In this issue:
TRAINING TURN-UP
A LIFE AND DEATH ISSUE
RESERVED OCCUPATION
The Merchant Navy Training Board is planning new initiatives to boost cadet numbers
Special reports examine concerns over lifeboat safety and cruiseship evacuation regulations
Celebrating a century and a half of the MN’s connections with the Royal Naval Reserve
page 21
pages 24-25
pages 26-27
Telegraph
the journal of
Volume 42 ● ✪ Number 01 ● ✪ January 2009 ● ✪ £2.75
PIRACY: UNION URGES REVIEW OF ISPS CODE Escalation of attacks prompts calls to UK and IMO for rethink of security regime NAUTILUS UK is seeking an urgent review of the international shipping security rules in the light of a spate of pirate attacks — including the hijacking of a fullyladen VLCC with two British officers onboard. The Union has written to prime minister Gordon Brown and International Maritime Organisation leader Efthimios Mitropoulos to highlight concern about the escalation in attacks, which last month saw some 16 ships and more than 300 seafarers being held off the coast of Somalia. General secretary Brian Orrell said the deteriorating situation showed the need for a radical reassessment of the International Ship & Port Facilities Security Code as a matter of priority. ‘The ease with which a handful of thugs armed with guns and knives can take over a multi-million pound vessel carrying a multimillion pound cargo should be sending alarm signals to governments and to the shipping industry,’ he added. ‘These attacks are presenting serious threats not just to the safety of seafarers, but also to the safety of passengers and to the environment,’ he warned. ‘Ships are the lifeblood of global trade, and can carry thousands of passengers or hundreds of thousands of tons of hazardous cargoes, and in the post-9/11 world it is simply unacceptable that they remain so vulnerable to attack.’ Nautilus has urged the UK government to take a lead in securing a review of the ISPS Code, to reflect such concerns as cuts in crew numbers, onboard security
The hijacked Vela tanker Sirius Star off the coast of Somalia last month. Pirates can be seen on the bridge wings equipment, and the role of shipboard security officers. The Union warns that without positive action to close loopholes in the security regime, the problem of piracy could spiral out of control. ‘Shipping is clearly an Achilles heel in global security terms, and there are good grounds for concern over the increasingly
blurred line between piracy and terrorism,’ said Mr Orrell. His letter to the prime minister also urges the UK and other governments to rewrite the rules of engagement, so that navies can go on the offensive against pirates rather than operating on the defensive. ‘Ultimately, this is a war that will not be won at sea — and
PICTURE: US NAVY
the pirates need to be pushed back on land and kept there,’ he added. Last month saw unions securing an extension to area covered by the International Bargaining Forum’s ‘high risk’ agreement for seafarers serving in the Gulf of Aden. Nautilus also agreed an extension to the period of the UK’s warlike operations area commit-
tee ‘high risk’ agreement, and further talks were set to take place shortly before Christmas. Almost 100 ships have been attacked in the Gulf of Aden and off the east African coast during 2008, and particular concerns were raised last month by the seizure of the 319,000dwt tanker Sirius Star some 450nm SE of Mombasa. Reports suggested the pirates had demanded a US$25m ransom for the release of the ship and its 25 crew, including British officers Peter French and James Grady. Nautilus expressed concern at comments by foreign secretary David Miliband urging owners not to negotiate with pirates. Assistant general secretary Mark Dickinson said Mr Miliband was right to warn that paying ransoms would encourage further hostage-taking — ‘but the answer is not to refuse to pay them; it is to prevent the attacks from occurring in the first place.’ Further concerns were raised about two attempted attacks on cruiseships in the Gulf of Aden, and evidence that the pirates may be extending their range of operations further south and east from the Somalia coast. The International Maritime Bureau issued a warning to shipping after a Hong Kong-flagged containership was attacked by pirates firing rocket-propelled grenades and guns some 450nm E of Dar es Salaam, Tanzania. Crew members extinguished a fire after the ship was struck by one of the grenades, and the vessel managed to evade capture by increasing speed.
New year, new jobs policy? SHIPPING minister Jim Fitzpatrick is being urged by Nautilus to start the new year with a new drive to boost British seafarer employment and training. In a letter to the minister, general secretary Brian Orrell warns that continued delay in delivering a verdict on the industry’s joint proposals for policy measures to promote recruitment and retention is unacceptable. ‘It is now almost two years since the Chamber of Shipping, RMT and Nautilus UK presented their consolidated joint proposals to the government,’ said Mr Orrell, ‘and the situation is more critical than ever, with the global economic situation impacting seriously on the shipping industry. ‘Already, one company with 28 cadets in the system has gone into receivership, although on this occasion the trainees have been reallocated within the industry so that they can complete their training programmes,’ he added. ✪See report on page 7
More talks on tax concerns NAUTILUS has joined with shipowners and offshore industry employers to lobby the government over the controversial changes to Seafarers’ Earnings Deduction income tax rules. Industry representatives met HM Revenue & Customs officials last month for discussions on ways to minimise the impact of a ruling that threatens to further restrict eligibility for the concessions. The Union warns that a longterm campaign will be needed on the issues. ✪Full report on page 19
✪ newsfront 2–13 ✪ ● letters 16–18 ✪ ● reports 19-33 ✪ ● international 14–15 ✪ ● appointments 37–45 ✪ ● crossword 34 ✪
2● ✪ Nautilus UK Telegraph● ✪ JANUARY 2009
PIRACY WARNING
NVQ AWARDS FOR MARINERS’ PARK WELFARE STAFF
THE INTERNATIONAL Union of Marine Insurance has called for a global solution to be found to the problem of piracy. IUMI president Deidre Littlefield expressed alarm at the increasingly audacious attacks, and said insurers were concerned about the ‘legal minefield’ that could be created by placing private security squads on ships.
PICTURED left is Nautilus assistant general secretary Mark Dickinson presenting Wallasey welfare staff member Andy Wilson with his NVQ Support Services Level 2 certificate. Mr Wilson works at the
Union’s Mariners’ Park Merseyside welfare complex as a dedicated chef for residents at the care home, and the award was one of several presented to staff who have attained NVQ awards under the Nautilus strategic plan to ensure that personnel are adequately trained and constantly developing in their careers. Other staff receiving awards were: Linda Turton, NVQ 2 in housekeeping; Julie Langton,
NVQ 2 in health and social care; Jane Wardell, NVQ 2 in support services; Danny Kenny, Understanding Facilities Management; Audrey Stocker, chair-based exercise for the elderly; Dave Crawford, NVQ 3 in amenity horticulture, as well as completing his CS 30 and 31 courses to enable him to fell and process small trees; Sue Howard, Frank Cossy, Amy Johnson and Jane Davies, all manual handling instructor.
nautilus uk at work
OWNERS’ LEADER CALLS FOR UNITY IN RECESSION Chamber of Shipping president seeks joint action to pursue common objectives THE SHIPPING industry is facing a serious and prolonged downturn, the head of the UK owners’ organisation warned Council members last month. ‘The length and depth of the slump in the shipping market is now forecast to be longer and deeper than those of the 1970s and 90s,’ Chamber of Shipping president Martin Watson said. ‘However, the industry will recover because it is at the heart of global trade,’ he added, ‘We therefore need to work together to ensure that this downturn is an opportunity to help shipping meet the future. Unity is essential so the standards do not slip as a consequence of the current difficulties.’ Mr Watson — a lawyer who founded the specialist maritime finance law firm Watson, Farley & Williams — was elected as the first non-shipowner president of the Chamber of Shipping in 2008. He told Council members that he believed there was much that the Union and the Chamber could unite around — most notably the government’s failure to act on the industry’s joint proposals for stimulating UK seafarer employment and training. ‘These were submitted in April 2007, and the cost to the government would be extremely modest,’ he pointed out.
LEFT TO RIGHT: Council vice-chairman Geoff Pearson, chairman John Epsom, Chamber of Shipping president Martin Watson, and general secretary Brian Orrell at last month’s meeting ‘It is an extraordinary situation that we have not had any formal response to the proposals, and we may need to grasp the nettle and put something else together to reinvigorate what seems to have gone on the back burner as far as the government is concerned.’ Mr Watson said Nautilus and
the Chamber need to work hard to ensure that seafarer training does not fall victim to the slump. ‘One thing is absolutely certain: without concerted action by all sides of the industry, the shortage of officers will prove to be the greatest impediment to the ability of the industry to support pros-
perity around the world,’ he warned. The Chamber president said the tonnage tax had proved successful in rescuing the UK fleet from its ‘parlous state’ in the 1990s. Since its introduction in 2000, the registered fleet had increased five-fold, and the UK-
operated fleet had trebled in tonnage. But, he warned, the recovery had been put at threat by a series of moves which have eroded the stability of the system. Changes to the tax rules for owners have resulted in ‘a significant loss of confidence’, Mr Watson said, and further concern has been generated by the possibility of alterations to the tax allowance rules for shipping in 2010. He said the industry must work harder to stress to government the wealth of evidence that shows the economic importance of the maritime sector to the UK. The Chamber’s view is that UK shipping is operating in a highly competitive international market, Mr Watson added. As a result, the owners had opposed union attempts to extend the application of national minimum wage rules to shipping, and they had also resisted measures to end pay discrimination based on seafarer nationality. But assistant general secretary Mark Dickinson told him that there is a ‘vacuum’ in these areas that needs to be filled. Nautilus recognised the need for competitiveness, he added, but the Chamber needed to accept the need to close loopholes which can bring the industry into disrepute.
Council condemns curbs on seafarer tax NAUTILUS Council members have condemned HM Revenue & Customs’ moves to restrict eligibility for the Seafarers’ Earnings Deduction tax concessions. General secretary Brian Orrell told last month’s meeting that the moves to curb entitlement to the benefit following the Pride South America judgement had sparked ‘extreme concerns’ amongst members. He said the way that the issue had been
dealt with seemed to be a symptom of a wider ‘malaise towards the shipping industry’ within government. Deputy general secretary Peter McEwen said there had been an enormous response from members — and the Union had lobbied ministers and MPs to ensure that the issue was on the political agenda. ‘We have made very clear our deep concern at the way HMRC advised of the change and the way in which it was imple-
mented,’ he added. ‘It is clear that HMRC does not understand the industry, and is taking a very confused and illogical approach to defining eligibility for SED. ‘The simplest way to resolve all of this is to go back to basics and ensure that SED does what it was always intended to, which was to promote the recruitment and retention of a strategic supply of British seafarers,’ Mr McEwen stressed. Tony Steele said seafarer certification
should be the criteria used to define eligibility. ‘If a certificate is required to serve on a vessel, it should be defined as a ship and that should make you a seafarer,’ he added. Norman Martin said he hoped Nautilus would continue to campaign for SED to be available to seafarers in all sectors. ‘There is an anomaly at present that is affecting recruitment and retention of seafarers who do not qualify,’ he added. ✪Full report — page 19.
Tributes for ex-official NAUTILUS Council members paid tribute last month to former official Malcolm Bourne, above, who died in hospital on Sunday 9 November, aged 73. Council chairman John Epsom, who attended Malcolm’s funeral, said he had been a dedicated official who had spent more than three decades serving members in various roles. ‘Malcolm always had the best interests of members at heart and was tenacious in seeking to obtain for them their full rights and entitlements,’ said deputy general secretary Peter McEwen. ‘He was unrelenting in his efforts and acted throughout with a high level of personal conviction and commitment to the trade union movement.’ Malcolm also served on a number of industry-wide bodies, including the Merchant Navy Welfare Board — of which he was a trustee for many years, with a particular interest in the MN Hotel — and was also a leading member of the London Port Welfare Committee. He served at sea with BP Tankers from 1951 to 1961, but switched to work ashore because of eyesight problems. After a brief spell with the Shipping Federation, he was appointed assistant district secretary in the MNAOA London office in October 1961. He was promoted to senior assistant secretary in May 1969 and became the London regional secretary in October 1972, serving as senior industrial officer from August 1989 until retiring from the Union in 1992. Malcolm’s work covered all the various groups of membership. He had an extensive knowledge of the foreign flag sector, and worked closely with the ITF in this respect.
JANUARY 2009● ✪ Nautilus UK Telegraph● ✪3
FUND ‘HAMMERED’ BY ECONOMIC DOWNTURN, PENSIONS FORUM TOLD PICTURED right are members attending the latest in the series of Nautilus national pension forums, held last month in London. More than 50 members attended the meeting, and discussed a number of pension issues — including the value of the MNOPF old and new sections in the light of
BUNGALOWS BUNGLE
the recent volatility in financial markets. Deputy general secretary Peter McEwen said both sections had ‘taken a hammering’ as a result of the global economic crisis, and the old section surplus had now become a deficit based on the assumptions used in the 2006 valuation. ‘The trustee board is looking at a number of measures to deal with the situation in both the short and longer terms,’ he added. ✪ The next meeting of the national pension forum is due to take place at the Station Hotel in Aberdeen at 11.00 on Thursday 15 January.
ON PAGE 3 of last month’s Telegraph we published an article about the first occupants of the 10 new bungalows being built at the Union’s welfare complex at Mariners’ Park, Wallasey. This wrongly identified the resident in the accompanying photograph as retired P&O purser Gordon Sykes Little. The resident in the picture is actually Jerzy Kaz, and we apologise to both Mr Sykes Little and Mr Kaz for the misunderstanding. The last three bungalows are due to be completed by May.
nautilus uk at work
OUTRAGE AT JAIL FOR ‘HEBEI TWO’ Industry unites in condemnation of Korean criminalisation case NAUTILUS has joined international protests over a South Korean court’s decision to jail a shipmaster and chief officer after they were found guilty of criminal negligence. Captain Jasprit Chawla and chief officer Syam Chetan, from the tanker Hebei Spirit, were sentenced to 18 months and eight months respectively — in a decision that was branded by the International Transport Workers’ Federation as ‘incomprehensively vindictive’. Capt Chawla was fined 20m Korean won (£9,690) and chief officer Chetan was ordered to pay 10m won. The sentences were imposed at an appeal court hearing last month. The two men had been detained ever since December 2007, when their vessel — which was at anchor waiting to berth — was holed in three cargo tanks after being struck by a crane barge that had broken its tow in bad weather. The incident resulted in South Korea’s worst-ever oil spill, with some 10,500 tonnes of oil being lost from the VLCC. Although the two men were cleared of all charges of violating the nation’s anti-pollution laws by a district court in June, they were kept under detention because the prosecution appealed, calling for three-year jail terms for pair. The appeal court decision sparked an international outcry. Nautilus — which had earlier visited the Korean embassy in London to protest at the treatment of the officers — said it was ‘another blatant and unjustified instance of criminalisation’. Assistant general secretary Mark Dickinson added: ‘The verdict is as disturbing as it is inexplicable, and highlights the need for
briefly... Container safety: new guidelines setting out best practices for the safe transport of containers by sea have been published by the International Chamber of Shipping and the World Shipping Council. Developed by an industry working group in response to such incidents as the MSC Napoli and the Annabella, the guidance is aimed at all parties in the transport chain, and covers such issues as packing, labelling and weighing, safe handling and stowage, and accurate declarations and documentation. Cruise call: Nautilus has added its voice to calls for tighter controls on cruiseships operating in polar regions following the grounding of the Panama-flagged passenger vessel Ushuaia in Antarctica last month. A Chilean naval vessel rescued the 89 passengers. Nautilus senior national secretary Allan Graveson said the incident highlighted the need for passengerships to sail in pairs and to be ‘fully fit for purpose’ to operate in polar regions. Ports threat: hundreds of port and harbour-related
businesses in the UK face bankruptcy as a result of government changes to the rates system, it was warned last month. Opposition shipping spokesman Julian Brazier said the ‘ridiculous’ back-rating demand threatens up to 100,000 jobs despite an offer by Chancellor Alistair Darling to allow the bills to be paid in interest-free instalments. Carnival claim: Carnival has filed a 45-page lawsuit in a
Florida court seeking £68m damages from the engineering company Rolls-Royce for allegedly defective Mermaid propulsive pods supplied to the Queen Mary 2. Carnival says the problems have caused frequent dry-dockings, disrupting schedules and hitting revenue. Roll-Royce said it rejected the claims, and will be defending the action. Money misdirected: government plans to inject an extra
£1bn into major transport projects next year are badly misdirected, the company PD Ports has claimed. It said the proposals, which seek to cut congestion and increase rail capacity, will backfire by concentrating shipping movements on the already crowded southern UK infrastructure. Nautilus assistant general secretary Mark Dickinson presents a letter in support of the Hebei Spirit master and officer to Ki-Tak Lim, minister-counsellor at the South Korean embassy in London countries to sign up to the international agreement on the fair treatment of seafarers following maritime incidents. ‘The case also underlines the need for accident investigation to be entirely separate from the judicial process, and for measures to stop seafarers being used as pawns in bigger disputes over liability and compensation,’ he added. ITF maritime coordinator Stephen Cotton commented: ‘This is not justice — it’s not even something close. What we have
seen is scapegoating, criminalisation and a refusal to consider the wider body of evidence that calls into question the propriety of the court.’ Mr Cotton warned that the decision would impact on all professional mariners, and promised that the campaign to free the pair ‘will go on growing until the justice that was so glaringly absent in the court is done’. Guy Morel, general secretary of the International Ship Managers’ Association, described the deci-
sion as ‘a tragedy for the whole industry’ which would have a detrimental impact on recruitment. ‘How can we encourage young people to take up a career in shipping, when they see experienced and innocent crew criminalised in this way?’ he asked. The two men had followed correct procedures following the collision, and ensured that lives had been protected, Mr Morel added. ‘We believe that the evidence against them was flawed and manipulated,’ he said.
Safe havens: nature reserves designed to provide safe havens
for marine wildlife around the UK are to be created under new legislation announced by the government last month. The Marine Bill will ban commercial activity in the most sensitive areas and set up new controls over marine development. Waste warning: the UK P&I Club has issued new guidance
on the safe carriage of containerised waste, warning of the need for care to avoid such problems as structural damage, incorrect documentation and wrongly declared contents. Accident alert: shipping accidents could increase as owners
cut corners in response to the global economic crisis, salvor George Tsavliris told a marine insurance seminar last month.
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MIDEAST ANNOUNCES MOVE TO TAKE ON 20 BRITISH CADETS MIDEAST Ship Management (MSML) has announced moves to create 20 training berths for British cadets as part of a fleet expansion programme. The company told the Telegraph that the new officer trainee posts will be provided in conjunction with the Clyde
Marine Group. Together with the existing cadets from Saudi Arabia, India and the Philippines, the British cadets will have the opportunity of sailing onboard the company’s VLCCs, chemical and ro-ro vessels during their sea phases. MSML said its current 30 vessel fleet will be expanded by another four VLCCs in 2009, with a further 16 chemical tankers being added over the next three years. All are newbuildings from Korea. One of the newest ships in the fleet is the VLCC Jana, pictured right, which
WESTERN TALKS
was delivered in September from Hyundai Heavy Industries shipyard in South Korea. The 318,000dwt vessel is the first in a series of six sisterships that were contracted in March 2006. ✪ Following consultations with members serving onboard MSML VLCCs, Nautilus has submitted a claim for a substantial pay increase to reflect increased workloads and the need to retain experienced officers. The Union has also requested talks on issues including sick leave and business class travel.
NAUTILUS UK has had further talks with Western Ferries management in a bid to finalise the recognition agreement. Industrial officer Steve Doran said newly-elected liaison officers are examining the draft staff handbook, which covers all terms and conditions, and it is hoped the recognition agreement will be signed very shortly.
nautilus uk at work
Arcadia’s addition
briefly... NOCS deal: members serving on NOCS (NMFD) vessels have accepted an improved two-year pay and conditions offer that will give a phased-in uplift in leave earned to 25 days per month. Industrial officer Jonathan Havard said the Union had received considerable feedback from members over the employer’s proposed changes in terms and conditions, and a series of ship visits has been arranged ahead of a meeting with management scheduled for 15 January. OSG offer: members serving with OSG Ship Management UK are being consulted on a pay and conditions offer said to be worth at least 10%. Under the proposed agreement, members would receive improved leave and qualify for long service and loyalty bonus awards, related to service and grade. CalMac call: following the rejection by members of a proposed three-year pay deal, Nautilus is seeking further talks with Caledonian MacBrayne management. The Union is also continuing to discuss the plans for a single agreement, having raised members’ concerns with the company. MDHC rejection: members employed by Mersey Docks &
Harbour Company VTS have rejected the latest company proposals to change their working arrangements. Industrial officer Steve Doran said more talks have been requested in an attempt to find an acceptable solution. Wightlink visits: Nautilus officials have carried out a series of visits to Wightlink vessels. Industrial officer Jonathan Havard said members will be receiving the second stage of a two-year pay deal, based on RPI plus 1% within a range capped at 4.5% and at a minimum of 3.5%. St Helena claim: following consultations with members serving onboard RMS St Helena, Nautilus has lodged an 8% pay claim. The Union also wants to discuss issues including annual increments, family flights, sick leave and study leave.
NAUTILUS UK industrial officer Ian Cloke is pictured above with Carisbrooke Shipping HR manager Liusa Straughton at a recent meeting to discuss cooperation and partnership. Mr Cloke described the discussions as extremely positive, and said they had helped to cement the relationship between the Union and the expanding Isle of Wight-based operator. ‘In the new year we hope to build on this with a series of ship meetings and will seek to develop a structure of liaison officers to build communications and dialogue with the membership,’ he added.
‘ABANDONMENTS MAY RISE AGAIN’ Council discusses fears over impact of recession CONCERNS over the potential impact of the global economic slump on shipping and seafarers were raised at last month’s Nautilus Council meeting. ‘There is increasing concern about a significant increase in the number of ships and seafarers being abandoned as a consequence of the negative impact on the industry arising from the worldwide financial crisis,’ general secretary Brian Orrell said. As a result, he added, it was more important than ever before that agreement is reached on a proposed new international agreement on liability and compensation for claims for death, personal injury and abandonment. The talks have been taking place for more than six years, said Mr Orrell, and it was generally accepted that existing voluntary guidelines have not brought about the improvements that had been hoped for. He said unions had persuaded governments of the need for binding instruments to provide seafarers with clear rights and
protection in cases of abandonment, personal injury and death. ‘The agreement would ensure that there is protection in place to cover back pay, repatriation home, and owed wages,’ Mr Orrell pointed out. Both the International Maritime Organisation and the International Labour Organisation have indicated that detailed proposals for such measures could be put before an expert working group in March 2009 — although Mr Orrell cautioned that it may still be some time before mechanisms are found to bring the instruments into force. Roger Stuart said he was glad to see that progress is being made, because no seafarers are immune from the problem. ‘There is often a stage before abandonment, where seafarers are not being paid for some months and in many regimes around the world there is no protection for seafarers in this position,’ he pointed out. Trustee John Hughes said he hoped port state control could be used more proactively to prevent problems of abandonment from
occurring, and Mr Orrell said this could be done when the ILO’s Maritime Labour Convention comes into effect. Assistant general secretary Mark Dickinson said the economic climate means that the Union faces a major challenge in the current pay and conditions round. Nautilus had already been dealing with redundancies at Speedferries and P&O Ferries, he added. ‘The question remains how deep and severe the recession and its impact on shipping will be, but there is the possibility of more bad news ahead,’ Mr Dickinson warned. Mr Orrell said Nautilus will seek to be proactive in dealing with the situation. ‘In the 1980s, all we could do was firefight, but this time we should be adopting a cohesive industrial strategy and options that depend on the circumstances of the company,’ he added. ‘We need to look at innovative ideas, and work with companies to deal with the situation.’
THE P&O Cruises’ vessel Arcadia is pictured at the Lloydwerft shipyard in Bremerhaven, Germany, last month during a multimillion pound refit that included the fitting of new cabins and boutique cinema. P&O Cruises MD Nigel Esdale said the project — due to be completed shortly before Christmas — was Arcadia’s first major refurbishment since joining the fleet in April 2005 and included the addition of a new section of staterooms with private balconies to the aft end of the ship. ✪Pay and conditions talks for members serving in the P&O/Princess Cruises fleets were set to take place before Christmas. National secretary Paul Keenan said management had been unable at an earlier meeting to table an offer in response to the Union’s claim, but it was hoped progress would be made at the resumed negotiations.
Shell talks cover lots of ground NAUTILUS officials and officer representatives met Shell management in Manchester for two days of discussions on a wide range of issues. Senior national secretary Ronnie Cunningham said the meeting had addressed such points as tax and national insurance contributions, the worklife balance, tour lengths, the retirement age, agency vetting and quality, and a share scheme. The talks also covered issues arising from the 2008 pay agreement, as well as business class flights and contractual notice periods. There was also consideration of the issues raised in the Ficus accident investigation report, including workloads, manning and training.
RFA claim to next stage of dispute process NAUTILUS UK has taken its 2008 Royal Fleet Auxiliary pay claim to the next stage of the disputes procedure. The Union decided to refer the issue to stage three of the process following the failure to make any further progress at a stage two meeting at command secretary level. The dispute will now have to go before the
permanent under-secretary of state for defence. National secretary Paul Keenan said it was disappointing and frustrating to be still waiting for a formal response to the claim so many months after it had been submitted. ‘We are told the remit is on the minister’s desk and is just waiting for a signature,’ he
added. ‘But that is not good enough, and we have to re-state the fact that the continued delays are creating widespread dissatisfaction amongst members.’ Mr Keenan said the Union’s leave harmonisation claim has not formed part of the third stage of the disputes process, because of hopes that progress can be made on the issues.
JANUARY 2009● ✪ Nautilus UK Telegraph● ✪5
STENA TALKS END WITH 5% RISE FOR MEMBERS PICTURED right are Nautilus representatives Ronnie Cunningham, Michael Sice, Gordon Major, Peter Richardson, John Epsom, Dave Brown, Stuart Spencer, and Sandy McAllister at last month’s pay
and conditions talks in Holyhead. The discussions were arranged after an earlier offer of 4.5% was rejected, and they resulted in agreement on an improved package, giving a 5% increase to all members, effective from 1 November 2008. Recall payments increase by the same rate. The deal will give a 50% increase for officers who have to remain on duty on change-over
CLAIMS SETTLED
days, and the company has also agreed to provide the Union with details of any so-called ‘anomalies’ in different pay scales for some ranks. Management also confirmed that an agreed updated set of terms and conditions would be available by April 2009. National secretary Ronnie Cunningham said liaison officers believed the offer had been acceptable in the present circumstances.
NAUTILUS UK has secured a series of payments for members claiming unfair dismissal or unlawful withholding of wages. Industrial officer Jonathan Havard said the agreements included £50,000 compensation for a shipmaster, payments of £3,900 each for three members, and an extra £1,200 notice pay for another officer.
nautilus uk at work
UNION HELPS MEMBERS HIT briefly... BY SPEEDFERRIES CLOSURE
Global acceptance: consultations with members employed
by Global Marine Systems have revealed a big majority in favour of accepting a pay, conditions and bonus package valued at more than 14%. The deal includes a 4.6% pay rise effective from 1 December, and worth 5% over the 12-month review period, the removal of six annual ‘travel days’, and bonus payments worth around 8%.
Battle on to recover outstanding entitlements as 130 jobs go NAUTILUS UK is working to protect members’ interests after the collapse of the cross-Channel ferry operator SpeedFerries last month. The Dover-Boulogne fast ferry firm ceased operations, with the loss of almost 130 jobs, after accountants appointed to run the company when it went into administration failed to find a buyer. In a statement on its website, Ernst & Young said: ‘The joint administrators have been exploring every possible avenue to save the business since 12 November 2008 and it is unfortunate that a buyer for the business has not been found.’ Nautilus had been in consultation with the administrators and it had been hoped that at least two companies were considering buying the Speedferries operations — one was said to be ‘very, very interested’ but offers were withdrawn at the last minute. Now the Union’s industrial and legal departments are seeking to recover outstanding wages and entitlements for members who
Intrada meeting: Nautilus has met Intrada Ship Management to begin talks on the 7.5% pay and conditions claim. A number of other issues were also raised at the meeting, including cadet training and ship registration. Industrial officer Jonathan Havard said he hoped the company would be in a position to table an offer soon. Manx submission: following consultations with members serving on Isle of Steam Packet Company vessels, Nautilus has submitted a 12% pay claim. The Union has also asked Manx Sea Transport for talks on issues including annual leave improvements, better medical severance terms, a sick benefit review, and consideration of a loyalty bonus. SFPA pay: further talks between Nautilus officials and liaison
The fast ferry SpeedOne in lay-up in Tilbury last month after being released from detention in Boulogne lost their jobs as a result of the liquidation. Officials estimated that these claims are already totalling around £100,000. ‘We are collating members’ claims in order that the Union is ready with immediate effect as soon as due processes can be taken,’ said industrial officer Gavin Williams. SpeedFerries was set up in May
Talks on P&O Ferries cuts help reduce job losses NAUTILUS has concluded discussions with P&O Ferries on its cost-cutting proposals in the Dover-Calais fleet. Industrial officer Jonathan Havard said the negotiations had managed to reduce the number of ETO posts being axed, and the Union has also managed to widen the net for volunteers for redundancy from the onboard services and engineering departments. ‘Whilst we made a robust case against the changes, our prime concern throughout was to avoid compulsory job losses, and we are pleased that at least some of the
ETO positions have been retained,’ he added. Talks on the restructuring on the Irish Sea, North Sea and western Channel routes are continuing, however. The Union was also due to meet management shortly before Christmas for more talks on this year’s pay and conditions claim. A 2% offer has been rejected for the shortsea, Irish Sea and North Sea fleets, but more discussions are being held on the possibility of a two-year deal for members serving in the western Channel.
Maersk offers rejected NAUTILUS UK was pushing for improved pay and conditions offers for members serving in a number of key Maersk shipping divisions last month. There were big majorities to reject offers made to members serving on Maersk container vessels, with Maersk Safmarine, and Maersk Offshore (Bermuda). However, members on Maersk
tankers accepted a 4% offer, together with improvements to the GMDSS bonus and seniority pay. Consultations also showed big majorities rejecting the offers for members on Norfolkline’s Irish Sea and Dover vessels. Industrial officer Ian Cloke said he hoped to secure more talks before Christmas.
