Nautilus Telegraph January 2017 by Redactive Media Group

Your true colours UK maritime medics look at new ways to test colour vision 22

Support success How the Union’s Slater Fund has changed a life 25

NL nieuws Vier pagina’s met nieuws uit Nederland 30-33

Volume 50 | Number 01 | January 2017 | £3.50 €3.70

Tight fit for Dutch ship flagged general cargoship F Dijksgracht as it became the largest Pictured right is the Dutch-

ship ever to visit the UK port of Ipswich. The 13,558gt vessel — which is 156.93m loa — arrived at the port with a shipment of 10,500 tonnes of rice from Texas, USA, for the Ipswich Grain Terminal. The visit required some careful preparations — with the ABP Ipswich marine team working with Harwich Haven Authority and pilots to plan the safe arrival of the vessel, which only had approximately 0.37m of clearance with the Orwell Bridge. ABP divisional port manager Paul Ager said: ‘Marine teams came together to ensure the ship sailed in on a spring tide, which gave it approximately one and a half hours to complete the transit up the river. Furthermore, there was only a 25 minute window to get the ship safely under the Orwell Bridge.’

UK urged to boost training support ‘Value-added’ SMarT package would pay for itself many times over, industry promises minister

Nautilus has joined forces with British shipowners to make a joint call for the government to adopt a ‘value-added’ Support for Maritime Training (SMarT) package that would increase cadet numbers and boost junior ofﬁcer employment. The Union, the UK Chamber of Shipping and the Merchant Navy Training Board have drawn up detailed proposals for the ‘SMarT Plus’ scheme — backed by a business case outlining the ways in which it will ‘create thousands of much-needed jobs in the years ahead’. Nautilus and the owners have presented shipping minister John Hayes with a dossier describing the need to upgrade the existing SMarT scheme, which currently provides up to £15m a year towards the costs of training British ofﬁcers.

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The industry partners argue that while SMarT has ‘delivered impressive results’ and a welcome increase in cadet numbers since it was introduced almost 20 years ago, the annual intake remains around 350 short of the longstanding target of 1,200 which is needed to meet long-term demand for skilled and experienced seafarers in seagoing and shore-based posts. And they suggest that — with the improved support — the UK could take advantage of ‘a great opportunity’ to increase its share of the global supply of ofﬁcers, against a backdrop of forecasts of increasing worldwide skill shortages over the next decade. The SMarT Plus proposals would restore the value of the assistance so that it covers at least 50% of the costs of training and would introduce incentives for companies to employ their

cadets as junior officers once they qualify. The package would provide enhanced support for companies that promise to employ cadets for at least 12 months after they get their OOW certification. This would ensure that more junior officers get the seatime needed to progress to higher qualifications, the Union and the Chamber say. The business case includes an analysis of independent research demonstrating the ‘value added’ economic contribution made by seafarers and how this generates a significant cost-benefit effect for the government in return for the support. The paper concludes that: ‘A straightforward doubling of SMarT funding from £15m to £30m per year would deliver more cadets and thus more UK seafarers, enhancing the UK’s seafaring base and — over the long term —

its status as the global centre for maritime business services.’ Nautilus general secretary Mark Dickinson commented: ‘Shipping is an essential industry for an island nation and seafarers are essential for safe, efﬁcient and quality shipping operations. A long-term decline in UK seafarer numbers has potentially catastrophic consequences for the country, and we urgently need to rebuild the maritime skills base if we are to avoid serious damage to the nation’s economic and strategic interests. ‘The support we are seeking is a drop in the ocean – it would amount to less than the cost of building a mile of motorway — yet our analysis shows that it would be repaid many times over with the creation of thousands of quality jobs, at sea and ashore in the wider maritime cluster,’ he pointed out.

‘The industry is united in its call for government action, and we urge the government to seize this opportunity. We desperately need a new generation of British seafarers, and we believe SMarT Plus would ensure that we recruit the numbers needed to keep the UK as one of the world’s major maritime centres.’ Chamber of Shipping CEO Guy Platten commented: ‘We are seeking a very small increase in the government’s cash contribution to seafarer training. In return, we are promising huge economic beneﬁts and job creation over the long term. ‘There are young people who want to go to sea, and there are companies who want to employ them. This is a no-brainer. With better support from government we can create thousands of jobs in the next few years.’ g ICS training call — see page 7.

Inside F Welfare warning

Nautilus general secretary spells out scale of challenge to UK maritime charities — page 19 F Open industry?

Exclusive report on new research into discrimination in the world ﬂeet — pages 7, 20-21

F Read all about it

The book is alive and well at sea, thanks to the Marine Society’s library service — page 27

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02 | telegraph | nautilusint.org | January 2017

NAUTILUS AT WORK

Industry calls for EU MLC update Owners and unions urge member states to implement ‘safety net’ changes

European seafaring unions and shipowners have made a joint call for the European Commission to update EU regulations to incorporate new ‘safety net’ amendments to the Maritime Labour Convention (MLC). The European Community Shipowners’ Associations (ECSA) and the European Transport Workers’ Federation (ETF) have made the request with the aim of ensuring that the EU directive implementing the MLC covers new requirements which aim to improve protection for abandoned seafarers and provide compensation for death or disability following workplace accidents. The MLC amendments come into effect on 18 January 2017 and will require member states to set up some sort of ﬁnancial compensation system — either in the form of a social security scheme, insurance, national fund or other similar arrangements. Such schemes will ensure that compensation is paid to seafarers and their families in the event of abandonment, death or longterm disability due to an occupational injury, illness or hazard. ECSA and the ETF have asked the European Commission to amend the social partners’ agree-

EU shipowners’ spokesman Tim Springett, left, and Nautilus general secretary sign the social partners’ agreement on the MLC amendments

ment directive on seafarers’ rights to decent conditions of work in accordance with the MLC amendments. ‘The International Labour Organisation adopted a set of amendments to the international rules in 2014 introducing provisions to further ensure the wel-

fare of seafarers and their families if seafarers are abandoned by the shipowner,’ said ECSA spokesman Tim Springett, from the UK Chamber of Shipping. ‘To be coherent, we want to make sure that they are now also included in the EU law, our social partners’ agreement.’

‘The new amendments make ﬁnancial security compulsory for shipowners to cover the costs of maintaining and repatriating abandoned seafarers. It also expands the existing provisions on shipowners liability for sickness injury or death in service to ensure that contractual compensation is paid in full and without delay to the seafarer or their representative,’ said Nautilus general secretary Mark Dickinson, the ETF social dialogue spokesman. ‘This offers very important protection for seafarers.’ The ETF and ECSA have urged EU member states to implement the 2014 amendments to the MLC as soon as possible — by no later than their entry into force on 18 January — to ensure a common implementation of all its provisions at community level and increase compliance with its requirements. z Nautilus will hold a special oneday seminar to help members learn more about the MLC amendments. Due to take place on 23 March 2017, the meeting will also provide an overview of proposed future amendments to the convention which could come into force during 2018. Visit the Union’s website to ﬁnd out more or to book your place.

Centenary dinner to boost welfare site F

In 2017 the charity Seafarers UK will mark its 100th year. It was established in 1917 in response to the devastating impact of so many seafarers being killed or injured at sea during the Great War. King George V was prepared to lend his name to the charity and it became known as King George’s Fund for Sailors. Since then Seafarers UK, as it became known in 2005, has helped thousands of seafarers — and their families — in need every year across the Merchant Navy, Royal Navy and fishing fleets.

Seafarers UK will mark its centenary by holding four special UK events in Liverpool, London, Bristol and Glasgow. The Liverpool Centenary Celebration Dinner will take place on 23 February at the Merseyside Maritime Museum. This event will raise funds for the new care and accommodation wing being built for retired seafarers and their dependents at the Nautilus Mariners’ Park Estate in Wallasey. The evening will involve a drinks reception, a three-course dinner, music by the Band of HM Royal Marines Scotland, an auction and an after-dinner

speech by former deputy prime minister Lord Prescott, patron of the Merchant Navy Welfare Board. The other centenary dinners will take place at Guildhall in London on 28 March, at Bristol Mansion House on 12 July, and at the Riverside College in Glasgow on 5 October. g For more information or a booking form for any these events, contact the Seafarers UK Events Team via 020 7932 0000 or centenary@seafarers-uk. org. Places for the Liverpool Dinner are limited, so do get in contact soon to guarantee yourself tickets.

Nautilus course gives key skills to lay reps MacDonald, Victor Burns, A Geraldine O’Sullivan, Chris Lewis, Nautilus members Ross

Sean Smith, Eugene Graffin, Jim Warnes and Jeroen Pasman are pictured with senior assistant organisers Lee Moon and Danny McGowan, head of strategic development Steven Gosling and membership and research administrator Sam Udall at last month’s advanced training course for lay representatives. The course is designed to provide Nautilus workplace representatives with specialist skills and knowledge in areas such as negotiations, consultations, communication and representation, as well as providing up to date information on employment tribunals (ETs) and landmark cases affecting the shipping industry. ‘This was the first advanced course that we have run in the new interactive style,’ Mr Moon said. ‘It is only open to representatives who have attended the essential course and develops the learning from that course. It also gives an insight into

best practice around approaches to common issues and hopefully demolishes some of the myths that people think apply to our members just because they are a seafarer. ‘We combine individual and group work with traditional teaching methods and wrap it all up in a final task which is designed to enable attendees to demonstrate their learning,’ he added. ‘We’re not expecting our members to ever have to represent someone at an ET, especially as effective negotiation should prevent any case getting there in the first place, but understanding the process really helps when dealing with issues as they arise.’ Mr Moon said the training puts the emphasis on ‘what is best for the members?’ — with the sessions designed to give reps the opportunity to relate what they are discussing to their own companies. g The next Nautilus lay reps training course will be held on 25 to 27 January, and the next advanced course will be held on 22 to 24 February. For more details, email: lmoon@nautilusint.org.

Wight appeal to minister Wight have written to transport F minister Chris Grayling to call for the The Merchant Mariners of

UK to take ‘a once in a generation opportunity to increase the size and quality of our merchant service’ in the aftermath of the EU Brexit vote.

The organisation, which represents retired seafarers and marine managers in the Isle of Wight, has urged the minister to implement measures to attract more ships to the UK register and to increase British seafarer employment and training.

Tributes paid to Captain Ronald Pengelly following the death of one of F the oldest residents at the Nautilus Tributes have been paid

Mariners’ Park Estate — Captain Ronald James Pengelly, pictured left, who was aged 90. His funeral last month was attended by more than 50 people and was followed by a celebration of his life, organised by staff at the Union’s care home. Born in Rock Ferry in 1926, he first went to sea at the age of 16 during the Second World War, and his early voyages involved hazardous stints on the Atlantic Convoys as well as in support of Operation Torch in North Africa. He went on to serve on Clan Line’s Clan Chatten on voyages to

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Madagascar, Australia and the Pacific — delivering vital military equipment and ammunition during the Burma campaigns. He was awarded both the Burma and Pacific Stars. Capt Pengelly described how he met Hilda, his wife-to-be, in 1947 while on shore leave as a third mate on a Shell tanker. But a subsequent promotion to second mate meant an 11-month voyage shortly after the wedding. On his return he recalled his wife commented: ‘I don’t call this being married.’ To get shorter tours, Capt Pengelly joined Palm Line, and after gaining his master’s certificate he moved ashore to work for the Mersey Dock & Harbour Company, rising to the post of senior dock master at Birkenhead.

Capt Pengelly moved to Mariners’ Park in 2003. A constant champion of the Merchant Navy, he was instrumental in instigating an annual VJ Day event at Mariners’ Park, and was the first to volunteer to recite the Kohima Epitaph at the annual November Remembrance Service. One of Capt Pengelly’s ‘last crusades’ was to successfully campaign for an activities room for residents in the new Seafarers UK Centenary Wing, due to open in spring 2017. ‘Here, he was quite insistent that not only should there be a snooker table available but it must be a full size one!’ said Mr Cliffe-Thompson. ‘Sadly we won’t be able to see Ron at the table with cue in hand.’

Unions unite against abuse ferry organiser Micky Smyth F joined Scotland’s transport minister

Nautilus members and national

Humza Yousaf, above, to highlight a joint campaign to combat abuse and violence against transport workers — especially during the festive period. More than 150 staff on Scottish

trains, ferries and buses have been subjected to violent attacks during the past two years. The joint Scottish TUC and industry campaign calls for a ‘zero tolerance’ approach to unwarranted and unacceptable abuse against road, rail and maritime workers.

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January 2017 | nautilusint.org | telegraph | 03

NAUTILUS AT WORK

UK urged to make more use of merchant ships for defence

shortreports MAERSK GROWS: Maersk Line is set to consolidate its position as the world’s largest container shipping group with a takeover deal for the German firm Hamburg Süd, which is expected to be completed by the end of 2017. Reportedly valued at US$4bn, the deal with increase Maersk’s capacity to around 3.8m TEU and its share of the global market share from 15.7% to 18.6%. Hamburg Süd currently operates a fleet of around 120 vessels, and Maersk says the deal — which is subject to regulatory approval — will deliver ‘significant synergies’ through the integration of services and reduced unit costs. RECORD WAVE: Nautilus has suggested that ship design rules should be reconsidered after an expert committee convened by the World Meteorological Organisation established a new world record significant wave height of a massive 19m (62.3ft), measured by a buoy in the North Atlantic. Nautilus senior national secretary Allan Graveson commented: ‘Given the increasing occurrence and height of abnormal waves, would it be appropriate to review the rules of construction?’.

