Nautilus Telegraph April 2018

HEALTH & SAFETY

EQUALITY

NL NEWS

NAUTILUS AT WORK

Nautilus backs call for Channel ETV re-think

Getting to grips with the gender pay gap

MARIN seminar looks at the ‘floating future’

‘Milestone’ victory in superyacht sector

Volume 51 | Number 04 | April 2018 | £3.50

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€3.70

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Royal Fleet Auxiliary Service Opportunities exist for Marine Engineering Officers Second Engineer or Chief Engineer CoC with HND/Foundation Degree in Marine Engineering with recent seagoing experience

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Benefits include • Competitive Annual Salaries • Paid Voyage Leave • Career Average Civil Service Pension Scheme • Industry-leading fully funded Study Leave Programme • World Class Comprehensive Training Programme • Staff Positions Ashore (3 Year Temporary Postings) • 100% UK Registered Seafarers • Diverse and Inclusive employer • IMarEst accredited training provider

royalnavy.mod.uk/careers/rfa navyafsup-mrpmailbox@ mod.uk 0239 262 5979

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CONTENTS

telegraph Volume 51 | Number 04 | April 2018

WELCOME

21

05 General secretary Mark Dickinson highlights the Union’s achievements for members

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

10 Minister’s ‘smart ships’ pledge for the UK 12 Nautilus backs call for re-think on emergency towing vessels 13 Union raises alarm at signs of sulphur cap slowdown

22

15 Orkney Ferries dispute ends with two-year pay award 21 Union wins over $1m in unpaid wages for yacht sector members

33

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

Welfare charity’s bicentenary

17 Containership fire safety in the spotlight after fatal blaze on Maersk ship

44 STAFF

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

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: paul.wade@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

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CONTENTS

30 AT W O R K

22 Pay trends in the superyacht sector revealed

CAREERS

WHERE'S MY TELEGRAPH?

24 The best places to look for work

If you have moved recently, your home copy may still be trying to catch up with you.

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

30 New hopes for seafarers affected by asbestos exposure

E Q UA L I T Y

33 What does UK gender pay gap reporting mean for the maritime industry?

37 Unions mark International Women’s Day with pledges to act on change

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

W E L FA R E

24 Sailors’ Society charity marks 200 years of caring for crews

The membership team can also cancel your print copy if you prefer to read the paper on the Telegraph app.

H I S T O RY

40 Museum wants your Merseyside memories 42 Vintage vessel seeks seafaring volunteers

42

GENERAL SECRETARY Mark Dickinson MSc (Econ) DEPARTMENT EMAILS general: enquiries@nautilusint.org membership: membership@nautilusint.org legal: legal@nautilusint.org telegraph: telegraph@nautilusint.org industrial: industrial@nautilusint.org young members: ymp@nautilusint.org welfare: welfare@nautilusint.org professional and technical: protech@nautilusint.org

REGULARS

48 Maritime book reviews 50 Ships of the past 64 Crossword and quiz

Nautilus International also administers the Nautilus Welfare Fund and the J W Slater Fund, which are registered charities.

65 The face of Nautilus

• Nautilus advises members to contact the Union as quickly as possible after an incident

IN THIS MONTH’S DUTCH PAGES p52

• The ‘Floating Future’ is coming

• New law on protection against piracy

• Nautilus/FNV Waterbouw members take petition to parliament on retaining Dutch skilled workers in the hydraulic engineering sector

• Nautilus attends careers day at MIBW Terschelling

• Nautilus/FNV Waterbouw wins Van Oord case

• New CBA in development at VT Group

• Nautilus maintains pension agreements

• Nautilus Netherlands branch annual meeting and offshore symposium

• Presentation of findings from sustainable employability study

• Information on the role of Nautilus and ITF inspectors in the Netherlands

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FOREWORD

Welcome Nautilus general secretary Mark Dickinson urges members to look at the breadth of good work the Union is doing and get more closely involved if they want to see a change in emphasis… ur members are our greatest asset and our severest critics. They do a tough job and expect the best from Nautilus. Yet in these times of instant (and often fake) news, comment and opinion – some of it ill-informed or misplaced – it sometimes feels as if one’s reputation is only as good as the last Tweet or Facebook post.

So, when a concerned member drew my attention to a social media post last month suggesting Nautilus had failed to stop the decline of the Red Ensign – or to prevent the loss of British jobs – I got quite upset. Fortunately, several members rallied to the cause to put their colleagues straight and directed them to the actual cause of the decline of our maritime skills base.

You do need a thick skin in this business, but I still find unjustified criticism of Nautilus hard to take.

Although we were created in our current form in 2009, we’ve had the wellbeing of Dutch, British and Swiss maritime and shipping professionals at our heart for more than 160 years. Nautilus is run by a professional team of very dedicated individuals, many of whom put an extraordinary amount of effort into their work for members. It’s easy to blame the Union for problems that have affected the global shipping industry, but it would be far worse without our efforts.

Take the recent case of the members employed on Isle of Man-registered superyacht Indian Empress. Using the financial security provisions of the Maritime Labour Convention (MLC), Nautilus secured the wages of the crew and arrested the vessel in Malta to obtain the remaining entitlements of the members onboard.

That’s just one example of where we deliver for

O

Last year alone, Nautilus recovered well over £1m in compensation for members injured at work or owed wages

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members on a daily basis.

Members should also reflect on whether initiatives such as the tonnage tax and related fiscal support (including for training and employment) in Switzerland, the Netherlands and the UK would exist without our campaigning and lobbying work – often bringing shipowner associations along with us in support of a cause.

Then there are the countless industrial and legal cases where our individual and collective support for members has made a massive difference. Last year alone, Nautilus recovered well over £1m in compensation for members injured at work or owed wages.

On the international stage, Nautilus was one of the prime architects of the MLC – an international mechanism adopted in 2006 that is making a huge difference to the lives of seafarers throughout the world. And with our colleagues in the Nautilus Federation we have created a remarkable joint assistance and support network to provide practical help to members facing criminalisation.

None of this should be interpreted as Nautilus being complacent. We repeatedly seek ways of improving our services (such as the introduction of the Nautilus 24/7 helpline) and we survey members on a regular basis.

Ultimately, however, the Union is what its members make it. We are a member-led democratic organisation – so we invite you to get involved (heads-up, the General Meeting is coming next year, as are elections to the Council).

If there is something you think we should be doing, tell us – but for sake of our collective sanity, please keep it constructive!

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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.

Further thoughts on MoD procurement revious submissions by member number 119730 have been informative but his latest letter (‘Might as well outsource the crews too’, March Telegraph) paints such a Machiavellian picture of MoD procurement that it cannot go without a challenge.

Many MoD contracts have a foreign prime contractor, including A400M, Voyager, Lightning 2, Ajax, Typhoon, Crowsnest, Marshall, Morpheus, Poseidon and Skynet. Some of the above contracts include an element of UK design and manufacture, but so does the Tide Class designed by BMT Bath and customised at A&P Falmouth (NAO Major Projects Report 2015-2025).

EU rules required the Tide Class to be offered on the world market (Hansard written question 97051) but only one UK shipbuilder chose to bid and they withdrew before final submissions

P

(NAO Major Projects Report 2015-2025).

What advice would he have given MoD Procurement at that time?

He states that MoD Procurement are ‘100% determined to give the [FSS] contract to either Korea or China’. Under the Defence Reform Act 2014, if the FSS is deemed a Qualifying Defence Contract, then it may be subject to Single Source Contract Regulations and built in the UK, as advocated by Luke Pollard (Commons debate, 23 January 2018).

Does he believe single-sourcing the FSS would secure best value for money and, if so, how does he explain the ballooning increase in the Queen Elizabeth project which has risen from £3.9bn to £6.2bn (Hansard written question 41981)? What would he say to MoD Procurement if they allowed the FSS contract to increase by a similar degree?

If he wishes to discuss ethics, a good starting point would be a company that

The view from Muirhead www.thefreakywave.com

he knows well: a company that attempted a commercial takeover of the RFA in 2010 (Commons debate, 6 December 2010 column 140, John McDonnell). Since 1995 Maersk has been fined a total of $70.2m for ‘Contractor Misconduct’, of which $52.3m has been since they implemented a zero-tolerance policy on corruption (Federal Contractor Misconduct Database).

UK government employees are expected to be above corruption – after all, which ethical company would enter into contract with a corrupt state? Maersk has entered into contract with Sanangol, the state-owned oil company of Angola (Danwatch, AP Moller-Maersk’s nontransparent ethics). The contract includes anti-corruption clauses. Let’s hope they are better written than the zero-tolerance policy.

Now, what were you saying about words dripping with insincerity?

Roger Parnell Membership number 145127 In response to member 119730’s letter in the March Telegraph (‘Might as well outsource the crews too’) I am an advocate of wherever possible using local tradespeople, businesses and services, as well as buying British produce and goods.

I favoured government intervention when Tata closed the steel works in Redcar and Port Talbot. I agree with member 119730 that Royal Navy and Royal Fleet Auxiliary (RFA) ships should be built in Britain; it is strategically important, provides employment directly and indirectly, maintains the skill base and

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is a source of national pride. At the beginning of the 21st century, more people in Britain were employed in call centres than in shipbuilding, coal mining and steel manufacturing combined.

However, the economic reality is that it is cheaper to build and repair ships in South Korea, China, UAE or Singapore. Superintendents find that their budgets go much further.

It makes commercial sense that the RFA builds its new tankers in South Korea, after reductions in the defence budget. After serving on ships that have been dry docked in shipyards in Britain and Dubai, the work in the Dubai shipyard was of a better standard, and was going on almost continuously throughout the day and night, every day.

The cost of the delegation of senior officers travelling to South Korea for the dedication ceremony would have been a small percentage of the Ministry of Defence’s travel budget. What would the alternative have been? To use Facetime?

Readability, visibility and sight tests

I was so impressed with the new style and readability of the Telegraph! Much better than the online version (for us elderly).

I am a regular reader of your journal, although no longer actively employed at sea. Between 1959 and December 1981, I was a mate in small coasting vessels, trading to small ports within Great Yarmouth/Dover limites.

The March Telegraph has reached me, the latest in your new format. I write to wholeheartedly agree with Capt Dobson’s letter, in which he criticises the use of colour upon colour in picture captions. It makes them uncommonly difficult to read.

The item on new sight testing arrangements Follow us was also of interest. One on Twitter reason why I did not @nautilusint study for a certificate is because I wear glasses which (then) debarred me from taking the necessary sight test. Shortly after I came ashore, the rules were slightly modified – allowing glasses to be worn during the test, provided that one’s unaided vision did not fall below a certain defined level in form or colour vision. Just too late for me.

Bill Landells

Patricia O’Driscoll

Membership number 182435

Love my print Telegraph

Tweets of the month Nautilus Intl @nautilusint Mar 6 Union secures ‘milestone’ payments for abandoned superyacht crew #superyacht #indianempress #MLC #maritime @BBCNews @M_Star_Online Ross Cleland @rosso1y Mar 7 Congratulations to my friends and colleagues @NautilusInt for securing such a historic result.

A small part of the Superyacht Sector has been exploiting its workforce for far too long and it’s great to see such a case restore some of the crew’s wages.

Nautilus visits UKSA superyacht students Nautilus strategic organiser Danny McGowan is pictured with UKSA industry and cadetship manager Lauren Stiles during a visit to the Isle of Wight-based training centre last month.

Mr McGowan also met the new intake of superyacht interior and Yachtmaster students and discussed the benefits of Nautilus membership, along with issues such as bullying and harassment, and industry policies on social media and drug and alcohol use.

‘Our regular visits to UKSA as a result of our strategic partnership are an important feature of our work in the large

yacht sector,’ Mr Gowan said.

‘Speaking to seafarers embarking on new careers, and those attending UKSA for continuous professional development, ensures that ever-

growing numbers of yacht officers and crew can understand the unique benefits and protections of Nautilus membership throughout their careers,’ he added.

UKSA @uksasailing Feb 28 It was great having Danny from @nautilusint come and visit us! He spoke with some of our Yachtmaster and Superyacht Interior students about the social aspects within the industry and also the benefit of being a Nautilus member.

Mar Mark Dickinson @M @Mdickinson1262 Mar 6 Toda Today my thoughts are on the anniversary of the loss of the Herald of Free Enterprise and the loss of lif life, both of crew and passengers, of those who peri perished in that catastrophe @na @nautilusint

Editor’s note: Many thanks to the readers who o told us how much they liked last month’s feature on plastic pollution – but also noted the irony rony of the articles arriving in a polyywrapped magazine. At present, we are told that paper packaging ng alternatives would be prohibitively vely expensive, but we are investigating ting oxo-biodegradable wrappers.

Meanwhile, the poly wrap can be recycled via supermarket carrier er bag collection points.

micky smyth @ belfastbhoy1964 Feb 27 @nautilusint onboard the ‘Sound of Soay’ Meeting NI members passing the ‘Coruisk’ on our way to Dunoon April 2018 7 nautilusint.org

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LETTERS

Ships of the past sparked memories of my family’s Humber ferry history I read with great interest the February Ships of the Past article about the Humber ferries. Our family were strongly connected to the Humber ferries, as my grandfather Jonathan Richmond was skipper on all three ferries at one time or another.

Our family were originally from Thorne, being river men who owned and sailed Humber sloops. Jonathan Richmond joined the ‘Railway boats’ after the First World war and worked his way up to be mate and then skipper. He retired in 1959 and sadly passed away in 1962 when I was eight years old. I have very fond memories of him.

He was one of the few masters at the time who had a full Humber pilot’s licence and he used to take excursions to Spurn and Grimsby, also Goole (I have his pilot’s notes for the Humber, all courses and bearings being in 1/4 points).

My father did not go to sea, but I

did, and used the ferries each day to go to Trinity House School in Hull from 1967 to 1971, before joining Fyffes group as a cadet.

I have enclosed photos of my grandfather on the bridge of the Tattershall Castle.

Leslie Richmond

60 years a Union member Thank you for the latest Telegraph magazine.

I went to sea in 1958 and have been a member of the MNAOA, NUMAST and Nautilus since. Some 60 years!

I would like to thank you for looking after my interests over the years.

Maybe you would like to accept a copy

of a watercolour picture I did of the Blue Funnel ship mv Agapenor making its way along the Malacca Straits in the 60s. Hope you think it is good enough to put in your next magazine. Maybe you won’t!

All the best in the future.

Peter Flack Membership number 091469

Dangers to crew retrieving ladders Over the years, thousands of words have been written about pilot ladders – most of it having a bearing on the safety of the pilots who have to use the equipment. What then about the seafarers who have to rig and then recover the gear?

During my years of piloting, I was frequently horrified to see a seafarer going ‘over the wall’ after I had left, say, a supertanker flying light. The purpose of this, to my mind, dangerous activity was for the man to pass a strop around one of the ladder’s lower rungs to make a securing point for a winch runner with which to hoist the ladder back aboard. Passing the strop was the easy part, since the seaman then had to shackle on the winch runner and for this he definitely needed both hands.

Before disembarking, I once tried lifting a freely-hanging pilot ladder as it passed over the sheer-strake. I couldn’t budge the thing and even with the officer who was attending me lending a hand, we could not lift the ladder more than a few inches.

I was then able to appreciate the need for providing something which would enable the ladder to be recovered by using a winch.

The next time I saw someone going over the side, as above, I asked the pilot cutter’s master to standby until the man had regained the deck.

Since retiring from piloting, I have on several occasions returned to seafaring as a relieving master, and with this dangerous practice in mind, I have had holes drilled in the ends of the ladder’s lower spreaders to which recovery ropes, leading fore and aft, were spliced. Even then, it usually took four blokes – two to each line – to bring the ladder safely back onboard.

In conclusion, it seems to me as though the sheer weight of pilot ladders has not merited due consideration – particularly as far as the recovery of the equipment is concerned. OK, these recovery ropes may sometimes be a nuisance to the man manoeuvring the pilot cutter but this, to my mind, was far less important than the safety of the ship’s deck hands.

Clive Spencer Retired shipmaster

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LETTERS

Member states are responsible for enforcement, not IMO itself

Join us in raising funds for Piper Alpha memorial

share Michael Lloyd’s included in each member state’s team view that there is still a of delegates. More often than not, lot wrong with the rules it is legal representation that many that govern our industry. member states have been inclined I have strongly felt the frustration from to provide. However, it should be the delays and barriers that are put up recognised that IMO’s secretariat has by some parties to make the necessary many experienced mariners with changes to right those wrongs. I am sound knowledge of the industry who also concerned that the necessary can offer support to member states if internationally accepted rules and requested. regulations will not keep up with the To say that our industry is governed changes that will have to be made to by an unelected body is incorrect. control the rapidly developing new IMO has no powers to govern and it technology, such as automotive designs. was never intended that it should be I do, however, believe that Michael given those powers. It is hoped that the is pointing his finger at the wrong governments of member states who culprits, for the following reasons. select their delegates have themselves IMO’s basic role is to draft, agree been democratically elected. and amend treaties, conventions, It is not the IMO, but the member codes, protocols and rules that, states that have the responsibility to hopefully, can gain sufficient ensure that ships that fly their flag ratification from sovereign states to follow the rules of the international become internationally accepted. To conventions. Some states delegate accomplish this, various that responsibility to classification committee meetings societies. As far as policing the IMO’s role are arranged by IMO, industry is concerned, again it is to draft, agree where the delegates is the member states who are and amend treaties, from each member responsible, acting in their conventions, codes, protocols state, (flag state), NGOs role as coastal and port state and rules and the IMO secretariat control. gather. Whilst NGOs can Of course, there is absolutely make interventions during the nothing to stop the ship owners discussion, neither they nor the IMO themselves doing more than the secretariat have any voting power. conventions dictate in designing, The agreement for each of these building, manning and operating the conventions is reached therefore by ships to make up for the deficiencies consensus from its 173 member states. that we would all like to see put right.

On rare occasions agreements are Shipping is, of course, a truly achieved by vote, but the IMO aim is to international industry, and for this get every nation ‘onboard’, so to speak. reason requires the agreement of all the Non-controversial amendments are nations with interests in our industry. usually made by tacit agreement.

For all its limitations, I cannot think of The delegates who represent their another way that any representative member states are chosen by the body could have achieved what has government of that state; IMO has no been achieved over the last 70 years. influence and accepts the democratic May I suggest that those who wish to credentials of these delegates. Sadly, know what IMO has actually achieved I have seen for myself over recent should go the website www.imo.org.

Captain Rodger MacDonald years in the decline in the number Past Nautilus International trustee professional seafarers who have been

This year marks the 30th anniversary of the Piper Alpha disaster, which occurred on 6 July 1988 in the North Sea and from which 167 men never came home.

In Aberdeen, we have a memorial statue and rose gardens at Hazledean Park, which requires maintaining. That site fell into disrepair, prompting a volunteer group – Pound for Piper Memorial Trust – to form and raise money for its upkeep.

I’m holding a major event at the Beach Ballroom on 7 July for the Trust. My event – 167 Souls – is a titled fundraiser comprising a selection of local Northern Soul and Scooter Club DJs performing at this fantastic venue.

Our special guest, Mr Keb Darge – a legend of the British soul scene – is also playing a set.

We’ve set up a Just Giving page – 167 Souls – and have raised £5,500 to date. Our target in £30,000.

For ticket information, raffle donations, sponsorship or if you can help, please contact Graeme Webster (167 Souls) or the Pound for Piper team through Facebook.

I

Graham Webster

HAVE YOUR SAY Last month we asked: Do you think the shipping industry will be ready for the global 0.5% cap on the sulphur content of emissions when it enters into force on 1 January 2020? Poll results are pictured below.

No

44%

5 Yes

6

%

This month we ask Do you think that the shipping industry should be given more time to comply with the 2020 sulphur cap deadline? Vote now at: www.nautilusint.org

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NAU T I LU S AT WOR K

NEWS UK AIMS FOR ‘SMART’ LEAD Union joins policy forum on autonomous shipping Secretary of state for transport Chris Grayling has promised action to ensure that the UK takes a global lead in the adoption of ‘smart’ shipping.

He made his pledge after a day-long policy forum attended by Nautilus, ship owners, port operators, trade bodies, lawyers and academics to examine the opportunities and the challenges posed by the ‘maritime technology revolution’.

Nautilus stressed the importance of maintaining maritime skills, and ensuring that the seafarer training and qualification framework keeps pace with the advances in vessel operations. The Union also highlighted the need to focus attention on the human-machine interface and address issues including the regulatory and liability implications of autonomous or remotecontrolled ships.

Mr Grayling said he wanted the UK to spearhead the transformation of shipping, arguing that technology could make the

maritime sector cleaner, faster and safer, with strong potential for augmented reality to improve cadet training and familiarisation. ‘As a country with a proud maritime history, the UK is absolutely determined to be at the forefront of this exciting time of change in the industry,’ he added. ‘We are already working with the International Maritime Organisation to pave the way for this new era of shipping, and we want to work closely with the industry to ensure we are doing everything possible to allow this new technology to thrive.’

The minister said autonomous shipping and hybrid electric ships could change the way freight is transported around the country, with coastal shipping easing the pressure on roads, cutting congestion and reducing atmospheric pollution.

The results of the policy forum are to be reported back to the cabinet secretary, highlighting the priority that the government is placing on the issues.

W E L FA R E

Liverpool levy scheme appeal Shipping companies using the Port of Liverpool and the Manchester Ship Canal are being urged to contribute to a new levy scheme to help fund welfare support for the 50,000 seafarers visiting each year.

The call comes after a ‘disappointing’ response to the voluntary programme – with payments based on gross tonnage – which was launched in October last year in line with Maritime Labour Convention guidance.

The levy – which is collected on behalf of the Liverpool Seafarers Centre (LSC) through shipping agents – has been backed by Peel Ports, and the proceeds go towards the cost of operating the seafarer centres at Colonsay House in Crosby and the Eastham Hub on the Manchester Ship Canal.

However, LSC chief executive John Wilson said he was disappointed by the number of shipping companies which have declined to pay the levy. Companies such as Stena, P&O and ACL have backed the scheme, he added, and he urged those which are not contributing to reconsider their position.

‘Seafaring can be a lonely and isolating job and crew frequently do not have people to talk to,’ he pointed out. ‘We provide that helping hand and ensure that the maritime industry on Merseyside maintains its reputation as a friendly caring port. It is not much to ask for the shipping lines to find a small contribution to help care for their crews.’

W O M E N ’S T U C

Conference backs fatigue motion Pictured right is the Nautilus delegation to this year’s Women’s TUC conference – members Philippa Bull, Dawn Franklyn and Emma Hopps.

The meeting voted overwhelmingly in favour of a motion tabled by Nautilus and seconded by the RMT union, highlighting the excessive working hours experienced by many seafarers.

The motion called for positive action on the issue, including the use of fatigue risk management techniques to recognise the way in which shift patterns have particularly adverse effects on the health of women.

The conference also expressed its support for the efforts of the maritime unions to increase the number of women seafarers in the UK, European and international shipping industries.

‘This year’s conference was informative, thought-provoking and powerful,’ said Ms Franklyn. ‘Nautilus was well represented by women seafarers across the spectrum of roles and ages, presenting the ideal environment for

Image: Janina Struk

women in the industry to have constructive discussions on many subjects, perspectives and issues.’

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NAU T I LU S AT WOR K

Labour pledge to increase UK seafarer jobs A Labour government would act to increase the employment and training of British seafarers and combat exploitation in UK waters, shadow transport secretary Andy McDonald has promised.

