The Sea, July/August 2014

www.missiontoseafarers.org themissiontoseafarers @FlyingAngelNews

Issue 230 jul/aug 2014

Shipping: ‘a playground for hackers’

Los artículos en español aparecen en las páginas 6y7 Статьи на русском языке приводятся на стр. 6 и 7

Albedo hostages freed page 2 Changes to MLC 2006 page 3 Filipino officer row continues page 8 The Mission to Seafarers Founded in 1856, and entirely funded by voluntary donations, today’s Mission to Seafarers offers emergency assistance, practical support, and a friendly welcome to crews in 260 ports around the world.

Whether caring for victims of piracy or providing a lifeline to those stranded in foreign ports, we are there for the globe’s 1.5 million merchant seafarers of all ranks, nationalities and beliefs.

The Sea Editor: Michael Keating News: David Hughes The Sea is distributed free to seafarers through chaplains and seafarers’ centres. You can also arrange to receive it regularly at a cost of £3.50 or $5 per year (six issues).

To find out more, contact: Michael Keating, The Sea, The Mission to Seafarers, St Michael Paternoster Royal, College Hill, London, UK EC4R 2RL Tel: +44 20 7248 5202 Email: Michael.Keating@ missiontoseafarers.org www.missiontoseafarers.org Registered charity in England and Wales: 1123613 The Mission to Seafarers Scotland Limited, Registered charity: SC041938

A NEW pay deal for seafarers will see increases for those working on the 6,720 vessels covered by the International Bargaining Forum Framework Agreement, despite it being a “particularly challenging” time for the shipping industry (Photo: Jamie Smith)

A fair wage and fair employment conditions

New pay deal agreed for thousands of seafarers R E P R E S E N TAT I V E S of shipowners and seafarers’ unions have agreed new pay rates for the 121,113 seafarers sailing on the 6,720 vessels covered by the International Bargaining Forum (IBF) Framework Agreement.

Meeting in Indonesia in June, the International Transport Workers’ Federation (ITF) and the shipowners’ Joint Negotiating Group (JNG) completed talks started last October, which were aimed at creating the new IBF Framework Agreement.

The main points of the agreement are: a pay increase of 1 per cent in 2015 and

then increases of 2 per cent in 2016 and 3.5 per cent in 2017 and a minimum10 per cent rebate for owners from the ITF Welfare Fund.

The ITF and the JNG said in a statement that negotiations were “particularly challenging” this year, following the depression of the global shipping market since the last agreement was negotiated in 2011. Both parties acknowledged the need to support the growth of the market, but also acknowledged the need to maintain sustainable and fair employment for the seafarers sailing on JNG vessels worldwide.

The downgrading of the Internationally Recognised Transit Corridor (in the Indian Ocean, Red Sea and Gulf of Aden) to IBF Extended Risk Zone status was also agreed.

All other risk areas were to be maintained as previously agreed. The two sides also agreed on “enhanced welfare support for seafarers”.

Dave Heindel, chair of the ITF Seafarers’ Section, said: “Considerable progress has been made from both parties.

The ITF has understood the challenges facing the JNG members in their ability to afford a pay increase, but it has been important to secure a pay increase for our members,

to ensure a fair wage and conditions of employment.”

JNG chairman, Mr Tsutomu Iizuka, said: “The last eight months of IBF discussions have been tough.

Both sides commenced the progress at different ends of the spectrum, wishing to best represent their respective members. There has been considerable movement on each side.”

The IBF agreement does not affect the pay of seafarers sailing on open registry vessels not represented by the JNG. On these vessels the ITF tries to enforce agreements with a benchmark for an AB of US$1,805 per month.

Mission to Seafarers launches new film in Singapore THE Mission to Seafarers launched a major awareness and fundraising campaign for seafarers in Singapore, at a British High Commission reception in June which featured the first showing of a new film about the Mission’s work worldwide.

The celebratory event, generously supported by lead sponsors, The China Navigation Company and Swire Pacific Offshore, highlighted the need to raise funds for the expansion of vital operations in Singapore.

The Mission’s Secretary General, the Revd Andrew Wright, said: “Seafaring brings with it very particular dangers, challenges and demands, which impact not only on crew but on their families as well. When I was last here, the Mission was dealing with two men who had been airlifted to hospital after a collision. Both men suffered amputated legs and their lives were changed radically forever. The Mission was able www.missiontoseafarers.org

to offer care and support on a daily basis over many weeks.”

The Mission’s new video was filmed in Hong Kong and Tuticorin, India, and describes the core work of compassion and care that the Mission provides in a safe and welcoming “home away from home” for seafarers in distress.

One sad and moving example of this care, which is featured in the film, is the help given by the Mission to a terminally ill Chinese seafarer. Weng Ying had been diagnosed with spinal cancer and was in hospital when the Revd Stephen Miller, senior chaplain and regional director for East Asia, began visiting her. The Mission provided friendship as well as spiritual and financial support for her and her husband, Raja, for over a year until her death.

You can watch the video on the Mission’s website, www.missiontoseafarers.org

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THE shipping industry is highly vulnerable to sabotage by computer hackers and could be the next playground for them, according to an in-depth report by Reuters news agency.

The report warns: “In this internet age, as more devices are hooked up online, so they become more vulnerable to attack. As industries like maritime and energy connect ships, containers and rigs to computer networks, they expose weaknesses that hackers can exploit.”

According to Reuters: “Hackers recently shut down a floating oil rig by tilting it, while another rig was so riddled with computer malware that it took 19 days to make it seaworthy again; Somali pirates help choose their targets by viewing navigational data online, prompting ships to either turn off their navigational devices, or fake the data so it looks like they’re somewhere else; and hackers infiltrated computers connected to the Belgian port of Antwerp, located specific containers, made off with their smuggled drugs and deleted the records.”

‘Something special’ THE 22,496 gt Germany-flagged cruise ship Deutschland, which ran aground in a fjord in Chile in 2012, had been sailing too close to a glacier to give its 213 passengers “something special”, according to a report by accident investigator BSU. The ship was quickly re-floated and suffered no significant damage, but the BSU noted: “The possible consequences of a shipwreck at winter temperatures and far away from any civilisation for the 443 people on board is something one would rather not envisage.”

Investigators said it was unlikely the grounding would have occurred if there had been proper voyage planning, plotting and a route review.

2 the sea jul/aug 14

MPHRP welcomes released crew after piracy ordeal

Seafarer killed in pirate attack gunfight

Albedo crew finally freed

AN Indian seafarer died and two pirates were killed in a gun battle on board the Marshall Islands-flagged products tanker SP Brussels when she was off the Nigerian coast in May. The tanker, with a crew of 17 and two armed guards, was boarded by pirates while sailing from Port Harcourt to Lagos.

The crew retreated to the ship’s citadel while a fire-fight took place but two of them were unable to reach it. The body of one was found later, while the other managed to hide from the pirates and suffered only minor injuries.

The Albedo sank in 2013 and the crew were transferred to another captive vessel, Naham (Photo: EU NAVFOR)

T

HE 11 surviving crew members of the Malaysia-flagged containership Albedo have been released after being held for over three years by Somali pirates. The ship, with 23 crew on board, was hijacked on November 26, 2010 and was effectively abandoned by its owner soon afterwards.

One Indian seafarer died in captivity, seven Pakistani crew members were freed in 2012 and in July 2013 the progressively unseaworthy vessel sank in a heavy storm, with four Sri Lankan seafarers reported missing.

The Maritime Piracy Humanitarian Response Programme (MPHRP) has welcomed the release and its chair, Peter Swift, said: “After 1,288 days in captivity we are delighted for them and their families after the terrible ordeal and hardship that they have suffered.

