February 2009

In this issue:

TWIN TRACK TICKETS

THE DANGERS OF SPACE

SMOOTH OPERATORS

BPMS officer Michael Dowd tells how he rose to the top in both deck and engine certification

Nautilus is backing new moves to cut the rising number of deaths in ships’ enclosed spaces

A scheme to improve the aerodynamics of ships has been launched by a new ‘green’ charity

page 21

pages 24-25

pages 28-29

Telegraph

the journal of

Volume 42 ● ✪ Number 02 ● ✪ February 2009 ● ✪ £2.75

HOSTAGE-TAKING HITS AN ALL-TIME RECORD Union calls for talks with Foreign Office as hijacked VLCC and UK officers go free NAUTILUS is seeking fresh talks with government ministers on the growing threat of piracy and armed attacks on merchant shipping following new figures showing a marked rise in hijacking and hostage-taking last year.

The Union has written to foreign secretary David Miliband in the wake of the release of the VLCC Sirius Star last month. The 318,000dwt tanker and its 25 crew — including two UK officers — were freed by Somali pirates after a reported US$3m ransom was paid.

General secretary Brian Orrell said Nautilus welcomed the end of the seven-week ordeal suffered by the Sirius Star’s crew. However, he has called for talks with the Foreign Office on its stated policy to oppose ransom payments for hijacked ships and to discuss the Union’s call for a review of the International Ship & Port Facilities Security Code.

The call comes as the International Maritime Bureau’s annual report on piracy and armed robbery against ships revealed that the number of incidents last year was the highest since 2004 and that hijacking and hostage-taking rose to an all-time high.

The IMB statistics also show that guns were used in 139 attacks on ships during the last 12 months — a 93% increase on the 72 reported a year earlier.

A total of 293 actual and attempted attacks were recorded last year, up from 263 in 2007.

A canister full of ransom money was parachuted onto the deck of the Sirius Star from a light aircraft, ending the seven-week hijacking last month A total of 49 ships were hijacked, 889 seafarers taken hostage and a further 42 kidnapped or held for ransom. Eleven crew were killed during the year, and 32 injured.

A further 21 are missing, feared dead.

IMB director Captain Pottengal Mukundan said a near 200% rise in attacks off Somaila and in the Gulf of Aden is the main reason for the hike in pirate activity.

The waters off Somalia became the number one piracy hotspot — with 92 incidents in the Gulf of Aden and 19 off Somalia last year — followed by Nigeria, with 40 incidents, Indonesia (28), Tanzania (14),

Bangladesh (12) and Vietnam (11).

Capt Mukundan said the IMB was encouraged by recent moves to deploy naval forces off Somalia.

‘International navies are the only ones capable of effective response against piracy in the region and can help to secure the safety and security of this major maritime trade route,’ he added.

A new US-led task force — formed specifically for counterpiracy operations — began work last month. Combined Task Force 151 (CTF-151) includes naval ships and assets from more than 20 nations and is running patrols in and around the Gulf of Aden,

Arabian Sea, Indian Ocean and the Red Sea. Combined Maritime Forces commander Vice Admiral Bill Gortney said the new task force should improve security for shipping in the area. ‘Some navies in our coalition did not have the authority to conduct counterpiracy missions,’ he explained.

‘The establishment of CTF-151 will allow those nations to operate under the auspices of CTF-150, while allowing other nations to join CTF-151 to support our goal of deterring, disrupting and eventually bringing to justice the maritime criminals involved in piracy events.’

PICTURE: US NAVY

But he warned that the increased presence of naval forces will not solve the problem of piracy. ‘The most effective measures we’ve seen to defeat piracy are non-kinetic and defensive in nature,’ he added.

‘Merchant ships have been doing a great job stepping up and utilising these methods to defeat piracy attempts. That’s a great first step. But the problem of piracy is and continues to be a problem that begins ashore and is an international problem that requires an international solution. We believe the establishment of CTF-151 is a significant step in the right direction.’

Bail for jailed tanker officers PLANS for a demonstration in London to protest at the jailing of the ‘Hebei Two’ were postponed last month after South Korea’s Supreme Court granted bail to the master and chief officer of the VLCC Hebei Spirit.

Captain Jasprit Chawla and chief officer Syam Chetan were jailed for 18 months and eight months respectively and fined on charges brought after their ship was struck by a drifting crane barge that holed the tanker and caused South Korea’s worst ever oil spill in December 2007.

Their treatment has sparked united protests from Nautilus UK and shipping unions throughout the world, as well as shipowners, managers and other industry organisations.

Last month the two men were released from prison on a surety of £5,000 bail each. The bail conditions require them to remain in a hotel in Seoul pending a final decision on their appeal to the Korean Supreme Court.

In a statement following their release, the officers said that after more than 400 days under detention, it was of ‘great comfort for them to know how much work was being done in the maritime world to secure their release and seek justice’.

Plans for a protest outside the Korean embassy in London were shelved as a result of the bail decision. Nautilus joined the ITF and other organisations campaigning for the men’s release in welcoming the move as ‘the first positive step towards resolving the case’ —but pledged to continue the campaign until the pair are cleared. ✪Full report — page 19

✪ newsfront 2–13 ✪ ● letters 16–18 ✪ ● reports 19-31 ✪ ● international 14–15 ✪ ● appointments 37–45 ✪ ● crossword 32 ✪

2● ✪ Nautilus UK Telegraph● ✪ FEBRUARY 2009

EU BACKS ‘BILL OF RIGHTS’

HONOURS FOR CARNIVAL UK AND RFA LEADERS

NAUTILUS UK has welcomed a European Commission decision to introduce a directive that will help pave the way for the implementation of the 2006 international Maritime Labour Convention, known as the ‘bill of rights’ for seafarers.

The directive gives legal effect to the agreement reached between EU maritime unions and shipowners on the key provisions of the convention, and will address issues such as onboard conditions, working hours and safety.

CARNIVAL UK chief executive David Dingle, left, and Nautilus member Commodore Bob Thornton were among the shipping industry figures winning awards in the Queen’s New Year’s Honours list.

Mr Dingle and Commodore Thornton, who retired last year after 39 years with the Royal Fleet Auxiliary, have been made Commanders of the Order of the British

Empire for their services to shipping.

A CBE was also awarded to Lloyd’s Register chairman David Moorhouse, while Trinity House deputy master Rear Admiral Jeremy de Halpert was awarded the Knight Commander of the Victorian Order.

An MBE went to Captain Michael Sutherland, harbourmaster at the Port of Fowey, for services to the ports industry in the South West, and an OBE was awarded to the Royal National Lifeboat Institution’s Swansea operations manager, Captain Peter Griffiths, for services to maritime safety.

nautilus uk at work

NEW FATIGUE Master praised for rescue PROBE GETS GREEN LIGHT Union supports ‘real life’ study NAUTILUS has welcomed a toplevel decision approving European Union funding for the biggest-ever project to study the impact of seafarer fatigue.

Following a rigorous assessment process, the European Commission has given the go ahead to support the ‘Project Horizon’ research package to evaluate the ‘real life’ impact of different working patterns on the performance of watchkeepers.

Following a technical evaluation, the project was initially ranked joint first out of a total of 210 proposals that passed first stage evaluation by the Commission.

A further assessment resulted in approval for the funding, and the research programme is now set to start this summer, and is expected to take around 30 months to complete.

Project Horizon is a collaborative project which has active participation from Nautilus/the European Transport Workers’ Federation, the European Community Shipowners’ Associations, and Chalmers, Stockholm, and Southampton Solent Universities.

The initiative is also supported by regulatory authorities and acci-

dent investigators in the UK and Sweden, a classification society and a P&I club.

‘Nautilus has actively pursued this project for some time, and it is that persistence which has brought us to this point,’ said senior national secretary Allan Graveson.

‘This research will build on previous studies by going into a new phase that involves a more scientific approach, utilising simulators to recreate realistic working conditions and hazardous situations to assess the impact of fatigue on professional judgement and performance,’ he explained.

Mr Graveson said the project aims to provide academically and technically rigorous findings, together with practical proposals for tackling the problems.

‘While some people might question whether we need yet another research project into a problem that we all know is prevalent within the industry, the answer is the same as you would give for research into cancer,’ he added. ‘Fatigue is a cancer affecting the shipping industry, and the research has to continue until we get a cure.’

MAERSK Marine Services head office staff last month paid tribute to one of the company’s shipmasters for leading a search and rescue operation that saved 19 seafarers from a ship that sank in a South China Sea storm.

In a ceremony at the company’s Newcastle offices, Nautilus member Captain Glenn Wostenholme was presented with the Shipwrecked Mariners’ Society Lady Swaythling Trophy for ‘an outstanding feat of seamanship’ last August.

Capt Wostenholme was in command of the UK-flagged containership Maersk Kendal — which was on its maiden voyage — when it became the first vessel to respond to distress messages from the Thai-flagged general cargoship Pailin Maritime, whose crew had to take to liferafts after the vessel’s hull cracked.

Acting as on-scene SAR commander, Capt Wostenholme helped to coordinate the rescue operations — working with another ship, the car carrier Rio Imperial, to save 19 of the cargoship’s crew of 24 Burmese and Indonesian seafarers.

Presenting the award, Maersk Marine Services MD Terry Cornick praised Capt Wostenholme and his crew for working in testing conditions to rescue the

Maersk Marine Services MD Terry Cornick presents the Lady Swaythling Trophy award to Captain Glenn Wostenholme, accompanied by his wife, Millie survivors. ‘It was a difficult rescue, made all the more difficult by the fact that they had only just taken over the ship,’ he added. ‘Their lack of experience with the ship cannot be under-estimated.’

Capt Wostenholme said he was ‘hugely honoured’ to receive the award. The rescue was the first time in more than 40 years at sea that he had been involved in such an incident, he added, but ‘instinct and training’ had proved critical.

‘It was a team effort,’ Capt Wostenholme told the Telegraph, ‘and the crew I had that day were absolutely marvellous. I am really proud of them, and I am accepting the award on their behalf.

‘The crew of the rescue boat — the second officer, third engineer and AB — were superb,’ he added. ‘They had a lot of bottle, because we didn’t know whether it would work — especially in the high seas.’

Capt Wostenholme said

he had been particularly pleased his ship had saved two survivors who had failed to make it into a liferaft — one of them the Pailin Maritime’s chief officer, whose younger brother was among the five missing crew.

‘If there was anything in this life that I could say I was put here for, it was for those two men. They had been in the water a long time, and I have no doubt that they would not have survived much longer,’ he added.

MCA reprieve for CoC oral examinations FOLLOWING consultations with industry organisations, including Nautilus, the Maritime & Coastguard Agency has agreed to continue to conduct oral examinations for certificates of competency.

The decision was announced at a working group meeting — which also involved representatives from the Chamber of Shipping and training colleges — held to consider the results of

an MCA questionnaire on future arrangements for orals, which were published in the July 2008 Telegraph.

More than 97% of survey respondents had supported the Agency continuing to conduct the examinations, as it is able to provide a final independent check of the candidates.

The MCA is considering the possibility of centralised training for MCA surveyors undertaking oral examina-

tions, and the inclusion of an open session to discuss oral examinations at the MCA Conference planned for October 2009 to which Nautilus and industry reps would be invited.

It was agreed that the MCA should maintain a national capability to conduct oral examinations, and it will explore further the need for examiners to have a good balance of practical work and a minimum number of examina-

tions each year. The MCA will continue to work with colleges to ensure that students’ requirements can be met.

Following current practice, the MCA will also consider continuing to conduct exams at colleges, where demand and economic circumstances allow.

The development of a centralised booked system will be considered as part of the replacement electronic seafarer record system, and a code of prac-

tice will be developed for use by the examiners to help ensure consistency of approach.

Nautilus senior national secretary Allan Graveson said the Union was able to secure all key elements — including the MCA’s retention of the oral examination system and a national network of examination centres — thanks to the support of members responding to the Agency’s electronic questionnaire.’

FEBRUARY 2009● ✪ Nautilus UK Telegraph● ✪3

£27bn OVERTIME

TRIBUTES PAID TO ITF’S FIRST DEDICATED SHIP INSPECTOR IN IRELAND

BRITISH workers clocked up a record £26.9bn worth of unpaid overtime last year, the TUC has calculated. In a report issued last month, it said more people are doing unpaid overtime than at any time since records began in 1992. General secretary Brendan Barber warned that the problem could increase as a result of the recession.

NAUTILUS officials have joined the tributes to Tony Ayton, pictured left, Ireland’s first International Transport Workers’ Federation inspector, who died shortly after Christmas following a long battle with cancer.

Born in 1949, Mr Ayton had been a trade union activist for more than 40 years and in

his ITF role did much to highlight the plight of poorly-paid foreign seafarers, as well as helping to lead the campaign against Irish Ferries’ cutbacks in 2005-6 and fighting for decent conditions on the Swansea-Cork ferry service.

Staring his career with the Irish Office of Public Works, Mr Ayton became an official with the SIPTU union before he was seconded to the ITF in 2000.

In his role as Ireland’s first dedicated ship inspector, he did much to expose the substandard conditions on visiting flag of convenience ships and won more than

US$1m in back pay for crews.

Before illness forced him to retire, Mr Ayton played a major role in the Irish Ferries dispute — organising national protests against the company’s plans to replace British and Irish seafarers with cheaper foreign crews.

Nautilus assistant general secretary Mark Dickinson commented: ‘We are very saddened by the news of Tony’s death. He was one of the best ITF inspectors and put Ireland on the map in the global struggle against bad shipowners in support of exploited seafarers.’

nautilus uk at work

TOP MARKS FOR CARE CENTRE

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Salvage shake-up: calls for radical changes in salvage laws

and the creation of a land-based ‘SOSREP’ — a single person to command the shoreside response to maritime emergencies — have been made in a new report. Published by Devon County Council following an inquiry into the shore-based response to the MSC Napoli grounding in 2007, the report says there should be new laws to prevent the plundering of cargoes from stricken ships and improved compensation arrangements to cover the costs of cleaning up pollution from containerships.

Pensions plea: the TUC has joined with MPs and leading

Union’s welfare facilities win praise following official inspection NAUTILUS UK’s care home facilities at Mariners’ Park are among the very finest in the land — and that’s now official!

In an inspection report to NUMAST Welfare Funds — which owns and manages the Mariners’ Park Care Home — the Commission for Social Care Inspection last month stated: ‘The quality rating for your service is three stars excellent.’

Liz Richardson, deputy director of the Union’s welfare services, said: ‘We are extremely proud to receive the three star excellent status from CSCI and we feel it reflects both the high quality of care and the high standard of the environment offered by Mariners’ Park Care Home.

‘This is a tribute to the leadership of the manager, Sue Vick, and care staff team,’ she added. ‘There are very few organisations nationwide that get this award.’

This top-rating is based on an annual quality assurance assessment document Mariners’ Park submitted to the Commission, supported by an unannounced five-and-a-half hour inspection visit that took place on 19 November.

The Commission, in its report, acknowledges that the residential facilities have been built to a high standard, and that they are well managed and maintained, with regular checks made on the safety of the buildings and equipment.

It adds: ‘There are lots of aids and adaptations around the home which help support people with their personal care and their mobility’.

All residents, the report notes, have their own bedrooms with personalised en suite facilities ‘to suit their needs and choices’.

NAUTILUS UK assistant general secretary Mark Dickinson is pictured above handing over a £7,000 cheque to Captain Paul Robinson, chairman of the NUMAST Welfare Funds.

The donation in support of the Union’s welfare work was part of the £20,000-plus that Mark raised by taking part in the Enduro Africa motorbike trek through South Africa last year.

Mark was also due to present a £7,000 cheque to the charity Riders for Health at the end of last month at the MCN motorcycle show at the ExCel Centre in London. Other beneficiaries include the official Enduro Africa-backed charities Unicef, Sentebale and the Nelson Mandela Children’s Fund.

Staff are commended for their knowledge and understanding of residents’ needs. ‘The service continues to employ long-standing members of staff who offer great stability to the home’ and who ‘appeared to know the residents well and have formed good relationships’.

Also praised is the information

about the home given to prospective residents, and the procedures for assessing their needs ‘including trial visits to help people make a choice about their home’.

The report adds: ‘The service had appropriate procedures for responding to concerns and complaints and for making sure that residents are safe from abuse, harm

or neglect. The commission has not received any complaint about the home since the last inspection.’

On what has improved since the last visit, it notes: ‘Residents are able to enjoy a varied lifestyle and take part in the activities of their choice, including the weekly lunch club and the daily activity programme with access to an internet café offering numerous computers.’

Residents’ comments reproduced in the CSCI report include: ✪‘All staff go out of their way to support residents’ ✪‘Excellent is the only adjective to describe the home overall’ ✪‘Variety of menus. Make every effort to find alternatives when necessary’ ✪‘Wide variety of activities on offer’ ✪‘Very proactive in liaising with GP/hospitals/ next of kin… Keep next of kin fully informed’ Recommendations include that staffing levels could be published, and that reviews on staffing levels should include the opinions of staff and residents.

Additionally, it recommends that reports should be produced to show there are regular checks on the standard of living at the home.

The report concludes: ‘The service continues to provide an excellent standard of care and continues to meet the standards as identified at the last inspection.’

NUMAST Welfare Funds committee chairman Paul Robinson has written individually to every member of Mariners’ Park staff, congratulating them, while Sue Vick was presented with flowers by Nautilus deputy general secretary Peter McEwen in appreciation.

figures from the pensions and investment industry in a call for the government, institutional investors and fund managers to back ‘responsible investment’ proposals. They want pension funds to insert a ‘do no harm’ clause into their statement of investment principles to prevent a repeat of the practices that contributed to the current financial crisis.

Crane call: fitting electronic sensor devices to all quayside

crane booms to prevent collisions with ships could save the ports industry millions, the TT Club said last month. The Club said it had dealt with more than 100 boom collision claims in the past two years, costing in excess of US$12m. With the sensors costing around $10,000 per crane, it said there was a strong case for retro-fitting.

Rescue appeal: the head of the International Maritime

Organisation has called for member states to speed up work to plug gaps in the global search and rescue plan and to further develop SAR techniques. General secretary Efthimios Mitropoulos said the loss of some 200 lives onboard an Indonesian ferry last month had underlined the need for urgent action.

Euro plan: the European Commission has published a 10-year

strategy plan to ‘promote safe, secure, clean and efficient shipping’. The document predicts a substantial increase of both international and intra-EU seaborne trade in the period, and says this presents ‘significant challenges to the sustainable development of the overall transport chain’.

Piracy care: crew members caught up in piracy attacks should be given professional care and support to come to terms with their trauma, the Mission to Seafarers says. Justice and welfare director Revd Canon Ken Peters said chaplains will soon have a DVD to help them care for victims.

Passengers hurt: two passengers onboard the Fred Olsen cruiseship Balmoral were taken to hospital in Spain after suffering broken bones when the ship was struck by 15m waves in the Bay of Biscay last month.

Ferry damaged: the Northlink ferry Hjaltland had to be

repaired after being struck by an ‘abnormally large’ wave off the Shetland Islands last month.

4● ✪ Nautilus UK Telegraph● ✪ FEBRUARY 2009

IoMSP OFFER REJECTED WIGHTLINK RETHINK MEMBERS serving with the Isle of Man Steam Packet Company have rejected a 4.1% pay offer.

Consultations were carried out within the fleet after management tabled the offer shortly before Christmas — warning that it could be withdrawn if not accepted by 9 January.

Industrial officer Steve Doran said an overwhelming majority of members had opposed the package.

CRUISES PAY TALKS RESUME

THE WIGHTLINK ferry St Faith is pictured in Portsmouth last month sporting the company’s new livery.

Nautilus has written to management to propose re-opening negotiations on the pay and conditions agreement, to reflect the sudden drop in the rate of the RPI inflation index. Industrial officer Jonathan Havard said the Union has suggested a new two-year agreement in line with the RMT. PICTURE: GARY DAVIES

NAUTILUS is meeting Cunard and P&O/Princess Cruises management early this month for more talks on the 2008 pay and conditions claims.

Both companies have tabled 1% offers, with increment payments on top. The offers have been rejected by the Union, after shipboard reps attending the meetings said that they did not reflect the value members bring to both companies.

The Union has sought views from members on the offers, and ship reps have been invited to take part in the next set of negotiations.

nautilus uk at work

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Maersk partnership: following talks with Maersk

management, agreement has been reached on proposals for future partnership at work arrangements. Under the new system, there will be two PAW committees — one for members on offshore supply vessels and the other for tanker and containership members. Industrial officer Ian Cloke said the new arrangements should enhance the representation of members, with the future pay and conditions negotiations being conducted through them.

St Helena offer: following talks with management, Nautilus has secured a 3% pay offer for members serving onboard RMS St Helena. Industrial officer Jonathan Havard said he believed the offer is the best that can be achieved, and the Union is planning to accept it unless there is significant opposition from members.

Intrada delay: members serving with Intrada Ships Management have been asked for their views on the company’s request to delay pay negotiations in the light of economic and trading conditions. If agreed, the talks would reconvene in April.

OSG agreement: following talks with OSG Ship Management

(UK), Nautilus has agreed an offer — valued at around 10% — which provides a number of improvements, including increased leave for senior officers and the introduction of a loyalty bonus.

NOCS meeting: Nautilus has met NOCS management for

more talks about a revised terms and conditions agreement.

Industrial officer Jonathan Havard said various assurances have been secured by the Union.

Wyndhams setback: Nautilus has consulted with members

after Wyndhams Management Services proposed to defer pay and conditions talks until June in the light of deteriorating trading conditions.

Foreland award: following talks with BIS, Nautilus has

agreed a 3.3% pay award for members serving with Foreland Shipping — to be applied entirely to salaries.

BP Oil views: members serving with BP Oil (UK) are being asked to submit their views on what should be included in the forthcoming pay and conditions claim.

Estuary settlement: following negotiations with Estuary

Services Ltd, Nautilus has agreed a 4.5% pay increase for members, effective from 1 January.

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RFA MEMBERS FINALLY RECEIVE THEIR OFFER Consultations start on three-year deal valued at more than 10% MEMBERS serving with the Royal Fleet Auxiliary are finally being consulted on the 2008 pay and conditions offer — a proposed three-year deal said to be worth an average of 10.5% over the period.

Nautilus has welcomed the offer, which was tabled shortly after the Union moved to the third stage of the disputes procedures following the protracted delays in securing a formal response to the claim.

National secretary Paul Keenan stressed that the package includes an element to reflect the claim on leave harmonisation — but Nautilus does not accept it as a settlement of the issue, and will continue to pursue the matter through the business review.

Described as a ‘full and final’ offer, the package will provide a 1.9% uplift in basic pay in each of the three years, together with the introduction of a non-consolidated bonus award scheme.

The bonus payments will be enhanced in the second and third years, with an additional payment for those on the maximum of their pay scale.

Also included in the offer is an increase in the accommodation element of the RFA living ashore allowance, removal of a two-hour qualifying period for shorthand money payments, and increases in the initial outfit grant and uniform upkeep allowances.

National secretary Paul Keenan said the offer compares well with other public sector settlements at a time of strict government curbs on civil service pay.

‘However, the difficulty is that there is still no formal recognition from the MoD or Treasury of the money in respect of leave harmonisation,’ he added. ‘We do not believe the offer has an identifi-

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REFIT PROGRAMME PROGRESSES PICTURED above is the Royal Fleet Auxiliary fleet replenishment vessel Fort George — resplendent after an £18m refit at the resurgent Cammell Laird shipyard in Birkenhead.

Work undertaken in the six-month project included overhauls of the 16-cylinder CrossleyPielstick diesel main engines and the six generators. Replenishment at sea rigs, winches and associated control systems were stripped out, overhauled by Rolls-Royce and refitted.

The flight deck and hanger complex were updated and made ready for forthcoming air operations, while significant upgrades were made to the galley, cabin bathrooms, and deck coverings. Ventilation systems were also improved, along with the fitting of a new incinerator plant for the disposal of garbage and waste oils whilst the ship is at sea, and upgrades able element sufficient to resolve our claim, but we have had assurances that the issue of reward and recognition for our members can be taken forward through the business review.

‘We genuinely believe that we

to operational and communications systems.

The Fort George refit was one of the first projects carried out by Cammell Laird since it secured a five-year £180m MoD ‘cluster’ contract to maintain the ship and 10 others in the RFA fleet. ✪Work began last month on a £23m refit of the RFA hospital and aviation training ship Argus.

The project, being carried out at the A&P Group’s Falmouth facility, will include the fitting of state of the art medical equipment for the ship’s crucial role as a Primary Casualty Receiving Facility for troops in war zones.

Other upgrades will include the fitting of a bioreactor that uses microbial action to process sewage, as well as the installation of new ‘greener’ refrigeration and air conditioning plants.

will have a greater chance of success in trying to pursue our claim through this path,’ Mr Keenan stressed.

Consultations on the offer are due to end on 6 February. ✪RFA members are also balloting

on the new full-time liaison officer, of which voting due to end on 13 February. Seven candidates are in the running for the job, and Mr Keenan said he was delighted at the level of interest shown in the position.

Stena cuts N Sea route NAUTILUS was meeting Stena Line management late last month to discuss the threat of redundancies following a decision to cut one ship from the RotterdamHarwich route.

The company plans to withdraw the ro-pax Stena Transporter from the service, with effect from 1 March, blaming the severe downturn in the UK economy.

Stena warned that the move to

turn the service back into a twoship operation will result in job losses for some UK seafarers and Dutch shore personnel — but did not provide details on the numbers.

National secretary Ronnie Cunningham said the Union is concerned by the news, and talks with the company and liaison officials had been arranged to discuss the implications.

It is hoped that all redundan-

cies will be achieved on a voluntary basis, he added.

The company said cuts were needed because of a marked slump in traffic volumes between the UK and the continent, which has had a particularly marked impact on the numbers of unaccompanied trailers. It said the 16,776gt UK-flagged Transporter is to be put into a lay-up berth in Rotterdam whilst a buyer is sought.

FEBRUARY 2009● ✪ Nautilus UK Telegraph● ✪5

FURTHER TALKS SOUGHT AT HAL NAUTILUS is seeking further talks with Marine Manpower Services (Guernsey) after members serving on Holland America Line voted by a substantial majority to reject the company’s ‘full and final’ 1% pay offer.

The package also included the

ORKNEY FERRIES REPORT AWAITED

extension of the OIP and SAR bonus plans, and was linked to the payment of additional meritbased performance awards worth up to 2.5%.

National secretary Paul Keenan said consultations had revealed significant majorities among both British and Dutch officers who were opposed to the package. ‘We have therefore requested a further meeting to discuss ways in which it could be improved,’ he added.

NAUTILUS industrial officer Steve Doran is pictured left with Orkney Ferries members during a ship visit to discuss progress on the review of members’ terms and conditions.

Mr Doran said talks between management, Nautilus, the RMT and Unite last month had failed

to make much progress because the company has so far failed to hand over the report of last year’s working party.

‘We are disappointed that we are still waiting for this, and it is imperative that we are given it if progress is to be made,’ he added. Further talks are scheduled for 18 February, and the Union is also in dialogue with members on proposals for a new fully integrated Orkney Marine Service.

nautilus uk at work

COASTAL SHOCK Union set to meet minister over slump in UK shortsea shipping NAUTILUS industrial and legal departments are working to protect members’ interests following the collapse of Coastal Bulk Shipping (CBS).

The company — which was known as Lapthorn Shipping until 2006 — ceased trading at the end of December, blaming poor economic conditions, increased fuel costs and the weakness of the pound.

CBS had been operating a fleet of 13 ships ranging between 1,200dwt and 2,250dwt, all under the UK flag. It employed 90 seafarers and shore staff, with a mix of crew nationalities including British officers.

Nautilus has expressed concern at the effects of the move, which comes after recent reductions in the volume of UK coastal freight being carried by red ensign ships.

The Union was due to meet the shipping minister, Jim Fitzpatrick, late last month to discuss its worries about the lack of effective policies to promote shortsea shipping as an environmentally friendly mode of transport.

departments are continuing to work on behalf of members affected by the collapse of Speedferries last year. Charles Boyle, head of the Union’s legal services, said a number of legal options are being explored in the hope of recovering owed wages. Adminstrators say they hope to be able to sell the company’s Speed One catamaran in the near future.

SFPA imposes: the Scottish Fisheries Protection Agency has imposed a three-year pay deal, giving average increases of around 4%, after Nautilus and other unions failed to agree on the package. Industrial officer Steve Doran said only a small minority of members had expressed a desire to be balloted for action on the offer.

Safmarine settles: following consultations with members

Five ships from the Coast Bulk Shipping fleet pictured in lay-up last month. The vessels have a skeleton crew onboard while PICTURE: CHRIS JONES attempts are made to find potential purchasers The campaign group Freight

by Water also voiced alarm at the developments, arguing that ‘rock bottom pricing by the road haulage industry’ had dealt a serious blow to the coastal shipping sector.

Executive director Francis Power added: ‘We are very con-

tional improvements to various allowances and benefits.

Management had also offered to introduce ‘superior ticket’ payments for senior and junior officers.

National secretary Ronnie Cunningham said the revised package had failed to meet members’ aspirations, and a meeting with senior management is set to be held in mid-March in an attempt to resolve the matter.

NORFOLKLINE MEMBERS ARE CONSULTED ON ACTION BALLOT MEMBERS employed by Maersk Offshore (Guernsey) onboard Norfolkline vessels are being asked whether they want to be balloted for strike action following the rejection of an improved pay and conditions offer.

A big majority of members who responded to the consultation rejected the offer of a 2.5% increase in basic pay, as well as a

Speedferries pressure: Nautilus UK’s legal and industrial

EMS talks: Nautilus UK has met EMS Ship Management for talks on this year’s pay and conditions claim, which seeks a substantial increase in salaries and additional annual leave.

Industrial officer Steve Doran said the company is being pushed for a formal response, and warned that any attempt to seek a pay freeze would be resisted.

Top-level meeting on CalMac pay offer FOLLOWING the rejection of a revised pay and conditions offer for members serving with Caledonian MacBrayne, Nautilus is calling for a meeting with the Guernsey management under the ‘failed to agree’ process.

In talks held in response to rejections of previously-tabled offers, the company last month tabled a revised package of a one-year deal worth 5% or a three-year deal providing addi-

briefly...

number of improvements to allowances and conditions.

However, industrial officer Ian Cloke warned that there needs to be a much stronger turn-out if there is to be a mandate for an industrial action ballot.

