Nautilus Telegraph January 2018 by Redactive Media Group

HEALTH & SAFETY

INTERNATIONAL

NL NEWS

MARITIME WELFARE

Industry alarm over underpowered ships

Union welcomes release of counter-piracy crew

Members oppose pension fund rule changes

How can seafarer centres remain relevant today?

telegraph Volume 51 | Number 01 | January 2018 | £3.50

€3.70

WAVES OF CHANGE From newspaper to magazine...

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CONTENTS

telegraph Volume 51 | Number 01 | January 2018

WELCOME

05 General secretary Mark Dickinson introduces the new-look Telegraph 08 Introduce a colleague to Nautilus and win up to ÂŁ125

N AU T I L U S AT W O R K

10 Members serving with Orkney Ferries are being balloted over industrial action

W E L FA R E

13 Maritime charities warn UK politicians over crew problems

TRAINING

Whatâ&#x20AC;&#x2122;s in the box?

20 Nautilus prize-winner makes a sound career choice as Bibby cadet

STAFF

editor: Andrew Linington chief sub-editor: Sarah Robinson reporter: Steven Kennedy Dutch correspondent: Hans Walthie production editor: June Cattini-Walker design: Craig Bowyer

Display adverts: Philip Johnston tel: +44 (0)20 7324 2727 email: philip.johnston@redactive.co.uk

ADVERTISING

Recruitment adverts: Paul Wade tel: +44 (0)20 7880 6212 email: nautilusjobs@redactive.co.uk

Redactive Media Group 78 Chamber Street, London E1 8BL

website: www.redactive.co.uk

Although the Telegraph exercises care and caution before accepting advertisements, readers are advised to take appropriate professional advice before entering into any commitments such as investments (including pension plans). Publication of an advertisement does not imply any form of recommendation and Nautilus International cannot accept any liability for the quality of goods and services offered in advertisements. Organisations offering financial services or insurance are governed by regulatory authorities and problems with such services should be taken up with the appropriate body.

Incorporating the Merchant Navy Journal and Ships' Telegraph ISSN 0040 2575 Published by Nautilus International Printed by PCP Ltd

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CONTENTS

B R AV E RY AWA R D S

32 22 Pilots honoured for heroism during tanker blaze Should maritime charities continue to supply books and magazines to seafarers? Join the debate...

W H AT â&#x20AC;&#x2122; S I N T H E B O X ?

IMAGES / FROM TOP: MARINE SOCIETY; THINKSTOCK; US NAVY; IMO

29 Nautilus deputy general secretary Marcel van den Broek helps to launch a new seafarer welfare service

IN MY OPINION

26 Is the International Maritime Organisation failing to deliver for seafarers? 35 Why did the Maritime & Coastguard Agency prosecute a master and pilot for a collision?

F E AT U R E S

30 Is there a future for seafarer centres in the 21st century? 32 Maritime charity helps crews to overcome learning challenges 38 Marking the 60th anniversary of a famous Nautilus 44 Is there still a place for books at sea?

NL NIEUWS

WHERE'S MY Y TELEGRAPH? H?

52 Acht paginaâ&#x20AC;&#x2122;s met nieuws uit Nederland

REGULARS

48 50 63 64

Maritime book reviews Ships of the past The face of Nautilus Crossword

If you have moved recently, your home copy may still be trying to catch up with you. To let us know your new address, go to www. nautilusint.org and log in as a member, or contact our membership department on +44 (0)151 639 8454 or membership@ nautilusint.org The membership team can also cancel your print copy if you prefer to read the paper on the Telegraph app.

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FOREWORD

Welcome N Nautilus general secretary Mark Dickinson eexplains the changes to the Telegraph – and tthe way in which the Union will be bringing m members more news and analysis about the m maritime industry…

elcome to the your new-look Telegraph — a revamp which represents the ﬁrst stage of a series of initiatives being taken by Nautilus in response to members’ requests for a bigger, better and faster communications service. I’m proud of our award-winning membership communications. Nautilus provides a wealth of information and analysis about the industry in which we work — but we can never stand still or rest on our laurels. As the current drive towards autonomous ships demonstrates, we live in a world in which the pace of change is accelerating all the time, driven by technological advances that would not have been thought possible a generation ago. These changes are transforming the way in which everyone communicates and Nautilus has a clear strategy to adapt our services to members to match these developments. Despite the connectivity limitations suffered by many too seafarers — which we have highlighted in our Crew Communications report — it’s clear that digital delivery is increasingly the way in which members are looking for news and information. In line with the Union’s strategic plan, endorsed by Nautilus Council, we have therefore begun a programme to provide you with an enhanced

We need to provide news in a more immediate, dynamic manner

January 2018

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communications service which keeps the best of what we can offer in print whilst taking advantage of the new opportunities offered by electronic publishing — bringing the news to you as it happens, and enabling you to access it wherever and whenever you want. We know you enjoy the Telegraph, and this new magazine format retains many of the popular features and regular items that you will be familiar with. But in this fast-moving world, we need to provide news in a more immediate and dynamic manner — and so, over the next few months, you will see the Nautilus website being relaunched to give you that service. In its new magazine format, the Telegraph will provide readers with a summary of top news stories over the past month, together with indepth analysis and features on the industry in which we work. And, very soon, the new website will be bringing you all the breaking news, as and when it comes, as well as offering you easier electronic access to the Telegraph. Over the years, the Union’s communications team has picked up many awards for their work on the Telegraph and the website. With these changes, Nautilus is determined to continue delivering an unrivalled service to members — and one with harnesses the beneﬁts that digital technology can bring.

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LETTERS

INBOX Your space to join the debate on the issues that matter to maritime professionals

What's on your mind? Tell your colleagues in Nautilus International — and the wider world of shipping. Keep your letter to a maximum 300 words if you can — though longer contributions will be considered. Use a pen name or just your membership number if you don’t want to be identiﬁed — say so in an accompanying note — but you must let the Telegraph have your name, address and membership number. Send your letter to the Editor, Telegraph, Nautilus International, 1&2 The Shrubberies, George Lane, South Woodford, London E18 1BD, email telegraph@nautilusint. org or fax to +44 (0)20 8530 1015.

Help Plymouth pay tribute elegraph readers may be aware that a committee has been formed in Plymouth to raise funds for a monument to the Merchant Navy and fishing fleets in a more prominent position on the Hoe than the present small wall plaque on the main road through the Barbican. Our committee is comprehensive, with exseafarers of all persuasions, former nautical college lecturers, MNA representation, and registered with charity status. We also have active support and encouragement from Plymouth’s City Council. Part of this appeal has recently been sought through a crowdfunding project, to construct the statue for the plinth. The fundraising project is progressing well, and our target date for commissioning the monument is 2020 — during Plymouth’s Mayflower 400 celebrations. Whilst we are almost half way towards our target, these uncertain economic times,

and the general ignorance of what commercial shipping still provides the UK public with, are not helping our efforts. What we do need to stress to any support donations is that use of the gift aid for UK taxpayers is used to our advantage. We are registered as a charity, and every donation is truly appreciated. For those shipmates who came down to march on the day the MN was granted the Freedom of the City by the council, and also all who visit the city, the ceremonial scroll is now on permanent display in St Andrew’s Minster, at the top of Royal Parade. It is positioned in the small ‘seafarers’ chapel’ in the main church and looks perfect next to the three maritime ensigns. For further information and updates about the campaign, visit the website mnmonument. uk or email the committee secretary at: plymnm@virginmedia.com

John Rankin Mem no 79869

The View From Muirhead www.thefreakywave.com

Tweets of the month Mark Dickinson @Mdickinson1262 4 Dec The @IIP Assessor has confirmed that Nautilus has secured significant improvement, maintained the Investors in People standard and continues to be accredited across all our branches. Very proud of all our staff @nautilusint Guy Platten @guyplatten 4 Dec Well done - know how difficult these things are and credit to the team for achieving this

Seafarers UK @Seafarers_UK 2 Dec Follow us on Twitter What have @nautilusint #seafarers ever done for us? New leaﬂet released explaining what #seafarers do via @ nautilusint The Chennai6 @TheChennai6 Nov 27 Thank you to everyone who has helped support the #Chennai6 and never gave up on the ﬁght for justice, today is a very special day and is the result of a lot of people’s hard work and campaigning x

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NEWS

PENSIONS

The IPE award is the highest accolade that the Merchant Navy Ofﬁcers Pension Fund has won

TOP FUND

The Merchant Navy Officers Pension Fund (MNOPF) has been recognised as Europe’s best multiemployer/professional pension fund at last month’s prestigious Investment and Pensions Europe awards. Judges praised the Fund’s ‘innovative journey plan to de-risk and reach full funding level’ and the ‘excellent results’ from its investment programme. The MNOPF also received the award for best diversification — which was collected by Nautilus member-nominated trustee Olu Tunde — further recognising its strategy of reducing investment risk whilst maintaining its target return. MNOPF chief executive Andrew Waring commented: ‘The collective strength of the MNOPF team, past and present, has delivered MNOPF to this point and we should all feel very proud. Our challenge now is to set that same high standard for the next generation of maritime employees with the industry’s DC Master Trust — the Ensign Retirement Plan.’

HAVE YOUR SAY

Last month we asked: All things considered, do you think you have a good job?

% 20

Yes 8

This month we ask Do you think there is still a valuable role for seafarers’ centres in the 21st century? Vote now: nautilusint.org

News in brief

NEW CONVENTION

MLC FOR FISHERS Seafaring unions have welcomed the introduction of new international measures which will create a version of the Maritime Labour Convention for fishing vessel crews. The Work in Fishing Convention (ILO 188) came into effect on 16 November, covering issues such as occupational safety and health, medical care, rest periods, written work agreements, and social security protection. The International Transport Workers’ Federation urged countries to ratify the measure. Fisheries section chair Johnny Hansen said: ‘Fishers work in one of the most dangerous and often unpoliced professions in the world. Far too many of them are scandalously and criminally exploited. This should be a turning point in their lives.’ Ten countries have ratified the convention so far and the UK Maritime & Coastguard Agency (MCA) has launched a public consultation via www.gov.uk — which closes on 12 January — on its proposals for bringing it into effect. These were drawn up with support from the UK fishing federations, the Fishermen’s Mission and Nautilus. Last month’s annual MCA maritime health seminar included special sessions looking at the proposed new requirements for fishers to hold medical certificates. These will align the sector with many Merchant Navy standards, with ENG1 requirements for those serving on vessels over 24m or who go to sea for more than three days at a time. New entrants will be required to meet MN-related eyesight standards, including colour vision, while it is proposed that ‘grandfather’ clauses would safeguard the jobs of serving crews if they do not meet the rules. Nautilus senior national secretary Allan Graveson said: ‘We played a key role at the ILO in ensuring that differences between types of fishing vessels were reconciled in the final instrument. It was recognised that medicals were essential for the safety of fishers, but must be proportionate to the risk.’

Wellbeing guide: the International Seafarers’ Welfare and Assistance Network (ISWAN) has published a new 17-page guide to help crew members cope with the stresses of modern-day shipping operations. Psychological Wellbeing at Sea contains handy hints for enhancing wellbeing, generating positive emotions and maintaining good relationships with others onboard. It also sets out ways of getting help in difficult situations. Grounding probe: Nautilus has offered assistance to members onboard the P&O ferry Pride of Kent, after the UK Marine Accident Investigation Branch launched a probe into the circumstances surrounding the vessel’s grounding last month while departing the port of Calais in high winds. Cruise concern: the cruiseship sector may be running the risk of over-capacity with orders for new vessels at record levels, the financial services firm Morgan Stanley warned last month. Analyst Jamie Rollo said capacity is set to rise by 45% by 2025, and the industry may be over-optimistic in expecting demand to increase at the same rate. Code update: updates to the 2015 edition of the Code of Safe Working Practices to Merchant Seafarers have been published. Amendment 2 includes new information on sunglasses and risk from sharps, solid carbon dioxide and safe access to small craft. Dieppe deal: DFDS has been awarded a new five-year public service contract to operate the Newhaven-Dieppe cross-Channel ferry service.

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N AU T I L U S AT W O R K

C O N V E N T I O N U P D AT E D

EU ACTS ON MLC DEAL European seafaring unions and shipowners have welcomed the adoption of a directive last month which implements the 2014 amendments to the Maritime Labour Convention (MLC). The directive — which puts a social partners’ agreement between the European Community Shipowners’ Associations (ECSA) and the European Transport Workers’ Federation (ETF) into practice — covers the MLC ‘safety net’ provisions for seafarers. It includes a requirement for owners to provide financial security protecting seafarers against the consequences of abandonment in an overseas port and to ensure the payment of contractual compensation for work-related death, disability or illness. Nautilus general secretary Mark Dickinson — ETF spokesperson on the maritime transport sectorial social dialogue committee — commented: ‘We are very pleased that the European Council has supported the social partners in our joint aim of keeping our European agreement up to date with the international legal framework. We must not forget that this convention is a living instrument for the continuous improvement of seafarers’ living and working conditions.’

XXXXXXXX

INTRO TITLE Nautilus general secretary Mark Dickinson and Royal Fleet Auxiliary liaison officer Russell Downs attended a service of dedication at Portsmouth Naval Base to welcome the new RFA vessel Tidespring into operation. Tidespring is the first in a class of four double-hulled Military Afloat Reach & Sustainability (MARS) tankers which will provide food, fuel and stores for Royal Navy warships around the world. They will also deliver key support for the Queen Elizabeth class aircraft carriers, as well as offering a flexible capability to undertake such operations

as policing shipping lanes and providing humanitarian relief. Commodore Duncan Lamb, head of the RFA, described the event — which was also attended by the honorary Commodore-in-Chief the Earl of Wessex — as ‘an exciting milestone’ for the RFA. ‘It was a very fitting ceremony of dedication, during which the Commodore paid tribute to the RFA’s contribution to the UK’s maritime skills,’ said Mr Dickinson. ‘Tidespring is an impressive vessel and with her three sisterships due to join the fleet soon, a major boost to the RFA’s mission.’

Main: RFA Commodore-inChief the Earl of Wessex meets 2/0 (X) Navigator Paul Stubley and 2/0(X) Kevin Clifton on the bridge of RFA Tidespring Inset: Nautilus general secretary Mark Dickinson and UK Chamber of Shipping CEO Guy Platten at the RFA Tidespring dedication ceremony

NAUTILUS MEMBERSHIP

RECRUIT A COLLEAGUE AND YOU COULD WIN UP TO £125 Following the success of a pilot project, Nautilus has launched a new ‘introduce a colleague’ recruitment drive — giving members the chance to win up to £125 if they encourage others to join the Union. More than 120 new members were recruited during the original campaign, which was held in 2015. The new and improved scheme will offer a £25 online gift card to members who recruit a colleague, and they will also be entered a prize draw for the chance to win an additional £100 voucher.

The new drive will run until the end of November 2018, and members can email or call Nautilus with their colleague's details, or simply download an application form from the Union’s website for them to complete and add their personal information in the ‘How did you hear about Nautilus?’ section. There is no cap on the number of vouchers that can be claimed by an individual member, providing the following simple criteria are met: the offer is not open to anyone who has resigned during the offer period; and

it only applies for new members at the full subscription rate and not for cadet/trainee membership. Derek Byrne, head of recruitment and membership, commented: ‘We are delighted to be able to run this offer once again following the excellent response to the original scheme. It’s a great chance for members to spread the word about the beneﬁts of Nautilus membership and to be rewarded for their efforts in encouraging colleagues to join.’

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TRAINING

BUDGET FAILS TO DELIVER NEW SUPPORT Nautilus and other UK shipping industry organisations have voiced disappointment at the Chancellor’s failure to include improved support for seafarer training in the autumn Budget. All sides of the industry had lobbied ministers to deliver the SMarT Plus package of additional assistance — with 40 leading owners and operators, including the Anglo Eastern Group, BP Shipping, Shell Shipping & Maritime and Maersk Crewing, promising to increase recruitment if the scheme was brought in. Doubling the current £15m a year Support for Maritime Training (SMarT) funding would also enable newly-qualified officers to get vital seagoing watchkeeping experience, and further assistance to attain higher level certification. Nautilus warned that without such an improvement in the scheme — which delivers a return of £4.80 to the nation’s GDP for every £1 the government spends — there could be a long-

term threat to the UK’s leading role in maritime the importance of the shipping industry to the industries and services as a result of shortages of UK. skilled and experienced officers. ‘The UK’s shipping industry is battling a General secretary Mark Dickinson significant decline in seafarer numbers and commented: ‘We are extremely we are in danger of that figure shrinking disappointed that the Chancellor has even further without intervention, sold the maritime industry short making us dangerously dependent The £15m extra needed for the in his Budget announcement. on foreign shipping companies — SMarT-Plus Especially when commitments something that will be of increasing scheme adds up to the cost of a mile were made to rail, road and air, importance in the post-Brexit of motorway the maritime shipping industry environment,’ he warned. ‘We will has once again been overlooked at continue to campaign on the issue to what is a critical time for the country’s affirm the nation as a key player in the maritime resilience. maritime industry, calling on the Chancellor to ‘As we have pointed out to the government, agree to earlier pledges before the dominance the SMarT scheme offers a valuable incentive is lost.’ to industry which has a positive knock-on effect There was a welcome, however, for the on the wider economy. These proposals also Budget move to introduce a new relief measure have full support from all sides of the maritime to stimulate investment in North Sea oil and gas industry, including those who truly understand exploration. TRAINING

TRAINING

MNTB REVEALS SMALL RISE IN CADET INTAKE The UK cadet intake rose slightly in the 2017-18 academic year, according to ﬁgures presented at a Merchant Navy Training Board (MNTB) seminar last month. A total of 578 cadets began training during the year, compared with 534 in the previous year and 575 in 2015-16. MNTB director Kathryn Neilson told the meeting that work is being carried out to ﬁnd ways of increasing the number of training berths. As well as changes to college phases, the possibility of providing sea time onboard Royal Navy ships is being explored. Increasing the use of simulators for cadet training may also relieve pressure on berth availability, Ms Neilson added. ‘We need to think out of the box to embrace the challenges we face in the industry,’ she said.

FLEETWOOD ACHIEVEMENT AWARD Chiltern Maritime engineer cadet Mitchell Hamber is pictured below being presented with the 2017 Fleetwood Nautical College Certificate of Achievement by Shajan Lukose, head of maritime operations at the campus, during last month’s graduation ceremony. Mitchell —

who was sponsored by Trinity House — was awarded the certificate for outstanding academic and professional achievement throughout his cadetship. During his cadetship, his seatime included trips onboard a product tanker and a British Antarctic Survey vessel.

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N AU T I L U S AT W O R K

S T A L E M A T E O N P AY

ACTION VOTE AT ORKNEY FERRIES Members employed by Orkney Ferries are being consulted over potential industrial action after management refused to improve a 1.5% pay offer. Nautilus national ferry organiser Micky Smyth said members have seen their wages stagnate over a number of years as the company — which is run and owned by the Orkney Islands Council — has pegged pay in line with public sector policy. But, he added, the Union has clearly identified that members deserve a significant increase. ‘Since I took over as the official representing members at Orkney Ferries in June 2016, several outstanding historical issues have not been resolved — namely the low salary scales for our members in comparison to other ferry companies,’ he stated. ‘We submitted our pay claim — for an above-RPI award and an increase in seven days paid annual leave — back in April 2017, but despite numerous meetings, the company has not moved from its position of an offer of 1.5% increase in pay scales, which falls well short of our members’ aspirations. ‘We have attempted to resolve this matter amicably but to no avail, and as per the consultation exercise the members have spoken overwhelmingly — by 90% to 10% — that they wish to be balloted for industrial action,’ Mr Smyth added. Members have said that they will only support action short of a strike and not strike action, he noted. Both the RMT and Unite are also balloting their Orkney Ferries members over the possibility of industrial action, while concerns over Orkney Ferries’ pay rates were raised in a Scottish Parliament debate.

U N I O N S E E K S P R O G R E S S O N N O N - P AY I S S U E S

RFA OFFER IS RELUCTANTLY ACCEPTED A 1% pay increase has been accepted by Nautilus on behalf of members employed by the Royal Fleet Auxiliary (RFA). The one-year deal – which is consistent with government public sector pay policies – is across all pay band points and will be backdated to 1 July 2017. Nautilus is continuing to work with other trade unions to end the seven-year cap on public service pay. Nautilus national organiser Steve Doran said the Union will now look to progress talks with the RFA on a number of other matters. ‘We have, reluctantly, accepted this offer,’ he added. ‘However, we will

continue to work with other unions in a bid to end these continued financial pressures being inflicted on public sector workers. ‘We also want to continue our discussions with the RFA on a number of issues including pay parity, increased workload, retirement, tour lengths, 1:1 leave, wi-fi, flights, temporary acting/promotion, expenses and uniform allowances. These are all matters that affect our members and we hope that through our continued dialogue with management we can come to a conclusion that suits everyone concerned.’

TA L K S O N P AY C L A I M S E T F O R T H E N E W Y E A R

P&O FERRIES CBA IS UPDATED

Pictured signing the consolidated and updated collective bargaining agreement (CBA) for officers employed by P&O Crewing Services (Jersey) are, left to right: P&O Ferries head of HR Andrew Shaw; Nautilus national ferry organiser Micky Smyth; and P&O Ferries director Mark Risby. Nautilus is due to meet management early in the new year to discuss the 2018 pay and conditions claim. The Union is

seeking an increase over the current RPI rate of inflation to reflect the contribution of members over the past 12 months. Mr Smyth said Nautilus is open to the possibility of a two- or three-year pay deal, as long as a ‘cap and collar’ protection clause is agreeable by all parties. The Union is also seeking a review of the pension and an increase in sickness benefit entitlements in line with the other major ferry operators.

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News in brief Manx consult: consultations on a 4% pay offer for members employed by Manx Sea Transport (Guernsey) and serving on Isle of Man Steam Packet Company vessels were due to conclude as the Telegraph went to print. Nautilus has recommended acceptance of the offer, which would take effect from 1 January 2018. FORMAL OFFER AWAITED

3% TABLED AT RED FUNNEL Red Funnel liaison ofﬁcers Jodi Le Breton, Stuart Tan, Terry Emmison and Casey Sheargold are pictured with Nautilus national ferry organiser Micky Smyth during pay talks last month. During the meeting, the company offered a 3% pay

increase, as well as improvements to the sickness entitlement for OBS officers to ensure parity with the benefits for deck and engineering officers. Members will be consulted as soon as the Union receives clarification on a formal offer.

