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Issue 228 mar/apr 2014
Number of UK seafarers continues to fall
Los artículos en español aparecen en las páginas 6y7 Статьи на русском языке приводятся на стр. 6 и 7
Future of ship security page 2 Heavy weather warnings page 3 Arctic shipping picks up 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
CREW from EU NAVFOR warship ITS Libeccio assists a dhow adrift 100 nautical miles from the Yemen coast. In addition to performing anti-piracy patrols in the High Risk Area, EU NAVFOR personnel frequently come to the aid of damaged or drifting vessels as well as protecting foreign aid ships. (Photo: EU NAVFOR)
‘Be prepared for EU Filipino officer ban’
EU faces tough decision over Filipino officers E M P L O Y E R S ’ o r g a n i s a t i o n InterManager has called on all ship managers to ensure their Filipino officers extend the validity of their certificates of competency (CoC). This follows concerns raised by the European Maritime Safety Agency (EMSA) about the ability of the Philippine Maritime Administration to fully and effectively implement all the provisions of the Standards of Training, Certification and Watchkeeping (STCW) Convention. These concerns could lead to the EU banning Filipino officers from serving on EU-flagged vessels. InterManager says ship managers should put sensible
contingency plans in place to guard against a worstcase scenario. However, it adds, that the Philippine Government and industry representatives are working to rectify the original EMSA findings and that Philippine sources are confident this continuing effort will achieve the desired results. InterManager says the EU has indicated that any ban would not be applied to valid and active CoCs. This means, by extending the validity of their CoCs, Filipino officers are able to gain a maximum five-year period of grace. Should the EU ever implement a ban, a subsequent resolution is likely to be found within
the five-year grace period. Georgia, which has recently been subjected to a similar ban, resolved its shortcomings within two years. Talks are under way with several countries, including t h e U K , N o r w a y, t h e Netherlands and Belgium, to allow the recognised schools in those countries to assess Filipino cadets for their national CoCs, so allowing those cadets to qualify on board EU-flagged ships. The employers’ organisation says owners and managers should also talk to regional Port State Control groupings about extending this five-year window to Filipino officers serving on non-EU flagged vessels which
may call in at EU ports. InterManager president Gerardo Borromeo said: “Our primary duty is to ensure that ships continue to sail safely and efficiently, which means we will put the right people on board these ships and, in the case of Filipinos, we will work with the right crewing institutions and entities to ensure these officers are properly trained and certificated.” Meanwhile, both houses of the Philippine Congress have passed versions of a bill that will put the country’s Maritime Industry Authority (Marina) in charge of the training and certification of over 400,000 Filipino seafarers. Continued on P2
Mission helps crews battered by UK storms THE Mission to Seafarers is supporting seafarers around the UK following the storms that have battered the UK and Europe recently. Seafarers out at sea were unable to dock in several UK ports due to the extreme weather conditions and large swells. Many others were left stranded in ports including Falmouth and North Tees as conditions were deemed too rough to set sail. Two seafarers in Falmouth, who were injured as a result of the storms, received treatment and were looked after by the Mission and the Apostleship of the Sea. Penny Phillips, chairman of the Mission in Falmouth, said: “A Thai seafarer, with a broken leg and chest injuries, was airlifted off a bulk carrier passing Falmouth, while a Filipino seafarer was taken off a vessel by an RNLI lifeboat after www.missiontoseafarers.org
fracturing his leg. Both seafarers are being treated in hospital.” Volunteers and staff from the Mission in Falmouth have since visited both seafarers while they are laid up in hospital. Elsewhere on the south coast of the UK, the Mission has been caring for the 25 crew members of the Panamaflag livestock carrier Express 1 since the UK’s Maritime and Coastguard Agency (MCA) detained the ship in Fowey over safety and welfare concerns. The ship suffered engine failure and had to be towed into Fowey in early February. The MCA issued a detention notice because of a number of safety issues, including concern over the crew’s emergency training, the fire detection systems and deficiencies in the accommodation. Seafarers have been using the centre’s facilities to communicate with their families.
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THE THE total number of UK seafarers active at sea fell for the third consecutive year to 22,830 in 2013, according to the Department for Transport’s Seafarer Statistics 2013. This represented a five per cent annual decrease. There were 10,840 certificated UK officers active at sea, down one per cent from 2012. The number of UK officers has been falling over the past seven years. The number of engine officers declined by four per cent from 2012 to 2013 to 4,910, continuing the downward trend seen since 2005. However, the number of deck officers increased by two per cent in 2013, to 5,930. This is the first annual increase seen since 2007. The number of UK ratings fell for the second consecutive year to 8,590, an eight per cent annual fall.
Hidden weapons ship freed A NORTH Korean ship discovered last July to be carrying a hidden cargo of Soviet-era missile launchers and fighter jets underneath 200,000 sacks of sugar was freed from detention in the Panama Canal in February. Representatives of the owner paid a US$693,333 fine to the Panama Canal Authority for “violation of the Regulations for Navigation in Canal Waters” to release the ship. The ship is now returning to Cuba. United Nations sanctions ban any country from supplying arms to North Korea. Most of the ship’s 35 crew members were released with the ship but the master, the chief officer and the political officer were held in Panama to face charges which carry sentences of up to 12 years.
2 the sea mar/apr 14
As piracy figures continue to fall, Lloyd’s List asks...
Suspected pirates arrested in Gulf of Aden
What is the future of maritime security?
S
hipping news service Lloyd’s List recently conducted a survey to gauge what the shipping industry sees as future threats to maritime security. The results provide a view on shipping security from the perspective of shipowners, managers and private maritime security companies.
Judging from the results, piracy is still considered a significant threat, with one private maritime security professional saying: “Attacks are still happening and becoming swarm-style approaches. The pirate groups are probing to check for weakened vessel protection and lapses in security
procedures.” This comment certainly seems in line with the feeling within the industry: 70 per cent of respondents believe that the coast of Somalia represents a threat to shipping, while just 13 per cent feel their ship security needs are being met in West Africa.
THE EU Naval Force Somalia flagship, the FS Siroco, arrested five suspected pirates on a dhow believed to be a mothership in an attack on an oil tanker in the Gulf of Aden on January 18. The men were landed 11 days later in the Seychelles for prosecution through the country’s justice system. A Japanese Maritime Patrol Aircraft and a helicopter from the Japanese vessel JS Samidare had initially located the dhow, allowing the French warship to close and board her. The dhow’s crew were freed.
90 per cent agreed that intelligence gathered in the affected areas should be shared, which may, in the future, contribute to increased security for ships and seafarers travelling through dangerous waters. The survey results can be viewed in full at http://bit.ly/1gQpAzs
Piracy protection patrols pay off as attack statistics tumble PIRACY at sea has reached its lowest levels in six years according to International Maritime Bureau (IMB) figures. There were 264 attacks recorded worldwide in 2013, a 40 per cent drop since Somali piracy peaked in 2011. Of the total, 15 incidents were reported off Somalia in 2013, down from 75 in 2012, and 237 in 2011. In 2013, Somali pirates hijacked two vessels, both of which were released within a day as a result of naval action but no vessels were taken into Somali territorial waters. Eight vessels were fired upon. These figures are the lowest since 2006, when there were also ten Somali-related attacks recorded. However, at least 50 crew members taken off ships by Somali pirates are believed
to be still held ashore. The piracy report shows more than 300 people were taken hostage at sea last year and 21 were injured, nearly all with guns or knives. A total of 12 vessels were hijacked, 202 were boarded, 22 were fired upon and a further 28 reported attempted attacks. Nigerian pirates were particularly violent, killing one crew member, and kidnapping 36 people to hold onshore for ransom. All of the 36 hostages have been released. The IMB told The Sea that it believes a significant number of incidents off Nigeria are not being reported. “The biggest reason for the drop is the decrease in Somali piracy,” said Pottengal Mukundan, director of the IMB. The IMB says Somali
pirates have been deterred by “factors including international navies, the hardening of vessels, private armed security teams and the stabilizing influence of Somalia’s central government”. However, Capt Mukundan warned: “Any complacency could rekindle pirate activity.” Meanwhile, West African piracy made up 19 per cent of attacks worldwide last year. Nigerian pirates and armed robbers accounted for 31 of the region’s 51 attacks, taking 49 people hostage, more than in any year since 2008. Nigerian pirates ventured far into waters off Gabon, Ivory Coast and Togo, where they were linked with at least five of the region’s seven reported vessel hijackings. Off the
coast of Nigeria itself, two ships were hijacked, 13 were boarded and 13 fired upon. In January this year the Liberia-flagged tanker Kerala was reported hijacked off Luanda, Angola. The ship reappeared, but Nigerian and Angolan authorities have expressed doubts as to whether this was a genuine hijacking (see Confusion surrounds Kerala, below). The number of thefts and armed robberies in India, Bangladesh and Indonesia were “low-level opportunistic thefts”, said the report. However, it did say that incidents in Indonesian waters accounted for over half of all vessels boarded, and also said armed robbery had increased for a fourth consecutive year in the region.