‘If there is not sufficient support, then Nautilus will have no option other than to accept the offer on the table,’ he added.

cerned that the economic downturn is resulting in a situation where cost is disproportionately trumping carbon and congestion as our national priority in the distribution of goods.

‘We don’t want to see a situation developing where we have a dramatic increase in carbon emis-

sions from road freight movements for the sake of marginal cost savings.

‘The flexible and efficient services previously offered by Coastal Bulk Shipping will be greatly missed,’ he said, ‘especially its ability to take freight, including abnormal loads, off the roads.’

employed by Maersk (Safmarine), Nautilus has agreed a 2% pay offer, together with improvements in annual leave for junior officers, which will result in overall increases ranging between 2% and 6.5% in value.

NLB meeting: Nautilus UK is pressing for a fresh meeting with Northern Lighthouse Board senior management after planned talks had to be postponed. The Union is trying to make progress after a revised pay and conditions offer was rejected in November.

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6● ✪ Nautilus UK Telegraph● ✪ FEBRUARY 2009

SUBSEA 7 MAKES ‘FINAL’ PAY OFFER NAUTILUS industrial officer Steve Doran is pictured with members in Peterhead during a series of ship visits to Subsea 7 vessels as part of the consultation process for this year’s pay and conditions offer.

Following the rejection by members of a previous package,

VROON SEEKS TO DEFER PAY RISE

valued at around 20% over two years, the company has now tabled what it describes as its ‘full and final’ offer.

The deal would give a 7% increase in base pay from 1 July 2008, and the provision of a pension benefit with effect from 1 January 2009. Mr Doran said the improvements — which also include meal allowances, dental care and travel insurance — addressed many of the issues raised by members.

NAUTILUS UK was meeting management last month to discuss proposals to defer part of a pay increase for members employed by BUE Cyprus on Vroon Offshore Services vessels.

Members had been due to receive a 4% increase, effective from 1 January, as part of a pay

and conditions agreement reached with the company last year.

However, in the light of the economic conditions, management has proposed making a 2% increase with effect from January, and paying the remaining 2% in July. A revised and simplified pay structure has also been put forward.

Mr Doran said a meeting involving liaison officers would consider members’ views.

offshore bulletin

briefly...

Stena rise: following further talks with management,

Nautilus has secured a 6% pay rise, with effect from 1 January.

Industrial officer Gary Leech said the three-year loyalty bonus will be paid in September, before being reset in October.

Further announcements are to be made on increased pension contributions and currency payments.

Supervisor training: the International Marine Contractors

Association (IMCA) has published new guidance on the training of offshore supervisors. Chief executive Hugh Williams said the syllabus had been produced in response to a ‘pressing need’ to improve the supervisory and leadership skills of such personnel.

BPOS transfer: Nautilus has had talks with Seacor Marine on

the proposed TUPE transfer of five vessels to the management of Vroon Offshore Services. Industrial officer Jonathan Havard said the Union had been assured that conditions and continuity of employment will be maintained.

Alaskan loss: an investigation has been launched after a supply vessel sank whilst trying to deliver fuel and stores to an Alaskan oil platform last month. All seven crew onboard the US-owned Monarch were evacuated to the platform, with no serious injuries reported.

Nigerian release: the French-owned supply vessel Bourbon

Leda and nine crew were released last month five days after being seized off the coast of Bonny in Nigeria. The firm would not say if a ransom had been paid.

Saipem offer: members serving with Saipem UK are being consulted on a 3% pay offer. Industrial officer Jonathan Havard said the Union is recommending rejection in the light of the company’s performance.

CMA pressed: Nautilus UK is pressing management for a response to its 10% pay claim for members serving on the vessels Geo Prospector, Fugro Meridian and Fugro Mercator.

Sealion rejection: following the overwhelming rejection of a 4.5% pay offer by members serving on Sealion vessels, Nautilus is seeking more talks with Seahorse Maritime.

Accommodation increase: following consultations with members employed on BIS accommodation units, Nautilus has accepted a 4.3% pay offer.

FIRM FINED FOR FATAL N SEA AHTS ACCIDENT Union says other operators should take heed of Bourbon penalty ✪by ANDREW DRAPER THE NORWEGIAN officers’ union NSOF has welcomed a NOK5m (£480,000) fine levied on Bourbon Offshore Norway AS following an investigation into the loss of the Bourbon Dolphin off Shetland in April 2007.

The penalty was imposed by Norway’s public prosecutor after a government-appointed commission highlighted shortcomings including the inexperience of the crew as key factors in the accident, in which eight people died.

Capt Hans Sande of NSOF said: ‘The fine on Bourbon Offshore marks the company’s responsibility for ensuring safe operations. The public prosecutor has made an important decision that others should take note of.’

The ship’s master, Capt Oddne Arve Remoy, and his 14-year-old son, were among the vic-

tims when the AHTS capsized and sank during an operation to shift the anchor of a drilling rig in the Rosebank field off Shetland.

The union said the fine was levied because the company did not give the master sufficient time to familiarise himself with the vessel, crew or task in hand. Capt Remoy had joined the Bourbon Dolphin less than two weeks before the accident, and had received only a 90minute familiarisation and handover despite having never worked on the ship before.

The commission also found that the ship — which was only six months old and of a new design that was unfamiliar to the owner — did not comply with the ISM Code and had no manuals onboard covering its prime function of anchor handling.

The commission’s report, published in

March 2008, stated that it was not possible to show that an individual error — technical or human — led to the accident. Instead, it argued, a series of circumstances caused the vessel to overturn and sink, including stability, poor planning, and shortfalls in training and experience.

Capt Sande asked what steps the industry and authorities had taken to ensure such catastrophes did not happen again. ‘Checks must be made that measures really have been made,’ he added.

NSOF said it was particularly keen that shipowners had effective management systems and procedures to ensure they are able to do adequate risk assessments and the identification of training needs — and that such training is carried out.

Report says activity

in UKCS is tailing off EXPLORATION activity on the UK Continental Shelf remained high last year, latest offshore industry figures show.

But compared with the Norwegian sector, which recorded an 80% increase in drilling activity in the fourth quarter of the year, the UK — with its ageing infrastructure — is struggling to hold back a decline.

And because of the global economic downturn, challenging times lie ahead, a report from the accountancy and finance firm Deloitte warned last month.

During 2008, 121 exploration and appraisal wells were spudded in the UK — just two fewer than the previous year, it said. Drilling has become more evenly spread across the UKCS, it added, with an

increase in new well spuds in the southern and northern North Sea and the Moray Firth.

But Graham Hollis, audit partner with Deloitte’s energy, infrastructure and utilities group in Aberdeen, warned that while the contracting economic conditions had failed to impact significantly on North Sea oil and gas exploration in 2008, this year may prove different.

‘Given the combination of the dramatic fall in oil prices and the deteriorating credit conditions, the fourth quarter of 2008 saw the fewest number of new spuds — 29% down on the third quarter and the fewest since second quarter of 2007. This is indicative of companies reassessing their priorities,’ he said.

...and OSL warns of bleak prospects for operators A BLEAK forecast for offshore operators and support vessel owners was published by a leading industry analyst last month.

Offshore Shipbrokers (OSL) said it sees ‘plenty of signs of trouble on the horizon’ — with demand for vessels falling off faster than expected as a result of cuts in exploration expenditure.

It said several rig requirements for 2009-10 had recently been withdrawn or postponed indefi-

nitely, and warned that demand for vessels in the North Sea is dropping off at a time when ‘a steady stream of new tonnage is continuing to head our way’.

This year is due to see some 64 North Sea Standard PSVs delivered, with 27 having contracts, OSL added. There are more than 70 AHTS vessels currently on order worldwide, with only a small percentage having contracts upon delivery.

NEW DEPUTY HARBOURMASTER FOR LERWICK PORT AUTHORITY PICTURED above is the newly appointed deputy harbourmaster at Lerwick, Nautilus member Captain Alexander Simpson.

Capt Simpson, who is 27, began his seafaring career in 1999 with Clyde Marine and sponsoring company Great White Fleet.

Qualifying as a deck officer, he rapidly rose through the ranks, and became the first person in Scotland to gain the Level 4 Merchant Vessels

Operations VQ qualification.

On qualifying in 2008 as a master mariner, Capt Simpson — then working for ship managers DSM, whose managed fleet includes Maersk and NYK Lauritzen Cool vessels trading worldwide — took command of containerships.

Originally from Whalsay, Shetland, Capt Simpson succeeds Capt Calum Grains, who has been promoted to the post of Lerwick’s harbourmaster.

FEBRUARY 2009● ✪ Nautilus UK Telegraph● ✪7

CARNIVAL MANAGER IS MCA’S NEW DIRECTOR OF MARITIME SERVICES FORMER deck officer Philip Naylor, pictured right, has been appointed as the new director of maritime services at the Maritime & Coastguard Agency.

He comes to the post — which includes responsibilities for the safety and quality of seafarers and ships under the red ensign —

from the position of Carnival UK’s general manager for fleet marine and shore operations. He was responsible for the worldwide operation of 12 cruiseships, as well as major developments ashore in the port of Southampton. He has also led Carnival’s emergency response organisation.

Mr Naylor — who served on tankers, ferries and sail training vessels before joining the cruise industry in 1986 — will also be responsible for the MCA’s emergency response, survey and inspections services.

‘I greatly look forward to the challenges ahead,’ he said. ‘The MCA has a very strong

reputation amongst the world maritime community, and I hope to be able to bring the significant and pragmatic qualities I have gained in running a large and successful business to my new role in the face of inexorable change in the wider environment and to help enhance that global status.’

Mr Naylor takes on the post from Bill McFadyen, who has acted in the role for the last year, and he will be supported by Paul Coley, who heads the ships and seafarers aspects of maritime services, and by Rod Johnson, who heads up coastal safety including HM Coastguard.

news

SIMULATING INTEREST AT COLLEGE MARINE pilots and lecturers have taken part in the first-ever ‘train the trainer’ event at South Tyneside College’s Kongsberg Polaris simulator.

The week — which included a series of practical simulator sessions — was attended by lecturers from the National Maritime College, Cork, and pilots from Cork and the Tees, and was staged to share know-how and insider tips and advice collected over the past 10 years of Polaris simulation use.

‘Although anyone can run a simulation with the correct training, there are hundreds of nuances, which we’ve developed over many years, to make the experience as realistic as

possible,’ said Chris Thompson, head of the college’s marine simulation ports and harbours department.

‘For example, ensuring that external visuals are aligned properly or providing realistic port authority announcements can make a big difference in how life-like the simulation feels.’

Mr Thompson is pictured, second right, in one of the bridge simulators with, from left: Cormack MacSweeney, lecturer at Cork; John Williams, of TeeKay Shipping; Richard Holt, Tees pilot; Rod Cooke, lecturer at Cork; Charlie Nash, Port of Cork pilot; Colin Pratt, Tees pilot; and Peter Walter, lecturer at Cork.

bid RIGHTS COURT REJECTS Fraudulent for certificate MASTER’S COMPLAINT ends in court AT 83-DAY DETENTION ITF and P&I club voice concern at judgement on Prestige case THE INTERNATIONAL Transport Workers’ Federation has expressed concern over a decision by the European Court of Human Rights to reject complaints filed by the Greek master of the tanker Prestige.

The Strasbourg-based court ruled that Captain Apostolos Ioannis Mangouras did not have his rights to liberty and security violated when he was detained by a Spanish court for 83 days following the loss of the vessel.

And it also rejected a claim that the court’s decision to set bail for the master at S3m was excessive.

Capt Mangouras was detained after the tanker Prestige broke apart off the Spanish coast in November 2002, leaking the 70,000 tons of fuel oil it was carrying. The spillage caused an ecological catastrophe whose effects on marine flora and fauna lasted for several months and spread as far as the French coast.

A criminal investigation was opened and Capt Mangouras was remanded in custody after the investigating judge said that although the oil-spill had been accidental, there was material indicating that there had been a lack

of cooperation when the port authorities tried to take the vessel in tow.

Capt Mangouras was detained until his bail was paid by the London Steamship Owners’ Mutual Insurance Association. He was allowed to return to Greece under a supervision order that meant he had to report to a police station every fortnight. The criminal proceedings are still pending against him.

In a judgement announced last month, the European Court of Human Rights justified the treatment on the basis of the special nature of the offences and the need to keep track of the master.

‘The seriousness of the natural catastrophe justified the Spanish court’s concern to determine who was responsible for it, and that it was accordingly reasonable for them to try to ensure that the applicant would appear to stand trial by fixing a high level of bail,’ it added.

Jon Whitlow, secretary of the ITF seafarers’ section, commented: ‘This finding is without logic. It fails to justify one of the most obvious examples of unfair criminalisation of recent years.’

He said the detention of Capt Mangouras ‘was as unforgiveable a government over-reaction as the Tasman Spirit case and, of course, the similar, ongoing scandal of the treatment of the Hebei Spirit Two, which we are all fighting to bring to an end’.

The London P&I Club said it was concerned that the judgement could pave the way for more ‘politically influenced’ bail requirements on seafarers.

It expressed concern that the European Court of Human Rights had been influenced more by the consequences of the incident rather than the actual conduct and means of Capt Mangouras.

Stephen Roberts, claims director for the London Club managers, said the court had also failed to understand that the provision of bail for criminal charges falls outside the ordinary scope of P&I cover and had only been met in this case on humanitarian grounds because of its ‘exceptional and unprecedented nature’.

The Club said Capt Mangouras is actively considering an appeal against the European Court of Human Rights judgement.

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AN INDIAN seafarer has been sentenced at a UK court after admitting to making a fraudulent attempt to gain officer of the watch certification from the Maritime & Coastguard Agency.

Southampton Magistrates Court heard that Kabal Singh had falsified an entry in his discharge book when he applied to the MCA for a notice of eligibility to sit OOW deck certificate examinations.

Mr Singh — an Indian national living in Maidenhead — pleaded guilty to one charge brought under the Forgery and Counterfeiting Act 1981 of using a false instrument.

He was sentenced to 150 hours community service to be completed within 12 months and was ordered to pay costs of £2,530.

The court heard that Mr Singh’s first application for a notice of eligibility — made in January 2004 — had been refused because he did not have sufficient sea time.

In August 2006, he wrote to the MCA stating that he completed the required nine months of sea time and enclosing his discharge book and testimonials.

Mr Singh stated that he had

sailed on a Cambodian-registered vessel called Lady Nora between July 2005 and May 2006, and was issued with the notice. He subsequently took the OOW exam in July 2007, but failed.

During the exam a discrepancy came to light. Magistrates heard that Mr Singh had failed to respond to repeated requests from the Agency to explain the discrepancy, and the matter was passed to the MCA enforcement unit for further investigation.

The unit discovered that Mr Singh had been in the UK throughout the period when he claimed to have been getting his sea time.

In sentencing Mr Singh, magistrates said the consequences of what he had been trying to do would have been extremely dangerous.

Following the case, MCA chief examiner Captain Denzyl Pereira added: ‘By using false information about his sea time, Singh has attempted to circumvent the internationally agreed requirements for obtaining seafarers’ certification. If successful, he would have placed his vessel, his fellow seafarers and the public at risk.’

8● ✪ Nautilus UK Telegraph● ✪ FEBRUARY 2009

ST KITTS LAUNCH OF NEW MARINA AN ‘INVITATION-only’ event to launch a planned new superyacht marina on the Caribbean island of St Kitts took place last month.

A total of 12 berths starting at 60m went on sale, along with others of 68 and 73m with prices at US$3,668 per metre in a marina that will also feature a

GRENADA PLANS GO WITH A BANG

officially opened by Grenada’s tourism minister, Peter David.

‘Yachting has always meant a lot to Grenada and with the new Port Louis marina being developed by Camper & ONE OF the largest fireworks Nicholsons Marinas it will mean displays ever held in Grenada, even more,’ he said. left, was staged to launch the When completed, Port Louis new yachting season and the first will offer almost 400 berths — stage of the development of a including 73 superyacht berths. new marina at Port Louis.

A ‘maritime village’ being built The new facilities — which can accommodate 30 30m-plus alongside will include houses, shops and a 5-star hotel. superyacht berths — were

further 288 berths for transient yachts ranging in size from 175 down to just 25m.

To create the marina, the developers will blast and dredge a channel from the sea into the caldera of an extinct volcano, where the draft will be 5.4m.

It is expected that the marina will be built within three years, and developers also plan to create a 300-acre harbour village and marina accommodating 2,000 residential properties.

large yacht news

YCO card to ease payments THE YACHT management company YCO has become the second such firm to launch its own credit card for captains.

The YCO company-personalised Visa card — which follows in the footsteps of a similar card launched by Edmiston late last year — has been introduced to make the delivery, carriage and spending of cash onboard safer, simpler and more transparent.

Based on a simple to use preloaded credit card system, an account is created for each yacht under management. Several cards can be issued per yacht — for example, to captain and senior crew — and each draws from a central account.

The cards and the account can be controlled by the yacht managers, allowing for immediate additional funding wherever in the world the yacht may be.

In tests, the card has proven especially popular with the busier charter yachts for handling the advanced provisioning allowances. It provides the charter client with a clear record of spending, and can be activated just for the duration of a charter.

Siblings win young sailors award PICTURED left are the Raymarine Young Sailors of the Year — brother and sister James and Frances Peters, from Hayling Island — trying out the Raymarine Sunseeker simulator at last month’s London International Boat Show.

The siblings were jointly awarded the Raymarine Young Sailor of the Year in recognition of their impact on youth sailing. They were crowned joint RYA regional

Mexico opens up to charters FOR MANY yacht crew, the year at sea is divided into two seasons — the Mediterranean in the summer and the Caribbean in the winter months.

This pattern could change now, with a new service from Fraser Yachts — perhaps the largest yacht service provider in the world — allowing internationally-flagged yachts within its fleet to legally charter within Mexican waters.

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Reg Charity No 212034 Inst. 1839

winners for the South, and they both achieved gold medals at the Volvo Youth Sailing ISAF 2008 World Championship in Denmark, sailing separate 29ers in the men’s and women’s classes.

They were also instrumental in helping Britain win the Volvo Trophy for best nation with a medal haul of two gold medals and one bronze at the event.

James and his crew also won the European Championship.

YACHT BUILDERS ATTEMPT TO DEFY THE RECESSION London Boat Show features new models and more superyachts IN A recession-defying display, the London International Boat Show last month featured more large luxury yachts than ever.

The event — which closed on 18 January — had seven large yachts on show outside the Excel centre in London Docklands, compared with four last year, and a total of some 500 exhibitors.

The biggest and most expensive boat on display was the British-built tri-deck Sunseeker 37M, priced at around £11.5m and the company’s founder and chief executive, Robert Braithwaite, took the opportunity to reveal details of the firm’s Project Zeus — a 51.8m aluminium vessel.

Another British builder,

Plymouth-based Princess Yachts, had a record number of 17 craft on display – four of them new models, including the £4m 85ft Princess V85 and the flagship Princess 95 Motor Yacht.

Organisers of this year’s show — the 55th — were aiming for more than 100,000 visitors over the 10 days, and although numbers were down on the previous year they shrugged off concerns that the market could suffer as a result of the global economic downturn.

These concerns have been fuelled by developments such as the news that the world’s second largest yacht maker, the Italian firm Ferretti, is in talks on a planned debt restructuring.

And although some companies have been forced to cut production in recent months, there were suggestions that UK boatbuilders could benefit from the falling pound — underlined by a 10% increase in international ticket sales for the show.

National Boat Shows MD Andrew Williams said while some companies had suffered because of the economic downturn, luxury yacht builders still had full order books.

‘These are particularly challenging times for everyone and the marine industry has naturally been affected by the current economic downturn,’ he added.

‘Some companies have seen a drop in sales, but just as many

have good order books. Feedback from a broad cross-section of our exhibitors appears to indicate that many companies are holding up well.’

Elsewhere in the show, Dame Ellen MacArthur and Sir Keith Mills delivered inspirational accounts of their personal sailing experiences, while representatives from Skandia Team GBR gave a sneak preview of the preparations for the London 2012 Olympics.

Talks and demonstrations from such people as an RNLI crew member, a Royal Navy captain, a river police officer and a yachting instructor were staged to give young people a flavour of life within the marine industry. ✪Full report — page 20

Australia launches crew visa ✪ by MICHAEL HOWORTH A NEW Australian superyacht work visa is making life easier for foreign flag vessel crews visiting ‘down under’.

An industry support group, Superyacht Base Australia, has been successfully working with the National Marine Safety Committee (NMSC) to create a policy that recognises international superyacht crew qualifications and grants foreign yacht crew temporary work status in Australia.

The temporary visa allows

crew members to work onboard vessels over 24m, and remain in Australia for up to 12 months.

In 2007, some 50 superyachts visited the southern hemisphere — many of these calling in Australia — and it is hoped that the new visa system will open up the region to the global charter market.

The Department of Immigration has been working with crew agents around the country to assist in ironing out any difficulties associated with the paperwork side of the application.

One feature of the new superyacht visa, however, is that crew do not need to make a personal appearance to apply for it. The form can be downloaded from the Australian government’s immigration department website — www.immi.gov.au — from anywhere in the world.

Crew can nominate a validity period of three, six, or 12 months for each multiple entry crew visa.

All applicants must be over 18 years of age, and meet eligibility requirements consisting of a medical check and character refer-

ences. In addition, all crew need to be sponsored to work in Australia by the owner or captain of the vessel on which they are employed, and the visa is only valid for work on that vessel.

There are no application fees for the superyacht crew visa.

However, crew will need to have a signed employment contract, together with a letter from the owner or captain on company letterhead confirming employment status. Applicants must also supply evidence of the vessel’s registration and insurance.

FEBRUARY 2009● ✪ Nautilus UK Telegraph● ✪9

BULKER GROUNDS OFF BALTIMORE SALVAGE and counter-pollution operations were launched last month, right, after the Bahamasflagged bulk carrier CSL Argosy ran aground off the US coast.

The Canadian-owned ship grounded in mud in Chesapeake Bay whilst bound for Baltimore with an iron ore cargo.

US CRUISE FIRMS REMAIN BULLISH

Lightering work had to be undertaken after initial attempts to free the 74,400dwt vessel proved unsuccessful.

Around 20,000 tonnes of the cargo had to be transferred to barges before the panamax vessel could be refloated.

The US Coast Guard said no pollution had been caused in the incident, but an investigation has been launched into the reasons why the ship missed a turn on the approach to port.

CRUISE shipping companies serving US markets have issued a bullish prediction for business this year — forecasting a 2.3% increase in passenger numbers.

The Cruise Lines International Association said that whilst prospects for 2009 are ‘uncertain’, continued growth is

possible — with passenger totals set to hit 13.5m for the year, against 13.2m in 2008.

CLIA said that the economic situation had changed booking patterns, with evidence that consumers are now choosing their cruise far closer to the departure date. Many operators have also introduced a range of offers and promotions, it added.

It pointed to travel agent optimism and new itineraries as positive indicators for the sector.

news

CALL UP TO COMBAT ISOLATION Union supports ‘phone a friend’ welfare project that seeks to bring retired seafarers together NAUTILUS UK has welcomed the launch of a new ‘phone a friend’ scheme that seeks to combat isolation and loneliness amongst former seafarers.

Called Seafarers’ Link, the project has been set up by the Community Service Volunteers organisation and aims to put hundreds of former seafarers in contact with each other in conference calls conducted on a fortnightly basis.

The project kicked off last month in Wallasey — where Nautilus has its Mariners’ Park residential and care facili-

ties for retired seafarers — and will soon be launched in Glasgow, Plymouth, Cardiff and Swansea. It is set to expand into four additional areas in 2010.

Launched in response to the findings of the Maritime Charities Funding Group research into the welfare needs of serving and retired seafarers and their families, the scheme will link up to eight callers in a phone group — providing an opportunity to meet new people, share stories and swap experiences.

There is expected to be growing

demand for the service — as the MCFG study suggests that the number of former merchant seafarers and fishermen is set to increase by 15% by 2015 and 46% by 2020.

‘This will be a very welcome opportunity for those former seafarers unable to leave their own homes to share memories with their former shipmates,’ said Liz Richardson, Nautilus director of welfare.

Peter Castledine, project officer for CSV’s Retired and Senior Volunteer Programme (RSVP), added: ‘This is an

exciting project about the simple acts that can help grow friendship.

‘We know that sharing experiences and enjoying each other’s company can make a valuable contribution to people’s lives — this is what our new telephone scheme is all about,’ he added. ‘It will cost you nothing, and we are urging older seafarers to give it a go!’

Funding for the scheme has been provided by Maritime Charities Funding Group (MCFG), whose members are: Seafarers UK, the Merchant Navy

Box fleet alert as trade falls

LNG sector passes 300 milestone LNG SHIPPING passed a major milestone last month — with the in-service fleet of LNG carriers breaking through the 300-ship mark following the delivery of the 155,000 cu m Tangguh Jaya, pictured right.

The vessel — which will form part of a seven-ship fleet running between Indonesia, China, Korea and the US west coast — is one of some 58 LNG carriers being delivered this year.

The spectacular recent growth of the sector has been underlined in figures published by LNG World Shipping last month, showing

that it took 34 years for the LNG fleet to hit the 100 mark, just eight to pass 200, and only two-and-a-half to then

reach the 300 barrier.

A total of 89 LNG carriers are due to be delivered by 2011, but with only six

vessels ordered over the past 12 months the expansion of the world fleet looks set to slow markedly after 2011.

Industry ‘should welcome TV crews onto merchant ships’ SHIPPING has only itself to blame for its poor public image and the problems that go with it, a leading marine insurer has warned.

Mike Salthouse, a director of the North of England P&I Club, says the industry needs to adopt a more open policy — and welcome TV crews and other media professionals onboard merchant ships.

‘As an industry, we have allowed a situation to develop in which the only time that shipping comes into the public eye is when disaster has struck,’ he wrote last month.

‘The public can thus hardly be blamed for having a poor image of the shipping industry — but it is

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this poor perception that lies at the root of many of our problems.’

He said the shipping industry’s failure to communicate the value it delivers is due to an ‘outdated and misguided notion of who its customers actually are’.

Owners should recognise that their customers are not just the parties with which they have contractual relationships, but are ultimately the end purchasers of the goods carried by their vessels.

Mr Salthouse argued that the industry’s ‘opacity and complacency’ has helped to fuel the criminalisation of seafarers and the development of unrealistic regulations.

Without a radical change of mindset, he warned, ‘seafaring will become an increasingly unpopular profession, increasing the difficulty of sourcing crew — which, in turn, will have a knockon effect in terms of casualties.

‘Legislators will further penalise shipping interests and restrict shipowners’ liability rights,’ he added.

‘More worryingly, the tendency to compel the shipping industry to compensate parties for loss, irrespective of fault on the part of the shipowner, will gain momentum and the cost of P&I claims will continue to rise’.

Mr Salthouse said all sides of

the industry ‘need to start promoting ourselves by explaining what we do to everybody and anybody who will listen’ — and they should capitalise on media initiatives such as The Box, a BBC News project launched in September 2008 to track a shipping container around the world for a year.

‘Such opportunities to explain on mainstream media the nature of goods transported, the type of ship used and even the carriers involved, do not come by very often,’ he argued. ‘Interviews could be given by the master and the crew, and cameras should be welcomed aboard to view the conditions in which the crew operate.’

THE CONTAINER shipping sector is facing its biggest ever challenge, with more than 200 ships laid up as a result of the sharp contraction in world trade, experts warned last month.

‘The slump in container shipping appears certain to extend into 2010 or beyond. Some companies won’t survive,’ said Joseph Bonney, editor-in-chief of The Journal of Commerce.

And a new report from Drewry Shipping Consultants concurred, stating that ‘no one is really immune’ from the downturn as the gap between supply and demand is poised to grow even further.

Neil Dekker, Drewry Container Forecaster editor, said the global fleet is still expected to increase by 12.7% — way ahead of demand. ‘Our supply/demand index forecasts for the next four years are now very pessimistic

indeed and it is expected to fall by 7% this year and by a further 3.6% in 2010,’ he added.

Drewry’s revised estimate for 2008 global container traffic growth is 152.8m TEU — representing a 7.2% year-on-year growth, down from an earlier forecast of 8.6%. Growth in 2009 is now likely to be cut to just 2.8%, it warns.

The Journal of Commerce says more than 100 new containerships are due to be delivered in the next two years, at a time when demand is drying up.

‘Industry consolidation is inevitable,’ said Mr Bonney. ‘The number of container lines could shrink by as much as a third in the next five years, according to some forecasts, and consolidation also is expected among terminal operators, freight forwarders, trucking companies and other shippingrelated businesses.’

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10● ✪ Nautilus UK Telegraph● ✪ FEBRUARY 2009

DUTCH COMPANY WINS NAPOLI STERN CONTRACT

vessel’s owners, Global Response Maritime BV is to remove the stern section — including the main engine — and deliver all scrap to a recovery facility at Gravendeel in the Netherlands.

Equipment required will include a crane barge, two 140m flat-top barges equipped with heavy mobile cranes, two tugs, diving and drilling spreads and a series of 24 chain-pullers.

Test drilling is scheduled to start in the first quarter of this

A FLEDGLING Dutch company has secured the contract to remove the stern of MSC Napoli, the UK-flagged containership that became a casualty during a Channel storm two years ago.

Under the deal with the

FELIXSTOWE FIRST

year, with the start of lifting set for June and completion of the project due in August.

MSC Napoli sustained serious hull damage and engineroom flooding in a severe gale off Cornwall in January 2007. The ship was deliberately beached at Lyme Bay to prevent it sinking in the Channel. Some 2,300 containers, bunkers and the forepart of the ship have already been recovered by other contractors.

THE 4,400TEU Shipping Corporation of India vessel SCI Chennai is pictured left during a maiden call to the Port of Felixstowe last month. The 50,700gt vessel and sistership SCI Mumbai made inaugural visits within five days of each other, replacing chartered tonnage on SCI’s Indian subcontinent-North Europe service.

news

UK OWNERS TAKE EMISSIONS LEAD Chamber calls for shipping industry to adopt ‘trading’ system

ADPS award winner living in Devon for the past five years.

Mr López Santander said his positive experiences working onboard the dive support vessel Bibby Saphire had inspired him to pursue a career in dynamic positioning, and he has since obtained his DP induction certificate and plans to obtain his DP ticket by this summer.

Established in 1997, Plymouth-based ADPS offers worldwide support as ‘total DP solution providers’ for both companies and personnel.

