www.missiontoseafarers.org themissiontoseafarers @FlyingAngelNews
Issue 236 Jul/Aug 2015
Los artículos en español aparecen en las páginas 6y7 Статьи на русском языке приводятся на стр. 6 и 7
Merchant ships “must rescue migrants in distress” page 2
Mission launches Manila Families Support Network Pioneering welfare project could be extended to other areas in the Philippines
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EAFARERS’ families in Manila now have access to a range of key services including counselling, advocacy, medical advice, IT support and financial guidance through The Mission to Seafarers Philippines’ new Families Support Network. If successful, the project may be extended into other areas of the major seafarer-supplying country.
Independiente (The Independent Church in the Philippines or IFI). The service was launched in April, with the appointment of two full-time staff, both of whom have family connections with seafaring. Edna Velasco is a senior social worker while May Jose runs the Mission’s office in Manila. The IFI will provide volunteer support from local parishes.
designed to achieve deliverable outcomes in the short and medium term with the possibility of expanding it through the northern and southern areas of the Philippines.” He added: “We have partnered with our friends in the local IFI Church to ensure that we can provide real outreach support, which will have positive outcomes for families. Life at sea continues
follows the model of the UK’s Citizens Advice Bureau (CAB), which covers work issues, debt management, relationship breakdown, law and rights disputes, as well as signposting education. “We plan to monitor closely the inquiries we have coming in, and hope to develop this service over the next year as the need arises,” said The Revd Miller. The IFI-MTS Family Network was officially inaugurated on 1 May
Need for common language A REPORT by German investigators into an accident involving the 13,102 teu MSC Benedetta says bridge teams and pilots need to use a common language at all times. The ship hit a pier while coming alongside in Zeebrugge in May last year after the pilot misjudged the effect of the current. The report says the two pilots on board had used Flemish when they spoke to each other or to the assisting tugs but had spoken in English when talking to the ship’s crew. This meant the master had not fully understood what the pilot was intending to do. “Slipping back into the native language is common everywhere, resulting in the ship’s command often not understanding what is being discussed,” the report warned.
Studies point to Maritime Labour Convention infringements
Liberia is named “safest major flag”
page 3
THE Liberian Registry has been named as the best performing major ship registry worldwide over the last three years, a period during which it has featured on all port state control (PSC) White Lists and has been included in the US Qualship 21 programme. The registry has developed a satellite-based compliance assistance programme (CAP) which, it says, has helped ensure regulatory compliance and prevent detentions in some of the world’s most active PSC areas. During this same period, the Paris Memorandum of Understanding (MoU) statistics confirm that Liberia had the lowest detention rate of all the large major flag states.
Renewed action on enclosed space dangers 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: Carly Fields 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: Laura Hayes, The Sea, The Mission to Seafarers, St Michael Paternoster Royal, College Hill, London, UK EC4R 2RL Tel: +44 (0)20 7248 5202 Email: laura.hayes@ missiontoseafarers.org www.missiontoseafarers.org Registered charity in England and Wales: 1123613 The Mission to Seafarers Scotland Limited, Registered charity: SC041938
This ground-breaking project has been driven by the Revd Canon Stephen Miller, the Mission’s director of East Asia. He has been instrumental in the design and development of the new service, which is being provided in partnership with the Iglesia Filipina
Mr Miller said: “This is a very exciting development for The Mission to Seafarers, as we have now opened a facility in Manila, which is the central location for the main seafaring and crewing agencies for the world’s merchant fleet. Although these are early days, the project has been
to be a real challenge, especially for ratings on low pay and long contracts away from their loved ones. It will encourage and hearten many seafarers to know that there is now a dedicated network to support their families back at home.” The Families Support Network
In addition to the counselling services the project may soon include a local church-led credit union for seafarers. This would work on community co-operative principles and one of the primary aims would be to assist and encourage seafaring families to save for the future.
Seafarers “happy with life at sea” PRELIMINARY results from a new survey being carried out as part of the BIMCO/International Chamber of Shipping (ICS) Manpower Report 2015 suggest that most seafarers are content with life at sea. BIMCO is directly engaging seafarers in order to understand their views on life at sea and the outlook for the industry’s manpower in the years ahead. The survey of seafarers is the first of the targeted surveys for this year’s report. More than 500 seafarers have already responded to the survey, representing over 40 nationalities. Timely wage payments and career promotion opportunities were the most popular responses when seafarers were asked about the important factors that influenced their decisions to stay with their current employers. Sixty-six per cent of the seafarers who responded estimated that it would take them less than three months to secure another job in the industry if they chose to leave their current company. Higher basic pay and better internet access were the most popular responses when seafarers were asked to name improvements in conditions at sea over the past two years. BIMCO says that, having provided www.missiontoseafarers.org
seafarers with an opportunity to provide insight on seafaring as a career, one of the trends that resonated in the responses was the importance and value of the training and skills that come with being a maritime professional. To quote one response: “Life at sea is exciting, challenging and very educational. The skills that anyone can receive from this job cannot be compared to anything else ashore.” The BIMCO/ICS Manpower Report, which has been published every five years since 1990, has traditionally been based on two main quantitative data sources from which the current seafarer supply and demand situation is estimated: a questionnaire completed by shipping companies and a questionnaire completed by national maritime administrations. In addition to those sources, the new Manpower Report will also ask for the opinions of a wider number of maritime professionals with knowledge of the ‘sharp end’ of the manpower supply situation, including seafarers, lecturers at maritime education and training institutions, manning agents, maritime unions, and port welfare workers. Regular surveys have also been launched by the seafarers’ social media themissiontoseafarers
platform, Crewtoo, to monitor seafarers’ satisfaction with their lives at sea with reference to the new Crewtoo Seafarers’ Happiness Index. Crewtoo says its first report using its new index shows a seafarer satisfaction level of 6.42 on a scale of 1 to 10 for key issues including: general happiness; contact with family; shore leave; wage levels; food; fitness and health; training; interaction on board; workload, and access to welfare facilities. “It is all well and good to talk about seafarers and the realities of life at sea, but until now there has been very little confirmation as to how seafarers actually feel about their jobs”, said Anneley Pickles, head of Crewtoo business development. Crewtoo’s first report showed that the issues that concerned seafarers the most included the need for onboard internet access, the risk of stress and fatigue from increasing workloads, and the lack of shore leave. For example, seafarers mentioned that internet access on board “makes life at sea easier” and a number of respondents expressed the concern that “if connectivity does not become common on vessels, the industry might be unable to attract any new seafarers in the future”. @FlyingAngelNews
More Nigerian cadets in the Philippines THE Nigerian Maritime Administration and Safety Agency (NIMASA) says it has expanded the scope of its seafarers’ training programme in the Philippines. Over 1,000 Nigerians are currently training there under the Nigerian Seafarers Development Programme (NSDP), which is intended to address the manpower requirements in the country’s maritime sector.