1 % P AY O F F E R G L O B A L N E G O T I AT I O N S

PROGRESS IN IBF TALKS Global pay talks covering thousands of seafarers serving on flag of convenience ships are set to conclude in February after unions and operators reported ‘significant progress’ in discussions during November. The International Transport Workers’ Federation and the employers’ Joint Negotiating Group (JNG) meeting examined a number of issues that had been identified during the previous round of negotiations, which took place in Tokyo in July. As a result of the progress made, they agreed to hold the final round of negotiations in February 2018. Both sides said they are committed to finding solutions and concluding a new IBF agreement during that round. They also agreed that the current IBF agreement will remain valid past its expiration date of 31 December 2017 – and that the new agreement will enter into force at a date to be agreed on by the parties.

TRINITY REJECTION Nautilus national organiser Jonathan Havard is pictured below with members following a joint meeting with the Unite union onboard the Trinity House vessel Patricia to discuss ways in which to progress the 2017 pay and conditions claim. Members overwhelmingly rejected a 1% offer and Mr Havard said further talks would be held with management. ‘Having spoken with members, it’s clear that there are still some discussions to be had with Trinity House as to an appropriate pay offer,’ he explained. ‘Our members have worked extremely hard throughout the year and we feel that they deserve for this to be recognised with a reasonable offer.’

Maersk offer: members serving with Maersk Offshore (Guernsey) in the tanker fleet are being consulted on an improved pay and conditions offer. The company has proposed a two-year deal, with a freeze in the first year (2017) followed by a 2.5% increase with effect from 1 January 2018. Serco deal: members serving with Serco Northlink Ferries have overwhelmingly accept a 3.9% pay offer. The deal follows the rejection of a previous 2.9% offer, and the increase will be backdated to 1 October 2017. Seatruck rise: consultations with members employed by Seaway Manning Services (Guernsey) on Seatruck Ferries vessels have shown an overwhelming majority in favour of accepting a 3% pay offer. Princess consult: members employed by Fleet Maritime Services on Princess Cruise Line and P&O Cruises Australia vessels are being consulted on a 3% pay offer.

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NEWS

Due for delivery next winter, Glen Sannox is set to operate on the Ardrossan to Brodick route

NEW FERRY LAUNCHED

SHIPPING EMISSIONS

LNG FIRST FOR CALMAC

FUELS ‘ARE CHANGING’

The UK’s first liquefied natural gas (LNG) passenger ferry was launched on the Clyde last month by Scotland’s first minister Nicola Sturgeon. Built by Ferguson Marine Engineering, the dual-fuel Glen Sannox, pictured, can operate on LNG and marine gas oil and is the first of two vessels being built as part of a £97m contract with Caledonian Maritime Assets (CMAL). Due for delivery in around one year’s time, Glen Sannox is designed to carry 127 cars or 16 HGVs, or a

Marine bunker suppliers have been warned that shipping’s demand for fossil fuels will significantly decline within the next 25 years. Speaking to an industry conference last month, International Chamber of Shipping policy director Simon Bennett said owners are on ‘an inevitable trajectory’ towards a future of zero CO2 emissions. ‘Governments need to recognise that many ships will remain dependent on fossil fuels probably at least until around 2050, just as some people in developed nations were still using horses in 1920,’ he said. ‘But the momentum created by the Paris Agreement on climate change means that the wholesale switch to alternative fuels and propulsion systems will be relentless and inevitable.’

combination of both, and up to 1,000 passengers. CMAL chief executive Kevin Hobbs said: ‘We welcome the launch of Glen Sannox, marking a major milestone in the construction of this highly innovative vessel. The use of LNG in maritime transport is a sign of our ongoing commitment to exploring new fuel technologies for ferries, as well as a wider commitment to innovation in Scotland and consideration for the environmental impact of transport.’

W I N D FA R M S A F E T Y

CTV SEMINAR The difﬁculties of disembarking windfarm workers from crew transfer vessels (CTVs) were raised at a Nautical Institute seminar in London last month. In a discussion on the operational challenges facing CTV seafarers, expert speakers from the sector highlighted the problems posed by the amount of health and safety equipment that technicians have to carry. Mike Frampton, from London

Offshore Consultants, said clothing, immersion suits, boots, helmets and gloves mean ‘that they end up looking like the Michelin Man before they have even started working’. Seacat Services MD Ian Baylis added:

Amplemann’s ‘walk-to-work’ system was discussed at the Nautical Institute meeting last month

‘There is an obsession amongst clients to make the technicians bigger and bigger. There are all sorts of rules about different water temperatures and what suits are suitable.’ Despite the challenges, Mr Baylis said incidents are extremely low – ‘in fact, we’ve not had a single technician fall into the water’. The meeting discussed the use of ‘walk-to-work’ systems, such as the Amplemann gangway. Mike Vanstone, head of marine ops with Vattenfall, said such systems offer some advantages, but may be more effective in construction projects.

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PA R L I A M E N TA RY M E E T I N G

WARNING OVER CREW WELFARE British politicians have been urged to do more to help combat an increase in the scale and complexity of maritime welfare problems. Members of the All-Party Parliamentary Maritime & Ports Group heard last month that factors such as short port turnarounds, reduced crewing levels, poor internet access, social isolation, job insecurity, and stress and fatigue are fuelling concerns over the mental health and wellbeing of seafarers. The meeting heard from the leaders of ﬁve UK-based maritime welfare agencies, who highlighted cases such as the detained vessels Malaviya Seven, in Aberdeen, and the Panama-ﬂagged Tahsin in Sharpness, in which crew members were owed months of wages and had been stranded without fresh

provisions. Merchant Navy Welfare Board chief executive Peter Tomlin said that while support for seafarers in the UK is ‘comparatively world class’, there are growing concerns about the effects of modern-day slavery in the sector. He said the UK government could help to ease the problems by supporting the introduction of the ILO Convention 185 on seafarers’ identity documents and fostering the growth of port levy schemes to fund welfare facilities. Mission to Seafarers secretarygeneral Andrew Wright said the recent case of the ‘Chennai Six’ from the counter-piracy vessel Seaman Guard Ohio had demonstrated the need for consistent interpretation and enforcement of international rules and regulations. And Martin Foley, chief executive of the Apostleship of the Sea, added: ‘The introduction of the Maritime Labour Convention is laudable, but there is still plenty of work to be done to ensure its provisions are effectively enforced.’ Roger Harris, executive director of the International Seafarers’ Welfare

& Assistance Network, said there had been an increase in the number of seafarers seeking support with wellbeing issues over the past year. Evidence suggests there has been an increase in suicide cases, he added, and more attention needs to be paid to the mental health of crews. Seafarers UK director-general Barry Bryant told the meeting of the wide range of charitable initiatives to help serving and retired seafarers — noting the success of the caseworker scheme pioneered by the Nautilus Welfare Fund, which has generated a return of £7 in unclaimed beneﬁts for every £1 spent on the project.

Politicians urged to back port levies for seafarer services

ABANDONED CREW

FRESH BID TO SETTLE OSV SAGA

IMAGE / MAURICE GRAY

Nautilus/ITF inspector Paul Keenan is pictured with crew members onboard the Indian-flagged offshore support vessel Malaviya Twenty in the port of Great Yarmouth last month. In the latest phase of the long-running saga involving the arrested ship – which began back in June 2016 – Mr Keenan has been seeking to recover owed wages and to secure repatriation for four crew members who are out of contract ahead of a court decision The continued ordeal suffered on the proceeds of the vessel’s by the Malaviya sale. Twenty’s crew is a disgrace, says Paul Keenan

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H E A LT H & S A F E T Y

More than half of all seafarer fatalities and 37% of injuries are the result of slips, trips and falls

EMISSION RULES

During 2016, EMSA recorded 3,145 incidents resulting in 106 deaths, 957 injuries and 26 total losses

PA S S A G E P L A N N I N G

ALARM OVER SHIP POWER

PLOTTING WARNING

Shipowners, classification societies and in power, rather than shifting rapidly to builders have backed warnings from cleaner fuels that would avoid tens of Nautilus and other seafarer organisations thousands of deaths from SOx, NOx and about the threat to safety posed by moves particulate matter. Lower power vessels to reduce ships’ engine power to help cut operating in adverse weather conditions exhaust emissions. and harbour areas will result in seafarer Delegates attending the annual Tripartite deaths and unwarranted criminalisation of Shipbuilding Forum echoed shipmasters.' concerns that changes to the In a statement issued after Energy Efficiency Design the meeting, the industry More tallks on the EEDI rules are set Index (EEDI) rules for associations — including Bimco, to take place at new ships could result in the International Association the IMO within the next few underpowered ships that will of Classification Societies, months struggle to cope with adverse the International Chamber of conditions. Shipping, Sea Europe and the ‘One example would be any legal Active Shipbuilding Experts’ Federation requirements that led to a further reduction — called for greater industry cooperation of engine power,’ the tripartite group added. to develop new ship designs, equipment, ‘The concern is that ships could get into propulsion systems and alternative fuels to problems during bad weather if the engine ensure that shipping meets global targets to is insufficiently powered, putting both the cut greenhouse gases. They said the industry crew and the environment at serious risk.’ ‘needs to use all available technology Nautilus senior national secretary Allan to a much greater extent, and increase Graveson commented: ‘The industry is technological innovation to reduce CO2 skillfully diverting attention to reducing CO2 emissions to the ambitious degree required emissions, with a consequential reduction by the international community’.

Marine insurers have raised concerns that navigating officers are not plotting the position of their vessels frequently enough. The London P&I Club warned last month that excessive position-fixing intervals have been a contributory factor in some recent costly claims. It pointed to a case in which a laden bulk carrier grounded on a shoal after a previous inaccurate dead-reckoning plot was not detected in time. A ‘more appropriate position-fixing interval’ would have increased the chances of the discrepancy being observed in time to correct the situation, it said. In another case, a ship sailing in ballast between two islands was unexpectedly affected by a strong current and grounded half-a-mile to port of the track before the next fix was plotted. ‘The ship was not employing parallel indexing, thus denying the officer of the watch two methods of detecting its heavy set to port,’ the club pointed out. Loss prevention manager Carl Durow commented: ‘Club inspectors continue to note a lack of guidance in passage plans for the frequency of position-fixing necessary on individual legs of each voyage. This is often accompanied by excessive intervals in closer proximity to land on inbound voyage charts. Naturally, every passage is different, but it is recommended that the passage planning stage considers the appropriate fixing intervals and provides guidance to the officer of the watch.’

SOMALIA CAUTION

PIRACY ALERT Merchant ships operating off Somalia have been given a fresh warning about the continued threat of piracy following an incident in which the EU Naval Force responded to an attack on the containership in the region. Marines from the Italian warship ITS Virginio Fasan apprehended six suspected pirates and seized their vessels after receiving reports that rocket-propelled grenades had been ﬁred at the Panama-ﬂagged vessel Ever

Dynamic, which was in the southern Somali Basin while sailing between Sri Lanka and Kenya. EU Navfor said the presence of a security team onboard, together with adherence to Best Management Practices (BMP4) and good seamanship avoided any damage or injuries. An attempted attack on a ﬁshing

Italian marines from the frigate Virginio Fasan capture some of the pirates suspected of attacking a containership and a ﬁshing vessel in the Somali Basin

vessel in the same area was also reported, and the Italian navy said it had worked with a Spanish maritime patrol aircraft to locate and detain six individuals suspected of being responsible for the attacks, together with their mother ship and a skiff. ‘A reminder is made to all seafarers that adherence to BMP4 and registration with the Maritime Security Centre – Horn of Africa will help to overcome further illegal acts at sea,’ EU Navfor added. ‘The presence of international counter-piracy forces in the area will continue to act as a deterrent to further incidents.’

IMAGE / EU NAVFOR

IN NUMBERS: SAFETY FIRST

The European Maritime Safety Agency (EMSA) has published its annual report on marine casualties. It reveals that:

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‘Loss of control’ was the most common cause of shipping casualty last year, followed by contact, collision and grounding/stranding. 42% of incidents took place in port areas

‘Human erroneous action’ was the key factor in some 60% of the accidents in which a root cause had been determined

ECDIS SAFETY

As many as 25% of incidents may not be oﬃcially recorded

T E C H N O LO GY

CALL FOR PORT PASSAGE PLANS Accident investigators have proposed the development and use of standardised port-specific passage plans to help reduce the risk of ECDIS-related incidents. The call comes in a New Zealand Transport Accident Investigation Commission (TAIC) report on the grounding of the Isle of Man-flaggedd bulk carrier Molly Manx in Otago Harbourr last nd the August. TAIC said the bridge team and sel pilot — who was navigating the vessel he by eye — had not realised how far the m the 57,982dwt bulker had deviated from intended track. Investigators said the ECDIS was not na correctly configured for navigation in narrow channel. ‘Accurate user-defined settings are essential if an ECDIS is too ety provide the level of navigational safety i expected of it,’ the report notes. ‘This accident shows how ineffective it can become if the settings that have been entered are incorrect.’ TAIC said the pilot and the bridge team did not have a shared understanding of the passage plan before the pilotage began, and the report points out that while the IMO has set standards for passage planning, there is no corresponding requirement for the plans created by port authorities. The Commission said safety would be enhanced if standard port passage plans were available to all visiting ships — and it notes that new ECDIS rules will include a route exchange format that should make it easy to upload these into a vessel’s system. ‘Ideally, passage plans generated by port companies should be to the same IMO standards that vessels are required to meet, and should be compatible for use in an ECDIS,’ the report adds.

The number of ship losses has fallen by 50% since 2014

COMPUTER VISION FOR OFFICERS The marine equipment firm ABB has unveiled a new ‘situational awareness solution’ which, it claims, will revolutionise ship operations. Its Ability Marine Pilot Vision system uses sensor technology to provide multiple real-time visualisations of a ship’s environment and new ways of perceiving its situation.

It superimposes a virtual model of the vessel on real surroundings, making it possible to see the operation from a third person’s perspective. ABB says officers will be able to switch between views instantaneously, making it easier to predict vessel motions and hidden obstacles or collision risks. Mikko Lepisto, senior vice ABB says its president of digital solutions, new situational awareness said the system will extend tool can be the capability of human used anywhere senses. ‘Computer vision has onboard a ship advanced significantly in recent years,’ he added. ‘ABB is leveraging that in order to present the ship and its environment in ways beyond ordinary perception. Crucially, we can do this in real-time in an intuitive fashion, which does not distract the crew from their work.’

SHIP EXPLOSION

MAIB WARNS ON ASH CARGO Warnings over the carriage of unprocessed incinerator bottom ash (U-IBA) have been issued following an investigation into a gas explosion onboard a general cargoship carrying the material from the UK to the Netherlands. The UK Marine Accident Investigation Branch said the chief engineer of the Antigua & Barbudaflagged Nortrader was lucky to have survived after the ignition of hydrogen gas released by the cargo while the vessel was at anchor in Plymouth Sound in January 2017. Investigators found that there had been 34 similar shipments of the material from the UK to the Netherlands between June 2015 and the accident. ‘Had the explosion on Nortrader not taken place, these unauthorised and dangerous shipments

would probably have continued without change,’ the MAIB report notes. Nortrader’s master had received an email from the charterer advising that U-IBA was a ‘nondangerous cargo’. The Dutch shipper was unaware of the Code requirements, and although U-IBA was not listed in the International Maritime Solid Bulk Cargoes (IMSBC) Code, no steps had been taken to seek official approval for its carriage. U-IBA had not been assessed or classified for carriage in bulk by sea, the report adds, and the MAIB also found that testing protocols used to assess whether the waste could produce flammable gases were ‘inappropriate and inadequate’. As a result of the accident, the MAIB has issued a safety flyer seeking to raise awareness of the IMSBC Code requirements, and the UK Maritime & Coastguard Agency has proposed two papers to the International Maritime Organisation on including U-IBA in the schedule of authorised cargoes in the Code.

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I N T E R N AT I O N A L

News in brief Compensation case: three Norwegian maritime unions have taken legal action against the shipping company GC Rieber and the crewing firm OSM seeking compensation for seafarers who, they argue, were unfairly dismissed. Terje Hernes, a lawyer for the NSOF officers’ union, said: ‘If the judgment goes in favour of GC Rieber, that they can shut down their own crewing company and lay everyone off in order to replace them with cheap foreign labour, then in reality Norwegian seafarers will be left unprotected.’ Asbestos alarm: French seafaring unions have urged the containership company CMA CGM to check all of its fleet for asbestos after the substance was discovered on nine of the company’s French-flagged vessels recently. The unions are also calling for extensive medical checks to be carried out on all seafarers who served on the ships where asbestos was found. Positive call: negative images are scaring young people away from the maritime industry, a Danish conference heard. Delegates at the meeting called for more to be done to portray the positive sides of shipping, and for closer cooperation within the industry to recruit and retain a new generation of seafarers. Acid deaths: Italian seafaring unions have criticised safety standards after an inquiry concluded that three officers died onboard the passengership San Salvino in November 2016 as a result of inhaling sulphuric acid while working on the vessel’s bilges in the port of Messina.

A U T O M AT I O N

CLASS APPROVAL FOR SMART SHIP The classiﬁcation society Lloyd’s Register (LR) has been involved in the approval process for China’s ﬁrst ‘smart ship’: the 38,000dwt bulk carrier Great Intelligence, pictured below. LR presented its cyber-enabled ship (CES) descriptive notes to the vessel, recognising the safety measures in place to reduce risks arising from the smart systems onboard. These include the use of intelligent technologies, such as machine learning, and the integration of data

China's ﬁrst 'smart ship', Great Intelligence, left, will become smarter as it accumulates more data

from the ship’s health management and energy efﬁciency management systems. Developed by the China State Shipbuilding Corporation, Great Intelligence is installed with an ‘intelligent navigation’ system that collects and analyses a wide range of data to select optimised routes and alert the crew to hidden dangers in advance. China Classiﬁcation Society vicepresident Sun Feng said: ‘It shows that China has taken the lead in merchant ship design and construction. The smart ship has also laid solid foundations for unmanned ship development.’

C O N S U LTAT I O N

S E A FA R E R W E L FA R E

'END CYCLE OF ABUSE' Nautilus/ITF inspector Tommy Molloy has raised concerns over ‘a cycle of abuse’ affecting seafarers onboard ships managed by Seaways Maritime International. ITF inspectors have recovered more than US$600,000 in owed wages for crew members on four ships in the company’s fleet, with Mr Molloy twice called in to assist seafarers onboard the Marshall Islands-flagged bulk carrier Toba after it was detained in the port of Liverpool in April. He also helped crew onboard another vessel, Ben Nevis, in October following similar complaints of outstanding wages. ITF inspectors in Japan, the US and Brazil had to deal with unpaid wages claims on two more Seaways Maritime International managed vessels – Olivia and Ben Rinnes. All the ships were registered in the Marshall Islands and Mr Molloy said he had alerted the flag state authorities to a repeated pattern of owed wages, as well as problems with repatriation and food supplies. Now, he said, enough is enough. ‘There seems to be a general acceptance that they don’t have to pay their crews monthly, as required, or repatriate them on time. As long as the vessels can be detained, and owed wages and repatriation secured, the ships can be released to continue on their way in the certain knowledge that the cycle will continue and they will be detained at some stage in the future. Personally, I don’t think that’s good enough.’

US UNION IN CBA BATTLE The US Masters Mates & Pilots union (MM&P) has welcomed a decision by the National Labour Relations Board (NLRB) to take action against a shipping company for failing to properly consult over living standards onboard two new containerships. The federal agency has upheld a complaint from the MM&P about the way in which the Pasha Group had not provided the union with documents to review before the start of construction to ensure that the ships comply with the standards set out in the collective bargaining agreement. The two LNG-powered vessels are due to be delivered in 2020 and will operate on a route between California and Hawaii. The NLRB is seeking an order to compel Pasha to turn over the relevant documents and to bargain in good faith with MM&P. ‘We are pleased with the NLRB’s decision to prosecute Pasha,’ said MM&P president Captain Donald Marcus. ‘We will not hesitate to take any and all legal action necessary to vindicate the hard-fought contractual rights of MM&P members.’

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News in brief Maersk reflags: German seafaring unions have expressed concern about potential job losses after Maersk Line followed its €3.7bn acquisition of the containership operator Hamburg Süd last month by confirming plans to switch some of the 47-vessel fleet from the German flag to the Danish and Singapore ship registers. F I N N I S H F U E L FAC I L I T I E S

DUTCH SHIP LAUNCHES LNG TERMINAL The Dutch-flagged vessel Coral Express is pictured above as it unloaded the first shipment of LNG to the Tornio Manga receiving terminal in northern Finland at the end of November. The 15,000 cu m delivery marked the commissioning stage of the terminal, built under a turnkey contract by the technology group Wärtsilä, which will provide clean energy for industries in the region as well as bunkering facilities for LNG-fuelled ships — including the world’s first LNG icebreaker, Polaris.

C R I M I N A L I S AT I O N

PIRACY SHIP CREW ARE FREED Nautilus International has welcomed the acquittal and release of the 35 seafarers and security guards from the Seaman Guard Ohio support vessel who had been held in India for over four years on charges of possessing illegal firearms. The Sierra Leone-registered ship was detained by the Indian authorities in October 2013 after it entered the country’s territorial waters for bunkering. Police accused the crew, including six British security guards, of carrying unregistered weapons and making an illicit money transfer for the bunkers, and they were sentenced to five years’ imprisonment. The charges were initially quashed when the men argued successfully that the weapons were lawfully held for anti-piracy purposes and their paperwork was in order. But the case went to another court and they were sentenced to five years in jail. ‘I am delighted that justice has finally prevailed and these men can return home to their families and put these dubious legal proceedings behind them,’ said general secretary Mark Dickinson. The International Transport Workers’ Federation funded the appeal on behalf of the crew. ITF seafarers’ section chair David Heindel commented:

‘At last there is some form of justice, even if it cannot restore to the men the time lost since their arrest in 2013. ‘Unfortunately, one glaring injustice remains: the scandal of AdvanFort getting off scot free, having washed its hands of its employees. They took the money, they sauntered off, pockets bulging. It is nothing short of shameful that our justice system allows them to get away with this. But as we have witnessed over and over, this is the flag of convenience system that has been created!’ The Mission to Seafarers, which provided extensive support to the ship’s crew throughout their ordeal, also welcomed the ruling. Ben Bailey, director of advocacy, commented: ‘The case of the Seaman Guard Ohio highlights once again the issue that millions of merchant seafarers often face when carrying out their everyday jobs. The criminalisation of seafarers remains a constant threat to those who are responsible for transporting over 90% of world trade.’ The Mission provided and administered a legal fund to fight the men’s case, and also paid for medical treatment for the Ukrainian master’s terminal illness in partnership with the ITF Seafarers’ Trust.

