深度 | “长赐”轮事件轰动过后，留下哪些惨痛教训？
✦苏伊士运河“大堵”6天，埃及政府每天的通行费损失就达到1200万至1400万美元。
✦德国保险公司安联研究显示，搁浅导致的苏伊士运河封锁或使全球贸易每天损失60亿至100亿美元。
✦还有船舶、货物、救助等其他损失。
天灾：有关方面报道称，“长赐”轮2021年3月23日遇到42节侧风（相当于9级风）吹袭，导致搁浅。
天灾+人祸：苏伊士运河管理局主席拉比耶多次强调，这种重大事故的发生，原因往往不只一个，除了沙尘暴和强风，还可能有货轮的技术故障和人为因素等等。
✦船舶长度不受限
✦船舶宽度受限：最大船宽77.7M，船宽超过66.7米，仅在风平浪静横风不超过10KN的天气下才可以通过---横风是巨大威胁；
✦船舶吃水受限：运河大部分水深18.5~19.5米，最大吃水受船宽的限制，自1992年8月1日起，不论北上和南下，统一执行“船宽和吃水”表的规定；
✦航速受限：空载船舶的吃水，基本上没问题，但航速受限：北上船队13-14KM/H，南下船队14KM/H（约7.6KN）
✦“长赐”轮运营方是台湾长荣海运，船东是日本正荣汽船，船管是德国BSM，巴拿马旗，ABS船级社，IMO9811000，2018年日本今冶（IMABARI）船厂造；
✦船长/宽约：400M/59M
✦船舶吃水：16米
网传的船长声明，其第二次换引水时间不合逻辑
2021年3月23日（埃及时间UTC+2，北京时间UTC+8）
✦LT0424接上第一名引航员，LT0530进入苏伊士运河。在下船之前，引航员要烟，但船长礼貌地拒绝了，声明船上按照租船人的规定实施零腐败政策。
✦LT0526到LT0534，引航员下船交接，第一次更换引水（在运河入口）。
✦LT0534第二名引航员(Capt.Khaled)上船，一直引航到伊斯马利亚。该引航员在操船过程中似乎有点焦躁，有几次试图要叫出来（舵手驾驶航向比要求高0.2度）。船长一直都在场，舵手从来没有执行过错误的舵命令，船舶转向也没有任何问题。在离船之前，引航员要烟，但船长礼貌地拒绝了，声明船上按照租船人的规定实施零腐败政策。
✦第二次更换引水时间未知，某声明中提到：1005到1013，但该船是埃及当地上午时间0800左右(北京时间1400)发生的搁浅,如果某声明中的时间是当地时间LT 1005到LT 1013，第二次更换引水时间晚于搁浅时间2个小时。这显然是不可能的。
✦第二名引航员下船交接，第三名引航员（哈立德·穆罕默德·侯赛因·哈桑内船长-身份证号码No.1721201）登船后，与即将离船的引航员用当地语言说了几句话。这一般是苏伊士运河引水的惯例，接下来就是船长和第三名引航员的驾驶台操船。
✦LT0800(北京时间1400)船舶搁浅，船头右顶上岸，船艉因为惯性扫到左岸，运河被堵塞长达6天，直到3月29号大潮水脱浅，然而后续的官司索赔等问题才刚刚开始。
长时间严重超速高：根据苏伊士运河通航相关要求，该大型集箱船易受横风影响，其运河通航速度应该小于航速14KM/H，14/1.853=7.6节，即航速应小于8节。但事实上，该船搁浅前30分钟平均航速普遍高于13节，超速高达71%，甚至达到13.7节。
下图为HiFleet船舶AIS轨迹图
该船在北京时间1400搁浅，其在1328的船速高达13.7节，在1340船速仍然高达13.0节。
人祸——谁在违规操作？该船搁浅前半小时，一直处于严重超速状态，为何运河交管、引水和船长，一直默许这种严重超速情况的存在？他们会不知道相关规定？
天灾——突然的横风？在这种严重超速情况下，一个横风吹过来，由于船舶受风面积大，而运河很窄约200米左右，舵效根本没有反应时间，就是船长和引水已无能为力。再多的万宝路也无法避免船舶高速冲岸搁浅(船速如果低于7.6节，其应急反应时间比较宽裕，船舶动能和速度平方成正比，速度慢，其搁浅程度也将大大降低)。
风险评估。船长对过运河缺乏必要的风险评估，认识到安全通过运河的责任重大（相关评估仅货物价值就高达35亿美元），明确过运河是高风险的临界操作，应严格按照运河通航的要求和防范可能的横风，知悉引水的习惯，把接待运河引水工作提高到PSC迎检的高度。船长应该进行适当的风险评估。
清晰的定位。在港口国检查中，船舶通常处于弱势地位，船长对此应该有清晰的定位；堵在苏伊士运河中的“EVERGIVEN”就像是一只“肥羊”，而大苦湖的“EVERGIVEN”已经是“待宰的羔羊”，而处理的结果必然是让运河管理当局满意，复杂的官司纠缠，随着时间的推移，“EVERGIVEN”最终也许会只剩下“一张羊皮”。
船长应善于驾驶台资源（MRM）的管理。引水是宣示国家主权，同时也是对船舶有益的资源。船长更加清楚车船舵的状况，船长对外应保持一定的弹性，摆正自身的位置，灵活应对，“强龙不压地头蛇”；同样送几条万宝路，有人认为是尊重，有人认为是侮辱。个人认为，如果不是原则性的问题，“入乡随俗，入乡问禁，合法合规是保障”也罢。成为优秀的船长不容易。
船舶脱浅时的最高速度控制在7.4节。船舶脱浅时，船舶航速是严格按照运河通航要求来执行的，如下图，其最高速度控制在7.4节。
这次事故的教训无疑是惨痛的，唯希望能为后来者带来一些惊醒和反思。
船员的健康和安全：能够成为一流船管、一流船舶的船长，其个人专业能力是非常优秀的，但该事故造成如此大的损失和影响，“长赐”轮船长的职业生涯基本宣告结束，船长身心疲惫，甚至面临牢狱之灾。船员的健康和安全无法保证。
船员的关键作用：该事故再次证明了，船员在国际物流产业链和供应链中的关键作用，相关的外贸企业，如生产商、出口商、进口商、船东、租家、保险公司面临巨大的威胁甚至是生存危机，船员的素质和高质量的培训是何等的重要，最低要求的履约培训，显然已经不能再适应航运业的高质量发展要求了。
减少人为因素事故是航运安全管理新趋势：船长、轮机长TOP4等管理层的素质起到决定性的作用。然而我们当今的培训资源，却集中在增量学生的培训上，这有待于扭转；学生只是实习生的角色，提高学生素质来降低海上安全事故，表面上看起来逻辑合理，提高了增量海员的素质；但存量海员才是决定航运安全的主体，因此提高存量海员的素质是关键，依靠提高学生素质来降低海上安全事故显然是偏了，而且效果甚微。
“名师出高徒”，如果师傅不行，如何带出好徒弟？
提高船长、轮机长TOP4等管理层的素质：提高船长、轮机长TOP4等管理层的培训质量，才是减少航运人为事故之根本，这需要政府、行业和多方的共同重视和资源投入，提高船长、轮机长TOP4等管理层非履约赋能培训的质量是航运安全的根本保障。
海员非履约赋能培训不被重视由来已久，相关师资和教材也基本处于空白状态，即便有了师资和教材也多是缺乏经验、脱离实践的理论说教。
当前已是桃红柳绿，春花绚烂，船长、轮机长TOP4等管理层的赋能培训、海员船岸职业发展的春天，是否也到来了？
以上为个人浅见，仅供参考！
时老轨
2021/4/19
▽网传的船长声明▽
Statementof Ever Given Master:
Pleasenote the below incident which occurred during vessel’s Suez CanalTransit (Southbound) on 11Mar’21.
Vesselpicked up the first Pilot at 0424hrs before Canal entry and enteredthe Suez Canal (Port Said side) at 0530hrs.
Beforedisembarking, the pilot requested for Ciggarettes which was politelydeclined by master stating the zero corruption policy implemented onboard as per charterers. The pilot disembarked thereafter.
