Issue 246 Mar/Apr 2017
Kidnappings soar while piracy falls More crew were kidnapped at sea in 2016 than in any of the previous 10 years, despite global piracy reaching its lowest levels since 1998 THERE were three times as many kidnappings in 2016 than in 2015, with 62 people captured and held to ransom in 15 separate incidents. However, according to the ICC International Maritime Bureau, there was overall a big drop in the number of piracy and armed robbery incidents on the world’s seas last year, 191 compared to 246 in 2015. Just over half of the seafarers kidnapped last year were captured off West Africa, while 28 were taken from tugs, barges, fishing boats, and more recently merchant ships, around Malaysia and Indonesia. “The continued fall in piracy is good news, but certain shipping routes remain dangerous, and the escalation of crew kidnapping is a worrying trend in some emerging areas,” said Pottengal Mukundan,
62 people were captured and held to ransom in 2016
director of the International Maritime Bureau (IMB) whose Piracy Reporting Centre (PRC) has monitored world piracy since 1991. “The kidnappings in the Sulu Sea between East Malaysia and the Philippines are a particular concern,” he added. Worldwide in
2016, 150 vessels were boarded, 12 vessels were fired upon, seven were hijacked, and 22 attacks were thwarted. The number of hostages fell to 151. The Gulf of Guinea remained a kidnap hotspot in 2016, with 34 crew taken in nine separate incidents.
New chairman for the Mission The Mission to Seafarers has appointed Tom Boardley, executive vice president of Lloyd’s Register, as the new chairman of the global maritime welfare charity, effective April 1, 2017. He will take over from the incumbent chairman Mr Robert Woods. Mr Boardley, who has been with Lloyd’s Register since 2009, has 30 years’ experience in the maritime sector. During that time, he has worked in senior positions at some of the world’s largest shipping concerns, and has featured in Lloyd’s List’s Top 100 People in Global Shipping and Tradewinds’ Power 100. Commenting on his appointment, Mr Boardley said: “The Mission to Seafarers plays a crucial role within the maritime industry, it is an honour to be invited to be Chairman of a charity with such a proud history and bright future.”
Seafarers still need the Mission AFTER serving seafarers for nearly 40 years, the Revd Canon Ken Peters has retired as the Mission’s Director Justice & Public Affairs. Looking back at his career, Mr Peters told The Sea: “Over the last four decades the shipping industry has changed radically, with multinational crews, reduced crew numbers, fast turnarounds, ever larger ships, emerging flag states and new hub ports. The most significant change is the plethora of new rules, regulations and laws governing this global industry.” Following the entry into force of the first tranche of amendments to the Maritime Labour Convention 2006 (MLC 2006), he emphasized: “On any analysis seafarers are now better protected than ever before but The Mission to Seafarers remains relevant and necessary in this globalised industry. The letter of
the law can’t protect seafarers unless someone puts it into practice on the waterfronts of the world. It is the Mission’s port chaplains who provide the practical implementation of care for the wellbeing of seafarers.” He added: “After 39 years in maritime ministry, the 27th of January will be first day of the rest of my life. I am not hanging up my clerical collar but look forward to a voluntary ministry within my local community, visiting those who are marginalized, reaching out to the lonely and isolated, those without family or friends nearby. So, no change really, just a different location.”
The Revd Canon Ken Peters has spent 39 years in maritime ministry
To find a seafarers’ centre near you and for more information about the Mission’s services visit www.missiontoseafarers.org
Princess Cruise Lines fined US$40m for magic pipes FOLLOWING an investigation by US and UK agencies, Princess Cruise Lines has agreed to plead guilty in a US court to seven criminal charges relating to deliberate pollution of the seas by the Caribbean Princess and other ships in the company’s fleet. Princess will pay a US$40 million penalty, the largest-ever criminal penalty involving deliberate vessel pollution. The US investigation began when a newly hired engineer told the UK’s Maritime and Coastguard Agency (MCA) that a so-called ‘magic pipe’ had been used in August 2013, to illegally discharge oily waste off the coast of England. The ship’s chief engineer and senior first engineer ordered a cover-up, which included removal of the magic pipe and ordering junior engineers to lie.
Anti-piracy agreement widened THE scope of the Djibouti Code of Conduct, an international agreement that has been instrumental in repressing piracy and armed robbery against ships in the western Indian Ocean and the Gulf of Aden, has been extended to cover other illicit maritime activities, including human trafficking and illegal, unreported and unregulated fishing.
Kidnapped seafarers are released THE Philippine Abu Sayyaf terrorist organization has released the South Korean master and a Filipino crew member, kidnapped from the heavy lift ship Dongbang Giant II, after holding them hostage for three months on the island of Jolo in Sulu province, in the southwestern Philippines.
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Today’s seafarers are healthier and fitter Fewer seafarers are failing the UK P&I Club’s PEME programme due to the increased wellbeing of crew globally and tighter selection criteria OVER the last 20 years the number of crew members failing the UK P&I Club’s pre-employment medical examination (PEME) programme, has fallen from 11 per cent to just 3.25 per cent. The marine insurer says the improvement reflects a “combination of increased fitness and wellbeing of crew globally, as well as tighter selection criteria”. However, it notes: “During the last 10 years we have noted a growth in medical failures attributed to lifestyle conditions. Health problems such as kidney disease, hypertension and diabetes remain within our ‘top 10’ unfit reasons and these ‘silent killers’ are the focus of our attention and prevention activities moving forwards with the PEME programme.” The insurer’s PEME programme began in the Philippines with just five clinics located in Manila and six members who collectively employed approximately 1,000
More than 355,000 PEME medical exams have been conducted in the past 20 years
crew. Today, it comprises 65 clinics in 24 countries, of which 16 are in the Philippines, located in Manila, Iloilo City, Davao City and Cebu. Over the past 20 years more than 355,000 medical examinations have been conducted under the PEME
programme, with examination rates currently running at around 1,500 per month. Commenting on how crew fitness levels have changed over the past 20 years, Sophia Bullard, PEME programme director, said: “Initial crew fitness failures came from crew who had liver disorders, Hepatitis B, high blood pressure and pulmonary tuberculosis (PTB). Today we see a similar picture with the exception of liver disorders which has disappeared completely from our top 10 reasons for failure. Despite localised initiatives of immunisation and safe health practices crew with Hepatitis B are still the highest group of crew failing the medical examination process. High blood pressure and PTB remain endemic in our findings. The additional reason of hearing defects joined the list of preventable illnesses detected amongst the majority of crew going through the scheme.”
First VLEC enters into service A NEW type of very large ship has entered into service with the world fleet. Built by Samsung Heavy Industries and classed by the American Bureau of Shipping (ABS), the first very large ethane carrier (VLEC), the Ethane Crystal, loaded its initial cargo at Enterprise Products Partner’s Morgan’s Point Terminal, Texas, US in December. “Loading ethane on to the world’s first VLEC represents a significant milestone for the global gas industry,” said ABS chairman, president and CEO Christopher J Wiernicki. “ABS is proud to have worked alongside all of the stakeholders throughout the design, construction, delivery, and now, during operation of this vessel.” Delivered in November 2016, the Ethane Crystal is the first of six VLECs that will be delivered with ABS Class during 2017. The second vessel, the Ethane Emerald, was delivered in early December 2016.
Credit:: Samsung Heavy Industries
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Credit: UK P&I Club
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The Ethane Crystal is the first very large ethane carrier in service
This state-of-the-art liquefied gas carrier is able to carry cargoes such as ethane and liquefied petroleum gases (LPG). With an 87,000 cubic metres (CBM) cargo-carrying capacity, the vessel was the first of its kind to be constructed with a specially designed GTT Mark III membrane cargo-containment system.