Confusion surrounds Kerala
EU faces tough decision
AFTER initial confusion surrounding the fate of the Liberiaflagged product tanker, Kerala, a Liberian Flag Administration (LFA) investigation has found that it was hijacked on January 18. During the hijacking, one crew member was stabbed by the pirates and others were beaten. The owners of the Kerala regained contact with the vessel on January 26, shortly after the pirates had disembarked. The vessel immediately set a course for the safety of the port of Tema, Ghana, as a port of refuge. In a statement, Liberia says that, in co-operation with the vessel owners, it requested an Interpol-led multinational Incident Response Team in Tema, Ghana, which undertook a full crime scene investigation on board the vessel. The LFA statement said: “Although the investigation is ongoing, the evidence gathered has allowed the Liberian Registry to conclude that the vessel was hijacked by pirates.” During the hijacking, the pirates disabled the vessel’s communications so it could not be tracked from shore or by satellite. The pirates painted over the identifying features of the vessel and undertook three separate ship-to-ship transfers of cargo, amounting to the theft of more than 12,000 tonnes.
Continued from P1
Marina will become responsible for ensuring that the examination, licensing and certification system for marine deck and engine officers complies with the International Maritime Organization’s STCW Convention, taking control of a streamlined process that had involved six agencies. The president of the Philippines senate, Franklin Drilon, said the bill, expected to become law in late February, would “make the country’s policies on maritime administration align with the standards stipulated in the STCW Convention”. Popular maritime news blog, Marine Café Blog, had this to say: “It’s no secret that the 2013 audit conducted by the European Maritime Safety Agency (EMSA) did not go well for the country – as did the previous audits in 2006 and 2010. A de facto ban on Filipino ship officers would have practical as well as psychological consequences. “Either way the EU will be taking a risk, but decide it must. This has been a long-winded affair. There is growing anxiety amongst Filipino seamen, and shipowners are getting agitated. That’s not good for business – or the heart.”
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Anti-piracy barriers ‘100% successful’ THE Guardian antipiracy barrier has had a 100 per cent success rate in the 12 months it has been in use, according to its inventors, David and Teresa Stevens. The barrier works by covering a ship’s safety rails with a specially designed barrier. Once installed, the manufacturer says, it provides a highly visible, robust and simple way of making access to a ship or a rig virtually impossible. It is manufactured with protection against UV deterioration and is resistant to water and most chemicals. The system is said to be easy to use and much safer to handle than razor wire. It is currently being used by major companies, including CMA-CGM, Maersk and BW Tankers as well as on offshore rigs and drilling ships.
New antipirate patrol vessel deployed NIGERIAN company Homeland Integrated Offshore Services Limited (HIOSL) has taken delivery of a new highspeed patrol vessel from Dutch shipyard Damen. She is primarily intended to undertake security tasks in Nigerian waters, working closely with the Nigerian Navy. The Guardian 1 Damen FCS 3307 patroltype craft underwent sea trials in the Netherlands earlier in the year before sailing to Port Harcourt.
The company says the Guardian 1, which is capable of 30 knots, will be used for maritime security purposes, crew transfers and supplying cargo and provisions. HIOSL managing director Louis Ekere comments: “The Damen vessel gives us much more speed. This is crucial, as nowadays you really need the most modern equipment before you can get these type of contracts in Nigeria.”
Evergreen ship rescues sinking tanker THE officers and crew of Evergreen Line’s 7,024-teu containership Ever Summit rescued 16 Indian seafarers in the South China Sea on January 20. At 1400 the ship received a distress call from the sinking Panama-flagged tanker Bitu Gulf, and the master of the Ever Summit immediately made best speed to the distressed vessel’s location. The Bitu Gulf’s lifeboat was found about 40 miles off the coast of Vietnam, where the crew was rescued. The seafarers received care on board the Ever Summit. The containership then continued its passage from Shekou, China, to Tanjung Pelepas, Malaysia where the tanker’s crew were landed for repatriation.
Donald Duckling crew spreads wings
THE International Transport Workers’ Federation (ITF) flew home 11 Filipino seafarers from the 43,866 dwt Panama-flag bulk carrier Donald Duckling in January. The crew had apparently been abandoned by the owner after the vessel was detained in the Port of Tyne by the UK’s Maritime and Coastguard Agency (MCA) in November last year. The Mission to Seafarers in South Shields had been caring for the crew while they were held in the port, and the local community had contributed food and supplies over the Christmas period. The ship had previously been detained in Gibraltar, with a different crew, where the Mission was also present to work with local authorities and resolve on-board issues.
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mar/apr 14 the sea 3
Heavy weather warning issued as number of deck fatalities Coal carrier continue to rise and storms sweep Europe and the US collects crew
In the eye of the storm
MITSUI OSK Line’s (MOL) coal carrier CS Sunshine rescued all 24 Chinese crew members of a disabled freighter in the Pacific some 380 miles west of Guam on January 20. MOL said that at 0815 on January 20 the CS Sunshine, on passage from Newcastle, Australia, for Tsuruga, Japan, received a distress signal from a Panama-flagged freighter Rich Forest, which had lost power. The CS Sunshine made for the distressed vessel at all possible speed and rescued the crew shortly afterwards at 1530. The rescued crew members were transferred to a US Coast Guard vessel two days later.