2 the sea jul/aug 15
Merchant ships “must rescue migrants in distress”
AIDS myths linger
No ‘let out’ clause on legal obligations despite the risk of terrorist infiltration of refugees
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HE International Chamber of Shipping (ICS) recently rejected a controversial recommendation that only commercial ships operating with security personnel on board should assist in rescuing refugees at sea. The recommendation had been made by the maritime security company, ESC Global Security, as concerns were aired that terrorists could enter Europe under the guise of refugees crossing the Mediterranean in small boats. The company’s chief security officer, Ivari Sarapuu, said: “Although merchant ships are bound by the Law of the Sea to rescue those in difficulty, they should exercise caution when taking on refugees, given the overwhelming numbers involved and the political volatility in the countries from which these people have fled.” Mr Sarapuu, the former head of training for NATO protection teams and the chief of the vessel protection detachment on an EU NAVFOR ATALANTA warship operating off the Somali coast, said that commercial vessels operating with minimal crew might not have
the training required to ensure the vessel remained secure. He added: “Ship safety and security must remain the number one priority. It will be difficult for a small crew on board a ferry, tanker or bulk carrier to remain operationally effective if it has to provide humanitarian aid to hundreds of refugees. A shipboard security team, however, is able to monitor the boarding of the refugees, carry out any identification checks and ensure that their actions do not impact on ship operations.” An ICS spokesperson told The Sea: “The United Nations Convention on the Law of the Sea (UNCLOS) and the International Convention for the Safety of Life at Sea (SOLAS) are quite clear that ships are expected to rescue persons in distress at sea. There is absolutely no ‘let out’ clause that would allow a ship to sidestep that requirement on the grounds that a security detachment is not embarked.” He added: “We do not recommend that all ships transiting the Mediterranean should carry security detachments because the situation is first and foremost
a humanitarian matter. Whilst it has been reported that one alleged terrorist did take a passage with mixed migrants, it is by no means a major consideration.” The controversy arose as large numbers of refugees continued to attempt to cross to Europe, with many dying in the attempt. While industry bodies rejected the idea of ships not rescuing refugees in distress they did call on European States to do much more. After merchant vessels took part in almost 1,000 migrant rescue operations in the Mediterranean over a period of 16 months, the global shipping industry welcomed the recent decision by EU leaders to triple the resources of the current Triton rescue operation. However, in a statement, industry organisations noted that Operation Triton remained within the mandate of FRONTEX, the EU border agency, and said that this raised serious questions about the extent to which these efforts would fully ensure the immediate prevention of further loss of life, “which should be the absolute priority”.
RINA scheme aids ro-pax crews
Compensation judgement
ITALY-BASED classification society RINA has launched an asset integrity management scheme for ro-pax ferries that covers fire risk reduction; single-failure risk assessment; enhanced planned maintenance and conditionbased monitoring, and also food and bacteriological risk management. The initiative also covers specific training for ro-pax crews, including behavioural training in how to avoid and manage crises. The first company to use the new package is Grimaldi Lines, which will implement the measures on the 22.5 knot 954passenger ro-ro pax vessel Florencia. The package builds on work done last year with major passenger fleet operators including Carnival, MSC Cruises and Moby Lines to extend an approach to operations and maintenance based on risk-prevention, and the assessment and management of risk.
Grimaldi’s Florencia will be the first to implement the initiative
Pirate attacks increase in Q1 2015 A SMALL coastal tanker is hijacked by pirates in South East Asia every two weeks on average, a report from the International Chamber of Commerce (ICC) International Maritime Bureau (IMB) has revealed. It says that, after a steady drop in global piracy over the last few years, attacks rose 10 per cent in the first quarter of 2015 compared with the same period in 2014.
On the positive side, the IMB Piracy Report shows zero incidents for Somalia in the first quarter of 2015. However, it advises masters to follow the industry’s best management practices, as the threat of Somali piracy has not been totally eliminated. Worldwide, pirates took 140 hostages in the first three months of 2015, three times
as many as during the same period in 2014. A total of 13 seafarers were assaulted and three injured. In West Africa, a hotspot for violent piracy, one man was killed in the hijacking of a fishing vessel off Ghana. Five crew members were kidnapped by Nigerian pirates in two separate incidents, in addition to a small product
tanker being reported hijacked. South East Asia accounts for 55 per cent of the world’s 54 piracy and armed robbery incidents since the start of 2015. The IMB has recorded 23 ship hijackings in this region since April 2014, with six taking place in the first three months of this year. Most are carried out by armed gangs
targeting small coastal tankers to steal their cargoes of fuel. Five tankers and an offshore tug were hijacked in the first quarter. “The frequency of these hijackings in South East Asia is an increasing cause for concern. There’s a risk that the attacks and violence could increase if left unabated,” said IMB director Pottengal Mukundan.
Libya and Yemen remain danger areas The ports and surrounding waters of both Libya and Yemen are considered dangerous for merchant vessels due to civil unrest in the two countries. In May the Libya-flagged product tanker Anwaar Afriqya, owned by the Libyan Dawn government in Tripoli, was
attacked while loitering in waters off the Libyan port of Sirte, which is currently controlled by the terrorist group, ISIS. The rival, Tobrukbased government, which carried out the attack, claimed the tanker was supplying munitions to ISIS. However, the National Oil Company
(NOC) said it was bringing fuel to a power station near Sirte, which is under the control of the Libyan Dawn government. The chief operating officer of the maritime security firm, MAST, Gerry Northwood, said: “Libya remains an extremely volatile country with ISIS
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THE International Transport Workers’ Federation (ITF) says a new survey it has carried out highlights the need for continuing work on HIV/AIDS and wellbeing among seafarers. In preparation for its report, A broader vision of seafarer wellbeing: survey of ITF maritime affiliates on HIV/AIDS, health and wellbeing, the ITF questioned 34 trade unions and 608 seafarers. The ITF commented: “The results may be surprising. Despite all the work that has gone into education about HIV/AIDS, many myths about its transmission remain, including in one labour supplying country where only 17 per cent of respondents believed condoms are effective in preventing it, and 46 per cent believe it can be spread in food and drink. “Other major findings came in response to the questions about general wellbeing, with many of those quizzed reporting worries about weight, depression and alcohol use.“
gaining more and more control of areas not under the Tobruk government or the Tripoli government. It is very clear that the Tobruk government will attack any vessel it believes to be delivering munitions or providing support to any ISIS controlled areas. Sirte and Derna are the two primary
ISIS areas and should be avoided at all costs.” Meanwhile heavy fighting continues in Yemen, mainly in the north around the Saudi border and in the south in Aden and Taiz. Military bases on the outskirts of Sanaa are also being targeted by air strikes.
THE UK’s Supreme Court has decided that oil company and tanker owner BP was wrong to refuse to pay US$260,000 in compensation to the widow of a seafarer because it decided that he had committed suicide. Chief engineer Renford Braganza disappeared in the middle of the Atlantic in May 2009 while serving on board the BP oil tanker British Utility. A company inquiry decided Mr Braganza had probably committed suicide, so BP did not need to pay compensation under the terms of Mr Braganza’s employment contract. By a three to two majority judgement, the Supreme Court held that “convincing evidence” was needed if a company were to decide that the “inherent improbability” of suicide had taken place. Charles Boyle, head of legal services at maritime union Nautilus, commented: “This is a sensible and reassuring ruling from the High Court and the Supreme Court, and a good outcome for Mr Braganza’s widow.”
High fire rate on passenger ships THE Nordic Association of Marine Insurers (Cefor) says the incidence of fires on passenger and car/ro-ro vessels stayed high in 2014. Cefor says the most notable feature of the ocean hull claims statistics in 2014 was the substantially reduced number of claims in excess of US$5 million. This, it noted, was reflected in the total loss frequency, which was at an almost record low. The overall claims frequency showed some increase from 2013, but was still at a long-term low, with the exception of fires on passenger and car/ro-ro vessels.