Speaking to the All-Party Parliamentary Maritime and Ports Group, Mr McDonald said maritime employment and training needs to be treated as a priority. ‘It’s not good enough that less than 20% of the seafarers employed in the UK shipping industry are actually British,’ he added.

‘Sadly, I don’t believe the government’s Maritime Growth Study is ambitious enough for the times we live in or the challenges we face,’ Mr McDonald said. ‘Labour will review the Study to ensure it goes further.’

Labour would focus on wages, welfare and working conditions in the shipping industry, he told the meeting. ‘It is unacceptable that people are working such very long hours for rewards which would not be tolerated in any other circumstances,’ he added. ‘We’ll start by increasing the National Minimum Wage to £10 per hour and put in place a more robust set of measures that will get more UK nationals trained and committed to maritime careers.’

Mr McDonald said Labour would undertake ‘a wholesale review’ of the Maritime & Coastguard Agency – and notably the outsourcing of work to classification societies – as well as calling on the National Infrastructure Commission to conduct a study into port connectivity.

Union welcomes call for rethink on ETVs MAIB collision report reveals shortfalls in Dover Strait cover The 29,381gt general cargoship Saga Sky drifts towards the Stema Barge II off the coast of Kent during a storm in November 2016 Image: MAIB/Flame flynet.com.uk

Nautilus has backed a call by the UK Marine Accident Investigation Branch (MAIB) for a review of emergency towing vessel (ETV) cover in the Dover Strait.

The call comes in a report on a collision between the Hong Kong-flagged general cargo ship Saga Sky and a rock-carrying barge off the coast of Kent during a storm in November 2016.

Attempts to locate a tug capable of providing assistance to Saga Sky as it drifted towards the unmanned barge for almost two hours leading up to the accident proved unsuccessful.

The French ETV Abeille Languedoc was sent to the scene, but with a 30-minute mobilisation period and a two-hour transit time, the MAIB said the collision occurred ‘well before’ it could have been in a position to intervene.

The report notes that the Dover Strait is one of the busiest shipping lanes in the world, with some 400 vessel transits each day. However, it points out that the UK ETV introduced in the area in 1994 was withdrawn in 2011.

‘Given the volume of traffic using the Dover Strait and the apparent absence of local commercial salvage assets, it would

be appropriate to review the availability of emergency towage provision in the Dover Strait, as has already been done for north and northwest Scottish waters,’ it adds.

The report recommends that the Maritime & Coastguard Agency commission a study to review the full range of emergency response assets available in the Dover Strait, including a reassessment of the need for a dedicated emergency towing capability.

Nautilus professional and technical officer David Appleton commented: ‘We wholeheartedly support this recommendation and believe it should be acted on with urgency, given the scale of the potential risk in the area.

‘The MAIB report drives a coach and horses through the assurances that were given when the ETVs were withdrawn under the austerity cutbacks,’ he added. ‘It is clear that the market cannot provide.’ Any review should not just look at the threats, he continued, but also consider the opportunities that arise from the deployment of a dedicated ETV – ‘including training, hydrographic surveying and a wide range of other tasks.’

SAFETY RULES ‘ARE TOO OLD-FASHIONED’ The rapid pace of technological change threatens to render the International Maritime Organisation redundant, it was warned last month.

Opening the Transas Global Conference, company CEO Frank Coles said the regulation of the industry has reached a ridiculous point, lagging far behind operational advances: ‘The old-fashioned

structures of regulators, clubs, lobbies and representative bodies no longer fit with the new world. Nor do they move fast enough to keep up.’

He said shipping needs to overhaul the way it develops safety rules, following the ‘strict culture of excellence’ approach taken in the aviation and nuclear power industries.

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In brief

Image: Gary Davies/Maritime Photographic

NEW BOXSHIP RECORD FOR UK PORT The 20,656TEU CMA CGM Antoine De Saint Exupery is pictured arriving in Southampton last month – becoming the biggest containership yet to visit the UK port.

The 217,673gt ship – which was delivered to the French operator in January – operates on the FAL 1 service between Asia and Northern Europe, with port calls including Algeciras, Le Havre, Hamburg and Rotterdam.

In 2016 the largest container vessel calling in Southampton had a capacity for 16,000 containers.

ABP Southampton director Alastair Welch commented: ‘CMA CGM Antoine De Saint Exupery is just the latest of these new megaships to visit the Port of Southampton.

Not only are these vessels bigger – they are much cleaner too.’

Sulphur cap hold-up?

Nautilus warns against moves to delay new fuel standards Nautilus has expressed concern at signs that shipowners are seeking to delay the 2020 international implementation of the 0.5% sulphur cap on vessel bunkers.

Doubts about the industry’s ability to comply with the deadline have been raised because of questions over a potential shortage of low-sulphur fuel and the rate at which vessels have been fitted with scrubbers or other methods of complying with the cap.

The bulk carrier owners’ body Intercargo has called for a ‘pragmatic approach’ to the rules – warning of ‘transitional issues such as the availability and safety aspects of compliant fuels, and incidents of nonavailability of low-sulphur bunkers at certain ports’.

Intercargo said owners face significant technical and operational challenges in meeting the deadline and this meant that a ‘reasonable and measured enforcement’ of the rules would be required for an initial transitional period.

But Nautilus professional and technical officer David Appleton pointed out: ‘The implementation of the 0.5% sulphur cap,

which was agreed in 2008, is a welcome and necessary step which will benefit not only the seafarers who are exposed to the toxic exhaust emissions on a daily basis, but also those living in coastal communities close to busy shipping lanes.’

He said research presented to the IMO showed that owners’ attempts to secure a five-year delay in the process would have resulted in an additional 200,000 premature deaths from lung cancer and heart disease.

Other studies have proved that claims about the non-availability of fuel are groundless, he added.

‘The IMO has taken the right decision on the 2020 implementation date in the face of considerable opposition from vested interests and should be applauded for doing so,’ Mr Appleton said.

‘The key now is to ensure robust enforcement of the cap from day one to ensure a level playing field for those responsible operators who take their environmental responsibilities seriously rather than muddying the waters with “pragmatic” interpretations.’

Paper cuts: shipowners have called for action to cut ‘complex, repetitive and duplicative’ reporting requirements in European ports. The European Community Shipowners’ Associations and the World Shipping Council jointly urged the European Commission to change the rules to boost productivity and end ‘unnecessary workload and stress for ship crews’.

Vlissingen collision: an investigation was launched last month after the Danish-registered ro-ro Primula Seaways suffered serious damage in a collision with the Liberian-flagged containership MSC Madrid off the Dutch port of Vlissingen.

Tilbury treble: P&O Ferries has announced plans for a new £150m terminal at the UK port of Tilbury. The new facility will cut crossing times on its Zeebrugge services by one hour and will treble freight capacity on the route by 2020.

Salvage increase: salvage companies have reported a ‘significant increase’ in services to stricken vessels last year. The International Salvage Union said its members had gone to the aid of 252 vessels – up from 213 cases in 2016.

Lost boxes: the US Coast Guard issued a warning to shipping off the North Carolina coast last month after more than 70 containers were lost from the containership Maersk Shanghai during a storm.

Awards call: the Shipwrecked Mariners charity is seeking nominations for its annual awards to recognise the bravery and skill of those involved in rescues at sea.

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NAU T I LU S AT WOR K

Risk to Bibby jobs recedes The offshore support vessel Bibby Sapphire will remain operational and be used as a DSV for a temporary deployment and then in ROVSV mode, VGG (Singapore) has confirmed.

The news means that the majority of marine crew are no longer at risk of redundancy, and attention is now focused on progressing a voluntary redundancy scheme for the dive tech, catering manager and BSN/crane operator roles which remain at risk.

Details of the plans and the associated implications for potential redundancies will be presented during the next consultation meeting. Nautilus national organiser Steve Doran said he hopes the company would seek volunteers rather than imposing cuts.

Maersk gets volunteers The threat of compulsory job losses has been averted after Maersk Offshore (Guernsey) agreed to seek voluntary redundancies from members serving on its supply vessels.

Nautilus national organiser Steve Doran said members of the Partnership at Work committee had agreed that this was the best course of action for avoiding the stress and frustration which was caused by the time taken to progress previous redundancy negotiations.

‘With the required number of volunteers achieved, this round of redundancies is now over; we hope that market conditions will improve and a brighter future lies ahead,’ he added.

Nautilus national organiser Steve Doran is pictured with Liverpool VTS duty officer members at a meeting last month to discuss proposed shift pattern changes. Members have been asked to consider standing for election as a liaison officer to replace Bill Hughes (fifth from left) when he retires. ‘Bill’s passion and determination to protect and promote the interests of his colleagues has been immense,’ Mr Doran said.

Four-year global deal Nautilus takes part in final round of ‘challenging’ IBF negotiations Top-level talks on pay and conditions for seafarers on flag of convenience ships have concluded with a four-year agreement between the International Transport Workers’ Federation (ITF) and the employers’ Joint Negotiating Group (JNG).

Nautilus took part in the ‘challenging’ International Bargaining Forum (IBF) discussions, which cover more than 200,000 seafarers.

Unions and owners acknowledged the ‘profit instabilities in certain parts of the industry’ – but also highlighted the need to maintain sustainable and fair employment for the seafarers employed on JNG vessels worldwide.

Under the terms of the framework agreement, wages will increase by 2.5% in

January 2019, with a further review for the remaining period of the four-year deal.

The deal will provide enhanced welfare support for seafarers, and will increase the employers’ rebate from contributions to the ITF’s Welfare Fund to 16%.

The ITF and JNG also agreed that the Warlike Area off the coast of Somalia should be regraded as a High-Risk Area, together with the addition of a Warlike Area 12nm off the mainland coast of Yemen.

The talks also included agreement on a revised clause which clarifies the right of dock workers to carry out lashing and other cargohandling services in ports. ITF president Paddy Crumlin described the new clause as ‘a win for both seafarers and dockers’.

PAY TALKS AT FISHER Pictured at the start of this year’s pay talks for Nautilus members serving in the James Fisher fleet are: back left to right, liaison officer Roy Marsh; fleet personnel manager Will Kelly; and liaison officer Bryan Hierons; and seated left to right, QSE director Cliff Roberts and Nautilus national organiser Steve Doran. nautilusint.org 14 April 2018

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CONSULTATIONS ON P&O FERRIES OFFER

A 3.9% pay offer has been made to members employed by P&O Crewing Services (Jersey) and P&O Irish Sea (Jersey). The ‘full and final’ offer was made following a meeting attended by national ferry organiser Micky Smyth and liaison officers Tom McKay (Irish Sea), Chris Lewis and Ian Cross (shortsea), pictured left.

Mr Smyth described the discussions as productive and said he has recommended the offer for acceptance, ‘as it is, in my view, the best deal that can be achieved via negotiation’.

Consultations are due to close on 4 April.

Orkney dispute is over

The long-running Orkney Ferries pay dispute has finally been resolved after members voted overwhelmingly to accept a two-year agreement.

The offer will see members receive a backdated 1.5% pay award for the 2017/18 financial year and a 10% increase for 2018/19.

The deal will also include a £650 payment per employee and a commitment for a pay increase at least matching February’s RPI inflation rate for the 2019/20 financial year, along with a commitment to refining employment terms and conditions over the next calendar year.

The offer was made at a meeting attended by national ferry organiser Micky Smyth (pictured above, centre, with liaison officers

Captain John Cowie, left, and Captain Davie Bruce, right), and representatives from the Unite and RMT unions.

‘This has been a long and difficult process,’ said Mr Smyth, ‘but it is pleasing that we have finally been able to work out an agreement that suits all parties – and one that allows us to look to the future to address the current disparity between salaries for our maritime professionals at Orkney Ferries and those serving with other ferry operators.

‘I’d like to place on record my thanks to the members who have been extremely patient with this process and who have been involved with the consultations every step of the way – particularly liaison officers John Cowie and Davie Bruce,’ he added.

In brief Carisbrooke freeze: following talks on this year’s terms and conditions review, Nautilus has accepted a pay freeze for members employed by Carisbrooke Shipping. National organiser Jonathan Havard commented: ‘I do not believe there is any mileage in further negotiations. We have accepted the freeze for this year, but have agreed with the company to meet well in advance of the next review on 1 January 2019 to try and secure an improvement in pay and conditions.’

Princess pay: Nautilus members serving with Fleet Maritime Services on Princess Cruises and P&O Cruises Australia vessels are to be consulted on a two-year pay offer giving 3% this year and 4.5% in January 2019, along with a range of other improvements. National secretary Jonathan Havard said he was seeking clarification on a number of the company’s proposals before putting the package out to members.

DFDS discussions: Nautilus and DFDS representatives met in Dover on 7 March for the first round of talks on this year’s pay and conditions claim. Discussions covered pay increments, pension contributions and the sickness scheme. A further meeting was scheduled for 27 March, as the Telegraph went to press.

Foreland deal: members employed by Foreland Shipping (Guernsey) have voted by a big majority to accept a three-year pay deal which gives a guaranteed minimum rise of 2.3% for the period between 2018 and 2020, and also covers loyalty payments and compensation for more than four crew travel days.

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H E A LT H A N D SA F E T Y

IN NUMBERS: SAFETY FIRST

The pressure group NGO Shipbreaking Platform's latest annual report on global shipbreaking practices is now out.

It reveals that:

80.3% of the 835 ships sold for scrapping last year were broken up on beaches

India scrapped the most ships in numbers – 239 – and Bangladesh broke the most tonnage – 6.57m gt

'Encouraging' safety inspections Port state control authorities in Europe and the Far East have reported ‘encouraging’ results from a concentrated inspection campaign targeting navigational safety.

The three months of targeted checks held between September and November last year focused on the state and use of navigational equipment and systems. It resulted in 47 detentions directly related to the safety of navigation requirements Positive results were recorded on seafarers’ familiarity with procedures for emergency

operation of steering gear, transmitting correct AIS particulars, and recognising the stages of remote audible alarms on bridge watch systems.

Least compliant were recordings of appropriate up-to-date electronic charts and back-up arrangements, and complete berth-toberth passage plans for the voyage.

‘It is encouraging to see that the overall result of this campaign on safety of navigation is positive. However, continued monitoring of ECDIS compliance will be necessary,’ said Paris MoU secretary general Richard Schiferli.

‘INTELLIGENT’ NAVIGATION AID Rolls-Royce has launched its new high-tech ‘situational awareness’ system – promising that the technology will serve as a game-changer for ship navigation.

The Intelligent Awareness (IA) system uses data from multiple sources and sensors to provide watchkeepers with an enhanced understanding of their surroundings.

Rolls-Royce says the system – which has been developed with companies including Stena and Mitsui OSK Lines and is the first of its kind to be made commercially available – utilises Light Detection and Ranging (LIDAR) laser technology

to supplement ECDIS and radar information.

LIDAR measures distances, which can be linked to GPS data to create 3D environments that allow crews to ‘see what the human eye cannot’. IA presents the information in four different user interfaces – Virtual Reality (2D and 3D); Augmented Reality; and Precision mode.

Iiro Lindborg, the company’s general manager of remote and autonomous operations, said: ‘IA is undoubtedly one of the most significant advances made to date in terms of ship navigation safety, particularly during night-time sailings or in adverse weather conditions.’

Germany is named as having the worst practices, beaching 50 of 53 scrapped ships

Concerns over explorer ships Concerns over the safety of the growing number of ‘expedition’ passengerships have been raised by a leading naval architecture company.

Helsinki-based Foreship warned that the rush to build such vessels around the 10,000gt mark is leading to a lack of design consistency, with safety and environmental principles being compromised.

‘Some designs we have seen do not meet the cruiseship Safe Return to Port (SRtP) provisions that were developed for a very good reason at the International Maritime Organisation,’ said company chairman Markus Aarnio. ‘These are smaller vessels, but they are still complex passenger ships; as such, they need to be envisaged as cruiseships from the outset.’

Mr Aarnio said he was also concerned about ‘misconceptions’ and confusion between the Polar Code and Polar Class.

More thought needs to be given to the efficient use of space and energy on these smaller ships, he added, and to meeting the new more stringent SOLAS2020 damage stability requirements in a clever way.

‘There are projects where very little space has been reserved for technical areas, and this can create extra cost and problems later, in operation,’ he warned. ‘This might result in a ship not having an exhaust gas economiser, or not enough space for modern energy-efficient air handling units.’

Mr Aarnio said some designs seem to include tanks or voids at the ship’s sides more typical of offshore supply ships.

‘These smaller expedition ships are not cargo vessels or boats,’ he added. ‘They must be designed to be fit for purpose, as passenger ships operating in remote areas.

Smaller size does not mean that safety or energy efficiency should take a lower priority than is the case for bigger ships.’

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3.23% At least 15 workers died in Bangladeshi yards last year, 10 in Pakistan, and at least eight in Alang, India

The proportion of the world's ships broken up in the European Union

51 UK-based Zodiac Maritime sent five ships to South Asian scrapyards last year

A fire-fighting vessel attempts to extinguish the blaze onboard Maersk Honam some 900nm SE of Oman Image: Indian Coast Guard

MAIB alert on lookout vigilance The skipper of a fishing vessel involved in a fatal collision with a pleasure boat off the south coast of the UK last year had been distracted by using his mobile phone and a computer before the incident, an investigation has concluded.

Three men on the motor cruiser James 2 died when it was hit by the UK-registered fishing vessel Vertrouwen some 1.6 miles SE of Shoreham harbour at 0026hrs on 6 August 2017.

The UK Marine Accident Investigation Branch (MAIB) said neither vessel had been keeping a proper lookout. Investigators said James 2 should not have been at sea, as its navigation lights did not meet required standards, it had inadequate freeboard, and basic safety equipment was either not carried or not worn.

The fishing boat skipper – who was alone on the bridge – had been using his mobile phone and was facing aft, sending a departure report on the computer, in the critical moments before the accident, the report notes.

The MAIB has issued a safety flyer to the fishing industry highlighting the importance of maintaining a proper lookout and avoiding distractions in the wheelhouse.

Investigators also warned of ‘a continuing need to educate leisure craft users of the dangers of consuming alcohol while operating afloat’.

The number of ships sold to South Asian breakers by Greek owners in 2017

FIVE DIE IN MAERSK SHIP FIRE Nautilus has backed calls for more action to improve fire-fighting capabilities on containerships after five seafarers died in a blaze onboard the 15,262TEU Maersk Honam last month.

Twenty-three of the crew on the Singaporeflagged vessel had to be evacuated to the MOL containership ALS Ceres after they were unable to control the fire, which began in a forward cargo hold while the vessel was in the Arabian Sea. The crew members included 13 Indian nationals, nine Filipinos, one Briton, one South African, one Romanian and one Thai seafarer.

Nautilus professional and technical officer David Appleton commented: ‘Unfortunately, this tragic incident is just the latest in a long list of similar fires in recent years that have led to seafarer deaths and injuries. The problems particular to containerships are well known and include: mis-declaration of dangerous goods; inadequate provision of firefighting equipment; the lack of any mandatory specialised systems for fighting fires on such ships; and insufficient manning. It is hoped that this tragedy will provide the impetus for positive action to put a stop to these preventable deaths.’

Reports warn on windfarm vessel emergency training Investigations into two separate fires on windfarm crew transfer vessels (CTVs) have stressed the importance of emergency training.

In a report on an incident involving the CTV Windcat 8 in the North Sea last year, the UK Marine Accident Investigation Branch (MAIB) urges the owners to ensure that crew members understand the principles of the installed fixed fire-fighting systems and are fully familiar with the procedures for their operation.

Investigators found that the Stat-X extinguishing system was rendered ineffective because not all the engine space vents had been closed before its release.

The report also calls for the vessel’s owner and manager, Windcat Workboats, to provide training and guidance on the action to be taken for all

critical propulsion alarms – noting that a high oil temperature alarm which sounded shortly before the blaze began should have ‘warranted a more cautious approach to the use of the engine’.

The MAIB found that the fire was caused by the ignition of oil vapour released after the failure of a big-end shell bearing.

In a report on a fire onboard the CTV World Calima last November, the Danish Maritime Accident Investigation Board said the remote release of the vessel’s CO2 system had been ‘impeded by the fact that it had not been possible to train the practical aspects of its use’.

Unsure whether the system had been activated, the vessel’s master had faced ‘considerable risk’ in opening the door to the CO2 room and releasing it locally, the report points out.

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I N T E R NAT IONA L

In brief Companies fined: four shipping companies – CSAV, K Line, NYK and WWL-Eukor – have been fined €395m by the European Commission for collusion in operating an anticompetitive cartel covering nearly 50% of EU vehicle imports and exports for almost six years. The fifth member of the cartel, Mitsui OSK Lines, escaped a fine as it gained full immunity by alerting the authorities to its existence.

Wages won: a dozen stranded Russian seafarers have been flown home after the intervention of the International Transport Workers’ Federation and the Danish Maritime Authority secured the payment of US$250,000 in owed wages for the crew of the Turkish tanker Natig Aliyev, which had been detained in Aalbæk, Denmark, since 7 February.

Total talks: French officers’ unions have met the country’s transport minister to discuss concerns over oil major Total’s takeover of the Marseilles-based gas tanker operator Gazocéan.

They said they remain concerned at the ‘lack of clear guarantees’ for French seafaring jobs in the fleet.

Chinese call: China has called for Japan and South Korea to help develop improved maritime emergency plans in the area following pollution caused by the loss of the Iranian tanker Sanchi after a collision with a bulk carrier in the East China Sea in January.

Arctic increase: shipping traffic on the Northern Sea Route will increase tenfold to 80m tonnes by 2025, Russian president Vladimir Putin has told the country’s parliament.

N O R W AY

Flag fears over ferries Seafarer unions have protested to Norway’s government over its plans to allow Color Line to switch ferries operating between Oslo and Kiel to the country’s international ship register NIS. The unions – CO-Søfart from Denmark, SEKO Sjöfart from Sweden and the Norwegian Seamen’s Union – wrote a joint letter to business minister Torbjørn Røe Isaksen telling him the move would have ‘dramatic long-term consequences’ and threaten 700 Norwegian seafaring jobs.

Unions fear the flag switch – which requires regulatory clearance from the European Free Trade Association Surveillance Authority – would result in the use of low-cost foreign crews on the Color Line vessels and create unfair competition in the entire Nordic ferry market.

The unions urged the government to give the idea further consideration and analysis.

The Norwegian Labour Party, LO union confederation and Denmark’s government have also expressed concern at the plans.

Danish shipowners and the Dansk Metal general union have agreed plans for expanding the country’s international ship register (DIS) to include offshore ships operating in its national waters – with full bargaining rights for Danish unions.

The agreement is a breakthrough for the unions, as they have no bargaining rights for seafarers working on DIS vessels at present.

Anne Steffensen, director of Danish Shipping, said expanding DIS to cover all offshore activities was a necessary move for maintaining competitiveness. ‘In that sense,’ she added, ‘we find it entirely reasonable that Danish conditions prevail in Danish waters, where many of these activities take place.’

U N I T E D S TAT E S

Master jailed for dumping

GERMANY

AIDA’S FEMALE FIRST Pictured above is Nicole Langosch, who last month became the first woman to take command of a German cruiseship.

Capt Langosch – who is one of 14 female officers serving in the 12-ship AIDA Cruises fleet – has been appointed master of the 71,304gt AIDAsol. She has served with the company for 10 years, after working for a container shipping company in New Zealand and for the European Parliament in Brussels.

‘I am looking forward to my new role as captain and aware of its great responsibility,’ she said. ‘It makes me proud to work in a company that gives targeted support to young women in their careers, enabling me to pursue my dream job.’

A ship master has been jailed in the United States after pleading guilty to illegally dumping oil and garbage off the coast of Texas.

