Groupe MORI

07/07/2016

supply of STI saturday morning;;;;

05/07/2016

BIG MANAGER;;;;;

23/06/2016

fabulous

23/06/2016

GROUPE MORI SERVICE BOAT FOR ALL CREW CHANGE

28/04/2016

crew change at Lome port control

28/04/2016

Eships AGAMID at Lome port control

25/03/2016

I'm not competing with any body,if you be there before me it is your grace,, GROUPE MORI is the best

15/02/2016

15/01/2016

26/12/2015

Credits: Kallis Video Production/YouTube
New ships include:
HollandAmerica Line– Koningsdam:Holland America’s largest-in-fleet and first in its Pinnacle Class
Launch Date:April 2016
Passengers:2,650
Features:With an emphasis on culinary venues and activities, key features include a show kitchen which hosts cooking classes by day, and transforms to a dining venue at night. Wine lovers can create their own wine in a purpose-built blending room. Entertainment includes a music area presenting various music genres.
Royal Caribbean Cruise Line – Ovation of the Seas:The third ship in Royal Caribbean’s Quantum Class
Launch Date:April 2016
Passengers:4,180
Features:Quantum Class features have been redesigned specifically for the Chinese market. Onboard offerings include bumper cars and a skydiving simulator, as well as the North Star viewing pod.
Viking Ocean Cruises – Viking Sea:Viking’s second ocean-going vessel
Launch Date:April 2016
Passengers:930
Features:Popular features are to be incorporated from the Viking River Cruises brand including an alfresco dining venue, an infinity pool with glass windows offering sea views, and a main pool, which includes a retractable roof. Viking Sea will offer destination-focused experiences, with few sea days.
Carnival Cruise Line – Carnival Vista:Carnival’s largest-in-fleet and first in its Vista Class
Launch Date:May 2016
Passengers:4,000
Features:The ship includes an IMAX theatre, and a 450-foot waterslide. There’s also a pedal-powered, open-air aerial ride, located 150 feet above the sea, and more than twenty dining and drinking options, including an at-sea brewery.
Royal Caribbean Cruise Line – Harmony of the Seas:RoyalCaribbean’slargest-in-fleet and third Oasis Class ship
Launch Date:June 2016
Passengers:5,400
Features:Along with popular highlights from fellow Oasis-Class ships, Harmony of the Seas includes the line’s first-ever waterslides, a 10-story spiral slide, and a full-length production of“Grease”.
Regent Seven Seas Cruises – Seven Seas Explorer:Regent’s largest-in-fleet and a brand new ship layout
Launch Date:July 2016
Passengers:738
Features:Pledging to be‘the most luxurious ship ever built’, the ship offers a main theatre hosting a wide range of activities, from cooking classes in the morning, to concert recitals at night. It will also host the line’s first culinary centre, the Culinary Arts Kitchen which is designed to mirror the world-renowned cooking schools ofFrance.
Seabourn Cruise Line – Seabourn Encore:Seabourn’s largest-in-fleet
Launch Date:December 2016
Passengers:604
Features:All-suite staterooms with private balconies and expanded public areas. An exclusive partnership with Michelin-starred ChefThomas Kellerwill see a signature restaurant onboard.
Press Release