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3 the sea jul/aug 15
Studies point to Maritime Labour Convention infringements
Sewol master’s appeal rejected
But Nautilus finds that legislation is still helping to “develop a culture of co-operation” between port states and ITF inspectors
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ARITIME union Nautilus International says that the findings of two recent reports highlight the need to intensify global efforts to improve seafarers’ working conditions. However, the International Transport Workers’ Federation (ITF) commented that while the Maritime Labour Convention 2006 (MLC) had not yet had a dramatic effect on eliminating seafarers’ complaints, reports suggested that it was helping to develop a culture of co-operation between port states – and occasionally flag states – and ITF affiliates and inspectors. The ITF said it hoped this would lead to a shift towards compliance over time, An ITF study found that almost one third of ships checked by its inspectors over a one-year time-frame were found to have problems related to the MLC. Meanwhile, a report from port state control authorities in the Asia-Pacific region in May, warned that there continued to be “considerable room for
improvement” in seafarers’ working conditions. The ITF analysis of 9,646 inspections was carried out on almost 7,500 ships between 20 August, 2013 and 19 August, 2014, when the MLC was in force for the first 30 ratifying countries. ITF inspectors found that 2,384 vessels, or 32 per cent of the total, had MLC-related problems. Almost 42 per cent of those concerned owed wages, or had breached contract terms relating to dismissal, repatriation and victimisation. About 15 per cent of issues reported related to non-compliance with international standards. Problems included substandard accommodation, food, safety equipment and general vessel condition, as well as recruitment and placement issues, seafarer blacklisting, manning levels, minimum age, medical certificates, training and qualifications. The ITF noted that some flag states and port state authorities “have been bolder or more committed” to MLC
implementation and enforcement than others, with Australia and Canada standing out as “shining examples”. Nautilus also welcomed the UK Maritime & Coastguard Agency’s confirmation that failure to comply with MLC requirements on recruitment and placement could result in a detainable offence. The ITF noted a move by Spanish Port State Control to require increases in manning levels to ensure compliance with MLC work and rest hour rules. In what was seen as another positive move, Gibraltar withheld certification from a company with a history of delayed payment of wages. Meanwhile, the Tokyo MoU annual report on port state control inspections warned that while the number of substandard ships detained in 2014 was down by almost 14 per cent from the previous year, “significant deficiencies” were found in relation to working conditions.
Bridge resource management video
Training film aims to reduce accidents caused by poor bridge communication
NEAR misses, ‘allisions’ and collisions caused by poor bridge communication are costly and preventable, according to the US-based Maritime Training Services (MTS) and MITAGS-PMI, who have launched a new 30-minute training video produced by Bridge Resource Management (BRM). The video is designed to help seafarers learn about the terminology, BRM team roles, human factors, and situational
awareness required to implement a proper, accident-reducing BRM programme. It recreates maritime accidents by using navigational charts, accident photos, investigation reports, and navigational displays. A free two-minute version can be viewed at: www.maritimetraining.com/Product/Bridge-ResourceManagement
Hazard spotting competition opens SEAFARERS could win US$2,000 in an online hazard spotting competition which will be open until the end of August. In an initiative to raise awareness of potential hazards at sea, The Standard Club and the International Chamber of Shipping (ICS) have joined forces to launch a ‘Spot the Hazard’ competition open to any seafarer worldwide. With US$10,000 of prize money, the competition has been designed to help those working at sea to identify hazards, and to promote the critical importance of accident prevention. To enter the competition, seafarers need to visit www.hazard-competition.com and follow the instructions. Seafarers entering the competition
will be asked to identify hazards shown on a series of images depicting typical scenes on board ship and to submit a safety idea relevant to the image that can be shared throughout the industry. In order to ensure that seafarers from all ship departments and of all ranks can enter the competition, it features five separate images: the bridge, engine room, main-deck, galley and a port terminal scene. The instructions for entry into the competition have been translated into Spanish, Portuguese, Tagalog, Hindi and Mandarin. Seafarers can submit entries for as many of the five images as they wish, with the winner for each being awarded a prize of US$2,000.
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There are ten hazards in each of the five images and to be chosen as a winner entrants must spot all ten hazards correctly and submit the best safety idea for the department featured in that image. The winner will be decided by the judging panel, which will consist of The Standard Club, ICS and an independent third party. ICS secretary general Peter Hinchliffe said: “ICS is committed to the promotion of an effective safety culture throughout the global shipping industry. We therefore want to help seafarers understand the relationship between unsafe acts and serious incidents. Our goal in launching this new competition is to encourage all seafarers to think about safety as a matter of course during their everyday duties.”
Drunk bulker master fined
SOUTH Korea’s High Court has rejected an appeal by the master of the ferry Sewol, against his life imprisonment sentence, after ruling that he was guilty of homicide. Lee Joon-seok was in command of the ferry when it sank in April 2014 with the loss of more than 300 lives, mostly children. However, the court did reduce the sentence of the Sewol’s chief engineer from 30 years in jail to 10. It also agreed to cut the prison terms for 14 other crew members to between 18 months and 12 years. Maritime union Nautilus International’s general secretary, Mark Dickinson, said: “Once again, a captain has been made the scapegoat as a result of political pressure and media misrepresentation.” He added that pinning the blame on an individual helped to obscure the underlying causes of the accident, including regulatory failure, overloading and design changes.
THE master of the 37,000 dwt bulk carrier African Harrier has been fined NZ$3,000 (US$2,145) after being caught almost five times over the alcohol limit when the ship was about to leave Tauranga, New Zealand in March. The alarm was raised by the pilot, who contacted Maritime New Zealand, who in turn contacted the police. The vessel’s operator, MUR (Shipping), dismissed Parmod Kumar for breaching the Standards of Training, Certification and Watchkeeping Convention, and the company’s own drug and alcohol abuse policy.
Bulk carrier officers killed TWO Chinese officers of the Liberia-flagged bulk carrier Qing May were killed and another seriously injured in a violent incident while the ship was off Zamboanga, the Philippines, on passage from Australia to China in April. Philippine police boarded the vessel and the injured man was taken to hospital.
Training guidance on ECDIS
Avoiding rocks and docks
THE UK’s Maritime and Coastguard Agency (MCA) has issued guidance on what training is required for masters and deck officers of UK-registered vessels where an electronic chart display and information system (ECDIS) is being used as the primary means of navigation. It says the training must relate to the make and model of the equipment fitted on board the ship on which they are working.
MUTUAL marine liability insurer North P&I Club has published a new guide to help ships’ bridge teams avoid the mistakes that lead to hitting rocks, docks and other fixed or floating objects (FFOs). The new guide is designed to bring to the attention of bridge teams the key contributory factors of groundings and FFO incidents and to encourage them to think about and discuss how to cut risks by following good practice. It focuses on the importance of: planning and monitoring a voyage; navigating with a pilot on board; bridge team communications; situational awareness; fatigue; speed and angle of approach, and weather conditions. Real-life case studies are included to provide examples of poor practice and a starting point for wide-ranging discussions. North says that, in the 2013/14 policy year, the club had its two largest claims ever. One involved the grounding of the bulk carrier Smart in South Africa in August 2013, while the other resulted from the tanker Wu Yi San coming into contact with an oil terminal in South Korea in January 2014. Potential liabilities for the two claims are estimated to be over US$100 million.
New nav system trialled Ship management company Euro Ship Services has installed eLoran as a back-up to GPS for its vessels operating off the coast of the UK. Last year the General Lighthouse Authorities of the UK and Ireland (GLAs) announced the roll-out of eLoran stations to bolster navigational safety at seven of the UK’s busiest ports: Dover, Harwich, Thames, Humber, Middlesbrough, Firth of Forth, and Aberdeen. eLoran technology is based on long wave radio signals and is independent of, and complementary to, GPS. Full operational capability covering all major UK ports is expected by 2019 and other countries are looking to set up eLoran networks.