Twenty-one seafarers have been killed working on deck during heavy weather in recent years (Photo: Life@Sea)
L
IABILITY insurer Steamship Mutual has highlighted the dangers of working on deck in heavy weather. It says that between 2010 and 2012 there were 21 fatalities and twothirds of these involved deck personnel. The majority of those deaths involved personnel being lost overboard; either washed away in heavy weather or lost in unexplained circumstances, suggestive of suicide. The insurer says: “In those cases where personnel were on deck in heavy weather, it appears that the risk assessment leading to the decision to deploy crew on deck was inadequate.” Steamship Mutual points to two incidents which led to seafarers losing their lives while working on deck. In the first, two crew members were washed overboard from a general cargo vessel during heavy weather in the North Sea. They went out on to the aft mooring deck to secure a coiled mooring rope that had loosened in its stowed position. They were struck by a large wave, which washed them overboard. They were wearing lifelines, which were secured to the vessel, but these snapped. The investigation concluded that the risk assessment made at the time was not adequate and should have taken into consideration the possibility of waves breaking astern on the poop-deck in the severe following weather. In the second case, an oil and chemical tanker was on passage in heavy weather when a ventilator head on the forecastle became detached. A team of four crew members went on deck and successfully covered the opening left by the ventilator head. The chief officer and second engineer then
attempted to secure the loose ventilator head on the main deck. They were struck by a wave that washed across the deck and the chief officer died of his injuries. The subsequent investigation concluded that there had not been a thorough assessment of the risks. No lifejackets or lifelines had been worn by the crew on deck except for the second engineer, who had worn a fire-fighter’s lifeline. The UK Maritime and Coastguard Agency’s Code of Safe Working Practices for Merchant Seamen says that “no seafarer should be on deck during heavy weather unless it is absolutely necessary for the safety of the ship or crew”. Steamship Mutual says masters and owners have an obligation to ensure their crews are provided with a safe workplace and that they are regularly trained in emergency procedures such as man overboard drills. But it also cautions: “Just as masters and owners have a duty of care to provide a safe workplace, crew members also have a duty of care, to ensure that they themselves work safely.” The insurer says that, in winter conditions, on being swept overboard the casualty would almost certainly be affected by cold water shock, and hypothermia would soon cause unconsciousness and death. In view of this, wearing proper personal protective equipment (PPE) such as an immersion suit and a lifejacket would significantly increase the seafarer’s chances of survival, and would also make it easier for their colleagues to rescue them. The Code of Safe Working Practices is on the MCA website at www.dft.gov.uk/mca/coswp2010.pdf
Blazing row over Maritime Maisie continues
The Maritime Maisie on fire after its collision (Photo: Marine Insight) SOUTH Korea and Japan have refused to let salvors take a burning chemical tanker into a place of refuge where the fire could be extinguished more easily. Even after the fire was eventually put out the ship was still being kept off the coasts of both countries in February. The 44,404 dwt Hong Kong-flagged Maritime Maisie was carrying 29,337 tonnes of volatile chemicals when she was involved in a collision off Busan, South Korea, with the car carrier Gravity Highway.
Soon after the collision, which took place on December 29 last year, the Korean Coast Guard rescued all 27 of the Maritime Maisie crew but requests from the ship’s operator, MSI Ship Management, to the South Korean and Japanese Governments to allow the ship into a sheltered place of refuge were refused. As a result, it took salvage crews 19 days to extinguish the fire while the tanker drifted in stormy waters between the two countries. Six tugs were required to keep the vessel
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under control and fight the fire. MSI said in a statement: “It’s crucial that the tanker is granted refuge for the safe transfer of the remaining cargo and bunkers. Firefighting efforts were hampered by the difficult weather conditions, where the waves were sometimes up to 3 metres high, and had to be postponed several times.” As the situation continued unresolved in mid-February, industry associations representing shipowners, salvors and insurers jointly called for the prompt and proper implementation of international measures to provide a place of refuge for stricken vessels. The International Chamber of Shipping (ICS) said it noted “with dismay” that despite several high profile incidents such as Stolt Valor and the MSC Flaminia, some states’ refusal to make places of refuge available risked lives and the environment. The International Union of Marine Insurance (IUMI), the International Salvage Union (ISU), and ICS all said they recognised that the issue of places of refuge for casualty vessels was sensitive and that the risk of pollution from casualties could not be completely removed, but that failure to offer a place of refuge might prevent successful salvage operations and lead to pollution that might otherwise have been prevented, and on a wider scale.
Antarctic research rescue THREE icebreakers from Australia, China and France took part in a rescue operation co-ordinated by the Australian Maritime Safety Authority, to take 52 passengers off the Russian research ship, Akademik Shokalskiy, which had become trapped in ice off Antarctica on Christmas Eve. The ship had been chartered by the Australasian Antarctic Expedition, which was investigating climate change by repeating measurements of glaciers taken in 1911 and 1914. The ships struggled to reach the research vessel, and eventually a helicopter was used to take the passengers off in batches. The Akademik Shokalskiy, with her 22-strong Russian crew, arrived safely in New Zealand, in mid-January.
Crew covers up ship grounding THE master and officers of the UK-registered general cargoship Douwent falsified records after she grounded on Haisborough Sand in the North Sea, the country’s Marine Accident Investigation Branch (MAIB) has concluded. The vessel grounded on February 26 at 0300, re-floated about an hour later and anchored in safe water nearby, having lost her rudder during the grounding. She was then towed to Rotterdam for survey and repair. After investigation, the MAIB found that the crew
“attempted to conceal the grounding by falsifying documents and providing inaccurate accounts”. The MAIB investigation established that the officer of the watch (OOW) did not notice that the vessel was heading into danger until it was too late for effective action to be taken. Among several contributory factors, the MAIB noted that the officer of the watch was alone on the bridge and had probably fallen asleep and that the bridge watch alarm was switched off.
Seven Seas Voyager probe launched
THE Australian Transport Safety Board is investigating an accident on board the cruise liner Seven Seas Voyager which led to the injury of an engine room fitter. The accident happened when the vessel berthed in Sydney in February. The maintenance team was working on the solid waste incinerator’s ash collection system when the ship’s fitter became trapped by the ash-dump slide valve, which closed on his body. The fitter was freed after several minutes, having suffered bruising and shock. He was taken to hospital but returned to the ship later the same day.
Huge rescue effort for Bolivian barge FOUR crew members of the Bolivia-flagged barge Heng Hong 168 died and seven others survived when she capsized on December 19 in Singapore waters, off Horsburgh Lighthouse. Six of the survivors were rescued from a liferaft soon after the barge turned over, but the seventh was found four days later, drifting off Indonesia’s Bintan Island, by the Indonesian Coast Guard. The massive search and rescue operation, co-ordinated by the Maritime and Port Authority of Singapore, involved: two Singapore Air Force helicopters; three Singapore Navy patrol vessels; three Police Coast Guard patrol craft; assets from the Malaysian Maritime Enforcement Agency and the Royal Malaysian Navy; divers and a diving support vessel from Resolve Salvage & Fire (Asia); as well as 110 commercial vessels.
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4 the sea mar/apr 14
MICHAEL GREY
NEWS
Security certification worries
Taking bul
As an EU-funded scheme is launc be done to change attitudes on b
A A port state control inspector boards a ship docked in the US THE shipping industry appeared to have been caught out by the need to issue tens of thousands of seafarers with new certificates for securityrelated training by January 1 this year. However, concerns that certificates could be required during port state control inspections and that vessels could be stopped had not been borne out by early February. The documents are required by 2010 amendments to the International Maritime Organization (IMO) Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW).
In December the International Chamber of Shipping (ICS) wrote to IMO suggesting that member states should consider allowing an extended “grace period” before any Port State Control enforcement of the new certification. IMO’s STCW committee is expected to discuss the issue shortly. ICS secretary general Peter Hinchliffe said: “The training and familiarisation required by STCW 2010 has only just recently been approved by some administrations, whilst others may not yet even have these arrangements in place.”
New anti-bullying project launched THE European Community Shipowners’ Associations (ECSA) and the European Transport Workers’ Federation have been working together on an EU-funded project to produce a training toolkit aimed at reducing, and eventually eliminating, bullying and harrassment at sea, by targeting its root causes. The training toolkit consists of a manual, guidelines for the attention of shipping companies and a film, which focuses on making clear the various types of bullying and harassment and advocates respect through best practice examples. Patrick Verhoeven, ECSA’s secretary general, commented: “Shipping companies have the duty
to raise awareness among crew of the disastrous consequences of harassment and bullying practices in confined workplaces such as ships.” UK maritime union Nautilus has welcomed the film. General secretary Mark Dickinson said that the initiative had been taken in response to research by Nautilus, which showed the need for the previous guidelines – agreed over a decade ago – to be updated and widely promoted. Nautilus Council member Mike Lloyd said he considered the film to be excellent. But Capt Lloyd, an industry consultant and former ship’s master, also said he was concerned about the “grey area” between bullying and discipline.