Captain Edmon Fajardo was sentenced to six months in prison and fined US$2,000 after a court heard that oily cargo residues and machinery space bilge water were pumped overboard from the Marshall Islands-flagged tanker Sea Faith on five occasions in March 2017.

Prosecutors said the master had twice ordered crew members to throw plastics, empty steel drums, oily rags, batteries, and empty paint cans directly overboard into the ocean.

The vessel’s Greek operators, Sea World Management & Trading, were fined a total of $2.25m and placed on probation for three years for failing to accurately maintain the oil and garbage record books. The company will also be required to implement a ‘robust’ environmental compliance plan.

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In brief Pictured with TNTA and TETA cadets are Young SMOU chairman Terence Tan; Maritime & Port Authority chief executive Andrew Tan; Singapore Shipping Association president Esben Poulsson; education minister Ng Chee Meng; SMOU general secretary Mary Liew; and SkillsFuture Singapore chief executive Ng Cher Pong

SINGAPORE

UNION HELPS DELIVER CADET INCREASE Singapore is delivering a fresh S$12.6m (€7.75m) funding boost for cadet training under an agreement between maritime unions and the government.

The three-year support programme has been delivered in a bid to train a further 200 Singaporeans as deck and engineer officers and to increase the size of the island state’s maritime workforce.

The Singapore Maritime Officers’ Union (SMOU) will work with two other agencies to provide the funding under the Tripartite Nautical and Engineering Training Award schemes. General secretary Mary Liew said:

‘Together with the shipping companies who are providing training placements to the cadets, we are sending out a strong message that tripartism remains the right way to go as we navigate towards the future of maritime.’

SMOU will contribute S$5,000 to shipping companies it has collective agreements with for every training placement they offer to Singaporean cadets under the initiatives.

The union is also donating S$120,000 to the local Mission to Seafarers over a three-year period to improve the welfare of seafarers visiting the International Drop-in Centre at Jurong Port.

MOZAMBIQUE

OSM SET TO BOOST AFRICAN TRAINING A Norwegian ship management company is planning to re-launch a maritime college in Mozambique as part of its commitment to a United Nations programme to support corporate social responsibility.

The OSM Maritime Group is conducting a feasibility study on the re-launch of the Mozambican Higher School of Nautical Sciences as a ‘centre of excellence’ for training African seafarers, in line with its involvement in the UN Global Compact (UNGC) initiative.

‘There’s a demand for skilled seafarers in Mozambique, but a “competence gap” with regards to the local workforce,’ said CEO Geir Sekkesaeter. ‘The developing coastal shipping network, the fishing sector and the logistical needs of the offshore hydrocarbon industry have created real opportunity for Mozambicans, but they need the required competence.’

OSM said it is also developing a series of initiatives to increase the number of women in its global pool of 11,000 qualified seafarers.

AUSTRALIA

‘Barbaric’ conditions on tanker A Liberian-flagged chemical tanker was detained in Australia last month after crew members complained of ‘barbaric’ working conditions onboard.

The 46,733dwt Tintomara was held by the Australian Maritime Safety Authority (AMSA) after Filipino and Bangladeshi crew members fi led allegations of a culture of bullying by senior officers, excessive

working hours and non-payment of overtime.

AMSA allowed the vessel to leave port after the company replaced the master and chief officer, agreed to increase wages and reduce working hours, and to promise that none of the crew would be punished or further intimidated in response to their complaints.

Pilot killed: authorities in Lisbon launched an investigation last month after port pilot Barra Miguel Conceição died while disembarking from the Hong Kong-flagged boxship Singapore Express in Cascais Bay. Rescue efforts had been hampered by stormy weather conditions, port officials said.

Greek record: the number of Greek seafarers in employment has hit the highest level for almost 20 years. A report released last month shows a 12% increase in Greek seafarers serving on nationally-controlled vessels last year. Cadet numbers increased by 7.7% over the year, with 56 on Greek-flagged ships.

Hold deaths: an investigation has been launched after four port workers and a paramedic died onboard the Indonesian-flagged aggregates carrier Sumiei in the port of Banjarmasin, Kalimantan, last month. The men died in a cargo hold on the 1,388gt vessel, which had been carrying a cargo of palm kernels.

Green aid: the European Investment Bank and the Dutch financial institution ING have signed an agreement to provide up to €300m support for green innovation projects in the European shipping market, such as low-carbon retrofitting of ships or developing new low emissions vessels.

Danish growth: Danish shipowners have unveiled a plan to expand the country’s merchant fleet by 10% over the next three years. They also aim to deliver a matching increase in the number of seafarer jobs on the back of improved net salary arrangements for seagoing staff.

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NAU T I LU S AT WOR K

NAUTILUS WINS GROUNDBREAKING MLC CASE FOR SUPERYACHT CREW Indian Empress case is latest of many unpaid-wages claims in sector, says Union The Isle-ofMan flagged Indian Empress, which was abandoned by its owner

autilus International has secured a ‘milestone’ payment for crew members owed more than US$1m in wages after the superyacht on which they were working was abandoned by its Indian multimillionaire owner.

The Union last month had the 95m vessel Indian Empress arrested in Malta as it made further attempts to recover an additional US$330,000 in unpaid wages and other costs on behalf of its 24 members.

In all, there are more than 40 crew caught up in the case – from countries including the UK, the Netherlands, Croatia and India – and individuals are owed anything from $6,250 to more than $92,000.

The Isle of Man-flagged superyacht was abandoned in September last year after the owner, Vijay Mallya – whose business empire includes

N

Kingfisher beer and the Force the payment of further India Formula One team – was outstanding wages and other arrested in the UK following the costs over and above the Indian’s government request for amounts covered by the MLC, his extradition to stand trial over including the notice period, leave an alleged debt of more than and repatriation fees.

90bn rupees (£1bn).

‘Our members onboard gave Nautilus made pioneering use their employer and the shipowner of the provisions of the multiple opportunities to pay international monthly wages, displaying a Maritime Labour loyalty and restraint Individual crew members Convention (MLC) greater than many would from the Indian to secure the show in such situations,’ Empress are owed payment of four said strategic organiser from $6,250 to over months’ unpaid Danny McGowan. $92,000 wages, totalling ‘These opportunities more than were regularly ignored by $615,000. In line with the owner, leaving us with no the ‘safety net’ financial security option but to take the case to the provisions of the convention, the courts.

Union ensured that these ‘Once again, this case payments were made to the crew illustrates the importance of by the Norwegian protection and Nautilus membership,’ he added. indemnity insurance specialists ‘No other organisation in the Skuld. superyacht industry will take Following these payments, such action on behalf of its Nautilus arranged for the arrest members.’ of the superyacht in Malta to Mr McGowan said the Union is enforce a maritime lien seeking now looking after members on

another of Vijay Mallya’s yachts – Force India. Nautilus is also representing members on the superyacht Equanimity, which was seized by authorities in Indonesia last month, and last year secured more than €140,000 in unpaid wages for members on the Maltese-flagged superyacht Pure One. ‘The superyacht sector is seen as one of glamour and glitz, but the sad reality is that crew members can experience exploitation and abuse, and that is why Nautilus has become increasingly involved in such justice cases,’ said director of legal services Charles Boyle.

‘Our ability to enforce the provisions of the Maritime Labour Convention – for the first time in the superyacht industry – shows the vital importance of this international measure and the “safety net” financial security provisions which were introduced to protect crew members,’ he added.

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INDUSTRY

ON THE MONEY

Yachts are getting larger but salaries generally aren’t…

Image: Danny McGowan

The superyacht sector looks very glamorous, but it’s not all plain sailing for crew – and new data suggests that pay rates may be stalling. Frances and Michael Howorth have been doing some number-crunching… or many years while writing for yachting magazines around the world, we researched and maintained a database of crew salaries and published our results each year, up until 2015.

Now the baton for keeping crew up to date with salaries has passed to YPI Crew, the specialist recruitment company based in Antibes. It has released its 2017 report using statistics gathered from its salary-sharing platform www.yachtingsalaries.com.

Running on a sort of ‘crowd-sourced’ basis, this website was created with the aim of freely sharing information and making the industry a level playing field for everyone. It has collated salary information from more than 2,500 crew over the past year, and the findings provide some much-needed transparency to the yachting industry.

The comprehensive new report gives the average salary range for each yacht crew position, from deckhands to captains, benchmarking industry standards and providing a point of reference for employers and crew alike.

This report should be both helpful for captains and managers helping to plan their season budgets, as well as for crew who are either changing roles or joining the yachting world from commercially operating cargo vessels and passenger ships.

What is distressing for crew, however, is how slowly pay has increased year-on-year. Our figures show that in 2002 the average wage a deckhand or an entry-level stewardess on a 50m yacht could expect to earn was US$3,000. Today, YPI Crew reports that deckhands can expect to earn between €2,100 and €3,000 per month. When talking about stewardesses, YPI report their ‘pay spectrum starts at under €3,000’.

Captains have not fared any better in the last 15 years, except that we can assume that those commanding a very large (back then) 50m yacht are now commanding something much larger. In 2002, our figures showed the captain of a private 50m yacht was

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earning $12,000 a month. Today, YPI suggests the figure is €11,000.

YPI notes that the captains of larger vessels tend to receive higher earnings, with private and permanent contracts paying especially well for 51m to 65m sailing yachts and 81m to 100m+ motor yachts.

The report adds: ‘Only 1% of sailing yacht captains and 15% of motor yacht captains are on rotation, with salaries starting at €5,500 per month for both. However, motor yacht captains on rotation can earn almost €16,000 per month for large vessels, whereas sailing yacht captains on rotation earn an average maximum of €8,000 per month.’

CHARTER

PRIVATE

ROTATION

PERMANENT

20000 18000 16000 14000 12000 10000 8000 6000 4000 2000 0 0-35m

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41-50m

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66-80m

81-100m

CAPTAIN M.Y.

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For technical crew, the report Eighteen sole mates reported earnings of €3,500 to €4,500 draws on data submitted by 434 per month, with a rare permanent position on a 60m yacht seafarers – 239 of which were chief generating an income of almost €6,000 over the same period. engineers. On superyachts over The majority of chefs are permanent staff: just 15% of head 101m, chief engineers earn an chefs and 29% of sous chefs are on rotation. A total of 127 chefs average €12,000 per month while contributed to the survey but no definitive pattern was revealed, on a permanent contract. Those on which indicates the varied pay scale of the position. Head chefs’ rotation and charter yachts earn an salaries range from €3,500 to €10,000 per month, depending average maximum of €10,000 per on the size of the vessel, but with some anomalies. The pay scale month. for second chefs varies from €3,000 to €6,000 per month with Meanwhile, 109 second yachts in the 81m to 100m range offering the highest wages in engineers reported a salary range private, rotation and charter positions. of €4,500 to €7,000 per month, A total of 27 pursers contributed their salary details, revealing depending on the vessel’s size. a stable remuneration across all vessel sizes, with an average Third engineers reported maximum earning potential of €7,000 per month. Around earnings of €3,000 to 60% of pursers are on rotation, compared to only 13% Yacht captains earn on average €6,000 per month. of chief steward/esses. The 68 chief steward/esses who Surprisingly, ETOs, contributed earn an average of €3,000 per month on AVIs and electrical small vessels, with the amount steadily increasing to a month – much the same as engineers benefit most €9,000 per month for employees on the largest yachts.

15 years ago from rotation and earn Just 27 second steward/esses contributed information, more consistently at the so there wasn’t enough data to reveal any patterns, but the higher end of the €4,000 to pay spectrum starts at under €3,000 and goes up to €5,500 per €6,500 per month range, irrespective of the size of the vessel. month.

The data from the 224 contributing deck officers reveals that Only 87 deckhands contributed their details, but the data only 31% of chief officers command a rotational position. The reveals that they have the most consistent ranging salaries of all results revealed that second and third officers are much more crew. Only 10% of deckhands are on rotation and deckhands can likely to hold rotational positions, with 50% and 70% respectively expect to earn between €2,100 and €3,000 per month. in this category. Deck salaries remain relatively constant on midUnlike most annual surveys, www.yachtingsalaries.com is sized and larger vessels. updated in real time and information can be searched instantly.

Chief officers in permanent positions earn up to €9,000 per And although it was created by YPI, it is an independent entity, month on the largest yachts. Second officers earn more consistent meaning there is no incentive for people to enter misleading rates across a range of vessel sizes and contracts, averaging €4,500 information. Members of the community can report any per month. Third officers earn around €4,000 per month on inconsistent or inflated salaries as suspicious and they will yachts over 65m, but earn up to €5,000 in private positions on be removed immediately from the system to maintain the 66m to 80m yachts. platform’s accuracy and integrity.

€11,000

12000

3000 2700

10000

2400 2100

8000

1800 6000

1500 1200

4000 900 600

2000

300 0

0 0-35m

35-40m

41-50m

51-65m

66-80m

81-100m

101+m

0-35m

CHIEF ENGINEER

35-40m

41-50m

51-65m

66-80m

81-100m

101+m

DECK HANDS M.Y.

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CAREERS

New cruiseships are being built all the time, providing a steady source of employment

WHERE WE’RE WANTED What are the prospects for young British seafarers in today’s volatile employment markets? Alasdair Macmillan, managing director of the Southampton-based recruitment and HR firm Stellamar, explains all… upply and demand for seafarers overall is increasing, and according to a recent BIMCO study, there could be a global shortfall of 150,000 marine officers by 2025.

In the UK, there needs to be an annual intake of around 1,500 cadets, given the increase in tonnage that will require British seafarers. This is particularly true for the cruiseship industry, where we see some 96 newbuilds on order and no yard space available in Europe until 2022 – most of these vessels will require UK seafarers.

Given that we are still stagnating on UK cadet intake numbers, the increase needs to be vast over the next few years – starting now – to meet the growth in the market.

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I’ve mentioned the cruise sector, but the offshore industry is also making a return. We are seeing a large intake of marine officers within the UK offshore vessel market, particularly for PSVs and anchor handlers. Those two sectors alone will generate the need for an extra 250 to 500 UK cadets per year.

That covers the numbers needed to serve current demand, and also to account for the fallout rate of people who complete their cadetship but do not stay at sea – which is much higher than it should be.

Since my last article of this nature, three years ago, there has been a small increase in cadet numbers. I’d put that down to an increased awareness of a career at sea, particularly through the work of the Merchant Navy Training Board's

Careers at Sea initiative. However, we are still not seeing enough – a career in merchant shipping is not as heavily promoted as careers in the UK military.

The Parker report identifies the close relationship between the Merchant and the Royal Navy, and whilst that’s great, there’s not enough of a link from a recruitment perspective for people to be making an informed choice between a life at sea in the RN and a life at sea in the MN (or, indeed, enough of an easy transition from one to the other).

The UK government's SMarT funding was recently doubled from £15m to £30m, and subsequently became SMarT Plus, requiring companies to retain their newly qualified officers. This will make a huge difference to the number of

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cadets which stay at sea, but it still isn’t enough. The funding that the government dedicates to helping shipowners pay and attract people through their cadetships is low for what the maritime industry contributes to the UK economy.

Compare the £55.7bn the government is investing in the rail project HS2 over the next seven years, which has a return of £2.40 for every pound spent, with the return yielded by SMarT Plus funding – almost £5 for every pound spent, according to the Department for Transport (DfT).

SMarT Plus funding is a huge step toward ensuring that we don’t lose cadets and newly-qualified officers, but to what extent will have to be determined over time. One concern is that shipowners will continue to take the view that once someone has completed their six months they are still not deemed experienced enough to be a bona fide second or third officer. We also need shipowners to commit to hiring them and secure employment beyond that initial training period.

Also crucial is the need for shipowners to understand their duty of care to provide the best standard of training. For instance, are their UK cadets on a ship which is 95% Mandarin speaking? Or are they on a vessel where the officers are Russian and, if so, how are the cadets getting the training which will allow them to be viewed as a fully-fledged third or second mate following that cadetship?

If you look at the companies who aren’t doing things simply

for tonnage tax purposes, they tie people in for two years following their cadetship, by which point they are on their way to achieving a chief mate’s or second engineer’s COC. That’s a real benefit, because they’re in the system and adequately trained to be employable.

So, will the SMarT Plus funding help? Yes. Should there be more money available anyway? Yes. Will it make a difference? It should do.

The main area of growth is the cruise industry’s demand for deck, engine and electrotechnical officers (ETOs). Being able to attract and retain these officers is going to be a challenge. There aren’t enough second engineers with cruise experience in the cruise industry – the traditional second engineer in the sector is a third engineer’s job in other areas of the MN. Getting somebody with a second engineer’s licence to go back and get a job as a third, albeit with the stamp of a second, is a little demeaning, although the remuneration opportunities can be better.

Another risk to the MN is the growth of the superyacht industry, with more and more 60m-plus vessels being built, all with a requirement for a MN COC. So, what would I advise? As a new cadet is starting out, think realistically about your five-year plan and seek a mentor to advise.

We see the mentor scheme working with the Honourable Company of Master Mariners, but perhaps there should be more joined-up thinking on this front between the Chamber of Shipping and the nautical colleges,

Alasdair Macmillan of maritime recruitment and HR firm Stellamar

Saga Cruises is one of the operators on the orderbook, with Spirit of Discovery, left, being the first of two 58,250gt vessels due for delivery by 2020

using the experiences of alumni to assist the next generation.

Recruitment agencies also have a part to play. Given their position in the market, they can provide a realistic view to young seafarers of what is achievable in their career and where the skills shortages are, so they do not end up chasing the same dream as 95% of the rest of the market and can carve a niche.

In that initial five years, you need to acquire solid experience, regular employment and the ability to build a knowledge base as quickly as possible. Also, if the primary choice is not attainable, learn to be flexible. It’s much better to be at sea than sitting at home waiting for the perfect opportunity.

If I were a British seafarer looking to go somewhere with my career where I can use a specific skill set – both seagoing and shore based – I would go into a market where there aren’t many British seafarers, so that the skill pool available at the top four ranks within your nationality is less than in others. Also, I’d look at which companies are based in the UK, which means the transition ashore would be easier.

I would look at the tanker sector right now – particularly crude oil and LNG. There are very few British seafarers with experience of crude oil or LNG tankers at a senior rank who can come ashore. This was also an area highlighted as particularly lacking in manpower supply by BIMCO. Such skills would be vital to any of the oil majors or ship management companies based in the maritime hubs across the UK, as well as being highly desirable to marine consultancies, law firms and P&I clubs.

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W E L FA R E

DELIGHT INSIGHT Are you happy at work? Sadly, new evidence suggests that there has been a marked decline in the number of seafarers who consider that they are. Andrew Linington reports... aunching its report on the findings of the latest Seafarer Happiness Index survey, the Mission to Seafarers warns: ‘Seafarer happiness is falling.

That should be a concern for the industry, and it seems there are important questions to ask and issues to address.’

The Mission says the survey – based on feedback from almost 8,000 seafarers – offers the industry extremely valuable insight and a chance for employers to learn where others are going wrong. With the overall ‘happiness level’ having

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fallen from 6.46 (out of a maximum 10) in 2015 to 6.41 in 2016 and 6.25 last year, there is no shortage of lessons to learn.

Although a significant number of those taking part in the survey spoke of their pride at being a seafarer and the good money that can be earned, the report notes that ‘the impact of isolation, stress and heightened workloads are still taking a very heavy toll on those at sea’.

The survey sought feedback on 10 key areas of life at sea, including mental and physical health, diet, rest, workloads, connectivity and access

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to shore leave. The most negative results concerned workloads (5.66) and shore-based welfare facilities (5.80).

The report cites complaints from seafarers that they feel they are being treated like slaves and routinely overworked, with ‘repeated suggestions that hours of rest are not being followed and overtime agreements are being reneged on’.

The Mission said these problems are leading to tiredness, stress and fatigue. And the report adds: ‘The most universal complaints across all vessel types surrounded paperwork and dealing with audits and inspections.’

Respondents highlighted the problems of getting access to shore leave, and the Mission said the low ratings for shore-based welfare facilities reflected the fact that some ports lack any provision for seafarers – with some crew members reporting that they never see welfare facilities on the runs and port calls they make. ‘Long gone are the days when port calls meant something to look forward to,’ the report states. ‘Today, it is more likely to signal a procession of people demanding time and attention from the crew and bringing more work to be done.’

The survey echoed the findings of Nautilus research into shipboard connectivity – with the report noting that ‘the responses of those who lack a regular, reasonably priced and quality connection to those ashore paint a very sorry picture indeed’.

Overall, seafarers gave a 6.68 happiness rating for their contact with family while at sea. The report cites ‘repeated and clear calls’ for every seafarer to have internet access – and many seafarers stated that it should be made mandatory under the provisions of the Maritime Labour Convention.

The Mission pointed out that the relatively high score for connectivity reflected the fact that

A happy seafarer?

Image: Apostleship of the Sea

Satisfaction scores: the 'top 10' happiness index ratings Image: Mission to Seafarers

those with good internet access seem to be ‘incredibly happy – posting results of 8, 9 and even 10s’.

A similarly mixed picture was given by the feedback on pay, with little middle ground and seafarers either considering their wages were good or bad – and the report points out that this was strongly affected by nationality.

There were numerous complaints about pay stagnation – with many respondents stating that they have had very small increases, or even none at all, in recent years. ‘The issue of rising inflation in certain nations has also been seen as having a serious impact on seafarer buying power,’ the report states.

‘Often there has been a positive sense that salaries at sea outstrip those ashore, especially in developing nations,’ it adds.

‘However, it seems that things are changing. As the standards of living rise in the maritime labour supply markets, the rewards at sea are diminished.’

Worryingly, complaints about cadet pay figured strongly – with a

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W E L FA R E

substantial number of respondents suggesting that current rates are not sustainable and are leading to fewer trainees coming into the industry.

Food is always an important issue for seafarers, and while shipboard meals received an average rating of 6.2 out of 10, the survey highlighted concerns over cost-cutting, poor hygiene, low quality supplies, and a lack of skills and passion among cooks. There were particular complaints about too much fat and salt, and not enough healthy eating options, as well as some cultural dietary problems.

Seafarers also pointed to the difficulties they face in keeping fit at sea, even though many acknowledged the progress that has been made in providing facilities onboard their vessels. ‘The demands of workload versus the need to rest, sleep and relax were acutely felt,’ the report says. ‘There were many who wanted to exercise, who had access to the equipment, but for whom the time was simply not sufficient.’

The survey showed a broad mix of views on training, together with a big generation gap on the issue – with many senior seafarers suggesting that much of the training is ‘merely a tickbox exercise for the company’ and noting a ‘worrying trend that drills onboard are being seen as

a substitute for training’.

There were criticisms about the cost of training – especially in centres ashore – and some respondents also complained about a lack of support from officers to assist with training.

The highest rating – 7.17 – was given to interaction with other crew onboard. A lot of respondents spoke of their pleasure at working positively with colleagues and the strong sense of camaraderie at sea, although some concerns were raised about the barriers posed by language gaps within multinational crews and the potential for cliques and divisions to occur among certain national groups.

A number of seafarers also complained about the way in which they were isolated by being the only person from their country onboard the ship, and others argued that quick turnarounds, short voyages and spikes in workload add up to a lack of quality time to relax and get to know colleagues better.

The survey showed that seafarers on containerships are the happiest, and that those aged under 45 appear to be the most satisfied with their work. Seafarers from the deck department also gave the highest marks for happiness, and female seafarers posted higher average happiness levels than their male counterparts.

This was the first time the Mission to Seafarers has been the organisation to conduct the survey, and its founder, former MN officer Some seafarers Steve Jones, said the responses had complain of never being able revealed fascinating trends and early to get ashore on warning signs. certain voyage patterns Image: ‘Happiness is the foundation for Danny Cornelissen good employment,’ he pointed out.