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4 the sea jul/aug 15
NEWS
MICHAEL GREY
Seafarers told no fishing! FISHING for the galley appears set to be a thing of the past. Shipowners have been warned they could face legal action for breaching the United Kingdom’s Food Act by not exercising due diligence, if they fail to stop their crews fishing. Allowing seafarers to eat fish they have caught off the side of their ship is a sure way for the crew to contract food poisoning and it can take a whole ship out, according to Henry Anderson, consultant chef and founder of Marine Catering Services. In a Marine Catering Services statement, the expert on food quality and catering standards on board ship responded to certain media reports that 14 crew from a Japanese bulker in Canada were hospitalised after they contracted
ciguatera fish poisoning, which is caused by eating tropical fish that have consumed toxinproducing algae. Ciguatera poisoning is caused by eating certain reef fish whose flesh is contaminated with toxins originally produced by small marine organisms called dinoflagellates, which live in tropical and subtropical waters. The organisms stick to coral, algae and seaweed, where they are eaten by small fish, which in turn are eaten by bigger ones. The toxins move up the food chain and build up in the bodies of larger fish. From time to time dinoflagellates occur in such great numbers that they turn the sea reddish brown, causing so called ‘red tides’. “When I am on board vessels, training the crew on menu
preparation and food hygiene, I give clear instructions to all crew members not to go fishing for fresh fish when ships are at anchor as you don’t know if the fish has been caught in red tides. Nor are you able to detect whether any caught fish have toxins within their system, as that can only be obtained by laboratory examination of the product,” said Mr Anderson. He added that: “shipowners and managers should buy their fish products from reputable suppliers as this proves traceability of the product purchased and complies with due diligence procedures should anyone should become sick. This is also backed up by written food temperature controls in which any meal can be traced back to the menu.”
Taking the
As our global motorways, highw attention back to the potential o
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AKE a look at the motorways and main roads in most industrial countries. Night and day they are crowded, with a substantial amount of long-haul truck traffic. Whether you are considering the north-south European links, the east-west trunk highways of the north coasts of the Mediterranean or the huge interstate highways of countries like the US or Australia, they will be bunged up with trucks 24/7. In a small overcrowded island like Great Britain, the grinding flow of traffic just never stops. But in all these places, if you dodge the traffic and get to the coast, you will be looking at a largely empty sea, with all the room in the world for some of that freight to be diverted. It wasn’t always like that. Go back a century and the most convenient way to carry freight was by sea, or barges, using the coastal and inland waterways much as we use the roads today. Could we not reverse the clock in this process and put in place policies that might give more encouragement to coastal and short sea shipping, and in doing
so free the overcrowded roads from some of the sheer weight of freight transport? It is what the EU’s European Motorways of
the Sea scheme to do, providin start-up funds t services up
CARLY FIELDS
Mega ships b
TT Club’s Peregrine Storrs-Fo containership sizes has pushed b
Panama Canal achieves milestone THE massive Panama Expansion project passed a key milestone in March, with the installation of the sixteenth and final gate for the new locks on the Pacific side of the Canal. The final gate is one of the
heaviest and weighs 4,232 tons, is 57.6 metres wide, 10 metres long and 33 metres high. The installation of all eight gates on the Atlantic side of the Panama Canal has also now been completed.
Canal administrator Jorge Quijano said: “Once finished, the expanded waterway will provide new possibilities for world maritime trade and further position the Canal as a reliable route to the industry.”
IMO domestic ferry safety bid RESPONDING to increasing concern over domestic passenger ferries sinking with heavy loss of life, in particular last year’s South Korean Sewol disaster, the International Maritime Organization (IMO) held a special conference in Manila, the Philippines, in April. The Conference on the Enhancement of Safety of Ships Carrying Passengers on NonInternational Voyages adopted guidelines on assessing if a ship is fit for purpose in its intended role. The Manila Statement adopted by the conference acknowledges “the urgent need
to enhance the safety of ships carrying passengers on noninternational voyages in certain parts of the world and urges states to review and update national regulations in relation to their passenger ferries and to apply the guidelines, in order to address the continuing unacceptable loss of life and damage to the environment and property due to marine casualties and incidents involving such vessels”. Speaking at the closing session of the conference IMO Secretary-General Koji Sekimizu said that domestic ferry operations
played a crucial role in the movement of people and goods, and sometimes represented the only possible and/or reasonably affordable means of transport. Tr a g i c a l l y, t h e i s s u e o f domestic shipping safety was highlighted soon after the IMO conference by the capsize of the Chinese river cruise vessel Eastern Star on 1 June in the Yangtze, with the loss of 545 people. There were only 12 survivors, including the master and chief engineer who were immediately arrested. The disaster, during a storm, was China's worst since 1948.
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T’S a race with no end in sight and too many runners: the sprint to order ever-larger containerships continues at breakneck speed bringing with it increased safety concerns for seafarers and stevedores. With ships more than doubling in size since the start of the millennium, legislators have turned their focus onto the handling and stowage side in a bid to improve the safety of all those involved, including seafarers. Misdeclared and underdeclared containers weights have been a longstanding safety concern for dockers and seafarers. Indeed, false declarations on weights have been cited as a cause for some high profile shipping disasters, such as the grounding of the MSC Napoli in the English Channel. In its report on the accident, Britain’s Marine Accident Investigation Branch (MAIB) pointed out that there were significant discrepancies between the declared and actual weight of the 660 deck-stowed containers. The implications of this on seafarer safety are clear and the International Maritime Organization (IMO) has now taken important steps to mitigate the threats.
“The IMO has acted on container weights, amending the Safety of Life at Sea Convention (SOLAS) to require verification,” TT Club risk management director Peregrine Storrs-Fox tells The Sea. “This is a significant move to improve safety and cargo integrity. The SOLAS verification of gross mass for containers (which will become mandatory in July 2016) will undoubtedly, if adequately and consistently implemented, bring about some improvements in the incident rate through the supply chain.” From 1 July 2016, it will be mandatory to weigh loaded containers before they are transported by sea. From that date, loaded containers must not be taken on board a ship until their weight has been determined. This so-called ‘verified weight’ can be established in two ways: through weighing the loaded container at an approved weighing station or weighing the individual items in the container and adding that to the container’s net weight. The move could reduce the likelihood of container stack collapse and containers falling over board,
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5 the sea jul/aug 15
‘road’ less travelled Credit: Harald Henkel
ways and interstates get increasingly clogged up, we should turn our of short sea and coastal trade, says Michael Grey
Fast and efficient modern ro-ro ships present an attractive alternative to trucks on congested roads
e has been trying ng the necessary to get freight ferry and running,
persuading the previous users of the roads that the ship offers a feasible alternative. Several of the schemes, mostly in the
Mediterranean, have been successful and operate without subsidy and there are efforts being made to encourage more.
There is no getting away from the fact that road haulage is so cheap and convenient that most of its users, conditioned by force of long habit, don’t think twice about booking their next lorry load. The only factor that might make them change their mind is if the roads become so bunged up by excessive traffic that it ends up in a gridlock, when they might then contemplate alternative means of moving their goods. It is called ‘diversion by coercion’ and it is not exactly a rational way of producing transport policies. Those who are advocating greater use of those empty seas point to the fact that when policies are being considered, nobody ever factors in the costs of delays caused by queuing trucks, or the costs of wear and tear to the highways, nor the cost of the terrible accidents in which heavy vehicles are involved. They also point to the lack of a ‘level playing field’ between road haulage and sea transport, which manifests itself in so many different ways. A port, for instance, derives all its revenues from the ships which use it, whereas the
trucks come and go for free. In Europe, trucks freely cross borders between countries without a moment’s delay, all the border customs posts having been taken away years ago with the arrival of the open market. By contrast, every time a ship travels from one EU state to another, agents and customs and all the paraphernalia of declarations and clearances kicks in, occasioning costs and delay. Why can’t a ship be treated like an oversize lorry? The bureaucrats have been talking about it for years, but with no positive results. The ship gave way to the truck because the latter was cheaper and faster. But marine technology has advanced tremendously since then and is in a good place to mount a new challenge. We have high speed cargo handling technology that could be a part of every port, given the business. We have containerships and roro vessels that are state of the art, fast, economic and capable of carrying pretty well any sort of load. Even with coastal bulk we have ships that can load and discharge their own cargo in hours,
rather than days and could, at a stroke, take thousands of large trucks off the roads. There are short sea tankers and gas carriers that really are quiet, clean and hugely efficient in moving bulk liquids around the coasts. And in most of these countries where the roads are congested and the seas empty, there are ports available that could take on the business, ports which could host more distribution warehouses and greater stockpiles of goods brought in by sea. Moreover, the ship, in an era when we are getting more and more excited about the environment, is being constantly improved to be more sustainable, with reduced emissions and with less impact upon our world. It all makes such a lot of sense, so why aren’t policies being devised that might encourage more short sea and coastal freight? Caution, vested interests and powerful lobbies all play a role in this, along with the inertia that tends to resist change. Meanwhile, as road freight slows because of congestion, there is a message that needs to be repeated, encouraging people to look at that empty sea.
