Nautilus Telegraph February 2016 by Redactive Media Group

Generation game Past, present and future seafarers compare notes 28-29

Bridge building Researchers seek to make systems more friendly 22-23

NL nieuws Vier pagina’s met nieuws uit Nederland 32-35

Volume 49 | Number 02 | February 2016 | £3.50 €3.70

Alarm at box sector losses call to the Port of Southampton F last month is the 19,224TEU ultra-

Pictured right making a maiden

large containership MSC Zoe. The 192,237gt Panama-flagged vessel is the third in MSC’s series of 20 ‘Oscarclass’ mega-ships. Experts warned last month that losses in the container shipping sector could rise to US$5bn in 2016 as a result of falling freight rates, deteriorating demand and a growing surplus of tonnage. A report from the consultancy group Drewry said rates in the sector may have fallen by as much as 9% last year — when freight volumes increased by just 0.8% and ships totalling 1.7m TEU came into service. Failure to cut capacity will lead to ‘an acceleration of freight rate reductions and industry-wide losses in 2016,’ it warned. Picture: Gary Davies/Maritime Photographic

IMO urged to act on ship stability Union voices support for research recommending higher passengership survivability standards

Nautilus International is backing top-level moves to improve the standards governing the survivability of cruiseships and ro-pax vessels. Proposals for stricter safety measures have been tabled at the International Maritime Organisation (IMO) as a result of research conducted in response to the Costa Concordia disaster in January 2012. The IMO’s ship design and construction sub-committee (SDC) will debate calls for changes to the SOLAS Convention rules on subdivision and damage stability. The recommendations are based on studies examining grounding and collision risks, watertight doors, raking damage, and damage stability. ‘The hard reality is that passengerships and ro-pax vessels are not built to the standard to which they could be built,’ said Nautilus senior national secretary Allan Graveson. Speaking at the IMO on behalf of the International Federation of Ship Masters Associations, he supported International

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Transport Workers’ Federation concerns over the ‘safe return to port’ concept. ‘Although this is a laudable aim, the assumption that any ship is “unsinkable” is a dangerous one and is certainly not a situation that has been achieved to date,’ Mr Graveson added. ‘For this reason we are fully supportive of measures to improve the watertight integrity and stability of passenger vessels and to enable the master to make a correct decision.’ A paper submitted to the SDC by 28 EU member states and the European Commission says studies commissioned by the European Maritime Safety Agency (EMSA) show the need for a new level of the required subdivision index ‘R’ which is used to determine the probability of survival of a ship. The EMSA research examined the levels of risk to six different ship types arising from grounding and contact accidents and concluded that risks from side grounding were signiﬁcantly higher than from collision and bottom grounding. The EU member states propose amend-

ments to SOLAS that would raise the ‘R’ subdivision index in line with a formula related to the number of people onboard a ship. A document submitted by the United States notes that the gradual increase in the ‘R’ index proposed by the EMSA research ‘reflects the stark reality that mass evacuation to life-saving appliances for very large passengerships is extremely difficult and undesirable’. However, the proposals are set to face some opposition — with European shipbuilders submitting a paper arguing that raising the ‘R’ level would widen the ‘significant safety gap between new and existing ships, which — due to resulting economic differences — could lead to significant market distortions’. The European yards argue that the IMO should instead focus on ways to implement ‘appropriate and cost-effective safety standards on existing ships through retrofitting and/or operational measures’. Mr Graveson said the EMSA research

had made the case for change clear and had vindicated the Union’s arguments about the watertight integrity and stability issues affecting the safety of passengerships and ro-ro ferries. The IMO will be examining measures to improve damage stability, including double side skins and double bottom protection. ‘There are questions about the depth to which double side skins should go,’ Mr Graveson said. ‘While double side skins and double bottoms may give some protection against raking damage, they will not necessarily give adequate protection against oblique or acute collisions involving two or more bulkheads. ‘We believe, therefore, that the ultimate solution is adopting the recommendation made in Lord Mersey’s inquiry into the Titanic — giving ships greater longitudinal and transverse sub-division,’ he added. ‘Such construction will give the ability to cross-ﬂood to avoid heavy lists and capsize and to enable a damaged vessel to settle in the water,’ he pointed out.

Inside F Slater support

How Nautilus fund has helped another seafarer to develop his career — page 19 F Central question

Maritime welfare leader opens a debate on the future of seafarers’ centres — page 21

F A capital idea

The Port of London Authority reveals plans to boost Thames trafﬁc — page 25

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02 | telegraph | nautilusint.org | February 2016

NAUTILUS AT WORK

Maritime staff win honours recognition of some leading A maritime professionals in the 2016 Nautilus has welcomed the

New Year’s Honours list. An Order of the British Empire (OBE) was awarded to Keith Oliver, chief coastguard at the Maritime & Coastguard Agency (MCA), for his services to maritime safety. Mr Oliver, who was appointed chief coastguard in May 2015, said: ‘When people are given honours, they often say it’s down to other people. In my case, it certainly is. So, while I’m delighted to be receiving this OBE, I’m also acutely aware that it’s through the efforts of others.’ Nautical Institute chief executive Philip Wake also received an OBE, for his services to the maritime industry. Mr Wake served at sea from cadet to chief officer with Ellerman City Liners, before moving ashore to work in a container consortium. He has worked for the Nautical Institute since November 1999 and became the chief executive in May 2003. Richard Dale, honorary president of the Maritime Volunteer Service (MVS), was awarded an MBE for his services to the charity. A former civil servant, he served for 13 years in the Royal Naval Auxiliary Service and joined the MVS when it was founded in 1994, working as company and national secretary for six years until the end of 2014. ‘I regard this award as a tribute to and recognition of all the hard work put in by my colleagues in the MVS for the benefit of their local communities,’ he said. MBEs for services to maritime safety were presented to a number of long-serving RNLI volunteers, while Port of Tyne chief executive Andrew Moffat received a CBE for his services to the NE of England economy and UK ports. Nautilus general secretary Mark Dickinson said he was pleased to see senior policy-makers in maritime services, as well as those saving lives at sea, recognised in the awards.

Pensions ruling ‘is a milestone’ High Court rejects company’s challenge to auto-enrolment rules for crew

Nautilus has welcomed a milestone court ruling that seafarers should be covered by the UK’s auto-enrolment pension laws. The High Court judgment rejected a challenge by Fleet Maritime Services (FMSB) — which employs staff for Carnival cruiseships — against The Pensions Regulator’s (TPR) guidance on the eligibility of peripatetic workers who travel from place to place, working in different locations, to auto-enrolment. A judicial review sought by FMSB contended that many of its UK staff were not covered by the AE legislation as they worked in international waters and could not be considered to ‘ordinarily work’ in the UK. The challenge was made by FMSB after the regulator issued the company with a compliance notice in July 2014, stating that seafarers were eligible to be automatically enrolled. It was the ﬁrst case where the regulator’s approach to AE has been subject to a judicial review. But TPR maintained that seafarers employed by FMBS did fall within the scope of the Pensions Act 2008 and therefore qualify for automatic enrolment into a pension scheme in accordance with the Act. In the High Court judgment, Mr Justice Leggatt ruled that the regulator’s approach on peripatetic workers was correct and that the ‘base test’ was the appropri-

Folkestone forum for MNOPF organiser Ronnie Cunningham F is pictured addressing a wellNautilus senior national

attended forum in Folkestone last month organised by the Nautilus Pensions Association and the Merchant Navy Officers Pension Fund (MNOPF) as part of their rolling roadshow of events around the UK. ate one to apply, rather than the worker’s contract as FMSB argued. Seafarers who work for organisations such as FMSB should therefore consider their base location as the employee location. The judge concluded that a seafarer who lives in Great Britain

MNOPF members were able to discuss developments with chief executive Andrew Waring and Mr Cunningham. Details of the next forum — due to be held in Hull in April — will be available on the events section of the Nautilus website, and members in the local area will also be written to with further information. and works on a ship that begins and ends its voyage at a port in this country, should be regarded as a British worker with a British contract — even if the majority of the seafarer’s work is performed outside the country. However, a seafarer who lives in Great Britain but who works on

a ship which spends all or most of its time outside the country and whose tours of duty do not habitually begin and end in Great Britain cannot be regarded as based in Great Britain, or as a worker who ordinarily works in Great Britain under the worker’s contract. Nautilus senior national organiser Ronnie Cunningham commented: ‘This is clearly a very important case and the ruling is to be welcomed.’ And Charles Boyle, director of Nautilus legal services, added: ‘The determination which had to be made on jurisdiction more usually comes up in employment claims, rather than Pension Act matters. We are studying the judgement in detail to assess the wider implications for members.’ TPR chief executive Lesley Titcomb said: ‘This ruling comes at the end of a 12-month legal challenge and is an important legal victory for us on a number of levels. The judge conﬁrmed that our approach in this particular case, and our guidance on how to assess peripatetic workers for the purpose of automatic enrolment, is correct. ‘He also made clear that decisions of the regulator based on the assessment of particular facts are not ordinarily suitable for judicial review. This case also demonstrates that where appropriate we are prepared to defend against judicial reviews and our commitment to upholding the principles of automatic enrolment.’

ETF inland waterways meeting officials Carl Kraijenoord, F Nick Bramley, Holger Schatz and Pictured left are Nautilus

Jonathan Havard attending an inland waterways section meeting at the European Transport Workers’ Federation (ETF) headquarters in Brussels last month. Items discussed included the preparation for the 2016 ETF inland waterways seminar and the river

cruise campaign. National secretary Jonathan Havard also presented a report to the meeting about the Inland Waterways Directive which referenced the Union’s recent meeting with the UK Maritime & Coastguard Agency and addressed the issue of rest periods. A second presentation was made to the group about the Union’s recent submission to London Mayor

candidate Sadiq Khan in support of the River Action Plan. The representatives also attended a meeting of the European Commission’s sectoral social dialogue committee for the inland waterways’ working group, discussing issues including unfair competition in the sector as well as a project on working conditions. g See feature, page 25.

Nautilus Plus offers some new year benefits of benefits and discounts, designed F to support members both personally and

Nautilus Plus gives you access to a range

professionally. To mark the start of a new year, we have put together a range of benefits to help you get 2016 off to a great start… z Looking to get into shape and lead a healthier, more active lifestyle in 2016? Nautilus members can access corporate gym membership at more than 2,900 gyms including Virgin Active, Bannatyne, Pure Gyms, The Gym Group, Fitness First, Nuffield Health and David

02-03_at work.indd 2

Ex-officer to head UK Ship Register

Lloyd with a free Incorpore gym pass. You are also entitled to a guest pass or free trial to experience the club prior to joining. If you are looking to join a David Lloyd leisure centre, you will receive one month free when you join and receive a free 14-day family pass*. z Look no further — your dream holiday awaits! Book your holidays with Your Travel Rewards — a range of package holidays with popular and specialist tour operators — and you will enjoy a guaranteed additional 5% saving from major travel companies, including Thomas Cook,

Thomson, First Choice, Cosmos, Airtours, Crystal, Neilson and Kuoni*. You’ll find everything that you are looking for in a holiday, from popular Mediterranean holidays such as Spain, Portugal, Turkey and Greece, to holidays in exotic destinations such as the Caribbean, the Red Sea and the Indian Ocean*. z Thinking of your next mini getaway? Save a guaranteed 10% on cottage and short break holidays in the UK and Europe with CottageStayUK. The company works with the owners of more than 14,000 cottages and villas

in the UK and Europe to give members maximum choice. So whether it’s a romantic break or a getaway with your friends, CottageStayUK can help you find the right property for your holiday at a great price*. g Members can access these benefits, plus many more, via Nautilus Plus on the Nautilus website: www.nautilusint.org. To book the travel packages direct call the Your Travel Rewards team on 0800 783 2183. *Terms and conditions apply to all benefits. See website for details. Offers subject to change without notice.

Simon Barham is the first director of the UK Ship Register

appointment of a former F ship’s officer as the first UK Ship

Nautilus has welcomed the

Register Director at the Maritime & Coastguard Agency. General secretary Mark Dickinson has written to Simon Barham, who takes up the post with effect from 1 February, requesting a meeting to discuss shared objectives for growing the red ensign fleet and meeting the challenges facing the UK fleet. ‘We have consistently sought to persuade the government to adopt policies that will deliver sustained growth of the red ensign and improved training and employment opportunities for British seafarers,’ Mr Dickinson said, ‘and we are encouraged that Mr Barham’s post has been created with clear objectives for attracting owners of quality ships to the UK flag.’ Mr Barham served at sea for 16 years before moving ashore to work with companies including Crescent Shipping, Stena Bulk, Reederei Nord and Gulf Navigation. He also worked as chief operations officer at Bibby Ship Management and served on the boards of the Cyprus Shipping Chamber and Tankers International. MCA chief executive Sir Alan Massey commented: ‘We are a world-class maritime centre and proud of it. We want to build and grow a UK Ship Register that reflects that tradition and meets the needs of the modern, global shipping industry. Simon will be primarily focused on attracting owners of quality ships to sign up to the UK flag and working to secure the long-term commercial success of the UKSR.’

RGM to be held in Rotterdam formal notice of a Nautilus F International Rules General Meeting, Last month’s Telegraph gave

to consider proposed rule changes to ensure compliance with the Transparency of Lobbying, NonParty Campaigning and Trade Union Administration Act of 2014. g The meeting will be held at 1230 hours on Thursday 23 June 2016, at the Rotterdam Marriott Hotel, Weena 686 - 3012 CN, Rotterdam, The Netherlands.

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February 2016 | nautilusint.org | telegraph | 03

NAUTILUS AT WORK

Jobs go as Solent ferry firm folds A

More than 30 people were made redundant when the Isle of Wight operator Scoot Ferries collapsed barely five months after starting up. The company — which was running low-cost services between Yarmouth and Lymington, as well as Portsmouth and Cowes — ceased trading just before Christmas, blaming a lack of sustainable investment and ‘a fair amount of bad luck’. Scoot was operating three ferries, which have been returned to their owners, and the official receiver said there were hopes that a new buyer could be found to take over the business.

Picture: Gary Davies/Maritime Photographic

TUC urges union members to join week of action Campaign to show support for unions as House of Lords debates new laws

TUC general secretary Frances O’Grady has urged union members to support the campaign against the government’s Trade Union Bill during a special week of action between 8 and 14 February. Ms O’Grady warned that the Bill — which was being debated in the House of Lords last month — threatens to have many negative consequences. ‘For the ﬁrst time, employers will be able to break strikes by bringing in agency workers to cover for strikers,’ she pointed out. ‘This could have big safety implications, lead to worse public services, and will undermine the right to strike. ‘That’ll shift the balance of power at work even further in favour of employers,’ the TUC leader stressed. ‘Ordinary workers will ﬁnd it much harder to stand up to their bosses — even when it’s clear that an employer is being unfair and unreasonable. And that’ll mean worse pay and conditions for everyone, and staff afraid to raise concerns about service cuts and safety. ‘This government is determined to get the Trade Union Bill through Parliament with as little scrutiny as possible,’ Ms O’Grady warned. ‘We must not let them get away with it.’ The TUC will be running a week of action from 8 to 14 February under the theme of Heart Unions, where union members are encouraged to highlight the vital work their union undertakes. ‘We have been warning members in the UK about the risks of the upcoming Trade Union Bill for

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Pictured above at a meeting to discuss the Trade Union Bill with business secretary Baroness Nevill-Rolfe are: Mike Clancy, from the Prospect union; Claire Sullivan , from the Chartered Society of Physiotherapists; Ged Nichols, from Accord; Mary Bousted, of the Association of Teachers and Lecturers; and Nautilus general secretary Mark Dickinson

Louis Ramsden, vice-chair of the Nautilus young maritime professionals’ forum, backs the ‘heart unions’ campaign at the TUC headquarters

some time,’ said Nautilus general secretary Mark Dickinson. ‘But despite the number of objections, the government has pressed ahead with this Bill. ‘We have told the government and the House of Lords that there are better ways to enhance trade union participation — like allowing online voting — but they don’t appear to be listening,’ he added. ‘Instead they want to strip away fundamental employee rights. ‘We, as trade union members, need to take this ﬁnal opportunity to tell the government that trade unions are a positive force in the workplace and this Bill will jeopardise positive industrial relations,’ Mr Dickinson said. Nautilus members have already been participating in the Heart Unions theme by sending selﬁes or photos of colleagues holding a poster saying they ‘heart’ unions — especially Nautilus International. Three members who submit the best photographs, as judged by TUC general secretary Frances O’Grady, will win a tablet computer. The winning entry will be announced on Thursday of Heart Unions week. g As well as participating in the Heart Unions photo competition, members are encouraged to tell stories on social media of how Nautilus has helped them, ask colleagues who are not in a union to join, and watch ‘The Big Workplace Meeting’ — a streamed talk with Ms O’Grady and ‘special guest’, on Tuesday 9 February. For more information visit www. heartunions.org

shortreports INQUEST DEMAND: the International Transport Workers’ Federation (ITF) has called for an inquest to be held into the death of a Filipino seafarer onboard a Panaman-flagged coal carrier last month. The crewman died while onboard the 180,310dwt Beaufiks during a voyage from China to Australia. He had been diagnosed with tonsillitis in China and died six days later. The ITF said nine other crew had complained of similar symptoms but were told they would need to pay $500 each to see a doctor in the first port in Australia. FATAL WAVE: a Russian seafarer was killed last month when a large wave hit the bow of the Marshall Islands-flagged containership Cape Mayor in the Channel, some 40nm off Ouessant, while crew members were checking the anchors because of forecast adverse weather conditions. Another seafarer onboard the 28,007gt vessel — which was sailing from Rotterdam to Tangier — was injured and was flown ashore by a helicopter to receive hospital treatment in France. FIRE ALERT: UK firefighters were sent to tackle a blaze on a flag of convenience cargoship off the Norfolk coast last month. Two Coastguard helicopters and three rescue boats went to the aid of the Antigua & Barbuda-flagged Elbetor after fire broke out in the accommodation area. CARBON CALL: the International Monetary Fund (IMF) has called for carbon taxes to be levied on the shipping industry. In a report published last month, it argued that marine fuels are a growing source of emissions, and charges would ‘exploit a tax base not naturally belonging to national governments’. COLLEGE CALLS: Nautilus officials are to conduct a new series of visits to some of the major maritime colleges. Dates arranged include: Glasgow on 17 February, NMCI (Cork) on 24 February and South Tyneside on 1 and 2 March. Nautilus will also offer a ‘drop in surgery’ for members during all the visits. DFDS ADDITIONS: the DFDS cross-Channel fleet will rise to six ships when the former MyFerryLink vessels Rodin and Berlioz, chartered by Eurotunnel to DFDS, enter service this month as Côte des Dunes and Côte des Flandres. The French-flagged ferries will sail under new livery after a refit at Damen’s Dunkirk yard. CARNIVAL ORDERS: the Carnival Corporation has announced orders for four new cruiseships — two to be built for its Costa Asia operation, one for P&O Cruises Australia and one 143,700gt vessel for Princess Cruises. The ships are to be built by Fincantieri in Italy, with deliveries expected in 2019 and 2020. BRITTANY BOOST: French operator Brittany Ferries is to launch a new freight service between the UK port of Poole and Bilbao, in northern Spain. The company has chartered the 12,076gt French-flagged ro-ro Pelican to operate the service, running two roundtrips a week. SHIPPING’S DAY: the International Maritime Organisation has announced that the theme for 2016’s World Maritime Day, on 29 September, will be ‘Indispensable shipping’ to reflect the impossibility of sustaining world trade without it. STENA REFITS: Stena Line has announced plans for a £4.4m refit of its Irish Sea ferry fleet at the Harland & Wolff yard in Belfast. Work on the seven ships will include annual inspections, passenger facility upgrades and technical enhancements. SAGA ORDER: UK operator Saga has finalised an order for up to two cruiseships at the German yard Meyer Werft. The company said one ship will be delivered in 2019, with an option for a second vessel in 2021. PROTECTED WATERS: the UK government has announced 23 new Marine Conservation Zones around the coast, extending the country’s ‘Blue Belt’ to cover more than 20% of English waters.

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04 | telegraph | nautilusint.org | February 2016

NAUTILUS AT WORK

shortreports FORELAND EXTENSION: Nautilus has extended a consultation on a pay review and life cover benefits with Foreland Shipping members after poor internet access at sea led to low response levels. Members are being consulted on a proposed 2.5% pay increase, with a further 0.5% going towards life cover. A Partnership at Work meeting has been organised for 24 and 25 February in Liverpool. ORKNEY STUDY: a meeting to discuss a comparative pay study for members employed by Orkney Ferries is due to be organised. The meeting will give the Union the chance to discuss the study’s findings in relation to the 2015 pay and conditions review. No date has yet been set for this meeting, but it is hoped that one can be arranged for early February. P&O INCREASE: members overwhelmingly voted to accept a staggered pay and conditions offer made by management for officers employed by Crewing Services (Jersey) and Irish Sea (Jersey) on P&O’s Irish Sea services. The agreement will see a 1.6% increase on base rates from 1 January 2016 and a 2.3% increase from 1 January 2017, subject to RPI remaining as projected. HAL RISE: a three-year pay deal has been agreed for members employed by Marine Manpower Services and serving on Holland America Line vessels. The agreement will mean members will get a 3% pay increase on 1 January from 2016 until, and including, 2018. PG RISE: members employed by PG Tankers have voted to accept a two-year agreement to increase pay by 2.5%. The company have been advised of the decision, with the pay deal effective from January 2016 and running through to December 2017. RO-PAX REJECTION: Nautilus has requested further talks after members employed by Stena Marine and Meridian Shipping Services onboard ro-ro and ro-pax ferries rejected a 1% pay offer. The meeting is expected to take place in early February. SEATRUCK SETTLEMENT: Nautilus has accepted a 2% pay offer from Seaway Manning Services (Guernsey) on behalf members serving on vessels operated by Seatruck Ferries. The deal went into effect from 1 January 2016. ENTIER MEETING: Nautilus industrial organiser Derek Byrne has written to Entier Manning Services to organise a meeting about the 2016 pay review. Once a meeting has been arranged with the company members will be informed. MARINE SCOTLAND: Nautilus has agreed the terms of a new drug and alcohol policy made by Marine Scotland after receiving no objections from members to the changes.

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Tug operators to join forces tug operators, Boskalis and F Kotug Interational, have reached Two of Europe’s leading

agreement to form a joint venture which will include the harbour towage operations of Smit in Belgium, the Netherlands and the UK, and of Kotug in Germany, the Netherlands and the UK. The new operation will be called Kotug Smit Towage and will serve 11 ports, with a total fleet of 65 tugs. Boskalis CEO Peter Berdowski said the deal would boost operational efficiency. Nautilus has been informed that the merger will not have an impact on members.

Nautilus industrial organiser Lisa Carr and senior assistant organiser Danny McGowan are pictured meeting members serving with Svitzer Marine in the port of Felixstowe. A wide range of issues were discussed, including travelling time and rest periods.

Alarm at GMSG cuts Union challenges company over cost-cutting plans for foreign officers

Nautilus has challenged Global Marine Systems (GMSG) over its crewing policies following a series of UK officer redundancies from the company’s fleet. The Union has sought legal advice following management’s decision to make 19 British officers compulsorily redundant with effect from 31 December 2015. Previously GMSG had agreed to focus on voluntary redundancies, following a request by Nautilus when the company advised that around 70 positions would be at risk. Following this, a total of

37 officers accepted enhanced voluntary severance terms. The company told Nautilus that the job losses were needed as a result of ‘significantly reduced fleet utilisation in the short term’. It claimed it was not possible to retain everyone ‘in the current commercial climate’. However, Nautilus challenged management after a document became available that outlined the company’s fleet resources HR strategy — revealing that it plans to develop and grow non-UK officer numbers to cut costs. The paper suggested the

company had a five-year plan to enable ‘natural wastage’ of UK officers and to identify and fasttrack non-UK officer promotions. The Union has urged the company to provide ‘a full and frank’ explanation of the document and to put a hold on the compulsory redundancy process. Members have been asked to contact industrial organiser Lisa Carr if they have been put at risk of compulsory redundancy by GMSG. Those under threat have been advised to submit an appeal outlining their individual concerns which, following the hear-

ing of an appeal, can then be submitted to the Union’s lawyers. Nautilus national secretary Jonathan Havard expressed alarm at the developments and urged members to make contact. ‘The decision by GMSG to cut almost 20 members’ positions and replace them with non-UK crew is deeply concerning and potentially unlawful,’ he added. ‘We are speaking to our legal team about this and I urge members at risk to get in contact with the Union in order for us to provide the strongest possible challenge to this decision,’ he said.

P&O pulls plug on Larne-Troon route service across the Irish Sea, A saying that it has been unable to stop P&O has closed its Larne-Troon

the ‘significant losses’ on the route despite a programme of cost-cutting measures last year. Announcing the decision last month, the company said it had conducted a comprehensive review of the service — which it has operated since 2003 — and had unsuccessfully sought a cheaper fast craft for the route. ‘The stark reality is that the company is continuing to make losses, and sadly the income from ticket sales has not been sufficient to cover the

annual vessel and port operating costs for the Express,’ chief executive Helen Deeble told staff. Management said the decision ‘will enable a more secure future for the company and our employees on the Northern Corridor’ and said additional investment will be made on the European Highlander and European Causeway, which operate the Larne- Cairnryan route. Nautilus national ferry organiser Micky Smyth said no members will be made redundant as a result of the decision, with the company having agreed to redeploy its staff to other services.

Check your benefits check what their death in service F benefits are.

Nautilus is urging its members to

The Union is keen to ensure that all members benefit from death in service cover that is equivalent to minimum industry standards — both nationally and, where relevant, internationally. Members should be entitled to death in service benefits of at least three times their annual salary — and this should be all year round cover, not just for when they are onboard. Any members who believe that

their employer is not offering death in service at the required level should contact the Union. In addition, members who have recently moved from the MNOPP to the Ensign Retirement Plan should raise this matter with their employer via the company grievance procedure if they have suffered detriment because of the transfer. Nautilus will be raising the issue with any company that is considered to be non-complaint, as it is an industrial priority set by the Union’s Council.

Offer awaited after pay talks for SISS members members are pictured above A meeting with with representatives Nautilus officials and

from Shell Ship Management Limited (SSML), on behalf of Shell International Shipping Services (SISS), in Liverpool last month to discuss this year’s pay and conditions claim. The Union is seeking improvements including an inflation-plus pay increase, shorter tour lengths, improved leave ratios, a further review of business class travel, for STCW training to be paid for by the company, and for an

increase in the Market Competitive Allowance (MCA). A formal response from the company was awaited as the Telegraph went to press. Pictured, left to right, back row: third engineer Mike Fuller; crew operations manager SSML Sarah Quayle; contracts and assurance manager SSML Tony Whittaker; and second engineer Neil Cottam. Front row: industrial organiser Derek Byrne; managing director SSML Richard Turner; gas engineer Roy Hughes; and senior national secretary Garry Elliott.

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February 2016 | nautilusint.org | telegraph | 05

NAUTILUS AT WORK

shortreports

Top-level talks with the RFA

PRINCESS PAY: a pay offer made to members employed by Fleet Maritime Services (Bermuda) and serving on Princess Cruise Line & P&O Cruises Australia vessels has been accepted. The offer will see a 3% pay increase come into effect from 1 January 2016 and a further 3% increase from 1 January 2017. Members are now being consulted on changes to the P&O Princess Cruises pension scheme, which will also affect those employed by Cunard, and they have until the end of April to respond.

new Commodore of the Royal F Feet Auxiliary — with talks last

Nautilus officials have met the

month including the current pay and conditions review and the long-term prospects for the service. Cmdre Lamb (pictured second from right) has been appointed assistant chief of staff afloat and head of service for the RFA, replacing Cmdre Rob Dorey who is now working for Trinity House. His career spans 38 years, including time in command of Sir Bedivere, Wave Ruler and Wave Knight and shore appointments as deputy assistant chief of staff afloat support, deputy assistant chief of staff strategy and development, COMRFA staff warfare officer and RFA staff warfare officer to FOST. Accompanied by deputy assistant chief of staff (PP&C) Mark

Bartlett (left of picture), Cmdre Lamb met Nautilus general secretary Mark Dickinson and national secretary Jonathan Havard at the Union’s head office last month. Discussions covered members’ rejection of the 1% pay offer and whether there was any scope for

improving the package. Mr Havard said it was confirmed that the proposals could not be improved because of public service policy, and the Union was expecting a formal response detailing this position late last month. Members will be consulted again once this is received.

Mr Havard said Cmdre Lamb had ruled out any privatisation of the RFA’s services and had told the Union that it faces a positive future, with four Tide class tankers being built and a commitment for three new solid support vessels in the strategic defence review.

Beware of social media mis-use Disciplinary cases prompt warning from Nautilus over company policies

Nautilus is urging members to be careful not to breach their employers’ social media policies following a recent spate of cases in which seafarers have been disciplined for unwise use of the internet. National ferry ofﬁcer Micky Smyth said he has represented members in several cases brought after they had been accused of irresponsible use of social media in contravention of their companies’ procedures. ‘Most employers now have policies in place which govern the way that staff use social media — including networking websites, blogs and tweets,’ he pointed out. ‘It is really important that members are aware of the procedures applied in their workplace and take appropriate care in their online activities.’

In a case in the Netherlands recently, a Dutch shipmaster was disciplined after posting a video on YouTube which showed that he was in command of a containership as it was being illegally beached before demolition near Alang, India. The Dutch disciplinary committee for the shipping industry used the video evidence to ﬁnd the master guilty of being in serious breach of his duties by taking the ship to SE India for disposal in contravention of national and European law. It noted that, because the master had not made a statement, it could not know on whose order he had beached the vessel. But the sight of the coastline in the YouTube video made it clear that the master should have understood that it would be left there for demolition.

The disciplinary committee ruled that the master be suspended for a period of six months — deferred for a two-year probationary period. Thomas van Hövell, from the law ﬁrm AKD, noted that is the ﬁrst decision from the disciplinary committee suspending a master on these grounds. ‘It clearly demonstrates that the beaching for subsequent demolition of ships moved from the European Union to SE India places the master of such ships at risk of suspension if the physical breach of national and European law has been performed under the authority of such master,’ he added. ‘Posting a recording of the beaching of such vessels on YouTube clearly increases the risk of detection and suspension.’ Nautilus is also urging mem-

bers to take note of a ruling by the European Court of Human Rights last month that employers can read workers’ private email messages while they are at work. Commenting on the judgement, TUC general secretary Frances O’Grady said: ‘People should have a right to privacy in the workplace. Big Brother bosses do not get the best out of employees. Staff who are being snooped on are less productive and less healthy. ‘It is essential that employers have clear policies on internet use so that people are not caught out,’ she added. ‘British workers put in billions worth of unpaid overtime every year. They shouldn’t be punished for occasionally checking private emails and going on social media,’ Ms O’Grady said.

Stena Line meeting members are pictured meeting A Northern Marine Manning Services

Nautilus officials and Stena Line

representatives in Clydebank last month. Discussions covered a range of issues, including sickness entitlement, compassionate leave, travel expenses, STCW training and study leave, SEAs, and temporary promotion. The current employee handbook is to be amended and updated and will be circulated for comment. It

04-05_at work.indd 5

was agreed that a separate meeting would be arranged to discuss the Irish Sea/North Sea agreement. Pictured, left to right, are (back row) senior national secretary Garry Elliott; Northern Marine’s Sarah Simpson and Dhan Swadi; liaison officers Stuart Spencer and Malcolm Clift and Northern Marine’s Tom Campbell. Front row: national ferry organiser Micky Smyth; and liaison officers Colm Mooney, Guy Taylor and Norman MacKay.

CALMAC PENSIONS: Nautilus and other unions have again raised concerns that no dates have been set to start discussing proposals to reform the Caledonian MacBrayne pension scheme. National ferry organiser Micky Smyth stated that concerns have been raised and he continues to update the Union’s pension expert, senior national secretary Ronnie Cunningham, who will lead the Nautilus team. SERCO CHANGES: members employed by Serco Ferries Crewing on Northlink Ferries have rejected proposed changes to their terms and conditions. The proposals included changes to current sick pay entitlement, meaning members with more than five years’ service would be entitled to six months’ full pay and six months’ half pay. Further discussions with the employer will now take place. SCOTTISH TALKS: national ferry organiser Micky Smyth was among a group of trade union officials who met Scottish transport minister Derek MacKay and officials from Transport Scotland at the Scottish Parliament to discuss a range of ferry-related issues. Nautilus once again raised the subject of the nonpayment of the National Minimum Wage in Scottish waters. THAMES STALEMATE: Nautilus industrial organiser Lisa Carr has invited members employed by Thames Clippers to meet her to discuss the ongoing pay and conditions claim for 2016. Talks between Thames Clippers and the Union came to a stalemate at the end of 2015 after members rejected the previous offer of a 1.5% increase, which has now been withdrawn. WINDSTAR DEAL: members employed by Windstar Management Services have accepted the company’s 2016 pay and conditions review offer following consultation. The offer was for a 2% across the board pay increase. Industrial organiser Lisa Carr has written to the company asking for the increase to be implemented as soon as possible. UECC RISE: Nautilus has written to UECC after consultations with members showed agreement to accept a 1% pay offer. Members will receive their backdated increase for January 2016 in their February pay. The next pay review is set for 1 January 2017.

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20/01/2016 18:32

06 | telegraph | nautilusint.org | February 2016

OFFSHORE NEWS

shortreports

Redundancies cut at Maersk Supply

TECHNIP TALKS: Nautilus International has sought urgent talks with Technip over the company’s proposals for a 10% pay cut as part of a cost-cutting package. Members overwhelmingly voted to reject the pay cut, and national secretary Steve Doran said the Union is seeking to avoid compulsory redundancies as well as seeking clarification from management over its suggestion to examine the feasibility of ‘outsourcing the manning of a limited number of positions to an external crewing company’. TOTAL FINE: the oil and gas company Total E&P UK has been ordered to pay a record fine after admitting safety failings that led a potentially catastrophic leak at its Elgin platform in the North Sea in March 2012. Total will pay £1.125m, as well as court costs, after it was prosecuted by the Health & Safety Executive for the incident, which occurred as workers were attempting to close off a well. CAMPAIGN GROUP: Nautilus and other unions representing offshore industry workers are launching a new oil and gas union policy and campaigns group this month. The new group will seek to protect employment standards and heath and safety in the sector, and will lobby for a coherent plan to maximise economic benefit from the North Sea. BP CUTS: unions have criticised BP’s plans to cut 600 jobs in the North Sea as part of a move to reduce global staff numbers by 4,000. The cuts in Scotland will affect rig workers as well as shore-staff and agency workers on long-term contracts, but BP said it remained committed to the North Sea and sees a long-term future for the company there. BIBBY PAY: Nautilus International has requested meetings with Bibby Ship Management to discuss the 2016 pay and conditions reviews for members employed as marine crew and dive techs on the DSV agreement, as well as for members on the BP offshore vessels agreement. HAVILA ALERT: Nautilus has sought assurances from Havila Shipping after the company announced a financial restructuring plan last month, warning of ‘severe’ challenges with vessel supply ‘far exceeding demand’. DEEP OCEAN: Nautilus is seeking a meeting with Deep Ocean to discuss improvements in members’ pay and conditions for 2016.

managed to negotiate a F reduction in the number of members Nautilus International has

Pictured above is Nautilus industrial organiser Derek Byrne meeting with Andrew Rodden, regional managing director, UK & IOM, at Bibby Ship Management. The pair met at Bibby’s offices in Liverpool last month to discuss a range of issues.

Crisis, what crisis? Union challenges MSP over his claims that the North Sea is ‘booming’

Nautilus has challenged a Scottish politician’s claims that there is ‘no crisis’ in North Sea oil employment and that the workforce in the sector is ‘booming’. Speaking in a Holyrood debate, Aberdeenshire West MSP Dennis Robertson said Oil & Gas UK statistics showed that more oil than ever before had been extracted in the North Sea. ‘We have the most skilled workforce in the North Sea and it is booming,’ he added. In a letter to Mr Robertson, Nautilus general secretary Mark Dickinson said the production ﬁgures masked the immense impact of the ‘efﬁciency’ measures implemented in the sector over the past year. ‘Not only does Oil & Gas UK

estimate that 65,000 jobs have been lost, but many workers have suffered severe cuts in their working conditions in an attempt to avoid redundancy,’ he pointed out. Mr Dickinson said the Union has been negotiating over more than 1,000 redundancies declared by offshore shipping companies since the oil price slump started. ‘Many of these seafarers are highly qualiﬁed, extensively experienced personnel with specialist skills — such as dynamic positioning — which enable ships to operate safely and efﬁciently in some of the most testing sea conditions anywhere in the world,’ he pointed out. ‘The loss of these jobs — and the associated cuts in the train-

Oil and gas output from the UK Continental

Oil & Gas UK said government data for the first 10 months of 2015 showed that liquid output rose by 10.6% and gas was 6.1% higher. Full-year production is expected to be up by between 7% and 8% compared with the previous year, helped by the start of production from new fields in areas such as NE of Shetland. But the organisation — which represents more

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06_offshore.indd 6

ing of new seafarers — should be of huge concern to the UK, and to Scotland in particular, where a signiﬁcant proportion of the UK’s maritime skills base originates from. Not only are we witnessing the erosion of domestic expertise in an industry of immense economic value to the nation, but also the loss of skills that are essential for the safety-critical nature of North Sea operations.’ Mr Dickinson said many members are concerned that the downturn has been exploited by operators to introduce working practices and conditions that would have been previously considered unacceptable. And he urged Mr Robertson to rethink his comments and to reﬂect upon the scale of unfair competition in

the offshore sector — including ﬂag of convenience ships and lowcost foreign seafarers — which would not be permitted in other countries. z Nautilus is to call for the Scottish TUC to support the campaign to protect members’ jobs and to resist unfair competition in the North Sea offshore oil and gas industry. The Union has tabled a motion at the April STUC conference expressing particular concern at the loss of highly qualiﬁed, extensively experienced seafaring personnel from the sector. It warns that the cuts in maritime employment and training will have a highly damaging impact on the UK government’s shipping policy objectives.