‘Happy people stick around, happy people work well, they embrace challenges, they look to excel, and they share with others. Happiness matters, and shipowners ignore it at their peril.’

Contributions to the Seafarer Happiness Index are welcome via the website: www.missiontoseafarers.org

Seafarer depression at high levels, warns welfare charity A major new study of seafarer wellbeing has suggested that more than one-quarter of crew members may have depression.

The results of the research – funded by the Sailors' Society and conducted

by Yale University experts Dr Rafael Lefkowitz and Martin Slade – were presented to the charity’s Wellness at Sea conference late last month.

The findings are based on a survey completed by more than 1,000 serving seafarers from around the world, and cover issues including injury, illness and mental health.

Respondents made frequent reports of occupational hazards such as noise and vibration, as well as the problems of heat and working in tight spaces.

The survey showed that more than 25% of seafarers reported being ‘down, depressed or hopeless’ on several days during the previous fortnight – and 2% said they had such feelings every day.

‘The survey suggested that 27% of the seafarers may have depression,’ the report noted. ‘These preliminary findings point to the possibility of a significant burden of mental health conditions in seafarers, to be further characterised in an upcoming project dedicated to seafarer mental health.’

A full report on the conference will be published in the May Telegraph.

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HEALTH AND SAFETY

Removing asbestos from an old factory Image: bermau

M R A H L A C I H I S TO R Many seafarers have suffered from asbestos exposure.

Stephen Burbidge ‒ a partner in Humphreys & Co, solicitors specialising in asbestos claims ‒ considers a recent court decision which should open the door to more victims and their families getting compensation…

ost claims for compensation for asbestos exposure causing lung disease involve claimants exposed to asbestos in the 1950s to 1980s. By the 1950s, a broad range of items were being manufactured using asbestos – from paper, yarn and cloth through to cement, pipe and insulating material and wall tiles.

Sprayed asbestos, now known to be extremely hazardous to health, was extensively used in the British Royal Dockyards from the Second World War to 1963, when

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its use was discontinued. The most hazardous types of asbestos, blue asbestos (crocidolite) and brown asbestos (amosite) were used widely to produce insulation boards and hot pipe and boiler lagging, and it was not until 1972 and 1980 that their importation stopped. In 1999 the importation of white asbestos (chrysotile) was banned.

In these decades, many merchant seafarers were exposed to asbestos to a greater or lesser extent. Ships’ engineers routinely worked in enginerooms and boiler rooms amongst a complex network of

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asbestos-lagged pipes, usually in a dusty, poorly-ventilated atmosphere, regularly knocking into pipes lagged with asbestos causing airborne dust and fibres, without any effective respiratory protection.

Sometimes, the engineers cut into or hacked off lagging to carry out their work, and at other times they worked in the vicinity of laggers who mixed blue asbestos powder with water to make a paste that was applied to the boilers and pipes to insulate them. Those serving on ships importing raw asbestos, typically contained in open-weave hessian sacks that were often broken or insecure, could also be exposed if supervising the cargo holds or assisting in the unloading of cargoes when the ship was docked.

With exposure occurring decades ago, you might think that by now the law in relation to asbestos claims must be settled. Nothing could be further from the truth. The last 25 years have seen considerable development in the law. That’s because, typically, asbestos-related lung disease does not manifest for about 30 to 50 years after exposure.

So why is the law in a state of flux?

After all, the law of negligence has been around since the 1930s and the various regulations governing workers exposed to asbestos have been known about for years.

It’s because asbestos claims are valuable.

A diagnosis of mesothelioma has a devastating impact on a sufferer and their family. In the UK, mesothelioma alone accounts

Stephen Burbidge of Humphreys & Co solicitors

High and low exposure to asbestos can both pose serious risks ‒ a principle established by a Sunday Times article in 1965

for over 2,500 deaths a year, and a single mesothelioma claim might result in an award of compensation of £100,000 to £300,000 – sometimes more. Overall, insurers are paying out hundreds of millions of pounds each year on compensation claims involving asbestos-related diseases.

There has always, therefore, been a substantial incentive for insurers to put forward arguments that will defeat not only a single claim, but significant numbers of claims within a class. This has meant that over the years asbestos claims have been a fertile ground for appeals.

Examples include Fairchild v Glenhaven Funeral Services [2003] 1 AC 32, in which it was argued by insurers that, as a matter of principle, mesothelioma sufferers exposed to asbestos with multiple employers could not succeed in their claims, as they would be unable to prove which of the employers was at fault (with the House of Lords then formulating a new test in mesothelioma cases to enable claimants to gain justice).

Then, in Barker v Corus plc [2006] UKHL 20, insurers successfully argued that compensation for mesothelioma should be apportioned between culpable employers – an injustice that had to be reversed by the government passing the Compensation Act 2006.

Low exposure cases The latest area of attack has been in low exposure cases. It has always

been easier to prove liability in cases involving heavy exposure to asbestos. Laggers – those using spray asbestos or those cutting insulation boards with electric circular saws – typically inhaled heavy concentrations of airborne asbestos dust and fibres, and would be most at risk of developing actionable conditions such as diffuse pleural thickening, asbestosis, mesothelioma and asbestos-related lung cancer. Most such claimants would be likely to succeed in proving a breach of duty by their employer. But a large number of cases involve activities that give rise to far lower fibre concentrations and exposures of much shorter duration.

In 1965 an article in the Sunday Times made it widely known for the first time that it was not only workers exposed to substantial amounts of asbestos who were at risk of developing conditions like asbestosis; those exposed to light and intermittent quantities of asbestos were themselves at risk of developing serious pulmonary conditions like mesothelioma.

Thus, since the courts have always applied the standards of the day when assessing negligence claims in industrial disease cases, exposure up to 1965 needed to be substantial if a breach of the common law duty of care was to be proved. Exposure post-1965 needed simply to be more than negligible.

In 2011, though, the insurers scored a significant victory in Williams v University of Birmingham [2011] EWCA Civ 1242.

The claimant, Michael Williams, was just 54 when he died of mesothelioma. His widow brought a claim against the university where he had studied from 1970 to 1974 because during that period he had carried out experiments in a service tunnel containing pipes that were lagged with asbestos. The judge who heard the initial case found that the lagging was in poor condition, Mr

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HEALTH AND SAFETY TY

Williams was exposed to asbestos (albeit in fairly low concentrations) and there had been a material increase in the risk that he would develop mesothelioma as a result.

Compensation was therefore, according to the judge, payable by the university.

The insurers then appealed to the Court of Appeal, which found that the judge had failed to consider the question of whether it was reasonably foreseeable that Mr Williams would suffer mesothelioma, and that this needed to be proved in his case. When addressing that issue, the court said the best guidance available at the time was a Technical Data Note (TDN13) which was published in 1970 to help the Factory Inspectorate decide when to prosecute under the Asbestos Regulations 1969.

TDN13 set out threshold levels of asbestos fibre concentrations which, if exceeded, would prompt a prosecution. TDN13 was therefore adopted by the court as a yardstick for when the reasonable employer should take steps to implement precautions such as masks, respiratory protection and dust extraction equipment, to reduce dust concentrations to ‘safe’ levels.

This decision has, since 2011, presented a significant hurdle to be overcome by claimants in low exposure cases, and has sadly deprived many sufferers and their families of compensation for their conditions – so it was a victory for defendants’ insurers. It also created

a situation where, in many cases, it was easier to prove breach of duty in earlier years (when less was known about asbestos and its dangers) than in later years.

Bussey v Anglia – providing help to claimants The Williams finding has now at last been challenged in the Court of Appeal, in the case of Bussey v Anglia Heating [2018] EWCA Civ 243.

David Bussey was employed by the defendant from 1965 to 1968, during which time he installed central heating systems and boilers. This work exposed him to asbestos when he cut through asbestos cement pipes with a hacksaw, used asbestos rope to caulk joints and swept up dust and debris.

In February 2015, Mr Bussey developed mesothelioma, and this led to his premature death in January 2016. His widow then brought a claim for compensation which was defended. The court, hearing the case in April 2017, dismissed the claim on the basis that – although the exposure postdated the Sunday Times article of 1965 – the levels of exposure fell below those in TDN13 which were found in Williams to be ‘safe’. The court considered that it was bound

The latest judgment re-opens the question of what a reasonable employer should have done about asbestos exposure in the early 1970s

by that decision and the claim therefore had to fail.

Mrs Bussey then appealed to the Court of Appeal and her appeal has in 2018 now been allowed. allowed However, the court declined to find that the Williams case was, as a matter of principle, decided wrongly. It found that where a worker’s exposure to asbestos was variable and the employer could not know the extent of the exposure, the employer had to assess the risks of ‘the maximum possible exposure’. The employer could only ignore the risk if none of the employees would be sufficiently exposed to be at risk.

Importantly, the court found that TDN13 was a ‘relevant consideration’ but ‘not determinative of every case’. The court expressly said that Williams was not a binding decision that TDN13 established ‘safe’ levels of asbestos exposure for the period from 1970 to 1976, and less so for any period before 1970.

This is a positive development for claimants seeking to recover compensation in low exposure asbestos cases,and at last reintroduces some realism to the analysis as to what was properly and fairly considered to be safe in the 1970s onwards in terms of exposure to asbestos. Insurers will undoubtedly continue to argue that account should be taken of the thresholds in TDN13 (this decision does not extinguish those arguments entirely) but it is now very clear that TDN13 is no longer to be regarded as the yardstick.

The overall prospects of low exposure cases succeeding should now improve for claimants.

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EQUALITY

Image: Alamy

MIND THE GAP

If you work for a large UK company, it’s likely your employer will be legally obliged to publish a ‘gender pay gap’ report this month. Sarah Robinson finds out what this means, how it works and what’s happening in the UK shipping industry…

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EQUALITY

What is the gender pay gap?

Put succinctly by Sam Smethers, it is: ‘A measure of the difference in average hourly pay between men and women.’

It’s usually calculated for the staff in a particular company or organisation, but can be applied across a group of related organisations, a sector, or a whole country. Indeed, as the April 2018 gender pay gap reports come in, the UK government is committed to looking at the gender pay gap at a national level and taking steps to close the average gap. ‘There’s crossparty support for this in parliament,’ notes Sam, ‘with MPs from the Conservatives, Labour, Liberal Democrats and the SNP all backing the legislation that introduced gender pay gap reporting.’

What do you have to report, and how do you calculate it?

The following four types of figures have to be reported for each

staff). In the UK, that practice has been illegal for several decades.

Having a large gender pay gap across an organisation is generally considered undesirable, but it’s not in itself illegal.

So what does the gender pay gap tell us?

let on

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participating company: • gender pay gap (mean and median averages) • gender bonus gap (mean and median averages) • proportion of men and women receiving bonuses • proportion of men and women in each quartile of the organisation’s pay structure To calculate the gender pay gap across the organisation, each employee’s hourly pay rate must first be worked out, because obviously it would not be meaningful to carry out the review using monthly or annual salaries; this could give the impression that some people were unfairly paid differently when in fact some had simply worked more hours than others.

Companies are also strongly encouraged to provide a ‘narrative’ in their report.

Although this is not mandatory, the ACAS guidance document Managing Gender Pay explains that it is important because ‘reporting a gender pay gap does not necessarily mean a company has acted inappropriately or discriminatorily, but this will need explaining. A narrative helps anyone reading the statement to understand the organisation’s view of why a gender pay gap is present and what the organisation intends to do to close it.’

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rom 4 April this year, all UK companies with 250 or more employees will be required by law to carry out a ‘gender pay gap’ review and publish the results on their own website and on the government website www.gov.uk. It’s a measure that stems from the Equality Act 2010 but has only recently come into force, and it’s sparking a great deal of debate – as well as a degree of misunderstanding.

In this article, we’ll be getting to grips with UK gender pay gap reporting and how it applies to the shipping industry. And to help with our investigation, we’ve sought the opinions of two experts: Sam Smethers, chief executive of the Fawcett Society, the UK’s leading gender equality campaigning charity; and David Appleton, Nautilus professional & technical officer and former seafarer.

et Sm Sam

Is the gender pay gap the same thing as ‘equal pay for equal work’?

No. ‘Equal pay for equal work’ is about ending the practice of paying a woman less than a man for doing the same job, or when they are working in a role which is of equal value (e.g. shop floor workers vs warehouse

The gender pay gap is essentially a comparison of men and women’s progress within an organisation. ‘The process of calculating the gender pay gap does sometimes throw up violations of equal pay legislation,’ says Sam Smethers, ‘but it’s more a way of taking a fresh look at your company as a whole, and seeing whether you are making the most of all your employees’ skills and talents.’ At the most basic level of analysis, the presence of a gender pay gap can tell us: • there are more men than women in senior positions • male employees are being awarded bonuses more often, and at a higher rate, than female employees • the lowest-paid jobs in the company have a concentration of women And before anyone writes in: yes, gender pay gap data can sometimes show a bias in favour of women at a company, but in Sam’s substantial experience, this is rare. ‘Even in organisations that employ more women than men,’ she notes, ‘we often see that the men have higher average hourly wages because they are more strongly represented in the senior positions. Where women are earning more on average than men, a negative pay gap will be reported, but this is unusual.’

It may not come as news to management or staff that men are more successful in their company than women, but gender pay gap reporting is useful in showing quite how far apart the male and female employees are. This can be a wake-up call for companies that have ‘talked the talk’ about equal opportunities but have not yet succeeded in

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GENDER PAY GAP DATA FOR SHORE-BASED WORKERS IN THE UK SHIPPING INDUSTRY These gender pay gap figures (shown right) were calculated in November 2017 by the Maritime HR Association. The researchers collected the hourly pay rates of 2,720 shore-based workers at a range of UK maritime companies, as well as the amount each employee had received in bonuses. They then calculated the gender pay gap across the sector – i.e. the percentage difference between the average hourly pay of men and women.

The figures show that, on average, male shore-based workers in the UK shipping industry earn over 45%

more than their female colleagues.

Employees of both genders have about the same likelihood of receiving a bonus, but the amount of this bonus will, on average, be over 60% higher for a man than a woman.

As shown in the chart below, the gender pay gap for shore-based workers in the UK shipping industry compares unfavourably with large companies in other sectors, and it is particularly notable that Rolls Royce – known for its recruitment and training of female engineers in a male-dominated industry – has a small pay gap.

70.0% 60.0%

45%

40.0%

19%

20.0%

15% 10.7%

10.1%

9.6% 6.3%

6.2%

64.2% PERCENTAGE OF ELIGIBLE MEN PAID A BONUS

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67.6% MEAN BONUS GAP

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0.0%

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MEDIAN PAY GAP

32.5%

30.3%

op

45.7%

PERCENTAGE OF ELIGIBLE WOMEN PAID A BONUS

51.7% 50.0%

10.0%

MEAN PAY GAP

61.8%

64.8%

30.0%

46.4%

Comparison of gender pay gap for shore-based workers across the UK shipping industry with pay gaps in other large UK organisations

creating a well-balanced workplace.

Being held to account by gender pay gap reporting should prompt companies to investigate further, drilling down into their data and exploring the reasons for the gap.

‘An example of an issue that often comes up in this deeper analysis,’ says Sam, ‘is a relatively poor hourly rate for part-time work – where we tend to see many more women than men. Part-time work does not have to equate to low-skilled or junior positions, and it is a waste of women’s

expertise when companies have them working below their skill level just because they are part-time.’

Who does UK gender pay gap reporting affect in the shipping industry?

You may find that your apparently British maritime employer does not actually have more than 250 UK employees, so is not required to take part in UK gender pay gap reporting. However, several major employers of Nautilus members are participating – including Caledonian MacBrayne and Trinity House. The Royal Fleet Auxiliary is also involved, as part of the Ministry of Defence gender pay gap report. Interestingly, a crossindustry gender pay gap report for shore-based employees

61.3% MEDIAN BONUS GAP

of UK maritime companies has already been carried out as a voluntary exercise by the Maritime HR Association, and the headline statistics from this are shown above.

What is gender pay gap reporting likely to reveal about maritime employers?

This is a tricky one, says David Appleton. ‘If we try to use gender pay gap reporting to assess employment trends onboard one company’s ships, the sheer low numbers of women

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EQUALITY

in seafaring threaten to make any statistics meaningless – you can’t have a trend based on one person in a crew.’

We might get something more useful if we aggregated the data across all the ships in a sector, he notes: ‘And in this case I would expect to see quite a large gender pay gap, because we know from our membership at Nautilus that there are more women in the lower ranks than at senior level.’

Any UK maritime company taking part in the reporting exercise this month is likely to be basing its calculation on a combination of seagoing and shore-based staff, and if it uncovers a gender pay gap, it may need to account for this in a different way for each group, he continues.

For sea staff, David says: ‘Companies should look at whether they are encouraging their female seafarers to rise through the ranks, and investigate why women may be going ashore before reaching a senior level onboard ship. But the main problem is getting more women to choose a career at sea in the first place, as female seafarers have been stuck at around 2% of the onboard workforce for a long time.’

In contrast, shore-based maritime roles see plenty of women being employed, and here the gender pay gap is likely to be attributable to factors that tend to hold women back in any workplace – from bosses failing to include women when they ‘headhunt’ for senior positions to the company undervaluing roles seen as ‘women’s work’.

However, there is one maritimespecific conclusion that the Maritime HR Association has drawn from its own gender pay gap report on shore-based staff. It seems that many senior shore-based positions in the industry simply can’t be filled by women because the candidate is required first to be a shipmaster or chief engineer. With so few women going to sea and even fewer staying long enough to rise to the top level,

the numbers coming ashore with those credentials are tiny.

So why should I care about the gender pay gap?

‘Why wouldn’t you care?’ responds Sam Smethers. ‘I could cite statistics that show that gender-balanced workplaces are more productive, and that companies with more women on the executive board are more successful.

But what it boils down to is that most people want to work in a company that treats all its employees fairly, and gender pay gap reporting can be the first step towards achieving that.’

David Appleton agrees. ‘I could point out how much maritime employers need to recruit more female cadets to address the overall shortage of qualified ship’s officers. But I think the main benefit of gender pay gap reporting is as a means of shaking our industry out of the “we’ve always done things this way” mentality,’ he says.

‘Taking the time to think about why women aren’t progressing as well as men can lead to a more modern way of working that benefits everybody. Are women leaving the sea before reaching the senior ranks because the job is not family friendly? Chances are that young men are quitting for the same reason.

Are young women put off by a heavily male-dominated workplace?

Young men going to sea can find this strange too. They’re used to working and socialising in mixed groups, and with shore leave being in short supply these days, it really matters for retention of all staff that there’s a good atmosphere onboard and a more “normal” working environment.’

For the UK government’s requirements on gender pay gap reporting, and to read the ACAS guidance document Managing Gender Pay, go to www.gov.uk and search for gender pay gap.

For further information on analysing the gender pay gap, and advice on how to close the gap, go to: www.fawcettsociety. org.uk/the-gender-pay-gap-series.

A FEMALE FIRST FOR RED FUNNEL In a promotion timed to coincide with International Women’s Day on 8 March 2018, Southampton-based ferry operator Red Funnel has appointed Alice Duncan, pictured, as its first female captain.

When she was a child, Alice had intended to become a vet – but she became interested in a seafaring career after learning to sail with her grandfather and hearing inspiring stories from her parents, who both served in the Royal and Merchant Navies.

She started her cadetship at the age of 18, and joined Red Funnel just over five years ago as a chief officer working on the company’s ropax and high-speed ferries, operating between Southampton and the Isle of Wight.

For the last two years, she’s worked onboard the 4,128gt Red Osprey where she’s gained the necessary additional qualifications, skills and experience and undertook rigorous in-house training and assessment programmes to take overall command.

‘I feel so proud and privileged to have made it,’ says Alice. ‘It has been my dream for many years, and just shows that hard work pays off. We need more women in maritime careers and if I can help to encourage other women to embark on this career then that’s amazing.’

Red Funnel actively encourages diversity in its workforce and has a growing number of female commanders, first officers, deck hands and engineers, but Alice is the only captain.

Debbie Reed, interim HR director at Red Funnel, adds: ‘The entire team at Red Funnel is incredibly proud of Alice and we hope that her achievement and career thus far will inspire more women to follow in her footsteps.’

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Unions press for progress on International Women’s Day The European maritime industry marked International Women’s Day last month by pledging to increase female involvement in shipping.

In a joint 8 March statement, the European Community Shipowners’ Associations (ECSA) and the European Transport Workers’ Federation (ETF) announced that they had co-signed a declaration to promote equal opportunities for women and men in the transport sector.

The two industry bodies also pointed out that they were founding partners of the European Platform for Change, launched in November 2017, which brings together organisations to share good practice in increasing and improving female employment in transport.

In his role as a spokesperson for the ETF, Nautilus general secretary Mark Dickinson commented: ‘The ETF is strongly committed to working with our social partner ECSA towards increasing female participation in shipping. This involves in particular improving job quality, adopting active recruitment and retention policies, fostering a sound work-life balance and helping women to get the skills and experience required for the jobs of tomorrow in the context of the digital age.

‘It is in these areas that we will move to ensure that shipping becomes more gender sensitive, that ships are safer places to work and are free from harassment, and that we provide satisfying and rewarding careers regardless of gender.’

Nautilus also marked International Women’s Day as an individual Union, with meetings of the Nautilus Women’s Forum in London and Rotterdam, followed by a staff event focused on trade union values.

In a speech to colleagues and forum members in Rotterdam, London and Wallasey, executive officer Sascha Meijer

reminded colleagues that the history of International Women’s Day was rooted in workplace organising. ‘International Women’s Day originated in 1908 in New York, when women garment makers campaigned for better working conditions in the company,’ she pointed out. ‘In 1910, an international conference of women determined that each year a day should be set aside to press for women’s demands. The first International Women’s Day was held in 1911, and in 1975, The United Nations started a yearly celebration of International Women’s Day.’ She continued: ‘This year’s specific theme is #PressforProgress. It is all about gender equality and about empowerment of girls and women. It is also about campaigning for sustainable development goals, including inclusive and quality education and lifelong learning for all.

‘Colleagues,’ she concluded, ‘we are unionists, and together we fight for equality and social justice. For women and men, for workers, for seafarers and for other maritime professionals.’

Nautilus members and staff celebrating International Women’s Day 2018 at the Union’s head office in London

UK INDUSTRY LAUNCHES WOMEN’S TASKFORCE Nautilus was represented at the first meeting of a new industry taskforce to tackle fairness, equality and inclusion in the UK maritime sector.

Established by the umbrella group Maritime UK, the taskforce aims to identify practical steps to increase the number of women in the sector – and especially within senior roles in shipping, ports, marine and business services.

The taskforce aims to draw from best practice in other industries, and issues being examined include recruitment, pay, progression and retention.

Shipping minister Nusrat Ghani attended the first meeting and said the taskforce ‘will be crucial in opening up the wealth of

career opportunities in the maritime industry to women around the country’.

Nautilus head of strategy Debbie Cavaldoro added: ‘It was a very good first meeting of the Women in Maritime Taskforce, and some exciting and far-reaching ideas were discussed. I look forward to working with leaders from across the maritime sector to ensure that the voices of female maritime professionals are heard and placed at the heart of any new initiatives.’

Nautilus members with ideas on how to address the gender imbalance in the industry are invited to contact Debbie Cavaldoro at the Union’s head office or email: dcavaldoro@nautilusint.org

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Nautilus Plus gives you access to a range of benefits and discounts designed to support seafarers both personally and professionally.