bring mega safety concerns
o avoid the dangers verloaded ships. Mr Storrs-Fox, “as tonnage becomes e, it is time to n to lashing and
International or Standardization by IMO to address tems such as corner ocks and lashing d concerns that the acking’ capability ould lead to undue ne example, the port Safety Bureau’s l incident onboard nd during loading 2010 found that ss” on a twistlock lete failure. since the inception s been continuous, m manual twistlocks tic (SATL) and fully TL) versions,” says “The main thrust ogical development mprove speed of remove elements us interaction of ery and unforgiving ntainers.
“However, there is some evidence that the FATL concept is not coping with the dynamic motion and vibration that can be experienced at sea, especially in heavy weather.” The problem has become more apparent with the drive for everlarger containerships. Today’s 19,000 teu giants amplify issues in stacking and securing containers, something that raises concerns for insurers. As yet, no international ports have invested in automatic twistlock platforms, although the technology is now there to undertake this operation automatically. “With regards to the incidence of bodily injury, what remains to be addressed is whether SATLs or FATLs are handled on the quayside or, as the manual twistlocks are, on board the ship,” says Mr StorrsFox. “Lashing rods, however, can only be handled on board and the need to stack higher means there is pressure on increasing the size of the already very long and heavy rods – which have been instrumental in a number of serious accidents and injuries.” Seafarer and docker container handling safety is not restricted to
outside securing; the packing of the box itself also plays a role. The multi-modality of the container supply chain has inadvertently fostered an attitude of ‘out of sight, out of mind’. After the original packers of the container seal the doors, they spare little if any thought for the onward journey or on how their packing errors might affect safety further down the chain. A joint publication from IMO, International Labour Organization (ILO) and United Nations Economic Commission for Europe (UNECE) has attempted to tackle this issue. Its Code of Practice for Packing of Cargo Transport Units (CTUs) – known as the CTU Code – covers safe working environments; conditions of securing equipment; selection of cargo-appropriate CTUs; proper loading; and the use of cargo-appropriate securing or protection equipment, among other things. The CTU Code applies to transport operations throughout the entire intermodal transport chain and provides guidance not only to those responsible for packing and securing cargo, but also to those who receive and unpack such units.
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Credit: Cornelius Bartke
ox explains to Carly Fields why the drive to continually increase box handling safety considerations to the fore
Container handling operations present inherent dangers to seafarers
Commenting on the Code, Matthew Gore, senior associate at Holman Fenwick Willan, said: “The CTU Code will enhance the safety of not only employees who come into direct contact with CTU
but also the safety of the cargo that is transported within them. “These measures should promote more responsible operating and facilitate safer environments throughout the
maritime supply chain. This will have the positive effect of enhancing the economic efficiency of trade as the percentage of cargo that is damaged should drop significantly.”
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6 the sea jul/aug 15
JUSTICE MATTERS n BY DOUGLAS STEVENSON
Financial rewards of saving property at sea ONE of the oldest maritime customs is the moral obligation for seafarers to go to the aid of persons in peril at sea. Indeed, this ancient custom has become a legal requirement in today’s maritime law. International conventions and national laws now require seafarers to go to the aid of persons in danger of being lost at sea, so far as they can do so without serious danger to their own vessels, shipmates or passengers. Today’s conventions and laws also call for criminal penalties for those who fail to render assistance to persons at sea when required. Customary maritime law provides no financial reward for rescuing persons; saving lives at sea has been considered a humanitarian duty for which rescuers should expect no financial reward. Customary maritime law does, however, provide financial rewards for saving property at sea. While maritime law requires seafarers to rescue lives at sea, there is no such duty to rescue property at sea. For centuries, maritime law has motivated seafarers to try to save property in peril at sea by providing them generous compensation for successfully saving the property. This right, called ‘salvage’, does not exist on land. Under the law of salvage, volunteers have a right to claim compensation from the owner of the property that they saved from
loss at sea. Salvage law was developed to encourage seafarers to quickly try to save endangered property from destruction at sea and, through the provision of generous compensation, to discourage them from stealing the property. The customary maritime law requirements for a valid salvage claim are: l The vessel, cargo, or other maritime property must be in danger of being lost, destroyed, or damaged at sea. l A volunteer who is not required by an existing duty or contract to save or protect the property must perform the salvage. l The service provided by the volunteer must be successful in whole or in part, or be shown to have contributed to the success. Many kinds of services can qualify for a salvage award so long as all three of the requirements for salvage are satisfied. Some examples of salvage services include helping a vessel in distress, providing crewmembers for a vessel to enable it to navigate, giving navigation or ship handling advice, recapturing property from pirates, extinguishing a fire on a vessel, and supplying a vessel with stores.
The compensation for salvage is called an award or reward. The award is not intended to pay for the reasonable value of the services provided. Rather, the compensation is intended to be a reward for perilous services and to induce seafarers to go out of their way, facing possible danger, to save property at sea. Maritime courts determine the reward based on the circumstances of the particular salvage including such factors as the salvors’ labour, salvors’ skill and energy, the value of the property used for salvage and the danger to which it was exposed, the risks faced by the salvors, the value of the property saved, and the degree of danger to which the property was exposed. Customary maritime law provided a reward only when property, not lives, were saved. In cases where one group of seafarers saved only persons from a ship in distress and another group of seafarers saved the ship and cargo, only those who saved the property would get a reward and those who saved lives would get nothing. Fortunately, international conventions, national laws, and court decisions have changed this harsh rule. In today’s maritime law, seafarers who save lives at sea can expect to share salvage awards with those who save property.
