sakrio svoje nepoštene postupke.
 
Da li ćemo za nečast oko sebe imati svoj stav i osudu ili samo okrenuti glavu i time biti prećutni podstrekači zla današnjice u kojoj caruje pragmatičnost i koristoljublje? Jesmo li tada u stihiji pohlepe za materijalnim u kojoj nam se topi ono što nas čini ljudima?
 
Častan čovjek ima urođenu refleksnu reakciju i osjećaj ogorčenosti prema nedoličnoj zamisli i zlodjelu. Iskrenost prema sebi je ono što mu je svojstveno i kao takav ne može krenuti lošim putem. Za to je nužna čvrstina karaktera, odvažnost i ljubav prema životu i ljudima oko sebe. 
 
Poštovani kapetani, želim da vam izabrani članovi suda časti budu dostojni toga zvanja.
 
Neka vam je mirno more na vašim putovanjima i bonaca u duši kada se u nju zagledate.
 
 
 
Bruna Vuković

The International Maritime Organization has recently issued MSC.4/Circ.245, which provides a summary of acts of piracy and armed robbery against ships occurring between 1 January and 31 December 2016.

According to the Circular, the number of acts of piracy and armed robbery against ships which were reported to the Organization to have occurred or to have been attempted in 2016 is 221, a 27% decrease from the 303 reported in 2015.

The areas most affected by acts and attempted acts of piracy and armed robbery against ships in 2016, were as follows:
• South China Sea (68 in total);
• West Africa (62 in total);
• Western Indian Ocean (Arabian Sea, East Africa, the Persian Gulf and the wider Indian Ocean) (35 in total);
• South America Pacific and the Caribbean* (25 in total);
• Straits of Malacca and Singapore (21 in total);
• Yellow Sea (7 in total);
• North Atlantic and Pacific Ocean (3 in total);
• No incidents reported in the Mediterranean Sea in 2016.

The number of incidents attributed to Somalia-based pirates (Arabian Sea) has increased to 21 from 15 in 2015. No ships were reported to have been successfully boarded and hijacked by Somali pirates in 2016.

While the total number of incidents was reduced, the number of incidents that took place in the Gulf of Guinea (West Africa) increased. The 62 reports made to the Organization in 2016 represent a 77% increase from the 35 incidents reported in 2015. Thirty-three of the 62 incidents (89%) (attempted and successful)reported in that region occurred in international waters, an increase from 10 incidents in 2015. In one case the ship had reportedly been hijacked.

The number of reported acts of piracy and armed robbery in the Straits of Malacca and Singapore has fallen by 84% to 21, from 134 incidents reported in 2015. The number of incidents that took place in the South China Sea remains high, with 68 reports made to the Organization in 2016, but is a decrease from the 81 incidents reported in 2015, and includes incidents that occurred in the waters off the Philippines and Indonesia. Incidents in the area of the Sulu – Celebes Sea (waters between Philippines and Malaysia) have increased from 2 attempted cases to 16 cases, involving attempted and successful boarding, hijacking and kidnapping in 2016.

The number of reported acts of piracy and armed robbery in the South American Pacific and the Caribbean increased to 25 incidents, compared with 5 reported incidents in 2015.

No incidents were reported for the Mediterranean Sea in 2016, while two were reported in 2015. Three incidents occurred in the North Atlantic Ocean.

Incidents occurring in international waters worldwide were reported to have increased from 36 cases in 2015 to 58 cases in 2016, largely due to pirate activity in the Gulf of Guinea region in West Africa, and in the Sulu – Celebes Sea in the South China Sea. Furthermore, in 79 (36%) of the 221 reports received, the crews were violently attacked by groups of one to four people. Those groups reportedly carried knives or guns in 26 (33%) of those 79 incidents.

The data reveals that during the period, about 98 crew members were reportedly taken hostage/kidnapped. This was an increase from 71 crew members reported in 2015. In 35 of the cases reported during 2016, the crew members suffered actual violence. Worldwide, 3 ships were reportedly hijacked, as compared to 5 in 2015.