Hovertravel’s Island Flyer passes by as the aircraft carrier HMS Illustrious leaves for scrapping in Turkey Picture: Gary Davies/Maritime Photographic

defence minister Michael A Fallon urging the government to act Nautilus has written to UK

on the findings of a new report on a national shipbuilding strategy. Produced by former P&O chairman and Carnival director Sir John Parker, the report calls for a ‘sea change’ in the way naval ships are designed, built and deployed — including greater use of merchant vessels to carry out key strategic functions. The report warns that failings in current policy mean that the Royal Navy is ordering fewer and more expensive ships than planned. ‘Old ships are retained in service well beyond their sell-by date, with all

the attendant high costs of doing so,’ Sir John added. New warships should be built in the UK for reasons of national security, the report says, and the government should take advantage of the ‘renaissance’ in British shipbuilding — with the industry ‘heading in the right direction in terms of competitiveness and innovation’. Noting that the new Royal Fleet Auxiliary MARS tankers are being built in South Korea, the report says that this may restrict opportunities for the UK supply chain and lead to higher costs for overseas supervision and risks of foreign exchange fluctuations.

Building the new fleet solid support ships in the UK would contribute regional economic benefits, it argues. The report argues that newbuilds are not always the best solution for defence needs, and it urges the MoD to consider the scope for converting merchant ships to save costs. ‘A number of successful ships over the years in RN service have been conversions from commercial shipping,’ it points out. The Royal Navy should also explore the use of commercial shipping for routine and ‘lowthreat support tasks’, the report recommends. Nautilus general secretary

Mark Dickinson said the report had made some significant proposals and he urged the minister to act on the proposals. ‘There are huge opportunities to take a more holistic and cost-effective approach by making greater use of British commercial ships for defence purposes, he told Mr Fallon. ‘Given the RN’s current difficulties in recruitment and retention, coupled with the government’s Maritime Growth Study objectives to increase the size of the UK ship register and to expand UK seafarer training and recruitment, there is considerable scope to achieve some crucial policy objectives, Mr Dickinson added.

MPs warn over naval decline Nautilus urges defence committee to assess state of the RFA as well as RN

Nautilus has welcomed a Parliamentary report which warns that the Royal Navy has declined to a dangerously low level that would leave the UK unable to cope with potential strategic threats. The all-party House of Commons defence committee described the state of the RN ﬂeet as ‘woefully low’ and warned that any further reductions below the present total of 13 frigates and six destroyers would be ‘completely unacceptable’. Committee chairman Dr Julian Lewis said: ‘For decades, the numbers of Royal Navy escort vessels have been severely in decline. The ﬂeet is now way below the critical mass required for the many tasks which could confront it, if the international scene continues to deteriorate.

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What remains of our surface fleet now faces a prolonged period of uncertainty, as the frigate class is replaced in its entirety and all our destroyers undergo urgent, major remedial work on their unreliable engines.’ The committee said the Ministry of Defence must complete the RN fleet modernisation on time. ‘If it fails to do so, the government will break its categorical pledge to maintain at least 19 frigates and destroyers — already a pathetically low total,’ said Dr Lewis. ‘The UK will then lack the maritime strength to deal with the threats we face right now, let alone in the future.’ Nautilus general secretary Mark Dickinson said the report’s findings are of significant concern. ‘Maritime security is of immense importance to an island

nation that relies on shipping for 95% of its imports and exports,’ he pointed out. ‘Ministers have repeatedly stressed the importance of trade for our economic recovery, and for the post-Brexit relationships with other countries. It is, therefore, more important than ever that our sea lanes are open and secure and we are disturbed to note the report’s conclusion that the Royal Navy escort ﬂeet is now way below the critical mass required for the many tasks which could confront it.’ In a letter to Dr Lewis, Mr Dickinson said he feared the committee’s report under-states the severity of the threat to UK security. ‘The Royal Fleet Auxiliary has suffered similar problems to the Royal Navy, and we are extremely concerned about both the depleted number of ships in the ﬂeet

and the number of personnel to crew them,’ he pointed out. ‘The loss of the operational maintenance and repair capability arising from the withdrawal of RFA Diligence is one example of the under-appreciated support provided by the RFA and the worrying questions about the erosion of not just ship numbers but also core ship functions,’ he added. Mr Dickinson said he hoped the committee would also examine the strategic impact posed by the decline of UK-ﬂagged merchant ships and the reduced number of British seafarers. ‘The scale of our dependence on foreign — often ﬂag of convenience — shipping is dangerous, from both a strategic and an economic standpoint and I fear we will as a nation soon face what has been described as “sea strangulation”,’ he warned.

ROLLS AXE: Rolls-Royce is to cut a further 800 jobs from its marine business, blaming continued weak demand from the shipping industry. The company says the cuts will generate savings of up to £50m a year and an associated programme of organisational changes will ‘increase the strategic focus on developing further electrical and digital technologies’. EFFICIENCY TRIALS: two Falmouth pilot boats are taking part in an innovative UK-funded project to improve vessel efficiency. The MOVE project aims to help operators optimise vessel performance through improved selection of propulsion and generation systems, as well as enhanced mission planning and targeted maintenance. CRUISE BOOM: the number of cruiseship passengers in European waters grew by 3% in 2015 — to a record total of 6.6m, according to new figures from the Cruise Lines International Association. The report shows that European passengers account for just over 28% of the global total of 23.19m. SCOTLINE ADDITION: UK-based shipping firm Scotline has expanded its owned fleet to nine vessels with the addition of the 3,183gt general cargoship Odertal from German owners Harren & Partner. Scotline said the vessel had been renamed Scot Leader and switched to the UK flag. DETENTION UPHELD: an appeals tribunal has upheld the Australian Maritime Safety Authority’s decision to detain the Hong Kong-flagged containership OOCL Le Havre, which was suspected of breaching MARPOL rules by dumping food waste less than 3nm from the nearest land. WATER BOOST: the volume of freight being carried around the UK coast increased by 2.6m tonnes during 2015, according to a new report from the Department for Transport. Coastwise traffic between UK ports totalled 42.6m tonnes in 2015 — the highest figure since 2012. CABLES CUT: investigations have been launched after power supply cables running between France and the UK and internet cables between the Channel Islands and Britain were reported to have been severed by ships’ anchors last month. STOLT DEAL: the Norwegian operator Stolt-Nielsen has completed its acquisition of the chemical tanker fleet of Jo Tankers. The deal includes 13 chemical tankers and a 50% share in a joint venture with eight chemical tanker newbuildings. PROPELLER PROBLEMS: the specialist repair company Hydrex Underwater Technology has reported a marked increase in the number of ships having to undergo repairs for damaged propellers.

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04 | telegraph | nautilusint.org | January 2017

NAUTILUS AT WORK

shortreports

Nautilus urges Stena Line to increase offer

SERCO SETTLEMENT: members employed by Serco Ferries (Guernsey) Crewing have voted to accept the company’s offer of a 2% base pay increase for the 2016 pay review. Some 90% of members voted to approve the uplift in salaries, which will be post-dated from 1 October 2016. National ferry organiser Micky Smyth has written to the company to accept the offer and has thanked members for their participation in the consultation. FLINTER WORRIES: following the bankruptcy of the Dutch shipping company Flinter, Nautilus has been involved in a series of discussions to ensure that crew members are paid. Marcel van Dam, an official in the Union’s Rotterdam office, commented: ‘We are doing everything we can to ensure that members get what they are entitled to. We are busy talking with the banks to achieve the best possible settlement for employees.’ CROWN OFFICERS: two new liaison officers have been appointed to represent members employed by Crown Crewing (Jersey). Ashley Williams and David Grayson will represent members onboard Jaynee W and Whitchampion respectively. Each will serve from 1 January 2017 until 31 December 2019. Five further liaison officer roles are available onboard Keewhit, Whitchallenger, Whithaven, Whitstar and Whitonia. MERIDIAN REJECTION: Nautilus has written to Meridian Shipping Services on behalf of its members serving on the company’s ro-ro and ro-pax ferries to reject a 1.2% pay offer. National ferry organiser Micky Smyth told management the package falls below the 2% RPI inflation rate and was not sufficient to put to members for consultation. CALMAC TALKS: the third Nautilus liaison officers’ committee meeting with Caledonian MacBrayne Crewing (Guernsey) management was held in December. Items discussed included crew welfare, onboard connectivity and the sickness policy. The next joint meeting will be on Thursday 2 March 2017. P&O MEETING: issues including e-payslips, the trade union recognition agreement and the Irish Sea CBA were on the agenda at the seventh joint consultative committee meeting for members employed by P&O Crewing Services (Jersey) and P&O Irish Sea (Jersey). TRINITY ‘NO’: members employed by Trinity House have voted to reject a 2% pay offer, which would have taken effect from 1 March 2017. Industrial organiser Paul Schroder has written to management to advise them of the decision and to request further talks. WESTMINSTER LIAISON: Nautilus member Stephen Kowalski has been appointed liaison officer for members employed by Boskalis Westminster onboard Shoalway. His period of office lasts until 30 April 2018.

offer for members serving with A Stena Line — warning management Nautilus has rejected a pay

harmonised collective bargaining agreement (CBA) and trade union F recognition agreement for members serving with P&O Irish Sea (Jersey). Following long-running negotiations, Nautilus has agreed a new

Pictured above signing the agreement in St Helier, Jersey, is national ferry organiser Micky Smyth, alongside P&O Irish Sea (Jersey) director Mark Risby and head of HR continental Europe Andrew Shaw.

that the proposed package is ‘unacceptable’ because it fails to match the RPI inflation rate. Following talks with management, the Union received an offer for a 1.2% increase this year or a two-year deal delivering 1.3% in the first year and 1.4% in year two. But after receiving feedback from Nautilus liaison officers who have canvassed members’ views, national ferry organiser Micky Smyth has written to the company to urge it to reconsider the package.

Survey shows morale at low Job security fears haunt shipping company shore staff

Levels of morale among shipping company shorebased staff have fallen to an all-time low, according to a new survey. Research carried out by the international maritime jobs specialist Halcyon Recruitment and online training provider Coracle shows that almost two-thirds of personnel working in shipping company ofﬁces are concerned about their job security. The ﬁndings — which are based on feedback from almost 3,000 workers around the world — show that 36% reported a reduction in jobs at their workplace over the past year. Responses were drawn from all the key maritime centres and included respondents representing all the major trades, working in both commercial and operational roles. Halcyon said the survey

showed more staff than ever before are planning to change jobs in the next 12 months. But only 28% expressed conﬁdence about the employment opportunities they are seeing in the market, compared with 42% in 2015 and 60% in 2014. Only 38% of the survey participants have seen an increase to their basic salary over the past year, compared with 47% in 2015. Those working in the technical and health and safety sectors of shipping are faring best, with 53% receiving a salary increase and 60% a bonus. The survey found that lack of promotion and advancement opportunities is the leading reason for dissatisfaction among employees in their current role, with 45% citing this as their main area of discontentment, followed by beneﬁts packages.

Commenting on the results, Halcyon Recruitment chief executive ofﬁcer Heidi Heseltine said: ‘The results this year are unlikely to surprise most, as shipping markets have been, and continue to be, depressed. Save for some short-term improvements, there is no evidence to suggest any notable change on the horizon in the next 12 months. ‘With a severe lack of promotion and advancement opportunities, morale is low and one of the leading reasons for dissatisfaction among employees in their current role.’ She said the survey had also revealed concerns about the impact of Brexit — with the biggest worries being the potential impact of business tariffs on trade between the UK and EU, followed by the potential of employers relocating their business.

Mr Smyth pointed out that the offer is below the current RPI of 2%, which is the starting point used by Nautilus for its claim. Whist the Union accepts that these are uncertain times, it has secured RPI-linked pay rises with six other ferry companies, he added. Management told the Union that Stena Line is facing ‘significant growing competition’ from companies using ‘more cost aggressive manning models’ and it argued that ‘realistic expectation must remain at the forefront’ to protect the company’s programme of future savings while ensuring a sustainable employment model.

TUC alert on auto pensions government not to delay a rise F in auto-enrolment pension rates, to The TUC has urged the UK

ensure that people have adequate retirement incomes. The minimum rate of autoenrolment pension contribution is set to rise from 2% now to 8% in 2019. Of this, the employer will have to contribute at least 3%. However, concerns have been raised on whether the 8% rate is sufficient to give people a decent pot to retire on. TUC general secretary Frances O’Grady said a report from the Pensions and Lifetime Savings Association had shown the success of auto-enrolment, but also highlighted the need to increase contributions to ensure adequate retirement incomes. ‘Automatic enrolment has given millions a workplace pension for the first time, especially young workers,’ she added. ‘But now we need to make sure that those pensions are enough for a decent retirement. ‘Employers must step up and show they’re prepared to put more into workplace pensions alongside their employees,’ Ms O’Grady added. ‘And the government must improve auto-enrolment so it delivers a decent pension for everyone.’

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frustration that red tape is F halting progress on pay talks dating Nautilus has expressed its

from 2015. A meeting to discuss the award for members employed by the Natural Environment Research Council (NERC) on ships operated by NOCS-NMFSS and the British Antarctic Survey had been due to take place in November, and then again in December, but is being hampered by internal bureaucracy. In a communication with the Union, management said that they had submitted the business case for the 2015 pay and conditions review with the aim of getting the necessary approvals to make an offer. According to John Ward, the

National Oceanography Centre head of people and skills, the process has passed the first hurdle but a new approval regime that means it has to go through several more hoops before a formal offer can be made. A series of new dates for the talks have been proposed in January, February, March or April. Industrial organiser Lisa Carr said the latest setback is disappointing. ‘This meeting has been, and keeps being, put on hold due to the company continuing to tie the process up in red tape. ‘We’re disappointed and frustrated on our members’ behalf that this process will now drift into another calendar year with little sign of a quick resolution apparent.’