Recompensas financieras por salvar bienes en el mar UNA de las costumbres marítimas más antiguas es la obligación que tienen los marineros de acudir al rescate de personas que se encuentren en peligro en el mar. De hecho, esta antigua tradición ha pasado a ser un requerimiento legal en la legislación marítima actual. Las convenciones internacionales y las leyes nacionales ahora exigen que los marineros acudan al rescate de cualquier persona en peligro de perderse en el mar, siempre y cuanto no pongan en peligro sus propias embarcaciones, compañeros o pasajeros. Las convenciones y leyes actuales también prevén sanciones penales para cualquier marinero que no les preste ayuda a personas en el mar cuando la necesiten. La legislación consuetudinaria marítima no prevé recompensa financiera alguna por el rescate de personas: salvar vidas en el mar se ha considerado como un deber humanitario por el que los marineros no deben esperar ninguna compensación económica. La legislación consuetudinaria marítima prevé, no obstante, recompensas financieras por salvar bienes en el mar. Aunque le legislación marítima
exige que los marineros salven vidas en el mar, no hay exigencia de salvar bienes en él. Desde hace siglos, la legislación marítima ha fomentado que los marineros traten de salvar bienes en peligro recompensándoles con una compensación generosa cuando consiguen hacerlo. Este derecho, conocido como «rescate», no existe en tierra. En virtud de la ley de rescate, los voluntarios tienen derecho a reclamarle una compensación al dueño de cualquier bien que se salve en el mar. La ley de rescate fue desarrollada para animar a los marineros a tratar de rescatar con rapidez cualquier bien susceptible de perderse en el mar. Asimismo, mediante la fijación de una compensación generosa, se pretendía desincentivar así los robos. Los requisitos legales recogidos en la legislación consuetudinaria marítima para una reclamación de compensación por rescate de bienes son: l Que una embarcación, buque de carga o cualquier otro bien marítimo esté en riesgo de perderse, destruirse o dañarse en el mar. l Que será un voluntario que no haya sido requerido por
una obligación existente o contrato para salvar o proteger el bien en cuestión el que realizará el rescate. l Que el servicio prestado por el voluntario resulte exitoso total o parcialmente, o que quede demostrado que haya contribuido al éxito del rescate. Muchos tipos de servicios pueden ser candidatos a una compensación por rescate, siempre y cuando se cumplan estos tres requisitos mencionados. Algunos ejemplos de servicios de rescate incluyen ayudar a las embarcaciones con problemas, prestarles miembros de la tripulación para que puedan navegar, guiarlas o asesorarlas en su manejo, recuperar bienes robados por piratas, extinguir fuegos en embarcaciones y suministrarles provisiones cuando sea necesario. La compensación por rescate se denomina premio o recompensa. No tiene la finalidad de pagar por el valor razonable de los servicios prestados. Se trata, más bien, de recompensar unos servicios arriesgados y de propiciar que los marineros se desvíen de su camino, enfrentándose a un peligro potencial, para salvar bienes en el mar.
Los tribunales marítimos determinan la recompensa en función de las circunstancias del salvamento en particular, incluyendo factores tales como el trabajo, las habilidades o la energía de los marineros que acuden al rescate. Asimismo, considerarán también el valor del bien usado para el rescate, el peligro al que este se haya expuesto, los riesgos que hayan asumido los marineros, el valor del bien rescatado y el grado de peligro al que el bien haya estado expuesto. La legislación consuetudinaria marítima prevé una recompensa cuando se salvan bienes, pero no cuando se salvan vidas. En aquellos casos en los que un grupo de marineros salven solo a personas en un barco en peligro y otro haga lo propio con el barco y la mercancía, solo estos últimos recibirán una compensación, en contraposición con los primeros. Por suerte, las convenciones internacionales, las leyes nacionales y las decisiones judiciales han cambiado esta dura regla. En la legislación marítima actual, los marineros que salven vidas en el mar pueden contar con compartir las compensaciones de rescate con aquellos que salven bienes.
Финансовые выгоды спасения имущества в море Одной из старейших морских традиций является моральное обязательство моряков прийти на помощь тем, кто терпит бедствие в море. В современных условиях этот древний закон обрел форму законодательного требования. Согласно международным конвенциям и национальному законодательству, моряки обязаны прийти на помощь тем, кому грозит опасность в море, если это не связано с серьезным риском для их собственных судов, других моряков или пассажиров. Кроме этого, современные конвенции и законы содержат положения об уголовном наказании для тех, кто отказывает в помощи лицам, терпящим бедствие в море. Обычное морское право не предусматривает финансового вознаграждения за спасение людей: спасение жизни в море считается долгом каждого человека без извлечения какой-либо материальной выгоды. Однако обычное морское право содержит положения о финансовом вознаграждении за спасение имущества на море. При этом, хотя морское право и требует от моряков спасения утопающих, оно не обязывает их спасать имущество. Много веков стимулом к спасению имущества терпящих бедствие судов было для моряков положение морского права, предусматривающее для них за это щедрое вознаграждение. На суше такого права спасения (salvage) не существует. По закону о спасении спасатели-добровольцы вправе требовать компенсации от владельца имущества, спасенного ими в море. Закон
о спасении был разработан для того, чтобы стимулировать моряков к принятию оперативных мер по спасению имущества, подвергнувшегося риску на море, от разрушения, а также чтобы отвести их от идеи кражи этого имущества за счет предоставления щедрой компенсации. Обычное морское право содержит следующие критерии законного требования о выплате вознаграждения за спасение. l Судно, груз или иное морское имущество должны находиться под угрозой потери, разрушения или повреждения на море. l Спасение должен выполнить доброволец, чьи текущие обязанности или контракт не предусматривают действий по спасению или защите имущества. l Действия добровольца должны быть полностью или частично успешными, либо он должен доказать, что внес свой вклад в успешное спасение. На получение вознаграждения можно рассчитывать, совершив самые разнообразные действия по спасению, однако три перечисленных критерия должны быть соблюдены. Действия по спасению могут включать в себя оказание помощи судну, терпящему бедствие, предоставление экипажу другого судна для выхода из зоны бедствия, обеспечение навигации или консультирование по управлению судном, конфискация имущества у пиратов, ликвидация пожара на судне и поставка на судно предметов снабжения.
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Компенсация за спасение называется наградой или вознаграждением. Ее сумма не должна рассматриваться в качестве оплаты действий по спасению. Вместо этого компенсация призвана выполнять роль вознаграждения за такие действия и стимула, который побуждает моряков отклоняться от своего курса и подвергаться риску для спасения чужого имущества на море. Размер вознаграждения определяется морскими судами исходя из обстоятельств конкретного акта спасения с учетом таких факторов как приложенные спасателями усилия, их навыки и степень активности, ценность имущества, использованного для спасения, и уровень риска, которому оно подвергалось, а также риски для спасателей, ценность спасенного имущества и степень опасности, которому подвергалось спасенное имущество Прежнее морское право предусматривало вознаграждение только за спасение имущества, но не жизни людей. В тех случаях, когда группа моряков спасала с терпящего бедствие судна только людей, а другая группа спасала само судно и его груз, вознаграждение получала только группа, спасшая имущество, а те, кто спас людей, не получали ничего. К счастью, благодаря принятию международных конвенций, национальных законов и судебных решений это жестокое правило было изменено. В соответствии с современным морским правом, моряки, спасающие жизни на море, могут рассчитывать на долю вознаграждения, получаемое теми, кто спас имущество.
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7 the sea jul/aug 15
FOCUS ON FAITH n BY KEN PETERS
Greater than the sum of its parts RECENTLY I have had the privilege of working with The Mission to Seafarers teams in both New Zealand and South Africa. Both are successful teams that take pleasure from a job well done. Their successes are driven by port chaplains that are eager to agree on future work and are able to determine the education and training needed to accomplish their goals. They are single-minded in their pursuit of knowledge and inspired to continuously improve on previous outcomes. In both teams there is a mix of cultures, languages and heritage, and all expressed their faith in their own unique ways. Our meetings proved to be one of those occasions when ‘the total was more than the sum of the parts’. It was a pleasure to witness the infectious laughter as they went about their allotted tasks. Equally rewarding was the way in which some were able to help others with the cross fertilisation of ideas, all the while listening intently to the opinions of others. Their exchanges of ideas fashioned the way in which future work of the Mission would be undertaken. This, it seems to me, is the same model as for ships’ crew, where the team works together to ensure that the voyage is successful. Seafarers know very well the benefits of team work, where the skills of one complements the competencies of others. Team work among a well-educated, trained and happy crew ensures safe passage through difficult waters.