At the same time our thoughts are also with the family of the Indian seafarer who died in captivity and the families of the four Sri Lankan seafarers who are reported as missing after the vessel sank in July 2013.”

He added that the “generous support of MPHRP’s partners and friends, together with the extensive groundwork and cooperation of the UNODC [UN Office on Drugs and Crime] and others, has helped to facilitate the release of the seven Bangladeshi, two Sri Lankan, one Indian and one Iranian crew members after they had been abandoned by the owner and with no direct support forthcoming from other parties. The efforts of all those involved in securing their release and safe return are greatly appreciated.”

MPHRP acting programme director Hennie La Grange said: “For more than three years MPHRP has been supporting the families of the crew with regular contact and visits, has organised a series of combined and individual counselling sessions in Bangladesh, Sri Lanka and India, and has been providing, together with its partners, financial assistance to help with tuition fees, medicines and other living costs.

“On several occasions the Programme formally appealed to the Somali and international communities to press

the hijackers to release the seafarers on humanitarian grounds.”

The MPHRP met the seafarers when they arrived in Kenya on June 7 and will help them travel home. The Programme’s care for these seafarers and their families was continuing, Mr La Grange said, adding: “Upon repatriation the seafarers will be helped to reunite with their families and to reintegrate in society.

Their complete recovery will entail a return to health after living in squalor for the past three and a half years and a return to gainful employment, hopefully at sea. MPHRP will continue its efforts to facilitate the Albedo crew’s successful rehabilitation.”

Nearly 40 seafarers and fishers are still held hostage in Somalia, all of whom have been held for more than two years, one for over four years.

Mr Swift and Mr La Grange said in a statement that they encouraged “everyone who can do so to work tirelessly for their prompt release and to support and assist them and their families”.

New armed guards training for companies is launched MARITIME distance learning specialist Videotel has produced a new training programme, Working with Maritime Security Guards, in association with insurer Steamship Mutual.

The programme has been developed in conjunction with the Security Association for the Maritime Industry and international shipping industry organisation BIMCO. The company notes that, as part of their anti-piracy measures, many shipping companies now employ armed security guards on vessels that transit pirate waters. According to Videotel it is essential that companies choose the right operators for their requirements and understand how best to work with the security team to ensure maximum efficiency and integration with everyday operations on board ship.

In a statement Videotel says: “It is easy to forget that the use of Private Maritime Security Companies (PMSCs) has only become commonplace in the last few years and that the selection and deployment of armed guards is still an unknown quantity for many operators and crew.”

The programme provides shipping companies and personnel on board ship with guidance on how to engage and work successfully with armed guards, from selecting the PMSC through to the guards’ disembarkation at their deployment’s end. It is a companion programme to Videotel’s Piracy and Armed Robbery, which focuses on piracy prevention.

“It is vital for a company to choose a PMSC that offers

Guards on board go through a drill (Photo: Videotel) highly competent and professionally trained guards who have demonstrable experience in protecting ships against pirate attacks,” explains Nigel Cleave, the company’s CEO. He adds: “Once the guards are on board they must be successfully integrated with the crew on both a personal and a professional level. To reinforce this message we have used firsthand accounts from a company security officer (CSO), a PMSC operations manager and a guards’ team leader in the video.”

The Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia (ReCAAP) said the way the hijacking was carried out was similar to the hijacking of another Thailand-flagged tanker, the Sri Phang Nga, on April 17, when 16 pirates armed with guns and swords boarded the vessel about 18 miles off Tanjung Sedili, Malaysia.

In that case also, the pirates painted over the ship’s name and funnel logo, damaged her communications system, stole the cargo of diesel and then transferred it to another tanker that had come alongside.

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The Filipino master of the 177m Singaporeflagged cargo vessel Lake Triview, has been fined NZ$2,000 by a New Zealand court after an accident in New Zealand’s coastal waters.

Rolando Legaspi pleaded guilty to a charge of failing to notify the relevant authority – Maritime New Zealand – that the vessel had grounded off New Plymouth after dragging her anchor on May 24.

New Zealand law requires incidents to be reported to Maritime New Zealand “as soon as practical” but it was not told of the grounding until May 28.

Crew killed in cargoship incident

Thai tanker hijacked by pirate gang for diesel cargo THE small, Thailand-flagged product tanker, Orapin 4, was hijacked on May 29 on passage from Singapore to Pontianak, Indonesia.

According to press reports she was boarded in the Strait of Malacca by ten pirates armed with guns and knives.

They tied up the crew, destroyed all communications equipment, stole documents and partially painted over the ship’s name, changing it to the Rapi. They then transferred 3,700 tonnes of the cargo of diesel fuel to another tanker.

After stealing the cargo the pirates released the crew and fled.

Fine for not reporting grounding

THREE members of the crew of the 1,815 dwt general cargoship Suntis died after falling ill on board while their ship was berthed at Goole docks, UK. All three of the crew, one German and two Filipinos, were rushed to hospital but died later.

The Mission to Seafarers responded by supporting the remaining crew members. Its Secretary General, the Revd Andrew Wright, said: “Incidents like these often leave the remaining crew shocked or traumatised, and we offer counselling and practical support to crews such as this one in ports around the world every day.”

He went on to say

that “the tragic deaths on the Suntis illustrate clearly the dangers of working at sea. Despite laudable advancements in technology and training over the years, accidents do happen, and in harsh and complex working environments they can cost lives. Unfortunately, for many of the world’s 1.5 million seafarers, danger is often present despite safety measures, training and other precautions.”

Calls for greater lifting appliance safety THE International Cargo Handling Co-ordination Association (ICHCA) has highlighted the hazards of ships’ lifting appliances (SLAs), which have caused many serious accidents.

At a recent joint informal meeting of key industry bodies, the ICHCA urged industry members to help push for international legislation to prevent cargo and equipment damage, injury and loss of life.

The ICHCA’s technical director, Richard Brough, addressed the ongoing campaign to amend the Safety of Life at Sea (SOLAS) Convention to include mandatory classification of SLAs. There is currently no internationally recognised and universally applied legal requirement for ships’ lifting appliances and only some 3 per cent are voluntarily included in classification society requirements by shipowners.

The International Labour Organization’s Convention 152 recommends routine inspection, examination and re-test routines for this type of equipment, but so far the Convention has only been ratified by a small number of States.

Strong wind blows away master’s anchor plans A UK Marine Accident Investigation Branch (MAIB) report into the grounding of the Ro/ Pax ferry, Stena Alegra, at Karlskrona, Sweden in October 2013 says the master anchored without making a full assessment of the risks.

The wind was stronger than forecast, the vessel started to drag her anchor and the crew were unable to stop her going aground.

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jul/aug 14 the sea 3

MLC 2006 amendments will ‘protect’ abandoned seafarers Seafarer by providing new financial safeguards sues cruise

Abandonment changes made to MLC 2006

company

The changes aim to prevent abandonment from trapping seafarers on ‘dead ships’ (Photo: The Mission to Seafarers)

T

HE first changes to the International Labour Organization’s (ILO) Maritime Labour Convention 2006 (MLC 2006) will protect abandoned seafarers and provide financial security for compensation in cases of death and long-term disability due to occupational injury or hazard.

Over 300 representatives of seafarers, shipowners and governments, meeting at the ILO headquarters in Geneva, accepted the changes.

The changes establish binding requirements on shipowners to have in place arrangements to provide the necessary financial security to cover the abandonment, as well as the death or the long-term disability of seafarers due to occupational injury and hazard.

Ships will be required to carry certificates or other documents to establish that

financial security exists to protect seafarers working on board. Failure to provide this protection may mean that a ship can be detained in a port.

“These standards will provide relief and peace of mind to abandoned seafarers and their families wherever they may be,” said Cleopatra Doumbia-Henry, director of the ILO Labour Standards Department.