The Ethane Crystal operates on a trade route between North America and India, carrying ethane that will be used as feedstock for petrochemical production. With its global reach and strong presence in the US, ABS is well positioned to provide support and guidance throughout the vessel’s life.
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New rules introduced for gas-powered ships
Boxship crash off Malaysia
A MANDATORY code for ships using gases or other low-flashpoint fuels has come into force, as have new training requirements for seafarers working on those ships. The International Code of Safety for Ships using Gases or other Low-flashpoint Fuels (IGF Code) came into force on 1 January with the aim of minimising the risk to ships, their crews and the environment. The International Maritime Organization (IMO) says that gas and other low-flashpoint fuels are cleaner for the atmosphere, as they emit very low levels of air pollutants, such as sulphur oxides and particulates. But it stresses that these fuels pose their own safety challenges, which need to be properly managed. These safety challenges led to amendments to the International Convention for the Safety of Life at Sea (SOLAS), which now requires that new ships using gases or other low-flashpoint fuels comply with the requirements of the IGF code, which contains
Credit: Remontowa Shipbuilding S.A.
The International Maritime Organization seeks to minimise the risk of lowflashpoint fuels to ships, their crews and the environment
New rules apply to gas-fuelled ships like BC Ferries’ Salish Orca
mandatory provisions for the arrangement, installation, control and monitoring of machinery, equipment and systems using lowflashpoint fuels, focusing initially on liquefied natural gas (LNG). The IGF Code uses a goal-based approach to cover all areas that need special consideration for the use of low-flashpoint fuels. To ensure seafarers are trained to work on ships using lowflashpoint fuels, amendments to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers
(STCW) and the STCW Code, include new mandatory minimum requirements for the training and qualifications of masters, officers, ratings and other personnel on ships subject to the IGF Code. More vessels are being built to use LNG as fuel and LNG bunkering facilities are starting to be established at major ports. One leading supplier of LNG in North West Europe (NWE), Titan LNG, has designed and developed the first LNG bunkering pontoon in North West Europe, the Titan LNG Flex-Fueler.
A Serco Northlink passenger ferry operating to the Orkney and Shetland Islands
A LONG-RUNNING dispute over the pay levels of non-UK crew members on domestic routes has come to an end. Some of the seafarers on two freight ferries operated by Seatruck on routes to the Orkney and Shetland Islands, off the north of Scotland, had been earning as little as £4 (US$4.9) an hour, well under
the UK minimum wage of £7.20 an hour, according to the RMT union. The Hellier and Hildasay were on charter to Serco Northlink, which has a contract from the Scottish Government to run three passenger and two cargo ferries to the two groups of islands. Seatruck argued that the national minimum wage was not applicable to non-
Credit: Serco Northlink
Pay rise for Scottish routes UK residents but the issue has become an embarrassment to both Serco Northlink and the Scottish Government. Now that Serco Northlink itself is operating vessels on these routes crew are being paid at least the minimum wage, although RMT says it is aiming to achieve rates of pay and conditions of service on the freight vessels comparable to those its members enjoy on the passenger vessels on the Scottish Government contract. According to a BBC report, Serco Northlink said it had repeatedly offered to bridge the pay gap and backdate it, but Seatruck declined to accept. Pay levels to foreign seafarers on UK domestic routes are becoming an increasingly sensitive political issue, due to campaigning by the UK seafarers’ unions.
TWO containerships, the Singapore-registered container vessel, Wan Hai 301, and the Gibraltar-registered, APL Denver, collided off Pasir Gudang Port, Johor, Malaysia in early January. Nobody was hurt but about 300 tonnes of heavy fuel oil was spilt from one of the APL Denver bunker tanks that was holed in the collision. A major oil spill response operation went into action both off Johor and in nearby Singapore waters. This succeeded in containing most of the oil.
Owners put ‘commercial gain ahead of safety’ THE UK’s Marine Investigation Branch (MAIB) said the owner of the St Kitts and Nevis-registered oil bunker barge, Erin Wood, “lacked experience in the industry sector and prioritised commercial gain ahead of safety at sea”. The vessel collided with the Cyprusregistered cargoship, Daroja, four miles south-east of Peterhead, Scotland, on 29 August, 2015 when both vessels were manned by watchkeepers not keeping a look-out.
Growing gap in supply of UK seafarers NEW research from Oxford Economics has underscored a growing gap between the supply of and demand for British seafarers. The UK Seafarer Projections report expects that demand for UK deck and engineer officers could rise to 4,400 by 2024 and that employing more foreign seafarers might be necessary to bridge the gap. The alternative is to increase the annual intake of UK officer trainees from around 645 a year to more than 1,500. Undertaken by Oxford Economics in response to the 2015 Maritime Growth Study, the report also calculates that British seafarers serving under the Red Ensign now account for only 40 per cent of officers.
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Credit: Unitor
Don’t go into enclosed spaces without the right kit
Hammering home the dangers of confined spaces Despite legislation to protect seafarers, enclosed areas on ships continue to claim lives By David Hughes
W
HILE new regulations to protect crew members when entering enclosed spaces came into force last year, there are still many in the industry who believe more needs to be done. Enclosed spaces can appear deceptively safe places. While most seafarers would be on their guard if required to enter a tank deep in the bowels of the vessel, an apparently routine entry into a chain locker or a cargo hold, on the other hand, may not appear to be fraught with danger. In reality, the oxygen levels in such spaces can easily be depleted by rust or the nature of the cargo, turning them into killers. It is essential to realise that enclosed spaces are all compartments that have limited openings for entry and exit, inadequate ventilation and are not designed for continuous worker
occupancy. The atmosphere in any enclosed space may be oxygendeficient or oxygen-enriched and/ or contain flammable and/or toxic gases or vapours, thus presenting a risk to life. And very often enclosed spaces
“
goes into a space without taking the proper precautions. They collapse and are seen by another person who rushes in to help and immediately becomes a second casualty. And then sometimes even a third person does exactly the same.
Potentially dangerous spaces include cargo holds on bulk carriers where atmospheres have not, in the past, been treated as potentially dangerous. are multiple killers. The scenario is depressingly familiar. Somebody
Oxygen loss A UK Marine Accident Investigation
Branch (MAIB) summary report recounts a typical, tragic incident. In May 2014, while the timber cargo on board the Germany-registered general cargo vessel Suntis was being discharged at Goole Docks, England, three crew members entered a cargo hold access compartment. Another crewman saw one of his colleagues collapse in the compartment and raised the alarm. A frantic rescue operation ensued. During the recovery of the three unconscious crewmen, safety equipment was used incorrectly and inappropriately. The three crewmen did not survive. The investigation found that the oxygen levels within the compartment had been depleted, probably by the timber cargo, with levels of 5 per cent to 6 per cent recorded at the compartment deck. To put that in context, the US Occupational Safety and Health Administration (OSHA) advises that the minimum acceptable oxygen
missiontoseafarers.org level in a space is 19.5 per cent. If the oxygen is in the range 15 per cent to 19 per cent there will be a decreased ability to carry out strenuous work and co-ordination may be impaired. When oxygen levels are in the range of 12 per cent to 14 per cent respiration and pulse increase and impaired co-ordination, perception, and judgement occur. In the range of 10 per cent to 12 per cent oxygen, respiration further increases in rate and depth; poor judgement and bluish lips occur. Once oxygen levels are down to between 8 per cent and 10 per cent there will be very serious symptoms, including mental failure, fainting, unconsciousness, an ashencoloured face, blue lips, nausea, and vomiting. Below 8 per cent oxygen and above 6 per cent recovery is possible if the casualty is rescued within four to five minutes. After six minutes there is a 50 per cent chance they will be dead. Eight minutes in such an atmosphere will be fatal to anybody. OSHA notes that if the oxygen level is below 6 per cent the casualty would be in a coma within 40 seconds and be dead shortly after that. So the Suntis’ crew members
missiontoseafarers were doomed from the moment they entered the hold. In its summary, the MAIB says the three crew members collapsed and died after entering an oxygen deficient compartment on board the vessel. It is likely that the second and third crew members entered the space to attempt to rescue their colleague or colleagues. The MAIB comments that the vessel had no rescue plan or appropriate rescue equipment in place and consequently it was only by luck that more lives were not lost during the disorganised rescue attempt.