This month’s highlights include: 10% saving on National Trust gift cards

Great savings on a wide range of Apple products

Back on shore? Enjoy your break from the sea with days out, country cottage breaks, a spot of lunch, cream teas, shopping trips, and entry to special places with a National Trust gift card*.

Nautilus members can make great savings on a wide range of Apple products including iPad, iPhone, iPod, MacBook Air, MacBook Pro, iMac, Apple Watch, Magic accessories and more. You can now order online and arrange to collect most items from your chosen Apple Retail Store – usually within an hour!*

g For more information, log on to nautilusint.org/ nautilusplus

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Relax at home with some delicious craft beers from Beer52 Try your first case of beers FREE – just pay £5.95 delivery. That’s 8 incredible Irish craft beers, Ferment magazine and a snack delivered with next day shipping. It’s a no brainer!

There’s no minimum commitment, and if you find that the club is not for you, just pause or cancel anytime.*

Hotpoint Privilege Purchase Club With Nautilus Plus , take advantage of the Privilege Purchase Club and its exclusive members only pricing. Choose from over 850 different products which include three great brands: Whirlpool, Hotpoint and Indesit.

All large and small appliances have already been prediscounted, from washing machines, fridge freezers and dishwashers to kettles, toasters and vacuum cleaners. g For more information, log on to nautilusint.org/ nautilusplus

g For more information, log on to nautilusint.org/ nautilusplus

g To access these benefits and more, log in to nautilusint.org/nautilusplus g *Terms and conditions apply to all benefits. See website for details. Offers subject to change without notice. Apple – annual purchase limits apply.

Discounts are subject to availability. For the latest offers visit the Apple EPP store.

Nautilus Plus is managed and run on behalf of Nautilus by Parliament Hill Ltd.

Nautilus Plus is managed on behalf of Nautilus by Parliament Hill Ltd. April 2018 38

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HISTORY

IS THIS YOUR LIFE? Nautilus members are being invited to contribute to a major new maritime museum project that will celebrate Liverpool’s rich seafaring tradition…

taff at Merseyside Maritime Museum are on the hunt for seafarers with strong connections to Liverpool, as they work on plans to open a new gallery that will highlight not just the past but also the present-day significance of seafaring for the city.

Due to open in spring/summer next year, the new Sea Galleries will transform existing space on the second floor of the Albert Dock museum with a plan to ‘tell the story of Liverpool’s seafaring communities through the centuries and explore the rich and vibrant diversity of the men, women and children who travelled around the globe on the ships that gave the city its identity’.

To bring the exhibitions to life, the museum – which fi rst opened its doors in 1986 and now attracts more than 840,000 visitors a year – is seeking to speak to seafarers who were born, raised or trained in Liverpool, or who have worked on ships running in and out of the port, or who live or near the city.

As part of the background work, researchers have already interviewed residents at the Nautilus

S

Mariners’ Park estate for retired seafarers to gather stories about life at sea. ‘It’s been absolutely fascinating, and we have gathered some excellent material from residents who were working at sea in what was probably the golden era for British seafarers,’ says Ben Whittaker, curator of maritime history and technology.

‘The gallery will be very much about the experience of being at sea,’ he explains, ‘and it will touch on a lot of general themes related to seafaring – nationally and internationally – all seen through the Liverpool prism.

‘We are trying to be very ambitious and we want to cover a lot of ground, exploring the very varied aspects of working at sea and the dangers, joys,

'The gallery will be very much about

the experience of being at sea ‒ as seen through the Liverpool prism'

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The Queen Mary 2 docked in the port of Liverpool Image: Pete Carr

culture and community of seafaring life,’ he adds.

‘We will be covering it in a lot of different ways, using objects, archive collections, photographs and fi lm footage.

‘Through the gallery – but especially in the parts that look at seafaring today – a running theme will be the importance of the role that all those at sea play, of the reliance on most of the things we take for granted in our daily lives getting to us by sea via a largely invisible industry,’ Ben says.

Supported by funding from the Department for Digital, Culture, Media & Sport/Wolfson Museums and Galleries Improvement Fund, the new gallery will form a key part of a development plan for the museum – taking ‘a people-focused, storytelling and contemporary approach to our relationship with the sea as a maritime nation’. The new facility will enable the museum to display some previously unseen items, such as a dolls' house made in 1881 for Emily Raven, the five-year-old daughter of Captain Daniel Brocklebank of the ship Ravenswood. It was designed and made by the ship's carpenter during a voyage

around the world and provides a vivid reminder that families often went to sea together and travelled around the world on trading expeditions.

Sea Galleries will explain the diverse range of roles found at sea, and how these have changed over time – such as when new roles were created by the development of steam engines or the introduction of radio communications. It will cover life onboard, including food, entertainment and the traditions of seafaring, such as crossing-the-line ceremonies.

The museum wants to highlight cases in which Liverpool ships and seafarers have been caught up in confl icts around the world – not just the two world wars, but also the war with America in 1812, the Vietnam War, the Falklands conflict and the Gulf War. It will also explore safety, risk and welfare, including the role of trade unions, flags of convenience and giving a prominent position to the 1980 Derbyshire disaster as a campaign case study.

The gallery will also cover the impact of life at sea for seafarers’ families and try to convey the experience of going to sea as a passenger over the centuries, with a special focus on the golden age of the great liners in the early and mid-20th century, and the modern cruise experience.

Keeping up to date, it will address the decline in the number of merchant seafarers, as well as focusing on the opportunities and challenges around going to sea today.

‘We are really keen to give seafarers a strong voice and we want to hear from those with Liverpool connections, to get their experiences and memories of their time at sea, and their views and opinions on seafaring so that we can bring out what makes working at sea so very different from working on land,’ Ben notes. ‘A lot of people may have heard of some of the roles at sea, but often have very little idea of what they actually do.’

It’s not just memories that the museum is after – it is also keen to hear from seafarers or seafaring families who have interesting and relevant material to lend or donate, including fi lm, photos, objects, souvenirs, and certificates.

If you can help, please contact: Ben Whittaker, curator of maritime history and technology, Merseyside Maritime Museum, Albert Dock, Liverpool L3 4AQ. Tel: +44 (0)151 478 4401

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HISTORY

LABOUR OF LOVE Could you spare some time to help with the continued running of a historic British ship?

Doug Brodie, chairman of the ss Shieldhall, is on the hunt for some qualified volunteers… ased in Southampton and entirely dependent upon volunteers for maintenance and crewing, ss Shieldhall celebrates 30 years in preservation later this year.

Volunteers have been, and will continue to be, at the heart of keeping this old ship in good condition and fully operational.

Whether experienced or new to the world of shipping, they find a warm welcome when joining the ‘Shieldhall family’.

Shieldhall is thought to be the largest steamship in operation on this side of the Atlantic. Whether

B

your interest is to do with deck, engine, passenger services or the ‘back office’, you could help us to operate in a professional way.

The bridge and engineering teams are on the lookout for those with valid certificates of competency.

However, if your certificate has lapsed, please don’t let that put you off. This old steamship offers an excellent opportunity to see how things were done before much of the modern technology became available. A good opportunity to brush up skills gained years ago, perhaps.

Shieldhall is certificated to carry 200 passengers, with a minimum

crewing level of 20 – although we generally have 30 or so to sail her. The sailing season generally runs from late May until midSeptember and consists of trips around Southampton Water and the Solent area. She also visits Poole for a week in August to cover the Bournemouth Air Festival. Modern restrictions, together with rising fuel costs, prevent the vessel from making passenger sailings much farther afield.

Built in 1955 at the Lobintz yard in Glasgow for the Glasgow Corporation, Shieldhall appears a lot older than she actually is. The Corporation did not want a fancy and modern diesel vessel, instead

All the original steam machinery is still in use on the vessel to this day

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opting for steam reciprocating engines similar to those on their previous ships.

The name Shieldhall gives a clue as to what she was built for, as it is the name of one of the sewage treatment plants owned by the Corporation. Their vessels sailed down the Clyde each day after loading overnight. They then proceeded to the dumping grounds off the Isle of Bute before returning back to Glasgow – a trip accomplished in civilised daytime hours.

During the First World War, a suggestion was made that this day trip would be excellent for convalescing soldiers. So a tradition was started whereby these vessels were designed to carry 100 or so day trippers down the river.

Passengers were allowed to visit the engineroom to see the steam reciprocating main engines and auxiliary steam powered machinery in use.

This opportunity to visit the engineroom as part of the day out proved to be of great interest to families, and no doubt helped with the vessel’s popularity. The Corporation’s tender for the vessel was drawn up in 1951, and this included the stipulation that all machinery onboard was to be steam-powered. It also stipulated that the main engines were to be of the open type and not the more commonly-used enclosed type that did not allow the passengers to see the movement of the cranks and pistons.

All the original steam machinery is still in use on the vessel to this day. The only concession to anything more modern is a diesel-driven alternator used to power the 220V system for lighting, some heating and the more modern navigation instruments that supplement the original bridge items.

Shieldhall remained in service with Glasgow Corporation until 1976, when she was laid up as the Corporation was investing in new, more economical, diesel-powered

vessels. In 1980 the vessel was sold to the Southern Water Authority and thus started a five-year stint of doing the same job – this time operating out of Southampton, with the dumping ground eight miles east of the Isle of Wight.

In 1985 Shieldhall was laid up once again due to increasing operating and maintenance costs. It was not long before a group of stalwarts recognised the uniqueness of the vessel and set about raising the £20,000 needed to purchase her.

This was accomplished in 1988.

Her first voyage under the ownership of the Solent Steam Packet Company took place in 1991 after further funds had been raised to dry dock the vessel prior to her regaining a passenger-carrying certificate.

Our volunteers are a dedicated bunch, some of whom have been with the ship many years. Being volunteers helps to make for a very happy working environment whilst still being very professional. Our guests frequently remark on the friendliness of the crew.

Above, right and below: machinery and fittings from the ss Shieldhall

To enquire about volunteering, please go to the website www.ss-shieldhall. co.uk,and under the ‘Members’ button you will find a straightforward form to register your interest.

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WELFARE

STILL CARING As Sailors’ Society celebrates its 200th year, CEO Stuart Rivers tells how the maritime charity began life with a floating chapel ‒ and continues to support the world’s seafarers through a combination of modern technology and traditional assistance... ailors’ Society was founded in London with the mission of helping destitute seafarers when the docks went into decline following the Napoleonic Wars.

On 18 March 1818, a public meeting took place at the City of London Tavern, and a new society was formed to alleviate the worldly woes of the large numbers of increasingly unemployed and desperate sailors.

Innovation has always played an important role in the charity’s welfare work: the first act of the Society was to rebuild Speedy, a former sloop of war. It was there that sailor-turned-preacher George Charles Smith opened the world’s first seafarers’ church, moored on the Thames.

The floating sanctuary, known as The Ark, was to be one of many homes from home – from church halls to seafarers’ centres – where seafarers could meet and receive practical, emotional and spiritual help from the Society’s chaplains.

Many of the issues faced by the seafarers that the charity supported in our fledgling years are the same today. Our chaplains – now working in 29 countries around the world – are still there for those facing financial difficulties, isolation, dangerous conditions and separation from loved ones. But the tools we use to help have changed dramatically.

Getting messages home for seafarers was once a long and arduous task. For Robert Melville, Sailors’ Society’s chaplain in Hamburg during the First World War, it even cost him his life. Melville was imprisoned with seafarers in Ruhleben Internment Camp and helped them write letters home to their families from the

S

Preacher George Charles Smith, known as 'Bosun Smith', who opened the world's first seafarers' church for the Sailors' Society in 1818

camp hospital. In doing so, he contracted the virus that tragically killed him.

Today, Society chaplains take phone cards and wi-fi onboard thousands of ships so seafarers can speak to their loved ones. There was even a case where Regina Borges de Paula, our port chaplain in Rio de Janiero, Brazil, ended up introducing a new father to his baby for the first time over video call.

As technology evolves, so do the means through which seafarers contact us for help. Seafarers stranded on abandoned ships send SOS messages to Sailors’ Society using Twitter and Facebook and chaplains communicate with them and their worried families on WhatsApp. We have even built our own app to help chaplains

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The Speedy, a former sloop of war that was turned into the Sailors' Society's floating church

A modern ship visit by a Sailors' Society chaplain

share information, better measure the impact of their work and provide continuity of care from port to port.

The technology has been licensed to the International Christian Maritime Association (ICMA) and is now available to 28 member organisations globally.

The scope of chaplains’ work has also expanded, with roads, railways and internal flights making it easier for them to visit the families of seafarers in trouble, offering counselling or financial assistance.

Away from home for months at a time, seafarers have fewer opportunities to access facilities due to tight security and quick turnaround times. So each year, Sailors’ Society chaplains transport thousands of seafarers to shops and vital medical care.

If anything, the years have taught us that one size

does not fit all. We do our utmost to react to change and offer tailored services depending on the location and need.

So in Deendayal (formerly Kandla), Sailors’ Society chaplain Rajan Pillai and his team provide the vast majority of support within the port, as seafarers docking in India – including Indian nationals – are unable to leave the port boundaries. Hundreds have also benefited from Sailors’ Society-funded sight and hearing tests at the port-based seafarers’ centre.

In contrast, seafarers visiting Southampton in the UK often have the chance to take a trip into town via a free bus service. So we’ve positioned our new Seafarers’ Centre centrally, near to the shops and other amenities. This is complemented by a Portacabin based in the port, offering wi-fi and refreshments, for those with less time, as well as the ship visiting that occurs in every port in which we have a presence.

We have always cared for seafarers and their families in times of desperate need, standing alongside merchant seafarers through 200 years of economic upheaval, countless incidents at sea and two world wars.

In 1987, Sailors’ Society faced one of the 20th century’s worst maritime disasters – the sinking of the ferry Herald of Free Enterprise off Zeebrugge, claiming 193 lives. Our port chaplain Bill McCrea supported the grieving families and continued to visit family members for many years following the tragedy. Every year since, we have brought the families and survivors of that terrible night together in a service to remember those they lost.

Our organisational understanding of the psychological impact of life at sea has also deepened.

Recently, Sailors’ Society set up a worldwide Crisis Response Network, which offers a 24-hour support service to seafarers who have suffered trauma, through incidents such as piracy or accidents at sea.

The network also helped the crew of anti-piracy vessel Seaman Guard Ohio, who were recently acquitted of weapons charges, having previously been

Our services vary according to local need, and we even fund sight and hearing tests in the port of Deendayal

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WELFARE

Today, Sailors’ Society’s chaplains take phone cards and wi-fi onboard thousands of ships so they can speak to their loved ones.

handed down a five-year prison term. Our crisis responders have been working closely with the Indian and Ukrainian crew and families from the ship, offering counselling and support to reintegrate into their communities. Our chaplain in Chennai, Manoj Joy, provided welfare and financial support for the crew and their families throughout their ordeal, as well as helping the seafarers’ lawyers prepare their appeal.

We also created our widely-respected Wellness at Sea programme in response to the impact that everyday seafarer life can have on seafarers’ health -- fatigue and poor mental health being common complaints.

Comprised of a variety of tools including a coaching course, surveys, a free app and an e-learning platform, it aims to promote onboard fitness and well-being, and in turn help to minimise poor health and incidents at sea.

Sailors’ Society has long seen education as a route out of poverty and deprivation, and continues to invest in seafarers’ education through our nautical grants and scholarships programme, just as we did in the past through initiatives such as the Prince of Wales Sea Training School. Through providing training opportunities for young people who, without financial help, would be unable to pursue a career at sea, we are also investing in the future of global seafaring.

We bring seafaring communities in need together to improve their futures by building new homes, classrooms, school boats and medical centres, for example with our disaster preparedness project in a cyclone-prone area of Bangladesh, and the school

Our crisis team has been working with the crew of the Seaman Guard Ohio to help them get over their ordeal and reintegrate at home

The last photo of Sailors' Society chaplain Robert Melville with a group of merchant seafarers interned at Ruhleben during WW1

library boats we are providing for children in the Philippines.

We continue to innovate through our commercial activities, opening four new charity shops in the past year, with more planned. Our BySea coffee, which offers subscriptions to both offices and individuals in 28 countries, continues to delight coffee lovers and raise funds for our work. And in honour of our 200th anniversary and our longstanding affiliation to the historic HMS Victory, we’ve launched a special new blend, HMS Victory coffee, in partnership with the National Museum of the Royal Navy.

All of this has been made possible by the generous support of our volunteers and donors, both individuals and trade organisations, who run events, sponsor projects, ship visit and knit much-loved woolly hats for chilly seafarers! Since our beginnings, we’ve also been fortunate to have royal support, and are honoured to have HM the Queen as our Patron.

As we move further into the 21st century and technology continues to advance, we are determined to continue pushing the boundaries and innovating as a charity. We plan to expand our support into China to ensure that both local and visiting seafarers can access welfare facilities. We’ve doubled in number over the past five years to 118 chaplains and ship visitors, and we plan to increase this to 150 within the next five years.

We recognise the opportunities presented by new digital technologies, such as blockchain, artificial intelligence and virtual reality, and we are exploring how we can use these to extend the reach of our services.

But one thing will stay the same – our steadfast dedication to the welfare of seafarers and their families in need.

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^ŚŝƉ ,ĂŶĚůŝŶŐ ^ŝŵƵůĂƚŽƌƐ Officer Cadet Training

Dicover your route into the Merchant Navy at South Shields Marine School.

A career at sea will give you a life-changing experience and no two days will ever be the same...

Pre-Cadetship in Marine Operations Pre-Cadetship in Marine Engineering HNC/D Deck Officer Training HNC/D Engineering Officer Training FD Marine Operations FD Marine Engineering FD Marine Electrical Engineering

Find out more at our Shipping Day on Saturday April 28, 10am - 3pm.

,ŝƌĞ ŽŶĞ ŽĨ ŽƵƌ ƚǁŽ ϯϲϬΣ ĨƵůů ŵŝƐƐŝŽŶ ďƌŝĚŐĞ ƐŝŵƵůĂƚŽƌƐ ĨŽƌ ƐŚŝƉ ŚĂŶĚůŝŶŐ͕ ƚƵŐ ŚĂŶĚůŝŶŐ͕ ĞƐĐŽƌƚ ƚŽǁĂŐĞ ƚƌĂŝŶŝŶŐ Žƌ ŵĂŬŝŶŐ ĐŚĂŶŐĞƐ ƚŽ ƚŚĞ ĚĞƐŝŐŶ ŽĨ LJŽƵƌ ƉŽƌƚ Žƌ ĞǀĞŶ ĚĞǀĞůŽƉ Ă ŶĞǁ ƉŽƌƚ͘ KƵƌ ĞdžƉĞƌŝĞŶĐĞĚ ƐƚĂī ǁŝůů ďĞ ƉůĞĂƐĞĚ ƚŽ ĨĂĐŝůŝƚĂƚĞ ƐĞƫŶŐ ƵƉ ĞdžĞƌĐŝƐĞƐ ĂŶĚ ĂƐƐĞƐƐŵĞŶƚƐ ĨŽƌ LJŽƵ͘ tŚĞƚŚĞƌ LJŽƵ ŚŝƌĞ ƚŚĞ ĨĂĐŝůŝƚLJ Žƌ ĂƩĞŶĚ ĂŶLJ ŽīͲƚŚĞͲƐŚĞůĨ ƉĂĐŬĂŐĞƐ͕ ǁĞ ǁŝůů ďĞ ƉůĞĂƐĞĚ ƚŽ ĨĂĐŝůŝƚĂƚĞ ƚƌĂŝŶŝŶŐ ƚŽ ƐƵŝƚ LJŽƵƌ ƐƉĞĐŝĮĐ ƌĞƋƵŝƌĞŵĞŶƚƐ͘ &Žƌ ĚĞƚĂŝůƐ͕ ǀŝƐŝƚ

ŚƩƉ͗ͬ​ͬǁǁǁ͘ůũŵƵ͘ĂĐ͘ƵŬͬLMC Superyacht OOW and Master <3000gt

Master/Chief Mate D KƌĂů WƌĞƉĂƌĂƟŽŶ

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^ŚŝƉďŽĂƌĚ ^ĂĨĞƚLJ KĸĐĞƌ

KƉĞƌĂƟŽŶĂů Θ DĂŶĂŐĞŵĞŶƚ

dƌĂŝŶŝŶŐ ĨŽƌ /ŶƐƚƌƵĐƚŽƌƐ

PDSD/Security KĸĐĞƌ

DĞĚŝĐĂů Θ &ŝƌƐƚ Aid

GMDSS GOC/ROC

ƌŝĚŐĞ dĞĂŵ DĂŶĂŐĞŵĞŶƚ

Accident /ŶǀĞƐƟŐĂƟŽŶ

HELM

>:Dh DĂƌŝƟŵĞ ĞŶƚƌĞ ϯ sĂŶŐƵĂƌĚ tĂLJ͕ ĂŵƉďĞůƚŽǁŶ ZŽĂĚ͕ ŝƌŬĞŶŚĞĂĚ͕ tŝƌƌĂů ,ϰϭ ϵ,y hŶŝƚĞĚ <ŝŶŐĚŽŵ

www.stc.ac.uk

/SouthShieldsMarineSchool

/SouthShieldsMarineSchool

@ssmarineschool

/SouthShieldsMarineSchool

Call us on: 0191 427 3930 or Email: shipping@stc.ac.uk

ŵĂŝů͗ ŵĂƌŝƟŵĞΛůũŵƵ͘ĂĐ͘ƵŬ dĞů͗ нϰϰ ;ϬͿϭϱϭ ϲϰϳ Ϭϰϵϰ

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M A R I T I M E B O OK S

Working together in WW2 The Royal Marines and the War at Sea

By Martin Watts Amberley Publishing, £16.99 ISBN: 978 14456 63180

which ranged from the Battle artin Watts – of the Atlantic and the Arctic who began his Convoys to the Mediterranean, working life as a the Pacific and the Indian deck cadet with Ocean, often helping to protect the New Zealand Shipping merchant vessels.

Company in 1971 – is now a The book delivers a powerful university lecturer, and he has and vivid account brought a high level of of some of the academic expertise All the main arduous conditions to this fine study of military campaigns experienced at the role played by of WW2 depended sea during the the Royal Marines on the availability of shipping and war, whilst also in the many landing craft explaining the maritime conflict historical role of the zones of the Second Marines and the seemingly World War. constant pressure on the service, He mixes the historical as well as the sometimes-bitter narrative with an intensely portrayed personal connection rivalry between the various armed forces.

– weaving in the story of his Watts sets out the strategic great-uncle Albert’s service,

M

and political background clearly and effectively, describing the way in which stretched resources – and especially a shortage of suitable escort vessels – placed the UK in immense peril. As he notes towards the end of the book, all the timetables for the campaigns in the Middle East, Sicily, Italy, Normandy and the Far East had to be set against the availability of shipping and landing craft.

There’s a strong emphasis throughout the book on the critical importance of merchant shipping, for both sides, in the war – and it argues that whilst these lessons appear to have been

forgotten in the present day, the industry was pretty anonymous in the 1940s too.

The stark and gripping descriptions of the action at sea frequently underline the vulnerability of vessels to rapid flooding when struck by a torpedo or a bomb. The support provided by the Marines often proved vital to survival – something repeatedly underlined in the book.

There are many sides to the story, Watts concludes, and he suggests that viewing the war through the prism of shipping enables a deep and fundamental understanding of the complexity of the conflict.

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Attractive but avaricious accounts of underwater archaeology dives The practice of diving to retrieve artefacts from shipwrecks can cause unease in the maritime community. It seems that eager treasure-hunters have to be reminded all too frequently that shipwrecks can be seafarers’ tombs – and that many are designated war graves. So when a book is released with a name like Diving for Treasure, this immediately sets alarm bells ringing.