BIBBY Ship Management deck officer Adán López Santander is pictured above being presented with the Auto Dynamic Positioning Systems (ADPS) annual prize by Virginia Piedra Lara, on behalf of technical director Captain Lee Brown.

Together with the University of Plymouth, the company makes the award each year in recognition of outstanding achievement in marine studies. The 2008 award was made to Mr López Santander, born in Spain but

‘Electric ship’ study A UK company is heading a European Union-funded project to investigate the economic and environmental benefits of the ‘electric ship concept’ for the merchant fleet.

The S23m study into the development of electric systems and propulsion, which got under way last month, involves 30 companies and is being led by the British research group BMT. The Pose2idon project

aims to find ways of overcoming obstacles to the adoption of the electric ship concept in smaller merchant ships — such as the size of generating equipment and propulsion motors.

The research will also examine electric auxiliaries, wireless technology and failsafe power distribution, as well as the application of shore-based electrical supplies and the standardisation of connectors.

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BRITISH shipowners have taken a global lead in calling for the international shipping industry to be covered by an ‘emissions trading’ system to help promote the environmental credentials of the world merchant fleet.

Announcing the ‘bold and farreaching decision’, Chamber of Shipping president Martin Watson said the UK owners will campaign for support for the scheme amongst other shipowner groups, the International Maritime Organisation and flag states.

Emissions trading — which is already operated by a number of polluting industries — aims to set economic incentives to cut greenhouse gas emissions through a permit system. Companies that exceed their emission permit levels have to buy or trade credits from others in the scheme.

Mr Watson said the Chamber had decided to endorse such a scheme for shipping because the ‘do nothing’ approach was not realistic. If owners fail to act, he warned, national or regional governments could come up with more complex and less realistic

rules for shipping emissions.

‘Shipping is the last global industry of any significance to remain outside any framework for the reduction of carbon emissions,’ Mr Watson pointed out.

The challenge that faces the industry and legislators is that there is no effective way to include shipping in a national carbon emissions reduction process because of the difficulties in regulating a globalised industry, he explained.

‘The UK Chamber believes that, as a modern and socially and environmentally responsible sector, the shipping industry should do all it can to help nation states agree upon the best method of carbon reduction for the sector,’ he added.

Although shipping is the most energy-efficient way of transporting large amounts of freight — with the ‘carbon cost’ of carrying a ton of freight by ship some 10 times less than by road and 100 times less than by air — Mr Watson said the owners recognise the need for the industry to be brought within a global legislative framework for emissions control.

Shipping’s carbon emissions add up to some 2.7% of the worldwide total, and Mr Watson said careful action is needed to try to limit those emissions without accidentally causing freight to be shifted from ships to other, less carbon-friendly, forms of transport.

Director-general Mark Brownrigg said the Chamber had mounted an in-depth study of the options, and had concluded that a global and open emissions trading scheme would be the most effective way of ensuring that the industry controls its carbon output. Such a scheme would enable ship operators to decide whether to invest in emissions-reducing technology and research or to change their operating practices to qualify for carbon credits, he added.

The Chamber stressed that shipping has already made significant improvements in fuel efficiency, with modern containerships emitting about a quarter of the CO2 that their predecessors did in the 1970s, while carrying up to 10 times as many containers.

The Chamber said it supported

the IMO initiative to create a new design index to encourage technical innovation for new ships and an operational index to encourage fuel efficiency measures on existing tonnage. ‘However, scope for improvement in these areas is limited,’ it added. ‘The high carbon efficiency of this mature industry means further operational and technical improvements are unlikely to be able to keep pace with reductions expected from other sectors.’

The UK owners want to see the International Chamber of Shipping taking ‘a robust and convincing position’ in support of emissions trading during negotiations ahead of the global climate change conference in Copenhagen in December 2009.

Peter Lockley, head of transport policy at environmental group WWF-UK, said he backed the UK Chamber’s proposals. ‘If designed well, the scheme would put a price on maritime carbon emissions, speeding up the drive for cleaner ships and helping to pay for low-carbon development in poorer countries,’ he added.

Princess plugs in to shore power to cut pollution in Vancouver visits PRINCESS Cruises is bolstering its commitment to reduce polluting emissions this year by announcing that its ships will turn off their engines when calling at the port of Vancouver.

Four of the company’s ships will instead switch to clean hydroelectric power supplied from ashore, pictured right, when stopping off at the port during this summer’s Alaska cruise season.

The new hydroelectric shore power installation is the first use of this technology in Canada and comes about through a partnership with several Canadian project partners and sister company Holland America Line.

Princess will use hydroelectric power from the Vancouver city grid to run all onboard services for Coral Princess, Diamond Princess, Island Princess and Sapphire Princess when they dock at the port’s Canada Place terminal during day-long turnaround calls.

Princess says some 1,260 tons of fuel will be

saved as a result of the move to shore power for the 36 Vancouver port calls scheduled over the summer season.

Charlie Ball, president of Princess Tours, said: ‘We know that local air quality issues are important to the community and we applaud all who have been involved in this important environmental initiative.’

The Vancouver ‘cold ironing’ scheme extends Princess Cruises’ shore power programme, which began in Juneau, Alaska, in 2001 and expanded to Seattle in 2005. Other ports in line include Los Angeles and San Francisco. In all, Princess has now installed connection cabinets that enable the shore power link-up on nine ships in its fleet.

On a long-term basis, the Vancouver port authorities hope that the adoption of the scheme by all visiting cruiseships will reduce annual greenhouse gas emissions by 8,800 tonnes a year, equivalent to taking 1,600 cars off the road.

FEBRUARY 2009● ✪ Nautilus UK Telegraph● ✪ 11

‘RECESSION RISK TO SAFETY AT SEA’ THE GLOBAL economic crisis could undermine the efforts made to improve maritime safety in recent years, a top shipowner warned last month.

Peter Cremers, chairman of the Anglo-Eastern group, said accident rates had fallen as a result of a sustained drive to

EU PLANS POLAR RESEARCH SHIP

improve operational and training standards between 1990 and 2005.

But, he warned, the collapse in shipping markets had left owners with no money to pay the rapdily increasing costs of crew training and vessel maintenance.

He said it was ‘a major worry’ whether the industry would have the maturity to maintain its commitment to quality at a time when its income was being slashed.

PICTURED left is the Aurora Borealis — a proposed new European polar research vessel developed by Wärtsilä and The Alfred Wegener Institute for Polar and Marine Research.

Designed under a European Union-funded project, the multipurpose icebreaker, deep-sea

drilling, and research ship is intended to provide year-round research capabilities in polar sea conditions, with drilling and dynamic positioning features that will assist studies into climate change and the environment.

If approved, the M650m vessel could be brought into service as soon as 2014 — becoming, it is claimed, the world’s most sophisticated research vessel.

news

HOODIES ARE A WINNER FOR TYNESIDE TRAINEES TRAINEES at South Tyneside College have won a ‘Dragons’ Den’-style enterprise competition with a plan to sell branded ‘hoodies’ to marine students.

The winning entry, from a group of HND marine students, secured a £1,000 prize and generated sufficient advance orders to enable production of the hoodies — which bear both the Merchant Navy and the college logos — to begin.

The hoodies will be sold at a healthy 47% profit per unit, and proceeds will be split between the purchase of additional student resources — such as books — and charity.

Dozens of students entered the competition, which was judged by a panel including Captain

Ian McNaught — pictured right with some of the trainees — the last master of the QE2, who was a deck cadet at the college more than 30 years ago.

Event organiser, marine lecturer Jerry Gilmour said: ‘This competition was a great way to get our students thinking about enterprise and making them work together as a team to see a project through to its conclusion.

‘All the judges were very impressed with our students’ performance. But I think having sales already in the bag really swung the judges’ decision in favour of the HND group.’

Ticket sales from the event of over £100 were donated to disability charity, Scope.

warned CONCERN RAISED OVER Owners on insurance IMPACT OF ISM CODE New course aims to help ‘designated persons’ deliver standards THE INTERNATIONAL Safety Management Code has failed to drive up standards on a uniform global basis, a top International Maritime Organisation official admitted last month.

Ashok Mahapatra, head of the IMO’s training and human element section, said that while the Code is a key element in global safety standards, there are concerns that it is not being uniformly implemented around the world.

He said an IMO impact study had shown that some companies ‘were not doing it in the spirit that it was supposed to be done’.

Mr Mahapatra was speaking at the launch of a course that seeks to improve compliance with the Code.

The six-module CD ROM Designated Person Basic ISM Training Course package, produced by the training software firm Videotel, in association with the World Maritime University (WMU), aims to provide essential support to officers or shore staff seeking to become ISM ‘designated persons’ (DPs) or to those already in the job.

Mr Mahapatra said training for DPs would help to improve the links between ship and shore, and assist with more effective enforcement of the Code.

WMU acting president Roger Jones said there are industry concerns that safety management systems may be flawed because many DPs have not received relevant

training in management systems — and safety management in particular.

‘This course provides the DP, and indeed anyone aspiring to the role of DP, with a firm grounding in the skills needed for this demanding role,’ he added.

Videotal vice-president Captain Milind Karkhanis — himself an experienced DP for eight years — said DPs play a major part in delivering a shipping company’s safety management system.

‘It is the DP’s responsibility to create the proper mindset, attitudes and behaviour of a company’s employees working ashore in support of vessel operations,’ he explained.

‘It is also the DP’s responsibility

to support and promote a positive attitude to safety and environmental protection by those working on ships. The DP is a key link in the safety chain.’

The course — which requires around 25 hours of study — sets out the legal framework covering the role and responsibilities of the DP and explains how the DP fits into a SMS. It also provides tools for addressing risk assessment and risk management, and shows how document management and the audit process serve as the keys to effective safety management. It also underlines the need for effective communications within the shipping company.

Experts question its effectiveness FRESH doubts over the effectiveness of the International Safety Management Code have been raised by some leading shipping safety experts.

Writing in the American P&I Club magazine, Currents, Michael Molloy, ISM and ISPS Code manager at Lloyd’s Register, warned last month that the ISM implementation process began badly and is still struggling a decade on.

But, he argued, it can be made better. ‘Many elements need to be brought together, in a systematic way, before the building is complete.

Endlessly chipping away at the cornerstone will not get the job done.’

Captain Richard Gayton, principal surveyor of the American Club managers, said there is evidence that the code has failed to promote a global safety culture.

‘Club surveyors and port state control inspectors continue to find widespread indicators that the various safety management systems are not functioning correctly, or indeed at all in some cases,’ he added.

Many owners are struggling to comply with

the code because of an inadequately functioning SMS, whilst some owners seemed to want a Document of Compliance without putting any systems in place.

‘It is also evident that many SMSs are simply bought off the shelf and as such are generic and normally voluminous in order to cover various vessel types and scenarios,’ Capt Gayton said. ‘A shipowner who places this type of SMS onboard, simply because it is a regulatory requirement, will probably have a weak safety culture.’

SHIPOWNERS have been warned against taking ‘foolhardy’ cost-cutting measures by failing to insure their vessels adequately.

More and more owners may be tempted to take such measures in response to growing financial pressures, Barry Hughes, finance director at Bibby Ship Management, warned last month.

‘While vessel operating costs continue to rise at an alarming rate, particularly in respect of crew wages, we are also seeing declining charter rates in many sectors, and consequently vessel owners are being forced to review their financial planning,’ he said.

Insurance costs are rising rapidly, Mr Hughes pointed out, most notably P&I premiums following substantial increases in claims costs for all the major

clubs. But, he stressed, owners should resist the temptation to adopt ‘potentially disastrous’ short-term measures to cut their baseline.

‘Whilst there may be potential for some premium savings to be made by either reducing the levels of cover, such as hull and machinery (provided this is permitted by any mortgage holder), or increasing deductibles, anything beyond that would be a false economy,’ he added.

Mr Hughes said owners should always ensure that they have adequate insurance cover in place to protect their vessels, their crew and third parties — ‘as the potential financial consequences of not carrying sufficient insurance protection massively outweigh the cost of any premium savings to be made’.

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12● ✪ Nautilus UK Telegraph● ✪ FEBRUARY 2009

EU FUNDS RESEARCH ON PROJECT TO REDUCE THE RISKS OF GROUNDINGS WORK has begun on an EU-backed project to develop a technique that seeks to reduce the chances of abandoned vessels grounding and causing pollution The ‘Shiparrestor’ project to develop a helicopter-applied tool for attaching a towline to drifting ships — pictured left — is

being progressed under a two-year contract by a consortium of eight European organisations, including the UK’s Ship Stability Research Centre.

The Norwegian company Miko Marine, patent holder for the Shiparrestor principle, says the system is designed to enable a search and rescue helicopter to deploy a tow line round the winch gear of a disabled vessel’s foredeck. The helicopter then lays the line upwind and releases it attached to a sea anchor.

The effect upon the ship will be almost immediate, so that it is turned into the wind

— reducing roll and associated wave impact forces, and cutting its drift speed by up to 50%, Miko Marine claims.

This, it says, could be a vital factor in the ship’s survival — creating more time for rescue tugs to arrive to avert a grounding by picking up the sea anchor.

‘Although the concept is known to work in principle, there are numerous technical and logistical issues to be resolved,’ Miko Marine points out. It is hoped that the research will also enable the design of sea anchors that can be permanently carried aboard ships for emergency use.

health and safety

Union wants defibrillators on more ships NAUTILUS has welcomed the news that the manufacturer Martek Marine has sold 230 of its life-saving defibrillators over the past six months.

And the Union is urging more companies to fit the equipment — which helps restore a normal rhythm to an erratic heartbeat caused by a Sudden Cardiac Arrest (SCA) — on their vessels.

The Maritime & Coastguard Agency has issued guidance recommending that vessels undertake a risk assessment in order to determine whether defibrillators should be carried onboard as part of emergency equipment.

But the Union argues that carriage of defibrillators should be compulsory. ‘It is good to know that some companies are investing in this equipment and we believe it is essential that other operators follow suit by providing defibrillators onboard their ships. It can make the difference between life or death,’ said senior national secretary Allan Graveson.

It is estimated that 70% of the 3m people who die each year as a result of SCA could be saved if they received treatment via a defibrillator inside three minutes.

‘Due to the remote location and the inability of the emergency services to reach

victims in time, a defibrillator has become an essential piece of equipment for all ships,’ said Andy Carter, Martek Marine product manager.

Launched last year, the company’s Lifeforce AED is the only defibrillator typeapproved for the marine industry, and is specifically designed for use onboard ships.

One satisfied customer is Maestro Ship Management. ‘We look upon the provision of a defibrillator unit to each of the vessels within the fleet as sensible and proactive good management that additionally provides the crew with a real means to make a difference,’ said MD Tony Loizou.

SAFETY STUDY SAYS CONTAINERS SHOULD BE WEIGHED BY PORTS Industry working group produces ‘best practice’ guidelines in a bid to improve liner trade safety ALL CONTAINERS should be weighed in port before being loaded onto ships, according to a safety guide produced by an international industry working group.

Tackling the problems of misdeclared container weights and contents would curb many of the causes of accidents within the sector, say the International Chamber of Shipping (ICS) and the World Shipping Council (WSC).

An expert working group established by the two organisations has produced the best practice guidelines on the safe transport of containers by sea in

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an effort to reduce the risks facing containerships, their crews, and all personnel involved with containers throughout the transport chain.

The guidance was developed in response to such incidents as the collapse of a stack of boxes onboard the UK-flagged vessel Annabella in 2007 and the loss of the MSC Napoli, where investigators found that around one-fifth of the containers onboard had been badly packed, inaccurately labelled or the wrong weight.

ICS marine director Peter Hinchliffe said the owners want to take a proactive approach to the problems. Although the primary responsibility for the safe transport of containers rests with vessel operators, he stressed the need for the many other parties in the transport chain to follow safe practices.

‘The safety record of the containership industry is impressive and has progressively improved during the last 20 years,’ Mr Hincliffe added. ‘But when incidents still occur, the root cause normally involves a failure to comply with existing international rules, or else results from a failure to follow established procedures which this new guide seeks to reiterate in a readily digestible form.’

The ICS/WSC publication provides sector-specific guidelines for all players with important responsibilities, including those booking and assigning cargoes, making arrangements for stowage planning, as well as shippers, freight forwarders, ports and terminal operators.

Particular emphasis is placed

CLUB WARNS OF CHEMICALS MISLABELLING

Twin island design for giant boxship PICTURED above is the 13,800TEU newbuilding MSC Daniela — the biggest ship in the Mediterranean Shipping Company’s fleet and the largest containership ever classed by Germanischer Lloyd.

Built at the Samsung Heavy Industry shipyard in Geoje, Korea, the 151,559gt Panama-flagged vessel is the first in a series of eight and incorporates a number of special safety-related features.

To meet SOLAS requirements for bridge visibility, the MSC Daniela’s design is based on a ‘twin island’ configuration, involving the separation of deckhouse and engineroom.

on the responsibilities of those involved with the correct packing, labelling and weighing of cargoes when they are stuffed into containers, and the accurate declaration of the goods by cargo interests.

The guidelines also address the safe handling and stowage of con-

Placing the accommodation and bridge in the forward part of the ship increases container capacity by allowing higher stack heights aft of the deckhouse.

GL says the design also enables the vessel to use less ballast water and ensures that international regulations on the protection of fuel tanks are met by being located in the protected area below the deckhouse.

The classification society said the design and construction of the 366m loa vessel results in reduced bending and increased hull stiffness, with the use of high tensile steels enabling plate thickness to be reduced.

tainers when they are received by a port facility and are loaded onboard a ship. They also cover the maintenance and inspection of the containers themselves.

WSC senior vice-president Lars Kjaer stressed: ‘It is particularly important for shippers to understand the extreme forces to

which containerships are exposed at sea, and the extent to which risks are increased dramatically if a container is stuffed incorrectly.

It is vital for shippers to adhere to weight restrictions and to ensure that cargoes cannot shift within the container. It is also important for them to provide accurate and

MARINE insurers have issued a fresh warning about the growing dangers of misdeclared chemical cargoes.

The alert from the London P&I Club follows a fire onboard one of its members’ ships which originated in a calcium hypochlorite cargo that had been described as calcium chloride in order to circumvent the carrier’s prohibition of carriage.

The rules governing the carriage of calcium hypochlorite were tightened by the IMO following a series of incidents in the 1990s in which the chemical exploded in containers after becoming too hot.

‘Given the nature of modern transport logistics, there is a strong likelihood of further such misdescriptions occurring, either intentionally or inadvertently,’ the London Club warned, ‘particularly since international rules to ensure the safe transportation of chemicals are not applied universally.’ timely documentation and to properly label dangerous cargo.’

Mr Kjaer said the guidelines also call for container weights to be verified by marine terminal operators before vessel loading.

‘By knowing accurate container weight, vessel and cargo safety is greatly enhanced,’ he added.

FEBRUARY 2009â—? âœŞ Nautilus UK Telegraphâ—? âœŞ 13

EURONAV VLCC IS IACS CSR ‘FIRST’ PICTURED right is the 318,000dwt Olympia — the first VLCC built to IACS Common Structural Rules (CSR) by Hyundai Heavy Industries in Korea.

Owned by the Belgian company Euronav, the Frenchflagged, UK-managed vessel is

IMO TO REQUIRE BRIDGE ALARMS

the first of two sisterships built in line with CSR requirements for stricter structural strength, corrosion, watertight integrity and fatigue standards.

Both ships will carry ‘green passports’ containing detailed records of the materials used and installed during the owner’s possession. They also feature a higher standard of bridge layout and visibility, meeting Lloyd’s Register NAV1 notation requirements.

NEW rules requiring the compulsory carriage of bridge navigational watch alarms have been approved by the International Maritime Organisation’s maritime safety committee.

Due to be phased in up to 2014, the regulations will apply

to ships of 150gt and above, as well as to passengerships, and will require an alarm to be fitted that will sound if the bridge OOW fails to re-set it within a certain period as a result of falling asleep or being incapacitated for other reasons.

The proposed rules were tabled by Denmark and the Bahamas in response to a number of incidents in which ships grounded or collided after watchkeepers fell asleep.

health and safety

CONCERN OVER ECDIS TRAINING STANDARDS Officers on grounded Dutch ship had not been trained in using electronic charts ACCIDENT investigators have called for an urgent review of proposed international standards for training in the use of electronic chart display and information systems (ECDIS) following the grounding of a general cargoship in the North Sea last year.

The Marine Accident Investigation Branch (MAIB) found that none of the deck officers onboard the Dutch-flagged CFL Performer had been trained in the use of ECIDS — even though it was the primary means of navigation onboard the paper chart-free ship.

It said the officers were consequently ignorant of many of the system requirements and features and were operating it ‘in a very basic and inherently dangerous manner’.

A report on the incident expresses concern about the ‘disturbing’ and increasing number of similar accidents involving the misuse of electronic chart systems, poor training and the use of inappropriate settings.

The 4,106gt vessel grounded on Haisborough Sand, off the coast of Norfolk, where the charted depth was less than 2m — compared with the vessel’s draft of 5.9m.

Investigations revealed that the chief officer had used the system to amend a passage plan for the vessel — which was sailing from Suriname to Grimsby with a cargo of bauxite — to enable it arrive an hour earlier than the original ETA so as not to miss high tide and delay berthing.

The Dutch-flagged CFL Performer ran aground off the Norfolk coast last year after the chief officer altered the voyage plan to take PICTURE: MAIB the ship through an area with a charted depth of less than 2m — even though its draft was 5.9m The report says the new voyage plan had taken about five minutes to complete. ‘It is clear that this route was not adequately checked for navigational hazards either when planned or when being monitored,’ it states.

Investigators found that neither the Ukrainian chief officer nor the Filipino second officer had been trained in the operation of ECDIS, although they had used systems on other ships. The Ukrainian master had no previous experience or training in ECDIS or any other form of electronic navigation system. ‘None of the officers were

aware of the significance of the safety contour, the safety depth, and the shallow deep contours, and did not know how to establish a watch vector ahead of the vessel, or its significance,’ the report adds. ‘They also did not know how to use the “check page� to ensure that all course lines and associated channel limits were clear of navigational dangers.’ The report warns that ECDIS will soon replace paper charts as the primary means of navigation on most vessels and it notes the ‘compelling’ case for mandatory training requirements. ‘Reliance on the requirements

of flag states, knowledge of paper charts, on-the-job training, and self-tuition are not realistic or sensible options for such a vital piece of navigational equipment,’ it adds.

And, given the marked differences between different systems, it argues that officers require equipment-specific training.

The MAIB also warned that the case shows the danger of watchkeepers placing unquestioning trust in ECDIS displays and failing to monitor the vessel’s position in relation to navigational hazards.

The voyage plan being used at

‘Milestone’ IMO move to mandatory requirements for electronic charts NAUTILUS UK has hailed a ‘milestone’ decision by the International Maritime Organisation to introduce mandatory requirements for electronic charts onboard ships.

Amendments to the SOLAS convention approved by the IMO’s maritime safety committee will see the phasing-in, between 2012 and 2016, of rules requiring the carriage of ECDIS. The new rules were agreed despite strong

opposition from some countries — including Russia, Liberia, the Marshall Islands and Nigeria — who argued that moves to replace paper charts are premature, because barely half of the world’s oceans are covered by electronic charts.

However, representatives from the International Hydrographic Organisation told the IMO committee that, by 2010, ‘appropriate’ ECDIS coverage will extend to some 800 of the world’s major ports — and

the international trade routes between them.

Nautilus senior national secretary Allan Graveson commented: ‘This is a milestone decision. Evidence from research suggests that the proper use of electronic charts can significantly reduce the number of groundings. However, it is important not only to fit this equipment but also to ensure that masters and officers have the necessary training.’

the time of the grounding had been deleted from the system, and the VDR records had not been saved.

The report comments: ‘To enable lessons to be learned from accidents, hazardous incidents and other operational situations, it is important that clear guidance for the reporting of such occurrences and the preservation of evidence — including electronic data from VDRs, ECDIS and other systems, is provided to ships’ crews.’ The report recommends the Maritime & Coastguard Agency to support the ‘expeditious’ adoption of IMO proposals to include ECDIS competences within the STCW Code.

It also warns of the need for an urgent review of the IMO model course syllabus for ECDIS training — which was developed eight years ago — to ensure that it is still ‘fit for purpose’. Successful completion of the course should be determined by examination and practical assessment, it added.

The report also urges shipowners to ensure that all bridge OOWs are familiar with the navigational systems used on their ships, and to encourage the use of both generic and equipment-specific training in ECDIS.

Collision blamed on poor lookouts A FLAG of convenience containership and a trawler collided off the Cornish coast last year even though the crews of both vessels had spotted each other on the radar up to 15 minutes earlier.

One crewman on the UK-registered fishing vessel Nantewas suffered a minor injury after the collision with the 7,660gt Antigua & Barbuda flagged boxship Herm, in good visibility some 10nm off Lizard Point last September.

A preliminary examination by the Marine Accident Investigation Branch found that while the crews on both vessels observed the other on radar between 10 and 15 minutes before the collision, neither continued to monitor the situation. ‘Herm failed to alter course in compliance with the colregs,’ the MAIB pointed out, ‘and Nantewas did not maintain a lookout and was therefore unaware of Herm’s approach, on a collision course.’ In response to the incident, the MAIB wrote to the Herm’s German managers, Unitas, urging them to review the operation of their vessels and their safety management systems. The company was also recommended to ensure that its vessels comply with requirements for forward visibility from the wheelhouse.

The MAIB also urged the Antigua & Barbuda authorities to ensure that SMSs are properly checked by the appointed classification societies.

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14● ✪ Nautilus UK Telegraph● ✪ FEBRUARY 2009

NEW TANKER FOR GULF NAVIGATION PICTURED right is the 45,951dwt chemical tanker Gulf Deffi, the first of three new vessels being delivered to the expanding Dubai-based firm Gulf Navigation Holding this year.

Built at a cost of US$55m at the Hyundai Mipo yard in South

MAERSK PLANS TO CUT 100 JOBS

Korea, the Panama-flagged vessel is the third in a US$185m series of four ordered by the company. The IMO Type II chemical carriers will carry a range of petrochemical products.

GulfNav — which owns 19 tankers and charters a number of VLCCs, chemical and product tankers — predicts further expansion as a result of steady growth in the chemical tanker sector.

AP MOLLER-Maersk has begun consultations with unions on plans to cut 100 jobs at its Copenhagen headquarters.

The company says the move to reduce head office staffing from 830 to 730 and reorganise into two separate units — group governance and services — will

improve efficiency, clarify responsibilities and eliminate job duplication.

The new cuts follow a series of cost-cutting measures over the past year, including a 12% global reduction in shore staff and the replacement of Danish crew on some Danish-flagged ships with cheaper foreign seafarers.

Chief executive Nils Andersen described the cuts as ‘regrettable’ but necessary as a result of ‘pressure on our business units’.

international news

Airbus arrival

briefly...

AIRBUS has taken delivery of a second dedicated vessel to carry the huge components of its A380 super jumbo jet between Hamburg, Cadiz, Mostyn, Sainte Nazaire and Bordeaux.

Built in Singapore, the City of Hamburg flies the French flag and joins the larger 21,528gt Ville de Bordeaux, left, which was delivered in 2004. A third ship in the series is currently under construction at the ST Marine shipyard in Singapore and will join the fleet later this year.

Fret Cetam SAS — the joint venture between Höegh Autoliners and Louis Dreyfus Armateurs, which controls the City of Hamburg — will charter the 10,893gt vessel to Airbus for 20 years.

PICTURE: ERIC HOURI

Nice link: Italy’s Moby Lines has applied to the Corsican maritime authority to operate a route between Nice and Bastia with a ferry with capacity for 1,800 passengers, 300 cars and 200 larger vehicles. If accepted, Nice would be Moby Lines’s first French port. Its 23 ferries currently sail from the Italian mainland to Sardinia and Corsica.

Marshall move: the Marshall Islands ship register is reporting a huge increase in the number of vessels registered from South Korea and Japan after the establishment of offices in the two countries. Japanese owners have indicated they will register over 100 ships of 1.5m dwt and Korean owners 50 vessels of 1.5m dwt in the next three years.

Ferry grounds: more than 150 passengers had to be evacuated from a Norwegian ferry that ran aground whilst attempting to dock in strong winds in the port of Trondheim. Four crew and 153 passengers were evacuated from the 11,205gt Hurtigruten vessel Richard With when it began taking on water after hitting rocks.

Sickness cut: the Swedish officers’ union SBF has criticised government plans to cut sick pay for seafarers. Ministers have suggested bringing sick pay for seafarers into line with shorebased workers, but the union has warned that life at sea is getting tougher and cuts will make the job less attractive.

Piracy talks: Norway’s foreign minister Jonas Gahr Støre has met the country’s shipowners and maritime unions to discuss the threat of piracy. He said Norway is considering whether to send a naval vessel to the waters off Somalia, but rejected calls for merchant ships to be armed.

Greek slump: Greek owners are feeling the pinch of the global

financial crisis, and in the fourth quarter of 2008 reported their lowest quarterly level of shipbuilding orders for eight years— with just one bulk carrier ordered in the last three months of the year.

Corsican challenge: Corsica Ferries is challenging SNCM’s historic lead as the port of Marseilles’ leading operator, with a 7.5% increase in passenger numbers to the island last year.

SWEDISH OFFICERS RAISE ALARM OVER BALTIC SAR Union warns after official report on Finnbirch loss rescue ✪ by ANDREW DRAPER THE SWEDISH officers’ union SBF has expressed concern about the capabilities of the country’s rescue service in the Baltic following the publication of an official report on the sinking of the ro-ro Finnbirch.

Two seafarers died and 12 were rescued when trailers on the Swedish-flagged vessel shifted and it developed a list and overturned in a violent storm off the east coast of Sweden in November 2006.

Extreme winds, heavy snow

and waves reaching a height of 4.5m hampered rescue efforts and prevented two rescue boats from reaching the scene.

The adverse conditions also made it too dangerous to lower a helicopter crew onto the violently pitching hull, where the crew had taken refuge.

The 15,000gt ship — which was carrying trailers between Finland and Denmark — sank four hours after overturning.

Thirteen of the Swedish and Filipino crew were eventually air-

AFRICA IN THE SPOTLIGHT

Union concern at SeaFrance state

lifted to safety after jumping into the sea. One died later in hospital, and another was found dead in the sea.

The union’s executive says the official report into the tragedy pinpoints serious weaknesses in the rescue service since responsibility was taken from the military and handed to a civilian-run service.