Cargo hold dangers In similar vein, marine insurer London P&I Club said last year that it continued to see cases of injuries and fatalities associated with entry into enclosed onboard spaces. It stresses that potentially dangerous spaces include cargo holds on bulk carriers where atmospheres have not, in the past, been treated as potentially dangerous. The insurer reported that, in a recent case, two shore staff were permitted by the ship’s crew to enter the cargo hold of a bulk carrier via the usual means of access. But oxygen levels were too low to support life. One of the shore staff
FlyingAngelNews died, along with a crewman who made a rescue attempt without following proper emergency procedures. London Club loss prevention manager Carl Durow said: “Despite the recent introduction of legislation relating to drill requirements for personnel engaged in entry into enclosed spaces, the club is still concerned about the number of spaces which should be considered potentially dangerous but may not be by crew who might focus on the traditional spaces such as ballast tanks and bunker tanks. The carriage of goods in bulk which may deplete oxygen content or produce toxic substances remains a threat, together with the dangers arising from the use of fumigants in ships’ holds. Ships’ officers in particular should consider the risks of cargo hold entry at all points during the voyage and ensure that, by means of onboard training, drills and toolbox meetings, crew are also reminded to question circumstances in which they and others are entering holds. “Furthermore,” Mr Durow emphasised, “the club hopes that ships’ officers and crew will practise the necessary skills and emergency response procedures established in their safety management systems,
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so there is every possible chance of a positive outcome in the event of such an incident.” In fact, from the beginning of 2015, an International Convention for the Safety of Life at Sea (SOLAS) regulation has required mandatory enclosed space entry drills as well as rescue drills, to be conducted every two months. These drills should put into practice comprehensive IMO recommendations on Safety Management for Entry into Enclosed Spaces. In addition, in July last year, another new SOLAS regulation came into force requiring ships to carry an appropriate portable atmosphere testing instrument or instruments, capable, as a minimum, of measuring concentrations of oxygen, flammable gases or vapours, hydrogen sulphide and carbon monoxide, prior to entry into enclosed spaces. Enclosed spaces covered by the regulation include, but are not limited to: cargo spaces, double bottoms, fuel tanks, ballast tanks, cargo pump-rooms, cofferdams, chain lockers, void spaces, duct keels, inter-barrier spaces, boilers, engine crankcases, engine scavenge air receivers, sewage tanks, and adjacent connected spaces.
Enclosed spaces rescue drills are now mandatory on all SOLAS vessels but formal training for such incidents is not required, except for tanker crews. However, training programmes are available. Videotel launched its Entry into Enclosed Spaces Training Series distance learning course in 2011. Last year, Videotel and Mines Rescue Marine developed its work in this area into its Enclosed Space Management (ESM) System, designed to help effectively assess, audit and manage the safety of enclosed spaces on board ship. ESM is described as a ‘living’ system, allowing for updating as required by authorised personnel. All crew members are encouraged to participate by adding comments and augmenting the space record with experiential data. The system also allows for the inclusion of photographs and other images (for example, vessel plans, scanned drawings etc) of particular problem areas. This ensures that knowledge is retained and the risk of safety being affected by crew changes is lowered, as the information gathered is stored and hosted, and can be edited and enhanced as required. The system itself is also updated at regular intervals to reflect changes in laws and regulations. Norwegian-based Seagull released its Enclosed Space Entry onboard course in June 2015. The company says that it is aimed at operational and management levels, as well as any other person responsible for an enclosed space operation or drill. Learners are provided with a thorough understanding of how to enter enclosed spaces safely. In the UK, the Merchant Navy Training Board (MNTB) has developed short course criteria covering this topic. These have been published as Entry into Enclosed Spaces Training which training organisations, colleges and private companies, can use to develop courses. There is
Credit: Videotel
Training initiatives to tackle issues
Videotel offers an enclosed spaces training programme
no requirement to have the courses approved as the training is not an IMO requirement. However, the MNTB says a number of companies are using its course recognition service, which provides a ‘kitemark’ which approves good practice in training provision for the specific course, to have their enclosed spaces training recognised. The UK officer training college, Warsash, includes a half-day theory course on enclosed space entry in its cadet programme but some companies pay extra for their cadets to go on a full-day course, which includes practical training in the college’s enclosed space facility as well as classroom theory. n
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However, all the experts stress that the list is not intended to be exhaustive and enclosed spaces should be identified and listed on a ship-by-ship basis.
at the entrance during entry, with adequate communication to the personnel inside the space? • Are all personnel to enter the space issued with a personal multigas alarm unit? • Is there proper through ventilation continuous during entry? • Is there an adequate atmosphere re-testing regime during the entry period? • Have all personnel involved signed the Permit to Work? “To safeguard the health and wellbeing of all crew, only when all proper safety precautions have
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the batteries charged, and the units tested before use. “So,” he said, “an onboard routine needs to be established whereby the crew satisfy these demands. It sounds simple, but it’s very serious. “Also, don’t forget the batteries and sensor will need replacing after 30 months to be on the safe side, or when their runtime drops below that of the shortest onboard shift. A failure to do this can cause some units to ‘forget’ they are equipped with a dual range sensor for combustible gases. The unit’s audible and visual alarms must also
Credit: North P&I
Correct implementation Despite the new regulations it is clear that enclosed spaces on board ships continue to pose dangers. In January this year, Chris Roberts, senior risk assessor at marine insurer UK P&I Club, said that seafarers were still not correctly implementing enclosed space entry permits. He said: “Amendments to the SOLAS Convention on enclosed space entry came into force on 1 July, 2016, requiring all ships to carry portable atmosphere testing equipment on board. Under the new regulation, the atmosphere testing equipment on board must be able to measure the concentration of oxygen, flammable gas/vapours, hydrogen sulphide and carbon monoxide as a minimum before a crew member enters an enclosed space. Any space that has limited openings for entry and exit, inadequate ventilation and is not designed to be continuously occupied qualifies as an enclosed space and the atmosphere in these spaces can pose a very real risk to the life of crew members. “However,” he reported, “even with the potential threat to life these spaces can cause, the UK P&I Club’s risk assessors are still finding instances where the proper, and now legally required, precautions are not being carried out. In order to minimise the threat to life caused by entering enclosed spaces, the Club recommends ensuring that the Permit to Work checklist includes the following precautions as a minimum: • Is the multi-gas detector supplied with tubing long enough to reach all areas of the space to be entered? • Has the enclosed space been ventilated for at least 24 hours prior to entry? • Has ventilation been stopped at least 10 minutes prior to initial gas testing? • Has an adequate risk assessment been undertaken and a pre-work safety meeting been held, involving all personnel? • Is the self-contained breathing apparatus set up, and a qualified stand-by person designated to be
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and basically destroys the sensor’s ability immediately.” With so many potential risks to detector integrity he argued that crews should be trained to perform ‘bump’ tests. These consist of exposing sensors to a challenge gas at a sufficient concentration to activate a unit’s alarms at its lower level settings. Such tests prove the equipment works but do not check its accuracy, which is a job for experts. Mr Sheriff commented that well informed, disciplined crew members should be able to safely use and check the basic robustness and functions of a four-gas detection unit. “However,” he added, “personally speaking, if I was in a confined space on a vessel and my life depended on this piece of equipment, I’d want it calibrated by a professional.”