2004, offering low-cost fast craft services between Dover and Boulogne. It had struggled to find a planned second vessel for the route, and had been facing the prospect of new competition from a new service that is due to be established by the French ferry firm LD Lines in July 2009. The company also complained of rising costs — particularly fuel
PICTURE: CHRIS JONES
— and the impact of the economic downturn. Things came to a head when its only vessel, SpeedOne, was arrested in Boulogne in October in a dispute over unpaid port dues. Port authorities were seeking around £800,000, and Dover Harbour Board was reported to be on the verge of taking action to recover some £250,000.
officers, T&G reps and Scottish Fisheries Protection Agency management have been unable to secure any improvements to a proposed three-year pay deal giving an average 4% yearon-year increase. Industrial officer Steve Doran said it is now likely that the settlement will be imposed. NLB pressed: following members’ rejection of a revised
3% pay offer and a £1,200 performance-related bonus, Nautilus UK is pressing the Northern Lighthouse Board for further improvements.
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6● ✪ Nautilus UK Telegraph● ✪ JANUARY 2009
RIG VISIT 600 FOR CROMARTY BASE THE CROMARTY Firth Port Authority has celebrated the arrival of the Ocean Princess — the 600th oil rig to visit the service base since it was established in 1973, right. Another significant recent arrival was the Jacky platform from Holland, which is to be
SUBSEA WARNING OVER SPENDING
located at a new oil field close to the Beatrice field, in the Inner Moray Firth. The Jacky platform is awaiting installation using the crane barge, Matador III. CFPA port manager/harbour master Ken Gray described the visits as ‘a significant milestone in the history of the service base’ that demonstrated the importance of the Cromarty Firth in generating income and employment opportunities in the Highlands.
SUBSEA UK is urging operators to resist the temptation to cut back investment on research and development, despite the impact of the global credit crunch. Alistair Birnie, Subsea UK chief executive, fears oil and gas companies may reconsider their budgets in response to falling oil
prices — but warned them last month: ‘A decline, even temporarily, in research and development activities could have a devastating effect on the industry.’ Mr Birnie called for cooperation on R&D, adding: ‘With oil and gas production taking place in more complex, challenging and deeper water environments, the need for new technology to successfully extract the remaining reserves is critical.’
offshore bulletin
briefly... Subsea improvement: Nautilus was expecting an improved pay offer following talks with Subsea 7 management in Aberdeen last month. Industrial officer Steve Doran said the meeting had been arranged following ship visits and discussions with members on the rejection of an earlier offer, valued at around 20% over two years. A revised offer was awaited shortly before Christmas. Saipem claim: following consultations with members serving
with Saipem, Nautilus has submitted a two-year pay claim seeking 8.5% increases in each year. The Union also wants to discuss issues including compensation for extended tours. A formal response was awaited shortly before Christmas.
Mixed picture on safety LATEST Health & Safety Executive figures for offshore sector workers show there were no occupational fatalities in 2007-8, compared with two in each of the previous two years. But there were 44 major injuries, five more than in 2006-7, and the major injury rate per 100,000 workers increased from the previous year’s low of 138.4 to 156.4. Both the major injury numbers and rate, however, are the second lowest in 10 years, the HSE points out. Nautilus — which has consistently highlighted the safety issues faced by offshore vessels — is particularly concerned that the statistics show an increase in the number of injuries linked to deck operations — which includes sea and air transport, and which
resulted in the second highest number of injuries and major injuries after maintenance and construction work. ‘Major injuries in this discipline — nine — increased after last year’s low figure to around 20% of all major injuries for the year,’ the HSE points out. ‘Historically, deck operations have been a significant contributor to major injury totals. In 2007-8, six accidents resulted in fractures, two in multiple injuries and one in amputation to a finger.’ Also in 2007-8, 148 ‘over three day’ injuries were reported, 16 fewer than the year before, and the rate decreased 9.6% from 582.1 per 100,000 workers to 526.1 — 59.3% lower than the peak of 1,293 in 1995-96.
The year saw 509 dangerous occurrences reported, an increase of 24 on 2006-7 but 34% less than the peak of 764 in 2000-1. Hydrocarbon gas releases accounted for 70% of all major and significant releases — major releases defined as having the potential to quickly impact outside the local area and cause a major accident. Overall, the total number of releases rose by 8.1% against the year before. The commonest type of accident category was ‘struck by’ moving or falling objects, followed by ‘handling, lifting or carrying’ and ‘slips, trips and falls’ — these three categories accounting for 84% of all injuries. A significant majority of major injuries involved limbs, especially to the hand or wrist.
Wire guide: new guidance on the integrity management of
VROON GROWS
wire ropes used on offshore support vessels has been published by the International Marine Contractors’ Association following an industry working group to assess the safe use of wire ropes in marine environments.
VROON Offshore Services has introduced three new vessels, including VOS Pioneer —pictured left. The 1,536gt vessel and sistership VOS Prospector are the first of 10 new IMT 955-L field support vessels joining Vroon’s fleet providing emergency response and cargo support. They will support Total’s Alywn/Dunbar Fields in the UKCS for a minimum of five years. The other new arrival is the 1,433gt VOS Pathfinder, also designed by the Offshore Ship Designers group and built at the Spanish Astilleros Zamakona yard. It will operate in the Morecambe Bay gas field for HRL Centrica.
Healthy platform: the Nexen Scott platform in the North Sea has been named as one of the Scotland’s healthiest places to eat. It received an Healthyliving award last month in recognition of the low-fat, low-salt foods that account for more than half its restaurant menu. Sealion offer: members employed by Seahorse Maritime on Sealion vessels are being consulted on a 4.5% pay offer made in talks on the Union’s 12% claim. Industrial officer Ian Cloke urged members to participate in the feedback process, which is due to close on 9 January. Havila increase: following further discussions with Havila
Marine management, Nautilus has secured an additional 4% increase, bringing the total increase for 2008 to 8.16%.
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TAX AID PLAN SEEKS TO BOOST UKCS FUTURE Chancellor offers relief for marginal projects in the North Sea NORTH SEA oil and gas operators have welcomed government plans for a new tax break to stimulate investment in the sector. The measure was announced by chancellor Alistair Darling in a pre-Budget statement last month, in which the Treasury stated its commitment to maximise the recovery of the 17bn-20bn barrels worth of oil left in the North Sea. Producers have already extracted 38bn, but have complained that the rate of decline has increased because too many North Sea fields have been failing to attract investment — even in the previously high oil price market.
In a consultation document setting out the proposals, the Treasury ruled out a general tax cut for North Sea companies or a universal tax relief on their investment, saying it would be a ‘blunt instrument’ that would not target help on the oil and gas fields that most need it. Instead, it proposed measures including a new ‘value allowance’ that would cut the tax rate for certain projects, which the Treasury said should be the ‘fields at the margin that are most in need of assistance’. The industry welcomed the proposal, but said its effect would depend on the detail of its imple-
mentation next year. Oil & Gas UK chief executive Malcolm Webb said it was encouraged by the proposals, and would engage with the Treasury on the consultation document. ‘Such measures are imperative if we are to maximise recovery of the nation’s oil and gas reserves and enhance the UK’s security of energy supply in the years ahead,’ he added. ‘The Treasury’s proposal for a value allowance, if of the right size and structure, could make a material difference to the future of the North Sea. Time is pressing, so we welcome the Treasury’s intention to include measures in the 2009 Budget.’
✪Energy minister Mike O’Brien has promised that the government will spend more than £5m to investigate better ways of exploiting remaining reserves in the UKCS. Speaking on a visit to the North Sea last month, he said the research would be spread over three years and would examine ways of production from more challenging fields. The minister said reports of the demise of the North Sea oil and gas industry were more than premature, with decades of production still ahead and record levels of interest in the latest offshore licensing round.
JANUARY 2009● ✪ Nautilus UK Telegraph● ✪7
OVER-THE-LIMIT MASTER IS SENTENCED TO TWO MONTHS IN PRISON A UKRAINIAN shipmaster has been jailed for two months after being found drunk in charge of a laden chemical tanker while approaching the port of London. Captain Gonchar Volodymyr pleaded guilty at Snaresbrook Crown Court to being the master of a ship while over the alcohol
limit. He will be deported upon completion of his prison sentence. The court heard that his ship — the Cyprus-registered tanker Elousa Trikoukiotisa, right — was bound for London from Rostock, laden with liquefied ammonium nitrate on 4 November. Police were called to the ship after a pilot boarded and reported to the port authority that the master appeared drunk. Capt Volodymyr was arrested after a breath test showed him to be almost three times over the legal limit of 35mg of alcohol in 100ml of breath. In passing sentence,
Judge J. Hughes QC took account of the master’s previous good character and record, the loss of his job and the effect on his career. But the judge also noted the nature of the cargo and that, though the vessel’s navigation was satisfactory, this was down to the chief officer who had taken over. Speaking after the case, Maritime & Coastguard Agency surveyor Bryan Hopkins commented: ‘Capt Volodymyr was in command of a vessel that had a strict no alcohol policy with 15 persons on board and carrying a dangerous cargo transiting one the busiest shipping areas in the world.’
news
JOBS PLAN: UNION CALL FOR ACTION
Nautilus boost to ratings’ training AWARDS totalling almost £1m have been made by Nautilus UK’s Slater Fund to help ratings train to become officers, Council members heard last month. Deputy general secretary Peter McEwen said the Fund — which was established in memory of the former general secretary John Slater — has made a total of 839 awards since 1977. He described the fund — which began with initial capital of some £8,000 — as a ‘phenomenal’ success, continuing to be by far the biggest provider of training for ratings to become officers. More than 200 award holders are now known to possess certificates, and a further 220 are currently in training. With additional support now coming from the Maritime Education Foundation — which handles payments made by tonnage tax companies that do not meet their training commitments — the Fund has been able to increase both the number of awards and their value, Mr McEwen added. Applicants can now receive as much as £15,000 to cover the costs of their training and a further £1,000 bonus on receiving their OOW certificate. ✪Any ratings interested in applying for awards should fill in the form on page 22 of this Telegraph.
Minister urged to end the wait
CLYDE GROUP COMES TO THE AID OF BRITANNIA BULK CADETS NAUTILUS has congratulated Clyde Marine for coming to the aid of 28 officer trainees whose future was at risk after their sponsoring company went into administration. The Glasgow-based firm helped to secure continuing training for the cadets after their sponsor, Britannia Bulk, went into administration at the end of October — just a few weeks after they had started their courses. London-based Britannia — which operated bulkers carrying coal between the Baltic and the UK — put its main trading subsidiary into administration only a few hours after the cadets had a ‘welcome’ meeting with a company representative. Realising the consequences to the trainees — and the industry — Clyde Marine Training promptly contacted Zodiac Maritime Agencies and explained the situation. Within an hour, Zodiac advised that it would sponsor the 28 trainees, and immediate transfer followed.
Clyde Group director Joyce Downie commented: ‘The speed with which Zodiac made this noble decision has allowed continuity and stability to the trainees, and prevented negative press seriously damaging the industry. ‘We would like to record our gratitude on behalf of the trainees, CMT and the industry as a whole,’ she added. Nautilus general secretary Brian Orrell commended Clyde for its support to the cadets. He has also cited the case to shipping minister Jim Fitzpatrick as an example of the need for the government to act quickly on the shipping industry’s employment and training proposals. A total of 32 trainees were sponsored by the Britannia and all are completing their training — two with Euroceanica, and two others with the Clyde Marine & Sealife Training Trust. Pictured above, left to right, are phase 1 engineer trainees: Jonathan Dickson, Jordan Cobain, David Turner and Charles McAteer.
WITH THE shipping industry increasingly exposed to the fallout from the global economic crisis, it is essential that the UK government takes long-awaited action to protect British seafarer training and employment, Nautilus has warned shipping minister Jim Fitzpatrick. In a letter to the minister last month, general secretary Brian Orrell said it was unacceptable that all sides of the industry are still waiting for a formal response to the joint proposals to stimulate recruitment and training, which were submitted in April 2007. Nautilus points out to the minister that the industry’s proposals pulled together a number of previous submissions made in the previous three years, and aimed to boost the recruitment and retention of UK officers and ratings by ensuring that their training and employment costs are competitive in the international environment. The measures would cost little, said Mr Orrell, but would ensure that the UK maritime skills base is expanded — in terms of both quantity and quality — in a sus-
tainable way for the long-term future. Rigorous analysis of the proposal showed it to be one of substance, he told the minister, and since it was submitted further research had demonstrated the significant — and growing — contribution of the maritime sector to the national economy. ‘We cannot understand what the delay is about,’ Mr Orrell added. ‘The cost of the joint proposal is minimal by any standard, and the implementation of it will materially impact on our skills base. The companies that are committed to participation in a voluntary employment link need encouragement that the proposal is to be accepted.’ Mr Orrell’s letter urges Mr Fitzpatrick to announce a decision on the submission as soon as possible. He told Council members last month that the measures would prove vital at a time when the industry is under pressure to cut costs. ‘Companies’ crewing policies are unfortunately very short term and training budgets are often the first casualty.’
Council approves increases in the value of Rule 4 benefits NAUTILUS Council members have approved increases in the levels of Rule 4 benefits — the payments that can be made to members in the event of their certificates being withdrawn or suspended as a result of formal inquiries. The value of Rule 4 benefits is reviewed annually, under the terms of a
BGM resolution, and are usually increased broadly in line with the percentage increase in membership subscription rates. The increases will take effect from 1 January 2009, and the benefit amounts payable are shown below — with the old rates in brackets and line numbers refer-
ring to the current edition of the Rule Book. The benefits are provided under the terms of Rule 4.1 and are subject to the discretion of Council in every case. The associated legal costs are covered by Rule 4.2, which refers to the fact that the Union ‘… shall arrange for legal representation or advice for such members and
pay reasonable legal costs in connection therewith’. ✪Rule 4.1(a) — line 3: £102,000 (£95,400); line 4: £51,000 (£47,700) ✪Rule 4.1(b) — line 4: £8,700 (£8,100) ✪Rule 4.1(c) — line 5: £4,350 (£4,050) ✪Rule 4.1(d) — first para, line 5: £25,700 (£24,000); first para, final line: £69,600
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(£64,800); second para, line 4: £17,400 (£16,200); second para, final line: £34,800 (£32,400) ✪Rule 4.1(e)(i) — final line: £51,000 (£47,700) ✪Rule 4.1(e)(ii) — line 2: £4,350 (£4,050) ✪Rule 4.3 — line 3: £2,200 (£2,050)
8● ✪ Nautilus UK Telegraph● ✪ JANUARY 2009
SECTOR IS HIT BY THE DOWNTURN THE FIRST signs have started to emerge of the superyacht sector being hit by the global economic downturn. Brokers have reported a marked reduction in sales, and a number of yards have suffered from cancelled orders. Toby Walker, sales director at
YACHT AIRCRAFT PLANS REVEALED
Camper & Nicholson, said preowned sales have ‘slowed down massively’. There has also been an increase in the number of distress sales, he added. The London-based brokers Edminston & Company says the downturn has ‘produced a number of interesting opportunities’ in the market — including an offer of an £8.1m discount for a quick purchase of a six-month old yacht.
FOR THE yacht owner who wants everything, the Danish Yacht company and LISA Airplanes have revealed a joint project for specially-designed light aircraft for superyachts. The LISA Akoya aircraft, pictured left, features folding wings that are said to provide
easy stowage on the deck of any superyacht. The lightweight Akoya is claimed to offer low fuel consumption, and is able to take off and land on water, using a hydrofoil system. Erick Herzberger from LISA Airplanes, said: ‘For the future, we have a strategy in place, with our aircraft engineers and designers to further develop our range of airplanes to produce larger aircraft, which can also be used with large yachts.’
large yacht news
NEW SHOW IN ABU DHABI
Seabourn stakes its future in two new ‘yacht-style’ vessels
WITH just a few months to go before the newly-created Abu Dhabi Yacht Show, the organisers have announced that 80% of the exhibition space has already sold out. Staged by the Informa Yacht Group, the by invitation show will be held at the Abu Dhabi National Exhibition Centre, with a specially-constructed marina. There will also be some 350m of quay wall to provide berthing for at least 20 superyachts.
SEABOURN Cruises has stated its commitment to investment in ‘yacht-style’ vessels, with two new vessels due to come into service in the next 18 months. First off the blocks will be the Bahamas-flagged Seabourn Odyssey, left, now being fitted out at the Mariotti shipyard in Genoa and due to be delivered in June 2009. Described as ‘the first newlybuilt capacity in the ultra-luxury end of the cruise industry in over six years’, the 32,000gt vessel
OWNERS ‘MUST ACT FAST ON MLC 2006’ Conference discusses need for compliance with ‘bill of rights’ LARGE yacht owners and managers need to act fast to ensure they will meet the requirements of the forthcoming ‘seafarers’ bill of rights’, delegates at the Global Superyacht Forum in Amsterdam were warned last month. The conference heard that the provisions of the Maritime Labour Convention 2006 will apply to many large yachts and are likely to come into force within the next four years. Roger Towner, of the Maritime & Coastguard Agency, said the convention will bring in detailed requirements on crew welfare, contracts of employment, pay and conditions, and crew accommodation. He said there is likely to be particular concentration on work and rest time requirements. ‘Fatigue is a hot topic, and if you run your yacht onto a reef because the
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watchkeeper has fallen asleep you will not get a lot of sympathy,’ he warned. And Captain Rod Hatch, the Professional Yachtsmen’s Association representative in MCA discussions on the implementation of the convention, said the industry would find it harder to deal with the ‘people’ side of its requirements than the physical issues, such as cabin space. The MLC will also lead to a shift in the balance of power within the sector, he added. ‘This is not a bad thing — all vessel operators and heads of department will have to be on their toes in the future, because everyone will be watching us.’ One French master had told him that if owners said they couldn’t afford to be compliant with the convention, they should not have yachts in the first place.
Tork Buckley, editor of the Yacht Report, said he hoped the MLC would put an end to the practice of ‘stealing’ space from the crew. Poor onboard conditions reduce morale and commitment, he pointed out. Greg Evans, from the Cayman Islands registry, said the convention aims to create a level playing field for seafarer conditions. ‘In terms of crew welfare, we should see some real improvements in the quality of life at sea,’ he added. Mr Evans said he was amazed at how many large yacht crew members lack formal contracts at present. ‘It becomes extremely difficult to take any action against an owner if there is no formal contract in place,’ he pointed out. The MLC would therefore make it very important for large yachts to have proper crew agreements, Mr Evans added, and port
state control inspectors would be empowered to detain vessels if the arrangements were found to be unsatisfactory. Sir Tim McClement, of the Flagship Superyacht Academy, said there continues to be a big need for better efforts to recruit young people into the sector. ‘We need to convince parents and career advisors that this is an exciting career with a future and prospects,’ he added. The conference also discussed other forthcoming regulations, including the impact of the bunkers convention and LRIT requirements. And Simon Milne, from the MCA, told delegates of the work on the new 13-16 passenger code which will introduce requirements for STCW qualifications to serve on such vessels. Detailed proposals are likely to emerge in the summer, he added.
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THERMAL imaging cameras that can see through fog, spray and pitch-black darkness over very long distances have been unveiled at the METS exhibition by the company Secure Yacht. The cameras are a marinised version of the PTZ range from Foward Vision, a member of the Bosch group, and offer a choice of 18x and 36x modules. Featuring compact design, flexible mounting and enhanced viewing options, the cameras come in a range of colours.
will carry up to 450 passengers and 335 crew. The second vessel will be the Seabourn Sojourn, which will be named in London in June 2010 before sailing on a 14-day maiden voyage to the Faroe Islands, Iceland and the Norwegian fjords. Seabourn says the vessels demonstrate its ‘commitment to yacht-style vessels at a time when most other brands are engaged in building ever-larger ships’.
Offers sought for Saddam’s old yacht, the Basra Breeze FOR SALE: an 82m yacht, (with one master bedroom, nine further double bedrooms, four twins and 13 singles). Moored: west Mediterranean. Price on application. So reads an advertisement placed by London-based yacht brokers Burgess. But the trouble is that no one really wants to buy a yacht that was once the property of Saddam Hussain. Basra Breeze, as she is now called, was built under conditions of strict secrecy by the Danish shipyard Helsingor Vaerft in 1981. She was launched as Qadissiyat Saddam, later renamed as Al Yamamah and then became Ocean Breeze. Curiously, the yacht was never delivered — probably because her completion coincided with the Iran-Iraq War. Saddam Hussain did, however, name her Qadissiyat Saddam, after the first ever battle between the Arabs and the Persians in 627AD which ended the Persian dominance of Iraq. Instead of going to Iran, the yacht sailed to Jeddah, where she was kept alongside the wharf for 10 years and was locally thought to belong to the Saudi Arabia’s royal family. It was while she was in Jeddah that she was renamed AlYamamah, meaning The Dove. Then in 2007, again according to local rumour, the yacht appears to have been to Jordan’s King Abdullah, renamed and put on the
brokerage market as Ocean Breeze. By this time the new Iraqi government had become involved with the yacht, and took action against its owners, Sudeley Limited, a company registered in the Cayman Islands and said to be part-owned by King Abdullah. After a court hearing, the title of the yacht was granted to the Iranian government who yet again renamed her Basra Breeze — the name under which she is sailing now. At 82m, the yacht ranks as number 40 in the list of top yachts by length and can accommodate 28 guests with space for a crew of 35. One report has suggested she had a secret escape tunnel running the full length of the vessel, as well as two doctor’s surgeries, a mini-operating theatre and a bulletproof atrium. There is also supposed to an anti-aircraft missile system, now apparently disarmed and enough solid silverware for 200 guests to dine banquet style. The bad news for any potential purchaser, according to some brokers, is that the ageing palace yacht needs a refit — and one that is likely to double her purchase price of around US$35m. Basra Breeze is not the only yacht said to have been owned by the former dictator. There was another, called Al Mansur, but she was blown up in Basra harbour by the US air force during the invasion of Iraq in 2003.
JANUARY 2009● ✪ Nautilus UK Telegraph● ✪9
CAMMELL LAIRD IS BACK IN BUSINESS THANKS TO LONG-TERM RFA DEAL WORKERS celebrated last month, left, as Cammell Laird — one of the most famous names in British shipbuilding — bounced back to business nearly a decade after the original company went into receivership. A group of Cammell Laird’s former managers — who have been trading as
Northwestern Shiprepairers and Shipbuilders (NSL), based at Cammell Laird’s old shipyard in Birkenhead — have decided to relaunch the company under the Cammell Laird brand. The move comes hot on the heels of the announcement of NSL’s alliance with the Italian builder Fincantieri, in a bid to win the tender to provide the next generation of MARS fleet tankers for the Royal Fleet Auxiliary. The revival of the yard has also been built upon a rolling contract — potentially worth up to £1bn over 30 years — for the
maintenance of 11 of the 16 ships in the RFA fleet. MD John Syvret described the relaunch as ‘an historic day’ and said the yard is now well placed to win new business. The Cammell Laird rebrand is being bolstered with the recruitment of 20 new young apprentices from Merseyside, taking the total number of apprentices to 49. The new intake includes the first female apprentice at the yard for seven years, 17-year old Lacey Cudden, who is training to be a mechanical fitter specialising on ship engines.
news
Nautilus team gets set for the 2009 marathon COUNCIL members have agreed to sponsor the Nautilus UK team that will run in the 2009 Flora London marathon. Last month’s meeting approved a £3,900 donation for the seven Nautilus runners, who have now started training for the 26 April event. Team members have pledged to raise a minimum of £9,100 and all the money raised will be donated to the charity Seafarers UK, which has provided considerable support for the work of the Nautilus-administered NUMAST Welfare Funds, and for the development of facilities to seafarers and their dependants at the Union’s welfare complex in Mariners’ Park. The Nautilus team comprises assistant general secretary Mark Dickinson, head of human resources and administration Mike Jess, national secretary Garry Elliot, and industrial officer Steve Doran — who raised almost £6,400 when they ran the 2007 marathon — and IT consultant manager Roger Garside, finance manager Olu Tunde and Audrey Stocker, activities coordinator at Mariners’ Park. ‘Some of us are making more progress in our preparations than others,’ noted Mr Dickinson. ‘But we are all determined to be fit and raring to go come 26 April’. The Nautilus marathon team has established a Justgiving webpage via which donors can pledge a contribution, at: www.justgiving.com/nautilusuk
Managers in training alert THE NEW head of the international ship managers’ association has urged owners to keep training at the top of their agenda — despite having to deal with the impact of the global trade downturn. Speaking after his election to the presidency of InterManger, V.Ships president Roberto Giorgi warned that action to tackle the mounting shortage of skilled and experienced officers is essential — even if the recession results in a reduction in the world fleet. ‘Seafarer training has to be a priority for the industry,’ he added.
CADETS WIN WITH IDEAS ON SAFETY Hat-trick of prizes presented to Glasgow College officer trainees THREE cadets who came up with potentially life-saving ideas have been praised by the judges in the annual British shipping safety awareness competition. And it was a hat trick for Glasgow College of Nautical Studies when prizes totalling £3,450 were presented to the winners of the 14th annual competition last month. Rear Admiral Jeremy de Halpert, deputy master of competition sponsors Trinity House, described the entries as ‘terrific’ and said they had demonstrated fresh thinking for old problems. First prize went to Keir Gravil, a 22-year-old engineer trainee, who trained with Clyde Marine, sponsored by Maersk Marine Services, for an entry that proposed an alternative boat hook design. ‘I came up with the idea as a result of my time at sea, when I noticed that people always hated using the rescue boat,’ he told the Telegraph. ‘I know there have been quite a lot of accidents during lifeboat safety drills, and I wanted to show how an improved design for release mechanisms could make the systems easier and safer to use.’ Keir — who is also in his final year studying naval architecture at Newcastle University — said he had been attracted to a maritime career after spending seven years as a Sea Cadet, and described his seatime as ‘a fantastic experience’. Second prize went to Lorna Petrie, aged 24, from Orkney, who started her deck cadet training with Clyde Marine and is sponsored by Northlink Ferries. Lorna is no stranger to the safety awareness awards, having won third prize in the 2006 competition. This time, her entry was titled ‘Lock Guard’ and proposed a device that can open a damaged door, regardless of how broken the lock is. ‘The initial idea came when I was sailing on a bulk carrier and the cook told me he would not advise anyone to lock their cabin door onboard a ship,’ she explained. ‘I did some research and discovered there have been a number of disasters where people have been trapped in their cabins because of structural damage to the ship bending the locks on
LEFT TO RIGHT: Rear Admiral Jeremy de Halpert, Deputy Master of Trinity House, with the 2008 British Shipping Safety Awareness Award prize winners Fiona Shaw, Lorna Petrie, Keir Gravil, and Janet Okten, principal of the Glasgow College of Nautical Studies accommodation doors,’ she added. ‘My invention involves the use of two metal strips that keep the cabin door perfectly secure when required, but can be easily removed in the event of an emergency that affects the structure of a ship.’ Lorna said she was delighted to have won for a second time. ‘I think it is a great competition, because it is really good to look around to identify hazards onboard and to see if it can be fixed.’ Due to qualify shortly before Christmas, Lorna says she loves working at sea and is keen to work on a wide variety of ships to broaden her experience as an officer. Third prize was awarded to Fiona Rush, aged 29, who is sponsored by Maritime London. Her entry proposed a new product — the Secmag (Security Magnet) — which effectively secures a ladder of any size, as well as having other uses such as holding hoses, cables and pipes in place. Her idea also came from experience at sea — having used magnets to stick photographs to a
bulkhead. ‘I have always been interested in safety, and thought that the magnet idea could be developed for a range of applications,’ she explained. ‘By putting Segmaga at the base of each leg, the ladder can be locked into place, leaving a clear path along decks and reducing the risk of trips and falls.’ Fiona started her career at sea working in hospitality onboard Royal Caribbean cruiseships. ‘I fell in love with the sea, and after meeting some of the officers I became really interested in training,’ she told the Telegraph. ‘It wasn’t easy, however, and it took two years to get the sponsorship — but the rest is history, and I have had an amazing time,’ she added. During her training she has served on a wide range of ships, including general cargo, roro, ro-pax, sailing training and passenger ships. ‘The best things are the people you meet, and the places that you visit. The job opportunities are really good as well.’ The awards are open to all trainee officers and trainee ratings studying Merchant Navy Training Board-approved courses. First
prize is £1,000 for the winner and £400 for their college, second prize is £750 for the student and £400 for the college, and third prize is £500 and £400 for the college. The 2009 competition entry forms will be available in the New Year, and full details will be downloadable from the MNTB website.
IMO chief warns of setback on crew fatalities THE HEAD of the International Maritime Organisation has voiced concern at the deaths of more than 1,600 seafarers during 2007 — and warned against cuts in safety as a result of the global economic slump. Addressing delegates at the start of last month’s IMO safety committee meeting, secretarygeneral Efthimios Mitropoulos said that the ‘disturbing’ seafarer death toll was linked mainly to domestic ferries and small cargoships caught in adverse weather conditions. He described the figures as unacceptable and warned that they represented a ‘real setback at a time when so many efforts are being made to enhance safety at sea’. Mr Mitropoulos said there were ‘grounds for genuine concern’ on a number of safety issues — and warned that things could get worse, with an influx of new tonnage threatening to cause a substantial imbalance between supply and demand of shipping capacity worldwide. The IMO leader predicted ‘a difficult time ahead’ — but urged the industry to avoid making cuts that could adversely affect safety. ‘While recommending that we should all exercise patience and perseverance in weathering the crisis, I would advise against adhering to savings and practices that might play a contributory part in any decline in the safety record of shipping and in the efforts of the maritime community to protect and preserve the marine environment,’ he added.
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10● ✪ Nautilus UK Telegraph● ✪ JANUARY 2009
ALE RAISES FUNDS
SAILORS’ CHURCH HOSTS LIVERPOOL PORT ART SHOW
A SPECIALLY-brewed beer has raised some £3,000 for the maritime charity Seafarers UK. Produced by the London brewer Fuller’s, Seafarers Ale was sold in the company’s pubs during September as part of an autumn beer festival. More than 60,000 pints were sold, and for every pint bought, 5p was donated to the charity.