Output up for the first time in 15 years Shelf rose last year for the first time in 15 years, F according to figures released last month.

Lairdside Maritime Centre

being made redundant from the Maersk supply vessel fleet. In December, the Union was advised that 41 positions were in danger of redundancy — with members being asked to come forward if they were interested in a voluntary severance package. But following talks with Nautilus, the figure has now fallen to 29 redundancies — of which 16 will be voluntary and 13 compulsory.

National secretary Steve Doran said: ‘As a Union we ideally would not want to see any of our members facing the uncertainty of redundancy, and this is no different. We are pleased, however, that through our work with Maersk we have been able to reduce the number of members being made redundant and that the majority of those leaving are doing so voluntarily. ‘However, we would advise anyone who believes they have been made redundant unfairly to contact the Union immediately so we can consider if an appeal can be made.’

than 500 companies in the sector — warned that the industry will be extremely challenged to sustain this growth and more job losses are inevitable. Chief executive Deirdre Michie stated: ‘In February 2015 we predicted a marginal increase in production for 2015, but the industry-wide focus on improving production efficiency coupled with investments of more than £50bn over the last four years to bring new fields on stream across the last 12 months is paying off and yielding a better result.’ But she cautioned: ‘While the UK offshore oil

and gas industry is having to adapt to the low oil price and driving greater efficiencies throughout its operations, the fact is that the value of our product has more than halved. ‘Times are really tough for this industry and for the people working in it,’ she admitted. ‘We will continue to see job losses as we move into 2016 and we must be thoughtful and supportive of our colleagues and their families who are being made redundant or who are at risk of being made redundant.’

Third new pipelayer for Subsea 7 7 pipelay vessel Seven Cruzeiro A being launched at the Royal IHC Pictured left is the new Subsea

shipyard in Krimpen aan den Ijssel last month. The Isle of Man-flagged Seven Cruzeiro is the last in a series of three 19,500gt dynamically positioned pipelay vessels ordered by Subsea 7, capable of operating in water depths of up to 3,000m and suitable for operations worldwide. The second ship in the series, Seven Sun, was launched in December 2014 and was officially named last month. The first vessel of the three, Seven Rio, was delivered to Subsea 7 late last year and began work on a contract in the Gulf of Mexico.

20/01/2016 18:08

February 2016 | nautilusint.org | telegraph | 07

NEWS

Union warns after fresh jobs ‘scam’ Ship master tells how he was tricked into making payments to fraudsters

Nautilus is urging the UK authorities to act after yet another employment ‘scam’ in which a seafarer was cheated out of money on the false promise of a job. Nautilus/ITF inspector Tommy Molloy was alerted to the latest case by the Romanian master of a tanker visiting the UK who had responded to an advertisement for a job as master with Rowan Drilling, based in Aberdeen. The draft contract promised a post-tax salary of £7,280 a month, along with a wide range of allowances and bonuses. But after signing the employment agreement, the seafarer was asked to pay for a work permit and an entry visa application. He was also sent an invoice for £1,620 for a ‘premium plan’ international traveller’s insurance policy. The master then became suspicious and

tried to withdraw from the application process and cancel the payments — but it was too late. ‘I was scammed by these guys and I lost some money and lots of personal data of mine and my wife,’ he told Mr Molloy. He said he wanted to highlight his case to other seafarers, in the hope that they would not suffer the same fate. Nautilus is raising the case with the UK authorities, calling for a full investigation and for action to be taken against the fraudsters. ‘This is just the latest in an increasingly long line of such cases,’ Mr Molloy said. ‘It was a highly elaborate scam, which had been well planned and — as with others — used headed notepaper and ofﬁcial looking documentation to mislead the seafarer into thinking that this was a genuine job.

‘It’s certainly worth repeating the advice to seafarers that if an offer looks too good to be true, it probably is,’ he added. ‘Warning signals should certainly be sounding as soon as prospective employers start asking you to pay airfares, registration fees or visa charges.’ Similar scams have sought to defraud seafarers by asking for ‘agency’ or ‘registration’ fees, payments for medical examinations or passport processing. While the fraudsters often seem to target seafarers from eastern Europe or Asia, seafarers from traditional maritime nations have been affected. Many of the scams have been conducted using the names of genuine shipping companies and crewing agencies, as well as ﬁctitious addresses in countries such as the UK in an attempt to appear legitimate.

First ULCS visit to a US port

New job on the Tyne marine pilot has been A appointed as the new harbour A former shipmaster and

master for the Port of Tyne, taking responsibility for all aspects of marine conservancy and the safety of navigation on the river. Captain Alan McPherson first went to sea in 1981, as a deck cadet with Ben Line, studying at South Tyneside College. He served with the company until its demise in 1992, and worked in the North Sea onboard OIL and Tidewater supply vessels, and offshore with Global Marine Drilling until 1999. Capt McPherson joined the Port of Sunderland as a pilot in 1999 and started work with the Port of Tyne in 2001, as an assistant

PLA chief changes

CMA CGM Benjamin Franklin F has become the largest containership The 18,000TEU UK-flagged

ever to call at a North American port during its maiden voyage last month. The 178,288gt vessel is being deployed on a regular service connecting some of China’s main ports with the US west coast and made inaugural calls to the ports of Los Angeles and Oakland. The visits were the first by an ultra-large containership to the US and required meticulous preparation by port authorities, pilots and many others in the maritime supply chain.

officer Bob Baker, who has been F appointed chief harbour master at the

Pictured left is former navigating

Port of London Authority (PLA). Mr Baker will join the PLA in May — moving from Forth Ports, where he has been chief harbour master since 2001. He will succeed David Phillips, who is retiring from the PLA in April. Mr Baker first went to sea in 1975 and he spent 16 years working on ships including ro-ros, bulk carriers and general cargo vessels. His final seagoing post was as chief officer on Jebsens bulk carriers, before coming ashore to work at the Port of Tilbury in roles including general manager and harbour master.

New online support service support and counselling will be soon available F to UK seafarers — whether at sea or at home. A new service providing free 24/7 online

The Seafarers Hospital Society (SHS) is launching a programme enabling seafarers to use the Big White Wall (BWW) digital mental health and wellbeing service, which offers specialist assistance on issues such as stress, anxiety, depression, sleep, smoking, weight management and alcohol use. BWW offers safe, anonymous, online support around the clock — with a supportive community, information and self-help resources, and trained counsellors online at all times. Its current users include members of the armed forces and the NHS, and feedback shows that more than 90% of people feel better after using its services.

harbour master and trainee pilot. He became the port’s deputy harbour master in 2004 and its first employed unlimited pilot in 2005. During his time working at the port, he has been involved in projects including the 2005 Tall Ships visit and the pilotage of some of the most complex shipping movements on the Tyne including QE2, Ark Royal and the Holland America Line cruiseship Eurodam. ‘Having lived in the area for over 25 years, I fully understand the importance of the River Tyne to the region and the wider community,’ he said. ‘I have been fortunate to serve as a pilot on this great river, and now have the honour of being the harbour master too.’

One in every four people will experience a mental health problem in their lifetime and BWW provides peer and community support, guided self-help and individual support by trained staff, along with tools for self-assessment and monitoring progress, art and writing therapies, and access to a wide range of information on issues ranging from work stress to family problems. Under the SHS programme, serving seafarers will be offered access to BWW’s Support Network and the option to participate in guided support programmes and ‘live therapy’, which offers a range of real time one-to-one therapies by instant text, audio and/or video from BWW therapists. ‘There is a lot of statistical and anecdotal evidence to show that many seafarers suffer from

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problems arising from social isolation and stress and sleep problems, and this service will give them the chance to access support and specialist advice on dealing with these issues,’ said Peter McEwen, SHS chair. ‘BWW has been shown to deliver hugely important assistance — offering practical advice, emotional support or just an understanding ear. It is a safe and anonymous place, where users can say what is troubling them and share their problems without the fear of being recognised,’ he added. The service is due to be launched in early March and will be available through a dedicated portal on the SHS website — www. seahospital.org.uk. Further details will be in the March Telegraph and on the Nautilus website.

Box weight rules alert have called for national F authorities to develop guidelines for European port operators

the implementation of new SOLAS container weighing rules later this year. From 1 July, all containers to be loaded on a vessel will need to be accompanied by Verified Gross Mass (VGM) documentation. The EU private ports body Feport says many member states are yet to produce advice on

the rules and there is insufficient information and harmonisation at national level regarding their implementation. ‘A lack of national guidelines will ultimately lead to confusion in implementation and will have an adverse impact on operations and lead to possible competitive distortion, said Jasper Nagtegaal, chair of Feport’s customs and logistics committee.

Staff employed in the marine industry, from crew and shore-based staff to spouses travelling to and from vessels, can make use of our extensive marine fare programme, while those seeking flights for other types of travel will benefit from our efficient and personal service.

07_news.indd 7

20/01/2016 14:02

08 | telegraph | nautilusint.org | February 2016

LARGE YACHT NEWS

Ministers pledge support for the sector visited the London Boat Show A and spoke of the importance of UK government ministers

superyachts and the maritime sector to the country. Transport secretary Patrick McLoughlin met exhibitors including Princess Yachts and Williams Jet Tenders, and spoke with university students taking part in a Superyacht UK design competition. ‘The UK’s maritime industry is a major success story and the London Boat Show displays the impressive skills and world-class products provided by the sector,’ he said. ‘Britain’s highly advanced, leading maritime industries are creating jobs and keeping the UK ahead of the worldwide competition,’ the minister added. ‘We are determined to play our part by supporting the UK’s continued growth as a leading international maritime nation, from leisure boats to the biggest containerships afloat today.’ Shipping minister Robert

Transport secretary Patrick McLoughlin, centre, visits the London Boat Show Picture: onEdition

Goodwill gave a speech to the Royal Yachting Association, highlighting the way in which the maritime and marine sectors directly contribute more than £11bn a year to the

economy while supporting over 113,000 jobs. Mr Goodwill said the government was working with groups including Maritime UK and the Marine

Industries Leadership Council to progress the recommendations made by the Maritime Growth Study to identify skills gaps, support maritime education, boost training

and promote the wide range of careers in the sector. ‘The recreational side of the maritime industry is just as important to the UK economy as the more directly commercial side,’ he added. ‘The UK has cutting-edge expertise in the design and manufacture of sailing yachts, superyachts and high-end powerboats and the government is clear that growth in these industries is part and parcel of the growth that we want to see in the whole maritime sector.’ British Marine chief executive Howard Pridding said: ‘We were delighted to host the secretary of state at the London Boat Show. The UK’s marine industry is a vibrant sector, growing again for the fourth consecutive year. We welcome the government’s renewed focus on marine and maritime and we are working with departments across government to meet the ambitions set out in the Maritime Growth Study.’

Poor morale is top cause of turnover

Nautilus to stage new MLC seminar

Survey reveals that bullying and unfair treatment are big factors in ‘churn’

to stage another one of its F popular seminars on the Maritime

Up to 75% of crew who quit their jobs onboard superyachts are doing so because of poor morale or personality clashes, an industry survey has revealed. The survey — conducted during 2015 by the research and training organisation Impact Crew — showed that of the 826 people questioned, 344 said morale onboard was one of the reasons that led them to depart, while a further 287 put part of the cause down to personality clashes. Almost 60% also claimed that they had left their yacht due to a combination of bullying (175) and unfair treatment (305). The survey was aimed at ﬁnding out why so many people were deciding to leave the sector. Questions were based around the issues crew members had encountered onboard and what

Karen Passman, of Impact Crew Picture: Steven Kennedy

could have been done to stop them leaving their companies. Whilst issues of unfair treatment were prevalent in the responses, poor leadership

onboard proved to be the primary cause for crew members to look elsewhere for work. When asked if they could give a main reason for leaving, around one-third (30%) said it was because of poor leadership onboard. This ﬁgure more than doubled to 64% when surveying just those in junior positions. Speaking at the Superyacht UK Technical Seminar at this year’s London Boat Show, Impact Crew’s owner and founder Karen Passman said it was imperative that superyachts get the right people onboard at the outset, across all ranks, to get the best performance from the entire crew. ‘We need the right people in situ,’ she stressed. ‘Where else do you ﬁnd multi-million-dollar businesses not giving their senior members development in leadership? It’s just unheard of.

Yet we’re ﬁnding ourselves with senior captains, and senior crew, with very expensive toys to play with who have not had this type of development. ‘They are working in an environment which is very intense. We need to manage people’s expectations when we induct them on a vessel and the team working and leadership is important to that process and to how they perform,’ Ms Passman pointed out. ‘We need the right behaviour onboard,’ she explained. ‘From the feedback of exit interviews we can learn and understand better what we can do to retain staff for longer.’ Other reasons cited by crew for looking to work elsewhere included pay, promotion and progression opportunities, as well as the locations they are being asked to go to.

HOTLINE FOR YACHT CREW Nautilus has established a dedicated phoneline in Antibes to offer advice and assistance:

+33 (0)9 62 61 61 40 Nautilus International, in strategic partnership with D&B Services, 3 Bd. D’Aguillon, 06600 Antibes, France.

08_yachts.indd 8

Nautilus International is set

Labour Convention (MLC) — with a focus on the large yacht sector. The event will be held in Antibes, at a venue to be confirmed, on 1 and 2 March 2016 and will feature a special section on the changes to the MLC which are due to come into force next year. Senior assistant organiser Daniel McGowan commented: ‘It is clear that the convention is having an increasingly significant impact in the superyacht industry and it is therefore extremely important that everyone understands how it works, what is required to ensure compliance, and what your rights are under its provisions.’ g The seminar is free for all Nautilus members, €330 for captains/senior officers and crew agents, and €220 for ratings and interior crew. For further details or to reserve a place, email Mr McGowan at dmcgowan@ nautilusint.org by 16 February.

Marina blaze wrecks yachts extensive damage in a fire F at a marina in the Turkish resort of Two superyachts suffered

Marmaris last month. The fire, which took four hours to extinguish, affected the 52m Barbie and the 71m Lürssen-built The One, formerly Carinthia VI. Initial reports suggested both vessels may be write-offs. Other yachts berthed in the harbour were forced to leave to escape the fire. No injuries were reported, however.

Two UK builders plan to cut jobs by Michael Howorth

have announced plans which H will put around 800 jobs at risk.

Two leading British boat builders

The Plymouth-based luxury yacht builder Princess said it is planning to cut 350 jobs from its workforce of almost 2,300 as part of a large-scale restructuring exercise to improve productivity. The firm said it had faced ‘unprecedented challenges’ — including recessions in key target markets — which had caused it to suffer a £11.3m loss in 2014. Its announcement came shortly after the Northamptonshire company Fairline Boats called in administrators, putting 450 jobs on danger. There were reports last month that two prospective buyers had made bids for the firm. The bad news from Fairline and Princess was offset by an announcement that the Poole-based luxury yacht builder Sunseeker International is now looking to recruit 225 new skilled staff — an increase on its original plan for 100 new employees to support the introduction of several new models planned for 2016. Sunseeker, which is owned by the Wanda Group of China, said the new recruits would be taken on over the next six months and would take total employee numbers to 2,150. Chief executive Phil Popham said: ‘These recruitment plans give a clear signal of the positive times ahead at Sunseeker. Our forward order book for 2016 and beyond is looking very strong, currently up 55% over the same period last year.’

Training places contest by Michael Howorth

Coach has launched Superyacht H Scholarship — a competition to win The France-based firm Crew

training packages for aspiring deck and engineroom crew, chefs and stewards. It is inviting applicants — who must be aged between 21 and 30 and fluent in English — to register for scholarships worth between almost €3,000 and €7,000 to provide entrylevel training and certification tailored to the deck, engineroom, interior and galley departments. ‘Not everyone can afford the high cost of entry into this life-changing career and we want to make it possible for those who might not otherwise be able to afford it,’ said Crew Coach founder Alison Rentoul. The online competition opened on 1 January and closes at the end of February 2016, with the winners being announced on a live webinar in March 2016. g For more information, visit www. superyachtscholarship.com

20/01/2016 15:20

February 2016 | nautilusint.org | telegraph | 09

NEWS

Biggest con-ro ship is put under the UK flag Atlantic Container Line (ACL) A ship Atlantic Star, which has claimed Pictured right is the 100,430gt

the title of the world’s largest combination container/ro-ro (con-ro) vessel. Flagged in the UK, the Chinesebuilt Atlantic Star is the first of five new vessels in the G4 fleet and was christened in Liverpool before entering into service on a weekly run between northern Europe and the US eastern seaboard — with calls at Liverpool, Antwerp, Gothenburg, Hamburg, Norfolk, Baltimore, Halifax and New York. The G4 ships will replace ACL’s

current G3 generation of con-ros, which have been in service since the mid-1980s. They have twice the dedicated container capacity and significantly increased ro-ro capacity than the G3 vessels, being capable of carrying up to 3,817TEU, 1,307 cars and 764 ro-ro units. Atlantic Star is powered by a 22,000kW Wärtsila 8RTflex68D main engine, with an 18 knot service speed. A range of ‘green’ features, including a knife-edge bow design, are said to enable the G4 ships to be more than 50% more fuel efficient than the G3 vessels.

Guidelines to cut threat of cyber-attacks industry-wide guidelines F on cutting the risk of maritime

Shipowners have published

cyber-attacks — including a recommendation for special training and awareness programmes for seafarers. The advice issued by the owners’ organisations BIMCO, Intercargo, Intertanko, the International Chamber of Shipping and the Cruise Lines International Association aims to help protect against unauthorised access or malicious attacks on ships’ systems and networks. The guidelines warn shipping companies of the potentially significant safety, environmental and commercial consequences posed by the increasing threat of cyber-attacks. The document provides advice on how to assess the risk and to implement measures to protect IT and operational technology (OT) infrastructures and connected equipment, how to manage users, and how to guard against data misuse. It explains the different types of cyber-attack and the stages in which they are carried out. The guidelines highlight the particular need to address the vulnerability of key

shipboard systems, including cargo management, bridge, propulsion and machinery management, power control, communications, access control, and passenger services systems. There is also advice on the secure configuration of network devices, and hardware and software, as well as protecting satellite and radio communications. Guidance on data recovery capability stresses the need for OT systems vital for safe navigation and operation to have back-up systems to enable rapid recovery after a cyber incident. The guidelines recommend appropriate training for masters, officers and other seafarers and an awareness programme aimed at all crew. BIMCO secretary general Angus Frew said the advice is based on the latest expert research and will be regularly updated to reflect the changing threats. ‘The aim is to provide the shipping industry with clear and comprehensive information on cyber security risks to ships enabling shipowners to take measures to protect against attacks and to deal with the eventuality of cyber incidents,’ he added.

Owners warn on shipping waste Brussels urged to improve provision of port reception facilities in Europe

European shipowners have called for major improvements in the provision of port reception facilities — warning Brussels of the ‘compelling need’ to cater for new types of waste, such as exhaust gas cleaning sludge, bleed-off from NOx abatement systems, and ballast water sediments. In a position paper tabled ahead of the upcoming revision of the European Union’s port reception facilities (PRF) directive adopted in 2000, the European Community Shipowners Associations (ECSA) says it is vital to provide proper facilities to reduce the discharge of ship-generated waste at sea. But, it warns, there is presently a lack of adequate and sufﬁcient facilities in EU ports, and the fees charged by many harbour authorities are neither fair nor transparent. ECSA says there also needs

to a better monitoring and enforcement mechanism, with inspections and an electronic system that will allow ships to report on PRF inadequacies as well as receiving information on the availability of facilities prior to a port of call. The EU’s new PRF directive will transport MARPOL Convention requirements into European law and aims to ensure that member states provide adequate reception facilities for ship-generated waste and cargo residues. ‘For the directive to be effective, adequate port reception facilities must be available in EU ports. These facilities must also be able to handle new types of waste resulting from stricter environmental requirements such as ballast water and scrubber waste,’ said ECSA secretarygeneral Patrick Verhoeven. ‘The next step is to ensure that the fee paid to the port of call is structured in such a way that it

encourages shipowners to deliver ship’s waste to the appropriate facility.’ ECSA says the current system allows a wide range of fee systems which creates such problems for shipowners as: z fees for ship-generated waste are too high z the ﬁxed fee is charged but there is no right to deliver ashore z fees are disproportionate to the delivered waste or category, type or size of the ship z the calculation basis varies from port to port and/or is not available to the port users ECSA also calls for a ‘more pragmatic approach’ to ships operating in shortsea trades, making frequent port calls, and ships with sufﬁcient storage capacity to avoid the need to dispose of their waste at every single port call. It says the new directive should clarify the exceptions and exemptions regime by offering more

ﬂexibility without endangering the aims of the regulation. ECSA’s paper also complains that while seafarers make substantial efforts to ensure that garbage waste is segregated onboard, reception facilities in many ports take the waste into a single receptacle, without segregation — meaning that all waste delivered may be treated as contaminated, which brings zero environmental beneﬁts. ‘There is no harmonised set of requirements between member states on how to sort this type of waste in reception facilities, and the application of many different requirements causes confusion and certainly frustration to the ship’s crew side,’ it adds. ‘Agreeing on standardised rules with regard to the segregation of ship-generated waste ashore that all parties could adhere to is imperative so as to respect waste reduction and/or segregation practices.’

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20/01/2016 16:33

10 | telegraph | nautilusint.org | February 2016

NEWS

Mission hits out as crew face prison Abandoned AB Zaude Paolo Bandivas, right, is pictured during one of the Mission to Seafarers’ visits to his vessel

Indian court imposes hard labour sentences on piracy vessel personnel

Abandoned AB wins P Lloyd’s List seafarer of the year award stranded in a port in the A Middle East for more than two years A Filipino rating who was

after his ship was abandoned by the owner has been presented with a Lloyd’s List ‘seafarer of the year’ award. Zaude Paolo Bandivas was an AB onboard a counter-piracy vessel when he, and another crew member, were left unpaid and without supplies for long periods after the owner abandoned the vessel. He was finally repatriated at the end of a long and complex contractual dispute and mediation, which lasted almost two and a half years. Mr Bandivas was named as seafarer of the year at the Lloyd’s List Middle East and Indian Subcontinent Awards, with judges praising him for ‘bravely continuing his work onboard for many months until being repatriated’ and going on to get his certificates revalidated before returning back to sea with another company. The Revd Dr Paul Burt, regional director for The Mission to Seafarers in the Gulf and India, said:

‘Zaude exemplifies everything that is courageous about seafarers around the world. He is patient, he is calm, and above all, he believed that with careful negotiations, he would be able to secure the pay he was in desperate need of, and get home safely. ‘The Mission visited Zaude regularly and made essential supplies and subsistence finance available to him when he needed it most,’ Dr Burt said. ‘The other ships in the local port also took him under their wing, as there was no air conditioning or power for cooking, in over 50 degrees heat. He joined neighbouring vessel crews for meals and essential company through these long dark days,’ he added. ‘I am truly thankful that we were able put pressure on the disputing parties and help bring this matter to a resolution eventually,’ Dr Burt said. ‘This case highlights the real plight and suffering of seafarers who are abandoned in port, but feel that they must stay onboard to ensure that their pay is duly handed over to them for their families who are depending on them back home.’

Union warning over harassment study

The Mission to Seafarers has hit out at an Indian court’s decision to sentence the crew of the counterpiracy vessel Seaman Guard Ohio to five years’ hard labour. The 35 crew — comprised of 10 seafarers and 25 security personnel, including six former British soldiers — were found guilty by a district court last month of carrying illegal firearms, illegal refuelling, and unlawfully entering Indian waters. They were working for the US private security firm AdvanFort when the Sierra Leone-flagged ship was arrested in Indian waters in October 2013 and was accused of carrying weapons and ammunition without the right documentation. Prosecutors told the court that police found large numbers of ‘unlicensed and illegal’ weapons aboard the ship when it was

searched after entering Indian waters following a storm. The detained crew members subsequently served nine months in prison until charges against them were dropped in July 2014. After being released from prison, the crew were not allowed to leave India while prosecutors appealed against the decision, and they will now return to prison to serve out their ﬁve-year sentence of ‘rigorous imprisonment’. Their lawyer, Arumugaram Ravipandian, described the judgement as ‘totally unfair and a great injustice to the accused’. He said the men would seek bail and challenge the verdict in a higher court. The Mission to Seafarers said the men and their families were ‘deeply shocked and devastated’ at the decision and ‘stunned that the evidence has not irrefutably

said, and company management have a legal duty to address the matter. The report formed part of a Master’s degree in technical management and was written by Lisbeth Skræ and Uli Heyden. It concluded that it was important to change the general masculine culture on ships, with more information to promote awareness of what constitutes sexual harassment and to enhance the professional standing of women at sea. Owners and their crewing/HR departments should communicate clear lines to end the prevailing culture and not just deal with things on paper, it added.

www.irishseafarerstax.ie

10-11_news.indd 10

men since their arrest to provide support to them and their families, including attending court. We recognise what a difﬁcult time this is for those involved. There is now a 90-day window to appeal and we will continue to provide consular assistance.’ Relatives of the six Britons have launched on online petition urging the UK government to do more to secure their release. It had been signed by more than 340,000 people by the third week of January. ‘We understand fully that one country cannot intervene in another’s judicial process, But when innocent men are being prosecuted for a crime they have not committed, then they should have a obligation to protect the human rights and freedom of these men and have them released and brought home,’ the families said.

China ‘set to become key supplier of seafarers’ supplier of female seafarers, F according to researchers investigating China could become a leading

Mediterranean mission for RFA Mounts Bay Royal Fleet Auxiliary landing ship Mounts Bay are F pictured above being addressed by carrier strike director Crew members and embarked forces onboard the

More than 75% of female Danish officers say they have experienced sexual harassment at some stage of their seagoing career. A new report reveals the scale of the problem faced by female seafarers — detailing cases of unwelcome sexual advances by men, including crew members port officials. The study warns that derogatory attitudes and actions towards women seafarers can make them unhappy and isolated. The Danish officers’ union SL said it will do whatever is needed to support its members facing such problems. Members should always seek help from colleagues and union reps, it

proven that they were acting legally under international maritime law’. Canon Ken Peters, director of justice and public affairs, added: ‘I am horrified and filled with anguish at this decision, which is deeply unfair and unjust. These men are seafarers, but it seems the court did not accept the basic fact that the ship was, and is, an anti-piracy vessel. ‘The men carried arms in accordance with international maritime law for the purpose of ensuring the merchant fleet was protected properly from the very real risk of pirate attacks and hijack,’ he pointed out. ‘The men have already suffered so much, so this is a terrible outcome. It is beyond belief.’ A Foreign & Commonwealth Office spokesman commented: ‘Our staff in India and the UK have been in close contact with all six

Rear Admiral Graeme Mackay as they sailed from the UK on deployment to the Mediterranean to provide a continuous amphibious capability over the coming months. The 16,000 tonne vessel sailed from her home port of Falmouth last month to Marchwood, Southampton, to

load up vehicles, boats, personnel and stores. Second officer Mark Martin, the ship’s communications officer, said: ‘We are deploying with a sufficient amount of equipment and personnel to enable us to respond to a broad range of operational demands during this deployment. Once we are in the Mediterranean we will also embark a Wildcat helicopter from 825 Naval Air Squadron, which means we will be able to start conducting aviation exercises with partners.’

Officer killed in bridge fall his footing and fell from a bridge F wing while inspecting lifebuoys off the A ship’s officer died when he lost

coast of Denmark last year. An investigation into the accident highlights the lack of detailed instructions for the monthly inspections of the lifebuoys and the inherent difficulties of checking the equipment. The incident occurred onboard the Danish-flagged chemical tanker Selandia Swan, while it was sailing from Rotterdam to Russia in ballast in July last year. The officer was alone on the bridge

at the time and his disappearance was discovered by an AB who had come to use the telephone to call his family. His body was found in the sea by a rescue helicopter some two and a half hours after the ship raised the alarm. The Danish Maritime Accident Investigation Board found evidence that the officer had been checking the lights on the lifebuoys and it was likely that he had fallen into the sea while leaning over the guard rail to loosen a light cap. While the ship’s maintenance system required monthly inspections of the lifebuoys, the DMAIB said it

did not specify how the inspections should be carried out. ‘During the investigation, no manual from the manufacturer or any other written information on how to go about inspecting the buoy was found,’ the report notes. ‘Furthermore, no spare parts for the buoys were found — which meant that if a deficiency was found, then repairs could not be carried out,’ it adds. Investigators said the ship’s operators have taken a series of preventive measures in response to the accident.

why so few women work in the international shipping industry. The Chinese government’s removal of the single-child policy and a new drive to widen training of cadets — including females — look set to increase the number of women seafarers, the Southampton Solent University study team suggests. Researchers from the Gender, Empowerment and Multicultural Crews (GEM) research project have just completed a six-day data collection visit to China as part of their work to examine the reasons why only 2% of the world’s seafarers are women. Sponsored by the ITF Seafarers’ Trust, the GEM project is investigating the welfare needs of seafarers in today’s multicultural working environment and is examining issues such as working conditions, attitudes and cultural behaviours. Information gathered from the trip to China — which included visits to Shanghai Maritime University’s Merchant Marine College and meetings with other key maritime stakeholders — will help to provide an overall summary of female seafarers’ participation in the country, as well as being used comparatively against the maritime sectors in the UK and Nigeria. Project leader Dr Kate Pike commented: ‘Although the research is in its early stages and we are just beginning the data analysis from our recent visit, China’s latest initiatives could herald a change for female seafarers in the future.’

20/01/2016 15:22

February 2016 | nautilusint.org | telegraph | 11

NEWS

Drones used for Dutch yard claims a emission checks first with LNG vessel are working on a project to use A ‘drone’ aircraft to check that ships

Denmark and the Netherlands

are complying with emission control regulations. The two countries are cooperating on a European Union scheme to develop technology for the aerial surveillance of ships’ SOx and NOx emissions, using low-cost sensors on drones and helicopters. The initiatives were revealed in an action plan published by the Danish Maritime Authority (DMA) and the Danish Environmental Protection Agency last month in a bid to ensure that Emission Control Area (ECA) requirements are effectively enforced. Denmark has been in the forefront of policing the emission rules, with port authority sampling of bunkers on visiting ships having doubled and additional checks being carried out through surveillance from small aircraft, ships and one main bridge. The DMA said its data suggests there has been ‘considerable

success’ in ECA implementation, with a compliance rate of 96% in the EU ECA areas, and a 98% rate in Danish waters, based on sniffer measurements. One study shows that the quantity of sulphur in Danish air has fallen by 60% since the ECA rules came in. But the paper warns of the need to boost consistent enforcement and centralised reporting within Europe, and it says this will depend on better technology, assistance from bunker brokers, and more international cooperation among ECA signatory countries. Noting the need to ensure a ‘level playing field’, the report stresses the case for ‘strategic efforts’ on global enforcement from 2020 or 2025, when an international 0.5% sulphur content cap is set to take effect. Denmark is pressing for specific IMO guidelines for enforcement, and penalties to address the global surveillance and jurisdiction challenges.

One new ship detention in the UK during December A

The UK Maritime & Coastguard Agency detained only one ship during December, according to figures released last month. The Antigua & Barbuda-flagged general cargoship EMS Majestic was held in the port of Southampton after an inspection showed that the propulsion was not as required. The 1,999gt vessel had to be towed into the port on 6 December after suffering a breakdown and taking on

water in the Dover Strait. The ship was still under detention at the end of the month. Three other ships remained under detention from previous months: the Bolivian-flagged United Ocean, held in Southampton since November 2015; the Antigua & Barbuda-flagged Doris T, held in Liverpool since January 2015; and the general cargoship Cien Porciento, detained in Lowestoft since February 2010.

delivered what is claimed to be A the first dry cargo vessel with an LNG-

The Dutch builder Ferus Smit has

fuelled propulsion system and LNG tanks integrated inside the hull. The Bahamas-flagged cement tanker Greenland, pictured right, has been built for the joint venture JT Cement, formed by Swedish shipping company Erik Thun and Norwaybased Jebsen Cement. The unique design incorporates

a pressurised LNG tank positioned in the foreship of the 4,500gt vessel. Greenland also features a fullyautomated loading and unloading system, based on the principle of fluidisation of cement with compressed air. Cargo holds are completely closed, ensuring environmentally friendly, dust-free operation and delivery — with the ability to load and unload cement in all weather conditions.

Methanol ‘is green choice’ Industry urged to adopt ‘future-proof’ alternative fuel

Shipowners and industry regulators have been urged to do more to encourage the use of methanol as a ‘green’ fuel for shipping. A new study on the viability of methanol as an alternative marine fuel concludes that it offers a safe, cost-effective and environmentally sound option for ensuring that ships meet the strictest emission standards. Written by Professor Karin Andersson, of Chalmers University in Sweden, and published by FCBI Energy last month, the report notes that methanol is a low-emissions fuel that has sometimes been overlooked in policy and industry discussions. Marine methanol fuel produces no sulphur emissions and

says that both conversion and newbuild costs are competitive. While marine methanol costs less than marine LNG and the costs of emission abatement measures such as scrubbers, the report says the slump in oil prices has eroded its advantages over low-sulphur marine gas oil. The report does caution that methanol is a low ﬂashpoint fuel — which will need to be addressed in the safety assessment — but says there is ample experience in handling it safely. Research funding on alternative fuels for shipping tend to be focused on LNG, it adds, but policy-makers need to ensure it is promoted as a compliant fuel and as ‘a pathway to a sustainable shipping industry’.

very low levels of nitrogen oxide emissions, the report adds, and it therefore offers a ‘future-proof’ way of complying with current and predicted regulations. The study points out that methanol is plentiful, available globally and could be 100% renewable. As a liquid, it avoids the need for the expensive cryogenic equipment required for LNG and as it is biodegradable, the environmental effects of any spill would be minimal. Existing engines have performed well with the fuel, the report notes, and current bunkering infrastructure requires only minor modiﬁcations to handle it. Stena Line has been trialling methanol on its ro-pax ferry Stena Germanica, and the study

Sharp fall in norovirus cruise cases outbreaks on cruiseships has A halved over the past two years, The number of norovirus

according to a report released by US health authorities last month. Statistics published by the US Centre for Disease Control’s vessel sanitation programme show that the rate of acute gastroenteritis cases on cruiseships fell to just three per thousand voyages in 2014, down from over six per thousand in 2012. Researchers surveyed sanitation report data from larger cruiseships between 2008 and 2014 — a total of about 30,000 voyages and 75m passengers. They found that outbreaks of diarrhoea, vomiting, abdominal cramps, headache, muscle aches, or fever dropped significantly over this period and that they accounted for just 0.01% of the total number of norovirus cases in the United States. Just 0.18% of the passengers who took a cruise between 2008 and 2014 suffered from acute gastroenteritis, the study said. The rate for crew members was only 0.15%, and the report concludes that the cruise industry has been doing a better job of preventing and controlling outbreaks.

A tender from the Braemar assists the drifting yacht Nicollet

Cruiseship aids yacht adrift in the Atlantic F

The crew of a Fred Olsen cruiseship were involved in a dramatic mid-Atlantic rescue over the festive period — going to the aid of a drifting sailing yacht in heavy sea conditions. The 24,344gt Braemar was cruising from Santa Cruz, Tenerife to Bridgetown, Barbados, when the officer of the watch spotted the 14m Nicollet on the radar, and discovered the yacht was drifting and no sails were hoisted. Braemar made contact to check if there was a problem, and the Nicollet’s skipper reported that his steering gear was broken and the sea anchor had been deployed. The yacht had been drifting for 2.5 days with two crew members and two passengers. A tender from the Braemar delivered a supply of wood, a

10-11_news.indd 11

hacksaw, two wooden oars and a box of water to the stricken Nicollet and brought in the yacht’s passengers, who had a medical check onboard the cruiseship and were found to be in good health. Both the Braemar and the Nicollet were eventually able to continue to their planned destinations. Braemar’s master, Captain Robert Bamberg, said: ‘The sea conditions at the scene were very challenging, with three to five metres of swell, and my officers and crew showed true professionalism and knowledge while carrying out this rescue operation. We regularly conduct safety drills and practices, but it was great to see such teamwork, spirit and determination implemented so successfully in a real-life situation.’

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20/01/2016 15:22

12 | telegraph | nautilusint.org | February 2016

HEALTH & SAFETY

El Faro’s bridge structure was located in the debris field Picture: NTSB

US may search again for ship’s missing VDR F

The US National Transportation Safety Board (NTSB) says it is confident of determining the causes of the loss of the ro-ro containership El Faro last October even though investigators have been unable to find the vessel’s voyage data recorder. All 33 crew died when the 31,515gt vessel sank in a hurricane off the Bahamas during a voyage from Florida to Puerto Rico, shortly after the master reported an ingress of water and a 15 degree list. The search for the VDR was suspended in November following an extended examination of the ship’s separated bridge and hull sections. But lead investigator Tom Roth-Roffy said the NTSB is considering a second search for the ‘black box’. However, the NTSB said that it

expects to be able to confirm the cause of the accident even if the VDR is not located. ‘Over the years we’ve completed many investigations without the aid of recorders and other investigative tools,’ said chairman Christopher Hart. Last month, the NTSB released underwater images and video of the vessel, filmed by a remotely operated vehicle at a depth of some 4,570m. This revealed that the navigation bridge structure and the deck below it had separated from the ship. The missing structure included the mast and its base where the VDR was mounted. Investigators said they have ruled out major structural failure as a cause of the loss, but they are closely examining ‘the issue with the detachment of the upper two decks’.

