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30 Maritime Professional 2Q 2011 cerned that it might manifest itself into safety issues and we are starting to explore that issue. We are trying to be proac- tive; that’s all.”

MARINER COMPETENCY GOES BEYOND STCW

Joe Angelo readily admits that INTERTANKO members are concerned about officer competency. And, in part, as a response to the ‘officer matrix requirements’ developed by the oil majors, INTERTANKO has developed its own tanker officer training standards (TOTS). Angelo says, “Those oil major requirements are extremely difficult to meet and

INTERTANKO supports a process which allows members to involve their officers in a process that will ensure that their people are trained to a standard well above the STCW requirements. The goal here is that a member would put his people through the training and that could be used by the oil majors as an alternative to the officer matrix. Thus far, some of the oil majors, on an irregular basis have accepted our

TOTS program as an alternative to the officer matrix. We’re looking to develop that program further that system so that more of the oil companies accept our program standards. And this links to the officer retention problem. We feel that in doing that, we’ll first and foremost improve competency but also help in terms of crew retention.”

GREENHOUSE GAS EMISSIONS (GHG)

Angelo says that INTERTANKO is watching the gathering storm over greenhouse gas emissions (GHG). Laying out the

INTERTANKO position on this key environmental issue, he explains, “It goes without saying that shipping contributes about 3 percent of the world’s GHG emissions, and shipping should play a role in reducing GHG emissions. In that regard, there are three fronts addressing the situation. The IMO, looking to mandatory requirements to reduce GHG, to a much lesser extent, you have the UNFCCC, and on the side- line, and watching right now, you have smaller entries like the

European Commission along with the US looking the same way.” He continues, “INTERTANKO believes that shipping should reduce its footprint, it should be done through IMO and it should be across the board for all international shipping and it should be done as soon as possible.”

The IMO’s upcoming MEPC meeting (62) in July will be, in Angelo’s estimation, a key moment in reducing GHG emissions. As IMO looks to adopt an Energy Efficiency

Design Index (EEDI), INTERTANKO fully supports the adoption of the index and other market-based measures.

Angelo adds, “We’re not sure what market-based solutions are best right now, but we want to make sure that the options are fully fleshed out. We support IMO action on the EEDI in

July, and in doing so, it would demonstrate its competency in this area and allow the UNFCCC to say IMO has taken action and then acknowledge that IMO should be the controlling body. This would also allow flag states such as the US and the

EU itself to acknowledge that IMO’s action represent a way forward and the right way to go.”

PARTICULATE MATTER, NOX & SOX

Many industry observers concede that it was INTER-

TANKO that boldly stepped forward a number of years ago and proposed to IMO the changing of ship’s fuel to distillates.

Angelo, remembering the early proposal, says, “We were the scourge of the industry. In the end, the MEPC member states of the IMO saw the wisdom of what we proposed and they adopted these measures into Annex VI. This required all ships to eventually deal with their stack emissions.” Today, IMO allows this to be accomplished in one of two ways – through

Tankers

The Website, www.saveourseafarers.com has already recorded 40,000 unique hits and has generated, through an easy to use format, almost 10,000 letters to heads of state all over the globe to become more proactive in the fight against piracy. INTER-

TANKO Managing Director Joseph Angelo encourages everyone to visit the site and use the format as a way to generate momentum in this important cause.