LIVERPOOL’s ‘sailors’ church’ has hosted an art installation that pays tribute to the ‘almost hidden’ contribution of seafarers and port workers. Held between 11 and 30 November, the ‘Look Sea’
exhibition was commissioned by Our Lady and St Nicholas church by artist Christine Wilcox-Baker as part of the ‘Liverpool European Capital of Culture’ events. Described as the outcome of her ‘voyage of discovery through the hidden world of today’s port of Liverpool’, the exhibition used a variety of artistic techniques to highlight the importance of the sea and the work of seafarers, stevedores, marine pilots, and
coastguards. ‘This is a very special community and I have been struck by the “colour” of the port in terms both of colourful characters and the colours of the cranes, containers, buoys and of course ships,’ said Christine. She said she hoped the work had inspired visitors to ‘think differently about the value of the sea and what it gives to them, and the contribution made by those working with it.’
news
ERGONOMICS PROBE Poor equipment design a key factor in containership collision NAUTILUS UK concerns about the dangers of poor shipboard ergonomics are to be examined by a high-level industry committee. The move comes as another Marine Accident Investigation Branch report has highlighted equipment design and layout as a key factor in an incident at sea. The Union has been invited to participate in a working group whose members include classification societies, P&I clubs, regulatory authorities and shipowner representatives, and whose remit will include determining improved design and standardisation of bridge equipment.
Senior national secretary Allan Graveson said Nautilus hopes to extend the remit to include engine control rooms. He told Council members that concerns have been raised about the issue by members at professional and technical forums. ‘There is a common concern that poor bridge design is affecting work performance and undermining safety,’ he added. Ergonomics was pinpointed by the MAIB in its latest safety digest, in a report on a collision between a containership and a tanker. Investigators found that the control of the boxship’s main engine and controllable pitch propeller
had not been properly transferred from the bridge wing to the centre console after the ship left a lock and headed out into the main channel. Unknown to the master and pilot, the bridge wing engine control was set to zero pitch and within minutes, the containership began sheering into the path of the oncoming product tanker’s path. The master and pilot made various unsuccessful attempts to avoid collision. Neither vessel was badly damaged in the accident, although the containership continued across the channel and grounded.
The MAIB notes: ‘The size and position of the pitch indication on the centre bridge console did not easily show the bridge team that the engine was at zero pitch, and it was also not immediately clear that the engine control lever was not active.’ The safety digest argues that the ergonomics of bridge equipment should be considered at the newbuild stage, or that suitable indicators should be retrofitted when necessary. Investigators said the incident also showed the need for officers to be thoroughly familiarised with ships they are joining for the first time.
Mission gearing up for its big ride LNG delivery is a record for UK PICTURED above is the Qatar Gas Transport vessel Al Khuwair discharging the largest LNG cargo so far delivered to the UK — a 216,000 cu m consignment that helped in the final stage of commissioning the £335m second phase expansion programme at the Isle of Grain terminal in Kent. Owned by Qatar Gas Transport and Teekey, the Bahamas-flagged Al Khuwair is the first ‘Q-flex’ vessel to call in the UK. The ship’s cargo totalled
almost 50m therms of LNG — enough to supply around 4.5m homes for a week. The delivery marked a further step forward in the development of the LNG trade to the UK. With gas demand rising and domestic production from the North Sea declining, the UK will need to import around 50% of its gas by 2010 and the expansion of the Isle of Grain terminal aims to provide capacity capable of meeting around 20% of the national gas demand by 2010.
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THE MISSION to Seafarers is gearing up for its biggest-ever fund-raising bike ride — with plans for a 500-rider Tour Pour Le Mer event in 2009. Pictured right at the launch event are Lloyd’s Register chief executive Richard Sadler and MtS chief executive Martin Sandford. MtS secretary-general the Revd Canon Bill Christianson told the launch event that the Mission’s services are set to face growing demand as a result of the slump in world trade. ‘Because of the economic outlook, we believe that seafarers will need our help more over the coming two years than in the previous five and we can only provide that level of care and assistance with the help of our generous supporters and donors at events such as TPLM,’ he added. Since its creation in 2006, the Tour Pour has raised hundreds of thousands of pounds for the Mission’s work
in more than 230 ports across the world, and in 2009 it will return with a three-city, two-country European tour that promises to challenge even the most experienced of cyclists. In 2009, the organisers hope the event will raise as much as £500,000 to support the Mission’s port presences in places such as Rotterdam, Antwerp and Vlissingen, as well as a number of UK ports including Immingham and Southampton. Due to take place between 24-27 September, the 2009 Tour will follow the A-R-A shipping route — cycling from Antwerp to Rotterdam on day one, followed by a Rotterdam to Amsterdam circular route on day two. Sponsors for the event include Lloyd’s Register, Lloyd’s List, V.Ships, Fairplay and TradeWinds. For further information,email: stuart.bell@missiontoseafarers.org
Appeal launched for Flying Angel A NEW appeal has been launched in a bid to cover the US$750 a day running costs of the Flying Angel — the Mission to Seafarers’ vessel that provides vital support to the crews of ships off the coast of the United Arab Emirates. The purpose-built mobile maritime welfare vessel was launched last February, offering internet access, library and medical facilities, as well as pastoral and spiritual support to seafarers on ships using the East Coast anchorage. On average, some 75 seafarers visit the Flying Angel at sea every day — which adds up to essential support for more than 2,000 sea-
farers every month who would otherwise have the opportunity to come ashore and call home. Reverend Stephen Miller, of The Mission to Seafarers in Dubai, said: ‘One of the things that has struck me while operating the Flying Angel is the amount of loneliness and isolation that seafarers face. ‘To illustrate the scale of the problem, the East Coast is the second largest bunker anchorage in the world, with 100 to 150 ships anchored off shore at any given time. As many as 3,000 seafarers on ships at the anchorage can be unable to communicate with
family and friends at home for weeks, and sometimes months, leading to isolation and loneliness, which the Angel is designed to alleviate.’ The Angel Appeal has already received substantial pledges of support from such quarters as Lamnalco of Sharjah, the National Bank of Dubai, Inchcape Shipping Services, Albwardy Marine Engineering, Caterpillar, and International Marine Coatings. ✪Readers wishing to support the appeal should email: mts150@eim.ae for more information.
JANUARY 2009● ✪ Nautilus UK Telegraph● ✪ 11
NAFC CADET GETS POST WITH BAS PICTURED right is NAFC Marine Centre cadet Bobby Slater, who has just secured his first job as an engineer OOW onboard the British Antarctic Survey ship RRS Ernest Shackleton. Bobby did his final sea phase as a cadet onboard the vessel, and enjoyed it so much he
COSCO CALLS IN
applied for the job as junior engineer officer as he completed his training at the Scalloway college. Bobby’s training was sponsored by Shetland Island Council Ferries, through the Ship Safe Training Group. Now in the Antarctic until early spring, he is one of the supervisors to another NAFC engineer cadet, James Irvine, who is completing his last sea phase.
THE Cosco Indian Ocean — the first 10,000TEU vessel operated by the China Ocean Shipping Company — is pictured right on an inaugural call at the port of Felixstowe. The 115776gt Hong Kong-flagged vessel is 349m long and has a top speed of 25.8 knots. The Cosco Indian Ocean has been deployed in the Cosco Far East service.
news
UK ship hit trawler as OOW did chartwork A UK-flagged general cargoship collided with a trawler off Scotland because its officer of the watch was preoccupied with chart corrections, accident investigators have found. The 2,594gt Scot Venture and the beam trawler/scallop dredger Golden Promise both suffered minor damage in the incident, which occurred some four miles north of Buckie, in the Moray Firth, in broad daylight and good visibility on 13 September. A preliminary examination by the Marine Accident Investigation Branch (MAIB) found that the ship’s watchkeeper ‘had become engrossed in carrying out chart corrections, rather than carrying out his prime task as OOW and keeping a good lookout’. The MAIB said he had also failed to utilise the available watchkeeping and radar alarms, ‘which might have reminded him of his watchkeeping duties and alerted him to the vessel ahead’. As a result of the incident, the MAIB chief inspector wrote to the owner, Scot Venture Shipping, urging the company to put measures in place to ensure standing orders are complied with at all times, and that navigational and ancillary bridge equipment is used to best advantage.
Christine rides off with Shetland sports award JUST a few years ago Nautilus Council member Christine McLean, right, was suffering from a hip problem, and was advised by a doctor to take up a low-impact sport to help her condition. She started cycling — and last month was crowned sportsperson of the year in the annual Shetland Sports Awards, after winning a series of gold and silver medals at time trials around the country, and being classed as the best British veteran woman performer for 2008. ‘It has been quite an amazing year, and to win this award was the icing on the cake,’ Christine told the Telegraph. ‘I am very proud, but hugely embarrassed. It is quite hard to believe — and I certainly wish I had taken it up 20 years ago!’ Christine — who works as a port controller at Sullom Voe — said she started cycling after a doctor advised that it could help her hip condition, and avoid having a joint replacement. ‘Once I started, there was no further deterioration,’ she added, ‘and after a while, the x-rays showed it was even improving.’ Inspired by her success in time trials, she joined a club and entered the Island Games. Success followed success, and she has now been competing
SLUMP IN COASTAL SHIPPING Union warns on water-freight
for three years. ‘I wouldn’t have had the confidence before, but I have been competing seriously for the past two years and 2007 was the first year I managed to get to all the tracks,’ she told the Telegraph. Christine has now had an offer to ride with a club on the mainland, and she is soon off to train in Lanzarote. ‘It’s nice
to have an excuse to go to warmer climes, but it does cost thousands, and the club has offered me equipment at cost price and various other help,’ she adds. ‘You also need to have a very understanding family,’ Christine points out. ‘It takes so much time that everybody must think my husband is a single parent…’
Union condemns ‘appalling’ conditions on FoC bulk carrier detained in Birkenhead NAUTILUS UK has condemned the ‘appalling’ conditions discovered on a flag of convenience bulker detained in Liverpool. The 75,600dwt Pistis, left, was held for seven days by the Maritime & Coastguard Agency after failing a port state control inspection on the grounds that crew quarters were found to be in a very unsatisfactory condition. Deficiencies indicating a lack of proper maintenance of the ship and equipment were also cited. Nautilus/ITF ship inspector Tommy Molloy said the Panamaflagged vessel was among the worst he had witnessed in the past three years, and condemned the operators of the Greek-owned vessel as irresponsible and uncaring. ‘The accommodation and living conditions onboard were appalling,’ he said.
Some of the Russian and Ukrainian crew members onboard the 24-year-old vessel had expressed concern about the condition of the drinking water they were forced to use en-route to Liverpool from South America. Some had complained of kidney and stomach problems, and three of the crew were signed off the vessel sick since arriving in the port. Mr Molloy said four crew members were listed as ‘Deck Cadets’ on the crew list, but were not being trained as officers ‘in the sense that we know’ and were instead being used as deck ratings. The four men were being paid only US$350 per month, and Mr Molloy secured a settlement worth a total of more than US$12,000 that provided them with back pay at the ILO’s Ordinary Seaman rate.
NAUTILUS has written to the shipping minister to express concern at a further slump in the volume of UK freight being carried on water. General secretary Brian Orrell said it was disturbing to see new statistics showing that the goods lifted in UK waters have dropped by 11% in the decade to 2007 and that coastwise traffic has declined by 5% since 2000. He told the minister the Union is also alarmed by figures showing that UK-flagged vessels lifted only 9% of coastwise and one-port oil traffic in 2007 — and that the total lifted was down by more than onethird from the previous year. The figures were revealed in the government’s annual waterborne transport report, which shows that traffic on UK domestic waters accounted for 5% (126bn tonnes) of all goods lifted in the UK, and 20% (51bn tonnes-km) of all goods moved in 2007. Of the total goods moved on UK domestic waters in 2007, 68% was traffic around the coast; 30% was one-port traffic (to or from offshore installations, or dredged materials); and 3% was inland waters traffic (including both nonseagoing traffic and seagoing traffic crossing into inland waters). The report showed that one-
port traffic has almost halved since 2000, and traffic for 2007 was 18% down on 2006. Mr Orrell said he was dismayed to read that no freight facilities grants had been awarded by the government for coastwise shipping projects in 2007, and only one in the previous year. In contrast, he noted, the three grants awarded in 2001 had saved an estimated 1.3bn lorry miles. In his letter to the minister, Jim Fitzpatrick, Mr Orrell said the UK appeared to be lagging behind other European countries — including France, which has just announced a plan to boost the ‘motorways of the scheme’ concept. A meeting with the minister to discuss the issues is being arranged via the TUC, but Mr Orrell has urged him to respond to the Union’s concerns and to outline what the government is planning to do to promote the environmental benefits offered by maritime transport. ✪Sea and Water, he body that promotes water-freight transport in the UK, has changed its name to Freight by Water. The organisation says the rebranding will be completed early in 2009, with a new website and a muchimproved water-freight database.
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12● ✪ Nautilus UK Telegraph● ✪ JANUARY 2009
VIDEOTEL OFFERS UPDATED TANK PRESSURE GUIDE THE SEAFARER training software firm Videotel has launched an updated version of its tank pressure management package, right. Now featuring new graphic animation sequences, the Over
and Under Pressurisation of Tanks title aims to raise awareness of the way ships’ venting systems work, and how to manage them safely during loading, discharging and transit. Videotel vice-president Captain Milind Karkhanis said cargo tanks are subject to enormous forces of pressure and vacuum, and serious damage can be caused from seemingly small over and under pressurisation events. The
SURVIVAL STUDY
programme aims to explain ‘the fundamental principles and the potential consequences of getting it wrong’. The tank pressure title is one of a number in the Videotel range that is being updated and expanded following the introduction of Version 2 of the Oil Companies International Maritime Forum Tanker Management and Self Assessment initiative in July 2008.
SCIENTISTS at the University of Portsmouth are developing a computer system to predict how long people can survive when lost overboard. Research being conducted with the US Coast Guard aims to help determine when a search and rescue operation can be called off, taking key factors such as age, height and weight into account.
health and safety
Shipping minister opens new control centre in Immingham SHIPPING minister Jim Fitzpatrick is pictured with port director John Fitzgerald and dock master Captain Martin Gough opening a new £750,000 marine control centre in the Port of Immingham. Featuring state-of-the-art technology such as touch-screen radio and CCTV equipment, the centre complements the Associated British Ports (ABP) vessel traffic services facility at Spurn Point, which is responsible for the safety of some 36,500 ship movements on the Humber each year. Immingham’s 21 river berths and enclosed dock generate around 35 vessel movements each day, and the centre regulates all shipping movements within the harbour limits, as well as the overlap with the deepwater channel of the main estuary — used by more than 50 ships a day.
‘The Humber is the UK’s busiest trading estuary and, because of its unrivalled location and the facilities at the ports of Immingham, Grimsby, Hull and Goole, is growing steadily to meet the demands of industry,’ said port director John Fitzgerald. ‘When you consider the size and environmentally sensitive cargo of a great many of the thousands of vessels that navigate the enclosed dock every year, it is clear why we have to be so vigilant about safety,’ he added. ‘The new marine control centre, equipped with state-of-the-art equipment and a 360-degree view of the port, is therefore a vital addition to Immingham — and, by extension, the Humber as a whole.’
FISHING SAFETY ALARM Nautilus says special MAIB study shows need for better enforcement of regulations by the MCA NAUTILUS has expressed alarm at the results of a major new Marine Accident Investigation Branch (MAIB) report warning of the ‘unacceptably high’ death toll in the UK fishing fleet. The 50-page study, based on an analysis covering the period from 1992 to 2006, warns that the fatal accident rate in fishing is more than twice as high as merchant shipping, and 115 times higher than that of the general workforce ashore. More than 250 fishermen died in accidents during the 14-year period, and the report aims to identify key causes, lessons learned and action to improve the situation. The MAIB highlights issues including commercial pressures, reduced mainte-
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nance, poor training and skill shortages. It says the increased use of foreign crew has led to communication difficulties — although there is little statistical evidence that this has adversely affected safety. It warns of particular concerns with the safety and stability of vessels under 15m, and warns that little progress appears to have been made on proposals to address some of the main problems. The study points out that a number of investigations have identified problems with the Maritime & Coastguard Agency’s survey and inspection regime — in particular the lack of checks on safety and emergency drills. Almost 40% of all deaths and nearly two-thirds of vessel losses were the result
of flooding/foundering, capsize/listing, or vessels going missing. Almost two-thirds of these deaths occurred on vessels of less than 12m. More than half of the fishermen killed in the accidents were reported as not wearing personal flotation devices, and the report also stresses that the carriage of EPIRBs and liferafts ‘would have saved many lives’. The report urges the MCA to adopt a number of measures to improve matters, including: ✪clarifying the requirements for risk assessments ✪aligning the requirements of the small fishing vessel code with the higher standards of the workboat code
✪ensuring that health and safety at work regulations apply to all crew onboard fishing vessels, irrespective of their contractual status ✪ensuring that current mandatory training requirements for fishing vessel crews are strictly applied ✪introducing a requirement for vessels under 15m to carry EPIRBs In response to the report, the MCA said it is taking action ‘in a number of different areas all connected with improving safety — for example, by extending training of fishermen, better quality and more consistent inspections, and development of new codes of practice in consultation with industry’. But Nautilus senior national secretary
Allan Graveson expressed concern at the analysis. ‘This report shows how appallingly dangerous this industry is, and whilst shipping has a better record the fatal accident rate is far higher than the level ashore,’ he pointed out. ‘We are involved in a European Union project to improve the safety of small fishing boats that pose a danger not only to themselves, but also to other marine users including merchant shipping, and the MAIB study demonstrates that this is a case for better regulation and effective enforcement if ever there was one,’ he added. ‘Recent MAIB reports are damning as far as the MCA is concerned, and there is a real need for the resources and the staffing to address these problems.’
Car carrier forced to make U-turn in Channel ‘near-miss’ with cruiseship NAUTILUS has raised concern about a ‘near-miss’ case in the Channel involving a cruiseship and a car carrier. The 59,217gt car carrier Grand Neptune was forced to make a 360-degree turn to avoid a collision with the 85,619gt cruiseship Costa Atlantica, which had 1,697 passengers onboard, in the Dover Strait traffic separation scheme on 15 May 2008. The two vessels had been closing on each other at a combined speed of more than 30 knots after the Italian-flagged passenger vessel crossed the TSS between the Grand Neptune and another ship.
Recognising the risk of collision, the car carrier — which had a deepsea pilot onboard — manoeuvred hard to starboard and the two ships passed with a closest point of approach of 1nm. Accident investigators found that the Costa Atlantica — which was on passage from Le Havre to Harwich — had entered the SW lane at a shallow angle, ‘far from the 90 degrees to the direction of traffic flow’ required by collision prevention regulations. The MAIB said the manoeuvring of Costa Atlantica while crossing the traffic lane was potentially confusing, and the
master’s intentions were not readily apparent to other vessels. Investigations revealed that the cruiseship’s master used inaccurate information in making his decision to cross the lane. He had used a ‘trial manoeuvre’ facility on the ARPA — but did it without a time delay, mistaking the real-time CPA data at the corner of the display for the CPA following the intended course alteration. The MAIB said neither the master nor the OOW onboard Costa Atlantica were familiar with the ‘trial manoeuvre’ and the report says the bridge team did
not appreciate the possible inaccuracy of ARPA data when manoeuvring. The cruiseship’s bridge team was slow to appreciate the risk of collision with Grand Neptune, it adds. The report reveals that the Costa Atlantica had been involved in another close-quarters incident in the approaches to the Dover Strait in September 2007. Investigators also found two other close-quarter incidents involving other Costa vessels in north European waters had been recorded in 2005 and 2006. The company conducted an
internal investigation after the latest incident, and the MAIB said it had since taken a number of actions seeking to prevent a repeat — including changes to bridge procedures, and improving the performance of its bridge teams. In view of that, the MAIB said it had issued no recommendations. Nautilus senior national secretary Allan Graveson said the incident was very worrying, and it highlighted the need for adequate numbers of highly experienced officers to be on the bridge, as well as the need for officers to be fully trained and familiar with the equipment on their ships.
JANUARY 2009â—? âœŞ Nautilus UK Telegraphâ—? âœŞ 13
WARNINGS OVER STRAITS NAVAIDS SHIPPING companies have been warned of the increasingly urgent need to cover the costs of an overhaul of navigational aids in the Malacca Straits. An international fund has been established in an effort to replace navaids destroyed in the December 2004 tsunami and to
EMSA PLUGS GAP IN SPILL COVER
remove wrecks that endanger safety in the increasingly busy 800km waterway. Ryoichi Sasakawa, head of the Nippon Foundation — which has just donated US$2.5m to the fund — warned that the industry’s credibility would be damaged if there was a serious accident in the straits. The number of ships using the straits is forecast to rise from 94,000 at present to 115,000 by 2015.
THE EUROPEAN Maritime Safety Agency has bolstered its network of standby oil recovery vessels with new contracts awarded for the North Sea and Black Sea filling in the last gaps in European marine pollution clean-up cover. For the North Sea, Belgian
shipowner DC Industrial will provide a service based on two Dutch-flagged hopper dredgers, whilst in the Black Sea, Romanian company Grup Servicii Petroliere will provide pollution response using the offshore supply vessel GSP Orion, left. The new contracts, costing some M3.5m, cover the next three years and are expected to enter into operation in the first half of 2009.
health and safety
New drive to cut enclosed space deaths NAUTILUS Council members have voiced concern over the continued loss of life in enclosed spaces onboard ships. Last month’s meeting heard that there had been six deaths on UK ships or in UK waters in the past year alone — prompting the Marine Accident Investigation Branch to issue a special safety flyer to the industry. General secretary Brian Orrell described the figures as ‘horrendous’ and said the Union is working through the national maritime occupational health and safety committee in a bid to secure more meas-
ures to improve education and training, and to provide adequate safety equipment on ships. The Union is also working with the Maritime & Coastguard Agency on a new publicity campaign — which will include advisory leaflets in the Telegraph giving common examples of the types of dangerous enclosed spaces, explaining why they are dangerous, and the procedures to follow. Council member Ulrich Jurgens said there had been an increase in the number of enclosed spaces cases being dealt with by the MCA. Common problems included a lack of pre-entry checks on the
atmosphere, not following procedures, not wearing protective equipment, and communication failures. ‘I cannot stress how important this is — not only for the person going down there, but also for the onboard management of the ship,’ he added. ‘Tank entry should be a very simple thing, but if it was so simple we would not have had so many deaths in the last year,’ he said. The MCA told the Telegraph it is concerned at the number of recent deaths associated with entry into enclosed spaces and hopes to raise awareness of the importance of following the correct entry procedure.
CONCERN OVER VTS VARIATIONS IN UK Council told of worrying shortfalls in standards of service to ships PORT AUTHORITIES should not be allowed to have the continued freedom to set their own standards of vessel traffic services provision, Nautilus Council members said last month. Christine McLean told the meeting how she had left her job as a port controller at Lerwick after failing to get support to train to the international V103 standard for VTS officers. ‘Ships coming into port will have a perception that they are getting a VTS service and advice from operators with a certain amount of knowledge and experience,’ she said. ‘However, some port controllers are not even asked about their awareness of the collision regulations, and many have no maritime background or knowledge,’ she added. Ms McLean — who now works at Sullom Voe — said VTS is of increasing importance because of increased shipping movements and the poor standards of seamanship on many vessels. However, the standards of service vary dramatically between ports because they are able to determine the level of provision within their area. ‘I am increasingly worried about this,’ she said, ‘and I think that the MCA should be auditing these ports.’ Senior national secretary Allan Graveson said the Union is concerned that the present system of designation by self-assessment is driven by commercial considerations. ‘The type of VTS is critical, because it determines the number of staff that are on duty and their
3D TRAFFIC MANAGEMENT THE ELECTRONIC equipment specialist Transas has unveiled a new ‘three-dimensional’ vessel traffic management system, pictured above. Claimed to offer significant benefits for shipping safety — especially when used in poor visibility, debriefing, training, planning and security situations — the system provides users with a full-scaled 3D view of the navigational situation in the VTS area. Unveiled at the 11th International IALA VTS Symposium in Bergen, Norway, the Transas 3D VTS incorporates fully interactive VTS traffic tasking,’ he added. ‘Some ports declare a level of VTS which is in effect lower than what would be determined appropriate by a proper risk assessment.’ Mr Graveson said shortcomings at some major ports had been
images — which can be adjusted for both the angle and position of view — within a 3D graphical presentation of the port environment. The detailed 3D-model of the port can be converted from available GIS maps or created by Transas specialists individually for every port, based on available digital maps, satellite shots and photos taken on site. Ship models are selected from a pre-loaded ships library, and for visualisation of vessel position the system uses VTS target data (radar, AIS, etc).
identified in a number of accident investigation reports, yet the government appeared to be sticking to its ‘light touch’ approach to regulation in the sector. ‘For major UK ports, a navigational assistance service should be
considered at the very least, and preferably a traffic organisation service to ensure the safe and efficient movement of ships within a VTS area,’ he added. ‘This is an important issue, and one that we are not intending to let go of.’
‘Complacency, lapses in procedures, and acting on instinct and emotion rather than knowledge and training are the explanation as to why these deaths occurred, and could have been prevented,’ Sharon Judge, deputy manager of safety and health, told the Telegraph. ‘It is crucial that anyone involved in this activity be in no doubt as to the potential danger they place themselves in,’ she added. ‘It is vital that the correct procedures are followed and, as far as possible, all measures are taken to protect the lives of those entering such spaces.’
Probe finds faults in charts for area of ship grounding âœŞ by MICHAEL HOWORTH A SPECIAL inquiry by the Greek hydrographic office has confirmed that charts in an area where a cruiseship grounded and sank off the island of Santorini in April 2007 were inaccurate. More than 1,500 people had to be evacuated, two passengers died and four were injured when the 22,412gt Louis Cruises vessel hit a reef and sank whilst preparing to dock. The company and the captain appealed after being fined more than S1.17m by Greece’s Merchant Marine Ministry for causing environmental pollution. The master and five other crew were also charged with negligence leading to the sinking.
However Louis commissioned a specialist company, Akti Engineering, to survey the area of the accident and this showed serious errors in the charts supplied to the ship. Now the Hydrographic Office of the Hellenic Navy has revealed the findings of its own survey, confirming that the reef struck by the Sea Diamond was located 131m offshore rather than the 57m marked in the official chart. Louis said the erroneous chart depicted the depth at the point of impact as 18 to 22m, whereas the new surveys showed that it was actually between 3.5 and 5m. The company said the findings vindicated the master, and demonstrated that the course he had taken was correct.
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14● ✪ Nautilus UK Telegraph● ✪ JANUARY 2009
EU URGES ACTION ON ‘SCANDAL’ OF SCRAP SECTOR THE EUROPEAN Commission says more efforts are needed to fight the ‘scandal’ of substandard conditions in the shipbreaking sector. Environment commissioner Stavros Dimas has suggested
that owners should be made to contribute to a fund to promote higher standards of demolition. Mr Dimas said that the EU wants to see new rules to ensure that ships are dismantled exclusively in safe, secure and environment friendly conditions, ahead of a new International Maritime Organisation ship recycling convention due to come into effect by 2011. Mr Dimas says many workers at Asian scrapping sites are still
DEMOLITION PLAN
being exploited and their health and safety jeopardised by ‘deplorable’ working conditions. The Commission says a large proportion of the vessels that are broken up each year are owned by European interests. Mr Dimas wants the EU to help developing countries to improve their shipbreaking procedures, and argues that a mandatory international fund could prove effective in promoting higher standards. PICTURE: ERIC HOURI
EUROPEAN shipowners are considering plans to send more ships for scrapping in response to the global economic crisis. Philippe Louis-Dreyfus, chairman of the European Community Shipowners’ Association, has tabled proposals to encourage more demolition of older tonnage in a bid to ease the supply and demand situation.
international news
UNION RIGHTS AT RISK
briefly... Shipyard stake: the CGT union has demanded assurances over jobs at the STX France shipyard in Saint Nazaire. The call comes after the South Korean firm STX took over the yard from the Norwegian company Aker. The French government has announced a capital injection and 33.34% shareholding in the yard in a move aimed at maintaining construction of cruiseships and large civil and military ferries at the site. Seismic takeover: the French research and seismic equipment group CGGVeritas is to acquire the Norwegian outfit Wavefield ASA and its fleet of five large and three medium-sized seismic research vessels. The takeover will give CGGVeritas a fleet of 28 vessels, three of which belong to Louis Dreyfus Armateurs. The French company’s growth has been spectacular: in 2005 it operated only six vessels. Cherbourg ops: following new government regulations, the shipping firm Louis Dreyfus Armateurs (LDA) is to jointly run the French port of Cherbourg with the local Chamber of Commerce. LDA’s plans include the rapid establishment of a bulk terminal with England — especially for coal — closer links with the biggest port user, Brittany Ferries, and a possible new vehicle transport route. Cat grounds: a counter-pollution operation was launched last month following an oil leak from a grounded catamaran ferry in Tenerife. The Fred Olsen-owned Bonanza Express grounded off Los Cristianos when an engine failed. No injuries were reported among the 175 passengers and 15 crew, who were rescued by local lifeboats. SNCM shares: the investment fund Butler Capital has sold
the 38% shareholding it took when Marseilles-based ferry firm SNCM was nationalised in 2006. The stake went to the firm Veolia Transport, which already had a 28% shareholding. The French government says it plans to keep its remaining 25% stake in SNCM. Dieppe boxes: the French port of Dieppe received its first
containership since the beginning of the 1980s, when the Dutch vessel Nirint Hollandia called on its way to Rotterdam from Cuba.
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Survey warns of increasing attacks on workers’ basic rights MORE than 90 people were murdered during 2007 — simply for being a trade union member, according to a new survey. The annual International Trade Union Confederation (ICFTU) report on the violation of trade union rights shows that 39 of these violent deaths occurred in Columbia — once again the most dangerous place in the world to belong to a union — closely followed by Guinea, where 30 trade unionists were killed. Other countries where trade union members suffered fatal
attacks included Argentina, Chile, Peru, Guatemala, Mozambique, Ethiopia, Cambodia and the Philippines. The ICFTU report said serious and systematic harassment and intimidation was reported in 63 countries during 2007 — with 73 trade unionists jailed, including 40 in Iran, 14 in Morocco and seven in Burma. The survey also points to migrant workers in every part of the world suffering continued exploitation and abuse, and frequently being denied any right to
union membership. Many of the worst cases occurred in the Middle East — especially involving appalling conditions for construction workers in the area. ICFTU warned that a number of European Court of Justice judgements — including the controversial case involving seafarers striking over the use of low-cost labour by the ferry company Viking Lines — are posing a major threat to previously accepted union rights, by putting the principle of the free market above the freedom to take industrial action.
Guy Ryder, ITUC general secretary, commented: ‘Global patterns such as casualisation and contracting-out are emerging, which pose a major threat to working men and women right across the globe. ‘As the global economic situation worsens, this threat can be expected to spread wider and deeper,’ he warned. ‘Governments need to act responsibly to ensure secure, decent jobs at a time when working people, and the revitalisation of the world economy, most need it.’