FirstPilot change (at Canal Entry) was from 0526hrs to 0534hrs.
The2nd pilot (Capt. Khaled) who barded the vessel was on board tillIsmalia.
Thepilot was seeming a bit anxious during manoeuvring and on a fewoccasions tried to call out the helmsman for steering courses 0.2degrees more than required. Master was present at all times and at nopoint did the helmsman execute a wrong helm order nor was any issuewith vessel’s steering noted.
Beforedisembarking the pilot requested for Ciggarettes which was politelydeclined by master stating the zero corruption policy implemented onboard as per charterers.
SecondPilot change at Ismalia from 1005hrsto 1013hrs.
The3rd pilot (Capt. Khalied Mohammed Hussain Hassane – ID No.1721201)after boarding the vessel exchanged a few words with the pilot whowas disembarking (in their local language) as is the general practicein Suez.
Herefused to exchange pleasantaries with the Master and immediatelyafter the 2nd pilot disembarked he said -
Quote-“Captain, please take the ship and navigate through the canal. I amonly here to assist and advise you as per Suez Canal rules.”-Unquote
Whenquestioned regarding what he meant by the same and if he will begiving helm orders and courses to steer, he said that master wasfully responsible for the same and navigating through the canal. Thepilots job was only to observe and advise as required.
Pleasenote that while this exchange was happening, the vessel was stillunderway in the convoy, passing bends and turns in the canal forwhich the helm orders were being given by Master.
Inthe next 15-20 mins whilst manoeuvring through the canal, the pilotwas politely, sternly and diplomatically requested to co-operatehowever he kept saying that the Master is supposed to handle thevessel. Additionally he said that the last pilot has handed over tohim regarding issue with vessel’s steering, hence he will onlyobserve.
Hewas assured by Master that their was no issue with the vessel’ssteering, something he could have observed in the 20 mins he had beenon board; however he refused to co-operate.
Atthat moment my focus as master was the safety of the vessel and thesafe navigation (without any assistance from the pilot), alongwithensuring the Bridge Team does not get distracted and therefore couldnot indulge in any detailed argument with the pilot.
Afterabout 20 mins of navigating through the canal (Near Ismalia) in anarea where there were continous alterations and no steady course,with the pilot not giving any helm orders, and trying to harass theMaster & vessel, the pilot was told that the matter will bereported to Ismalia Port Control.
Assoon as the master picked up the VHF and called Ismalia Port Controlon Ch8, the pilot raised his volume high, started shouting, snatchedthe VHF from the master’s hand (which also resulted in advertentlypushing the Master) and threatened that if same was reported “Itwill not be good for the vessel”.
Atthat very moment, in his raised volume he called for fwd and aftstations and for both anchors to be lowered to water level, as heinsisted on stopping the vessel and arresting vessel for faultysteering. He said vessel will be held at Bitter lake until sea trialswere carried out.
Fwdstation was immediately manned however anchors were not lowered asship was doing 9 knots speed.