Collision charges: the master of the South Korean bunker tanker Myeongjin-15 was charged with accidental homicide last month after his ship collided with a fishing boat near the port of Incheon, causing 15 deaths. Prosecutors said the captain had failed to make a proper risk assessment and a rating had been accused of failure to keep a proper lookout. Chittagong concern: the London P&I Club has issued an alert to ships visiting the Bangladeshi port of Chittagong, claiming that it has become ‘an international hot-spot for anchordragging incidents’. It urged seafarers to be vigilant in the area, stressing the risks of congestion, strong prevailing currents and poor holding ground. Danish attack: Denmark’s Seamen’s Union attacked European Union ministers for failing to stop social dumping. It said amendments to the directive on the posting of workers will fail to tackle the problems posed by the import of cheap labour. Training downgrade: the French officers’ union FOMM-CGT has criticised the country’s prime minister for suggesting that the two smaller sites of the national officer training academy, ENSM, should be downgraded to save money. Officer killed: an investigation was launched last month after a Filipino deck officer died as a result of being crushed by a closing hatch onboard the Dutch-flagged general cargo ship Lady Christina in the port of Rauma, Finland.

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L A R G E YA C H T N E W S

VESSEL DESIGN

EXPEDITION CONCEPT IS UNVEILED The Italian shipbuilder Rosetti Marino has unveiled a concept expedition superyacht, pictured right, developed in collaboration with Rolls-Royce. The yard — which has traditionally built offshore support vessels, ferries and tugs — has designed two versions of the 85m ‘exploration supply vessel’, both powered by powered by four MTU 16V 4000 engines, as part of a planned range of superyachts.

S U P P LY S U P P O R T

FIRM HELPS ON QUOTES A former superyacht ofﬁcer has set up a new company to help crew members tasked with ordering supplies for their vessels. Ben Naylor said he had drawn from his own experiences by deciding to launch YachtQuote.com to ‘relieve the pressure of one of the more timeconsuming roles facing crew’. He says his service will ‘eliminate the hassle and complexity of complying with the unwritten rule’ to obtain three quotes when ordering supplies. Crew members simply need to give YachtQuote.com details about the items they require, and his team will use an extensive network to supply three competitive quotes to enable orders to be made through the site. ‘Yacht Quote is happy to quote for all departments, but we specialise in engineering and deck orders,’ Mr Naylor said. ‘Our service means that crew can move on to the next task, knowing that their quotes are being carefully looked after by my team. To submit a quote request is 100% free, and the time-saving implications of using us will transform the way crew engage with suppliers.’

S U P E R YA C H T T R A I N I N G

GLASGOW LAUNCHES NEW COURSE A new superyacht officer training course is being launched this month by the City of Glasgow College. The three-year programme — which has been developed over the past nine months — is being delivered through a partnership with Trinity House and the sportscotland National Watersports Centre Cumbrae. Classroom-based training will be carried out at City of Glasgow College, with superyacht-specific elements delivered by the National Watersports Centre. Trainees will require a minimum of 12 months' sea-time, with at least two months spent on a superyacht and the remainder gained on passengerships or other commercial vessels, and this will be organised by Trinity House. Training will culminate in the MCA Officer of the Watch Unlimited Certificate of Competency, and will include all STCW courses and master and deck officer ancillary training. Students will also gain a Scottish Professional Diploma in marine operations, incorporating HND nautical science and three professional development award units. Nicola Crawford, director of the college’s faculty of nautical studies, said the course ‘opens up a great opportunity

for young people across the UK to access and develop careers at sea even further’. The course is fully funded, with all tuition fees and professional courses paid for, and cadets will receive a training allowance throughout the programme. Prospective candidates should apply to the sponsoring company, Chiltern Maritime.

Trinity House to be involved in yacht training scheme The first intake will be in January 2018, with the course being offered twice a year in January and September. The college can accommodate two intakes a year in deck and engine disciplines, and one intake for ETOs. The number of places on the course is linked to the number of training berths available – initially provided through Trinity House. The college is talking with other prospective training partners with a view to increasing the number of providers offering sponsorship.

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N E W S F E AT U R E

ROCKING THE DECKS It's not uncommon to get into seafaring after trying another line of work ﬁrst, but we don't see many people making a transition like Nautilus member Declan Fyans. Andrew Linington ﬁnds out more... eclan Fyans had a dream job – a sound engineer and production technician touring the world with famous bands and artists ranging from the Kaiser Chiefs to Chris de Burgh, and Del Amitri to

Above: Declan Fyans as a cadet on the Bibby Line bulk carrier Cymbeline

Dizzee Rascal. But he’s left it behind to become a Merchant Navy ofﬁcer. Last month his move was rewarded when he received the 2017 Nautilus Bevis Minter award, which is presented each year to a cadet displaying particular

determination and commitment during their training. Declan was nominated for the award by staff at Fleetwood Nautical Campus, who praised his enthusiasm and work ethic, and highlighted the way in which he had ‘adopted the role of emissary to the group — often ﬁnding himself assisting the class when they struggled to understand things’. Declan’s supportive approach also resulted in him being selected to represent

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the college at a national event organised by the Merchant Navy Training Board before successfully graduating with a distinction in his marine engineering foundation degree and his OOW certiﬁcate. ‘When I tell people what I was doing, they can’t believe that I walked away from it,’ Declan says. ‘But while it was great fun, it is not something with great career prospects and I didn’t like where I would be in ﬁve years’ time. ‘Seafaring is completely

different. It's something with clear goals to achieve — very desirable goals — and a clear pathway for getting there,’ he adds. Declan had always been interested in ships and the sea, but his father — who had been a seafarer — had been reluctant for his son to follow in his footsteps. ‘Because of how things had been in the 1980s, with the ﬂagging out and job losses, he felt there were not good prospects,’ Declan says. ‘But that’s different now, and after a decade as a sound engineer, I was ready for a change.’ He successfully applied for a cadetship with Bibby Ship Management and, sponsored by Foreland Shipping, trained at Fleetwood Nautical Campus. ‘It was great being back in the classroom. It was a bit of a challenge to learn how to learn again, but I always enjoy a challenge and pushing myself to do new things,’ he reﬂects. ‘Bibby was the only company I applied to, as they stood out as meeting my ethos, and when I was given a

Falkland Islands, and he also welcomed the experience he gained during a spell in drydock. ‘As an engineer, the great thing is the variety,’ he points out. ‘You’re not restricted to any one discipline, but can do just about everything, and a huge breadth of knowledge is required. I like working in small teams, as well as the “make-do” approach you have to take sometimes when job at the end of the training, something goes wrong at sea it was fantastic,’ Declan says. and you have to make it work ‘It’s a really good example of somehow. what all companies should ‘What really appeals to be doing and something we me about the industry is should be shouting about. the career progression, and You still see too many cadets my plan has always been being dumped at the end to become a chief engineer of their college time, when onboard and then see where it companies should be at least goes from there,’ he adds. giving them a couple of trips, ‘I didn’t realise when I ﬁrst which is so important.’ started in the industry just Now sailing as a fourth how broad it is, with all sorts engineer on the 23,235gt of associated services that ro-ro Hartland Point, Declan give all kinds of opportunities says he is loving his to go into different Below: Declan job. It’s already taken areas,’ Declan notes. Fyans (left) receiving the Bevis him to such places ‘There’s a huge amount Minter Award from Nautilus head of as the United States, of possibilities out communications Andrew Linington Barbados, Norway, there, and it is very Cyprus and the appealing.’

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MARITIME RESCUE

STEERED TO SAFETY was terrified. I really the ship, it allided with two mooring didn’t like our chances dolphins, and some 90,000 gallons and I told Mike “we of diesel leaking from a ruptured fuel are all going to die tank ignited — causing what was here”,’ says Houston pilot Captain described as a ‘towering wall of flames’ Mike Phillips as he recalls the events up to 90m high, igniting wooden that resulted in him and his colleague pallets on the bridge wing. Captain Michael McGee being ‘It was incredible,’ said Capt McGee. presented with the International ‘It was almost instant and was like Maritime Organisation’s 2017 burning tyres, with black smoke and exceptional bravery award last month. heat that meant it seemed like you Though the events took place well were standing in an oven.’ over a year ago, they remain vividly The award commends the pilots etched in their memories. ‘It is the for remaining at their stations enormity of what could have ‘despite the imminent danger happened that night which and at great risk to their The annual IMO Award for is so scary,’ Capt McGee own lives’. With the help Exceptional told the Telegraph. of tugs, Capt McGee Bravery at Sea was founded in 2007. The pair — who have managed to manoeuvre Find out more at more than 45 years the stricken vessel away www.imo.org of piloting experience from surrounding ships and between them — were praised facilities while Capt Phillips for their courage, decisiveness and coordinated communications and ship-handling expertise as they helped firefighting efforts with the US Coast to avert a major disaster when the Guard and local fireboats. tanker they were piloting suffered a ‘Once we got into the middle, I mechanical failure, struck mooring thought we had a pretty good chance,’ dolphins and burst into flames in the said Capt McGee. ‘The fire boats came Houston Ship Channel in September after an hour and a large harbour 2016. They were starting to manoeuvre the 107,132dwt Aframax River away from its berth when the incident Right: Captain Mike Phillips (left began. ‘I had brought the ship up with of picture) and Captain Michael another pilot the day before and it was McGee at IMO all very routine — it seemed a well-run headquarters

in London after receiving the Award for Exceptional Bravery at Sea

IMAGE / IMO

ship and I had no concerns whatsoever,’ said Capt Phillips. ‘The trafﬁc seemed normal for the Houston Ship Channel — hectic — and we were taking the ship into an area that we refer to as malfunction junction, with lots of barge trafﬁc,’ he explained. ‘For some reason — which has not been determined — the ship went from minimum astern to full astern on its own.’ Despite the attempts of a tug to slow

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IMAGE / HOUSTON PILOTS

The IMO award commends the pilots for remaining at their stations ‘despite the imminent danger and at great risk to their own lives’

tug. They were trying to cool the fire down while we transferred the fuel to another tank to stop the fire source.’ The blaze was finally extinguished after 90 minutes, leaving both pilots exhausted and suffering minor burns. Capt McGee, using tugs, was then able to bring the damaged tanker safely to a mooring facility some four hours after the incident began. Presenting the pilots with medals and certificates, IMO secretary-general Kitack Lim said they were truly deserving of the award — going ‘well above the call of duty’ to respond to the incident with initiative and heroism. Capt Philips said that no amount

Above: The pilots were caught up in a fire that had ignited from a 90,000-gallon fuel leak. A wall of flames then set fire to wooden pallets on the bridge wing

of training could have prepared them for the scale of the incident they faced. ‘This is way outside the box of normal pilot duties. Frankly, we didn’t have a lot of time to even think about what we needed to do. We just did it,’ he added. ‘We’d like to think, however, that we did what we did in large measure because we’re state pilots. We’re used to taking control when we climb aboard a ship. Pilots don’t sit back and wait for others to tell them what to do.’ Capt McGee praised the Indian crew of the ship. ‘They did an outstanding job,’ he said. ‘We had to tell them to calm down at ﬁrst, but they did amazing work in managing the

situation against what seemed like insurmountable odds at the time. They held their ground, manning the hoses with no breathing apparatus and low water pressure. If there were any heroes, it was those guys. ‘I’m most proud that no one was injured,’ he added. ‘There could have been a chain reaction, with a domino effect on storage tanks and other ships.’ Both pilots said they hoped the incident would result in improved ﬁre tug provision in the Houston Ship Channel. The waterway is getting busier, they point out — with huge volumes of petro-chemical cargoes, and bigger and faster ships.

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F E AT U R E

t’s hard to find a line of work with a smaller proportion of women in it than seafaring — in the UK, professional beer inspectors are one of the few workforces with a smaller percentage of females in their ranks. So how can the shipping industry do better? That was the question posed at a special Merchant Navy Training Board seminar last month. Nautilus professional and technical officer David Appleton told the meeting that British shipping clearly has a problem, with just 1% of engineer officers and 4% of deck officers being women, and the female cadet intake failing to move beyond 5% in each of the last three academic years. He said the industry needs to do more to eradicate outdated opinions and misconceptions that can discourage women from going to sea or make companies reluctant to take them on. ‘There are plenty of other jobs out there that have rigorous fitness requirements where women have to meet exactly the same standards as men — and the vast majority of these have far more females than the Merchant Navy,’ he pointed out. Some 7% of the London Fire Brigade's operational firefighters and 11% of Royal Navy officers are women, he noted. The claim that women will not pursue a longterm career in the industry does not stand up, Mr Appleton added. Research into maritime ‘career mapping’ shows that less than one-quarter of new seafarers intend to remain at sea until retirement and more than one-third anticipate coming ashore within 15 years of starting out. In fact, he argued, seafaring could be viewed as a perfect career for women. ‘You spend 10 to 15 years gaining highly sought-after skills and knowledge and then move ashore, as most of us do, to a new career that allows the necessary work-life balance.’ Mr Appleton said the industry needs to adopt ambitious thinking and concrete strategies if it is serious about recruiting more women. ‘It means identifying and promoting role models and getting the good news stories out there. It means setting up support networks, changing recruitment policies and working practices and, above all, ensuring that the job is actually an attractive proposition for people.’ Captain Susan Thomson, who now serves ashore with BP Shipping, said she had loved her 12 years at sea and felt ‘quite privileged’ to be working in the maritime industry. ‘I think we sometimes concentrate on the negative and only hear about women in shipping when it is bad,’ she said. ‘It would be naïve to think bad stories don’t exist, and the industry needs to be more inclusive.

WHERE ARE THE WOMEN? Most young people these days expect a reasonably diverse workplace — but those who take up a seafaring career are still unlikely to ﬁnd many female colleagues. A recent industry seminar asked why...

Above: Fleetwood Nautical Campus sent a team of cadets and college staﬀ to the MNTB seminar. Pictured are curriculum leader of cadet programmes James Ford, Shell engineer cadet Georgina Quayle, BP deck cadet Siwan Roberts, and Serco deck cadet Charlotte Cook

‘But I believe there is a real shift taking place, with a generational gap being opened up,’ she added. ‘Many seafarers over 40 never sailed with a woman, whereas the newer seafarers see each other much more as equals.’ Capt Thomson said she had benefited hugely from good mentoring — helping her draw up a professional development plan, which had been especially useful for the transition to working ashore. Good support mechanisms and creating a culture in which individuals can speak up is also important, she argued. UK Chamber of Shipping chief executive Guy Platten told delegates at the meeting — including shipping company training officers, HR managers, college lecturers and cadets — that owners have been struggling to get female applicants for cadetships. He wondered whether having entry requirements concentrated on STEM subjects, such as maths and physics, is excluding significant numbers of young women as fewer study these courses at A level. A succession of speakers highlighted the need for the industry to do more to raise awareness of seafaring — with cadets saying there is little public understanding of the long-term career opportunities at sea and ashore. There were also calls for shipping companies to provide better support for women seafarers, giving them improved preparation for their time at sea, and suggestions that cultural issues in multinational crews need to be addressed. What do you think? Could the industry do more – and, if so, how could the number of female seafarers could be increased? Share your ideas: telegraph@nautilusint.org

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'We deserve better than this. It is not what was intended by those who founded the IMO all those years ago'

INEFFECTIVE MARITIME OVERSIGHT Michael Lloyd

The United Nations agency that regulates safety at sea is failing to protect seafarers properly, argues Nautilus Council member Captain Michael Lloyd…

he International Maritime Organisation (IMO) can trace its origins to the ﬁrst International Convention for Safety of Life at Sea (SOLAS), signed in London in January 1914 and drawn up in direct response to the Titanic disaster in April 1912. It was a remarkable achievement to develop the convention over such a short space of time. A further SOLAS convention followed in 1929, and the ﬁrst task of the IMO, following its creation by the United Nations (UN) in 1948 as the Inter-governmental Maritime Organisation was to adopt a new version of the convention in 1960. Alongside this — and often forgotten — is the UN Convention on the Law of the Sea (UNCLOS). This was born from the 17th century concept of the freedom of the sea being limited

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to the range of a cannon shot — which was assumed as three miles. UNCLOS came into force in 1994, and while mostly dealing with coastal areas of responsibility, it does have one important article of particular concern to those at sea: Article 94, which defines the duties of the flag state. Article 94.2 (b) clearly requires the flag state to assume jurisdiction over not only its registered ships, but also over the master, officer and crew of such ships. However, very few flag states acknowledge or comply with this. It’s hard to see the point of any law that is not administered or enforced. Yet both the Division of Ocean Affairs at the UN and the IMO, which is a body of the UN, refuse to accept any responsibility for the UNCLOS convention. Logically, it would seem that this should be the responsibility of the IMO, but there is probably a good reason it does not want it. The Organisation continues with the fallacy that it has no powers to enforce its legislation, and that this is the responsibility of the flag state. But giving the IMO responsibility for enforcing UNCLOS would place the behaviour and compliance of flag states under its remit and with a legal right to take action against those breaking the law — which would be most of them. The sovereign right of flag states to sail ships on the high seas and their decision to grant their nationality to ships is guaranteed under Article 90 of the Convention. However, these rights are not absolute, and are qualified in UNCLOS 1958 thus: ‘There must exist a genuine link between the state and the ship; in particular, the state must effectively exercise its jurisdiction and control in

Above: the International Memorial to Seafarers at IMO headquarters in London Below: if individual ﬂag states won't enforce maritime laws, should the IMO step in? Left: the IMO in session

administrative, technical and social matters over the ship flying its flag.’ This was upheld in a judgment by the International Tribunal of the Sea in 1999 (the mv Saiga No.2 case) which reaffirmed that the ‘genuine link’ was to be viewed in the context of the effective exercise of jurisdiction and control and not for determining whether a state is apt to allow ships to fly its flag. If applied, that would certainly severely reduce the number of flag state registries — but again nothing is said or done by the IMO. The IMO also has a resolution (A912) stating that ‘a flag state should provide for the enforcement of its national laws, including the associated investigative and penalty processes’ and ‘ensure the availability of sufficient personnel with maritime and technical expertise to carry out its flag state responsibilities’. Both of these are flagrantly ignored by the majority of flag states — yet the IMO, under its concept of no power of enforcement, does nothing. These breaches leave those onboard ships registered in these states without the protection that UNCLOS Article 94 was formulated to support. In January 2016, the IMO began a flag state audit. But who are the auditors? I don’t recall seeing any advert for the work — and with good reason, as they were ‘selected’ by the marine authorities of the flag states. It would be good to see the results of these audits, but flag states can choose to keep them confidential — possibly not surprising, as no proper audit could find some island states able to comply with UNCLOS Article 94 or IMO Resolution 912. I would suggest that an audit of the IMO as a whole would be far more urgent. Whilst the Organisation was formed for the safety of those at sea, in recent years this objective has been

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F E AT U R E

increasingly overtaken by pollution and environmental concerns. approved at holding 14% more than their capacity. My enquiries about how many members of the IMO’s safety Now imagine a very large cruise ship sinking at night in committee have any seagoing background resulted in being medium weather conditions. It is widely acknowledged that it advised that this is impossible to ascertain. However, I am would be impossible to abandon the ship in the stipulated time, confident that most of the delegates — including the UK’s — especially when a good proportion of the passengers will be have no seafaring experience. elderly, infirm or inebriated. Very few, if any, delegates speak out on their own initiative. Any subsequent inquiry would ask why all the passengers This is also in contravention of another convention — the 1969 could not fit into the lifeboats, or why some were found with Vienna Convention on the law of treaties, which states that ‘in broken necks from using SOLAS-approved lifejackets without all international organisations the international civil servant crotch straps or trying to jump from heights over 4.5m for which is bound by the wording of article 100 in the UN Charter that the lifejackets are not approved. requires he or she may not take orders from the home state or Given that such facts are known to IMO delegates, one might other authority external to the Organisation’. expect an inquiry to result in them facing criminal charges. Not There can be no doubt about the influence of a number of so, as they will have diplomatic immunity. And the shipping non-governmental organisations with observer status who company will also walk free, having conformed with existing represent shipowning interests in opposing safety initiatives, regulation. and of their influence on many flag state governments. That leaves the seafarers to blame — shades of Costa Concordia, One island flag state — with more than 1,000 ships, including perhaps? And just like Costa Concordia, everything will settle 80-plus cruise vessels, on its books — was cited in a recent down and the gravy train will continue after a flurry of activity. US human rights report for ‘frequent reports of government We deserve better than this. It is not what was intended corruption’. This kind of dysfunction may explain the situation that seafarers face today: outdated safety equipment not fit for purpose; unreliable and unsafe quick-release lifeboat systems; inadequate manning and training legislation leaving ships unable to comply with international watchkeeping Above: the requirements; and hoursdysfunctional of-work regulations with no regulatory sytem has resulted in requirements for ports and lifeboats that can owners to provide lay-by berths be unsafe even though they are or downtime. legal The list grows and becomes worse each year. It must by those who founded the IMO all those years ago. be said that many seafarers are being injured or die as a It’s certainly not what seafarers and the hundreds of consequence of the IMO’s failure to act effectively. thousands of passengers on our ships deserve. The Organisation does state that its regulations can be Many in the industry know the faults of the IMO, but accept enhanced by individual flag states. However, many government them on the basis that the Organisation is needed and there is marine administrations have two responsibilities — one to nothing else. the seafarers and the other to the flag state. And the priority to However, I suggest there comes a time when — regardless grow the national fleet will take precedence over safety, on the of the size or power of such a body — it needs a complete grounds that ‘gold plating’ IMO requirements would reduce the overhaul to re-establish itself and deal with the many attractiveness of the flag. inconsistencies that have crept in over the years of Finally, if things go wrong, who is responsible? Consider this. administrative and leadership neglect. In 1914, when SOLAS was first conceived, lifeboat capacity was Sadly, from the seafarers’ point of view, the IMO appears to based on an average weight of 165lb per person. A century later, be a house of cards and a broken organisation with little left of that formula remains unchanged, even though the weight of the dream of those who formed it. The seafarer — supposedly the average North American — the main cruise customer — is at the heart of the IMO’s care — is all but forgotten, except assessed at 178lb. In theory, this means all current lifeboats are when it comes to blame.