PICTURED right is the 11,000TEU CMA CGM Vela — the largest ship in the French company’s fleet — making its inaugural call at the port of Le Havre at the end of November. The 128,600gt Germanflagged vessel was built in South Korea by Daewoo and features state-of-the-art electronic engine controls and an advanced rudder design that cuts fuel consumption and carbon emissions. The Marseilles-based CMA CGM group’s fleet now comprises 400 ships, and carried 7m PICTURE: ERIC HOURI TEU last year.
French union warns over ‘floating penal colony’ THE WEST France branch of the CGT seafarers’ union has labelled a flag of convenience freighter a ‘floating penal colony’ — claiming that two crew members had been beaten, threatened with death and received no salary for months. The union said it was contacted by the two seafarers after the 3,801gt refrigerated cargoship North Star was detained by port state control inspectors while
loading a cargo of potatoes in the port of Douarnenez. The men told the union that they were desperate to leave the Saint Kitts & Nevisregistered ship. An ITF inspector said there was a high level of tension among the Syrian crew — all of whom came from the same street in the same town — and the two officers were given permission to leave the ship and return to Damascus.
Europe adopts directive on seafarer training quality THE EUROPEAN Parliament has adopted a new directive that aims to set consistent minimum standards of training for seafarers serving on EU-flagged vessels. The new directive updates earlier regulations and seeks to ensure the quality of foreign seafarers employed on European ships by setting out strict procedures for certificate recognition. It also lays down the process by
which the European Maritime Safety Agency will assess training and certification systems in foreign countries. The directive, effective from 23 December 2008, requires all member states to ensure that all training, assessment of competence, certification, endorsement and revalidation activities are continuously monitored through a quality standards system.
DFDS in foreign officers move ✪ by ANDREW DRAPER THE DANISH ferry operator DFDS has moved to cut costs on its NewcastleIjmuiden route — with measures including the replacement of Danish officers by Ukrainians on the Princess of Norway. The company — whose DFDS Seaways passenger division is struggling to make money — says it needs to improve results on the Newcastle-Ijmuiden route, and it is also moving to cut back on supplier contracts and port agreements. Two deck officers and three second engineers are being replaced — equivalent to 10
people. The company said Danish employees in these positions will be transferred to corresponding duties on other ships under the Danish flag, and no one will be laid off. ‘We differ from most other shipping companies in international shipping in that we only have Danish officers on ships flying the Danish flag. Yet other shipping companies have had such good experiences when taking on international seamen, and DFDS needs to secure economic adjustments, which is why we have now decided to follow suit,’ said HR director Henrik Holk. ✪The Danish merchant fleet continues to
surge in size, and has now topped 10m gt under the Danish flag, according to the Danish Shipowners’ Association. The growth comes not only from newbuildings, but also from vessels joining the DIS Danish international register. The association’s data shows that the number of Danish seafarers employed in the fleet dropped from 10,012 in 1991 to 9,310 in June 2008. Over the same period, the number of foreign seafarers (non EU/EEA) employed in the fleet has risen sharply — from 1,640 in 1991 to 4,304 as of June.
JANUARY 2009● ✪ Nautilus UK Telegraph● ✪ 15
ITF ACTION PUTS FOCUS ON BURMA PICTURED right is one of the inspections carried out during a week of action organised by the International Transport Workers’ Federation in SE Asia last month. The campaign saw activities in seven countries in the region — with particular focus being
UNION DEFEAT IN NIS LEVIES CASE
placed on the plight of exiled Burmese seafarers, and inspectors highlighting claims of ‘double book-keeping’ on some ships. Eight vessels signed up to ITF agreements during the week of action, and agreements were being negotiated for a further six. ITF maritime coordinator Stephen Cotton said there had been excellent coordination between seafarers, dockers and ITF inspectors during the week.
THE NORWEGIAN seafarers’ union has lost a landmark case at the country’s supreme court over collective bargaining levies. For years, the union has levied a fee on foreign seafarers working on NIS vessels. The money goes towards the cost of collective bargaining from which they
benefit — even if those concerned are not union members. But the court ordered the union to repay the money collected from two plaintiffs, as the union was unable to account properly for what the money was used for. However, and most importantly, the court did not rule the levy to be a breach of human rights, the union’s lawyer, Birger Mordt, pointed out.
international news
Bulker grounds
briefly...
INVESTIGATIONS were launched last month after the Bahamasflagged bulker Crete Cement ran aground and sparked a major counter-pollution operation in Oslo Fjord. Thirteen crew were rescued when the 4,555dwt ship began taking on water following the grounding off Fagerstrand. Emergency teams were mobilised to recover some 115 tons of bunker oil, 20 tons of marine diesel, and 11,500 litres of lube oil from the Norwegian-owned ship.
German pledge: another 100 ships could be flagged under the German register over the next year — as long as economic conditions permit, the country’s shipowners have said. Dr Hans-Heinrich Noll, president of the owners’ association VDR, said promises to boost the national flag fleet to 500 ships in 2008 will be met, and more could be added if the terms of the German tonnage tax scheme are not made any less favourable. Spill bond: the French maritime court in Brest has come down
PICTURE: REUTERS
JAILED MASTER FREED AFTER GREEK APPEAL Unions welcome ‘justice at last’ in Coral Sea criminalisation case NAUTILUS has welcomed a Greek appeal court’s decision to clear a Croatian ship master of drug smuggling offences. Captain Rodger MacDonald, one of the Union’s trustees, gave evidence in the hearing that cleared Capt Kristo Laptalo of all charges arising from the discovery of some 51kg of cocaine in boxes of bananas unloaded from his vessel in the Greek port of Aegeon in June 2007. Unions around the world had expressed alarm at the case — citing it as another example of the criminalisation of seafarers. ITF maritime coordinator Stephen Cotton commented: ‘This is justice at last for Kristo Laptalo. He has been treated as a political football for 17 months and that has finally been made to stop by his efforts, by his legal team’s and by the international campaign that raised an outcry against the abuse of justice so loud that it was heard in the courtroom.’ Capt Laptalo, first officer Konstantin Metelev and bosun
Captain Kristo Laptalo is welcomed home to Croatia by his wife and daughter Narcisco Garcia were arrested by the Greek authorities after the drugs were found in the consignment of bananas discharged from their refrigerated cargoship, Coral Sea. They were held in a high-security jail until a trial in August, at which Capt Laptalo was sen-
tenced to 14 years in prison and the other two men were acquitted. Last month’s appeal hearing took less than half an hour to overturn the verdict imposed on the master after Capt MacDonald told the court that there was no way that he could have been expected to know that drugs had been
loaded on to his ship in Ecuador. A shipmaster ‘is not in a position to see what is being loaded in sealed containers and sealed pallets’, he pointed out. Mr Cotton praised Capt MacDonald for giving his evidence, and thanked the maritime unions that had supported the campaign to highlight Capt Laptalo’s plight. ‘Authorities have to learn to stop reaching for the easy option and condemning the — usually foreign — ships’ officers as a gift to public opinion when things go wrong,’ he added. Capt Laptalo was greeted by crowds when he arrived back home in Croatia. He told them he was grateful for the campaign to support him and for the assistance given by the Croatian Seafarers’ Union. ‘All this is worth it only if seafarers will be protected from now on,’ he added. ‘Finally everything is right. I will continue with my life as I have done after each of my voyages, by spending time with my family.’
severely in the latest case of suspected maritime pollution, with a S300,000 bond on the Liberia-flagged vessel Valentia. The ro-ro was detained in the port for a week after it was photographed by a customs aircraft 150nm from the French coast trailing an 18km-long slick with suspected traces of oil. Panama growth: Panama has announced that its fleet —
already the largest in the world — has broken through the 8,000-ship barrier, with more than 7% expansion in the first 10 months of 2008. The register now has some 8,159 vessels of 180.18m gt on its books. It also claims to have issued almost 3,000 biometric ID cards to seafarers serving under the flag. Norwegian welfare: Norway has announced moves to crackdown on seafarers’ welfare in the new year. The national maritime administration says it will start mandatory inspections of crews’ living and working conditions from January 2009 as part of its programme to enforce the provisions of the ILO Maritime Labour Convention. Nigerian warning: Nigeria’s government has been urged to enter into agreement with foreign shipping companies to secure training for Nigerian cadets on foreign ships trading in the country’s waters. The Master Mariners’ Association of Nigeria says the country will need some 27,000 seafarers by 2015 to keep pace with trading demands. NOL redundancies: the Singapore-based container shipping company Neptune Orient Lines is cutting more than 1,000 jobs around the world and introducing measures to increase productivity in response to what it describes as ‘an expected severe and prolonged downturn in global container shipping’.
The complete uniform solution
Norwegian ferry services slashed HALF of Norway’s international ferry routes will have closed by the end of 2008, in what is seen as part of a wider European trend. Bergen — Norway’s main maritime centre — is being hardest hit by the closures, which are being blamed on budget flights and over-capacity. ‘It’s a delayed European trend that is now hitting ferry traffic from Norway,’ said Arne Rideng, a researcher with the Norwegian transport economy institute.
Bergen has lost three of its four routes. In January Color Line closed its route to Hirtshals, Denmark. This autumn, DFDS closed its route to Newcastle, and Smyril Line is shutting down in January — it operates services to Hanstholm, Denmark, and on to the Faeroes and Iceland. Mr Rideng says basic ferry services will survive, and points out that Color Line has put two ‘mega’ cruise ferries on the OsloKiel route, as well as deploying two fast ferries in place of traditional tonnage on the
service between Larvik, Kristiansand (both Norway) and Hirtshals — a move that has also increased capacity. ✪Norway’s traditional ferry operator, Hurtigruten, has announced 200 job losses as it battles for survival. The cuts — which follow the announcement of reduced third quarter earnings — were worse than many had expected. Unions said they knew the company had to save NOK150m (£14m), but said they were shocked by the scale of the cuts.
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16 ✪● Nautilus UK Telegraph● ✪ JANUARY 2009
This month, we want your views on Th piracy and security (see front page pi report): re
Have your say: online
Do you think the International Ship D & Port Facilities Security Code sshould h be overhauled in the light of the spate of armed attacks by of p i pirates off the coast of Somalia?
83.9% Yes
Last month’s poll asked: Do you think seafarer training programmes will be cut as a result of the economic downturn? As the Telegraph went to press, the poll showed a strongly pessimistic majority, right.
16.1% No
Vote now, on www.nautilusuk.org
MARS Training Ship Fund can provide financial help to further careers THE GOVERNING body of the MARS Training Ship Fund has the power to award bursaries and grants to people of promise to enable them to attend courses
in preparation or continuation of a seafaring career in any of its branches. The training grants sub-committee of the MARS Training Ship Fund meets two times per year, and grants are authorised only on these occasions, in March and September. ✪For an application form, please write to: The MARS Training Ship Fund, Henderson Loggie, Clerk to the Governors, Royal Exchange, Panmure Street, Dundee DD1 1DZ.
HENDERSON LOGGIE
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
Seafarers should show some backbone on SED How the ISPS Code left our crew caged like dangerous animals... THE ISPS Code — keeping dangerous animals in the cage? This is probably just the beginning. The owner of this loading berth did the first step. He left 60cm of the concrete for the mooring men taking ropes and for the crew checking the ship’s draft.
An accident is waiting to happen. There is no room to provide the ship’s accommodation ladder. To go on top of the quay you have to climb the ladder attached to the wall. ISPS first! NAME WITHHELD ON REQUEST
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ON READING the many letters about the disgraceful government intention of taking away the tax concession for merchant seamen, I agree wholeheartedly with all who have written in about their disbelief and disgust about another blow to British merchant seamen. In my 45 years at sea, it is just another chapter of the whole history of the Merchant Navy — to give with one hand and take from the other. I have worked on cable ships, survey ships, and dive support ships in the last few years — all carrying the so-called supernumeraries. As was mentioned, we the ships’ crews from the master down have been, and still are, considered just unimportant to the people such as divers, surveyors, and cable ship workers. They get work on vessels, and suddenly they take on the personas of superiority. I joined a brand new ship years ago called the Ugland Comex 1. We got onboard and settled into our accommodation. After a week the divers came onboard, and the dive superintendent took a look at the crew’s accommodation and decided that his team would be better off in our accommodation. He told the captain that we had to go down below to the divers’ accommodation. The captain was such a spineless person that he just acquiesced. Even the crew meekly said they would go down to the lower cabins. I and the cook said we would not move. So the captain paid us off. What a cowardly way to back down to these jumped-up prima donnas. I have noticed the same reactions by masters on all ships that carry these people. They can’t even keep themselves clean, or their cabins. They use the ships as if they were some second-rate transport cafe. They never consider the crews on watches; they play their CD loud as if they were at home. They go up onto the bridge and use it as a playroom. I never saw one ship’s master or deck officer tell them to leave the navigation bridge to the ship’s deck officers.
19/11/08 14:06:26
They all have got someone to sign the forms to apply for discharge books. Why did anyone sign the forms? They have claimed tax concessions that were for merchant seamen, not self important buffoons, who can’t even keep their living spaces clean. They expect a steward to lackey after them and of course the ships’ officers have stood back and not uttered one word. Now the true nature of some of these pests is being related, albeit in a subdued manner. When someone has raised concerns, the bleating of the companies has been, they are the client. Well, the client should have realised that without the ships’ crews, the marine staff, the vessels would not have left the quay. It has taken the withdrawal of money to get some of the ships’ staff to finally get some backbone and speak out about the nuisances that some of the supernumeraries are. It’s a pity they had not laid down the law to these people right from the start instead of allowing them to think that a ship, no matter what kind, was their personal playground. But lack of backbone in the Merchant Navy has been rife since everyone has been terrified about losing their jobs. After all, the unions have been pretty pointless in stopping the decline of the British Merchant Navy for the last 40 years. Just take a look at how many foreign seamen of all nationalities are sailing in place of British seamen. I suggest now these supernumeraries are told to adapt to the marine staff’s way of life, not to expect them to kow-tow to their untidy slovenly ignorant way of living on a ship. But, of course, that will never happen. I mean to say, the crews have run rings around ships’ officers for years, so no way will any backbone be shown against the prima donnas laughing up their sleeves at the tax concessions they have bled from the revenue. mem no 177287 I HAVE recently had the pleasure of reading the Telegraph and
found the letters pages amazing. I work as an offshore manager on a ROV construction vessel — yes, I’m one of the bottom monitors, these worthless, overpaid project people with a discharge book who mobilise onto the ships of real mariners... etc, etc. Yes, the master and the rest of the marine crew effectively work for me. However, the marine operation is intrinsic to the successful completion of the projects we as a team deliver. The jealousy, the wage envy expressed in your letters is very disappointing. Never do a job you are dissatisfied with — you will only do it poorly. There are no pressed men on my boat, however let’s be clear — the reason the ship is afloat is to make money from profitable projects, not to provide employment for the master and chief engineer. The downturn in the global economy will lead to a reduction in box traffic and there will be downward pressure on marine wages in the cargo sector. What are the two ‘real’ mariners on each ship going to do — work in the oil industry? If those with operational control of the vessel are excluded from SED, then boats working in the North Sea will be alongside more often. When it’s no longer in my interests to sail by 2230 then WOW will be alongside rather than offshore. Immingham or Ijmuiden, Lerwick or Bergen, it’s my call, not the master’s. Let’s see which is actually nearer? Trust me, if SED is removed we will all lose out. Think on, my marine friends, and talk constructively to the RMT. A united front is what’s needed, we may be shipmates soon. To err is human, to arr is pirate! LAURENCE AFTER reading all the letters in the November and December issues about qualifying for SED, please give a thought to all the British seamen who work for dredging
companies, coastal tankers and other coastal trading ships, who will never be able to claim their tax back as we do not qualify even when we are away over 182.5 days a year. I work on a British-flagged aggregate dredger as an AB, working three weeks-on/three weeks-off, and will never be in a position to claim my tax back. So why should people working on DSVs with discharge books, such as project managers, divers, riggers and other offshore workers on Hollywood wages be entitled to their tax back when they are not British merchant seamen? On my P60 this year, after paying tax I cleared £16,600. I live four miles away from Southwold — and on my wage would not be able to get a mortgage on a beach hut at Southwold. I wish the Union would fight for all the seamen working around the UK coast on dredgers, coastal tankers and other coastal trades, so we could claim our tax back. Some of us are on low wages to start with. mem no 193343
MARINE TAX SERVICES (CARDIFF) LTD complete service for mariners run by certificated ex-officer qualified accountants always available computerised 100% claims and forecast projection will writing service available 26 High Street, Barry CF62 7EB, South Glamorgan, UK Tel. Barry (01446) 739953 MARINETAX@YAHOO.COM Established 1974
JANUARY 2009 ✪● Nautilus UK Telegraph● ✪ 17
Shipowners can buy political influence IN FEBRUARY 2008, Star Reefers Inc made a political contribution of £50,000 to the Conservative Party through its UK subsidiary Star Reefers UK. While this contribution may or may not have been illegal, it begs the question why a Norwegian-owned shipping company would want to curry favour with a UK political party?
I have always suspected that there was an unhealthy relationship between the shipping industry and the government in the UK, no matter which party is in power. The UK is the only industrialised country in the world that has actively encouraged its shipowners to man their ships with foreigners. Shipowners stupid enough to employ UK seafarers on UK-flag ships have to pay national insurance contributions and other taxes not levied on foreigners. It would appear, therefore, that foreign shipowners have more influence with
politicians in the UK than do British seafarers with the right to vote. It is said that shipping is the world’s first global industry. If that is true, then the IMO should force shipping companies to declare all political contributions, no matter where they are made. Seafarers have a right to know what their employers are trying to achieve when they make political contributions in their home country; democratic government should be by the people, for the people, not for foreign shipowners. PETER J. NEWTON mem no 158963
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 How to defend ships from the appalling risk of pirate attack
The view from Muirhead
Crack in oily water separator was key to French appeal case YOUR article on page 15 of the November Telegraph (‘France warns ships of zero tolerance’) contains some inaccuracies which should be made clear. The appeal court in Rennes did not confirm the O200,000 fine against mv City of Paris; it overturned the previous ruling. The case was thrown out by the court in Brest, then appealed by the environmentalists. At the time of the original incident, the vessel was 198nm from the nearest point of land and was pumping the bilges through the separator and 15ppm monitor. No evidence was found of any tampering with the system and the court
in Brest agreed that there was a sudden failure of the 15ppm monitor which went unnoticed. Investigation showed that an internal crack had developed between two stages of the separator, reducing the efficiency of the separation process. The 15ppm monitor had been calibrated 10 months before the incident. The prosecutor in Rennes managed to convince the appeal court judge that the engineers must have known that the 15ppm unit had an intermittent fault. What the courts did not take into account is the fact that there is no requirement in law
for a vessel of this size to have a 15ppm monitor and auto shutdown. Please see unified interpretation 18 of regulations 14 and 15 of MARPOL annex I for confirmation. This class of vessel was built with an override switch for the 15ppm unit, fully endorsed by class and flag, because it is only necessary to use the equipment inside special areas. The crack in the separator caused the problem, and this was invisible until the unit was dismantled. ALEX STEINBERG Fleet Manager, DPA MOL Ship Management (Europe) BV
I WRITE with regard to the recent appalling act of piracy on the high seas with the capture of the Sirius Star. At least at last the public are aware of what seafarers are facing in this day and age. I had hoped that the Union would have been asked to field an ‘expert’ to answer/explain the situation as things stand at present re supposed passage through the designated safe corridor. Unfortunately, both Radio 2 and BBC Newsnight rolled out the usual nonentities for their views. The gentleman on Newsnight claimed to run a company that supplied mercenaries to shipowners, claiming that it was up to the ship to look after itself. Worryingly, that appears to be the views held by the commanders of the naval forces tasked with patrolling the area. This attitude seems faintly reminiscent of those prevailing during the war years! My late father was a RN CPO gunner attached to the DEMS. He spent the entire hostilities sailing with Paddy Hendersons, with his fo’c’stle-mounted Bofors gun and two cadets as gun crew! Is this really what we are being abandoned to? One of the main reasons I joined the MN and not the RN was due to my father’s influence. He never forgave the Admiralty for their appalling treatment of merchant seafarers. Perhaps the late Captain Walley Wakeford had the right idea sending cadets to HMS Excellent (Whale Island) for gunnery training! What next — Bofors on the fo’c’stle and an Oerlikon on each bridge wing!? J. PEARSON (Retired Master) mem no 313007
the unacceptable face of modernday piracy for the past 25 years. In 2006 our evidence to the House of Commons Transport Select Committee inquiry foretold all of what has now transpired in the Gulf of Aden and beyond. Officials worked non-stop dealing with press calls arising from the Sirius Star, including interviews with such outlets as BBC TV, BBC Radio (5 Live, Scotland, and Wales), ITN, Channel 4, The Times, The Guardian, Fox News, The Sunday Telegraph, The Daily Mirror, and many more besides. THE INCIDENT with the yacht Le Ponant showed clearly that cruising warships will arrive too late to prevent pirates from seizing ships. Patrolling warships are not very effective against pirate attacks; all they can do when arriving too late is to stand off and watch while the pirates hold the crews at knifepoint! The Danes proved that arresting ‘pirates’ at sea does not work either. Laws and attitudes must change, stern measures must be taken. The Security Council of the UN now allows ‘all necessary means’ to be used against pirates, including violence. Is this a ‘license to kill’ or loose talk? Or will the defenders later be denounced? My plan against pirates puts
marines on the spot to stop pirates from boarding. Guarding the ship against piracy cannot be left solely to the ship’s crew. Dedicated ship’s duties leave little extra time for patrolling, nor do crew members possess the proper training. Defending against boarding parties with charged fire hoses and a prayer is not effective against heavily armed attackers in the middle of nowhere. Merchant vessels should be defended by marines, at government cost. It is cheaper and more effective then patrolling warships. In this I differ only a little in opinion with Vice Admiral Bill Gourtney. Capt. JAAP STENGS Wijdenes, Holland WITH close to 30 ships now being detained by pirates in Somalia, most of them flying an FoC flag — largely, I would guess, those of Panama or Liberia — when can we expect the navies of these nations to intervene to take up the responsibilities to recover property which a nation’s flag purports to protect; or are they free-loading as usual and expecting the navies financed by taxpayers of the nations from whom they have seduced these vessels to foot the bill? If so, then the costs of any such intervention should be laid at their doors. ROGER WOMERSELY mem no 310660
MCA & LISCR approved +44 (0)1594 839196
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Anti-Piracy Escort Services Assistant general secretary Mark Dickinson comments: Nautilus has worked tirelessly, including in the press and media, to highlight
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18 ✪● Nautilus UK Telegraph● ✪ JANUARY 2009
Members invited to assist ISM research I AM writing to you to inform you of a research project I am about to undertake into the ISM Code. I am an ex-seafarer and now a final year Maritime Business and Maritime Law degree student at the University of Plymouth. The ISM Code was originally brought in due to a spate of accidents which happened in the late 80s/early 90s, such as the Herald
of Free Enterprise, Exxon Valdez (right) and the Braer, which were put down to human error/element and poor management. The reason I am researching the effectiveness of the ISM Code today is that even though it has now been over a full decade since its first-phase implementation, there are still vessels being detained for major non-compliance and companies who cannot interpret the Code, as well as accidents such as the Viking Islay which should not have happened. My research is going to identify if the ISM Code has achieved its original goals
and look at how the Code is developing, identify the reasons why some companies cannot reach the elusive safety culture which some organisations found with ease, and to evaluate the future use of the Code — seeing if it should be updated or replaced. The project will be of a mixed strategy, combining quantitative questionnaires with qualitative interviews with key sector specialists. I will carry out the data gathering in December and January for this research in the form of an appropriate (shore or sea staff) questionnaire, which can be found
online at www.freewebs.com/10yearsofism which has been purposely created for this topic. A link can be kindly found online at the Nautilus home page and will take you to the website, where you can fill in a questionnaire making sure your industry sector ensures its input is heard. You can also take part in an ISM current issues blog where you can create and chat about ISM hot topics. I hope to be reading your input on the research soon.
WILLIAM WESSON
readers’ letters
History lesson in flag misuse ‘….AND of course, if flown on a merchant vessel,
Are lone yacht racers breaking the law as well as records?
PICTURE: VOLVO OCEAN RACE
No colregs for yacht crews? I SEE the Vendee Globe race has started again. Whether you consider these people as brave or foolhardy, they are in my opinion law breakers — putting themselves and us professional merchant seamen at risk. Its not only the Vendee, there’s also the single-handed Atlantic crossings to break various records and those who wander across the Channel on their own. The Col Regs are quite clear on the matter. I won’t bother quoting rule 1 or rule 5, which we
all know pretty well, but can anyone help me find the rule that exempts single-handed yachtsmen from keeping a proper lookout ‘at all times by sight and hearing...’? Or is there some form of IMO legislation that rescinds the rules for certain sections of the seafaring community? If there is, please don’t tell our companies!
DAVID GRESHAM mem no 175227
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that Union Jack will have a white border of one fifth of the total area’... to complete the sentence of Lou Price on the subject of flags use and misuse. I have written to the Telegraph on a number of occasions re the use of flags, so I won’t bore anyone with repeat observations. However, in the Trident magazine of May 1947 appeared a very good article on the subject of the use of the Union Flag [Jack] on merchant vessels. The article was written by Commander Hilary Mead, and is rather too long for complete reproduction, so here, in a vexillological compression, are his suggestions: ‘Questions and answers in the House of Commons focused upon the problem of authorising the use of the Union Flag in British merchant vessels. The national ensign has always been universally worn by merchant ships of all nations in the after part of the vessel: but with one exception, there has never been any definite convention in the merchant services of nations to make use of the jack, the subsidiary emblem worn at the staff in the bows of a vessel. The status of the ensign and the status of the jack are indeed most distinct: the ensign is an obligatory flag, but the jack has never been more than a badge, supplementary to the ensign; a kind of embellishment. ‘In Great Britain there was a distinctive jack established by law for merchant ships. This was contained in a proclamation of 1674, and was to be “the jack white with a red St George’s cross passing right through it”. This flag clashed with the flag of an Admiral of the White in the Royal Navy, established 1702. However, no objections were raised. The use of this jack appears to have lapsed circa 1808 and nothing was provided to replace it. ‘During the first part of the 19th century, some ambiguous legislation allotted the Red Ensign to the Merchant Service along with the white bordered Union [flag]. The wording was rather vague, and nothing was said about the white bordered flag being authorised as a jack. So things continued until circa 1935, when a move was made to determine the reactions of shipowners, masters, Trinity House, the Master Mariners & Officers Federation [and other interested parties?], to the idea of establishing a jack for the Merchant Service. ‘The Board of Trade and the Admiralty were
sympathetic, however, it is doubtful that the Admiralty would have approved use of the Union Flag. The response to the suggestion was seemingly ignored by the majority of owners and masters. ‘One of the agitations for the Union Flag [on merchant vessels], does not appear primarily to be the outcome of a desire to have a jack, nor from a love of flags, but simply because the partisans are unhappy with the idea that the Union Flag can be [is] used by anyone ashore [in later years t-shirts, underwear, bedsheets etc], but not flown upon the largest and most prestigious merchant vessels afloat. ‘I have not met a naval officer who has objected to the Merchant Service having the Union Flag as a jack; in fact many would wish them to have it as a gesture of appreciation and brotherhood. I think the best argument in favour of the use of the Union Flag as a jack on merchant ships, is that it should be granted to the Merchant Service as an honoured privilege to commemorate the sister service’s equality with the Royal Navy in all the difficulties, hardships, successes and victories of the 1914-18 and 1939-45 wars, and as a gesture of admiration and appreciation.’ T.M. TRELAWNY GOWER mem no 186001 (with acknowledgement to Trident Magazine May 1947 pp10 &11) BOTH Lou Price and Ian Samples (previous months’ letters) have missed the point in respect of the Cape Osprey’s flag. Regardless of what you call them, the Cape Osprey incorrectly observed flag protocol on three counts (one count, Mr Samples, being that the unnecessary courtesy ensign was indeed upside down). I feel that the only way to conclude this matter satisfactorily is for a representative of the Cape Osprey to write with an explanation. Were they actually in distress, and no one answered their call for assistance? Had their last red duster (oh, sorry Lou, I mean red ensign) been blown away in a storm? I think we should be told. Come on, Cape Osprey, it’s up to you now! TALBOT CLARK mem no 120851
Give credit to the fight for higher standards I AM concerned about Mr Bernie Moss’s response to my letter regarding a positive attitude towards our profession [Old hands have to think hard, October letters]. I think that in view of Mr Moss’s own experience, he needs to reconsider his priorities. The onus of researching a seafaring career should lie with the potential recruit; it is their responsibility to make an assessment as to whether or not they can adapt to the peculiar demands that the industry requires and consider not only the inevitable stress of
ship management but the social and psychological demands that come from regular and protracted absences from home that will become even more apparent when marriage and families appear on the scene. The objective of my letter was to suggest that the ‘more experienced’ of us should try and present a more balanced presentation of the profession to the newcomer, rather than dwell on bygone days. Mr Moss indicates that his decision to go to sea was influenced by his own father’s seafaring experiences, but he
soon discovered that life had not stood still but ‘he accepted it and got on with it’ — hardly an encouraging attitude, particularly from a company cadet. Rather than be critical of shipping companies over ‘making the seafarer’s lot a good experience’, try giving some credit to such organisations as Nautilus, who continually strive for, and achieve working and living standards on board ship that have improved beyond measure since our predecessors’ days. NAME & NO SUPPLIED
JANUARY 2009 ✪● Nautilus UK Telegraph● ✪ 19
Struggle for SED nautilus at work
HM Revenue & Customs faces pressure from all sides of the industry on seafarer tax rules... NAUTILUS UK has joined representatives from
across the shipping industry for top-level talks on the controversial plans to tighten the rules governing seafarers’ income tax concessions. Maritime unions and shipowners met officials from HM Revenue & Customs and the Department for Transport for some two-and-a-half hours of talks on proposals to widen the types of vessel that are not considered ‘ships’ under the tax rules. During the talks, both unions and owners expressed serious disquiet at the potential impact of the ruling, and warned of the adverse effects on individual seafarers and the industry as a whole. Further consultations are to take place over new HMRC guidance on the ruling, which will set tighter conditions on seafarers serving on certain ships in the offshore sector, with effect from the 2007/8 tax year. HMRC said that it was under an obligation to enforce the Special Commissioner’s decision in the Pride South America case, because no appeal had been lodged and it therefore takes legal effect. Officials agreed that the original letter issued by the East Kilbride office in September 2008 was ‘imprecise’ in giving its notification of the Special Commissioner’s judgement and its impact on seafarers and apologised for the confusion caused. As a result, consultation with industry ‘stakeholders’ is being undertaken to consider ways in which the judgement can be applied in the most fair and practical manner. Nautilus is currently engaged in this consultation. Revised guidance has been delayed until this process is complete, and will now not be issued until February 2009. HMRC said the core issue to be examined as part of this process is the interpretation of ‘ship’ under tax law (and not maritime law where the definitions are quite different) for the purposes of income tax liability. The PSA case centred on the definition of vessels as ‘an offshore installation’ — in particular the use ‘for the purposes of exploiting mineral resources by means of a well’.