IMO urged to bring in rules on galley water being urged to introduce new A performance standards to ensure that Maritime regulators are

fats, oils and grease in ships’ galley water are separated before entering onboard treatment systems. The call comes from the water treatment firm ACO Marine, which says that such measures would help stop system failures onboard. Currently there are no International Maritime Organisation standards for the separation of fats, oils and grease from galley water, even though treated water has to comply with regulations that ban the discharge of any oils from vessels. ‘Fats, oils and greases are the single biggest contributing factor to

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wastewater treatment system failure,’ ACO Marine managing director Mark Beavis pointed out. ‘Galley water should be free of waste sludge, fats, oils and greases before it enters the treatment process — otherwise biological overloading and system blockages can occur, causing system failure and possible pollution,’ he added. ‘Although there are standards in place for the discharge of treated sewage and bilge water, the industry should develop treatment standards for galley water which would, in the long term, prevent oily galley water being discharged directly overboard or bypassing the treatment system altogether,’ Mr Beavis said.

Call for unity on windfarm rules Report recommends action to end varied standards for vessels and crews

Denmark’s Maritime Authority (DMA) has called for action to harmonise standards in the offshore renewables sector — warning that ‘an uneasy compromise’ on regulations is having an adverse effect on safety. In a specially-commissioned report published last month, the DMA highlighted wide variations in the standards governing maritime operations in the offshore wind sectors of Denmark, the UK, the Netherlands and Germany. Produced by the classification society DNV GL, the report notes the ‘challenges’ posed by the increasing size of service craft — including the development of designs with a loadline length over 24m, which would become subject to the Load Line Convention, and of deigns for vessels carrying more than 12 ‘industrial personnel’. The study points to the disparity in the regulations covering statutory safety zones and in-field operations in the four countries, as well as differences in the definition of ‘near-coastal voyage’. It notes the importance of industry standards — such as the UK’s National Workboat Association guidance — in governing day-to-day marine operations in windfarms. And it cautions: ‘The application of existing industry standards does not necessarily properly reflect the risk profile of operations in offshore wind and there is a need to both focus more closely on the risks of highfrequency operations and recognise the reduced consequence of many higher risk activities when compared with oil and gas.’ The report describes the most

new advanced first aid course for the offshore wind F energy sector, pictured above. Newcastle-based Maersk Training has launched a

Developed in partnership with the wind turbine manufacturer MHI Vestas Offshore Wind, the course is the first to offer specifically tailored first aid training to personnel working in remote environments. The course aims to enable rapid intervention in the event of severe or life-threatening trauma or illness signiﬁcant differences in competence and training requirements for marine crew and technicians working in the sector. It echoes concerns expressed by Nautilus over the term ‘industrial personnel’ — who are neither members of the vessel’s crew, nor passengers in the traditional sense. The term ‘industrial personnel’ is used in the codes governing special purpose ships and offshore support vessels, the report stresses, but no clear deﬁnition is given. While talks at the International Maritime Organisation are seeking to resolve the

by equipping technicians with the skills required to quickly stabilise and monitor a casualty until specialist medical treatment arrives or they can be safely moved to appropriate medical facilities. Maersk Training MD Stuart Cameron said: ‘Delayed response times can prove to be a fatal factor in lifethreatening scenarios, which is what we want to tackle with this course. We believe having advanced first aid skills is crucial in this industry.’

issue, different solutions have been adopted by EU ﬂag states. ‘The established maritime standards for marine crew competence are interpreted differently in the offshore service craft sector and there are some signiﬁcant variations between jurisdictions,’ it adds. In addition, there is a need to harmonise the industry’s own standards governing the transfer of personnel between ships and wind turbines, as well as health examinations and safety training of contractors and technicians.

The DMA said it will seek to progress the ﬁndings of the report, which suggest that harmonised regulations would not only address safety concerns but could also contribute to the competitiveness of shipowners and eliminate unnecessary administrative burdens. Nautilus senior national secretary Allan Graveson commented: ‘It is disappointing no mention is made of consultation with unions, representing the workforce in these countries regarding safety. Clearly this sector has a long way to go.’

Doctors discuss ways to limit the number of medical evacuations disorders, and psychological problems are A the most common reasons for medevacs and Cardiovascular conditions, neurological

ship diversions, a conference of UK maritime medics has been told. Doctors attending the 2015 maritime health seminar in London were given a series of presentations on the theme of emergency medicine and evacuation — focusing on the implications of a near coastal medical certificate restriction (UK or otherwise), and what evacuation at sea really means to the seafarer, the crew of their vessel, and those tasked with the evacuation. Dr Michael Braida, regional medical director for offshore and commercial maritime

at International SOS — which works with companies including BP, Shell and Nakilat — told the conference about the most frequent reasons for emergency evacuation and repatriation, outlining global health risks for seafarers, the reasons for calls for assistance from vessels, and the need for diversion of the ship or evacuation. The majority of serious cases were cardiovascular, neurological (such as seizures), psychiatric (such as mood disorders and depression) or infectious disease, he said. The most common medical conditions include dermatological, accidents and injuries, respiratory problems and gastrointestinal issues. Dr Braida said medical risk at sea could be mitigated by such measures as concise and

correct medical examinations, well vetted maritime medical examiners and more stringent immunisation recommendations for seafarers. He also stressed the importance of good medical training for seafarers, as well as well-stocked medical chests and the increasing role of telemedicine and digital technologies. Captain Clark Broad, Bristow Helicopters’ UK SAR flight operations manager, explained some of the factors influencing decisions to evacuate and also spoke about the reasoning behind the very specific definition of ‘UK Near Coastal Only’ — within 150 miles from a safe haven in the UK and 30 miles from a safe haven in Eire. Occupational health consultant Dr Jane Hitchins described her personal experience of

evacuation at sea — including the decisionmaking process of how to proceed — during the Clipper round the world yacht race. Dr Sally Bell, the Maritime & Coastguard Agency’s chief medical advisor, said the seminar sought to clarify the reasoning behind the near coastal restriction — and in particular the relationship between the restriction and the possibility of a medical condition requiring urgent disembarkation or evacuation. ‘This is never an easy decision to make for those onboard, and even when recommended by radio medical advisors it can represent danger for not just the seafarer, but also for their colleagues and those who are performing the evacuation,’ she noted.

20/01/2016 15:21

February 2016 | nautilusint.org | telegraph | 13

HEALTH & SAFETY

Six die in Strait collision held into the causes of a fatal F collision between two ships in Investigations are being

the Singapore Strait in December, pictured right. Six seafarers from the multipurpose cargoship Thorco Cloud died when the vessel sank after the collision with the 37,438dwt chemical/product tanker Stolt Commitment in the eastbound lane of the traffic separation scheme, some 6nm NW of Batam, Indonesia.

The Mission to Seafarers provided assistance for the surviving crew and Jurong port chaplain Revd Peter Manimathu said: ‘They told me that they had survived by staying afloat with life jackets, but they all thought that they were going to die. One crew mentioned that while in the water, he slipped on every attempt to get on to a floating metal cover as he was covered in bunker oil. It was very frightening for him.’ Picture: Reuters

Officer killed by worn line that parted in port urged to improve the guidance F it gives to seafarers on withdrawing A shipping company has been

worn or damaged mooring ropes following an accident in which an officer was killed. The third mate of the 11,925gt Merito died when he was struck by a mooring rope which parted as he was inspecting the moorings ashore in the port of Algiers during gale force conditions in December 2014. A Maltese flag state investigation determined that the officer was standing in the snap-back zone of the mooring rope when it parted. The report notes that nine other lines broke that morning and that the vessel managed to remain alongside with the use of the main engine, bow thruster and intermittent tug assistance. Cargo operations had been suspended because of the prevailing conditions and the officer had gone ashore to check the aft moorings when he was struck on the head by one of the ropes as it parted after the wind caught the vessel’s stern.

The report notes that the Merito’s mooring deck arrangements meant that most of the mooring ropes had to be led through Panama fairleads and the absence of a sufficient number of roller fairleads resulted in the ropes being routinely subjected to abrasion damage. Although the ship’s records showed that the ropes had been inspected on a monthly basis, there was no detailed guidance for those checking their condition and no comprehensive criteria for taking worn ropes out of service. Ropes inspected after the accident were found to have suffered significant abrasion damage, investigators said, and this would have lowered their designed breaking strength. The report also stated: ‘The danger of a mooring rope parting and causing injuries exists equally onboard and ashore. It does seem, however, that the industry’s focus on snap-back zones and the hazards which have to be acknowledged before stepping inside a snap-back zone is skewed towards the risks involved onboard.’

Concerns raised at lift accidents Investigations underway after two people die working on vessel elevators

Concerns over the safety of ship lift maintenance operations have been raised in the wake of two fatal accidents over the past month. Investigations were launched after an Italian electrician onboard the Panamaflagged cruiseship Carnival Ecstasy was killed while working on one of the ship’s elevators during a three-day cruise from Miami. The horrific incident received extensive social media coverage after it was filmed by a passenger on the ship. Carnival said ‘appropriate authorities’ had been notified and a full investigation into the cause was underway. Investigations are also taking place in the UK, after a shipyard worker died while working on a lift onboard the Irish Ferries vessel Ulysses. The engineer was reportedly crushed when he became trapped between the lift and the shaft on the ferry during its annual refit at Falmouth docks. Devon & Cornwall Police are investigating

the incident, along with the Health & Safety Executive, and Nautilus has provided advice to members serving on the ship. Captain John Rose, maritime director of the Conﬁdential Human Incident Reporting Programme (CHIRP), questioned whether lessons had been learned as a result of investigations into similar fatal accidents during lift maintenance work. Reports on incidents including the tanker British Mallard and the containership MSC Columbia in 2007, and on the containerships Ever Elite in 2010 and OOCL Montreal in 2003, had highlighted issues such as inadequate instruction manuals, shortcomings in risk assessments and safety management, and knowledge gaps among seafarers, he pointed out. ‘Perhaps it is time to ask what mandatory specialist lift maintenance training these maintenance personnel should receive?’ Capt Rose added. There is also a need to improve the standard and frequency of reporting

hazardous occurrences encountered in machinery spaces and when operating or maintaining machinery, he added. ‘Causal factors that go unreported include inadequate or confusing operating and maintenance manuals, training and competence of the staff conducting or overseeing the work, fatigue and the management of rest hours, accurate risk assessments, and the preparation and compliance with permit to work procedures,’ he pointed out. ‘If crew members are reluctant to report such matters, then they should also be reminded of the potential consequences this can create,’ Capt Rose stressed. ‘Too often the safety lessons learned arrive too late for some.’ Nautilus senior national secretary Allan Graveson added: ‘The continued loss of life during lift maintenance operations needs to be examined, with particular emphasis upon qualiﬁcations, specialist training and safety management.’

Online course aims Increase in tanker spills to reduce collisions F non-compliance with collision A prevention regulations has prompted Evidence showing the scale of

Mooring training centre opens in the Philippines company has opened a special F facility in the Philippines to train A leading ship management

seafarers in mooring operations. Based at Subic Bay, the Bernhard Schulte Shipmanagement (BSM) mooring station training centre, above, has been designed to work in conjunction with an interactive video learning programme and classroom discussions.

12-13_h+s.indd 13

Captain Joseph Raluta, director of the BSM Maritime Training Centre in Manila, said the facility contains a complete range of equipment identical to that which the company’s seafarers will operate onboard a vessel. ‘This provides for a comprehensive training experience of mooring operations and associated safety conditions,’ he added.

a European Union-funded project to develop an online training and assessment course for seafarers. The Avoiding Collisions at Sea (ACTs) initiative involved partners in six countries and has resulted in the launch of a free online package, available in six languages —English, Croatian, Bulgarian, Turkish, Slovenian and Spanish — designed to raise awareness and understanding of the colregs. The project was put together in response to an initial study by the Centre for the Factories of the Future (C4FF), showing that almost 50% of seafarers discarded or ignored colregs when taking navigational decisions. The research also highlighted the common use of VHF radio in collision avoidance. ACTs researchers conducted a comprehensive needs analysis, a study of recent colregs accidents and incidents, questionnaires, and held a

series of workshops with the support of the maritime community. The resulting online course applies multimedia learning techniques and draws from actual collisions and nearmiss incidents. It provides a range of 240 real-life scenarios in a mix of animations and simulations with different views — bird’s eye, bridge radar and ECDIS — with the focus on the importance of compliance with the regulations. Course assessments are based on scenarios for each rule matched with a quiz —including some designed to test whether navigators can determine and apply the correct solution in a real-time situation to prove they know, understand and can apply colregs as required. The course is suitable for new learners, as well as experienced navigators wishing to refresh their skills and competence g For more information about the ACTs project and to try the course, visit the project website: www.ecolregs. com

The number of large oil spills from tankers was up last year from 2014 — but the overall trend remains positive, the International Tanker Owners Pollution Federation (ITOPF) has reported. Last year saw two large spills of over 700 tonnes and six mediumsized spills, totalling some 7,000

tonnes, ITOPF said. But, it noted, the average number of large tanker spills has halved over the past 25 years. ITOPF said its data shows that 50% of large spills occurred while the vessels were underway in open water and allisions, collisions and groundings accounted for 59% of these spills.

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14 | telegraph | nautilusint.org | February 2016

INTERNATIONAL

shortreports CREW REPATRIATED: French port state control inspectors intervened to ensure that two Filipino seafarers were able to return home after working seven days a week for nine months onboard a flag of convenience ship which had been held in the port of Sète. Management had claimed there were no available seats on flights back to the Philippines for two crewmen from the Antigua & Barbuda-flagged Oder, but they were repatriated in line with the provisions of the Maritime Labour Convention. BULKER BLAST: an investigation has been launched into the cause of an explosion in a cargo hold onboard the Cyprus-flagged bulk carrier Akaki while anchored in the Brazilian port of Paranaguá last month. The 84,073dwt vessel had loaded a cargo of maize for Vietnam, but damage was minimal and no one was injured in the incident. SINGAPORE SLUMP: container traffic through the port of Singapore fell by 8.7% last year — to a total of 30.9m TEU, according to the nation’s Maritime & Port Authority. The Chinese port of Shanghai consolidated its position as the world’s busiest container port, with a 3.5% increase in volumes — to a total of 36.5m TEU last year. ITALIAN EXTENSION: the state-owned Italian ferry operator Saremar has been allowed to continue sailings on the route between Sardinia and Corsica for at least a further three months from 31 December 2015 while negotiations take place over its long-term future following its liquidation last spring. CORSICA CONNECTION: Italy’s Moby Lines has acquired two secondhand ferries from the Netherlands and Greece to extend its services between Corsica and the French mainland, with a new link to Nice, and to strengthen its links with Livorno. PIRATES HELD: Nigerian military officials say they arrested more than 1,600 pirates, militants and criminals in the Niger Delta last year. Those detained were suspected of offences including piracy, illegal bunkering and kidnapping. LIBYAN ALERT: the UK-based security firm Dryad Maritime has warned of a high threat to merchant ships and seafarers in Libya. The warning came in the wake of attempted attacks in the oil ports of Zueitina, As Sidr and Ras Lanuf last month. ANTWERP RECORD: the Belgian port of Antwerp handled a record 200m tonnes of cargo last year, confirming its position as the world’s 20th busiest port and the second-ranking gateway in Europe, behind Rotterdam. TOP BREAKER: Bangladesh overtook India last year to become the world’s leading shipbreaking nation, French environment group Robin des Bois has reported. PILOT PROTEST: marine pilots working in the Belgian ports of Antwerp and Ghent staged a 30-hour strike last month in a dispute over their contract terms.

ITF warns over Australian row Protests as security guards remove crew in night-time ‘raid’ on coastal ship

The International Transport Workers’ Federation (ITF) has condemned a US company for the forcible removal of Australian crew members from a ship that is being replaced by foreign-ﬂagged tonnage operated by low-cost seafarers. Up to 30 security guards were sent onto the Australianregistered bulk carrier Portland at 1am local time. Five Australian seafarers on the ship were woken, handed their passports and taken off the vessel, which is operated by the US metals ﬁrm Alcoa. The crew had been refusing to sail the ship to Singapore, where it is set to be scrapped after 27 years of transporting alumina around the Australian coast. They were protesting at Alcoa’s decision to replace the vessel with foreign-registered tonnage crewed by Chinese seafarers paid as little as A$2 (€1.27) an hour. Maritime Union of Australia (MUA) national secretary Paddy Crumlin said there were many unanswered questions about the legitimacy of Alcoa’s heavyhanded approach in forcibly removing workers in the middle of the night and bringing in foreign seafarers to sail the ship to Singapore. ‘How did the foreign crew gain permission to enter and then sail the vessel? Where are the crew from? What security checks do they have? What visa are they on?’ he asked. ‘When did it suddenly become OK to again send in security guards in the dead of night to

Five Australian crew members were taken off the bulk carrier Portland Picture: MUA

forcibly remove a workforce? This sort of thing shouldn’t happen to anyone in their workplace.’ ITF general secretary Steve Cotton added: ‘They came for the Portland like thieves in the night. This raid and the ﬂight of this respected vessel — with its 27-year history of serving Australian industry — raises grave questions, not just about the future of Australia as a maritime nation but also about the ﬁtness of the crew who have been parachuted in to

take this vessel away. The ITF will be investigating these matters fully, including the role of the Australian Maritime Safety Authority in this affair.’ The MUA has criticised the decision to give Alcoa a temporary licence for the use of foreign crew in the Australian cabotage trade. A federal court rejected the union’s application for the permission to be withdrawn, even though the Australian Senate ruled against removing the

US unions welcome aid boost presidential approval for a A big increase in the support given to US unions have welcomed

shipping under the country’s Maritime Security Programme (MSP). The new arrangements increase MSP funding by $24m in the current fiscal year — meaning that each vessel in the scheme will be eligible for $3.5m support, compared with $3.1m in the previous year. The legislation also sets out

long-term funding for each of the 60 strategically useful ships in the scheme. It is hoped that the aid arrangements, running until the 2021 fiscal year, will ensure that the ships will remain under the US flag and will continue to operate with US crew. ‘This action by Congress is a critically important first step in our ongoing battle to strengthen and grow the US-flag merchant marine,’ said Don Marcus, president of the

Masters, Mates & Pilots union. ‘It clearly demonstrates that Congress understands that the most costeffective and efficient way for our government to have the sealift capability it needs is through the MSP and its partnership with US-flag shipping companies and American maritime unions. It goes a long way to keeping ships under the US flag and ensuring that American maritime jobs will not be sent overseas.’

German owners warn on decline warned of a ‘disturbing’ new A decline in the country’s merchant fleet German shipowners have

— with the number of ships down by almost 17% over the past three years. Alfred Hartmann, president of the German Shipowners’ Association (VDR), said there had been a net loss of 117 ships from the fleet last year and the continued reduction in German seafarer numbers is now posing a

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serious threat to the nation’s wider maritime sector. ‘With the loss of so many ships, also go German seafarers — and their expertise for the maritime cluster is lost,’ he pointed out. ‘On land, they are indispensable in pilotage and ports, as well as in the entire shipbuilding industry and its suppliers.’ The number of German seafarers fell to just 6,700 last year and the

federal government has agreed to provide additional tax and social security concessions in an attempt to encourage the increased employment and training of domestic crews. ‘If the measures described are rapidly translated into laws and regulations, our companies will be able to reliably plan and the further loss of German seafarers can be stopped,’ Mr Hartmann promised.

Australian crew requirement on Australian-ﬂag ships working in domestic trades. Mr Crumlin said the Australian government was jeopardising the country’s seafaring skills base by a deregulation agenda to relax coastal shipping rules. ‘Australians have a right to work jobs in their own country and to be treated with respect by an employer proﬁting off the minerals that belong to the Australian people,’ he added.

Philippines bid to stamp out rip-off lawyers has introduced a new law F to protect the country’s seafarers

The Philippines government

against ‘ambulance-chasing’ lawyers charging rip-off fees for personal injury cases. The long-awaited legislation sets a limit to the amount of damages that law firms can charge from the total awards made to injured crew. There is evidence that some fees have amounted to as much as 60% of the compensation paid. Under the Seafarers’ Protection Act, legal firms found guilty of ‘ambulance-chasing’ activities will face fines or up to two years in prison. It also limits the fees recoverable by a claimant lawyer to 10% of the total compensation awarded to a seafarer or their family. Seafarers’ representatives have welcomed the measure, describing it as a ‘legislative milestone’.

20/01/2016 14:03

February 2016 | nautilusint.org | telegraph | 15

INTERNATIONAL Japanese vessel Natori — the A first containership to feature a semi-

shortreports

spherical bow design which improves operating performance. First used on car carriers last year, the innovative design reduces wind resistance by as much as 50%, improving fuel consumption and reducing emissions. Built by the Kyokuyo Shipyard, the 7,390gt Natori’s bridge and accommodation areas are integrated into the forepart to ensure better visibility and crew comfort, and minimising noise and vibration.

FRENCH ROW: leaders from six French seafaring unions pulled out of a meeting of the merchant navy council in the presence of sea minister Alain Vidalies last month in protest at the government’s decision to dilute plans to update rules requiring a proportion of domestic oil cargoes to be carried on French-flagged ships. The unions say the draft decree fails to adequately protect job security and energy supplies. French owners have also criticised the proposals.

Pictured left is the 540TEU

Brittany Ferries imposes rotas Ratings hit out as western Channel operator threatens to switch to UK flag by Jeff Apter

Seafarers serving with the French operator Brittany Ferries have protested over the company’s decision to unilaterally impose new working arrangements that will end the long-standing weekon/week-off rotas for some personnel. Management had set a deadline of 31 December for agreement on the plans, which have been at the heart of discussions with the CFDT and CGT unions for the past three years. Unions representing the ofﬁcers, catering and shore-based staff agreed to changes that manage to maintain the 7/7 arrangements. But deck and engine ratings rejected proposals to replace the existing rotas with four-on/ four-off, 4/3 or 5/2 shifts, complaining that the different systems would disrupt rest periods and employees’ personal lives. When the ratings’ unions refused to sign a framework agreement by the 31 December deadline, management unilaterally imposed new rotas introducing a four-days-at-sea and threedays-off pattern with effect from 1 January. Unions also expressed concern at the company’s threat to switch its French-ﬂagged highspeed craft Normandie Express to the ‘more economic’ UK register if an agreement could not be reached. But members of the CFDT union organised a petition, signed by more than 1,000 staff,

Brittany Ferries union members meet in the port of Le Havre last month Picture: Eric Houri

calling for more talks with management in a bid to avert the possibility of a court case against the company over the imposed crewing arrangements. CFDT member Jean-Pascal Richard, who organised the petition, warned that French jobs could be at risk if the dispute went to court. The CFDT local branch said the union would respect the result of any secret ballot of the seafaring workforce on plans to retain 7/7 patterns for ratings — which would involve an extra 30 minutes of work a day — but said the company must ﬁrst withdraw its threat to de-ﬂag the Normandie Express. z French seafarers staged a six-day stoppage in the port of Marseilles last month to blockade a Stena Line ferry chartered by a new company operating services to the island of Corsica. The CGT union staged the protest against the 21,170gt Stena

Greece has been urged by the European Commission to take steps to ensure that its state aid for shipping complies with EU rules. Brussels said it had determined that some of the special tax arrangements provided for the Greek maritime sector may be in breach of the EU guidelines. ‘The Commission has concerns that the Greek tonnage tax system is not well targeted and benefits the shareholders of shipping companies

14-15_int.indd 15

CHINESE FINES: China has imposed fines totalling US$65m on seven foreign shipping firms following an investigation into price fixing on shipments of cars, lorries and construction machinery on seven key routes. The penalties were levied on MOL, KKK, Eastern Car Liner, Eukor Car Carriers, Wallenius Wilhelmsen Logistics, CCNI and CSAV under anti-monopoly laws. LAY-UPS INCREASE: the number of laid-up containerships rose five-fold last year in the face of a difficult market, according to the industry analyst Alphaliner. It revealed that the idle boxship fleet totalled 331 vessels with a total capacity of 1.36m TEU at the end of 2015 and warned that a significant improvement in the situation is not expected before April this year. PORT PANNED: Australian environmentalists have slammed the government’s decision to approve the expansion of the Abbot Point shipping terminal — used for loading coal to markets in Asia —warning that the increase in shipping movements will add to the risks facing the World Heritage-listed Great Barrier Reef.

Carrier because of concerns over the future of operations between the French mainland and Corsica following the sale of the former state-owned ferry ﬁrm SNCM. Stena Carrier, which operates under the Danish international register, has been chartered by Corsica Linea — a joint venture between two of the companies which unsuccessfully bid to take over SNCM, Baja Ferries and Corsica Maritima. Stena Carrier — which is operating with 22 ‘European’ seafarers — has been deployed to run three weekly all-freight return trips between Marseilles and Bastia, Corsica’s main freight port. The chartered ship will be replaced in mid-February by the former Finnlines vessel Antares, renamed Corsica Linea Uno. The company says it will operate under a European ﬂag with a ‘Corsica-based crew’. Unions have accused Corsica

Linea of trying to sabotage the launch of MCM, the new company that will be run by Corsicabased businessman Patrick Rocca, who won the bid for SNCM. They called off the strike after a court imposed a fine of €30,000 for every day it continued. The unions also received assurances from Mr Rocca that they would be involved in all future discussions over the re-organisation of services following the unexpected deployment of the Stena Carrier. Corsica’s regional assembly says it will involve the unions to ‘find a way out of the crisis’ and discuss ‘a new configuration’ for the island’s maritime transport arrangements. The unions fear it will produce a greatly reduced public service contract to come into effect on 1 October, with adverse consequences for the 900 former SNCM employees and their 400 colleagues at CMN.

Greece is told to tighten up its tonnage tax A

OILY FINE: a Turkish shipping company has been fined US$1m, and a Filipino chief engineer ordered to pay a $50,000 penalty, after being found guilty of oil pollution offences last month. A court in Baltimore heard that a US Coast Guard investigation had found that the Maltese-flagged bulk carrier Artvin had been using a ‘magic pipe’ to bypass pollution prevention equipment and routinely discharge oily water into the sea between March and November 2014.

as well as companies other than maritime shipping companies, beyond what is permitted under the maritime guidelines,’ it stated. Brussels said it had asked Greece to review which vessels are eligible for support and to exclude fishing vessels, port tugs, and some yachts from the preferential tax regime, along with insurance intermediaries, ship brokers and shareholders in shipping companies. But the Commission said Greek bulk carriers

and tankers can continue to benefit from a tonnage-based taxation instead of profit-based tax as long as their operators maintain the share of the fleet they have under EU or European Economic Area flags. Greece has been given two months to inform the Commission whether it agrees to the measures proposed, in which case it would need to amend its national rules with effect from 1 January 2019 at the latest.

PANAMA PLEDGE: the expanded Panama Canal is set to open in the second quarter of 2016, despite delays caused by cracks discovered in the new locks, the head of the waterway authority has promised. Navigation tests are expected to take place in April, said Panama Canal Authority chief Jorge Quijano. CHINA CUTS: a scheme to cut pollution from shipping has been introduced in 11 major ports in China. The 0.5% sulphur limit for marine fuels will be extended to all the country’s territorial waters from 1 January 2019. COMPETITION CONCERN: the Dutch Shippers’ Association (EVO) has expressed concern that an increase in container shipping industry alliances will hinder competition and reduce customer choice. DRINK DETENTION: a Russian cargoship was detained in Denmark last month after breath tests found that the master, chief mate and chief engineer were over the alcohol limit.

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20/01/2016 14:03

16 | telegraph | nautilusint.org | February 2016

YOUR LETTERS

What’s on onyour yourmind? mind? Tell your colleagues shipping. Keep yourTelegraph letter to ahave your name, address colleaguesin inNautilus NautilusInternational International— —and andthe thewider world of but you must let the maximum words if you canyour — though contributions will beand considered. Use number. a pen name or wider world300 of shipping. Keep letter tolonger a maximum membership just membership number you don’t want to be identifi in anyour accompanying — Telegraph, Nautilus 300your words if you can — thoughif longer contributions will ed — say soSend letter to thenote Editor, but you must let the Telegraph have your name, address and membership number. Send yourShrubberies, letter to the George Lane, be considered. International, 1&2 The Editor, International, 1&2number The Shrubberies, George Lane,Woodford, South Woodford, Use aTelegraph, pen nameNautilus or just your membership if you South London E18 1BD, or use head office fax London E18to 1BD, use head ceso faxin+44 (0)20 8530 1015, or— email+44 telegraph@nautilusint.org don’t want beor identifi ed —offi say an accompanying note (0)20 8530 1015, or email telegraph@nautilusint.org

Smoking is not OK ashore, so why do we tolerate it at sea? P

I am currently serving within the BPOS Offshore Standby and Supply ﬂeet. I feel that I need to bring to your attention an ongoing concern of mine and others regarding the vessels and company. There seems to be an ongoing blasé attitude to smoking at sea, as if it’s something commonly accepted ashore, when this is no longer the case. Basically, this company’s policy is to designate a few areas onboard as nonsmoking, and then justify this as their smoking policy onboard. For anyone that shares a cabin with a back-to-back smoker, it’s tough luck. Or when the ship is locked down through bad weather and the smoke is moving

throughout the ship, and lo and behold it doesn’t stay within the smoking areas, well that’s hard luck! Whenever the subject has been raised by various employees there is an immediate reluctance for discussion or change. The main excuse is that they are trying to appease the smokers as it is their home for six months a year. Well this is a double-edged sword as it is also the nonsmokers’ home for six months a year and they have to put with these conditions. We are now well into another century where the facts of this terrible habit are well known to everyone, and the outcome can cause death or debilitating diseases. No one has a problem

In memory of Captain AE French D

It is with great regret that I would like to inform readers of the passing of my father, Captain Anthony Edmund French, on Friday 18 December 2015. Born in 1937, my father served in the Merchant Navy his whole working life (pictured left), following in the footsteps of his father, also a merchant seaman. He studied at Cardiff Nautical College from 1953 with periods at sea, training and college, and served his apprenticeship with Reardon Smith from 1956. He qualified as first mate in 1962 at the age of 25. His career encompassed many oceans, companies and commodities including Fyffes Line, Zapata Marine Services, and at the end of his career with the Al Mohjil Group as Port Captain in Dammam, Saudi Arabia. He retired in 2002. He told me shortly before dying how much he loved his time at sea and how he missed that life. g There are many gaps in my knowledge of where and with whom he worked and I would be grateful for anyone to email me with dates, places and stories – of which there are, I imagine, many. I can be contacted at simoncfrench@gmail.com. My father’s life at sea was a hard life, but one that also brought him many rewards, adventures and friendships, and he would not have swapped that for the world. SIMON FRENCH

with anyone smoking if they want to, but you shouldn’t have to be subjected to any level of toxic smoke if you don’t partake in this habit. So come on, please can you help on the behalf of all the people that don’t smoke? The lack of any welfare regarding this issue is amazing. It feels like just being forgotten out here, although we are UK employees working off UK waters. I know some companies in the North Sea have more adequate policies, as in a single ventilated smoking room or on the deck only. Let’s be honest, this would then put these ships in line with the regulations shore-side and on the rigs we serve. Name & no withheld on request

Revalidation: make sure your courses are accredited by MCA in the January Telegraph: ‘Why F the Philippines is the place to go for

I was interested to read the letter

revalidation’. I myself applied 2011 for an ECDIS course in IDESS Subic Bay and

double-checked with the UK Maritime & Coastguard Agency on whether the certificate would be recognised for revalidation of my UK Master II license. Unfortunately, at that time it was not accredited by the UK MCA and I

Have your say online Last month we asked: Do you think the shipping industry is doing enough to clean up its exhaust emissions?

No 54% Yes 46%

This month’s poll asks: Do you think there is a future for seafarers’ centres? Give us your views online, at nautilusint.org

16-18_lets_SR edit_19 Jan.indd 16

cancelled my enrolment with IDESS for the ECDIS course. Living at that time in Balikpapan/ Borneo Indonesia, my closest accredited ECDIS training centre was Pakistan. I couldn’t believe that Singapore and Philippines were not on the list sent to me by the UK MCA. It may be worthwhile and of value to Nautilus members to publish in the Telegraph accredited training centres worldwide for revalidation of COCs in accordance with Manila amendments or to make members aware of the need to double-check. WERNER H. LASSER Chief Officer/SDPO Far Saltire/AHTS mem no 300310

The editor replies: the MCA advises that an updated list of Authorised Training Providers (ATPs) can be accessed through the GOV.UK website — go to www.gov.uk and search for MCA ATP. Alternatively, the Agency suggests that seafarers should type MCA ATP into any search engine to point you in the right direction.

Festival snub turned me away from RBL by Nautilus International A and other bodies representing the

I fully support the stance made

interests of merchant seafarers in condemning the decision made by the Royal British Legion to prevent

veterans taking part in the Festival of Remembrance. The RBL is now the second national charitable institution this year to have acted in what I consider to be a cavalier and shameful way, to the

extent that I will no longer support them financially. I have chosen instead to direct future regular donations to other more specific — and smaller — seafarer-related charities. Name & no withheld on request

Worried about your retirement? Join us! The Nautilus Pensions Association is a pressure group and support organisation that:

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z provides a new focal point for seafarer pensioners — increasing their influence within, and knowledge of, the Merchant Navy Officers’ Pension Fund and other schemes within the industry

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

z serves as a channel for professional advice on all kinds of pensions, as well as offering specific information on legal and government developments on pensions, and supporting the Union in lobbying the government as required

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

z provides a ‘one-stop shop’ for advice on other organisations providing support and assistance to pensioners z offers a range of specialised services and benefits tailored to meet the needs of retired members z operates as a democratic organisation, being a Nautilus Council body — with the secretary and secretariat provided by the Union

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20/01/2016 14:03

February 2016 | nautilusint.org | telegraph | 17

YOUR LETTERS

Compressed gas cylinders need us to have formal training, not trial and error A

I am a second officer/DPO with five years’ experience sailing aboard tankers, dive support and flexlay vessels. After an unsatisfactory answer offered by my previous company’s health and safety department, I have decided to see if, industry-wide, there is any agreement with me. As a second officer, part of the job requires topping up, inspection and replacement of the compressed cylinders onboard the vessel. When I sailed on small chemical tankers this job comprised roughly 10 cylinders of the same type. Moving to the offshore industry, I found this job had expanded and I was now in charge of up to 40 cylinders of varying types and nominated pressures. Not only was I dealing with 200 and 300 Bar cylinders, but some vessels also had a mix of steel and new lightweight composite cylinders. I am sure on the large tankers the situation will be similar now, with growing number of EEBDs, BA cylinders and the like. There is no formal documented training provided for this job. Only after three years of actual doing and learning from mistakes did I actually feel safe and fully confident with this task. Moving from vessel to vessel you can come across different compressors, attachments, cylinders etc. Also, you are asked to learn from other officers who also have had no documented specialised training. I have experienced and come across several things over my short career which all lead me to my opinion that a short course can only be a good thing. For example: 1) Cylinders topped up beyond nominated pressures. 2) Compressors incorrectly set up, with 200 and 300 Bar filling hoses connected to incorrect compressor chamber.

3) I joined a vessel in Africa early in my career. Prior to this I had always filled up cylinders in the cold, North Sea air and for this reason I had not factored for safety cooling stops and was surprised when the cylinders heated up significantly. It was only after I had topped up four or five and made reference to this heating up that I was told to carry out cooling stops and utilise cold water and a bucket. I now find myself comfortable with this task and am happy to carry it out as requested. But my issue comes when I am now asked to become an instructor and pass my limited knowledge onto trainees or junior officers. Having spoken to and been one of those junior officers/cadets, I know well that I am not the only person who has had some area of doubt or sense of trial and error with this. My point is that when working with compressed air at such levels, there really shouldn’t be a case for trial and error or learning on the job, should there? We are asked on a daily basis for safety improvement suggestions and I found myself really disappointed by the response I was given when, in my eyes, I was providing a real safety concern. No company is going to expose themselves to unnecessary additional training costs in the current climate but I hope the industry can at least look into this. Yes, the job has always been done and learned ‘on the job’, but the task is growing arms and legs. Fire training courses teach you to inspect the BA set for faults, but at the end of each day the cylinder is passed to the fire training school to be topped up. There is no theory section for the inspection process of a cylinder and signs to quarantine or take out of service. When I mentioned this issue onboard various

THE VIEW FROM MUIRHEAD www.thefreakywave.com

STAFF editor: Andrew Linington senior reporter: Sarah Robinson reporter: Steven Kennedy Dutch correspondent: Hans Walthie production editor: June Cattini-Walker ADVERTISING Redactive Media Group 17 Britton Street, London EC1M 5TP. Display adverts: Jude Rosset tel: +44 (0)20 7880 6217 Jude.rosset@redactive.co.uk Recruitment adverts: Paul Wade tel: +44 (0)20 7880 6212 tel: +44 (0)20 7880 6200 email: paul.wade@redactive.co.uk 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 vessels the reaction was varied. Most officers basically said ‘what, you don’t know how to do it?’ and other positions onboard thought I was trying to dodge a job or pass it to someone else. I was lucky enough to have gasmen, divers and dive supervisors

onboard to help build up a bit more knowledge on this subject but generally I feel a two-day course or some form of online theory would be beneficial industry-wide. STEVIE MICHAEL

Fatigue, offshore jobs and STCW P

There are a few items of interest in the January issue of the Telegraph. Page 2 — ‘Fatigue is still top safety risk’. I raised the issue of fatigue and excessive hours on offshore supply vessels back in the late 1980s, and 25 years later it’s still making headline news. Page 6 — ‘Union warns on N Sea jobs crisis’. Nautilus urges ministers to act to protect UK OSVs from unfair competition and again on page 19 — ‘Call to action offshore’. When I was chairman of the national offshore oil committee and forums 25 years ago, what did we

say: unfair competition — what happened? Not a lot, it would appear as there would appear to be more now non-UK nationals than UK nationals working in the UK sector. On my last UK-ﬂagged supply ship from Aberdeen as captain there was only three out of 13 crew that were British. Although this publication is mainly concerned with the problems facing the North Sea employment, the problem is worldwide. I have seen advertisements for second engineers for DP2 and 3 ships with rates of $125 per day. This is for someone fully up to date

with all certificates plus DP maintenance for roughly £100 per day paid only when onboard. Remember you only get what you pay for. Many of us think another problem will arise if the offshore Industry does not get a kick start in the next six months. Charterers want people with fully up to date certification, recent experience plus many years in rank. But many experienced people are out of work worldwide on the ships and installations. Will people bother to update certification when they have no work and there is no sign of work?