Discharge concerns
P&I has mounted a campaign to make seafarers more aware of the dangers of enclosed spaces
been taken into account should personnel be allowed to enter an enclosed space on board.” There is also a danger that just having the now mandatory equipment on board will be regarded as sufficient.
Establishing routines Wilhelmsen Ships Service’s (WSS) business manager, marine products – safety solutions Andrew Sheriff, stressed that when the regulation came into force the detection units had to be used by individuals entering enclosed spaces or tanks, not forgotten in a drawer. They must also be visually inspected regularly,
be checked regularly and must be free of grime and dirt – which can obstruct them – while the housing of the detector should be free of cracks. If it isn’t, water can corrode the inner circuit boards and, if the detector isn’t ‘gas tight’, it can actually, in the worst case scenarios, cause explosions.” And Mr Sheriff stamped firmly on some bad practice he had come across, saying: “The sensors that detect the gas are sensitive to contamination, so must be stored carefully to protect them. Testing them with a lighter, as some crew members do, is a definite ‘No’. This is too high a concentration of gas
While the focus has been on deliberate entry into spaces that should be regarded as dangerous, North P&I Club reported an incident in which three stevedores entered a cargo hold to assist with discharge. The men entered the wrong cargo hold and collapsed at the first platform of the access ladder. In this case all three were safely recovered by the prompt action of the ship’s crew but the incident highlighted the need to control access to enclosed spaces effectively. North P&I Club has also mounted a campaign to make seafarers more aware of the dangers of enclosed spaces and the correct procedures to be followed. The recent IMO moves have improved the shipping industry’s ability to prevent enclosed spaces deaths but many believe more needs to be done. Allan Graveson, senior national secretary at seafarers’ union Nautilus International, told The Sea that he is still concerned that most ships are not properly prepared to deal with an enclosed spaces incident. He points out that only crew on tankers are required to undergo enclosed spaces rescue training and that most ships do not have specialised equipment for rescuing a casualty, such as tripods andlifting tackle and lightweight breathing apparatus with slimline air tanks to allow access to confined spaces. He said: “Ships have firefighting equipment but not enclosed spaces rescue equipment on board.” n
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Designs should consider the shipboard society Well considered ship layout could do much to improve crew morale and cohesiveness, and in doing so encourage mental wellbeing among seafarers
I
F YOU wish to prevent people suffering from mental illness, and are genuinely interested in their mental wellbeing, it might be useful to consider why they are getting into such a state in the first place. You might think that such a statement is self-evident, but all too often, it seems it is easier to treat the symptoms, than it is to tackle the causes. Whether aboard ship, or in societies ashore, this seems to be the case.
By Michael Grey How often do we hear of contemporary seafarers suffering from loneliness and isolation in their workplaces afloat? A lot more than we did in the past, that’s for sure. Now, does that mean that the symptoms are being better recognized by welfare agencies, with the problems being made public rather more often? You might suppose that this is the case, but you might also recognize that, in numerical terms, loneliness and isolation, neither of which promote mental ‘wellness’, are indeed undeniably features of a great deal of modern seafaring. Arguably, that was not the case in a less frenetic age of ship operation, when ships were more generously crewed. Why would you not feel lonely and isolated, as just one of a handful of people rattling around in a sizeable ship? You will probably keep watch on your own, maybe eat in a mess room with one or two other shipmates, go to your cabin, and before turning in, watch a film on your own, on your laptop. This might be just about tolerable if you were all from the same country, spoke the same language and could cheerfully chat to your shipmates about the football results, life in general and what people normally converse about. But the chances are you will be afloat with people who speak a different language and come from a different culture, and that communication will be devoted
Better ship design could improve crew wellbeing
to what is necessary for work, and the odd “pass the salt, please”. What chance is there of establishing a workable and pleasant shipboard society in such circumstances?
Back to the drawing board Ship design doesn’t exactly lend itself to a cheerful and cohesive shipboard society. Naval architects are wedded to what we might describe as the ‘tower block’, either perched on the forecastle (where it serves as a sort of auxiliary breakwater), or at the very stern of the ship, abaft the stern frame, where it will be subject to all manner of vibrations and will oscillate alarmingly in a following sea. Ashore, tower block living has been largely condemned for its effects upon those who have to live in them, so why should a ship be any different, with a couple of cabins on each deck and the only exercise, running up and down the stairs? Even in giant containerships, where the accommodation island is nearer the mid-length, the view out of a window will most likely be the back or front end of a container. Turning back to mental wellbeing,
I recently came across a perceptive observation. This appeared in a paper produced by the Shipowners’ P&I Club, in conjunction with the International Seafarers’ Welfare and Assistance Network, on the subject of how best mental wellbeing can be maintained. It read: “Many of the remedies for minor problems are in the hands of those who create the conditions under which seafarers work.” Years ago, a major Danish company, in association with its marine technology industry and government, designed and built a series of astonishingly hi-tech reefer ships. These were highly automated, with a phenomenal amount of advanced equipment in them and were designed to operate with a tiny crew, considering the size of the ship. Interestingly, almost as much research and effort went into the living conditions of that small group of people, their mental wellbeing and general welfare, while they were aboard, as went into the design of the vessel. Aware of the effects of isolation and possible loneliness, the designers laid out
the bridge with an integrated lounge and office, so that the OOW would not always be on his or her own. That was just one of many welfare considerations. Today, in a lot of ships, the crew sizes have been reduced to below what many people consider the safe minimum, with a composition that will be predicated entirely on the lowest possible cost, regardless of social mix. This tiny crew will be pitched together and have to get on with the operation of the ship, nothing else being thought important. None of the social studies that prefaced the design of the Danish reefer ships will have been even thought about. You can’t really blame designers, who do what they are told, but if they, and those who buy ships and hire crews, thought for even a short time about the realities of the welfare of the crews, what a difference it would make. n Para basahin ito sa salitang Tagalog, pumunta sa: http://bit.do/mtstagalog
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Shipowners told the buck stops here Crucial amendments to the Maritime Labour Convention 2016 squarely place financial responsibility for seafarers at the door of owners By Carly Fields
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N JANUARY 18 this year, seafarers’ welfare took a huge leap forward with the entry into force of the Amendments to the Code of the Maritime Labour Convention 2016 (MLC 2016). Adopted in 2014, these amendments put abandonment and financial compensation for seafarers front and centre. They establish new binding international law to better protect seafarers against abandonment and provide for compensation for death or long-term disability, two issues that have been systematically overlooked in the industry. Now, shipowners must ensure that they have a financial security system in place to compensate seafarers and their families in the event of abandonment, death or long-term disability of seafarers due to an occupational injury, illness or hazard. To prove the existence of the system, mandatory certificates and other evidentiary documents must be carried on board. International Transport Workers’ Federation (ITF) maritime coordinator, Jacqueline Smith, spoke
with The Sea about the significance of these amendments to today’s serving seafarers. “There is now insurance backing the simple idea that those who send seafarers to sea have a
and home, not left for months or years in a foreign port, as has too often been allowed to happen. “These amendments, like the MLC itself, are enormously important and capable of
ITF’s Jacqueline Smith believes the MLC amendments are “capable of transforming life on the oceans”
responsibility for them if things go wrong,” she says. “The amendment requires shipowners to have a form of insurance that crews can call on in the event of abandonment. Insurance that will get them paid
transforming life on the oceans; a sea change, if you like, in how seafarers are treated.” The ITF was one of the parties that helped to create MLC 2016 in its original form and it also
New liability and security obligations In summary, the 2014 amendments to MLC 2016, now in force – include the following: Standard A2.5.2 – Financial Security This standard requires a financial security system to be provided to assist seafarers in the event of abandonment. The standard defines abandonment as: • when the shipowner fails to cover the cost of the seafarer’s repatriation; or • when the shipowner has left the seafarer without the necessary maintenance and support, and • when the shipowner has otherwise unilaterally severed their ties with the seafarer, including failure to pay contractual wages for a period of at least two months.