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CONTAINS POTENTIAL Shipping containers have done much to transform seafarers’ lives over the past 60 years – but not necessarily in a positive way. Now 'the box' is being used for the benefit of seafarers, in an innovative project launched in the port of Rotterdam last month... pecially adapted containers have been turned into portable communication pods, providing visiting crew members with access to wi-fi, tablet consoles and on-screen information services, thanks to the ITF Seafarers’ Trust digital welfare project. The pods are designed to accommodate up to 15 people at a time and can be adapted to provide additional services — such as vending machines or health-check equipment — and to be easily transported to areas of particular need. Powered by solar panels and equipped with special battery systems, they aim to be energy-efficient and suitable for use in all sorts of areas. Seafarers’ Trust consultant Kimberly Karlshoej said there are concerns that traditional seafarers’ centres are being rendered obsolete as a result of the way shipping and port operations are changing. She estimated that fewer than 2% of crews visiting ports are reached by seafarers’ centres — ‘which is not a very efficient use of funds’. Ms Karlshoej said the idea for the pods had come from seeing

The pods are cheap, portable, and highly adaptable — and can go straight into action

Above: The initial use of the pods will be to provide internet access through tablets and wi-ﬁ Left: Kimberly Karlshoej, ITF Seafarers' Trust consultant, with one of the pods

a presentation about the use of containers to help people in slum areas in Dhaka, Bangladesh. Koen Olthuis, the Dutch architect who developed the concept, explained: ‘The great thing is that you can send them anywhere in the world — the transport system and infrastructure is there already. They are not expensive to buy or transport — they are plug and play, and immediately in action.’ Mr Olthuis said he hopes to gain analytics and feedback from seafarers about the pods and the way in which they could be developed further. ‘We know they are not perfect, but they provide a toolbox and the more information we get back from seafarers about their use the more we can grow it into something that is line with their demands.’ ‘The pods are portable and flexible, and very versatile,’ Ms Karlshoej added. ‘They are not designed to be a replacement for seafarers’ centres, but as a useful addition that will help to meet their needs in sites lacking in existing service provision.’ The pods won the Best New Communication Product at the 2017 Safety At Sea Awards, for the innovative way of addressing seafarers’ unique welfare needs, and the first five units will be trialled in the port of Rotterdam, and in Nigeria, Senegal, New Zealand and Venezuela. Tomas Abrahamson, acting head of the Seafarers’ Trust, said the pods offered a wide range of possible uses besides communications, including training, port information and guidance on where seafarers can access chaplains, ITF inspectors and other assistance. ‘Because the pods are portable and their use flexible, we look forward to the wider maritime community using them in a variety of ways to help empower the world’s seafarers and other maritime workers,’ he added.

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CENTRES OF EXCELLENCE

eafarer welfare workers met in Rotterdam last month to consider how they can ﬁne-tune their services to ensure they are keeping pace with the huge changes affecting ship crews. Opening the International Seafarers Welfare and Assistance Network (ISWAN) seminar, Karin Orsel — CEO of the Dutch ﬁrm MF Shipping — said welfare agencies face considerable challenges, including the rapid rate of innovation in the industry. The mental health of seafarers is of increasing importance as a consequence of reduced crewing levels and rapid port turn-arounds, she pointed out. Sharon Coveney, deputy chief executive of the Merchant Navy Welfare Board, said the Maritime Labour Convention has promoted the concept of shore-based welfare facilities

for seafarers, and a global initiative to support the development of port welfare committees has been launched to help improve the provision of seafarer centres, ship visits, port transportation and port information. The pilot stage of the International Port Welfare Partnership (IPWP) programme saw 10 ‘welfare boards’ established in Europe, Africa, Australia and the United States. More than 60 countries have now expressed an interest in the project. Ingrid Römers, from the Port of Rotterdam, described how the expansion of the port and

the move of facilities further away from the city centre had resulted in the number of seafarer centres falling to just one by 2014. In response to this, the port — which is visited by more than 400,000 seafarers a year — established a special fund to support new initiatives for crew welfare. As well as a new seafarer centre — which attracted more than 3,000 visitors within the ﬁrst 14 months — the initiative has also looked at the provision of wi-ﬁ hotspots, transport, welfare visits and a ‘maritime community’ app. Jan Oltmans, from the Duckdalben seafarer centre in

Duckdalben seafarer centre shows there can be strong demand for health advice

Werner Gerke

DrIven Kramer

Toon Van DeSande

Karin Orsel

Jason Zuidema

Caitlin Vaughan

Is there still a role for port seafarer centres in the 21st century? Maritime welfare experts have been considering ways in which they can continue to help crews in a rapidly changing industry, as Andrew Linington reports…

Hamburg, described how his facilities extend to offering free and confidential health advice, together with eye tests, for visiting crews. He said he had been surprised by the scale of demand for such services and suggested they could provide a model for other centres. ISWAN project manager Caitlin Vaughan gave an update on research into seafarers’ access to wi-fi while in port — with initial results from a 2017 survey showing that little has changed since the last one in 2011. ‘Access to connectivity has been an issue for a long time,’ she pointed out. ‘Contact with families is very important and ports may be the first opportunity to contact home for many weeks.’ Feedback from ports around the world suggests that there has been little increase in the numbers with wi-fi and wi-max services — with port authorities citing security and cost and

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the key factors. The research suggests that port-wide wi-ﬁ is available in less than half of all ports. On the positive side, Ms Vaughan added, many of those who have such services have increased the provision for seafarers in the past six years — often enabling access for free. But, she cautioned, with ships spending increasingly less time in port, many seafarers don’t have much opportunity to access wi-ﬁ. ‘Port-wide access is therefore of secondary importance to improved connectivity onboard,’ she pointed out. While there is some evidence that seafarers are getting more frequent access to the internet while at sea, Ms Vaughan said research by Nautilus and other organisations had shown that such access may often be extremely limited. Dr Jason Zuidema, executive director of the North American Maritime Ministry Association, spoke about the critical importance of funding for seafarer welfare work. Providing support for visiting crews is

complex, he pointed out, and funding mechanisms reﬂect this. ‘Inadequate funding is always a challenge,’ Dr Zuidema stressed, ‘and there is no magic formula.’ However, he advised welfare organisations to develop strong and clear branding, with consistent messages about the support that they deliver. Dr Iven Kramer and Werner Gerke, from the port of Bremerhaven, described the success of the ship levy scheme

in supporting the facilities in their port. Established in 1957, it currently works out as a charge of €0.25 per gross tonne, with caps on ships of more than 100,000gt and for a maximum of six port calls a year. ‘About 85% of visiting ships pay the levy, and without these payments, the work of the mission would not be possible,’ said Mr Gerke. Dr Kramer said there is concern about the future of the voluntary levy, with signs

Above: The port of Bremerhaven has operated a successful ship levy system for port welfare facilities since 1957 Left: Access to the internet in port is welcome, but seafarers would rather have better connectivity onboard

of a reduction in the number of companies paying it. ‘The shipping industry is changing a lot and ports are under more pressure,’ he pointed out. ‘Companies are merging and exercising much tighter control and scrutiny over their costs.’ Lena Dyring, from the Norwegian Seafarers’ Union, explained the welfare needs of cruiseship crews — pointing to the challenges of providing services for such large numbers of visiting seafarers, especially

when vessels are making fewer port calls and spending less time in port. The big demands are for unbiased and confidential health advice, together with the chance to visit shops and restaurants, and to access wi-fi. Toon van de Sande — a former sailing chaplain on Dutch ships — stressed the importance of helping crews with bullying and harassment problems. These could have a devastating effect upon seafarers, he argued, and welfare workers need to develop the skills to be able to spot the signs and act as ‘first responders’.

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F E AT U R E

Precision tasks onboard ship may be more challenging with a speciﬁc learning diﬃculty such as dyspraxia

Seafarers all have to study at some point, so if you think you have a specific learning difficulty it’s particularly important in our industry to get a diagnosis and find the right support nautilusint.org 32 January 2018

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CHART YOUR COURSE We've come a long way since schools routinely dismissed pupils with dyslexia as 'stupid', but there are many adults still being held back by the condition — and by other specific learning difficulties. Nick Chubb of the Marine Society explores what this can mean for your seafaring career… e’re all different from each other, even us seafarers. We have different strengths and weaknesses, different ways of thinking, processing information, and learning. This means that some people – while just as smart as everyone else – have trouble learning and working in conventional ways. Understanding how you learn can be the key to unlocking your potential, making it possible to undertake new academic and professional challenges. The educational and medical professions have identified several different ‘specific learning difficulties’, which have nothing to do with intelligence, gender, or background, and are far more common than you may think. In this article, we will discuss the most common specific learning difficulties, how to recognise the signs, and where to seek support if you think you have one.

Dyslexia Dyslexia means difﬁculty with words. It is caused by the way the brain processes sound, visual information and movement. It also means that dyslexic people use their long-term memory much more when learning. It’s estimated that one in ten people are affected by dyslexia and one in 20 is affected severely. People with dyslexia have strengths and weaknesses which vary from person to person. However, there are some common strengths, including verbal communication, lateral thinking,

problem solving, and practical skills. Some common weaknesses include difficulties with reading and sequences, poor time management, and a poor sense of direction. Onboard ship, it may be difficult to remember the layout of a new vessel. Changes in routine may take time to adjust to, and subjects like radar plotting, or even which fire extinguisher to use, may be difficult to learn. If you think you may have dyslexia, support is available from the British Dyslexia Association and Dyslexia Action UK.

Dyspraxia Dyspraxia is a learning difficulty that affects movement, covering everything from writing with a pen to walking in a straight line. People with dyspraxia are often described as clumsy, but in reality it’s a neurological condition affecting the brain’s ability to send messages to the body. If you have dyspraxia you may find routine tasks more difficult. It can become frustrating to live with dyspraxia as the condition means you cannot always do things as quickly or as smoothly as you want. For example, it can be difficult to learn how to tie basic bends and hitches, and on smaller ships, you may find it harder to keep balance when the vessel is pitching and rolling at sea. Whatever the symptom, it is important not to get disheartened with your situation. There is no cure for dyspraxia, but there are many strategies to help you get on better. The Dyspraxia Foundation and Movement Matters have more information and can offer practical help to anyone with the condition.

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Visual stress Visual stress is also known as Irlen Syndrome, and primarily affects reading and writing. Because people with visual stress will often notice their symptoms while performing the same activities as dyslexic people, it is often misdiagnosed. Visual stress is a processing problem impacted by sensitivity to light, glare and black and white contrast, meaning that reading and writing can cause discomfort. This can bring on fatigue, headaches, feelings of nausea and sore eyes. The consequences of this can be a short attention span, slow reading and poor comprehension. At sea, visual stress can manifest as a sensitivity to light and glare and poor spatial awareness. If you suffer from visual stress, coloured overlays can allow you to read print without it moving or blurring – easing symptoms like nausea, headaches, or irritable eyes. It is a relatively straightforward solution to a debilitating condition, but it is imperative that you do not use coloured overlays while involved in any kind of bridge watchkeeping. The Irlen Institute and Irlen UK offer diagnosis, support, and a number of visual aid tools which may help.

Dyscalculia Dyscalculia affects the ability to acquire arithmetic skills, and can often go undiagnosed because ability in other areas can be excellent. Much less is known about dyscalculia than other learning difficulties, but the symptoms are easy to recognise. Although counting is usually fine, navigating numbers in twos or threes, coming up with the correct answers to sums, understanding zeros in relation to thousands, hundreds, and tens, and understanding measures such as time, money, or speed can be incredibly difficult. As with dyslexia, it’s also possible that a sense of direction can be lacking. Whether on the bridge, in the engineroom or in the galley, we often need to work out sums in our heads. Help with dyscalculia often takes the form of one-to-one coaching, but the Dyscalculia Information Centre and the British Dyslexia Association have some resources available to start with.

Above: Nautilus member Nick Chubb is a ship's oﬃcer now working as business developer for the UK educational charity Marine Society Top Seafarers are used to studying onboard ship to help them rise through the ranks

Seafaring is a profession where people expect to undertake formal study to rise through the ranks, and even if you don’t want to become a master or chief engineer, you’ll have to undergo regular refresher training for health and safety certificates. So if you suspect you might have a specific learning difficulty, it’s particularly important in our industry to get a diagnosis and find the right support to see you through your courses. Colleges should be able to help with this – they’re generally much more alert to specific learning difficulties than they used to be. A strong indicator we often see at Marine Society College is that a seafarer is clearly very intelligent and able, but didn’t get on at school and left with few qualifications. Once that person finds out what’s been holding them back, they can go on to make great progress. And while campus-based study works well for many seafarers, others find that distance learning is useful because it allows them to find their own pace and learning style. All our courses are delivered via distance learning, and we work with our students one-on-one to design a programme to suit individual needs and circumstances. No matter what your past experiences of formal education or whatever difficulties you face, it’s never too late to start learning. The support is out there, so act today to take the next step in your career. For more information on Marine Society College, go to www.marine-society.org.

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MISTAKES ARE NOT CRIMES Dr Ulrich Jurgens, a master mariner now running a maritime consultancy and MCA oral exam preparation training, reflects upon the recent prosecution of a master and pilot involved in a collision on the Humber… find it very difficult to find the right words to respond to the story (December Telegraph) about the prosecution of the City of Rotterdam’s master and pilot. Words that spring to mind just don’t seem to be appropriate for public written comment. The hypocrisy and double standards used by the prosecution and the following sentencing arising from the collision between City of Rotterdam and Primula Seaways means that whatever

I write (based on the scant publicly available information) will be inadequate. When a legal approach is used to investigate ‘negligence’ cases, the outcome is almost never ‘just’, and safety usually suffers. The prosecution tends to fashion selected evidence into a simply understood story that is focused on the defendant, who ends up as an organisational scapegoat. This outcome produces fear and mistrust, discourages further safety reporting and drives unsafe behaviour underground. Criminalising honestly-made professional error is entirely

counter-productive. In a ‘just’ culture of fairminded accountability, people are only held accountable for those matters for which they had reasonably accepted responsibility, and over which they had the means of control. The problem is that while people may behave with honesty, integrity and due diligence much of the time, there are occasions where some may avoidably fall short of the standards they have agreed

to and which everyone else expects. We are not talking here of times when a constellation of human factors combine to produce substandard performance despite good intent. We are referring to deliberate, avoidable mal-intent, malpractice or malingering. If you are looking for human error, then you will most certainly ﬁnd it.

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The criminals We all know that on 8 November 2017 Hull Crown Court sentenced the master and pilot of City of Rotterdam to four months in prison. In addition, the pilot had to pay £45,000 costs and the master £750. Even though it is of utmost importance for the two affected individuals, the 18-month suspension of the sentence for their ‘crime’ pales into insigniﬁcance considering the process of criminalisation triggered by the Maritime & Coastguard Agency (MCA). What actually was the master’s and pilot’s ‘criminal act’, as the judge apparently called the actions of both the pilot and the master?

The crime If I accept the ﬁndings of the MAIB and its report published in February 2017, both master and pilot made errors. We also know from the report that the main error (or ‘criminal act’?) of the pilot was that he suffered from ‘relative motion illusion’. Relative motion illusion is not a term that rolls easily off the tongue. Even the MAIB required expert ergonomics assistance to establish ‘the potential for relative motion illusion (also known as vection illusion) to develop when looking through an off-axis window’. I bet both the master and the pilot were not familiar with this concept unless, of course, they had a subversive approach to navigating their vessel. In that case, and given that they have worked at sea for many years, it seems somewhat surprising that their criminal attitude had not been detected and followed up much earlier.

The fault line? The MAIB report is 47 pages long and contains a vast

amount of information, assessments and recommendations, and — without directly saying so — it touches upon the shortcomings of shipbuilder, flag state (Panama) and class (Bureau Veritas). The report also leaves the action of Primula Seaways relatively uncommented on, other than saying that an alteration of course by the vessel to starboard would have crossed City of Rotterdam’s bow, ‘while an alteration to port would have exacerbated the close quarters situation’. The only recommendation for Primula Seaways is that ‘a more substantial reduction of speed was warranted’. Given that the Colregs apply in the Humber Estuary, I have difficulty understanding the MAIB remark about Primula Seaways crossing City of Rotterdam’s bow (the former was the stand-on vessel). Rule 17 (c) of the Colregs makes it quite clear that a ‘vessel shall, if the circumstances of the case admit, not alter course to port for a vessel on her own port side’. Under Rule 15, however, it is the give-way vessel (City of Rotterdam) that shall ‘avoid crossing ahead of the other vessel’. A collision between ships requires a minimum of two. The minimum was met in this case and City of Rotterdam was the vessel on Primula Seaways’ port side. In addition, Primula Seaways appears to have had ‘sufficient sea-room’ (Rule 8(c)) on her starboard side. The issue with the quasi-agreement over VHF between the second officer on Primula Seaways and the pilot unfortunately did not feature either in the MAIB recommendations. However, one has to assume that the MCA

will, of course, have taken that into account in the charges it brought. After all, MGN 324 is quite clear on the use of VHF for collision avoidance purposes: ‘Although the practice of using VHF radio as a collision avoidance aid may be resorted to on occasion, for example in pilotage waters, the risks described in this note should be clearly understood and the Collision Regulations complied with.’ So, only City of Rotterdam’s errors constitute a ‘criminal act’?

The Maritime Criminalisation Agency The MCA wants all of us to believe that they are the good guys. ‘It is the MCA’s policy to primarily prosecute owners and managers of vessels and only to prosecute individual ship’s ofﬁcers where they are personally culpable,’ its Enforcement Policy Statement assures us. Following that, it is somewhat surprising that the MCA enforcers chose to prosecute

Grandmother or the wolf? Each MAIB report states on its first page that ‘it shall not be the purpose of an investigation to determine liability nor, except so far as is necessary to achieve its objective, to apportion blame’. However, believing that an MAIB report is not used to apportion blame seems somewhat fictional — particularly in this case, where the report was published nine months before the trial. Still, the fact that these reports exist allows the rest of us to get hold of reasonably detailed information about maritime incidents and accidents which would otherwise probably not be available. But this ‘rest of us’ also includes the enforcers of the MCA. Not having seen any files or having been present at the trial, I do obviously not know what evidence the MCA submitted, and particularly not which part of the MAIB information it may have used to focus its investigation and assemble the charges. It is unrealistic, though, to believe that the MAIB report had not been studied by the prosecution in all its detail before the trial.

under s. 58(2) of the Merchant Shipping Act 1995 (MSA). That section only applies to a master or seaman employed in a ship. No other person can be prosecuted under that section. This appears to say a lot about the attitude within the MCA. Logic in this case seems to dictate that master and pilot were prosecuted because they were considered personally ‘culpable’ (‘deserving blame’, according to the Oxford English Dictionary) by the MCA Criminalisation Unit. Although it is not a provision which institutes strict criminal liability like the UK Merchant Shipping (Distress Signals and Prevention of Collisions) Regulations 1996, s. 58 only requires a neglect of duty to be guilty of an offence. To also get the pilot, who is not a seaman, the Pilotage Act 1987 had to be invoked.

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The future is now

Left and below left: severe damage was sustained by the Primula Seaways as a result of the collision with the City of Rotterdam

Mistakenly not following a rule is usually considered a neglect of duty. As any master or pilot probably commits one or more errors per day, making them into ‘criminals’ would appear to be very easy if the MCA chose to do this. Had there been a prosecution under the UK Regulations (Reg. 6), it would have been that ‘the owner of the vessel, the master and any person for the time being responsible for the conduct of the vessel shall each be guilty of an offence’ — thereby covering owner/ manager and pilot. It is rather sad to see that civil servants who sit safe and dry behind their desk defy any current research into safety cultures and the human element, and insist on making maritime operators criminal scapegoats. Justifying that, the MCA press

release quotes the surveyor in charge for the Hull MCA ofﬁce, who is an engineer, stating that ‘both of these men ignored several alerts warning them they were on the wrong track and put not only themselves but others using the channel correctly, at risk’. With this in mind, who would have thought that such criminals don’t at least deserve a long prison sentence? Lucky them, though, they only got four months.

Safety management by machine gun? It is at this stage that one can really believe the MCA statement that ‘we work to prevent the loss of life on the coast and at sea’. Once enough people — and particularly youngsters — have been scared off by maritime administration ofﬁcers, many lives at sea will certainly have been saved, as nobody will be going to sea anymore. Would I want to work under conditions where I know that an honest error can get me into jail? In an industry so small that everybody knows everybody else, meaning that an error/criminal act kills my career at once? Where I will be held accountable for operating equipment that is

not fit for purpose? Where the maritime administration is run by people with no or hardly any operational experience in the merchant marine? Where exemption certificates that directly affect my safety are handed out willy-nilly? Where the maritime administration operates a department which only focuses on making me a criminal? During a bridge resource management course, I had the opportunity to listen to a presentation by the safety manager of an international airline. He told us that their approach to dealing with errors, of which apparently 2.5 occur on average on each flight, is set out in three stages. First, console the person; secondly, train them if necessary; and thirdly, discipline them if no other option is available. When asked how many of the airline's 1,700+ pilots had been sacked during the last year, he responded: none. By applying the criminalisation approach of the MCA, the airline would probably have each of their pilots behind bars by now, and we could all walk to our holiday destinations.