Shipping oil spills on the increase
bully might be defined as “a cruel oppressor of the weak” and down the ages, such a person has been a sad manifestation of man’s inhumanity to others. Only in relatively modern times have we seen a growing intolerance of bullying and harassment, with the law supporting a more enlightened view of their unacceptability. “You horrible little man!!!!”– roars the sergeant major at his ham-fisted recruit, anxious to eradicate the sloppy behaviour of civilian life and imprint the precise disciplines of the military upon people being trained to make, or obey, life and death decisions. When does a robust approach to important training become bullying? At a time when society is changing, quite quickly in some parts, maybe we need to be more analytical about what is acceptable. Or are bullying and harassment rather different, things you know when you see them, even if they are sometimes difficult to explain? It is something we need to think about.
A decent organisation, whether it is engaged in shipping or shore activities, should have policies on the prevention of bullying and harassment in the workplace. The policies also need to be more than a paper exercise by the human resources department, and must be something to which everyone, from the top to the bottom of the outfit, fully subscribes. In any place of work, bullying and harassment are horrible, but aboard ship, when you live at your place of work and cannot escape for months on end, such behaviour is doubly reprehensible. So we ought to welcome some very helpful training material produced by the European Community Shipowners’Associations (ECSA), working with the European Transport Workers’ Federation (ETF) as part of an EU-funded project that is designed to promote marine careers. This training material is very necessary, too, because just as we want to impress potential recruits about the prospects within the marine
industry, we also vide a pleasant w everyone and th retention. Gettin ing and harassm important step a The training which is useful f and shoreside p shipping compa down to earth s package compri manual, a practi the topic of bull very professiona by Videotel. Bas out why bullyin ment of every k acceptable and g message about i nastiness, in the of a ship. You wouldn’ any of the pract material reveals the young cadet made a misery b officer’s delibera sexual innuendo ment of a femal by a notably un the cross-cultura tation of humou shipmates or th too busy to reco
CARLY FIELDS
Making friends
Carly Fields speaks to Crewtoo’s Anne the site’s plans to further improve and d
I A clean-up crew struggles to deal with the the Exxon Valdez spill (Image: Exxon Valdez) TANKERS spilled 7,000 tonnes of oil last year, compared to an all-time low of about 1,000 tonnes in 2012, according to the International Tanker Owners Pollution Federation (ITOPF). It says that much of the 2013 total can be attributed to three large spills and that about 1,000 tonnes was fuel oil lost in one of those incidents.
This year has got off to a bad start, with two bunker spills occurring within 24 hours in Singapore waters as a result of collisions. On January 29 the Panama-flagged containership NYK Themis collided with the barge AZ Fuzhou, which was being towed by the tug AZ Carnation, about three miles off the coast. The next day the Hong
Kong-flagged chemical tanker Lime Galaxy and the Chinaflagged containership Feihe collided south of Jurong Island. In both cases bunker tanks were ruptured and fuel oil escaped. However, no injuries were reported and the Maritime and Port Authority put in place extensive clean-up measures and is investigating both incidents.
Bulk cargo liquefaction problems THE Indian Supreme Court has lifted a ban imposed in 2010 in Goa on the mining, storage and export of iron ore, and allowed the e-auctioning of 11.5 million tonnes of excavated iron ore which has been lying unused since the ban was introduced. However, the London P&I Club says that this, along with the recent loss of two ships, has highlighted the problem
of bulk cargo liquefaction. The Club says: “There are specific challenges involved in the export of iron ore fines from Indian ports during monsoon season which can increase the moisture content of the cargo to levels where liquefaction can occur. This can result in severe loss of a ship’s stability and in the vessel sinking. “Ships can be offered cargo which is unsafe due to
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their moisture content being above the Transportable Moisture Limit. This can lead to liquefaction, and is a particular problem in locations such as parts of India, when the cargoes are exposed to monsoon rain.” The club points to two total losses in recent months. One was of a ship carrying Indian iron ore fines while the second was carrying nickel ore.
n just a year and a half, seafarer-specific social networking site Crewtoo has become a household name on board the world’s merchant fleet. The 100,000-member mark was smashed at the start of 2014, and with plans afoot for a job board and developments in training, take-up of this inclusive site is set to continue. The idea for a specialist social media presence for seafarers came about in late 2011, when UK-based KVH Media Group (KVH) – then Headland Media – floated the idea of creating a virtual ‘club’ for seafarers. The initial plan was to send newspapers and movies to the world’s fleet with a view to uniting seafarers. KVH kickstarted the club by sending an industry-specific weekly question to seafarers in its daily NewsLink newspapers, prompting them to reply by email, and then sending the pooled responses to everyone who replied. That initial email community of 1,700 members had a growth rate of seven new members per day, with 10 per cent participating in the weekly polls. “Seafarers are often overlooked, overworked and ignored,” explains Dan Blakeman, who manages the crew side of Crewtoo for KVH.
A seafarer using Crewtoo on board to catc “We thought that we could help give them their voice and listen to them; let them share their stories and their opinions.” But while the idea was solid, Crewtoo faced challenges in reaching those it most wanted to give a voice to. “Shipping companies can place extreme limits on seafarers’ communication on board. We knew that for everyone on ship
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to rec use pl italics rough “So anyth to sea would to a w to our much
mar/apr 14 the sea 5
llying off the manifest
ched to tackle bullying at sea, Michael Grey takes a look at what could board ships and to send bullying and harrassment overboard
o need to proworkplace for hus encourage ng rid of bullyment is just one along this road. g material, for both ship purposes in the any, is practical, stuff, the whole ising a training ical guide to lying and a ally made film sically, it spells ng and harasskind are never gets across the its particular e close confines
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Chaplains from The Mission to Seafarers often report meeting seafarers who have been bullied (Image: Mike Keating) going so badly wrong on the ship and deal with it. It is designed to make us all think about the way we relate to our fellow human beings, whether they are shipmates or just people we work with ashore. “Would you like to be treated like that?” It’s a good question, because we all know, despite the official disapproval of such behaviour and the
laws, regulations and advice about bullying and harassment, that it still goes on in ships at sea and in every walk of life. Society can change over time, but human nature tends to drag its feet. The training material offers good advice, helps to define unacceptable behaviour and will probably cause some people to question
their own conduct and the way they treat others. It is probably true to suggest that life at sea is made more complicated by the way we operate ships today, with small, hard-pressed and multinational crews working against the clock to get the job done. Understanding and harmony are made infinitely harder when people only barely
comprehend what is being said to them and a light-hearted remark risks misinterpretation. Some might argue that a ship is a place operating in an unforgiving environment, where discipline is necessary and where a sloppy attitude or carelessness may cause serious injury, death or the loss of the ship. Thinking back to that ser-
geant major, a bad trainee may need to have his sloppiness robustly challenged, and to be shown that a good job really matters. The material helps people with common sense to make such a distinction. It also illustrates the need for good and fair and leadership, and for senior officers who will recognise the symptoms of unhappiness and who can firmly intervene to stop unacceptable behaviour. It could be argued, however, that the ship’s masters’ role is made that much harder by being buried in paperwork and the increasingly closed society of a ship’s crew living behind their shut cabin doors. The video shows the sad example of a ship’s master too preoccupied by his papers to realise that a cadet is being bullied and a female junior officer is being harassed. There is perhaps room for further work here, to consider how, when the bullies and those who harass have been dispensed with, the social dimensions of life aboard ship can be made more generally pleasant for everyone.