To be fair, the book is mostly a fairly seriousminded account of some expert divers’ work in maritime salvage; and the ‘treasure’ of the title includes important artefacts that have added to the body of historical knowledge about each vessel and its era.

The authors do also acknowledge the protected status of certain vessels, and there is a thoughtful tribute to soldiers lost on the Second World War troop transport ship SS Leopoldville, whose shoes, rifles and backpacks the divers encountered as they explored.

Unfortunately, there is a rather tacky

element of ‘gold rush’ excitement to many of the accounts, which is perhaps a deliberate attempt to appeal to a certain kind of audience.

Do we really need to know, for example, that the SS Natal (sunk in 1917) was carrying first class passengers who had ‘placed their valuable gold and jewellery in the ship’s safe’? It’s as if the authors can’t trust their readers to be interested in their work unless there’s a chance of something expensive glinting on the seabed.

The book provides histories of a good range of sunken ships from the 19th and 20th centuries, and has high-quality illustrations throughout, including photographs of the vessels in their prime and good underwater shots from the various dives. It’s an attractive publication and an easy read – but probably b bl one to avoid if you are not prone to rubbing your hands with glee at the thought of precious metals.

cargo operations, cargo and cleaning gear, life-saving appliances and safety regulations.

Some of the diagrams and terms used in the book clearly display the passage of time, as do sections on knots, hitches, bends and splices, canvas work and a reference to the Hudson’s Bay Company. However, these also reinforce the sense of core skills and principles that the book seeks to instil, together with a desire to maintain traditions of seamanship.

The history of the HollandAmerica Line spans almost 150 years and takes in many wider themes, including the emigrant trade, shipping in wartime, and the national significance of the maritime industry.

This new title tells the story mainly through visual means – with a selection of 180 annotated photographs, posters, brochures and other promotional material running from 1897 to the present day.

Historian Ian Collard uses the first nine of the book’s 96 pages to trot through the way in which the company rose from its first vessel – the steamer Rotterdam – to its current and expanding five-class 14-ship fleet.

It’s a shame that this section t is so short, as it contains some fascinating f material – including the terrible impact t of the 1930s depression and the t Second World War, and the company’s transition from transatlantic voyages to cruising during the 1960s. And, despite its title, the book also provides a reminder that Holland-America also operated cargo services until its transport division was acquired

by Sweden’s Brostrom Group in 1975, and that it was part of the pioneering Atlantic Container Line consortium in 1965.

The Boatswain’s Manual

By William McLeod Brown, Son & Ferguson, £40 ISBN: 978 18492 70670

Holland-America Cruise Ships

By Ian Collard Amberley Publishing, £14.99 ISBN: 978 14456 67607

Diving for Treasure

By Vic Verlinden and Stefan Panis Whittles Publishing, £18.99 / $24.95 ISBN: 978 18499 53252 www.whittlespublishing.com

Back to basics with classic textbook The first edition of this hardy perennial was issued in 1944 and, remarkably, it has stood the test of time so well that this is just the sixth edition – with an overhaul by Captain Cormac MacSweeney that brings it up to date with the many regulatory and industry changes since the last revision over a decade ago.

Intended as both a reference book and a learning aid for trainees (and especially those preparing for Efficient Deck Hand or Able Seafarer Deck qualifications), the manual ranges far and wide in its 320 pages – going from an introduction to vessel types and equipment though to manual seamanship,

Decent company history could do with more on the early years

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H I STORY

SHIPS OF THE PAST

By Andrew Linington Image: Helderline.nl

his month marks the 60th anniversary of the attack on the UK-registered tanker San Flaviano, while discharging Kuwaiti crude oil at the Shell terminal in Balikpapan, Borneo.

Built in Birkenhead by Cammell Laird and launched in 1956, the 18,000dwt vessel was owned by the Eagle Oil and Shipping Company, a subsidiary of Royal Dutch Shell, and was built as part of a major fleet renewal programme.

On the morning of 28 April 1958, San Flaviano became a victim of covert CIA operations in support of a rebellion against Indonesia’s president Sukarno. Under the command of Captain Jack Bright, the ship had almost completed cargo discharge when an unmarked Douglas B-26 Invader aircraft began dropping 500lb bombs on ships in the port – sinking an Indonesian corvette, with the loss of 18 of its crew.

San Flaviano was struck amidships on the starboard side, hitting the No.7 tank and setting the main deck ablaze.

The crew – and one of the officers' wives – managed to abandon ship within the space of just five minutes, despite some problems.

A report in Shell’s in-house magazine recounted: ‘It was against a background of a raging inferno, punctuated by explosions as tank after tank ignited, that the ship’s complement made their escape. The fire on the starboard side meant that only the port lifeboats, amidships and aft, were accessible. The amidships accommodation was completely cut off by flames from the after part of the ship, so the 38 crew members who were aft had to cram themselves into one boat; while the other boat took the seven who were amidships.

‘The Second and Third Mates, together with the Apprentice MacNamara, after climbing through a port hole, ran up the

T

sloping foredeck and shinned down the anchor cable to be rescued by the after lifeboat, already down to its gunwales.

It can have been no easy matter getting into the boats as the ship was high out of the water, and listing to starboard, and some of the crew had to slide down the falls.’

Another tanker, Anglo-Saxon’s Daronia, was also struck by one of the bombs – but it bounced 80ft off a pumproom skylight and into the sea without detonating. Daronia sailed for Singapore later in the day, carrying 26 of the San Flaviano’s crew, and a further 24 were evacuated a few days later by the Shell tanker Dromus.

The CIA had carried out the attack in an effort to destabilise Indonesia’s economy by deterring merchant ships from visiting its ports. Three other merchant ships were sunk off Sulawesi on the same day and in response, Royal Dutch Shell suspended its tanker services to Balikpapan.

The attack generated no protests by the UK government, which had been backing the CIA operations. When Foreign Office minister David Ormsby-Gore was questioned about the incident in parliament by Labour MP Manny Shinwell a month later, he claimed that the aircraft had been owned and flown by Indonesian rebels.

San Flaviano’s back was broken by the attack and the aft section sank and settled on the bottom, with the funnel and upper works above water. The forward section – still anchored and floating – remained at the entrance of Balikpapan Harbour until May 1960, when it was towed to Hong Kong for scrapping. That final voyage was not without incident, as the tow broke during a typhoon and it ran aground in the Philippines.

The attack on the San Flaviano generated no protests from the UK government, which had backed the CIA

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WERE YOU AWARE that following the successul outcome of a judicial review in respect of two Seatax clients, (brought before the Courts by Nautilus in collaboration with Seatax Ltd as expert advisors on the Seafarers Earnings Deduction), it was deemed that the two Seatax clients did have a legitimate expectation in applying the only published Revenue Practice with regard to the application of a day of absence in relation to a vessel sailing between UK ports.

HMRC did not want to accept this practice (although referred to in their very own publications) but have now accepted that expectations of a claim based on such practice would be valid until the published practice is withdrawn.

Following on from this, HMRC have now confirmed that this Practice is withdrawn as of the 14 February 2014. Seatax was the only Advisory Service that challenged HMRC on this point. Please visit our website for full details of the case.

WHY TAKE CHANCES WITH YOUR TAX AFFAIRS? Let Seatax use their knowledge and 35 years experience to ensure you do not fall foul of the rules OUR FEES ARE AS FOLLOWS:

Annual Return ...................................................................................................... £225.00 inclusive of VAT at 20% NAUTILUS members in the UK sailing under a foreign flag agreement on gross remuneration can obtain a 10% reduction on the above enrolment fee by quoting their NAUTILUS membership number and a 5% reduction on re-enrolment.

or ite, e now r W on re ph r mo : fo tails de Elgin House, 83 Thorne Road, Doncaster DN1 2ES.

Tel: (01302) 364673 - Fax No: (01302) 738526 - E-mail: info@seatax.ltd.uk www.seatax.ltd.uk

To find out about advertising opportunities in the Telegraph contact: Philip Johnston T: 020 7324 2727 E: philip.johnston@redactive.co.uk Wilt u een groter publiek bereiken? Presenteer uw product of service aan meer dan 15,000 maritieme professionele lezers uit Nederland, ter land en op zee!

Spreek met één van onze vertegenwoordigers om uit te vinden hoe wij u het beste kunnen helpen.

Neem contact op met Philip Johnston T: +44 (0)20 7324 2727 E: philip.johnston@redactive.co.uk

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NL NEWS

telegraph RECHTSPRAAK

Nautilus/FNV Waterbouw wint wachtgeldzaak tegen Van Oord Na een lang lopend traject heeft de rechtbank Rotterdam Nautilus/FNV Waterbouw in het gelijk gesteld inzake de juiste toepassing van de Wachtgeldregeling. Namens haar leden spande Nautilus/ FNV Waterbouw vorig jaar een procedure aan tegen Van Oord.

Nautilus/FNV Waterbouw was en is van mening dat wanneer na afloop van een uitzendperiode in het buitenland er aansluitend geen werk door Van Oord kan worden aangeboden, de Wachtgeldregeling, opgenomen in de cao Waterbouw, direct van toepassing is. Van Oord betaalde echter pas wachtgeld nadat ze eerst het opgebouwd buitenlandverlof (uit eerdere uitzendperioden),

vierploegenverlof en cursusverlof hadden afgeschreven. En dan ook nog zonder overleg met de werknemers!

Uitspraak rechtbank is duidelijk De uitspraak van de rechtbank is duidelijk: Van Oord heeft de Wachtgeldregeling onjuist toegepast.

Volgens de rechter komt het voor risico van de werkgever als de werkgever geen werk kan aanbieden. De Wachtgeldregeling is dan bedoeld om inkomensterugval op te vangen op kosten van de werkgever.

Niet zoals nu gebeurde door het afschrijven van verlofdagen op kosten van de werknemers.

Daarnaast gaf de rechter aan dat verlof bedoeld is om werknemers

uit te laten rusten na een lange daarvan was echter voor de leden periode van arbeid en niet om het onvoldoende, zodat er uiteindelijk niet kunnen aanbieden van werk geen andere mogelijkheid restte op te vangen. dan in het belang van onze leden Het liefst was Nautilus/ hieromtrent een uitspraak door FNV Waterbouw zonder een onafhankelijke derde te tussenkomst van laten doen. Wel is het zo De uitspraak een rechter dat Van Oord nog in van de rechtbank eruit gekomen. hoger beroep kan. is duidelijk: Van Jarenlang heeft Oord heeft de wachtgeldregeling Een groot succes dankzij Nautilus/FNV onjuist de inzet van onze leden!

Waterbouw toegepast Om dit voor elkaar overleg gevoerd te krijgen hadden over dit dossier met wij de beschikking over Van Oord en hen er op gewezen twee topadvocaten. dat zij de Wachtgeldregeling Maar zonder informatie, onjuist toepasten. Van Oord doorzettingsvermogen en geduld volhardde echter in deze van onze betrokken leden was onjuiste toepassing van de cao. dit nooit gelukt. Een groot Getracht is ook om samen een compliment voor de inzet van minnelijke regeling te treffen, onze leden dus! het uiteindelijke resultaat

Enquête over nieuwsvoorziening aan boord Onlangs is er door Nautilus een enquête uitgestuurd naar actieve leden in de Zeevaart inzake de door het O&O fonds Zeescheepvaart geboden nieuwsvoorziening (NRC De Week en Schuttevaer). Enkele vragen uit de enquête zijn:

Hoe belangrijk is het voor u dat u aan boord van nieuws wordt voorzien?

Ontvangt u gedrukte media/ kranten/magazines aan boord?

Ontvangt u digitale nieuwsmedia aan boord?

Wilt u in de nabije toekomst

minder gedrukte media ontvangen en meer digitale media?

Beste vorm van nieuwsvoorziening Mede aan de hand van de uitkomsten van dit onderzoek

wil het O&O fonds, waarin ook Nautilus zitting heeft, analyseren wat de beste vorm van nieuwsvoorziening in de nabije toekomst is. En of er zaken dienen te worden aangepast en/ of veranderd. We houden u op de hoogte.

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L E E F - E N W E R KO M S TA N D I G H E D E N

DIENSTVERLENING NAUTILUS INTERNATIONAL EN FNV WATERBOUW In deze rubriek worden steeds vakbondszaken belicht waarin Nautilus en FNV Waterbouw een actieve rol spelen ten behoeve van de leden.

verkocht is, dat de bemanningsleden gerepatrieerd worden.

ITF goedgekeurde cao De ITF-inspecteur bezoekt ook schepen waarvoor geen cao is afgesloten. De inspecteur gaat op dat moment in contact treden met de maatschappij om zo over te gaan tot het afsluiten van een ITF goedgekeurde cao. In het verleden is het al meerdere malen gebeurd dat de maatschappij niet bereid was om een CAO af te sluiten. En zijn er acties tegen een schip ontstaan. Hiervoor wordt de solidariteit van de havenwerkers gevraagd. Het doel van de ITF en de ITF inspecteurs is om aan boord van deze FOC schepen goedgekeurde caoâ&#x20AC;&#x2122;s te hebben, zodat de competitie tussen verschillende nationaliteiten wordt uitgesloten. Maar het uiteindelijk doel van de FOC Campagne is om de FOC-schepen terug te brengen naar de nationale vlag.

Vorige maand vroegen wij: Denkt u dat de scheepvaartindustrie klaar is voor de wereldwijde 0,5% -limiet op het zwavelgehalte van emissies wanneer dit op 1 januari 2020 in werking treedt?

%

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Bemanning SEA PIONEER Zo zijn de ITF inspecteurs sinds begin 2018 bezig met het schip de Sea Pioneer, die in Amsterdam ligt. Het schip ligt onder arrest voor verschillende partijen. De ITF werkt samen met het zeemanshuis Amsterdam en de haven van Amsterdam om het de bemanning zo aangenaam mogelijk te maken aan boord. De ITF houdt toezicht dat de salarissen betaald worden en dat zodra het schip openbaar

GEEF UW MENING

ee

Controleren van leef- en werkomstandigheden Naar aanleiding van de FOC Campaign zijn er wereldwijd ongeveer 140 ITF Inspecteurs aangesteld. Deze inspecteurs hebben meestal een zeevarende achtergrond of zijn werkzaam geweest in de haven. Hun taak is het controleren van de leef- en werkomstandigheden aan boord van FOCschepen. Dit kan gebeuren via een routineinspectie. Of op verzoek van bemanning of van een andere instantie. Tijdens een inspectie controleert de inspecteur de certificaten van het schip en ook de volledige salarisadministratie van contracten, maandelijkse betalingen en overwerk. Na controle van de administratie wordt er ook gesproken met de bemanning. Want het kan zo zijn dat op papier volgens de cao wordt

gewerkt/betaald, maar de inspecteur zal hierover ook met de bemanning praten.

Iets wat meestal tijdens de koffie- of lunchtijd zal plaatsvinden, zodat de meeste bemanningsleden zich in de messroom of smoking room bevinden. Mocht er zich tijdens een inspectie een probleem voordoen, dan zal de ITF Inspecteur aan boord dit probleem, in overleg met de maatschappij, oplossen. Als dit niet gerealiseerd kan worden, vanwege vertrek van het schip, dan zal de ITF inspecteur zijn collega ITF inspecteur in de volgende haven op de hoogte brengen. En hij/zij zal dan aan boord gaan om het probleem in de volgende haven op te lossen.

40

Flag of Convenience In 1948 is de Flag Of Convenience (FOC) -goedkope vlag- Campaign ontstaan. Goedkope vlag schepen zijn schepen die varen onder een andere vlag dan het land waar de eigenaar is gevestigd. Het registreren van een schip onder een goedkope vlag betekent vele voordelen voor de eigenaar. Zoals: goedkope registratie, weinig tot geen belasting en gebruik te mogen maken van goedkope arbeidskrachten.

Ja

Dit keer betreft het: ITF en ITF inspecteurs Nederland.

De International Transport Workersâ&#x20AC;&#x2122; Federation (ITF) is in 1896 ontstaan tijdens een staking van havenwerkers in de haven van Rotterdam.

Gedurende deze staking vroegen de Rotterdamse havenwerkers om Europese steun, welke vanuit Engeland werd beantwoord. In Engeland werd een organisatie opgericht welke uitgroeide tot de ITF. De ITF is in eerste instantie opgericht voor de maritieme industrie, maar in de loop van de tijd hebben zich ook bonden/werknemers uit de weg, spoorweg en luchtvaart zich aangesloten.

N

Bent u ook van mening dat de scheepvaartindustrie langer de tijd mag krijgen om te voldoen aan de 2020 zwavel limiet? Geef ons uw mening online, op www.nautilusint. org/nl

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D R U K B E Z O C H T M A R I N S E M I N A R ‘ T H E F L O AT I N G F U T U R E ’

HET TIJDPERK VAN DRIJVENDE KUNSTMATIGE EILANDEN LIJKT AANGEBROKEN ‘We constateren een toenemende belangstelling voor drijvende mega eilanden.

Te gebruiken als ‘energie eilanden’, drijvende havens, boerderijen en drijvende steden’.

Zo luidde de aanhef van het internationale MARIN seminar ‘The Floating Future’, dat op 7 maart jongstleden in hotel Fletcher op de Wageningse berg werd georganiseerd. Ruim 150 deelnemers uit tal van landen, waaronder Nederland, Japan, Frankrijk, de UK en Roemenië lieten zich vergasten op tal ‘Zorg ervoor van innoverende toekomstscenario’s.

dat schepen schoner, veiliger en ‘smarter’ worden in de nabije toekomst.’

Nieuwe maritieme infrastructuur nodig Het seminar was mede geïnspireerd door MARIN’s onlangs aangescherpte missie: ‘Better Ships, Blue Oceans!’ ‘Want als MARIN willen we ook een belangrijke bijdrage leveren aan een duurzaam gebruik van de wereldzeeën’, aldus MARIN directeur dr. Bas Buchner, die het seminar opende.

‘Hierin past in onze visie ook het voor ons belangrijke uitgangspunt: ‘Zorg ervoor dat schepen schoner, veiliger en ‘smarter’ worden in de nabije toekomst. Als MARIN willen we ‘leading’ zijn in al deze transities’. ‘Daarom

organiseren we vandaag ook dit futuristische seminar, borduurde dagvoorzitter Olaf Waals (MARIN manager Off shore) voort op de woorden van zijn directeur.

Zero emission shipping Waals gaf in zijn presentatie aan dat zaken als de klimaatdreiging, de CO2emissies en ook de door de groeiende wereldbevolking toenemende vraag naar voedsel, de mensheid dwingen tot innoverende acties. ‘Het streven naar

‘zero emission shipping’ speelt in dit alles eveneens een belangrijke rol. Hiertoe is een nieuwe maritieme infrastructuur nodig. Slimme logistieke ‘energie-eilanden’ kunnen hierin een belangrijke sleutelrol qua oplossingsrichtingen gaan spelen.

Immers 2/3e van onze planeet bestaat uit water. Hier kunnen we dus nog nieuwe (zee) wegen inslaan met elkaar. Daarvoor zijn dus nieuwe, innoverende technieken nodig. Als MARIN willen we hierin graag faciliteren.

Verder dienen alle betrokken industrieën en overheden natuurlijk ook de handen

MARIN, het Maritiem Research Instituut Nederland, is één van de grootste instituten ter wereld voor onderzoek naar hydrodynamica en maritieme technologie door middel van simulaties, modeltesten, ware-groottemetingen en training. MARIN richt zich hierbij op de scheepsbouw, scheepvaart, offshoreindustrie en overheden. De belangrijkste klanten zijn werven en reders, ontwerpen classificatiebureaus, producenten in de olie- en LNGindustrie en marines.

De onlangs vastgestelde nieuwe MARIN missie is: ‘Better Ships, Blue Oceans!

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ineen te slaan. Off shore Wind neemt nu al een vlucht. Daar kun je bijvoorbeeld ‘Maintenance Hubs’ omheen laten drijven.

Maar ook drijvende ‘Solar Panels’ hebben de toekomst. En drijvende steden liggen evenens binnen handbereik. In Nederland zijn we onlangs gestart met de Denktank ‘Floating Islands’. We hebben hier vandaag een aantal van onze projecten op posters gezet. Het is goed om hier vandaag met elkaar over verder te discussiëren.’

Floating Maintenance Hub ‘Het doel van dit MARIN project is om een voorontwerp te maken van een ‘drijvend onderhouds eiland’. En tegelijkertijd te bestuderen of dit op de Noordzee te realiseren is’, lichtte projectleider Erik-Jan de Ridder (links op foto naast de poster) zijn gehoor toe, tijdens eén van de pauzes, vooral bedoeld om de aanwezigen te laten ‘brainwaven’ met elkaar. Een aantal vragen waarvoor dit project zich gesteld ziet: • Wat zou een geschikte locatie zijn voor dit drijvende onderhouds-eiland?

• Welke afmetingen dient deze hub te hebben om zijn functie te kunnen vervullen?

• Welke voorzieningen qua constructie en installatie zijn nodig?

Geïnteresseerden kunnen contact opnemen met Erik-Jan de Ridder; mail: edridder@ marin.nl Verder hielden onder meer Space@Sea architect Maarten Fikkema en Floating City developer Karina Czapiewska (Blue21) inspirerende betogen over de ‘Floating City Future’ in wording. En liet Koen van Swam, coördinator Stichting Noordzeeboerderij, het publiek kennis maken met de eerste Noordzeeboerderij in actie (voor de kust bij Scheveningen), waar al volop zeewier wordt geproduceerd.

Blue Week Aan het eind van de dag verplaatsten de gasten zich naar het MARIN gebouw even verderop om daar zelf een stukje ‘floating future’ in actie te zien. Tenslotte waren de meeste aanwezigen van mening om dit ingezette MARIN initiatief met elkaar voort te zetten, in welke vorm dan ook.

En adviseerde Olaf Waals eenieder vooral deel te nemen aan de Blue Week, van 28 – 30 mei a.s. ; locatie: STC Group in Rotterdam.

LEDENVERGADERING STEUNT NAUTILUS IN PATSTELLING OVER BPFK PENSIOEN Overschot in het premiebudget In december berichtten wij u dat het pensioenfonds voor 2018 een overschot in het afgesproken premiebudget verwacht van zo’n 2,5 miljoen euro. Dit als gevolg van de licht gestegen rente.

Een welkom bericht na eerdere mindere jaren waarbij de pensioenregeling moest worden versoberd om binnen de afgesproken kaders van het pensioenakkoord te blijven. Onze leden gaven praktisch unaniem aan dat zij het overschot graag vertaald zagen in een gedeeltelijke reparatie van de eerder gekorte opbouw van het partner pensioen van 70% naar 24% van het jaarlijks op te bouwen ouderdomspensioen. (Bij overlijden tijdens dienstverband bleef de aanspraak gebaseerd op 70%.) Met het overschot kan de opbouw van het nabestaandenpensioen voor 2018 naar 37%.

De reders kwamen echter met een geheel eigen standpunt, te weten: het in stand houden van de regeling op het niveau 2017 en het terugsluizen van het voorziene overschot naar werkgevers en werknemers. Met als argument de slechte economische situatie van de sector koopvaardij.