‘An important question that must now be asked is “what rescue capacity is there should a more extensive catastrophe such as the Estonia happen again”?’ it asked.

SBF praised the rescue teams’ efforts but noted the first helicopter pilot dispatched to the accident was inexperienced in flying low and at night.

The helicopter now used, a Sikorsky, has smaller passenger capacity and cannot de-ice the rotor blades. ‘The weakening and poorer training and experience of crews have resulted in a seriously weaker rescue capacity,’ the union claimed — something that must be addressed before a fresh catastrophe occurs.

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A MAJOR conference considering a wide range of issues affecting African seafarers is set to take place in Ghana in March.

The Second African Manning and Training Conference will be held at the La Palm Royal Beach Hotel, in Accra on 10-11.

Some 22 papers are to be delivered at the meeting by international industry experts, with agenda topics including: African seafarers as a source of crew supply to the global shipping industry; international training standards; certificate fraud; safety in the offshore sector; and piracy and armed attacks in African waters.

A LEADING French seafarers’ union has expressed concern over the state of the cross-Channel operator SeaFrance.

According the CFDT union, the company is in severe financial straits and in its worst position since it was made an autonomous subsidiary of French rail (SNCF) in 1990.

The union says the main cause of the problem goes back to unsatisfactory purchase contract terms for the ferry SeaFrance Rodin, which hit the company hard in 2007. This was compounded by delays in the delivery of the

SeaFrance Molière last year and inadequate sale conditions for two other ferries, the Manet and the Renoir.

The fall in the value of the pound is not helping the operator’s finance, the union said, but it had been helped in part by higher traffic volumes following the fire in the Channel tunnel and the bankruptcy of SpeedFerries.

The CFDT believes the company is no longer losing money, but warns that both freight and passenger levels are falling with Channel traffic feeling the effects of the recession.

PAYING UP FOR PIRACY FEARS THE DANISH navigators’ union has helped a member who decided to travel home rather than sail through the piracyprone Gulf of Aden.

Poul Erik Larsen signed off his ship before an agreement came into force giving seafarers the right not to serve in the highrisk area.

As a result, he was landed with the costs of paying his own fare home — and that of his replacement — which totalled some £1,000.

Because there was little prospect of winning the case, the union decided to pay half the costs, with the Danish owners’ association paying the rest.

FEBRUARY 2009● ✪ Nautilus UK Telegraph● ✪ 15

MSC GIANT WILL OPERATE IN MED PICTURED right leaving the STX Europe shipyard in Saint Nazaire, France, is the MSC Fantasia — at 138,000gt the biggest cruiseship ever commissioned by a European owner.

Christened in Naples by the actress Sophia Loren, the 333m

OSG TANKER GOES TO THE RESCUE

loa vessel has been deployed on year-round Mediterranean cruises. It has a 23-knot service speed and carries up to 3,959 passengers and 1,325 crew members.

Described by owners MSC Crociere ‘the most beautiful ship in the world’, MSC Fantasia incorporates a number of ‘green’ features, including recycling of grey and black water and energy-saving systems for electricity and air conditioning.

THE OSG tanker Overseas Primar last month saved more than 160 illegal immigrants after their boat began sinking in a Mediterranean storm.

The 39,538dwt Marshall Islands-flagged vessel — which was en route to Nigeria with a gasoline cargo — was one of

three merchant ships that went to their rescue in force 8 winds after receiving a distress call.

The Overseas Primar rescued a total of 162 migrants from the stricken boat, some 60 miles south of Malta.

Its master expressed concern about the health and safety of the ship’s crew when bad weather caused delays in discharging the migrants — including an eight months’ pregnant woman — in the port of Valetta.

international news

POLLUTION COURTS HAND OUT BIG FINES Seafarers and owners fall foul of French and US crackdowns A SOUTH Korean shipmaster has been sentenced by a US court to two months of home detention and two years of probation for his role in dumping oil-contaminated waste and plastic in the Pacific Ocean.

Prosecutors had called for Captain Hae Wan Yang to be jailed — claiming that such dumping had reached ‘epidemic proportions’. District Judge Benjamin Settle told the master that he would have been sent to prison had he not been suffering from a life-threatening health condition.

Capt Yang — who had been detained in the US since August last year — was charged with knowingly failing to keep an accurate garbage record book whilst in command of the Korean-owned bulker Pan Voyager, right.

Prosecutors said the master and other senior officers had ordered crew members to dump six 55-gallon drums, 30 plasticlined rice sacks and 200 garbage sacks containing grain that was contaminated with fuel oil after a leak during a voyage from Korea to Longview, Washington, last July.

An investigation was launched after two ‘whistleblowing’ crew members told US authorities about the incident, and in a separate hearing the ship’s owner, STX Pan Ocean, was fined US$500,000 and ordered to pay a further $250,000 for environmental work in Puget Sound.

Assistant US Attorney Jim Oesterle told the court that the

plastic materials dumped at sea from the ship will persist in the marine environment for 450 years. He urged the court to impose prison time — to send a message that dumping waste at sea will not be tolerated. ✪A Greek ship management company has been fined US$1.3m after pleading guilty to conspiring with the crew of a bulk carrier to falsify the oily waste records.

And US prosecutors have warned that the Filipino master and chief engineer of the vessel could face up to 11 years in prison on charges arising from the case.

The prosecution was brought after the US Coast Guard found evidence that the pollution pre-

vention equipment onboard the 14,600–dwt bulker Quantum was not working properly during an inspection in the port of Philadelphia last July.

They concluded that the ship had discharged oily waste directly overboard since May at least, and that the record books had been falsified over this period.

Federal prosecutors said the crew had also obstructed the inspection of the ship by installing a false hose in the ballast tank sounding tube that was closed at one end and filled with sea water to make it appear that the ballast tank contained clean water when, in fact, it was contaminated with fuel oil.

A UK company has fallen foul of the continuing tough anti-pollution campaign being waged through the French courts.

The maritime court in Brest has ordered Star Reefers UK to pay a S350,000 (£315,000) fine following an incident involving the 10,629gt Liberian-flagged Ecuador Star in March last year.

The vessel was spotted at the head of a 24km-long slick off the Brittany coast, and the court heard that the master had admitted having made a number of errors in the course of a fuelpumping operation DFDS Lisco, the former owner of the 3,097gt Lithuaniaflagged cargoship Vytautas, was fined S700,000 after being caught by the French coastguard trailing a 37km-long slick of discoloured water in the Channel in June 2007.

The penalty was higher than the S650,000 demanded by the public prosecutor at the preliminary hearing in November, with the court ruling that a S22,634 fine imposed by a Lithuanian court last April was too low.

DFDS Lisco has since sold the Vytautas, and says it plans to appeal the French fine — arguing that the case has already been dealt with by a court in the ship’s flag state, Lithuania.

The company claims the spill was accidental and small, and was the result of an oily water separator failure.

California seeks Crew stranded on spill damages FoC ship in France THE US state of California has filed a series of lawsuits in a bid to recover costs and damages resulting from an oil spill when the containership Cosco Busan struck the San Francisco Bay Bridge in 2007.

The writ filed by the state authorities seeks to recover the unstated cost of cleaning up a 200-tonne bunker spill after the ship was holed when it struck the bridge in thick fog.

It names a number of defendants — including Regal Stone, the Hong Kong-based owner of the vessel, as well as the managers, Fleet Management, and the local pilot, John Cota. Fleet Management and the pilot already face criminal charges.

Announcing the move, California’s attorney general Jerry Brown commented: ‘This was a preventable accident that had tragic consequences.’

FRENCH unions and maritime welfare organisations are supporting 10 seafarers abandoned on a flag of convenience cargoship in the port of Saint Malo.

The eight Russians and two Ukrainians onboard the 1,853gt Yeya 1 have been marooned in the port for two months without pay or money after their company failed to pay S80,000 for compulsory repairs following delivery of its cargo of soya.

The 21-year-old vessel is owned by the Ukrainian firm Yeya Shipping and regularly operates a route between several French, Dutch and British ports.

The ship was forced into the Brittany port on 20 November after suffering engine trouble and was ordered to remain at anchor when maritime safety inspectors found other serious faults. Repair work was suspended when the owner failed to pay the bill.

briefly...

Suez freeze: following a fall in the number of ships passing through the waterway, the Suez Canal Authority has announced an indefinite freeze on transit fees. Officials blame the traffic slump on the global economic downturn and the threat of piracy off Somalia. The authority forecasts a 7% fall in traffic this year and has hinted that tolls may be reduced.

Boulogne builds: the French port of Boulogne-sur-Mer says

its new logistic cross-Channel facility is due to come into service in June — in time for LD Lines’s new service to Dover.

The facility, known as Hub-Port, is being built on behalf of the Boulogne Chamber of Commerce, the port’s owner, by Netherlands based Ravestein.

Chinese slump: China’s shipbuilding authority has forecasted

a 60% fall in orders this year from the 150m tonnes the country’s yards recorded in 2008. Recovery is expected to start modestly in 2011, but China does not expect to reach the 100m tonnes mark again until 2012.

Brittany fear: the French operator Brittany Ferries is concerned that the falling value of the pound against the euro could result in ‘serious consequences’ for its western Channel services if it continues into the peak season, with some 80% of its bookings made in Britain.

Singapore top: Singapore has held on to its title of world’s top

container port with a 7.1% growth in volumes during 2008.

The port handled a total of 29.9m TEU last year — putting it just ahead of Shanghai, which handled some 28m TEU. RIF additions: Euronav Ship management, the French subsidiary of Antwerp-based Euronav, has added two new VLCCs to its fleet of vessels operating on the French RIF international register.

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16 ✪● Nautilus UK Telegraph● ✪ FEBRUARY 2009

Have your say: online Last month’s poll asked: Do you think the International Ship & Port Facilities Security Code should be overhauled in the light of the spate of armed attacks by pirates off the coast of Somalia?

As the Telegraph went to press, the th poll showed a big majority in favour.

This month, we want your fa views on criminalisation — vi

65.5% Yes 34.5% No

Do cases such as the jailing of D tthe h ‘Hebei Two’ cause you to q u question your future at sea?

Vote now, on www.nautilusuk.org

What is the status the MN Service Medal?

I HAVE recently received a copy of Full Ahead, the journal of the Merchant Navy Association.

On the back page is an advertisement for the Merchant Naval Service Medal, apparently available to ‘all former and presently serving merchant service personnel’. The advertisement implies that KGFS and the MNA will be beneficiaries of the medal, with £22,000 received to date.

I wonder as to the legitimacy of wearing this medal on one’s uniform, as it does not seem to be issued under any particular governmental or other authority, as almost all other awards are.

Could you advise me (and other members) please?

Capt MIKE BECHLEY mem no 091014 Deputy general secretary Peter McEwen comments: This medal is not official in the sense of being issued by the government, but is an informal means of recognising service in the industry. Individuals will need to judge for themselves to purchase or not.

What’s on your mind?

Tell your colleagues in Nautilus UK — and the wider world of shipping — through a letter to the Telegraph.

Keep to a limit of 300 words if you can — though longer contributions will be considered. ✪ You may use a pen name or just your membership number if you don’t want to be identified — say so in an accompanying note — but you must let the Telegraph have your name, address and membership number. ✪ Send your letter to the editor, Telegraph, Nautilus UK, 750-760 High Road, Leytonstone, London E11 3BB, or use head office fax 020 8530 1015, or email telegraph@nautilusuk.org

Safety slip-up marred an excellent TV show I HAVE been in a marine shorebased position for three years now, having left the sea with a master’s certificate, and achieved almost everything I set out to achieve. My decision centred on a desire to spend more time with my family, as well as a reluctance to move from the ‘six weeks-on/ six weeks off’ position I was currently enjoying, to a return to four months deepsea.

Working as a terminal supervisor (loading master), I board a number of different vessels, and have not craved a return to the sea. I occasionally board ships from my previous company, and do take pleasure in noting the greatly superior perks they are now able to enjoy, including internet access, and shorter trip lengths.

The ITV show ‘The Merchant Navy’ makes compelling viewing for a not-so-old seafarer; bringing back a lot of good and bad memories, and for the first time since my departure from sea, I can honestly feel pangs of a return.

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One thing I have always remained proud of was the feeling that I worked for a very safety conscious company. In particular, on the vessel I served back-toback, for the latter part of my seagoing career, I was fortunate enough to sail with like-minded senior officers who realised the need for risk assessment prior to the commencement of each task.

People in an offshore environment will understand, since the tragedy that was the Piper Alpha incident, the importance of a robust control of work process, safety management system, and fundamentals of risk assessment in the workplace. This, I have always thought, was a slow process to build in the shipping industry, but one we were coming to terms with.

At no slur to the hard-working engineers onboard ship, it was always the E/R staff that lagged in the basics of what could be perceived ‘safe working’. While the deck department formed the

habit of working under a permit to work system, and the simple task of donning the correct and appropriate PPE, the engineers were reluctant to wear gloves, hard hats, or even have their sleeves rolled down. Work tasks discussed at the morning meeting were similarly placed down to ‘routine maintenance’. On further probing, this could mean something far more elaborate in real terms, with a task involving the use of lifting equipment, an element of manual handling, breaking containment or working with oils to name but a few simple tasks which would require the necessary mitigations controlled under a PTW. In hindsight, the senior officers onboard my last vessel, including the CE and 2E, were actually quicker in establishing these fundamentals than I first realised. Watching ‘The Merchant Navy’ footage of life onboard a vessel from possibly the world’s largest shipping company has left a slight feeling of embarrassment

AIS upgrade could help to combat pirate risks HAVING read of the appalling number of acts of piracy, I thought that I should raise my voice again about methods to discourage the pirates.

I have for several years suggested to my company (BPMS) and, through them, the IMO that the methods of raising the alarm using the alarm button on the ship (DSAS) and all radio means are effective — but by the time they are acted upon some considerable time has passed and the pirates are long gone and/ or the damage has been done.

My suggestion has been a fairly simple software upgrade of the AIS system, whereby an alarm raised using this equipment could achieve three

things immediately: ✪ alert all other ships in the vicinity of a pirate attack so that they could avoid the same fate or perhaps come to offer assistance. ✪ alert any patrol vessels of the attack so that they could render immediate assistance. ✪ alert the pirates, if they have AIS capability, that they have been spotted and perhaps force them to break off the attack if they thought that assistance would soon arrive.

It may not be much, but it could help boost confidence that assistance could be on its way quickly and thus boost morale amongst the shipboard personnel. mem no 181701

and frustration at the lack of progress.

An episode featured the E/R staff ‘pulling a cylinder head’ with the use of an overhead crane.

At the risk of appearing slightly anal, where were the hard hats?

No gloves, sleeves rolled up, and working perilously close to a heavy block at head height.

In a world where, to some, we have gone crazy on the safety front, can anyone possibly argue for not adhering to these simple conditions? At the very least, at first glance, it is not a great advert for safety standards as a whole.

I remember standing orders from one particular master I sailed with, who was insistent on the basic needs of ‘housekeeping’ and ‘PPE standards’. His comment was always ‘Remember — first impressions do count’.

He was not wrong, as first impressions in this case have soured what is, on the whole, an excellent and memory-evoking reality TV programme. mem no 180282

SED DEBATE The debate over seafarers’ tax shows no sign of abating — more letters on page 18

A model of the original Dreadnought, displayed at St Thomas’ hospital

How Dreadnought delivered for me WITH reference to the feature on Dreadnought maritime services (December issue), I would like to endorse everything that was written in the Telegraph.

The Dreadnought service has delivered for me from the moment I first made contact five years ago on my local GP’s advice. They could not have been more helpful in sorting out my accommodation at Guys Hospital for my first and subsequent visits, as I have had both hip replacements there.

The nursing care at Guys was outstanding and I was amazed to be asked if I was related to Bishop Cockin — apparently a force to be reckoned with in Africa. The same cleaning teams were on the wards 11 months later when I had my second operation and some of the

student nurses had graduated.

It is nice to see a familiar smile when you are far from home.

I remember the Dreadnought Seamen’s hospital from 1961 and the compulsory two weeks R and R at the Angus Convalescent Home, Cudham, Kent, to make sure you did not tear your hernia repair as foolish seafarers were apt to do.

I met my wife, to be, there on August Bank Holiday and as we are still together that’s no bad thing.

I have even been back to my old ward on an escorted tour of the building which is now part of the University of Greenwich, and rather took over the proceedings — as us old salts do.

DAVID COCKIN Retired member

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Seafarers.indd 1 Seafarers 7 x 3.indd 1

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FEBRUARY 2009 ✪● Nautilus UK Telegraph● ✪ 17

Definition of a meeting wanted MANY years ago, I can remember reading in the letters section of the Telegraph of a description/definition of a meeting. I do believe it was written by a chief engineer.

If anyone remembers the piece, would it be possible to obtain a copy?

G. ANDERTON mem no 145521

Let’s be cautious about transfer of the pension fund REMEMBERING as I do the annual letter from Legal & General informing me that my endowment policy would not cover my mortgage, is it wise to consider selling off the Old Section pension fund to one of these insurance companies

who may — through bad investment (in an American hedge fund, perhaps) — be ‘unable to cover your pension’?

In these ‘challenging and difficult times’, to quote our prime minister, perhaps caution with regard to this pension fund would be a good idea. A return to basics, perhaps? Shipowners come and go, insurance companies come and go: we pensioners and our widows go on generation after generation.

M.E.I. BROWN mem no 169983

Shipmates reunited WISH you’d kept in touch with that old colleague?

Why not try Shipmates Reunited? Nautilus UK’s electronic friend-finding noticeboard is still going strong after seven years, and it gets regular hits from seafarers all round the world. Maybe someone’s looking for you. To find out, go to www.nautilusuk.org and click on the link from our homepage.

And if you want to put a posting on Shipmates Reunited, simply send your message and your contact details to webmaster@nautilusuk.org

letters Just who now runs the deck department?

The view from Muirhead

FOR A number of years now I

Shore leave is an issue of safety WITH regard to the letter on shore leave by Captain Womersley (December Telegraph). Firstly, I take it when he says there are bigger issues than this he doesn’t think safety is. As most of the accidents or incidents I read about seem to have a fatigue element to them, I believe that shore leave is a good way of resting and relieving stress — even if it’s just getting away from the ship for a while.

So thanks Nautilus, and keep it up.

C 5 x 2.indd 1

As for this archaic attitude, you wonder why the British industry is in decline. Most young people of today won’t put up with this self-proclaimed God-like image, and I don’t blame them. It’s about time Capt Womersley, and others like him, stuck their heads out of the window and realised ships are not made of wood any more and, unfortunately, Lord Nelson is dead. They are now made of steel and full of complex electronic, electrical, hydraulic,

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pneumatic, and mechanical equipment.

If people are serious about keeping a British maritime industry, then it needs to move forward — not backwards. In my mind, ships should have a manager which can come from either discipline — deck or engine — and should have to pass a course on ship’s management and manmanagement.

Rather than going on the basis that if you chose the right career and are good at passing exams, well you’ll make a good leader, it doesn’t work that way — check out any other industry, and even the military test officers for leadership qualities.

And before Capt Womersley and anyone else starts reaching for their laptops demanding I am keel-hauled, more bad news: they have stopped this too!

PHIL LASHLEY mem no 182141

6/1/09 08:44:05

have noticed a subtle but distinct change in the way shipping companies have been run, and I believe this a subject that deserves some sort of debate/ discussion.

However, despite my saying otherwise, by the time some people will have read this they will be rushing off to gather pen and paper to accuse me stirring ‘oil and water’ — and I repeat this is not the intention.

Rather, I would prefer that anyone reading this were to look upon the next few words as an honest attempt to stimulate a healthy constructive debate/ discussion.

So the crux of my letter is to question the apparent demise of any influence from the deck department in the running of shipping companies in life at sea now.

With the various companies I have sailed with over the last 20 years in particular I have seen a steady decline in the role of the deck department in the general day-to-day running of their ships.

Now all matters concerning the daily running of ships appear to lie in the hands of engineering superintendents/managers, and I would suggest this is often to the detriment of the ship.

Before I go any further, I am at pains to stress that I have never questioned their role with regards the running of the engineering department onboard — it is not my department, and I do not have more than the basic knowledge with which to make any serious judgement.

However, I do have the knowledge and experience to question their knowledge with

regards the running of the deck department and in the majority of cases (not all) I find them wanting in either knowledge or, sadly, interest.

The last five dry-dockings/ refits I have done have been frustrating, to say the least.

Again, I stress that whatever work was carried out down below I have not commented on — but deck-wise it has been difficult to restrain myself at times.

What gives these superintendents/managers the right to become ‘paint experts’ on the basis of watching an hourlong promotional DVD or doing a three-day course — and then argue the point with someone with years of experience behind them?

What do they know about cargo gear, wires, running gear, anchors or the general requirements of the deck?

Should you question their limited knowledge on this, the look on their face is priceless.

We seem to leave dry-docks/ refits now with more problems on deck than we went in with

and I put this down to a lack of knowledge and sadly even less interest.

I see this as a further nail in the coffin of professionalism where shipping companies want total control and no one to question their motives/plans.

With cheaper less well trained officers and crews from a mishmash of nationalities there is a reluctance to question anything, so these companies achieve what they want — a subservient crew.

I am well aware of the importance and need of a well founded shore-based engineering department within modern shipping companies. However, you ignore the input of an equally well founded shore-based deck department within the company at your peril and in time this will come back to haunt you.

So, I leave the floor open to you — and sincerely trust these few words are not used as an excuse to stir the ‘oil and water’ which, with the odd exception, has been relatively smooth on the ships I have sailed on.

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18 ✪● Nautilus UK Telegraph● ✪ FEBRUARY 2009

Why not use advances in DNA to identify the unknown seafarers?

MANY anonymous seamen whose bodies have been washed ashore or recovered from the sea are beautifully interred in our island and coastal cemeteries all around the UK, often under the above title ‘A seaman of the XXX war, known unto God’ or similar

— see the picture, left. Given the advances in DNA technology, is there not a case for a systematic effort to be made to recover sample material in an effort to create a database with a view to identifying each seaman, so that their families, presumably from many various nationalities and faiths, may have the comfort of closure, and the knowledge of their relative’s discovery and resting place?

I find these stones very poignant and moving, and think that there will still be families unaware of exactly what became of their relatives, and who would be glad to

know they were laid to rest with respect.

Our government assists and facilitates similar projects all over the modern war zones of Europe, so why not on our own home ground? ✪ Members might be interested in logging on to leave comment on a forum named Seamen known unto God on The Scottish War Graves website: http://scottishwargraves.phpbbweb.com/ viewtopic.php?p=13080&mforum=scottishwargrave s#13080.

Capt NORMAN MARTIN mem no 103543

readers’ letters

SED row should focus on people, not ships READING through the Telegraph this month and coming across the

letter from Laurence regarding his views on the debate about SED, I was struck by the man's arrogant egotistical attitude which was surpassed only by his ignorance.

The position of offshore manager used to be called ‘superintendent’, preceded by either dive or ROV, and as such they were in charge of that part of the operation. Of course he’s correct in stating that he’s in charge of the project but, since the title re-branding, some actually believe that they are manager of the ship which is quite a disturbing assumption.

As the project personnel are earning their living onboard a ship (I don’t think the tax man has considered the definition of a boat), as far as I can see they’re entitled to claim SED at the moment and, as such, their discharge books only serve as a record of being onboard a vessel during the stated periods.

Of course, one of the detrimental side-effects of all project personnel being issued with seamen’s discharge books is to distort the figures of registered seamen. Onboard a ship recently, we had a POB of 70, most of whom had discharge books, but the actual number of British seafarers was 12.

The master of the ship does not work for the offshore manager. He is, in fact, the owner’s representative and by that fact the manager of the ship, with the close assistance of the chief engineer, of course. The rest of the crew work for the master and not the offshore manager; in fact, the offshore manager has no responsibility and therefore no authority whatsoever when it comes to the ship itself.

The sailing time of the ship is also the responsibility of the master and will only happen when the master regards it to be safe to do so with

respect to weather conditions and seaworthiness of the ship after the mobilisation. The offshore manager can request the ship sail at a certain time, and mostly that would be carried out, but it's not obligatory.

Waiting on weather (WOW) is a safety issue and for someone of presumed authority to imply that it can be used as a weapon in a personal vendetta is reprehensible and should be ringing alarm bells in the industry as a whole and the employers of Laurence in particular.

Frequently WOW is better carried out near the work location, rather than steaming a course that could endanger the crew and result in damage to the ship. In this respect it is also the master’s call. mem no 140801 WITH REFERENCE to the letter from Laurence in January’s Telegraph, this man is a party manager for an ROV dive company.

The big question here is how and why does he hold a British discharge book — he is not obviously a seafarer, with no certificate of competency, and is therefore not entitled to claim SED. From the tone of his letter he has little or no respect for the marine crew on the vessel, yet without us these people go nowhere or do anything.

The reason we are having to have discussions with HMRC is these people who have discharge books are claiming SED. It also enables their companies to purchase cheaper air fares. Around the world, airlines are now checking the validity of tickets.

There are personnel in the offshore sector that now serve on semi-subs, etc, (DP operators). They moved there for the greater pay structure, hence losing their right to SED. If the government were to require these people in a time of war, they would not, or could

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HMRC has clamped down on the SED rules because of abuse by non-seafarers working in the offshore oil and gas sector not, mobilise a rig, to ferry troops or equipment. Wasn’t this the reason SED was brought in, to keep trained officers and also have an incentive for the next generation to come to sea? mem no 179011 TO ALLEVIATE the predicted chronic shortage of seafarers in the next decade, the income tax relief must be continued, so as to attract potential mariners into the industry. It is my firm belief that all UK seafarers should be entitled to tax-free earnings, for days worked onboard ship.

I suggest that all UK seafarers, regardless of nights out of the country etc, should be entitled to a 100% tax refund, for the number of days in a year signed on to ship’s articles. This would cut out most of the red tape involved in making a claim, and simplify what has become a grey area regarding entitlement.

The burden of proof is lifted from the seafarer as he/she would only need to provide a copy of their UK discharge book as evidence of days worked at sea. Also, this would be a farer way of redistributing refunds to all seafarers, including those on ships that don’t currently qualify for tax relief due to trading patterns.

The personnel who are genuinely working at sea for a living, regardless of where their ship takes them, or where they choose to go on holiday, would have peace of mind over their tax status in what has become a very stressful way of life.

I.R. JAMIESON mem no 178391 REFERENCE Laurence’s letter on SED — how hypocritical to state that jealousy and wage envy is disappointing, and then to go on and state that if he loses his right to SED then he’ll do all in his power to prevent the intended beneficiaries (bona fide seafarers) from receiving it!

The bottom line is that the tax relief was originally brought in to ensure that in times of conflict there would be sufficient British seafarers to man vessels in support of our Armed Forces. This means personnel (officers and ratings) required for the safe operation of those support vessels — it does not (and never should have) include project managers/ROV pilots/divers/et al.

At present, all of the discussion seems to be about what is classed as a ship — the discussion should be around the people — ie: who is considered to be a seafarer. This would be far less complicated to administer, if you’re signed onto ship’s articles as crew (ie: in any capacity required to fulfil the safe manning certificate obligations) you qualify — if not, you don’t.

Nautilus’s campaign should therefore be focussed on the original intent of the tax relief — tax relief for all seafarers, regardless of the type of ship or the sector they operate in. mem no 155531

FEBRUARY 2009 ✪● Nautilus UK Telegraph● ✪ 19

criminalisation

PROTESTS have been staged throughout the world

over the plight of ‘the Hebei Two’ — the master and chief officer of the 269,600dwt VLCC Hebei Spirit, who were jailed by a South Korean court in a controversial criminalisation case.

In a ruling that has been condemned by all sides of the international shipping industry, Captain Jasprit Chawla and chief officer Syam Chetan were sentenced to 18 months and eight months respectively. Capt Chawla was fined 20m Korean won (£9,690) and chief officer Chetan was ordered to pay 10m won.

Although the two men were bailed last month, pending an appeal to South Korea’s Supreme Court, they have to remain in the country — where they have been detained for more than 400 days, ever since the collision between the Hong Kongflagged tanker and a crane barge operated by Samsung Heavy Industries in December 2007.

The pair were originally cleared in July last year at a district court of all charges related to the accident. So why did the appeal court reverse the decision just before Christmas?

The vessel’s managers, V.Ships, and the Indian unions blame an accident investigation report produced by the Korean Maritime Safety Tribunal (KMST).

They complain that the findings and conclusions resulted in ‘technically flawed, unreliable and unjust evidence’ being submitted to the court.

And the international tanker owners’ organisation, Intertanko, has claimed that Korea could have breached IMO investigation guidelines requiring cooperation and consultation with all parties before a report is published.

Nautilus has expressed concern that an accident investigation report has been used in legal proceedings, and assistant general secretary Mark Dickinson says the case highlights the th importance of the global guidelines for the fair treatment of g

seafarers following maritime accidents.

‘These guidelines were drawn up by the International Maritime Organisation and the International Labour Organisation precisely to prevent cases such as this,’ he pointed out. ‘It is therefore more important than ever before that governments around the world adopt and abide by the principles to protect seafarers from criminalisation and scapegoating.’

The International Chamber of Shipping said the case highlighted the wide range of different legal regimes that seafarers are exposed to — and the risk of criminal sanctions they face in some countries, even if there is no deliberate or wilful misconduct.

‘There is a real need for uniformity based on the internationally-agreed MARPOL standards so that seafarers know where they stand,’ said ICS chairman Spyros Polemis.

Hebei Spirit was at anchor when it was hit by the barge, which was drifting in stormy conditions after partially breaking its tow with a tug in rough seas.

There were nine moments of impact in the collision, which punctured three of the five tanks aboard the tanker and resulted in the leaking of some 10,800 tonnes of oil — South Korea’s worstever spill. Considerable public outrage and concern followed. Korean fishing communities and fishers’ livelihoods were seriously affected.

An initial investigation into the incident, completed by the Korean Coast Guard just days after the accident, had shared the blame between the tug captains, the barge captain, and the officers of the Hebei Spirit.

The tug captains and the barge captain were charged with negligence and violating the marine pollution prevention law, and the Hebei Spirit officers were charged with violating marine law. In June last year the district court cleared the Hebei Spirit officers and the barge personnel, but ruled

This case demonstrates the extent to which the lack of respect for maritime professionals can lead to injustice Mark Dickinson, Nautilus UK

Chief officer Syam Chetan and Captain Jasprit Chawla are reunited with their families in South Korea last month after being PICTURE: V.SHIPS released from prison on bail that the two tug captains were guilty. Barge owner Samsung Heavy Industries was also fined.