UNION SEEKS DETAILS OF DISALLOWED CLAIMS NAUTILUS UK wants to hear from seafarers who have had their claims to Seafarers Earnings Deduction disallowed as a result of HM Revenue & Customs taking a tough line on the qualifying periods. If you have had a claim rejected because the Revenue has not accepted your departure times on a voyage which took you outside UK territorial waters — insisting that it was the vessel’s position at midnight that was the deciding factor with regard to a day of absence for a qualifying period — please contact deputy general secretary Peter McEwen at head office or email: sedcampaign@nautilusuk.org
In this context, the decision centres on the terms ‘standing’ and ‘stationed (by whatever means)’ in any waters whilst such work is carried out. These terms are not defined in tax legislation, but in the PSA case, the Special Commissioner ruled that the vessel was engaged in ‘exploitation’ as this definition included repairs when in production, or work undertaken even if the well is temporarily killed. Furthermore, it was judged to have been ‘stationed’ — as the term includes vessels ‘substantially stationed’ by DP, and not necessarily by anchor or hawser. In effect, HMRC argues that the PSA ruling means vessels will be classed as ‘offshore installations’ — and seafarers onboard will lose eligibility for SED — if they are judged to be involved in exploitation of mineral resources by well and if standing/stationed in waters whilst doing so. This ruling could apply equally to well service vessels, dive support vessels, and construction vessels, HMRC says, unless they are judged to operate in a ‘transient manner’. Much discussion took place on what exactly is meant by the term ‘transient’ — and Nautilus disputed the HMRC interpretation of the term. In terms of individual SED claims, HMRC says the PSA judgement — which was made in January 2008 — will apply from the 2007/8 tax year. The only people who may be affected in relation to claims for 2007/8 are limited in number as HMRC will not be actively searching for cases. For 2006/7 and earlier years only the small number of seafarers directly involved in the PSA case are likely to be affected. The online deadline for filing 2007/8 claims is 31 January 2009. HMRC advises seafarers that they may wish to consider SED claims in the light of the PSA ruling or await the revised guidance, which is due to be published in February. But, it stresses, all 2007/8 tax returns must be filed within the relevant deadlines which fall before the guidance is published. Anyone who decides that they want to see HMRC’s revised guidance before deciding whether they are entitled to claim SED can submit their return without a claim to SED. They can then amend their 2007/8 tax return in the usual way to include a claim to SED. People have 12 months from 31 January after the end of the tax year to correct their tax return. For the 2007/8 return, people have until 31 January 2010 to make an amendment. If someone wishes to consider making a claim to SED for 2007/8 before the guidance is revised, they can refer to the legislation on which HMRC’s guidance for the SED is based. It is publicly available as follows: ✪ the legislation for SED is in sections 378 to 385 of the Income Tax (Earnings and Pensions) Act 2003 www.opsi.gov.uk/acts/acts2003/ukpga_20030001_en_1 ✪ the definition of ‘offshore installation’ is in section 1001 of the Income Tax Act 2007 www.opsi.gov.uk/acts/acts2007/ukpga_20070003_en_1 ✪ the Special Commissioner’s decision in the Pride South America case is available on the Finance and
The new HMRC guidelines on SED claims will class vessels as ‘offshore installations’ if they are deemed to be involved in the exploitation of mineral resources and are standing/stationed in waters whilst doing so… Tax Tribunals’ website www.financeandtaxtribunals.gov.uk/Aspx/view.aspx?id=3869 Nautilus warned HMRC that its position will, in effect, mean a retrospective change — and potential hardship — for some seafarers who have based their personal finances on their past qualification for SED for both 2007/8 and 2008/9. The assumption that tax advisory companies would inform all clients in early 2008 of the PSA case was not proven by any means and in any event many seafarers did not use such companies. The HMRC website still had the pre-PSA advice on display! The Union also argued strongly that the postPSA changes further directly contradict government policy to promote the employment and training of British seafarers, and the original intention of the tax concessions to safeguard the strategic supply of UK seafarers. The Union will intensify its long-running political campaign to persuade the government to change the Finance Act to ensure that all seafarers can be eligible for SED, irrespective of the sector in which they work.
The Union argued strongly that these changes directly contradict government policy Peter McEwen, deputy general secretary
20 ✪● Nautilus UK Telegraph● ✪ JANUARY 2009
training
TIM VERNON reports on Nautilus UK’s latest college visit — to meet members and potential members at the ‘state-ofthe-art’ National Maritime College of Ireland in Ringaskiddy, Co Cork...
There are excellent demands for our services as the college follows the future of the industry Roddy Cooke Deck cadet coordinator NMCI
NAUTILUS officials have continued their programme of college visits with a trip to the National Maritime College of Ireland (NMCI). The college boasts some of the most modern facilities in the UK and Ireland, and is committed to the continued re-emergence of cadet training on the island. The state-of-the-art college is located in Ringaskiddy, County Cork, and provides training and education for both the Merchant Navy and the non-military needs of the Irish Naval Service, with survival facilities, seamanship and shipwrights’ workshops, fire fighting/damage control, jetty and lifeboat facilities and an engineroom. The college also provides specialised simulation equipment in the areas of navigation, bridge training, communications, engineering-machinery operations, liquid cargo handling/damage control and vessel traffic systems. This year the college welcomed more than 70 new trainee officers who are due to find out in the new year which companies will take up their sponsorship. The majority of the companies working in partnership with NMCI are well known to Nautilus members and include Maersk, BP, Shell, Carisbrooke and Carnival. It was therefore no surprise that many of the students were already members of Nautilus, or wished to join. The college offers both a BSc in Nautical Science (Officer of the Watch) and a BEng in Marine and Plant Engineering. Deck students spend their first year at college, around 18 months at sea and a further year studying. Engineering cadets study for three years at the college before going to sea. In addition to the trainee officer courses, NMCI also runs short courses equating to a total of around 350 students passing through the college each year. The college, in its current format, was established in 2004 following discussions between naval officers and the Cork Institute of Technology (CIT), of which the college is a campus. Before this, training was offered in CIT’s main Cork campus, which was struggling to maintain nautical studies owing to competition for space. The primary impetus for moving the training came from the establishment of the STCW 95 Code by the International Maritime Organisation, which laid down minimum standards for training. To maintain compliance with the Code considerable expenditure was required — particularly in the fields of life-saving, survival training and simulation facilities. Given that the Naval Service also had to improve its training facilities to be complii ant, a the decision was taken to submit a joint approach to the Irish government that the a Department of Defence site at Ringaskiddy D should be developed as a joint college, shars ing i facilities without duplication.
At the same time there were several government initiatives examining seafarer employment and training in Ireland. The most significant of which was a task force initiated by the minister for the marine, Dr Michael Woods, which recommended — amongst other things — a subsidy for training and the establishment of a joint naval/ mercantile marine college. A public-private arrangement was established, resulting in the college being opened in 2004. Roddy Cooke, who is the year one and two deck cadet coordinator, believes that the college is unique in having both the merchant and naval services under one roof. Mr Cooke, who has previously served at all ranks up to master and pilot, and previously worked in the Port of London Authority, sees the college’s purpose being to ‘undertake and deliver training and to fulfil the needs of the Merchant Navy and the Irish navy on the island of Ireland’. He says client companies frequently comment on the high standard of Irish trainee officers and believes that ‘there are excellent demands for our services as the college follows the future of the industry’. On the day that Nautilus visited, the college was staging an open day so that pupils from local schools could be shown around the facilities by the cadets, while companies including Maersk and BP were present to talk to them and to encourage them to have a future in the industry. Mr Cooke observed that there was a ‘keen interest from pupils in the college and facilities’ and he hopes that it will open their eyes to a future at sea. Keen to get a feel of how the students at the college see the facilities, Nautilus spoke to some of the cadet members. Dominilc Mallo-Tolk told us: ‘Before NMCI was here there was no college at all and I would have had to go to the UK and pay my fees there’. Colin McClean, from Belfast, added: ‘I didn’t know about NMCI. I typed in Nautical Science into Google which brought up a list of colleges. Our career adviser did not tell us about this place, but when I came here and saw the modern facilities I knew immediately I wanted to study here. I could have gone to a college in the UK and had my fees paid but I saw this place and chose to pay my own way through.’ And Graham McCarthy added: ‘The college is the most modern in the world. Overseas students look to come here because of the facilities.’ NMCI certainly has a very bright future which, it is hoped, will secure the renaissance of seafarer training in Ireland. The ambitious nature of the campus could be progressed yet further, with plans to expand the site to over twice its current size to include on-site student accommodation and research facilities into renewable ocean energy. Completion of this really will put the college at the forefront of training and research.
TOP: Nautilus officials Garry Elliott and Tim Vernon with cadet members: Dominilc Mallo-Tolk, Colin McClean, Paul Jacques and Graham McCarthy; CENTRE: Tim Vernon with a pupil at the NMCI open day with Maersk representative, Captain David Duffy; BOTTOM: a group of local school children outside the college following their tour of the facilities. On the right is Captain Roddy Cooke, the year 1 and year 2 deck cadet coordinator.
JANUARY 2009 ✪● Nautilus UK Telegraph● ✪ 21
Cadet numbers up training
PICTURED above is the autumn Warsash Maritime Academy officer cadet passing-out ceremony, held at the De Vere Grand Harbour Hotel in Southampton. The ceremony was attended by 183 students, staff, industry representatives and international guests. A total of 44 officer cadets from the navigation and marine engineering disciplines officially completed their maritime education programmes to gain both their academic awards from Southampton Solent University and their professional certification from the Maritime & Coastguard Agency before taking up their new positions as officers onboard vessels in their company fleets.
CAREERS AT SEA AMBASSADORS
Would you like to inspire a new generation of seafarers? please fill out the details overleaf
Does it sometimes feel as though the British public has no idea what your job involves? Are you worried about where the next generation of maritime professionals will come from? Amazingly for an island nation, there are schoolchildren all around the country who have barely heard of seafaring and would never think of choosing a maritime career.
is looking The Merchant Navy Training Board industr y for volunteers from the shipping
Come onboard!
it to: fill in the reverse of the leaflet and send To volunteer for the initial pilot project please tor, The Merchant Navy Training Board, Beth Richmond, Careers Co-ordina London EC1M 6EZ Carthusian Court, 12 Carthusian St, at: beth.richmond@mntb.org.uk Alternatively, you can email us the information
Spreading the message: a newly-produced leaflet seeking volunteers for a pilot project to tell schoolchildren about the shipping industry
MN Training Board seminar told of new plans to boost interest in careers at sea THE number of aspiring officers starting training in the current academic year may top the 900 mark for the first time in more than 25 years, a Merchant Navy Training Board seminar heard last month. And, the meeting was told, a number of new initiatives are being launched in the next 12 months to further increase interest in careers in the maritime sector and to ensure that shipping companies are able to recruit from as wide a pool of talent as possible. This autumn’s intake on MN officer training schemes totalled 731 — 230 on Foundation Degree or Scottish Professional Diploma courses, 431 on HNDs, and a further 70 on other degrees or coming in with previous seafaring experience. The total compares with 669 at the same time in 2007, and 509 in the autumn 2006 intake. ‘This is excellent news,’ said MNTB chairman Nigel Palmer. ‘We have moved a long way both in terms of numbers and in quality.’ MNTB officials are particularly pleased about the proportion of trainees now following degree-level courses — around 36% in the current intake. The percentage on FD/SPD courses has risen to 31%, against 25% in 2006. But the Board has also been working hard to develop what it describes as a ‘suite’ of programmes targeting different entry levels. A new HND/HNC programme should come into effect in September 2009, aimed at school leavers with high GCSE grades. And while electro-technical officer training schemes have been in place for a while, it is hoped that a formal certification structure will soon be in place — either via the International Maritime Organisation or the Maritime & Coastguard Agency. The MNTB has also been working on the development of national occupational standards for shore-based ship management and maritime hospitality management. These will not only provide formal recog-
nition of the skills and experience required in these areas, but will also serve as ‘building blocks’ that should help with career progression. Also being developed are Level 2 maritime studies awards and certificates — which are designed as entry-level academic qualifications which can link to AB/EDH training, or other sector-specific maritime training courses. The Board is aiming to ensure that enquiry and application figures to shipping companies are even higher over the next year, with new awareness-raising initiatives including a new ‘careers at sea’ CD featuring several case histories, new leaflets, and contact with FE colleges running ‘MN-appropriate’ courses such as engineering. A full-time careers coordinator has been appointed by the Board, and she will be seeking to build on the interest generated by the recent Scottish TV series on the Merchant Navy. Viewing figures have been so good that a second series is being discussed, and there are also hopes that the programme may be bought by other TV companies. Glenys Jackson, the MNTB’s head of education, training and careers, said interest has also been stoked by a nationwide programme of Holland America Line ship visits, organised by Viking Recruitment. More than 670 careers advisors, teachers and students visited the vessels Prinsendam, Eurodam, Maasdam and Rotterdam in some 20 port calls around the UK. ‘This was an experience they will not forget, offering a real tangible taste of what a career at sea could be like,’ said Ms Jackson. In another initiative, the MNTB is working with Nautilus UK and the Marine Society & Sea Cadets on a pilot scheme to promote careers in the shipping industry to a new generation. The Careers at Sea Ambassadors pilot project will involve seafarers visiting their own local youth groups, schools or colleges to
This is excellent news. We have moved a long way, both in terms of numbers and in quality Capt Nigel Palmer Chairman Merchant Navy Training Board
talk about Merchant Navyy careers. Volunteers for the project — who do not need to be experienced public speakers — will be sought once the pilot is complete and fully evaluated. They will be provided with a standard presentation, a pack of materials and a day’s training. ‘The project aims to ensure that an exciting and a consistent message is given to young people, and that the seafarers who have local contacts and who do such important work are supported with good material and resources,’ Ms Jackson explained. ‘We hope this pilot project will prove successful, and if it is we would like to roll out the scheme on a nationwide basis later in 2009.’ ✪ Any members seeking more information about the project should contact: MNTB careers coordinator Beth Richmond — email: Beth.Richmond@mntb.org.uk; tel: 020 7417 2825.
22 ✪● Nautilus UK Telegraph● ✪ JANUARY 2009
Out for the count? health and safety
THE threat to safety at sea posed by the sudden incapacitation of crew as a result of illness or injury was the hot topic at this year’s meeting of UK maritime medics IN AN industry where ships operate at ever-increasing speeds and with ever-reducing crews, how real are the risks posed by the sudden incapacitation of seafarers? That was the question posed to the doctors responsible for UK seafarer medical examinations at the annual Maritime & Coastguard Agency medical seminar in London last month. Dr Tim Carter, the Department for Transport’s chief medical adviser, told the meeting about a case reported in a recent Telegraph in which a holidaying marine pilot had to take over the controls of a ferry in the United States after the master suffered a heart attack. The problem, he explained, is that no one knows how often such incidents take place at sea. However, some work has been done to identify the scale of such medical emergencies in the air. And Dr Sally Evans, Civil Aviation Authority chief medical officer, presented details of the research — which is the first of its kind. The parallels with shipping and seafarers are strong, she said, with pilots being a similarly largely male workforce who undergo regular medical checks as part of their employment requirements — with the CAA examining their fitness for flight, as well as the risk of incapacitation. The study examined statutory notification reports of illness, injury or other ‘unfit episodes’ amongst a total pool of 16,145 pilots. It then examined these reports using a definition of incapacitation as ‘symptoms that, if they had occurred in-flight, would have resulted in an inability to act as crew for at least 10 minutes’.
MN RATING WANTING TO MOVE AHEAD? Collect up to £15,000 to help your studies… Are you a Merchant Navy rating considering career progression? The JW Slater Fund, administered by Nautilus UK, offers awards of up to £15,000 to help ratings study for a first certificate of competency. And there is now a bonus of £1,000 for completing the course. Over the past decade alone, Slater Fund awards have been given to more than 800 individuals. Named in honour of former MNAOA general secretary John Slater, the awards are made to
selected UK-resident ratings aged 20 or over. The money can be used towards the costs of any necessary full- or parttime education, and to provide some financial support during college phases for those off pay. Nautilus UK is now inviting applications for the 2008 awards. If you want to make the next move, don’t leave things to chance — fill in the form on the right, or apply via www.nautilusuk.org
Danger on the deck? Research into the sudden incapacitation or impairment of flight crew could be highly relevant to the shipping industry The researchers also looked at ‘impairment’ cases — in which the condition would have involved a degree of incapacitation that would have reduced the ability to act as a crew member. Around half the incapacitation incidents involved cardio- or cerebral-vascular cases, whilst the largest cause of impairment was gastrointestinal conditions. Whilst only 11% of pilots are aged between 50 to 54, they account for 21% of all cases of incapacitation and Dr Evans suggested there could be a case for increased health surveillance of pilots who could be seen to be in a higher-risk bracket. Dr Carter told the conference of research conducted by Dr Stephen Roberts, from Swansea University, who had examined long-term
COMPLETE THIS FORM AND SEND IT TO: The Marine Society & Sea Cadets, 202 Lambeth Road London SE1 7JW. I am over 20 years of age and a rating normally resident in the United Kingdom. Please send me details of the John Slater Award.
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GRAPHIC: JUNE CATTINI
trends in mortality amongst British seafarers. An analysis of data going back to 1919 shows a decline in the rate of seafarers dying as a result of infectious disease, but a continuing high level of deaths from cardiovascular conditions. Norwegian maritime medicine expert Dr Eilif Dahl described the efforts being made to combat outbreaks of infectious disease onboard passengerships. He said preventive measures such as special hand sanitation systems can help to raise awareness of the risks, and prompt control measures taken at the first signs of an outbreak can make a big difference. Isolating those suffering from infectious disease is effective, Dr Dahl added, but it can have the adverse effect of reducing remaining crew numbers and making some people reluctant to seek rapid medical attention. Dr Sally Bell, a consultant in quality and maritime health, presented details of a study showing the main medical causes of crew disembarkations from P&O/Princess Cruises vessels. The most common problems were orthopaedic, gastroinstestinal, surgical, psychiatric and genitor-urinary. Dental problems were also common, Dr Bell said, and this suggested a need for better checks and treatment for seafarers before they go to sea. Dr Carter told the meeting how radio-medical advice services are providing an important source of information for seafarers during emergencies. He said the UK service takes calls from as far away as the Indian Ocean and the Pacific, although the vast majority come from within UK waters. The most common injuries that the UK services provide advice on are upper-limb injuries — particularly involving crews on fishing vessels. The most common medical problems on which callers seek advice are chest pains. Dr Stephen Cusack, from the Medico Cork service — Ireland’s radio-medical service for seafarers — said doctors can provide essential advice to the crews of ships in often desperate circumstances. ‘It can be extremely challenging doing a remote consultation and providing particular advice, but this is a developing field and it is important that we can advise seafarers on the best course of action they can take.’ Dr Carter told the seminar of the work now under way to revise the UK seafarer medical standards. It is hoped that changes to be introduced in January 2010 will provide greater clarity and improved guidance to doctors and seafarers alike. The review aims to reflect advances in diagnostic and treatment techniques, he added, and may result in changes to such standards as those affecting seafarers with hearing aid requirements or those who take insulin for diabetes. The new standards may also allow more seafarers to return to seagoing duties whilst under treatment for certain heart conditions. Work is also under way to review international medical standards — which are set by the World Health Organisation, the International Maritime Organisation and the International Labour Organisation. However, bringing these often variable standards into some form of harmony is a big task and Dr Carter said it is likely to be some time before agreement is reached.
JANUARY 2009 ✪● Nautilus UK Telegraph● ✪ 23
NICK Adlington, left, has started work with the Seamen’s Hospital Society on a far-reaching
new programme to help seafarers adopt healthier lifestyles and cut some of the killer conditions...
seafarer health
Fit for the job... A NEW post off health h l h developd l ment manager has been established at the Seamen’s Hospital Society (SHS) as part of a programme to improve maritime health and welfare. The post has been filled by Nick Adlington, a healthcare professional whose previous appointments have included working at the Great Ormond Street Hospital and with Voluntary Service Overseas. ‘I am now two and a half months into the job, and it’s been a busy time with lots of issues to get stuck into,’ he told the Telegraph. ‘I have produced an outline programme for the next two years, and we have some very clear ideas about where we want to go.' The health development manager post was created in response to the findings of the 2007 Maritime Charities Funding Group research report — ‘Supporting seafarers and their families’ — which looked at present and future welfare needs and provision. The report noted the high physical health standards required for seafarers, but warned of the equally high accident, disability and illness rates. ‘Medical conditions are often diagnosed and treated late, or not at all,’ it warned. ‘Ill-health is the main reason why many seafarers in the UK, after a substantial career, stop working at sea before the usual retirement age’. The main findings of the MCFG report focus on six priority areas of need — one of which is improved healthcare. ‘Within the other priority areas, there are also significant implications for seafarers’ health and well-being,’ Nick adds. ‘This includes issues related to social isolation of seafarers, poverty within the seafaring community, and better information and advice for seafarers.’ Through the new post, the Seamen’s Hospital Society is aiming to contribute towards meeting the health care needs identified by the report, within its framework as ‘a maritime charity that supports the welfare of seafarers with a particular focus on health-related needs’. In consultation with different partners and bodies — including Nautilus — the Society is building a health development programme whose core aims are to
support an iimprovement iin the h provision of effective healthcare services, and to deliver specific health initiatives that respond to the needs of seafarers. A start has already been made in mapping the health needs of serving seafarers and the available service provision, and this will result in recommendations for action. Health promotion and prevention aimed at reducing the impact of ill-health on a seafarer’s life will also form an important element of Nick’s work. ‘We want to be proactive and to produce projects that will help seafarers to improve their health, so that not so many fail their ENGs,’ Nick says. ‘There has been an awareness in the past that something needs to be done, and we hope that even more can be done,’ he adds. ‘There is a good level of dialogue between the various maritime organisations, and there seems to be a real will to drive things forward.’ The health promotion work is likely to focus on diet, healthy eating, fitness and smoking. In part, this reflects the result of seafarer medical examinations — with obesity being by far and away the most common reason for ENG failures. High blood pressure, heart disease and diabetes are other key causes of seafaring careers being cut short, and these will also feature in the SHS programmes. Nick — who originally trained as a teacher before studying psychoanalytic developmental psychology — aims to work with such organisations as the British Heart Foundation and Diabetes UK in developing this. He is also keen to examine rehabilitation programmes to help seafarers back to work after accidents, illness or injury. The SHS will be examining the scale of need for such services as physiotherapy — especially for musculo-skeletal conditions — and rehabilitation support for mental health problems, and drug and alcohol abuse. Together with Nautilus UK’s NUMAST Welfare Funds, the SHS is also set to assess the nationwide levels of respite and convalescent care for serving and retired seafarers in terms of location, costs, quality of service, and funding. Dental health is also on the
We want to be proactive and to produce projects that will help seafarers improve their health so that not so many fail their ENGs Nick Adlington Health Development Manager Seamen’s Hospital Society
Grub up: the Seamen’s Hospital Society programmes aim to tackle the issue of obesity among seafarers agenda, with seafarer medicals often identifying this as an issue — and one that can cause serious problems if they erupt during a voyage. The health of fishing vessel
crews forms part of the SHS initiative, and Nick is already working on initiatives in this area. ‘The health development programme is a really exciting and interesting development, and
PICTURE: LIQUID LIBRARY
there are so many issues to get involved in that we are working hard to avoid spreading ourselves too thinly and to ensure that we focus on the things that really matter…’
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24 ✪● Nautilus UK Telegraph● ✪ JANUARY 2009
JANUARY 2009 ✪● Nautilus UK Telegraph● ✪ 25
Lifeboat safety
in the spotlight
hazards at work
This user-friendly locking pin is one of the devices that aim to improve the safety of lifeboat launches
Is it morally right to ask crew members to get into a boat and go down to the water when you think it might or might not fall off? John Murray Industry Lifeboat Group
FOR PROOF of how effective lifeboats can be saving lives in abandon-ship scenarios, one need only consider a report in the Telegraph exactly a year ago. The passengership Explorer sank in Antarctic waters after being holed by an iceberg, but all 154 passengers and crew survived for several hours in sub-zero conditions in the lifeboats, before a Norwegian cruiseship rescued them. However, Nautilus remains concerned that lifeboats can often prove to be killers — with a 2001 Marine Accident Investigation Branch report stating: ‘Scrutiny of the data held by the MAIB suggests that anyone using a lifeboat, be it in a drill or a genuine evacuation, runs a risk of being injured or even killed.’ On UK ships or in UK waters, the MAIB records that between 1991 and 2001, lifeboats and their launching systems cost the lives of 12 seafarers — 16% of the total lives lost on merchant ships — and 87 seafarers were injured. All these accidents occurred during drills or tests, as do most lifeboat accidents. Seven of the 12 deaths were directly related to premature release of the lifeboat on-load release hook mechanisms, which are designed to release the lifeboat when it is hanging above the water. Accidents also occur because of other lifeboat equipment issues involving winches, falls, gripes, tricing and bowsing gears and such, but these tend to have less severe consequences. On-load release hooks have been an International Maritime Organisation regulatory requirement on all twin-fall davit lifeboats since 1990. Before then, IMO regulations required hooks to be of the off-load type, which release once the lifeboat is in the water. Regulatory change came about in the aftermath of offshore oil sector disasters, in response to the difficulties encountered releasing lifeboats in large wave conditions. During the 1990s, most off-load hooks were replaced with on-load types. These can work well enough, but problems occur if they are not reset properly. The MAIB found that crews generally have a poor understanding of the operating principles involved with release hooks, often because of inadequate training. ‘This is not the only reason,’ it added. ‘Poor labelling, complex mechanisms and hard to follow operating instructions in some manufacturers’ manuals have also featured as contributing factors’. The MAIB study was prompted partly by concern that seafarers were reluctant to train in lifeboats because of safety fears. If true, the Branch warned, the necessary skills might not be readily available come a real emergency. A more recent study, Research Project 555, commissioned by the Maritime & Coastguard Agency, has shifted the focus firmly onto the design of davit-mounted, side launched lifeboats and their launching systems. The findings were summarised in a marine information note the MCA published last year. While satisfying current regulations, many existing on-load release hooks ‘may be inhere ently unsafe and therefore not fit for purpose,’ t MCA warns. Some on-load designs, it the s says, ‘can be described as unstable, in that t they have a tendency to open under the effect o the lifeboat’s own weight and need to be of h held closed by the operating mechanism. As a r result, there is no defence against defects or
One of the lifeboat launching accidents highlighted in John Murray’s presentation to the International Chamber of Shipping PICTURE: JOHN MURRAY/ICS faults in the operating mechanism, or errors by the crew, or incorrect resetting of the hook after being released’. This, the Agency notes, is the principal reason for most of the serious accidents. The solution, it says, lies not in training or maintenance, but in a ‘radical redesign’ of the hooks. The MCA is calling for unstable hook designs to be identified, withdrawn from service and replaced with stable alternatives, and for the IMO to develop and impose a regulatory safety performance specification on manufacturers. Researchers involved in the MCAcommissioned study complained about the lack of cooperation from equipment manufacturers. This, they said, placed ‘severe limitations’ on the study. But the researchers did receive cooperation from two design houses who have developed stable hook systems. About one design — not yet in widespread production — the MCA report says: ‘Crucial to the design philosophy adopted by this design house is the fundamental requirement for the hook to remain stable with a predominant tendency to be selfclosing.’ Tests of this system reported to IMO show the philosophy borne out in practice. Researchers also saw another design of onload release hook used in single fall applications for survival capsules on offshore installations: ‘We observed a demonstration of the way in which this single fall on-load release hook functions, and are able to confirm its stable and self-closing characteristics. It therefore appears practicable, both in principle and as evidenced by these two examples, to engineer an on-load release hook with significantly superior safety characteristics than hooks currently in service.’ Currently there is a multiplicity of highly diverse, highly complex, hook designs in service — highlighted at a recent International
Chamber of Shipping seminar in London. John Murray, ICS senior marine adviser, updated delegates on the work of the Industry Lifeboat Group, formed in response to the increasing number of lifeboat accidents. Besides the ICS and IMO, all the industry’s global secretariats are involved, along with the International Transport Workers’ Federation, the International Group of P&I Clubs, the International Federation of Shipmasters’ Associations, the Nautical Institute, the UK’s Health & Safety Executive, and training providers. ‘The ILG has successfully challenged the assertion that poor maintenance is the primary cause of the accidents,’ said Mr Murray. And he warned: ‘ILG has identified in excess of 70 different release hook mechanisms exist, and many of these are of poor and excessively complex design. They’re constructed of materials often unsuited to the marine environment, and have unrealistic maintenance requirements. Quite simply, if there’s over 70 varying designs, they can’t all be the best design.’ The ILG has set itself long-, medium- and short-term aims. Mr Murray explained ‘In the long term, we’re looking to have a safer hook. In the medium term we’re proposing full preventer devices that will prevent the boat from falling off should the hook go wrong. ‘Until those come in, in the short term, what do you do about it?’ he asked. ‘Do you use your lifeboats for drill? Should you? Is it morally right to ask crew members to get into a boat and go down to the water when you think it might or might not fall off?’ Although it is no longer mandatory in all cases for crew to be in the descending lifeboat during drills, some administrations are interpreting the regulations slightly differently, said Mr Murray. ‘We do feel there is an urgent need for further clarification.’ What about the alternatives to hook designs? Inflatable liferafts have their place, but as Allan Graveson, Nautilus senior national secretary points out: ‘What if there is fire? Also, they don’t inflate properly. Also, there are problems with stability, if there’s high winds.’ Freefall lifeboats are the main alternative, used on some ships. The serious accident rate is far lower than for conventional lifeboats and, as the MAIB’s study found, crews have confidence in them ‘in sharp contrast to the lack of enthusiasm by experienced crews for some davit launched lifeboats’. Nothing is perfect, however, and MAIB also observed: ‘At present it is accepted that use of freefall lifeboats requires some degree of physical mobility, even fitness, on the part of the occupants. The capacity of each boat is also limited by the need for secure individual seating. These factors may prevent their widespread use in passenger ships.’ Nevertheless, Nautilus would like to see freefall lifeboats deployed wherever practicable, along with progress towards the development of a float-free capability. ‘There is an urgent need to move towards float-free or freefall lifeboats,’ says Mr Graveson. ‘Current onload hook designs are too numerous and require complicated maintenance. As an intermediate measure, there is an urgent need for a single hook design and an international network for maintenance and overhaul by specialists.’