12/12/2015

There is no dearth of stress on board ships. Ask a seafarer and you will know what it takes to work on board. It is the ultimate test of both physical and mental strength.
No mariner is born smart! One has to learn the ropes of the game, avoid the pit falls, and play it safe.
In this difficult job market, a mariner must know what not to do in order to prevent any kind of professional trouble.
But every sea going professional knows that under excessive work pressure at sea, mistakes are bound to happen. So how does one save work related trouble?
Photograph by Karun Yimyong
It is by keeping note of basic yet important things while working on board ship. Here are ten mistakes a professional seafarer should never want to make on ship.
1. Never follow Illegal or Irrelevant Orders
Whether you are a rating, an operational level officer, or a management officer controlling the ship’s operations, there will always be a boss ordering you from the top.
To avoid unnecessary trouble, make sure that you know all the important regulations of the sea including SOLAS, MARPOL, COLREG, ISPS, STCW etc.
Never oblige to an order which violates all these important laws as it may land you in prison and can even end your career. If you think that the orders asked to follow are dangerous for your ship or ship’s personnel, do clarify again with your seniors before proceeding.
Real Incident: It has been reported several times that people pump out bilges or throw garbage in sea when ordered by their superiors. Such activities have high chances of bringing both you and your superior to court or prison
2. Never Hide a Problem or a Mistake
Everyone makes mistake, and unless it is not repeated several times, it is usually forgiven. The same applies to every mariner on ships. If you make a mistake, of whatever kind, don’t hide; instead report it to your superior so that necessary steps can be taken immediately by the onboard team. Hiding mistakes can lead to bigger problems or emergency situations later on.
Real Incident: A ship’s duty engineer ignored a minor leakage from hot oil pipe as his watch was almost about to end. The motorman of the next watch met with an accident from the bursting of the same oil pipe causing burns. Moreover, the ship’s engine had to be stopped until the pipe was repaired.
3.Make Correct Paper Work Entries
In today’s shipping industry, documentationhas become the primary concern for all shipping operators, who keep a track of each and every operation of the ship. These records are used as a proof for authorities that the ship is operating as per all international regulations.
It also helps them in tackling future problems (as the documents are used as references) and most importantly, they are used for insurance claim survey if any damage or accident occurs. Thus make sure that all the entries you make in your documents (e.g-Log books) are correct to avoid any mishaps in the long run.
Real Incident: Many officers enter wrong and manipulative readings/ records in the official log book, which is considered as the main reference for any operation on ships. This has lead to several fatal accidents and emergency situations in the past. Moreover, when in need, these false records can lead to wrong interpretation or cancellation of insurance money in case damage occurs to the ship.
4.Don’t Ignore Alarms – Every Alarm is a sign that Something is Wrong
Different types of alarms(audible and visual) are fitted onboard ships to warn crew members of any emergency, so that immediate actions can be taken to tackle the same. It does not matter if the alarm is genuine or just meant for a drill; one must treat every alarm as an emergency and act on the dedicated duties as soon as possible.
Don’t use your brain to judge a situation when an emergency alarm is given; just act! Sometimes even a second delay can lead to severe consequences and loss of life.
Real Incident: Once a vessel was crossing the Indian Ocean, which is considered a no pirates attack zone and a safe region. Suddenly a general alarm was heard. Some of the crew members thought it was a drill or some error in the alarm system. They were not spontaneous and delayed their duties. The ship was attacked by pirates and those who took the alarm seriously reached the Citadel safely whereas those who ignored were held as hostages by the pirates.
5.Don’t allow Anyone to Have Access to Your Cabin
Your Cabin in ship’s accommodation is your own private place and you are solely responsible for all the holdings inside it. Never allow any one (from ship or outside) to enter your cabin without your consent or presence.
Custom authorities of different countries have their own rules for carrying particular objects in their countries. If caught carrying object which is prohibited in a country, the ship can be held or arrested and you can land in prison or prosecuted.
Real Incident: An oiler kept three movie CDs containing adult material in an able seaman’s room without the consent of the later. This was done to hide them from customs of a particular country. When customs boarded the ship, they checked all the cabins and as per the rules arrested both the oiler and the AB for possessing such obscene material.
6.Don’t be a “Parcel Boy”
When joining a ship or signing off after finishing up a contract, you may be in a jolly mood and ready to help your mates. Sometime you may be asked (requested) to carry a parcel and hand it to his/her family or vice-versa. Never carry any such things from your crew members or their families without completely checking the parcel and knowing the custom regulations of the country you are flying to.
Companies and agents will be responsible only until you enter the airport, after that, it would be solely your responsibility. Hence avoid any kind of trouble to yourself and to the company.
Real Incident: A seafarer was once held at Singapore airport for taking extra liquor in a parcel handed to him by a crew member. He was fined for the act and also missed his flight due to the delay.
7.Never Get Involved in Physical Fights- Be Calm
On a ship there are people from different nationalities working together. This may sometime give rise to a conflict. Never make an issue big enough that it leads to physical fights. Such behaviour may lead to your suspension from sea career or imprisonment in some countries as per the severity of the matter. It is important to maintain your cool while working onboard as injury of any kind at mid sea can become dangerous because of non availability of special medical assistance.
Real Incident: A crew member was suspended after he got involved in a physical fight with his senior officer at a US port. Instead of reporting it to the management officers of the ship he took the matter in his own hand. Local law of the country imposed fine on the crew for this incident.
8. Don’t Drink and Drive – Not even a Ship
The basic rule on land applies to ships as well. Whether you work in the engine room or keep watch at the bridge, never carry out your duties under the influence of alcohol.
If you have been drinking or find that the person came to relieve you is in drunken condition, do not take over or allow him/her to take over the watch. Always make sure you follow drugs and alcohol policy of your company. Violation of this policy is a serious offence which can cost you two years of suspension from the job. Working in drunken condition can even lead to accidents and emergencies.
Real Incident:Under the influence of alcohol, a Master of bulk career MV Kathrina misjudged the course and ship ran aground on the Goodwin Sands in the Dover Strait. Master was prosecuted with one year of imprisonment.
9. Be on Time, Don’t Miss Your Ride
The ship is the only place you are safe. It is your temporary home when sailing in international waters. When you go for a shore leave, make sure you note down the shore leave expiration timings and also come back on time to avoid embarrassment of getting left behind and being a liability to the company.
Real Incident:It is very common practice to manipulate the ship’s departure timing with cargo loading schedule and not coming back on shore leave expiring time. Several incidences have been reported of seafarers getting left behind in a port or have delayed the ship causing financial loss to the company.
10. Ship is Not Your Private Property
When signing off from the ship, many professional seafarers take home ship’s property (from computers to printer stationary; yes it’s true!) along with their luggage. Such behaviour is not at all ethical as crew replacing you will need those resources to carry out daily operations of the ship after you are gone.
Selling of ship spare or bunker is another practice carried out for personal gain. Such activities can lead to suspension of your job, along with penalty and legal consequences under theft case.
Real Incident:A chief engineer was sent to prison for selling bunker of the ship and making illegal money from it for personal gain. The company registered the case against its own employee to make sure such incident is not repeated.
Being a professional seafarer means a good track record of work with correct attitude. Make sure you note the above mentioned practices to avoid unnecessary trouble.
So what practices do you follow to avoid trouble on ship? Do you have any advice for our seafarer.