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16-18_lets_SR edit_19 Jan.indd 17

telegraph

Tel No: +44(0)1506 463 227 Fax No: +44(0)1506 468 999 Email: info@emailws.com Web: www.witherbyseamanship.com

STCW updates: there is a letter and a full page on page 18 all about doing your updates. I was not happy when this updating was first raised — another cost we had to bear. So saying, I have just updated my STCW. I did not go to the Philippines — I did mine at Fleetwood, course accommodation and food for two (my wife came with me) about £1,000. First class facilities, excellent courses, first class instructors and I supported the British nautical training institutions and not the Philippines. I thought Nautilus wants to support the remaining training establishments, yet it has given a full-page advertisement for the Philippines. I have first-hand knowledge of the Philippines training. I did two courses there in 2014 paid for by the company I worked for at the time. The first thing we were told is ‘no one fails’. The course ran for half a day, covered the basics of H2S and the donning of a mask and connecting to an O2 supply. The test was to put the mask on in 30 seconds and pick from 20 multiple-choice questions. I was the only non-Filipino on the course and when the results were brought in one guy had failed. The instructor then said but no one fails, a new list of questions was given to this man, the instructor then left the room and suggested that we all stop and talk to this man while he filled in the question paper. He passed the second time. The other course was the

bridge management course at the Norwegian training centre in Manila — a better-run course, but again non-failing. There was a Canadian master who I knew, a very good young Filipino officer and myself. The course was OK, and the simulator installed by the Norwegians and controlled from Norway, was good. The whole thing reconfirmed my argument that command is not a committee-run thing: when the chips are down one man is in charge and responsible in law. If you want a good cheap night out, Makati in Manila beats Blackpool or Fleetwood hands down. But if you want good well-run courses with recognised certification, look closer to home. The question is, do we all have to do STCW updates? I know American captains with a license to take offshore supply vessels up to 6,000gt who have never been to a nautical college — so why would they need to update? In my 30-plus years as master I have seen certificates that are very impressive to look at — far more impressive than the abilities of the holders. During lifeboat drills and fire drills I have asked questions, basic questions, and crews look at me as if I am stupid. They must have been off ill the day their original courses were run. I know of officers from countries to the east of Europe who do not take part in drills because ‘we know everything’ — the drills are run by second mates who know nothing. DAVID BLAND mem no 156090

Published by Nautilus International Printed by William Gibbons.

GENERAL SECRETARY Mark Dickinson MSc (Econ) HEAD OFFICE 1&2 The Shrubberies George Lane, South Woodford London E18 1BD tel: +44 (0)20 8989 6677 fax: +44 (0)20 8530 1015 www.nautilusint.org NETHERLANDS OFFICE Schorpioenstraat 266 3067 KW Rotterdam Postbus 8575, 3009 AN Rotterdam tel: +31 (0)10 4771188 fax: +31 (0)10 4773846 NORTHERN OFFICE Nautilus House, Mariners’ Park Wallasey CH45 7PH tel: +44 (0)151 639 8454 fax: +44 (0)151 346 8801 SWITZERLAND OFFICE Gewerkschaftshaus, Rebgasse 1 4005 Basel, Switzerland tel: +41 (0)61 262 24 24 fax: +41 (0)61 262 24 25 DEPARTMENT EMAILS general: enquiries@nautilusint.org membership: membership@nautilusint.org legal: legal@nautilusint.org telegraph: telegraph@nautilusint.org industrial: industrial@nautilusint.org youth: ymp@nautilusint.org welfare: welfare@nautilusint.org professional and technical: protech@nautilusint.org Nautilus International also administers the Nautilus Welfare Fund and the J W Slater Fund, which are registered charities.

20/01/2016 17:16

18 | telegraph | nautilusint.org | February 2016

YOUR LETTERS

WANTED: info on Stolwijk rescue P

I am involved in a group who are trying to gather information regarding the rescue of 18 men from the Dutch steamer ss Stolwijk on 7 December 1940. The vessel was part of a group in an Atlantic convoy (SC 013) when it foundered on a reef off the west coast of Donegal (Eire) after losing its rudder in hurricane force conditions. The Arranmore lifeboat KTJS was called to assist and made its way 24 miles north to the stricken vessel. Ten crewmembers of the Stolwijk perished when they attempted escape from the Stolwijk in one of the ship’s lifeboats — the boat being smashed against the rocks. There was also a reported rescue attempt by a naval destroyer which ended in failure. Demonstrating exceptional seamanship and bravery, the lifeboat crew succeeded in saving the lives of 18 men from the Stolwijk. It was later described by the RNLI as a rescue of great daring, gallantry and endurance carried out in weather of

All welcome at Colwyn Bay college reunion

Can you help with ISM Code research?

We would like to extend an invitation to the 2016 Colwyn Bay Wireless College reunion, which will be held from Friday 11 March to Sunday 13 March at the County Hotel in Llandudno. A warm welcome awaits all ex-students, wives, family, partners and friends. g Contact wirelesscollege@gmail. com or tel John Mottram on +44 (0)1492 533 731 . R.J. JENKINS mem no 428009

I am currently undertaking research into the implementation of the International Safety Management (ISM) Code by shipping companies, and its enforcement, as part of a PhD project at the University of Central Lancashire, with particular focus on whether corporate manslaughter legislation be used to enforce better compliance. I am looking for volunteers to complete a short questionnaire as part of my research. The questionnaire is

Above: Oil painting from a book on RNLI gold medal rescues Picture: Tim Thompson

exceptional severity. The RNLI awarded the gold medal to the lifeboat coxswain John Boyle for conspicuous gallantry and silver and bronze medals to the other lifeboat crew members for gallantry. Queen Wilhelmina of the Netherlands also awarded the lifeboat crew the Dutch gold, silver and bronze medals for exceptionally outstanding courage, unselﬁshness and devotion to duty. The group’s long-term plan is to gather together as much information as possible on the rescue so that it can be documented. To mark the 75th anniversary of the event, fundraising was commenced for a memorial on Arranmore to those who were involved in the rescue and to those who lost their lives that December night in 1940. I would be interested to hear from anyone who may have information on the 28 crew members from the Stolwijk — such as names and rank, and what

became of the 18 survivors. I am hoping our Dutch colleagues may be able to help on this one as the group would be very interested to link up with any of the descendants of the Stolwijk’s crew. It would be fitting if the descendants of the crew of ss Stolwijk were aware of the plans for a memorial and were involved in some way. Also, any information on ss Stolwijk would be well received, as well as information on the naval vessel which attempted rescue before the KTJS arrived on the scene. Unconfirmed reports say it was HMS Sabre. g As part of the fundraising efforts, a song about the event has been released — find out more at www.earlysbar.com/ill-go g To find us on Facebook, search for The Stolwyk (note spelling). g For further information, please contact me: stolwijk40@gmail.com STEVE WARD mem no 201021

Better signs could make enclosed spaces safer possibly be improved with proper F signage and relevant monitors located The safety of seafarers could

beside signs that would provide real

time information with regard to the relevant enclosed spaces. This could be backed up by seafarers using personal detectors to

back up the fixed monitors to provide a proper level of safety on board ship. JOHN J. GALLAGHER member no 194448

made up of 16 questions and should take no more than 10 minutes to complete.

g If you are interested in helping with my research project by completing a questionnaire, or if you require further information on the project, please email me at CLaverick@uclan.ac.uk CRAIG LAVERICK PhD candidate Lancashire Law School University of Central Lancashire

Cap badge competition Due to popular demand, the deadline for the Telegraph cap A badge competition has been extended for another month. Do you know of a well-designed cap badge in use today, in any merchant shipping company around the world? Send in a photo of it, and you could win a signed copy

of Heraldry of the Oceans: the Garb of the Merchant Seafarer by Alastair Arnott. The book explores the badges and insignia of days gone by — as can be seen in the examples below — but we want to know if there are any 21st century designs that are good enough to stand alongside the classics.

g To enter the competition, just email a digital photo of your chosen cap badge to telegraph@nautilusint. org, or send a photo print to the Telegraph at Nautilus head office, by Thursday 11 February 2016. Don’t forget to give us your contact details and tell us where the badge is from.

Become a fan on Facebook Visit www.nautilusint.org or follow us on Twitter

For inspiration:

Thanks for over 50 years of Union support — keep up the good work!

examples of mid-20th century Merchant Navy cap badges shown in

to end my membership of the D Union with effect from February 2016.

I have decided, after many years,

I have been retired since 2005 — following taking voluntary redundancy from P&O Ferries (Portsmouth) — but continued my membership as I always enjoyed reading the Telegraph as a way of trying to keep abreast of events and developments within our noble industry. Naturally, I always gravitated towards articles of ships and times past, as I could more identify with that. However, as I approach 70 I think perhaps now is the right time to finally ‘let go’.

16-18_lets_SR edit_19 Jan.indd 18

I would just like to take this opportunity of thanking the Union for all its hard work throughout my seagoing life — which began in 1963 — in trying to safeguard our industry and, particularly, the interests of all those personnel that have worked within it. My career witnessed an enormous amount of change — most of it, sadly, brought about by the remorseless shrinkage from our proud position following the Second World War. I rather think that I joined just as the wave had passed and so witnessed nothing but a rearguard action of

retreat, as companies adjusted to the realities of our country relinquishing the empire — and, with it, the trade that flourished from mother country to and from its dependancies. The Merchant Navy of today is barely recognisable from those days of my beginning and yet the problems that it faces today are almost identical then as now. It is never more true that the industry needs a union as never before — and I thank you all, in advance, for your continued and steadfast stewardship. DAVID WORRIN mem no 154379

Heraldry of the Oceans: the Garb of the Merchant Seafarer by Alastair Arnott

20/01/2016 16:33

February 2016 | nautilusint.org | telegraph | 19

MARITIME CAREERS

Chris Shepherd’s qualifications urgently needed an upgrade. Time to contact the Slater Fund...

The scholarship just for seafarers

Chris Shepherd is newly qualified as an officer of the watch. But he isn’t in his early 20s, and he didn’t embark on a cadetship when he left secondary school. He’s one of the increasing number of seafarers who turn to officer training as a way of boosting their careers later in life. ‘I started out as a fisherman,’ he explains. ‘That’s what most people did in Macduff, the town in Aberdeenshire where I grew up. And when the fishing jobs ran out, I joined the oil industry and became a barge engineer.’ He enjoyed his work with Atwood Oceanics, which took him all over the world. But after 12 or 13 years out on the rigs, he started to feel that he’d taken his offshore career as far as it could go. In addition, a downturn in the industry was putting jobs at risk — the second time something like this had happened to Chris. ‘I went to the marine manager for advice, and he said a second officer post might be available on the drill ships if I got my Officer of the Watch certificate,’ he recalls. ‘Then an opportunity came up to take voluntary redundancy, so I’d have a payment to put towards my living costs while I retrained.’ So he had a plan, but the pressure was on to finish his studies as soon as possible — for more than one reason. ‘I found out that my fastest route to qualification was to make use of my

I needed to get to officer of the watch — which included the fishing courses, because they were part of the route to qualification — and then the Slater Fund paid the college for the tuition fees directly. I didn’t have to do anything!’

Above and top: Chris Shepherd had many years of experience at sea in the fishing and offshore sectors, but realised he could take his career further with Merchant Navy officer training

fishing experience,’ Chris says. ‘If I got my Fishing Class 1, I could get onto the accelerated route to officer of the watch. You need fishing seatime for the Class 1, and luckily I had some, because I had done a few fishing trips to make extra money while I was on leave from the rigs. But that was

eight or nine years before, and your seatime can’t be more than 10 years old, so I had to be quick.’ With the additional risk that his savings could run low if he delayed, Chris lost no time in enrolling at the Scottish Maritime Academy (part of North East Scotland College in Peterhead).

And it was here that his drive to advance his career was rewarded with a lucky break. The college staff realised that he was eligible for a bursary from the Slater Fund — the Nautilus scholarship scheme that helps experienced British seafarers train for their OOW qualiﬁcation.

All Chris needed to do next was call the Marine Society, which coordinates the Slater Fund bursaries. ‘I spoke to the seafarer education manager Carla Rockson, who was really friendly and helpful,’ he recalls. ‘The next thing was to put together the itinerary of courses

The Slater Fund can also help to cover other costs associated with OOW studies, such as buying textbooks. Here again, Chris has high praise for the Marine Society, whose book services manager Mark Jackson gave him excellent advice. ‘The whole thing was a very good experience,’ he says, and in December last year he rewarded the Fund’s faith in him by achieving his goal of qualifying as an officer of the watch. He even picked up an additional certificate in Dynamic Positioning along the way, knowing that this could be required for the work he is seeking in the offshore industry. At 43 years old, Chris reckons there’s time to take his career even further, and he’s interested in continuing his studies up to the level of master mariner. But right now, the priority is to get his first job as a ship’s officer, and for that he has all the best wishes of Nautilus and the Marine Society.

g For Slater Fund contact information, turn over to page 20.

Call for Careers at Sea Ambassadors appealing for new volunteers to expand its reach in D 2016 — aiming to visit schools and youth groups in parts of 2 The Careers at Sea Ambassadors programme is

Nautilus member Christopher Doyle (left) and Warsash Maritime Academy cadet liaison officer David Baker (centre, with his daughter Megan and her headteacher) have both featured in past editions of the Telegraph as Careers at Sea Ambassadors. Could you be next?

19_slater_SR edit.indd Sec1:19

th UK where Merchant Navy careers have a low profile. the ‘At the moment, we’re doing well in traditional south coast co strongholds like Dover and Southampton,’ says programme coordinator Fena Boyle, ‘because the schools p tend te to know a bit about the Merchant Navy already, and a they come to us each year to request a visit from our o Ambassadors. But we’d love to see more seafarers volunteering as Ambassadors in Northern Ireland and in v Wales, and we need to get more schools and youth groups W matched up with our existing volunteers in Scotland and m the th north of England.’ Careers at Sea Ambassadors is backed by Nautilus and coordinated by the Merchant Navy Training Board (MNTB). co The T ‘Ambassadors’ are mostly serving seafarers who volunteer to visit local schools or youth groups to tell them v about maritime careers and share their own experiences a of life at sea. ‘We provide support to Ambassadors and aim to connect them to schools in their local area,’ notes Miss Boyle. ‘ For those giving careers talks, there is an

interactive presentation available to assist them, but increasingly we’re finding that schools are organising careers fairs and asking our Ambassadors to run a Careers at Sea stand.’ A new range of materials are available to Ambassadors, she adds, including leaflets and pens. ’We can also send banner stands and red ensigns to certain events to help our Ambassadors stand out from the crowd.’ Ambassadors usually meet pupils in the 14-19 age bracket, but — as regular Telegraph readers will know — there have been some highly successful partnerships between volunteers and their children’s or grandchildren’s primary schools. ‘Young people of any age can be inspired to go to sea,’ points out Miss Boyle, ‘and it’s good for them to meet Ambassadors with a variety of ages and backgrounds too. Our volunteers range from final-phase cadets to recently-retired shipmasters, although we’re currently a little under-represented by people in the middle of their careers, so it would be great to hear from Telegraph readers in that group.’ g To find out more about volunteering as a Careers at Sea Ambassador, see www.careersatsea.org/ambassadors or contact Fena Boyle at fena.boyle@mntb.org.uk .

01/02/2016 11:33

20 | telegraph | nautilusint.org | February 2016

SEAFARER TRAINING

The demand to expand With the STCW refresher training requirements now less than a year away, Joe Bottomley, Ian Ellarby and Nigel Fryers from Fleetwood Nautical Campus explain how they are preparing to help seafarers comply with the new rules…

Plans to provide updating training, as stipulated by the 2010 Manila amendments to the STCW Convention, have been under consideration at Fleetwood for some time — years in fact — with the ﬁrst courses initially set for delivery in early 2016 to give a head start on anticipated demand from the industry. However, by June 2015 it was clear that the actual demand was exceeding our expectations, and it had become necessary to deliver this training earlier — with a limited provision in the autumn of 2015 and the nearweekly packages we now offer throughout 2016. In order to facilitate the training, the School of Offshore

Operations made the decision to expand the resources in two main areas: the fire training ground and the marine lake facility. Fire team leader Nigel Fryers and his department were already planning a new fire training gallery at the fire ground for the advanced OPITO offshore courses; but the early introduction of the Updating Training resulted in closer deliberation as to what design features were specifically required and how they could be incorporated in the new gallery design and development. After numerous meetings, the design was finalised and the building requirements sent out to tender — with the intention for the new gallery to be available for

Fleetwood’s marine lake facility

use during the early part of February 2016. Despite the fact that recent weather conditions on the Fylde coast had held up the construction work during the campus Christmas recess, the contractors have worked hard and expect to deliver on time. When completed, the purpose-built gallery will offer a facility with open and closed decks on different levels, small cabin areas, interconnecting stairways and a large open space to simulate the public areas and restaurants found onboard merchant vessels. The unit includes multiplepoint entry, on different levels, enabling fire teams to enter from a number of entry points. This will ensure that communications play a major part in the exercises being undertaken, therefore reinforcing the need for clear and concise communication between fire teams and the command and control point. The work at the fire ground is not just limited to the new fire gallery. It will also include the construction of three new classrooms (one of which will be exclusively allocated to advanced fire updating training courses), a BA briefing room, changing and shower facilities, as well as storerooms, administration office and a fire kit washing and cleaning facility.

Ground-breaking: site manager Tom Rennie, head of Fleetwood Nautical Campus Neil Atkinson, and curriculum manager Brady Hogg, as work begins on the new marine engineering centre

Once the whole development is completed, the facility will truly be a stand-alone provision dedicated to both fire related training and the all-important confined and enclosed space training, with an expected footprint almost the same size as that of the whole nautical campus. Operations manager Ian Ellarby is satisfied with the number of improvements made to the marine lake facility to ensure that the FRB and PSC and RB updating training can be delivered. A new fast rescue craft with single arm davit has been installed to ensure that both launch and recovery of

BUILD YOUR CAREER WITH A SLATER SCHOLARSHIP The Slater Scholarship offers a bursary of up to £17,500 for Merchant Navy ratings, electrotechnical officers and yacht crew to study for the STCW officer of the watch qualification (either deck or engineer).

the craft can be delivered at any state of the tide, in safe and sheltered conditions. In addition to the new resources, the enclosed lifeboat and davit have been refurbished to ensure they are fit for purpose and available on a weekly basis. One of the classrooms has also been refurbished and will be dedicated to the delivery of updating training. The accreditation process began during the summer of 2015 (six months earlier than planned) and the decision was justified by a large number of requests for this training from seafarers living in the NW of England and locallybased shipping companies from Liverpool and Barrow. Customers as far afield as Hull, Anglesey and the Isle of Man have encouraged the delivery of a limited provision through the autumn period of 2015, with expected near-weekly packages offered throughout 2016. The course dates for updating training have recently been finalised through to the end of 2017 and the courses are already filling up and bookings are healthy. Head of school Joe Bottomley is pleased that advance bookings are being made by companies and individuals alike, and is looking forward to the busy times ahead across the whole suite of updating training.

An unexpected bonus of delivering updating training is the possibility of meeting up with former shipmates and fellow students who are attending the courses. As Ian Ellarby recalls: ‘On one of the ﬁrst courses delivered I met a former shipmate from some eight years ago, and we are now back in touch and will remain in touch in the future.’

While the current expansion of the school of offshore operations is heavily biased towards updating training, the school also continues to increase its non-STCW related training, and a concerted effort to increase the course portfolio for the shipping and offshore energy industries includes the upcoming introduction of marine environmental awareness, working at height, risk assessment, accident investigation and rigging and slinging courses. Captain Neil Atkinson, head of Fleetwood Nautical Campus, says: ‘It is an exciting time for the school of offshore operations and the campus as a whole and I am conﬁdent that any of the new courses offered would be of a very high quality and delivered with the usual Fleetwood vigour and enthusiasm.’

g For further information, contact: offshore@blackpool.ac.uk

Apply now! marine-society.org/slater slater@ms-sc.org Administered by the

New classrooms are being built at the fire training ground

20_fleetwood_SR edit.indd Sec2:20

20/01/2016 18:01

February 2016 | nautilusint.org | telegraph | 21

MARITIME WELFARE

With more than 75% of seafarers saying they are unable to go ashore during port visits, is there a future for portbased welfare centres? ROGER HARRIS, executive director of the International Seafarers Welfare and Assistance Network (ISWAN), provides some thoughts about how seafarers’ centres can survive and thrive…

Immingham Seafarers Centre has created an income stream for its maritime welfare work by renting out rooms and facilities Picture: Adam Hollingworth

Old friends meeting new needs A

Seafarer centres have been around for a long time. There are now approximately 430 around the world, run mainly by the Christian seafarer missions with a smaller number run by trade unions, governments, and NGOs. There is a view that the future of centres is limited because of increasing access to the internet at sea, short turnaround times, restricted shore leave, lack of funding, and doubts about who will staff them in the future. It is timely, therefore, to look at whether there is a future for centres, as well as the welfare services being provided to seafarers in different ways. Like many other sectors of the world economy, the maritime industry is experiencing fast technological change. With the next generation of high throughput satellites, ships are becoming more connected and automated. Drone ships are being talked about more and more, although this is some way off. However, increasing automation may mean fewer but more highly-trained seafarers. There already is closer monitoring of ships’ operations by shoreside staff, with some operational decisions being taken away from ships’ masters and crews. Another new development is the increasing access to credit cards by seafarers. How will this impact on seafarers’ welfare? Will the crew need to come ashore to top up their mobile phones or buy data? Will they need to come ashore to buy goods, or will they do this online — just as everyone else does? There is now increased access to the internet at sea for seafarers. According to the recent Crew Connectivity Survey, 58% of seafarers now have some form of access while at sea. More and more wiﬁ is being installed on ships that seafarers can access in either their cabins or common mess areas. We all know that access to the internet for communicating back home is the number one concern of seafarers.

21_iswan_SR edit.indd Sec2:20

The award-winning seafarers’ centre in Bremerhaven benefits from a voluntary port levy, paid by some 70% of visiting vessels

A new game-changer is the growing use of smartphones by seafarers. The 2015 Crew Connectivity Survey found that 77% of crew now take smartphones onboard. It has taken over from the laptop as the most popular communication device for seafarers, who are now able to use smartphones for web browsing, Skype, banking, and other apps. Mobile data packages for smartphones are becoming cheaper. The increasing use of smartphones may be the biggest threat to the continued existence of seafarer centres because seafarers are able to shop and communicate on them cheaply and without the need to go to the traditional centres. It is expensive to run seafarers’ centres with costs for staff, rent, and utilities to be covered. Many centres have seen their income generation from bars and sales of phone cards decline. There is an uphill struggle to bring in other funds to keep the centres going. There is keen competition for a limited amount of funding from a small number of grant-giving foundations. What compounds this is the reluctance of funders to pay for running costs. They would often prefer to pay for capital, or speciﬁc projects. Seafarer cen-

tres also have to compete with other ‘causes’ when raising funds from the general public. With ports often cut off from local communities, many people do not see the need to donate to facilities for visiting seafarers.

Another key issue for the future of centres is the stafﬁng of them. Around the world — particularly in North America — the age proﬁle of welfare workers and chaplains is getting older. There is a serious concern about where the new generation of welfare workers are going to come from. There is a drive to the ‘professionalise’ seafarers’ welfare, with pressure coming from funders and also from ports. This is a positive development, but it does present the sector with a number of challenges in recruiting new people and developing a career path. Another issue is the recruitment and retention of volunteers. There is a major challenge of how to recruit and keep volunteers, especially young people who now have different priorities and expectations. There is a big problem in countries where there is little tradition of volunteering, such as in Brazil and

Ukraine. In these countries seafarer centres have to rely mainly on paid staff and this is a major cost. In contrast, in North America and Western Europe the sector relies heavily on volunteers. Despite the problems and challenges there is some good news. Across the world there are centres that are thriving and have a bright future. In Boston, USA, the New England Seafarers’ Mission is raising funds by charging seafarers small amounts to receive their packages from online shopping. They plan to bring in over $20,000 each year from this activity. This service also provides an opportunity to bring seafarers into the centre. In Immingham in the UK, the centre had to close for a period to be renovated after being damaged by flooding. This gave the centre management the opportunity to reconfigure the centre to provide income generation by renting out of rooms and facilities to the port. It was important that seafarers were not displaced and that they remained the central users of the centre. The large meeting room, holding 50-plus, is in almost constant use weekly. The centre hopes to generate over $450,000 per year in trading income. Another example of a thriving centre is Kandla in India. They have now opened a second centre in the port to serve the oil terminal. They part-fund the centres through a compulsory port levy of $25 per ship for seafarers’ welfare. Bremerhaven in Germany is another centre that benefits from port levies. The levy is voluntary but approximately 70% of the ships pay. However, the main seafarer welfare organisations often have to take difficult decisions to close down unviable centres to support the development of centres in new or expanding ports. There is clearly a need for centres — especially in ports that are far away from towns or cities. With the range of pressures on seafarers at sea such as fatigue, social isolation, and

separation from loved ones, it is beneficial for crew to go ashore and find people that they can trust who offer a range of welfare services. One solution to the shortage of funding is to look at developing seafarer centres as social enterprise projects that generate income and revenue from both seafarers and other users. We know that seafarers spend money on communications, electronic and consumer goods — so why not provide opportunities for seafarers to do this at centres? There are barriers to this, of course. Chaplains and welfare workers concentrate on pastoral work and do not always have the time, desire, or experience to set up social enterprises. This is where we as a sector should come together to gain knowledge and skills and also to share success stories. One initiative that we could take would be to talk to funders to see if they can set up an innovation fund so centres can apply for feasibility study and training grants. We need to look at what the rest of the world is doing and learn from them — both within seafarers’ welfare and outside. Financial and expert support is required to enable this to happen. Partnerships should be built — in ports and also internationally. It could be that shipowners or other maritime companies help us gain some of these commercial skills by seconding staff or helping to train welfare workers. We need to demonstrate to these companies that we can work together to sustain centres by working cooperatively and in partnership with them for the benefit of seafarers. We need fresh thinking. Some of this is already taking place — but more should be done. ISWAN is ready to facilitate bringing new ideas into the sector so seafarer centres can have a relevant and bright future. g If you have any comments or thoughts about the future of seafarer centres, please let us know at iswan@iswan.org.uk

20/01/2016 14:04

22 | telegraph | nautilusint.org | February 2016

HUMAN FACTORS

The Shared Display enables seafarers to annotate charts and leave messages for colleagues

If you want to make a system or a machine work better, try asking the people who use it all the time. That was the principle driving the CASCADe study (model-based Cooperative and Adaptive Ship-based Context Aware Design). The three-year project aimed to harness the experience of seafarers to improve communications and cooperation within bridge teams by optimising bridge design and developing new ways to share and display information. CASCADe was born out of concerns about key ‘human factor’ safety issues — such as fatigue and stress, automation, situational awareness, decision-making, and teamwork — and it built on previous studies warning that the proliferation of increasingly complex bridge technology confronting officers, together with the multitude of different user interfaces and ‘information overload’ can have highly negative consequences for safety. Feedback from seafarers — including many Nautilus members — was gathered through surveys, focus groups and simulation exercises. This identified such problems as overreliance on technology, communication challenges, and the dangers of over-reliance on pilots. Researchers sought to develop an ‘adaptive’ bridge system that aims to curb ‘human errors’ by improving the interaction between seafarers and their equipment. The project team began work in March 2012, with a factfinding visit to a Danish ferry — in which feedback from seafarers persuaded the researchers that radical re-design of bridges was likely to be a poor use of resources and that it would be more effective to explore ‘innovative solutions that complement and enhance the current technology rather than trying to re-invent it’.

Focus groups called for more standardisation of bridge equipment, and better illumination

“

”

‘There are clearly examples of poorly-designed bridges, but the new Integrated Navigation System standards adopted by the IMO and brought into force at the beginning of 2011 will go a signiﬁcant way towards addressing such fundamental problems,’ the ﬁnal project report notes. On the basis of the feedback from seafarers, the study team decided to examine four core concepts: z a drawing tool to allow seafarers to annotate over the top of

Making work for

Is there a way to make a ship’s bridge more user-friendly? And can navigational displays be better presented to reduce operator error? Those were among the questions examined in the EU-funded CASCADe research project, which has just reported its findings...

Members of the CASCADe research team with a mock-up of their proposed new bridge design

key pieces of equipment, such as ECDIS z an operation adaptive display that automatically changes the display of instrumentation, depending on the mode of operation z acaptain’s portable display, relaying key information from the bridge to bring the master ‘up to speed’ in an emergency z a handover tool, to present key information when watchkeepers change These ideas were reﬁned after further surveys and focus groups, in which seafarers expressed support for moves to improve the standardisation and integration of equipment, to improve bridge lighting and illumination — particularly at night, and to explore the idea of ‘heads-up’ displays of information on the bridge window.

From this feedback came more detailed work to develop new bridge and equipment design models — including a set of adaptive bridge displays. These include a touchscreen ‘Shared Display’ intended to aid communication and cooperation on the bridge. This tool is fully customisable and allows one screen to show multiple sources of information in whatever conﬁguration is best for a particular situation. The Shared Display also allows seafarers to graphically annotate maps, leave notes for other crew members or electronically ﬁll in checklists. Researchers also worked on ways to integrate the CASCADe console with the tools used by pilots in their Portable Pilot Units (PPUs). They developed a protocol to share pilotage routes between the PPU and the ship’s electronic charts — establishing

a link between the PPU and mirroring of information fro members to see additional da pilot. The project team investig design — including the abi console, to support work in a s evaluated concepts for four al Both the CASCADe tools a using a physical simulator (a and a virtual simulator (a sof bridge). ‘The virtual simulation p new bridge designs at the ver based purely on computat ‘By simulating human-mac to analyse information ﬂow exchange between seafarers a The ﬁnal CASCADe cons traditional displays, which ar to be taken by watchkeepers helping to improve situation The design features a ne can be used by seafarers on b situational awareness and wo voyage planning and collision The console height can b coupled with the console disp multi-function touch display alarms and checklists or to co and there is a cap over the dis wheelhouse lighting systems The project involved sev countries — including the Un BMT Group, the German bri Raytheon Anschutz, the Cy Mastermind Shipmanageme manufacturer Marimatech.

‘Innovative research t simulation, listening cross-discipline coll ideas, has produced new con the researchers concluded. ‘B cooperation and providing CASCADe has contributed tow and the improvement of efﬁc be felt by both individual sea a whole.’ g Further information on www.cascadeproject.eu

Left: CASCADe researchers filming on the bridge of a Danish ferry to assess the way crew interact with their systems and equipment

Right: CASCADe team members used simulators to test their new bridge designs and equipment and system display concepts

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February 2016 | nautilusint.org | telegraph | 23

HUMAN FACTORS

g the machines r the mariners and the bridge screens to enable the on from the PPU screen, allowing crew nal data normally only available to the vestigated ideas for improving bridge e ability to adjust the height of the k in a sitting or standing position — and our alternative bridge layouts. ols and the bridge designs were tested tor (a ship simulator used for training) (a software-based simulation of a ship on platform makes it possible to test he very earliest stages of development, putational models,’ the team noted. -machine interaction, it is possible flow and optimise the information rers and bridge equipment.’ console design features large (32in) ch are intended to enable information epers standing a few metres away — ational awareness in the process. a new kind of shared display which s on both sides of the console to share nd work cooperatively on tasks such as lision avoidance. can be adjusted, and the PPU can be e displays. The console includes two 12in isplays, which can be used to present to command specific ship equipment, he displays to prevent reflections from tems. d seven partners from five European he University of Cardiff, the UK-based n bridge and navigation systems firm e Cyprus-based shipowner/manager gement, and the Danish maritime R&D ech. arch techniques such as modelling and ening to the experience of seafarers, collaboration and forward-thinking w concepts in bridge console design,’ ed. ‘By improving communication and ding adaptive features on the bridge, ed towards the prevention of accidents fefficiency onboard — impacts that will al seafarers and the maritime world as n on the project is on the website: The Rolls-Royce Unified Bridge Design in action on the PSV Stril Luna Picture: Christoffer Furnes

Ergonomic bridge design has seafarers at its heart project to radically redesign the ship D bridge environment by putting the seafarer

Rolls-Royce has won a top award for its

‘at the heart of the process’ to create a safer, more efficient and clutter-free working space. The company’s Unified Bridge Design (UBD) — which was first installed in 2014 onboard the platform supply vessel Stril Luna — was selected as the winner of the 2015 Ergonomics Design Award, presented by the UK Chartered Institute of Ergonomics & Human Factors. The UBD was developed following a series of ship visits, onboard observation

22-23_spread_SR edit.indd 23

of seafarers at work on North Sea support vessels, and simulator tests to investigate officer interaction with equipment, identifying which functions were vital and which could be removed or merged to improve operator performance. Key features include changes to console design, colour and graphical user interfaces — with improved standards of visibility and reduced reflection. A unified software platform was developed across applications and screen sizes, with a common way of navigating across and switching between systems.

The vessel’s control levers were also given a makeover to simplify and prevent error, with motorised levers giving tactile feedback to the users. Console ‘footprint’ was reduced by combining a number of levers with similar functions — putting more equipment within arm’s reach than in traditional bridge consoles. A unified alert philosophy, enabling all bridge alerts to be silenced and handled from one panel was introduced, while emergency switches were placed in easily recognisable positions.

Alarm systems ‘impossible to use in real life’ from 50 to 150 alarms an hour, delegates at an K international conference on marine control systems were

Some ships’ officers are having to deal with anything

told. However, new industry requirements should help to combat the problem — with changes to the rules for alert management on the bridge expected to cut the number of alarms and to make it easier to deal with them. In a presentation to the two-day 2015 Marine Electrical and Control Systems Safety Conference (MECSS), Joanne Stokes, head of human factors for Lloyd’s Register Marine Consulting, said that there is ‘compelling evidence’ to show how a greater focus on human issues in the design stage would have huge benefits for safe and efficient operations. She said an alarm assessment held in the engine control room of a large cruiseship found that the engineering officer of the watch was having to respond to an average of 50 alarms an hour during normal ‘at sea’ conditions. This rose to 100 alarms an hour during port operations, and 150 alarms an hour when a boiler fault developed, she added. Some of the alarms could not be dealt with by the OOW and needed the attention of the electrotechnical officer, Ms Stokes said, and others were repeater alarms that were superfluous. Officers complained that the alarm tags used for the same pieces of equipment were different across vessels in the fleet — meaning that they had to recall and relearn the tags every time they changed ship. ‘We can see how it is virtually impossible for the engineer to attend to, understand, filter and react effectively to even a small percentage of these alarms in the time required,’ Ms Stokes added. ‘Subsequent investigation of three of the ECR-managed systems (steam boiler, oil purifier, converter drive) revealed that the alarms for these systems could be significantly reduced and more effectively presented to the ECR operator,’ she added. ‘Extrapolating this out to the many other systems managed in the ECR and across the whole ship means that there are major time and operational efficiency savings to be had by rationalising the alarms.’ Dr Peter van der Klugt, from Imtech Marine in the Netherlands, told the meeting that the use of the word ‘integrated’ in integrated bridge systems ‘does not necessarily imply a wide standardisation of visual and audible alarm indications nor minimising the number of alarms’. Indeed, he warned, the increasing amount of software makes it easier to monitor many variables — which, in turn, increases the amount of alerts. ‘Important alarms can be hidden in long alarm lists on alarm displays and, after a time of many spurious alarms, an operator may even fail to identify there is a serious problem,’ he added. Current systems mean that a single problem can cause multiple alarms from multiple locations, with different visual and audible properties, Mr van der Klugt pointed out. Help may be on hand, however, he said. The International Maritime Organisation has introduced a performance standard for bridge alert management (BAM) and it applies to all bridge equipment presenting alerts — irrespective of whether they originate in emergency systems, navigation systems or machinery systems. The BAM standards set four alert priorities which will indicate to operators the relevance of an alarm and how quickly action is required. They also set three alert categories, which indicate the lines of responsibility for dealing with alarms. ‘Introducing BAM in bridge automation has the potential to be a great relief for the navigator, if properly applied to its full extent,’ Mr van der Klugt told the meeting. ‘The bridge becomes quieter and there will be fewer — if any — high-priority alarms that will have to be immediately regarded by the bridge team.’ Standardising alert sound and alert state presentation will help officers to quickly recognise the importance of an alarm, he added, and there is no reason why the principles used to apply the system to bridge equipment should not be used to improve engine department systems. ‘Manufacturers should take responsibility for how problems detected by their systems are handled by their systems,’ he concluded. ‘They should no longer claim that their responsibility stops after having alerted the operator about a symptom. They should embrace SAM with all its possibilities and use that as guidance for how their own systems should deal with problems.’ Organised by FIGS Events on behalf of the Institute of Marine Engineering, Science and Technology (IMarEST), MECSS 2015 also covered issues including cyber-security, emerging technologies, high voltage systems, remote monitoring and hybrid power and propulsion systems.