James Reason, Professor Emeritus of Psychology, has for decades been one of the big names in safety management and research into the human contribution to unsafe acts. He says that ‘one of the basic rules of error management is that the best people can make the worst errors’. While he argues that we cannot fundamentally change the human condition, we can change the conditions under which people work, in order to make errors less likely and more easily recoverable. That sounds like good advice for flag state legislators, class and MCA. Inserting a human approach into regulating the maritime industry may actually help to ensure that we will still have seafarers tomorrow and that they will do their job safely. Oh, and what I forgot to mention is that there should have been quotation marks before and after both paragraph two and three to five of this article. Those are not my own words. I copied the former from the 2010 MCA publication ‘The Human Element’ (p41) and the latter from the 2017 book Being Human in Safety-Critical Organisations (pp176+177). The book was, amongst others, commissioned by the MCA. In his foreword to the 2017 book, MCA chief executive Sir Alan Massey states: ‘It is a well-blended mix of theory, compelling case studies and practical guidance designed to increase the resilience of both individuals and organisations. …We are confident that Being Human will support our own work, and we are delighted to have been closely associated with its development.’ Ulrich Jurgens's consultancy website is www.kooglefisch.eu

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ICE COLD WAR This year marks the 50th anniversary of a remarkable trans-polar voyage, undertaken by the US Navy submarine Nautilus. Trevor Boult tells how technology and navigational expertise helped to open up a route that is now being viewed as a potentially huge shipping arteryâ&#x20AC;Ś

NORTH POLE

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autilus 90 North’ was the code message which announced to the world that, on 3 August 1958, the American nuclear-powered submarine Nautilus — with her 116 crew — had reached the North Pole. It marked the climax of a momentous undertaking: the first transpolar voyage from the Pacific to the Atlantic, starting in Puget Sound, USA, and terminating at Portland in England. The consequences of its success were soon summed up: ‘Not only did this epic voyage open up the North-West passage — the shortest route from Europe to the Pacific — for submarines of the future, it presented an entirely new field for strategic operations in the northernmost part of the Atlantic, with all its vast implications for the future … Most significant of all is the fact that Nautilus has proved that nuclear-powered submarines can operate in an area where no surface ships or aircraft can attack them.’ Commander William Anderson had been chosen to lead the Nautilus mission. Previously in charge of instruction in submarine combat tactics at the US Submarine School, he was called for an interview with Rear Admiral H.G. Rickover — the ‘father of the atomic submarine’ — in January 1956. Rickover had been working for many years on the idea of compressing and adapting a nuclear reactor to a size small enough to fit into a submarine as a propulsion unit. He reasoned that it would burn only a minute quantity of fuel, as a pound of uranium is equal to tens of thousands of gallons of conventional submarine diesel oil. Equally important was the fact that since the ‘fire’ in the reactor was not a chemical fire but rather a fission process, no outside air or oxygen would be required to sustain it. Submarines could do away with storage batteries, vastly increasing the space inside, and, in theory, remain submerged indefinitely. However, from the practical engineering standpoint, the concept was met with ridicule. Rickover, spurned and relegated to office space converted from a ladies’ toilet, nevertheless pursued the idea relentlessly. After several years he persuaded the Atomic Energy Commission to form a Naval Reactors Branch, and to name himself as its chief. In an incredibly short time, a full-sized, land-based prototype of the submarine

IMAGES / US NAVY

The US Navy submarine Providence is pictured at the North Pole in 2008, marking the 50th anniversary of the USS Nautilus mission

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When the nuclearpowered, missile-firing submarine became a reality, the Arctic would be an ideal launching spot for attacking the Russians

nuclear power plant was in operation, inside an authentic submarine hull, at the AEC’s desert test centre in Arco, Idaho. Shortly thereafter, in January 1954, Nautilus was launched, and became the world’s first operational nuclearpowered submarine. The trial runs of Nautilus astonished even the men who had designed and built her, as recorded by Cdr Anderson: ‘She could travel at a sustained underwater speed above 20 knots indefinitely. On her shakedown cruise she had travelled 1,381 miles, entirely submerged, in 89.9 hours, establishing what was then a remarkable submarine record. She was highly manoeuvrable underwater, could submerge to a very great depth, and in exercises with anti-submarine forces she proved herself 50 times as effective as a conventional submarine. Her power plant generated over twice as much mileage per unit of uranium as even the most optimistic forecasts.’ It was becoming clear that when the nuclearpowered, missile-firing submarine became a reality, the Arctic – dominating over 3,000 miles of Soviet coastline – would be an ideal launching spot. Conversely, there was a growing fear that the Russians might dominate the area for the same purpose. In June 1957 Cdr Anderson took command of Nautilus, noting that his vessel ‘does not carry a large battery nor a great volume of diesel fuel, which on conventional submarines occupy nearly half the total space inside the hull, it is possible to devote considerably more room to living accommodation. On long submerged runs a special piece of equipment which we call

Above: Since the USS Nautilus mission, the US Navy has carried out more than 125 Arctic exercises, and established Ice Camp Nautilus in Prudhoe Bay, Alaska, during its Ice Exercise 2014

a “CO2 scrubber” removes poisonous gases from the atmosphere; oxygen is bled into the ship as necessary from a large bank of bottles. Massive air-conditioning units maintain the temperature somewhere between 68 and 72 degrees, the relative humidity about 50%.’ From the point of view of most of the top naval personnel, the primary mission for Nautilus in the months ahead was to take part in a NATO naval exercise: Strikeback. To be conducted in European waters, it was then the largest peacetime NATO exercise in history. But top-level discussions had assessed whether Nautilus could safely make a fairly deep and extensive penetration beneath the polar ice – the main objective being to cover a lot of territory and learn as much as possible in the limited time allotted. While Cdr Anderson took part in an aerial reconnaissance of the ice, preparations on Nautilus continued apace. Special care was taken with both the magnetic and gyro compasses, because it was known that the farther north a vessel went, the less reliable these nautilusint.org 40 January 2018

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Below left: USS Nautilus goes down the slipway at the General Dynamics’ Electric Boat Division in Groton, Connecticut Below right: The USS New Mexico surfaces at Ice Camp Nautilus in the Arctic Ocean during Ice Exercise 2014

would become. Other potential hazards were also investigated and addressed, such as fire, or the breakdown of some critical piece of machinery. In August 1957, Nautilus received orders to ‘at discretion, proceed under the ice to the vicinity of 83 degrees north and return’. After 11 days of undersea passage, Nautilus surfaced south of the pack: ‘It lay before us, stretching seemingly unbroken to the horizon, a trackless, colourless desert, highlighted by a kind of bright halo, a phenomenon known to the men of the North as iceblink.’ The first penetration by Nautilus was planned to be brief. The special sonar equipment appeared at this stage to be forming a good picture of the ice overhead. However, what was not discovered until the next polar voyage was that only a partial picture was being profiled. Occasional indications of much deeper ice were dismissed as ‘ghost’ return echoes, but they were actually deep-hanging pressure ridges, dangerous and deadly to the operation. As a consequence, the functioning of the equipment

underwent modification. In her initial probe Nautilus travelled 150 miles under the ice. Carrying out a vertical ascent into what was considered clear water, a shudder swept through the vessel. Undetected ice succeeded in writing off one periscope and badly bending the other. The subsequent saga of restoring the damaged periscope in the harshest of surface conditions was acknowledged by Cdr Anderson: ‘It was the most amazing repair job at sea I had ever witnessed.’ The repair enabled Nautilus to continue northwards, until, just before the 86th parallel, both gyro compasses ‘went haywire’. It was not the high latitude but something else: a fuse had blown. As no-one had tried to re-start a gyro at extreme north latitude, the decision was taken to quit the Arctic and head to England, to join exercise Strikeback as planned. Subsequent briefings at the Pentagon and the White House resulted in a ‘completely enthusiastic’ reaction from the president for a proposed polar transit from the Pacific to the Atlantic. ‘The voyage, then, became the most top-secret peace-time naval operation in history… As it turned out, only a handful of people in the entire government were acquainted with the details.’ Departing into the darkness of Puget Sound, the submarine’s gleaming white identifying numerals — 571 — were concealed beneath grey paint. Nautilus was to remain anonymous and, if possible, undetected. Only at this point did Cdr Anderson feel able to openly address the crew: ‘Our destination for this trip is Portland, England, via the North Pole.’ The most challenging phase of the mission was to penetrate the ice-choked, narrow, sheltered Bering Strait, the entrance of which was guarded by St Lawrence Island. It was decided to pass the western – or Siberian – side. Before that, the sweeping, rugged Aleutian Islands chain would have to be navigated with great precision to access the Bering Sea. Unfortunately, the ‘western door’ was closed to Nautilus; the available depth of water beneath rafted chunks of coastline ice proved insufficient. Seeking another way in through the flat and shallow Chukchi Sea, Nautilus had to submerge to 110ft beneath ice. After crossing the Arctic Circle, the waters began to shoal dangerously and the submarine had to negotiate ice at an unexpected thickness of over 60ft. Nautilus had to be taken to a depth of 140ft, bringing her to within 20ft of the ocean floor. At the next such encounter, Cdr Anderson

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F E AT U R E USS Nautilus takes to the Thames River, Connecticut, following its christening

recalled: ‘Our instruments told us an even more formidable barrier lay just ahead. I stared in disbelief at its picture on sonar. The books said this couldn’t happen!’ However, Nautilus managed to clear — by just five feet — a mass of ice big enough to supply a 100lb block to every man, woman, and child in the United States. At this point, Cdr Anderson said it took only a second’s reflection to realise that this mission had totally and irrevocably failed. ‘Not even Nautilus could fight that kind of ice and hope to win,’ he noted. ‘To the north of us lay many miles of even shallower water and possibly even deeper ice. There was no question about it. The only sane course was south.’ In a briefing at the Pentagon, Cdr Anderson pushed for a second attempt to be made in late July and proposed a detailed and continuous series of ice reconnaissance flights over the intended route in the Chukchi Sea, which indicated that the ice was receding steadily. Nautilus left Pearl Harbor on 22 July. Reaching the now clear waters of the Chukchi Sea, the crew still faced the problem of finding water deep enough to slip beneath the ice and head north. Repeated careful probings had to be abandoned, and the vessel backtracked. Finally, the commander decided to head east to try the Barrow Sea Valley, a known gateway to the western Arctic Basin. At longitude 155 degrees west, on 1 August the course of due north was set for the Pole, some 1,100 miles distant. It was not easy. Pressure ridges of ice projected to 120ft, whilst echo-sounder graphics drew out rugged terrain unfolding beneath them. ‘I saw incredibly steep cliffs — undersea ranges — rise thousands of feet above the ocean floor,’ Cdr Anderson recalled. ‘Several times I ordered speed slackened, then resumed, as a promontory levelled off or descended as rapidly as it had risen.

The shape of these undersea mountains appeared phenomenally rugged, and as grotesque as the craters of the moon.’ Preparing the crew for the actual moment of attaining the Geographic North Pole, Cdr Anderson announced: ‘As we approach, let us pause in silence dedicated with our thanks for the blessings that have been ours during this remarkable voyage — our prayers for lasting world peace, and in solemn tribute to those who have preceded us, whether in victory or defeat.’ Two days later, Nautilus entered the open Atlantic: the first trans-polar voyage had been accomplished. The submarine made a secret rendezvous with a helicopter off Reykjavik to expedite the transfer of Cdr Anderson to Washington, where he reported directly to President Eisenhower. As the news was released, the president — for the first time in peacetime — awarded the Presidential Unit Citation to a naval vessel. Cdr Anderson later received the Legion of Merit. On 12 August, Cdr Anderson rejoined Nautilus off the UK coast. ‘Then, making full speed, we steamed into Portland, and an overwhelming welcome,’ he wrote. ‘After six days in England, we broke the speed record for a submerged crossing to New York, where we were greeted by an armada of tugboats and fireboats. Later, we were honoured by a ticker-tape parade.’ Nautilus and her crew had realised the prophetic imagination of Jules Verne, who had first envisioned the concept of submarine activity under polar ice with his mythical Nautilus. At the top of the world, USS Nautilus had additionally realised the dream of centuries of explorers, in opening up the North-West Passage.

Two days after reaching the North Pole, the submarine entered the open Atlantic: the first trans polar voyage had been accomplished

Principal source: Nautilus 90 North by Cdr William R. Anderson USN. Hodder & Stoughton, 1959.

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In a 2016 welfare survey by the ITF, book services ranked last on seafarers' wish lists

be interesting to read, but most are dated and tired looking – having provided hours of entertainment for readers over the course of many years. ‘I have always loved reading,’ Zach says, ‘so this is a little project that I like. Stocking these old books sometimes feels like a thing of the past, but I know that reading is good for the mind. It is a better use of time than playing video games or watching TV all the time. I like to take the time to go through the donated books and magazines to find the ones that our seafarer guests might more likely take.’ Unfortunately, it seems that seafarers are losing interest in reading for pleasure. Once a cornerstone of services provided by seafarers’ welfare organisations, printed reading material is increasingly an afterthought, lagging far behind the internet, SIM cards, and transportation. The trend has been charted: a major seafarers’ welfare survey supported by the ITF Seafarers’ Trust in 1996 was repeated in 2016. In 1996 book services ranked in the middle of the respondents’ wishes; in 2016, they ranked last. Though there has been a dip in the demand for books and magazines, several organisations still exist worldwide with book or newspaper distribution to seafarers in their charters. The UK-based Marine Society has a special book services department offering bespoke crew libraries to a list of companies. The Norwegian, Finnish, Danish, and Swedish seafarers’ services all run or partner with book and film distribution services for crews flagged with their countries. For

IMAGE / GETTY

he Mariners’ Club in Hong Kong is a well-used, but ageing building, scheduled to be torn down in the coming few years and rebuilt to fit in with the modern skyscrapers that surround it. The new edifice will provide new generations of seafarers with a welcoming, perfectly located place to stay when signing on and off ships in Hong Kong. One feature of the current Mariners’ Club building that might not make it into the new structure is the little display of free books on each guest room floor, with a selection of best sellers from previous decades and more recent women’s fashion magazines. For the past year, Zach Jeffers, a Young Adult Service Corps intern from the United States, has been tasked with making sure the displays are full, replacing books and magazines that have been taken. ‘There is not a huge choice of new books, but I try to find the best ones from the books that are donated,’ he notes. Each month, the Mariners’ Club receives a few boxes of donated books and magazines. Sometimes the books are newer and could

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F E AT U R E

THE NEED TO READ Do seafarers still want to read for pleasure? Should welfare bodies still spend time and money providing books and magazines? Dr Jason Zuidema of the North American Maritime Ministry Association considers the issues… US-flagged ships, too, the United Seamen’s Service continues to run the American Merchant Marine Library Association programme, sending boxes of used books to American-flagged vessels in a selection of US ports. Yet these shipboard book services only serve a fraction of seafarers. An equally significant distribution of books and reading material happens via the network of seafarers’ centres and missions of all traditions. Most centres worldwide still offer used books and magazines for free. Many still dutifully put together bundles of

newspapers, National Geographic magazine and other pamphlets for distribution in ship visiting each day. No doubt, the distribution of free magazines such as the Mission to Seafarers’ The Sea, Sailors’ Society’s Chart and Compass, the ITF Seafarers’ Bulletin or other similar magazines in ports across the world ﬁts squarely in the effort to keep seafarers informed and entertained. But is it becoming a pointless exercise? Should seafarers’ missions and services concentrate all their efforts on the other offerings that rate more highly in importance (as determined by seafarers), and especially on all things digital? The answer is yes, to both questions — but

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F E AT U R E

only if those questions are posed in a certain way. So yes, we should give up providing printed reading matter if this consists of out-of-date magazines and old books that shore-based workers would never read. And, yes, we should concentrate on facilitating wi-fi, selling SIM cards, and doing anything that helps seafarers stay in contact with their families. We should not continue doggedly to promote traditional printed book or magazine services if this is done to the detriment of other services seafarers might need more. But if we consider the questions in a different way, we can see there is still a great future and need for the promotion of reading among seafarers. First, we should learn from initiatives already underway in wider society to arrest the decline in reading for pleasure. Boosting interest and enjoyment in reading is the cornerstone of myriad social and educational programmes, including UNESCO’s World Book Day each April. We promote reading for pleasure among seafarers for the same reason as any other group: because the benefits of reading are far-reaching. Much more than other entertainment offerings such as video games or television, reading for pleasure exercises the imagination, builds social skills, and helps improve wellbeing. Reading for pleasure has knock-on effects in our work life, as it promotes reading comprehension and learning outcomes. Many studies note clear links between regular reading and a family’s socio-economic status. Most important for seafarers, reading for pleasure helps reduce stress, especially that brought on by social isolation. A 2015 study from the University of Liverpool found that reading for just 30 minutes a week produces greater life satisfaction, enhances social connectedness and sense of community spirit, and helps protect against and even prepare for life difficulties. To get seafarers reading more, we should be concerned about the selection of reading material that we promote. The quality of the donated material is part of the trouble: who wants to read decades-old paperbacks and dog-eared fashion magazines? But more important is the origin of the material. We are all more likely to pick up books and magazines from our home country or culture and in a language we understand well.

Above: a ship visitor hands out bibles to seafarers. Religious reading material is the one type of shipboard literature that is well funded Right: Young Adult Service Corps intern Zach Jeﬀers sorts through donated books for seafarers at the Mariners' Club iin Hong Kong

For seafarers’ centres, this is the crux of the problem. It is financially and logistically impossible for a centre in Cape Town, Yokohama or Seattle to have up-to-date printed newspapers, magazines, books or other material from every region of the Philippines, let alone China, Russia or India. Around the world, seafarers’ services from the Nordic countries have tried valiantly to do this for their own countries and regions, but even then, programmes have been discontinued or downsized for lack of funding and feasibility. The challenges of getting current news and books in printed form in all the main languages and dialects of seafarers are insurmountable. The only exception in most seafarers’ centres is to have free religious literature in dozens of languages – a luxury conferred, of course, by the ample funding often available for its distribution. The provision of cheap or free wi-fi by shipping companies and seafarers’ centres will no doubt help address this problem. There is a huge amount of written, up-to-date content online in every language of the world. Reading on a screen might not be the same as doing so with a printed book, but the benefits of engaging with a text are still clearly at work. If seafarers had consistent access to the internet, they could use this material. But access to the internet alone wouldn’t solve the bigger problem. Most high-interest reading material would still be out of reach. Even in English, the most substantial book, magazine, and newspaper content is only available for purchase or by subscription. Purchasing books for an e-reader becomes expensive over the long haul, vastly so when considering the price of used print books versus digital books, which must always be purchased at list price. Zach Jeffers reminds us that reading is good. It is good for all of us – and, we would argue, especially for seafarers, given the long stretches of loneliness and isolation that characterise their working lives. We should continue to commit ourselves to providing good reading material for the seafarers we serve. We also need to talk about providing real solutions, which one organisation or seafarers’ centre cannot do on its own. It will require collaboration across countries, the maritime industry and welfare service providers. Digital tools and resources exist across our sector: let’s work together to unite them.

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MARITIME BOOKS

Icebreaker: a voyage far north By Horatio Clare Chatto & Windus, £14.99 ISBN: 978 17847 41952

his is not a story one pilot fell in and died in about seafarers waters in which consciousness and ships,’ can be lost within five minutes. Horatio Clare The crew also explain all the states early on in his account of many different sorts of ice that a voyage onboard the Finnish affect shipping in the region — icebreaker Otso. But it’s hard to noting that ‘the rule of thumb agree with him, even though in icebreaking is everything his book ranges far and wide in changes all the time’ — and the themes it covers. how the effects of consolidated The book serves as a sort of ice can double or even triple specialised follow-up to Clare’s the vessel’s fuel consumption, earlier title, Down to the Sea in to as much as 100 tonnes in Ships, in which he wrote about every 24 hours. life onboard a containership. Horatio Clare is full of His 10 days in the ‘shuddering admiration for the skills emptiness’ of the frozen displayed by the crew seas in the Bay of during their work to Bothnia provide keep the fairways Publisher Chatto & Windus is the him with plenty open — captured oldest continuous of material to very well in one imprint of Penguin Random ruminate upon. scene where he House UK The state-owned describes the master Otso operates a sort reversing and turning of roadside assistance the ship in a channel as service for ships battling with wide as it is long. the testing sea conditions close The care and to the Arctic Circle — in waters professionalism they that can freeze over within demonstrate is a sign of seconds of being cracked the national pride in what open. Describing how pilots they do, says Clare, and he sometimes use aluminium underlines the importance sledges to get to ships in thick of maintaining a flow of ice, the crew tell the tale of how traffic with cargoes including

chemicals, containers, coal, iron ore and wind turbines. There’s lots about the working lives of the seafarers, who vividly describe the rhythms of a ‘half-life’ split between sea and shore, the struggle to readjust to family life within the alternating periods onboard and at home, and the uncertainty of working patterns. ‘Otso is not one family, but a network of family groups,’ Clare suggests, as he observes the way in which the crew cluster together as deck, engine or catering personnel. He also hears about what attracts the crew to their work at sea. One cadet talks of the escape from the 'nine-to-ﬁve', while ‘the money, the habitual rhythm and the contained, simpliﬁed nature of sea life must be part of its attraction,’ the author writes. There’s a strong undercurrent of safety within the book — for example, a section in which the crew conduct a lifeboat drill in minus 11 conditions, during a chat on the bridge about GM,

stability and the Estonia ferry disaster, or reflecting on the ‘living dead’ of the fatigued crew of a Dutch cargoship. The book is sandwiched with reflections on Finland’s history and society, as well as on the impact of climate change. The author compares the way in which governments are seeking to reverse the environmental threat with the difficulty of changing a vessel’s course. ‘The mass and momentum of ships mean that by the time you begin to make urgent changes the point at which they could make any difference has passed,’ he notes. The odd error aside — misnaming the ITF and a mistake in his list of flags of convenience — this book delivers a powerful and stirring account in which the author evokes his clear appreciation of being ‘admitted to a secret society’. With more such ‘writers in residence’ at sea, there is a good chance that public ‘sea blindness’ could be overcome.

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The Aberdeen Line

Wartime Standard Ships

Maritime history enthusiasts are in for a treat with this attractive and well-researched new publication charting the development of a respected Scottish operator. The story starts with the founding of the Aberdeen Line by the 21-yearold George Thompson Jnr in 1825, continues through its Victorian and Edwardian heyday, and ends with its gradual demise by merger and takeover in the late 20th century. Author Peter H King says his interest in the line and its founder was sparked by visiting the Aberdeen Maritime Museum when working in the off shore industry in the early 1980s. ‘Here was an extraordinary shipping enterprise of which I knew very little,’ he writes. He sought further information, and could only find one book about the line, written for its centenary in 1925. Noting that there was little written in that volume about the intriguing figure of George Thompson Jr, he took this as ‘an inspiration to do something about the deficit’. In this he succeeds, and also does a grand job of updating and adding to the information in the 1925 work. Any firm would be proud to have this as its company history, with its high-quality presentation on glossy paper, accessibly-written text and interesting collection of illustrations. It is also pleasing to see a bibliography, an extensive list of ship particulars and a decent index at the end, all bolstering the author’s academic credentials.

British politicians were quick to praise the Merchant Navy’s vital contribution to success in both world wars — but, sadly, were almost as quick to forget it. This excellent publication gives a great, and timely, reminder of shipping’s strategic value, whilst also delivering a wealth of information about the design and development of the ‘standard ship’ concept at a time of deep national crisis. Many readers are likely to be familiar with the story of the Second World War Liberty ships, but Nick Robins delves deeper and goes back to their WW1 predecessors — the National-type ships. These were produced from early 1917 onwards in response to the increasingly alarming scale of losses being suffered by the MN — in just one week in 1916, for instance, Germany sank a total of 35 vessels. Like the Liberty ships, the N-types helped to keep the supply lines open at a time of sustained pressure — and many also went on to have long post-war careers, which are traced in these pages. The author has done a fine job in explaining the strategic and political context which resulted in the drive to construct such vessels in maximum number and in minimum time.