Micky Smyth, Isle of Man Steam Packet Company manager Ethel F Docherty, liaison officer Chris Bowen and fleet operations manager Frank Pictured above, left to right, are Nautilus national ferry organiser

O’Neill at the company’s headquarters during pay talks in December. Following the talks, a 3% pay offer has been made to members employed by Manx Sea Transport (Guernsey) and the results of the consultation will be known early in the new year.

14/12/2016 18:11

January 2017 | nautilusint.org | telegraph | 05

NAUTILUS AT WORK

Minimum wage rules reviewed Unions urge minister to ensure that pay rules apply to ferries and offshore

Nautilus and the RMT union have welcomed UK government pledges to consider enforcing national minimum wage (NMW) requirements on ships operating in the offshore sector. Shipping minister John Hayes told the House of Commons last month that he had held talks with the unions on the issue and has been working closely with ofﬁcials in other government departments, including HM Revenue & Customs (HMRC) and the Department for Business, Energy and Industrial Strategy, on the application of the NMW to seafarers in UK waters ‘more generally’.

The minister has been questioned by MPs over the scope of the government’s review after Nautilus and the RMT highlighted a series of cases which show how UK seafarer training and employment is being undermined by the use of poorly paid crews recruited overseas. The unions are currently in discussions with Department for Transport ofﬁcials over the potential for application of the National Minimum Wage (Offshore Employment) Order 1991 to offshore work — including oil rigs, and offshore supply or ﬂoating accommodation vessels. Talks are also addressing a

review of the government’s guidance on NMW enforcement on behalf of seafarers in response to the requirements of the Equality Act 2010. Mr Hayes told MPs that he was ‘committed to reviewing the legislation to ensure that it applies to the offshore sector’ and that his department is preparing to launch a further review in the new year — involving ‘relevant industry and government stakeholders’ — which will ‘apply to seafarers working in all sectors of the UK shipping industry’. Liberal Democrat home affairs spokesman Alistair Carmichael said he was glad the minister was

taking the matter seriously. ‘It surely cannot be right for HMRC to deem that a ferry service that starts in Aberdeen and ﬁnishes in Lerwick is operating wholly outside UK territorial waters,’ he added. ‘It is nonsense for the body that is supposed to enforce the minimum wage to be undermining it in this way,’ said Mr Carmichael. ‘Will the government do something to stop this?’ The unions have welcomed the minister’s commitment to reviewing NMW legislation and are seeking conﬁrmation that this review will cover all ferry and freight routes from UK ports.

shortreports GMSG DEAL: members employed by GMSG have overwhelmingly voted to accept the company’s 2017 1% pay offer. The deal will also see an extension of the long service awards to cover 35 years’ service, which will see awardees receive a non-taxable £1,500 and an additional seven days’ annual leave for the award year. Additional changes will also see a reduction in annual training leave from eight days to six and a reduction from eight days to seven for negative leave for unattached leave covering two occurrences a year. UECC OFFER: a 1% pay offer has been made to members employed by UECC following a meeting with Nautilus on 6 December. National secretary Jonathan Havard — in industrial organiser Derek Byrne’s absence on sick leave — met management to discuss the claim. Nautilus will now consult with members about the pay offer, but has not recommended acceptance as it falls below the RPI inflation rate. SHELL VIEWS: members employed by Shell International Shipping Services (SISS) are being asked to submit their aspirations for its 2017 pay and conditions review. National secretary Steve Doran is asking members to update on any changes to workloads and responsibilities over the past 12 months which will help shape the Union’s claim. Comments must be submitted by 4 January 2017. MAERSK CLAIM: a pay claim for members employed by Maersk Offshore (Guernsey) and serving on tankers has been submitted by Nautilus following consultations. National organiser Steve Doran said the Union is seeking an increase over and above RPI, and has also raised issues including seniority increments, dry dock bonuses, cadets and internal promotion opportunities. SEATRUCK CLAIM: a 2% pay claim for members employed by Seaway Manning Services (Guernsey) and serving onboard vessels operated by Seatruck Ferries has been submitted by Nautilus. The submission includes an increase to the death in service benefit. A meeting to discuss the claim and other issues has been arranged for Tuesday 10 January at the Seatruck offices in Heysham. RED OFFER: following talks between Nautilus and Red Funnel, the Union has been given a formal offer of a 2% pay increase, along with changes to the agreement for overtime payments. Nautilus has recommended acceptance and the results of a membership consultation were due shortly before Christmas. THAMES TALKS: a pay offer of 1.25% and a bonus of up to 3% has been rejected by Nautilus members employed by Thames Clippers following consultations. Industrial organiser Lisa Carr has written to the company to notify it of the members’ decision and a meeting was due to take place shortly before Christmas.

Pictured above is Nautilus general secretary Mark Dickinson and national ferry organiser Micky Smyth during a series of ship visits to meet members serving on Isle of Wight ferry services. They are pictured, clockwise from top left, with Captain David Booker

onboard St Cecilla; with Captain Donald Neaves onboard St Clare — both Wightlink ferries; and with Captain Ali Kiamone onboard Red Osprey; and with liaison officer Stuart Tan and Captain Howard Ray onboard Red Jet 6 — both Red Funnel ships. The Tube, 86 North Street Cheetham Hill, Manchester M8 8RA

DELIVERY WORLDWIDE

Personnel agreement the outcome of talks at the A International Maritime Organisation Nautilus has welcomed

on the definition of ‘industrial personnel’ onboard ships. There had been concerns that the mis-use of the term, which was developed for the carriage of windfarm technicians, could undermine STCW and MLC requirements. But talks at the IMO’s maritime safety committee agreed a definition of industrial personnel as part of interim recommendations

04-05_at work.indd 5

on the safe carriage of offshore technicians. Minimum requirements for technicians’ safety training and health certificates were also agreed. Nautilus professional and technical officer David Appleton, who took part in the talks, said he welcomed the decision that industrial personnel are only to be transported or accommodated onboard and should not carry out any work onboard. The talks also agreed a process for the development of a common international safety standard by 2024.

Q Braids Q Work Wear Q Tropical Wear Q Cadet Uniforms Q Officers Uniforms

officer Russell Downs meeting members onboard the Royal Fleet F Auxiliary fleet replenishment ship Fort Rosalie at the Cammell Laird yard

Pictured above is Nautilus national secretary Steve Doran with liaison

in Birkenhead. A wide range of issues was discussed with members and Mr Doran said further RFA ship visits are being lined up for 2017.

14/12/2016 18:10

06 | telegraph | nautilusint.org | January 2017

OFFSHORE NEWS

shortreports

New DSV is designed for the North Sea diving support vessel Deep A Explorer, which was officially named

ORDERS FORECAST: offshore vessel orders will remain at very low levels for the next two years after a huge drop in 2016, a new report has warned. New contracts at yards have fallen 96%, the Clarkson Research Services said. ‘Ordering activity in 2016 so far has been extremely limited, with just two OSV orders reported in the year to date. These were placed by Atlantic Navigation back in June,’ it added. The report suggested there will be no change until market conditions improve. SEAHORSE CLAIMS: members employed by Seahorse Maritime and serving on Sealion vessels have been reassured that ongoing redundancy claims are being dealt with by the Union’s solicitor. Members have also been reminded that as the proceedings have been ongoing for several months that some people are now paying the unemployed membership rate. However, so long as a form of Nautilus membership is maintained, the Union will continue to support claims. NKOSSA FREEZE: members employed by Maersk Offshore (Guernsey) and serving onboard Nkossa II are being consulted on proposals for a pay freeze. The move comes after the company’s response to the Union’s claim stated that it was unable to find a solution where it would be able to award ‘any kind of salary increase’. Members have until midday on 4 January to submit their views. HAVILA CUTS: 16 crew members employed by Havila Marine (Guernsey) have been made redundant following the anticipated lay-up of three ships. Havila Fortune, Borg and Mercury have all been earmarked for lay-up until further notice, resulting in three people accepting voluntary redundancy and a further 13 being made compulsorily redundant. COMMS CONTRACT: Global Marine Systems (GMS) has secured a contract to improve inter oil-field communication networks in the North Sea during 2018. The project involves installation of a platform-toplatform fibre-optic cable, and involves installation and burial of around 75 km of cable in 75m of water. OCEAN LIAISON: a Nautilus liaison officer vacancy representing members employed by Ocean Supply (Guernsey) has been filled. Neal O’Hara has been appointed to the role and will take office from 1 January 2017 until 31 December 2019. One further liaison officer is still being sought for the same timeframe. BIBBY PROJECT: Bibby Offshore has secured a new contract with Shell, starting in the first quarter of 2017, to support engineering and subsea construction activities in the Gannet G field in the central North Sea. Under the agreement, Bibby will utilise its multipurpose vessel Bibby Polaris. ISLAND STACKS: Norway’s Island Offshore has said it is laying up more ships as a result of ‘unsustainable’ rates in the North Sea. It currently has 11 of its 28 vessels in lay-up, but this could rise to 14 — some 50% of its fleet — in the next few months. POLAR FIRST: the 4,283gt offshore supply vessel Stril Polar has become the first Norwegian ship to comply with the IMO Polar Code following certification by the classification society DNV GL. FUGRO MOVE: Dutch shipping firm Royal Boskalis Westminster has cut its stake in the seismic and subsea vessel operator Fugro to 9.38% after previously owning 28.6% of the company.

www.irishseafarerstax.ie

06_offwatch.indd 6

Pictured left is the new Technip

in November at the Vard Langsten shipyard in Norway where it was outfitted after the hull was built in Romania. The DP3 class vessel is purposedesigned and certified for subsea projects in the North Sea and Canadian market, with a 400-tonne box boom crane, large deck area, working moonpool and work-class ROVs. Capable of working on diving and subsea construction projects, even in extreme weather conditions, Deep Explorer is due to come into service early in 2017.

UKCS ‘poised for recovery’ Survey reveals that two-thirds of oil firms have cut staff

The tide may be turning for the North Sea downturn — with the majority of companies considering that the sector is on the brink of recovery, according to a new report. The annual oil and gas survey published by the Aberdeen & Grampian Chamber of Commerce found that around twothirds of UK oil firms had cut staff during 2016 and 40% had made ‘significant’ changes to terms and conditions, including shift patterns, pension contributions and benefits packages. The study showed that more contractors have reduced both their permanent and contract staff than at any other point in the 12-year history of the survey and fewer are working at or above optimum levels than ever before. However, most firms expected

the rate of job cuts to slow during 2017 — and 16% expected that their business will be growing by the start of the year, compared with 3% anticipating a decline. Some 12% of contractors are more conﬁdent about their activities in the UKCS, compared with 7% in May, while 47% — down from 75% - are less conﬁdent. Two out of three respondents believe the sector has already reached the bottom of the downturn, or will do so within the next year, and a further 25% feel it will be within the next one to two years. Meanwhile, a survey of 800 offshore workers carried out by the Unite union found that almost one-quarter consider that there is no future for the industry in the UK. More than half of those surveyed said the industry

would only survive with government intervention and only 6.9% believe the industry has a healthy future. A massive 95.3% said they felt the Scottish and UK governments are not doing enough to support the offshore sector. z BP has announced plans to boost its exploration activity in the North Sea and to double its production levels by 2020. The company said last month that its plans to participate in the drilling of up to ﬁve new exploratory wells in the North Sea over the next year and 50 development wells over the next three. Oil & Gas UK chief executive Deirdre Michie said the announcement ‘demonstrates that there is conﬁdence that there continue to be opportunities in the UK basin’.

Rise in chemical releases revealed oil and gas industry increased F during 2015 — in line with the first Chemical releases in the UK

increase in production levels for 15 years, a new study has revealed. Oil & Gas UK’s 2016 Environment Report also notes a slight increase in emissions of carbon dioxide, nitrogen

oxides, carbon monoxide and sulphur dioxide over year. C02 emissions from offshore oil and gas production contributed just over 3% of the UK’s total CO2 emissions in 2015 — the same level as the previous year. While there was a slight rise in the mass of chemicals released during

2015, the report says almost half was the result of three incidents. The overall mass of chemicals accidentally released between 2010 and 2015 is down 65%. Accidental oil releases represented less than 0.00002% of total oil production, the report notes.

Technip set to axe over 140 posts jobs in the Technip fleet are F being put at risk of compulsory

More than 140 marine officers’

redundancy, Nautilus has been warned. Technip (Singapore) told the Union it had attempted to mitigate the number of potential job losses from an initial 148. The latest overall figure is 141, but it is hoped that initiatives such as voluntary redundancy and job shares, sabbaticals and career break opportunities will minimise compulsory redundancies. Following a meeting in Manchester on Monday 12 December, the company said it will now review matters and commence direct communications with individuals selected for redundancy early in the new year. National secretary Steve Doran expressed his disappointment at the news. ‘Being told that 141 jobs are earmarked for redundancy was not the way we wanted to be going into the new year in the offshore sector,’ he said. ‘To see so many skilled jobs from hard-working members fall by the wayside is devastating and highlights the crisis engulfing the industry. ‘Members can be assured that we will continue to work closely with them, and with the company, to mitigate this issue as best we can.’ Any members concerned or who wish to discuss their situation are advised to contact the Union as soon as possible. Following consultations with members, Nautilus has accepted Technip’s proposals to amend the salary structure to ensure compliance with UK pension regulations. Mr Doran said he was assured that no members will lose out as a result.

£60m refit adds 15 years to life of Seawell intervention and dive support F vessel Seawell has returned to service The UK-flagged light well

after a £60m refit at the Damen yard in Vlissingen in the Netherlands. Built by North East Shipbuilders in Sunderland, the 9,158gt multifunctional vessel, owned by Aberdeen-based Helix Well Ops (UK), first went into service 30 years ago and the eight and a half month upgrade work should extend her lifespan for a further 15 years.