The ILO Maritime Labour Convention 2006 came into force on August 20, 2013.

57 ILO member states have ratified the Convention. The ILO’s Abandonment of Seafarers Database lists 159 abandoned merchant ships. Some of these cases date back to 2006, and are still listed as unresolved.

“The new measures will guarantee that seafarers are not abandoned, alone and legally adrift for months on end,”

Ms Doumbia-Henry said. “They also clearly make flag states responsible for the cost of abandonment, and claims for death and long-term disability due to occupational injury and hazards.”

A further set of amendments was also voted on, regarding shipowners’ liability to ensure financial security is provided, certified and inspected, to deal with contractual claims as quickly as possible.

The Revd Canon Ken Peters, director of justice and public affairs at The Mission to Seafarers, said: “It shows that governments, shipowners and seafarers’ representatives realise that seafarers must not be left without repatriation.

“The Mission to Seafarers will continue to organise the provision of the basic necessities of life to those that are relying on us, knowing that repatriation is in sight.”

A POLISH seafarer is claiming US$271 million in damages from Royal Caribbean Cruises and several other companies in a US court, according to shipping newspaper Tradewinds.

The suit was filed in Fort Lauderdale, Florida, Andrezej Tarasewicz had been working on the 3,634-berth Liberty of the Seas as part of a pilot programme to install – without dry-docking – scrubbers aimed at meeting increasingly stringent emissions regulations.

He claims this meant being “repeatedly exposed to toxic and hazardous chemicals and crippling temperatures” and alleges that he suffered a “massive ischemic stroke” in mid-December 2012 that was misdiagnosed by the ship’s doctor. He was taken to hospital and remained unconscious until January 2013.

UK-based AMT Marine & Industrial Engineering employed Tarasewicz as a subcontractor to work on the ship. It says the company offered him emergency air repatriation to Poland, where he would be covered by his wife’s medical insurance policy, but this was refused.

US rejects Jones Act stress Mission supports Sewol passengers and crew members claim

THE Mission to Seafarers chaplain in Pusan South Korea, the Revd Simon Ro, was a leading member of one of the first emergency support teams to reach Paengmok Port, Jindo, following the sinking on April 16 of the ferry, Sewol, which killed 302 people, the majority being high school students. A further 90 passengers are still missing.

Mr Ro was recently elected president of the Pusan Christian Maritime Association (PUCMA), which includes seven different maritime ministry organisations, and when the news first broke about the tragedy unfolding at sea, a team from PUCMA immediately arranged to travel to Jindo to help passengers and crew who survived and to offer support to bereaved families.

Speaking in early May, Mr Ro said: “We are still in shock over the ferry A mourner looks out to sea in Jindo, South Korea (Photo: Reuters) Sewol disaster since the ship sank on April 16. It is very sad that the captain to Hankuk Hospital in Mokpo to support. Our thoughts are with all the and 22 crew members have been at support the family of the 22-year-old families who have lost loved ones.” the centre of public uproar for having female crew member, Park Ji-Young, Seafarers’ union Nautilus allegedly been among the first to be who died trying to save students International has described the rescued. Some of the crew have been trapped on board. The team also went treatment of the Sewol master and crew arrested and we are all very concerned to Jindo Gymnasium, which had been as “shocking”. for them and their families.” turned into a temporary rescue centre, It has written to the International He added: “I hope that this tragedy to be with the families of those who Maritime Organization (IMO) and the enables the government and all the had died.

South Korean embassy in London to shipping agencies and industries in The Revd Andrew Wright, Secretary raise concerns about the “worrying Korea to re-evaluate their plans for General of The Mission to Seafarers, way in which the ship’s master and seafarer and passenger safety.” said: “A major disaster of this nature, crew were criminalised within days of The PUCMA chaplaincy team particularly involving the very tragic the disaster”. arrived in Paengmok Port on April loss of young lives, is extremely The union has highlighted 18, from Pusan where they are based, traumatic for families and they need as comments that were reportedly made to provide people waiting for news of much help as possible. I am so grateful

by South Korea’s president, Park Geuntheir lost loved ones, with counselling, that PUCMA were able to get down Hye, describing the actions of the comfort and spiritual support. to the port to offer their considerable master and some crew as “tantamount On the way to the port they went expertise in trauma counselling and to murder”. 评论? 质问? 给我们发送电子邮件! themissiontoseafarers

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A US appeal court has dismissed a claim made under the country’s Jones Act. A seafarer had launched a claim for injuries allegedly incurred due to excessive work hours and an erratic sleep schedule.

However, the court found that the Act only covered physical injuries caused by excessive work hours and an erratic sleep schedule, and not work-related stress.

Hold falls ‘avoidable deaths’ alert A MALTESE investigation into a collision between two small dry cargoships, the Malta-registered Katre and the Netherlands-flagged Statengracht, has found that fatigue “could have been a factor” in the collision.

The Katre’s chief had failed to get the required 77 hours of rest in the seven days before

the accident, while the ship’s master and mate had been working a six-on/six-off watch pattern.

They had also been performing additional tasks as well as the bridge watches.

The combination of these factors could have led to the collision.

The inquiry said the workload was “overwhelming and rather physically impossible to perform while maintaining the required hours of work and rest”.

Pilot ladder accident THE Australian Transport Safety Bureau (ATSB) has highlighted the dangers of using pilot ladders.

The warning came as the ATSB completed an investigation into a fatal fall from the pilot ladder on the bulk carrier Atlantic Princess at Whyalla, South Australia on July 3, 2013.

The ship was at anchor, loading a cargo from an offshore trans-shipment barge at the time of the accident.

Although the ladder was properly rigged the person involved was not experienced in using a pilot ladder and he slipped and fell on to the deck of the pilot boat. He later died from his injuries.

The ship’s manager has since circulated new guidance to its ships and crews to help prevent similar accidents occurring.

Investigation under way after Hong Kong accident ONLY one member of the 12-strong crew of the Chinese cargoship Zhong Xing 2 survived when she was in collision with the 6,700 teu containership MOL Motivator off Hong Kong on May 5.

The Zhong Xing 2 sunk after the collision.

The sole surviving seafarer was rescued thanks to a nearby fishing vessel.

It is thought that the ship’s crew were trapped inside after the collision, preventing them from abandoning the vessel in time.

Low visibility and heavy rain may have also impaired the subsequent rescue opertation.

An oil slick was reported at the scene of the cargoship’s sinking.

An investigation is under way.

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4 the sea jul/aug 14

MICHAEL GREY

NEWS

Dutch successfully sniff out sulphur AN electronic ‘sniffer’ that can analyse sulphur levels in funnel emissions from passing vessels is now in operation at the Hook of Holland, in the Netherlands.

It was installed in late May and already the equipment, still in its testing phase, has detected a vessel apparently burning 2 per cent sulphur fuel, way above the 1 per cent maximum currently allowed in the North Sea Emission Control Area. The equipment, intended to replace random testing, will be central to the country’s

enforcement of emissions controls.

According to Meindert Vink, from the country’s Ministry of Infrastructure and the Environment, the vessel was subsequently boarded and the fuel in use found to have a sulphur content of 2.53 per cent.

He added that there were proposals to install similar detectors at Amsterdam and Vlissingen.

He also said aircraft were increasingly being used to detect the use of non-compliant fuel by vessels when at sea.

Evergreen fined over bunker spill

The Ever Sigma being towed into port (Photo: Evergreen) EVERGREEN Marine, which operates the UK-registered containership Ever Sigma, has been ordered to pay £17,311.01 for spilling just under a tonne of heavy fuel oil into the sea.