The total number of incidents of piracy and armed robbery against ships reported to IMO as having occurred or having been attempted from 1984 to the end of December 2016 has risen to 7,567.

To view MSC.4/Circ.245, double-click on the below:
http://www.imo.org/en/OurWork/Security/PiracyArmedRobbery/Reports/Documents/245%20Annual%202016.pdf

31.05.2017.

Resolution nr. 1: Criminalisation of seafarers.
The 22nd Annual General Assembly in Riga, again noted that the problem of criminalisation of seafarers and of shipmasters in particular, continues to be a matter of great concern. CESMA urgently requests ship owners and/or operators to always provide legal assistance for masters, serving on their ships, in case of an incident as a consequence of which they are detained by local authorities, until, at least, a verdict has been pronounced. Moreover masters are urgently advised to consider taking a risk insurance.

Resolution nr. 2: Piracy
The Assembly again discussed the problem of piracy against ships in various parts of the world, with attacks on ships in the West Africa area still frequent and violent, while piracy in seas around Somalia seems to increase lately. CESMA no longer resists the use of armed security teams, either military or private but also advocates the use of non-violent measures which become more and more sophisticated as an alternative, in combination with BMP 4 practices. Under all circumstances the authority of the master should be efficaciously maintained, except when fire-arms have to be used. CESMA also insists on exact rules of engagements to be observed under all circumstances.

Resolution nr. 3: Fatigue and safe manning.
The Assembly again discussed the problem of fatigue in the maritime industry. The requirement of a minimum of three certified bridge watch keepers, including the master, on each seagoing vessel of 500 GT and more, is still supported by CESMA, although we see improvement due to better controls by some flag states (Spain) and Port State Control officers. It continues to urge Port State Control officers to intensify verification of work and rest periods during shipboard inspections. CESMA supports the results of the Martha project.

Resolution no. 4: Safety of ro-ro and large passenger ships.
The Assembly again discussed the safety of ro-ro and large passenger ships as well as car carriers. Disembarking a great number of passengers and crew in an emergency situation continues to be a great concern. Damage stability as a result of flooded decks and/or holds caused by an accident, is still not sufficiently observed, also with regard to new buildings. Recently ordered vessels seem to show improvements due to lessons learned from the "Costa Concordia" accident.

Resolution no. 5: Mooring accidents
The Assembly again expresses its concern about the increase of serious mooring accidents on board and ashore. Reasons discussed are the increase in sizes of vessels, lay-out of harbours, mooring equipment used and the ability and number of crew at the mooring stations. Another issue is disturbances in communication due to language problems.

Resolution nr. 6: Employment of EU seafarers
Following the growing shortage of EU officers, employed on EU flag ships, also due to complicated procedures by some administrations regarding training and certification, the Assembly again urges EU administrations to support their respective seafarers by recognizing certificates issued by all EU administrations and enforcing simpler issue/renewal procedures for certificates of EU officers. CESMA again appeals to EU ship owners to create opportunities for young EU officers to complete their practical education and training and obtain their certificates. In this way maritime knowledge and experience within the EU maritime industry can be maintained. All efforts should be employed to interest young people in the EU to choose for a maritime career.

Resolution nr. 7: Illegal immigrants in the Mediterranean
The Assembly again noted with concern the situation in the Mediterranean where illegal immigrants try to reach Europe by using unseaworthy craft which sometimes, due to overcrowding and bad condition, require assistance from merchant navy vessels nearby. According to the SOLAS Convention, ships are obliged to render assistance and take the immigrants on board. This could lead to dangerous situations whereby the crew is outnumbered by the quantity of immigrants. Moreover their intentions and medical condition are unknown, as most ships have no professional medical staff on board. As a consequence, vessel and crew could be endangered. The Assembly again wants to convey its concern to the European Commission and Parliament, as well as the IMO, in this respect.