By Peter H King The History Press, £25.00 ISBN: 978 07509 78514 www.thehistorypress.co.uk

It underlines the remarkable technical advances which were made as yards adopted techniques such as prefabrication and the use of welding to speed up the construction process. One especially interesting chapter is devoted to an examination of the lasting impact of all this on naval architecture and marine engineering. Robins also takes in a variety of other vessels which fit into the ‘standard’ concept — including the British Empire sships, the US Victory ships, and the wartime tonnage built in Australia w aand Canada. The study is not cconfined to the Allied ships, either, aand contains good sections covering tthose built in Germany and Japan. This is a book which has been pproduced to high standards, and it makes very good use of its many m fine illustrations. It succeeds in being technically detailed whilst being highly readable, and it leaves a resoundingly clear message about the importance of shipping to national security — summed up by the author towards the end: ‘The RAF won the Battle of Britain and the Royal Navy the Battle of the Atlantic, but the Liberty ships won the war.’ By Nick Robins Seaforth Publishing, £25 ISBN: 978 18483 23766

Elements of Navigation and Nautical Astronomy (third edition) First published in 1977, Elements of Navigation and Nautical Astronomy is a well-known textbook for students preparing for Officer of the Watch qualifications and maritime degrees. This third edition includes numerous changes and additions, with the emphasis on the understanding of principles as well as on practical applications. A wide range of worked examples, using both the calculator and haversine table, make the textbook suited to students working independently, as well as for classroom tuition.

Students will learn how to use celestial bodies for the calculation of compass errors and position fixing, as well as how to carry out sight calculations, great circle sailing and composite great circle sailing. As a sturdy and densely-packed hardback, the work is destined mainly for nautical college libraries, but is reasonably priced (for a textbook) if students need a copy at home. By Charles H Cotter and Himadri K Lahiri Brown, Son & Ferguson, £35.00 ISBN: 978 18492 70717 www.skipper.co.uk

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S H I P S O F T H E PA S T

IVAN FRANCO By Trevor Boult

n 1962 the Cuban missile crisis brought the world to the brink of nuclear war as tensions escalated between the Soviet Union and the United States. Earlier in that year, the Soviet Merchant Marine Ministry passengership division had placed an order for a new class of liners to be built at Wismar in East Germany. Despite the strained relations, these ships were intended for cruising, and to establish a regular liner service between what is now St Petersburg and New York, calling at selected western European ports en route. In the 25 years since the Second World War, the Soviet merchant fleet had quadrupled in size. As seagoing transport provided the only efficient means of moving bulk goods domestically — especially to isolated communities — an extensive and flexible passenger and cargo fleet was essential. Expansion of foreign trade was also a central aim of Soviet foreign policy. It supplied the country’s import needs and much valuable foreign hard currency. There was also an effort to extend the USSR’s sphere of influence globally by financing economic and military aid into particular ‘third world’ countries, as well as into its own east-European satellite states. The Soviet government also regarded its merchant fleet as a vital arm of its defence forces. As such, many new vessels boasted higher speeds, greater endurance and heavier cargo capacity than would be warranted solely for civilian use. The presence of Soviet vessels in ports globally also enabled the gathering of intelligence. The new liners were named after famous poets and authors of the Russian Empire. Officially named the Ivan Franko class after the lead ship, the five vessels were also referred to as the ‘Russian Poet’ class. Despite not initially having stabilisers, their deep draught and sea-kindly ice-strengthened hulls earned them the reputation for stability and comfort in heavy seas. Representing the peak of Soviet design, they were widely acknowledged as some of the most beautiful passenger ships afloat.

Large holds provided considerable capacity for cargo. Sideloading ramps in the hull forward enabled embarkation of cars or military vehicles. Combined with a cruising range of 10,000 miles and a top speed of 22 knots, they were ideal as potential military transports. Following their stepped introduction, the ships were variously employed in transatlantic voyages, and cruises from countries including Britain, West Germany and Canada, to the Baltic, Scandinavia, Mediterranean, Canaries, Cuba and elsewhere. Several of the sisters later undertook line voyages from the UK to Australia and New Zealand, and cruises out of Sydney and Auckland during the southern hemisphere summer seasons. Named after the Ukrainian writer and poet Ivan Franko, the first of the fleet was delivered to The Black Sea Shipping Company of Odessa in 1963. She introduced the prestigious new liner service from Leningrad to Montreal, successfully settling into a varied programme of transatlantic voyages and cruises. It is recorded later that Ivan Franko appears to have ‘spent significant amounts of time working under the direction on the Soviet military. The vessel was sighted off the coasts of both Cuba and Angola on a number of occasions, and appears to have been very hard-worked in her military transport role. Several observers recall that she often showed outward signs of heavy use, and generally appeared to be the least well-maintained of the sisters’. Following a change in ownership, the Franko went to breakers in India in 1997. The remaining sisters were: Alexandr Puskin, Taras Shevchenko, Shota Rustaveli, and Mikhail Lermentov. Today, the sole survivor is the former Alexandr Puskin, now known and admired by many as Marco Polo. Operated by CMV since 2008, she offers a wide range of cruises for the British market, where her ‘small ship’ classical elegance attracts a loyal following.

1960s liner that launched a new Leningrad to Montreal service

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NL NEWS

telegraph O N S T L A G E N H E R P L A AT S I N G

BOSKALIS WIL ALSNOG AF VAN NEDERLANDSE FAIRMOUNT ZEEVARENDEN Op 16 oktober 2017 werden de Nederlandse zeevarenden bij Fairmount door de Boskalis directie op de hoogte gebracht dat het scheepsmanagement van alle 5 de zeeslepers gefaseerd zal worden uitbesteed aan Anglo Eastern, waarbij de arbeidsplaatsen van de Nederlanders komen te vervallen. Boskalis was reeds vorig jaar van plan om het scheepsmanagement van dochteronderneming Fairmount over te doen naar Anglo Eastern. Mede onder druk van acties is de uitbesteding toen niet doorgegaan. Met de OR is toen overeengekomen dat de ondernemingsraad per kwartaal informatie over de operationele en de financiële gang van zaken zou ontvangen, waarna eind 2017 een evaluatie zou plaatsvinden en een besluit zou worden genomen over de toekomst.

Tegelijkertijd is het altijd lastig om daadwerkelijk vast te stellen of de cijfers al dan niet een juist beeld geven. Het blijven immers cijfers verstrekt door de werkgever. Feit blijft dat de werkzaamheden niet verdwijnen. Anders gezegd: het werk blijft. Er wordt alleen een ander verdienmodel gekozen, via Anglo Eastern.’

Harde afspraken over herplaatsing

gesprek gehad met de directie van Boskalis/ Fairmount. Tijdens dit gesprek is met name ingegaan op het nut en de noodzaak van de reorganisatie.

Werkzaamheden verdwijnen niet Bestaansrecht Boskalis heeft op grond van deze evaluatie de conclusie getrokken dat zij haar Fairmount bedrijfsvoering moet aanpassen gegeven de marktomstandigheden, wil Fairmount nog bestaansrecht hebben. Zij ziet hiertoe geen andere mogelijkheid dan het nu gekozen model. Op 22 november heeft Nautilus een

IN THIS MONTH'S DUTCH PAGES

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Nautilus bestuurder Marcel van Dam: ‘Volgens Boskalis wordt op dit ogenblik verlies gemaakt bij Fairmount. De verwachting voor dit jaar is zo’n 2 miljoen euro’s. Ook voor komende jaren worden nog moeilijke marktomstandigheden verwacht. Wij hadden ook niet verwacht dat men ons een rooskleurig verhaal zou presenteren.

• NAUTILUS ADVICE ON RECORDING ORAL AGREEMENTS IN WRITING • NAUTILUS COLLEGE VISITS IN DELFZIJL AND URK • HEEREMA SOCIAL PLAN ON ITS WAY • NAUTILUS MEMBERS OPPOSE THE DEGRADATION OF MERCHANT NAVY PENSION FUND RULES: TALKS WITH THE SHIPOWNERS CONTINUE • CBA AND PENSION NEGOTIATIONS FOR INLAND WATERWAYS

‘Omdat het werk niet verdwijnt, zal het volgens ons niet eenvoudig zijn voor Boskalis om via het UWV een ontslagvergunning te krijgen voor de betrokken zeevarenden. Boskalis heeft benadrukt zich te zullen inspannen om werknemers te herplaatsen. Met de uitkomsten van het overleg zijn we terug gegaan naar de leden. Leden zijn bereid zich constructief op te stellen, maar belangrijk uitgangspunt voor onze leden is dat niemand gedwongen wordt ontslagen. Volgens ons moet het mogelijk zijn alle werknemers binnen het moederbedrijf Boskalis te herplaatsen. Mocht Boskalis niet bereid zijn harde afspraken te maken over de werkgelegenheid, dan zullen we in overleg met onze leden alle middelen, waaronder ook acties, uit de kast halen om een dreigend ontslag af te wentelen.’

• NEW SPLIETHOFF CBA • NEW MAERSK CBA • PROGRESS IN CBA NEGOTIATIONS WITH KOTUGSMIT • NAUTILUS SEEKING TO MAINTAIN EMPLOYMENT FOR DUTCH FAIRMOUNT CREW • CONTROVERSIAL ROYAL SMALS REORGANISATION • SAVE THE DATE: NAUTILUS OFFSHORE SEMINAR SCHEDULED FOR MARCH

13/12/2017 15:25

SOLLICITEREN

ARBEIDSVOORWAARDEN

NAUTILUS TE GAST IN DELFZIJL

NIEUWE CAO VOOR WERKNEMERS MAERSK

Eind november bracht Nautilus een bezoek aan de zeevaartschool Delfzijl. Drie koopvaardijklassen kregen een gastles van de vakbond. De tweedejaars studenten kregen een sollicitatietraining gericht op het vinden van een stageplaats. Zij gaan binnenkort namelijk beginnen aan hun eerste stage. Voor de vierdejaars werd wat dieper ingegaan op waar de vakbond voor staat. Hier kregen de studenten les over onder andere caoonderwerpen.

Wat doet een vakbond? Deze vragen stonden centraal in de gastles voor de vierdejaars studenten. Op verzoek van de school ging de gastles over het werkende leven na de schooltijd. Er werd tijdens deze gastles daarom aandacht besteed aan de arbeidsovereenkomst, de cao, het arbeidsrecht en last but not least: faillissementen.

Na drie onderhandelingsrondes (in april, augustus en september dit jaar) bereikte Nautilus eind november een nieuw cao principeakkoord. Nadat de vakbond en de werkgever begin november overeenstemming hadden bereikt over de (eind)tekst van de resultatenlijst, konden vervolgens de leden op 23 november geraadpleegd worden. Tijdens de ledenvergadering gaf onderhandelaar en adjunct-bestuurder Maarten Keuss een toelichting over het tot stand komen van het principeakkoord en de inhoud van het akkoord.

De vakbond is er ook voor de student

De hoofdpunten:

Sollicitatietraining

Aan het eind van de gastlessen werd ook nog kort ingegaan waar een vakbond voor staat en wat de voordelen zijn van het Nautilus student-lidmaatschap (van 3,45 euro per maand). Zo kunnen studenten hun sollicitatiebrief en CV laten controleren, maar ook hun stageovereenkomst juridisch laten toetsen door de vakbond. Meer informatie over de voordelen van het lidmaatschap van de vakbond, zoals bijvoorbeeld juridische hulp, is te vinden op: www.nautilusint.org/nl

‘Waarin onderscheid jij jezelf ten opzichte van je klasgenoten? Wat maakt jou uniek? Hoe schrijf ik een goede sollicitatiebrief? Waar moet ik rekening mee houden op Social Media?’ Voor de 39 tweedejaars leerlingen waren de gastlessen (op verzoek van stagebegeleider en docent Rolf van Aalderen) speciaal afgestemd op het onderwerp ‘hoe solliciteer ik naar een stageplaats?’ Want zoals bekend zijn er op dit moment meer studenten dan stageplaatsen. ‘Dus is het extra belangrijk je goed voor te bereiden en na te denken over zaken waarmee je jezelf kan onderscheiden’, aldus Nautilus adjunct-bestuurder Maarten Keuss tijdens de gastlessen. Met opdrachten en vragen werden de studenten aangezet om hierover na te denken en kregen zij tips en adviezen om een goede sollicitatiebrief en CV te kunnen schrijven. Om de studenten te helpen, kregen ze allemaal de nieuwe Nautilus Stagewijzer uitgereikt. Hierin heeft Nautilus een aantal tips en adviezen overzichtelijk op een rijtje gezet. Ook kregen de studenten de nieuwe Nautilus folders ‘Netwerken met Linked-in’ en ‘Een goed CV is het halve werk’ mee.

Twee soorten nautische opleidingen Op de zeevaartschool Delfzijl worden de volgende MBO zeevaartopleidingen aangeboden: Stuurmanwerktuigkundige kleine schepen Niveau 3 en Maritiem officier alle schepen Niveau 4. Meer informatie over het Noorderpoort Eemsdollard Energy & Maritime is te vinden op: www.noorderpoort.nl/locaties

De belangrijkste punten die zijn overeengekomen tussen vakbond en werkgever zijn: • een looptijd van drie jaar: van 1 april 2017 t/m 31 maart 2020 • een totale gageverhoging van 4,0%. De gages zullen in twee stappen verhoogd worden, namelijk per 1 april 2018 met 1,5% en per 1 april 2019 met 2,5% • uitbetaling van 1% extra vakantiegeld, bovenop de 8% wettelijk vastgelegde vakantietoeslag. Deze zal structureel dus jaarlijks worden toegepast • een vaste overwerkvergoeding voor de scheepsmechanicus van 3 vaste overuren per gewerkte dag aan boord. Dit dekt ruim het gemiddeld aantal gemaakte overuren van de scheepsmechanicus • omwille van standaardisering met de rest van de vloot, worden de reisdagen vanaf 1 januari 2018 als neutrale dagen verwerkt. Een neutrale dag wil zeggen dat er geen verlof wordt gebruikt, maar ook niet opgebouwd • omwille van standaardisering met de rest van de Maersk vloot, krijgen vaders 7 dagen vaderschapsverlof in plaats van de huidige wettelijke 2 dagen • reparatie van het 3de WW jaar conform de afspraken die gemaakt zijn in het Sociaal Akkoord 2013 en de Stichting van de Arbeid. Hiermee worden de verslechteringen in de WW bij werkeloosheid en de WGA bij arbeidsongeschiktheid ongedaan gemaakt

Instemming leden Maarten Keuss: ‘Na de toelichting, waarbij ook gelegenheid was tot het stellen van vragen en voor onderlinge discussie, konden de aanwezige leden zich uitspreken over het principeakkoord. De aanwezige leden konden zich unaniem vinden in het bereikte resultaat. Dit is uiteraard altijd fijn om te horen. Dit betekent dat er nu een nieuwe driejarige cao is voor de werknemers in dienst van Maersk Ship Management B.V.’

Gastles cao’s ‘Hoe beviel je eerste stage en waar ga jij je tweede stage lopen? Waar zie jij jezelf na je opleiding varen? Wat is een cao? January 2018 53 nautilusint.org

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NL NEWS

KOSTENREDUCTIE EN ONTSLAGAANVRAAG

REORGANISATIE ROYAL SMALS OMSTREDEN Het in Cuijk gevestigde baggerbedrijf Royal Smals heeft Nautilus/FNV Waterbouw in oktober geïnformeerd dat het gedwongen was te reorganiseren vanwege slechte marktomstandigheden. Voor 9 medewerkers dreigde op korte termijn ontslag. FNV Waterbouw en zijn leden bij Smals gingen hier echter niet zomaar mee akkoord. Dit werd duidelijk op een door FNV Waterbouw belegde ledenvergadering op 26 oktober.

Naar de rechter FNV Waterbouw adjunct bestuurder Jelle de Boer: ‘De Smals directie stelde dat er minder werk is. Maar zowel van onze leden als ook van Smals Ondernemingsraad leden hoorden we dat dit niet klopt. Er is in ieder geval de komende maanden volop werk en niemand kan worden gemist. Ook bleek de meerderheid van de Ondernemingsraad leden bij Smals niet akkoord te willen gaan met dit directiebesluit. Terwijl de OR volgens de Smals directie wel akkoord zou zijn gegaan. Samen met de leden hebben we afgesproken dat we eerst inzage moesten krijgen in de financiële gegevens en de orderportefeuille, die nut en noodzaak aantoonden van deze voorgenomen reorganisatie. De Waterbouw

cao geeft ons hier het recht toe. Als de Smals directie dit blijft weigeren, want we hebben hier al eerder om gevraagd, dan stappen we naar de kantonrechter.’

Druk opvoeren Jelle de Boer: ‘De directie bleef echter weigeren om ons de gevraagde informatie te geven. Daarom hebben wij vervolgens de druk opgevoerd en is er een dagvaarding opgesteld om een kort geding bij de kantonrechter aan te spannen om deze informatie via de rechter op te eisen. Dit heeft er uiteindelijk toe geleid dat de directie besloot om wel de gevraagde info te geven en werden wij op kantoor uitgenodigd, waarbij wij de onderliggende stukken aangeleverd kregen.’

Financiën ‘Tijdens dit gesprek is door de directie verteld hoe de onderneming er financieel voorstaat. De baggerafdeling maakte de afgelopen drie jaar verlies en ook dit jaar verwacht men niet veel verbetering. Om er voor te zorgen dat het bedrijf niet verder afglijdt, heeft men ingezet op kostenreductie, welke helaas gepaard is gegaan met gedwongen ontslagen. Wij hebben ingezet

dat er niemand wordt ontslagen, maar van werk naar werk wordt begeleid.’

Orderportefeuille Uit de informatie over de orderportefeuille is gebleken dat de omvang tot begin volgend jaar onvoldoende is om de lasten te dekken. Er zijn dus meer acquisitie inspanningen vereist om meer opdrachten binnen te krijgen. Om die uitdaging het hoofd te kunnen bieden, gaat Smals meer focus aanbrengen op: niet meer mechanisch, maar meer hydraulisch baggeren, slib ontwateren en de zandwinning. Om meer opdrachten binnen te kunnen halen, zal ook de commerciële afdeling worden versterkt.

Belangenbehartiging Er was vanuit de directie van Smals geen bereidheid om een sociaal plan voor de negen getroffen werknemers af te sluiten. Daarom heeft Nautilus/FNV Waterbouw, naast de bovengenoemde collectieve belangenbehartiging, vier leden basis bijgestaan in hun ontslag door het tekenen van een vaststellingsovereenkomst met Smals. Hierbij zijn een aantal verbeteringen in de voorwaarden van de vaststellingsovereenkomst behaald, zoals een positief getuigschrift met positieve referenties, voor iedereen tekengeld erbij en bij één lid een hogere vergoeding. Alle vier de leden hebben gelukkig (zicht op) ander werk.

R E O R G A N I S AT I E B E D R I J F S V O E R I N G

PRINCIPE AKKOORD SOCIAAL PLAN HEEREMA Op 4 december bereikten Nautilus en andere betrokken bonden een principe akkoord over het sociaal plan voor de door de reorganisatie getroffen medewerkers bij Heerema. Heerema kondigde op 24 oktober jongstleden aan dat zij het voornemen had om te gaan reorganiseren. Gedwongen ontslagen waren hierbij helaas onvermijdelijk. Heerema is wereldwijd actief als maritieme aannemer in de internationale offshore olie- en gasindustrie en transporteert, installeert en verwijdert offshore installaties. Dit doet Heerema met behulp van half afzinkbare kraanschepen en diepwaterconstructieschepen.

Vinger aan de pols Jelle de Boer: ‘Voor de mensen die in dienst blijven, is het niet geheel zeker of de ingezette koers van de directie zal slagen. Daarom hebben wij, namens de leden, afgesproken om nadrukkelijk de vinger aan de pols te houden door elk kwartaal een gesprek met de directie te voeren om de voortgang van de bedrijfsontwikkelingen nauwgezet te kunnen volgen.’

Ledenvergaderingen Nautilus bestuurder Marcel van Dam, vlak voor het ter perse gaan van dit nummer: ‘Op dit moment leggen we de laatste hand aan de tekst van dit sociaal plan. En op 13 december organiseren we, samen met het Verenigd Offshore Collectief (VOC), ledenvergaderingen aan boord van de Thialf om het sociaal plan met onze leden te bespreken.’ Meer hierover in de volgende Telegraph.

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ZORG EN ARBEID

T I P S S TA G E P L A AT S E N

LEDEN BIJ SPLIETHOFF AKKOORD MET NIEUWE CAO Ook is er een stevig commitment afgesproken voor de plaatsing van alle Nederlandse stagiairs in de sector.

Duurzame inzetbaarheid Verder gaan Nautilus en de reders bouwen aan een fonds en een pool om generatiepacten in betere tijden mogelijk te maken. Alles in het kader van ‘gezond werkend ouder worden’ in de zeevaart. Maar ook om zorg en arbeid beter te kunnen combineren.’ Na een schriftelijke raadpleging hebben onze leden bij Spliethoff in grote meerderheid ingestemd met hun nieuwe cao. Eerder hadden onze leden die onder de sector-cao VWH vallen al op een ledenvergadering hun goedkeuring verleend aan hun nieuwe cao. De looptijd van beide cao’s is van 1 april 2017 t/m 31 maart 2018.

Nieuwe cao’s Handelsvaart (VWH) en Spliethoff In oktober 2017 was tussen delegaties van Nautilus, de VWH en Spliethoff een principe overeenstemming bereikt over een nieuwe eenjarige CAO voor werknemers op schepen in de Handelsvaart (VWH CAO) en bij Spliethoff.

Loonstijging en werkgelegenheidspact Cao-onderhandelaars Sascha Meijer en Marcel van Dam: ‘Ondanks de magere tijden in de Koopvaardij denken wij een redelijk resultaat te hebben behaald voor onze leden. Wij spraken een loonsverhoging van 1,5% per 1 januari 2018 af en een werkgelegenheidspact voor Nederlandse zeevarenden.

Extra vakbondsverlof Het vakbondsverlof voor bestuursen kaderleden van Nautilus International wordt verhoogd naar 5 dagen per jaar. Een andere afspraak betreft de reductie van contant geld aan boord wegens een combinatie van veiligheidsaspecten en hoge kosten bij cash opnames. Beide cao’s worden nu tekstueel in orde gemaakt en vervolgens aangemeld bij het ministerie van Sociale Zaken en Werkgelegenheid.