09/11/2015

November 9, 2015by Reuters
Neptune Orient Lines Ltd (NOL) said on Saturday that it was in preliminary talks with CMA CGM SA and A.P. Moeller-Maersk on a potential acquisition of the Singapore-based container liner.
NOL, controlled by Singapore’s state investor Temasek Holdings, has been struggling in a prolonged downturn in the global shipping market. It has posted four years of consecutive losses.
Earlier this year, NOL sold off its logistics business for $1.2 billion to Japanese freight carrier Kintetsu World Express Inc, and has been said to be looking to selling the rest of the company ever since.
Representation Image – Photograph by Vivek Bondi
“NOL has a duty to assess all options to maximise shareholder value and improve its competitiveness,” the company said in a statement.
“From time to time, NOL enters into discussions on possible combinations involving NOL, while remaining focused on returning its core liner business to sustainable growth and profitability.”
Share prices in NOL, which has a market capitalisation of $1.9 billion, have risen 24 percent so far this year. Its 12-month forward price-to-book value ratio stood at 0.81, compared with 0.99 of its peers, indicating the stock is undervalued, according to Thomson Reuters data.
(Reporting by Rujun Shen; Editing by Ryan Woo)
Copyright 2015 Thomson Reuters.

02/11/2015

The officer on watch (OOW) on the ship’s bridge should be familiar with the working of all navigational equipment used on the ship. He should also be aware of the procedure for trouble shooting in case any equipment fails.
The radar is one of the most important navigational tools used on the ship. It should be kept running all the time and must undergo periodic tests to check presence of any operational error.
Image Credits: admiralty.co.uk
However, there are certain points that the officer on watch (OOW) should be aware of while operating the radar. This would not only ensure smooth running of the radar but also prevent sacrificing ship’s safety.
Points to note while handling ship’s radar:
*.The officer on watch should keep a close watch on the ship’s course as sometimes small vessels, objects, and ice may not be detected
*.Shadow and blind sectors should also be taken care of while navigating by ship’s radar
*.Plotting of targets should be done at longer range
*.The officer must use multiple plotting to increase accuracy
*.Detection of small targets is better at short range
*.The officer on watch should know how to handle video processing techniques
*.Long range should be used to get advance notice of approaching vessels, ports, and obstacles
*.While deciding the range scale two things should be kept in mind –ship traffic in the region and ship’s speed
*.Radar operation should be efficiently practiced in clear weather. This helps the operator to get a better idea about radar observations and target vectors during restricted visibility
*.The officer on watch should also consider re-plotting or re-checking when there is a change in ship’s speed or course
*.The officer should keep a watch on the variable range market, fixed range lines and electronic bearing lines
*.Safe speed of the ship should be decided after using long range to detect approaching vessels and land
*.The operating officer must know how to use clutter control to avoid unclear objects
*.Heading marker should be properly aligned with the fore and aft of the ship and also with the compass heading
*.The parallel index lines should be set correctly
*.The officer on watch must check for any gyro error and accuracy of the heading line arrangement
*.If a performance monitor is fitted, the quality of the performance must be checked at regular intervals of time
*.The officer must check the identity of the fixed object under consideration
*.While deciding the closest point of approach (CPA) to avoid collision of the ship, factors such as course, speed, and aspect of the target should be taken into account. Other important aspects of the ship should also be considered to mark the CPA correctly
This is not an exhaustive list, but the above mentioned points should be considered without fail while handling a ship’s radar. Do you know any other important points that should be taken into consideration?