s from ship to ship to shore
eley Pickles and Dan Blakeman about the social networking needs of seafarers, and develop its offering for those living and working at sea
ch up on news and contact his friends (Photo: Crewtoo)
ceive our emails, we had to lain text (not even bold or s!), and limit our emails to hly 200 words,” says Dan. ome companies would not let hing more than this through afarers. We knew that we d have to expand the service website when the response r emails started getting too h for us to put into an email
correspondence to crew.” Having knowledge of onboard restrictions allowed the team to make the necessary tweaks to ensure that their message was able to reach seafarers, and now, seafarers can visit Crewtoo.com and join for free in “literally less than 60 seconds”, says Dan. Once a member, a seafarer can immediately share photos and thoughts
with the community. Members can also add photos and details of ships they’ve sailed on, and the intelligent software behind the site can then suggest people they may know from those ships. There are groups that seafarers can use to discuss particular topics, as well as a news section containing articles aggregated daily by a specialist maritime news writer. Seafarers are also able to search for colleagues and friends by ship, rank or company and post updates to their wall. The network also provides a platform for seafarers to take part in polls and games. Mindful of the communication restrictions, the site allows seafarers to post updates by email from their ship, and to receive a weekly round-up of activity on their page by email. The result is an easyto-use, well received website that reaches out and connects seafarers in what has become an increasingly isolated job for many. “The feedback we receive is always overwhelmingly very positive,” says Dan. “I think most seafarers are very happy to see that there are people working in the industry who want to focus on their needs and desires. Often seafarers feel ignored and lonely, yet here is a site where development is based upon user feedback,
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and where they can share opinions and photos with people in similar situations.” Since its launch, KVH has developed the site in response to seafarers’ suggestions, and by far the most common request over the first year was “can Crewtoo help me find a job?” “Having to find a job at the end of every contract is tiring and difficult for seafarers, and online there are many scams and dodgy websites,” says Dan. “We are working on building a safe and free international jobs board,” explains Anneley Pickles, head of business development for Crewtoo. “This will allow seafarers to receive weekly updates of relevant jobs whilst also applying for vacancies posted on our site by companies who have current active roles in all sectors of the industry.” Seafarers eager to make use of the jobs board can join Crewtoo and upload their CV to the site now. Once it goes live, those early applicants will be the first to be viewed by recruiters. KVH is also looking at how it can further help organisations and companies communicate with seafarers via the site. “This is a very exciting time for Crewtoo and we look forward to enhancing this service for our
members with developments on training,” says Anneley. “We are extremely proud of our service which boosts morale and of having a service which provides seafarers with greater connectivity and a positive platform has been a major step forward.” KVH’s parent group, US-based KVH Industries, has also lent its support to the 2014 International Seafarers’ Welfare Awards, organised by the International Seafarers’ Welfare and Assistance Network, which will take place in April. To join Crewtoo, visit www. crewtoo.com. You can find them on Facebook at www.facebook. com/crewtoo and on Twitter at www.twitter.com/crewtoo
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6 the sea mar/apr 14
JUSTICE MATTERS BY DOUGLAS STEVENSON
Port chaplains versus ISPS: what are the rules? PORT chaplains have long been recognised as important members of the shipping industry, providing essential welfare services to seafarers in seaports around the world. Although port chaplains visit ships as guests, with no legal right to go aboard, they are customarily invited aboard. In fact, so customary are port chaplains’ visits, that seafarers expect them to board shortly after their ship arrives in port. The Maritime Labour Convention, 2006 (MLC 2006) in Regulation 4.4 recognises the importance of providing welfare services to seafarers in port. The Convention requires port states to ensure that shore-based welfare facilities and services, where they exist, are easily accessible to seafarers. In many countries, the national obligations to provide seafarers’ shore-based welfare services and facilities are satisfied by port chaplains. Maritime ministries provide these vital seafarers’ welfare services both in their seafarers’ centres and in their chaplains’ ship visits. Despite the clear requirements of MLC 2006 and customary international practice, some ports and terminals create difficult obstacles for port chaplains trying to gain access to ships. Port and terminal security officials usually erroneously cite the International Ship and Port Facility Security Code (ISPS) as their authority to deny or create difficult obstacles to chaplains’ access to ships.
The ISPS, which creates international maritime security standards, was adopted by the International Maritime Organization (IMO) in response to the September 11, 2001 terrorist attacks on the United States. The IMO members who developed the ISPS were well aware of the contributions that port chaplains made to enable seafarers to communicate with their families, dispel rumors, and generally create calm in seaports immediately following the attacks. The ISPS, accordingly, attempts to balance security requirements with seafarers’ welfare, which includes shore leave and providing chaplains’ with access through terminals. A key element of the ISPS is to address security at port facilities and terminals. Because various terminals have different risk factors, every terminal must conduct an individual port facility security assessment. If indicated by the risk analysis, the terminal must prepare a port facility security plan tailored to the particular needs of the terminal (almost all terminals are required to have a port facility security plan). The port facility security plan must include security measures for operations at three different threat levels: Level 1, normal operating conditions; Level 2, heightened threat but no defined target; and Level 3, high level of threat against a specific target. Equally important, ISPS section A/16.3.15 requires port
facility security plans to contain procedures for facilitating crew shore leave and access for representatives of seafarers’ welfare organisations (port chaplains are considered representatives of seafarers’ welfare organisations). In addition ISPS paragraph B/16.8.14 reinforces this requirement with guidance that port facility security plans should contain such procedures for all three security levels. When the ISPS came into effect in June 2004, IMO distributed MSC Circular 1112 that reminded countries of the importance of shore leave and chaplains’ access to ships. The circular emphasised the importance of port facilities’ seeking a balance between security needs and the needs of the ship and its crew. It affirmed that a “singular focus on the security of the port facility is contrary to the letter and spirit of the ISPS Code and will have serious consequences for the international maritime transportation system…”. The ISPS and MSC/Circ 1112 also encourage nongovernmental organisations to report to IMO any instances where the human element has been adversely impacted by the ISPS. The International Christian Maritime Association can pass on such reports to IMO if you will send details to me at dstevenson@seamenschurch.org or to Ken Peters at The Mission to Seafarers at justice@missiontoseafarers.org
Acceso a los capellanes a bordo de barcos Desde hace tiempo, los capellanes de puerto gozan de reconocimiento como miembros importantes de la industria naviera, ya que proporcionan servicios esenciales de bienestar social a los marinos en los puertos de todo el mundo. Aunque los capellanes de puerto pueden visitar buques como invitados sin derecho legal a subir a bordo, con frecuencia se les invita a hacerlo. De hecho, las visitas de los capellanes de puerto son algo tan habitual, que los marinos esperan verlos a bordo poco después de la llegada del buque a puerto. El artículo 4.4 del Convenio sobre el Trabajo Marítimo de 2006 (CTM 2006) reconoce la importancia de facilitar servicios de bienestar social a los marinos en puerto. El convenio exige a los estados con puertos que se aseguren de que las instalaciones y los servicios de bienestar social en tierra, cuando existan, resulten fáciles de acceder a los marinos. En muchos países, las obligaciones nacionales de facilitar a los marinos servicios e instalaciones de bienestar social en tierra son satisfechas por los capellanes de puerto. Los ministerios marítimos facilitan estos servicios vitales de bienestar social a los marinos a través de las casas del mar y de las visitas de los capellanes a los buques. A pesar de los claros requisitos del CTM 2006 y de las prácticas consuetudinarias internacionales, algunos puertos y terminales obstaculizan el acceso a bordo de los capellanes de puerto. Los oficiales de seguridad de los puertos y las terminales suelen citar erróneamente el Código Internacional para la Protección de los Buques y las Instalaciones Portuarias (PBIP) como motivo para denegar u obstaculizar el acceso de los capellanes a bordo. El código PBIP, que encapsula las normas de seguridad marítima internacional, fue adoptado por la Organización Marítima Internacional (OMI) en respuesta a los ataques terroristas a los Estados Unidos del 11 de septiembre de 2001. Los miembros de la OMI que redactaron el código PBIP eran muy conscientes del importante papel desempeñado por los capellanes de puerto en cuanto a permitir a los marinos comunicarse con sus familias, disipar rumores y, en general, crear una sensación de calma en los puertos inmediatamente después de que produjesen los ataques. Es por eso que el código PBIP intenta crear un equilibrio entre los requisitos de seguridad y los de bienestar social de los marinos, entre los que se incluyen los permisos de desembarco y facilitar acceso a los capellanes a través de las terminales. Un elemento clave del código PBIP es tratar las cuestiones de seguridad en las terminales e instalaciones portuarias.