The ship was on passage from Greece to the Netherlands when 700 litres of heavy fuel oil went overboard, according to a UK Maritime and Coastguard Agency (MCA) statement.

The MCA says the incident occurred when the chief engineer carried out an internal transfer of heavy fuel oil, using

two pumps. It was not preheated and the vessel’s master was not informed.

An alarm sounded when the tank was 69 per cent full, but the use of two pumps continued for another hour, by which time the tank was 85 per cent full.

The ship’s bosun noticed heavy fuel oil spilling on to the deck through an air pipe.

By pumping cold heavy fuel oil with two pumps, the engineers had over-pressurised the tank, forcing the fuel out through an air pipe. Clean-up operations

took nine hours, but some heavy fuel oil had spilled overboard off Kalamata, Greece.

The Ever Sigma reported the incident about 27 hours later to the Italian authorities.

The ship was advised by the Italian Coastguard to report the incident to Greece. This was done, and on arrival in Rotterdam, the vessel was inspected by Dutch officials who conducted their own investigation. Information was passed to the UK as flag state to ultimately deal with the matter.

UK recommends two watchkeeper plan

Seafaring:

Many people sign up to a life on next? Michael Grey has some a

T

HE shipping industry perpetually seems to be on the move from feast to famine, a volatile sector in which the supply of ships rarely seems to be in sync with the demand for them. It also seems constantly to be worrying about its manpower problems, wondering why people don’t seem to find seafaring attractive, and where the “next generation” is to come from.

It hasn’t helped that those trying to recruit seafarers have suggested to potential recruits that going to sea is a job for life, when the reality is that most people will leave the sea long before retirement. True, some people will be happy to stay at sea for decades because they enjoy the job and are happy afloat, but they are a minority, and it would not hurt to be more honest about the fact that life at sea is more often a phase in a career that will see many people progress into shore-side roles. Often these will be in another important part of the maritime industry and it will be obviously good if they can build on their sea skills in their new career.

Any seafarer will be alert to the huge range of opportunities that there are in the maritime “infrastructure” ashore. They will also be aware that many of these roles will require their professional skills.

The offshore industry, port construction and the dredging sector all employ seafarers who probably qualified in the deep sea trades or sailed first in conventional ships. The ferry sector is an admirable move for people who would rather not sail on long voyages and will appreciate the regularity of the business. Pilotage is a sizeable sector, for those with the necessary skills and who enjoy the technicalities of handling and manoeuvring ships.

The marine departments of ports are employers of suitably qualified seafarers who work as harbourmasters, in VTS operations and other roles in connection with the operation of ports and harbours. Since the advent of port state control, the maritime authorities have an enhanced responsibility for the inspection of visiting ships with inspectors and surveyors employed, often in considera-

ble numbers, by departments.

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CARLY FIELDS

Make that call

Carly Fields speaks to satellite commun communicate with the outside world wh

W

The watchkeepers’ fatigue contributed to the grounding (Photo: Jamie Smith) THE UK Marine Accident Investigation Branch (MAIB) has recommended that the country’s Maritime and Coastguard Agency (MCA) works with the European Commission and EU member states to put a joint proposal to the International Maritime Organization that vessels on shortsea trades carry a minimum of two navigational watchkeepers in addition to the master.

The move follows an investigation into the grounding of the dry cargo vessel Danio in an environmentally sensitive area off the UK’s Northumberland

coast.

Bridge watches were being kept by the master and mate.

The mate, who was on watch at the time, was asleep for more than three hours before the vessel ran aground on rocks underneath the Farne Island lighthouse. No lookout was posted and the bridge watch alarm was turned off.

According to the MAIB report, the mate had worked 17 hours in the previous port and was likely to have been suffering from cumulative fatigue. The records of Danio’s hours of work and rest had been falsified.

If the MCA take up the

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MAIB’s recommendation, it will be the second attempt to secure an international mandate for a minimum of three watchkeepers on commercially operated cargo vessels. The UK put forward similar proposals following the MAIB’s 2004 Bridge Watchkeeping Safety Study, but it received insufficient support.

Meanwhile, in a prosecution mounted by the MCA, the Danio’s owners, German-based, German firm Cux Ship Management, has been ordered to pay nearly £73,000 in fines and costs for failing to keep a proper lookout.

HILE they have undoubtedly come a long way, communications systems on board ships still seem positively archaic compared to the 100+ megabyte speed, fibre optic connections that we take for granted onshore.

But there’s an evolution taking place in satcoms that could make all the difference to often isolated seafarers. The new trend that is getting savvy crew hot under the collar is Bring your own Device (BYOD).

In layman’s terms this is simply allowing crew to use their own means of communication on board to connect up to the ship’s system. Say goodbye to a crew PC for shared internet use. Say hello to Wi-Fi from your laptop, your tablet or your smartphone.

“BYOD is going to be a game-changer in how crews communicate from on board vessels,” Tore Morten Olsen, head of Maritime Satcoms in Airbus Defence and Space, explains to The Sea. “An ‘off the shelf’ solution providing Wi-Fi and apps is now available so officers and ratings can access the internet and call via VoIP from their smartphones and tablets. It’s never been easier and more flexible for crew to stay in touch with family and friends.”

Left: Communications developments may Right: Tore Morten Olsen, head of maritim Good communications tools can be the difference between a happy and a disgruntled crew. But while connectivity will be vastly improved with BYOD, at its basic level satcoms’ features remain unchanged. Coverage is still critical: if there’s limited or no coverage in the geographical area, it won’t work, regardless of the means of connection. This is not normally

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jul/aug 14 the sea 5

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Many seafarers look to move from ship to shore as their careers progress and time passes (Photo: Lloyd’s List)

mpanies are of former seaber of different erintendency ment. Large p management de their fleets ent units of ips, each of upy the attentechnical mananised shipping

companies have traditionally “talent spotted” their next generation of superintendents or managers from their fleet.

The point is that this maritime infrastructure ashore does offer a lot of opportunity for career moves within the maritime industry and sensible people will bear this in mind.

Ideally, those doing the initial recruiting for jobs afloat will

be honest about the realities and talk about these post-sea opportunities, which ought to make a seagoing career even more attractive.

It is also a sensible strategy for seafarers to keep their minds open about the various career moves they can make and to be aware of other people’s jobs in this big and important industrial sector.

It is far better to have some ideas about what further career moves are possible from one’s earliest time at sea, rather than to be frantically looking around for shore side employment when one’s circumstances have changed, or when it’s almost too late and you find that the attraction of a life at sea has diminished.

Talk to people who you

might meet when they come aboard your ship and watch how they do their jobs, whether it is the pilot who has brought you alongside, or surveyors you might be accompanying as they inspect the ship or cargo. What is the job like? What are the additional qualities and qualifications you might need? What are the prospects? Where might such a

career-change lead?

Stay alert to the opportunities, bearing in mind that maritime qualifications, while they might not open all doors, are international, in what is a very global industry.

It is also worth remembering that the grass is not always greener and that there will be costs attached to any shoreside move. A seafarer may be able to live anywhere – the shore job will require a move to commuting distance from a new employer, which may involve much more expense.

The 24/7 shipboard life might seem tedious, but there are the long leaves too, which will not be the case in a shore-side job. There will be new skills to learn and perhaps more qualifications to earn.

But all of this might be thought of as opportunity, while any honest appraisal of the maritime industry career possibilities ought to show that there is rather more to maritime life than is to be discovered aboard ship, and that seafaring can be a first step that will lead to other attractive career options.

l, Captain

nications provider Airbus about a ‘game-changer’ in the way seafarers can hile still on board their ships

put an end to waiting for seafarers’ centres to get online (Photo: Adam Hollingworth) me satcoms at Airbus Defence and Space (Photo: Airbus Defence and Space)

blem, though, as all commerailing routes have very small ure terminals (VSAT) coverand many ships also have an nd back-up system. and refers to the radio frecies used to and from the ite. There’s a choice of L-band frequencies in the 1-2 GHz , Ku-band using frequencies een 12-18 GHz, and Ka-band

using frequencies in the 26.5-40 GHz segment of the spectrum.

