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Besides using our Discoverer page of course, we use Google Alerts to stay on top of the news.  Well this week, gCaptain has had an influx of emails, phone calls, questions and visitors;) interested in what is going on with piracy in and around the Gulf of Aden.  So many in fact, we just can’t keep up.  So rather than regurgitating our Google alerts, we are just going to run through some key events that have happened in the past week and provide you with links to reputable news sources.

Things started off on Saturday with the hijacking of the Sirius Star that was loaded with $110M worth of crude.   With the US and British Navy’s saying that is to dangerous to storm the ship, the pirates are now demanding $25M for the Saudi VLCC.

While the US is urging merchant vessels to take steps to stop piracy, the Indian Navy took matters into their own hands and sunk a suspected pirate mothership.  Russia is also taking initiative by sending even more warships to battle Somali pirates.

Obviously, the world is struggling with the plague of pirates.  Ships are being diverted to avoid the pirate infested waters, but the head of the IMO warns of its negative repercussions.  Shipping companies are seeing a hike in insurance premiums due to the problem and it seems as though there is no end in sight.

Even though the UK is not paying ransom, other ship owners are with almost $30M paid this year.  As for the pirates, it is a highly profitable business that is sure to continue.

So that is this week’s headlines in a nutshell (small nutshell).  If anyone else knows of anything we might have missed, leave the links in the comments.

(Sorry, related wordpress links removed due to spamy nature)

Every year the International Maritime Organization celebrates World Maritime Day. The exact date is left to individual Governments but is usually celebrated during the last week in September. The day is used to focus attention on the importance of shipping safety, maritime security and the marine environment and to emphasize a particular aspect of IMO’s work.

This year happens to be special as it marks the 60th anniversary of the IMO’s formation. The Secretary-General of IMO always prepares a special message and this is backed up by a paper which discusses the selected subject in greater depth. We have attached the paper and audio below. Happy Birthday IMO! [Continue Reading →]

Most mariners can tell you the significance of a ship’s IMO number but few know how the number is chosen. One of the guys mathematicians over at koti.mbnet.fi thinks he’s figured it out:

IMO Numbers are made up of letters IMO and seven decimal digits.

1. The digits to be checked are weighted from right to left by 2, 3, 4, 5, 6 and 7.
2. Products are added up.
3. The sum is divided by 10. The remainder is the check digit.

Example: IMO 9074729 (Pacific Frontier, Hong Kong)

	 9  0  7  4  7  2  9
	 7  6  5  4  3  2
	63  0 35 16 21  4  = 139 -> 9

The method could also be described by saying that the weighting factors are 3..8 from left to right, and the check digit is the digit that you need to add to the sum to make it evenly divisible by 10.

If anyone is a mathematician or cryptologist and can verify this please leave a comment below.

So what is an IMO Number anyway? Triton’s Tells Us:

As a result of the attack on the USS Cole, the events of Sept. 11, 2001 and the suicide bombing of the oil tanker Limburg, the IMO held a Diplomatic Conference on Maritime Security in December 2002. At the conference, it adopted a number of measures aimed at enhancing the security of ships and port facilities. In addition to the creation of the well-known ISPS Code, the conference also included a modification to SOLAS Regulation XI-1/3 to require ships’ identification numbers to be permanently marked in a visible place either on the ship’s hull or superstructure.

The IMO Ship Identification Number is a unique seven-digit number assigned to propelled, seagoing vessels of 100 gross tons and above. The number is assigned by Lloyd’s Register - Fairplay Ltd. on behalf of the IMO. It consists of the three letters IMO followed by seven numbers.

It is important to note that this number is separate and different from your official number. The official number is an internal control number issued by your yacht’s flag administration and cannot be used to replace the IMO number.

gCaptain’s Short Answer: A vessel’s “IMO Number” is the single best way to track and locate history on a ship since each number is unique and is the only identification that remains with a vessel from shipyard to scrapyard.

Links:

• Official IMO Issuance Page
• Pari-MOU - Ship Info and Detentions by IMO Number (Free)
• Look-Up Vessel Information by IMO Number (Registration required)
• USCG Vessel Information by IMO (Hull) Number
• Shipspotters.com Forum Discussion on IMO Numbers

Effective January 1, 2008, mariners sailing in the capacity of Ship Security Officer (SSO) will have to show evidence of being “qualified” to hold that position. The SSO training requirement only applies to STCW vessels 500GT or greater operating on international voyages. Evidence of qualification will include the following:

Course completion certificate (in accordance with the Maritime Transportation Security Act [MTSA] and/or in accordance with the International Maritime Organization [IMO] model course for Ship Security Officer).

Company letter or certificate attesting to the qualifications (in accordance with the Maritime Transportation Security Act [MTSA] regulations and the International Ship and Port Facility [ISPS] Code).

The U.S. Coast Guard has determined that any training completed in accordance with 33 CFR, Part 104.215, is substantially equivalent to the STCW requirements. Therefore, no additional training should be required. The Coast Guard has informed Port State Control worldwide of this arrangement.

Before July 1, 2009, the Coast Guard intends to amend 33 CFR, Part 104.215, to create a “Ship Security Officer” endorsement that will be included on the mariners license or documents.

Continue reading for the FAQ. 

Are the SSO laws in you’re country or flag state changing? Let us know in the comments section.

Ship of the Day brings us the Saipem 7000;

Today’s SotD is world’s second largest crane vessel Saipem 7000 (IMO: 8501567, Port of Registry: Nassau, Bahama’s) with a lifting capacity of 2 x 7,000 tonnes. Only Heerema’s Thialf is larger with its lifting capacity of 2 x 7,100 tonnes, however the crane radius of Saipem 7000 grant a lifting capability of 14000 t at 42 meters while Thialf can only lift 14200 at 31.2 meters; for this reason, the Saipem 7000 retains the world lifting records. The Saipem 7000 is 198 metres long, has a free deck area of 9,000 sq. m. and a transit speed of 9.5 knots. The vessel is equipped with 10 azimuth thrusters for exact manoeuvring.

Continue Reading….

After a short break our morning smiles can return with a continuation of the Ship Of The Day blog. For those just joining our audience the blog showcases the most interesting ship visiting Rotterdam that day. As an example here’s today’s post:

Today’s SotD is the crude oil tanker Harad (IMO: 9220952, port of registry: Nassau, Bahama’s) which is 333 metres long, 56 metres wide and has a draught of 22.5 metres. These dimensions give the vessel a deadweight tonnage of 303,000. The vessel is owned by the National Shipping Company of Saudi Arabia and operated by Mideast Ship Management Limited. She was built in 2001 by Samsung Heavy Industries, Korea and is powered by a 44,640 HP Samsung engine.

The Harad is scheduled to arrive later this evening at the TEAM terminal, Rotterdam Europoort.

Links:

Ship Of The Day

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