Dado que las distintas terminales conllevan factores de riesgo diferentes, cada terminal debe llevar a cabo su propia evaluación individual de seguridad en instalaciones portuarias. Cuando el análisis de riesgo lo recomiende, la terminal deberá elaborar un plan de seguridad para las instalaciones portuarias adaptado a las necesidades particulares de dicha terminal (se exige a prácticamente todas las terminales que dispongan de un plan de estas características). Dicho plan deberá incluir medidas de seguridad en el funcionamiento de las operaciones a tres niveles de amenaza distintos: Nivel 1, condiciones de funcionamiento normales; Nivel 2, aumento de la amenaza pero sin un objetivo definido; y Nivel 3, alto nivel de amenaza dirigido hacia un objetivo específico. De igual importancia es la sección A/16.3.15 del código PBIP, que exige que los planes de seguridad para las instalaciones portuarias incluyan procedimientos destinados a facilitar la bajada de la tripulación a tierra y el acceso a los representantes de las organizaciones para el bienestar social de los marinos (los capellanes de puerto se consideran representantes de las organizaciones para el bienestar social de los marinos). A esto hay que sumar que el apartado B/16.8.14 del código PBIP reafirma este requisito al aconsejar que todos los planes de seguridad para las instalaciones portuarias incluyan dichos procedimientos en los tres niveles de seguridad. Cuando el código PBIP entró en vigor en junio de 2004, la OMI distribuyó la Circular MSC 1112 que recordaba a los países la importancia de los permisos en tierra y del acceso de los capellanes a bordo. La circular hacía especial hincapié en la importancia de que las instalaciones portuarias buscasen un equilibrio entre las necesidades de seguridad y las necesidades del buque y su tripulación. Afirmaba que “ocuparse exclusivamente de la seguridad de la instalación portuaria contravenía la letra y el espíritu del código PBIP y tendría graves consecuencias para el sistema de transporte marítimo internacional…” El código PBIP y la Circular MSC 1112 también alientan a las organizaciones no gubernamentales a que informen a la OMI de cualquier caso en el que el elemento humano se vea afectado negativamente por el código PBIP. La International Christian Maritime Association puede encargarse de notificar dichos casos a la OMI si la persona afectada envía los detalles del caso a mi dirección de correo electrónico dstevenson@seamenschurch.org o a la de Ken Peters en The Mission to Seafarers en justice@missiontoseafarers.org.
Доступ священников на суда Благодаря предоставляемым портовыми священниками неоценимым услугам по обеспечению благополучного состояния моряков в морских портах по всему миру они уже долгое время считаются важными участниками индустрии морских перевозок. Несмотря на то что портовые священники посещают суда в качестве гостей, не имея законного права находиться на борту, их все равно традиционно приглашают на суда сами моряки. Эти визиты стали настолько привычными, что моряки ожидают их сразу же, как только судно швартуется в порту. В положении 4.4 Конвенции о труде в морском судоходстве 2006 года (MLC 2006) признается важность социального обслуживания моряков в порту. Конвенция требует от портовых государств обеспечения беспрепятственного доступа моряков к береговым объектам и службам социальной направленности — там, где они есть. Во многих странах национальные обязательства по обеспечению такого доступа выполняются портовыми священниками. Министерства морских перевозок предоставляют морякам такие жизненно важные социальные услуги в специализированных центрах для работников морского транспорта и в рамках визитов приглашенных ими священников на морские суда. Несмотря на требования, четко обозначенные MLC 2006 и традиционной международной практикой, в некоторых портах и морских терминалах создаются серьезные препятствия для доступа портовых священников на борт. Работники служб охраны портов и терминалов, как правило, мотивируют свой отказ в доступе или же препятствия к такому доступу, ошибочно цитируя Международный кодекс по охране судов и портовых средств (ISPS).
Кодекс ISPS, устанавливающий международные стандарты в области морской безопасности, был принят Международной морской организацией (IMO) в ответ на теракт 11 сентября 2001 года в США. Члены IMO, разработавшие кодекс ISPS, прекрасно осознавали вклад портовых священников в налаживание связи моряков с их семьями, рассеивание слухов и создание спокойной обстановки в портах непосредственно после теракта. в связи с этим кодекс ISPS призван обеспечить надлежащий баланс между требованиями к безопасности и благополучием моряков путем предоставления морякам права увольнения на берег, а священникам — права на прохождение терминалов. Ключевым моментом, освещаемом в кодексе ISPS, является безопасность портовых сооружений и терминалов. Поскольку для разных терминалов характерны разные факторы риска, на каждом из них должна проводиться отдельная оценка безопасности портового сооружения. По результатам анализа риска от терминала могут потребовать составления плана обеспечения безопасности портового сооружения с учетом особых потребностей соответствующего терминала (такой план должны составлять почти все терминалы). План должен включать в себя меры обеспечения безопасности для трех уровней угроз: Уровень 1 (нормальный режим работы), Уровень 2 (наличие повышенной угрозы, когда объект такой угрозы не установлен) и Уровень 3 (высокий уровень угрозы с установленным объектом угрозы). Не менее важно и то, что согласно разделу A/16.3.15 кодекса ISPS планы обеспечения безопасности портового сооружения должны предусматривать процедуры увольнения экипажа на берег и доступа на судно представителей организаций социального обслуживания работников морского транспорта (такими
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представителями являются и портовые священники). Кроме того, это требование подчеркивается в п. B/16.8.14 ISPS, с указанием на то, что планы обеспечения безопасности портового сооружения должны предусматривать такие процедуры для всех трех уровней безопасности. Со вступлением кодекса ISPS в силу в июне 2004 года IMO распространила циркуляр MSC Circular 1112, в котором странам напоминалось о важности обеспечения увольнения на берег и визитов священников на суда. в циркуляре подчеркивалась значимость нахождения портовыми предприятиями оптимального баланса между потребностями в безопасности с одной стороны и потребностями судна и его экипажа — с другой. в нем подтверждалось, что «концентрация исключительно на безопасности портовых сооружений противоречит “духу и букве” кодекса ISPS и будет иметь серьезные последствия для международной системы морских перевозок…». Кроме того, документы ISPS и MSC/Circ 1112 призывают неправительственные организации отчитываться перед ISPS в случае любых негативных воздействий ISPS на людей. Такие отчеты может составлять Международная христианская морская организация, если вы направите соответствующую информацию мне на адрес dstevenson@seamenschurch.org или Кену Петерсу в Миссию работников морского транспорта на адрес justice@ missiontoseafarers.org.