Jesus relied on a team to carry his words to many more people than he could manage to reach himself. There were twelve disciples in particular that formed a cohort of committed men, dedicated to the task of disseminating news of what Jesus said and did. Their common goal was to ensure that Jesus was heard, and while listening they learned so much of their leader’s thoughts and deeds. No doubt there was great happiness among them, feeling as they most surely did the liberation and freedom of accepting the principles of life that Jesus himself pursued. The ‘infection of fellowship’ gave a value-added dimension to their relationships. Their relationships held them together in the difficult times of Jesus’ arrest, trial, condemnation, punishment and crucifixion. They were emboldened and empowered to witness their faith. That does not mean that they never strayed from their path, or were less than honest about their commitment to Jesus and each other. Rather the whole experience was one of growth, which enabled them to overcome their doubts and to witness the power and glory of God. You may believe you are strong on your own, but reach out to your shipmates and work as a team and you will find that you too are more able to accomplish the task in hand and go beyond the limitations of individuality. When the team is called by God, the strength to witness faith is powerful and you will become infected with laughter and joy, finding peace and calmness in the midst of doubt.
Más que la suma de sus partes Recientemente, tuve el privilegio de trabajar con los equipos de la Mission to Seafarers («Misión para marinos») en Nueva Zelanda y en Sudáfrica. Ambos son equipos exitosos que se deleitan en el trabajo bien hecho. Sus éxitos son guiados por los capellanes de los puertos, que se muestran con ganas de ponerse de acuerdo sobre el trabajo futuro y capaces de determinar la educación y la formación necesarias para cumplir sus objetivos. Se encuentran concentrados en su búsqueda del conocimiento e inspirados para mejorar continuamente en base a los resultados ya obtenidos. En los equipos de ambos países hay una mezcla de culturas, lenguas y tradiciones, con una expresión particular de su fe. Nuestros encuentros demostraron ser una de esas ocasiones en las que «el todo es más que la suma de sus partes». Ha sido un placer presenciar la risa contagiosa mientras llevaban a cabo sus tareas encomendadas. Igual de gratificante resultó el modo en el que algunos fueron capaces de ayudar al prójimo, gracias al intercambio de ideas, escuchando
también sus opiniones con atención. Sus intercambios de ideas idearán la manera en la que deberá realizarse el trabajo futuro de la Misión. Esto, me parece, es extrapolable a la tripulación de los barcos, en donde el equipo trabaja en estrecha colaboración para asegurar que la travesía sea un éxito. Los marineros conocen muy bien los beneficios del trabajo en equipo, donde las habilidades de uno complementan las competencias del otro. El trabajo en equipo dentro de una tripulación bien educada, formada y feliz garantiza una travesía segura por aguas turbulentas. Jesús confió en un equipo para llevar sus palabras a mucha más gente de la que por sí solo hubiese podido. En concreto, eran doce discípulos que formaban un grupo de hombres comprometidos, entregados a la tarea de difundir la nueva de los hechos y palabras de Jesús. Su objetivo común era asegurar que Jesús era escuchado y, mientras escuchaban, aprendían muchísimo sobre los pensamientos y obras de su maestro. Sin duda, se respiraba una gran felicidad entre ellos, sintiendo como seguramente
habrán sentido la liberación y la libertad de aceptar los valores vitales que el propio Jesús persiguió en vida. El «germen del compañerismo» les brindó un valor añadido a sus relaciones. Sus relaciones les mantuvieron juntos en los tiempos difíciles del arresto, juicio, condena, castigo y crucifixión de Jesús. Se vieron envalentonados y empoderados para dar testimonio de su fe. Eso no significa que nunca se desviaran de su rumbo o que no flaquearan en alguna ocasión en su compromiso con Jesús y con los demás. Más bien la experiencia en su totalidad fue de crecimiento, lo que les permitió superar sus dudas y dar testimonio del poder y la gloria de Dios. Uno puede creer que es fuerte por sí mismo, pero a partir del momento en el que cuenta con los compañeros de travesía y trabaja en equipo queda claro que también puede cumplir sus tareas de mejor manera e ir más allá de las limitaciones de la propia individualidad. Cuando el equipo es llamado por Dios, la fuerza para dar testimonio de la fe es poderosa y uno de siente invadido por la risa y la alegría, encontrando la paz y la tranquilidad en medio de la duda.
Единство – не есть совокупность единиц Недавно я имел честь работать с сотрудниками «The Mission to Seafarers» (Миссии для моряков») в Новой Зеландии и ЮАР. Обе команды успешно трудятся и получают удовольствие от качественно выполненной работы. Их успех поддерживается портовыми священниками, которые всегда готовы прийти на помощь и предоставить советы и консультации для достижения поставленных целей. Они едины в своем стремлении к получению знаний и постоянному совершенствованию. Обе команды представляют собой смесь разнообразных культур, языков и традиций, где каждый человек находит свои, уникальные пути религиозного самовыражения. Наша встреча в очередной раз доказала, что «единство – не есть совокупность единиц». Я с удовольствием прислушивался к тому, как заразительно они смеялись, обсуждая порученные им задания. Не менее приятно было видеть, как отдельные члены команд помогали другим обмениваться идеями, внимательно выслушивая мнения окружающих. Такой обмен опытом обрисовал контуры будущего сотрудничества
в рамках Миссии. Мне кажется, что это сотрудничество будет развиваться по тому же пути, что и работа экипажей морских судов, которые трудятся бок о бок для того, чтобы плавание было успешным. Моряки высоко ценят работу в команде, когда навыки одного члена команды способны дополнить знания других. Работа в высокообразованной, прекрасно обученной и счастливой команде – залог успешного преодоления обширных водных территорий. Иисус также во всем полагался на своих соратников, благодаря которым Его слова услышали еще больше людей, чем если бы Он действовал в одиночку. У Него было двенадцать учеников, образовавших когорту преданных людей, которые посвятили свою жизнь повсеместному распространению знаний об Иисусе. Внимая словам своего Учителя, все они стремились сделать так, чтобы о делах и помыслах Иисуса услышало как можно больше людей. Нет никаких сомнений, что в их обществе царило великое счастье и ощущение свободы
принятия тех жизненных принципов, по которым жил сам Иисус. Чувство единения, которое они передавали друг другу, еще более укрепляло их связь. Именно это чувство помогло им держаться вместе в тот тяжелый период, когда Иисус был схвачен, осужден, обвинен, наказан и распят. Именно это чувство придало им смелости и силы для того, чтобы засвидетельствовать свою веру. Это не значит, что с тех пор они ни разу не сбились с верного пути или были не абсолютно честны в своей приверженности Иисусу и друг другу. Дело в том, что полученный ими бесценный опыт личностного развития помог им побороть сомнения и засвидетельствовать силу и славу Господа. Каждый из вас может считать себя сильным человеком, но обратившись к своим соратникам на судне и начав работать как одна команда, вы обнаружите в себе больше сил для выполнения своих задач и преодоления личностных рубежей. Если вашу команду созывает Бог, то на вашей стороне будет сила веры и вы также заразитесь смехом и радостью, найдя островок покоя и умиротворения посереди океана невзгод.
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: +1 973 589 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 (0)20 7248 5202 Fax: +44 (0)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 15
Global shipping tackles cyber security THE major global shipping industry organisations are working to protect ships’ computer systems from attack by criminals or terrorists. The Round Ta b l e o f I n t e r n a t i o n a l S h i p p i n g Associations, comprising BIMCO, ICS, Intercargo and INTERTANKO, says it is developing standards and guidelines to address the major cyber security issues faced by the shipping industry. According to the Round Table, protection against malicious attacks on computer-based systems on board
ships is now hitting the top of the agenda for shipping organisations in all corners of the world. The International Maritime Organization (IMO) has already heard calls for action and the insurance industry repeatedly lists the issue as one for concern. P r o t e c t i n g a s h i p ’s e l e c t r o n i c systems is complicated and is not just about operating a firewall on a ship or installing virus-scanning software on the onboard computers. The Round
Table points out that all of the major systems on a modern ship are controlled and monitored by software; these include the main engine, steering and navigation systems, and the ballastwater and cargo-handling equipment. The Round Table’s guidance to shipowners and operators includes how to: minimise the risk of a cyber attack through user access management; protect onboard systems; develop contingency plans, and also manage incidents if they do occur.