Work included the fitting of six new Rolls-Royce Bergen C25:33L8ACD generator sets, upgrading dynamic positioning (DP) thrusters and azimuths to DP3 class, as well as the replacement and upgrading of all electrical systems and cabling. Onboard accommodation has been improved, and the vessel’s dive system and bells have been refurbished, while its lifeboats have also been upgraded to comply with new performance standards.

14/12/2016 17:26

January 2017 | nautilusint.org | telegraph | 07

NEWS

Top results for Fleetwood Blackpool and The Fylde College A to prepare people for a career in the A special course developed by

shipping industry has had a 100% success rate. The college originally developed the Level 3 diploma in engineering shipping and maritime operations at its Fleetwood Nautical Campus as part of its programme for training Merchant Navy officer cadets. However, since the course was expanded to include non-sponsored

Owners told not to slash training Industry leader urges companies to think of their long-term skills needs

A shipowners’ leader has urged companies not to cut back on seafarer training levels in response to the industry downturn. And International Chamber of Shipping chairman Esben Poulsson told the CrewConnect Global Conference in Manila that there needs to be a shake-up in training systems to ensure that crews have the competencies to operate the new generation of ‘smart’ ships. Mr Poulsson told the meeting that the shipping industry is facing an uncertain time as a result of global economic problems. ‘With budgets under intense scrutiny as the impact of the oversupply of cargo capacity really takes a hold, it is inevitable that structural change will follow and that operations and trading patterns will also change,’ he pointed out. ‘There is always a danger in these circumstances that invest-

ment in training can be a victim,’ Mr Poulsson warned. ‘Now, perhaps as never before, companies must have an eye to the future and consider that growth will return in perhaps five or 10 years. They must recognise that decisions made in these difficult times should not inhibit the future sustainability of the industry. Investment in provisions such as training and recruitment are an essential part of assuring good industrial health.’ Noting the January 2017 deadline for the STCW Manila amendments, the ICS leader said shipping companies, administrations and training providers need to work together to avoid the risk of ‘disruption to the operation of the world fleet due to a lack of appropriately certified seafarers’. Mr Poulsson pointed out that the new seafarer grades and competencies introduced by the Manila amendments had been

influenced by the increasing role of technology onboard. ‘I think that we need to look very carefully at the future needs of the industry and to consider where training sits, not only as a career enhancer but also as part of the modernisation of the industry,’ he argued. ‘We are experiencing a transition into a “smart” era, which will feature integrated technology and automated functions and systems,’ he added. ‘As we continue down this path there must be growing attention to how ships will be operated and manned. ‘Technological developments are bound to affect manpower requirements but at this early stage, of course, it is difficult to be precise about the impacts,’ Mr Poulsson said. ‘Certainly, there will be a continuous challenge to ensure that seafarers’ skills reflect their changing roles onboard ship, and

that emerging risk factors are properly mitigated. ‘Seafarers may no longer be required so much to use machines but rather to collaborate with them. Integrated competencies will likely be highly valued, and seafarer skills will need to change. The industry cannot do this alone and will need to be backed up by a much smarter regulatory process and more ﬂexible, comprehensive and forward-looking responses by regulators. ‘The future sustainability of the industry requires an evolutionary response to the training and retention of seafarers,’ he concluded. ‘We need to do more than simply respond to changing needs, we must learn to anticipate them and thereby control the development of the industry. Changes may well be rapid, and a failure to respond with equal speed may leave training needs assessment trailing in their wake.’

students last year, all those who enrolled have successfully progressed in the industry. The college’s head of maritime operations Shajan Lukose said that embarking on a career in the Merchant Navy is extremely competitive and opening up the Level 3 course to non-sponsored students had provided them with greater opportunities within the industry. ‘Following completion of the course, if not already sponsored, we

ensure that all successful candidates get an interview with a shipping/ cadet training company to secure sponsorship to be a Merchant Navy cadet,’ he added. ‘We opened up the course last year and the entire initial non-sponsored intake has now progressed into further training and employment. This year we had more than double the amount of students take up the entry course, and are keen to grow it even further.’

Operators ‘must stop poaching rivals’ officers’ work together to prevent the F damaging effects of companies The shipping industry must

relying on poaching qualified officers from each other, a Glasgow-based ship management company has warned. Norbulk Shipping — which provides full technical management services to a fleet of more than 80 vessels, including LPG carriers, VLCCs, product tankers, bulk carriers, refrigerated cargo container vessels and ro-ros — said collaboration is essential to address the forecast shortage of officers. ‘Poaching will lead to an improvement in conditions of employment, especially in specific trades where the shortages are impacted most,’ said company director Peter Karlsen. ‘Experienced officers and crew will see improved benefits in not only salaries, but also with a more holistic approach to better living conditions at sea and the social welfare of seafarers.’ However, he cautioned, while poaching may be good for some seafarers, the industry should not rely on it as a solution to the shortage of skilled officers. ‘We have to plan longer term if projections that global seaborne trade could double by 2030 are correct, and the industry needs to show greater

commitment to future demand for experienced qualified officers,’ he added. ‘Those companies who do commit to increased training should not be holding back because of concerns about loyalty, or who will ultimately benefit from that training by poaching those crew members. ‘A key statistic for all operators is retention rates, which must be benchmarked against industry standards,’ Mr Karlsen argued. ‘We need to keep high retention rates by ensuring job satisfaction among officers. Mentoring young junior officers who are ambitious and have the ability to become competent senior officers is equally important for their career progression.’ Norbulk said the shipping industry needs to focus on the challenge of retaining the new generation of younger seafarers. General manager Walter Woodage noted: ‘When we first got involved in ship management in the 1980s, promotion to captain or chief engineer was at around 35 years old. This has changed since then, generally they are now being promoted at 30 years old after filling all criteria. We need to make sure our seafarers are given the best training and promotion possibilities to keep them at sea.’ secretary Ronnie Cunningham A is pictured, far right, with members of Nautilus assistant general

the International Transport Workers’ Federation UK & Ireland coordinating committee making a show of support for trade union members in South Korea, who are facing a government crackdown on their rights. The ITF has lodged protests with the South Korean government over its ‘brutal assault on trade unions, democratic protest and basic civil liberties’ — including the recent jailing of six trade union activists.

VIKING MARINE TRAVEL FLIGHTS - HOTELS - TRANSFERS - RAIL - CREW&SPOUSE A COMPLETE TRAVEL SERVICE TAILORED TO YOUR OWN REQUIREMENTS T: +44 (0)300 303 8191

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W: www.vikingrecruitment.com/travel

14/12/2016 16:33

08 | telegraph | nautilusint.org | January 2017

LARGE YACHT NEWS

UKSA cadet presented with training award Charter yacht cadet at the Isle of WightA based UKSA, has been presented with the prestigious Fisgard Plate in recognition of his success in marine engineering examinations. Jake, who is a member of Peterhead Sea Cadets, achieved the highest combined marks in his Sea Cadet Class One marine engineering examinations and was also presented with a cheque for £100 to put towards ongoing professional development. He is pictured right with UKSA CEO Ben Willows, Fisgard Association representative Stephen White, and UKSA cadet manager Emma Baggett. Jake, who is being part-funded through his four-year professional

Nautilus launches SRB campaign new campaign to encourage F superyacht crew members to take Nautilus has launched a

advantage of the benefits of its special Service Record Book (SRB). The Union has launched the Yacht Friends of Nautilus to open up opportunities for officers and crew working on large yachts to make use of the SRB, which helps members to record and calculate qualifying sea service for the purpose of certification. The initiative has been taken by Nautilus after the UK Maritime & Coastguard Agency (MCA) announced at the 2016 Monaco Yacht Show that, with effect from January 2017, superyacht officers and crew wishing to register for a notice of eligibility for a certificate of competency (or its renewal) will be strongly encouraged to hold a MCA-recognised SRB, such as the one provided by Nautilus International, to prevent any delays in the process. ‘Yacht Friends of Nautilus is an important and special campaign to prepare people for the changes

market booms

studies at UKSA by the Royal Merchant Navy Education Foundation (RMNEF), said he was honoured to receive the award. ‘I’d like to work my way up through the ranks of the superyacht industry and hopefully progress quickly,’ he added. ‘I am hoping to circumnavigate the Arctic Circle during my training — it a place that has always fascinated me and something I’ve always wanted to achieve.’ The Fisgard Association represents former Royal Navy artificer apprentices, most of whom served all or part of their training at HMS Fisgard or as part of the Fisgard Squadron in HMS Raleigh.

Jake Strachan, a professional

planned for the verification of service record books,’ said senior assistant organiser Danny McGowan. ‘Friends will not get the full protection of Union membership, but will get benefits such as the SRB, the Telegraph, Nautilus Plus discounts and access to the members’ section of the website.’ Mr McGowan said the MCA announcement has underlined the ‘industry-leading’ nature of the Union’s SRB. ‘It is essential that our large yacht members who do not yet have their Nautilus Service Record Book contact us immediately,’ he added. ‘Just as importantly, those members must get their colleagues and friends to join the Union, so that they too can benefit from this invaluable service straight away. Anyone can call into our office in Antibes, operated in partnership with D&B Services, to collect a book or become a member — or both!’ The Nautilus International SRB was developed in close cooperation with the MCA and is verified from the D&B Services office in Antibes.

Yacht crew join now! email recruitment@nautilusint.org or call +44 (0)151 639 8454

by Michael Howorth

opportunities are expanding F thanks to the growing popularity Superyacht chartering

Union in talks on REG Code Red Ensign Group to develop new regulatory framework

Nautilus is to take part in top-level talks on a new regulatory framework for superyachts ﬂagged with Red Ensign Group (REG) countries. The proposed new Red Ensign Group Yacht Code is due to be unveiled at the 2017 Monaco Yacht Show and will consolidate an updated version of the Large Yacht Code (LY3) and the latest version of the Passenger Yacht Code (PYC) to address the needs of the large yacht industry. The British Marine Federation said the initiative also seeks to combine the lessons learned from almost 20 years of regulating the large yacht sector since the ﬁrst version of the Large Yacht Code was published by the Maritime & Coastguard Agency (MCA). It is hoped the new Code will

be more responsive to wider changes, making better use of industry best practice and international standards such as ISO, and reﬂecting the International Maritime Organisation’s (IMO) remit for increased use of goalbased standards. The Code will also take in the necessary steps required to adapt to the IMO’s new four-yearly adoption and amendment cycle for its key STCW, SOLAS and Load Line conventions, to which the codes form equivalences. It will be a code of two parts with common annexes, such as for helicopter landing areas, enabling builders and designers to continue to recognise the familiar formats of the existing REG codes. An updated version of LY3 in Part A will continue to be applied

to yachts that are 24m-plus in load line length, in commercial use for sport or pleasure and which do not carry cargo or more than 12 passengers. Part B will consist of the latest version of the PYC applicable to pleasure yachts of any size, in private use or engaged in trade, which carry more than 12 but not more than 36 passengers and do not carry cargo. ‘This is a very signiﬁcant development, with important implications for the regulation of the superyacht industry,’ said Nautilus senior assistant organiser Danny McGowan. ‘We are pleased to be part of the industry working group and will be seeking to ensure that the best interests of our members are addressed as the Code is developed’.

As part of our growing support for seafarers serving in the large yacht sector, all members are entitled to a free copy of the Nautilus service record book, which has been produced to assist in the recording and calculation of qualifying sea service for the purpose of certification.

of boat shows and promotional events across the globe, says a report compiled by Transparency Market Research (TMR) in Canada. And Boat International’s annual survey of the superyacht market has highlighted the continued buoyancy of the sector, with 52 yachts of 76m or more being commissioned from shipyards during 2016 — the largest number on record for a single year. The TMR study says the global yacht charter market has been boosted in recent years thanks to the convergence of web-based yacht charter applications, which have made it much easier for customers to select and book vessels. The report includes forecasts for market segments over the next eight years, noting such trends as the rising preference for large yachts that can accommodate big groups and increasing partnerships between yacht charter mediators and travel booking service providers. It predicts that the superyacht charter market in Asia-Pacific is set to expand at the fastest pace over the period to 2024. Significant further growth is also projected in the European market.

Record calls at Gibraltar announced a record number F of superyacht calls thanks to new

The Gibraltar Port Authority has

facilities and improved infrastructure. Port captain Bob Sanguinetti said 20 superyachts had visited in the first weekend in December as the crossing season from the Mediterranean to the Caribbean neared its peak. ‘The new berths at Mid Harbours, improved infrastructure, competitively priced fuel, and a concerted marketing effort in this niche sector are clearly placing Gibraltar firmly on the superyacht map,’ he added. Maritime affairs minister Gilbert Licudi said he was delighted the port was gaining a higher profile across the superyacht community. ‘With crew changes, re-provisioning, bunkering and the wide range of attractions available to these discerning visitors, it is good to see so many of these impressive looking vessels making use of the facilities on offer.’

Nautilus International works closely with the MCA and regulatory authorities in Europe and around the world, and this SRB is one of only two that the MCA recognises worldwide as evidence of acceptable service. serv INTERNATIONAL

cht Commercial Ya ok Bo rd co Service Re (Power & Sail) rty Book remains the prope This Service Record al. of Nautilus Internation to n retur e If found pleas 0 Antibes, France. 3 Bd. d’Aguillon, 0660 al Nautilus Internation n E18 1BD s, George Lane, Londo 1&2 The Shrubberie United Kingdom ime Professionals since

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Once your yacht service is verified O in our office in Antibes, then the MCA accepts the Nautilus SRB as M ssufficient proof of onboard and sea sservice and no further supporting ddocumentation is required. zContact the membership ddepartment either via email or te telephone to receive your free SRB.