Resolution nr. 8: Future of simulator training in the EU maritime industry
The Assembly again underlines the importance of simulator training in the maritime industry. However it urges EU administrations to standardise exchanging of practical education and training periods by simulator training as "sea time equivalent".

Resolution nr. 9: Reduction of paperwork on board.
The Assembly urgently requests governments and authorities to intervene in reducing the many documents to be completed by vessels before and between entering ports, as they severely increase the working load on board, particularly of the master, who is primarily responsible for the safe navigation of the vessel, especially in confined waters.

Resolution nr. 10: Safe construction of Very Large Ore Carriers (VLOC's)
The Assembly, noting with concern the large number of seafarers missing at shipwrecks of VLOC's, asks international maritime authorities, including the European Union, to not close their eyes on a kind of fatality that could convict seafarers aboard this vessel type to death. It urgently requests the European Union and its member states to push the International Maritime Organisation (IMO) to create clear legislation on VLOC's. This includes the prohibition of conversion of Very Large Crude Carriers (VLCC's) into VLOC's, as well as their current operation.

Riga 12th May 2017

U Rigi, Latvija, je od 11. do 13. maja odžana 22-ga,
Godišnja Skupština Evropske Konfederacije Udruženja Kapetana. Naše udruženje je i ove godine predstavljao Kap. Vjeko Radimir.

Evo njegovog kratkog izvjestaja.

Od 17 država ćlanica udruženja, skupštini je prisustvovalo 19 predstvanika,
kao i 4 predstavnioka srodnih udruženja, te nekoliko predavača sa pomorskih
fakulteta iz Svedske i Latvije. Veci broj zvanica iz lokalne pomorske vlasti,
Ministarstva pomorstva i drugih zvanica .

Na godišnjioj skupštini razmatrana su mnoga pitanja iz oblasti pomorstva,
bezbijednosti , kadrova u pomorstvu, implementacije savremenih uređaja
slijedeće generacije, zaštite i kriminalizacije kapetana.

Vođeno je vrlo mnogo bilateralnih razgovora o iskustvima drugih država, kao i o
koordinaciji sa Pomorkim institucijama od IMO pa do lokalnih vlasti, te prihvacena
agenda nastupa predstavnica CESMA na međunarodnim konferencijama za ovu godinu.

Prihvaćen je budžet CESMA , i ponovo unućen poziv, da Crna Gora organizuje,
ako se može , slijedeću skupštinu CESMA e u Crnoj Gori Maja 2018 godine, jer su susjedne
države Hrvatska , Slovenija, Italija i Bugararska več drzale po jednu takvu godisnju skupštinu.

Podržan je put Crne Gore ka članstvu u Evropsku Uniju, i pozitivno ocjenjeno značajno
prisustvo naših kapetana na najpoznatim svjetskim firmama. Primjećen je povratak
Crne Gore na bijelu listu zemalja vezno za certifikate u obrazovanju i pomorstvu.

Vođene su vrlo stručne diskusije iz oblasti zaštite Kapetana u slučajevima nezgoda
ili zagađenja mora, te u detalje raspravljano o implementaciji projekata o smanjenju
pisanih dokumenata na brodu, nesrećama tokom vježbi na brodovima, ISPS propisi
i njohovo pojednostavljenje, i drugim stručnim temama iz oblasti odnos Zapovjednik Pilot,
odnos na mostu, Konsultant u ofisu i njegov pravni polozaj viz a vi zapovjednika.

Capt. Vjeko Radimir

Juce je u sluzbenom listu EU objavljeno da su nasi breveti priznati od EU. Ovo znaci da je skinuta zabrana zaposljavanja nasih pomoraca na zastavama zemalja EU.

Za vise info pogledajte: http://eur-lex.europa.eu/legal-content/EN/TXT/?uri=uriserv:OJ.L_.2017.107.01.0031.01.ENG&toc=OJ:L:2017:107:TOC

26.04.2017.

Satelit