20/01/2016 16:34

24 | telegraph | nautilusint.org | February 2016

INLAND WATERWAYS

Like many of the world’s major cities, London’s fortunes have been closely linked to a river. For years the Thames has serviced the capital, providing businesses and traders with transport links to the wider world. However, UK government statistics have charted how an increasingly small proportion of the country’s freight now moves on water and instead is transported on an increasingly congested road system. But one waste firm has been making the most of the river — and by doing so is reigniting the use of what it refers to as ‘the green highway’. ‘I think the River Thames is incredibly underutilised,’ said Andy Pike, director of Riverside Resources Recovery (RRRL) — Cory Environmental. ‘The stretch in central London is extremely busy, but as soon as you get outside the Thames Barrier there is very little river traffic at all. It’s partly to do with the lack of places on the river for people to dock or build jetties. If you want to move a lot of material into central London someone needs to pay the expense for a jetty and they can be costly.’ Andy’s firm is based in Belvedere, Kent. Waste is transported up the Thames to the site using a fleet of barges and tugs, having been collected from four sites in London: Smugglers’ Way in Wandsworth; Cringle Dock in the shadow of Battersea Power Station; Walbrook Wharf in the city of London; and Northumberland Wharf in Tower Hamlets. By burning the waste, the company is able to produce between 515,000 and 520,000mwh of electricity a year — enough to power approximately 110,000 homes. But it’s not just the conversion of waste into energy; it’s the utilisation of the river which enables thousands of vehicles to be taken off London’s busy streets.

Why waste a good natural resource? Although Britain transports an increasingly small amount of its domestic freight by river, there are some waterborne success stories. STEVEN KENNEDY hears how the Thames is being used to ease the pressure on the capital’s creaking road system…

This method of river transport has been successful in other sectors as well. For instance, Crossrail — a £15bn investment in London’s railway system and Europe’s largest infrastructure project — transported over 3m tonnes of excavated earth from across London to the Wallasea Island Wild Coast project, located eight miles north of Southendon-Sea in Essex. This excavated material has helped transform 670 hectares of farmland, an area about 2.5 times the size of the City of London, back into the coastal marshland it once was some 400 years ago. At the site, the earth has been used to raise part of the island by an average of 1.5m, creating lagoons and other wildlife-friendly features, whilst also creating a protective new sea-wall. Excavated material from Crossrail’s stations was transported to the Docklands Transfer Site at Barking Riverside before being shipped to Wallasea. Material from Crossrail’s western tunnels was transported by rail from Westbourne Park to Northﬂeet in Kent before being shipped to Wallasea.

O A Cory Environmental barge transports waste along the river Thames Picture: Media Wisdom

During 2014 alone, 620,000 tonnes of waste was transported by barge, resulting in more than one million litres of fuel being saved — 1.17m litres of marine gas in place of 2.2m litres of vehicle gas. It’s the equivalent of around 120,000 vehicles being taken off the London streets.

From one end to the other, the trip from Wandsworth to Belvedere takes around three hours to complete. In total, Cory operates 49 barges and ﬁve tugs — Damen Shoalbuster 2208s that can reach speeds of 11 knots. The barges will each carry a number of the 1,500 waste containers Cory has in its

stock, to a maximum load of 2,500 tonnes in each river transport. Once each barge has completed its journey up the river, navigating some 18 bridges along the way, it will dock at the RRRL’s specially-built deep water jetty — something Andy says has been

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.

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 Please visit our website for full details of the case. OUR FEES ARE AS FOLLOWS:

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vital to ensuring the operation runs smoothly and efficiently. ‘We have a deep water jetty that stretches out 200m into the Thames and is 270m long,’ he explains. ‘It enables us to moor eight barges around the jetty in all tidal conditions. It means we’re not tidally restricted. ‘We can pull 2,500 tonnes of waste from central London in one movement, taking all of those trucks from London’s streets. Each container gets filled at the transfer station, lifted onto the barge then sent down the river to this facility where it is taken off the barge. We double stack our containers on the barge to maximise the amount of rubbish we can transport. ‘Our tugs are designed to fit under all of the bridges in central London. On some stretches our tug captains line up three bridges in advance so they are positioned correctly on the river,’ he adds. ‘It can take around three hours to pull a barge from Wandsworth to the site, which may seem like a long time — but if you drive it, you’ll be spending about the same time on the road. By doing it our way we’re putting less pollution into the air. We’re trying to make the most of the green highway available to us.’

Since the first shipment arrived at the site in August 2012, more than 1,500 ships — operated as part of the joint venture comprising of BAM Nuttall and Van Oord UK — continued to bring excavated material to the site until the final shipment arrived in April 2015. Thanks to the use of the river routes, approximately 150,000 lorry movements were removed from London’s streets. It’s no small feat, and like that of Cory Environmental, it needs significant investment to make it possible. As part of the contract, a jetty had to be built at Wallasea Island that was large enough to take two ships of approximately 2,500 tonnes at the same time. This, along with the cost of operating the ships, saw the total contract run to the region of £50m. That sort of investment is not a drop in the ocean and shows how Transport for London (TfL) — which fully owns the Crossrail project — has recognised the importance of the river to the capital. Such investment in river resources has been welcomed by Nautilus, which has been campaigning for the past 25 years to persuade politicians and policymakers to do much more to encourage the use of inland waterways and coastal shipping for domestic freight. The Union recently wrote to Mayor of London candidate Sadiq Khan to highlight the case for measures to enhance the role of the river Thames as both an artery for transporting people through the heart of London and to harness its huge potential to take freight from roads congested with lorries.

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

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Cory’s Riverside Resources Recovery base at Belvedere, in Kent Picture: Platinum

20/01/2016 18:28

February 2016 | nautilusint.org | telegraph | 25

INLAND WATERWAYS

The Port of London Authority is seeking to double passenger numbers on the river Thames over the next 20 years Picture: Andy Wallace

Nautilus is backing ambitious plans by the Port of London Authority (PLA) to set a 20-year programme to boost passenger and freight services on the river Thames. The PLA has opened a 10-week public consultation on its Thames Vision Goals and Priority Actions report, published in December 2015, which sets out six goals and 24 priority actions that need to be taken to achieve those goals. The Authority points to the ‘huge potential for all types of river use to grow further over the next 20 years’ and it forecasts that by 2035 the Port of London could be handling as much as 80m tonnes of cargo a year and moving as many as 20m passengers on the Thames each year. While UK waterborne freight has been declining in recent decades, PLA statistics show that the volume of cargo being moved between wharves on the Thames rose to a record 5.5m tonnes in 2014 — the fourth consecutive year of growth, and a 4% rise on the 5.3m tonnes transported in 2013. The Authority commissioned an external report to assess future cargo trends for the Thames. Experts forecast that volumes could double by 2035, with unitised trafﬁc rising by up 186%, aggregates and cement up by as much as 29% and petroleum shipments down by around 10%. Some parts of the river are already operating to maximum vessel capacity at peak times, and so the PLA — which oversees navigational safety and river operations on 95 miles of the tidal Thames, from Teddington Lock, through the capital, and out to the sea — has developed its 20-year plan to transform the use of the Thames and to combat the growing strain on existing river resources. It stresses the need for continued improvements to the main navigational channels to ensure they are clear enough and deep enough to handle increasingly large ships. Noting that the River Thames is by far the UK’s busiest inland waterway — with volumes moved having increased to a record level — the consultation documents point to the strong

24-25_lon_AL_edit.indd 25

The Port of London Authority has launched a major public consultation on proposals to boost traffic on the UK capital’s great river — with forecasts that both passenger and freight numbers could double over the next 20 years…

A mix of shipping at the Dartford terminal on the river Thames Picture: Andy Wallace

strategic case for using the tidal river for transport of freight. ‘For every 1,000 tonne barge on the river, there are 100 fewer lorry movements required on the roads,’ the PLA stresses.

“

High safety standards must be maintained as river traffic increases, notes the PLA in its consultation

”

But, it warns, ‘in order to maintain inland freight trafﬁc, it is essential that wharves are available throughout the capital to get goods and material on and off the river and to maximise the beneﬁt of the river’s east to west link’. Between 1987 and 1994, more than 20 operational wharves were redeveloped with a consequent loss in cargo-handling capacity. But since 1997, wharves in the capital have been protected under planning legislation and policy, and the PLA warns that with strong demand for new

development and the resultant pressure on land in London, it is more important than ever to bring into use the remaining wharves if freight targets are to be met. ‘Continuation of London’s safeguarded wharves policy — which protects 50 wharves along the tidal Thames for the transport of goods and materials — is vital,’ it adds. ‘Equally so, reactivating safeguarded wharves that are lying dormant, with developers sitting tight, hoping that they can be turned instead into riverside housing developments contrary to established policy.’ The number of passenger journeys on the Thames has soared by 150% over the last decade and the PLA wants to double the number over the next 15 years to a total of 20m commuter and tourist trips every year. The Authority is also looking to implement a long-term pier strategy — which includes the creation of new piers at Thamesmead, Erith, Greenhithe, Swanscombe, Grays and Tilbury. The consultation documents stress the need to balance increased trafﬁc with the maintenance of high standards of safety on the river. The PLA says it will work with agencies and with operators to raise safety issues, provide improved safety

guidance, promote continuous improvement in vessel standards and encouraging improved reporting of incidents and ‘near-

misses’ to the PLA and the Maritime & Coastguard Agency. The Thames Vision project was launched in March last year,

when the public and river users were invited to contribute ideas about the river’s future. There were 226 responses to the initial ‘call for evidence’, nearly half of which were from the public, and now a second stage of consultation — due to end this month — is underway. ‘When we started this project in March 2015, we were sure there was untapped potential in this great river,’ said PLA chief executive Robin Mortimer. ‘What we’ve found, working with hundreds of people and more than 70 organisations, has surpassed our expectations. ‘The cargo port is the biggest it’s ever been and doubling the number of passenger trips on the river are great goals to aim for,’ he added. ‘We can combine this with environmental improvement and drawing more people to the river to enjoy sport and cultural attractions. This is about opening our eyes to what the great River Thames can offer right in the heart of London and the South East.’ g For more information: www. pla.co.uk/Thames-Vision.

20/01/2016 18:28

26 | telegraph | nautilusint.org | February 2016

SEAFARER HEALTH

Annamaria Dall’Anese at University College London

As far as the health and wellbeing of merchant seafarers is concerned, the implementation of information and communication technology (ICT) onboard ships is a double-edged sword. On the one hand, it can potentially lead to sensitive information about their health being passed on to their employers, thus threatening their occupational chances. But on the other hand, it can offer seafarers a level of healthcare comparable to that enjoyed by land-based communities. These are the main findings of my dissertation — The Effects of the Implementation of ICT on Merchant Marines’ Health-Seeking Practices — which I wrote as part of my studies for a MSc in social and cultural anthropology at University College London. My interest in the subject was sparked by joining a cargo ship sailing from Australia to Singapore as a passenger/English teacher in 2009. The passage, though short, gave me the opportunity to discover the social life onboard and I was particularly touched by the crew’s isolation, which is a factor related to illness in two different ways. Psychologically, seafarers’ sense of separation from friends and family can be made unendurable by sickness. More pragmatically, the financial repercussions of employees’ lack of fitness on their employers are considerable. Therefore, it can be said that maritime telemedicine is essential to today’s global commercial network, in that it maintains a healthy workforce in an industry which transports around 90% of world freight. That is why shipping companies are vigilant about their workforces’ health. But in this context, seafarers are caught between Scylla and Charybdis. On the one hand they may be tempted to hide their clinical conditions in order to keep a job that allows them to gain economic resources, which in turn contributes to their wellbeing. But on the other hand, their health may deteriorate if they conceal their medical problems. There is a risk that this inverse relationship between illness and employability may be exacerbated by the implementation of an ICT-empowered telemedicine. In fact, modern maritime telemedicine seems to focus not only on the treatment of acute or emergency cases, but also on a systematic collection and transmission of sensitive information on seafarers’ health. For instance, some ships are equipped with an electrocardiography machine onboard that regularly transmits data on the crew’s heartbeat to shore-based laboratories. Moreover, some telemedical services have now solved the problem of patchy seafarers’ clinical records with a ‘cloud’ system. This remotely stores their medical history, collected during routine examinations, and makes it available to doctors in case of telemedical consultations. There are reasons to suspect that the data gathered through these health-monitoring devices might be illicitly used as a proof of seafarers’ unfitness for work. That is why the implementation of modern maritime telemedicine can potentially lead to a situation where merchant mariners are reluctant to have themselves screened for diseases, and are consequently not as healthy as they could be. Conversely, they would not be as employable if they exposed their medical conditions. The direct relationship between health and work chances is not unique to the maritime environment:

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New and improved onboard communications systems can help crew members stay healthy, but there are drawbacks, finds ANNAMARIA DALL’ANESE, a master’s student in social anthropology at University College London… anthropological literature presents a plethora of cases where workers have to conceal their poor ﬁtness in order to make a living, thus entering a vicious circle of spiralling medical problems. My thesis proposes a shift from ‘right to health’ to ‘right to illness’ to counter this phenomenon. International regulations address seafarers’ absence, repatriation and right to care and wages in case of sickness or accident. However, it seems that the underlying principle of modern telemedicine has been an idealistic ‘right to health’ rather than a realistic ‘right to be ill’. I suggest that a shift from the expectation that crew members should be healthy to the acknowledgement that health does sometimes fail them would entail a more pragmatic approach to the management of sickness onboard. As employers could not, by any good reason, deny their employees the right to be ill, they would be pushed to dissect the notion of illness into less vague and more manageable components. My dissertation also presents a more optimistic picture of the effects of the adoption of ICT on ships. Both the formal provision of telemedicine and the informal use of personal communication devices could contribute to seafarers’ wellbeing. As far as maritime telemedicine is concerned, it should be considered that the shipmaster’s obliga-

tion to respond to a medical emergency promptly guarantees crew members an access to medical care independent from rank. As a result, it may be an equitable way of accessing medical resources, which on land are often allocated according to economic and social status. Besides, if crew members were indeed under the obligation to report their health status on a regular basis, it would be easier for regulatory bodies to get hold of this information, which could be used to enforce the rules on safety of seafarers’ work environment. For instance, accidents that in the past were disclosed only to radio-medical services could now also reach the awareness of the authorities.

Personal devices, such as mobile phones and computers, could also contribute to seafarers’ wellbeing. During my time onboard, I was impressed by crew members’ efforts to keep in contact with their loved ones at home. At that time (the voyage was undertaken seven years ago) everyone onboard received emails to a shared inbox, accessed via a communal computer. This was not a very practical solution, let alone one guaranteeing privacy. Furthermore, it was not uncommon for seafarers to call home using a different SIM card each time; one for every country where the vessel docked.

Crew communication systems can be useful in helping seafarers find out more about their own health conditions and access support on social media Picture: Danny Cornelissen

However, connectivity may have improved since then, at least for some seafarers. In fact, statistics show that personal devices are becoming increasingly widespread on merchant vessels. According to the 2015 crew connectivity survey carried out by Futurenautics Research among more than 3,000 ofﬁcers and ratings of over 30 different nationalities in various sectors of the maritime industry, the most common communication tools taken onboard are, in this order: smartphones, laptops, external hard discs, ordinary cell phones, and tablets. Considering that in the not so recent past seafarers just had paper and pen to communicate with those ashore, this is an unprecedented change. More importantly, for the ﬁrst time many personal devices are in the hands of seafarers of all ranks.

Data gathered from health-monitoring devices might be illicitly used to prove seafarers’ unfitness for work

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”

This trend indicates the potential that the implementation of ICT onboard has to empower seafarers. They can use different tools to look for and find different types of support that are much more easily available on land. For instance, they can reach out for the support of their family and friends. Although this would not directly tackle physical health, it would certainly provide psychological wellbeing, which is complementary to it. Ethnographic evidence suggests that this support may be considered as important as a doctor’s consultation by ill individuals, especially by those far from home like migrant workers. Additionally, private internet use onboard can allow seafarers to consult medical websites and online health support groups, which are already widely available to land-based communities. Patients can meet on social networks to provide each other with a type of help that complements, rather than replaces, the one given by medical facilities. For example, they can offer advice on how to deal with the daily challenges, such as dietary restrictions, caused by their condition. The informal use of ICT devices can also give seafarers a fair chance to enforce their basic rights — for instance by becoming more engaged in trade unions. This is something they find difficult to do now because of their geographical isolation. In sum, thanks to the use of ICT onboard seafarers are increasingly more ‘in the same boat’ with people ashore. To conclude, we can say that the increasing implementation of ICT onboard presents both risks and opportunities for seafarers. The main challenge is the threat that health-monitoring devices pose for the confidentiality of the crew’s medical data, and ultimately for the security of their employment. The main potential is twofold. Firstly, an ICT-empowered telemedicine can offer better medical care for those onboard. Secondly, personal devices can allow them not only to contact their loved ones, but also to align themselves with informal health-seeking practices in the past accessible only from land.

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February 2016 | nautilusint.org | telegraph | 27

MARITIME EDUCATION

‘Self-service’ route to first certificates Plymouth University is providing a ‘self-funding’ pathway for aspiring UK seafarers to train and gain their first certificates. Navigation and Maritime Science lecturer CAPTAIN BOB HONE explains how the scheme has been working…

I recently attended the joint UK Chamber of Shipping and Merchant Navy Training Board (MNTB) seminar reviewing the future of seafarer education and training. During the break-out sessions we were asked to discuss various aspects, including the recruitment and training of ratings and ofﬁcer trainees. At one point during the debate about cadet training, it was stated that UK cadet training costs for shipping companies are the second highest in the world, surpassed only by Australia. It was suggested that the training establishments should reduce their costs, or more funding should be made available from government sources. I mentioned that at Plymouth University we had a cohort of over 35 undergraduates, all self-funding on an MCA and MNTB fully accredited navigation and maritime science programme consisting of both a foundation degree (FdSc) and full honours degree pathway, leading to STCW OOW qualiﬁcation as well as the underpinning knowledge for Chief Mates and Masters. This is essentially free to the training companies and only requires a commitment of providing seatime and MCA short course costs to the student. Let me explain how we have arrived at this position. The MNTB paper Maritime Sector Foundation Degrees — Framework for the Merchant Navy (October 2005) clearly sets out the workforce development issues to be targeted by foundation degrees. These are:

At Plymouth University we have been involved with the education and training of seafarers for more than 150 years. In 2012 we were awarded the Queen’s Anniversary Prize for Higher & Further Education for providing education and research solutions for the global marine sector. After studying the foundation degree and MCA requirements we decided to re-organise our existing honours degrees (Merchant Shipping/Marine Science/Navigation and Ocean Yachting) into one package called Navigation and Maritime Science. This incorporated both the foundation degree (with the associated MCA accreditation and learning outcomes) and the full Bachelor of Science honours degree (BSc). All of the MCA learning outcomes are met in the first two years of study (the foundation degree) and students can, if they wish to, go on to complete the honours degree — the final year — in their own time. Alternatively, students could enrol for the three-year Navigation and Maritime Science (NMS) BSc degree with a prospect of using it to work within the maritime sector ashore. The first two years of both courses are identical in all respects, saving that sponsored students are able to go to sea as part of the work-based learning module. The students are expected to fund themselves for the degree at the cost of £9,000 a year, which does not include the basic STCW courses or seatime. The levels of achievement required between the academic and professional bodies varies between modules and specific pieces of assessed work. Robust recording of student achievement determines whether the student is still eligible for the MCA accreditation at the end of the first year. It should also be noted that all students’ attendance is monitored and recorded. This is to ensure that at least an 80% attendance is achieved.

Plymouth students using the full mission bridge ship simulator Picture: Lloyd Russell

z re-building and maintaining the UK maritime skills base z adding value to seafarers’ skills z management development z recruitment and career progression The paper states that ‘foundation degrees for the Merchant Navy are intended to attract more young

people of high calibre to start a worthwhile and rewarding career in the maritime sector through high quality training programmes leading initially to employment at sea, but also providing the basis for employment in a wide range of occupations ashore where sea-going skills and expertise are in demand’.

We are pleased to say that our student numbers have been better that expected. We have found that certain shipping companies have been happy to enrol their trainee ofﬁcers straight onto the full BSc, while other companies chose the foundation degree. In terms of the numbers following the ‘mixed mode’ of funding, in 2014-15 we had two at stage 1 and six at stage 2 getting sponsorship. So far in 2015-16 we have 14 stage 2 students getting sponsorship whilst at university, and eight stage 1 students were being interviewed in January. All these are ‘sea-time only’ and are paying for their degree via student loans. Several of our students have progressed into the offshore yachting industry and are now involved with international yacht racing at different levels, from competitors to organisers, and this sector is one that is becoming more popular with the students. RYA/MCA accreditation remains one way of entering the superyacht industry without having to have ‘gone to sea’ on a merchant ship. What is encouraging is that shipping companies are approaching us for ofﬁcer trainees. Training managers are realising that we have a pool of motivated, intelligent undergraduates wanting seatime to obtain the professional accreditation in addition to their degree (FdSc or BSc). They are able to check the students’ academic records, and interview them on campus. Of course the students are well motivated and excited with the prospect of going to sea — and for some it’s exactly what they want, having applied but failed to get sponsorship previously. We hope our new approach will provide an alternative route for the funding of UK seafarer training and education, with our graduates entering the maritime industry in line with their aspirations and at no cost to the shipping companies.

INTRODUCING THE...

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We are currently seeking additional Training Consultants to join our expanding team. We are offering the right candidates a great package.

20/01/2016 14:05

28 | telegraph | nautilusint.org | February 2016

MARITIME COMMUNITY

Different generations, same passion Sea Cadet member Samuel Adams, hearing about his new friends’ working lives at sea

The participants in the question and answer session were: John MacDavitt, a retired Merchant Navy seafarer who now lives with his wife at the Trinity House Hub at Mariners’ Park; Neal O’Hara, previously an electronic warfare expert in the Royal Navy and now serving as second mate on the ERRV Ocean Ness; and Samuel Adams, from the Birkenhead Sea Cadet Unit. The following is an edited transcript.

SEAFARERS UK: Neal, what led you to join the Royal Navy, then subsequently the Merchant Navy, and what was it like the ﬁrst time you went to sea? NEAL: I was a young boy. I wanted to join the forces. The Royal Navy appealed to me, so I joined when I was 18 and I’ve been at sea all my life since then. I did 12 years in the Royal Navy, travelled the world, met some amazing people, went to

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Next year marks the 100th anniversary of the leading maritime charity Seafarers UK. As part of its centenary programme, the charity is fundraising for three key projects under the theme of ‘Supporting Seafarers: Past, Present and Future’ — one of them being Phase 2 of the Trinity House Hub at the Nautilus Mariners’ Park welfare complex. To launch the programme, the charity visited the Hub to speak with ‘past, present and future’ seafarers… some amazing places. The first time at sea was probably not the best day in the world, but it wasn’t too bad either, and I just got used to it from there. But after 12 years I decided to leave the Royal Navy and I came out looking for a job. When I couldn’t find one I turned to the Merchant Navy, and I’ve been working in the North Sea for the last 21 years now. SEAFARERS UK: John, when did you first go to sea and why? JOHN: In 1947. Before that, as a young boy, I had always been messing around on my father’s cabin cruiser, an old converted Scottish fishing boat. We used to go to Rothesay, the Cumbraes, the Isle of Arran to go fishing, and I was allowed to take the wheel. Then I said to my dad one day, ‘I would like to go to sea.’ He looked at me and he said, ‘It’s not an easy life, you know.’ I said, ‘I still want to give it a go.’ I wanted to study navigation, but I failed; I was colour-blind, so that was out. Then I said to him, ‘What about engineering? But I need an apprenticeship.’ So I got an apprenticeship with Scotts Shipbuilding and Engineering Company and I did two-and-a-half years there. Then I decided I’d like some steam experience, and I went to another company called Rankin & Blackmore, who built triple-expansion engines, so I had a good grounding. And during that period I was at night school and day release. That’s how it all started. SEAFARERS UK: Samuel, what got you interested in the Sea Cadets, and what has been your best experience so far? SAMUEL: I joined it because I wanted to make new friends and I always liked sailing and the water. I saw it as a good opportunity to have a go. My best experience was probably when I went offshore on TS John Jerwood with all my friends. I just enjoyed being at sea. SEAFARERS UK: John, what were your hopes and fears when you first started your career? JOHN: I started with Esso and joined my first ship in Cardiff Docks. She was called the Missionary Ridge. In those days, Esso had a black funnel fleet and they were T2s built in America. When I got to the dry dock, this ship looked enormous; it was about 14,000 or 15,000 tonnes. I had to check in with the second engineer, and the first job he gave me was, ‘Go down that tank.’ When I looked down, I thought there was no bottom to it; it was so deep. Of course, I did as he asked and came out later black and filthy. Then I was transferred to a ship called the Esso Birmingham. She was a T2 running between Fawley and the Persian Gulf, but I had an accident, and when I went home I thought, ‘I’m young. On tankers you don’t see very much.’ I wanted to see as much of the world while I was single, so I moved to Salvesen’s of Leith

and went to the Antarctic, and that was an amazing experience. SEAFARERS UK: Neal, you’re still in the middle of your career, but what are your happiest memories of being a seafarer so far? NEAL: I‘ve just had that many good times while I’ve been away, especially when I was in the Royal Navy with the lads. You do lots of different things, crossing-the-line ceremonies, and you go through these amazing places; the Suez Canal, Panama Canal, going round the Magellan Straits. I’ve just had wonderful experiences all round; you couldn’t really put your ﬁnger on one and say, ‘That’s the best.’ I suppose I’m lucky in that respect. And what were your hopes and fears when you started out? NEAL: To be honest, I just wanted to go to sea. In the Navy we went away, did our jobs, worked hard — really hard. Then sometimes you had the time to kick back and relax, going out on the upper deck at 6 o’clock at night in the middle of the Mediterranean, with a cup of tea in your hand, thinking, ‘Got to be better than working in an ofﬁce, this.’ When I joined the Merchant Navy, I was glad because I do enjoy being at sea. It’s a bit of a bind being away from your family and your loved ones, but it’s what you’ve got to put up with if you want to do what you’ve chosen to do.

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I was on tankers, but I wanted to see the world, so I switched to Salvesen’s and went to the Antarctic, which was amazing

”

Nautilus Mariners’ Park resident John MacDavitt SEAFARERS UK: Samuel, have you had any particular moments with the Sea Cadets that really stick in your mind? SAMUEL: When I was on John Jerwood, a power vessel, it was really windy and choppy. It was dark too because it was so cloudy, with thunder and lightning outside, and I was quite seasick. It was good too, but when you keep going you lose it a bit and so you’re getting scared. It’s not very nice. SEAFARERS UK: John — any particularly worrying times whilst you were at sea? JOHN: The scariest time I ever had at sea was in the Antarctic, when the ship called the Southern Opal

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MARITIME COMMUNITY was struck with a growler, which is an iceberg. She was strongly built, but it was as if somebody had gone along with a knife, and then water started pouring into the engine room. Fortunately, we weren’t too far from South Georgia at the time, so to keep the engineroom from flooding, they shut the main sea valve and used the water which was pouring into the bilges for cooling the engines and that kept the water at a certain level. The deck officers had a tarpaulin into the sea to try and stop the volume of water coming in, and we limped back with another ship assisting us to Leith Harbour, where it was all welded up again. That was an experience I’ll never forget. It’s a place I love, the Antarctic, but you’ve got to be a certain type of person to go there, because you’re away for 12 months. There were no ladies in the Antarctic, and the ships are dry. I was lucky; I fitted in very well and I’m a person that likes my own company, so I very seldom got bored. In fact, I actually saw one lad jump over the side in the Antarctic. They were lucky to get him out alive. He had been married just 16 months, and thought he would go to the Antarctic and save some money, but he didn’t realise how lonely it was. SEAFARERS UK: Neal, you’re in the North Sea on a regular basis; have you had any difficult experiences? NEAL: When you’re away in the North Sea during the winter, it can get pretty monotonous when you’re getting pounded by the weather all the time. Just last year we were on a ship going to Norway to crew change. We were due there Thursday afternoon and we didn’t get there until late Saturday because the weather was just so bad. There’s other times when it is just not safe to turn the ship. And then it’s usually about 12 hours before you can turn round and come back again. I think the weather is the worst thing about it, but if you can manage the weather, and you’re not seasick, it’s a great career for anybody. SEAFARERS UK: Samuel, do you think you might like to pursue a career in the Royal Navy or the Merchant Navy? SAMUEL: I have thought about joining the Royal Navy or the Merchant Navy. I don’t know which one. I enjoy engineering and things like that so I wouldn’t mind going to sea and doing engineering. Either that, or weapons engineering; that would be a good choice. I do get a bit seasick but I like to be at sea and just be away, I guess. Listening to John and to Neal, do you think the experience of being a seafarer might change in the future? SAMUEL: I think it will change because it will probably get easier in some respects, as technology moves on. It won’t be as hard as it was to be a seafarer. SEAFARERS UK: John, what do you think the impact of your career choice has been on your life? JOHN: I saw many places in the world, especially in the Far East and down as far as Australia, the Antarctic, Brazil and places like that. I saw how other people lived and it made me appreciate how lucky we were with democracy, because I’ve been through some funny situations in my life. And it taught me to think for myself. You’ve got to stand on your own two feet when you go to sea, because it can be very tough at times. My generation was lucky. I think that was the best time to go to sea, because if you’d had a bad time and you went to

Neal, Samuel and John enjoying being out on one of the Hub’s balconies All Pictures: Seafarers UK

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The only time the public noticed their goods were coming by sea was when a new PlayStation couldn’t be launched because the ship carrying the boxes was delayed in the Suez Canal

”

ERRV Ocean Ness second mate Neal O’Hara port, when you were off duty you could go ashore and do whatever you wanted to do. I ran to India for seven years, and I learned a lot about India. I joined a company called Brocklebanks of Liverpool and I had some very, very happy days. There was a captain called Captain Kinley and I have never met a man like him. I think he was the only captain I ever called Sir, all the rest I called captain. He never passed anyone on deck without

saying, ‘Good morning’ or asking you, ‘How are your family?’ and that went down very well. The chief engineer, he was very strict but fair. He used to come into the engineroom wearing white gloves and if the handrails were dirty he let you know all about it. If you worked hard, he praised you. If you didn’t he told you off. There were bad ships as well, but I remember the good times and I never looked back. SEAFARERS UK: John and Neal, how do you think starting a career at sea today will compare to what you have experienced? NEAL: We’ve got guys I sail with, a little bit younger than John but they’re from that era as well. They had the good times when they could go ashore somewhere and they’d go and look at the history of the place. With the security issues now, the lads just can’t do it these days. We can see across the river, where they’re building a new container port to take bigger ships — but the guys onboard aren’t going to get much chance to visit Liverpool. They just don’t get the time. As soon as the containers are gone, sometimes they’re letting the ropes go while they’re still cleaning up. These days the jobs are there for them if they need them, but they’re not going to have as much enjoyment as they used to do years ago. JOHN: I get very concerned about young people going to sea today. When I was on, say, a Brocklebanks ship, there were 70 men in those days. Today, you have 150,000 ton ships with 24 men. I was on one of the ﬁrst tankers with an unmanned engineroom. Each engineer had a computer and it worked it all out for you, how much fuel each cylinder was burning, which cylinder to adjust, the fuel pumps. The whole thing had changed. All seafarers seem to do now is eat, work and sleep. Oh, they put all fancy televisions aboard, they put computers aboard, but you need to get off the ship and relax. Safety is going to be a big, big factor. SEAFARERS UK: Samuel, do you think people understand what a seafarer is and how important the sea is to the UK? SAMUEL: I think my friends would know what a seafarer was to a certain extent. They’d know it was something to do with the sea, but I don’t think a lot of people know how important the sea is to Britain. They don’t think about things like that enough in the sense of how all the cargo is coming in, they just know it gets here and they’re ﬁne with that.

Neal O’Hara and John MacDavitt mull over their careers in one of the Hub’s cosy lounges

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SEAFARERS UK: John, do you think that the general population has lost sight of what being an island nation is about? JOHN: The trouble is, we’ve virtually no Merchant Navy left. You take the River Mersey: I bet 99% of the ships that sail up here are all foreign ﬂags and you might have 24 men all with different

languages. For a nation island without a Merchant Navy, it’s sad. I personally think seafarers have been badly treated in this country. Imagine, the war ﬁnished in 1945. We lost about 35,000 men, maybe more, and yet it wasn’t until the year 2000 that we were allowed to march past the Cenotaph. What does that say? SEAFARERS UK: Neal, do you think some of the newer maritime industries might be helping to change people’s perceptions at all? NEAL: I think everyone knows of the growing offshore industries, the windfarms, and there are a lot of research and survey vessels. Sam mentioned that his friends know a bit about the sea. But a good few years ago, they had to delay one of the new PlayStations from getting launched because one of the ships that was carrying them was delayed in the Suez Canal. That’s the only time I know of when a lot of people thought, ‘Well, why is it coming by ship?’ Most people just take it for granted and they don’t realise the percentage of everything we use on a day to day basis that comes in by sea. SEAFARERS UK: John, what word of advice would you give to anyone who was thinking of becoming a seafarer? JOHN: I would look into it very thoroughly. First of all, I would ask the company: ‘What are the conditions? Is there any social life? How often do I get home?’ Last of all would be the salary. Social lives are so important to seafarers when you’re cooped up in the tin box. If you’ve got a good master and a good chief engineer, you’ve usually got a happy ship, but if you have awkward people, it can be very miserable. SEAFARERS UK: Neal, any advice for someone wanting to join the Royal Navy or the Merchant Navy? What should they think about before going to sea? NEAL: Being an 18-year-old joining the Royal Navy, and still having friends to this day in the Royal Navy, I would say, ‘Do it.’ It was the best experience I had in my life. You can still move on to something else. You can always look back and say, ‘I tried it, I didn’t like it,’ but I’ve got friends who have done 35 years in the Royal Navy. A life at sea is an enjoyable life, but the other side is, these days, it’s slowly being taken away — not the life at sea, just the life around it. SEAFARERS UK: Samuel, what do you think is the most important thing you’ve learnt through being in the Sea Cadets? SAMUEL: I think, probably, the most important thing I’ve learnt is about how important the sea is and how it does affect everything. It’s good to have all your different qualiﬁcations, things like that, but I’d say the most important thing to learn is how important the sea is to us.

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30 | telegraph | nautilusint.org | February 2016

OFFWATCH ships of the past by Trevor Boult

50 YEARS AGO

The ﬁrst, in 1666, reportedly started F when the baker to King Charles II failed,

The recommendation made by the Wreck Commissioner who presided over the Gannet/Katharina Kolkmann inquiry that shipping companies should dismiss ‘mariners’ who proceed at immoderate speed in fog has been referred by the Board of Trade to the shipowners for comment. An assurance has been received from the Board that, should they consider any official action is required to implement the recommendation, the MMSA will be consulted beforehand. In such circumstances, MMSA members — and, as always, non-members — can be assured that everything possible will be done to protect their interests in what is potentially one of the gravest situations ever to confront shipmasters, demonstrating the need for masters to have an association bearing special responsibility for their collective representation MN Journal, February 1966

London has had two ‘Great Fires’.

essentially, to turn off his oven. The second conflagration occurred by design, during the London Blitz of WW2. In late December 1940, one of the most devastating bombing raids by Germany focused on the City of London. The level of destruction by explosive and incendiaries affected a greater area than the first fire. Throughout the Blitz, desperate firefighting was the norm. On the River Thames, regular fireboats were supplemented with a mixture of modified craft, fitted with firepumps. The river provided a ready source of water when fire-mains in the city were compromised by bombing. During the infamous ‘Second Great Fire of London’ prime minister Winston Churchill had sent word that St Paul’s Cathedral should be protected at all costs, as it would be a civilian morale booster. Fire services were concentrated at the cathedral. This reportedly generated intense anger at the time, given that hundreds of surrounding offices and warehouses were left to burn. Although as vulnerable as any other building, the cathedral remained unscathed. On this occasion Thames water again proved invaluable. The fireboat Massey Shaw contributed pumping power and has been described as ‘the little ship that helped save St Paul’s’. This vessel was named after Sir Eyre Massey Shaw, first chief fire officer of the Metropolitan Fire Brigade. He introduced modern fire-fighting methods to the brigade, and greatly expanded the number of stations. He is also noted for his adoption of the famous brass helmets, and his former home in Southwark now houses the London Fire Brigade Museum. The fireboat Massey Shaw was built in 1935 by White’s of Cowes, Isle of Wight, and served the London Fire Brigade until decommissioning in 1971. She was commissioned by London County Council, which requested that her design must allow her to go under all the bridges of the Thames and her tributaries at any state of the tide. The cost to build the vessel was £18,000. In 1936 she attended a major warehouse fire at Colonial Wharf and is credited with saving £2m of stock. In WW2, Massey Shaw was the only fireboat to take part in Operation Dynamo, the evacuation of Allied soldiers

25 YEARS AGO

Fireboat Massey Shaw: the little ship that saved St Paul’s from the beaches and harbour of Dunkirk, and made three separate trips across the Channel to Dunkirk over a period of several days, taking more than 500 troops from the beaches to the safety of larger troopships anchored in the Channel. In the 1960s, Massey Shaw became a reserve boat, new vessels having taken over ﬁrst-line duties. In 1980 the vessel was discovered abandoned in St Katherine’s Dock, adjacent to Tower Bridge. Concerned individuals lobbied the Fire Authority to save the historic craft. Two years later the Massey Shaw & Marine Vessels Preservation Society was founded and the former ﬁreboat was given to the organisation on a 50-year lease. In 1985, after an absence of 20 years, Massey Shaw joined the Association of Dunkirk Little Ships (ADLS) on their periodic ‘Return to Dunkirk’. In 1990 Massey Shaw sank close to the Fire Brigade headquarters at Lambeth, undoing years of painstaking work. Phoenixlike, she was salvaged and restoration began anew. In 1991 she was seaworthy again and ready to attend the ADLS 50th anniversary return to Dunkirk, at which a Dunkirk crew member coincidentally met up again with

one of the soldiers rescued. In 2002 the Society gained full ownership of the vessel and the Channel 4 television programme ‘Salvage Squad’ screened a film of the restoration of Massey Shaw’s starboard engine, fire-pump valves and timber rubbing strakes. Two years later a sequel showed the completion of the engine restoration. Sadly, only a short time later, Massey Shaw suffered not inconsiderable vandalism. The Heritage Lottery Fund granted £500,000 for a schedule of restoration works and the creation of an education project based on archive material. A four-year restoration began in 2009 at South Dock Marine, Southwark. In April 2015 the Society officially re-launched Massey Shaw back to the River Thames. The following month she once again returned to Dunkirk as part of the 75th anniversary of Operation Dynamo. The Massey Shaw Education Trust provides, amongst other things, a unique opportunity for school groups and students to experience a day-in-the-life of a 1930s fireboat on the River Thames. Today the river is still provided with high-speed dedicated fire and rescue craft.