For over 200 years ADMIRALTY Nautical Products & Services have provided mariners with accurate and reliable information to make the right decisions, and are now used by over 90% of the ships trading internationally.

29/10/2015

Military Sealift Command (MSC) fleet replenishment oiler USNS Tippecanoe (T-AO-99) completed a fueling evolution at-sea with the U.S. flagged tanker Maersk Peary in international waters off the coast of Sasebo, Japan, Oct. 22.
The four-day training event was just the second time in the last 15 years that a U.S. Navy tanker conducted fueling operations at-sea with a commercial vessel.
“Typically MSC oilers like Tippecanoe are required to dock pier-side at one of the Navy’s Defense Fuel Support Points,” said Capt. Philippe Grandjean, assistant chief of staff for logistics (N4) for Commander, Logistics Group Western Pacific (COMLOG WESTPAC). “The capability exercised during this training evolution pushes the Navy’s ability to refuel at-sea via commercial tankers and furthers the vision of a distributed, agile logistics concept.”
Credits: navy.mil
Distributed logistics provide flexibility for the U.S. 7th Fleet, which operates in the Indo-Asia-Pacific region; an area of 48 million square miles.
“Our replenishment oiler crews must be proficient in receiving fuel from commercial tankers in case, for some reason – a natural disaster for example – a vital asset cannot make it into port to refuel,” explained Cmdr. Michael Wilson, deputy assistant chief of staff for logistics for COMLOG WESTPAC. “These operations provide MSC with flexibility in providing operational support to the 7th Fleet in any situation.”
The refueling between Tippecanoe and Maersk Peary marked an important step in increasing proficiency with at-sea fuel consolidation operation between tankers.
“We are leading the way here in 7th Fleet,” said Grandjean. “We are committed to doing this particular training quarterly. The end goal for Navy and MSC is to see this training taking place throughout the fleet on as many tankers as possible.”
Maersk Peary is under a long-term charter to MSC and is one of four MSC charters that have been specially outfitted to conduct consolidated cargo capability operations with fleet replenishment oilers.
COMLOG WESTPAC is the U.S. 7th Fleet’s provider of combat-ready distributed logistics, operating government-owned and contracted ships to keep units throughout 7th Fleet armed, fueled and fed. Additionally, Task Force 73 is the 7th Fleet’s Theater Security Cooperation agent for South and Southeast Asia.