5% forfait regeling Tevens gaven onze leden vrijwel unaniem te kennen dat zij niet af willen van de 5% forfait regeling zoals door de werkgevers geopperd. Deze regeling voorziet er in dat actieve diensttoeslagen tot een maximum van 5% per maand van de maandgage + vakantietoeslag (varen en verlof) in de pensioengrondslag wordt verwerkt. Van problemen in de uitvoering van deze regeling is namelijk onvoldoende gebleken (voorwaarde uit pensioenakkoord om tot mogelijke aanpassing over te gaan). Bovendien was iedereen van mening dat een verlaging van de grondslag, voor de opbouw van het pensioen voor de populatie die onder

deze regeling valt, ongewenst is.

Uit gesprekken met reders sindsdien gevoerd, moesten wij helaas vaststellen dat er een patstelling is ontstaan. De reders wensten niet toe te geven en Nautilus, op basis van het mandaat van onze leden, evenmin. Afspraak is afspraak. Het gevolg hiervan is dat de 5% forfait regeling gewoon in stand blijft.

En het overschot in het premiebudget blijft in het pensioenfonds. Want zolang er geen overeenstemming is tussen de sociale partners is inzet van het overschot t.b.v. gedeeltelijke reparatie van het partnerpensioen niet mogelijk.

Het extra geld dat op deze manier in het pensioenfonds blijft, maakt het fonds wel sterker (qua dekkingsgraad) en draagt daarmee bij aan het indexatiepotentieel van het pensioenfonds.

Ledenvergadering Op vrijdag 9 maart hebben we de ontstane situatie en de gevolgen daarvan met de leden besproken. Onze leden waren unaniem van mening dat van het terugsluizen van premie en het afschaffen van het 5 % forfait geen sprake kon zijn. Ook leden die niet aanwezig konden zijn en hun reactie per mail aan Nautilus hadden toegestuurd, ondersteunden deze opvatting. De opstelling van reders om te tornen aan de inhoud van het pensioenakkoord werd ernstig betreurd en afgewezen.

Het terugsluizen van premie in goede tijden wordt beschouwd als de bijl aan de wortels van het pensioenakkoord uit 2015. De ledenvergadering had het liefst gezien dat het overschot gebruikt zou worden voor gedeeltelijke reparatie van het nabestaandenpensioen. Nu dit door de patstelling niet mogelijk is, is de unanieme opvatting dat het ‘next best’ is om het verwachte overschot van 2,5 miljoen aan te wenden voor de financiële versterking van het fonds. Hierdoor blijven de gelden ten goede komen van het pensioen van de zeevarenden.

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E D U C AT I E E N T R A I N I N G

Nautilus op bedrijvendag Maritiem Instituut Willem Barentsz Op 8 maart was Nautilus met een stand aanwezig op de jaarlijkse bedrijvendag van het Maritiem Instituut Willem Barentsz op Terschelling. Ook tal van rederijen, waaronder Holland-Amerika Lijn, Spliethoff en Wagenborg waren van de partij.

Doel van deze dag was om de Terschellinger studenten in contact te brengen met het maritieme bedrijfsleven.

De eerste- en tweedejaars studenten oriënteren zich immers op een stageplaats en de ouderejaars zijn op zoek naar een werkgever voor na hun afstuderen.

Hoog gekwalificeerd personeel Op dit moment studeren er op Terschelling ca.

500 studenten aan de opleidingen Maritiem Officier en Ocean Technology. Daarnaast wordt ook in Leeuwarden de opleiding Maritieme Techniek (Scheepsbouw) aangeboden en biedt men ook een masteropleiding Marine Shipping Innovations aan.

Adjunct directeur Marcel Krijnen, ter toelichting ‘Als Maritiem Instituut willen we inspelen op de grote vraag naar hoog gekwalificeerd personeel binnen de maritieme

sector. De studenten volgen tijdens deze deeltijdmaster een technische, nautische of scheepsbouwkundige leerlijn. Ze worden opgeleid om probleemoplossend te denken en verbeteringen en innovaties in maritieme processen aan te brengen.’

Tal van studenten brachten een bezoekje aan de Nautilus stand en stelden zich op de hoogte van wat een maritieme vakbond voor hen zou kunnen betekenen.

Verkorte gastles Nautilus communicatieadviseur Hans Walthie verzorgde tevens op deze dag een verkorte gastles over het reilen en zeilen van de vakbond ten behoeve van 1e jaars Marof studenten. Met name werd ingegaan op het leven aan boord en waar je als (toekomstig) stagiair zoal rekening mee zou kunnen houden.

24/7 service vakbond Verder werd de meerwaarde uitgelegd van het speciale studentenlidmaatschap tegen een sterk gereduceerd tarief (3,45 euro per maand, inclusief toezending van de vakbladen de Telegraph en SWZ Magazine).

Dit is ook inclusief de 24/7 service die Nautilus International al zijn (studenten)leden wereldwijd biedt. Meer informatie: www.nautilusint.org/nl

ARBEIDSVOORWAARDEN

Presentatie eindresultaten Onderzoek Duurzame Inzetbaarheid op 11 april a.s.

Woensdagmiddag 11 april worden de eindresultaten van het grote sectoronderzoek naar Duurzame Inzetbaarheid in de Zeescheepvaart gepresenteerd in Postillion Hotel Amersfoort Veluwemeer. Oud Olympisch schaatskampioen Jochem Uytdehaage is gastspreker. Al onze zeevarende leden zijn van harte welkom. Meld u aan via: infonl@nautilusint.org Najaar 2017 tot en met januari 2018 konden zeevarenden en hun werkgevers meedoen aan een enquête over duurzame inzetbaarheid. Doel: onderzoeken hoe zeevarenden nu en tot aan hun pensioenleeftijd gezond en plezierig kunnen werken. In hun eigen werk of elders.

Varen: een mooi, bijzonder en zwaar beroep Varen is een mooi, bijzonder, maar ook zwaar beroep. Alleen zeevarenden zelf kunnen vertellen wat nodig is om hun werk goed en met plezier te kunnen doen. Nu en in de toekomst.

Daarom ook wil Nautilus, mede gebaseerd op de uitkomsten van deze enquête, beleid maken op dit belangrijke onderwerp. De enquête werd opgesteld in nauwe samenwerking met reders en op kosten van Stichting Zee-Risico 96. Het onderzoek werd uitgevoerd en begeleid door het onderzoeksbureau Factor Vijf.

Programma 11 april: Inlooplunch van 12.30 – 13.30 uur

Van 13.30 tot 15.00 uur: Presentatie eindresultaten Onderzoek Duurzame Inzetbaarheid door Factor Vijf. En hoe nu verder?

Van 15.00 tot 15.15 uur: Pauze Van 15.15 tot 16.15 uur: Gastspreker: Meervoudig Olympisch kampioen schaatsen Jochem Uytdehaage. In zijn lezing vertelt Jochem over zijn ervaringen als topsporter in relatie tot vitaliteit. Thema’s als ambitie, doorzettingsvermogen, omgaan met tegenslagen en verandervermogen komen hierbij aan bod.

16.15 uur afsluiting, met aansluitend een borrel.

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C A M PA G N E S

Tweede Kamer stemt in met wet ter bescherming koopvaardij Na bijna 10 jaar van discussie heeft de Tweede Kamer op 13 maart jongstleden ingestemd met het toestaan van gewapende particuliere beveiligers op koopvaardijschepen om deze te beschermen tegen piraterij! Dit mede na een jarenlange succesvolle lobby van Nautilus, de KVNR en de NVKK. Nu is de Eerste Kamer aan zet.

Verwacht wordt dat dit zal gebeuren in najaar. Als ook de Eerste Kamer instemt, en daar lijkt het nu wel naar uit te zien (maar niets is zeker in de politiek), dan kan dit belangrijke wetsvoorstel tot Wet worden verheven.

Goed voor Nederlandse vlag Met dit wetsvoorstel kunnen zeevarenden onder de Nederlandse vlag altijd rekenen op bescherming in de High Risk Area bij Somalië. Hiermee wordt een jarenlange zorg weggenomen van veel bemanningsleden

én hun thuisfront. Het wetsvoorstel is ook in lijn met het beleid in andere EU-lidstaten en zorgt daarmee voor een gelijk speelveld voor de Nederlandse koopvaardij. Dit draagt ertoe bij dat het aantrekkelijk blijft om onder Nederlandse vlag te varen.

LEDEN EN HUN WERK

NAUTILUS STAAT VOOR U KLAAR Let goed op de termijn…

In deze rubriek geven wij u maandelijks een kijkje in de praktijk van alle dag. In dit geval van ons lid Joris*. Joris is werkzaam als matroos in de binnenvaart en doet zijn werk met plezier. Tot het moment dat hij een knallende ruzie krijgt met zijn kapitein/werkgever. De ruzie loopt uit de hand en geschrokken door het gehele gebeuren ‘vlucht’ Joris naar huis. Thuisgekomen en nog amper bekomen van de schrik meldt Joris zich ziek.

Tot nu toe lijkt alles nog onder controle, maar bij de ziekmelding gaat het mis. De werkgever zegt namelijk: ‘Nee je bent niet ziek, maar je hebt door het schip plotseling te verlaten… ontslag genomen! En hier gaat het dus fout.

Second opinion Normaal gesproken zou Joris door zijn werkgever naar de bedrijfsarts zijn gestuurd om te controleren om hij inderdaad ziek is. Is de

bedrijfsarts dan van mening dat Joris niet ziek is, dan kan Joris een ‘second opinion’ aanvragen. De werkgever kan in de periode tussen fit melding bedrijfsarts en ‘second opinion’ de loonbetaling bevriezen. Echter dit is nu niet aan de hand.

De werkgever gaat uit van een ontslagname op staande voet door de werknemer. De werkgever stelt een eindafrekening op en stopt de betaling van het loon vanaf het moment dat Joris het schip verlaat. Joris moet nu meteen in actie komen. Echter door omstandigheden belandt deze kwestie pas na twee maanden bij Nautilus. Dit is een probleem voor het verlenen van goede bijstand in deze kwestie.

Twee maanden de tijd om bezwaar te maken Als de werkgever ontslag geeft aan een werknemer of als de werkgever aangeeft dat de werknemer zelf ontslag heeft genomen en hierover

is geen overeenstemming tussen beide partijen, dan heb je als werknemer twee maanden de tijd om bezwaar te maken tegen het ontslag of het veronderstelde ontslag. En met deze twee maanden bedoelen wij dan dat de kwestie binnen twee maanden bij de rechtbank moet zijn aangebracht.

Nu Joris zijn kwestie pas na twee maanden bij Nautilus heeft aangebracht kunnen wij voor Joris niet meer naar de Rechtbank om zijn veronderstelde ontslagname aan te vechten. Desondanks heeft Nautilus getracht nog iets voor Joris te kunnen betekenen en zijn schade zoveel als mogelijk te beperken.

Immers als je als werknemer ontslag neemt heb je ook geen recht op een WW-uitkering.

Overeenstemming bereikt Wij hebben na ontvangst van de gegevens van Joris contact opgenomen met de werkgever en later met de advocaat van de

werkgever. Na een zeer moeizaam proces hebben Nautilus en de advocaat overeenstemming bereikt over een vaststellingsovereenkomst.

Hierin is aan Joris een vergoeding van twee maandlonen betaald en daarmee zijn ook Joris zijn uitkeringsrechten niet geschaad.

Echter dit had niet gekund als de werkgever niet bereid was geweest om nog een deal te sluiten.

Neem altijd tijdig contact op met Nautilus Moraal van deze casus is dat u altijd direct contact met Nautilus moet opnemen als er iets niet loopt zoals het zou moeten tussen u en uw werkgever of uitkeringsinstantie.

Beter te veel contact met uw vakbond dan één keer te weinig!

Neem altijd contact op met Nautilus wanneer u twijfelt of hulp nodig heeft. Wij staan voor u klaar, via: infonl@nautilusint.org of, tel.: +31 (0) 10 4771 188. *Joris is een gefingeerde naam.

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VA K M A N S C H A P E N V E R D R I N G I N G

FNV Waterbouw leden bieden petitie aan Kamercommissie aan Op 13 februari bood een deputatie van Nautilus/FNV Waterbouw bestuurders en leden een petitie aan de voorzitter van de Tweede Kamercommissie Algemeen Overleg Arbeidsmarkt Michel Rog (CDA) aan.

Ook waren diverse Kamerleden van verschillende politieke partijen hierbij aanwezig.

Onderwerp: ‘Stop de verdringing in de Waterbouw van Nederlandse vaklieden’.

Dit naar aanleiding van een advies van enkele Tweede Kamerleden, die op 31 januari een gesprek over dit onderwerp hadden met enkele Nautilus/FNV Waterbouw bestuurders en leden.

Deze petitie is mede gebaseerd

op de uitkomsten van de vorig jaar gehouden FNV Waterbouw enquête ‘Stop de Verdringing in de Waterbouw’.

Enquête Ruim 250 Waterbouw werknemers vulden deze enquête in en waren het eens met deze stelling. Slechts 17 afwijzende reacties kwamen binnen.

Tevens kwamen vele honderden instemmende reacties binnen op FNV Waterbouw Facebook.

Tijdelijke pulpcontracten

FNV Waterbouw voorzitter Charley Ramdas stelde bij de overhandiging: ‘Waren vroeger onze Hollands Gloriebedrijven in de Waterbouw nog trots op Nederlandse vakmensen, nu zie je de laatste jaren toch een trend dat hardwerkende Nederlandse vaklieden, steeds meer het veld moeten ruimen voor Oost Europese en Aziatische werknemers, vaak aangenomen op tijdelijke pulpcontracten. Die mogen dan eerst nog even ingewerkt worden door de vaste Nederlandse vakkrachten en vervolgens worden zij aan de kant gezet. Hiermee ondermijn je deze mooie sector.

Je moet je immers ook als politiek toch af gaan vragen of je dit soort bedrijven, als ze zo doorgaan,

nog langer wil promoten op handelsmissies en dergelijke.’

Ministerieel vervolg Kamercommissie voorzitter Rog bedankte de petitie-aanbieders en gaf aan dat hij dit bij de Kamercommissie stukken zou voegen. De volgende dag, tijdens de vergadering zelf, vroegen met name Kamerleden Corrie van Brenk (50Plus) en Bart van Kent (SP) nadrukkelijk de aandacht voor dit onderwerp. Minister van Sociale Zaken en Werkgelegenheid Wouter Koolmees, aanwezig bij dit overleg, gaf aan dat hij dit ook bij minister van Infrastructuur en Waterstaat, Cora van Nieuwenhuizen, zou aankaarten.

ARBEIDSVOORWAARDEN

Nieuwe VT Group cao komt in zicht Zoals in de Telegraph maart vermeld heeft 1. De looptijd van deze overeenkomst wordt Nautilus, na de afwijzing van het toenmalige verlengd met 2 jaar; van 1 juli 2017 tot 1 juli onderhandelingsresultaat bij VT Group door 2019. een grote meerderheid van de leden, op 13 en 2. Per 1 januari en per 1 juli worden de 20 februari 2018 opnieuw ledenbijeenkomsten lonen en stagevergoedingen verhoogd met gehouden in het traject naar een nieuw cao het stijgingspercentage van de afgeleide akkoord. Aangezien de stemmen bij het CNV consumentenprijsindex voor alle huishoudens in bleven steken op 50% voor en tegen, heeft de voorafgaande periode van april tot oktober, die bond ervoor gekozen de uitkomst c.q. van oktober tot april indien en voor bij Nautilus af te wachten. Zij zover dit indexcijfer in de laatste maand Dit resultaat wordt nog deden dus niet mee. van de betreffende periode hoger is dan voorgelegd aan Tijdens de goed bezochte het indexcijfer waarop de voorgaande de leden zodat zij ledenbijeenkomsten werd verhoging uit hoofde van deze bepaling hun stem hierover kunnen nogmaals de boodschap gebaseerd was. uitbrengen meegegeven aan de 3. De huidige loontabel wordt per 1 onderhandelingsdelegatie dat het januari 2018 vervangen door een nieuwe, uiteindelijke resultaat niet te ver moet waarbij het aantal schalen per functie wordt afliggen van de inzet. Wel werd duidelijk dat teruggebracht en geen overlapping meer het ‘kopen’ van meer verlofdagen steeds meer kent binnen de verschillende functiegroepen. weerstand opriep bij de leden. Met deze kennis De invoering hiervan betekent een in de bagage is de delegatie teruggegaan naar loonkostenverhoging voor de werkgever van de onderhandelingstafel. ongeveer 1,62%.

4. Gedurende de looptijd zullen partijen Onderhandelingsresultaat onderzoeken of en hoe er bij VT invulling Op 7 maart jongstleden heeft Nautilus bij VT een gegeven kan worden aan levensfasebewust nieuw onderhandelingsresultaat bereikt. Hierbij personeelsbeleid (of duurzame inzetbaarheid), zijn de volgende aanvullende zaken afgesproken: zodat werknemers zo goed en gezond mogelijk

de pensioengerechtigde leeftijd bereiken.

5. De werkgever zal de komende 6 maanden inventariseren hoe vaak er (op de aflosdag) wordt afgelost na 11.00 uur. Deze uitkomsten worden samen met de vakbond geëvalueerd en indien nodig worden verdere afspraken gemaakt en in de cao opgenomen om dit overwerk te compenseren.

6. Het wordt ook mogelijk om de winstdeling op te nemen in vrije tijd of verlofdagen.

7. De werkgever faciliteert de administratie die het mogelijk maakt om voor de werknemers in dienst bij VT de door de overheid ingezette verkorting van de duur van de WW te repareren.

De premie die hiervoor moet worden betaald, komt voor rekening van de werknemers.

8. Agesproken is de cao tekst redactioneel aan te passen bij artikel 4 (de vredesplicht) en artikel 20 (de tanktoeslag). Voor artikel 4 zal Nautilus een tekst aanleveren en bij artikel 20 wordt de ‘oude’ tekst voor tanktoeslag opgenomen. Met de toevoeging dat het werk door de werknemer wordt verricht op basis van vrijwilligheid.

Dit resultaat wordt natuurlijk voorgelegd aan de leden zodat zij hun stem hierover kunnen uitbrengen. Op dit moment is dat proces nog in volle gang.

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DIENSTVERLENING

NAUTILUS JAARVERGADERING EN SYMPOSIUM 2018 Op dinsdagmiddag 26 juni 2018, van 13.00 tot 14.30 uur, vindt de jaarvergadering van de Nederlandse Branch van Nautilus International plaats in Hilton Rotterdam.

Hierna wordt een openbaar toegankelijk symposium georganiseerd, van 15.00 tot 17.00 uur. Dit symposium zal zowel in het teken van de Offshore Olie en Gas als van de Offshore Wind staan.

Nadere informatie over deze middag volgt nog, maar houdt u deze datum vast vrij in de agenda.

Verkiezingen Raad van Advies: nog zetels vrij voor kiesgroepen pensioenen uitkeringsgerechtigden Omdat de zittingstermijn van ongeveer de helft van de Nautilus Raad van Advies leden afloopt, zullen er dit jaar verkiezingen plaats vinden. Vastgesteld is dat de huidige indeling van de kiesgroepen toe is aan revisie. Zo is bijvoorbeeld de kiesgroep Maroff in de loop der tijd dusdanig gekrompen dat een aparte kiesgroep voor de Maroff niet meer te rechtvaardigen is.

Nautilus algemeen secretaris Charley Ramdas: ‘Tevens is er wat nauwkeuriger gekeken naar de kiesgroepen ‘Wal’ en ‘Scheepsgezellen’. Wat opviel was dat de kiesgroep ‘Scheepsgezellen’ inmiddels enigszins ‘vervuild’ is geraakt, met posities waarvan je je kunt afvragen of ze wel onder deze kiesgroep thuis horen, zoals bijvoorbeeld duikers. Daarnaast is vastgesteld dat het aantal leden onder de kiesgroep walmedewerkers inmiddels ook geen aparte kiesgroep meer rechtvaardigt. Deze constateringen leiden tot het idee om de kiesgroep ‘Wal’ om te vormen tot de kiesgroep’ OC’ (overige categorieën). En daar onder andere naast de wal medewerkers de groep leden onder te brengen die vrijkomt na het opschonen van de kiesgroep Scheepsgezellen. Onder de kiesgroep vallen dan ook de studenten en stagiairs die wij hierbij nadrukkelijk oproepen om zich verkiesbaar te stellen. Ook zijn er nog verkiesbare plaatsen vrij in de categorie ‘pensioen- en uitkeringsgerechtigden.

De meerderheid van de Nautilus Raad van Advies heeft hier inmiddels een positief advies over afgegeven. Indien de jaarvergadering dit advies volgt dan ontstaat de volgende zetelverdeling: Zetelverdeling De zetelverdeling afgezet tegen de verkiezingsjaren 2018 en 2020 komt er na de introductie van de voornoemde aanpassingen als volgt uit te zien: 2018 2020 Kapiteins en stuurlieden 2 zetels 3 zetels Werktuigkundigen 1 zetel 1 zetel Scheepsgezellen 0 zetels 1 zetel OC (overige categorieën) 1 zetel 1 zetel Binnenvaart 0 zetels 2 zetels Pensioen- en uitkeringsgerechtigden 5 zetels 0 zetels Wat hier opvalt is dat voor allen in de kiesgroep ‘gepensioneerden en uitkeringsgerechtigden’ het tijdstip van de (her)verkiezingen telkens in het zelfde jaar komt te vallen. Dat is niet optimaal voor het behoud van kennis en kunde in deze groep omdat in het slechtste geval alle leden uit die kiesgroep niet zouden kunnen gaan voor herverkiezing. Daarom zal aan de jaarvergadering worden voorgesteld om tijdens de komende verkiezingen 3 leden uit deze kiesgroep te laten (her) kiezen voor een periode van 4 jaar en de overige leden voor 2 jaar.

Schema van aftreden Raad van Advies en verkiesbare posities Dit jaar zijn aftredend wegens het verstrijken van de zittingstermijn: Kiesgroep kapiteins en

stuurlieden: Joris van Vuuren en Caro Cordes Kiesgroep Werktuigkundigen: Peter Renkema Kiesgroep Scheepsgezellen: Geen Kiesgroep Overige Categorieën: Geen Kiesgroep Binnenvaart: Geen Kiesgroep Pensioen-en uitkeringsgerechtigden: Willem Kwak en Frits Vons Na aftreding volgens bovenstaand schema ontstaan vacatures in de kiesgroepen ‘kapiteins en stuurlieden’ (2), ‘werktuigkundigen’ (1), overige categorieën’ (1) en ‘pensioen- en uitkeringsgerechtigden’ (5).

Kandidaten moeten lid zijn van de vereniging en de kandidatuur moet aantoonbaar door 5 andere leden worden ondersteund.’

Kandidaten worden verzocht om zich uiterlijk 13 april 2018 te melden bij Algemeen Secretaris Charley Ramdas, via: mschmidt@ nautilusint.org Deze oproep is op 13 februari 2018 gepubliceerd op de Nautilus website.

Voorstellen indienen Het is goed om alvast alle leden te wijzen op de mogelijkheid om voorstellen in te dienen.

Deze voorstellen dienen het algemene Nederlandse belang van de vereniging te betreffen. Voorstellen over een specifieke CAO of een specifieke rederij worden verwezen naar desbetreffende ledenvergaderingen. Eventuele voorstellen dienen uiterlijk 1 mei a.s. schriftelijk of per email door het bestuur te zijn ontvangen en zullen voorzien van een bestuursadvies aan de vergadering worden voorgelegd. In te sturen naar: mschmidt@nautilusint.org Of schriftelijk via: Nautilus International, Schorpioenstraat 266, 3067 KW Rotterdam.

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Fleetwood Nautical Campusâ&#x20AC;&#x2122; open event success Fleetwood Nautical Campus held a recordbreaking open event recently which saw people travelling from near and far to learn more about a career at sea.