Feadship finishes its biggest yacht construction hall at Makkum, F in the Netherlands, is the 96.55m Pictured above leaving the

Vertigo — the largest yacht to be completed by the Dutch builder Feadship during 2016. Vertigo is ranked as the 44th largest yacht in the world in the

Superyachts.com Top 100 and can accommodate up to 12 guests and 26 crew. The 2,999gt vessel was built to Lloyds +100A1 class and will fly the Cayman Islands flag. Powered by twin MTU engines of 3,004hp each, Vertigo has a maximum speed of 17

knots and a range of 5,000nm at 12 knots. Special features include a revolutionary new kind of swimming pool made of glass panels that also form the ceiling of the sea level beach club below, a games deck and helicopter landing pad with a hangar below for a Bell 429 WLG helicopter.

14/12/2016 16:24

January 2017 | nautilusint.org | telegraph | 09

NEWS

Research warns on harassment New study highlights problems faced by female cadets during first seatime

The shipping industry is being urged to do more to combat harassment at sea, following the publication of new research which showed a significant proportion of British female cadets experiencing the problem during their first seatime. The findings were revealed in the Gender, Empowerment and Multicultural Crews (GEM) project, which included detailed feedback from students at Warsash Maritime Academy (WMA), as well as comparable data from China’s Shanghai Maritime University and Nigeria’s National Maritime Academy. Funded by the ITF Seafarers’ Trust, the project was led by Southampton Solent University and was established to investigate welfare issues linked to gender,

mixed nationality crewing and isolation. As part of the research, a total of 48 WMA cadets were surveyed before going to sea and 56 surveyed after their ﬁrst seatime. The ﬁndings showed that more than half of the cadets had family or friends connected with the shipping industry and only one female cadet had been discouraged from choosing a seagoing career. While many of the cadets reported positive experiences working on multi-national crewed ships, 39% highlighted language barriers as a problem — with particular concerns over the potentially negative effects on safety, and problems with communicating effectively in an emergency, over radios and in noisy enginerooms. Just over 7% of the cadets said

they had witnessed a crew member refusing to work with a female seafarer on the basis of her gender and more than 21% had seen signs of hostility towards a female seafarer. Five out of nine female cadets had encountered or witnessed sexual harassment at sea, including verbal abuse, innuendo and inappropriate behaviour. However, 97% out of those who responded said they felt they would be able to report issues onboard, and the overwhelming majority of female cadets said they would feel comfortable serving on another ship as the only woman onboard. Two-thirds of the cadets said they had not been given any advice or training about the potential issues that may arise from multi-national crewing.

The report stresses the need for shipping companies and senior ofﬁcers to ensure that the culture onboard enables all seafarers to work in a safe and supportive environment. Researchers noted concerns that the proportion of women seafarers may remain stagnant for at least the next decade ‘unless there are radical changes within the industry, starting at grass roots with awareness raising of shipping aimed at school children’. However, the report concludes that ‘the younger generation of ofﬁcer cadets in the UK, both male and female, appeared to have an accepting and tolerant nature towards women at sea and multinationalities, which is encouraging for the industry’. g Full report — see pages 20-21.

Nautilus member Captain Nick Nash with a copy of his Mariner’s Diary

New mariner’s diary devised by master produced a new ‘mariner’s A diary’ — which has been published A Nautilus member has

by the Scottish firm Witherby Seamanship. Captain Nick Nash, a master with Princess Cruises, said he embarked on the project in an attempt to fill the gap in the market and to provide a useful aid for seafarers. ‘I’ve always felt that keeping a diary is a good thing and it is useful not just for the person who keeps it, but also for students of history,’ he says. ‘It’s always good to go back and read your manoeuvring notes, and to see what the forecast was and what the wind was. ‘I designed it with captains and other seafarers in mind and have tried to make it as practical as

possible,’ Capt Nash adds. ‘There are daily pages which you can use as a normal diary, but also space for personal information and certificate details, vaccination records and sealog pages.’ The 320-page diary also includes sections for recording meetings and phone calls, as well as UK Met Office information, country data and material on celestial navigation. ‘I know we are in the electronic era, but I think there is still a place for paper and I hope the diary will be appreciated by seafarers,’ Capt Nash says. g The Mariner’s Diary 2017 is published by Witherby Seamanship, and costs £20. For more information, visit www.witherbyseamanship.com

Protest at ferry deaths a symbolic five-minute national F stoppage last month in tribute to three Italian maritime unions staged

navigation officers from Warsash Maritime F Academy’s January 2014 Foundation Degree and Pictured above are 46 newly-qualified

HND cohorts at their passing out ceremony on 26 November.

The trainees were sponsored by companies including BP Shipping, Carisbrooke Shipping Plc, Carnival UK, Chiltern Maritime, Clyde Marine Training, NYK LNG Shipmanagement (UK), Princess Cruises, Ship Safe Training Group, Trinity

House and Viking Recruitment. Guest of honour was Southampton Solent University’s deputy vice-chancellor Professor Jane Longmore, who congratulated the trainees for their ‘major accomplishment’.

seafarers who died whilst cleaning a tank onboard the 10,977gt ro-pax ferry Sansovino in the port of Messina. The three seafarers were said to have been killed by a sudden release of toxic fumes from oil residues, which left another crew member in a critical condition and five others needing hospital treatment.

An investigation has begun into the accident and the FILT-CGIL, FIT-CISL and Uiltrasporti unions said they wanted an inquiry to determine why seafarers were cleaning a tank on the Cyprus-registered ferry rather than maintenance professionals. The unions also urged the Italian government to take long-overdue action to improve the oversight of health and safety standards in the country’s ports.

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09_news.indd 9

14/12/2016 13:13

10 | telegraph | nautilusint.org | January 2017

NEWS

Union warns MCA over MES failures Agency is urged to toughen up draft guidance to owners on reducing risks

Nautilus has lodged objections to a draft Marine Guidance Note proposed by the Maritime & Coastguard Agency to address the risks of single point failure of marine evacuation systems (MES) and davit-launched raft (DLR) arrangements. The Union has criticised the tone and nature of the MCA consultation document — arguing that ‘the safety of passengers and seafarers appears secondary to the monetary considerations of carriage of additional life-saving appliances’. The MCA draft notes that ships are making increased use of MES and DLRs — and that many smaller passenger vessels may depend on such systems for a sub-

stantial proportion of abandonment. ‘On some ships, there are cases where the entire abandonment capacity could rely on a single MES or DLR on either side of the ship,’ it adds. Noting the importance of risk mitigation measures, the draft M-notice also warns that the failure of one DLR davit or one MES chute/slide system in such circumstances could inhibit of severely hinder emergency evacuation. In its response to the MCA consultation, Nautilus points to the high failure rate of MES and the difﬁculties of deployment in adverse weather conditions — warning that in some conditions it may not be possible to success-

fully deploy an MES on one side of a ship. The Union also expresses its ‘grave concern over the reliance on alternative systems where the consequence of failure may result in significant loss of life on both smaller and larger vessels where there is insufficient excess capacity’. It says that MES and DLRs ‘are no substitute for lifeboats where their carriage is possible’ but are suitable for supplementing LSA capacity — particularly where boats can only be lowered on one side of the vessel. However, the Nautilus response argues that any equipment which is identified as being at significant risk of single point of failure of either the whole system

or a component is not ﬁt for purpose and should be replaced or modiﬁed. The Union’s consultation response casts doubt upon the effectiveness of a mitigation option to move liferafts through the water to the safe side of the ship if they cannot be launched from the other side, Nautilus urges the MCA to toughen up the wording of the proposed M-notice so that the guidance states that passengership operators ‘should’ complete a risk assessment rather than being ‘invited to voluntarily complete’ one. The Union also expressed disappointment to the MCA that only three weeks had been set aside for the consultation.

Call to keep traditional training F

The shipping industry should not place too much reliance on technology for training seafarers, a salvage expert warned last month. Addressing delegates at the Asian Marine Insurance Conference, BraemarSA’s Far East regional director Graeme Temple expressed concern about the causes of machinery damage and highlighted the value of traditional training methods. ‘The rising number of crew errors is a concern to me, but I believe this can be addressed with the right training and commitment,’ he added. ‘Too often, we see the use of technology increasing at a faster rate than the employment of traditional training. This

puts human vigilance and interaction in jeopardy. ‘We should embrace new technologies, but not at the expense of undermining, and possibly even foregoing, traditional training,’ Mr Temple argued. ‘These must be used together, to help cover every eventuality and to prevent casualties from occurring. ‘For example, a watchkeeper relying on navigational systems to guide the vessel is potentially putting the ship at risk if the watchkeeper does not actively engage with their duties in the traditional way — with their eyes and ears,’ he added. ‘Similarly this is the case with machinery monitoring, where the increasing demand on

modern machinery is leaving little room for errors on sensitive equipment.’ Mr Temple welcomed the use of the International Safety Management Code and the Maritime Labour Convention as examples of how the industry is addressing failures, and he added: ‘We must not ignore the basic fundamentals of training, skills which have been drilled into our industry over the past millennia. Technology has helped prevent casualties, but an over-reliance on technology at the expense of traditional training can be an obstacle to preventing vessel casualties.’

Flags ‘not certificate factories’ seeing themselves as ‘mere F factories’ for issuing certification to Ship registries should stop

Brick-built DFDS ferry takes to the road A

Pictured above in London’s Trafalgar Square last month is a world record breaking model ship built to mark the 150th anniversary of the ferry operator DFDS. Named Jubilee Seaways, the 12.03m loa vessel, which weighs just under 3 tonnes, was built from a total of 1,015,000 Lego bricks — with all of the company’s 7,000 staff

10_news.indd 10

having a hand in its construction. Multiple boxes of Lego blocks were delivered to employees at DFDS offices, terminals and ships across 20 countries. Each ‘section’ was assigned a part of the ship to construct and these were then sent to Scotland to be assembled into the finished ship by professional Lego builders.

Lego artist Warren Elsmore said a lot of care had gone into planning the vessel, which had been designed by Jesper Aagesen, head of new building at DFDS, and took six months to complete. ‘We have done some ships before, but never anything on this scale,’ he added. ‘It is a world first in a lot of ways — but, no, it doesn’t float.’

shipowners, the vice-president of one of the biggest flags of convenience said last month. Speaking at a port state control seminar in Tokyo, Liberian Registry vice-president Alfonso Castillero said flag states must become much more proactive in response to today’s ‘challenging’ shipping markets. ‘In the current difficult market conditions, flag states can no longer afford to regard themselves as mere factories for issuing registration certificates,’ he added. ‘It is necessary to evolve and to embrace new challenges. Registers need to combine quality and innovation with tradition, experience, reputation and flexibility.’ The registry says it has secured a major reduction in detentions of Liberian-flagged ships in China, Australia, and the United States during 2016 following a free compliance assistance programme to help owners meet regulatory requirements.

Captain Radhika Menon with the 2016 IMO award for exceptional bravery

Indian master wins IMO bravery award received the International A Maritime Organisation’s annual An Indian shipmaster has

award for exceptional bravery at sea for her role in saving the lives of seven fishermen during a ‘tumultuous’ storm in the Bay of Bengal. Captain Radhika Menon, master of the 32,950dwt oil products tanker Sampurna Swarajya, was praised by IMO secretary-general Kitack Lim for displaying ‘great determination and courage’ in leading the rescue of the men from a sinking fishing boat in 65-knot winds and 9m seas, in June 2015. In a 50-minute operation, the crew of the tanker used the pilot ladder to pluck the fishermen to safety from their drifting boat. The vessel had suffered engine failure and the loss of anchor in severe weather. Food and water had been washed away and the men were surviving on ice from the cold storage. Capt Menon — who serves with the Shipping Corporation of India — began her seagoing career

25 years ago as a radio officer. She re-trained as a deck officer after the introduction of GMDSS, becoming India’s first female shipmaster in 2012. She was put forward for the IMO award by the Indian government and was chosen from 23 nominations for the prize. ‘I am extremely honoured and humbled to receive this award,’ Capt Menon told the IMO. ‘As a seafarer, I just did my duty as it is every seafarer’s second nature to help people in distress at sea.’ She paid tribute to crew members on her ship, who had spotted the fishing boat in restricted visibility and had gone out on the open deck in atrocious conditions to make three attempts to rescue the fishermen. Certificates of commendation presented by the IMO included one for Captain Hervé Lepage, master of the containership CMA CGM Rossini, for his ‘tireless efforts’ to rescue two crew members from a catamaran which had capsized in adverse conditions off the coast of South Africa in October 2015.

Officers ‘should have psychology training’ be given training to help them A handle psychological challenges Masters and officers need to

among crew members, a maritime welfare expert says. The Sailors’ Society’s regional crisis response coordinator Alexander Dimitrevitch — a clinical psychologist with extensive experience working with piracy survivors — says the way in which senior officers respond in the wake of a crisis could make the difference between life and death. Mr Dimitrevitch, who is set to speak on the subject at the Wellness at Sea Conference in Singapore on 17 January, runs the charity’s crisis

response training for maritime professionals. ‘We want to equip officers to be able to identify people onboard who need help and to know how to organise support for them,’ he said. ‘Our aim is to give them a simple education — one of them might be able to save the life of a colleague. ‘The vast majority of trauma survivors will cope without any particular psychological intervention, providing they get support from those around them, such as family or colleagues,’ Mr Dimitrevitch added. ‘These people need to know the things they should and shouldn’t do to support them.’