Ships will have to carry on board a certificate or other documentary evidence of financial security issued by the financial security provider. Standard A4.2.1 – Shipowner’s Liability This standard sets out minimum requirements for a system of financial security that assures compensation in the event of a contractual claim. Contractual claim is defined as “any claim which relates to death or longterm disability of seafarers due to an occupational injury, illness or hazard as set out in national law, the seafarers’ employment agreement or collective agreement”. Again, ships will be required to carry a certificate or other documentary evidence of financial security issued by the financial security provider. n Source: Lloyd’s Register
played a key role in drawing up the new provisions. “We believe that the amendments have massive potential for good,” says Ms Smith. “The challenge now is to ensure that they’re fully implemented and to address any areas in the world where there’s an absence of MLC ratification.” Seafarers can easily check if their shipowner is adhering to the MLC amendments by verifying that there is a valid insurance certificate on board. There is also recourse if a seafarer believes their shipowner is not meeting their obligations under the amendments. “If they have any doubts they should raise them with the flag state, port state control or an ITF inspector. It’s particularly important if abandonment does occur that seafarers don’t delay in raising the alarm and activating the insurance.” The ITF has created a new dedicated section on its website to guide seafarers facing the threat of abandonment: www.itfseafarersabandonment.org. To minimise the risk of being abandoned, the ITF advises that seafarers find out as much as possible about a company and a ship before accepting a position on board a vessel and look for indications of problems on board. Seafarers can check whether a vessel is covered by an ITF agreement and the outcomes of any ITF inspections through the ‘look-up a ship’ section of the ITF website. Seafarers recruited through a crewing agency should ensure that the agency is properly run and has a system for checking the stability of the companies for which they supply crew. Additionally, a check of maritime social media can highlight which companies are the subject of frequent complaints by other seafarers. n For more information on the MLC 2016 amendments, contact an MTS chaplain at www. missiontoseafarers.org/forms/ contact-a-chaplain
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Prosecuting seafarers is not the answer Criminalisation of seafarers does not answer the fundamental question of who really benefits from breaches of international law – rarely is it the seafarer
By Gray Page It was December 2016 and USbased Princess Cruise Lines had just been fined $40 million by a US court for discharging polluting waste-water into the sea. It was also accused of orchestrating a cover-up once the discharge had been reported. It was a significant case, not just because of the size of the fine – the largest ever criminal penalty for deliberate vessel pollution – but because the prosecution targeted the company, not the seafarers. Unfortunately, this is more an exception than a rule. In the closing months of 2016 another US court jailed a ship’s engineer for concealing a discharge of oily waste. In a similar case two seafarers were sent to prison for obstructing the US Coast Guard in their investigation of an illegal discharge of oily water and sludge; the list of seafarer convictions in the US is long. And of course, it is not only in the US that seafarers find themselves in the dock. In January 2016, after a protracted legal process, Spain’s Supreme Court sentenced the captain of the Prestige oil tanker, which sank off Spain’s north western coast in 2002, spilling thousands of tons of fuel oil, to two years in prison. It is worth recapping some of the facts. The ship, which had suffered crippling storm damage in the run-up to the sinking, had been forced to spend days drifting at sea because it had been refused refuge by Spanish, Portuguese and French authorities.
Nevertheless the Supreme Court decided that the captain could be faulted for “guiding the tanker in treacherous conditions” with full knowledge of its weakened structure. There was an outcry. Many observers, at least those with maritime experience, believed the captain had been scapegoated. “ This sets a deplorable precedent,” said the managing director of the tanker owner’s
had taken the ship close to the shore for “commercial reasons”. He had wanted to please his passengers, suggesting that, in his mind at least, he had been attempting to fulfil a company mandate. While that does not excuse his actions it does go some way to explaining them. Other members of the Costa Concordia crew have also been sentenced to jail, although none
But it is wrong to assume that seafarers are a reckless breed that can only be held in check by the threat of fines or prison. To take one example, it is a rare case indeed where a seafarer can be shown to have personally benefited from discharging oily waste into the sea. Prosecutors should look at who benefits from breaching environmental laws. In the vast Credit Lwp Kommunikáció
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S ASSISTANT attorney general John C Cruden said it best when he commented: “The pollution in this case was the result of more than just bad actors on one ship. It reflects poorly on [the ship’s] culture and management.”
Companies need to take more responsibility for their actions after an incident
association, INTERTANKO. “Are ships’ masters who exercise best professional judgement in impossible circumstances to be shamefully treated as criminals?” In some cases at least the answer is ‘Yes’.
Troubled times There are troubling issues too in the treatment of the captain of the ill-fated cruise ship, the Costa Concordia. Thirty-two people died when the vessel, on the orders of the captain, deviated from its planned route only to run into a rock. He was sentenced by an Italian court to 16 years in prison. An appeal against the sentence is still to be heard by Italy’s highest court. Part of his defence was that he
are expected to actually face incarceration. The company, meanwhile, must pay an €1 million fine, a punishment some consider light. Why did the company culture allow captains to make nonemergency route changes? The evacuation of the stricken vessel was chaotic; crew members were ill-prepared. Why had the company not ensured they were better trained? A survey by Seafarers’ Rights International has found that as many as 85 per cent of seafarers are concerned about the possibility of facing criminal charges. In particular, they fear being scapegoated or being caught by regulations that seem designed to trap the unwary.
majority of the cases it is the shipping companies. While they may not actively condone law-breaking they create an environment where cost cutting is encouraged, sometimes with no questions asked. Whatever problems the industry faces it’s not, as US assistant attorney general John C Cruden observed, down to the presence of a few bad seafarers. Laws and regulations play a key role in the shipping industry. They should be aimed at companies and not just individuals. n Gray Page (www.graypage.co.uk) is a specialist advisory and consulting group that solves problems around the world for companies and organisations in shipping, insurance and international trade.
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Big gains in small spaces With some creative flexibility, seafarers can get an effective workout in the comfort of their own cabin
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RYING to find time to exercise while working on board ship can feel like a lost cause, especially when there’s such little room to do it. With some creative flexibility, however, it’s more than possible to achieve a big workout in a small space. Here are four effective exercises seafarers can do in their cabins.
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Mountain climbers
Mountain climbers are a great form of cardiovascular exercise. To do a mountain climber, get into the push-up position. Step one foot forward as though you’re walking up a staircase and then repeat with the alternate foot. Do this as fast as you can for one minute.
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High-knee sprints
Another cardiovascular exercise is to run on the spot, driving your knees above hip level. Put your hands out in front of you, face down, and try to hit them with your kneecaps. Do three to five 30-second sets, with 20 seconds’ rest in between.