There’s little ratings and officers can do to influence the coverage or the band, but there are other important features which can be moulded further down the chain.

“Bandwidth and data throughput speeds indicate what can be transmitted via the satellite connection and how long data

transfers will take,” explains Mr Olsen. “You make a crew of 20 people happier if you give them a huge cake that can be divided into one decent piece per crew member, compared to if the cake isn’t large enough to feed them all.

“The same logic goes for bandwidth. If a ship owner wants to allow for crew internet access, it requires more bandwidth. Essen-

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tially, the more a ship owner wants to make use of data and voice connectivity, the more bandwidth/ throughput is normally needed.”

Typically, the choice of satcoms systems and features are decided by the shipowner or manager sitting in an office onshore, but it’s often the ratings and officers onboard that are the beneficiaries – or not – of systems selected by the ‘blind’ onshore team. Therefore, there can be a benefit to seafarers in taking a greater interest in satcoms choices. If better informed ratings and officers report back to the onshore link about the pros and cons of the existing satcoms system, they can be more instrumental in any future communications decisions.

So are all systems the same?

“You could say a megabyte of data is the same regardless of what kind of system is used to transmit it from A to B,” says Mr Olsen.

“But there are different technologies being used, different satellites, different modems and different frequencies, which all play a role in terms of performance.”

Some frequency bands are more resilient to rain than others, so if you operate in a region prone to wet weather, correct band selection is important, as it is if your sailing pattern regularly takes you through monsoon-affected seas.

“It’s most important for the end user is to choose a provider that offers the full product spectrum in order to be sure to get objective advice on which technology will suit each shipowner out there.”

Satcoms systems can bring benefits beyond improved ship to shore contact. “Anti-piracy is one example, and weather forecasting is of huge importance when calculating optimised sailing routes, and another example is port planning.”

There’s a safety angle too: satcoms are a key part of IMO’s Global Maritime Distress and Safety System – which requires that alerts are able to be made thousands of miles out at sea – and the International Ship and Port Facility Security Code’s Ship Security Alert System.

Better systems can therefore offer crews better protection from risks while they are out at sea.

Satcoms also have a broader role outside the maritime industry.

“In humanitarian situations the need to communicate with the outside world is enormous, but using imagery can provide knowledge to understand the situation better,” says Mr Olsen.

“For border security, satellites are also used to a large extent as an extra surveillance measurement combined with guards, radars and physical obstacles.”

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6 the sea jul/aug 14

JUSTICE MATTERS  BY DOUGLAS STEVENSON

United States visas for seafarers – how to get one SHORE leave is necessary to a seafarer’s emotional, spiritual, and physical wellbeing. It is a basic right that is important for both seafarers’ health and for safe and efficient vessel operations.

Shore leave should not be denied except for very compelling reasons.

For several years, the Seamen’s Church Institute of NY & NJ has conducted surveys of seafarers’ shore leave in US ports.

The data from the surveys revealed that about 10 per cent of seafarers arriving at United States ports were denied shore leave.

The overwhelming reason (about 90 per cent) for the shore leave denials was that foreign seafarers did not have a valid US visa. The Maritime Labour Convention 2006 (MLC 2006), which requires, in Standard A.1.4.5(b), shipowners to pay for seafarers’ visas does not appear to have reduced the percentage of seafarers who do not have visas.

With very few exceptions, the US requires foreign crewmembers on vessels (and aircraft) arriving at US ports to have a crewmember D visa as a condition of shore leave. This is so even for seafarers from visa waiver countries and those who have other kinds of visas. D-1 visas are for seafarers who depart the US on the same vessel on which they arrived. D-2 visas are for seafarers who sign off their ship while in the US and depart on another conveyance. Seafarers who travel to the US to join

their vessel must have C-1 transit visas.

The Immigration and Nationality Act of 1952 created US crewmember D visas. It requires foreign persons “serving in any capacity on board a vessel or aircraft” to obtain a D visa to temporarily enter the US. In creating the D visa, Congress recognised the importance of seafarers’ shore leave to international commerce and wanted to remove unnecessary barriers to their temporary entry into the US. But, at the same time, Congress was also concerned about foreign seafarers using their status to illegally remain in the US. How to apply for a crewmember visa: 1. Fill out an application. If you plan to meet your ship in the US it is best to apply for a combination C-1/D visa. You can apply for a US crewmember visa by completing an Online Nonimmigrant Visa Application (form DS-160) at: https://ceac. state.gov/genniv/. As part of the application, you must upload a recent photograph. Be sure to print the confirmation page.

You will need it for your interview.

2. Pay the application fee. The current application fee is US$160. Visas are valid for up to 10 years depending on

reciprocity with your country. The online application procedure provides several ways to pay the fee, including in local currencies. The fee is non-refundable. Remember that the MLC 2006 requires shipowners to pay visa fees.

3. Schedule your appointment. Although you may schedule your visa interview at any US embassy or consulate, it might be easier to qualify for a visa in the country where you live. The US embassy or consulate you select for your interview must be the same one you chose at the beginning of the online application. Waiting times for visa interview appointments vary from place to place, but crewmember visa applicants are given priority over other non-immigrant visa applicants.

4. Visit the embassy or consulate on the date and time of your scheduled interview. You should bring with you a copy of your appointment letter, your DS-160 confirmation page, and your current and all old passports. Check the embassy’s or consulate’s website to see if they require additional documentation.

Detailed instructions for seafarers applying for crewmember visas can be found at: www.seamenschurch.org/us-d-visa

Visados a Estados Unidos para marinos - explicados LOS permisos en tierra son necesarios para el bienestar emocional, espiritual y físico de los marinos. Son un derecho básico de gran importancia tanto para la salud de los marinos como para que el funcionamiento del buque sea seguro y eficiente. Ese es el motivo por el que no deben denegarse, salvo que existan razones de peso para ello.

El Seamen’s Church Institute de Nueva York y Nueva Jersey lleva varios años realizando encuestas sobre los permisos en tierra de los marinos en los puertos de Estados Unidos. Los datos recogidos a través de las encuestas revelaron que el permiso en tierra se denegaba a aproximadamente el 10 por ciento de los marinos que llegaban a los puertos de Estados Unidos. El principal motivo con mucho (en torno al 90 por ciento) para denegar este permiso era que los marinos extranjeros no disponían de un visado válido para entrar en Estados Unidos.

El Convenio sobre el Trabajo Marítimo de 2006 (CTM, 2006), que en su cláusula A.1.4.5(b) requiere que los armadores asuman el pago de los visados de los marinos, no parece que haya reducido el porcentaje de marinos carentes de visado.

Con muy pocas excepciones, Estados Unidos requiere que todos los miembros de tripulaciones

extranjeras que lleguen a bordo de buques (y aeronaves) a puertos de Estados Unidos dispongan de un visado tipo D de tripulante como condición para bajar a tierra.

Esta condición es exigible incluso a marinos procedentes de países que están acogidos al programa de exención de visado, así como a aquellos que disponen de otros tipos de visado. Los visados D-1 se expiden a los marinos que salen de Estados Unidos en el mismo buque en que llegaron. Los visados D-2 se expiden a marinos que se dan de baja en el buque al que pertenecen durante su estancia en Estados Unidos y salen de país utilizando otro medio de transporte. Los marinos que viajan a Estados Unidos para incorporarse a la tripulación de un buque deben disponer de un visado de tránsito C-1.