14/12/2016 14:58

January 2017 | nautilusint.org | telegraph | 11

NEWS

UK pledges to support EU’s piracy patrols welcomed assurances from F the Foreign & Commonwealth Office Nautilus International has

over the UK’s continued commitment to the European Union’s Naval Force (EUNavfor) counter-piracy operations off Somalia. Following a recent attempted attack on a UK-flagged ship 330nm off the east coast of Somalia, the Union questioned foreign secretary Boris Johnson over the implications of the Brexit vote on the UK’s future involvement in EUNavfor. In response, the FCO has told the Union the British government ‘remains strongly committed to European security’ and supports the recent decision to extend the Operation Atalanta Horn of Africa and Indian Ocean anti-piracy mission for a further two years. The FCO also assured Nautilus of its support to tackle the growing threat of piracy off west Africa — and it urged members to use the Maritime Domain Awareness for Trade voluntary reporting programme established for vessels passing through the Gulf of Guinea: email watchkeepers@mdatgog.org or call +33(0)2 98 22 88 88. General secretary Mark Dickinson commented: ‘As the recent attempted attack on a British-registered ship showed, Somalia piracy has not gone away and we are pleased to get a

rapid and positive response from the government. The EUNavfor operation provides practical and effective protection for shipping and we welcome the decision to extend it until the end of 2018, despite the pressures on defence spending.’ Mr Dickinson said the decision to extend the EUNavfor mission for a further two years was all the more important given the official end of NATO’s Operation Ocean Shield counter-piracy mission last month. NATO spokesman Dylan White said Operation Ocean Shield had been ‘a great success, making a significant contribution to combatting piracy off the Horn of Africa’ since it was launched in 2009 with no ships being captured off Somalia since May 2012. However, he added, while NATO is ending Operation Ocean Shield it ‘will remain engaged in the fight against piracy by maintaining maritime situational awareness and continuing close consultations with other international counter-piracy operations’. Mr White said strategic tasks have changed, but NATO would be able to quickly renew counter-piracy patrols if necessary. ‘NATO naval forces are highly flexible, allowing us to allocate vessels to counter all challenges we face, whenever and wherever they are needed,’ he added.

MPs warned on coastal security Nautilus member calls for a single maritime command and control agency

UK government ministers are being questioned about security in UK waters after a Nautilus member raised concerns during a meeting of the All-Party Parliamentary Group for Maritime and Ports last month. Captain Malcolm Parrott, managing director of The Maritime Group International (TMG), told the meeting that much of the country’s 13,900km of coastline is unguarded. ‘The scale of the problem around our coast is becoming enormous,’ he added. In a joint presentation with TMG, Tony Birr — from the security ﬁrm State 21 — said threats include serious and organised crime, illegal immigration, terrorism, smuggling, illegal ﬁshing and theft from vessels. Capt Parrott said maritime security in the UK is dealt with by a number of different agencies — with a lot of ‘working in silos’. These include the Border Force, the Police and the National Crime Agency, the Maritime & Coastguard Agency, National Maritime Information Centre, Royal Navy, the Association of Inshore Fisheries and Conservation Authorities (IFCA) and the voluntary sector.

He suggested that there should be a single national agency for maritime security, with a single command and control centre, central intelligence gathering and analysis, specialist

staff, good resources and the political will to protect the coastline. Former First Sea Lord Admiral Lord West of Spithead said he was surprised that such a body had not been created already. ‘The

number of assets we have got is tiny,’ he added. ‘There is no doubt that our close inshore security for this nation is a mess and we have got to look after our water borders better.’ Former shipping minister Jim Fitzpatrick suggested that the concerns should be raised with ministers and that the all-party group should seek reassurances on the issues. The meeting came only days after an independent report warned that the UK’s counter-terrorism efforts are being hindered because ports do not receive adequate advance information about passengers. In a review of UK anti-terror legislation, David Anderson QC concluded that port staff are ‘impaired’ in their ability to ﬁght terrorism and block people who should not be coming into the country because ferry passenger lists are often incomplete and are provided too late. He said there is ‘widespread dissatisfaction’ about the quality of manifests provided at Channel and Irish Sea ports and the situation in shipping compares unfavourably with the aviation industry.

Dock workers from across Europe staged a demonstration outside the Danish headquarters of the shipping company Unifeeder last month to protest over its use of seafarers to lash and unlash its chartered vessels. The protest was organised by the

International Transport Workers’ Federation and the European Transport Workers’ Federation, who warned that Unifeeder is breaching an ITF clause which specifically reserves lashing and unlashing work for dock workers. ETF/ITF dockers’ sections vice-

chair Torben Seebold commented: ‘Unifeeder’s practices present an enormous risk for seafarers and maritime safety, while at the same time the company jeopardises dockers’ jobs. ‘Our earlier attempts to have a constructive dialogue with

them about cargo lashing were disregarded,’ he added. ‘With this protest action we urge them to embark on a meaningful dialogue and live up to the collective bargaining agreements that stipulates this type of work is reserved for dock workers only.’

Pictured at Parliament, from left, are: TMG director and partner Les Chapman; State 21 business director Tony Birr; State 21 managing director Richard Rowland; and TMG managing director Captain Malcolm Parrott

RFA captain receives Dockers demonstrate over crew lashing work OBE for leadership F in UK Ebola mission Captain David Buck is pictured A right at Buckingham Palace after Royal Fleet Auxiliary master

receiving an OBE from Prince William in recognition of his work as the commanding officer of an RFA ship spearheading the UK’s efforts to combat the Ebola crisis in West Africa. Capt David Buck had command of the primary casualty receiving ship RFA Argus while it spent 172 days supporting Operation Gritrock, the codename for the mission to tackle the spread of the deadly virus between 2014 and 2015. The ship sailed to Sierra Leone to serve as the base for Merlin helicopters that carried medicine, food and supplies around the country, both to British forces on the ground treating the local populace, and for people in isolated or cut-off communities. ‘I am deeply honoured and humbled to have received this fantastic award,’ said Capt Buck, who has served with the RFA since 1975 — including active service onboard RFA Brambleaf during the Falklands conflict. He also served on Fort Grange during Operation Granby in the Gulf, in 1991. ‘I am further thrilled that the huge team effort made on board RFA Argus by the ship’s company and embarked forces during the

11_news.indd 11

STUDY ANYWHERE IN THE WORLD WITH US! Don’t miss out on opportunities just because you’re at sea. Ebola crisis in West Africa has been recognised in this manner,’ he added. ‘I feel most privileged to have been given the opportunity to serve in this way and will always look back on the experience with particular pride. ‘My command in RFA Argus during Operation Gritrock off Sierra Leone has been by far the most rewarding appointment of my 40 years in the RFA service and a distinct career highlight.’ Capt Buck was accompanied by his wife Sue and daughters Charlotte and Emily at the awards ceremony.

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14/12/2016 12:19

12 | telegraph | nautilusint.org | January 2017

HEALTH & SAFETY

ETV ‘would not have averted rig accident’ MPs question MCA chief and towing experts over grounding of platform on Scottish island

The head of the Maritime & Coastguard Agency (MCA) has defended the decision to cut the UK’s ﬂeet of emergency towing vessels (ETVs) from four to one. Appearing before the House of Commons transport committee last month, MCA chief executive Sir Alan Massey said the grounding of the 17,000-tonne oil rig Transocean Winner in the Western Isles in August would not have been prevented had an ETV been in the area as any rescue vessel would have had just an hour and a half to arrive and intervene. Sir Alan said weather conditions at the time of the accident were ‘phenomenal’ and very unusual for the time of the year, with force 10 winds and 10m seas for a sustained period. ‘Any mariner will see that in these sort of sea conditions, you are on the back foot from the start,’ he added. ‘The evidence that I have to hand at the moment from ﬁve years of operating a single ETV around Scotland is that one has been adequate,’ he told MPs. ‘I think our judgement back in 2011 to reinstate a single tug has been vindicated up until now.’ The transport committee also

The Transocean Winner platform aground at Dalmore on the Isle of Lewis in August 2016 Picture: MCA

questioned Leo Leusink, the head of the Dutch towing ﬁrm ALP Maritime Services, whose vessel ALP Forward had been towing the rig from Norway to Malta when the towline broke in heavy weather. The platform was reﬂoated after three weeks and loaded aboard the heavylift vessel OHT Hawk.

Mr Leusink said that the rig was so close to land that there was insufﬁcient time to recover the tow and the emergency line had become wrapped around the base of the rig. Transocean operations director Dave Walls told the MPs that ‘with the beneﬁt of hindsight’

the incident might have been avoided. ‘Had we had very clear trigger points where all the stakeholders had been involved in decisions, different decisions could have been made,’ he said. David Wells, chief executive ofﬁcer with Aqualis Offshore, said his company had risk assessed

concern over a ‘worrying F decline’ in the use of the Lloyd’s Open Marine salvors have expressed

12-13_h+s.indd 12

casualty and inspection data A has been carried out as part of a A detailed analysis of ship

three-year European Union-funded project to improve safety at sea. The €3.6m Safepec project is investigating ways to increase the efficiency and effectiveness of ship inspections — using improved information sources and technology to develop a framework for riskbased checks. The project, which is due to be completed in October 2017, is seeking to develop risk-based models to enable more targeted and individual inspection programmes — especially ship-specific models — as well as making use of sensors to improve monitoring capabilities. Safepec — whose nine partners include three universities and the classification society DNV GL — has assessed a wide range of databases to identify the causes of incidents and the key findings from class and port state control inspections. It has also put forward proposals for improving the collection, analysis and quality of such information. The research has highlighted concerns over the impact of a decline in shipbuilding standards and a reduction in steel quality — with structural failures due to deterioration such as fatigue damage and coating damage and corrosion. Researchers also noted the time and commercial pressures faced by ship inspectors, and the project has pointed to the way in which risk-based checks are used successfully in the offshore and aviation industries.

Salvors concerned over decline in use of LOF

Take heed of alarms, USCG says Seafarers have been warned by the US Coast Guard (USCG) not to ignore ‘nuisance alarms’ and owners have been urged to set ‘strict prohibitions against the pinning or securing or alarm acknowledgement buttons and switches’. The USCG has issued a safety alert warning against the practice of continually silencing repeat alarms and stressing the need for crews to investigate and correct their causes. The warning follows incidents in which USCG inspectors noticed seafarers ignoring repetitive alarms indicating that ‘hydraulic lock’ events had occurred while carrying out steering gear tests onboard relatively new vessels. Checks found that the alarms were going off because proximity switches in the hydraulic shuttle valve of the steering gear rams were faulty and required replacement. ‘By ignoring the alarms, the crew members accepted a higher level of risk and reduced their safety margins,’ the alert points out. ‘If the situation had been allowed to persist indefinitely, an unwanted incident could have occurred with potentially dire consequences.’

the operation to transport the rig, including the adequacy of the towing arrangements. He told the MPs that he believed the decision to undertake a wet tow, rather than being shipped on a heavylift vessel, was a commercial decision by the rig owners. The committee heard that a wet tow would have cost around US$600,000 compared with up to $1.4m for a dry tow. Hugh Shaw, the secretary of state’s representative for maritime salvage and intervention, said that it initially appeared that the rig might miss the island where it was driven ashore. However, he added, it would have been extremely difﬁcult for an ETV to pull the platform out of danger as the emergency line had become tangled up. In the event, Mr Shaw said, the emergency response had been remarkable. ‘Bearing in mind where the rig grounded and the challenges we had, I think it was a good outcome with no lasting impact on the environment,’ he added. The committee heard that a UK Marine Accident Investigation Branch report on the incident is expected to be published by the summer.

EU project looks at risk factors

Strathclyde centre will research new approaches to ship safety between the shipping A industry and academia, a new

In a pioneering partnership

centre has been opened at Strathclyde University to lead research into ways of improving safety at sea. Officially opened by International Maritime Organisation secretary-general Kaitack Lim last month, the Maritime Safety Research Centre (MSRC) is claimed to be the first facility of its kind in the world. The centre involves the university’s department of naval architecture, ocean and marine

Engineering, Royal Caribbean Cruises and the classification society DNV GL. It will conduct interdisciplinary research and development which aims to support the shift of shipping safety from empirical to risk-informed legislation and goal-based standards. The MSRC work will help the development and implementation of a life-cycle risk management approach in shipping, directed at ‘cost-effective safety improvements for new and existing ships and offshore units’. Research areas will include

safety and security of complex systems onboard ships, dynamic barrier management, ship stability, intact and damage stability of cruiseships, safety culture, fire protection and prevention, and blackout prevention. Pictured above, left to right, at the MSRC opening ceremony are: DNV GL Maritime CEO Knut ØrbeckNilssen; University of Strathclyde principal Professor Sir Jim McDonald; IMO secretary-general Kitack Lim; MSRC acting director Professor Dracos Vassalos; and RCCL executive vice-president Harri Kulovaara.

Form (LOF) when ships are in distress. International Salvage Union president John Witte said the number of incidents in which the ‘no cure, no pay’ LOF contract is used has fallen to an all-time low — and salvors fear commercial pressures may lie behind the decline. Mr Witte said revenue from LOF contracts had dropped to US$83m in 2015 — and the decline presents

disturbing implications for the ISU’s 62 members. ‘Salvors expect and deserve a reward when they go out and risk their lives and financial wherewithal,’ he stressed. Mr Witte said the ISU is concerned about ‘very severe’ competition in the salvage sector, with too many salvors chasing work. However, he added, there is growing demand for wreck removal services — reflecting pressure from coastal states — but the growing size of ships means that such work is increasingly complex and costly.

TT Club seeks to improve cargo handling quality for a new drive to combat F substandard packing and handling of Marine insurers are calling

ship cargoes. The TT Club said it wants to follow up the introduction of rules requiring containers to be weighed with a further campaign to improve the safety and security of all aspects of cargo handling. ‘This will include the proper packing of cargo within a unit; transparent data regarding contents (particularly classification of regulated

goods) and the appropriate safe handling of such commodities; the highest standards of container construction and maintenance and the most advanced methods of stowing and lashing containers onboard ships,’ said risk management director Peregrine Storrs-Fox. He said the club wants to cut the number of cases involving unstable loads, dangerous goods causing fires, and poorly handled cargoes leading to serious accidents at ports and terminals.