Despite their exoneration, the ‘Hebei Two’ continued to be detained in Korea after prosecutors lodged an appeal — which resulted in the sentences handed down just before Christmas.

In delivering the guilty verdicts, the court acknowledged that the primary responsibility for the collision lay with the barge operator. However, the judge said Capt Chawla should have gone full astern to drag the Hebei Spirit’s anchor to avoid the collision.

The court also ruled that chief officer Chetan was not sufficiently vigilant, should have noticed the tug sooner, and should have called the master earlier.

Both men were also criticised by the court for pumping inert gas into the cargo holds, and taking too long to transfer oil between the holds.

However, unions point out that chief officer Chetan was first to notify the coastal authorities that there seemed to be a problem and the barge was coming too close to them.

The tanker’s crew followed the international procedures for responding to such an incident, the unions argue, and they have dismissed the KSMT report’s suggestions that cargo could have been transferred to undamaged tanks — because all the tanks were 98% full. They also argue that the Hebei Spirit’s stability could have been compromised had S the th crew sought to reduce the spill by increasing the th list beyond 5 degrees.

A meeting of Indian unions and owners agreed that th the country’s maritime community would

‘fight with all its might against the unfair judgement’.

The unions have organised a series of demonstrations to protest at the jailing of the two men, and urged more than 200,000 members and their families to boycott Korean products — especially Samsung — and complaints about the case have also been lodged with the UN Human Rights Commission and Amnesty International.

V.Ships CEO Bob Bishop said the case ‘will surely go down as one of the most disgraceful examples of a miscarriage of justice in a “supposedly” advanced nation state’.

And, he added, ‘For Capt Chawla and Chief Officer Chetan to be sentenced to prison terms and led from the court in handcuffs is a disgrace and insult to the whole shipping industry.’

Guy Morel, general secretary of the International Ship Managers’ Association, described the case as ‘a parody of justice’ and added: ‘How can we encourage young people to take up a career in shipping when they see experienced and innocent crew criminalised in this way?’

Nautilus is backing the growing global campaign to secure the release of the two men. ‘The problem of criminalisation is, sadly, not new — but it is cases such as this which demonstrate the extent to which the damaging lack of respect for maritime professionals can lead to injustice,’ said Mr Dickinson. ‘It is essential that the industry continues to work together to not only right the wrongs of this case, but also to convince governments of the need to adopt and enforce the fair treatment guidelines.’

20 ✪● Nautilus UK Telegraph● ✪ FEBRUARY 2009

large yachts

MIKE GERBER visits the London Boat Show to see how the credit crunch has hit the large yacht market…

‘SUPERYACHTS on the ropes’ — that was the heading above a recent Lloyd’s List article proclaiming the impact that the global economic downturn is having on the luxury boat sector.

The shipping daily told how the state-owned Italian shipbuilder Fincantieri — which is trying to break into the superyacht market — recently lost an order for a 90m-plus vessel, while a leading yacht broker commented that the ‘pre-owned’ market for such vessels had ‘slowed down massively’.

Yet soundings the Telegraph took at last month’s London International Boat Show suggest the large yacht segment of the market remains buoyant, with no sign of any significant slowdown in new product investment and development.

When the Telegraph raised market conditions with representatives of the three exhibitors at the show whose catalogues include superyachts — Sunseeker, Princess and Azimut — the response, while not complacent, was upbeat.

The squeeze would seem to be mainly affecting the smaller and mid-size luxury yacht market. Shortly before Christmas, the UK yacht manufacturer Fairline announced 275 job losses in response to a decline in orders — on top of the 90 laid off in September, and short-time working for other employees.

Even so, the show saw the world debut of Fairline’s Squadron 70 — a nine to 10 berth vessel that, at 22.18m loa, takes its place as the second largest vessel in the Squadron range.

The Sunseeker 37M Trideck was, at 37m, the largest and most expensive boat at the show. ‘At the moment, we’re still doing really, really well,’ said Sunseeker spokesperson Gemma Langridge, who conducted the Telegraph around the vessel.

‘Usually, it’s our smaller craft we make the money

This year saw an increase in the number of superyachts on display at the London Boat Show

Sunseeker launched new models at the show

PICTURE: ONEDITION

out of, but in the last couple of years we’ve seen a shift,’ she explained. ‘We’ve had a really good show, we’ve made a lot more money because of the larger boats.’

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PICTURE: ONEDITION

On the bridge and in the engineroom onboard the new Sunseeker 37M audio visual entertainment systems, sun deck with saloon and bar, sky deck and Jacuzzi, accommodates up to 10 guests and, in considerably more spartan quarters, eight crew.

Far from cutting back, the Poole-based manufacturer recently expanded facilities, opening a new yard in Portland for which it has recruited and trained extra staff. And Sunseeker’s latest development project, codenamed Zeus, anticipates the move into aluminium construction that will enable the company to build vessels larger than 52m.

‘We’ve got orders booked in for the next couple of years for the majority of our boats,’ Ms Langridge revealed. ‘And, yes, some have fallen out of the line because of the credit crunch, but we’ve had others in. We wouldn’t ever build a bigger boat, something that will cost us £5m to invest in to get it right, unless we had the interest.’

Plymouth-based competitor Princess had both its superyachts on display, the Princess 95 — overall length 29.30m or 95ft 3in — and two versions of the 25.93m/85ft 1in Princess 85. These, like their Sunseeker rivals, are sleek, powerful and beautiful with no expense spared on luxury, the 95 accommodating up to 10 guests with options for two or three crew cabins, and the 85 taking up to eight guests and fitted with two crew cabins.

The economic conditions have had some impact on Princess staffing, as senior sales manager Steve Tattersall conceded. ‘It’s hard for everybody out there, whatever you’re in. We are certainly by no means immune in Plymouth. Just before Christmas, Princess reduced the hours by four that the staff are working, so it’s now a 34 hour week, in the yard. We have to see how we go in the future.’

The London show, he said, was being seen as a barometer for other Europe boat shows over the next few months.

Italian yachtbuilder Azimut displayed some very handsome luxury vessels at the show, including the 29.87m Azimut 95 and the 31.4m Azimut 105.

Although there was nothing from Azimut’s superyacht range, or from that of its satellite company Benetti, sales executive Guy Norrish told the Telegraph that superyacht-wise, ‘we’ve got more under construction than anybody else at the moment’.

The group’s biggest superyacht thus far, he said, was a 73m vessel built for a Norwegian owner. ‘On that sort of boat you’d probably be required to have about eight crew as a minimum. Typically, there might be 30/40 crew.’

In development is the Magellano series of longrange vessels, named after the 16th century Portuguese explorer Ferdinand Magellan, which will elevate Azimut towards the fringes of the megayacht bracket. Mr Norrish expected the first Magellano yacht to be ready by next year.

On the outlook for Azimut’s and Benetti’s superyachts, he said: ‘The nice thing is that the order books have been very full. Lead times of two or three years are not unusual. At the moment, the market’s still growing, we’re still building more boats than at any point in the past. There may be one or two cancellations along the way, people that can’t complete, but there are buyers waiting for those to pick them up.’

On the superyacht market generally, Mr Norrish observed, ‘If you do produce the best things, there is a market for them. There’s always people in that league. They’re not always going to be the same ones. The industry’s had a lot of growth over the last 15 years; up until 12 months ago it was very hard to get a slot, you waited three years or more to get something started. There are people for whom a yacht is no longer their first priority, so there is more movement, but it’s a very thin margin… we’re all having to work harder.’

FEBRUARY 2009 ✪● Nautilus UK Telegraph● ✪ 21

Scoring double top members at work

BP officer Michael Dowd has chalked up a remarkable twin qualification — Master Mariner and Combined Chief Engineer Unlimited certificates MICHAEL DOWD, who serves with BP Maritime Services, is the latest Nautilus member to achieve dual officer certification — now the proud possessor of both Master Mariner Unlimited and Combined Chief Engineer Unlimited (Steam and Motor) certificates.

His achievement follows that of Shell officer Duncan Taylor, whose dual certification was reported by the Telegraph in July 2007, and who has since been promoted to captain and chief engineer, sailing on a trip-by-trip alternating basis.

Michael, who is 33 and lives in Formby, Merseyside, where he grew up, has been a seafarer for 15 years since completing his A levels. As a football mad youngster he dreamed of being taken on by a professional club, but hit on seafaring when he realised he would have to look for a job in another field. It was not all plain sailing.

‘There is not much of a seagoing background in my family,’ he told the Telegraph, ‘so I did not really know what to say when the cadet training officer of one shipping company asked me whether I wanted to be deck or engine?

“Can I do both?”, I asked. The cadet training officer on the other end of the phone hung up.’

Then Michael found out about dual cadetships. ‘Both sides of the job appealed to me at the time — but I was only going on the details of a glossy brochure that my father had obtained from the local careers office in Liverpool.

At that time, my only previous experience of the Merchant Navy was being sea sick on the Plymouth to Santander Ferry when I was 13.’

University would have been the natural progression following A levels, and he was offered places to study mechanical engineering, but recalls: ‘University just didn’t seem to offer the same opportunities as the Merchant Navy. As an A level entry dual cadet, I was initially thrown into the academic side of the profession. The entire first year of my cadetship was spent at South Tyneside College — a year into my cadetship and I still didn’t really know what was in store for me onboard ship.

‘Until you begin your cadetship and get a taste of the work onboard, it is impossible to know whether you will really like it or

not,’ Michael added. ‘That is why I strongly advise shipping companies and colleges to give new cadets a taste of shipboard life as soon as possible.’

With the exception of his dual cadetship, Michael completed all the deck and engine courses and sea time separately. ‘On the engineering side, I followed the steam and the motor certification right from the beginning. This involved a lot of work, particularly at Second Engineer (STCW III/2) level. This was probably the most challenging time during my studies because I sat the steam and motor engineering knowledge exams at the same time.

‘Many of the classes overlapped because the nautical colleges do not cater for candidates who do steam and motor engineering knowledge courses together concurrently.’

However, distance learning enabled Michael to study many chief engineer academic courses while at sea before attending exams.

During his cadetship, there was a reduction in the sea time requirements, but arrangements became more problematic once he became an officer. ‘There were few concessions for dual officers,’ he said, ‘which is why I believe most of the dual officers have decided to follow only one discipline.’

Michael pointed out that he is the only BP officer that has pursued the dual system to its highest point. ‘BP no longer offers the dual scheme to prospective cadets — I am not aware of any UK shipping company that does nowadays. Most of the dual cadets decided to follow deck or engine after achieving their first certificates of competency.’

Duncan Taylor told the Telegraph that he experienced some hostility during his early dual days from shipmates opposed to the concept — had Michael faced anything similar?

‘My colleagues with BPMS have been supportive over the years,’ he says. ‘I did receive some minor hostility as a cadet — as I know many cadets have experienced — but any hostility has only made me more determined to achieve my goals. I am extremely grateful for the support I have received from a long list of senior staff with BP whom I have sailed

I believe that experience in deck and engine disciplines gives you a wide and thorough overview of shipboard operations, and I look at problems from a different aspect now Michael Dowd Twin track: Michael Dowd shows off his framed Master Mariner Unlimited and Combined Chief Engineer Unlimited (Steam and Motor) certificates, which he has attained after 15 years of hard work and studying. His most recent posting was as chief officer onboard an LNG carrier with over the years.’

His previous crewing agent, Dorchester Maritime, had also been very supportive. And, adds Michael, ‘I am extremely grateful to all those involved in my training for their support over the years, including Nautilus.’

Dual certification does not mean Michael takes on a dual role on any particular assignment. He most recently served as chief officer on an LNG carrier and before that as second engineer on product carriers and LNG carriers, and he has always, since completing his cadetship, operated as either a deck or engineer officer. Which is how it should be, he maintains: ‘A ship cannot be operated safely and effectively with reduced manning in this way — it is impossible to maintain a proper and effective bridge watch and engineering watch simultaneously.’

While dual certification has not had a huge impact on his working day, Michael concludes: ‘Experience as a deck and engineer officer can only have a positive long-term impact on my career. In a profession that has

evolved dramatically during the time I have been a part of it, every day is different.

‘There are always fresh challenges onboard a ship. I believe that experience in deck and

engine disciplines gives you a wide and thorough overview of shipboard operations, and I look at problems from a different aspect now. I approach new challenges with more confidence.’

STCW95 basic training (PST, EFA, FP&FF and PS&SR) PSCRB, PFRB, GMDSS, Advanced Firefighting, First Aid, Medical Care on Board, Efficient Deck Hand, MCA Approved Engine Courses, RYA Qualifications, Ship Security Officer Courses. Refrigeration and Air Conditioning Courses available from the Hall Training Centre. All Superyacht courses undertaken.

Maritime Open Learning Courses: NVQ Level 3 Deck and Engineering courses leading to STCW. 95 officer of the watch certificates.

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Distance Learning courses for Marine Surveying, Ship Management and Ship Superintendency, offered in partnership with Lloyds Maritime Academy.

NW Kent College 10 x 3.indd 1

19/12/08 14:33:31

22 ✪● Nautilus UK Telegraph● ✪ FEBRUARY 2009

Norman conquest ferries

JEFF APTER reports on the remarkable growth of a French ferry firm with strong UK links…

I don’t care whether we are number one, two or three Pierre Gehanne Chief executive LDA

The LD Lines’ vessels Norman Voyager and Norman Spirit pass each other in the Channel AS THE new year opens in deep international financial crisis, Louis Dreyfus Armateurs (LDA) is not only confident that it can weather the storm but is putting its money where its mouth is by opening new routes between France and England with UK-flagged vessels and new jobs for British officers.

In an exclusive interview with the Telegraph, LDA chief executh tive officer Pierre Gehanne spoke ti of the Paris-based company’s o eexpansion plans — which include

a possible new shortsea shipping route between France and northern Spain — and explained why it uses British officers on its Channel ships.

‘I don’t care whether we are number one, two or three — nor am I concerned about market shares,’ said Mr Gehanne. ‘The main target is to make money with a sustainable and economically viable business that can survive the crisis.

‘LDA has been in shipping since 1893 and we have survived

PICTURE: ERIC HOURI

many crises,’ he added. ‘Difficulties are part of the ride and we intend to be in the English Channel for many years. Despite 2009 not looking good generally, we have a long-term view backed up by the resources to follow our plans through.’

But is such pride justified?

The crisis is deep, and operators are cutting back. But according to Mr Gehanne LDA still sees new opportunities to establish services both across the Dover Straits and from French central Channel

Many seafarers we note are under the illusion that to qualify for the 100% foreign earnings deduction, all they have to do is spend 183 days out of the country on foreign going voyages.

Many have found to their cost, when investigated by the Revenue that it is not that straightforward and of course it is then too late to rectify.

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ports to England — though not in the western Channel, where longestablished Brittany Ferries has expressed concern at the effects of the financial crisis and especially the big fall in the value of the pound.

This month, LDA subsidiary LD Lines, also headed by Mr Gehanne, is due to launch a new Dieppe-Dover link — a service that is unrelated to the subsidised public service Dieppe-Newhaven route it has operated for the Seine Maritime District Councilowned Transmanche Ferries since March 2007.

It will charter Transmanche Ferries’ under-used vessel Seven Sisters in a daily return service, each leg taking four hours 15minutes. The company believes it will create a new lorry-based market on the Dieppe route, offering fuel savings and shorter crossing times between SW France and England.

Dover-Dieppe is not LD Lines’ only trump card in its quest to become a major Channel operator since autumn 2005 when it took over the Le HavrePortsmouth route abandoned by P&O. This July will see another new route — this time between Dover and Boulogne’s Berth 13, vacated following the collapse of SpeedFerries last November.

The route will be served by one of the two Transmanche Ferries’ ships operating four daily return crossings plus two daily return trips, most probably with the Norman Spirit — presently sailing between Le Havre and Portsmouth.

Until LD Lines takes delivery of a new vessel for the Le HavrePortsmouth ser vice from Singapore Marine Technologies, programmed for May 2010, LD Lines will charter a similar ro-pax to accompany the 186m, Italianbuilt Norman Voyager on the route.

Both ‘Norman’ ferries fly the red ensign and all new ships —

including the newbuilding and the temporarily chartered-in vessel — will fly the UK flag and employ British officers, Mr Gehanne confirmed.

He blames the high cost of French social security charges for choosing the UK rather than the French flag, and confirmed there would be an increase in the number of British officers it employs.

While the two-year trial period of a route linking Le Havre, Newhaven and Dieppe has been discontinued, ‘because it was not economically viable’, LD Lines’ Channel routes are completed by a Le Havre-Rosslare service. Mr Gehanne said other routes are being considered and revealed that LD Lines has applied to operate a new ro-pax shortsea route between Saint Nazaire in Brittany and Gijón in northern Spain.

‘The first hurdle has been passed and there will now be further talks with the two governments on the subsidised route,’ he added. ‘If it goes ahead we will mostly likely use a Norman Voyager sistership.’

Mr Gehanne says LD Lines has won as much as 10% of Channel business within just three years. ‘We have been successful with a good image both for passengers and freight, providing value for money,’ he adds.

‘But it is too early to make an assessment. UK customers don’t yet see us in the same way as the other operators. We need five years from our first venture — that is another two years during which we must consolidate our ventures.’

However, further expansion is not ruled out. LDA has never hidden its interest in NorfolkLine, expressed an interest in the ailing SpeedFerries, and could be interested in SeaFrance, Mr Gehanne adds, if parent company SNCF moves to put the Dover-Calais operation up for sale.

FEBRUARY 2009 ✪● Nautilus UK Telegraph● ✪ 23

a special ship visit for Sea — a member serving on a Cadets in the Falklands, fishery protection vessel in with the aim of raising the South Atlantic — tells interest and awareness of how he helped to organise Merchant Navy careers...

STEUART BARLOW

members at work

Spreading the word...

NAUTILUS member Steuart Barlow has spread the message about Merchant Navy careers by organising a Sea Cadets Corps visit to his ship in the Falkland Islands.

Steuart is the third officer onboard the Pharos SG, a fishery patrol vessel which operates around South Georgia and the South Sandwich Islands in the South Atlantic.

He staged the presentation about the Merchant Navy when the cadets came onboard during the vessel’s Christmas lay-over.

‘I am a very proud member of the Merchant Navy and am very passionate about promoting it to young people,’ Steuart told the Telegraph. ‘When I was a school leaver there was no information available to me about the MN.’ After working as a caterer with Stena Line for three years, he applied to study for his OOW certificate. ‘Unfortunately for me, I had no clue about how to become an officer and when I asked officers onboard my ship they just told me, “Ah, you do not want to join the MN — it’s a rubbish job”!

‘It is this type of hostility to the MN which I resent and now make it my duty to give people the opportunity to make that decision for themselves,’ says Steuart.

‘As it happened, there was a fellow caterer working onboard my ship who was studying to become an engineering officer and he told me of a college in Ireland called

Cadets

The smallest Sea Cadet donning the largest immersion suit!

Cork Institute of Technology (now National Maritime College of Ireland). I applied to them and when offered a position on the course, completed a successful three and a half years there and gained my OOW in 2006.

‘I now look forward to September 2009, where I will return to college for my chief mate/masters unlimited, but this time in South Shields.’

Steuart described the Sea Cadets’ visit to the Pharos SG as ‘fantastic’ and said he had received very positive reports from the

SCC instructors. He said he wanted to make the event different from all other ship visits that the SCC do — and he sought to get them actively involved.

Two marine cadets, five sea cadets, three SCC instructors and the SCC chaplain took part in the day’s events. Following a safety briefing, they were split into two groups and were given a tour of the ship and engine room by second engineer James Simpson.

The ship tour also included a visit to the bridge, where the cadets met the captain, Ken Whittaker.

Lunch was provided onboard and after this they were given a demonstration of life-saving appliances by second officer Dean Cook, which involved a talk on survival in a liferaft.

‘The cadets were shown items found in a liferaft and had questions answered about each item,’ said Steuart. ‘The second officer then took great pleasure in getting the smallest of the cadets to don an immersion suit. Whilst the other cadets found this most amusing, they were all given the chance to don their immersion suits and life jackets.’

Steuart also gave the cadets a fire-fighting demonstration along with two of the ship’s 16-year-old trainees, (former marine cadets Aidan Smith and David Phillips).

The sea cadets were given the chance to don firemen’s outfits, SCBA, bellow sets, EEBDs, use a water fire extinguisher, and spray lots of foam around the ship!

‘Although the cadets had great fun, at the same time it was an educational experience for them, learning how different fire-fighting techniques are used onboard a ship and giving them a handson experience with the fire-fighting appliances,’ Steuart added.

At the end of the visit, the cadets were given a short presentation on the Merchant Navy with information supplied by the MNTB and informed of the importance of shipping in today’s world. They left the ship with a ‘goody bag’ from the company Byron Marine Limited and were thanked for coming for the day.

ABOVE: Sea Cadet Corps members during their visit to the Pharos SG in the Falkland Islands BELOW: cadets try out the immersion suits and life-saving equipment onboard the ship

LEFT: cadets try on the fire-fighting outfits following a demonstration of emergency procedures RIGHT: Steuart Barlow watches as one of the cadets has a go with a fire extinguisher

24 ✪● Nautilus UK Telegraph● ✪ FEBRUARY 2009

FEBRUARY 2009 ✪● Nautilus UK Telegraph● ✪ 25

When space is the final frontier health and safety

THE RISKS WITHIN: THE RULES YOU NEED TO KNOW...

THE Union is adding its voice to calls for fresh action to curb a worrying increase in the number of seafarers dying in enclosed spaces onboard ships...

TOP: the entrance to the double bottom tank where a crewman died onboard the Saga Rose CENTRE TOP: the entrance to the chain locker where three seafarers died onboard the Viking Islay ABOVE: the plastic tag ‘enclosed space entry permit’ system recommended by the UK P&I Club LEFT: a US Coast Guard official checks out a tank during an inspection on a merchant ship

CONCERN about the risks to seafarers working in enclosed spaces is nothing new. But a marked increase in the number of fatal accidents over the past 18 months has sparked fresh fears over the problem and questions over the adequacy of the regulations.

In UK waters and on UK ships alone, there have been six deaths in enclosed or confined spaces since September 2007. What the worldwide figures are is a matter for speculation — although data obtained by the international marine accident investigators’ forum from 18 flag states shows a total of 120 fatalities and 123 injuries in confined spaces since 1991.

As a further sign of the scale of the problem, the UK P&I Club recently noted four fatalities on ships in ports in Spain, Indonesia and the US between April and June last year — and statistics show that enclosed spaces remain one of the most common causes of work-related seafarer death.

The UK incidents include: ✪ the death of three crew members inside a chain locker onboard the emergency response and rescue vessel Viking Islay in September 2007 ✪ the asphyxiation of two seamen in a store onboard the general cargoship Sava Lake in January 2008 ✪ the death of a seaman in an empty ballast tank onboard the passengership Saga Rose in June 2008 Worries about the scale of the problem were raised by members at the last Nautilus UK Council meeting, and the Union is working with the Maritime & Coastguard Agency in an attempt to raise awareness of the dangers.

Senior national secretary Allan Graveson said the issues are complex, and cover such factors as training, equipment, procedures, and the effectiveness of legislation.

‘The fact that so many seafarers serving with different companies and under different flags are still dying after all the incidents that have taken place over the years is a sign of fundamental problems, and shows the need for fundamental action to be taken in response,’ he says.

‘These problems will not be addressed simply by issuing more information and more guidance,’ he warns. ‘There is a need for a radical change of culture, so that all enclosed spaces are considered dangerous and a strict and unambiguous regulatory regime is supported by better training and education.’

This view is underlined by the Marine Accident Investigation Branch, which noted last year that ‘tragically, it is clear the measures which have been put into place have failed to prevent the death of many seafarers’.

It blames the problems on such factors as: ✪ complacency leading to lapses in procedures ✪ lack of knowledge

An experienced Filipino seafarer died in a ballast tank onboard the passenger vessel Saga Rose last June

PICTURE: GARY DAVIES/MARITIME PHOTOGRAPHIC

Compelling case for action Down the hatch: Nautilus wants to see improvements in the regulations requiring the carriage of oxygen meters to test the PICTURE: US COAST GUARD atmosphere in the many potentially dangerous spaces onboard merchant ships ✪ potentially dangerous spaces not being identified ✪ would-be rescuers acting on instinct and emotion rather than knowledge and training As a result of an MAIB recommendation last year, the MCA and the Vanuatu maritime administration are co-sponsoring a submission to the International Maritime Organisation ‘highlighting the need for measures to be identified which will reduce this unnecessary loss of life, such as the identification and marking of all potentially dangerous spaces’.

Nautilus argues that a radical approach is required — with much greater emphasis placed on mandatory requirements for equipment and training.

Mr Graveson suggests some of the problems lie in the potentially confusing definitions used in the regulations. The international recommendations, adopted by the IMO in 1997, refer to ‘enclosed spaces’ whilst the UK Merchant Shipping legislation refers to ‘dangerous spaces’. The land-based laws laid down by the UK Health & Safety Executive refer to ‘confined spaces’ and the UK Code of Safe Working Practices for merchant seafarers has a chapter covering ‘enclosed or confined spaces’.

In essence, they all address spaces in which the atmosphere may be oxygen-deficient or contain life-threatening toxic or flammable gases or vapours. However, Mr Graveson argues, the ambiguity in the references may sometimes give rise to a false sense of security in some circumstances — such as the perception that some spaces may not be ‘dangerous’.

Whilst the regulations set out defined procedures for entry into such spaces, as well as requirements for emergency rescue drills, they do not require regular practice of the entry procedures themselves.

‘We believe this is a serious shortcoming,’ said Mr Graveson. ‘If seafarers had to conduct routine entry drills, this would help to reinforce awareness of the risks and of the correct procedures to be followed.’

Another major loophole in the UK Merchant Shipping regulations lies in the requirements for the onboard carriage of oxygen meters or other testing devices.

Nautilus is concerned that the wording of the carriage rules — ‘The employer shall ensure that each ship where entry into a dangerous space may be necessary shall carry or otherwise have available an oxygen meter and such other testing device as is appropriate…’ — provides some owners with an excuse for not having them on their ships.

The Union points to the Dutch rules as a model of what the rules should specify, with wording stating that ‘oxygen meters must be available on all ships where low oxygen levels can occur in accessible areas’.

‘The use of the word “may” directs away from the compulsory carriage of this equipment,’ Mr Graveson argues, ‘and this is reinforced by insufficient emphasis within ISM audits on the workability of the procedures. We believe O2 meters must be available on all ships where low levels can occur in accessible areas.’

Mr Graveson said the Union would also like to see a greater emphasis within the Code of Safe Working Practices on the dangers of oxygen depletion and the speed with which crew members can lose consciousness.

Nautilus also sees the need for improved warning signs and symbols at the entrance to enclosed spaces. And, in a technical bulletin expressing concern at the ‘heightened frequency of incidents’ the UK Club offers a ‘more thorough system’ for entry into enclosed spaces than that required by the UK Code of Safe Working Practices.

It suggests all types of ship should adopt the procedures usually used on tankers, involving the use of written permits to work, local ‘enclosed space entry permit’ plastic tags, and personal ID tags for all onboard.

‘This procedure may seem time consuming, but it is very risk averse and ensures good safety measures are in place for all enclosed space entries onboard ship,’ the Club states. ‘It ensures that the level of oxygen, toxic and flammable vapours has been tested before entry. It ensures constant monitoring thereafter because permits are only issued for four-hour periods. With constant monitoring maintained, safety is enhanced for all personnel.’

THE DANGERS of enclosed spaces have been demonstrated once again by a report on the death of a Filipino seafarer in an oxygen-deficient ballast tank onboard a passengership in Southampton last year.

The experienced second bosun collapsed while testing the water in a ballast tank onboard the 24,474gt Bahamas-flagged Saga Rose in June.

A motorman who went to his aid also collapsed within seconds of entering the space, but was rescued by the onboard emergency response team.

The Marine Accident Investigation Branch report on the incident says it demonstrates the ‘compelling’ need for further action to improve seafarers’ knowledge and appreciation of the risks involved with entry into enclosed spaces, as well as compliance with onboard procedures.

Whilst well intended, the motorman’s attempt to rescue his shipmate ‘put himself into serious danger and ultimately hindered the recovery of his friend,’ the report states.

The second bosun had gone to inspect the tank’s contents following a request from a classification society surveyor as part of a periodic inspection for the passengership safety certificate.

The staff captain and safety officer had inspected the access to the tank to identify and assess possible risks, but decided there were none and that permits to work were not needed because the tanks were simply being opened to check on contents and entry into the spaces was not intended.

The MAIB said the reasons why the second bosun had decided to enter the tank were unclear — although it suggested he may have been expecting it to be full, or

nearly full, and thought he needed only to enter it for a few seconds.

Tests showed the second bosun had died as a result of a lack of oxygen in the tank. The MAIB said the oxygen depletion was probably caused by corrosion of the tank’s steel structure since it was last inspected in April 2005.

The report praises the efficient response of the Saga Rose’s rapid response team, which had undoubtedly saved the motorman’s life — even though the crew had not completed dangerous space rescue drills with the frequency required by UK regulations.

However, the MAIB noted problems with communications which had contributed to the accident.

The chief officer had been unable to oversee the task to completion because he had to rest in preparation for a watch later in the day, the two safety officers were changing over and busy conducting crew familiarisation training, and the staff captain was also involved in a safety management audit.

‘Without the continuous oversight of a responsible officer and, with a reliance on the use of UHF radio which was known to be unreliable in key areas such as the engineroom, the scope for misunderstanding and a lack of coordination was increased considerably,’ the report adds.

Following the incident, Saga Shipping introduced a number of measures designed to prevent a recurrence.

These included re-writing its permit to work system, carrying out risk assessment training onboard its vessels, training modules on the risks of tank entry and enclosed spaces, and amending its safety management system to reflect the UK requirements for the frequency of drills.

Safety first: Nautilus wants to see drills for entry into enclosed spaces — not just for emergency rescue

PICTURE: US COAST GUARD

SHIPS present a wide range of enclosed space dangers. Some are obvious, others less so — but they can all lead to sudden death.

Every closed space lacking constant or adequate ventilation poses risks to crew because the atmosphere may be oxygen-deficient or contain poisonous or inflammable gases.