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Supermans
Supermans are a simple exercise to effectively build core strength. Lie on your stomach and lift your limbs up off the floor, keeping them straight the whole time. Hold this position for 30 seconds before resting your body on the floor. Repeat this three to five times with 10 seconds’ rest in between.
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Feet-elevated push-ups
Perform a regular push-up with your feet on a nearby bench, bed or something similar. To get the most out of this exercise, keep your elbows close to your ribcage as you move. Do four sets of 10 push-ups with 30 seconds’ rest in between. n
Sudoku The aim of Sudoku is to fill in the empty cells so that each column, row and 3x3 region contains the numbers 1 to 9 exactly once. Find the answer to both puzzles in the next issue. INTERMEDIATE LEVEL Credit: www.sudokuoftheday.com
BEGINNER LEVEL
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Think you know your flags? Can you correctly identify these flags? If so, send your answers by email to thesea@missiontoseafarers.org by March 31, 2017. All correct answers will be entered into a draw for a chance to win a Mission to Seafarers’ Goodie Bag, containing a pen set, mug, water bottle and handmade woolly hat. Please include your answers, name, the vessel you are working on, nationality and finish this sentence: “I like the Mission to Seafarers because…”
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Get in touch! Have you got news or views that you’d like to share with The Sea? Please get in touch: thesea@missiontoseafarers.org. Jos Standerwick, The Sea, The Mission to Seafarers, St Michael Paternoster Royal, College Hill, London, UK EC4R 2RL T: +44 (0)20 7246 2981 E: jos.standerwick@missiontoseafarers.org The Sea Editor: Carly Fields News: David Hughes Assistant Editor: Lara Shingles www.missiontoseafarers.org
The Mission to Seafarers The Mission to Seafarers provides help and support to the 1.5 million men and women who face danger every day to keep our global economy afloat. We work in over 200 ports in 50 countries caring for seafarers of all ranks, nationalities and beliefs. Through our global network of chaplains, staff and volunteers we offer practical, emotional and spiritual support to seafarers through ship visits, drop-in seafarers’ centres and a range of welfare and emergency support services. The Sea is distributed free to seafarers through chaplains and seafarers’ centres. You can also arrange to receive it for a suggested donation of £3.50 or $5 per year (six issues). missiontoseafarers
“I think our hydrogen tanks are just about full!”
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Oceania region Kiribati
Suva
Regions Marsden Point
Africa
Auckland
Australia
Tauranga
East Asia
Gisborne
Canada
Napier
Gulf and South Asia
Seaview
UK & Europe
Wellington Nelson
USA
Lyttelton
New Zealand and the South Pacific Islands (Oceania)
Offering Oceania the hand of friendship The Mission’s presence in the South Pacific islands supports a community that relies heavily on the sea for its trade and livelihood
Port Vila. Port Vila serves as a major transport hub for the island nation, and Mr Tavoa and his team work to provide a warm welcome to the myriad of ships that service Vanuatu. In Honiara, The Solomon Islands, the Revd Hillary Anisi serves as chaplain. Both Vanuatu and The Solomon Islands rely heavily on the sea, as air travel to these islands is expensive and irregular. Mr Tavoa and Mr Anisi operate modest seafarer centres, utilising what resources they can. The Mission in Fiji is currently in recess, due to the retirement of the long-standing chaplain, the Revd Viti Whippy, in 2016. However, with the support of Archbishop Winston Halapua it is hoped that a revitalised Mission will recommence in 2018, offering a family programme in Suva.
By the Revd Lance Lukin
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or the four nations that make up the Oceania Region of The Mission to Seafarers – New Zealand, Fiji, Vanuatu and The Solomon Islands – the sea is a vital lifeline to the rest of the world. We rely on it, primarily for trade and fishing. The stunning landscapes and abundant adventure opportunities provided in Oceania is also making it a burgeoning destination for the world’s major cruise lines. Given the region’s growing popularity, not only with the peoples who inhabit the South Pacific but also with those from further afar, it must be able to provide generous hospitality, a warm South Pacific welcome and meaningful support to all who visit the Mission’s centres. The Mission has provided welfare support to the ships visiting Oceania for over 150 years. While the Mission is relatively small in Oceania, as compared
Romeo and Lance stand outside the recently condemned Wellington Seafarers Centre
with the rest of the world, each centre prides itself on providing inviting centres for the hundreds of thousands of seafarers who visit our ports every year.
Our facilities In Vanuatu, in the Province of Melanesia, the Revd Michael Tavoa serves as chaplain to the busy port in the nation’s capital,
New Zealand’s offerings In New Zealand, the Mission operates in eight ports. Until very recently all eight ports operated seafarer centres, with seven being joint missions operated between
missiontoseafarers.org The Mission to Seafarers and the Apostleship of the Sea, or other like-minded maritime ministries. One port, Gisborne, is solely a Mission to Seafarers’ centre. At Marsden Point Oil Refinery, The Mission to Seafarers operates a state-of-the-art seafarers’ centre. This outstanding centre boasts a great canteen, offering a wide range of goods for sale, as well as a myriad of souvenirs. In addition, the centre offers free WiFi, a small chapel, and a wide range of recreational activities, including video games, table tennis and pool. Marsden Point also operates a wonderful shipvisiting ministry, providing support to the oil tankers, logging ships and bulk carriers that visit. Sadly, in 2016 the long-term honorary chaplain, the Revd Des Olney, died. He left a huge gap to be filled, and his wonderful ship visitation ministry is presently being covered by a remarkable volunteer, Suza Katene-Cotton. The Port of Auckland is located in New Zealand’s largest city. Here, the Revd Khaw Cheng Cheen serves as part-time port chaplain in the joint seafarers’ centre operated by the Mission. The Auckland International Seafarers Centre is one of the region’s oldest
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Always a friendly face
Romeo visits a logging ship, Twinluck SW
New Zealand’s largest port. She is a powerful advocate for seafarer welfare, and has developed a wonderful relationship with the port company. The seafarers’ centre in Tauranga is an excellent joint venture, which operates out of a roomy facility owned by the port. This centre offers free WiFi, a chapel, and a wellstocked canteen. In addition to the chaplaincy ministry, Tauranga
Romeo Apache spent sixteen years working as a seafarer, the last four years working on container ships. Over his career, he worked on a wide range of ships including ro-ro and passenger ships. In 2008 Romeo moved to New Zealand, and retrained as a mental health worker. Coming ashore also meant that he could spend more time with my family. Eventually his family was also able to emigrate, and today they all live in New Zealand. After emigrating, Romeo was employed by The Mission to Seafarers as a part-time ship visitor. Since starting in October Romeo has become a passionate ships visitor, knowing intimately what life at sea is like. He has become an invaluable addition to our team, and a friendly face to all those who visit Wellington. n
which deals mainly with logging traffic. While still in its infancy, the centre in Gisborne has received incredible support from the port company. The Napier centre also operates on a joint-venture basis. Napier is another relatively busy port, which sees container traffic, cruise liners and bulk carriers visiting regularly. A small team of volunteers operates the small centre.