La Ley de Inmigración y Naturalización de 1952 creó los visados estadounidenses tipo D para tripulantes. Dicha ley requiere que las personas extranjeras que “desempeñen cualquier labor a bordo de un buque o aeronave” obtengan un visado tipo D para entrar temporalmente en Estados Unidos. Con la creación del visado tipo D, el Congreso estadounidense reconocía la importancia que tienen los permisos en tierra de los marinos para el comercio internacional, así como su deseo de eliminar obstáculos innecesarios para

la entrada temporal en el país.

No obstante, el Congreso mostraba también, al mismo tiempo, su preocupación ante el hecho de que los marinos extranjeros utilizasen su estatus para permanecer de forma ilegal en Estados Unidos.

Cómo solicitar un visado de tripulante: 1. Cumplimente la solicitud.

Si su intención en incorporarse a la tripulación del buque en Estados Unidos, lo mejor es que solicite un visado combinado C-1/D. Puede solicitar un visado de tripulante cumplimentando la Solicitud Online de Visado de No Inmigrante (formulario de solicitud DS-160) en: https://ceac.state.gov/ genniv/. Como parte de la solicitud, deberá enviar una fotografía reciente. No se olvide de imprimir la página de confirmación; la necesitará para la entrevista.

2. Pague la tasa de solicitud.

En la actualidad la tasa de solicitud de visado es de 160 dólares estadounidenses. Los visados tienen una validez de hasta 10 años, dependiendo del acuerdo de reciprocidad con su país. El proceso de solicitud online permite realizar el pago de la tasa de diversos modos, incluido en monedas locales. La tasa no es reembolsable. Recuerde

que el CTM de 2006 requiere que el armador se haga cargo del pago de las tasas de los visados.

3. Concierte una cita.

Aunque puede concertar una cita para la entrevista de obtención de visado en cualquier embajada o consulado estadounidense, le resultará más fácil obtener el visado en su país de residencia.

La embajada o consulado de Estados Unidos que seleccione para la entrevista debe ser el mismo que indicó al comienzo de la solicitud online. El tiempo de espera para la cita de la entrevista varía de un lugar a otro, pero los visados de tripulante tienen prioridad sobre otras solicitudes de visado de no inmigrantes.

4. Acuda a la embajada o consulado en la fecha y a la hora que le hayan dado cita para la entrevista.

Deberá traer una copia de la carta confirmando la cita, la página de confirmación DS-160, su pasaporte actual y todos sus pasaportes antiguos.

Consulte la página web de la embajada o consulado para ver si se requiere otra documentación adicional.

Encontrará instrucciones detalladas para los marinos que necesiten solicitar visados de tripulante en: www.seamenschurch.org/ us-d-visa

Визы Соединенных Штатов Америки для моряков Увольнения на берег необходимы для эмоционального, духовного и физического благополучия моряка. Основным правилом является то, что это важно, как для здоровья моряка, так и для безопасной и эффективной работы судна. В увольнении на берег не должно быть отказано, за исключением очень веских причин. На протяжении нескольких лет Центр по правам моряков Seamen’s Church Institute (SCI) of NY & NJ проводит изучение увольнений моряков на берег в портах США. По данным исследования около 10 процентов моряков, прибывших в порты Соединенных штатов, получили отказ в увольнении на берег. В подавляющем большинстве случаев (около 90 процентов) причиной отказа в предоставлении увольнения на берег являлось отсутствие у моряков действительной визы США. Конвенция о труде в морском судоходстве 2006 года (КТМС), требующая в соответствии со Стандартом A.1.4.5(b) оплаты виз моряков судовладельцами, по всей видимости, не уменьшила процент моряков, не имеющих виз. За очень небольшим исключением, США для разрешения увольнения на берег требует от иностранных членов экипажа, прибывающих в порты США на морских (и воздушных) судах, наличия визы для членов экипажа (виза типа D). Это распространяется даже на моряков тех стран, в которых действует программа безвизового въезда, и на имеющих другие типы виз. Виза типа D-1 предназначена для моряков, покидающих США на том же судне, на котором они прибыли в страну. Виза типа D-2 предназначена для моряков, списывающихся со своих кораблей во время нахождения в США и покидающих страну другим видом

транспорта. Моряки, приезжающие в США для того, чтобы приступить к работе на своем судне, должны иметь транзитную визу типа C-1.Закон об иммиграции и гражданстве (Immigration and Nationality Act) 1952 года послужил предпосылкой создания виз для членов экипажа типа D. Он требует от иностранных граждан «служащих в любом качестве на борту морского или воздушного судна» получения визы типа D для временного въезда в США. Созданием визы типа D Конгресс признал важность увольнений на берег для международной торговли и постарался устранить излишние препятствия временному въезду на территорию США. Но в то же время Конгресс был озабочен проблемой использования иностранными моряками своего статуса для того, чтобы нелегально остаться на территории США. Как подать заявление на визу члена экипажа: 1. Заполните форму заявления. Если вы планируете встретить свое судно в США, лучше подать заявление на комбинированную визу типа C-1/D. Вы можете подать заявление на визу члена экипажа для въезда в США заполнив электронную форму заявления на неиммиграционную визу (Online Nonimmigrant Visa Application (форма DS-160) на: https://ceac.state.gov/genniv/. При подаче заявления необходимо загрузить свою недавнюю фотографию. Обязательно распечатайте страницу подтверждения. Она понадобится вам для собеседования.

2. Оплатите консульский сбор. В настоящее время он составляет US$160. Визы действительны на период до 10 лет в

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зависимости от взаимоотношений с вашей страной. Процедура подачи заявления в электронной форме предусматривает несколько способов оплаты консульского сбора, включая оплату в местной валюте. Консульский сбор не подлежит возврату. Помните о том, что в соответствии с КТМС 2006 года оплачивать консульский сбор обязаны судовладельцы.

3. Согласуйте дату вашего собеседования. Несмотря на то, что собеседование вы можете проходить в любом консульстве или посольстве США, все же проще получить визу при прохождении собеседования в стране вашего проживания. Выбранное вами для собеседования посольство или консульство США должно быть тем же самым, что указано в начале вашего электронного заявления. Время ожидания собеседования для получения визы может различаться, тем не менее заявления на визу для члена экипажа рассматриваются быстрее, чем другие заявления на неиммиграционные визы.

4. Пройдите собеседование в консульстве или посольстве США в назначенное время. С собой необходимо иметь копию вашего приказа о назначении, страницу подтверждения формы DS-160 и ваш текущий и все старые паспорта. На сайте посольства или консульства США проверьте не потребуются ли вам дополнительные документы. С подробными инструкциями для моряков, подающих заявление на визу для члена экипажа можно ознакомиться здесь: http://www. seamenschurch.org/us-d-visa

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jul/aug 14 the sea 7

FOCUS ON FAITH  BY KEN PETERS

At times of media speculation and reflection: the Glory without the glamour AS IS so often the case, it is the people who obviously hold positions of great responsibility that are the subject of public acclaim or derision. The world of shipping is no different, and for those who have significant authority, much responsibility is required of them.

All too often this comes to the public attention when there are high-profile casualties. Recently the Costa Concordia and the Sewol come to mind as examples of when professional seafarers are vilified by the press and the general public through various forms of print and social media. Behind the headlines however, there are the unsung stories of bravery in the face of disaster and heroism where even greater disaster would have prevailed if it were not for the professionalism and hard work of seafarers. Unfortunately, these acts of sacrifice do not draw so much attention of the media largely because good news does not sell.

I have had the privilege of working in all departments on board ship. I have witnessed the essential work of the donkey man-greaser, the oiler-wiper, the mess man and a variety of other positions that are not accompanied by the popular glamour of being a master on board a large and flashy cruise liner. Whilst there were the obvious responsibilities of the senior officers, there were also the not-so-obvious ones of those who did not share in the prestige of senior command.