With exclusive access to evacuation research data, Nautilus member MARK HUMPHREYS, left, has produced a dissertation questioning the adequacy of current regulations
A Filipino seafarer died and three others were injured during a lifeboat drill onboard the cruiseship Astoria in April 2007. The incident highlighted concerns about such problems as the failure or inadvertent operation of on-load release mechanisms, inadequate maintenance of lifeboats, davits and launching equipment, communication difficulties, and lack of familiarity with equipment.
EVACUATION systems on modern ‘mega’ cruiseships are woefully inadequate and radical change in the regulations is required to ensure that thousands of passengers and crew can get off quickly and safely in an emergency, a study by a Nautilus member warns. Research carried out by navigation officer Mark Humphreys as part of his BSc in merchant ship operations highlights concerns from all sides of the industry over the success rate of existing systems. And it also warns of the potential limitations of some new equipment, and argues that improvements need to be made in the processes for testing new methods of evacuation. Mr Humphreys, who has been studying at Southampton Solent University, conducted his analysis in an attempt to identify shortcomings in existing and forthcoming international regulations on passenger evacuation. The study underlines the spectacular expansion of the cruise shipping industry during recent decades — averaging more than 8% a year since 1980. In 1995, some 6m cruises were sold and by 2005 the number had risen to 14m. However, Mr Humphreys warns, this growth has been accompanied by increasing safety concerns — not least around the feasibility of evacuating several thousand passengers from the newest ‘mega’ ships. His research points to two major cruiseship incidents which accounted for almost all the 848 fatalities in the period between 1963 and 1997. A total of 436 deaths were the result of collision, whilst 411 were caused by fire. In contrast, collisions were the cause of just 6% of the cruiseship evacuations over the same period, compared with 56% caused by fire and 31% resulting from groundings. Mr Humphreys says incidents such as the Star Princess, in 2006, and the Explorer, in 2007, have pressured the IMO into improving the legislation. ‘Understandable emphasis on survivability and the safe return to port initiative has been taken,’ he notes. However, ‘this approach could have concentrated too much on ship survival and not enough on evacuation system inadequacies.’ In response to the rising safety concerns, the International Maritime Organisation launched in 2000 a comprehensive review of large passengership evacuation — covering such issues as navigation safety, training, fire prevention, survivability, and operations in remote areas. This led to a further regulatory review addressing areas including escape, muster and evacuation, life-saving appliances and arrangements, fire safety and human factors. The IMO has also agreed to a new ‘alternative designs and arrangements’ approach, effective from 1 July 2010, which is intended to encourage innovation and novel concepts. Such an initiative is much-needed, Mr Humphreys argues. Lifeboats remain the most common method of evacuation at present, with the cruise sector dominated by partially-enclosed 150-person davit-launched craft, and anomalies such as open-top and totally enclosed lifeboats still in use. Dated hook designs for on- or off-load release have sparked growing unease about safety and performance, the study points out. The plethora of more that 70 different designs causes problems for seafarers, as well as maintenance and quality difficulties. Mr Humphreys cites figures showing that more than 80% of all lifeboat accidents occur during drills. And as many as 58% of lives lost at sea during lifeboat operations result from hook malfunctions — underlining the need for high standards of training, operation and servicing. Initial findings from the EU-funded SAFECRAFTS assessment of the performance of life-saving systems estimates that some form of malfunction will take place during one in every 300 lifeboat launches. The data, supplied by Viking Life Saving Equipment, also projected the success rate of lifeboat launches in various conditions and with various obstacles. In calm conditions, it showed a likely success rate of 55% from lifeboat entry to the recovery stage — and just 43% in sea state six. Such statistics for what is a primary evacuation system are ‘extremely alarming’, Mr Humphreys states, and demonstrate factors that need to be addressed. ‘Passenger demographics, system design and success rates are key areas which show lifeboat failings in a comprehensive manner,’ he adds.
Chute first: EU-funded research results obtained by Mark Humphreys show that chute and slide marine evacuation systems can offer a generally safer means of getting many thousands of passengers and crew off a large vessel in the event of an emergency. The introduction of new concepts is essential, his study argues.
Whilst liferaft technology has improved vastly over the past 40 years, Mr Humphreys argues that they cannot be accepted as viable primary evacuation systems for ‘mega’ ships. Chute and slide marine evacuation system (MES) designs can constitute up to 25% of allocated evacuation systems. Tests have shown their success in evacuating as many as 350 people in 18 minutes, the report notes, yet there are industry concerns about their use — including some documented cases of failure. However, says Mr Humphreys, the SAFECRAFTS study shows the MESs are generally safer than lifeboats in all conditions — with calculations based on both an operational basis and on the personnel safety side. His research also notes other modern concepts — including the Norsafe Rescube, the proposed enclosed double-entry lifeboat launch, and the idea of detachable self-propelled emergency modules. The study notes the pressure from operators on lifeboat requirements — on the basis of aesthetics, expense and loss of accommodation space. It also quotes a number of industry experts who express concern at the evacuation problems posed by passenger demographics — with some 14% being over the age of 75. Several experts questions whether age and weight factors are obstacles to the 30-minute evacuation target. Mr Humphreys says his research has shown that, as a whole, the industry is unhappy with the IMO’s work — regarding the rate of regulatory advance as too slow. ‘Lifeboat/raft regulations have remained constant for over 20 years, and it is time for these to be reviewed,’ he adds. And, to promote the development of new systems, testing needs to be standardised throughout — with increased weather testing (beyond the current Beaufort scale 6) to be built in to the requirements. ‘As an industry perspective, no matter what conditions, evacuation is tough for today’s mega cruiseships — but in adverse conditions it is simply unachievable,’ Mr Humphreys adds. ‘The overall perspective is that the cruise industry is growing too quickly for the regulations, which is to the detriment of safety for passengers and crew,’ he concludes.
26 ✪● Nautilus UK Telegraph● ✪ JANUARY 2009
JANUARY 2009 ✪● Nautilus UK Telegraph● ✪ 27
MN seafarers are ready in reserve members at work
members at work
Royal Naval Reserve Commander MARK MURRISON reports on the service’s 150year link with the Merchant Navy... 2009 marks the 150th anniversary of the Royal Naval Reserve (RNR), which was founded in its original form under the Royal Naval Reserve (Volunteers) Act of 1859 as a reserve of professional seamen from the merchant service. The present-day RNR was formed in 1958 by merging the original RNR and the Royal Naval Volunteer Reserve (RNVR), a reserve of civilian volunteers that was founded in 1903. The RNR was originally a reserve of merchant seamen only, but in 1862 this was extended to include recruitment and training of Merchant Navy officers. From its creation, RNR officers wore a unique, distinctive lace consisting of stripes of interwoven chain, known as the ‘rocky stripes’. In 1865, to support their rep-
resentation for an undefaced blue ensign to be flown by merchant ships commanded by an officer in the RNR, the Registrar General of Shipping & Seamen (RGSS) informed the Admiralty that there were 117 Lieutenants and 65 Sub Lieutenants with active list RNR commissions. A number of drillships were established at the main seaports around the coast of Britain and Ireland and seamen left their ships in the base ports to undertake gunnery training in a drillship for a period of one month annually. After initial shore training, officers embarked in larger ships of the fleet (usually battleships or battle cruisers) for a one-year period to familiarise themselves with gunnery and naval practice. Although under the operational authority of the Admiral
Commanding Reserves, the RNR was administered jointly by the Admiralty and the RGSS in the Board of Trade. In 1895 100 RNR officers were offered and accepted permanent commissions as Lieutenants in the Royal Navy to meet a shortage of officers of that rank. A condition of the offer was that these officers were not eligible for promotion beyond the rank of Lieutenant, except for war service. They became known as the ‘hungry hundred’ which stemmed from the fact that most MN officers had no permanent career structure — having to sign on for each new voyage — while RN officers were on a permanent salary. Three years later, with the shortage of Lieutenants continuing in the RN, a further 50 RNR officers were given similar per-
RNR officers at work on the flight deck of the commando helicopter carrier HMS Ocean manent commissions. They were inevitably known as the ‘famished fifty’. Officers and men of the RNR soon gained the respect of their naval counterparts with their professional skills in navigation and seamanship, and served with distinction in a number of con-
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flicts, including the Boer War and Boxer Rebellion. In 1903 King Edward VII approved a special medal to be awarded to members of the RNR for services in South Africa and China. In 1907 the Admiralty proposed to the Treasury that there should be a ‘Long and Good Service’ medal for ratings of both the RNR and RNVR. This was accepted, with the medal initially awarded after 25 years’ service, later reduced to 15. (Formally named as the ‘Long Service and Good Conduct Medal, the award became informally known as the reward for 15 years’ undetected crime). In 1908 an RNR officers’ decoration known as the Reserve Decoration was also agreed for 20 years service, later reduced to 15. In 1910, the RNR (Trawler Section) was formed to actively recruit and train fishermen for wartime service in minesweepers and minor war vessels. The rank of Skipper RNR(T) was established, with enrolment into the force beginning in Grimsby and Aberdeen in 1911. The Royal Fleet Auxiliary came into being in 1905 and although not a volunteer reserv-
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A helicopter lifts off from HMS Ocean 21/11/08 09:44:05
ist force, for its first 10 years almost all its officers were RNR and held RNR ranks; since then they have been ranked as other MN officers. On mobilisation in 1914, the RNR consisted of 30,000 officers and men. Officers of the permanent RNR on general service quickly took up seagoing appointments in the fleet — many in command — in destroyers, submarines, auxiliary cruisers and Q-ships. Fishermen of the RNR(T) section served with distinction onboard trawlers fitted out as minesweepers for mine clearance operations at home and abroad throughout the war, where they suffered heavy casualties and losses. A number of RNR officers qualified as pilots and flew aircraft and airships with the Royal Naval Air Service (RNAS), whilst many RNR ratings served ashore alongside the RN and RNVR contingents in the trenches of the Somme and at Gallipoli with the Royal Naval Division (RND). Merchant service officers and men serving in armed merchant cruisers, hospital ships, fleet auxiliaries and transports were
An operational briefing taking place onboard HMS Ocean entered in the RNR for the duration of the war on special agreements. Although considerably smaller than both the RN and the RNVR (three times the size of the RNR at the end of the First World War), the RNR had an exceptional war record — being awarded 11 Victoria Crosses. When the Second World War began, the RN once again called upon the experience and profes-
sionalism of the RNR from the outset to help it shoulder the initial burden until sufficient manpower could be trained for the RNVR and ‘hostilities only’ ratings. Again, RNR officers found themselves in command of destroyers, frigates, sloops, landing craft and submarines, or as specialist navigation officers in cruisers and aircraft carriers. In convoy work, the convoy commo-
RNR AW BRANCH OFFERS DIVERSE SKILLS TO NAVY THE PHOTOGRAPHS here are a series taken recently on HMS Ocean, which is the Royal Navy’s commando helicopter carrier and for which the RNR provides amphibious watchkeepers. MN officers in the RNR Amphibious Warfare (AW) Branch provide professional seafarers who go to sea in specialised amphibious platforms and commercially chartered shipping (CCS), which provide the sealift capability to deploy 3 Commando Brigade Royal Marines. The AW Branch provides senior naval officers (SNOs) for CCS and amphibious watchkeepers for amphibious ships within the amphibious task group. The RNR AW Branch provides a unique capability to the Royal Navy, with a diversity of current maritime experience and skills. The branch at full strength has 97 officers, of which a third are currently serving or past MN officers. ✪ Anyone interested in joining the RNR should contact Lt Cdr Roger Leather RNR, the RN’s Merchant Navy Liaison Officer: MNLO, Room G135, Marlborough Building, HMS Collingwood, Newgate Lane, Fareham, Hampshire, PO14 1AS. Tel: 01329 333590; Mil: 93825 3590; fax; 01329 333589; email mws-wot-mtr2@nrta.mod.uk
dore or escort commander was often an RNR officer. As in the First World War, the RNR acquitted itself well, winning four VCs. In 1951, in recognition of the wartime service of both the RNR and RNVR, the rocky and wavy stripes were replaced by the straight rank lacing used in the full-time RN, with the addition of a small ‘R’ in the centre of the executive curl. The RNR and RNVR were am-
algamated in 1958, and to avoid the need for new legislation, the older title ‘Royal Naval Reserve’ was retained for the unified naval reserve. After 100 years of proud service, the RNR as a separate professional naval service ceased to exist. However, MN officers continued to serve within the RNR as List 1 Officers with their own separate Commodore List 1. The 100th anniversary in 1959 was marked with a dinner at the
Painted Hall at Greenwich attended by HRH The Duke of Gloucester. In 1982, during the Falklands conflict, List 1 RNR Officers worked at Fleet Headquarters in Northwood coordinating Ships Taken Up From Trade (STUFT), which were used to support the task force and transport the landing force. Twenty two RFA ships and 49 merchant ships taken up from trade, which came from 23 different companies, and thousands of their civilian crew members — some of them RNR — served in support of the task force. The requirement to provide trained Senior Naval Officers (SNOs) of the correct background and experience for STUFT was a lesson identified from the Falklands. In 1983 List 1 RNR officers commenced training for the role serving as SNOs in STUFT shipping in support of Commodore Amphibious Warfare (COMAW). Following Options for Change in 1991, a single Commodore for the whole of the RNR was appointed and the Amphibious Warfare (AW) Branch was established, manned largely by List 1 personnel with Commander Amphibious Task Group (COMATG) as its functional employer. The branch has since evolved, with the introduction of specialist amphibious platforms into service with the RN, and with more diverse recruiting, into the RNR Amphibious Warfare Specialisation providing operational capability to COMATG. In 2003 13 RNR officers from
the Amphibious Warfare Specialisation were mobilised, under the Reserve Forces Act 1996, for Op Telic, operations in Iraq, making a significant contribution to the Amphibious Task Group which was the largest such force since the Falklands conflict. Officers served on the staff of COMATG, as senior naval officers in commercially chartered shipping, as Amphibious Primary Watchkeepers in HMS Ocean, and as liaison officers in Kuwait. In addition, three officers who originally joined the RNR as List 1 officers, mobilised to serve on the staff of UK Maritime Component Commander providing Naval Cooperation and Guidance for Shipping (NCAGS) and allied worldwide navigational information. In total, 354 RNRs were mobilised during the first six months of Telic. Since 2003 35% of the RNR have been mobilised, serving in the joint operating area — including Op Herrick operations in Afghanistan. In 2007, as part of the reserves integration project, the ‘R’ was removed from the executive curl for all officers other than honorary officers. ✪ To mark the 150th anniversary of the formation of the original RNR, a dinner will be held at HMS President on Friday 18 September 2009 for serving, past and retired List 1 RNR officers to celebrate the remarkable achievements of the RNR. To express an interest in attending, email Cdr David Whitby RD RNR Rtd., davidjwhitby@aol.com
28 ✪● Nautilus UK Telegraph● ✪ JANUARY 2009
50 years of the PSA passenger shipping
50 YEARS since its launch, the Passenger Shipping Association is having to fight harder than ever for the sector… PSA director Bi Bill Gibbons, left, says new ships like LD Lines’ Norman Voyager, above, are a sign of innovation in the ferry industry IT’S NOW half a century since the a group of worried British shipping company bosses decided to launch an organisation to fight for the survival of the sector at a time when aircraft, for the first time, had carried more people across the Atlantic than shipping. Today, with the sector once again under threat from changes in travelling habits and such factors as recession and regulation, the Passenger Shipping Association (PSA) is busier than ever in its 50-year history. Bill Gibbons, the PSA’s present-day director, is well aware of these challenges — and says the organisation is confident that the UK cruise and ferry industries can overcome them. ‘You could say that we were not initially successful, because
we were set up to combat jet airliners and we obviously failed in that,’ he says. ‘However, it was from the remnants of the passenger liners that the cruise industry started with classic examples of liners like the France being converted into some of the most successful cruiseships of all time.’ Originally known as Ocean Travel Development, and formed to promote sea travel, the organisation had an initial membership open to all UK owners of ships carrying more than 12 passengers. By 1967 it had grown to a membership of 25 companies and was re-launched as the PSA in 1976, with a membership of 16 cruise lines and 10 ferry companies that included Cunard, P&O and the Russian-backed cruise company CTC.
It now has an associate sector with members from related services and industries, including ports, tourist offices, and it spends much of its time helping to spread ‘best practice’ amongst its members on a wide range of issues, such as health and safety. ‘Our objectives remain the same — the promotion of passenger travel by sea,’ says Mr Gibbons. ‘It is as relevant now as it was 50 years ago.’ The PSA continues to work closely with travel agents — especially in the area of staff training and education — and the results can be seen through the fact that some 85% of cruises are sold through travel agencies. The UK cruise market has been booming in recent years, with the number of cruise pas-
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sengers hitting an all-time record of 1.5m in 2008. But how sustainable is the cruise boom at a time of economic downturn? ‘We all appreciate that 2009 is going to be a very tough year, but we believe the cruise sector is possibly better placed than a number of others in the leisure industry,’ says Mr Gibbons. ‘People are still buying cruises, but prices are coming down,’ he adds. ‘The cruise sector can use this as an opportunity to promote the value for money of a cruise compared with equivalent landbased holidays. Our research shows that people still want to have a main holiday, even when they are budget-conscious, and we can offer accommodation, entertainment, food and transport all in one very good package.’ The PSA predicts that 2009 will be a year of consolidation, rather than expansion, for the UK cruise market. But 2010 could see the sector take off again — with new ships such as Cunard’s Queen Elizabeth and P&O’s Azura coming into service. ‘This is still a sector with huge growth potential. Last year, 16.5m globally took a cruise — more people than visit Los Angeles every year,’ Mr Gibbons points out. But ferries are a different matter, he admits. ‘We do have a problem, and it has become much more acute. It has been hit very hard by the double-whammy of loss of duty-free in the 90s and the growth of low-cost airlines. It is a mature industry and very competitive, whereas cruising is still in a growth phase.’ However, the PSA believes there is a winnable battle to be fought. In part, says Mr Gibbons, this needs to be a ‘hearts and minds’ exercise to persuade the public of the benefits of ferry travel. ‘It is still a big industry, and an exciting industry, and it carries
MAIN PICTURE: GARY DAVIES/MARITIME PHOTOGRAPHIC
more than 40m passengers a year,’ he points out. ‘The problem for us is that it is a silent industry, that is taken for granted and not seen as exciting in the way that cruise shipping is. ‘So our mission is to get ferry travel up the scale, and to demonstrate that it is an innovative industry. Some of the big carriers like P&O and Brittany Ferries have new ships coming into service that will make ferry travel a very different experience,’ he adds. Again, the PSA believes, the economic downturn could be turned to the industry’s advantage. ‘People may want to scale down the cost of their holidays by staying closer to home, and the ferry industry still offers all benefits it always has — flexibility, door-to-door convenience, and none of the fairly degrading airport security checks,’ Mr Gibbons argues. As well as trying to attract a new generation to ferry travel,
the PSA is continuing to lobby politicians on behalf of its members — with present-day campaigns on issues including customs and borders checks on ferry passengers, and working through the European Cruise Council on the ever-increasing amount of regulation coming from Brussels. Mr Gibbons, who is only the fourth director of the PSA in its 50-year history, came to the job after 19 years with British Rail/ Sealink Ferries & Ports, and says it continues to fascinate him after 14 years in the post. And he says he recognises the common ground the PSA shares with Nautilus. ‘Many of our member companies employ large numbers of British officers, and we are backers of the Sea Vision concept of all sides of the industry working to promote shipping,’ he adds. ‘The more people that travel by sea, the more ships there will be and the more job opportunities there will be…’
ANNIVERSARYY BOOK IS FREE TO MEMBERSS THE PASSENGER Shipping Association is offering Nautilus members the opportunity to obtain a free copy of its special anniversary publication Celebrating 50 years of travel by sea, pictured right. The 100-page book is packed with articles and pictures tracing the history of the PSA and its predecessors, looking at developments in the cruise and ferry sectors, and examining present and future trends in the industry.
✪ To obtain your copy, simply email
your details to: info@psa-ace.org
JANUARY 2009 ✪● Nautilus UK Telegraph● ✪ 29
right, during a visit by the Captain Mike Fincken, left, environmental campaign master of the Greenpeace ship to London Docklands to protest over plans for a vessel Rainbow Warrior, and bosun Penny Gardner, new coal power station...
MIKE GERBER meets
marine protest
PICTURES: KRISTIAN BUUS & WILL ROSE/GREENPEACE/MAX GERBER
It’s a burning issue CLIMATE change, rainforest destruction, marine pollution — there’s almost no end to the environmental threats facing the planet and the campaign group Greenpeace is in the frontline of the fight against them. Much of that fight is waged at sea, and Greenpeace operates a fleet of three ships — the former North Sea trawler Rainbow Warrior, the ex-Russian navy vessel Esperanza, and the ice-class sea-going motor yacht Arctic Sunrise. Rainbow Warrior is probably the most famous Greenpeace vessel — with the current ship being a successor to the namesake, which was sunk by French government agents in 1985 during a campaign against nuclear testing in the South Pacific. Rainbow Warrior visited Britain recently, as part of the Greenpeace global ‘Quit coal’ campaign, which warns that burning coal is the biggest single cause of climate change. Greenpeace warns that without action now carbon emissions from burning coal may rise by 60% by 2030 — threatening agreements to cap emissions and combat global warming. When the Telegraph visits, Rainbow Warrior is moored at West India Quay in London Docklands, preparing for a campaign trip to Kingsnorth in Kent, where Britain’s first coal-fired power station in years is under construction. Its CO2 emissions will equal the combined emissions from the world’s 30 least polluting countries, claims Greenpeace. The current Rainbow Warrior, a handsome 51-year-old UK-built fishing vessel — originally named Grampian Fame — is powered by two modern 500kW Deutz MWM
The Greenpeace vessel Rainbow Warrior launches the anti-coal campaign outside Kingsnorth power station in Kent diesel engines, but Greenpeace has fitted three masts with 650 sq m of sail area so there’s the option to operate wind-assisted. British seafarers have often worked for Greenpeace, and bosun Penny Gardner says that while she calls herself a seafarer ‘I wouldn’t necessarily work on a merchant ship. I don’t know if they would have me, and the job here is very different’. After gaining a masters degree in marine environmental science, Penny got the opportunity to go to sea on a charity vessel. ‘I enjoyed it very much,’ she says, ‘and within three days of being onboard I knew I was in the right place.’ From that project, she went on to serve on a variety of sailing boats in the Mediterranean and the Caribbean, as well as spend-
ing some time in shipyards. It was during a delivery voyage across the Pacific that she met someone from Greenpeace. ‘After three months working with him, he persuaded me to apply to Greenpeace,’ she recalls. Initially serving as a volunteer, Penny is now a core crew member. ‘We’re a mix,’ she says. ‘Some merchant, some military, some come through private yachting, some from square riggers. We get people who perhaps are looking for a little bit more, who have been working in merchant shipping for years and want to try something a little different.’ Most seafarers taken on by Greenpeace have some previous environmental background, but not all, she explains. ‘All we ask is a willingness to take on the ethics.
We’re a non-violent organisation, that’s at the core of what we do.’ Some also have no prior maritime background, and volunteers have an initial three-month trial period. If they want to serve as paid crew, they are encouraged to get more experience so they can enter with STCW qualifications. Rainbow Warrior’s master, Captain Mike Fincken, came to Greenpeace with extensive merchant experience. A South African, he says his nationality
was the reason for going to sea. ‘It was the time of apartheid, and it was a way of getting out of compulsory conscription,’ he explains. ‘I joined Safmarine and I sailed on their cargo ships for 10 years, working up to my master’s certificate before starting sailing with Greenpeace. And I’ve been sailing with Greenpeace for 12 years.’ Mike was already a committed environmentalist. ‘After being at sea for about six years, I became involved with organic farming, permaculture, did a course, and then joined all sorts of environmental groups. There’s no Greenpeace in South Africa, but I discovered them while I was on a cargo ship loading wood and lumber in Vancouver.’ He served as mate on other Greenpeace ships, and became Rainbow Warrior’s captain two years ago. With a crew from countries including Argentina, Israel, Australia, Chile, Germany, Bulgaria and the Solomon Islands, Mike says the ship is ‘a representation of the whole planet, to some degree — also, it’s very difficult in a court of law to convict 15 different nationalities’. Mike says Greenpeace strives for equal numbers of male and female crew, and recently appointed its first female master, Madeline Habib, who has just taken over as captain of Esperanza. Serving on Greenpeace ships is not without its risks. Mike tells us about an incident in December
We get people who are perhaps looking for a little bit more Penny Gardner Bosun, Rainbow Warrior
f h 2007, when activists from the Rainbow Warrior targeted a coal power plant in Java and a nervous security guard started shooting as activists tried to release a banner from a power station chimney. ‘They were warning shots but I’ve seen the footage and this man was very agitated, and young, and unpredictable.’ The Greenpeace Quit Coal campaign culminated last month in Poznan, Poland, where a UN forum for the prevention of climate change discussed carbon trading. Through its CO2 emissions, coal is the number one contributor to climate change, explains Mike. ‘We have to fix this within two years,’ he warns. ‘Greenpeace can’t sort it out by themselves; what we need is a mass mobilisation of many people — civil disobedience.’
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Activists from the Greenpeace flagship Rainbow Warrior protesting outside Kingsnorth power station NW Kent College 10 x 3.indd 1
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30 ✪● Nautilus UK Telegraph● ✪ JANUARY 2009
JANUARY 2009 ✪● Nautilus UK Telegraph● ✪ 31
Secret ships put into harm’s way maritime history
It is far better to utilise merchant vessels in this way than to lose the same vessels and the same cargoes tamely Admiral Jellicoe Commander-in-Chief Grand Fleet
maritime history
THE EXTRAORDINARY role of the British ‘mystery ships’ in the first world war has largely been forgotten — although the present-day piracy threat has revived interest in the concept of the ‘Q-ship’. Before the convoy system was introduced in 1917, these vessels plodded the most dangerous sea lanes disguised as defenceless neutral merchantmen, to lure unwitting German U-boats into action. The Q-ship era was inaugurated through the offices of Winston Churchill, First Lord of the Admiralty, in November 1914, in response to the increasingly dire threat of submarine attacks on merchant shipping. In the beginning these craft — also known as decoys, U-boat traps, Special Service vessels and, from their pendant numbers as Q-ships — were a closely guarded secret. Inevitably, rumour of their true nature began to circulate. Fact and legend entered the nation’s folklore, blending with the harsh realities of Q-ship life. Individual Q-ship fleets were soon to develop in various naval bases around the country. They eventually comprised many types of vessels — tramps, coasters, colliers, convoy sloops, trawlers, tugs and sailing ships. Nondescript ordinary cargo ships did not arouse suspicion and could realistically be seen in a wide range of waters. These formed the crux of the early fleets, and it was a change in German naval policy that unwittingly enabled the variety of targets to widen. The rapid conversion of civilian vessels into naval ships was fraught with difficulty and, latterly, several purposebuilt Q-ships were commissioned. Only one was to enter service, but too late to play a significant role in the anti-submarine campaign. A formal agreement existed to enable Merchant Navy officers and men to be taken into the Royal Navy for temporary service. The commanders of the Special Service were drawn from widely varied backgrounds — a retired RN admiral, former submariners and many mercantile skippers who held temporary naval reserve commissions. It has been stated that the captain of a Q-ship needed, amongst other things, the personal qualities of a fly fisherman — infinite patience, and cunning. The degree of success of a Q-ship depended heavily on her captain. It was acknowledged that if a U-boat was actually lured within range of a Q-ship’s weaponry, then all that skill could achieve had been done: the rest was up to chance, supported by the best prepared and most s suitable crew. At first, ‘hard cases’ and impossible r ratings had been sent by the Naval D Depots, until captains insisted only on t those of the highest quality; keen volunt teers who were specially selected. This
proved to be no mean task for naval recruitment. Complements of Q-ships were very large in comparison with the actual size of such a vessel. Two crews were required: one ‘panic party’ to take to the lifeboats and ostensibly scramble overboard, and the other to remain onboard and engage the submarine. As armaments became more extensive, even more men were needed. Key appointments demanded duplication in case of casualties, and for a large Q-ship a complement of 100 was not unusual. Q-ship men had an elite status. Camaraderie was founded on their being picked volunteers. Serving aboard a Q-ship carried an enhanced rate of pay — officially because they were liable to be shot if captured, but also because they lived in very overcrowded conditions which soon aggravated the plagues of the Special Service ships: bugs, lice and scabies. Q-ship captains were warned in their secret orders ‘not to allow more than the “merchant ship” number of men to be on deck at a time. Men employed on odd jobs should be the ones whose “section station” is nearest the job...’ Endless impersonation and visual deceit were key. Everything aboard a Q-ship had to be done in the mercantile way, supported by the appropriate vocabulary of operations, particularly if in a strange port. Manpower had to be conspicuously at mercantile levels, and all dressed authentically. All except the tiny number needed to make up a convincing crew had to be kept below during daylight hours. The grinding monotony of life on board was offset by the reality that, in action, every post was one of extreme danger. It was a recognised practice for crew to carry phials of quick-acting poison, ready to use if taken prisoner.
Winston Churchill, whilst serving as First Lord of the Admiralty, originally came up with the Q-ship concept in response to U-boat attacks on shipping off the French coast. In the summer of 1916 the order was issued that War Service badges were to be worn by all those serving in decoys, as a token concession to German ideas that all combatants should wear uniform if they were to be considered military personnel. The Special Service were unique in that they were ordered to turn into the track of a torpedo so as to ensure destruction, rather than avoid it, in the hope that the stricken Q-ship, with its enhanced buoyancy, might be able to keep afloat long enough to dispatch her assailant. It has been observed that such an order would seem to inevitably sacrifice some, or all, of the engine room watch, many of whom were merchant seamen volunteers. Typical armament for a tramp Q-ship would be several 12-pounder and
HMS Polyanthus in dazzle camouflage. The vessel was an Aubretia class convoy sloop used as a Q-ship.