These include: ✪ cargo holds ✪ fuel, water and ballast tanks ✪ pump rooms ✪ coffer dams ✪ storage spaces ✪ containers ✪ air ducting The causes of the hazards can be equally varied, and include: ✪ cargoes reacting with oxygen inside the space ✪ the formation of rust in tanks and other spaces ✪ the use of inert gases or fumigants in cargo areas and other spaces ✪ residues from cargoes ✪ flammable vapours ✪ toxic gases lingering after welding work ✪ high concentrations of dust ✪ the sudden release of liquids or solids ✪ hot conditions, increasing body temperature Although inhaling contaminated or oxygen-deficient air is the most common form of crew incapacitation in enclosed spaces, there are also dangers arising from harmful, irritant or corrosive substances coming into contact with the skin.

The UK’s Merchant Shipping Regulations define a dangerous space as ‘an enclosed or confined space that may be exposed to vapours or is depleted of oxygen and would risk the health and safety of crew’.

The regulations require employers to ensure that procedures for entering and working in dangerous spaces are laid down, and that masters ensure those procedures are observed.

They also require dangerous spaces to be identified and entrances kept closed wherever possible. Regular rescue drills are required onboard tankers or gas carriers of 500gt and above and

on all other ships of 1,000gt and above.

The penalties for breach of the regulations vary, depending on the severity, but can range to fines of £2,500 and/or imprisonment for up to two years.

Both the UK Code of Safe Working Practices and the IMO Recommendations for Entering Enclosed Spaced Aboard Ships set out procedures intended to reduce the risks to crew, including: ✪ preliminary assessment procedures ✪ ensuring proper authorisation of those entering enclosed spaces ✪ specifying the readings to be obtained prior to entry The UK code also sets out procedures to be followed before, during and after entry, as well as additional requirements for entry into a space where the atmosphere is suspect or known to be unsafe.

In addition, it addresses employers’ responsibilities for training, instruction and information, along with the requirements for the use and maintenance of breathing apparatus and resuscitation equipment.

The HSE provides advice on the UK regulations for confined spaces in dock work, which stress the need for positive ventilation of spaces, measurement of oxygen or gas concentrations, controlled access through permit to work systems, use of respiratory equipment, and arrangements for rescue. Its guidance also warns that merely removing hatch coverings will not provide for adequate ventilation if the gases are heavier than air.

26 ✪● Nautilus UK Telegraph● ✪ FEBRUARY 2009

A REMARKABLE collection of photographs is going on show next month to celebrate the centenary of the Port of London Authority London River House and Royal Terrace Pier complex at Gravesend is the base for PLA operations on the river. It is home to the Port Control Centre, pilotage service, lower river harbour service, hydrographic operations and administrative functions

maritime history

London port in pictures Prime minister Winston Churchill inspects the East India Dock construction site in 1944. The dock was pumped dry to allow for the building of concrete harbours that would be towed to France for D Day

THE PORT of London Authority is celebrating its 100th birthday this year with a series of events — commencing with an exhibition at Museum of London Docklands.

The Port of London Authority: A Century of Service exhibition opens on 30 March and runs through to 19 April, and the evocative photographs displayed here are a just some of the more than 100 that will be on show.

They, along with films and archive material, will document the history and development of the PLA from 1909, when London was still the world’s largest port, to 2009 when it remains one of Britain’s busiest, employing 360 people, many of them Nautilus members.

The exhibition, says PLA chief executive Richard Everitt, will present ‘a tale of upheaval, change, sacrifice and, ultimately,

Dynamic Positioning Operator Courses

Australia Pending Nautical Institute (UK) certification, DP Operator courses will be available for the first time in Australia from 9 March, 2009, at the Australian Maritime College (AMC).

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success’. He reflects: ‘Since the first Londoners settled on the banks of the Thames thousands of years ago, the river has fed, supplied and transported them.

It still fulfils this vital task today under the stewardship of the PLA. For the past 100 years the PLA has battled through two world wars and a revolution in shipping, to ensure the river remains an economic powerhouse.’

Other events lined up to mark PLA’s centenar y birthday include: ✪ publication of a history book, available from 31 March ✪ concert in aid of lifeboat charity the RNLI — 18 April ✪ official naming of a new harbour patrol launch — June ✪ parade of PLA boats during the T hames Festival — September Port of London Authority: A Century of Service, from 30 March-19 April, at Museum of London Docklands, No1 Warehouse, London E14 4AL, will be free of charge to PLA staff and alumni, and to children and museum annual ticket holders. The museum is a short walk along West India Quay from West India Quay station on Docklands Light Railway, or 10 minutes from Canary Wharf underground station on the Jubilee Line.

Initial courses scheduled are:

Basic (Induction)

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AMC 19x3.indd 1 AMC 19 x 3.indd 1

9/1/09 08:30:40 13/1/09 09:28:39

ABOVE: new steel Stothert & Pitt quay cranes, 1966. In 1964, the PLA owned and operated 583 quay cranes, 224 mobile cranes and six floating cranes TOP RIGHT: on 19 January 1917, a massive explosion occurred in Silvertown, south of the Royal Victoria Dock. In Messrs Brunner Mond & Co’s munitions works, 50 tons of TNT blew up, killing 73 people and damaging up to 70,000 buildings, including some at

the dock. The noise of the blast could be heard as far away as Southampton and Norwich. John H Avery photographed the wreckage immediately and throughout the reconstruction, which was completed in 1921 CENTRE TOP: on the cusp of change, 1966. Australian boneless beef is still discharged by hand onto quayside carts at Royal Albert Dock CENTRE BOTTOM: striking dockers

meeting in Victoria Park Hackney, 1951, concerned about guaranteed pay rates, pensions, holiday rights and permanence of employment. With the introduction of mechanisation, many dockers felt their jobs were at risk BOTTOM: ‘Lascars’, photographed here by John Penry-Jones, were Asian sailors who for generations worked on board British-owned cargo ships ALL PICTURES: MUSEUM OF LONDON/ PLA

FEBRUARY 2009 ✪● Nautilus UK Telegraph● ✪ 27

Tyne for training seafarer education TUCKED away in an anonymous office block in a quiet backstreet close to the Newcastle waterfront, the Maersk Training Centre is easily missed — as this appalling pedestrian navigator discovered last month.

Yet, within the space of just two years, it has certainly made a marked impression on the shipping industry — not least in becoming a finalist in the Lloyd’s List Awards last year.

It has also chalked up some pretty impressive statistics — with a total of 3,565 course days in the past year and well over 2,000 students passing through its doors since opening.

In the amended words of another Danish company, the centre seeks to reach the areas that other training courses don’t reach — now moving beyond its initial in-house remit to offer a growing range of specialist maritime and non-maritime courses.

The Newcastle centre follows in a 30-year tradition of AP Moller training, building on the success of a long-established facility in Svendborg, Denmark, and complementing similar centres in India and China.

Its location reflects not only the company’s commitment to UK seafarer training — with some 60 British cadets being taken on this year — but also the fact that almost half its seastaff live within a few hours’ travelling time of the city.

Richard Booth, a former BP and Uglands navigating officer who has headed the centre ‘since it was just a couple of desks’ says it aims to keep one step ahead of regulatory requirements by delivering training that meets needs that are not being met by compulsory courses.

‘There’s no point in trying to compete with the colleges,’ he says. ‘That’s not our intention — we seek to do individual and bespoke programmes, and that can mean anything that anybody asks for. Sometimes people ask us for a particular course, so it is a constantly evolving process,’ he adds. ‘We work on the basis that if you have a need for training, we can develop something special for you.’

As a result, the MTC now offers more than 20 different courses that range from shipboard management to cross-cultural relationships, and to people skills.

Following raids on Maersk ships off west Africa, it has pioneered specialist survival and psychological training for seafarers caught up in piracy and armed attacks. The three-day course aims to give masters, officers and key shore-based staff essential skills and ‘psychological first aid’ in dealing with hijackings and similar situations.

ANDREW LININGTON visits Maersk’s expanding Newcastle training centre...

We work on the basis that if you have a training need, we can develop something special for you Richard Booth Manager Maersk Training Centre

Charting progress: Maersk’s Newcastle training centre manager Richard Booth, left, and instructor Vaughn Lewis preparing for an ECDIS course at the nine-station Transas simulator suite last month As well as having its own two instructors with 30 years of experience between them, the MTC uses a wide range of external specialists to deliver its training, underpinned by the principle of stimulating seafarers’ interest.

‘There’s no point in getting a group of seafarers into a classroom and writing on the board for three days,’ says Mr Booth.

‘Every point is reinforced with games and interactive teamworking.

Spread over an entire floor of the building, the MTC has five large training rooms, smaller ‘break-out’ rooms, an internet cafe and meeting facilities.

Special features include an eight-station liquid cargo handling simulator offering training on chemical, product and crude oil tankers, LPG and LNG vessels, and FPSOs. MTC is presently awaiting certification under the new Tanker Officers Training Scheme, developed by Intertanko and Warsash Maritime Academy.

The centre’s nine-station ECDIS simulator has been running three-day MCA-approved courses since September 2007, and has trained around 180 navigators in that time.

‘We all think we are now familiar with satellite navigation and GPS, but the principle of garbage in, garbage out remains the same,’ says instructor Vaughn Lewis, a former RFA officer and South Tyneside College lecturer.

He describes the centre’s

Transas simulator equipment as ‘a great toy — but with a very serious objective’ — adding: ‘Things are moving at such a pace now, with ECDIS, ECS, AIS and enavigation, that if you don’t keep up with it you can lose a certain part of your navigational skills.

‘Our course tries to explain how it all works, how to put the right information in, and how to respond to the alarms,’ he adds. ‘It is as realistic as you can make it within the confines of the building, and we like to throw in a few distractions to keep them on their toes. We try to take them beyond what they have to do, and improve their overall quality as a seafarer.’

The centre has worked closely with South Tyneside College’s Marine School since its launch, and has collaborated on a number of courses, as well as having an agreement to use its simulator facilities.

In the past few months, the MTC’s ‘customer’ base has significantly widened, and it now offers specialist training to other shipping companies as well as non-maritime companies.

A business development manager is now being sought to take the centre into even more areas.

‘We took the decision to become more commercial, and we see ourselves now as a learning provider, getting away from short courses to full packages of training,’ Mr Booth explains. ‘While we now offer services to the outside world, seafarers will always remain at the heart of our work.’

Choice of two dates to suit you

“This course is very compact and comprehensive.”

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Commences:

THE 9TH DIPLOMA IN

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2009-2010 DISTANCE LEARNING

Core Modules 1 2 3 4 5 6 7 8 9

The Role of the Ship Superintendent The Ship Superintendent as Part of the Management Team The World of Shipping Maritime Law Operating Guidelines SOLAS The Management of Safety and Security Tasks of the Ship Superintendent Basic Marine Engineering

Specialist Modules A B C D E

Tankers, Gas and Chemical Carriers Cargo and Container Ships Passenger Ships including Ferries Marine Engineering The Management of Superyachts

COURSE DIRECTOR: Paul Russell, MSc. BA (Hons) MIMarEST Head of School, National Sea Training Centre, UK

CONTINUING PROFESSIONAL DEVELOPMENT This course meets The Royal Institution of Naval Architects (RINA) requirements for Continuing Professional Development.

The Diploma in Ship Superintendency is recognised by the Institute of Marine Engineering, Science and Technology (IMarEST) as contributing to the Continuing Professional Development (CPD) needs of members of the IMarEST.

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Informa 19 x 3.indd 1

6/1/09 09:22:05

28 ✪● Nautilus UK Telegraph● ✪ FEBRUARY 2009

FEBRUARY 2009 ✪● Nautilus UK Telegraph● ✪ 29

Charity works for greener shipping environment

A SYSTEM that will make ships more aerodynamic is the first in a series of projects run by a new charity that aim to give the shipping industry more ‘enviro-credibility’

Shipping is under increasing pressure to reduce CO2 emissions

environment BEFORE the end of this year, the first of a series of technological innovations that promise to drastically reduce ship pollution and fuel consumption should be available to operators. And a new maritime charity is leading the way.

Greenwave, ‘shipping’s environmental charity’, is driving forward the development of these technologies, and expects to launch the first ‘solution’ — which will improve ship aerodynamics — by the end of 2009.

Known as DRACS — short for Drag Reducing Aerodynamic Components for Shipping — it is one of four research and development projects that the organisation is funding.

It was only in spring last year that Greenwave — which is based by Tower Bridge in London — was granted charitable status by the Charity Commission, but its R&D work began in the summer of 2006.

The initial impulse came from Greece, as the Greenwave brochure, Sailing into a green future, explains: ‘Back in the spring of 2006 a small group of environmentally aware visionaries in the Greek shipping industry decided the time had come to stop talking and start doing something about the impact shipping was having on the environment.’

So Greenwave was formed, its founding members project manager Nick Dearden, a marine design engineer, technical director Spiros Contopoulos, and Costas Apodiacos, MD of shipbroker Victoria Steamship Company. They have since been joined by Trevor Blakeley, chief executive of the Royal Institution of Naval Architects, who has been appointed Greenwave trustee.

The founders laid down four key criteria: any solutions must be capable of being fitted to existing ships; the cost of installation must pay for itself, in fuel savings, within three years; any solutions should not require additional crew; and the first solutions must be researched, developed, tested and ready to fit within three years.

Because Greenwave is a charity driven by a mission to boost shipping’s enviro-credibility, all solutions will be marketed on a not-for-profit basis.

Four projects are currently in development, with DRACS at the most advanced stage. The DRACS programme was established with the aim of improving a ship’s aerodynamics by finding ways to reduce the drag caused by air travelling around the vessel’s

The four key projects currently being developed in the Greenwave environmental programme surface structures. As Greenwave points out, much of today’s global fleet of cargo vessels was built when fuel was cheaper and more plentiful, and consequently ‘bulk carriers, supertankers and container vessels might be described as being about as aerodynamic as a concrete block’.

The DRACS team believes it has come up with the solution. ‘It takes the form of a modular system of fairings with specially designed profiles that, when positioned in the correct location, basically make the cranes and superstructure appear more slippery,’ says Greenwave spokesman Colin Whybrow. ‘Drag from these structures is reduced by at least 20%, saving around 50 tonnes of fuel per ship per year and around 150 tonnes of CO2.’

He says the first products will soon go to sea trials in order to be available by the end of the year. ‘The components are currently being type-approved by a leading classification society,’ he adds.

More exciting still, Mr Whybrow promises, is the next development — Wind Assisted Ship Propulsion (WASP). ‘The most significant technology in terms of emission and fuel reduction is a rotor sail, or what we call a “wind engine”. This delivers an average saving of 13% (fuel and emissions) per ship per year.

That’s around 900 tonnes of fuel for a 60,000 tonne bulk carrier, representing almost 3,000 tonnes of CO2.

‘The technology is most appropriate to tankers,

bulk carriers and other cargo ships where it can be located as a retro fit on the deck. That makes it applicable to around 40,000 ships in the global fleet,’ says Mr Whybrow. ‘Four wind engines, in around 25 knots of apparent wind at sea, can deliver a similar thrust to a Boeing 737 at take off. When turned on, the increase in speed is immediate and palpable.’

Last summer, Greenwave completed a number of successful performance, stability and handling tests of the WASP system on the lake at Solent University’s Warsash Maritime Academy.

‘Among the side benefits of this environmentdriven technology is its ability to assist in manoeuvring and to act as air brakes,’ says Mr Whybrow.

The wind engine programme is being fasttracked and, subject to fund raising, will be available before the end of 2009. ‘Significantly, the nature of this technology creates a new business sector for the maritime industry with opportunities for sustainable technology to deliver sustainable jobs as well as meeting environmental goals.’

A further project undergoing development is PASS — Performance Analysis Software System — a programme that integrates with ships’ log data to measure and monitor the performance of the wind engines, determining by how much the main engines can be throttled back to save fuel and emissions while still maintaining voyage speed.

Scale model of a superstructure in the twisted flow wind tunnel at Auckland University

Technical director Spiros Contopoulos and aerodynamicist Richard Karn lake testing the wind engines on a manned model loaned by the Warsash Maritime Academy

These are the main technologies Greenwave is progressing at the moment, but Mr Whybrow points to other projects in the pipeline, such as HYDRIS — a system to improve ships’ hydrodynamics that will be researched in conjunction with Solent University.

‘There is a considerable list of new programmes we wish to commence, but we do not want to confuse our message at this stage as we see our immediate priority being to get these technologies to market where they will a) make an immediate impact on emissions mitigation and b) demonstrate that Greenwave is an organisation that delivers practical, meaningful and affordable solutions,’ he adds.

So where is the funding coming from to pay for all these fantastic research projects? ‘To date all the work has been funded by donations from less than a handful of people in the Greek shipping community in Piraeus,’ says Mr Whybrow. ‘They wish to

remain anonymous and we respect that right.

Despite that fact that our technologies are provided to the industry on a not-for-profit basis — to get the cost of adoption down and the uptake maximised — it has proved extremely difficult to gain funding for our work. In fact, fund raising has proved to be harder work than developing solutions for mitigating global emissions. You would think it would be the other way around.’

The shipping industry is being urged to get involved and help Greenwave reach its goals. Not only will its products help reduce shipping companies’ carbon footprint, but the charity can also offer them many sponsorship opportunities that enable them to be seen to be associated with its work and the benefits it delivers.

As Greenwave is telling the industry: ‘Your customers will appreciate your involvement in helping us meet our common goals.’

Marine Engineering Degree Programme

South Tyneside College offers a Marine Engineering programme validated by Northumbria University.

This programme is designed to develop the knowledge and skills of seafarers to prepare them for more advanced roles in the shipping industry, and build on previous academic achievement.

Marine Engineering degrees are for those with a Chief Engineer certificate of competency or an HND in Marine Engineering. A two semester course leads to a BEng degree, or an additional semester leads to a BEng (Honours) degree.

Courses start in September and the two semester programmes finish in April / May, but it is possible to take a years break between semesters. The Honours semesters start in the following September and finish in December / January.

For further information and course dates visit www.stc.ac.uk.

For further information on marine courses, tel: +44 (0)191 427 3568 | e-mail: engine@stc.ac.uk | web: www.stc.ac.uk South Tyneside College, St. George’s Avenue, South Shields, Tyne & Wear, NE34 6ET and Mill Lane, Hebburn, Tyne & Wear, NE31 2ER.

Greenwave’s drag kit reduces turbulence hot spots that make ships ‘as aerodynamic as a concrete block’ S Tyneside 12 x 3.indd 1

6/1/09 09:18:22

Greenwave’s founders: Costas Apodiacos (chairman); Nick Dearden (project director); Spiros Contopoulos (technical director)

30 ✪● Nautilus UK Telegraph● ✪ FEBRUARY 2009

Syrene’s allure forest fleet

Everywhere you went people would admire the ship. It gave you pride in your work Jim Sweet Deckhand Syrene

ALL WHO set knowing eyes on the Syrene succumbed to her beauty. The graceful lines of her hull, adorned with scrollwork, bowsprit and figurehead, recalled schooners of the past. Little did her builders or commissioning owner realise how her varied and noteworthy career would be forged in ocean crossings, and in challenging coastal waters far removed from her intended stamping grounds.

Built on the Thames in 1921 at the yard of John Thorneycroft, she was designed for a Greek millionaire to cruise in the Aegean and Mediterranean. Constructed to the highest specification, teak was used throughout and her double-planked hull was sheathed in copper. sh But, sadly, Syrene was sorely neglected and after a decade she n lay abandoned at Cannes. By la quirk of fate, salvation came from q the British Columbia and Yukon th

Aid Society of England.

In the 1930s life on the inhospitable coastal fringe of British Columbia was a trial. Roads were rare and air transport minimal.

The sea was the common highway for fisherman, loggers and other hardy souls who dwelt in isolated communities on the verge of a rugged wilderness. The Columbia Coast Mission helped ease aspects of their tough existence by providing medical aid and spiritual support.

The cleric missionary John Antle travelled from Canada to Cannes with the intention of sailing the Syrene to England for a dedication ceremony before crossing the Atlantic, transiting the Panama Canal and following the Pacific coast to Vancouver.

Major repair and refurbishment was needed before departure. At Gibraltar new engines were installed. In London Syrene was prepared for the demanding

voyage, given a sober black livery, renamed as John Antle, and received a dedication from the Bishop of London.

Crewed by seven volunteers, she sailed at the end of July 1933.

Blessed with perfect weather to the Canary Islands and refuelling at the Cape Verdes, after a passage of six weeks the boat entered the Panama Canal, then underwent repairs in the Pacific port of Balboa. The northward passage was enlivened by encounters with kelp beds, turtles and friendly Indians. Off the Californian coast they were initially mistaken as rum-runners by the US Coast Guard until the daunting sight of the Mission flag prompted evasive action by the authorities.

Despite adverse weather and mechanical difficulties on the final leg, Vancouver welcomed the plucky vessel and crew after a voyage of some 16 weeks, and 11,000 miles. It was here that the ample attributes and bewitching visage of the figurehead perturbed the missionaries to the extent that she was generously bestowed to the Royal Vancouver Yacht Club.

Fulfilling her role as a dedicated mission ship to many scattered settlements, after three years she was deemed too small for current needs and was reluctantly released from further service. Passing to two more owners,

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The Syrene, dowager flagship of the British Columbia Forest Service fleet, built at the John Thorneycroft yard in 1921 as a yacht PICTURE: MINISTRY OF FORESTS for a Greek millionaire

14/1/09 08:42:08

the Forest Service eventually acquired her in 1942, and her name reverted to Syrene.

Recognised as a craft of singular quality she graced the coastal waters as the Vancouver headquarters’ launch, carrying highranking officials on inspections.

Her name became a byword of admiring respect, inseparably linked to that of her formidable master, Art Bouch.

Ivan Teale, cook of the Syrene for 23 years, recalled her first captain: ‘He was a very good skipper because he had a standard of work that he insisted on, and he kept the Syrene up better than any of the other skippers.

He was very punctual — meals had to be right on the dot. I’d do soups and salads, full course meals, desserts, cakes, pies and cookies...’

D e c k h a n d Ji m S w e e t reflected: ‘Once a week I’d do the whole ship from stem to stern. I’d holystone the decks until they were white. I’d wax the engineroom floor until you could see your face in it... I don’t know how many gallons of brass polish I went through. It was only after I’d been with him a year that the old man let me put a fine coating of oil on the exterior brass.’

The discipline included navigation: ‘When I stood my wheel watch I wasn’t allowed to sit down...You logged every point,

every time and course change. He had no time for an auto pilot and he wouldn’t even have radar at first. “It just leads you into radarassisted accidents,” he’d say. “You get to depend on it and you stop using your God-given senses.”

He’d always arrive within a minute or two of his estimates.

Everywhere you went people would admire the ship. It gave you pride in your work.’

Over time, transport infrastructures were modernised and it became economic for those in highly-paid posts to journey by air. Progress had displaced Syrene from her primary role.

She assumed more varied duties: taking rangers on timber inspections; moving staff and their families and effects to new stations; transporting planting and cruising crews. Despite this eclectic workhorse capacity, Syrene’s skipper protected his charge from the heavy footfalls of the unappreciative.

After 1966 the elegant but awkward bowsprit was removed as part of Syrene’s modernisation. She continued in service for another decade under the command of three more masters before leaving the Forest Service for a new life. In the logbook of the redoubtable Captain Bouch he wrote a final personal entry for 26 July 1966: ‘Retired as of this date.’ An era had ended.

FEBRUARY 2009 ✪● Nautilus UK Telegraph● ✪ 31

TREVOR BOULT writes about a remarkable fleet of forestry protection vessels and the seafarers who operated them… forest fleet

PICTURES: MINISTRY OF FORESTS (LEFT)/M.G. CONEY (RIGHT)

The lone rangers SINCE 1911, to fulfil a Canadian government mandate, an extraordinary fleet of wooden craft have been operated by the Forest Service of British Columbia.

These boats have braved the seas, bearing their crews across stormtossed straits, through tide-torn channels, up inlets where ‘the wind howls like an animal’, wherever the job takes them.

That job brought stoicism, valour, tragedy and humour. The privations of lonely outposts were countered by roistering logging communities; all set against the timeless backdrop of quiet stately forests.

When the Forest Branch was inaugurated, three launches were already in use. One patrolled the national boundary to help prevent the illicit export of logs; another inspected applications for timber; the third examined hand-loggers’ licences, dealing with trespasses and enforcing the Timbermark Act. The growing volume of work required six purpose-built craft to be ordered. Thus began an era of gradual sustained progress in in-house boat design and construction, paralleled by an evolving infrastructure to support operations for decades ahead.

The six new boats were described as double-ended with long coach roofs, a fairly low for-

ward wheelhouse and a short foredeck. A pleasing sheerline graced a fine seaworthy hull, and they all became long-lived craft In 1914 a base was established on Sonora Island. Thurston Bay eventually boasted dedicated buildings, ships’ ways, rangers, carpenters and engineers. The location was wild and beautiful and included floats, houses, a bunkhouse and a Pelton wheel to supply electricity.

By the end of the Great War the Forest Branch had developed a creditable fleet. Logging was resurgent and new ranger stations were being opened to handle the increased administration.

New boats were bought or built to answer the growing transport needs of the service. The calibre of the rangers who manned them did not pass unnoticed: ‘In view of our inhospitable coastline, the sudden storms, the isolated conditions, the minimal amount of training which we are able to give our men — the fact that most of them aren’t boat-minded at all, but simply men of the trees forced to use boats for transport, they have done extremely well, and with fewer accidents than we have a right to expect.’

By the late 1930s the base at Thurston Bay was becoming obsolete. Remote from the source of supply, skilled men were scarce,

Forest Service boats at the Thurston Bay depot

PICTURE: MINISTRY OF FORESTS

The rebuilt Wells Gray at the Fraser River Marine Station and in 1941 the whole depot was razed by fire.

Shortly afterwards, the strategically placed Fraser River Marine Station was opened. It was an impressive complex which suffered a major blaze of electrical origin — ironic, given that the depot boasted a dedicated pumpshop facility.

Pumps loomed large in the world of the Forest Service, regarded as the most vital tool in fighting forest fires. Protecting the Province’s priceless timber from this great enemy was probably the most important task performed by the forestry fleet. Rangers enforced regulations framed to prevent the outbreak of fires as well as guarding against trespass cutting, ensuring minimal waste from felling operations, and supervising the burning of slash.

Most ranger launches carried a pump and 1,500ft of hose, together with hand tools for about a dozen men.

By the 1920s the need for a new class of launch was recognised — a one-man boat with seaworthy features, able to take a ranger wherever the work required, and to provide overnight shelter. Eventually there were 11 of these sturdy utilitarian craft, built of fir and cedar.

Officially known as assistant ranger launches, they were soon dubbed as ‘blimps’ — an unkind reference inspired by the distinctly cambered coach roof of the long cabin, reminiscent of a wartime airship.

It was many years later that the ‘blimps’ became outmoded.

PICTURE: MINISTRY OF FORESTS

Constraints on overtime, and other regulations, meant slow speeds were no longer an option and they were superseded by faster but unreliable and less seakindly glass-fibre craft.

Before the advent of proper stations, an assistant ranger’s base would often be a small floating warehouse, as well as providing accommodation. Even when stations were built, they might consist of a tiny office at the end of a float, a walkway, boardwalk and two portable houses, against an impenetrable backdrop of bush and rock.

Less remote stations would be little bigger, even though the communities they served were thriving: whaling stations, herring salteries, canneries, and floating logging camps. Many logging operations employed only a few men. A ranger might need to deal with up to 60 such operators within his territory.

Both the Forest Survey and Inventory Branches’ boats made daily landings to put in plots and categorise species to determine the forest make-up. The Forest Service has long been involved in planting work and over the years a series of substantial landing craft has facilitated the transport of seedlings, equipment and men.

They also assisted the Engineering Branch to fulfil one of its roles — ‘Wherever we can replace a boat with a road, we will do it.’

In the immediate post-war period, expectations rose and primitive facilities were no longer accepted on the launches — resulting in the installation of hot

water systems, auxiliary engines, better lighting, modern radios and mechanical anchor winches.

In 1948 the Service saw the need for a permanent station on the oceanic west coast of Vancouver Island. This demanded still larger craft with enhanced all-year-round capabilities, and they were manned by professional mariners. One long-serving skipper modestly distilled his skills as such: ‘75% of seamanship is staying out of trouble; 25% is after you’ve got into it.’

Regardless of size or station, the grey-hulled fleet — ‘like dwarf battleships’ — built an enviable reputation and respect, not least

in enduring the excesses of the elements. A professional fishing skipper acknowledged: ‘Only the Forest Service would have the guts to go out in weather like this.’

And one ranger described wintry conditions: ‘With slushy wet snow that’s freezing, you can pick up a load of ice in no time. You can roll over so fast you wouldn’t know what hit you.’

All Forest Service boats had been wooden. This was partly as an act of faith, being in the timber business, and to promote the continuing advantages of wood as a shipbuilding material. But today, wooden boats are a luxury.

Steel, aluminium and glass-fibre lend themselves to pre-fabrication and mass production. Fast launches with planing hulls have also answered the needs of new generations of rangers, not prepared to spend weeks chugging around the coast.

Yet there has always been a ready market for surplus wooden boats from the Forest Service, well maintained and awash with character, put out to green pastures as proudly-owned pleasure craft. The annual rendezvous of the ex-Forest Service Vessel Squadron provides a summer forum to exhibit their style and beauty from a bygone age.

ACKNOWLEDGMENTS The author kindly acknowledges the material assistance of Michael Coney, Peter Morton and the Ministry of Forests.

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32● ✪ Nautilus UK Telegraph● ✪ FEBRUARY 2009

50 YEARS AGO LAVATORY accommodation is not the most edifying of subjects about which to write, but it is made necessary by the fact that the facilities provided in a number of docks and dry docks leave a great deal to be desired — and that is a masterful understatement! In many cases, the accommodation and its maintenance is a serious

reflection on usually accepted British standards of hygiene and the Association has raised the matter with the National Maritime Board. As a result, inspections have been made by the shipowners’ and seafarers’ organisations. Where necessary, representations have been made to dock and dry dock authorities to bring them to the standards applied to public conveniences — MN Journal, February 1959

25 YEARS AGO THE MNAOA has called on shipping minister David Mitchell to step in to prevent the transfer of two Cunard cruiseships to the US register. These are the Cunard Countess, presently registered in the UK, and the Bahamian-flag Cunard Princess. Assistant general secretary John Newman has told the minister that the Association regards such flag

switching as contrary to the national interest. Cunard wants to sell the two ships to Cruise America Line of Florida. It plans to operate them chiefly in US waters, giving Cunard sole responsibility for the marketing of the cruises. If the US authorities allow the ships to be transferred, it is certain that their officers and crew would have to be US nationals — The Telegraph, February 1984

10 YEARS AGO NUMAST has expressed concern about a surge in armed attacks on merchant shipping — including one incident in which all 23 crew onboard a bulk carrier appear to have been murdered. This year began with a series of horrific attacks around the world, with details emerging of a raid on the bulker Cheung Son in the Taiwan Strait.