The essence of service is that in whatever role we serve, we should excel. Without the diligence of the oiler wiper the working environment on board ship would be so much more hazardous and the incidence of slips, trips and falls with the consequent injuries would be more numerous and serious.

The ship’s cook needs to pay attention to all of the galley hygiene and the clean preparation of food, the navigating officers must ensure safe passage – all need to attend to their duties with diligence. Pride in one’s work is essential if the outcome is to be of value. If it does not speak of our professionalism, if it is not worthy of an offering to our colleagues, it falls short and is of so much less value.

The same is true of the time we give to God. Time given directly to God in quiet contemplation or in the excitement of worship needs to be of quality. Do we give of our very best?

Is our offering the very best we can achieve? There will not be the obvious acclimation of many, but what people see of our devotion to our faith will be noted. It may not be commented on and there will be no public reward or great display of admiration. People may not want to take on our position of faith and it may not be seen as necessarily attractive, but the underlying quality is one that speaks of strength, commitment and devotion. As in work, in faith we are called upon to do our very best.

La gloria sin el glamour COMO suele ocurrir con frecuencia, son las personas que ocupan cargos de gran responsabilidad las que se ven sujetas al elogio o al ridículo público.

El mundo de la navegación no es diferente, y a aquellos que ostentan un grado de autoridad importante, se les exige mucha responsabilidad. Esto llega a menudo a oídos del público, cuando se producen accidentes destacados con víctimas mortales. Se me ocurren casos recientes, como los del Costa Concordia y el Sewol, en los que marinos profesionales han sido vilipendiados por la prensa y el público en general a través de diversas formas impresas y medios sociales. Detrás de los titulares, sin embargo, se ocultan historias ignoradas de valentía ante el desastre y de heroísmo a la hora de prevenir un desastre que hubiese sido aun mayor de no haber sido por la profesionalidad y el esfuerzo de los marinos. Lamentablemente, estos actos de sacrificio no atraen demasiada atención de los medios de comunicación, principalmente porque las buenas noticias no venden tanto como las malas.

He tenido el honor de trabajar en todos los departamentos de a bordo. He sido testigo de lo esencial que es la labor de los engrasadores, los limpiadores de derrames de aceite, los camareros y muchos otros puestos que no van acompañados del glamour que conlleva ser oficial de un elegante crucero.

Si bien los oficiales superiores tienen obligaciones obvias, también están las obligaciones no tan obvias de aquellos que no comparten el prestigio de ocupar un puesto de mando.

La esencia del servicio es que, independientemente del

puesto en que se sirva, la persona debe esforzarse al máximo en cumplir su labor con brillantez. Sin la diligencia del limpiador de derrames de aceite, por ejemplo, las condiciones de trabajo a bordo serían mucho más peligrosas y el número de resbalones, traspiés y caídas – con sus consecuentes lesiones – sería mucho más elevado y serio. El cocinero debe prestar atención a todas las cuestiones de higiene en la cocina y de limpieza en la preparación y manipulación de alimentos; el oficial de navegación debe garantizar un pasaje seguro; es decir, todos deben cumplir sus obligaciones con diligencia.

El orgullo por el trabajo bien hecho es algo esencial para que éste sea de valor. Si el trabajo no demuestra nuestra profesionalidad, si no es digno de ser ofrecido a nuestros compañeros, entonces será mediocre y mucho menos valioso.

Eso mismo es aplicable al tiempo que dedicamos al Señor.

El tiempo que pasamos en tranquila contemplación o participando de forma activa en los ritos religiosos debe ser de calidad. ¿Nos esforzamos realmente en conseguirlo? ¿Ponemos todo nuestro empeño en ello? Puede que no despertemos las simpatías de muchos, pero la gente notará la devoción que sentimos por nuestra fe. Puede que no se comente, que no recibamos reconocimiento público o grandes muestras de admiración. Puede que no quieran adoptar nuestra actitud ante la fe, por no considerarla necesariamente atractiva, pero la cualidad subyacente demuestra fortaleza, compromiso y devoción. Al igual que en el trabajo, en la fe también debemos poner todo nuestro empeño.

Слава без глянца В жизни чаще всего происходит так, что люди, находящиеся в положении, требующем высокой ответственности, получают либо всеобщее признание, либо всеобщую неприязнь. Мир торгового судоходства в этом смысле ничем не отличается, и те, кто обличен значительной властью, несут огромную ответственность. Зачастую общественность обращает на это внимание лишь тогда, когда случаются получающие широкую огласку катастрофы. В последнее время в качестве примеров того, как профессиональные моряки очерняются прессой и широкой общественностью в разнообразных средствах массовой информации и социальных сетях, сразу же вспоминаются «Коста Конкордия» и «Севол». Но за газетными заголовками кроются никому не известные проявления храбрости и героизма, профессионализм и тяжкий труд моряков, предотвратившие возможно еще более страшные бедствия. К сожалению, эти акты самопожертвования не привлекают такого пристального внимания СМИ, потому что хорошие новости не продаются. Мне посчастливилось работать во всех отделениях на борту корабля. Я был свидетелем работы кочегаров, мотористов, помощников по кухне и представителей множества других профессий, не окруженных ореолом блеска капитанской позиции на борту большого и пафосного круизного лайнера, но жизненно необходимых для любого судна. В то время как существуют понятные всем обязанности старших офицеров, существуют и менее бросающиеся в глаза обязанности тех, кто не разделяет

престижности начальствующих позиций. Сущность служения состоит в том, что какую бы службу мы ни несли, мы обязаны преуспеть в ней. Без добросовестной работы мотористов условия работы на борту судна станут намного опаснее и случаи падений с последующими травмами будут более частыми и серьезными. Судовой повар должен обращать внимание на чистоту камбуза и процесса приготовления пищи, штурманская служба обязана обеспечить безопасное плавание — все должны добросовестно исполнять свой долг. Гордиться своей работой очень важно для того, чтобы ее результаты представляли собой какую-либо ценность. Если они не говорят о нашем профессионализме, если они не стоит того, чтобы быть предложенными нашим коллегам, то они не достигают цели и гораздо менее ценны. То же самое можно сказать и в отношении времени, которое мы посвящаем Богу. Время, отданное Богу в тихом размышлении или во взволнованной радости поклонения, должно быть качественным. Отдаем ли мы ему все самое лучшее? Стремимся ли возвыситься в нашем подношении? Вы не получите заметного признания многих, но те, кто видит ваше беззаветное служение вере, отметят его. Его не будут комментировать, и не будет каких-либо публичных наград или великой демонстрации восторга. Люди, возможно, не захотят принять ваше отношение к вере, для кого-то оно совсем не выглядит привлекательным, но в его основе лежат такие качества, как сила, верность и преданность. Как и в работе, в вере мы призваны стараться делать все, что в наших силах.

Life@Sea A picture is worth a thousand words.

Take a look at photos and video clips from other seafarers on our website and share yours to show us what your life at sea is really like.

www.missiontoseafarers.org/lifeatsea themissiontoseafarers @FlyingAngelNews Photo submitted by Rhannel Alaba

If you have any questions about your rights as a seafarer, or if you want more information or help, you can contact: Douglas B Stevenson, Center for Seafarers’ Rights, 118 Export Street, Port Newark, NJ 07114, USA. Tel: +1973 589 5825 Fax: +1973 817 8656

Email: csr@seamenschurch.org or Canon Ken Peters, The Mission to Seafarers, St Michael Paternoster Royal,

College Hill, London EC4R 2RL, UK. Tel: +44 20 7248 5202 Fax: +44 20 7248 4761 Email: Justice@missiontoseafarers.org 评论? 质问? 给我们发送电子邮件! themissiontoseafarers

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8 the sea jul/aug 14

The debate over a possible EU ban on Filipino seafarers remains ongoing as EMSA plans October inspections

EU says Filipino authorities still ‘have more to do’ T HE EU could still withdraw recognition of Philippine certificates of competency if more progress is not made on improving the country’s training and certification system.