Earthquake setback
Across the region everyone involved in the Mission has one unifying aim; to provide generous hospitality, a friendly South Pacific welcome, and meaningful support to all who visit our centres centres, operating from a building just outside the port. The Auckland centre offers WiFi, regular religious services, a bar, and a well-stocked canteen, as well as pool tables and cable television. Auckland has sizeable volunteer support, drawn from a wide range of nationalities. The Revd Marie Gilpin serves as the Mission chaplain in Tauranga,
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boasts a large volunteer team who man the centre, ferry seafarers to and from the ships, and offer generous hospitality to all who call. In Gisborne, another joint venture, the Revd Stephen Donald serves as the honorary chaplain to the region’s newest centre. Gisborne is a relatively small port,
In November 2016, Wellington was hit by an earthquake, which severely damaged the port, including the building housing the Wellington Seafarers’ Centre. The centre had to close because of the damage caused by the earthquake, but ship visitations continue, and work is underway to establish a temporary seafarers’ centre to replace the damaged one. The Mission also operates joint ventures in Nelson and Lyttelton. While these two centres are small, they are run by a faithful core of volunteers who offer a warm welcome, WiFi, and a listening ear to the seafarers who visit. Across the region everyone involved in the Mission has one unifying aim: to provide generous hospitality, a friendly South Pacific welcome, and meaningful support to all who visit our centres. Oceania is a vast region, surrounded by sea. In a region that relies so heavily on the sea, the Mission strives to provide meaningful support to the maritime industries’ most valuable
asset: the men and women who work as seafarers. n
Find a friendly face in Oceania New Zealand Auckland – Port Chaplain: The Revd Khaw Cheng Cheen, +64 9 373 4352 Gisborne – Honorary Chaplain: The Revd Stephen Donald, +64 21 132 0037 Marsden Point +649 432 7433 Napier +64 64 6 835 1906 Nelson – The Revd Franz Murbach, +64 3 548 7623 Seaview Tanker Terminal Point Howard – The Revd Lance Lukin, +64 4 473 7929 Tauranga – Port Chaplain: The Revd Marie Gilpin, +64 7 575 8341 Wellington – The Revd Lance Lukin, +64 4 473 7929 Vanuatu Port Vila – Port Chaplain: The Revd Michael Tavoa The Solomon Islands Honiara: Port Chaplain: The Revd Hillary Anisi
14 theSea | Mar/Apr 2017
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How to secure a shore-based position Making the move from a career at sea to one on land can be a daunting prospect. But the more prepared you are, the better the outcome will be
By Mark Charman That said, while the demand is there, securing and staying in a shore-based position is a big and difficult transition to make. Here, we list our top 10 tips for making a successful and lasting transition from sea to shore.
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Credit: Anatoly Menzhiliy
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O, YOU’RE looking to make the move ashore? Fantastic! The demand for experienced seafarers who are the right fit for a shore-based employer remains strong, which is great news for you.
“One of the worst mistakes that jobseekers make is to apply for anything and everything”
1. Question your motivation Lots of seafarers tell us they want to come ashore, but can’t tell us why. Ask yourself these questions: why do you want to do it; what type of job do you want to do, and how much do you want to travel or where in the world do you want to work? Not only will this help you determine the best career path for you, it could also stop you from making a mistake – a career ashore is not for everyone.
2. Talk to your network Moving ashore is a lifestyle change, not just a career change. Talk to your network ashore about their experiences, concerns and advice for making the transition. There’s no one better to ask than somebody that has been there and done it.
3. Find a good recruiter A reputable industry recruiter will have a large network of potential employers, which will save you time and hassle when looking for a role.
4. Be active but selective One of the worst mistakes that jobseekers make is to apply for anything and everything. Don’t do it! You need to maintain your value as a candidate so apply selectively for jobs which are relevant to your
Making the move from deck to desk is not always straightforward skills and experience. If the roles currently advertised don’t match this then don’t apply at all.
5. LinkedIn is your ‘shop window’ Remember that as a candidate your LinkedIn profile is your ‘shop window’ and hiring managers ashore will look at your profile and activity. Put as much effort into your LinkedIn profile as you do your CV. Include any additional qualifications or courses you have completed on your profile, even if they are not entirely relevant – it shows that you’re committed to extracurricular learning and development.
6. Invest in yourself Upgrade your skills and knowledge, sign up to that training course you’ve been thinking about or talk to your current employer about any shore-based learning opportunities. Some employers offer seafarers a secondment ashore while on leave. If your employer doesn’t, spend time researching the various shorebased career development courses which are available.
7. Be visible (but not a stalker) It’s good to keep in touch with your recruiter or hiring company, but don’t overdo it. There’s a fine line between keeping in touch and making a nuisance of yourself. The job hunt can be a slow process – a good recruiter or hiring manager will be working hard for you behind the scenes so let them do their job. And if you are not successful in your application, accept it and move on to the next role.
8. Be on your ‘A’ game Don’t let your standards slip, ever. Make sure your CV doesn’t contain any spelling or grammatical errors and always adapt your application to suit the position you’re applying for. If you want to find out more about a role then call the recruiter or hiring company and ask them before applying.
9. Know your options You might think that becoming a superintendent for a shipowner or manager is the only position ashore which is relevant to your expertise – it isn’t. There are plenty of other opportunities
in the surveying, maintenance, insurance and legal sectors which are crying out for your skills and experience. A good recruiter will be able to advise you about these options so pick up the phone and ask.
10. Be prepared to get paid less and work just as hard Shipping is a 24/7 industry and this is no different whether you work in the office or on a vessel. You will still have to work potentially long hours and travel at short notice. You will need to pay taxes and you may get paid less in your first position ashore than you do currently at sea. However, long-term prospects and career development opportunities in a shore-based role will see you earn more in the future as you progress. Whether you are aspiring to be the next CEO or you are simply looking to come ashore for a new challenge, the first step is to get your foot through the door. Follow these tips closely and you will have a higher chance of success. Good luck. n
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Maglaan ng panahon para sa nasasaloob na pagmumuni Karamihan sa relihiyon ay naghihikayat na magpahinga para pagngilay-ngilayin ang direksyon at layunin ng ating mga buhay at ating mga relasyon para matiyak kung ano ang kinakailangang kumpunihin
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Credit: Alex, Flickr
AGKAKAROON ng mga problema ang DALAWANG kaibigan ko sa kanilang buhay may-asawa at gusto nilang sumubok at isaayos ang mga bagaybagay. Parehong mahilig maglayag at nagpasiyang bumili ng maliit na bangka; umasa sila na pagsasamahin sila ng proyektong ito.
Ni the Revd Andrew Wright Nakakita sila ng advertisement kung saan ay nagustuhan nila, na mukhang napakagandang bilhin. Sa sumunod na araw bumiyahe sila papunta sa isang pambayang daungan para makita nila mismo ito. Sa ibabaw ng tubig, gaya nang nasa larawan na kanilang nakita, mukha itong makinis at makintab at tamang-tama. Gayunman, nang makita nilang nasa tubig na ang bangka kitang-kitang bulok na ito at hindi na puwedeng maglakbay sa tubig. Nakalulungkot, na bumaling ang asawang babae sa kanyang kabiyak at bagkus ay masamang loob na nag-obserba: “Parang tayo lang iyon. Mukha tayong ayos sa pang-ibabaw sa mga pinaka-nakakikilala sa atin, ngunit sa pang-ilalim ang lahat ng bagay ay sira at nabubulok hanggang sa kalagitnaan.” Gaanong kadalas ito. Ang pagtitiyak na mananatiling mabuting naitataguyod at matatag ang mga pag-aasawa ay kinakailangan ng matinding pangangasiwa ng panahon, pag-iisip at pagsusumikap. Totoo ito kahit na magkalayo ang mag-asawa sa mahabang panahon. Napakagandang makita ang maraming mandaragat na inaalagaan ang mga buhay ng kanilang mga pamilya sa pamamagitan ng Skype o katulad – sa maraming buwan at napakalayo. Gaya nang madalas sabihin sa amin ng tripulante, na napakahalaga na lahat ng kabilang sa kapakanan ng mga mandaragat na patuloy na magkaloob ng suporta sa pag-access sa WiFi. Kung ano ang nasabi tungkol sa pagpapakasal ng aking mga kaibigan, gayunman, ay maaaring sabihin rin na, kahit papaano sa ilang batayan,
Mahal na Araw ay nag-aalok ng pagkakataon para sa isang bagong simula
Dasal ng Kuwaresma para sa mga mandaragat Turuan mo kami, mabuting Diyos, na pagsilbihan ka dahil karapat-dapat ka; para magbigay at hindi para bilangin ang halaga; para lumaban at hindi para intindihin ang mga sugat; para magpakasakit at hindi para maghanap ng pahinga; para magsumikap at hindi para humingi ng anumang gantimpala, iadya na may kamalayan na gagawin namin ang iyong kagustuhan. Amen St Ignatius Loyola (1491-1556) ng maraming buhay ng indibidwal, kabilang marahil ang aming sarili. Gaanong kadali itong matagpuan ang ating mga sarili sa isang hindi magandang ispirituwal na kalagayan ng pagkukumpuni.