14/12/2016 12:20

January 2017 | nautilusint.org | telegraph | 13

HEALTH & SAFETY

Bulker grounded while berthed suffered structural damage and F water ingress after grounding while A Maltese-flagged bulk carrier

berthed in the Irish port of Greenore. An investigation into the incident, which involved the 39,202dwt Cielo di Monaco in September 2015, found that there had been a failure in the risk assessment and procedures for the berthing of large vessels in the port. The bow of the 180m vessel, which was discharging a cargo of steel products, was 9m beyond the limit of the deep water berth. A yellow line painted on the quay to indicate the limit was obscured by dust and neither the linesmen nor the pilot were aware of the mark. The grounding was noticed by the chief officer when he went to read the

Royal visitor at Dover centre visit to the new marine survival F and fire training facilities at the DoverThe Princess Royal has paid a

ship’s draft. Checks found that there had been an ingress of water into the forepeak ballast tank, and further inspections by divers found damage to the shell plating and frames of the vessel. A report from the Irish Marine Casualty Investigation Board (MCIB) said there had been a failure to fully risk assess the berthing of large vessels in the port — and in particular the effect of adverse weather and tidal conditions in winter. Investigators said the port authority had introduced new berthing procedures in response to the accident and had launched a training programme for berthing teams. A new limit mark, consisting of a red pole and line, had also been put in place.

based Maritime Skills Academy (MSA). She is pictured left with facilities manager Tim Holness, company chairman Dieter Jaenicke and training consultant Paul Russell. The princess was briefed on the proposed second phase at the site, which will include a full bridge simulator, engineroom and high voltage simulators, and a specialist medical suite. During her visit, Princess Anne met captains and chief engineers on the STCW advanced fire-fighting update course, as well as three Trinity Housesponsored Plymouth University students who were attending a medical course. She also unveiled a commemorative plaque at the centre.

‘Blame game’ threat to ISM Safety body criticises plea bargaining agreements in Costa Concordia case

Fundamental principles of justice and key elements of the International Safety Management Code are being undermined by the ability of shipping companies to ‘plea bargain’ in maritime accident cases, a new report on the Costa Concordia incident has warned. A study carried out by the Norwegian maritime safety foundation, Skagerrak, points out that Costa Cruises avoided a criminal trial following the 2012 accident by agreeing to pay a €1m ﬁne as part of a plea bargaining agreement with the Italian courts. The report warns that this effectively transferred the company’s responsibility to the captain — a process which could lead to further criminalisation of the maritime profession. Skagerrak described the response to the accident — in

which 32 people died — as a ‘traditional blame game’ on which corporate liabilities are avoided by citing ‘crew negligence’ as the cause. It argues that the ship’s master, Captain Francesco Schettino, was the victim of a judicial miscarriage when he was sentenced to 16 years in prison. Other bridge team members, who received two and a half year suspended jail sentences under plea bargaining arrangements, did not get a fair trial, the report adds. Skagerrak says it is concerned that the use of plea bargaining enables a company to avoid being made accountable for failure to meet ISM Code responsibilities for the design, seaworthiness, lifesaving equipment and environmental protection. It says questions over the use of navigational charts onboard

Costa Concordia, the qualifications and training of bridge team members, and the appropriateness of bridge procedures should be considered by an independent panel of experts. In particular, the safety organisation says attention should be paid to the use of electronic charts onboard the vessel and the standard of ECDIS training given to the ship’s officers. It also questions whether the Indonesian helmsman had difficulties understanding commands from the Italian officers. The report raises concerns over the crew’s familiarity with life-saving appliance launching systems — telescopic davits in particular — and over the arrangements for watertight doors onboard Costa Concordia. Nautilus senior national secretary Allan Graveson welcomed

the report and said the findings were extremely important. ‘We have been concerned over the systematic failure of the international regulatory system with regard to the design and construction of large passengerships,’ he said. ‘The report demonstrates that companies should have a responsibility for the safe and effective navigation of their ships — and in particular the “human factor” elements, such as whether the bridge team is cohesive to the extent that they undertake training together and speak a common language fluently,’ he added. ‘The report also demonstrates that flag states need to look at ship registration as not just a purely commercial function but as one that is critical to public safety and the protection of the marine environment.’

Seafarer medicals reveal increase in ‘lifestyle’ diseases — such as high blood pressure F and diabetes — are accounting for a ‘Lifestyle’ health conditions

growing proportion of the seafarers who fail pre-employment medical examinations (PEMEs), the UK P&I Club has revealed. However, the club also says there are signs that seafarers have become healthier in the 20 years since it launched its PEME programme, with the proportion failing the checks falling from 11% in 1996 to just 3.25% today. Some 70 shipping firms are now part of the UK Club’s PEME scheme, which is delivered through 65 clinics in 24 countries. More than 355,000 medical examinations have been carried out since the scheme was launched in an effort to cut the costs arising from crew illness and medical repatriations. PEME programme director Sophia Bullard said there have been significant developments over the 20 years of the scheme. ‘Initial crew fitness failures came from crew who had liver disorders, Hepatitis B,

Grounding probe

An investigation was launched after the Spanish-flagged ship Muros ran aground on Haisborough Sands off Norfolk last month.

high blood pressure and pulmonary tuberculosis (PTB),’ she noted. ‘Today we see a similar picture, with the exception of liver disorders which has disappeared completely from our “top 10” reasons for failure. ‘Despite localised initiatives of immunisation and safe health practices, crew with Hepatitis B are still the highest group of crew failing the medical examination process,’ she added. ‘High blood pressure and PTB remain endemic in our findings. The additional reason of hearing defects joined the list of preventable illnesses detected amongst the majority of crew going through the scheme.’ Ms Bullard said there has been a marked growth over the past 10 years in medical failures attributed to lifestyle conditions. ‘Health problems such as kidney disease, hypertension and diabetes remain within our “top 10” unfit reasons and these “silent killers” are the focus of our attention and prevention activities moving forwards with the programme,’ she added.

MARINE TAX SERVICES (CARDIFF) LTD Dcomplete service for mariners

Union hits out at ‘avoidable’ fatal accident called for stricter safety standards in the F offshore oil and gas sector following a report on a The Maritime Union of Australia (MUA) has

fatal accident onboard a supply vessel operating off the country’s western coast. MUA member Andrew Kelly died after being crushed by a container while carrying out cargo securing operations onboard the Bahamas-flagged AHTS Skandi Pacific in rough weather July 2015. The 3,181gt vessel was backloading containers from a semi-submersible rig some 90 miles off the port of Dampier in winds of force 5 to force 6 and wave heights of up to 4m when Mr Kelly was crushed

12-13_h+s.indd 13

against a skip as water from two large waves washed forward on the deck and shifted some containers. An investigation by the Australian Transport Safety Bureau (ATSB) concluded that the ship’s safety management system procedures for cargo handling in adverse weather conditions were inadequate, with no defined limits for working in poor weather or triggers to stop operations. The ATSB report also states that the additional risks of working in an open-sterned vessel where the sea is free to wash over the deck had not been adequately assessed by the ship’s managers. The MUA said the investigation had exposed

‘some worrying gaps’ in the regulatory regime. No Australian occupational health and safety law or agency had jurisdiction over the Australian-crewed Skandi Pacific at the time of the accident, which took place in the country’s Exclusive Economic Zone. National secretary Paddy Crumlin said the accident was avoidable. ‘The matters highlighted in the ATSB report could and should be dealt with, quickly, in an updated Australian offshore supply vessel safety code of practice,’ he added. ‘Companies such as Chevron also need to heed this report and give preference to closed-stern vessels to perform this type of work when awarding contracts in future.’

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14/12/2016 17:29

14 | telegraph | nautilusint.org | January 2017

INTERNATIONAL

shortreports CREW KIDNAPPED: three Russian crew members from the refrigerated cargoship Saronic Breeze were kidnapped in the Gulf of Guinea last month. Pirates boarded the vessel from a fast craft some 72nm off the coast of Cotonou, Benin, and are believed to have taken the hostage seafarers to Nigeria. WASTE RETURN: Hong Kong has ordered the return of 123 containers to Romania after it was discovered that they contained 2,723 tonnes of potentially hazardous waste. Officials said there was a mixture of material, including cadmium, arsenic and lead. MSC BOOST: the Swiss-based company MSC Cruises investing €9bn to build 11 new generation vessels for entry into service over the next decade. Chairman Pierfrancesco Vago said the company’s aim is to increase the 1.8m passengers carried in 2016 to 5m in 2026. PHILIPPINES PIRACY: the SE Asia piracy reporting centre ReCAAP ISC has warned that Abu Sayyaf militants are increasingly targeting larger merchant vessels in the Sulu Sea. The terrorist group kidnapped more than 40 seafarers over the past year. BOSPHORUS BLOCKED: traffıc in the Bosphorus Strait had to be suspended last month following a collision between the Ukraine-flagged general cargo ship Forward and the Egypt-flagged bulk carrier Wadi Al Karnak. IMO ADDITION: the landlocked republic of Belarus has become the latest member of the International Maritime Organisation — meaning that there are now 172 member states in the UN body, with a further three associate members. CANADA CUTS: Canada’s seafaring union has protested over a decision by the Woodward Coastal Shipping Company to replace more than 100 Canadian crew members with lower-cost foreign seafarers in a bid to save money. GULF GROWTH: Dubai-based Gulf Navigation has signed a contract to build six chemical tankers in China and says it is planning to acquire a ‘huge fleet’ that will shift away from its traditional petrochemical business. AID APPEAL: a court in Luxembourg has begun hearing an appeal by France against the European Union’s ruling that it should repay €220m state aid given to the ferry firm SNCM when it was privatised in 2006. ITALIAN EXPANSION: the Italian ferry operator GNV is expanding extending its passenger and freight services with a new link between Genoa, Civitavecchia (Rome), Naples, Palermo and Malta. SHIP STABBING: a Filipino seafarer was arrested after a crew member was stabbed to death onboard the Maltese-flagged containership Smiley Lady in the port of Colombo, Sri Lanka, last month.

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Singapore funds for crewing costs Unions help owners with accommodation, training and medical schemes

Two Singapore seafaring unions are making up to S$3m (€2.2m) available to help shipping companies offset employment costs during the industry downturn. The Singapore Organisation of Seamen (SOS) is providing an additional $3m over the next two years for its schemes to cover the training, medical and accommodation costs for its members. And the Singapore Maritime Ofﬁcers’ Union (SMOU) has announced a plan to subsidise up to 6,000 hotel rooms for over the next two years at a cost of $300,000. SOS said it will be making $1m available for its Seacare Sailors’ Home Scheme, giving shipping companies free accommodation and use of facilities at its hotel. It is also offering its 20,0000 member up to eight nights of free accommodation at any of the eight SOS-owned hotels around the world — one in Singapore,

An officer checks into a hotel in Singapore with help from the local officers’ union Picture: SMOU

one in Malaysia and six in the UK (including one in Scotland). The union is also putting an additional $2m into its Seacare Medical Scheme and Seacare Maritime Training Scheme, enabling free medical examinations for its members and special grants ‘to provide more training and

re-training opportunities to help members stay relevant in the rapidly evolving industry’. SOS general secretary Kam Soon Huat said: ‘Workers are doing their part through the union to help companies through the tough times. It’s not a very big sum, but hopefully this ges-

ture will help members remain employed and continue to get training.’ The SMOU scheme, launched at the union’s 65th anniversary dinner last month, will help subsidise hotel rooms for ofﬁcers when they sign off or attend training courses in Singapore and covers shipping companies that have collective agreements with the union. ‘The current shipping industry is facing some headwinds and is going through a cyclical downturn,’ said general secretary Mary Liew. ‘Therefore, it is important that our union continues to rally around and proactively come up with creative and yet practical ways to help the shipping companies overcome this tough period.’ SMOU has already made a $1.5m one-off contribution to help shipping companies with the costs of shipboard welfare and training of its members, she added.

Greek strikes over threat to tax rules programme of strike action in protest at A government plans to end their special income tax Greek seafaring unions have intensified a

rates. The Panhellenic Seamen’s Federation (PNO), which represents 13 maritime unions, warned that the proposals could put the country’s seafaring profession ‘on the path to extinction’. Unions fear the government is planning to scrap the special tax status of seafarers, under which they

pay rates of 10% for ratings and 15% for officers. The PNO said their taxable income rates have already risen by ‘devastating’ levels since the start of the economic slump and may now rise by anything from 22% to 45%. The federation said the tax concessions, which cost the state €91.2m a year, are facing the axe as a result of pressure from the European Commission, European Central Bank and the International Monetary Fund to reform the Greek economy.

The PNO argues that seafarers should be exempt from income tax because of the special and demanding nature of work at sea. The unions decided to extend a series of 48-hour stoppages which affected ferry services, pilotage, bunkering and tug operations in key ports around Greece. The action was also staged to protest at cuts in pensions and insurance, as well as proposed increases in the retirement age.

Officers sent First in a new series for Hapag-Lloyd to prison for A oil offences given prison sentences in the A United States after being convicted of Three seafarers have been

‘magic pipe’ pollution offences. Engineer officers Cassius Samson and Rustico Ignacio, both from the Philippines, were jailed for 12 and nine months respectively after they were found guilty of obstructing a US Coast Guard inspection onboard the 29,500dwt bulk carrier Ocean Hope in July 2015. Evidence presented during their trial showed that they had sought to cover up the dumping of oily waste and machinery space bilge water using a bypass hose, including falsifying record books. And Italian chief engineer Girolamo Curatolo was given an eight-month sentence and fined $5,000 for knowingly concealing the discharge of oily waste into the sea from his vessel, the 40,083dwt tanker Cielo di Milano in January 2015.