The event saw visitors converge on the College from around the country â&#x20AC;&#x201C; and as far away as Spain â&#x20AC;&#x201C; to pick up information about programmes available.

This included an inďŹ&#x201A;ux of pupils from local secondary schools, interested in the Collegeâ&#x20AC;&#x2122;s Level 3 Diploma in Engineering Shipping and Maritime Operations for non-sponsored candidates looking for careers in the merchant navy or the wider maritime industry.

As part of the new course, the College commits to ensuring that all successful candidates receive an interview with a shipping or cadet training company with the aim of securing sponsorship to continue their studies as a merchant navy cadet.

Shajan Lukose, Head of ations Maritime Operations autical at Fleetwood Nautical Campus said: â&#x20AC;&#x153;We We had a ul open event really successful which saw record numbers of people coming through our doors. â&#x20AC;&#x153;The fact that we had so many pupils from local secondary schools attending shows how interested young people are locally in careers at sea. â&#x20AC;&#x153;The Fylde Coast, and Fleetwood as a town, has a proud nautical heritage and people are well aware of the many opportunities available in shipping and the merchant navy.

Facilities at Fleetwood Nautical Campus include: â&#x20AC;˘ Five-bridge full mission ship simulator â&#x20AC;˘ Engine room simulator â&#x20AC;˘ New ÂŁ1.2m Marine Engineering Centre Â&#x2039; 7\YWVZL I\PS[ YP]LY SH\UJOPUN MHJPSP[` ^P[O H Ă&#x2026;LL[ VM

Ă&#x201E;]L Âş:PUNSL HUK ;^PU -HSSÂť ;V[HSS` ,UJSVZLK 4V[VY

7YVWLSSLK :\Y]P]HS *YHM[ MV\Y -HZ[ 9LZJ\L *YHM[ with a mix of Jet and Outboard Drives and three support craft of varying sizes. â&#x20AC;˘ Unique environmental training facility featuring large tank with wave machine and the ability to create darkness and rainfall. Â&#x2039; ( /LSPJVW[LY <UKLY^H[LY ,ZJHWL ;YHPUPUN /<,; simulator. Â&#x2039; 7\YWVZL I\PS[ Ă&#x201E;YL [YHPUPUN MHJPSP[` ^P[O MV\Y OV[ Ă&#x201E;YL

NHSSLYPLZ HU LUJSVZLK ZWHJL [YHPULY HUK [^V Ă&#x201E;YL squares. â&#x20AC;˘ A working at height training tower â&#x20AC;˘ Hall of residence

Fleetwood - a top UK nautical college with a long-established reputation for being a leading provider of training to the maritime industry.

â&#x20AC;&#x153;Our College is also renowned for providing employers with welltrained cadets prepared for a successful career, with Fleetwood Nautical Campus graduates having been awarded the title UK Officer Trainee of the Year in eight of the last 11 years. â&#x20AC;&#x153;As well as our Maritime offering, we had a lot of interest in our offshore training and ďŹ re ground facilities, which provide a variety of skills for those working in a range of industries.â&#x20AC;?

BLENDED LEARNING COURSES (all STCW short courses are offered at Fleetwood Nautical Campus)

HNC Nautical Science leading to OOW (Unlimited) HND Nautical Science leading to Chief Mate (Unlimited) Royal Navy to Merchant Navy Conversion NOW OFFERING t & BOE $IJFG &OHJOFFS Marine Engineering Management Level

CoC exam preparation t FD Electrical and Electronics Engineering for ETO For flexible enrolment and more information:

E blearning@blackpool.ac.uk T 01253 779 123

blackpool.ac.uk/nautical

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

Recruitment proof.indd 60

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R E C RU I T M E N T

YACHT

TECH & MARINE SHOREBASED

CRUISE SEAGOING

Deckhand

Marine Superintendent - Chemical

Chef de Cuisine - $46.5K

100m+ MY - Europe - €2.8K

Glasgow - £60K

Assistant Chief Housekeeper - $36K

Deckhand

Marine Superintendent - LNG

100m+ MY - Middle East - $3K

London - £65K

Hotel Purser - $32K

Deckhand

Technical Superintendent - Tankers

60m+ MY - Europe - €2.6K

Liverpool - £60K

2nd Engineer - €56K

Chief Engineer

Offshore Technical Superintendent

2nd ETO - €46K

45m+ MY - Europe - €7.5K

Aberdeen - £65K

Junior ETO - €36K

2nd Stewardess

HSEQ Superintendent - LNG

75m+ MY - Europe - €4K

London £80K

TANKER/LNG SEAGOING

Stew/Masseuse

QHSE Superintendent - Tanker

2/E - LNG

30m+ MY - Europe - €DOE

London £70K

€80-85K on 3/3 rotations + Bens

Stewardess

Stateroom Attendant - $20K

Master - LNG

55m+ MY - United States - $3.5K

CRUISE SHOREBASED

Technical Superintendent

Fleet Captain - €85-100K

Gas Engineer

Yacht Management - Europe - €DOE

Hotel Engineering Super - £65K

$52K on 3/3 rotations + Bens

Operations Manager Yacht Management - Europe - €DOE

Crewing Superintendent Yacht Management - Europe - €DOE

Technical Superintendent German Speaking - €85K Marine Superintendent German Speaking - €85K

€95-100K on 3/3 rotations + Bens

C/O - VLGC $72K on 3/3 rotations + Bens

C/E - Oil/Chemical/LNG £83-89K + Bens

Shorebased: +44 (0)23 8020 8840

Seagoing: +44 (0)23 8020 8820

shipping-uk@faststream.com

seagoing-uk@faststream.com

@shippingjobs

www.faststream.com

Reach over 110,000 readers.

CVProfessionals

Contact Paul Wade on +44 (0)20 7880 6212 or email paul.wade@redactive.co.uk to find out how advertising your vacancy here will work for you.

Maritime and Offshore CV specialists Seagoing and shore based Further details www.cvprofessionals.co.uk email: info@cvprofessionals.co.uk phone: 01248 354579

Perfecting Ärst impressions.

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

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R E C RU I T M E N T

Third OfďŹ cer

REF: NSH/3O/2018/02/001 Job Grade: Shipboard OfďŹ cer Location: ONBOARD To provide assistance to the deck team onboard the ship and carryout all duties as prescribed by the master.

The right candidate should: â&#x20AC;˘ Be a seafarer â&#x20AC;˘ Have a minimum of three months experience on Gas Tanker â&#x20AC;˘ Have a minimum of OOW Deck CertiďŹ cate of Competency issued by a Maritime Agency approved by the Bermuda ďŹ&#x201A;ag. â&#x20AC;˘ Be 18 years of age or above.

Fourth Engineer REF: NSH/4E/2018/02/002 Job Grade: Shipboard OfďŹ cer Location: ONBOARD

To provide assistance to the engine room team onboard the ship and carryout all duties as prescribed by the Chief Engineer.

The right candidate should: â&#x20AC;˘ Be a seafarer â&#x20AC;˘ Have a minimum of three months experience on Gas Tanker â&#x20AC;˘ Have a minimum of OOW Engineering CertiďŹ cate of Competency (Steam & Motor) issued by a Maritime Agency approved by the Bermuda ďŹ&#x201A;ag. â&#x20AC;˘ Be 18 years of age or above.

Visit http://nsml.com/careers/ for full information on Job Description and method of application. Applications that do not follow the format of application will be disqualiďŹ ed.

Only Shortlisted Candidates will be contacted.

Any false information provided during or after the application process will lead to the outright disqualiďŹ cation of such candidate(s).

WANTED!

Training and Careers Manager Do you want to be part of a high proÂżle, industry leading body supporting Seafarer training and recruitment?

Are you thinking about your next career challenge?

Then get in touch now!

We are looking for a team player, with a positive â&#x20AC;&#x2DC;can doâ&#x20AC;&#x2122; attitude.

Can you communicate with conÂżdence at all levels?

Do you have sea time experience?

If the answer is YES, and you would like to Âżnd out more about the role, then please get in touch via email on: kathryn.neilson@mntb.org.uk CLOSING DATE for the receipt of applications will be 5pm, Friday 6th April 2018.

THIS VACANCY WILL CLOSE 2 WEEKS FROM THE DATE OF THIS PUBLICATION.

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

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R E C RU I T M E N T

Looking for a job? Apply online at

myjobscotland.gov.uk Shetland Islands Council Marine Pilot – Shetland Islands Council, Ports & Harbours Operations

EMPLOYER

Port Administration Building, Sella Ness £59,983.91 - £92,046.00 per annum inclusive On-line Ref No: SIC02414 Closing date: Sunday 22nd April 2018 The Marine Pilot 1st Class assists Ship’s Masters and pilots, berths, un-berths and safely navigates vessels of all classes safely and efficiently within the Sullom Voe and Scalloway pilotage areas. The Marine Pilot 1st Class reports to the Team Leader - Harbour Master. During an act of pilotage, Pilots work wholly unsupervised. Every act of pilotage is subject to various statutes and regulations and in Sullom Voe is monitored

by Sullom Voe Port Control VTS. The main duties and responsibilities of the Marine Pilot 1st Class includes: • Advise, via ship’s master, vessel crew operations relating to securing tugs, mooring, unmooring. Liaise with and direct terminal jetty staff during mooring/ unmooring operations.

• Act as Harbour Master’s representative on board vessels being piloted to/from/at berths. Ensure in so far as is possible that the inbound vessel under pilotage is fit and safe for the port.

• Liaise with Port Control regarding traffic movements and ‘own ship’ progress • Have a full knowledge and understanding of the SIC Marine Safety Management System (SMS). Ensure compliance with harbour bye-laws and directives and act on, record and report any infringements.

• Provide when on or off duty, emergency cover, assist in conservancy work and as marine representative

of the Council, witness and report on any marine emergency or unusual occurrence. Carry out any reasonable duties/requests of the Director of Infrastructure at any location, harbour or waters under the jurisdiction of the Council.

Shetland is a vibrant island community with a dynamic economy underpinned by the fishing and agricultural industries, with oil and gas contributing greatly to the islands’ prosperity. It is a unique setting, with an open, friendly community and an exceptional quality of life, including first-class education and recreational facilities.

Our list of jobs is updated daily online. For information on this job or to sign up for Job Alert e-mails and more go to https://www.myjobscotland.gov.uk/councils/ shetland-islands-council.

You can also follow us on Facebook – www.facebook.com/sicjobvacancies If you don’t have access to the internet or have a disability which prevents you from applying online, please call 01595 744032.

All posts include Distant Island Allowance of £2,094 per annum (pro rata). We promote equality and diversity and encourage remote and flexible working. For more information about living and working in Shetland visit www.shetland.org The Shetland Islands – a great place to live and work

We are an Equal Opportunities Employer, and encourage Remote and Flexible Working.

For more information about living and working in Shetland visit www.shetland.org

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

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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 The Royal Marines and the War at Sea by Martin Watts (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.

Closing date is Wednesday 11 April 2018.

QUICK CLUES Across 1 Text (6) 4 Remnant (6) 9 Cleanser (4) 10 Disinterment (10) 11 Snowmobile (6) 12 Not guilty (8) 13 First of its kind (9) 15 Apple centre (4) 16 Cease (4) 17 Fortune telling (9) 21 Language (8) 22 Continue (6) 24 Vessel (10) 25 Uncommon (4) 26 Shape (6) 27 Steady (6) Down 1 2 3 5 6 7 8 14 16 18 19 20 23

Notice of storyline (7) White water (5) Excuse (7) Outraged (6) Of marine mammals (9) Thrash (7) Singing rehearsal (5,8) Wedding gift (9) Sailors’ equipoise (3,4) Change of notes (7) Sorrow (7) Geological hole (6) Brush (5)

CRYPTIC CLUES Across 1 Covering vehicle and domesticated animal (6) 4 Expectant character to fasten onto apple (6) 9 Vaporise infectious swelling (4) 10 Covering errant pets hourly (10) 11 Cereal will have different use in 2051 (6) 12 8 character was both monarch and disturbed earl (4,4)

Back in time

13 15 16 17 21 22 24

25 26 27

See all Ned resorted to as US wartime deal (4-5) Formerly cone (4) Mountains deep inside authoritarian pluralist state (4) General Burgoyne, a lady’s fellow (9) One calculates idiots, single otherwise (8) Endless work but stable (6) Former revolutionary movement worker regarded as altogether too much (10) Article put before detectives on corrosive (4) Stimulate divorcee to quote an other (6) Nothing in orchard to suggest jazz (6)

Down 1 Shutting down as end to emotional worries (7) 2 Car for bakers (5) 3 Learned EU tried reform (7) 5 Done, we hear, proclaiming what no man is (6) 6 Singer Clark, North Carolina and musical note convey a certain mood (9) 7 Tell story of rodent in near mutation (7) 8 Bardic composition of milk drink, asparagus shoot and topped bean (13) 14 Circle line opposition to Princess and a numbering system (9) 16 ‘--- here, / And fill me from the crown to the toe topful’ (Lady Macbeth) (5,2) 18 Expanse of land, alternatively vehicle to get around it (7) 19 Gardner and Condaleezza could unite in deadly sin (7) 20 Help donkey sit differently (6) 23 Without tan am combing Cuban bay for droppings (5)

Crossword answers are on page 66.

Quick quiz

50 years ago The Merchant Navy workforce totalled 107,175 at the start of this year, including 12,100 certificated masters and deck officers, 5,818 certificated engineer officers, 21,732 deck ratings and 9,443 engineroom ratings, and 26,352 in the catering department — The Telegraph, April 1968

safety has recommended that financial support should be given to European seafarer training establishments and to owners providing onboard training for EU nationals as part of a programme to address ‘human factor’ issues and improve crew competence — The Telegraph, April 1993

25 years ago

10 years ago

A new European Commission policy document on maritime

The shortage of skilled and experienced officers, reduced

retention rates and fasterthan-normal promotions are fuelling a marked rise in shipping accidents, according to the classification society Det Norske Veritas.

It has published research showing that the chances of a vessel being involved in a serious grounding, collision or contact accident have doubled over the past five years — The Telegraph, April 2008

1. How many LNG-fuelled ships are on order around the world at present?

2. The 1979 Atlantic Empress tanker disaster was the worst oil spill in the past 50 years. How much oil was spilled?

3. Chinese shipyards built the most new vessels last year ‒ what was their percentage share of the world market?

4. What was the percentage increase in the tonnage of the world merchant fleet between 2007 and 2015?

5. How many containerships of 18,000TEU or more were delivered last year?

6. Which port is the world’s biggest coal exporting port?

Quiz answers can be found on page 66.

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PE OPL E

THE FACE OF NAUTILUS Iain Lindsay, Nautilus Welfare Fund caseworker

ain Lindsay is the Nautilus Iain is one of four caseworkers, helping to Welfare Fund's Glasgow-based deliver the free and confidential service to caseworker – part of the former seafarers in the Merseyside, Hull, Nautilus charity’s specialist Glasgow and Southampton/Portsmouth team supporting retired seafarers and their areas. They can assist with financial matters – dependants across the UK. securing more than £950,000 in benefits and Born and bred in the city, Iain has grants last year alone – and they also provide many strong maritime connections – with a support with housing and health concerns. grandfather, father and uncle all having served ‘It’s a great service and it’s greatly needed,’ Iain at sea or in the shipyards, as well as two nephews notes.

‘It’s all about helping folk to get what they IAN LINDSAY who are currently cadets. are entitled to. Welfare rights are under huge HAS WORKED IN THE CARE SECTOR FOR ‘I was never tempted to go to sea, though,’ he threat in today’s cuts, and the system is designed OVER 20 YEARS admits. ‘Glasgow was an unemployment blackspot to put people off. They are often pushed aside, when I was growing up, and all the shipyards were fobbed off or told things just to get them out of closing. I did work in the yards for a while, but the office. But these are their rights and it is so then went to work in a whisky good to see when the correct distillery. That was fun, but I thing is being done. never thought it was for me in ‘Every case is different, but the long term and I moved into a lot of them are financial. the social sector, training as an A lot of older mariners are autism practitioner and getting living on very small grants, my qualifications. I have now but sometimes they are too been in the care sector for the proud to ask for what they are best part of 20-plus years, and entitled to,’ he adds, ‘I have have worked on welfare rights come across cases where they and benefits for many years.’ have been living in horrendous Iain’s career has also included work with homeless projects conditions, and have been able to sort out things like the and managing mental health units, and he took up the Nautilus carer’s allowance, which can really help. That makes the job caseworker post in September last year. ‘It’s been really good – a really worthwhile.’ breath of fresh air after so many years of being office-based,’ he When he’s not working, Iain likes to spend as much time as says. ‘You’re not stuck in a wee cupboard with cabin fever, but possible with his partner, three sons and a daughter, as well as getting out and about and making a real difference.’ watching rugby.

I

'I have come across older

mariners living in horrendous conditions, and have been able to sort things out for them.

It's a really worthwhile job'

£950,000 IAIN’S FAMILY HAS STRONG CONNECTIONS WITH THE SHIPPING INDUSTRY, AND HE USED TO WORK IN THE GLASGOW SHIPYARDS

IS THE AMOUNT OF FINANCIAL SUPPORT FOR RETIRED SEAFARERS SECURED BY IAIN AND HIS FELLOW NAUTILUS CASEWORKERS LAST YEAR

WHEN HE’S NOT WORKING, IAIN LIKES SPENDING TIME WITH HIS PARTNER AND CHILDREN, AND WATCHING RUGBY

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AT T H E B A C K

Member meetings and seminars

College contacts

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.

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 Martyn Gray on +44 (0)151 639 8454.

Your enquiry will then be directed to the relevant industrial organiser for your employer/sponsoring company.

Professional & Technical Forum Tuesday 17 April 2018 at 1330hrs at FNV Bondgenoten, Pegasusweg 200, 3067 KX Rotterdam The forum deals with a wide range of technical, safety, welfare and other professional topics. All full members are welcome. To attend, contact Sue Willis: +44 (0)20 8530 1660 protech@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.

To attend, contact Danny McGowan: +44 (0)20 8989 6677 ymp@nautilusint.org Women’s Forum TBA in October 2018 This forum provides guidance to Nautilus Council on the challenges facing women in the industry and encourages female participation in Union activity.

All female members welcome.

To register your interest call or email Lisa Carr: +44 (0)20 8989 6677 women@nautilusint.org

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

Pensions MNOPF member 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

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.

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).

MNOPF member 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. There were 111 LNG-fuelled ships on order in February this year.

2. An estimated 297,000 tonnes of oil was spilled when the Greek tanker Atlantic Empress sank in the Caribbean in 1979.

3. Chinese yards completed 41.9% of global newbuilding tonnage last year.

4. The world merchant fleet grew by 58% in terms of gross tonnage between 2007 and 2015.

5. A total of 19 containerships of 18,000TEU and above were delivered last year.

6. Newcastle, Australia, is the world’s biggest coal exporting port ‒ with shipments totalling more than 159m tonnes last year.

Across: 1. Script; 4. Offcut; 9. Soap; 10. Exhumation; 11. Sledge; 12. Innocent; 13. Prototype; 15. Core; 16. Stop; 17. Palmistry; 21. Sanskrit; 22. Resume; 24. Receptacle; 25. Rare; 26. Square; 27. Stable.

Down: 1. Spoiler; 2. Rapid; 3. Pretext; 5. Fuming; 6. Cetaceous; 7. Trounce; 8. Choir practice; 14. Trousseau; 16. Sea legs; 18. Mordent; 19. Remorse; 20. Crater; 23. Scrub.

CRYPTIC CROSSWORD Each month, the cryptic crossword is a prize competition, and the answers appear in the following Telegraph. Congratulations to Nautilus member Captain Andrew Matthews, who was first out of the hat in March. Here are the answers to last month’s cryptic crossword: Across: 1. Mainstream; 6 Imam; 9. Moped; 10. Aphorisms; 12. Tumbling after; 14. Casanova; 15. Tannic; 17. Upbeat; 19. Embalmer; 21. Running stitch; 24. Nonentity; 25. Intro; 26. Easy; 27. Centre back.

Down: 1. Mime; 2. Impetus; 3. Sedimentation; 4. Real love; 5.Ashen; 7. Mess tin; 8. Misericord; 11. Rhadamanthine; 13. Occurrence; 16. Amethyst; 18. Bananas; 20. Mahatma; 22. Gripe; 23. Dock.

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Wherever you are, join today so we can be there for you!

Photo by ANDREW WALDER Nautilus member Winner of the Nautilus International photography competition

Pay and conditions Nautilus International is the first truly trans-boundary trade union for maritime professionals, reflecting the global nature of the industry. We negotiate with employers on issues including pay, working conditions, working hours and pensions to secure agreements which recognise members’ skills and experience, and the need for safety for the maritime sector.

Legal services Nautilus Legal offers members a range of legal services free of charge. There are specialist lawyers to support members in work related issues and a number of non-work related issues. The Union also has a network of lawyers in 54 countries to provide support where members need it most.

International representation Nautilus International represents members’ views on a wide range of national and international bodies including the European Transport Workers’ Federation (ETF), the International Transport Workers’ Federation (ITF) and the International Federation of Ship Masters’ Associations (IFSMA). We work at the International Maritime Organisation (IMO) and the International Labour Organisation (ILO) on key global regulations covering working conditions, health and safety and training. The Union is affiliated to the TUC in the UK, FNV in the Netherlands and SGB/USS in Switzerland.

Join us today…

Workplace support Nautilus International officials provide expert advice on workrelated problems such as contracts, redundancy, bullying or discrimination, non-payment of wages, and pensions.

Certificate protection Members are entitled to free financial protection, worth up to £122,300, against the loss of income if their certificate of competency is cancelled, suspended or downgraded following a formal inquiry.

Call

+44 (0)151 639 8454

Visit www.nautilusint.org Email membership@nautilusint.org g To see the full range of member benefits, visit www.nautilusint.org g Speak to our membership team on +44 (0)151 639 8454

Extra savings Members can take advantage of many additional discounts and benefits organised at a local level. These include tax advice, insurance discounts and advice on pension matters. In the Netherlands, discounts are organised through FNV, and trade union contributions are mostly tax-friendly, entitling members to receive a significant part of their contributions back.

In touch As a Nautilus International member, help is never far away – wherever in the world you are. Officials regularly see members onboard their ships and visit cadets at college. Further support and advice is available at regular ‘surgeries’ and conferences.

The Union has offices in London, Wallasey, Rotterdam and Basel.

There are also representatives based in France, Spain and Singapore.

Your union, your voice The Union represents the voice of more than 22,000 maritime professionals working in all sectors of the industry at sea and ashore – including inland navigation, large yachts, deepsea and offshore.

For members, by members Nautilus International is a dynamic and democratic trade union offering members many opportunities to become actively involved and have your say – at a local, national and international level.

Join now

Call now to join Nautilus: UK: +44 (0)151 639 8454 NL: +31 (0)10 477 11 88 CH: +41 (0)61 262 24 24 April 2018 67 nautilusint.org

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smm-hamburg.com /trailer

the leading international maritime trade fair

53

°

ha 33´ 47 ˝ mb N, 9 ur ° 58´ 3 g 3˝ E

setting a course 4 – 7 sept 2018 hamburg 3 sept

Maritime Future Summit

4 sept

TradeWinds Shipowners Forum

5 sept

gmec, global maritime environmental congress

6 sept

Offshore Dialogue

6–7 sept

MS&D, international conference on maritime security and defence

7 sept

Maritime Career Market

facebook.com/SMMfair

linkedin.com/company/smmfair

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twitter.com/SMMfair #SMMfair

youtube.com/SMMfair

13/03/2018 13:30