Paglingon Malapit nang magkuwaresma, isang panahon kapag hinihikayat ang mga Kristiyano na magnilay-nilay sa kanilang sarili, sa Diyos at sa kanilang mga relasyon sa isa’t isa. Ito ang panahon para subukang isaayos ang ating mga buhay. Karamihan sa relihiyon ay nagkakaloob ng katulad
na panghihikayat sa iba’t ibang paraan sa iba’t ibang panahon ng taon. Sa katotohanan, may pananampalataya man tayo o wala, ang paglalaan ng panahon para pagisipan ang direksyon at layunin ng ating mga buhay, ang tungkol sa kung paanong tayong kumilos at magsalita at mag-isip, ay tiyak na magandang bagay. Napakadalas na mayroong ilan-ilang butas sa ilalim ng pangibabaw; kailangan ng ating ‘mga bapor’ na mapunta sa dry dock paminsan-minsan. Kung hindi sila pupunta, talagang mag-aalala kami.
Kailangan nila ng pangangalaga, paglulunas at pagkukumpuni para panatilihin silang malusog at ligtas para makapagtrabaho sa mga mapanghamong dagat at karagatan. Marami na akong nasakyang bapor na nagsasagawa ng dry docking. Kadalasan, punung-puno sila ng sigla sa mga nag-aapurang gumagawang partido, na may walang katapusang ingay ng mga makina at ng masaganang amoy ng bagong pintura. Kadalasan silang lumalabas na mukhang mas mainam kaysa nang pumasok sila. Ang Kuwaresma ang panahon sa paglalagay ng ating sarili sa dry dock. Maganda itong pagkakataon na gumawa nang kaunting paggapang sa paligid ng ating mga sariling buhay nang may malangis na basahan. Ano ang kinakailangan ng pangangalaga? Ano ang kinakailangan ng pagkukumpuni? Hindi ito kailanman madaling ganap na malalaman kung paanong gagawin ang Kuwaresma. Maaaring makapagbigay ang isa sa mga Mission chaplain nang ilang tulong at payo. Tatanungin nila ang parehong mga katanungan sa kanilang mga sarili. Paminsan-minsan, gayunman, ang pagtingin sa ating sarili nang sobrang buti ay maaaring maging nakalulungkot ... at medyo nakatatakot. Mailalagay ba sa tama ang mga bagay-bagay? Ang magandang balita ay, sa Diyos, walang bagay ang hindi na maitutuwid. Mayroon parating pagibig at kapatawaran at pag-asa at bagong buhay. Ang kaisipang iyon ay dapat magpatuloy sa atin hanggang sa katapusan ng Kuwaresma. Napakalungkot, sa aking mga kaibigan hindi ito gumana sa kanilang buhay may asawa, ngunit sa madaling panahon ang bawat isa ay nakatagpo ng bagong katuparan at kasiyahan. Naway maghatid nang pareho ang iyong Kuwaresma, sa huli natatapos ito sa Pasko ng Pagkabuhay. Habang pumapasok tayo sa ating sariling dry dock, ang ating dasal ay dapat tiyak na magiging parang sa nagsulat ng Psalm 51: “Create in me a clean heart, O God, and put a new and right spirit within me.” n
16 theSea | Mar/Apr 2017
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Make time for reflection and discovery Most religions encourage taking time out to contemplate the direction and purpose of our lives and our relationships to ascertain what is in need of repair
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Credit: Alex, Flickr
WO friends of mine were having difficulties in their marriage and they wanted to try and sort things out. Both loved sailing and they decided to buy a small boat; they hoped that this project would bring them together.
By the Revd Andrew Wright They saw an advertisement for one which they liked, which looked and sounded like a very good purchase. The following day they travelled to a local harbour to see it for themselves. Above the waterline, as in the picture they had viewed, it looked sleek and perfect. However, when they saw the boat out of the water it was clearly rotten and unseaworthy. Sadly, the wife turned to her husband and observed rather bitterly: “That’s just like us. We look fine on the surface to most of those who know us, but underneath things are eaten away and rotten to the core.” How common this is. Ensuring marriages remain wellfound and stable takes a great deal of time, thought and hard work. This is true even when husbands and wives are apart for long periods of time. How good it is to see so many seafarers nurturing their family lives through Skype or similar – over many months and at very long distances. As crew so often tell us, it is vital that all involved in seafarers’ welfare continue to provide support in accessing WiFi. What was said about the marriage of my friends, however, might also be said, at least in some measure, of many individual lives, including perhaps our own. How easy it is to find ourselves in a bad spiritual state of repair.
Looking back It will soon be Lent, a time when Christians are encouraged to
The ‘Lent lily’ – as the UK’s native daffodil is also known – blooms and dies away over this period of reflection
A prayer for seafarers Teach us, good Lord, to serve you as you deserve; to give and not to count the cost; to fight and not to heed the wounds; to toil and not to seek for rest; to labour and not to ask for any reward, save that of knowing that we do your will. Amen St Ignatius Loyola (1491-1556) reflect on themselves, on God and on their relationships with one another. It is a time for trying to get our lives in order. Most religions provide similar encouragement in different ways and at various times of year. In fact, whether we have a faith or not, taking time out to think about the direction and purpose of our lives, about the way we act and speak and think, is surely a good thing. Very often there are quite a few holes below the surface; our
‘ships’ need to go into dry dock from time to time. If they do not, we are rightly concerned. They need care, treatment and repair to keep them sound and safe to operate in challenging seas and oceans. I have been on board a number of ships undergoing dry docking. Usually, they are vigorously alive with the bustle of working parties, with the endless noise of machines and the rich smell of fresh paint. They often emerge
looking much better than when they went in. Lent is the time for putting ourselves into dry dock. It is a good opportunity to do a bit of crawling around our own lives with an oily rag. What is in need of care? What requires repair? It is never easy to know quite how to ‘do’ Lent. Maybe one of the Mission chaplains will be able to give some help and advice. They will be asking the same questions of themselves. Sometimes, however, looking at ourselves too closely can be depressing ... and a little frightening. Can things ever be put right? The good news is that, with God, nothing is irreparable. There is always love and forgiveness and hope and new life. That thought must sustain us through Lent. Sadly, for my friends it did not work out for their marriage, but around the corner each found new fulfilment and happiness. May your Lent bring the same, after all it ends at Easter. As we enter our own dry dock, our prayer must surely be that of the writer of Psalm 51: “Create in me a clean heart, O God, and put a new and right spirit within me.” n