Voorbereidingen nieuwe cao beginnen alweer… Aangezien de overeengekomen cao’s slechts voor 1 jaar gelden zal Nautilus begin 2018 alweer starten met de voorbereidingen voor nieuwe cao’s per 1 april 2018. Indien u input heeft voor dit traject kunt u nu al contact met ons opnemen via infonl@ nautilusint.org

GESLAAGDE GASTLESSEN OP ROC FRIESE POORT URK Medio november bracht Nautilus een bezoek aan de maritieme school ROC Friese Poort op Urk. Twee koopvaardijklassen kregen een gastles over de taken van een vakbond. Onder andere cao’s en andere arbeid-gerelateerde onderwerpen kwamen hierbij aan bod. Ook kregen de studenten tips over het vinden van een stageplaats en over hoe te solliciteren.

Jezelf onderscheiden van de rest Nautilus adjunct bestuurder Maarten Keuss en communicatie stagiair Renko Renaud kwamen namens Nautilus de gastlessen verzorgen. Om 11.00 uur stond de eerste klas met koopvaardijstudenten van niveau 3 en 4 klaar. Deze studenten gaan in februari hun eerste stage lopen. De les begon daarom ook met een stukje zelfreflectie, waarin leerlingen gevraagd werden hoe zij zich onderscheiden van medestudenten. Deze vraag is belangrijk voor het bewustzijn van de eigen kwaliteiten, wat op zichzelf weer erg belangrijk is voor zowel het schrijven van een goede sollicitatiebrief, als bij het sollicitatiegesprek. De leerlingen merkten al snel dat deze vraag moeilijker te beantwoorden was dan gedacht. Niet zo gek, op andere scholen hebben studenten het ook lastig met het beantwoorden van deze vraag. Dit is ook de reden om het (h)erkennen van eigen kwaliteiten extra aandacht te geven.

Kennismaking met de vakbond De meeste studenten waren al aardig op de hoogte: ‘de vakbond komt op voor de rechten van werknemers’. Wat de vakbond daadwerkelijk doet om deze belofte na te komen was daarentegen weer een ander verhaal. In de les is onder andere behandeld hoe een vakbond werkt, maar ook wat een vakbond precies doet bij cao-trajecten en individuele juridische hulpverlening. Na enkele voorbeelden was het de studenten een stuk duidelijker geworden. ‘Eerst had ik wel een idee van wat een vakbond was, maar nu snap ik veel beter wat ze doen’, vertelde student Keem Prakothan ons.

Lekker jezelf blijven De locatie op Urk is een van de kleinere in het rijtje van ROC scholen. Student Keem Prakothan kwam zo’n 4 jaar geleden op Urk wonen en moest zich wel even aanpassen. ‘Het is hier wel een hechte gemeenschap, dat merk je wel. Je moet je daar niet door laten afschrikken en gewoon lekker jezelf blijven’, aldus Keem. Zo’n gemeenschap brengt ook weer veel voordelen met zich mee. Zo heeft de vader van leerling Dirk Hartman bijvoorbeeld voor maar liefst 7 klasgenoten een stageplaats geregeld bij Hartman Marine Group BV. Meer informatie over ROC Friese Poort vestiging Urk is te vinden op: www.rocfriesepoort.nl/vestiging/urk-lange-riet

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ARBEIDSVOORWAARDEN

PENSIOEN EN CAO IN RIJN— EN BINNENVAART IN DE MAAK De cao-partijen, waaronder Nautilus, in de Rijn- en Binnenvaart koersen af op een akkoord over het pensioen en de cao. Er is nog één horde te nemen en die gaat over de vraag of de pensioendeal afhangt van de cao-deal. De onderhandelingen gaan over twee grote en belangrijke zaken:

premie heeft opgebracht, namelijk de actieve deelnemers in het pensioenfonds. De jaarlijkse opbouw van pensioenrecht is even hoog als in 2017. In 2019 en 2020 gaat die opbouw omhoog als de rente in de wereldmarkt stijgt. De actieve deelnemer krijgt dan meer waar voor de premie van 22,5%.

Het pensioen

De nieuwe cao

Partijen lijken zich te kunnen vinden in een afspraak voor drie jaar. Tot en met 2020 wordt de pensioenpremie 22,5% van de pensioengrondslag. Dat is zoals in 2017. Dat komt ongeveer neer op 11% van de loonsom. Er wordt 1/3 deel ingehouden op het loon. Daarnaast is het voornemen om de pensioenrechten die voorlopig toegezegd zijn om te zetten in echte rechten. De onzekerheid voor de rechthebbenden is dan voorbij. Aanvullend is gekeken naar de financiële reserve die bij deze voorlopige rechten hoort. Die reserve is groter dan nodig. De intentie is om het overschot om te zetten in verbetering van de pensioenrechten van de groep die de

Het andere grote thema in de onderhandelingen gaat over de cao. Al enige jaren is er geen cao meer. In januari 2018 wordt gesproken over hoe de animo onder werkgevers voor het afsluiten van een collectieve arbeidsovereenkomst kan worden vergroot. De ‘welwillende werkgevers’ hebben geen zin om zich te binden aan de cao als tegelijk de ‘niet welwillenden’ niet meedoen. Op zich begrijpelijk. Maar hoe krijg je het toch zover dat de coalitie van ‘welwillende werkgevers’ groot genoeg is? De cao kan dan namelijk algemeen verbindend worden verklaard voor de gehele bedrijfstak. Voor Nautilus en onze leden is dat heel belangrijk. Met name om de leden bij de ‘onwelwillende werkgevers’ meer rechten te

geven dan louter het wettelijk minimum. De cao-partijen lijken zich te kunnen vinden in een geleidelijke aanpak. Eerst beginnen met een update van de cao uit 2013, basaal en zonder pretenties. Bedrijven doen vrijwillig mee. Een groep van vrijwillige bedrijven kunnen dan samen de cao omarmen. De cao wordt vervolgens officieel gemaakt en krijgt juridische kracht. Het hangt van de werkgeversorganisaties en van onze leden in de bedrijven af of er snel meer ‘aansluiters’ bij komen. De partijen aan tafel beloven plechtig er ook werk van te maken.

Pensioenvoordelen werkgevers De vraag die nog niet in de onderhandelingen is beantwoord is of de pensioenvoordelen voor werkgevers – onder andere premieverlaging – pas genoten mogen worden als het inderdaad lukt om veel bedrijven aan de cao te verbinden. Het antwoord zal half december bekend zijn, na het ter perse gaan van dit nummer. En daarmee zal ook bekend worden of het een driejarendeal over cao en pensioen gaat worden. Wordt vervolgd.

OFFSHORE

SAVE THE DATE Ja 71%

Nautilus Offshore Conferentie 27 maart Vorige maand vroegen wij: Bent u het eens Off shore Leden: denk en praat mee over onze Offshore Conferentie met de Faststream research uitkomsten Op 27 maart 2018 organiseert Nautilus/FNV Waterbouw een grote Offshore Conferentie. waarin geconcludeerd wordt dat voormalige zeevarenden vaak demet beste leidinggevenden Graag bereiden wij dieniet voor onze leden, werkzaam in de Offshore. Wat houdt u bezig aan wal zijn?in de Offshore? Wat kunnen wij als bond voor u doen? Wat is er in de sector als werknemer niet goed geregeld? Welke onderwerpen vindt u interessant voor de conferentie? Wat voor sprekers zou u graag horen? Heeft u suggesties voor een passende locatie? De dag staat zowel in het teken van de Offshore Olie en Gas als van de Offshore Wind.

Nee 29%

Brainstorm mee op 16 januari Op 16 januari 2018 in de namiddag willen wij graag met onze leden uit de offshore brainstormen over de conferentie. Wilt u meepraten? Meld u dan alvast aan bij : infonl@nautilusint.org Ook alsvan u niet kunt komen,is: maar ideeën of suggesties heeft, dan horen wij dat graag De poll deze maand Bentwel u van mening per mail van u: dat u, alles bijinfonl@nautilusint.org elkaar genomen, een goede

baan heeft? Geef ons uw mening online, op nautilusint.org/nl nautilusint.org 56 January 2018

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LOONONTWIKKELING EN PREMIEVERDELING

CAO ONDERHANDELINGEN KOTUGSMIT: VOORZICHTIGE TOENADERING, MAAR OOK GROTE VERSCHILLEN De havensleepbedrijven van Smit (Harbour Towage Rotterdam/SHTR) en Kotug (Harbour Towage Rotterdam/ KHTR) zijn in 2016 samengegaan in één havensleepdienst onder de naam KotugSmit (Towage Rotterdam). In december 2016 zijn de vakbonden en werkgever het eens geworden over de doelstelling om van de 3 arbeidsvoorwaardenpakketten te komen tot 1 geïntegreerd pakket in een cao die voor alle varende medewerkers gaat gelden. Dit is een lang en moeizaam proces. Hierover wordt regelmatig een update gegeven in de Telegraph.

voldoende groepswinst van KOTUG SMIT een voorwaarde is voor het betalen van een bonus. 'Wij willen een bonussysteem dat gerelateerd is aan Rotterdamse prestaties en met criteria die voor ons controleerbaar zijn. Het zou immers gek zijn als door bijvoorbeeld investeringen in nieuwe buitenlandse projecten de Rotterdamse crew minder of geen bonus zou verdienen.’

Andere premieverdeling

‘Verder willen wij een andere premieverdeling voor de werknemers die zijn aangesloten bij het Op 15 november jongstleden was er weer een nieuwe Bedrijfspensioenfonds voor de Koopvaardij (BPF ronde in het cao-overleg. Na de doorbraak in oktober, Koopvaardij). En tevens hierbij het premiedeel voor de namelijk de toezegging dat per 1 januari 2018 voor alle SMIT werknemer verlagen en dat voor de werkgever verhogen. Crew(SC) en KHTR-werknemers wordt uitgegaan van een Wat ons betreft blijven de bepalingen rondom rustblokken 23-wekenrooster zonder ﬂex, zijn de onderhandelingen gewoon in de cao staan. Hierover is in het verleden intensief nu in een stroomversnelling geraakt. Nautilus cao overleg gevoerd en die blijken in de praktijk goed te voldoen. onderhandelaar Carl Kraijenoord: ‘De belangrijkste stap Tevens zijn ze mede grondslag voor de beloning van uren en vooruit is nu dat de werkgever met een bruikbaar voorstel overuren. is gekomen voor het omrekenen van de lonen. Dit voorstel De werkgever wil dat iedereen straks Engels gaat spreken is in het overleg besproken en er moeten nog wat op sleepboten. Wij willen, in het belang van de punten op de i gezet worden. De verwachting is veiligheid, afspreken dat Nederlands de voertaal wel dat we daar mee verder kunnen komen. blijft op sleepboten in de Rotterdamse haven en 3 arbeidsvoorTegelijkertijd wordt er hard gewerkt door een dat alle bemanningsleden die taal dus machtig waardenpakketten; comité van onderhandelings-delegatieleden moeten zijn. Als laatste wil de werkgever het 23 wekenrooster zonder ﬂex en OR-leden van SHTR/SC- en KHTR, die samen mogelijk maken om gepensioneerde collega’s met de werkgever proberen om tot een rooster alsnog op een nul-urencontract dienst te laten te komen voor 2018 (en de jaren daarna). Ook dat doen. Wij zijn daar niet voor.’ vraagt de nodige tijd en energie maar er is hoopgevende voortgang in dat proces. Maar ook hierbij zijn echter nog Indeling cao tientallen andere dingen te bespreken en overeen te komen. ‘Dan zijn er ook nog tal van andere punten en onderdelen Veel van die onderwerpen zijn op ook 15 november aan de waarop de partijen elkaar nog niet hebben gevonden. Dat orde geweest maar van overeenstemming over al die punten geldt voor de indeling van de cao. Werkgever stelt voor een is zeker nog geen sprake.’ cao te maken voor SC-KHTR en de SHTR-cao volledig als apart deel in de cao op te nemen. Wij willen een cao waarin Een greep uit de verschillen van inzicht: zoveel mogelijk bepalingen voor iedereen, dus voor exOver looptijd en loonontwikkeling liggen de posities SHTR en ex-SC en ex-KHTR, precies hetzelfde luiden. En dat bijvoorbeeld nog ver uit elkaar. De werkgever wil in een cao kan ook. Het aantal SHTR-bemanningsleden wordt in de van 2017 tot en met 2019 hooguit 2% loonsverbetering voor komende jaren weliswaar snel kleiner, maar dat is voor ons iedereen. De Automatische PrijsCompensatie (APC) wil de geen reden om hun arbeidsvoorwaarden als aanhangsel in werkgever niet in de cao voor SC en KHTR opnemen. Carl de cao op te nemen. Kraijenoord: ‘Wij denken aan een langere looptijd (en dus Goed, verschillen genoeg dus. Maar nu de werkgever duidelijkheid en welverdiende rust op dit front), en willen dat bereid is de SC-voorwaarden ook voor KHTR van toepassing de APC voor iedereen onderdeel wordt van de cao. Het is de te verklaren, ziet het er voor de KHTR-bemanningen al wel eenvoudigste manier om de lonen te laten meestijgen met beter uit dan voorheen: een groter deel vast en een kleiner de ontwikkeling van prijzen; dus om koopkrachtbehoud te deel variabel loon en bijvoorbeeld een betere doorbetaling garanderen. bij (langdurige) ziekte. We gaan de komende weken weer veel 'De werkgever wil een bonussysteem afspreken, waarin huiswerk doen.’

Stroomversnelling

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PENSIOEN

NAUTILUS LEDEN TEGEN UITHOLLING KOOPVAARDIJPENSIOEN Aan het eind van elk jaar overleggen de sociale partners (werkgevers en werknemers) met elkaar of het noodzakelijk is de pensioenregeling aan te passen. Is bijvoorbeeld de kostendekkendheid van de pensioenpremie en daarmee de betaalbaarheid van de regeling nog voldoende? Ook voor 2018 heeft inmiddels toetsing van de kostendekkende premie plaatsgevonden. Over het afgelopen jaar is de rente opgelopen, waardoor de kosten van pensioenopbouw afnemen. Hierdoor bestaat wat Nautilus betreft de mogelijkheid om de regeling in 2018 in positieve zin aan te passen.

Hiervoor komen twee verschillende keuzes/opties in aanmerking: De opbouw van het partnerpensioen kan worden opgehoogd van 24% naar 37% …of: Het opbouwpercentage ouderdomspensioen kan worden opgehoogd van 1,604% naar 1,684%.

Reders doen verslechteringsvoorstellen

‘Echter de reders hebben ons eind november laten weten dat zij vooral neigen naar een premieverlaging, in plaats van een gedeeltelijke reparatie van het partnerpensioen of voor een hogere opbouw van het ouderdomspensioen. Dit zou betekenen dat zij de huidige regeling in stand willen houden en het overschot (ongeveer 2,5 miljoen Euro) in het premiebudget terug te laten vloeien naar werkgevers en werknemers, door het premiepercentage ( thans 25,9 % van de pensioengrondslag) te verlagen. De reden dat de reders dit signaal afgeven is de slechte economische situatie in de Koopvaardijsector. Hiermee tornen de reders echter wel aan de pensioenopbouw van de zeevarenden. Dit terwijl we nog in 2015 een pensioenakkoord hebben gesloten waarin goede afspraken zijn gemaakt over het beschikbare premiebudget. Kennelijk willen de reders dit akkoord nu openbreken! Ook zou dit betekenen dat in slechte tijden de premie niet mag worden verhoogd en deze in betere tijden wel omlaag mag!’

Nautilus pensioenbestuurder Marcel van Dam:

Nautilus leden tegen verslechteringsvoorstellen werkgevers

GEEF UW MENING

‘Als Nautilus zijn we het hier absoluut niet mee eens. Daarom ook hebben we onze leden over

deze uithollingsplannen breed geïnformeerd. Inmiddels hebben we begin december ook een aantal ledenvergaderingen gehouden. En ook hier blijkt dat onze leden deze verslechteringsvoorstellen absoluut afwijzen.

Nautilus leden voor gedeeltelijke reparatie opbouw partnerpensioen De leden hebben zich inmiddels unaniem uitgesproken tegen aanpassing van de pensioenpremie en

Handen af van 5% forfait regeling Tevens gaven onze leden vrijwel unaniem te kennen dat zij niet af willen van de 5% forfait regeling zoals door de werkgeversdelegatie nu wordt geopperd. Van problemen in de uitvoering van deze regeling is namelijk onvoldoende gebleken. Bovendien zijn onze leden van mening dat een verlaging van de grondslag, voor de opbouw van het pensioen voor de populatie die onder deze regeling valt, ongewenst is. Nautilus heeft, vlak voor het ter perse gaan van dit nummer, dit standpunt van haar leden overgebracht aan de reders en aan het Bedrijfspensioenfonds Koopvaardij. Duidelijk is dat het laatste woord hier nog niet over gesproken is! Wordt vervolgd.

Vorige maand vroegen wij: Bent u van mening dat u, alles bij elkaar genomen, een goede baan heeft?

Nee

PENSIOEN INGREEP IN 2017

Ja 7 4

Bent u van mening dat zeemanshuizen een belangrijke functie blijven behouden in de 21e eeuw? Geef ons uw mening online, op www.nautilusint.org/nl

In november 2016 informeerden wij onze leden dat per 1 januari 2017 de pensioenregeling werd gewijzigd met betrekking tot de opbouw van het partnerpensioen. Een ingreep was toen nodig om de premie kostendekkend te houden bij een sterk gedaalde rente. Een premieverhoging kon niet, want in 2015 was een afspraak gemaakt over het beschikbare premiebudget. Door sociale partners is er toen voor gekozen om het opbouwpercentage voor het partnerpensioen te verlagen. De verlaging van dit deel van het nabestaandenpensioen werd op risicobasis verzekerd. Verlaging vond zodanig plaats dat de premie

kostendekkend werd. Nautilus vond deze keuze verdedigbaar. Het alternatief, een lagere opbouw, zou een groter inkomenseffect hebben gehad voor partners van de zeevarenden bij overlijden van de zeevarende tijdens actieve dienst dan deze maatregel. Immers, als er in totaal minder pensioen wordt opgebouwd, wordt de grondslag voor het te berekenen partnerpensioen automatisch ook lager.

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ARBEIDSOVEREENKOMST

NAUTILUS STAAT VOOR U KLAAR ‘Bezint eer ge begint’

Op de arbeidsovereenkomst is een uitgebreid stelsel van wettelijke regels van toepassing, die veelal de bescherming van de werknemer beogen. Deze bescherming heeft als doel de ongelijkheid tussen enerzijds de vaak economische afhankelijkere werknemers en anderzijds de veelal sterkere werkgever te compenseren.

Tekenen bij het kruisje Werkgever en werknemer mogen op individuele basis uiteraard allerlei zaken met elkaar afspreken en vastleggen. De meeste werknemers ondertekenen de door hun nieuwe werkgever voorgelegde arbeidsovereenkomst ‘bij het kruisje’. Zonder eerst goed te overwegen wat daarvan de gevolgen zijn als zij in de toekomst met de werkgever in onmin zouden raken. En dat is nu juist een van de belangrijkste redenen waarom zaken op papier gezet worden. Zolang werkgever en werknemer in harmonie met elkaar omgaan, zal de arbeidsovereenkomst veelal in de kast blijven liggen. Maar op het moment dat er zich een conflict voordoet, gaan partijen pas goed bekijken onder welke afspraken zij hun handtekening hebben gezet. En dat kan, met name voor de werknemer, soms ongunstig uitpakken.

Toch geen uitbetaling overuren U ziet het al aankomen: Jasper werkte veel over. Vanuit de vaste overtuiging dat het inderdaad wel goed zou komen, sprak hij hier verder niet over met zijn leidinggevende. Totdat Jasper na 13 maanden problemen kreeg met de riolering van zijn huis. Hij vroeg zijn leidinggevende of hij zijn overuren betaald kon krijgen, zodat hij de loodgieter kon laten komen. Het antwoord dat Jasper van personeelszaken kreeg, was dat hij een ‘all-in’ salaris had en daarom geen recht had op uitbetaling van overuren. Toen Jasper zijn leidinggevende herinnerde aan hun mondelinge afspraak over overwerk, gaf deze echter niet thuis. Jasper maakte zich hierover zo kwaad dat hij hartritmestoornissen kreeg en zich ziek meldde. Twee weken later viel zijn loonstrook op de mat. Wat bleek? De werkgever had de afgesproken netto onkostenvergoeding ingehouden omdat hij immers niet gewerkt had.

‘Of dat in geld of vrije tijd zou zijn? Ach… dat zou wel goedkomen...'

‘All-in’ salaris Dit overkwam bijvoorbeeld ons lid, de heer Jasper Post*. Jasper was aangenomen op basis van een contract van 22 maanden. Met de bedoeling om hem, bij gebleken geschiktheid, een contract voor onbepaalde tijd aan te bieden. De werkgever wilde Jasper zo graag in dienst nemen, dat hij hem naast het cao loon ook nog een onkostenvergoeding van € 250 netto per maand had toegezegd. Daardoor zou Jasper iets meer gaan verdienen dan bij zijn vorige werkgever. Ook stond er in zijn arbeidsovereenkomst dat zijn salaris ‘all-in’ was, waarmee bedoeld werd dat zijn overuren bij zijn salaris waren inbegrepen. Jasper’s leidinggevende gaf aan dat overwerk sporadisch voorkwam en dat, als het wel structureel zou worden, Jasper dan zijn overwerk wel vergoed zou krijgen. ‘Of dat in geld of vrije tijd zou zijn? Ach…dat zou wel goedkomen…’

Inschakelen van Nautilus

Uiteindelijk is het, toen Jasper zijn vakbond Nautilus inschakelde, toch goed gekomen met Jasper, mede dankzij de voor hem geldende cao. Hierin staat vastgelegd wanneer en hoe er overwerk betaald moet worden. Zijn overeengekomen cao loon rechtvaardigde geen ‘all-in’ salaris. Door tussenkomst van Nautilus is het conflict niet verder uit de hand gelopen en heeft de werkgever de overuren uiteindelijk keurig betaald. Over de inhouding van de onkostenvergoeding van € 250 bij ziekte heeft Nautilus de werkgever laten weten dat de fiscus deze vergoeding als loon zal beschouwen, waarop belasting ingehouden dient te worden. De werkgever is verplicht dit bedrag te bruteren en deze (onkosten) vergoeding ook te betrekken bij de loondoorbetaling tijdens de arbeidsongeschiktheid van Jasper.