The 23 crew onboard were killed by pirates who then stole the ship’s cargo. Fears were also growing for the safety of 15 crew on a general cargoship that is believed to have been stolen and re-named and re-flagged.

NUMAST is urging members to avoid the coast of Somalia after another incident in which a ship’s crew was held to ransom for as much as US$6m — The Telegraph, February1999

ships of the past

War’s heavy toll on Lawther, Latta fleet ✪ by BOB WILSON THE ANGLO-CANADIAN was the first oil-engined vessel built for Lawther, Latta’s Nitrate Producers Steamship Company. All the other ships to that date had been steamers. Sir John Latta required the new ship to be as economical and up-to-date as possible. With this in mind, she was fitted throughout with electrical auxiliary machinery. With the exception of a small emergency air compressor, no other steam plant was employed on the ship. The galley was oil-fired and no coal was required for any purpose.

The engine was a four-cylinder Doxford, with the standard opposed-piston two-cycle design driving its own scavenging pump from a crank between numbers two and three cylinders (at the centre of the crankshaft).

Trials were a success and an absence of vibration was noted.

The service speed was 11 knots at 86 rpm.

The accommodation was more or less standard for that era.

The captain, deck officers, radio officers and steward were in the midship section, and the engineer officers and electrical officer around the engine casing. The crew were housed in the poop and there was no accommodation in the forecastle at all.

The building costs for the Anglo-Canadian came to £130,000. Low as this may seem by today’s standards, it was £35,000 more than the next two steamers that were ordered for the company!

2. Rotterdam is Europe’s busiest container port. Which port is second busiest?

3. Which flag is Europe’s biggest, in terms of gross tonnage?

This month’s Telegraph cryptic crossword is a prize crossword!

The winner of this month’s cryptic crossword competition will win a copy of the book Under the Red Ensign (reviewed on the facing page).

To enter, simply complete the form below and send it, along with your completed crossword, to: Nautilus UK Telegraph Crossword Competition, Oceanair House,

750–760 High Road, Leytonstone, London E11 3BB, or fax 020 8530 1015.

Closing date is Friday 13 February 2009.

You can also enter by email, by sending your list of answers and your contact details to telegraph@nautilusuk.org by the same closing date.

Name: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Address: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...................................................................................................... ......................................................................................................

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Membership No.:

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QUICK CLUES

General details Year built: Original name: Built by: Owners: Type: Tonnage: Dimensions:

1928 Anglo-Canadian Short Brothers, Sunderland Lawther, Latta Nitrate carrier 5,267 gross tons Length 426ft; Breadth 58ft; Depth 24ft 8in

In 1942, the Anglo-Canadian was attacked by Japanese aircraft off Singapore. A bomb struck the storeroom aft that contained the magazine, but failed to explode.

Mr Beavis, the chief officer, led the fire-fighting party and with the assistance of Mr Bergstrom, the carpenter, moved all the ammunition from the blazing magazine as the gunners continued to engage the enemy with the poop gun. On arrival at Singapore, the unexploded bomb was located in the store and carried ashore by Captain Williams, Mr Beavis and Mr Bergstrom. It later exploded

The Quiz 1. South Korea is the world’s leading shipbuilding nation. What percentage of the global orderbook did it have in 2008?

Telegraph prize crossword

4. What is the average age of the world merchant fleet?

5. What contribution did the US engineer Henry Rossiter Worthington (1817-1880) make to marine engineering?

6. How is the title coxswain thought to have originated? ✪ Quiz and quick crossword answers are on page 46.

harmlessly. The three men received OBE, MBE and BEM respectively for their actions.

Several gunners and greasers were also decorated as a result of the action.

On 12 June 1942, the ship passed Ascension Island en route towards Baltimore in ballast. In position 25 12 N 55 31 W, she was intercepted by U153 and succumbed to a single torpedo.

The radio officer was killed in the action, but the remaining 49 men got safely away in the boats and eventually reached Anguilla.

The company suffered heavily in the war with a great loss of life and only two ships left by 1942.

By that time, Sir John Latta’s son and also his business partner, Robert Lawther, were dead. With a lack of a successor, Sir John decided to wind up the company and sell the two remaining ships.

This was announced on 27 November, 1942.

The two surviving ships, Anglo-African and Anglo-Indian, were purchased by Sir William Reardon Smith & Sons, of Cardiff, for a total of £289,000. In 1948, they were renamed New Westminster City and Tacoma City respectively.

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Across Rank (7) Mover (7) Inmate (5) Damage (9) Light (9) Beliefs (5) Revolutions (5) Seizure (9) Skirt (9) Sounds (5) Plunder (5) Burning (9) Secrets (9) Before (5) De-waxer (7) Forever (7)

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Down Wrongdoer (7) Animation (4,5) Care (5) Book (9) House (5) All wins (5,4) Old (5) Treatment (7) Shakespeare (9) Abstemious (9) Rider (9) Mourners (7) Middling (7) Powder (5) Brittle (5) Plenty (5)

CRYPTIC CLUES Across 1. Eli returned in strong wind on Biblical waters (7) 5. Disc-size powder case (7) 9. Nothing on telephone for Beatle (5) 10. Great enthusiasm for cartoon technique (9) 11. Work of the Bill commands great attention (9)

12. Steering device used to fly in a circle (5) 13. I mend torn material (5) 15. Frightened as it re-fired at random (9) 18. Not the type of questions to bring closure (4-5) 19. More in the crowd than in the film script (5) 21. Hamilton in the Outer Hebrides (5) 23. Of course it’s tightened by baleen we hear (9) 25. Shell out for a dog sport (9) 26. Material from 21’s neighbours (5) 27. Held by Morpheus (7) 28. Widened to drug-taking pupils (7) Down 1. Flowers for Frances Ethel Gumm (7) 2. Such forecasting of missiles is not so close (4-5)

3. Threat emerges to mill machinery (5) 4. Measure a US spy group one of the Kennedy’s thinned down (9) 5. Hold tight, there’s a film on food (5) 6. At the same time main 12 came loose (9) 7. State prerequisite for kicking (5) 8. Mixed up joiner’s square with so many degrees (7) 14. Not such a lame storm, it can sink the boat (9) 16. Caught in the act of using Communist workforce? (3-6) 17. Former British car in Manx race, not the showy type (9) 18. Bound to be grateful (7) 20. Repositioned dead men for the better (7) 22. Not a stew, want not (5) 23. We rip it off front of car (5) 24. A hideaway in Essex to let the world know about (5)

FEBRUARY 2009● ✪ Nautilus UK Telegraph● ✪ 33

PASSENGER LINER PICTURES PROVIDE NOSTALGIC TRIP BACK TO THE GLORY DAYS AN UNASHAMED wallow in nostalgia comes in the form of Under the Red Ensign: British Passenger Liners of the 50s and 60s, which contains a great collection of black and white photographs from what is fondly remembered as ‘the golden age’ of British shipping.

Organised on an alphabetical company basis, the

21 chapters cover such fleets as Blue Funnel, Booth Line, British India, Canadian Pacific, Elder Dempster, Glen Line, Royal Mail Lines, and UnionCastle, and mix pictures with informative text and recollections from passengers and crew.

Former cook Robert Welding sets the tone with a foreword recalling his experiences on ships including Reina del Mar, the Britannic and the Andes.

Other former seafarers quoted in the book include chief engineer Brian Gregory, Captain Terry Russell, and purser Desmond Fitzpatrick.

It is their recollections that help to lift the book

above ‘cut and paste’ history status, giving a personal touch and providing both humour and insight in many cases.

Author William Miller reminds the reader that whilst his book may serve up many fond memories from 50 to 60 years back, there is ‘most encouraging continuity’ with the present day and the evolution of passenger shipping into the cruise business. ✪Under the Red Ensign: British Passenger Liners of the 50s and 60s by William H. Miller (ISBN 978 0 7524 4619 6) costs £19.99 and is published by The History Press — www.thehistorypress.co.uk

books

How the RN fast-tracked itself out of a wartime skills crisis THE SCALE of the conflict at sea in the second world war was such that the Royal Navy had to expand its personnel numbers by around sevenfold over a remarkably short period.

To make up the necessary numbers, it had to come up with an improvised system of fast-track training for its temporary or ‘supplementary’ naval officers — in which they underwent an initial ‘baptism of fire’ period of seatime as ordinary seamen before being selected for officer training.

Those who made the grade and passed their three months of officer training at the King Alfred facility near Brighton ended up serving in a wide variety of vessels and fighting on all fronts — not least on convoy escort duties.

Their story is a fascinating one, and it is told in style by National Maritime Museum curator emeritus Brian Lavery, in his latest book In Which They Served: The Royal Navy Officer

Experience in the Second World War. He makes extensive and well judged use of first person accounts — including those from such subsequently famous people as Alec Guiness, Ludovic Kennedy, John Mills, George Melly and Nicholas Monsarrat — to bring the story alive with incredibly vivid descriptions of training and life at sea. One of the strong themes within the book is the social issues unleashed by the influx of officers through nontraditional routes, and there is some fascinating material about lower deck life.

Also very interesting are the sections detailing the training given to those selected as officers — which attracted praise from the US Navy and from politicians — which packed in subjects such as navigation, pilotage, signalling and gunnery into just 235 hours of formal instruction.

Brian Lavery describes how

the initial success of a scheme to train yachtsmen was expanded into a much broader system of filling a skills gap — one that was particularly acute because of the parallel demand for large numbers of merchant seafarers.

A particularly fascinating section (with much relevance to today) explores the ways in which the image of the Navy was promoted to boost recruitment.

The book is well illustrated with pictures and drawings that complement the very evocative text, and Brian Lavery concludes with some observations about the lasting impact of the rapid training scheme — arguing that the RN of today ‘is closer to that of 1942 than that of 1939, or even 1950’. ✪In Which They Served: The Royal Navy Officer Experience in the Second World War by Brian Lavery (ISBN 978 1844 860708) costs £20 and is published by Conway — www.anovabooks.com

Worthy reprints from the NMM TWO reissues from the National Maritime Museum’s Caird Library depict the experience of women at sea in the 18th and 19th centuries. The Female Shipwright, by Mary Lacy, was originally published in 1773, and A Lady’s Captivity Among Chinese Pirates, by Fanny Loviot, first came out in 1858.

According to historical records, Lacy was the first female shipwright. As Margarette Lincoln, the museum’s deputy director, whose introductions bring a modern perspective to both books, says about Lacy’s story: ‘It should be set in the context of contemporary narratives describing “female warriors” who dressed as men and went to sea… Their alleged motives were various: economic distress, a wish to be with their lover who had joined the navy or been impressed, or simply a

desire to break free from social constraint.’

Lacy came from a poor rural family in Kent, but it was her qualms over her affection for a young man that persuaded her to leave the area she had grown up in, and ‘it came into my head to dress myself in mens apparel’ (sic). Margarette Lincoln believes this may have been ‘little more than a smokescreen for Lacy’s

lesbian tendencies’.

In male guise, an opportunity presented itself to Lacy to join the Royal Navy, and she was at sea for several years, taking pains to conceal her sex. There were some close calls, but it was only after she was hospitalised that her true sex was discovered. Even so, the Admiralty decided to officially recognise Lacy’s shipwright status, awarding her a pension.

Her account of her escapades, and of the realities of land-based and shipboard life more than 200 years ago — including overcoming a bullying male crew member in a fight — vindicate NMM’s decision to revive the book.

The other book, A Lady’s Captivity Among Chinese Pirates, is the memoir of Fanny Loviot, a non-seafarer who was travelling on a ship that was seized by Chinese pirates. She was saved in a dramatic rescue by British marines.

The pirate episode takes up roughly the second half of the book, but there is much else to commend its purchase. Loviot migrated to California, seeking fortune in the Gold Rush. Her memories of her incident-filled voyage there, and how she fared when she got to what was then a lawless outpost of America, take

up most of the earlier pages.

Throughout, Loviot captures well the sights, sounds, smells and sensations of such locations as Rio, San Francisco — where she spent a year — and Hong Kong, and the way they were in bygone days. Although Loviot’s observations on other races are tinged with the prejudices of the time, she exhibits sympathy with the position of American blacks, whose exclusion from public places she witnesses.

Both books, reproduced in these new editions in a handsome pocket-sized hardback format, at £8.99 apiece represent excellent value. ✪The Female Shipwright, by Mary Lacy (ISBN 978 1 906367 01 5), and A Lady’s Captivity Among Chinese Pirates, by Fanny Loviot (ISBN 978 1 906367 00 8), £8.99 each, are published by the National Maritime Museum.

LAST IN IRISH SEA TRILOGY THE THIRD and final volume in a series of books looking at the passenger shipping services between Liverpool and Ireland has been published by The History Press.

The Irish Boats Volume 3 covers the services to Belfast, with the earlier books tackling the Dublin and Cork and Waterford routes. Like its predecessors, it is a big book and encyclopaedic in scope — packed with information, pictures and detailed appendices giving detailed fleet lists.

The book covers a period of almost 200 years, and provides well researched histories of the personalities and the companies involved in the succession of services linking the two cities.

Author Malcolm McRonald offers a positive conclusion, arguing that the route is presently served by excellent ships providing the best ever frequency of sailings. ✪The Irish Boats Volume 3 by Malcolm McRonald (ISBN 978 0 7524 42358) costs £19.99 and is published by The History Press — www.thehistorypress.co.uk

TO ADVERTISE YOUR PRODUCTS & SERVICES IN THE TELEGRAPH CONTACT

Redactive tel: 020 7880 7668 fax: 020 7880 7553 email: claire.barber@ redactive.co.uk

34 ✪● Nautilus UK Telegraph● ✪ FEBRUARY 2009

BGM 2009 uniting maritime professionals nautilus at work THIS IS YOUR LAST CHANCE TO SUBMIT A MOTION FOR DEBATE AND DISCUSSION AT THE UNION’S POLICY-MAKING CONFERENCE IN MAY ARE YOU concerned about issues such as criminalisation, fatigue, training, skills, and piracy? Well, this is your last chance to make sure that those concerns are raised at the 2009 Nautilus Biennial General Meeting (BGM) in May. The BGM is the Union’s main policy-making forum — and it is here that new strategies and initiatives can be developed and old ones reviewed.

And the way to make sure that the meeting’s agenda includes the issues that matter to you is to submit a motion to the conference.

Motions can be on any subject that you think is relevant to the work of the Union. If passed, the motions become resolutions and a Nautilus Council committee has the responsibility of making sure that progress is made and recommendations are followed up.

The form below enables you to submit a motion to be considered by the meeting. The 2007 conference discussed a wide range of topical issues including training, tonnage tax, fatigue, piracy and employ-

ment. What’s the hot topic for you right now? Make sure it’s on the BGM agenda this May by completing and returning the motion proposal form at the foot of the page.

But you need to be quick! Deadline for receipt of BGM motions is 1700hrs on Friday 13 February — so there’s not much time to spare!

The 2009 BGM will take place between 12-14 May at the Newcastle Gateshead Hilton Hotel. It is an open meeting, and full members who are in benefit are welcome to attend. The form on the right is your chance to get financial assistance to attend. Nautilus UK provides this support — the payment of hotel costs and a contribution towards travel expenses — to ensure that a broad cross-section of full members from across the industry attend.

Don’t forget that the BGM is not just about business. It will include speeches from leading figures in the shipping industry, as well as offering opportunities to socialise with other maritime professionals.

Please use these opportunities to get involved!

FINANCIAL AID

attendance at BGM 09

This form should be completed and returned to Peter McEwen, deputy general secretary, Nautilus UK Head Office, 750-760 High Road, Leytonstone, London E11 3BB. I wish to apply to attend the 2009 BGM under the arrangements made

by Council for full members to receive assistance towards the costs of attendance.

Please complete in BLOCK CAPITALS Name Address (for all BGM correspondence)

Postcode

BGM MOTION:

Tel no.

Membership no.

Company

To General Secretary, Nautilus UK Head Office, 750-760 High Road, Leytonstone, London E11 3BB (to arrive no later than 1700 Friday 13 February 2009).

We, as full members, wish to submit the following motion for discussion at the 2009 Biennial General Meeting of Nautilus UK:

Rank Present ship

Selection will be made from the categories below. Please circle the one that applies to you.

FG = foreign-going; NCVA = near-coastal voyage area

This BGM

A

Master FG

I

Purser/catering NCVA

B

Master NCVA

J

Radio officer FG

C

Engineer FG

K

Radio officer NCVA

D

Engineer NCVA

L

Electrical officer FG

E

Cadet (all trades)

M

Electrical officer NCVA

F

Deck FG

N

Shore staff

G

Deck NCVA

O

Ratings — FG

H

Purser/catering FG

P

Ratings — NCVA

(Continue on separate sheet if necessary)

1. Name

Mem. No.

Company

Address

Postcode

Signature

Date

2. Name

Mem. No.

Company

Address

Postcode

Signature

Date

Please give details of involvement with Nautilus, eg as a liaison officer or honorary delegate, or if you have attended a Nautilus Education course or a previous BGM.

FEBRUARY 2009 ✪● Nautilus UK Telegraph● ✪ 35

life at sea competition YOUR CHANCE FOR A SHARE OF £1,500 IN PRIZE MONEY and Endsleigh Insurance Services are once again staging the popular ‘life at sea’ photographic competition — and this year there is a total of £1,500 in prize money for the three lucky winners.

Once again, entries are flowing in — and this stunning shot of a sunset at Barrow windfarm in Morecambe Bay, taken by A. Atkinson, skipper of the Coastal Guardian, is one of the best received in the past month.

Do you think you can do better? The hunt is now on to find the best images portraying life at sea today. Judges will be looking for photographs that are not just technically good, but also capture the rich variety of life at sea — the good and the bad.

Nautilus UK / Endsleigh Insurance Services Photo Competition 2009

NAUTILUS

Name:

........................................................................

Address:

....................................................................

..................................................................................... .....................................................................................

You can submit your shots in colour or black and white, and as prints, slides or emailed JPEG electronic images (preferred resolution of 300dpi).

Closing date for entries is Wednesday 1 April, and the prizes will be presented at Nautilus UK’s Biennial General Meeting in May 2009, where an exhibition of the best entries will be on show.

.....................................................................................

First prize is £750, second prize is £500, and there’s £250 for the third-placed entry.

All you have to do is fill in the form, right, and send it to the Telegraph, Oceanair House, 750-760 High Road, Leytonstone, London E11 3BB, or email your entries to: telegraph@nautilusuk.org.

If posting entries, please don’t forget to say if you want us to return your pictures.

Home tel:

..................................................................

Email: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Mem no.:

...................................................................

Photos to be returned: YES / NO

School of Engineering and Mathematical Sciences

Promoting Career and Educational Development in the Maritime Industry

City University London’s School of Engineering and Mathematical Sciences has an innovative masters course, which has been designed to offer exciting career opportunities for maritime professionals. ●

A unique blend of technical, management and financial subjects, focused on the maritime industry

●

Supported by the Honourable Company of Master Mariners and a Steering Committee of the maritime industry

●

Suitable for Master or Chief Engineers, Class 1 Master Mariners, Class 1 Engineers.

●

Based in London, able to use prestigious, visiting lecturers to supplement material and enrich course materials

●

Part-time, flexible modular structure to suit students in full-time employment

●

Short intensive study periods enables modules to be arranged around professional commitments

A Unique Masters Course for Professionals Master’s Degree in Maritime Operations and Management

City Uni 19 x 6.indd 1

●

Of global appeal – students from around the world are encouraged to participate and benefit from the City of London maritime business environment

●

Provides the maritime industry with specialised technical professionals with management and financial skills and competencies

●

Strong foundation for further career development in all branches of the maritime industry.

For further details please contact: the Maritime Operations and Management Programme Administrator, School of Engineering, City University London, Northampton Square, London EC1V 0HB, UK Telephone: +44 (0) 20 7040 0118 www.city.ac.uk/sems Email: pgeng@city.ac.uk Please quote ref: NAUFEB09.

The University for business and the professions

7/1/09 13:02:45

36● ✪ Nautilus UK Telegraph● ✪ FEBRUARY 2009

Platform Piraterij uit de as herrezen HET platform piraterij voerde de laatste jaren een slapend bestaan. De hoogste tijd dus het platform nieuw leven in te blazen om zo gezamenlijk de strijd tegen piraterij aan te binden. Op 16 december jl. vond de eerste bijeenkomst Platform Piraterij na de wederopstanding plaats.

De noodzaak om piraterij de kop in te drukken wordt steeds dringender. Wereldwijd

wordt dit onderkend en zelfs de pers zit er tegenwoordig bovenop. Een luxe die zeevarenden de afgelopen jaren node hebben moeten missen. Publiciteit beweegt namelijk politici en daar moeten we het dus ook van hebben. De politici hebben echter, een enkele uitzondering daargelaten, weinig gedaan om maatregelen te treffen tegen piraterij. Voor alle duidelijkheid: we hebben het over politici in het algemeen en niet de Nederlandse in het bijzonder.

Het Platform Piraterij (platform) wordt vertegenwoordigd door Nautilus en

ambtenaren van diverse ministeries, reders, kustwacht en de kapiteinsvereniging NVKK. Het eerste overleg werd voornamelijk gebruikt om te inventariseren welke status het platform dient te krijgen en hoe voorkomen kan worden dat het platform verzandt in een praatgroepje zonder daadkracht.

Veel aandacht ging uit naar de situatie in de Golf van Aden. Tot teleurstelling en frustratie moest worden vastgesteld dat het verenigd Europees initiatief ter bestrijding van Somalische piraten nog lang niet de slagkracht heeft die ervan verwacht mag worden. De

zogenaamde operatie Atalanta was al niet groots van opzet en kwam pas heel laat op gang. Het is dan des te frustrerend te zien dat bij de uiteindelijke aanvang van Atalanta zélfs de beloofde magere inzet niet eens gehaald wordt. Heel droevig, zeker als we bedenken dat circa 40% van de wereldhandelsvloot vanuit de EU wordt bestierd. Degenen onder u die dan tenminste hopen op de aanwezigheid van Nederlandse eenheden komen nog meer bedrogen uit. Zoals het zich nu laat aanzien, hoeft u in de Golf van Aden voorlopig niet te rekenen op onze Jantjes.

Ten slotte was er veel aandacht voor het melden van incidenten met betrekking tot piraterij. Uit niet officiële bronnen komen signalen dat ook Nederlandse schepen met enige regelmaat worden aangevallen. Deze incidenten worden echter helaas niet of nauwelijks gemeld. We schrijven helaas omdat niet gemelde incidenten officieel niet bestaan.

En voor niet bestaande problemen spannen overheden zich niet in. Daarom nogmaals aandacht voor dit probleem. Het melden is verplicht. Zonder meldingen is de kans dat het probleem écht wordt aangepakt, miniem.

netherlands news

ECONOMY KNOCKS MARITIME MARKETS PIRACY FORUM MAKES A COMEBACK

THE first meeting of the ‘resurrected’ Piracy Forum took place at the Ministry of Transportation in The Hague on 16 December 2008. According to Nautilus NL, the ever-increasing piracy attacks are enough reason to bring the forum back to the negotiation table.

With the extensive increase in press coverage — a welcome development — politicians seem to be discussing piracy more frequently than ever, when before, it was an issue often swept under the carpet.

Shipowners, public servants from the Ministry of Transport & Waterways and Ministry of Defence and International affairs, Nautilus NL, the Dutch Coastguard and members of the Dutch captains society NVKK all took part in the meeting to reestablish the forum and to prevent it from becoming an ‘all talk, no action’ group.

Substantial concern was given to the Gulf of Aden, and the ineffectiveness of operation Atalanta, an EU-initiative, was discussed.

The forum finally discussed the lack of reporting of pirate attacks by shipping companies. According to some unofficial sources, Nautilus NL does hear of regular attacks on Dutch-flagged ships. Nautilus NL

believes it is an obligation for all piracy attacks to be reported to the relevant authorities.

NEW STAFF AGREEMENT RAISES QUESTIONS

Shipping company Van Oord has offered its personnel a contract which differs from the usual collective agreement. Contrasting contracts seldom pose a problem to trade union FNV Waterbouw, as long as the offer is better.

However, it has been found that Van Oord employees could have no claims on certain clauses regarding wage increases, overtime and working in foreign territories. Therefore, FNV Waterbouw has advised members not to sign the contract until the consequences have been determined.

ECONOMIC SLUMP CRUNCHES HEEREMA

After what seemed to be a positive start to collective bargaining agreements, the economic downturn now seems to have negatively affected Heerema Marine Contractors.

Nautilus NL reports that just one week after the first meeting took place in November 2008, it became clear that the slump had cast a gloom on investments,

HAKEN EN OGEN AAN VLOOTSTAFCONTRACT VAN OORD IN het septembernummer van 2008 kon u al lezen over de plannen van Van Oord om de vlootstaf een eigen ‘vlootstafcontract’ aan te bieden. Hierna werd het even stil en wij waren in de veronderstelling dat Van Oord zich beraadde op de juridische consequenties. In het najaar heeft Van Oord zijn werknemers opnieuw geïnformeerd via voorlichtingsbijeenkomsten. Op 5 december 2008 werd op eigen verzoek FNV Waterbouw ook geïnformeerd over dit hernieuwde aanbod aan de vlootstaf dat op diverse punten overigens erg wankelt.

Zo bleek namelijk al snel dat Van Oord de mensen volledig buiten de CAO en het buitenlandcontract wil laten vallen en dat de daarin collectief afgesproken zaken niet zomaar zonder meer zouden gelden voor

manpower and in turn, negotiations with the company. After an Advisory Board meeting in January this year, trade unions have been assured that they will be informed on the Heerema Marine Contractors’ situation in due course. To be continued.

PLANS TO PROTECT MERCHANT NAVY PENSIONS

The decline of the financial markets has led to many pension fund performance rates being barely above the legal limit of 105%. However, the Merchant Navy Pension Fund’s performance rate stands at 109%.

Although this is significantly lower than some other pension funds, the Merchant Navy Pension Fund seems to be a lot safer as it does not invest in risky markets. However, a recovery plan is still necessary, and therefore, effective from 1 January 2009, the Merchant Navy Pension Fund increases its claims for retired persons by 1.18%. Those born after 1950 will be entitled to a 2.14% increase.

The difference in rates is because those still serving in the workplace actively contribute to the solvency of the fund. The claims of the participants in the Merchant Marine Fund born before 1950 still participate in the old final salary scheme.

BELANG

medewerkers die het vlootstafcontract accepteren.

Zaken als loonsverhogingen en overwerk, zoals in de CAO vastgesteld, zijn dan niet meer van toepassing.

Een deel van het loon zou omgezet worden in een bonus, maar dat is weer afhankelijk van de financiële doelstellingen van het bedrijf. Al met al biedt het contract meer onzekerheid voor de werknemer.

Bovendien is het in strijd met de CAO waar de werkgever altijd meer mag doen, maar natuurlijk niet de vrijheid heeft om zaken als overwerk te minderen en dat elders weer te compenseren. Ook is het de vraag of het vlootstafcontract op de langere termijn daadwerkelijk nog de voordelen biedt.

Van Oord heeft in een brief aan de betrokken werknemers laten weten door te willen gaan met de plannen en te gaan onderzoeken welke juridische consequenties daaraan vast zitten. Het bedrijf heeft bij de presentatie van de plannen niet duidelijk kunnen maken waarom het nodig is om op bepaalde punten onder de CAO te gaan en op andere daarboven. FNV Waterbouw heeft er geen enkel probleem mee als er afspraken gemaakt worden die boven de artikelen in de CAO uitstijgen. Welk belang dient Van Oord met deze plannen? De gerechtelijke procedure waarover Van Oord in haar brief naar het personeel schrijft, is geen slimme zet. De verhoudingen komen daardoor op scherp te staan. Overigens ziet FNV Waterbouw die procedure met vertrouwen tegemoet. Eerder al hebben rechters zich in vergelijkbare situaties geschaard achter het standpunt van de bond. We houden u natuurlijk op de hoogte van alle ontwikkelingen.

FNV Waterbouw heeft haar leden ondertussen geadviseerd niet te tekenen voor een vlootstafcontract.

KREDIETCRISIS TREFT CAOONDERHANDELINGEN HEEREMA PAS in april 2008 werden de onderhandelingen afgerond voor Heerema Fleet Personnel met betrekking tot de offshore CAO 2008. De leden hebben ons dan ook met klem verzocht de onderhandelingen voor 2009 tijdig te beginnen. In oktober zijn we gestart met een schriftelijke ledenraadpleging en in november met de onderhandelingen. Helemaal op tijd dus, ware het niet dat de kredietcrisis nu ook de CAO-onderhandelingen lijkt te treffen...

Zoals gebruikelijk vroegen de bonden, Nautilus NL en de personeelsvakbond VOC, in het eerste gesprek naar de stand van zaken bij Heerema Marine Contractors (HMC). De werkgever meldde toen dat het goed ging en dat ook 2009 een positief karakter zou hebben. Wel werd melding gemaakt van enkele kleine uitgestelde projecten en het vooruitschuiven van andere projecten. De bonden hebben in dat gesprek hun voorstellen voor de nieuwe CAO 2009 toegelicht. Toen we een week later weer aan de onderhandelingstafel zaten, kwam HMC echter met de mededeling dat er een vacaturestop is, dat de investeringen naar beneden worden bijgesteld én dat er enkele organisa-torische maatregelen zijn genomen om de kosten te drukken. Als ook nog blijkt dat de werkgeversdelegatie moet wachten tot de volgende Advisory Board meeting voor het verkrijgen van een budget, lijken de onderhandelingen in een impasse te zijn beland.