29/10/2015

Une structure metallique pas comme les autres,

25/10/2015

The shipping industry cannot rely on the navies and traditional law enforcement to protect them from pirate attacks and to hold pirates accountable. Patrolling the open waters is different from patrolling on land, crime is easier to perpetrate, harder to detect and harder to prevent. When pirates attack, an armed confrontation is likely, and violence occurs rather frequently (almost 37% in this study).
The effectiveness of traditional law enforcement and prosecution efforts are limited in an international context, particularly when dealing with failed states. The limitations of traditional law enforcement are reflected in the dramatic increases in yearly piracy incidents. Even when traditional law enforcement operations are successful, the prosecution is beset by numerous delays and legal obstacles and incarceration is never guaranteed, all of which may attenuate the deterrent effect of arrest and prosecution.
However, a recent study in Justice Quarterly argues that pirate attacks are not inevitable. Merchant marines and their vessels can protect themselves by taking measures that alter the transit environment. Situational crime prevention theory provides the framework for proactively deterring offending, in this case maritime piracy.
Situational Analysis – A Partial Solution?
Situational crime prevention (SCP) is a form of “opportunity theory,” It is a micro-level theory that accounts for the interaction between the victim, the offender and the environment. The basic premise is that a strong, visible defense will deter or delay a crime and does not necessarily rely on the criminal justice system to detect and prosecute offenders, or control crime.
Image Credits: seasecurity.org
Situational crime prevention consists of three principles: 1) directing crime control measures at highly specific forms of crime; 2) managing, designing, or manipulating the immediate environment in as systematic and permanent a way as possible; and 3) increasing the perceived risk or effort to commit a crime, or reducing the rewards or removing the excuses for committing a crime. The theory has been empirically validated across a wide variety of crime and disorder conditions including gun violence, retail theft, shoplifting, su***de, vandalism, car theft and wildlife poaching. SCP groups situational techniques under five conceptual categories that describe the intent and approach of the intervention: 1) increasing the effort to commit the crime; 2) increasing the risk to offenders; 3) reducing the rewards produced by committing the crime; 4) reducing provocations that instigate crime; and 5) removing the excuses for committing the crime.
When pirates decide to attack a vessel, they may underestimate various situational factors that may increase their risk of apprehension, increase the effort to be successful, or reduce the anticipated rewards of an attack. Part of this calculation is that pirates’ decisions are never perfect, and that they rely on information that structures their choices and constrains their decisions that may result in flawed outcomes (i.e., apprehension, injury, death, insufficient operational resources). SCP is a crime prevention approach that helps disrupt or alter the opportunity structure, which results in fewer successful attacks.
Protect your Vessel
Most attacks in the study are unsuccessful (51.2%). Larger ships (e.g., tankers, dry bulk cargo and containers) are at greater risk of an attack, but they are also less likely to suffer a successful attack. The relative risk of an attack was higher for a ship that was at anchor or berth compared to drifting or steaming. This has implications for port security as well as shipboard anti-piracy watch and may implicate a loss in crew vigilance while in port; however, it may also implicate collusion between crew, port employees and pirates while in port to gain access to the ship.
Access to the ship also presents risk. While at anchor, pirates are more likely to use the anchor chain, the mooring rope, and the hawse pipe as any other means (such as ropes, hooks, ladders, the gangway, or posing as government officials). Again, this implicates shipboard anti-piracy watch, access control, and other security measures. Access to the ship via ladders, hooks, ropes, and posing as government officials is more prevalent while the ship is steaming or drifting. Boarding from the bow or forecastle is much more likely as for any other part of the ship; while steaming or drifting pirates are most likely to board from the stern.
A multi-layered approach to crime prevention is best, one that simultaneously employs various opportunity-blocking measures. In this research, binary it was found out that 41.5% of the variance in unsuccessful attacks was accounted for by the model, which included nine measures of SCP while controlling for several environmental factors. Substantively, as expected, when measures of SCP are increased, there is also an increase in unsuccessful pirate attacks.
What Next?
The findings suggest that shipping vessels do not necessarily have to rely on government to protect them while at sea. Seafarers can take proactive self-protection measures that do not involve weapons, like the Best Managment Practices against Somali based Piracy, which may escalate the risks of injury or death associated with the attack. What makes the situational crime prevention approach so appealing is that merchant vessels can become more self-reliant, the practice can be taught at merchant marine academies worldwide as a standard preventive measure and the shipping industry can avoid implementation issues associated with multiple agencies that may have different priorities, limited budgets and limited resources to contribute toward prevention.
However for all its benefits, SCP is not flawless as a crime control measure. Although the principles work well when applied in a given context, they do have a limited shelf life, they do not always work as intended and pirates may test their limits only to eventually defeat them with force and violence.
Future research should examine the interconnected elements of legitimate and illegitimate commerce that facilitate piracy, particularly seaport operations, forged and fraudulent documents, the internet and concealed ownership structures in the shipping industry. Also, an impact evaluation of counter-piracy strategies, such as the United States Counter-Piracy and Maritime Security Action Planshould be undertaken. Several anti-piracy measures of the plan have been implemented, but they have not been empirically evaluated for their utility. This means it is not clear which layer of the plan is working and is not working and which measures should be replicated or discontinued.
Literature and further Reading

The Security Association for the Maritime Industry (SAMI) is a membership organisation which represents companies working in the maritime security industry and acts as a focal point for global maritime security matters.

09/10/2015

Port de peche

07/10/2015

Travaillez en haute mer n'est pas aise,,