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mar/apr 14 the sea 7
FOCUS ON FAITH BY KEN PETERS
Making your ship a welcoming place IN THE last issue of The Sea I wrote about Stanley, the Chinese seafarer who was the only Christian on board his ship. Further reflection on this great man has taught me many things that have helped me through my life’s work. Stanley could not speak of his relationship with God with anyone; no one else would pray with him, sing praises or engage in any worship. So how do you feel if you are in a minority on board? How do you respond? Are you a lonely soul? You may feel isolated, or alone, because you are the only one on board from your country. You may express political opinions, religious beliefs or moral standards that set you apart from others, or put you in conflict with your colleagues. Your dietary preferences or sexual orientation may not appeal to them. Culturally, you may be very different from others on board. Even language may
present barriers to proper communication and the understanding of each other. On board, where you meet and work with the same people every day for months at a time, those who are different from the majority are more noticeable by the very fact that they are in a minority and the truth is that many people feel uncomfortable around those who are “different”. Perhaps differences of faith are the most difficult to understand and therefore less easy for people to tolerate. Most Christians regard worship as a community activity enjoyed by all when they come together. Does this mean that you cannot be a Christian without joining others to express your faith? If Stanley had been told that ‘this is the way it is’ he would have been distraught to think that he could not worship fully. Much of Christianity is focused on group activity and sharing the blessings that come from faith. It is also true that it is so
very important to have a right relationship with God. Most religions encourage people to discover the truth of God, to explore how they can respond better to God’s promptings, to discern God’s will for them and to pursue a right relationship with God. Seeking enlightenment can take many forms. One can speak with wise and mature people of faith and observe the practical working out of faith in acts of charity. The care and concern undertaken by faith-based organisations such as The Mission to Seafarers and our colleagues, together with the compassion expressed for the suffering of others often illustrate a maturity of faith. Meditation and the contemplation of life’s mysteries can help with insights that perhaps pass us by in the hustle and bustle of life. The way in which people interact with the marginalised, disadvantaged and dispossessed often shows their underlying attitudes
towards the underprivileged. Christians take care of the lost, the least and the last but this is everyone’s responsibility. In the close confines of your ship there is no room for keeping someone at a distance just because they are different from you. Does your behaviour cause others to feel they are excluded and that you are aloof and ostracise them? Do you promote the social life of the ship? Do you try to make sure everyone on baord is included? Are you an example of someone who seeks to understand, break down barriers, and extend the hand of friendship? A lack of understanding leads to doubt; doubt leads to fear and fear leads to hatred. Do not allow your ship to be a cold dark place of discrimination and hatred – be inclusive and make sure no one is alone and lonely.
Hacer del barco un lugar acogedor EN EL último número de The Sea conté la historia de Stanley, un marino chino que era el único cristiano en la tripulación de la que formaba parte. Posteriores reflexiones sobre este gran hombre me enseñaron un buen número de cosas que me han servido de ayuda a lo largo de mi vida profesional. Stanley no tenía a nadie con quien hablar de su relación con Dios; nadie con quien rezar, cantar himnos o realizar otras prácticas religiosas. Eso me llevó a preguntarme, ¿cómo se siente una persona cuando se encuentra en minoría a bordo? ¿Cómo se responde a esa situación? ¿Se convierte uno en un alma solitaria? Puede que alguien se sienta aislado o solo a bordo porque es la única persona procedente de un determinado país. Puede que sea porque tenga opiniones políticas, creencias religiosas o normas de moralidad que le diferencien de los demás o le enfrenten al resto de sus compañeros. Puede que las diferencias se deban a determinadas preferencias alimenticias u orientación sexual. Desde el punto de vista cultural, puede que la persona sea muy diferente del resto de la tripulación. Incluso el idioma puede suponer una barrera a la hora de comunicarse adecuadamente y comprender a los demás. A bordo, se ve y se trabaja con la misma gente todos los días durante meses, por lo que las personas que son diferentes a los demás llaman más la atención por el simple hecho de ser minoría y de que mucha gente no se siente cómoda en presencia de aquellos que considera ‘diferentes’. Quizás las diferencias de fe sean las más difíciles de comprender y, por eso, las menos apreciadas.
La mayoría de los cristianos considera el culto religioso como una actividad en común de la que todos disfrutan cuando se reúnen. ¿Significa esto que no se puede ser cristiano sin reunirse con otras personas para expresar la fe que se profesa? Si a Stanley se le hubiese dicho esto, no cabe duda de que se hubiese sentido consternado ante la idea de no poder rendir culto de forma adecuada. Gran parte del cristianismo se centra en las actividades de grupo y en compartir las bendiciones que depara la fe. También es cierto que es muy importante mantener una buena relación con Dios. La mayoría de las religiones alientan a sus seguidores a descubrir la verdad de Dios, a explorar cómo responder mejor a las señales enviadas por el Señor, a percibir su voluntad en ellos y a cosechar una ‘relación correcta’ con Dios. La búsqueda de conocimiento puede adoptar formas muy diversas. Se puede hablar con gente de fe sabia y madura, y observar el funcionamiento práctico de la fe a través de las obras de caridad. La atención y preocupación de organizaciones de inspiración religiosa como The Mission to Seafarers y nuestros compañeros, junto con la compasión expresada por los que sufren, ilustran con frecuencia madurez en la fe. La meditación y la contemplación de los misterios de la vida pueden ayudar con percepciones que quizás nos pasen desapercibidas debido al ajetreo de la vida diaria. La forma que la gente tiene de interactuar con los marginados, desafortunados y desposeídos muestra con frecuencia su actitud subyacente hacia los desfavorecidos. Los cristianos se hacen cargo de todo aquel que necesita ayuda, aunque esto es
responsabilidad de cada uno. En los confines cerrados de un barco, no podemos mantener la distancia con alguien simplemente porque sea diferente. ¿Conseguís con vuestro comportamiento que otros se sientan excluidos porque os mostráis distantes y les hacéis el vacío? ¿Promovéis la vida social a bordo? ¿Os aseguráis de que todo el mundo se sienta incluido? ¿Sois un buen ejemplo de alguien que intenta comprender, derribar barreras y extender el brazo de la amistad? La falta de comprensión genera dudas, las dudas generan miedo y el miedo genera odio. No permitáis que el barco en el que vivís sea un lugar frío y oscuro sumido en la discriminación y el odio: sed inclusivos y aseguraos de que nadie se sienta solo y abandonado.
На борту как дома В последнем выпуске The Sea я писал о китайском моряке Стэнли, который был единственным христианином на борту своего судна. Впоследствии размышляя об этом великом человеке, я научился многим вещам, которые теперь помогают мне в повседневной работе. Стэнли было не с кем поговорить о Боге; никто не мог с ним помолиться, спеть псалмы или совершить обряд. Как бы вы сами чувствовали себя, оказавшись в «религиозном меньшинстве»? Как бы вы реагировали? Было бы вам одиноко? Вы можете чувствовать себя словно в изоляции, в одиночестве, будучи единственным представителем своей страны на борту судна. Вы можете выражать свои политические взгляды, религиозные верования или моральные принципы, но это изолирует вас от других или же приведет к конфликту с товарищами, которым могут не понравиться ваши предпочтения в еде или сексуальная ориентация. с точки зрения культуры вы также можете очень сильно отличаться от других присутствующих на борту. Общению и взаимопониманию может мешать и языковой барьер. в многомесячном рейсе, где вы каждый день видите одни и те же лица как на работе, так и на отдыхе, отличия от большинства более заметны просто по факту наличия меньшинства, а многие люди, отличаясь от других, чувствуют себя не в своей
тарелке. Что же касается различий в вероисповедании, их понять труднее всего и поэтому они менее всего приветствуются. Для большинства христиан вера является некоей формой общественной деятельности, способом совместного времяпрепровождения. Означает ли это, что нельзя быть христианином, находясь в одиночестве, без поддержки других верующих? Если бы Стэнли сказали, что «так и должно быть», он бы огорчился от мысли, что полноценное верование для него невозможно. Значительная часть христианства построена на совместной деятельности и обмене дарами, которые приносит вера. Верно и то, что важно иметь хорошие взаимоотношения с Господом. Большинство религий призывают людей открыть для себя божественную истину, выполнять божественные заповеди, видеть адресованную им волю Божию и стремиться обрести «правильные отношения» с Богом. Поиск духовного просвещения может принимать различные формы — это могут быть разговоры с мудрыми и зрелыми верующими людьми или же наблюдение практической пользы от благотворительной деятельности. Свидетельством зрелости чувства веры часто являются забота и внимание религиозных организаций, таких как Миссия моряков, а также наших коллег, наряду с состраданием к страждущим. Познание Бога и созерцание
чудес, которые демонстрирует нам жизнь, помогут нам обрести прозрение, нередко ускользающее в повседневной суете. То, как мы относимся к обездоленным, униженным и бедным людям, часто демонстрирует наше глубинное отношение к уязвимым категориям людей вообще. Христиане проявляют заботу о заблудших, неимущих и неблагополучных, однако мы должны помнить, что это обязанность каждого из нас. Тесные корабельные помещения не позволяют держать дистанцию с определенными людьми лишь потому, что они отличаются от вас. Демонстрируете ли вы своим поведением, что исключаете некоторых из своего круга общения, держитесь ли отчужденно, презираете ли их открыто? Способствуете ли вы поддержанию дружеской обстановке на корабле? Со всеми ли вы дружелюбны? Являетесь ли вы примером человека, стремящегося понять других, разрушить барьеры и протянуть руку дружбы? Недостаток понимания вызывает сомнения, сомнения вызывают страх, ну а страх становится причиной ненависти. Не допускайте превращения своего судна в темное и холодное место, где царят дискриминация и ненависть — будьте дружелюбны и старайтесь, чтобы никто не чувствовал себя покинутым и одиноким.