6-pounder guns, a Maxim and hand-held weapons. Depth charges and torpedoes were also employed on a variety of decoy ships. All armament needed to be effectively concealed, both from strangers in port and externally at sea. Concealment often took the form of dummy hatches, small companion houses and real boats cut in half. Guns needed to be unmasked by some mechanical device which enabled a weapon to come in to action in only a few seconds. Rangefinders, however, were almost impossible to disguise — the lack of which made accurate shooting the more difficult. In parallel with hiding armaments from view was the perpetual masquerade of disguising a Q-ship, which had to be altered frequently to aid credibility.
PICTURE: IMPERIAL WAR MUSEUM/SP001656
The coastal passenger vessel Redbreast under way in a crowded anchorage in the Eastern Mediterranean. Commissioned as a fleet messenger in July 1915, the vessel was used as a Q-ship until September PICTURE: NATIONAL MARITIME MUSEUM/P12660 1916. The ship was sunk by a U-boat in the Mediterranean on 15 July 1917 while back in fleet messenger duties. Carried out during darkness, such a vessel might be transformed in appearance. Captains took immense care with these changes. The decoy ship Q3, for instance, had assumed the diverse identities of a Spanish steamer, a cargo liner, a refrigerated fruit ship and a P&O freighter. Profiles were altered by suggesting a new flush deck; the disposition of topmasts and derricks were changed; mock ventilators could be re-sited; awnings could cause confusing effects and false deck cargo moved about. A convincing new name would be reinforced by associated funnel markings and a neutral flag. A host of contrivances enabled false boats to fall apart to reveal a gun; bulwarks dropped to permit a clear field of fire; White Ensigns bent on staffs automatically sprang to attention before a shot was fired, in compliance with international law. Outwitted in guile, these transformations worried and incensed the Germans, who yet were not averse to disguising surfaced submarines themselves. Next to their surprise value it was the slow sinking factor, enabled by holds filled with empty casks or timber, which was to be a perplexing hallmark of Q-ships. It was official policy that ‘all work of disguising ships should be carried out away from a dockyard or a commercial port so as to ensure secrecy, and before entering such a port guns would have to be dismounted and stowed away’. Dictated by reports of sinkings and intelligence estimates, patrols were directed to those areas where a Q-ship was most likely to be attacked. For the
most part they cruised singly, typically spending 12 days at sea, with only short port calls. Vessels had, on occasion, operated without a commission. Under the Hague Convention, in legal terms they would have been pirates. Saving life was also an integral part of Special Service operations. Q-ships were in a position to aid a casualty — whether for towage or to rescue survivors from a sinking. Whilst on patrol strict precautions had to be applied, in the setting of lookouts and steering a zig-zag course. Lookouts became adept at their task while pretending to be otherwise occupied. General orders were precise: ‘Whether a submarine is sighted or not, he may be watching you, although you may not see his periscope, and it is possible for one man wearing a uniform jersey or cap to disclose the identity of the vessel.’ Also: ‘When a ship is abandoned, the engines should not be moved, as all submarines are fitted with hydrophones. Even a shovel dropped in the engine room, or any other noise, would cause suspicion.’
Mystery ships had their first successes in the summer of 1915: it was to be the crux of the whole Q-ship war. Hitherto, the most promising tactic had been the use of Q-ship trawlers to lure U-boats to the surface. The trawlers had actually been towing a British C-class submarine, which slipped the tow and sunk the antagonist by torpedo. However, the secret was soon discovered, and it was not long before Q-ships were forced to operate as lone entities. Fundamental to any Q-ship action was what general orders described as the ‘abandon ship’ ruse. This was the dubious prerogative of the ‘panic party’, and was enacted to persuade the U-boat that the ship had been abandoned and so encourage the commander to approach within range of the Q-ship’s guns. These non-combatants often went straight into danger. Lifeboats had to be launched in a suitable panicky manner: injuries and deaths were not unknown. They could be caught in cross-fire or become exposed to deliberate attack.
LEFT: the crew of a Q-ship with one of the weapons onboard RIGHT: a merchant ship sinks after an engagement with a German U-boat
Q-ships, of necessity, had to look like simple tramps. In reality they were, yet also had to pit themselves against an enemy operating with cutting-edge technology. Admiral Jellicoe, Commanderin-Chief, Grand Fleet, had stated: ‘It is far better to utilise merchant ships in this way, with every chance of their destroying submarines, than to lose the same vessels and their cargoes tamely with no corresponding reduction in the enemy’s forces.’ Successes with these vessels suggested they were the solution. However, in the autumn of 1915 the idea of using sailing Q-ships was mooted. They could remain at sea in all weathers and appear easier prey to a U-boat, which would make a closer and less cautious approach, encouraging the submarine to surface in order to use its gun rather than expend a torpedo. Barquentines and schooners were manoeuvrable during an engagement, especially if fitted with an auxiliary motor for use solely during an action. The quietrunning sailing decoys could listen continually on hydrophones whilst remaining silent to U-boats. Towards the end of 1916 Britain had an extra answer to the U-boat menace — the convoy sloops of the Flower class, and the ‘P’ class patrol boats. Built along merchant ship lines, a goodly number were to serve as Special Service vessels. A change in German naval policy found U-boats transferred from the Western Approaches to the North Sea, where they attacked steamers, sailing craft and fishing vessels. The mass destruction of the fishing fleets by
U-boats in 1916 had driven many fishermen to demand that some of their own craft should be enrolled in the Special Service. But by the end of 1916 it had become obvious that the secret of the Q-ships was known to the Germans and it was later shown that, in 1917, the Germans had launched a deliberate campaign against the Special Service — a policy of intentional ‘destruction without trace’, denying them any chance to defend themselves. By sinking ships with gunfire from a safe distance of several miles, Q-ships’ armaments were rendered ineffectual. However, there were other imperatives that brought U-boats within range. The German Admiralty required ships’ papers as documentary proof of tonnage sunk. These had to be procured whenever possible. Germany was also running short of food as the British blockade took effect. In common with surface raiders, U-boats boarded ships to augment their food supplies. Sixteen Q-ships were lost to U-boats in 1917. By this time the whole technique of Q-ship warfare had become selfdefeating in its complexity: stalemate had been reached. Considered unproductive in home waters, the Mediterranean fleet was bolstered whilst the fast escort vessels were relegated to convoy duties. Q-ships diminished in numbers, in modified roles. They escorted important vessels; they tried to prevent gun-running to disloyal elements in Ireland, and they were used against German surface ships. The coming of the convoy system in May 1917 effectively cut the disastrous shipping losses. There were fewer vessels sailing independently and every merchant ship was to carry a gun, negating any surprise element if a U-boat was shelled. More than 200 Q-ships operated in the first world war, representing a huge investment of effort to fit out the ships, and of particular heroic and unsung endeavours by their crews. After the Armistice, in December 1918 the former Q-ship collier Suffolk Coast and the purpose-built Hyderabad toured British ports, giving substance to the intrigue of the public. Only 11 U-boats are known to have been sunk by Q-ships, in some 70 documented duels in which there were also inconclusive outcomes. Given that a single U-boat could account for many ship losses, analysis has concluded that it would be wrong to look on the U-boats sunk merely as an exchange for Q-ships; what has been exchanged was the tonnage of merchant shipping that was not sunk. The eventual hardening of American public opinion in the light of seaborne losses and how they were achieved compelled President Wilson to choose ‘belligerence over neutrality’. History reflects that it was the U-boats which had lost the war for Germany, and that it was the Q-ships which had brought them to the position in which they did so. ACKNOWLEDGMENT The author kindly acknowledges the material assistance of Carson Ritchie and Theodor Detmers.
32● ✪ Nautilus UK Telegraph● ✪ JANUARY 2009
CAO-onderhandelingen met HAL verlopen moeizaam ZOALS u in de voorgaande editie van dit blad al kon lezen, verliepen de voorbereidingen tot de nieuwe CAO voor de Holland Amerika Lijn niet optimaal. Na de vele verschillende reacties die we van de vloot ontvingen, en een matig bezochte ledenvergadering, viel het nog niet mee om tot een evenwichtig voorstellenpakket te komen. In samenspraak met Nautilus UK hebben we ons vol ingezet om de CAO-onderhandelingen met Holland Amerika Lijn (HAL) naar een voorspoedig einde te
brengen. Uiteraard hebben we zorgvuldig gekeken naar het algemene loon- en arbeidsvoorwaardenbeleid in Nederland en naar de gespannen arbeidsmarkt die met name de cruise sector beheerst. Na vele jaren van ingewikkelde onderhandelingen met veranderende vaar/verlof schema’s én de introductie van de vaste gage, pleiten we deze keer eenvoudigweg voor gageverhoging, nieuwe afspraken over diensttijdverhogingen en extra gageverhoging voor de senior officieren, inclusief de kapitein. Daarnaast willen we de mogelijkheid voor de zogenaamde mid officieren om drie op drie af te varen. Enkele andere voorstellen maakten de voorstellenbrief compleet, zoals de
uitdrukkelijke en de herhaalde wens van Nautilus om nu eindelijk eens te komen tot een behoorlijk extern te verrichten functiewaarderingsonderzoek. Negatief beeld Het eerste onderhandelingsgesprek verliep eigenlijk teleurstellend. Het jaar 2008 is voor de gehele cruisesector nog een heel behoorlijk jaar geweest. Ook HAL zelf geeft dit toe. Daarentegen zijn de vooruitzichten voor 2009 somber vanwege de huidige kredietcrisis en de economische teloorgang. Daarom zijn volgens de zeewerkgever de CAOmogelijkheden voor 2009 zeer beperkt. Nautilus NL en Nautilus UK hebben er nadrukkelijk op gewezen dat de maatschappij hier niet
zomaar mee wegkomt. Want al zijn de vooruitzichten voor 2009 negatief, HAL zal nog steeds voldoende officieren nodig hebben om de schepen adequaat te bemannen. Met het huidige verloop en het te verwachten verloop wanneer HAL geen positief gebaar maakt, gaat dat natuurlijk niet lukken. Na twee dagen onderhandelen zijn de onderhandelingsdelegaties helaas zonder concrete resultaten uit elkaar gegaan. Medio december is er een nieuwe afspraak geweest, maar de eventuele resultaten daarvan konden niet meer in dit nummer worden meegenomen. We houden u vanzelfsprekend op de hoogte over de voortgang.
netherlands news
Bezoek vakbondsdelegaties Midden Oosten succesvol VAN 15 tot en met 22 november 2008 reisde een delegatie van vakbonden in de waterbouw naar de Verenigde Arabische Emiraten af voor een bezoek aan Nederlandse werknemers die onder het buitenlandcontract vallen. Doel was om zoveel mogelijk medewerkers te bezoeken voor een nadere toelichting op het op 27 mei 2008 afgesloten buitenlandcontract en het beantwoorden van vragen. Het werkbezoek is zeer geslaagd: er werden maar liefst zo’n tachtig Nederlandse werknemers op zeventien verschillende schepen en units bezocht. De delegatie bestond uit vertegenwoordigers van FNV Waterbouw en CNV Waterbouw en stond onder leiding van de secretaris van CAO partijen in de Waterbouw. Het begrip buitenlandcontract is een samenstelling van de samenwerkingsovereenkomst uit december 1999, het basis principeakkoord van maart 2000, de principeakkoorden 2005 en 2006/2007 en de Algemene Uitzendvoorwaarden tewerkstelling buiten Nederland.
Kunstmatige eilanden Voor de kust van Dubai, één van de zeven emireaten, worden enorme landaanwinningprojecten gerealiseerd, waar de Nederlandse waterbouw een groot aandeel in heeft. Eén van deze projecten is de realisatie van de Palmeilanden, bestaande uit een drietal kunstmatige eilanden, te weten: Palm Jumeirah, Palm Jebel Ali en Palm Deira. Palm Jumeirah is het eerste gecreëerde eiland voor de kust van Dubai. Voor de landaanwinning van dit eiland werd zo’n 1.1 miljard m3 zand opgespoten. Palm Jebel Ali is ongeveer vijftig procent groter dan Palm Jumeirah en bestaat uit een binnen- en buitenring met waterwoningen. Eind 2004 werd de ontwikkeling bekend gemaakt van het eiland Palm Deira. In 2005 is begonnen met de baggerwerkzaamheden die naar verwachting in 2012 worden afgerond. De benodigde hoeveelheid zand voor dit laatste palmeiland wordt geschat op ongeveer 1 miljard m3. De Wereld, een eilandengroep in de vorm van de werelddelen, is een bijzonder project waarbij ieder
eiland een land vertegenwoordigd waarop de eigenaar naar eigen inzicht mag bouwen. Voor de aanleg van beschermingsconstructies worden stenen gestort door stenenstorters en pontons die werken met kranen en shovels. Daarnaast worden aanpassingen en uitbreidingen gedaan in Port Rashid, de bestaande haven van Dubai, en wordt voor de kust van Abu Dhabi een volledig nieuwe haven in zee aangelegd: Khalifa Port. Hierbij moet rekening worden gehouden met de bescherming van het grootste koraalrif in de Perzische Golf, dat op korte afstand van de nieuw aan te leggen haven is gelokaliseerd. Geslaagd werkbezoek Door de enorme concentratie van hoppers, cutters, stenenstorters en ondersteunend materieel op deze projecten, was het voor de delegatie een goede gelegenheid om veel Nederlandse werknemers te bezoeken. Tijdens de gesprekken is gebleken dat de werknemers tevreden zijn over het afgesloten buitenlandcontract 2008. Daarnaast zijn er onderwerpen
aan de orde geweest die de mensen op hun hart hadden en is dit bezoek gebruikt om te inventariseren welke voorstellen en ideeën er bij de medewerkers leven. Deze worden meegenomen bij de komende onderhandelingen voor het buitenlandcontract. De bestuurders van FNV Waterbouw hebben deze uitgelezen kans aangegrepen om nog meer van de sector te weten te komen, waarmee zij de belangen van hun leden en van alle overige werknemers in de sector nog beter kunnen behartigen.
Kantoor Singapore blijft open! NL CONTINUES TO PUT KANTOOR Singapore was jarenlang een begrip bij alle Nederlandse zeevarenden die de haven van Singapore aandeden. Decennialang werd in Singapore immers vanuit het ‘bondskantoor aan huis’ invulling gegeven aan het vlootbezoek door een vaste vlootbezoeker, net zoals dit de laatste jaren ook vanuit kantoor Rotterdam gebeurt. Door onder andere het verminderde aantal Nederlandse schepen in de regio was het vlootbezoek vanuit Singapore op een lager pitje komen te staan. Het tij wordt nu gelukkig weer gekeerd. Na het vertrek van de laatste vaste kracht, Willem Grooff, in de tweede helft van 1999, werd kantoor Singapore een aantal jaren periodiek bemand door vooral vrijwilligers. Wegens omstandigheden hebben de activiteiten het afgelopen jaar zelfs helemaal stilgelegen. Dat was tegelijkertijd een uitgelezen moment om het reilen en zeilen van deze buitenpost in de achterliggende jaren nog eens stevig tegen het licht te houden en de mogelijkheden te onderzoeken om de operatie succesvol te kunnen voortzetten. Dit was ook noodzakelijk omdat de aangescherpte veiligheids- en toegangsregels op terminals en werven in Singapore voor alsmaar meer problemen hadden gezorgd met steeds lagere rendementen op de investering tot gevolg. Door zowel de positie van het kantoor als de kantoorhouder in Singapore te formaliseren, kon dit probleem worden opgelost. Hiervoor moesten in ieder geval de activiteiten weer uitgebreid worden.
SCHEEPSBEZOEK OF AFSPRAAK De beslissing is inmiddels gevallen en wij zijn verheugd u te kunnen melden dat kantoor Singapore open blijft. Per half januari 2009 wordt deze weer als vanouds permanent bezet. Noteert u alvast onze adresgegevens, zodat u ons makkelijk kunt vinden: Uw vlootbezoeker: Ons kantoor- en postadres:
Willem Grooff 10A Braddell Hill #05 – 03 Singapore 579720
Ons telefoonnummer: Ons e-mailadres is:
(65) 2561933 singapore@nautilusnl.org
Willem Grooff keert als vlootbezoeker terug op het oude nest. Dat wil echter niet zeggen dat er niets veranderd is. Integendeel. Zo zijn er bijvoorbeeld de veel strengere regels die het ‘at random’ bezoeken van
INTERESTS OF MEMBERS FIRST FNV & CNV DISCOVERS UAE DREDGING INDUSTRY
schepen in Singapore welhaast onmogelijk maken. Om deze problemen te omzeilen vragen wij om uw medewerking. Als u ons per email informeert wanneer u met uw schip in Singaporese wateren wordt verwacht, zal de vlootbezoeker daar zo optimaal mogelijk op inspelen. Deze werkwijze maakt het voor iedereen een stuk makkelijker. Ander groot voordeel is dat er goede afspraken kunnen worden gemaakt over tijdstip en locatie, waardoor het vlootbezoek een nog groter rendement zal opleveren.
EXTRA VAKBONDSAANDACHT Voor maritieme vakbonden als Nautilus en FNV Waterbouw is het van belang om op de hoogte te blijven van alles wat zich op de werkvloer afspeelt. Nautilus en FNV Waterbouw zullen daarom stevig investeren in het bezoeken van de leden aan boord. Al dan niet op verzoek, worden in de regio West-Europa veel schepen bezocht door onze vaste vlootbezoeker Peter Jager, die zich vooral richt op het segment (vroegere) Kleine Handelsvaart en de Binnenvaart. Bij specifieke rederijen en op de Waterbouw zijn het vaak de onderhandelaars zelf, die op verzoek of in het kader van lopende CAO-onderhandelingen, aan boord stappen. Het opnieuw aanstellen van een vaste vlootbezoeker in Singapore betekent dat ook de schepen die daar in de buurt opereren, weer de nodige extra aandacht van hun bond krijgen. Het is natuurlijk prettig vakbondsinformatie eens op een andere manier aan boord te krijgen waarbij dieper ingegaan kan worden op de achtergronden van het nieuws. Uw vlootbezoeker in Singapore staat binnenkort dus weer voor u klaar en als u even de moeite neemt te laten weten dat u in de buurt bent, komt alles dik in orde. Wij horen graag van u.
A delegation of various dredging industry trade unions (FNV and CNV) visited the United Arab Emirates (UAE) last month in an effort to meet as many members as possible. The dredging industry in Dubai already has international fame through worldwide media attention. Out of the sea, artificially created land rises in spectacular forms and shapes. Projects like ‘The World’ and ‘Palm-islands’ make room (or rather ground) for luxurious residential and commercial developments. The Palm Jumeirah, one of the smaller island developments and the first of its kind, used more than one billion cubic meters of sand. The delegation was able to meet with over 80 employees on 17 ships in and around the UAE. For the FNV and CNV, this became a unique opportunity to learn more about the dredging industry sector, which enables them to look after members even more.
SINGAPORE BACK TO BUSINESS Nautilus NL’s Singapore office has always been an important aspect to the Union, despite the fact that members seldom docked in the region. But the tide is turning — with the increase in the amount of members visiting Singapore, Nautilus NL fleet visitor Willem Grooff will be returning to the region. Some new challenges await him — stricter rules make adhoc ship visits almost impossible — advanced notification by the Rotterdam or Singapore office is vital if officials intend to enter territorial waters and visit members. It has always been the core interest of Nautilus NL and FNV Waterbouw to remain informed on matters concerning its members. Both unions will invest
thoroughly in visiting members on board and this can be achieved by keeping the Singapore office open. Peter Jager is responsible for the Western European region. In some cases, during present collective bargaining agreements for example, tasks may be fulfilled by the negotiators themselves. By mid-January 2009, the Singapore office will be fully operational again, and Nautilus NL encourages members to let the Union know when they are in the area. Fleet visitor: Address:
Willem Grooff 10A Braddell Hill #05-03 Singapore 579720
Tel: Email:
+65 (0) 256 1933 singapore@nautilusnl.org
HAL NEGOTIATIONS CONTINUE In an earlier edition of the Nautilus UK Telegraph, Nautilus NL reported how negotiations with Holland America Line (HAL) on a new collective bargaining agreement were progressing slowly. Due to the varied opinions, the previous meetings have proved difficult to compose a wellbalanced agreement. Together with Nautilus UK, Nautilus NL has worked around the clock to achieve a satisfactory agreement with HAL. After years of complex demands, the demands at this stage are simple: a salary increase for all, an extra salary increase for senior officers, and a working-hours related increase. Though the 2008 results for the cruise sector were not at all bad, HAL refers to the credit crunch and meagre expectations for 2009 as the reason for their resistance. However, it would seem HAL is still seeking to recruit more officers, and therefore, Nautilus NL believes they will need to make their packages more attractive to present and potential employees. To be continued…
JANUARY 2009 ✪● Nautilus UK Telegraph● ✪ 33
Peak performer! members at work NAUTILUS member Captain David Johnstone has successfully completed a fundraising mission to climb Africa’s highest mountain, the 5,895m Mount Kilimanjaro. In the process, Capt Johnstone — a master serving on Maersk containerships — has also surpassed his S10,000 sponsorship target for the Asperger Syndrome Association of Ireland (ASPIRE). In the week before leaving for Africa, he climbed a total of around 15,000ft while training in the Wicklow Hills and whilst climbing Lugnaquilla, (925m), the highest peak in the Wicklow Mountains, for the third time in about five days, he was given some essential advice for his African trip. ‘During this climb, I met a fellow hill walker and his girlfriend on their descent. We stopped to talk to each other for a few minutes, and during the conversation, it transpired that this other walker had summited Kilimanjaro about two years previously. After picking his brains for about 10 minutes, I asked him for one piece of advice that might, on its own, become invaluable, in my own attempt. ‘Without hesitation he said….“Pole, pole — slowly, slowly”. Practice walking and moving as slowly as I had ever walked before whilst hill walking, and slow down even more to minimise the risk of high altitude mountain sickness. ‘Never was this advice more remembered and heeded than when I reached an altitude of 4,000m and above. Walking and talking is not an option at high altitude. The sheer effort of breathing does not lend itself to both. Above 5,500m, the lungs and heart have to work almost three times as hard as they would at ground level. Every member of our party suffered various signs, symptoms and effects of high altitude sickness, some more so than others.’ Capt Johnstone flew to Kilimanjaro International Airport in Tanzania. ‘My first sight of Kilimanjaro was on the journey from the airport to Moshi. Although almost totally covered in cloud, the occasional glimpses of the ice covered sum-
Maersk master DAVID JOHNSTONE has climbed Africa’s highest peak in aid of an Irish charity...
Holding the Maersk house flag, at 0715 local mean time on 9 November, Capt David Johnstone stands on the summit of Kilimanjaro — at a height of 5,895m, or nearly four miles above sea level mit were enough to make me appreciate the sheer size of the mountain and the extreme challenge in the week ahead.’ His expedition was made with eight fellow trekkers and a support team consisting of a chief guide, four assistant guides, 35 porters, two cooks, two tentmen and a dishwasher. ‘There are several established routes in climbing Kilimanjaro,’ said Capt Johnstone. ‘However, only one of these routes involves climbing the mountain from the northern slopes. This route was formerly known as the Rongai Route, these days it is less commonly known as
ABOVE: the back-up support group of guides and porters is testament to the logistics of the undertaking RIGHT: sunrise over Mount Mawenzi from Stella Point on Kilimanjaro (5,795m) FAR RIGHT: ‘...as the sun rises, so does our morale — and the final push begins, having just witPICTURES: CAPTAIN DAVID JOHNSTONE nessed the most spectacular sunrise in the world
the Naremoru Route, beginning close to the Kenyan/Tanzanian border. There were several reasons for choosing this route. It was the least used and should be the quietest with regard to other trekkers. It offered us a complete northern ascent and southern descent of the mountain. The route is also regarded as one of the less strenuous. ‘The UK-based Trekking Company that were coordinating the expedition, Across The Divide, had planned for us to spend several days at 4,000 and 5,000m to benefit from acclimatisation,’ he added.
But by day five, at heights of 2,650 to 3,484m, the first signs of altitude sickness became apparent — with several climbers starting to experience slight headaches, nausea, mild dizziness and light-headedness. On day six, at a height of 3,929m, the mantra of ‘pole, pole’ was strictly enforced. ‘All movements around the campsite and on the trail itself were slowly measured and deliberate. Sudden movements were avoided, as the onrush of acute mountain sickness could bring about headaches and nausea very quickly,’ said Capt Johnstone.
‘The weather had changed considerably during these few days,’ he added. ‘Our first day on the mountain had been in glorious sunshine, with temperatures of 30 degrees and above. Now heavy rain gave way to snow and sleet, with temperatures dropping to below minus 5 degrees Centigrade during the night.’ Day 10 was summit day — climbing from 4,709 to 5,895m. ‘This proved to be the longest and hardest day’s trekking that any of our party had ever encountered,’ said Capt Johnstone. ‘Breathing is difficult, and I can still remember fighting the incessant wave after wave of nausea that rolls over me. All thoughts are completely pushed from your mind, except the concentration and effort to follow the heels of the walker in front of you. The odd glimpse at the amazing starlit skies above is the only respite from the sheer, trance-like rhythm that you fall into. ‘It takes almost one hour to cover the last 1,500m distance and 90m of altitude towards the summit at Uhuru Peak. The sheer effort required to breathe and move forward is eased as the summit comes into view and becomes agonisingly closer. ‘Finally, at 0715 Local Mean Time, on 9 November, we reach the summit of Kilimanjaro at Uhuru Peak — a height of 5,895m or nearly four miles above sea level. I have successfully met and conquered my own personal challenge in summiting Mount Kilimanjaro. During the final, midnight trek from Kibo Camp to the summit, I found an inner strength and resolve to succeed that I had never experienced before. ‘I was part of a group of 11 virtual strangers who bonded together to provide help and support, friendship, encouragement and strength to each other, as we made our way up the mountain. Without them, I doubt if I would have succeeded.’ Capt Johnstone said he was grateful to all his sponsors and supporters, and in particular The Maersk Company, (UK), and the officers and crew of Maersk Kelso.
34● ✪ Nautilus UK Telegraph● ✪ JANUARY 2009
50 YEARS AGO FOR many MMSA members, the prolonged trade recession and consequent laying up of ships has meant unemployment and financial hardship. Generally speaking, the majority of members regard such a setback as being but a temporary one which can be tackled successfully using only their own resources. However, there are
three ways in which the MMSA might be able to assist. First of all, temporarily unemployed members are strongly advised to have their names added to our employment register. Secondly, an adjustment can be made to the subscription rate. And thirdly, members are eligible in times of adversity for up to eight weeks of assistance from our distress fund — MN Journal, January 1959
25 YEARS AGO SAFETY at sea could be undermined by new proposals to relax British certificate regulations, the MNAOA has warned. The Department for Transport plans could result in more crewing reductions and lower safety standards, said general secretary Eric Nevin. Details revealed in a consultative document issued last month
include: extending the boundary of the near-continental trading area to allow more ships under 1,600grt to sail without a third deck officer; raising from 800 to 1,000grt the breakpoint at which it becomes necessary to carry a third deck officer; raising from 10,000 to 15,000grt the limit at which a master with a home trade certificate can take command — The Telegraph, January 1984
10 YEARS AGO DEPUTY prime minister John Prescott gave British shipping a long-awaited Christmas present last month when he unveiled detailed plans for ending the industry’s long decades of decline. He announced a ‘flying start’ to the new strategy: a decision by Maersk to switch four feeder containerships to the UK flag. Mr Prescott said the 33
measures to ‘chart a new course’ for the UK fleet was the product of a year-long joint industry working party that sought to build ‘a dynamic maritime industry’ by developing UK seafaring skills, securing the employment of British seafarers, and boosting the attractiveness of the red ensign. NUMAST welcomed the plans, which are set out in a 60-page report — The Telegraph, January 1999
ships of the past
50,000 sq ft of sail! ✪ by BOB WILSON
2. Why was the Australian ship Kooringa, which came into service in 1964, famous? 3. In which UK city was the shipping company Glen Line (1823-1978) based? 4. In which year did British Rail Shipping re-brand its services as Sealink?
750–760 High Road, Leytonstone, London E11 3BB, or fax 020 8530 1015. Closing date is Monday 12 January 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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General details Year built: Original name: Built by: Owners: Type: Tonnage: Dimensions:
1902 PREUSSEN J.C. Tecklenborg, Geestmunde, Germany F. Laeisz, Hamburg Five-masted full-rigged ship 5,081 gross Length 407ft 10in; Breadth 53ft 7in; Depth 27ft 1in
with two berths, table and washbasin. As befitting a sailing ship of this size, two very large sail rooms were fitted — one in the ‘midship house and another under the poop. The Preussen had five cargo hatches, three on the foredeck and the other two on the after deck. A large engine-house was fitted immediately abaft the foremast, but it had nothing to do with propulsion. It contained two separate donkey engines, with removable twin funnels on top and a distilled water tank between the funnels. The purpose of these engines was to supply steam to the deck machinery. The deck was well-fitted with labour-saving devices such as brace and halyard winches. Main steering was done from the ‘midship section just forward of the chartroom, and the huge
The Quiz 1. Which port is the second busiest in Europe, in terms of tonnage handled?