Renewed action on enclosed space dangers Paris and Tokyo MoU Port State Control inspection campaign to target implementation of new IMO regulation
C
OUNTRIES belonging to the Paris and Tokyo Memorandums of Understanding on Port State Control plan to run a co-ordinated inspection campaign on crew familiarisation with enclosed space entry, between September and November this year. The campaign will check on the implementation of a new International Maritime Organization (IMO) regulation which came into effect on 1 January this year, requiring all persons involved in enclosed space entries, and/or those assigned enclosed space rescue duties, to take part in enclosed space entry and rescue drills at intervals not exceeding two months. The new regulation prescribes both the frequency and content of such drills. According to IMO, enclosed spaces are characterised by having limited openings for entry and exit, inadequate ventilation, or a design not intended for continuous worker occupancy. Examples include cargo spaces, double bottoms, fuel tanks, ballast tanks, cargo pump-rooms, compressor rooms, chain lockers, and any other confined
Credit: Videotel
Do not enter an enclosed space unless you are sure it is safe to do so
spaces that may be oxygen deficient or have unsafe atmospheres. There has been mounting concern over enclosed space dangers in recent years, highlighted by the deaths of two officers on the UK-registered cargoship, Sally Ann C, in April. It was reported that the chief officer and chief engineer both died from fumes encountered in a cargo hold containing timber and that another mariner lost consciousness but survived. Timber is known to create a toxic atmosphere in a confined space because of the carbon monoxide released when the wood is oxidised. The inspection campaign was announced as UK-based maritime union Nautilus pressed the UK minister for shipping and ports, Robert Goodwill MP, to lead regulatory reforms to protect seafarers from the dangers of enclosed spaces. The general secretary of Nautilus recently wrote to the minister to point out the high incidence of death when entering enclosed spaces, where more
seafarers die than during any other activity on board. The union’s calls were backed by maritime e-learning training programmes provider Videotel, whose CEO, Nigel Cleave, said the dangers of seafarers entering enclosed spaces without the necessary training and equipment were of the utmost concern. “Seafarers are dying unnecessarily and we will continue to hammer home the need for the industry and government to work together to ensure such incidents are a thing of the past. One death from such a situation is one death too many,” he said. Videotel produces a suite of training programmes in interactive CD-ROM and Videotel on Demand (VOD) formats, with supporting booklets. The training programme, Entry into Enclosed Spaces, covers the IMO requirements. Marine liability insurer London P&I Club has produced a new Bulk Carrier Hold Safety poster, which is intended to underline the precautions required in order to enter a cargo hold safely.
Stranded seafarers head for home THE Mission to Seafarers played a key role in the return to their homes in early May, of 16 seafarers stranded on the Mongolia-flagged tanker Surya Kuber in Bahraini waters since December last year. The ship’s operator, 7Seas Ship Management, allegedly owed shipyard, Asry, and ship’s agent, Kanoo Shipping, a total of more than US$220,000 and both companies took legal action, preventing the vessel from leaving Bahrain. Eventually, in April, Asry arrested the ship and took the matter to court seeking
payment for work carried out. While this was going on the crew of 14 Indian and two Myanmar nationals were not being paid and by May were owed about $118,000. To make their situation worse, food and water supplies started running out in January. The crew contacted The Mission to Seafarers’ chaplain in Bahrain, the Revd Stephen Thanapaul, who arranged practical support for them. In addition Revd Thanapaul contacted Douglas Stevenson, of the US-based Center for Seafarer’ Rights,
www.missiontoseafarers.org
who “immediately responded to our call, and notified two lawyers who could deal with the seafarers”. The Indian Embassy paid for the air tickets for the 14 Indian seafarers and also managed to raise the money – through community donations – for air tickets for the two Myanmar citizens. As the crew flew out Revd Thanapaul said: “The sailors are leaving the country without receiving their salaries, but their lawyer has the power of attorney so that he can follow up the case in court.” themissiontoseafarers
Ship efficiency claims THE International Chamber of Shipping (ICS) has dismissed a recent claim by the European environmental lobby group, Transport and Environment (T&E), that modern ships are somehow less CO2 efficient than those built over 20 years ago, as “fanciful”. T&E were supporting a bid to persuade the International Maritime Organization (IMO) to bring in stricter than planned efficiency rules based on IMO’s Energy Efficiency Design Index (EEDI). The attempt to impose tougher EEDI criteria was not, however, supported at the IMO marine environment protection committee’s meeting in May. T&E based its claims on a report it had commissioned from the respected consultancy, CE Delft, but ICS said that T&E had used the findings very selectively. ICS pointed out that the actual data, on which the report is based, comes from the time before the worldwide implementation of the EEDI in 2013 as part of an IMO mandatory package of CO2 reduction measures. Also, the ICS said, the CE Delft study did not take into account improvements in engine efficiency.
Engineer injured in lifeboat accident AN AUSTRALIAN Transport Safety Bureau (ATSB) investigation into the unintentional release of a free-fall lifeboat and consequent serious injuries to a crew member found that when the on-load release had last been operated before the incident, it had not been correctly reset. The bulk carrier Aquarosa was on passage in the Indian Ocean on 1 March, 2014 when an engineer entered the lifeboat and operated the manual release pump to inspect the equipment, causing the boat to launch. The simulation wires, designed to hold the lifeboat during a simulated release, failed and the lifeboat launched.
Eleven years jail for arsonist A PASSENGER who started a major fire on a North Sea ferry while “so drunk he could barely stand” richly deserved his 11-year jail sentence, UK Appeal Court judges have ruled. Twentyseven-year-old Boden @FlyingAngelNews
Hughes caused £800,000 worth of damage aboard the DFDS King Seaways after dropping his cigarette lighter on a pile of clothes, while smoking cannabis as the vessel sailed from North Shields to Amsterdam. Six of those on board, including a pregnant woman, had to be evacuated by helicopter and 27 passengers needed treatment for smoke inhalation. Part of the sentence was for a separate offence of conspiracy to steal copper cable. Announcing the court’s decision, Mr Justice Coulson said: “Setting fire to a crowded passenger ship is an especially grave form of arson – with potentially disastrous consequences.”
EU shipowners and unions agree key issues THE European Community Shipowners’ Associations (ECSA) and the European Transport Workers’ Federation (ETF) have agreed a joint position paper on the European Commission’s Mid-Term Maritime Strategy Review. ECSA spokesperson Pia Vos said: “I am particularly pleased that the social partners have managed to express a common view on a number of socialrelated key issues, such as working and living conditions on board ships or measures to stimulate seafarers’ recruitment and employment.” The paper stressed the need to ensure thorough enforcement of the international Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), and the Maritime Labour Convention.
Threat of “indirect exposure” to piracy A study from Oceans Beyond Piracy has found that seafarers are suffering health problems and turning down work because of fears of piracy and armed robbery, even if they have not previously been involved in an attack. The study, in partnership with the Maritime Piracy Humanitarian Response Programme and Ateneo de Manila University in the Philippines, claims that “indirect exposure” to violent incidents can cause health problems similar to those of seafarers who have been held hostage or attacked. This indirect exposure can stem from the fear of attack when transiting a high risk area, having heard of an attack, or even from knowing a former hostage.