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, 241 Water Street, New York, NY 10032, USA. Tel: +1212 349 9090 Fax: +1212 349 8342
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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Read all about it: seafarers’ book prize THE Marine Society has launched a new Seafarer Book of the Year competition for the first time, in partnership with Nautilus International. This brand new book award needs seafarers across the world to nominate their favourite ship-side read. It’s also a chance for the charity to gain valuable insight into seafarers’ reading habits, and those nominating their favourite book and author of 2013 will be asked a series of short
questions to help the charity get a better picture of life at sea. This is the first time a survey and award of this kind has ever been conducted amongst seafarers, who will have a chance to contribute to building a better picture of life at sea. Every seafarer that completes the survey will also be entered into a prize draw to win one of five kobo e-readers. To nominate your favourite go to www.marine-society.org/seafarerbook
IMO drafting Polar Code as more and more vessels seek to exploit opportunities at the North and South Poles
Arctic routes beginning to attract more attention
Boost for sea careers A NEW study, funded by the European Commission and produced jointly by the European Community Shipowners’ Association and the European Transport Workers’ Federation, maps the various available career paths in the seafaring profession. The study has been undertaken to encourage more people to go to sea and to help seafarers progress in their careers at sea and then, possibly, ashore.
The future of fuel?
As climate change affects the ice caps, polar shipping routes are staying open for longer (Photo: Lord Greenway)
W
HILE more seafarers will be sailing into Arctic waters in the coming years the region will mainly be a destination for ships engaged in activities connected to extracting natural resources and to cruise tourism, the European Community Shipowners’ Association’s (ECSA) general secretary Patrick Verhoeven, said recently. Mr Verhoeven, speaking at the Ice Day Conference in Finnish Lapland, also said European shipping companies were developing an increasing interest in these markets, which needed an adequate regulatory framework to flourish in a sustainable manner. Mr Verhoeven also noted that changing climate conditions had reduced the number of months when the Arctic was covered by stable ice but said that economic, technological, infrastructural and regulatory obstacles remained as challenging as ever.
International Maritime Organization (IMO) is developing a draft code to cover the design, construction, equipment, operational, training, search and rescue and environmental protection matters relevant to ships operating in the “inhospitable” waters surrounding the two poles. In January, the IMO sub-committee responsible for the Polar Code agreed a draft version while also agreeing amendments to the International Convention for the Safety of Life at Sea (SOLAS) and the International Convention for the Prevention of Pollution from Ships (MARPOL). The MARPOL amendments will be considered in April while the SOLAS ones will be looked at in May. If they are accepted, they will represent a significant step in enforcing the new Code. The Code would require ships intending to operate in the Antarctic and the Arctic to apply for a Polar Ship Certificate. Ships would then fall into
three categories: A, for ships designed for operation in polar waters at least in medium first-year ice; B, for ships included in category A, designed for operation in polar waters in at least thin first-year ice; or C, ships designed to operate in open water or in ice conditions less severe than those included in Categories A and B. A spokesperson for IMO said: “Ships operating in the Arctic and Antarctic environments are exposed to a number of risks. Poor weather conditions and the lack of good charts, communication systems and other navigational aids pose challenges for mariners. The remoteness of the areas makes rescue or clean-up operations difficult and costly. Cold temperatures may reduce the effectiveness of numerous components of the ship, ranging from deck machinery and emergency equipment to sea suctions. When ice is present, it can impose additional loads on the hull, propulsion system and appendages.”
New Warsash iPad app provides training tips for seafarers
The Warsash app is available on iPad (Photo: WMA)
THE UK’s Warsash Maritime Academy (WMA) says it has become the first training provider to offer a learning app dedicated to supporting the training of maritime personnel. The Warsash app for iPad is available for anybody to download free from the Apple Store and it enables seafarers to access course materials, career progression charts, WMA’s maritime course offerings, news and a wide range of training FAQs. There are plans to develop an Android version for nonApple tablets in the future. Students enrolled on the academy’s commercial yacht and engineering courses have the additional benefit of accessing their course materials The app enables students with access to iPads to download the course materials remotely even when offline. WMA director Andrew Hair said the new app reflected the student experience and feedback from young officers. He added: “Anyone who is looking to pursue a career in the maritime industry will benefit from the information available from the app. “The ability for Warsash students to constantly receive updated material is invaluable and means they can access their course material easily whilst they are on board and working globally.”
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CLASSIFICATION society DNV GL says liquefied natural gas (LNG) is expected to be an early success but that, over time, other alternative fuels could also be used to replace shipping’s current dependence on heavy fuel oil. The global merchant fleet currently consumes around 330 million tonnes of fuel annually, 85 per cent of which is residual fuel with a high sulphur content. In the long term, short sea shipping is expected to take advantage of locally produced fuels such as biodiesel and shoreside electricity. Deep sea shipping needs globally available fuels and so will tend towards LNG – and biodiesel, if it becomes available, DNV GL predicts.
New ECA in USCarribean Sea ... THE US Caribbean Sea Emission Control Area (ECA) came into effect on January 1 this year, bringing in stricter controls on emissions of sulphur oxide (SOx), nitrogen oxide (NOx) and particulate matter for ships trading in certain waters off the coasts of Puerto Rico and the United States Virgin Islands. The US Caribbean Sea is the latest region to create an ECA, which will impose the same restrictions as the North American Emission Control Area (ECA), which came into effect in August 2012. In practice, to comply with the law, ships must either switch to 1.0 per cent sulphur residual fuel, use distillate fuel, fit scrubbers or use LNG as fuel. Violations of the rules within the US-enforced ECAs can lead @FlyingAngelNews
to civil penalties of up to US$25,000 for every day the limits are exceeded, but they can also lead to criminal cases against operators alleged to have knowingly exceeded the limits.
... so get scrubbing SHIPS’ engineers will be increasingly expected to look after emission abatement equipment, or “scrubbers”. In January 2015 Emission Control Areas (ECAs) will impose a limit of 0.10 per cent sulphur content in funnel exhausts. As a result, more owners are ordering scrubbers as a way to continue using relatively cheap residual fuel oil, rather than switch to a much more expensive distillate fuel such as marine gas oil. Among owners ordering scrubbers recently is Dutch shipowner Spliethoff, which is fitting Alfa Laval PureSOX systems in five Con-Ro vessels. The vessels will be retrofitted in the second half of this year, in time to meet the deadline.
Pay attention out there, warns P&I club THE London P&I Club has warned of the dangers of failing to correct charts and navigational publications and of not paying attention to information displayed on the ship’s Navtex. The mutual liability insurer says: “If T&P notices are not consistently applied to the chart folio, the ship’s navigating officer and officers of the watch may be deprived of valuable passage planning information.” Not paying attention to meteorological information provided by the Navtex system on the bridge of a ship contributed greatly to a recent big oil spill claim, the insurer says. The Navtex forecast heavy weather, which was unusual at the time of year, but nobody noticed. When it came, the bad weather caught the bridge team by surprise in the early hours of the morning. Before the main engine could be started, the ship had dragged her anchor and went aground on a rocky shoreline, puncturing her bunker tanks. The resulting oil spill clean-up cost over US$ 44 million.