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 Looking Back at Classic Tankers (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,
THE PREUSSEN was unique in
that she was the only commercial cargo-carrying five-masted fullrigged sailing ship ever built. She was built specifically for the nitrate trade, sailing out from Hamburg, around Cape Horn to the nitrate ports situated on the west coast of South America. The standing rigging amounted to about 6.7 miles of steel wire. There was a further 8.2 miles of wire running rigging, 10.7 miles of hemp running rigging and just under half a mile of chain rigging, giving a total of about 26 miles! There were over 1,200 blocks, and her standing rigging was set up on 248 rigging screws. The mainmast stood about 223ft from keel to truck. The main yard was slightly over 100ft long, whilst the main royal yard was 52.5ft long. Thirty square sails could be set, with a further 17 fore-and-aft ones, including the spanker. This gave a total area of about 50,000 sq ft. The ship could carry about 8,000 tons of cargo. One cannot help thinking that this majestic vessel was designed and built as a symbol of prestige for the Laeisz Line. By 1902, it had become well-established that the barque rig was rather more efficient than full-rig. It was quickly noticed that when full-rigged ships had their square sails removed from the aftermost mast for economic reasons, they often performed a lot better with their new barque rig, in addition to the vast savings in sails, spars and rigging. The accommodation was rather superior to most sailing ships of the day, and all the ship’s company were housed in the ‘midship island. There was also the added luxury of an officers’ bathroom and a small hospital
Telegraph prize crossword
5. Costa Cruises is one of Europe’s biggest passenger shipping companies. How many vessels does it have in its fleet? 6. Thurrock is an old term for a very important part of a cargo-carrying ship — which part? ✪ Quiz and quick crossword answers are on page 46.
wheel was fitted with a footbrake which must have been of great benefit to the helmsmen in bad weather. A small steam engine abaft the wheel, also assisted in the steering. Despite all these labour-saving devices, the Preussen required a tremendous amount of manpower to sail her down around Cape Horn to her loading ports on the west coast of South America. By all accounts, in heavy weather she was often almost out of control and it took all the skill, muscle-power and endurance on the part of her officers and crew to keep her going year in, year out. As for speed, she seldom exceeded 300 miles in 24 hours and the voyage average was in the region of 6 knots. But when you consider the homeward run was made with 8,000 tons of nitrate aboard, it was pretty good. Although the Preussen was principally employed on the nitrate run, she did visit New York and Japan on voyage 11 which commenced from Hamburg in March 1908. Her final voyage, number 13, ended at Hamburg on 20 August, 1910. At the start of voyage 14, she was involved in a collision with the British crossChannel vessel Brighton. She lost her bowsprit and half of the foremast and although the weather was fairly calm, the Preussen became unmanageable and went ashore beneath the white cliffs of Dover, becoming a total loss.
QUICK CLUES 1. 4. 10. 11. 12. 13. 14. 15. 18. 20. 23. 25. 26. 27. 28. 29.
Across Fibre (6) Jail term (8) Rock (9) Let in (5) Not Jewish (7) Australian anteater (7) Artist’s support (5) Andean lake (8) Assassin (8) Proportion (5) Spectral arch (7) Tooth specialist (7) Implements (5) Hot-tempered (9) Back walkers (4,4) Rugby number (6)
1. 2. 3. 5. 6. 7. 8. 9. 16. 17. 19. 21. 22. 24.
Down Fatalistic (8) Brewing clarifier (7) Taught gradually (9) ‘--- --- Watson’ (10,4) American rubbish (5) Wandering (7) Snare (6) Poet (6,8) Record (9) Stronghold (8) Fabulous creature (7) Finger protection (7) Support (6) Herb (5)
CRYPTIC CLUES Across 1. Fellow opener making ass of himself (6) 4. One of the sister’s girls (4,4) 10. Not exactly the lengths to which another sister would go (9) 11. Star of Wimbledon, sister of another (5) 12. French article on six-sided changing room (7) 13. Antipodean pruned tangled tree, plain and simple (7) 14. John’s 39 (5)
15. Noted his disposition was that of a pleasure-seeker (8) 18. Hosts television show with gifts (8) 20. Clever people these Arabian sprites (5) 23. One who doesn’t go to camp for a holiday (7) 25. As wines go, this has grown-up (7) 26. Evening of whist, better take the car (5) 27. Northern line (either direction) (9) 28. Tut, nicer mixture for having a dram in it (8) 29. Uncover window recess (6) Down 1. Mine gets air this way, but is not happy (8) 2. Can’t do together but worth mentioning (7) 3. Trains in schoolbooks (9)
5. Gains mad Regent made for himself (14) 6. Little people hiding in hotel vestibule (5) 7. Dandy force in the American Civil War (7) 8. A tree’s pruned in preparation for religious holiday (6) 9. Charged with taxing crime at university? (4-10) 16. The fling I organised as nocturnal recreation (5-4) 17. The third sister’s Hall (8) 19. Under the frill, Scotsman is a bully (7) 21. Run true to form in arranging upbringing (7) 22. Acknowledge American role in the crunch (6) 24. ‘Will all --- Neptune’s ocean wash this blood / Clean from my hand?’ (Macbeth) (5)
JANUARY 2009● ✪ Nautilus UK Telegraph● ✪ 35
PUTTING SPOTLIGHT ON THE CLASSIC POST-WAR TANKERS TANKERS are regarded as far less glamorous than the likes of ocean liners and cruiseships, but Andrew Wiltshire’s Looking Back at Classic Tankers is packed with pictures of many ruggedly attractive working vessels of the past.
Its 80 pages display more than 90 colour photographs of tankers that traded in the decades after the second world war, when tanker design became more diversified. The vessels on show range from the classic bridge-amidships designs to first-generation very large crude carriers, coastal tankers and tankers which carried specialised cargoes. The book opens with some British-flagged beauties — Shell’s (subsequently Turnbull Scott’s)
Stonegate, BP’s Brandon Priory, and Athel Line’s Athel Crown — before moving on to Scandinavian and other nation’s fleets. Along the way, there’s RFA, FT Everard, Palm Line, Texaco, Stolt and a host of other not-so familiar names. The book concentrates on the period between the early 50s and the late 60s — when top deadweight rose from around 45,000 to more than 300,000, and it is interesting to see the pictorial evidence of this.
The accompanying text gives a historical overview and specification details of each ship — most of which had disappeared by the 1980s. It’s often fascinating to note the fate of each vessel... ✪Looking Back at Classic Tankers by Andrew Wiltshire (ISBN 978 1 902953 36 6) costs £16 and is published by Coastal Shipping, 400 Nore Road, Portishead, Bristol BS20 8EZ. Tel/fax +44 (0)1275 846178 — www.coastalshipping.co.uk
books
Lighthouse SEAFARERS HAVE GOT A wonders WORD (OR TWO) FOR IT LIKE buses, books about lighthouses seem to come along in convoys and two of the newest provide very different examples of how writers and publishers approach the subject. Lighthouses: The Race to Illuminate The World is a marvellous book — an erudite account that concentrates on one character, James Chance, and his family firm in what was an often fierce rivalry to develop and introduce technology that would help open up trade routes and enable countries to dominate the seas. Authors Toby Chance (James Chance’s great-great-grandson) and Peter Williams provide a fascinating account of the politics and the engineering feats that lay behind this battle. Key to Britain’s victory was James Chance’s dioptric lens, which edged ahead of the French Fresnel lens in taking light amplification to new levels — so much so that by 1951, Chance had supplied some 2,300 lighthouses to more than 70 countries. It’s a genuine ripping yarn — celebrating the enthusiasm and ambition of the Victorian age, and demonstrating the importance of lighthouses in the expansion of the British Empire. In contrast, Lighthouses of the World, by Marie-Haude Arzur, concentrates on the pictorial approach to the subject — with more than 150 often spectacular photographs and accompanying text showing the amazing variety of lighthouse design, which ranges from the futuristic in Japan to the castlelike in Spain and Portugal. There are some particularly pleasing lighthouses on display here — including one in Mexico that looks more like a church, as well as some quite bizarre structures in the United States, the helter-skelter like High Rock in the Bahamas, and not to mention the Isle of Wight’s ‘Pepper Pot’. The photographs are first class, but this is no mere coffee
table book — the accompanying text is informative and the author is clearly passionate about her subject. ✪Lighthouses: The Race to Illuminate The World by Toby Chance and Peter Williams costs £17.99 and is published by New Holland Publishers. ✪Lighthouses of the World, by Marie-Haude Arzur costs £19.99 and is published by Adlard Coles Nautical.
SHIPPING and seafarers have enriched the English language in a way that few other industries or professions can match. And that enrichment is celebrated in two terrific new books that examine the lore and language of the maritime world. Captain Barry Thompson’s All Hands and the Cook is an exploration both of nautical expressions and seafarer slang, which simultaneously provides a vivid insight into life at sea over the past 125 years or so. So as well as explaining the meaning of such terms as ‘Cunard socks’ (bare feet), ‘Shaky’ (condensed milk), and the mysteries of ‘red oil’ and the ‘golden rivet’, it delves into the systems, organisations and working practices that lay behind such language. It is full of fascinating little nuggets of information about shipping and seafaring, and serves almost as an alternative history of the British merchant fleet — most notably in a section covering miscellaneous terms and expressions (including ‘all hands and the cook’). Some of the best terms are to be found in the sections on food (which invariably preoccupies many seafarers and in turn generates a rich seam of descriptive phrases!) and in the
myriad alternative titles for shipping companies — Refuge For Alcoholics, Hungry Hogarths, and the Lavender Hull Mob being just a few. Of course, being based on seafaring language, there’s some pretty coarse stuff within the pages — but readers of a delicate disposition need not look away too often. For Barry Thompson has served up a great mix of crews’ colloquialisms, customs and the social history of seagoing life in the 20th century. Capt Thompson has also organised the book with great skill, setting the tone with a preface explaining his personal
commitment to the project of preserving as many of the terms, expressions and seagoing customs that he could remember — fearing, with good reason, that they were in danger of being lost as British shipping declined in the 1980s and 90s. His subsequent introduction and prologue starkly illustrate the scale of that decline, but also portray the deeper background to the culture of seafaring. The following chapters are organised on a subject basis, addressing such areas as engagement and employment, deck and engine departments, uniforms and dress, medicals,
Where are the crews? IT WAS in Britain that the sea cruise industry had its beginnings well over 150 years ago, and Cruise Britannia — newly available in an expanded second edition recounts the history of the British cruiseship. American maritime historian Bill Miller, who contributes the foreword, tells us that when it comes to cruising, the British, ‘perfected it, expanded it, set shipboard standards and made it very popular’.
Historical insights illuminate the first three chapters, and Cruise Britannia is strong on the ships themselves — especially on how and why they’ve changed in line with trends in the market, and how the British cruise sector picked itself up in the 1990s. But where, one may well ask, are the officers and crew in all this, without which the ships would not have sailed and the passengers would not have enjoyed their voyages? There’s
barely a mention, other than a passing reference to the seamen’s strike of 1966. The book is well illustrated, though it is a pity that cruise companies’ striking advertising posters are in black and white — they should have been displayed in the colour plate section. ✪Cruise Britannia by Roger Cartwright and Clive Harvey (ISBN 9780752444437), costs £17.99 and is published by The History Press.
navigation, cargoes and cargo handling. The book contains a total of 28 various illustrations and line drawings of ships, as well as excellently organised indices to help the reader quickly locate terms and references. Martin Robson’s Not Enough Room to Swing a Cat also serves as much more than a simple glossary of terms. He also works hard to place words and phrases in a wider context — both in the way in which they are now used, and in the way they originated. There’s some particularly interesting explanations of the nautical roots of terms including gung-ho, skyscraper and idler, along with some good material about food — not least the story behind the term ‘Sweet Fanny Adams’. ✪All Hands and the Cook by Capt Barry Thompson (ISBN 0-908608-72-1) is published by Bush Press and costs £18.50 plus £3.50 UK p&p from Capt M.D. Rushan, 17 The Croft, Bishopstone, Salisbury SP5 4DF. Email: ushan@shoreside.demon.co.uk. In New Zealand, contact shipmaster@ihag.co.nz ✪Not Enough Room to Swing a Cat by Martin Robson costs £7.99 and is published by Conway Maritime — www.anovabooks.com
TO ADVERTISE YOUR PRODUCTS & SERVICES IN THE TELEGRAPH CONTACT
Redactive tel: 020 7880 7668 fax: 020 7880 7553 email: claire.barber@ redactive.co.uk
36 ✪● Nautilus UK Telegraph● ✪ JANUARY 2009
BGM 2009 uniting maritime professionals nautilus at work THE DEADLINE IS DRAWING CLOSER FOR MEMBERS WHO WANT TO USE THIS OPPORTUNITY TO PUT THE ISSUES THAT REALLY MATTER TO YOU AND YOUR COLLEAGUES AT THE HEART OF THE AGENDA FOR DEBATE AND DISCUSSION AT THE NEXT NAUTILUS BIENNIAL GENERAL MEETING… THE NAUTILUS Biennial General Meeting is the Union’s main policy-
making forum — and it is here that new strategies and initiatives can be developed and old ones reviewed. The 2009 BGM is due to 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. 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. The forms on this page provide you with the chance to play a part in the democratic processes of your Union — and the deadline for returning them is coming closer! The form below enables you to submit a motion to be considered by the meeting. The 2007 conference discussed a wide range of topi-
cal issues including training, tonnage tax, fatigue, piracy and employment. What’s the hot topic for you right now? Make sure it’s on the BGM agenda next May by completing and returning the motion proposal form at the foot of this page. The form on the right is your chance to get financial assistance to come to the BGM. Nautilus UK provides this support — the payment of hotel costs and a contribution towards travel expenses — to ensure that a broad crosssection of full members from across the industry attend. Deadline for receipt of BGM motions is 1700hrs on Friday 13 February — so there’s not much time to spare! Members are also reminded that proposals for Nautilus Rule changes need to be submitted by 1700hrs on Tuesday 13 January. 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.
JANUARY 2009 ✪● Nautilus UK Telegraph● ✪ 37
life at sea competition
THERE’S £1,500 PRIZE MONEY TO BE WON!
Nautilus UK / Endsleigh Insurance Services Photo Competition 2009
ENTRIES for the latest Nautilus/Endsleigh
Insurance Services ‘life at sea’ photographic competition are flowing in — and here’s one of the best received in the past month. Taken by Nautilus member Sean Bryant, it catches the lighter side of the working lives of those at sea. Do you think you can do better? The hunt is now on to find the best images portraying life at sea today. Nautilus and Endsleigh are offering prize money totalling £1,500 for three lucky winners. 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. You can submit your shots in colour or black and white, and as prints, slides or
Name:
........................................................................
Address:
....................................................................
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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:
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Email: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mem no.:
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Photos to be returned: YES / NO
46● ✪ Nautilus UK Telegraph● ✪ JANUARY 2009
The face of Nautilus UK: Stephen Gudgeon, Council member MAERSK shipmaster Stephen Gudgeon is the newest face on Nautilus UK’s governing body, the Council, having been co-opted onto the general purposes committee last month. Stephen stood for election to Council ‘because I didn’t want to sit there doing nothing’ and because he wanted to have a say in the policies that affect the shipping industry and the seafarers who work in it. ‘There are so many interesting things coming up — the skills shortage and criminalisation to name just two
— and I like the idea of being in a position to help to influence the framework for progressing some of these issues,’ he says. Stephen decided to go to sea because he didn’t want a 9-to-5 job, and after attending a pre-sea school in Hull he served as a deck cadet with Houlder Brothers and worked up to the rank of chief officer with Furness Withy. Made redundant in 1986, he joined the police service in 1987 but kept revalidating his certificate and returned to the sea in 1998 after a spell with Mercy Ships.
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 report’s validity; the administration has withdrawn the ASP’s recognition or authorisation. In the latter case, however, the administration may decide that the conformance test report issued before withdrawal of recognition or authorisation remains valid subject to the administration assuming responsibility.
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.
He has worked for Maersk for the past decade, and now commands a 4,300TEU containership running between South Africa, Mauritius, and the Far East. ‘It’s a fantastic run, and I love being at sea,’ he says. Having spent some time mentoring new masters in the Maersk fleet, Stephen has a strong passion for the future. ‘It’s important that we stay positive and offer encouragement to the young people who are coming into the industry,’ he says. ‘We cannot afford for them to become disillusioned.’
MGN 380 (M+F) — Changes to MCA’s 2002 SOLAS V publication, arising out of amendments to SOLAS Chapter V Amendments to Chapter V of the SOLAS global safety of life at sea convention regulations were implemented in the UK with effect from 31 December 2008. These changes, relating to the provision and testing of longrange identification and tracking of ships (LRIT), are detailed in this M note. In the UK, authorised testing application service providers — ASPs — are being appointed to carry out conformance testing of onboard LRIT systems on UK flag vessels. On completion of successful testing, the ASPs will be authorised to issue conformance test reports on the Maritime & Coastguard Agency’s behalf. Copies of the test reports will be sent to the vessel and to the MCA’s survey branch. Prior to applying for a conformance test, shipowners should contact the equipment provider and the ASP to ensure regulatory compatibility, the M note advises. In addition to general requirements for shipborne radio equipment forming part of the GDMSS global maritime distress and safety system, and for electronic navigational aids, the equipment should now comply with the following minimum requirements: ✪be capable of automatically, and without human intervention onboard ship, transmitting the ship’s LRIT information at six-hour intervals to an LRIT data centre ✪be capable of being configured remotely to transmit LRIT information at variable intervals ✪be capable of transmitting LRIT information following receipt of polling demands ✪interface directly to the shipborne global navigation satellite system equipment, or have internal positioning capability ✪be supplied with energy from the main and emergency electrical power sources ✪ tested for electromagnetic compatibility, taking account of recommendations developed by the International Maritime Organisation. On satisfactory completion of a conformance test, the conformance test report will no longer remain valid if: there is a change in the shipborne equipment used to transmit LRIT information; the ship is transferred to the flag of another contracting government; the ASP which issued the certificate is no longer in a position to attest to
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 377 (M+F) — Sound Advice — Noise at Work from Music and Entertainment New regulations on the control of noise on merchant ships and fishing vessels came into force in February 2008, including deferred implementation relating to noise from music and entertainment. This notice aims to provide practical guidance on their implementation at sea. Where noise from music and entertainment does occur at sea, the M note recommends that practical guidance on its control is accessible online. Titled Sound Advice, this guidance is non-sector specific and was produced by the music and entertainment industries working with environmental health officers and the Health & Safety Executive. Because similar music and entertainment noise problems occur on land and at sea, the MCA has no plans to issue separate guidance, but it points out that the relevant legislation for the maritime sector will be the 2007 Merchant Shipping and Fishing Vessels (Control of Noise at Work) regulations, rather than the 2005 Control of Noise at Work regulations. Sound advice can be accessed electronically via the Sound Advice website at http://soundadvice.info. It can also be purchased in hard copy from HSE books price £14.50, either via the HSE website at www.hsebooks/Books/ or from: HSE Books, PO Box 1999, Sudbury, Suffolk, CO10 2WA. MGN 378 (M+F) — Merchant Shipping and Fishing Vessels (Provision and Use of Work Equipment) (Amendment) Regulations 2008 and Merchant Shipping and Fishing Vessels (Lifting Operations and Lifting Equipment (Amendment) Regulations 2008 Amended merchant shipping and fishing vessels regulations came into force last year which correct technical errors identified in regulations from 2006. The changes, which relate to two sets of regulations, are highlighted in this M note. The first applies to the Merchant Shipping and Fishing Vessels (Provision and Use of Work Equipment) regulations. As originally drafted, it contained an ambiguity concerning work equipment made available to ship workers that may be used by them without impairment to their health and safety. The regulations as amended make the position clear, says the MCA. Also, reference to Health and Safety Executive regulations have been deleted, as these are not relevant to the maritime sector. Merchant Shipping and Fishing Vessels (Lifting Operations and Lifting Equipment) regulations have also been amended. The M note explains: ‘The definition of an
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
“accessory for lifting” was defective in that it had the potential to require all “accessories for lifting” to be tested. This requirement exceeded the Directive requirements… It also had potential safety implications.’
chief engineer officer members. The next meeting is being held in Hull, on Tuesday 3 February, starting at 1300hrs at a venue to be announced later. ✪ 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 Station Hotel, 78 Guild Street, Aberdeen AB11 6GN, on Thursday 15 January, 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 1. Antwerp is Europe’s second busiest port, handling 182.9m tonnes of cargo in 2007.
MIN 340 (M+F) — Certificates of Equivalent Competency — Amendment of Procedures This M note, besides restating earlier guidance, includes new sections on oral examination requirements for applicants holding US Coast Guard Chief Engineer (Limited-Oceans) licenses, and on the measures taken by the MCA to prevent fraud and other unlawful practices involving the certification process, and on the right of appeal. The notice provides details of the requirements for certain applicants to demonstrate knowledge of UK legal and administrative procedures, as well as proficiency in the English language. Annexes include the application procedures for MN and fishing vessel CECs.
2. Kooringa was the world’s first purpose-built fully
MIN 338 (M+F) — Amendments to Mandatory Requirements Recently Agreed at the International Maritime Organisation This M note explains how to obtain the latest information on IMO decisions that impact on internationally-agreed mandatory regulations and codes. A table of amendments to the IMO mandatory provisions enforceable on or after the last revision date of the table can be downloaded from www.mcga.gov.uk/c4mca/mcga07home/shipsandcargoes/mcgashipsregsandguidance/imo-mia.htm Or contact the International Liaison Branch for a hard copy of the table.
Crossword answers
cellular containership. 3. Glen Line was based in Glasgow. 4. British Rail’s ferry services were re-launched under the Sealink banner at the beginning of 1970. 5. Costa Cruises presently has a fleet of 12 ships. 6. Thurrock is an old term for a hold.
QUICK ANSWERS Across: 1. Raffia; 4. Sentence; 10. Sandstone; 11. Admit; 12. Gentile; 13. Echidna; 14. Easel; 15. Titicaca; 18. Murderer; 20. Ratio; 23. Rainbow; 25. Dentist; 26. Tools; 27. Irascible; 28. Hind legs; 29. Sevens. Down: 1. Resigned; 2. Finings; 3. Instilled; 5. Elementary dear; 6. Trash; 7. Nomadic; 8. Entrap; 9. Robert Browning; 16. Chronicle; 17. Fortress; 19. Unicorn; 21. Thimble; 22. Crutch; 24. Basil.
✪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 0115528539) 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 or downloaded from the MCA website — www.mcga.gov.uk — click on ‘Ships and Cargoes’, then ‘Ship Regulations and Guidance’.
This month’s cryptic crossword is a prize competition. The answers will appear in next month’s Telegraph. Congratulations to the December crossword winner — Nautilus UK member Bryony Hull. CRYPTIC ANSWERS FROM DECEMBER Across: 1. Wine-tasting; 9. Wildcat; 10. Oppress; 11. Tasteless; 12. Ditto; 13. Hard; 14. Astringent; 16. Flea market; 19. Arms; 21. Oscar; 22. Appraisal; 24. Transom; 25. Realist; 26 Heartbroken. Down: 1. Wall Street Crash; 2. Niche; 3. Tatters; 4. Sponsor; 5. Impudent; 6. Great Depression; 7. Switch; 8. Escort; 15. Ambrosia; 16. Frosty; 17. Readmit; 18. Emperor; 20. Salute; 23. Alack.
JANUARY 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 fall in both the rate of inflation and in the level of wage settlements. According to the Office of National Statistics, Consumer Prices Index (CPI) annual inflation — the government’s preferred measure — was 4.5% in October, down from 5.2% in September. Retail Prices Index (RPI) inflation — usually used as a basis for pay negotiations — slowed to 4.2% in October, down from 5.0% in September. RPIX inflation — the all items RPI excluding
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
mortgage interest payments — was 4.7% in October, down from 5.5% in September. The ONS said the annual rate of growth in average earnings, excluding bonuses, was 3.6% in the three months to September 2008, unchanged from the three months to August. Including bonuses, it was 3.3%, down 0.1% from the three months to August. The independent Labour Research Department’s analysis showed a 0.2% reduction in median (mid-point) pay settlement in the three months to October — down to 3.8%. Although these deals were implemented while inflation was at its peak, it is probable that they reflect a recognition of falling inflation and deteriorating economic conditions, LRD added.
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 £95,400, 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 some 18,000 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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48● ✪ Nautilus UK Telegraph● ✪ JANUARY 2009
ELEVEN WINNERS OF MN MEDAL PICTURED left are winners of the 2008 Merchant Navy Medal awards after being presented with their decorations by Admiral Lord West of Spithead last month: ✪ M.P. Coombs, executive purser on the P&O Cruises vessel Artemis, for services to cruise
liners and the South Atlantic Medal Association ✪ Capt. J.R. Freestone, a senior river pilot with the Port of London Authority, for services to Thames pilotage and youth sail training ✪ Capt. Michael Grey, MBE, former Lloyds List editor, for services to marine journalism and merchant seafaring ✪ Capt. M.J. Morton, Arklow Shipping fleet training officer, for services to coastal shipping ✪ Capt. C.R. Pratt, Tees Bay
pilot, for exceptionally brave conduct in the rescue of a pilot overboard from the Karina G ✪ Capt. E.M. Scott RD, RNR, immediate Past Master of the Honourable Company of Master Mariners, for services to merchant seafaring and the Nautical Institute ✪ J.W. Summers, deck officer on the British Antarctic Survey vessel James Clark Ross, for services to polar exploration and scientific research
✪ A.R. Todd, James Fisher & Sons fleet director, for services to marine surveying and consultancy ✪ chief engineer B.J Wattling, from the Queen Mary 2, for services to cruise liners ✪ Medals were also given to Miss A.P. Haines, former registrar of the Mission to Seafarers, and to Cdr. Charles Heron-Watson, secretary of the Royal Merchant Navy School Foundation, for services to welfare.
news
GLOBAL CAREER CAMPAIGN International shipping bodies link up to launch ‘Go to Sea’ programme to boost seafarer training SEAFARER skill shortages mean that there is ‘an increasingly real prospect’ of ships being unable to sail, the head of the International Maritime Organisation warned last month. Speaking at the launch of a major new global campaign to promote the attractions of a career at sea, IMO secretary-general Efthimios Mitropoulos said the growing gap between supply and demand is ‘fast approaching a crisis situation’. The IMO is spearheading the ‘Go to Sea’ initiative in association with the International Transport Workers’ Federation, the International Labour Organisation, the International Chamber of Shipping, the International Shipping Federation, Bimco, Intercargo and Intertanko. Mr Mitropoulos told the launch event in London that the industry was united in its deep concern about the future supply of quality seafarers. He pointed to
research showing that the current global officer shortfall totals some 34,000, and could rise to 83,900 by 2012. He said the skills gap is set to widen, despite the present global economic downturn, because of the huge number of scheduled newbuildings and the continued demand for experienced seafarers to provide shore-based technical support, such as VTS, pilotage and superintendent services. Mr Mitropoulos said the current shortage is one of both quantity and quality, and is threatening to erode safety standards. Gaps in supply are resulting in officers working longer hours and sometimes not taking their leave entitlements, he added. Training periods are being shortened, the IMO leader added, with some officers being promoted without the necessary experience. Some ships are being allowed to sail with fewer crew than required
by safe manning certificates, he said. ‘The cumulative impact of all this can only be detrimental to the quality of service provided,’ the IMO leader warned. ‘Unreasonable demands lead to stress, fatigue and a fall-off in performance. No one is immune, least of all ships’ officers, whose jobs are challenging and demanding enough at the best of times.’ Simply increasing salaries is not enough, Mr Mitropoulos stressed. The industry must address other ‘perceived negatives’ — including a wide range of quality of life issues. A campaign document, issued at the launch, calls on governments and the industry to do all they can to increase the recruitment of new seafarers through such measures as: ✪doing more to make life at sea ‘more akin to life enjoyed by others ashore’, through shorter terms of duty onboard, long-term contracts, more frequent
paid leave, social security, improved communications and internet access, and ‘more humane treatment’ ✪promoting seafaring careers at public events, through the media, and among young people in schools and universities ✪financial support for the establishment and promotion of training institutions ✪considering shore-based education and training as time ‘on duty’ rather than ‘on leave’ ✪encouraging more women to work as seafarers ✪exploring the possibilities for attracting personnel from other professions with links to the shipping industry, by means of bridging courses Cleopatra Doumbia-Henry, director of the ILO’s international labour standards department, stressed the need for governments to adopt the ILO Maritime Labour and Seafarer ID conventions, which would both have a hugely positive effect on conditions at sea.
Seafarer who saved six crew from fire wins IMO award A BRAZILIAN seafarer who risked his own life to save six colleagues after an explosion and fire onboard his ship has been presented with the International Maritime Organisation’s second annual award for exceptional bravery at sea. Rodolpho Fonseca da Silva Rigueira, of the drill ship Noble Roger Eason, was nominated by the Brazilian government for his ‘decisive, selfless action’ in braving extreme temperatures when going to the aid of his shipmates. Mr Rigueira, a subsea engineer, helped to rescue his colleagues after a gas leak, an explosion and a fire onboard the vessel while drilling in the Campos Basin, in November 2007. He said he was proud and honoured to receive the award. ‘As a seafarer, I believe that every one of us can make a difference — every one of us should,’ he added. ‘Whether we make a difference or not depends on the courage to be true to ourselves and the faith to try, for the best interest of others as well as our own.’ Mr Rigueira told the Telegraph he had acted instinctively when he saw his shipmates in trouble. He has served at sea since
2004, and says he loves the job. ‘The salt is in my blood, and even after this incident I just want to keep working at sea,’ he added. Presenting the award, IMO secretarygeneral Efthimios Mitropoulos said Mr Rigueira had displayed ‘extraordinary courage and gallantry’ and he praised all 32 nominees for the award. In circumstances where lives, cargoes and the environment are placed in real jeopardy, many seafarers do things that go far beyond anything that might be expected as part of their normal duties, Mr Mitropoulos added. This was why the IMO had established the award — to ‘honour and pay tribute to heroic men and women, who have all displayed gallantry, valour, courage and dedication to the cause of rescue at sea’. The IMO also presented certificates to ‘highly commended’ nominees including: ✪Coxswain Mark Criddle, from Torbay Lifeboat Station, for courage, leadership and determination in saving eight survivors from the submerged port quarter of the cargoship Ice Prince, under considerable risk to his own life and the lives of his crew ✪six officers and crew of the containership
Horizon Falcon, nominated by the International Transport Workers’ Federation, for skill, perseverance and courage in saving two survivors from the bulk carrier Hai Tong No. 7, in severe weather ✪the crews of the Hunter Region Surf Life Saving Association, Westpac Rescue Helicopter Service, for airlifting 22 crew members from the grounded coal carrier Pasha Bulker in severe weather conditions ✪Chile’s Maritime Rescue Coordination Centre, and others, for ‘exemplary multinational co-operation and coordination’ in the successful search and rescue and anti-pollution operations following the sinking of the cruiseship Explorer, off Antarctica, saving 154 passengers and crew ✪Captain Kyaw Thet Aung, master of the ANL Warringa, for saving 15 lives from the vessel Fitria Persada, at considerable risk to his vessel and crew ✪US Coast Guard Aviation Survival Technician Lawrence Nettles, for courage and perseverance, at severe risk to his own life, in saving the unconscious master of the grounded fishing vessel Alegria in adverse sea conditions
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TOP: Rodolpho Fonseca da Silva Rigueira with his award; BELOW: the fire damage to PICTURES: IMO/BRAZILIAN NAVY the control room of the vessel he was working on
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