About 15,000 Filipino masters and officers currently sail on ships registered within the EU. The European Commission says the Philippine authorities have made substantial efforts to bring their maritime education, training and certification system into line with the requirements of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW).

It adds, however, that there are still concerns and the Philippine authorities

need to demonstrate that the audit plans in place are actually being carried out.

Furthermore, it says, competent staff must be available to monitor the numerous maritime education and training institutions operating in the country.

The Commission has asked the Philippine authorities to provide the necessary evidence to demonstrate that all outstanding deficiencies have been resolved by the end of July.

It warns that failure to do so could still result in the loss of EU recognition of Filipino certification. The European Maritime Safety Agency (EMSA) plans to inspect training establishments in October to verify progress.

The European Communities

Shipowners’ Associations’ (ECSA) secretary general, Patrick Verhoeven, said: “As of 2012, the Philippine maritime administration has gone through a genuine paradigm shift. We are confident that the authorities will do everything possible to ensure full implementation of the positive measures enacted.

“Our members have been providing technical assistance on the ground, in co-operation with [EU] member states. And as ECSA we will continue our role as ‘honest broker’ between the Philippine administration and the European Commission. Together, we are undertaking all efforts to safeguard the EU recognition of the Philippines under the STCW Convention.”

World’s first LNG icebreaker set to sail

Ballast water concerns grow SHIPPING industry and union figures have warned of serious problems if and when the Ballast Water Management Convention comes into force because of many outstanding technical issues.

So far, 38 countries, accounting for just over 30 per cent of the global merchant fleet, have ratified the 2004 International Maritime Organization Convention, which will come into force 12 months after the ratifications represent 35 per cent of the world’s tonnage.

Industry bodies warn of serious implementation problems, including a lack of a robust type of approval procedure for new ballast water management systems, the lack of a ‘grandfathering’ mechanism for existing types of approved equipment, and the lack of definitive guidelines on enforcement.

Seafarers’ union Nautilus International warns that masters and officers could face criminal charges without clear and precise guidance and if sampling is not done properly.

Postpanamax planning under way

A digital impression of the new Arctech icebreaker (Photo: Arctech) WHEN it is launched late next year, a new icebreaker being built by Arctech Helsinki Shipyard for the Finnish Transport Agency will be the first LNGpowered icebreaker in the world. She will be powered by Wärtsilä dual-fuel engines, capable of operating on both liquefied natural gas (LNG) and low sulphur diesel fuel.

“The new icebreaker features the

highest technology and will be built especially to operate in the demanding winter conditions of the northernmost Baltic Sea. By being able to use LNG fuel, the vessel will be the most environmentally friendly icebreaker ever built,” says Esko Mustamäki, managing director of Arctech Helsinki Shipyard.

The vessel will be able to cut through ice 1.6 metres thick and break a 25-metre-

wide channel in 1.2-metre thick ice at a speed of 6 knots. She will also be able to maintain an average assistance speed of 9 to 11 knots and in open water her service speed will be a minimum of 16 knots. While the main purpose of the vessel is icebreaking, she will also be able to perform oil spill response operations and emergency towing under demanding conditions, both in winter and summer.

IMO will continue to promote fair treatment of seafarers after maritime accidents THE Legal Committee of the International Maritime Organization (IMO) has agreed that work should continue to promote the application of IMO’s 2006 Guidelines on the fair treatment of seafarers in the event of a maritime accident, as widely as possible.

The decision followed a survey of IMO member states by Seafarers’ Rights International (SRI), which advocates for seafarers’ rights, asked for information on how the states had passed the Guidelines into their laws, or otherwise put the Guidelines into effect.

The survey found that while some countries had already passed all or some of the principles behind the Guidelines into their laws, and others already had existing laws to protect the rights of seafarers, some had still to act and yet others said that more information from IMO would help them do that.

SRI’s executive director, Deirdre Fitzpatrick, said: “Fair treatment of seafarers has been at the core of the work of SRI since its start up.” She went on to say that the recent tragic incident involving the South Korean ferry, Sewol, and the heartbreaking loss of life, had been exacerbated by an apparent rush to judgement and early condemnation of the master and the crew.

“What we seek,” she said, “is a fair and just process in accordance with the Guidelines in every case”.

She added: “It is not just high profile incidents that affect seafarers. Seafarers face many risks crossing maritime boundaries on a daily basis, and knowing that they will be accorded fair and proper treatment will make the profession more attractive for new recruits.”

Meanwhile a new international initiative aims to raise the profile,

www.missiontoseafarers.org

awareness, implementation and accountability of existing means of protecting human rights, throughout the maritime industry, especially where they are currently absent and/or being abused.

The new initiative, Human Rights at Sea (HRAS), was launched in London in April by its founder, London-based maritime lawyer David Hammond.

HRAS is an independent international website that will provide a platform for maritime human rights discussions, lobbying and voluntarily applied commercial documentation aimed at developing the daily use of policies for, and the understanding of, human rights.

The website will also develop a maritime position in relation to the 2011 UN Guiding Principles for Business and Human Rights, otherwise known as the “Protect, Respect and Remedy Framework”.

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THE Panama Canal Authority plans to charter a postpanamax ship “several months” before the planned January 2016 opening of the Canal’s new locks.

Its executive vice president of operations, Esteban Saenz, said: “This is one of the best ways to train our pilots and tug captains in the joint effort required to transit through the two new lock complexes of the expanded Canal.”

So far 186 of the 280 Canal pilots have been trained to handle post-panamax ships, using bridge simulators at the Canal’s Center for Simulation, Research and Maritime Development.

Drunk engineer spared fines THE chief engineer of a Netherlands-flagged general cargoship escaped being fined for being drunk twice in three days while in charge of the engine @FlyingAngelNews

room of the 2,998 gt Fluvius Taw in Belfast Lough, Northern Ireland. The vessel had lost power when approaching the berth.

Mikhail Irusglotov’s lawyer successfully argued that the engineer had lost his job after the incident, and that he would have had to go to prison if he was fined, as his outstanding wages were being used to return him to Russia. He was given a 12-month conditional discharge.

Health scheme milestone EDWARD Nefuda, a second engineer from Anglo-Eastern Crew Management Philippines, was passed fit at the Halcyon Clinic in the Philippines in April.

Why is this news?

His was the 300,000th examination carried out as part of the UK P&I Club’s Pre-Employment Medical Examination (PEME) Programme.

Over an 18-year period, rejection rates fell from 12 to 3 per cent, reflecting “an improved level of fitness among seafarers”.

The head of the programme, Sophia Grant, says: “PEME’s achievements are clear: fewer claims, safer ships, less disruption and fitter and healthier crews.”

There are currently: 13 clinics in the Philippines; 12 in India; four in Croatia; three each in South Africa and the UK; two in both Romania and Australia; and one each in Indonesia, France, Hungary, Ireland, Poland, Spain, Singapore, Thailand, and Ukraine.

There is also extensive coverage throughout the USA and Canada, and more clinics are planned.

Crewtoo wins ‘most popular’ crown CREWTOO has been voted the world’s most popular maritime website, according to a new survey from Futurenautics.

The Crew Communications Survey 2014 found that the KVH Industries website was the single most popular choice when seafarers were asked what their favourite website was.

The survey, which polled over 30,000 seafarers, addressed a range of topics relating to communications at sea.