Telegraph prize crossword The winner of this month’s cryptic crossword competition will win a copy of the book Scottish and Manx Lighthouses by Ian Cowe (reviewed on the facing page). To enter, simply complete the form right and send it, along with your completed crossword, 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.

10 YEARS AGO The failure of many flag states to properly investigate serious shipping accidents means vital safety lessons are not being learned, NUMAST warned at a top-level conference last month. In a keynote opening speech to the Royal Institute of Naval Architects meeting, senior national secretary Allan Graveson said the causes of the vast majority of minor accidents and many major casualties are not investigated and published by flag states. As a consequence, significant opportunities for learning lessons, assessing trends and rectifying serious safety shortcomings are being missed. Mr Graveson told the conference that the blame culture is starting to take over from the prevention culture, and there is a need to ensure that independent investigations into accidents should take precedence over any criminal prosecutions. Advances in underwater technology mean that no wreck should now be beyond location and examination, he added The Telegraph, February 2006

THEQUIZ 1

biggest orderbook for new cruiseships? 4

Roughly how many LNG carriers are there in the world fleet with a capacity of 200,000 cu m and above?

Which company is the biggest Greek containership operator?

Almost 700,000gt of new ships are on order at Dutch shipyards. What is the most common vessel type in the orderbook (in numerical terms)?

There are presently 517 cruiseships in service in the world fleet. What is their approximate combined passenger capacity?

Which classification society is the world’s oldest, and when was it founded?

Which shipbuilder had the

J Quiz answers are on page 42.

Name: Address:

Telephone:

Membership No.:

Closing date is Friday 12 February 2016.

QUICK CLUES 1. 5. 9. 11. 12. 15. 16. 18. 19. 21. 24. 25. 26. 27.

Across Dog (8) In a form (6) Arithmetic (9) Artefact (5) Locking device (12) Hero (4) Reactive (10) Crucible (7,3) Daze (4) Magnifier (12) Doolittle girl (5) Hoodlums (9) Seal (6) Battlefields (8)

1. 2. 3. 4. 6. 7. 8. 10.

Down Karenina girl (4) Alike (4) Bird (6) Unearthed (13) Timepiece (8) German lands (10) Waning (10) Rank (5,8)

13. 14. 17. 20. 22. 23.

Butchers (10) Such fun (10) Wine (8) Give it (6) Broad (4) Ophidians (4)

CRYPTIC CLUES 1.

30_offwatch_SR edit.indd 30

Special anti-pirate patrols in Brazil have been called for by the Dutch government after an armed attack on a Dutch merchant ship anchored off Salvador de Bahia. Some of the Dutch officers and Filipino ratings onboard the refrigerated cargoship Pacific Lily were injured when shots were fired by the eight pirates who mounted the raid. The vessel’s stores were stolen by the gang. Prompted by maritime unions, the Dutch government protested to Brazil about the incident and called for a range of measures to prevent repeat attacks. The Dutch seafaring union FWZ has demanded an inquiry into reports that it took more than 90 minutes before police could be reached and a further four hours before medical help arrived The Telegraph, February 1991

11. 12. 15. 16.

Across Reject suggestion sudden spell of illness may be linked to feathers (4,4) Light dimmed as brief commercial slotted into middle of performance (6) IT magnate following Indian capital, we hear, for attendees at 16 (9) Flight a singular result of atmosphere on the street (5) Lines made to converge, without precedent (12) Start with heavy metal (4) Gathering of those sharing an interest in a pear ... (10)

18. ... dessert centre, honey (10) 19. Concocted ruse to identify drug taker (4) 21. From the look of Norman’s refit he’s pushing the boundaries (12) 24. Finished before end of August, it’s plain to see (5) 25. Grows on trees, floats on seas (9) 26. From somewhere in France the exam is to hate (6) 27. Debris, it rusted badly (8)

Down ‘There is a --- in the affairs of men / which, taken at the flood, leads on to fortune’ (Julius Caesar) (4) 2. ‘Where is thy leather apron, and thy ---?’ (Julius Caesar) (4) 3. A tip perhaps on finishing smoking (3-3) 4. Feeling grumpy, changes in Idaho’s weather may have been too much to bear (4,1,4,4)

6. Sleuths in disguise have an innate right to find pushers (8) 7. Nazi units followed time limit as a lethal quality (10) 8. Fed up with globalisation? (5-5) 10. Rod and some more broken ones to rent in County (13) 13. Without which photographers would be in the dark over deluge, it’s so quick (5,5) 14. Being evil, one gender would be particularly aggressive if I were included (10) 17. Legislation for solid public figures includes a cut familiar to butchers (8) 20. Plunging it into the deep fryer one should first take a guard (6) 22. ‘--- back with speed, and tell him what hath chanced’ (Julius Caesar) (4) 23. ‘Beware the --- of March’ (Julius Caesar) (4) J Answers on page 42.

20/01/2016 16:35

February 2016 | nautilusint.org | telegraph | 31

MARITIME BOOKS

When maritime art reported the news Art and the War at Sea Edited by Christine Riding Lund Humphries, £40 ISBN: 978 18482 21680 media and digital photography, K it’s easy to forget the traditionally

In these days of rolling news, social

significant role of the war artist — and the particular importance of those who painted conflict at sea. But this marvellous book not only delivers a powerful tribute to the remarkable artwork produced during the First and Second World Wars, but also provides an equally strong appreciation of the importance of the maritime sector in both conflicts. Produced to mark the centenary of the start of WW1 and the 70th anniversary of the end of WW2, the book is published in association with the National Maritime Museum (NMM) — which last year opened a new permanent gallery entitled Forgotten Fighters to raise awareness of the

Decent history of RN (with a little space for MN matters) A History of the Royal Navy: Empire and Imperialism By Daniel Owen Spence I.B.Tauris, £20 ISBN: 978 17807 65433 was pivotal to the nation’s K remarkable success in creating an Britannia ruling the waves

empire that accounted for around a quarter of the Earth’s landmass and one-fifth of its population. This fascinating book — the latest in a series charting the history of the Royal Navy — examines the ways in which British maritime power evolved from the 16th century into the vision stated by Sir Francis Drake — ‘Whosoever commands the sea, commands the trade; whosoever commands the trade of the world commands the riches of the world.’ The author explains how ‘gunboat diplomacy’ emerged from the British battles to dominate the sealanes by defeating Dutch and Spanish rivals. The importance of merchant shipping is repeatedly highlighted — not least in the

31_books_SR edit.indd 31

neglected role of shipping between 1914 and 1918. The book makes excellent use of works in the museum’s collections — some of which are published here for the first time — and of its in-house experts, who have written the insightful dozen essays which form its backbone. In the opening section, editor Christine Riding explains the significance of the war at sea, as well as the challenges faced by the artists seeking to portray the realities of maritime conflict. The written contributions from seven NMM curators provide a diversity of knowledge and perspective — ranging from naval battles to prisoner of war camps, daily life above and below deck, and the personal backgrounds of some of the most notable maritime war artists (including several who had served at sea, such as radio officer John Kingsley Cook). Merchant shipping and merchant seafarers get plenty of recognition in the

way that measures such as the Navigation Acts of 1660 and 1663 cemented the trading bonds between Britain and the colonies, while also requiring that threequarters of ships’ crews should be English. But this very readable book offers much more than an account of strategic imperialism. It explores the political and cultural aspects of British naval expansion, including slavery, piracy, exploration, and the public perceptions of ships and seafarers, noting how these all played a part in shaping today’s globalised society. As a Royal Navy history, it’s perhaps not surprising that the focus on the ‘grey funnel line’ is so strong — but civilians may feel that the book somewhat downplays the parallel role of merchant shipping over the period under study, even though the conclusion notes how the expansion of the merchant fleet ‘increased the quality, quantity and experience of British seamen who could reinforce the Royal Navy’s ranks during wartime’.

book, with one section devoted to the loss of the Lusitania and another essay exploring the differences between the Royal and Merchant Navies — neatly summed up in contemporary quotes. Rear Admiral Sir Kenelm Creighton said that ‘the men sailing under the Red Ensign felt that they were the only real sailors and the sailors who manned our warships were a bunch of softies’, and Captain LS Saunders, who served in the convoys, wrote: ‘My admiration for the sheer grit of these merchant seamen deﬁes description’. One especially interesting essay concerns Merchant Navy ‘comforts’ — an extension of the British Ship Adoption Society, under which schoolchildren corresponded with the crews of ships they had linked with, and which at one time had as many as 7,000 knitting groups around the country sending parcels of socks, sweaters, hats and gloves to seafarers. Another fascinating section examines the war memorials erected

New decade for McCall’s niche ship nostalgia Coasters of the 1970s By Bernard McCall Coastal Shipping Publications, £17 ISBN: 978 19029 53748 fwww.coastalshipping.co.uk been seen in various guises K over the years and, in Coasters of

Coastal trading vessels have

in honour of those who lost their lives at sea, including the striking sculptures on the Merchant Navy memorial at London’s Tower Hill. The book has more than 160 illustrations from the NMM collections — some of which are used across two pages — and features not just paintings, but also posters, photographs and memorabilia. This works notably well in a section dealing with ‘dazzle ships’ — the striking camouﬂage patterns that sought to bafﬂe U-boat crews and

the 1970s, author Bernard McCall showcases what one particular era had to offer for such ships. In just over 80 pages, this latest instalment of a series which also includes Coasters of the 1950s, Coasters of the 1960s, Coasters of South Wales and Coasters of South Devon presents the ships of the 70s, with every page dedicated to a detailed description of an individual vessel. Using high quality photography, each image is accompanied by a caption giving the reader a background of the ship’s history and, in some cases, of the yard where it was built. The book draws together profiles of each ship from a number of different contributors and includes 83 individual colour photographs. A brief page-long introduction also gives a concise history of the craft during the decade in question. Bernard McCall has produced more than 20 maritime books over the past two decades and his passion for the subject is evident. He established Coastal Shipping magazine in 1994 and, with his

wife Doreen, runs a busy publishing company that specialises in general transport books.

Heyday of sea travel, when all classes crossed the oceans Post-War on the Liners By William H. Miller Fonthill, £18.99 ISBN: 978 17815 53596 Miller notes in the introduction K to this book the way in which the Prolific maritime author Bill

social and economic upheaval caused by the Second World War opened up a new era of passenger shipping. Out of the dust and rubble of conflict there emerged a new confidence among shipping companies, rebuilding their fleets

Caledonian icons shine in vibrant photo collection Scottish and Manx Lighthouses By Ian Cowe The Northern Lighthouse Heritage Trust, £20 ISBN: 978 09567 20917 fwww.nlb.org.uk takes the reader around K the coasts of Scotland and the

A beautiful, glossy book that

Isle of Man, Scottish and Manx Lighthouses captures some wonderful images of these iconic buildings. Spanning almost 200 pages,

the books sees author and photographer Ian Cowe capture a host of different lighthouses from areas ranging from Shetland and the Outer Hebrides to the southwest of mainland Scotland and Arran. High quality imagery showcases ases both the beauty of the coastline in the Scottish area, as well as the vital role these lighthouses play in the lives of those both on land and at sea. Ian Cowe — a lecturer at the Robert Gordon University who has

held an interest in lighthouses from an early age — took to the land, sea and air to photograph his subjects from a multitude of angles, and his skills with a camera are evident throughout. Each lighthouse pictured is accompanied by a wealth of information detailing its

which were linked with the cutting-edge Vorticist art movement. It’s often said that shipping is ‘out of sight and out of mind’ — but this high-quality publication celebrates the work of artists who did much to make the public aware of the strategic signiﬁcance of shipping, and offers insightful analysis of an important aspect of British social and cultural history.

history and operational status. The book is well researched and tells the story not only of the lighthouses themselves, but also of the trials and tribulations of the keepers who manned these inspirational sentinels of the sea.

and meeting rising demand from not just the wealthy and glamorous travellers, but also from the many people emigrating to new lives. This book follows Miller’s tried and tested formula of mixing concise and informative text with a wealth of illustrations, including photographs and paintings of notable ships, posters and promotional material, and even menus and sailing schedules. He also makes good use of firstperson accounts from passengers and crew members, which add to the highly evocative and nostalgic feel of the book and help to explain how so many of the ships of this era gained such strong public affection. The book canters through the nnotable fleets and ships on key rroutes, such as the North Atlantic, LLatin American, African and Indian sservices, as well as the remarkable ‘migrant’ trades to places such as ‘m SSydney and Auckland. Along the way, there are some remarkable w sstories — such as the hijacking of a Portuguese passengership in the 11950s or British seafarers bringing pparrots and monkeys back from Brazil. B Although it clocks in at under 1100 pages (and many of those are ffull of pictures), the book avoids a concentration on the glamour sships and manages to make good mention of many of the lesserm kknown passenger services, such as Booth Line, Anchor Line, Fyffes Line’s B Golfito, Royal Mail’s Amazon, and G SSitmar Line’s Fairsea.

Savings on all books Nautilus members can buy all of these books at a whopping 25% discount at www.marinesocietyshop.org. Just click on the ‘Books of the month’ button.

20/01/2016 15:23

32 | telegraph | nautilusint.org | February 2016

NL NEWS

Volg ons op Twitter Nautilus International en FNV Waterbouw In deze rubriek worden steeds vakbondszaken belicht, waarin Nautilus een actieve rol spelen ten behoeve van haar leden

Levendige discussies tijdens Nautilus gastles STC Zwolle International op bezoek bij het C Deltion College in Zwolle om daar Onlangs was Nautilus

een gastles te geven aan bijna 70 MBO studenten, uit verschillende jaargangen, van de STC-Group. De STC-Group is verantwoordelijk voor het Zeevaart onderwijs op deze school. Docent Els Wessels: ‘We vinden het belangrijk om onze studenten kennis te laten maken met Nautilus, zodat ze zich kunnen laten informeren over de rol van een vakbond. De groepen waar we dit nuttig voor vinden zijn: niveau 4, vierde jaars, niveau 4, tweede jaars, niveau 3, tweede jaars en niveau 3, eerste jaars. In het volgend seizoen gaan we ook starten met een Binnenvaart opleiding.’ Belang van een vakbond

De gastles werd gegeven door Aike Cattie, Nautilus Council lid, Carl Kraijenoord, Nautilus bestuurder Binnenvaart en Hans Walthie, Nautilus communicatieadviseur. Onderwerpen als ‘Nut en noodzaak van een vakbond’, ‘Rechten en

plichten bij stages’ en ‘Wat is een cao?’ werden toegelicht en zorgden voor levendige discussies. Zowel tussen de studenten en de Nautilus gastdocenten als tussen studenten onderling. Sommige studenten vonden dat een vakbond overbodig is en te duur (redactie: studenten betalen €3,35 per maand contributie en ontvangen hiervoor SWZ Maritime en het Nautilus maandblad de Telegraph). Anderen zagen weer wel het belang van een vakbond in, met name ook op het gebied van juridische ondersteuning bij een eventueel arbeidsconflict. Vervolgens presenteerde Aike Cattie een aantal praktijkvoorbeelden, gebaseerd op haar eigen ervaringen als kapitein. Vooral het verschil tussen goede en slechte leef- en werkomstandigheden aan boord werd hierin belicht. Steeds weer prikkelde zij de zaal met vragen als ‘Wat zou jij doen in zo’n geval?’, ‘Zou jij het de kapitein melden als je een onveilige situatie aan boord ziet?’, en ‘Zou jij als stagiair genoegen nemen met slecht eten?’

Dit keer gaat het over: Pensioenen U werkt eén dag per week voor uw pensioen

Eén van de belangrijkste arbeidsvoorwaarden die een werknemer heeft, is het pensioen. Ongeveer 1 dag per week werkt u voor de opbouw van uw pensioen. De afspraken over de inhoud van uw pensioenregeling worden gemaakt tussen Nautilus en FNV Waterbouw(onderdeel van Nautilus) en de werkgevers in de diverse maritieme branches. Het betreft niet alleen de opbouw van het ouderdomspensioen, maar ook het nabestaandenpensioen, de opbouw bij arbeidsongeschiktheid, het indexatiebeleid, de franchise, eventueel het invaliditeitspensioen, etc. De inhoud van de pensioenregeling wordt voor een groot deel bepaald door het premiebudget wat sociale partners (werkgevers en werknemers) met elkaar hebben afgesproken. Maar ook kunnen er wettelijke en/of ﬁscale beperkingen zijn inzake wat wel en niet kan. Sociale partners in de zeevaart, binnenvaart en waterbouw gaan

Vorige maand vroegen wij: Vindt u dat de scheepvaartsector er genoeg aan doet om de uitstoot van uitlaatgassen te verminderen?

Ja 75%

CAO- partijen hebben besloten de overeenkomst ‘Aanwijzing havens in Libië en Syrië tot gevaarlijk bestemmingsgebied’ te verlengen. Hiermee is overeengekomen dat partijen gebonden aan het zogenaamde ‘Protocol inzake het dienstdoen in Gevarengebieden’

Nog geen lid?

Kortom, genoeg voordelen om te kiezen voor een lidmaatschap bij onze vakbonden. g Meer informatie over Nautilus International en FNV Waterbouw, de actuele contributieregeling en digitale aanmeldingsformulieren kunt u vinden op www.nautilusint. org /nl en www.fnvwaterbouw.nl

alle havens in Libië en Syrië aanwijzen als gevaarlijk bestemmingsgebied. Partijen hebben vastgesteld dat de reeds langere tijd bestaande geopolitieke spanningen in Libië en Syrië nog immer aanleiding geven tot het instellen van het gevaarlijk bestemmingsgebied.

De aanwijzing tot gevaarlijk bestemmingsgebied is verlengd tot 1 maart 2016. De gevolgen van het aanwijzen van een gevaarlijk bestemmingsgebied zijn uitgewerkt in artikel 4 van het ‘Protocol inzake het dienstdoen in gevarengebieden’.

Guinee:

De aanwijzing van Guinee tot gevaarlijk bestemmingsgebied als gevolg van een Ebola-uitbraak is niet vernieuwd nadat op 29 december 2015 een Ebola-vrij verklaring voor dit land werd afgegeven door de Wereld Gezondheidsorganisatie (WHO).

z Thanks to Nautilus:

pension planning

z Nautilus NL annual meeting z Nautilus tax service z Pension adjustments z Cabinet position on piracy z New unemployment benefits rules

32-35_nl_proof06.indd 32

In 2013 heeft Nautilus samen met de Nederlandse Vereniging van Kapiteins ter Koopvaardij (NVKK) het Maritiem Platform Gepensioneerden opgericht. Eén van de doelstellingen van de vereniging is het voordragen van kandidaten voor het bestuur van de fondsen namens de geleding gepensioneerden. Daarnaast organiseert het Maritiem Platform Gepensioneerden themabijeen-komsten voor gepensioneerde leden van Nautilus en FNV Waterbouw. Op de themabijeen-komsten komen onderwerpen aan de orde die betrekking hebben op het onderwerp pensioen. Dat kan gaan over de laatste ontwikkelingen in pensioenland, maar ook over onderwerpen als maatschappel-ijk verantwoord beleggen, de rol van het verantwoordingsorgaan, etc. Op deze wijze willen Nautilus en FNV Waterbouw ook de belangen van de gepensioneerden zo goed mogelijk behartigen.

Nautilus en FNV Waterbouw zijn als vakbond aangesloten bij de FNV. Via de FNV, waaronder het ledenparlement, waarin actieve leden van Nautilus en FNV Waterbouw zitting hebben, proberen Nautilus en FNV Waterbouw onder andere invloed uit te oefenen op politieke besluitvorming en op besluitvorming binnen de SER, een belangrijk advies gevend orgaan van de overheid. Naast de collectieve verantwoordelijkheid in de besturen en verantwoordingsorganen komt Nautilus natuurlijk op voor de individuele belangen van actieven en gepensioneerden. Mocht een lid vragen hebben, dan zullen Nautilus en FNV Waterbouw hem/ haar bijstaan. Zo nodig zal ook juridische bijstand worden verleend. Dit kan zijn richting het betrokken pensioenfonds, maar ook richting een werkgever die zijn pensioentoezegging niet nakomt. Ook in de diverse communicatie-uitingen (via o.m. de Telegraph en de Golf) richting leden, besteedt Nautilus aandacht aan het onderwerp pensioen.

Reparatie WW: meer zekerheid bij werkloosheid

z Nautilus services:

De poll van deze maand is: Denkt u dat er een toekomst is voor Zeemanshuizen? Geef ons uw mening online, op www.nautilusint.org

Namens werknemers hebben Nautilus en FNV Waterbouw zitting in de besturen van deze drie pensioenfondsen. De bestuursleden zitten in de fondsen zonder last en ruggenspraak. Dit houdt in dat de bestuursleden geen verantwoording verschuldigd zijn aan de voordragende organisaties. De besturen van de pensioenfondsen zijn verantwoordelijk voor de uitvoering van de pensioenregeling en de beleggingen. Ook stelt het bestuur van een fonds het pensioenreglement op en neemt zij jaarlijks een indexatiebesluit. Daarbij wordt rekening gehouden met de belangen van eenieder die bij het fonds betrokken is in het kader van een evenwichtige belangenbehartiging. Ook is Nautilus vertegenwoordigd in de verantwoordingsorganen van de fondsen. In het verantwoor-

Maritiem Platform Gepensioneerden

FNV en Ledenparlement

In this month’s Dutch pages: better pay for members

Nee 25%

Zitting in besturen en verantwoordingsorganen

dingorgaan zijn actieve deelnemers, eventueel slapers( ex actieven), gepensioneerden en de werkgevers vertegenwoordigd. Het verantwoordingsorgaan geeft een oordeel over het handelen van het bestuur van het fonds. Het oordeel wordt opgenomen in het jaarverslag van het fonds. Bij eventuele vacatures zoeken Nautilus en FNV Waterbouw actief onder leden naar kandidaten die in het verantwoordingsorgaan willen plaatsnemen namens de verschillende geledingen.

Aanwijzing havens tot gevaarlijk bestemmingsgebied Syrië en Libië:

Geef uw mening

over de inhoud van de regeling. De uitvoering van de diverse regelingen hebben sociale partners neergelegd bij respectievelijk het Bedrijfspensioenfonds voor de Koopvaardij voor werknemers in de zeevaart, het Bedrijfstakpensioenfonds voor de Rijn — en Binnenvaart voor werknemers in de binnenvaart en het Bedrijfstakpensioenfonds voor de Waterbouw voor werknemers in de waterbouw. De pensioenfondsen voeren uit wat sociale partners met elkaar hebben afgesproken.

z Fair Transport in inland waters z School visits in Zwolle and Urk z Robotics and the labour market z High-risk destinations z Social security in navigation on the Rhine

z Upcoming fleet to visit P&O ferries

De vakbonden, waaronder FNV, en de werkgevers hebben, eind vorig jaar, in overleg met minister Asscher van Sociale Zaken overeenstemming bereikt over de reparatie van het 3e WW jaar. Deze afspraak is een uitwerking van het Sociaal Akkoord, dat in april 2013 werd afgesloten. Ingrijpende versoberingen van de WW zijn hiermede gerepareerd, nu er een bovenwettelijke WW kan worden gerealiseerd tegen volgens de FNV aanvaardbare kosten voor werknemers. Daardoor houden mensen die hun werk verliezen meer zekerheid over hun inkomen en worden zij beter begeleid naar ander werk. De reparatie-afspraken zijn merkbaar vanaf tien jaar arbeidsverleden, grofweg iedereen die 30 jaar of ouder is.

Inkomenszekerheid

De nieuwe afspraken moeten eerst nog in de cao’s worden vastgelegd. Dat zijn de vakbonden en de werkgevers aan het regelen. Mensen die vanaf 1 januari 2016 hun werk verliezen, krijgen al wel te maken met de nieuwe WW-regels van het kabinet. Ook voor mensen die vanaf 1 januari werkloos zijn geworden maken vakbonden en werkgevers afspraken om inkomensverlies te voorkomen. Dus ook al zijn de nieuwe WW-afspraken nog niet vastgelegd in de cao: de inkomenszekerheid blijft zo veel mogelijk behouden. Reparatie van de WW betekent zekerheid

Door de reparatie-afspraken wordt voorkomen dat mensen vanaf tien jaar werkervaring minder WW gaan

opbouwen. Ook betekent dit dat mensen langer recht houden op WW, dus gewoon op maximaal 38 maanden in plaats van de 24 maanden die het kabinet voor ogen heeft. De werknemers nemen de premie voor de WW-reparatie voor hun rekening. De werknemers gaan hierdoor iets meer betalen. Bovendien geldt: wie betaalt, bepaalt. Het kan dus niet zomaar zijn dat een volgend kabinet in de WW gaat snijden. Nautilus is blij met deze centrale behartiging van de werknemersbelangen. Met onze leden zullen we de komende tijd gaan bespreken of we ook voor onze sectoren, waar nu gelukkig nog weinig werkloosheid voorkomt, nadere cao afspraken kunnen maken inzake de bovenwettelijke WW.

20/01/2016 17:19

February 2016 | nautilusint.org | telegraph | 33

NL NEWS

Jan van der Zee: ‘Fair Transport draagt bij aan een gezonde Binnenvaart sector’

Nautilus denkt mee over robotisering en arbeidsmarkt Ledenparlement er mee C ingestemd om als FNV deel Onlangs heeft het FNV

te nemen aan het SER traject robotisering en arbeidsmarkt. Het kabinet heeft de SER (Sociaal Economische Raad) advies gevraagd over de effecten van technologische ontwikkelingen (robotisering, automatisering en digitalisering) op de arbeidsmarkt en arbeidsverhoudingen. Deze ontwikkelingen bieden enerzijds nieuwe kansen en mogelijkheden om de arbeidsproductiviteit te vergroten. Anderzijds zijn er mogelijk verregaande gevolgen voor de arbeidsmarkt, de aard van het werk, de loonverdeling en de participatie van groepen op de arbeidsmarkt. Gevraagd wordt het advies uit te brengen in het voorjaar van 2016. Charley Ramdas, Nautilus executive officer en algemeen bestuurslid FNV, meent dat dit ook van de vakbeweging ‘een nieuwe kijk op het werk’ vraagt en vindt het een goede zaak dat ook Nautilus vertegenwoordigd is in dit traject. Ramdas: ‘De FNV inzet zal samen met kaderleden en vakbondsbestuurders worden vastgesteld. Namens Nautilus zal ons Raad van Advies lid Caro Cordes hier bij betrokken zijn. Dat is toe te juichen. Immers ook in onze sectoren popt met enige regelmaat de discussie over onbemand varen op.’ In 2014 waarschuwde minister Asscher van Sociale Zaken en Werkgelegenheid al dat de arbeidsmarkt hervormd diende te worden om banenverlies als gevolg van robotisering te voorkomen. De potentiële reikwijdte van robotisering wordt steeds duidelijker en op dit moment zijn er al beroepen die langzamerhand aan het verdwijnen zijn. Zelfvarende Rolls Royce schepen

Ramdas: ‘Steeds sneller verlopende robotisering kan leiden tot een toename van de werkloosheid en van inkomensongelijkheid. In de afgelopen decennia is dat vooral het geval geweest door het aanzienlijk toegenomen gebruik van machines en computers.

32-35_nl_proof06.indd 33

In de komende jaren zullen de capaciteiten van robots verder toenemen, zodat we ook kunnen spreken van robotisering . Denk hierbij aan zelfsturende auto’s of zorgrobots en er wordt zelfs al gesproken over zelfvarende schepen. Technisch zou het volgens Rolls Royce allemaal mogelijk moeten zijn. Wel stellen ze nog uit te moeten zoeken hoe ze data van sensoren aan boord van een schip kunnen gebruiken voor de besturing ervan. Men verwacht dat ze binnen 10 á 15 jaar een zelfvarend schip de oceaan over kunnen sturen. Als Nautilus blijven we dit soort ontwikkelingen nauwlettend volgen. Daarom is het ook goed dat we nu ook in het SER advies worden betrokken.’ Basisinkomen

Ramdas ziet tenslotte nog grotere verschillen ontstaan tussen arm en rijk; in Nederland en wereldwijd. ‘De algemene verwachting is dat gegeven de snelheid waarmee robotisering zich voltrekt, bestaande banen zullen verdwijnen en/of veranderen. In eerste instantie zijn het vooral de eigenaren van bedrijven , schepen, gebouwen, machines en robots / computers die voordeel van de toename zullen ondervinden, doordat de productiviteit zal toenemen en de arbeidskosten dalen. Arbeid wordt waarschijnlijk minder belangrijk en daardoor zal de druk op de lonen toenemen. Tussen de relatief kleine groep ‘bezitters’ en de grote groep werknemers ontstaat zo volgens mij een grotere inkomensongelijkeid.’ ‘Dit alles vraagt van ons als vakbeweging om een nieuwe kijk op werk. Hierbij zou wat mij betreft ook zeker het thema basisinkomen betrokken moet worden. Want niet voor iedereen zal het straks nog mogelijk zijn een passende baan te vinden. En als vervolgens door robots en machines veel werk vervangen gaat worden en de welvaart gaat groeien, dan moeten wij als beschaafd Nederland er ook voor zorgdragen dat mensen die hierdoor werkloos worden wel een (basis)inkomen hebben. Ik hoop dat ook dit belangrijke element straks goed in het SER advies zal doorklinken.’

Enkele maanden terug heeft de European Transport Workers Federation (ETF), waarbij ook Nautilus is aangesloten, het Fair Transport Europe initiatief gelanceerd. Uitgangspunt is om ‘eerlijk werk’ voorwaarden in de gehele Europese transportsector te bevorderen. Ook in de zee- en binnenvaart. Met als doel volgend jaar tenminste 1 miljoen handtekeningen van Europese burgers te verzamelen, om dit prima initiatief kracht bij te zetten. Teken zelf ook de petitie: www.fairtransporteurope.eu. Een belangrijke ETFaanbeveling in de Binnenvaart is het realiseren van een onafhankelijke Europese instelling die een eerlijke en variabele toegang tot de vervoersmarkt kan realiseren. En die eerlijke concurrentie en ook fatsoenlijke arbeidsomstandigheden kan aanbieden met het doel dit steeds naar een hoger niveau te brengen. Overigens maakt Nautilus International zich al jaren sterk voor Fair Transport (Eerlijk Transport) in de zeevaart. Het doel hiervan is om goede scheepvaartmaatschappijen eenvoudig herkenbaar te maken via een nieuw Fair Transport Mark(keurmerk). We doen dit samen met de Zweedse zeevaartbond SEKO. Onlangs reisde de redactie af naar ’s werelds grootste Binnenvaartschip de Vorstenbosch van de Verenigde Tankrederij (VT). Voor een interview met Nautilus Raad van Advies en Council lid Jan van der Zee, om eens te peilen hoe hij aankijkt tegen Fair Transport in de praktijk. De Vorstenbosch, tijdens het interview afgemeerd in Pernis, is maar liefst 147,15 mtr. lang, 22,80 mtr. breed en heeft een laadvermogen van 13.331 ton. Met een korte onderbreking in de 80-er jaren vaart Jan van der Zee inmiddels al bijna 30 jaar voor VT. De laatste jaren als aﬂoskapitein op één van de 15 VT schepen. We legden hem de volgende vragen over Fair Transport voor: 1. Wat betekent Fair Transport voor u?

Fair Transport, goed en eerlijk transport, betekent voor mij dat vakorganisaties als Nautilus en werkgevers een goede relatie met elkaar hebben. En dat de arbeidsvoorwaarden worden vastgelegd in een goede algemeen verbindend verklaarde (AVV) cao. En waar bovendien gezonde concurrentieverhoudingen zijn en er niet geconcurreerd wordt op loonkosten en veiligheid. 2. Bent u zelf wel eens oneerlijk behandeld bij uw eigen onderneming?

Zelf ben ik nooit oneerlijk behandeld maar ik weet van andere bedrijven, omdat er toen

-evenals nu- geen sectorcao was, dat mensen het dan met het minimumloon moeten doen. In onze eigen onderneming is er altijd een cao of een nawerking van de cao geweest. 3. Kunt u de ontwikkeling beschrijven van uw arbeidsvoorwaarden sinds u werkzaam bent binnen de branche?

In het begin was er een AVV, later werd het een bindende regeling. Daarna is het er nooit meer van gekomen. Wel de aanvraag maar er werd altijd bezwaar tegen gemaakt. Er waren veel cao-loze periodes zoals nu ook het geval is. Wel heb ik altijd het geluk gehad onder een bedrijfs-cao te vallen. 4. Wat zijn slechte voorbeelden van Unfair Transport binnen uw branche?

Het moment dat er geen landelijk cao was en waardoor collega’s niet van de afgesproken VUT-regeling gebruik konden maken, omdat deze aan de cao was gekoppeld. Ik heb een collega gehad die een jaar langer in dienst moest blijven, omdat er geen cao afgesloten was. En verder dat veel werkgevers de wet ontduiken door creatief om te gaan met bemanningsvoorschriften en kwalificaties. Bijvoorbeeld een kapitein aan boord nemen met alle benodigde papieren en verder goedkoop personeel met alleen een dienstboekje. Het gebeurt vaak dat een schip met gevaarlijke stoffen geladen wordt door Oosteuropees of Filipijns personeel dat niet te verstaan is, terwijl de kapitein met de voorgeschreven papieren en certificaten op bed ligt. Hij is degene die immers als het schip geladen is naar de plaats van bestemming moet varen. En dat terwijl vaak tijdens de vaart niemand het roer over kan nemen omdat ze niet over de juiste kennis en kwalificaties beschikken.

5. Wat zou het voor u betekenen als de voorwaarden in uw branche eerlijker zouden zijn?

Meer werkzekerheid omdat er dan geen oneerlijke concurrentie is. Meer veiligheid omdat de juiste mensen dan ook de gecertiﬁceerde kwaliﬁcaties hebben die nodig zijn. 6. Waarom is het belangrijk als er in geheel Europa dezelfde inspanningen zouden worden verricht om Fair Transport te bewerkstelligen?

Het zou een eerlijker verdeling van de markt geven, waar voor hetzelfde werk ook dezelfde betaling tegenover staat. Er zou een beter controlesysteem kunnen komen om ontduiking van de vaartijdenwet en bemanningsregels tegen te gaan. 7. Wat is er voor nodig om de branche eerlijker te maken?

Een goed controlesysteem op de vereiste kwaliﬁcaties en juiste bemanningsvoorschriften. Dit zou het niet alleen eerlijker maken, maar ook een stuk veiliger. Nu worden schepen gemiddeld één keer per jaar gecontroleerd, door de waterpolitie. De Inspectie Leefbaarheid en Transport heb ik ook nog nooit gezien. Het zou goed zijn als in de Binnenvaart, net zoals in de Zeevaart, de ETF en de ITF inspecteurs aan boord konden komen ter inspectie. En als een schip dan niet in orde blijkt te zijn, dan ook gelijk stilleggen! Er moet gewoon korte metten worden gemaakt met al die oneerlijke concurrentie, sociale dumping en al die gevaarlijke situaties die dit ook met zich meebrengt. Dan krijg je weer een gezonde Binnenvaart sector, die Fair Transport daadwerkelijk hoog in het vaandel heeft staan.