Schriftelijk vastleggen Kortom, ons advies is…beoordeel belangrijke overeenkomsten altijd vanuit de gedachte: ‘Welke afspraken gelden als we in onmin raken?’. ‘Leg belangrijke mondelinge afspraken schriftelijk vast zodat u er later op terug kunt vallen’. En raadpleeg Nautilus wanneer u twijfelt of hulp nodig heeft. Wij staan voor u klaar, via: infonl@nautilusint. org of, tel.: +31 (0) 10 4771 188. (*Jasper Post is een gefingeerde naam.)

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R E C RU I T M E N T

CSMART is looking for you!

CSMART, which was established in 2009, has grown with recognised success prompting Carnival Corporation to commit to a €85 million investment in a new, custom designed Maritime Training Centre in the Netherlands. CSMART Academy uses the very latest, state-of-the-art technology and methodology. It consists of Bridge/Engine Room Full Mission & Part Task Simulators and practical Electrical Training Laboratories. The number and range of engineering courses will more than double over the next few years.

Engineering Instructors Electrical CSMART Academy is currently looking for high-quality maritime professionals who have experience with cruise ship electrical systems. Applicants must have a high degree of self-motivation and a proven ability to work independently as well as an active team member. Duties & Responsibilities As an Engineering Instructor, you are an integral part of the CSMART team, being a role model for Carnival’s engineering staff. Key responsibilities include: • Delivering training to ship-board technical staff • Developing courses/new procedures to be implemented on board ships • Keeping up-to-date with current practices and technology • Ship visits to maintain/update practices on board Requirements • Typically be or have been in the role of Senior Engineer/Superintendent, Senior Electrical Technical Officer, Electrical Technical Officer, Subject Matter Experts (SME) Electrical/Automation Engineering • Cruise Ship experience is preferred • Experience in teaching/instructing would be an asset As part of our remuneration package for these specialised roles, CSMART is able to offer successful candidates a competitive salary & benefits package including but not limited to; relocation, pension plan, disability insurance and international schooling for children.

Should you be interested in applying, kindly send your CV to the following address: csmartrecruitment@carnival.com Further details are available on the CSMART website www.csmartalmere.com

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R E C RU I T M E N T

ANTARCTICA The coolest jobs in the world Find your job opportunity of a lifetime at

www.bas.ac.uk/jobs/vacancies CURRENT VACANCIES: Third Engineer Able Seaman Senior Steward on board Royal Research Ship SIR DAVID ATTENBOROUGH

Congratulations

The UK and global nuclear industry needs nuclear materials to be constantly managed and moved. INS is the specialist team helping to solve these complex nuclear challenges.

management; strong contract management and delivery skills with management experience of a large contract. Apply by 2nd January by emailing paul.mount@capita.co.uk

A new senior manager role has been created to head up the Ship Management Team, reporting to the Head of Shipping, to drive the technical delivery of the ship management contracts and to lead management of physical protection on the vessels. The individual will be expected to act as the intelligent customer and have marine experience to strengthen our capability in this area. The role requires an individual with strong leadership and team management skills; strong experience in marine

Providing courses to serve the maritime industry for 125 years.

Capita is managing the recruitment of this role. Interviews to be held week commencing 8 January 2018, in Warrington, Cheshire. The preferred location for this opening is Barrow, Cumbria.

Find out more at our open day

20 JAN 2018 10:30am - 2.30pm

TO THE CLASS OF 2017

FOR MORE INFORMATION

E maritime@blackpool.ac.uk T 01253 504 800 W blackpool.ac.uk/nautical

BLACKPOOL.AC.UK Contact us... nautilusjobs@redactive.co.uk / 020 7880 6212

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R E C RU I T M E N T

Wishing you a happy New Year from all at

• • • •

Your first port of call

We are urgently seeking the following Deck and Engineer Ofﬁcers and Ratings Catering & On Board Services for Ferries ERRV Crew Various temporary assignments for all ranks onboard • Tugs (Master & Chief Engineers - Saudi Arabia) • CTV’s • Survey / Research • Multicat / Workboats The Square, Fawley, Southampton, SO45 1TA Tel: +44 (0)23 8084 0374 www.seamariner.com

DEEP SEA & COASTAL PILOTS LIMITED We currently have several vacancies for full time Deep Sea Pilots and are looking to recruit Masters with a valid STCW II/2. You will need to have a minimum of three years deep sea command experience and be required to meet the criteria for Certiﬁcation by the UK Trinity House. A knowledge of the English Channel/North European water will be of requirement to your application. All applicants will be required to attain a valid license issued by Trinity House (London, Newcastle or Hull). We are primarily looking for candidates who reside in the UK. All applicants must have existing EU working entitlement and be able to demonstrate a legal right to take up residence in the UK. Applications to be sent to seapilots@dscp.net for the attention of Chris Brooks. For background on our company proﬁle please refer to www.deepseapilots.com

Manchester Pilots Ltd Eastham, Wirral Attractive salary, permanent shore-based positions

We invite applications from suitably qualified personnel to fill current and anticipated future vacancies for Marine Pilots on the Manchester Ship Canal based at Eastham, Wirral. The successful applicants who will be authorised by Peel Ports Limited as the competent Harbour Authority, will work on a self employed basis piloting a variety of vessels. It is essential that you have a Master Unlimited (STCW II/2) Certificate of Competency, preferably with command and/or previous Pilotage experience. Interested applicants should forward their CV to the Training Officer: training@ manchesterpilots.com

VACANCIES IN SAUDI ARABIA Positions available to work in Saudi Arabia with a reputable marine contractor offering excellent remuneration for a fleet of VSP (Voith Schenider Propulsion) and other harbour tugs. We arr inviting suitable applicants of any nationality with valid/appropriate STCW certification and medical fitness certificate.

Find your ultimate job at sea or ashore jobs.nautilusint.org

PORT CAPTAIN Responsible for the entire operational management of the harbour vessels and crafts including QHSSE and emergency response, with minimum 4 years’ experience in similar position and previous command experience preferably on VSP tugs.

an average of

224

jobs posted every month on Nautilus jobs

VSP TUG MASTER Minimum of 2 years’ command experience on VSP tugs in port operations.

CHIEF ENGINEER Minimum of 2 years’ experience as Chief Engineer with previous sailing on VSP tugs preferred.

Please apply in confidence by sending your CV with cover letter to info@marser.com.sa

Nautilus International Jobs is the oﬃcial jobs board for Nautilus International

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PROFILE

THE FACE OF NAUTILUS Ross Cleland, Council member

oss Cleland – one of the new He secured a cadetship with Clyde Marine, members of the Nautilus sponsored by NorthLink Ferries. ‘I really Council – made an interesting enjoyed it – and the crew members were change of career when he great, really willing to help me, teach me and decided to be a seafarer. answer all my questions.’ ‘I had been on my way to a rugby match at The cadetship ended in August, and Ross the age of 18 when someone got hit by a bus,’ passed his orals before going on to study for his he recalls. ‘They were knocked unconscious and I HND. ‘I’m due to finish that in February and after knew nothing about how to help them other than that I will go straight out to find work. I like the calling 999. ferry sector, but I also like the idea of cruiseships ROSS CLELAND ‘After the incident, I reflected on how I could and superyachts to some extent,’ he adds. WAS ELECTED have helped and went on to become an emergency ‘Even though there are some issues at present, TO THE NAUTILUS INTERNATIONAL responder in my home town of Barry.’ I would still recommend a cadetship to anyone,’ COUNCIL IN 2017 After four years of providing frontline medical Ross reflects. ‘It is an industry that can offer some assistance, Ross decided it was time to make a amazing opportunities, especially if you don’t want change. ‘Barry is a seafaring a nine-to-five job.’ town and I did lots of yacht Ross became involved with sailing when I was young and Nautilus after attending the was involved in the Sea Scouts UK Branch Conference when it for many years,’ he says. ‘I was was held in Cardiff. ‘After that, I on a cruise with my mum and went to meetings of the Young dad and remember looking at Maritime Professionals Forum the deck officers and thinking and I thought I could do even that I would love to do their job more, so decided to stand for one day. Council,’ he explains. ‘At the age of 23, I decided to make the step,’ he adds. ‘I thought ‘I want to help make a change and represent the younger that if I didn’t do it then, I never would.’ members,’ Ross says. ‘I had noticed that it seemed to be older Ross says he believes it was beneficial to begin his cadetship members on the Council and I thought it needed to have a with some life experience under his belt. ‘I hadn’t been massively voice of the younger generation helping to influence the motivated at school, and if I had gone straight to maritime college, maritime industry. I really want to be that voice at such an I don’t think I would have applied myself so well.’ important time.’

'I want to help make a change at Nautilus and represent the younger members'

WITNESSING AN ACCIDENT AGED 18, ROSS WISHED HE COULD HAVE HELPED MORE AND DECIDED TO TRAIN AS AN EMERGENCY RESPONDER

AFTER FOUR YEARS OF PROVIDING FRONTLINE MEDICAL ASSISTANCE, HE FELT THE CALL OF THE SEA AGAIN — HIS CHILDHOOD AMBITION

AT THE AGE OF 23, HE DECIDED TO TAKE THE STEP OF TRAINING AS A NAVIGATION OFFICER

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TA K E 5

Telegraph prize crossword The winner of this month’s cryptic crossword competition will win a copy of the book Wartime Standard Ships by Nick Robins (reviewed on the books page). To enter, simply send us the completed crossword, along with your name and address, to: Nautilus International, Telegraph Crossword Competition, 1&2 The Shrubberies, George Lane, South Woodford, London E18 1BD, or fax +44 (0)20 8530 1015. You can also enter by email, by sending your list of answers and your contact details to: telegraph@nautilusint.org.

QUICK CLUES Across 7 Strangle (8) 9 Umbrella (6) 10 Snake (5) 11 Setting alight (8) 12 Final treatment (10,4) 15 Space telescope (6) 16 Body (6) 18 Literary genre (7,7) 20 Introduction (8) 22 Not day (5) 24 Biscuits (6) 25 Aspic (8) Down 1 2 3 4 5 6 8 13 14 17 18 19 21 23

Closing date is Wednesday 17 January 2018.

Car injury (8) Ceremonial show (4) Star sign (6) Scottish town (4) Children’s TV character (7,3) Rim (6) Cover (9) Given oil (10) Worked up (9) Practicing surveillance (8) Lay out (6) Appear (6) US President or two (4) Opening (4)

CRYPTIC CLUES Across 7 Sack legwear of use in damping conflagration (8) 9 Plant extracted from micro-custard (6) 10 Past or present, it is anxious (5) 11 I.e., RAF arm redesigned fuselage (8) 12 Green cemetery on auld wild boar resort (8,6) 15 Eyesore first motorway England built to block (6) 16 Greek sister tied little sea to North American federation, initially (6) 18 Pursuit linked to island

Back in time 50 years ago During the inquiry into the circumstances surrounding the stranding of the Booth liner Hildebrand, the Wreck Commissioner invited counsel appearing for the Ministry of Transport to comment on the question of fatigue. ‘This master says that he was on his feet for three days,’ he said. ‘I feel that the Ministry should have something to say on this problem.’ There was evidence that the master was a tired man, and by his own evidence he was over-conﬁdent — MN Journal, January 1958

20 22 24 25

bank (5,9) This more edited version appears as a line on a map (8) A worthy batter to dismiss batter (5) Sounds like this bird is pumped (6) Halve a US bill and percussion is windless (8)

Down 1 Turned out in computer bug, so morally upright (8) 2 Martin the entertainer and university official (4) 3 Recompense when piece of chest is upended (6) 4 Cliff with trace of cut (4) 5 Cycle race overturned in what as Spaniard says precedes steak bone tie (10) 6 Lump me, erratically, with beat (6) 8 Worker gave song performance then switched it on day of victory (9) 13 'The world is grown to one vast!' (Browning, Pied Piper of Hamlyn) (10) 14 Juggling uncle hit a not very 1 down spell (9) 17 National song jumbled up between articles goes against the grain (8) 18 Coinage we returned for a nut, cold - bless you (6) 19 Give weaponry to novelist Bayly, Spanish for instance (6) 21 Multiple golf Open winner initially turned to jelly by cockneys (4) 23 A shot at performance (4)

Crossword answers are on page 66.

25 years ago NUMAST has stepped up its demands for action to combat piracy after a horrifying attack in Indonesian waters in which a British master was shot dead. Captain John Bashforth and his Filipino chief oﬃcer were shot in the head by pirates who had boarded their Bahamas-ﬂagged vessel, Baltimar Zephyr, near the Sunda Strait. The two men were reported to have been executed after refusing to hand over money to the pirates — The Telegraph, January 1993

10 years ago Nautilus UK’s long-standing

Quick quiz 1. How many of the 10 ports handling the largest volumes of cargo tonnage are not based in China?

5. Roughly what percentage of the world merchant fleet flies the flags of the 10 largest ship registries?

2. Which is the busiest port in Spain? 3. Roughly what percentage of the world containership ﬂeet is currently in lay-up?

6. In which year did a UK Merchant Shipping Act make the Plimsoll Line compulsory?

4. In which year did the Manchester Ship Canal open to traﬃc?

Quiz answers can be found on page 66.

campaign to win proper recognition for the role of electro-technical oﬃcers is taking a major step forward with proposals for mandatory

certiﬁcation requirements going to the International Maritime Organisation’s STCW Convention review — The Telegraph, January 2008

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AT T H E B A C K

Member meetings and seminars

College contacts

Nautilus International organises regular meetings, forums and seminars for members to discuss pensions, technical matters, maritime policies and legal issues. Coming up in the next few months are:

Induction visits See www.nautilusint.org event section for dates of upcoming college visits by the Nautilus recruitment team. For further information, email recruitment@nautilusint.org or call Lee Moon on +44 (0)151 639 8454.

Professional & Technical Forum Tuesday 30 January 2018 at 1300hrs Nautilus northern office Mariners’ Park Wallasey Merseyside CH45 7PH The forum deals with a wide range of technical, safety, welfare and other professional topics. All full members are welcome. Contact Sue Willis: +44 (0)20 5959 6677 protech@nautilusint.org

Women’s Forum Thursday 8 March 2018 (venue TBC) Contact Lisa Carr: +44 (0)20 8989 6677 women@nautilusint.org Young Maritime Professionals Forum 22-24 April 2018 Quorn, Leicestershire For members under 35. This session will be held in conjunction with the General Federation of Trade Unions youth event. Contact Danny McGowan: +44 (0)20 8989 6677 ymp@nautilusint.org

In addition, the industrial department is responsible for representing trainee officers, in line with all members that we represent; please contact the Union on +44 (0)20 8989 6677. Your enquiry will then be directed to the relevant industrial organiser for your employer/sponsoring company. The union also facilitates a Young Maritime Professionals Forum to provide an opportunity for young members to engage in discussions on the specific challenges facing young workers in the maritime profession. For further information, members should contact Danny McGowan at ymp@nautilusint.org.

Industrial support for cadets An industrial official is appointed to each of the main nautical colleges.

Pensions Nautilus Pensions Association (NPA) forums provide a focal point for members to discuss and ask questions about the cross-industry maritime pension schemes.

Contact Nautilus International Nautilus International welcomes contact from members at any time. Please send a message to one of our offices around the world (details below) or use the Nautilus 24/7 service in an emergency. For other urgent matters, we can also arrange to visit your ship in a UK port. Please give us your vessel’s ETA and as much information as possible about the issue that needs addressing. Head office Nautilus International 1&2 The Shrubberies, George Lane South Woodford, London E18 1BD Tel: +44 (0)20 8989 6677 Fax: +44 (0)20 8530 1015 enquiries@nautilusint.org UK northern office Nautilus International Nautilus House, Mariners’ Park Wallasey CH45 7PH Tel: +44 (0)151 639 8454 Fax: +44 (0)151 346 8801 enquiries@nautilusint.org Netherlands office • Postal address Nautilus International Postbus 8575, 3009 An Rotterdam • Physical address Nautilus International, Schorpioenstraat 266, 3067 KW Rotterdam Tel: +31 (0)10 477 1188 Fax: +31 (0)10 477 3846 infonl@nautilusint.org Switzerland office Gewerkschaftshaus, Rebgasse 1 4005 Basel, Switzerland Tel: +41 (0)61 262 24 24 Fax: +41 (0)61 262 24 25 infoch@nautilusint.org

France yacht sector office In partnership with D&B Services 3 Bd. d’Aguillon, 06600 Antibes, France Tel: +33 (0)962 616 140 nautilus@dandbservices.com www.dandbservices.com Spain yacht sector office In partnership with Sovren Crew (formerly Dovaston Crew) Carrer de Versalles 9A, 07015, Palma de Mallorca, Spain Tel: +34 971 677 375 recruitment@nautilusint.org www.sovrencrew.com Nautilus 24/7 Out of European office hours, members of Nautilus International and the Nautilus Federation unions can contact our round-the-clock assistance service by phone, text or online: • Go to www.nautilusint.org and click on the Nautilus 24/7 link to access our Live chat instant messaging service. You’ll also find a list of freephone numbers from 45 countries that you can use to call us free of charge. • Send an SMS text message to +44 (0)7860 017 119 and we’ll reply. • Email us at helpline@nautilus247.org. • Reach us via Skype (username nautilus-247).

NPA pension forums 9 May 2018 — Cardiff 6 November 2018 — Newcastle Coffee is usually served at 1000hrs, with a light lunch served after the meeting. As the dates of this year's pension forums approach, further

information about times and venues will be given on this page. Participants will be asked to register in advance online via the link in the events section of the Nautilus website — www.nautilusint.org — or call +44 (0)1293 804 644 for assistance.

Quiz and crossword answers — from our brain teasers on page 64 QUICK QUIZ

QUICK CROSSWORD

1. Just three of the 10 ports handling the most cargo tonnage are based outside China: Singapore, Port Hedland and Rotterdam. 2. The port of Algeciras is the busiest in Spain, handling more than 122m tonnes last year. 3. Around 2.2% of the world’s containership fleet was in lay-up in October 2017, according to Lloyd’s List Intelligence. 4. Almost 74% of the world merchant fleet is registered with the 10 largest flags. 5. The Plimsoll Line was made compulsory by the 1876 Merchant Shipping Act.

Across: 7. Throttle; 9. Brolly; 10. Viper; 11. Igniting; 12. Palliative care; 15. Hubble; 16. Corpus; 18. Science ﬁction; 20. Preamble; 22. Night; 24. Wafers; 25. Gelatine Down: 1. Whiplash; 2. Pomp; 3. Gemini; 4. Oban; 5. Postman Pat; 6. Flange; 8. Tarpaulin; 13. Lubricated; 14. Emotional; 17. Spotting; 18. Spread; 19. Emerge; 21. Bush; 23. Gate

CRYPTIC CROSSWORD Each month, the cryptic crossword is a prize competition, and the answers appear in the following Telegraph. Congratulations to Nautilus member Derek Forward, who was ﬁrst out of the hat in December. Here are the answers to last month's cryptic crossword: Across: 1. Comic opera; 6. Spud; 9. Relentless; 10. Pass; 12. Frontbencher; 15 Inhibitor; 17. Ozone; 18. Circa; 19. As you were; 20. Bomb disposal; 24. Aunt; 25. Fortuitous; 26. Keys; 27. Starry-eyed

Down: 1. Care; 2. Mile; 3. Centreboards; 4. Pylon; 5. Raspberry; 7. Peashooter; 8. Disordered; 11. Unpopularity; 13. Pitch-black; 14. Chiromancy; 16. Transport; 21. Otter; 22. Tory; 23. Used

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Nautilus Plus gives you access to a range of special benefits and discounts which have been designed to support members both personally and professionally. This month’s highlights include: g For more information, log on to Nautilus Plus

Nautilus Plus – home insurance offer Seafarers can now access home insurance from Members’ Insurance Solutions. With standard ‘unoccupancy’ for up to 90 days and possibly longer, make your enquiry today*. g Log on to Nautilus Plus or call Cornmarket Insurance Services on 028 9044 2206 (quote Nautilus)

FREE case of craft beers from Beer52

Nautilus Plus – mortgage advice with Lighthouse Financial Advice

Claim your exclusive free case of beer (worth £24) from Beer52! Eight incredible craft beers, the 100-page Ferment Magazine and a tasty snack. All you need to pay is postage and packaging! What’s more, you'll enter a special pricing plan, giving you 10% off every month’s selection of craft beer going forwards*. To access these and many more benefits log on to Nautilus Plus by visiting https://nautilusint.org/en/members-area/

Arranging a mortgage can be a challenge for seafarers because of your special employment arrangements. The right mortgage can save you hundreds – sometimes thousands – of View more information pounds. Lighthouse Financial Advice Ltd can help members make sense of the market, sifting through hundreds of options g *Terms and conditions apply. See website for details. Offers and prices subject to change without notice. Cornmarket Insurance - All policies subject to acceptance criteria, terms, to find the best mortgage for your unique circumstances*. conditions and minimum premiums. Members’ Insurance Solutions is a trading brand of Cornmarket Insurance Services. Cornmarket Insurance Services Ltd is authorised and g Log on to Nautilus Plus or call Lighthouse Financial Advice regulated by the Financial Conduct Authority (Reg No 308099). Lighthouse Financial Ltd on 08000 85 85 90 (quote Nautilus) Advice - your home may be repossessed if you do not keep up payments on your mortgage.

Get into the festive spirit with Virgin Wines Virgin Wines specialise in delivering boutique wines straight to your door. Winner of the Online Drinks Retailer of the Year 2017, they believe in offering you exceptional value for money by scouring the globe to find the most delicious wines available – with next-day delivery, a money-back guarantee on every bottle and more than 550 wines to choose from*.

There will be a fee payable to Lighthouse Financial Advice for this mortgage service. Other mortgage set up costs will apply as normal. Lighthouse Financial Advice Limited is an appointed representative of Lighthouse Advisory Services Limited, which is authorised and regulated by the Financial Conduct Authority. This benefit is made available through Parliament Hill Ltd of 3rd floor, 127 Cheapside, London, EC2V 6BT and you can use this benefit at your discretion. Parliament Hill is not part of the same group as any of the product/service providers which form part of the benefits scheme. Beer52 - Full terms at www.beer52.com/ terms. Parliament Hill Ltd is authorised and regulated by the Financial Conduct Authority for non-investment insurance mediation only. You can check this out on the Financial Services register by visiting https://register.fca.org.uk/, under register number 308448 or by phoning the FCA on 0800 111 6768.

Nautilus Plus is managed on behalf of Nautilus by Parliament Hill Ltd. January 2018 67 nautilusint.org

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