Vervolgens werden begin december de bonden en de ondernemingsraden van wal en vloot door de directie uitgenodigd voor spoedoverleg. Tijdens dit spoedoverleg deelde de directie mee dat er sinds medio november nog meer projecten zijn geannuleerd en/of uitgesteld en de situatie het bedrijf noopt tot ingrijpende maatregelen. Zo zal onder meer het loonbudget voor 2009 voor het hele personeel op ‘nul’ gezet worden. Bonden en ondernemingsraden hebben hierna de handen ineengeslagen en de directie gevraagd duidelijkheid te scheppen. Ook is er een lijst met vragen opgesteld en verstuurd. Nautilus NL en VOC hebben hun leden via nieuwsbrieven op de hoogte gesteld van de situatie en hen om een nieuw mandaat gevraagd. Net voor kerst heeft Heerema laten weten dat medio januari — na een extra Advisory Board meeting — de bonden en ondernemingsraden zullen worden geïnformeerd over de laatste stand van zaken. Ook zullen zij dan antwoord op hun vragen krijgen. Wordt vervolgd!

Koopvaardij verhoogt pensioenen, Binnenvaart niet DE ontwikkeling op de financiële markten hebben ertoe geleid dat de dekkingsgraden van de pensioenfondsen dalen. Het aantal pensioenfondsen dat nog boven de wettelijke grens van 105% zit, is inmiddels sterk afgenomen. Dat geldt echter niet voor het pensioenfonds Koopvaardij, waarbij de dekkingsgraad zelfs boven de voor haar geldende vereiste dekkingsgraad van 109% ligt. Dit betekent dat het pensioenfonds Koopvaardij per 1 januari 2009 de pensioenen kan verhogen.

De dekkingsgraad is een indicator die aangeeft hoeveel vermogen een pensioenfonds heeft. Hierbij wordt de actuele waarde van de beleggingen afgezet tegen de verplichtingen van het fonds jegens alle (ex-) deelnemers en gepensioneerden. Bij een dekkingsgraad van 100% heeft het fonds genoeg in huis

om de pensioenaanspraken van alle (ex) deelnemers en gepensioneerden in één keer te betalen. Dit komt in de praktijk natuurlijk niet voor. Zelfs bij een dekkingsgraad van onder de 100%, heeft een pensioenfonds nog steeds voldoende geld in kas om de pensioenen nog tientallen jaren uit te kunnen keren.

Reserves De Nederlandsche Bank (DNB) stelt eisen aan de dekkingsgraad. De hoogte van de vereiste dekkingsgraad is afhankelijk van de mate waarin een fonds aan risico’s bloot staat. Zo neemt een fonds dat veel in aandelen belegt, een hoger risico dan een fonds dat daarin minder belegt. Een ander belangrijk risico is de rente; een dalende rente zorgt immers voor stijgende kosten van de toekomstige verplichtingen. Een gemiddeld pensioenfonds heeft een vereiste dekkingsgraad van om en nabij de 125%.

Het pensioenfonds Binnenvaart valt met een vereiste dekkingsgraad van ongeveer 122% binnen die categorie.

Voor het pensioenfonds Koopvaardij ligt de vereiste dekkingsgraad aanmerkelijk lager, namelijk op zo’n 109%. De Koopvaardij hoeft minder reserves aan te houden, omdat het minder risicovol belegt. Daarbij is ook het renterisico volledig afgedekt. Het meer of minder risicovol beleggen, alsmede de mate van renteafdekking, wordt bepaald door fondsspecifieke omstandigheden.

Wanneer een fonds onder het vereist vermogen zakt moet het een herstelplan opstellen. In het herstelplan staat beschreven welke stappen het fonds neemt om het reservetekort weer aan te vullen. Hiervoor krijgt een fonds vijftien jaar de tijd. Naast het vereist eigen vermogen, kent DNB het begrip minimaal vereist vermogen dat op 105% ligt. Zakt een fonds onder deze grens, dan is er

sprake van een dekkingstekort. In dat geval moet het fonds een plan opstellen dat laat zien dat het fonds binnen drie jaar weer boven de 105% zit. Het pensioenfonds Binnenvaart zit onder de grens van 105% en moet een korte termijn herstelplan indienen.

Toeslagverlening Toeslagverlening is geen vanzelfsprekendheid. Het hangt af van de financiële positie van een pensioenfonds. Die van het pensioenfonds Binnenvaart laat een verhoging van de pensioenaanspraken niet toe. Dat ligt anders bij het pensioenfonds Koopvaardij. Hier ligt de dekkingsgraad nog boven de voor het pensioenfonds geldende grens van ongeveer 109%. Per 1 januari 2009 verhoogt het Koopvaardij-fonds de aanspraken van de slapers en de gepensioneerden met 1,18%. De aanspraken van de actieve deelnemers die in 1950 en

later geboren zijn worden met 2,14% verhoogd. Het verschil in percentage wordt veroorzaakt, doordat voor gepensioneerden en slapers 40% van de stijging van het prijsindexcijfer in aanmerking is genomen en voor de actieve deelnemers 60% van het indexcijfer CAO-lonen. Het onderscheid vindt zijn rechtvaardiging onder meer in de mate waarin de premiebetalende actieve deelnemers bijdragen aan de solvabiliteit van het fonds. De aanspraken van de deelnemers in het Koopvaardijfonds geboren voor 1950, die nog deelnemen in de oude eindloonregeling, volgen de CAO loonontwikkeling tot een maximum van 2,14%.

46● ✪ Nautilus UK Telegraph● ✪ FEBRUARY 2009

The face of Nautilus UK: Ian Cloke, industrial officer THROUGHOUT his working life, Nautilus industrial officer Ian Cloke has been active in unions, but finds working in shipping ‘absolutely completely different’.

His career began in the mid-1970s as an apprentice printer in Kent. He became father of the chapel for the NGA print union.

Ian joined British Telecom in 1987, training as a telephone engineer, and got involved in the Communications Workers’ Union — eventually becoming a full-time branch officer. Later, he was active

in the Society for Telecom Executives, and as a full-time officer for Connect. With its backing, he gained a BA honours in organisation work, economics and employment law at Birkbeck College. When BT offered redundancy, Ian returned to Birkbeck, attaining an MSc in corporate governance and business ethics.

While training law court staff on contract to HM Court Service, he was half-seconded to the PCS union.

‘Still I wanted to devote more time to trade union work.

That’s where Nautilus came in.’

Telegraph Incorporating the merchant navy journal and ships telegraph

ISSN 0040 2575 staff editor: Andrew Linington production editor: June Cattini reporters: Sarah Robinson/Mike Gerber web editor: Matthew Louw

advertising managers Redactive Media Group 17 Britton Street, London EC1M 5TP Sales Executive: Claire Barber tel: +44 (0)20 7880 7668 fax: +44 (0)20 7880 7553 email: claire.barber@redactive.co.uk website: www.redactive.co.uk Although the Telegraph exercises care and caution before accepting advertisements, readers are advised to take appropriate professional advice before entering into any commitments such as investments (including pension plans). Publication of an advertisement does not imply any form of recommendation and Nautilus UK cannot accept any liability for the quality of goods and services offered in advertisements. Organisations offering financial services or insurance are governed by regulatory authorities and problems with such services should be taken up with the appropriate body.

Published by Nautilus UK, Printed by College Hill Press Limited, 37 Webber Street, London SE1 8QW.

Nautilus UK meetings with members: diary dates NAUTILUS UK has always had a firm commitment to dialogue with its members and that commitment continues to this day, with the Union placing a high priority on contact between members and officials.

Officials make regular visits to ships, and a variety of different meetings are held by the Union to encourage a healthy exchange of views.

The Union also offers the chance for members to meet Nautilus UK officials when they make regular visits to ships in ports and nautical colleges, or stage specialist forums around the UK. These visits aim to give members the chance to get advice on employment and other problems that cannot easily be dealt with by letter or email. Times and venues for meetings in the next few months are:

COLLEGE VISITS Nautilus UK’s recruitment team is now holding regular meetings with trainees and members at all the UK’s maritime colleges. Contact Steve Doran or Garry Elliott at the Wallasey office for visiting schedules and further details.

M–Notices

the vessel’s position using other means is as important as it ever was, as is the basic requirement… to maintain a proper lookout,’ the note concludes.

M-Notices, Marine Information Notes and Marine Guidance Notes issued by the Maritime & Coastguard Agency recently include: general secretary Brian Orrell

head office Oceanair House, 750–760 High Road, Leytonstone, London E11 3BB tel: +44 (0)20 8989 6677 fax: +44 (0)20 8530 1015 telex: 892181 DIAL G (marked for the attention of Nautilus UK) website: www.nautilusuk.org

northern office Nautilus House, Mariners’ Park, Wallasey CH45 7PH tel: +44 (0)151 639 8454 fax: +44 (0)151 346 8801

department e-mail addresses general: enquiries@nautilusuk.org membership: membership@nautilusuk.org legal: legal@nautilusuk.org Telegraph: telegraph@nautilusuk.org industrial south: industrialsouth@nautilusuk.org industrial north: industrialnorth@nautilusuk.org central services: centralservices@nautilusuk.org welfare: welfare@nautilusuk.org professional and technical: protech@nautilusuk.org In order to better serve the membership efficiently and cost-effectively, Nautilus UK has started to compile a list of members’ email addresses.

It would be helpful if members with email addresses could notify them to the IT Department, indicating their membership number.

Nautilus UK also administers the NUMAST Welfare Funds and the J.W. Slater Fund, which are registered charities.

Ian joined the Nautilus industrial south team last June, representing members at such companies as Maersk, Carisbrooke, Sealion, and BW Gas. ‘It’s a constant learning curve,’ he says. ‘The industry’s so different, with so much diversity in the people, the companies, the agreements, the flags, and the law. But with the basic underlying principle of social justice, we do our best for members, representing people, growing the membership base, and promoting good industrial relations with all the companies.’

MGN 379 (M+F): Navigation: Use of Electronic Navigation Aids This MGN warns that over-reliance on a single electronic navigational aid has been a primary cause of accidents, and it calls on watchkeepers to ensure that such equipment is used correctly.

Watchkeepers should also, it says: be aware of the factors which affect the accuracy of position fixing systems; appreciate the need to cross-check position fixing information using other methods; recognise the importance of the correct use of navigational aids, and know the equipment’s limitations, and also appreciate the dangers of over-reliance on the output from, and accuracy of, a single navigational aid.

The note warns: ‘Collisions have been frequently caused by failure to make proper use of radar and radar plotting aids in both restricted visibility and clear weather. Common errors have been deciding to alter course on the basis of insufficient information and maintaining too high a speed, particularly when a closequarters situation is developing.’

The MGN stresses: ‘Information provided by radar and radar plotting aids in clear weather conditions can assist the watchkeeper in maintaining a proper lookout in areas of high traffic density. It is most important to remember that navigation in restricted visibility can be more demanding and great care is needed even with all the information available from the radar and radar plotting aids.’

Where continuous radar watching and plotting cannot be maintained even greater cautions must be exercised, the note insists, and it adds: ‘A “safe speed” should at all times reflect the prevailing conditions.’

The MGN includes detailed advice on: electronic radar plotting aids; plotting; checking the radar’s current performance; choice of range scale; clear weather practice; radar operation; parallel index technique, including on a relative motion, and on a true motion, display; integration with ECDIS; precautions; chart radar; operation and regular operational checks; stabilisation modes; speed input; gyro failure; warnings and alarms; SARTS and other radar transponders; electronic position systems; and electronic charts.

The note underlines that although the accuracy and functionality of electronic navigational aids has increased considerably, over-reliance on a single item of equipment remains dangerous. ‘The need to cross-check

SHIP VISITS If you have an urgent problem on your ship, you should contact Nautilus UK (enquiries@nautilusuk.org) to ask for an official to visit the ship. Wherever possible, such requests will be acted upon by the Union and last year more than 200 ships were visited by Nautilus UK officials as a result of contact from members. If you need to request a visit, please give your vessel’s ETA and as much information as possible about the problem needing to be discussed.

MGN 371 (M+F): Offshore Renewable Energy Installations (OREIs) — Guidance on UK Navigational Practice, Safety and Emergency Response Issues Offshore Renewable Energy Installations such as wind farms, marine current turbines and wave generators have the potential to affect shipping navigation and safety. Recommendations in this guidance note should be taken into account by OREI developers, says MCA. Although the recommendations are non-mandatory, the note points out: ‘Failure by developers to give due regard to these recommendations may result in objections to their proposals on the grounds of navigational safety or emergency response preparedness.’

Developers should evaluate all foreseeable navigational possibilities by which the siting, construction, establishment and decommissioning of an OREI could obstruct or endanger navigation, and assess the most favourable options.

Consultation with local and national search and rescue authorities should be initiated and consideration given to types of aircraft, vessels and equipment which might be used in emergencies. It also recommends that assessments should be made of the consequences of ships deviating from normal routes, and of recreational or fishing vessels entering shipping routes to avoid proposed sites.

MGN 372 (M+F): Offshore Renewable Energy Installations (OREIs) — Guidance to Mariners Operating in the Vicinity of UK (OREIs) Offshore Renewable Energy Installations (OREIs) present new challenges to safe navigation, but proper voyage planning and access to relevant safety information should ensure safety is not compromised, this marine guidance note advises.

Most OREIs at present are offshore wind farms, five of which were operational by June last year, while a further four were in construction or at various stages of planning. These, the M note points out, ‘can be very large, some approaching 100 square nautical miles. The sites may be irregular in shape and adjacent developments can be in close proximity to each other’.

Single wind turbines may be established as isolated units, while wave and tidal energy devices are currently sited on an ad hoc basis, the note adds. It provides extensive textual and pictorial information to enable masters and skippers to make appropriate voyage planning decisions.

MIN 334 (M): Written examination dates 2008/09: Engineer Officers (Yachts and Sail Training Vessels) The MCA Large Commercial Yacht Code, LY2, requires that the issue of certificates of competency for service as an engineer on commercially operated yachts, large

SCOTLAND Members employed by companies based in the west of Scotland should contact Nautilus UK at Nautilus House, Mariners’ Park, Wallasey CH45 7PH (tel: +44 (0)151 639 8454). Members employed in the offshore oil sector, or by companies based in the east of Scotland, should contact +44 (0)1224 638882. This is not an office address, so members cannot visit in person.

Future dates and venues for Nautilus UK meetings of the National Professional & Technical and National Pensions Forums include: ✪ National Professional & Technical Forum — deals with technical, safety, welfare and other professional topics relevant to shipmaster and

private yachts and sail training vessels. This M note provides dates for the exams over the next year.

chief engineer officer members. The next meeting is being held at the Nautilus UK northern office, Mariners’ Park, Wallasey, on Tuesday 21 April, starting at 1300hrs. ✪ National Pensions Forum — established to provide a two-way flow of information and views on all pension matters and pension schemes (not just the MNOPF). This forum is open to all classes of Nautilus UK member, including associate and affiliate. The next meeting will be held at Best Western Churchill Hotel, Dover Waterfront, Dover, Kent CT17 9BP, on Wednesday 1 April, starting at 1100hrs.

All full members of the relevant rank or sector can attend and financial support may be available to some members by prior agreement. For further details contact head office.

Quiz answers

MIN 335 (M): Research Project 540: Effectiveness of Defra approved surface cleaner for use in spill response With the volume of heavy oils being carried in UK waters projected to more than triple over the next three years, the MCA warns: ‘This represents a significant increase in the risk of an incident affecting the British shoreline.’ This M note summarises the results of research commissioned by the Agency to establish the methods for removal of oil from various hard surfaces, following ship spillage incidents. One aim of the project was to establish a protocol for the use of surface cleaning agents approved by the environment department Defra. Trials were carried out on various hard surfaces using several oil types, oil weathering states, and a range of cleaning techniques.

1. In 2008, South Korea had some 35% of the world orderbook, in compensated gross tonnage terms.

MSN 1819 (M+F): The Merchant Shipping (Prevention of Air Pollution from Ships) Regulations 2008 This note details the technical aspects of the UK’s implementation of Annex VI of the MARPOL 73/78 global convention on the prevention of air pollution from ships.

The relevant UK legislation is the Merchant Shipping (Prevention of Air Pollution from Ships) Regulations 2008, and the M note contains information on the technical implications for: ozone-depleting substances; nitrogen oxides; sulphur oxides; volatile organic compounds; ship incinerators; discharge to reception facilities; fuel oil quality; and offshore platforms survey and certification.

6. Coxswain is thought to be a derivation of the title cogswain — applied to the masters of cogs, small sailing vessels from the Middle Ages.

MGN 381 (M+F): Survey and certification Requirements for the Merchant Shipping (Prevention of Air Pollution from Ships) Regulations 2008 This note details the survey and certification requirements for the UK’s prevention of air pollution from ships regulations. ✪M-Notices are available in three ways: a set of bound volumes, a yearly subscription, and individual documents. ✪A consolidated set of all M-Notices current on 30 July 2007 (ISBN 9780115528538) is published by The Stationery Office for £195 — www.tsoshop.co.uk/bookstore.asp ✪Annual subscriptions and copies of individual notices are available from the official distributors: Mail Marketing (Scotland), MCA, PO Box 87, Glasgow G14 0JF. Tel: +44 (0)141 300 4906; fax: +44 (0)141 950 2726; email: mca@promo-solution.com ✪Individual copies can be collected from MCA offices, electronically subscribed to or downloaded from the MCA website — www.mcga.gov.uk — click on ‘Ships and Cargoes’, then ‘Legislation and Guidance’.

2. Hamburg is Europe’s second busiest container port, handling more than 9.9m TEU in 2007.

3. The Greek flag is the biggest in Europe, with some 35.6m gt on its books.

4. The average age of the world merchant fleet in 2008 was 11.8 years.

5. In conjunction with W.H. Baker, he developed and patented in 1841 a small auxiliary steam pump, and a direct-acting steam pump with a simple ordinary slide valve in 1849.

Crossword answers QUICK ANSWERS Across: 1. Colonel; 5. Migrant; 9. Lifer; 10. Vandalise; 11. Reflector; 12. Dogma; 13. Turns; 15. Catalepsy; 18. Cheongsam; 19. Music; 21. Rifle; 23. Cremation; 25. Esoterica; 26. Prior; 27. Eardrop; 28. Eternal.

Down: 1. Culprit; 2. Life force; 3. Nurse; 4. Leviticus; 5. Manor; 6. Grand slam; 7. Aging; 8. Therapy; 14. Sonneteer; 16. Temperate; 17. Postilion; 18. Cortege; 20. Central; 22. Flour; 23. Crisp; 24. Ample.

This month’s cryptic crossword is a prize competition. The answers will appear in next month’s Telegraph. Congratulations to the January crossword winner — Nautilus UK member Colin MacKay. CRYPTIC ANSWERS FROM JANUARY Across: 1. Donkey; 4. Jane Eyre; 10. Wuthering; 11. Venus; 12. Cubicle; 13. Austere; 14. Steps; 15. Hedonist; 18. Presents; 20. Genii; 23. Refugee; 25. Matured; 26. Drive; 27. Longitude; 28. Tincture; 29. Reveal.

Down: 1. Downcast; 2. Notable; 3. Exercises; 5. Aggrandisement; 6. Elves; 7. Yankees; 8. Easter; 9. Vice-chancellor; 16. Night-life; 17. Wildfell; 19. Ruffian; 21. Nurture; 22. Credit; 24. Great.

FEBRUARY 2009● ✪ Nautilus UK Telegraph● ✪ 47

Stick up for Nautilus UK’s Sea Sense campaign!

Indicators

NAUTILUS UK offers a range of free stickers to help you show your support for British shipping.The ever-popular Sea Sense car stickers have been spotted all over the world — why not put one in your back window? We also have some smaller paper Sea Sense stickers to put on envelopes.

There is also the ‘delivered by ship’ selection, showing the variety of products that reach our shops thanks to merchant ships and seafarers. These are ideal for handing out at schools and festivals.

LATEST statistics show a big fall in the rate of UK inflation, but average wage settlements remaining fairly steady.

According to the Office of National Statistics, the consumer prices index — the government’s preferred inflation measure — dropped sharply in December, to an annual rate of 3.1% from 4.1% in the previous month. The headline Retail Prices Index (RPI) measure — usually used as the basis for pay negotiations — fell to 0.9% from November’s 3%

All the stickers promote Nautilus UK’s special campaign website www.seasense.co.uk, designed to raise public awareness of the need for maritime skills — and where you can sign an electronic petition urging the government to take more effective measures to support British shipping and seafarers.

If you’d like some free stickers, simply contact Nautilus UK’s Central Services department and let them know how many you need. Call Central Services on +44 (0)20 8989 6677 or email centralservices@nautilusuk.org

rate, the biggest fall in 28 years. RPIX inflation — the ‘all-items’ RPI excluding mortgage interest payments — was 2.8% in December, down from 3.9% in the previous month.

The ONS said the annual rate of growth in average earnings, excluding bonuses, was 3.6% in the three months to November 2008, unchanged from the three months to October. Including bonuses, it was 3.1%, down by 0.2% from the previous month.

Figures from the independent Labour Research Department showed average settlements of 3.9% in the three months to November. And an analysis of 79 agreements carried out by Industrial Relations Services showed settlements averaging 3.8%.

10 REASONS WHY YOU SHOULD BE A NAUTILUS UK MEMBER… 1. Pay and conditions Nautilus UK negotiates on your behalf with an increasing number of British and foreign flag employers on issues including pay, conditions, leave, hours and pensions. The Union also takes part in top-level international meetings on the pay and conditions of seafarers in the world fleets.

2. Legal services With the maritime profession under increasing risk of criminalisation, Nautilus UK provides specialist support, including a worldwide network of lawyers who can provide free and immediate advice to full members on employmentrelated matters. Members and their families also have access to free initial advice on non-employment issues.

3. Certificate protection As a full member, you have free financial protection, worth up to £102,000, against loss of income if your certificate of

competency is cancelled, suspended or downgraded following a formal inquiry. Full members are also entitled to representation during accident investigations or inquiries.

4. Compensation Nautilus UK’s legal services department recovers more than £1m every year in compensation for members who have suffered work-related illness or injuries.

5. Workplace support Nautilus UK officials provide expert advice on work-related problems such as contracts, redundancy, bullying or discrimination, non-payment of wages, and pensions.

6. Safety and welfare Nautilus UK plays a vital role in national and international discussions on such key issues as hours of work, crewing levels, shipboard conditions, vessel design, and technical and training standards. The NUMAST Welfare Funds charity runs

a 15-acre welfare complex in Wallasey providing homes and care for retired seafarers, and administers welfare pensions and grants to seafarers in need. Nautilus UK has a major say in the running of the Merchant Navy Officers’ Pension Fund and the Pension Plan. It also launched The Maritime Stakeholder Plan to meet the needs of seafarers and others working in the shipping industry, at sea and ashore, who are unable to participate in the MNOPF or MNOPP. 7. Savings Being a Nautilus UK member costs less than buying a newspaper every day and gives you peace of mind at work, with access to an unrivalled range of services and support.

It’s simple to save the cost of membership — by taking advantage of specially-negotiated rates on a variety of commercial services ranging from tax advice to credit cards, and household, motoring, travel and specialist insurance.

8. In touch As a Nautilus UK member, help is never far away — wherever in the world you are. Officials regularly visit members onboard their ships and further support and advice is available at regular ‘surgeries’ and college visits throughout the UK. 9. Your union, your voice Nautilus UK is the voice of more than 16,000 maritime professionals working in all sectors of the shipping industry, at sea and ashore. As one of the largest and most influential international bodies representing maritime professionals, the Union campaigns tirelessly to promote your views.

10. Get involved!

Nautilus UK is a dynamic and democratic union, offering members many opportunities to be fully involved and have your say in our work — both at local and national level.

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The efficiency and security of the scheme is monitored and protected by your own bank or building society. ✪If the amounts to be paid or the payment dates change Nautilus UK will notify you 10 working days in advance of your account being debited or as otherwise agreed. ✪If an error is made by Nautilus UK or your bank or building society, you are guaranteed a full and immediate refund from your branch of the amount paid. ✪You can cancel a direct debit at any time by writing to your bank or building society. ✪Please also send a copy of your letter to us.

48● ✪ Nautilus UK Telegraph● ✪ FEBRUARY 2009

CONCERN AT NEW TIMBER CARGO LOSS CASE OFF THE UK COAST NAUTILUS has expressed alarm at another case involving the loss of timber from a cargoship off the UK coast.

Warnings were issued after

the 7,095gt Russian-flagged Sinegorsk, pictured right, lost some 1,500 tonnes of sawn timber in stormy conditions some 14nm south of Newhaven.

The ship — which was sailing from Sweden to Egypt and was within the traffic separation scheme at the time of the incident — initially developed a 15-degree list and lost cargo stowed over number two and three hatches.

Crew members managed to

reduce the list to 10 degrees with ballast, and took the vessel to shelter off the Isle of Wight.

The incident came almost a year to the day since the Greekflagged cargoship Ice Prince lost more than 2,000 tonnes of wood after its cargo shifted, causing the vessel to list and sink off the south coast.

Nautilus senior national secretary Allan Graveson said he was concerned by the new incident. Problems with timber

cargoes had been highlighted by the Marine Accident Investigation Branch back in 2003, he said, yet factors such as shifting cargoes, poor lashings and stowage, and the lack of remote jettisoning devices continue.

In response to such incidents, the International Maritime Organisation is now reviewing its code of safe practice governing the carriage of timber cargoes.

PICTURE: MARITIME & COASTGUARD AGENCY

news

MAIB WARNS OWNERS OVER ECDIS TRAINING Union says ferry accident highlights the need for radical changes in regulations NAUTILUS has raised concerns about a case in which a P&O ferry struck a charted wreck while operating with electronic charts as the effective primary means of navigation — even though none of the bridge team on watch had been fully trained in its use.

The 30,635gt Pride of Canterbury suffered severe propeller damage after running over the submerged wreck while sheltering from heavy weather off the Kent coast last January.

In response to the incident, the Marine Accident Investigation Branch (MAIB) has issued a special safety flyer urging shipowners to ensure that officers are given effective training in the use and limitations of electronic navigation equipment — even if it is not intended to be the primary means of navigation.

Nautilus says the case raises some disturbing questions. ‘It is entirely appropriate for ECDIS to be fitted to vessels crossing the busiest waterway in the world,’ said senior national secretary Allan Graveson. ‘However, it is surprising that all bridge personnel were not fully trained in its use.

‘For the future, with ECDIS carriage becoming mandatory, it is vitally important that officers receive not only training in its use, but that such training is part of certification and fully integrates traditional navigation using paper charts and the use of electronic charts,’ he added.

The accident occurred on 31 January 2008, as the Pride of Canterbury was heading to Dover on a scheduled crossing from Calais, with 275 passengers and 101 crew onboard. Strong winds led to the temporary closure of the port of Dover, and the ship was

The Pride of Canterbury, above left, and the damaged port side CP propeller and hub following the accident off the Kent coast last January forced to head off to a holding area known as The Downs, to await the reopening.

The Pride of Canterbury had been steaming slowly in the area for four hours when, while approaching a turn at the northern limit of the safe area, bridge team members were distracted by a fire alarm and a series of nonessential phone calls.

The vessel overshot the limit of the safe area before the turn was started, and as a result of striking the wreck, it suffered damage including the loss of the port controllable pitch propeller hub and around 1m of the port tail shaft, as well as misalignment of the port after stern tube, centre stern tube and stern tube bearings and associated framing, extending to the gearbox and main engines.

Investigators said the ship’s electronic chart system was being used as the de facto primary means of navigation, even though the system had not been approved

by the Maritime & Coastguard Agency and company policy was for electronic charts to be used only as an aid to navigation.

The MAIB report notes that the distribution of monitors on the bridge encouraged OOWs to use the system as the principal means of navigation, and as a result only limited use was made of the paper charts.

Investigators said the lack of proper training in the use of ECDIS was the likely reason the wreck had not been spotted. ‘It is possible that the wreck on the shallow patch was displayed, but that the ECDIS symbol was misunderstood,’ the report states.

It was also possible that the use of inappropriate user settings may have resulted in a dangerous underwater obstruction not being displayed on the screen, it adds.

The MAIB also criticised bridge team management onboard the ferry, pointing out that there was no formal passage

planning for the navigation of the vessel whilst waiting in The Downs. ‘Without specific instructions, especially clearly defined no-go areas and a northern limit, being available and marked on the chart, it was not easy for the OOW to ensure that the master’s wishes were complied with,’ the report adds.

The report also notes that there was no systematic information exchange at watch handovers, and that the ship’s position had not been systematically plotted on the paper chart.

Although the OOW nominally had the con, investigators said the master had occasionally countermanded or modified his orders.

‘This provided the potential for confusion among the bridge team as to which officer was responsible for the safe navigation of the vessel,’ the report adds.

Investigations also revealed that whilst P&O had detailed passage plans for all the normal oper-

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ational routes, none of these considered the effect of a port closure.

The company has since amended these documents, to include detailed plans for ‘waiting off ’ the ports of Dover and Calais. P&O has also reviewed its ECDIS and bridge team management training programmes in response to the accident, the MAIB noted.

Investigators said the distracting phone calls to the bridge could have been avoided had the vessel been placed on standby and ‘red bridge’ operating status been declared.

Mr Graveson said the Union was concerned at the potential role of fatigue in the accident. ‘We have to question where it is right that the statutory requirements can allow personnel to work up to 91 hours a week in a highly intensive operational mode,’ he added.

‘It is essential that members accurately record their hours of work and rest.’ ✪Training review call — page 13.

Ferry hit berth as power cut out AN INCIDENT last year in which a P&O ferry was damaged after hitting a linkspan in the port of Calais has been blamed on a power failure and the crew’s lack of understanding about the emergency controls.

A preliminary examination by the Marine Accident Investigation Branch revealed that the 22,153gt European Endeavour experienced a ‘brownout’ — a partial loss of electrical power — and the loss of starboard main engines as it manoeuvred to leave port last August. The bridge control system was disconnected for a short period, before being automatically restored by emergency power supplies.

Although the bridge team reset the manoeuvring controls to zero, the ship began to move ahead and the master was unable to regain control of the CPP system. Both main engine emergency stops were activated — but not in time to avert the contact.

The MAIB said extensive tests had failed to establish why both starboard engines stopped, although the brownout is believed to have been caused by the failure of the power supply to the starboard half of the main switchboard.

‘The CPP systems went to emergency control, and the pitch on each CPP failed to “last setting”, applying approximately 50% ahead on the port shaft and zero on the starboard,’ the report notes. ‘The bridge team were unaware that the port control system was now applying a pitch command via the back-up control system, and that consequently they needed to use the back-up controls.’

The MAIB said there was a lack of understanding about the emergency controls and instructions onboard were inadequate.

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