Stagiair Rik de Hoop draait inmiddels al weer een paar maanden mee op de Vorstenbosch. De 18-jarige student van de Binnenvaartschool (Nova College) IJmuiden heeft het goed naar zijn zin. Rik: ‘VT is een gecertiﬁceerd leerbedrijf en ik word dan ook prima begeleid hier. Ik leer hier van alles in de praktijk. De eerste 3 keer vertellen ze me bijvoorbeeld hoe iets werkt en de 4e keer overhoren ze me er dan als het ware over. Bijvoorbeeld over hoe het werkt met de zwarte poortjes en met de Butterwas slang, waarmee onder zeer hoge druk alles wordt schoongespoten. Dit is een echt stookolieschip. Volgend jaar ga ik door naar een smeerolieschip en dan naar de loogschepen. Daar kan ik ook weer veel leren. Of ik het leven aan de wal wel eens mis, zo de hele week aan boord? Soms wel een beetje, maar dat is gewoon een kwestie van wennen. Fair Transport had ik nog niet veel over gehoord. Heeft dat iets met Fair Trade te maken? Lijkt me wel een goed initiatief ja. Ik zal me er ook eens in gaan verdiepen.’

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 Jude Rosset van Redactive Media Group T: +44 (0)20 7880 6217 E: jude.rosset@ redactive.co.uk.

20/01/2016 17:20

34 | telegraph | nautilusint.org | February 2016

NL NEWS Wij hebben Facebook. Volg ons ook! Bezoek www.nautilusint.org

Nautilus Jaarvergadering: 21 juni 2016 A

Nautilus op bezoek op Urk maar staken”, “Als iets je niet C zint, moet je zelf naar de kapitein

horen waar een vakbond voor staat.’

lopen”, maar ook “Dus ik kan de vakbond altijd bellen als ik lid ben en mijn geld niet krijg? ”. Dat waren een paar opmerkingen van nautische studenten van ROC Friese Poort, locatie Urk. Een school die deel uitmaakt van de Maritieme Academie Holland. Medio december verzorgden Jos Hilberding en Hans Walthie van Nautilus International er twee gastlessen voor 1e, 2e , 3e en 4e jaars MBOstudenten. Het merendeel van de studenten gaf aan de zeevaart in te willen, maar er waren ook enkele ‘toekomstige baggeraars’ en een enkele binnenvaarder van de partij. Docent Jo Visscher: ‘We vinden het goed om onze studenten kennis te laten maken met Nautilus, zodat ze zelf uit de eerste hand kunnen

Wat is een cao?

“Vakbonden willen alleen

Onderwerpen als ‘Rechten en plichten bij stages’ , ‘Wat is een cao (collectieve arbeidsovereenkomst)?’ en ‘Wat is de meerwaarde van de Maritime Labour Convention?’ werden toegelicht en zorgden voor enkele pittige discussies tussen de studenten en de Nautilus gastdocenten. Een aantal studenten vond ook na uitvoerige discussie dat een vakbond niet nodig is en bovendien te duur (redactie: studenten betalen €3,35 per maand contributie en ontvangen hiervoor SWZ Maritime en het Nautilus maandblad de Telegraph). Anderen zagen wel het belang van een vakbond in, met name ook op het gebied van juridische ondersteuning bij een conflict met de werkgever.

Cass: nieuw gezamenlijk voorstel sociale zekerheid de laatste CASS vergadering F van het jaar 2015 plaats. CASS is een Op 22 december 2015 vond

afkorting voor de Franse woorden voor Centrale Administratie voor Sociale Zekerheid voor de Rijnvaart. Het onderwerp ‘het sociale zekerheidstelsel aan boord’ stond tijdens deze vergadering centraal. Carl Kraijenoord, senior national secretary Nautilus International, was één van de deelnemers. Carl Kraijenoord: ‘We wilden in het afgelopen jaar een gezamenlijk voorstel doen aan de Europese Commissie om het bepalen van het van toepassing zijnde sociale zekerheidstelsel aan boord van een binnenvaartschip makkelijker te maken. Het heeft er een tijdlang naar uitgezien dat dit voorstel niet meer in het kalenderjaar 2015 tot stand zou komen. Halverwege het jaar vond er namelijk in België een wisseling van ministers plaats en de nieuwe bewindsvrouw zette helaas “de instemming met ons voorstel” in de koelkast. Volgens velen was dit vooral te wijten aan een op dat moment gebrek aan kennis en informatie van deze bewindsvrouw over de situatie in de binnenvaart. Even leek het erop dat de situatie in Straatsburg tijdens de vergadering symbool stond voor

32-35_nl_proof06.indd 34

het resultaat. In het centrum vond namelijk tegelijkertijd de jaarlijkse Kerstmarkt plaats, maar van een ’vrede op aarde sfeer’ was niet bepaald sprake. Het geheel werd bewaakt door tientallen militairen met doorgeladen mitrailleurs. Toch wel een grimmige sfeer dan.’ Ook goed vakbondswerk

Kraijenoord: ‘De voorzitter van de CASS vergadering (zelf een lid van de Belgische delegatie) opende met het verhaal over deze perikelen de vergadering. Vervolgens ging hij namens de regering door het stof en bedankte de betrokken werknemersvertegenwoordigers voor de effectieve lobby richting de minister. Deze lobby is vooral gevoerd door onze collega’s Joris Kerkhofs (ACV) en Jacques Kerkhof (BTB) en valt onder de noemer “ook goed vakbondswerk”. Door de vergadering op deze wijze te openen, was de kou meteen uit de lucht. We gingen met een goed tempo door de agenda en aan het einde van een lange vergaderdag konden we onszelf feliciteren met een hernieuwde poging om een gezamenlijk voorstel in te dienen bij de Europese Commissie. Nu maar hopen dat het proces daar ietsjes soepeler verloopt. We houden onze leden en lezers op de hoogte.’

Op dinsdag 21 juni 2016 vindt de jaarvergadering van de Nederlandse branche van Nautilus International plaats in het Rotterdam Marriot Hotel (voorheen ‘the Manhattan Hotel’) te Rotterdam. Nadere informatie over deze dag volgt nog, maar houdt u deze datum vast vrij in de agenda. Dit jaar vinden er bestuursverkiezingen plaats. Voor penningmeester/algemeen secretaris Charley Ramdas eindigt zijn huidige termijn per einde jaarvergadering. Hij stelt zich herkiesbaar en de Raad van Advies zal worden gevraagd om, conform de statutaire bevoegdheid van de Raad, een bindende voordracht te maken.

Verkiezing Raad van Advies

Ongeveer de helft van de Raad van Advies (tevens NL National Committee) treedt dit jaar af, te weten: z Uit kiesgroep kapiteins en stuurlieden: Johan Kooij, Peter Lok en

Henk Eijkenaar

z Uit de kiesgroep WTK’s: Wilco van Hoboken

z Uit de kiesgroep Scheepsgezel-

len: Marinus van Otterloo z Uit de kiesgroep Wal: Geert Feikema z Uit de kiesgroep Binnenvaart: Jan de Rover, Jan van der Zee In de kiesgroepen Maritiem Ofﬁcier en Pensioen-of uitkeringsgerechtigden zijn geen aftredende leden. In de kiesgroep werktuigkundigen is er naast de bestaande vacature, met het terugtreden van Karel Slootstra een tweede vacature ontstaan. Ook in de kiesgroep Maritiem Ofﬁcier bestaat een vacature. Alle aftredende leden zullen worden gevraagd of zij beschikbaar zijn voor herverkiezing. Het bestuur roept ook andere leden op zich verkiesbaar te stellen. U dient dan wel te voldoen aan de navolgende voorwaarden: 1. U moet lid zijn van Nautilus International 2. Ieder lid kan alleen verkozen

worden in zijn of haar eigen kiesgroep. 3. De kandidatuur moet aantoonbaar worden ondersteund door vijf leden. 4. U dient zich voor 1 mei a.s. te melden bij de voorzitter van Nautilus International de heer Marcel van den Broek (mvandenbroek@nautilusint. org). Dus, bent u geïnteresseerd in het werk van onze maritieme vakbond en bent u lid van Nautilus International, neem dan eens contact op met voorzitter Marcel van den Broek om uw mogelijke kandidatuur te bespreken.

Voorstellen

Verder is het goed om alle leden nog eens 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.

Maak nu ook weer gebruik van de landelijke Belastingservice FNV Belastingservice FNV wachten F op uw komst om gratis en deskundig Ruim 4500 invullers van de

uw aangiftebiljet vóór 1 mei 2016 in te vullen! Vanaf 1 maart tot 1 mei 2016 geeft Belastingservice FNV gratis hulp bij het invullen van uw belastingaangifte en het aanvragen van toeslagen. Vanaf half februari kunt u

een afspraak maken bij een van de 500 invullocaties in het land. De afspraakgegevens staan vanaf 15 februari 2016 op www. afspraakmakenfnv.nl. Hoe maakt u een afspraak?

Online. Ga naar www.fnv. nl/belastingservice of www. afspraakmakenfnv.nl. Daar kunt u

online een afspraak maken. Als u dat hebt gedaan, ontvangt u per email een bevestiging en een overzicht van de gegevens die u moet meenemen naar de afspraak. Neem de machtigingscode mee, want zonder de code kan er geen aangifte worden gedaan. Is de aangifte in 2015 ook door de FNV gedaan, dan ontvangt u automatisch de

machtigingscode voor 2016 per post thuis. Heeft u die niet ontvangen, kijk dan op www.fnv.nl/belastingservice hoe u de code kunt aanvragen. Telefonisch kunt u ook een afspraak maken. Op de site staan alle mogelijkheden. Of u belt met het Contactcenter 088 3680368 (ma. t/m vr. van 8.30 tot 17.30 uur, in de periode 15 februari tot 1 mei).

Uw aangifte wordt om bijzondere redenen door Nautilus ingevuld F

LET OP:

De machtigingscode is bijzonder belangrijk, want zonder de code kan er geen aangifte worden gedaan! Is de aangifte in 2015 ook door de Nautilus/FNV gedaan, dan ontvangt u automatisch de machtigingscode voor 2016 per post thuis. Heeft u een erg ingewikkelde aangifte en komt u er zelf niet uit, dan

kunt u zich wenden tot Nautilus. Samen met u vullen wij de aangifte dan in. Hiervoor moet u wel een afspraak maken. Let wel: dit is een beperkte mogelijkheid en de kans bestaat dat niet alle afspraken voor 1 mei gemaakt kunnen worden waardoor de aangifte niet op tijd wordt ingevuld. In dat geval zult u zelf uitstel moeten aanvragen bij de Belastingdienst (u krijgt uitstel

tot 1 september 2016). De afspraak met Nautilus wordt dan gemaakt in de periode ná 1 mei 2016. Een andere mogelijkheid is om de aangiftebrief, machtigingscode en volledige gegevens aan Nautilus toe te zenden. Ook hiervoor geldt dat Nautilus onmogelijk de garantie kan afgeven dat de aangifte vóór 1 mei 2016 wordt samengesteld. Het is dus

van groot belang dat u, als u gebruik maakt van deze mogelijkheid, zelf eerst uitstel aanvraagt en dat ook aan ons meldt! De eenvoudigste manier om dit te doen is door te bellen naar nummer 0800-0543. U kunt ook een kort briefje sturen aan de Belastingdienst, Postbus 253, 6401 DA HEERLEN o.v.v. uw BSN nummer.

zijn hierin al ingevuld, net als bijvoorbeeld de jaaropgaven, WOZ waarde van de eigen woning, hypotheken en saldi van uw rekeningen.

Met de uitgebreide toelichting, verwerkt in het aangifteprogramma, zal het snel duidelijk worden dat een aangifte invullen goed te doen is.

Zelf de aangifte samenstellen aangifte invullen en dat is F minder lastig dan het in eerste Natuurlijk kunt u zelf de

instantie misschien lijkt. Met uw DigiD inlogcodes (aan te vragen via

www.digid.nl) kunt u vanaf 1 maart 2016 via www.belastingdienst. nl een vooraf ingevulde aangifte downloaden. Uw persoonlijke gegevens en die van uw partner

Nautilus vaart mee met P&O North Sea Ferries achterban aan te halen en F ter voorbereiding op de nieuwe Om de contacten met de

cao-onderhandelingen, gaan de vakbondsbestuurders (die o.a. verantwoordelijk zijn voor de Ferry-sector) meevaren met de twee grootste onder Nederlandse vlag varende ferryschepen van P&O North

Sea Ferries B.V. Op woensdag 9 maart reizen Nautilus bestuurders Marcel van Dam en Maarten Keuss, alsmede Nautilus communicatieadviseur Hans Walthie af naar Zeebrugge (België) om in te schepen op de Pride of Bruges. Met de Pride of Bruges wordt meegevaren naar Hull,

aankomst donderdagochtend 10 maart. In Hull zal er een gezamenlijke ledenvergadering gehouden worden waarbij alle bemanningsleden van de Pride of Bruges en Pride of Rotterdam van harte welkom zijn. Met de Pride of Rotterdam zullen de vakbondsbestuurders ’s avonds mee terug varen naar Europoort, alwaar

men op vrijdagochtend 11 maart aankomt. Door mee te varen ontstaat er meer ruimte voor de leden om de vakbondsbestuurders beter te leren kennen en indien gewenst individuele zaken naar voren te brengen in een vertrouwelijk een-opeen gesprekje.

20/01/2016 17:55

February 2016 | nautilusint.org | telegraph | 35

NL NEWS

Beleidsstandpunt kabinet over piraterij: goede eerste stap Koninklijke Vereniging van C Nederlandse Reders (KVNR) en de Nautilus International, de

kapiteinsvereniging NVKK hopen dat er snel een wettelijke regeling komt om private gewapende beveiliging toe te staan tegen piraterij. Op 4 december 2015 stuurde het kabinet zijn beleidsstandpunt naar de Tweede Kamer, waarin het kabinet aangeeft over te willen gaan tot wetgeving, die gewapende particuliere beveiliging mogelijk moet maken aan boord van Nederlandse zeeschepen. Grenzen aan de inzet van Vessel Protection Detachments (VPD’s) en de internationale ontwikkelingen geven het kabinet aanleiding tot dit besluit. Nederland is nog het enige zeevarende Europese land dat geen private beveiliging aan boord toestaat. Hiermee wordt de concurrentiepositie van Nederlandse reders verslechterd. Het kabinet is het met Nautilus en de KNVR eens dat de militaire beveiliging door inzet van zogenoemde Vessel Protection Detachments (VPD’s) niet altijd en niet voor elk schip mogelijk is. Zo is het allereerst niet mogelijk om een VPD team te leveren in de spot markt (handel in vrachten die op heel korte termijn worden aangeboden). In deze markt moeten schepen soms binnen enkele dagen door piraterij gebieden varen. Militaire teams van de overheid moeten diplomatieke toestemming regelen en kunnen daarom niet binnen enkele dagen een team leveren. Private beveiligingsorganisaties kunnen dat wel. Ten tweede is de standaardomvang van een VPD team 11 mariniers en is niet op alle schepen voldoende accommodatie om dit team aan boord te plaatsen. Brede instemming met inzet private beveiligers als een VPD niet kan

In oktober 2014 al heeft een groot aantal partijen - KVNR, Nederlandse Vereniging van Kapiteins ter Koopvaardij (NVKK), verladersorganisatie EVO, Nautilus International, het Verbond van Verzekeraars, de Vereniging Maritiem Gezinskontakt en de Noord Nederlandsche P&I club — een gezamenlijke brief gestuurd waarin alle partijen erkenden dat onder strikte voorwaarden een privaat beveiligingsteam ingezet moet kunnen worden, als een VPD niet kan.

militaire middelen in een toereikend niveau van bescherming kan worden voorzien onder strikte voorwaarden de inzet van gewapende particuliere beveiligers mogelijk te maken. Hiervan kan alleen sprake zijn aan boord van Nederlandse schepen, buiten Nederlands grondgebied, varend door piraterij gevoelige zeegebieden buiten de territoriale wateren. Uitgangspunt is dat indien een VPD, of een andere vorm van preventieve bijstand van overheidswege, zoals bescherming in het kader van internationale antipiraterijoperaties, beschikbaar is, de reder dat aanbod dient te accepteren (‘VPD, tenzij’). Gewapende particuliere beveiligers

Natuurlijk vinden alle partijen het bijzonder belangrijk dat de gewapende particuliere beveiligers een hoog niveau van beveiliging leveren. Toelating tot markt/maritieme beveiligingsvergunning Slechts maritieme beveiligingsorganisaties met een Nederlandse maritieme beveiligingsvergunning kunnen worden toegelaten. Deze beveiligingsvergunning wordt door de Inspectie Leefomgeving en Transport namens de minister van Veiligheid en Justitie uitsluitend afgegeven aan maritieme beveiligingsorganisaties voor het verlenen van maritieme beveiligingsdiensten aan boord van transporten door het risicogebied. Handelen in strijd met de vergunningsvoorwaarden kan leiden tot boetes of in het uiterste geval intrekking van de vergunning. Bovendien moeten de private beveiligers voldoen aan hoge eisen, namelijk de ISO/PASstandaard 28007.Verder moet er van elke reis zowel door de kapitein als door de private beveiliger achteraf een verslag worden gemaakt, die aan het Kustwachtcentrum wordt toegezonden. Toekenning VPD/toestemming inzet maritieme beveiligers De reder dient bij het Kustwachtcentrum een aanvraag in voor beveiliging. Aan de hand van de door de reder overlegde relevante gegevens wordt bezien of de aanvraag voor het verlenen van preventieve bijstand van overheidswege in aanmerking komt.

Beleidsstandpunt: VPD, tenzij

Goede eerste stap

In zijn Beleidsstandpunt stelt het kabinet dat Piraterij een ernstige vorm van criminaliteit is met aanzienlijke economische consequenties. Ook de impact van piraterijdreiging op zeelieden en hun familie is groot. Zeevarenden verdienen het om zich toereikend beveiligd te weten tegen het ernstige risico van kaping. Voor het kabinet is de bescherming van koopvaardijschepen een beleidsprioriteit. Verder stelt het kabinet in zijn beleidskader onder meer: Het kabinet is voornemens om slechts voor die gevallen waarin niet met

In de ogen van Nautilus is er met het toezenden naar de Kamer van dit beleidsstandpunt van het kabinet een goede eerste stap gezet. Over de verantwoordelijkheid van de kapitein zijn partijen nog in gesprek met het ministerie. Ook dit moet uiteraard goed geregeld worden. De Nederlandse zeevarenden rekenen nu op hun vertegenwoordigers in de Tweede Kamer om de noodzakelijke wetgeving voor private beveiliging mogelijk te maken. Juist door een goede regeling zullen incidenten worden voorkomen.

32-35_nl_proof06.indd 35

Nautilus staat voor u klaar F

Wel of geen WIA-uitkering?

Eén van onze leden werkte als planner bij een containerliner in de Binnenvaart. Een walbaan dus. Ons lid is helaas 104 weken (2 jaar) ziek geweest en zou mogelijk in aanmerking komen voor een WIA-uitkering. WIA staat voor: Wet werk en inkomen naar arbeidsvermogen Echter nadat hij gekeurd is voor de WIA heeft het UWV vastgesteld dat hij minder dan 35% arbeidsongeschikt is en dus niet in aanmerking komt voor een WGA(WIA)-uitkering. WGA staat voor: Werkhervatting Gedeeltelijk Arbeidsgeschikten.

Loon tijdens ziekte

De werkgever van ons lid hoeft geen ‘loon tijdens ziekte’ meer te betalen na de 104 weken arbeidsongeschiktheid. Feitelijk is er wel nog steeds sprake van een arbeidsovereenkomst, maar wordt hier geen invulling meer aangegeven. Ons lid komt niet meer werken. Hij is immers arbeidsongeschikt voor zijn functie en de werkgever hoeft dan geen loon meer te betalen. De werkgever wil toch, voor alle zekerheid, de arbeidsovereenkomst maar beëindigen en biedt vervolgens ons lid een transitievergoeding aan. Sinds 1 juli 2015 is de Wet Werk en Zekerheid in werking getreden. In de regel is een werkgever

bij het beëindigen van een arbeidsovereenkomst — mits deze ten minste twee jaar heeft geduurd — verplicht een transitievergoeding toe te kennen aan de ‘ontslagen’ werknemer. In de beëindigingsovereenkomst, die wel door beide partijen ‘met wederzijds goedvinden’ getekend moet worden, staat de datum van ontslag (na de 104 weken arbeidsongeschiktheid) en de transitievergoeding. Hierin staat het tegoed aan vakantiedagen op: nihil. Niet mee akkoord

Dit volledig wegstrepen van de vakantiedagen, daar ging ons lid uiteraard niet mee akkoord. En ons lid stond hiermee in zijn recht. Immers, gedurende de arbeidsongeschiktheid had hij geen vakantie genoten. Maar geen akkoord betekende dus geen beëindigingsovereenkomst. En dus ook geen transitievergoeding. Na druk onderhandelen met de werkgever kreeg ons lid toch een deel van zijn vakantiedagen uitbetaald en kon de beëindigingsovereenkomst getekend worden. Ons lid ontvangt nu een WW-uitkering en is naarstig op zoek naar een nieuwe uitdaging. Werkgever en werknemer hebben uiteindelijk de arbeidsovereenkomst officieel beëindigd.

UWV toelichting WIA

Wie de UWV website leest inzake de WIA ziet staan: ‘U bent bijna 2 jaar ziek en kunt door uw ziekte minder werken. Verdient u daardoor niet hetzelfde als voorheen? Dan kunt u een WIAuitkering aanvragen bij UWV. De WIA bestaat uit 2 regelingen, namelijk WGA en IVA. Waar u recht op heeft, hangt er vanaf of u in de toekomst kunt werken.’ Is bij u de 104 weken arbeidsongeschiktheid (binnenkort) doorlopen? Krijgt u wel of niet een WIA-uitkering en zit u met de vraag: Wat nu? g Neemt u dan snel allereerst contact op met Nautilus International: infonl@nautilusint.org Nautilus advies en begeleiding

Dit verhaal geeft duidelijk aan dat het belangrijk is om lid te zijn van Nautilus International. Wij zijn er voor om zowel collectief als individueel de belangen voor onze leden goed te behartigen. Ook op het gebied van arbeidsongeschiktheid, WW- en WIA-uitkeringen. Nautilus International kan u hierin adviseren en begeleiden. Wij helpen u graag verder. g Onze contactgegevens en meer informatie over een lidmaatschap kunt u vinden op onze website: www.nautilusint.org/nl

Toekomst Pensioenfonds Waterbouw A

Begin vorig jaar heeft De Nederlands Bank (DNB) het Pensioenfonds Waterbouw, samen met nog ruim 60 andere kleine pensioenfondsen, aangemerkt als een zogenaamd kwetsbaar fonds. Deze pensioenfondsen worden door DNB als mogelijk kwetsbaar beschouwd op grond van ﬁnanciële, organisatorische of bestuurlijke criteria. Bij het pensioenfonds Waterbouw werd geconstateerd dat onder andere het vermogensbeheer kwetsbaar zou zijn. Aangezien het Pensioenfonds Waterbouw een relatief klein fonds is, is het optuigen en goed laten functioneren van een professionele afdeling vermogensbeheer erg kostbaar. Cao partijen, waaronder FNV Waterbouw, hebben dan ook besloten om een onderzoek te starten naar een mogelijke overgang naar een ander pensioenfonds. Een fonds ook met een professionele afdeling vermogensbeheer. Voor- en nadelen

In dit overgangsproces is het belangrijk om de verschillende groepen belanghebbenden, zowel actieve deelnemers als gepensioneerden, en met name hun belangen, goed te onderscheiden. Voor beide groepen geldt wat FNV Waterbouw betreft dat een overgang naar een ander fonds

Photo: Thinkstock

niet mag leiden tot een achteruitgang in de (opgebouwde) pensioenaanspraken. Voor het elders onderbrengen van het fonds zijn in het onderzoek twee pensioenfondsen in beeld: Bedrijfspensioenfonds Koopvaardij en het Pensioenfonds voor de Graﬁsche Bedrijven (PGB). De keuze dient zorgvuldig onderbouwd te zijn en goedgekeurd te worden door De Nederlandse Bank. Het onderzoek moet een duidelijk inzicht geven in de voor - en nadelen voor zowel de gepensioneerde als de actieve deelnemers. Onderzoeksvragen

In het onderzoek staan voor ons

de volgende vragen centraal: Kan de nieuwe uitvoerder de huidige regeling ongewijzigd overnemen? Worden de belangen van alle deelnemers evenwichtig meegewogen? Wat zijn de mogelijkheden tot indexatie en kortingskansen bij het nieuwe pensioenfonds? Wat zijn de gevolgen voor de solidariteit in de huidige pensioenregeling ? Hoe hoog zijn de transitiekosten? Wat zijn de uitvoeringskosten bij het nieuwe pensioenfonds? Leden bepalen

FNV Waterbouw voorzitter Charley Ramdas: ‘Het onderzoek moet de voordelen bij de

overgang naar één van de twee fondsen aantonen. Eind januari 2016 zullen wij de onderzoeksresultaten in een drietal ledenbijeenkomsten in het land met onze leden bespreken. Uiteraard willen wij dan ook van hen horen naar welke van de twee fondsen hun voorkeur uit gaat. Onze leden hebben het uiteraard voor het zeggen (redactie: bij het ter perse gaan van dit blad waren de uitkomsten van de ledenbijeenkomsten nog niet bekend). Daarna zullen de onderhandelingen met de werkgevers worden opgestart. Op 1 januari 2017 dient de overgang vervolgens een feit te zijn.’

Pensioenopbouw BPF koopvaardij aangepast bij Bedrijfspensioenfonds voor de Koopvaardij F (Bpf Koopvaardij) is de pensioenopbouw vanaf Voor al degenen die hun pensioen opbouwen

1 januari 2016 aangepast. De sociale partners (werkgevers en werknemers) in de koopvaardij bepalen de inhoud van de pensioenregeling en stellen de pensioenregeling vast. Bpf Koopvaardij voert de pensioenregeling uit. Vanaf 1 januari 2016 zijn er twee belangrijke zaken veranderd: Het opbouwpercentage van het pensioen is vanaf 1 januari verlaagd: van 1,875% naar 1,604% De tot op heden opgebouwde pensioenaanspraken zijn met 0,17% verhoogd Reden voor de wijziging van het opbouwpercentage

is dat het door sociale partners afgesproken premiebudget vanwege de dalende rente niet langer kostendekkend is om het opbouwpercentage van 1,875 te financieren. Als Nautilus betreuren wij deze ontwikkeling, hoewel gezien de ons bekende berichten uit de markt dit ook weer niet onverwachts komt. Sterker nog, tijdens onze eind 2014 gehouden ledenbijeenkomsten in het kader van het nieuwe pensioencontract, hebben wij onze leden nog nadrukkelijk gewezen op de effecten van de dalende rente op de premie. In de pensioenovereenkomst van november 2014 is door de sociale partners een voorziening getroffen in geval het afgesproken premiebudget niet langer kostendekkend mocht zijn. Na overleg met de werkgevers is uiteindelijk vastgesteld dat de verhoging van het premiebudget,

geen optie is. De premiedruk is nu al bijna 20% van het loon. Vervolgens is toen afgesproken tot een verlaging van het opbouwpercentage over te gaan. Dit betekent dat vanaf 1 januari 2016 de toekomstige pensioenopbouw is verlaagd van 1,875% naar 1,604%. Dit houdt in dat men minder pensioen opbouwt vanaf 1 januari 2016. De verlaging van de pensioenopbouw heeft echter geen invloed op het pensioen dat men heeft opgebouwd tot en met 31 december 2015. De financiële positie van Bpf Koopvaardij laat het wel toe om voor alle deelnemers van Bpf Koopvaardij de pensioenaanspraken iets te verhogen: met 0,17% vanaf 1 januari 2016. Dit betekent dat het pensioen dat men tot en met 31 december 2015 heeft opgebouwd, wordt verhoogd.

20/01/2016 17:20

36 | telegraph | nautilusint.org | February 2016

MARITIME HISTORY

Our work, then and now There’s a well-known saying which runs: ‘If we do not learn from the mistakes of history, we are doomed to repeat them’. There is a lot to be gained from understanding our past — as JO STANLEY reports from the maritime section of the first European Labour History Network conference…

‘What’s love got to do with it?’ sings Tina Turner. Equally, it might be demanded what have academic historians got to do with it — ‘it’ being the mega-issues of maritime life today, such as understafﬁng, de-regulation, and new technology. Can backward-surveying intellectuals be any use at all? If so, how? That question was raised by labour historians at their ﬁrst international networking conference, held in December 2015 in an unseasonably golden Turin, the former home of Fiat and the birthplace of Nutella. Like their colleagues who focus on other kinds of work — including mining, railways and care work — maritime labour historians are not doddery old professors focused on the minutiae of Nelsonia or of marlin spike design. Nor are they ‘rivet-counters’ — the dismissive term used for vessel-obsessed maritime antiquarians. Usually maritime labour historians are red and green activists in their workplaces and neighbourhoods. They know that people and their working conditions matter — and that to

Barcelona university professors Jordi Ibarz (left) and Enric Garcia coordinate the maritime labour historians group

understand the organisation of working life is to understand our wider society too. If an amateur maritime labour historian was on your ship today they would be the person most likely to be surfing the IMO website for information about how to handle an inequitable practice that occurred this morning. But he or she would also be Googling for the event’s counterpart in 1970, 1870 or even 1770. That historic data might have been unearthed and uploaded by a professional maritime labour historian. They’d do so not least because they are trying to make themselves look employable or because, as knowledge workers, they are under pressure to meet their own employers’ demands that they produce high-profile accessible products. In a plenary speech Marcel van der Linden, research director of the International Institute of Social History — one of the founding organisations for the event, along with the International Conference of Labour and Social History in Vienna (ITH) — explained that there are two concepts of labour history. There’s the narrow one of labour movements. And there’s the wider one of the history of the working class. Those two elements have been studied for at least 35 years at maritime labour history conferences (see panel) and since the 1970s in the wider world of labour history. This conference, at Turin University’s Campus Einaudi, was designed precisely to enable better communication between people working on labour history. They include those who don’t recognise that what they’re doing is labour history — for example oral historians or sociologists. Some of the conference was about sharing connections, together. Over the two days 20 interest groups met separately to discuss their particular fields — ranging from textile workers to maritime life. Within the maritime labour history strand were at least 20 historians from the US, Scandinavia, and Europe; another eight are interested, but couldn’t come. Most are academics. When we were asked to put up our hands if we’d ever worked at sea, no one did. But a more telling question might have been, ‘Are you doing this because you’ve got seafaring connections or live in a port?’ Then there’d have been a number of yeses.

I Donald Weber with an image of the Belgian dockers’ union banner, founded in 1907

Two professors from Barcelona University, Jordi Ibarz and Enric Garcia, have coordinated the group so far. They chaired the 15 presentations, which spanned at least six centuries, and covered port workers as well as seafarers. Three speakers speciﬁcally looked at the history of unions. Brendan J Von Briesen devoted his attention to guilds in Barcelona between 1760 and 1840. Donald Weber especially focused on the changes in Belgium between 1914 and 2014. And ‘Wobblies’ expert Peter Cole compared dockworkers in the San Francisco Bay and Durban from the 1960s to today. Seafarers were discussed by Arnaud Lemarchand, whose interest is the now-global

A tinted postcard showing women carrying coal to steamships in Jamaica, featured in Jo Stanley’s presentation on female dock workers

maritime labour market and its new rules. In an important foregrounding of race, Justine Cousin investigated foreign seafarers, especially Lascars, on British ships. Enric Garcia reported on discipline and resistance in the Spanish merchant fleet between 1802 and 1909. And I spoke about the progress being made by UK women deck and engineering officers. Gender was not high on the agenda. But Tapio Bergholm re-investigated his old ideas about whether maritime workers can truly be said to have a freewheeling heterosexual bachelor culture. I spoke about women in dock labour forces and the way females doing such heavy ‘immoral’ work were admitted differently in different countries and periods. Other speakers dealt with dockers’ history — particularly the way they worked together with ships’ crews. Seafarers were sometimes induced to unload; workers had to unite to ensure employers respected skill demarcations. But the point was not just to share information with each other and to uphold the new ethos of doing global, not just local, labour history. This conference was precisely about networking. Future steps have to include thinking about how maritime labour historians can work with the wider world of museums, maritime training boards, trade unions and other organisations. Why bother? Because there’s a need that maritime labour historians can fulfil. They can tell people about the past in order to change the future. For example, modern women stevedores in the US have trouble with male colleagues because it’s imagined that women have never loaded before. Knowledge can help smooth relations with colleagues and make the challenging of discriminatory practices less fraught. Maritime museums tend to be woefully lacking in information about the people working in maritime life, and connecting the past with the present. What, it might well be asked, is the modern regulatory equivalent of that cat o’ nine tails on display? An emailed warning that you’ll be fired for industrial misconduct? Organisations such as the ITF, IMO and Nautilus International, which are involved in protecting maritime workers’ rights, can gain from historians’ knowledge of what worked before — in case it’s

Key gatherings exploring maritime labour history

Peter Cole dedicated his talk to the US dockers’ union activist Leo Robinson

36_labour history_SR edit.indd Sec2:36

z 1980: Working Men Who Got Wet, the 4th Conference of the Atlantic Canada Shipping Project, Newfoundland z 1989: Social History of Maritime Labour, the 1st North Sea History Conference, Stavanger z 2008: Maritime People, the 9th North Sea History Conference, Goteberg (www.northernseas.eu — go to the Publications tab and select 2003- )

z 2011: The Parallel Worlds of the Seafarer: Ashore, Afloat and Abroad, The 10th North Sea History Conference, Goteborg (also at www.northernseas.eu) z 2013: Working Lives between the Deck and the Dock: Comparative Perspectives on Sailors as International Labourers (16th-18th centuries), University of Exeter (www.exeter.ac.uk — search for working lives)

applicable again. The book list below offers a start in this process. In turn, maritime labour historians can gain from networking with the real practitioners of maritime life. This includes getting help in contacting seafarers who can tell them about life on ships today; accessing union archives; and having wide-ranging discussions that help everyone see how the past can help future maritime workers’ labour conditions.

Top books on maritime labour history with some focus on the UK

z Working Men Who Got Wet, eds Rosemary Ommer and Gerald Panting, Museum University of Newfoundland, 1980 z The North Sea: Twelve Essays on Social History of Maritime Labour, ed Lewis R. Fischer, Stavanger Maritime Museum, 1992 z Maritime Labour: Contributions to the History of Work at Sea, 1500-2000, ed Richard Gorski, Amsterdam University Press, 2007. z Maritime People: The 9th North Sea History Conference, eds Jeoen ter Brugge, Arthur Credland and Harald Hamre, Stavanger, 2011. z The Parallel Worlds of the Seafarer: Ashore, Afloat and Abroad, papers from the 10th North Sea History Conference, eds Richard Gorski and Britta Söderqvist, Goteborg, 2012.

20/01/2016 16:35

February 2016 | nautilusint.org | telegraph | 37

APPOINTMENTS Leading Marine Recruitment Specialists We are seeking all ranks of seafarers, offshore and shore based personnel and in particular:

Your first port of call Address: First Floor Unit 7, Hythe Marine Park, Shore Road, Southampton, SO45 6HE UK Telephone: +44(0)23 8084 0374 Email: recruitment@seamariner.com

Senior Deck and Engineering Of½cers - All vessels All Of½cers and Crew - ERRV Tug/Multicat Crew - All ranks Various shore based personnel All Crew for temporary assignments If you would like further information in registering with Seamariner or you would like to discuss your crewing requirements, please contact one of our experienced consultants.

11 Febuary 2016 is the closing date for March 2016. You can still advertise online at any time.

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NOTICE TO READERS: Nautilus International advises members that some crewing agencies may not be advertising specific positions, but instead may be seeking to develop their databases of job hunters.

SHORE-BASED

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WORKBOAT/ROPAX/CONTAINER

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Deckhand - 100m+ MY - €2.6K/mth

Technical Superintendent, Tankers Hamburg - €85K Vetting Super, Chemical Tankers Netherlands - €85K Asst. Technical Superintendent, LNG London - £50K + Pkg

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2nd Engineer - 50m+ MY - €4.5K/mth Head Housekeeper - 80m+ MY - €5K/mth Service Stewardess - 85m+ MY - €3K/mth

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&KLHI 2IƂFHU ROPAX - £50K Chief Engineer Container - £60K 2nd Engineer Container - £47K Chef Ferry - £110/day

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Staff Chief Engineer - Cruise - $85K

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UG 2IƂFHU Oil/Chemical - $52K

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ETO - LNG - €65K

Chef de Partie - Cruise - £15K

Marine Superintendent, Tankers Switzerland - Salary DOE

Shorebased: +44 (0)23 8020 8840 shipping - uk@faststream.com

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seagoing - uk@faststream.com

Search for ‘Faststream Seafarers’ @faststreamsea www.faststream.com

OPERATIONS ENGINEER The Operations Engineer is responsible for the operation and maintenance of the heavy lift vessels ‘Terra Marique’ and ‘Inland Navigator’. The successful candidate will: • Operate the vessels as required for contracts, in accordance with the Ships Management System, ensuring safe and effective working practices are developed and implemented. • Maintain, fault-find and repair the vessels engines, propulsion system, generators, pumps, hydraulics, electrics and navigation / communication equipment. The successful candidate must be qualified to a minimum HNC level and have experience in fault-finding and repairing electrical, mechanical and hydraulic systems. This position will involve working away from home for periods usually not exceeding 10 days mainly within the UK, but on occassions the near continent. We offer a competitive salary, benefits and leave ratio. Please visit our website for the full job description and further information on our company’s vessels. www.robertwynnandsons.co.uk Applicants should email their CV and covering letter to jobs@robertwynnandsons.co.uk Closing date: 7th March 2016. Please include your availability for interview within your application. Interview dates can be flexible depending on availability.

Nautilus recruitment.indd 37

Harbour Master Pritchard-Gordon Tankers (Guernsey) Ltd

Pritchard-Gordon Tankers Ltd, a family owned and managed company, operating British and Isle of Man registered oil tankers of between 5,000 and 12,000 dwt, are seeking experienced and suitably quali½ed, high calibre:

Senior Deck and Engineering Of½cers

We lay great importance on teamwork and continuity, with a number of senior of½cers having been with the company over 20 years. Our company ethos is to offer a superior service and level of professionalism to our Major and National Oil Company customers in challenging operational conditions. Voyage lengths are of 10 to 13 weeks duration followed by an equal period of leave. Terms and conditions are competitive and commensurate with rank and experience.

Applications in the ½rst instance to Head of Personnel, Pritchard-Gordon Tankers Ltd, 6 Coronation Street, South Shields, Tyne & Wear, NE33 1AZ Tel 0191 427 0303 Email personnel@pgtankers.com Website www.pgtankers.com

Warrenpoint Port is Northern Ireland’s second commercial Port handling over three million tonnes of cargo annually. Due to the retirement of the incumbent the Harbour Authority intends to appoint a fulltime Harbour Master. The Harbour Master will be responsible for the safe and efﬁcient management of all marine activity covering a wide spectrum including Ro/Ro, Containers, Bulk, Break Bulk, Fishing and Recreational sectors. Full details, job description and application forms are available on the website: www.warrenpointharbour.co.uk Closing Date: Friday 19th February, 5.00 pm

18/01/2016 11:03

38 | telegraph | nautilusint.org | February 2016

APPOINTMENTS Who we are? CEMEX UK Marine is a leading supplier of marine aggregates to the British and European construction industry and is part of CEMEX a global building materials solutions provider. Dedicated to building a better future, we believe in balancing financial achievement with a firm commitment to sustainable development. We believe in realising individual potential and encouraging personal progression. We currently operate a fleet of 4 UK flagged flagge vessels ranging from 1251gt/1080kW to 6534gt/4920kW delivering to customers in the UK and near continent. Cemex Marine (Guernsey) are currently seeking to employ on curre CEMEX UK Marine Ltd vessels, enthusiastic individuals who are committed to working safely to join our fleet in the followingg ran ranks:

Chief Engineers (Unlimited) A pivotal role, we are looking for people with a ‘can do’ and ‘hands on’ approach to the job with effective leadership skills. Candidates date should hold Chief Engineer unlimited UK CoC/CeC. Whether you’ve sailed in rank or are looking for your ﬁrst Chief’s position, we would like to hear from you.

2nd Engineers We are looking for both experienced and recently qualiﬁed 2nd Engineer Unlimited Candidates with a UK CoC/CeC who wish tto progress gres their care careers further to Chief Engineer. The above position offers the possibility of paid study leave for higher certiﬁcates to selected candidates following a qualif qualifying period riod of sea service. ervic We offer: Competitive salary for the sector • 3 week on/off work leave rotation • Company Pension Scheme • C Company perfo performance rela related scheme elaated bonus sche

If you are looking for an opportunity to develop your skills and move forward within a leading organisation in itss ﬁe ﬁeld, then en pplease ea contact jaypatrickjohn.jose@cemex.com

PROGRAMME GROUP LEADER, MARINE ENGINEERING School of Maritime Science and Engineering Grade 9 (£49,230 - £57,047 per annum plus 10% WMA allowance)

Southampton Solent University is a dynamic institution dedicated to academic excellence, social justice and the integration of theory and practice. With a strong track record of innovation and creativity, Solent has grown to become a leading new university with strong local roots and an international reputation.

resources, information and quality processes relating to the delivery and development of the programme(s) and projects in line with the School’s strategic plan. This will involve leading the design, development and delivery of courses within the resources available to enhance student recruitment, the student experience and links with industry.

Now, with a bold and ambitious ﬁve-year strategy in place, we are seeking a Programme Group Leader, Marine Engineering to join our School of Maritime Science and Engineering. You will be based at our world-renowned Warsash Maritime Academy campus and reporting to the Head of Academic and Certiﬁcation Programmes, you will lead and manage a group of programmes, with responsibility for managing staff,

You will have academic and professional expertise in marine engineering (ideally in a sea going capacity), hold a higher degree and be research active. In addition, you will have strong interpersonal skills and a proven track record in teaching at both undergraduate and postgraduate levels. Leadership and staff development experience will form part of this role.

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For more information about these roles or for an informal discussion, please visit solent.ac.uk/vacancies or contact: John Bazley Head of Academic and Certiﬁcation Programmes Email: john.bazley@solent.ac.uk Closing Date: 28 February 2016 Planned Interview Date: 16 March 2016

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Nautilus recruitment.indd 38

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18/01/2016 11:03

February 2016 | nautilusint.org | telegraph | 39

APPOINTMENTS www.windstarcruises.com

EXPLORE. LEARN. DISCOVER. JOIN WINDSTAR CRUISES. With our three newest stars having now joined the ﬂeet, Windstar is the No. 1 choice for career opportunities. Now consisting of 6 prestigious yachts, our ﬂeet will travel worldwide taking our passengers to some of the most unique and exotic ports there are to be found.

Beneﬁts package includes: · Competitive wages paid in GBP and USD

Windstar Cruises are currently looking for suitable candidates for the following positions:

· Retirement Savings Plan / Pensions (subject to eligibility)

· One for One Rotation for Staff Ofﬁcers · Contributory Medical / Dental Insurance

· Annual & Return Bonuses (dependent on rank)

· Captains and other Deck Ofﬁcers

· Company Sponsored Study Leave Programme

· Engineering Ofﬁcers of all ranks

· Ofﬁcer Cadet Training

· Electricians, ETO’s & IT Ofﬁcers

· Excellent Spouse Policy

· Hotel Ofﬁcers · Guest & Destination Service Professionals

Prospective candidates need to complete our online candidate database via our website or email us at applicants@vikingrecruitment.com quoting reference VRL 02/16

Viking House, Beechwood Business Park, Menzies Road, Dover, Kent, CT16 2FG T: +44 (0) 300 303 8191 vikingrecruitment.com

ISO 9001

PLOT YOUR NEXT COURSE WITH US Excellent opportunities exist within our fleet of Oil, Chemical, LPG and LNG Tankers for various positions including:

MASTERS - CHIEF OFFICERS CHIEF ENGINEERS - SECOND ENGINEERS OOW DECK AND ENGINE We also have current opportunities onboard RoRo/RoPax Vessels. To view all current vacancies and for further information, please visit our manning agent website: www.nmms.co.uk. Or send full CV to: recruitment@nmms.co.uk

MASTERS / CHIEF OFFICERS / SECOND ENGINEERS / OOW DECK AND ENGINE / MASTERS / CHIEF OFFICERS / SECOND ENGINEERS / OOW DECK AND ENGINE

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APPOINTMENTS

ARE YOU LOOKING FOR A REWARDING NEW CHALLENGE? WHY NOT CHANNEL YOUR PASSION INTO EDUCATING OTHERS? FLEETWOOD - A TOP UK NAUTICAL COLLEGE

with a long established reputation for being a leading provider of training to the Maritime industry. Experience, qualifications and passion for your subjects are enough to open the door to an exciting new career at Fleetwood Nautical Campus. You will be able to then work towards completing the required teaching qualification – the Diploma is Education and Training – which we will fund.

VACANCY Lecturer Marine/Mechanical Engineering

DESCRIPTION:

At Blackpool and The Fylde College you will enjoy an excellent annual salary, plus superb benefits such as generous holiday allowance, pension scheme, continuous professional development and relocation package along with scarcity uplift allowance, all of which are potentially available for successful candidates.

VACANCY Programme Leader Marine Engineering (Electrical)

Engineering lecturer specialising in mechanical or marine engineering. Experience in industry working with engineering equipment and systems desirable. Experience onshore, offshore or at sea from Merchant or Royal Navy. Sea-going experience is not essential.

Electrical engineering programme leader. Experience in electrical power and distribution, electrical and electronics. High voltage qualifications and experience essential. Ideal experience is with instrumentation and control systems. Experience onshore, offshore or at sea from Merchant or Royal Navy. Sea-going experience is not essential.

CLOSING DATE: Monday 22 February 2016 at 12:00pm INTERVIEWS: Week commencing Monday 07 March 2016 The College is committed to the safeguarding and welfare of all our learners. Successful appointment will be subject to an Enhanced Disclosure and Barring Service and pre-employment safeguarding checks.

CONTACT INFORMATION: E jobs@blackpool.ac.uk T 01253 504 173 BLACKPOOL.AC.UK/JOBS

/calmacferries

@calmacferries

@calmac_updates

@calmacferries

Exciting opportunities exist within CalMac Ferries Limited for various positions including: SHORE BASED • Marine, Technical and HSEQ Management positions • Project Management SEA GOING • All deck, engine and retail positions • Permanent, seasonal and temporary positions CalMac Ferries Limited is a multi-award winning business serving some of the most beautiful parts of Scotland with over 30 ferries providing lifeline services to the islands and peninsulas on Scotland’s west coast. Our excellent benefits package includes a competitive salary plus generous annual leave entitlement programme. You could also take advantage of free CalMac staff travel for you and your family. We provide extensive structured training programmes for both marine and shore staff, encouraging all employees to continuously update their skills and knowledge. To view all details of our current vacancies and for further information, please visit our website at www.calmac.co.uk or email to: recruitment@davidmacbrayneHR.co.uk.

www.calmac.co.uk

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February 2016 | nautilusint.org | telegraph | 41

APPOINTMENTS

Join the Viking crew Bringing together the best industry talent, since 1988.

MARITIME TRAINING

ECDIS

BRIDGE MANAGEMENT

LICOS

ECDIS Generic - IMO Model 1.27 15 Feb/ 4 April / 15 Aug ECDIS Type Specific -Sperry 20 Feb/ 1, 9, Apr/ 3 Jun/ 22 Jul Bridge Team Management 15 Feb/ 14 Mar/ 25 Apr/ 25 Jul Bridge Resource Management 24 Feb/ 22 Mar/ 27 Apr/ 25 May/ 22 Jun Bridge Resource Management (Aberdeen) 18 May/ 7 Sept LICOS Gas - SIGTTO LNG Membrane 1 Feb/ 14 Mar/ 9 May/ 11 Jul/ 5 Sept LICOS Oil - IMO Model 2.06 11 Apr/ 8 Aug All courses above take place in Glasgow unless stated otherwise. Full Glasgow and Aberdeen accommodation and transfer packages available. Please quote promotion code NMMS1505 when booking.

We have excellent career opportunities with some of the most prestigious names in the cruise and superyacht market. Positions include: â&#x20AC;˘ Captain

â&#x20AC;˘ Chief Engineers

â&#x20AC;˘ Chief Electrician

â&#x20AC;˘ Chief OfďŹ cers

â&#x20AC;˘ 2nd Engineers

â&#x20AC;˘ ETOâ&#x20AC;&#x2122;s

â&#x20AC;˘ 2nd OfďŹ cers

â&#x20AC;˘ Y1 -Y4 Engineers

â&#x20AC;˘ Hotel & Guest Services Professionals

For a full list of career opportunities, visit us at vikingrecruitment.com or give us a call.

www.vikingrecruitment.com +44 (0)300 303 8191 info@vikingrecruitment.com

www.nmms.co.uk 0141 876 3000 training@nmms.co.uk

Clyde Marine Recruitment is a leading provider of marine recruitment and bespoke crew management VHUYLFHV :LWK RIÂźFHV ORFDWHG LQ 8. /DWYLD 3RODQG DQG Singapore it allows us to provide our clients with easy access to a multi-national pool of candidates from a single point of contact.

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Nautilus recruitment.indd 41

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For sea-going jobs apply at www.clyderecruit.com CONTAINER Chief and 2nd Engineer required for Container vessel. Operating worldwide. 3 month trips. Permanent position. Container experience preferred but not essential.

CRUISE Hotel Manager / Director required for boutique cruise ship. Annual contract working 3 weeks on/off. Responsible for pre-embarkation and embarkation processes, public announcements and safety briefs, looking after guests and liaising with relevant departments, hosting tables and adding to the overall customer experience, amongst other tasks. Previous Cruise Ship experience preferable.

DREDGER Chief and 2nd Engineer temp to perm vacancies available. 3 weeks on/off and operating within the UK and Europe. Positions will initially be temporary with the view to permanent.

TANKER &KLHI 2IÂźFHUV DQG UG 2IÂźFHUV for Oil and +EW 8EROIVW 'LMIJ 3JÂ˝GIV 'LMIJ 3JÂ˝GIV YRPMQMXIH 'S' SV EFSZI ERH VH 3JÂ˝GIV 33; (IGO 'S' FSXL [MXL 3MP SV +EW (') 'ERHMHEXIW QYWX LEZI previous large oil tanker, LPG or LNG experience in rank. Trips are 3 months with 28 days leave per

QSRXL WIVZIH JSV 'LMIJ 3JÂ˝GIV ERH HE]W PIEZI TIV QSRXL WIVZIH JSV VH 3JÂ˝GIV &IRIÂ˝XW TEGOEKI included. These are permanent positions. &KLHI (QJLQHHUV QG (QJLQHHUV UG (QJLQHHUV and ETOs required for both Oil Tankers and Gas Tankers. Operating worldwide. Various clients recruiting with trip lengths and salaries varied. See website for full details.

YACHT Service Steward(ess) required for a very dynamic Motor Yacht. Interesting itineraries with a large, mixed crew. Privately owned but Salary increments after successful completion of probationary period, TPYW SXLIV FIRIÂ˝XW 4VIZMSYW ]EGLXMRK I\TIVMIRGI MW desirable but not essential. Joining February / March. Permanent position with holiday entitlement. Experienced AV / IT Engineer to join vacancy on luxury 100m+ Motor Yacht. Currently based in the Middle East but traveling globally. Rotation 4:2 or 6:2, to be negotiated. Competitive rates. Salary increments subject to successful completion of probationary period.

For all shore-based jobs, please visit:

www.redtheconsultancy.com

For Sea-going Jobs visit Clyde Marine Recruitment:

www.clyderecruit.com

*ODVJRZ *G\QLD 6LQJDSRUH 5LJD

18/01/2016 11:04

42 | telegraph | nautilusint.org | February 2016

SHIP TO SHORE

M-Notices M-Notices, Marine Information Notes and Marine Guidance Notes issued by the Maritime & Coastguard Agency recently include: MGN 542 (M) — The Hovercraft Code This note introduces the Hovercraft Code, which has been developed for light and small hovercraft operating in United Kingdom waters (both at sea and on inland waterways). Currently all hovercraft used for reward must be built to the requirements of the High Speed Craft (HSC) Code. The Hovercraft Code introduces a voluntary set of standards for small commercial hovercraft, equivalent to the HSC requirements. Adhering to the Hovercraft Code for surveying and certification allows vessels some exemptions from other UK regulations, as specified in MGN 542. The Hovercraft Code may be voluntarily applied to hovercraft of under 24m in length hard structure, carrying no more than 12 passengers and no more than 15 persons in total. The Code also provides standards for Light Hovercraft, a sub set of Small Hovercraft further limited to hovercraft that are less than 1,000kg unladen weight, less than 12m in length and carrying no more than eight persons in total. The Hovercraft Code also provides standards for ultra-light hovercraft which are of less than 500kg unladen weight, carrying a crew of not more than four and no passengers or cargo (other than activity related equipment). Large hovercraft fall outside the scope of this Code and are covered under the Merchant Shipping (High Speed Craft) Regulations 2004. Independent rescue boat organisations using hovercraft for commercial purposes should use the Rescue Boat Code for all aspects of survey and certification, but they may use the technical standards of the Hovercraft Code relevant to the hovercraft type. Light hovercraft not used for commercial purposes need not comply with the requirements for registration or certification. g The Hovercraft Code is available free of charge at www.gov.uk — search for The Hovercraft Code of Practice. MIN 515 (M+F) — Guidance for subscriptions to safety bulletins and MCA document notifications on GOV.UK This note draws attention to the recently-launched UK government website www.gov.uk, which is now the online home of all government departments and agencies, including the Maritime and Coastguard Agency. All public MCA documents are available at www.gov.uk, including consultations, Merchant Shipping Notices, Marine Guidance Notes, Marine Information Notes, instructions for surveyors and safety bulletins.

To find particular documents, users are meant to use the search facility rather than browsing through particular sections of the site as they would have done on previous MCA websites. It is also possible to subscribe to email notifications of new MCA documents posted on www.gov.uk as follows: z Go to www.gov.uk/government/ publications. z In the ‘Departments’ drop-down list select ‘Maritime and Coastguard Agency’. z In the ‘Publication type’ drop-down list, select the type of document to which you want to subscribe, e.g. ‘Consultations’, ‘Guidance’ (Includes M-notices) and ‘Notices’ (includes safety alerts). z Once your choice is made, click ‘email’ then the ‘Create subscription’ button and enter your email address. You will then receive a notification of the publication of all subsequent documents in your selected area of interest. MIN 516 (M) — Amendment to the International Maritime Solid Bulk Cargoes Code This note advises industry of an amendment (03-15) to the International Maritime Solid Bulk Cargoes (IMSBC) Code, which enters into force on 1 January 2017. From that date, solid bulk cargoes shall be shipped only in accordance with the IMSBC Code incorporating the 03-15 amendment. The amendment may be applied in whole or in part on a voluntary basis from 1 January 2016. z MIN 516 gives a summary of the changes as follows: Section 3 — Safety of personnel and ship An addition has been made to section 3 requiring the ship’s crew to conduct regular onboard operational fire safety risk assessments of cargo handling areas on self-unloading bulk carriers with internally installed conveyor systems within the ship’s structure. Due consideration shall be given to fire prevention and the effective operation of fire detection systems, containment and suppression under all anticipated operating conditions and cargoes. The fire safety risk assessments shall be detailed in the ship’s Safety Management System (SMS) together with a recommended timing to provide regular assessments. Section 4 — Assessment of acceptability of consignments for safe shipment The cargo information should include whether or not the cargo is harmful to the marine environment. Section 7 — Cargoes that may liquefy This section contains new requirements about ‘specially constructed or fitted cargo ships for confining cargo shift’.

Member meetings and seminars 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: Section 9 — Materials possessing chemical hazards This section contains new requirements to include a notational reference accompanying the materials hazardous only in bulk (MHB) designation in the ‘Class’ cell of the Characteristics table for each individual schedule for cargoes classified as MHB. Where the notation is ‘Other hazards’ (OH), they shall be properly recorded with justifications. Other hazards are to be included in the section for ‘Hazard’ in the individual schedule. Section 13 — References to related information and recommendations This section has been updated accordingly. Section 14 — Prevention of pollution by cargo residues from ships A new Section 14 has been added. The provisions of this section address the management of residues of solid bulk cargoes, in relation to the 2012 Guidelines for the implementation of MARPOL Annex V. In accordance with MARPOL Annex V, the management of the residues of solid bulk cargoes depends primarily on the classification of a solid bulk cargo as to whether it is harmful to the marine environment (HME) or non-HME. The responsibility for classifying and declaring whether a solid bulk cargo is HME or non-HME lies with the shipper as per section 3.4 of the guidelines. In addition, MIN 516 points out that amendments have been made to the following existing individual schedules: alfalfa; alumina hydrate; clinker ash, wet; coal; coal slurry; coke breeze; fluorspar; fly ash, wet; ilmenite clay; ilmenite (upgraded); iron ore; iron ore pellets; metal sulphide concentrates; mineral concentrates; nickel ore; peat moss; sand, heavy mineral; sulphur (formed, solid); wood pellets. New individual schedules have been added relating to the following cargoes: aluminium fluoride; amorphous sodium silicate lumps; boric acid; chemical gypsum; copper slag; glass cullet; iron and steel slag and its mixture; iron ore fines; iron oxide technical; iron sinter; manganese component ferroalloy slag; manganese ore fines; scale generated from the iron and steel making process; spodumene (upgraded); wood pellets containing additives and/or binders; wood pellets not containing any additives and/or binders; zinc slag; zircon kyanite concentrate. An individual schedule for iron ore fines and a revised schedule for iron ore have been implemented to address the dangers related to the liquefaction of iron ores. z To read the full M-Notices, go to the MCA website www.gov.uk/mca

g Young Maritime Professionals Forum Saturday 5 March 2016 Southampton — TBC. The Forum provides guidance to Nautilus Council on the challenges facing young people in the shipping industry and on the issues that matter to them. Open to all young members (UK, NL & CH).

g Women’s Forum Saturday 5 March 2016 Southampton — TBC The Forum provides guidance to Nautilus Council on the challenges facing women in the industry and encourages female participation in Union activity. Open to all female members.

Contact Danny McGowan: +44 (0)20 8989 6677 ymp@nautilusint.org

Contact Lisa Carr: +44 (0)20 8989 6677 women@nautilusint.org

Contact Nautilus International Nautilus International welcomes contact from members at any time. Please send a message to one of our department email addresses (see page 17) or get in touch with us at one of our offices around the world. For 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.

Offshore sector contact point Members working for companies based in the east of Scotland or UK offshore oil and gas sector can call: +44 (0)1224 638882 THE NETHERLANDS 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

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 dovaston C/Joan de Saridakis 2, Edificion Goya Local 1A, Marivent 07015 Palma de Mallorca, Spain Tel: +34 971 677 375 recruitment@nautilusint.org www.dovaston.com

College contacts Induction visits See www.nautilusint.org event section for dates of upcoming college visits by the Nautilus recruitment team. For further information, email recruitment@nautilusint.org or call Lee Moon on +44 (0)151 639 8454. Industrial support for cadets An industrial official is appointed to each of the main nautical colleges. In addition the industrial department is responsible for representing trainee officers in line with all

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

Quiz and crossword answers ACDB

Quiz answers 1. There are 45 LNG carriers with a capacity of 200,000 cu m and above. 2. Tugs are the most common vessel type in the Dutch shipbuilding orderbook — a total of 130 on order at the end of 2015. 3. Meyer Werft, of Germany, has the biggest orderbook for new cruiseships — totalling more than 1.7m gt at the end of 2015. 4. Costamare is the biggest containership operator in Greece, with a fleet of 71 ships of 462,000TEU capacity. 5. The combined passenger capacity of the cruiseships in the world fleet totals around 577,000, according to IHS statistics. 6. Lloyd’s Register is the world’s oldest classification society, and it was set up as the Society for the Registry of Shipping in 1760 by customers of Edward Lloyd’s Coffee House in Lombard Street, London. Crossword answers Quick Answers Across: 1. Alsatian; 5. Shaped; 9. Numerical; 11. Relic; 12. Espagnolette; 15. Idol; 16. Allergenic; 18. Melting pot; 19. Stun; 21.Micropscopist; 24. Eliza; 25. Larrikins; 26. Signet; 27. Flanders. Down: 1. Anna; 2. Same; 3. Thrush; 4. Archaeological; 6. Horologe; 7. Palatinate; 8. Decrescent; 10. Lance corporal; 13. Dismembers; 14. Rollicking; 17. Pinotage; 20. Assign; 22. Wide; 23. Asps. This month’s cryptic crossword is a prize competition, and the answers will appear in next month’s Telegraph. Congratulations to Nautilus member Stuart Fowler, who has won the prize draw for the January cryptic crossword. Cryptic answers from January Across: 1. Performance; 7. Cur; 9. Inversion; 10. Focus; 11. Tremble; 12. Yorkist; 13. Repression; 16. Here; 18. Hard; 19. Particular; 22. Blatant; 23. Solicit; 25. Troop; 26. Revetment; 27. Toy; 28. Side streets. Down: 1. Painter; 2. Revue; 3. Durables; 4. Maize; 5. Nanny goat; 6. Effort; 7. Cochineal; 8. Rosette; 14. Purgatory; 15. Shattered; 17. Sculptor; 18. Habitat; 20. Rotates; 21. Campus; 23. Saves; 24. Crete.

To suggest an organisation which could appear here, email telegraph@nautilusint.org

Maritime & Coastguard Agency +44 (0)23 8032 9100 www.gov.uk/mca Implements the UK government’s maritime safety policy and works to prevent the loss of life on the coast and at sea.

International Transport Workers’ Federation +44 (0)20 7403 2733 www.itfglobal.org A federation of over 700 unions representing over 4.5 million transport workers from 150 countries.

Merchant Navy Welfare Board www.mnwb.org Umbrella body for the UK maritime charity sector, promoting cooperation between organisations that provide welfare services to merchant seafarers and their dependants within the UK.

Inspectie Leefomgeving en Transport + 31 88 489 00 00 www.ilent.nl Dutch maritime authority (separate from Dutch coastguard).

Merchant Navy Training Board www.mntb.org.uk UK organisation promoting maritime education and training, and providing careers guidance. Administers the Careers at Sea Ambassadors scheme, under which serving seafarers can volunteer to give careers talks in UK schools.

Seafarers UK (formerly the King George’s Fund for Sailors) +44 (0)20 7932 0000 www.seafarers.uk Supports and promotes UK charities helping seafarers from the Merchant Navy, Royal Navy and fishing fleets. Often organises places for maritime fundraisers to enter marathons and other charity challenges.

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SINGAPORE Nautilus International 10a Braddell Hill #05-03 Singapore, 579720 Tel: +65 (0)625 61933 Mobile: +65 (0)973 10154 singapore@nautilusint.org

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

Useful organisations

Swiss Maritime Navigation Office +41 (0)61 270 91 20 www.smno.ch Swiss maritime authority.

SWITZERLAND Gewerkschaftshaus, Rebgasse 1 4005 Basel, Switzerland Tel: +41 (0)61 262 24 24 Fax: +41 (0)61 262 24 25 infoch@nautilusint.org

UK 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

g Professional & Technical Forum Tuesday 12 April 2016 at 1300hrs for 1330hrs at the FNV Bondgenoten, Pegasusweg 200, 3067 KX, Rotterdam, Netherlands The Forum deals with a wide range of technical, safety, welfare and other professional topics of relevance to all members, including training and certification. The meeting is open to all members (UK, NL & CH) Contact Sue Willis: +44 (0)20 8989 6677 protech@nautilusint.org

International Seafarers’ Welfare and Assistance Network +44 (0)300 012 4279 www.seafarerswelfare.org Global organisation providing a 24 hour, year-round multi-lingual helpline for all seafarers’ welfare and support needs, as well as an emergency welfare fund. SAIL (Seafarers’ Information and Advice Line) 08457 413 318 +44 (0)20 8269 0921 www.sailine.org.uk UK-based citizens’ advice service helping seafarers and their families with issues such as debt, benefit

entitlements, housing, pensions and relationships. Seamen’s Hospital Society +44 (0)20 8858 3696 www.seahospital.org.uk UK charity dedicated to the health and welfare of seafarers. Includes the Dreadnought health service. Seafarers Link +44 (0)1752 812674 www.communitynetworkprojects.org Telephone friendship project connecting retired UK seafarers at home through a fortnightly telephone conference service.

Seatax Ltd +44 (0)1302 364673 www.seatax.ltd.uk Company providing specialist tax advice for merchant seafarers. Marine Society +44 (0)20 7654 7050 www.marine-society.org UK charity dedicated to the learning and professional development of seafarers. Offers 120,000 books to ships through its library service, plus distance-learning programmes and scholarship schemes including the Nautilus-administered Slater Fund.

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February 2016 | nautilusint.org | telegraph | 43

JOIN NAUTILUS

The face of Nautilus Phil Lees, Council member

Engineer officer Phil Lees was elected to the Nautilus International Council last year — and he has clear views on his reasons for seeking to serve on the Union’s governing body. ‘I’ve been at sea for nearly 30 years now and I’ve had a really good time and I’d like to put something back. I want to make a difference.’ Presently serving as a third engineer with P&O Ferries, Phil gained his engineering qualifications ashore — with an apprenticeship and time served as a fitter and turner. He did a variety of jobs, including work with a diamond tool manufacturer and a company making cardboard boxes, before

deciding to work at sea. ‘I had always wanted to go into shipping, but the industry was in decline in the early 80s,’ he recalls. ‘Manufacturing industry had also gone downhill and I did all sorts of things before deciding to settle down and become a responsible human being when the opportunity came up to join the ferries in 1988.’ Phil started as a rating with P&O Ferries but, with encouragement from colleagues, he decided to study for his officer qualifications. ‘It was hard work, but worth all the effort,’ he notes. ‘I really enjoy my job — I like being involved in the running and maintenance of all the machinery and

getting my hands dirty.’ He’s been an active union member for many years and is presently Nautilus liaison officer for members serving on the Spirit of France and Spirit of Britain. ‘It takes up quite a bit of time, as I keep in close contact with members and try to update them on any issues and negotiations,’ he explains. ‘What motivates me is that I like to be involved in the workings of everything,’ he adds. ‘By maintaining a good working relationship with management, we can often resolve issues and grievances very simply and quickly and that gives me a lot of satisfaction.’ Phil says he enjoys the close teamwork

at sea and he particularly appreciated the camaraderie of being involved in the P&O Ferries choir — which won the title of the UK’s best workplace choir in December 2013. ‘I love this sort of thing and volunteered to take part — and it was a blast,’ he adds. ‘I feel I am now moving into the twilight of my career and I’d like to put something back,’ Phil says. ‘The industry has changed completely since I started, although the job is pretty much the same and I’d like to see the ferry business settle down with the introduction of new tonnage and the recruitment and retention of a new generation of seafarers.’

Wherev er you are , so are we Join now

CALL NOW TO JOIN NAUTILUS ON: UK: +44 (0)151 639 8454 NL: +31 (0)10 477 11 88 CH: +41 (0)61 262 24 24

Want to keep your job in 2017? Then read on! It’s time to get your papers out and start checking whether your UK certificate of competency will still be valid when STCW 2010 comes into force…

Nautilus is urging members to take note that the countdown has begun to new rules that will require additional training to be undertaken to keep UK certiﬁcates of competency valid for service after 31 December 2016. The new requirements are being introduced as part of the ‘Manila amendments’ to the Standards of Training, Certiﬁcation & Watchkeeping (STCW) convention, which were agreed at an international conference in 2010.

g Members are encouraged

to refer to the relevant M-Notices or alternatively contact the professional and technical department: protech@nautilusint.org

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11 MONTHS TO GO UNTIL 1 JANUARY 2017 HELM course or acceptable equivalent

DECK UPDATEE TO TO 010 STCW 2010

(e.g. sea service)

ECDIS certificate caat ate te ach achie achi achieved chie hie h after 1 January 2005 to avoid negative endorsement oid idd neg nega

HELM course or acceptable equivalent

ENGINE UPDATEE TO TO 010 STCW 2010

(e.g. sea service)

High Voltagee certifica certificat certificate ertific ertifica tifi ifi or qualifying sea void oid idd negative ne n neg service to avoid endorsement

NEW FICATE ICATE CAT CATE A AT CERTIFICATE alternati lterna t terna — otherwisee alternat alternative designation, ctrical trical rical icall En E such as Electrical Engineer

I addition: seatime In rrequirements for revalidation — 12 months in preceding five years or three months in preceding six months plus valid ENG1.

I addition: appropriate In ttanker endorsements — subject to revalidation.

6 To serve as an ETO certification is required...

ETO

R Refresher training — rrequired every five years for certificates held. Dependent upon rank (support/ operation/management) and duty — for example, Fast Rescue Craft certificate.

20/01/2016 14:05

44 | telegraph | nautilusint.org | February 2016

NEWS

Dutch yard overhauls Marco Polo Polo is pictured undergoing its A 10th special survey and refit at the

The 52-year-old cruiseship Marco

Damen Shiprepair yard in Vlissingen. Launched in 1964 as Aleksandr Pushkin, the Bahamas-flagged vessel underwent five weeks of work — including exterior repainting and interior repairs, along with work on the propellers and shafts, and reconditioning the bearings on the main engines. Liferafts and other safety equipment were removed and serviced, and cranes and winches overhauled, before the 22,080gt vessel returned to service with Cruise & Maritime Voyages.

Italy ‘blocking’ investigations Criminal inquiries have impeded work to find casualty causes, says Germany

Nautilus has expressed concern at Germany’s decision to pull out of two investigations into significant shipping accidents. The German maritime accident investigation body BSU announced last month that it was withdrawing from the Italian probes into the Costa Concordia and Norman Atlantic casualties, complaining that criminal investigations have taken precedence over safety. BSU was a party to the investigations because German citizens died in the capsize of the cruiseship Costa Concordia in 2012, and in the fire onboard the ferry Norman Atlantic in December 2014. But it said Italy’s criminal investigations into the blaze onboard the ferry had made it impossible for investigators to move around freely on the ship and to carry out detailed inspections of key components or to access the scene where the fire broke out. ‘Italy does not permit an objective technical accident investigation because of its absolute prioritisation of crimi-

Hoegh Osaka probe will be out by March Singapore-flagged car carrier A Hoegh Osaka ran aground in the Solent, the UK Marine Accident Investigation Branch (MAIB) says it has completed its report on the causes of the incident. In an interim report last month, the MAIB said a draft of the final report on the investigation has been sent to stakeholders for a 30-day consultation period and will be published by March. Hoegh Osaka ran into problems just over an hour after leaving the port of Southampton, bound for Bremerhaven, on 3 January 2015. The 51,770gt vessel was rounding

West Bramble buoy in the Solent when it developed a significant starboard list, causing some cargo shift and consequent flooding. With the list in excess of 40°, the ship lost steerage and propulsion, and subsequently grounded on Bramble Bank. The vessel was refloated on 22 January and went for repairs in Falmouth. Some reports estimate that the costs of the accident and the salvage may total as much as £10m. The MAIB said its investigation has considered all aspects of the accident — including the vessel’s stability, ballast management, and cargo planning and stowage.

nal proceedings,’ the German board stated. ‘Given these circumstances, the BSU does not consider further participation in the investigation promising.’ The BSU also noted that the Italian safety report on the

Costa Concordia disaster had been largely based on the ﬁndings of the public prosecutor rather than casualty investigators. ‘Accordingly, the overall response to the report was negative since it did not satisfy the

Just over one year after the

Merchant Navy Operations (Deck) Certificates of Competency Officer of the Watch (Unlimited) Jan, May & Sept intakes Chief Mate/Masters (Unlimited) May & Sep intakes Master Mariner (Unlimited) Orals Prep Mar & Oct intakes Master Mariner (200Gt) Orals Prep (2 weeks) STCW Safety, Navigation & Management STCW Basic Safety Training Personal Survival Techniques (FULL) Personal Survival Techniques (UPDATE) Personal Safety & Social Responsibilities Elementary First Aid Fire Prevention & Fire Fighting ECDIS Efficient Deck Hand HELM Operational & Management

44_news.indd 44

Man Over Board / Rib Capsize Drills NAEST (O) & (M) Security Awareness Designated Securities Duties Shipboard Safety Ofﬁcer Shipboard Security Ofﬁcer

severity and complexity of the accident,’ it added. The German authority said it had not been possible to conduct an investigation complying with European law, as the casualty investigators took second place to the criminal investigators. ‘Information obtained from second or third parties is not suitable for carrying out a serious investigation,’ the BSU stressed. Nautilus senior national secretary Allan Graveson said the BSU comments were of concern. ‘This vindicates the position taken by Nautilus in speaking out publicly and through the International Federation of Ship Masters’ Associations at the IMO, whereas others trotted out the usual line of await the outcome of the investigation before commenting,’ he added. Captain John Rose, maritime director at the Conﬁdential Human Incident Reporting Programme, commented: ‘The current status does little to further the sharing of safety lessons learned. This important information is meant to be in the best interests of the seafarer and not the lawyers.’

Tonnage doubts delay ballast rules of the international Ballast F Water Management (BWM)

The long-awaited introduction

Convention is facing further delays after weeks of checks on tonnage figures showed that it has still not gained sufficient support to enter into force. It had been thought that a flurry of ratifications by countries including Indonesia, Morocco and Ghana in November had given the convention the necessary backing from flag states controlling more than 35% of world tonnage. But the International Maritime Organisation announced last month that extensive checks on Indonesia’s tonnage figures had revealed that while 47 countries have now ratified the convention, they account for just 34.56% of the global fleet. This means the convention — which was agreed by the IMO in 2004 — will now not enter into force until at least 2017. Announcing the news, IMO secretary-general Kitack Lim said:

‘The recent ratifications have brought the BWM Convention so very close to entry into force. While we cannot predict exactly when that will happen, I would urge countries that have not done so to ratify the BWM Convention as soon as possible so that we can establish a certain date for entry into force, and also so that it is widely accepted when it does. ‘In particular, those countries with large merchant fleets that have not done so, are requested to accelerate their processes to ratify the convention,’ he added. Panama says it has started the process of signing the convention, although this will take several months. The IMO has urged shipowners to act quickly to install ballast water management equipment to ensure they will comply with the rules when the convention comes into effect. But operators continue to express concern about the uncertainty arising from the stricter standards being applied in the United States.

Unhappy new year... F

2016 is set to be a tough one for most sectors in the international shipping industry, according to maritime accountants Moore Stephens. Operators are facing a ‘volatile’ period, the consultancy warned, with the Baltic Dry Index dropping to a record low and container shipping needing to cut capacity to restore rates. And while the tanker markets have benefited from falling oil prices, the offshore maritime sector has faced with ‘major challenges’.

Moore Stephens shipping partner Richard Greiner said the year ahead will deliver more uncertainties for the industry. ‘Operating costs will go up, as will the cost of regulation — for example, implementation of the Ballast Water Management Convention,’ he added. ‘The threat from cyber security will rise. Interest in refinancing, as a means of getting cash out of the business, is likely to increase, as are calls for accelerated ship recycling and a cap on newbuildings.’

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