Pictured right is the 118,945gt Valparaíso Express, the first in a series of five new 10,500TEU vessels for the German containership operator Hapag-Lloyd. Built by Hyundai Samho Heavy Industries in South Korea, the German-flagged vessel is being deployed on the company’s service between Europe and the west coast of South America, with calls at Rotterdam, London, Hamburg, Antwerp, Le Havre, Caucedo, Cartagena, Manzanillo (Panama), Buenaventura, Callao, Puerto Angamos and Valparaíso.

German owners warn on slump shrunk for the third consecutive F year — prompting fresh calls from the The German merchant fleet has

country’s shipowners for fresh action to support the industry. The German owners’ association, VDR, said there had been a 17% reduction in ship numbers over the past year, with the fleet falling to a total of 3,122 vessels in September 2016.

VDR said it was concerned that 182 of the ships leaving the German fleet — including 68 containerships — had been bought by foreign operators. ‘Every ship sold abroad competes with the German merchant fleet, with the loss of German seafaring jobs and expertise,’ it noted. The owners are concerned that 50% of German companies now operate fleets of fewer than five ships

and even the loss of individual ships has serious repercussions on their businesses. VDR managing director Ralf Nagel said the sale of Hamburg Süd to Denmark’s Maersk Line had underlined the increased consolidation of fleets in response to the downturn, and he warned that more must be done to ensure that Germany remains a maritime centre.

14/12/2016 13:14

January 2017 | nautilusint.org | telegraph | 15

INTERNATIONAL

shortreports

Thomson ship gets Gib refit

ORDERING LOW: global shipbuilding orders have dropped to levels not seen since the 1980s, according to a report from Clarksons Research. Between January and October 2016, a total of 359 vessels of 24.8m dwt were ordered— a 73% year-on-year decrease in tonnage terms. Orders in the first 10 months totalled just US$29.5bn, down 60% on the same period of 2015 — and cruise orders accounted for around half this total. However, researchers noted a rising demand for ‘expedition’ cruiseships over the past year.

flagged cruiseship Thomson A Majesty during a two-week repair and Pictured right is the Maltese-

renewal programme at the Gibdock yard in Gibraltar last month. The docking of the 41,622gt vessel coincided with the intermediate special survey and the work included high pressure hull-washing and a new antifouling coating, the renewal of seals on one stabiliser and one stern thruster, pipework and anchor chain renewals and propeller polishing. Fourteen of the ship’s lifeboats were lifted ashore for inspection and bracket renewal, while davits were also tested. The yard also carried out extensive steelworks in the double bottom tanks and engine tank tops of the 25-year-old vessel.

CRUISE CLAIM: more than 120 passengers have hired a lawyer to seek compensation from the Spanish cruiseship operator Pullmantur, alleging unacceptable conditions during a Mediterranean cruise from Barcelona last month. Passengers described the Maltese-flagged Sovereign as a building site, with shops, restaurants, the casino and the medical facility all shut down.

Australian alarm over job losses Union seeks stricter controls over the issue of work visas for foreign seafarers

An Australian union is calling for the country’s government to clamp down on the use of foreign seafarers in domestic shipping operations, following new figures showing a major slump in employment levels. Figures released by the Seacare Authority reveal that Australian seafarer numbers have declined by around one-third over the past five years — reflecting a reduction in offshore exploration and infrastructure construction work. The statistics show that the number of integrated ratings has dropped by 45% in three years, while engineer officers under the Seacare scheme have declined by 28.5% and deck officers have dropped by 20%. In a worrying sign for the future, trainee numbers have

been hard hit — with a 57.5% reduction. The Seacare ﬁgures do not include all maritime employees in Australia, as workers on vessels such as port-based tugs, ferries and dredgers, as well as shorebased staff such as surveyors, are covered by the relevant local state or territory laws for health and safety and compensation. Overall, however, the total number of seafarers in the Seacare scheme has fallen from 7,837 in 2011-12 to 5,507 in 2015-16. One representative of Australian shipping companies described the situation as one of the deepest downturns in memory. However, the Australian Institute of Marine and Power Engineers (AIMPE) says that looking back to the ﬁgures for 2009-10 offers evidence of ‘a roller-coaster

boom and bust trend rather than a precipitous grand slalom slope’. AIMPE federal secretary Martine Byrne commented: ‘The trend is bad, but it seems worse because of the rapid expansion that took place between 2009 and 2013. This was a period when several huge infrastructure development projects were taking place simultaneously in Gladstone, Queensland, Darwin, Northern Territory and Onslow WA. Numerous dredgers were brought into Australian waters to dredge new channels, swinging and berthing pockets. Oil prices were still high and so offshore exploration and construction was much higher at the time too.’ He said AIMPE has been lobbying the government to immediately cease issuing of new temporary work visas to engineers,

making protests at the highest levels. But, he reflected, ‘Getting action out of governments is very difficult unless there is a disaster on the front pages of the newspapers.’ AIMPE has committed to continuing this campaign until the government acts, Mr Byrne added. But, he said, there is some cause for a little optimism in 2017. ‘In the second quarter of 2017 the INPEX Ichthys Project will come to fruition with two huge floating facilities being towed down and hooked up with an array of anchors being laid out. These facilities will be serviced by at least five service vessels. ‘AIMPE has signed a long-term agreement with INPEX and all parties look forward to steady work from this project over a number of decades.’

Safety net for Indian crews

Norwegian unions seek to protect coastal conditions F Norway now under a year A away, the country’s seafaring With a general election in

unions are stepping up pressure on politicians to protect jobs and conditions in the maritime sector. The unions are campaigning to ensure that Norwegian terms and conditions are applied in the country’s waters to prevent unfair competition. They said more than 25% of companies have replaced Norwegian seafarers with foreign crews, and a survey of members showed that

14-15_int.indd 15

more than 300 have lost their jobs to cheaper labour. The unions estimate that more than 1,500 Norwegian seafarers are presently either laid off or on extended leave as a result of the offshore downturn, and are concerned that the situation could be getting worse, with an increase in members contacting them with concerns about their jobs. As an example of the problems, the Bergen-based subsea and seismic shipping firm GC Rieber has angered unions after announcing

plans to close its own crewing company and replace permanent Norwegian seafarers with cheaper and temporary foreign staff. ‘The company gave notice that it would do away with all its Norwegian employees, some 66 Norwegian seafarers,’ said Terje Hernes Pettersen, head of the maritime unions’ joint secretariat. Proposals from the workforce to find savings in line with an emergency agreement between the unions and offshore employers were rejected outright, he added.

India’s government is seeking to secure strict safeguards to protect the pay of Indian seafarers serving with foreign companies. New rules being put before the country’s parliament will require foreign operators and crewing agencies to deposit a bank guarantee worth up to €28,000 for every Indian seafarer they hire. The regulations have been developed in response to cases in which Indian seafarers have not been paid when their ships have been hijacked by pirates. The bank guarantees aim to ensure that money is available to help seafarers being held hostage and the new rules will require foreign firms to pay wages to their families until their release.

SPECIAL CASE: Italian seafaring unions have urged the country’s government and shipowners to formally recognise the ‘arduous’ nature of the maritime profession. Such recognition, they say, would not only enable voluntary early retirement but also open up as many as 2,000 jobs for young people seeking a career as merchant navy officers. MERGER BACKED: German operator HapagLloyd and the United Arab Shipping Company (UASC) have been given the green light to merge by the European Commission, provided that UASC withdraws from North American and European liner services. The deal will create the fifth largest container shipping line in the world. CMA CUTS: French maritime unions have expressed concern about a US$1bn cost-cutting plan tabled by the containership operator CMA CGM. The company is seeking to transfer a number of shore-based posts to other countries, including its growing base in India, and is seeking 60 voluntary redundancies in its Le Havre centre. TAX APPEAL: the Danish officers’ union SL has lost a supreme court case over tax concessions for seafarers under the country’s DIS international register. The union is calling for the net salary scheme to be changed to a gross salary scheme and is seeking talks with the government on pension anomalies in the light of the ruling. VIKING ORDER: Finnish ferry company Viking Line has signed a letter of intent with a Chinese shipbuilder for a new LNG-powered passenger vessel, with an option for a second to be delivered in spring 2020. The new 63,000gt vessel will run between Turku, the Åland Islands and Stockholm. ETV ASSIST: the French coastguard tug Abeille Liberté went to the aid of the Italian-flagged ro-ro cargoship Grande Francia after it lost power 14nm north of Cherbourg last month.

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14/12/2016 16:55

16 | telegraph | nautilusint.org | January 2017

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

MN Remembrance Following last month’s coverage of the UK Remembrance Sunday services at Tower Hill and the Cenotaph, readers have sent in these additional reports…

C Pictured above is the Remembrance Sunday parade in St Peter Port, Guernsey, on 13 November. MN representatives at the event included Second World War veteran Captain Frank Le Messurier ‒ a Nautilus member for over 70 years ‒ and Captain John Wallbridge of the Guernsey Merchant Navy Association. Picture: Guernsey Press

Where’s my Telegraph? If you have moved recently, your home copy may still be trying to catch up with you. To let us know your new address, go to www.nautilusint.org and log in as a member, or contact our membership department on +44 (0)151 639 8454 or membership@nautilusint.org

Have your say online Last month we asked: Is stress the Number One health and safety problem in your workplace?

Yes 68% No 32%

This month’s poll asks: Do you think your employer’s commitment to training could be described as good? Give us your views online, at nautilusint.org

16-17_lets_SR edit.indd 16

The Remembrance Sunday ceremony at the Plymouth Barbican recognised the enormous sacrifice of the Merchant Navy in wartime, and was, as ever, an important occasion for the Plymouth & SW branch of the Merchant Navy Association. A day after the ceremony, the branch members received the

Nautilus member Owen Morgan took part in the Remembrance Sunday ceremony in Aberystwyth, where he had the honour of laying a wreath with Merchant Navy veteran James Carter. ‘James had the most fascinating career,’ said Owen, who is a deck cadet with South Tyneside College and the Ship Safe Training Group. ‘He initially served on an Admiralty tug before obtaining a position on a minesweeper out of Aberdeen. He tragically lost both his father and brother during the war when the

Follow us on Twitter vessel they were on (a hospital ship) collided with a mine. ‘After the war, James spent around 10 years with the Merchant Navy in the region of Australia and New Zealand. He then became a skipper on a Thames boat owned by the Ford Motor Company giving trips to VIPs and some members of the Royal Family. He eventually came to own this vessel and built up a river cruise business with an additional boat. It was great meeting a seafarer from such a different generation and hearing about his life.’

good news that they had been shortlisted for the 2016 Plymouth Community Awards organised by their local paper, the Herald. ‘It is hard to describe how proud I am of our local branch,’ said chairman Baz Gregory. ‘It does not rank high in membership but soars ahead when it comes to the welfare of our veterans in the West Country.’

Has academic emphasis led to decline?

In 1968 I spent a year on assignment to the personnel department as employee relations advisor. At this time British shipping companies were numerous and many ships were manned by British officers and crews. I attended many seminars and conferences on manning, training, recruitment and other personnel matters. Most of the attendees were personnel staff and the representatives of the training establishments. There were a limited number of people with any current or extensive sea service. At this time, higher academic standards and increased college time were on the agenda. I held strong views opposing these proposals, which did not go down well with the majority of the attendees. As a serving senior officer I felt I had more knowledge of the officer standards. In my opinion they were: average academic ability, acquired practical skills, a willingness to do the job and common sense. The latter was an essential, and unfortunately I had found with experience that it does not always come with higher academic ability. I warned that their objectives

would see a decline in British ofﬁcers on merchant ships. Not immediately, but in the not too distant future. I am afraid that has come to pass. From 2003 to 2016 I was an OCIMF Sire vetting inspector. I inspected 650 tankers and the number of British ofﬁcers I encountered was negligible.

There were a number of ships under the Red Ensign, but with ofﬁcers and crews of nationalities other than British. People will use the argument that many of the cruiseships have British ofﬁcers. This may be true, but in times of trouble who will man the tankers, bulk carriers and container ships? Will

we have to rely on the Russians, Poles and Bulgarians? We live on an island and the Merchant and Royal Navies saved us in WW2. I wonder if they would be capable of supporting us in any future conﬂict.

Capt KEITH J. BEVERLEY (RTD) mem no 308932

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

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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14/12/2016 12:21

January 2017 | nautilusint.org | telegraph | 17

YOUR LETTERS THE VIEW FROM MUIRHEAD

www.thefreakywave.com

Internet telegraph video ban December 2016 Telegraph: It A would have been so nice to see the

Re. Get animated with Nautilus,

new Nautilus animation. However, on our ship we have any video or media inputs blocked. No YouTube or videos from home or even radio (big cruise line too!). Name and mem no withheld

We’re on Facebook Become a fan! Visit www. nautilusint.org

All cadets should be Ambassadors Let’s put our thinking F caps on to solve the ballast water problem The Telegraph does a terrific job of promoting the Careers at Sea Ambassadors programme, but for all your efforts and those of Fena Boyle at the Merchant Navy Training Board, who works hard to make the scheme a success, a third or so of the invitations from schools are going unfulfilled. I have a suggestion. I know a good number of cadets volunteer as Ambassadors already, but can we not make it the norm that they do so? It would make a huge difference

if every cadet was to commit to making a school visit at least once for every year of their cadetship. It would be a small commitment to ‘put something back’ for the training they get, and as you’ve illustrated in recent articles, they’d get excellent support from the MNTB which has all the materials they need to make a professional presentation. And the cadets themselves would gain a lot. It’s always scary when you first have to stand in front of others and

talk to them, but it’s a hugely valuable skill and one worth picking up early. I know that the heavy engineering firm Kvaerner Cleveland Bridge used to require all their apprentices to go back to their old school to talk about what they did, arming them first with some basic presentational skills. The cost is tiny, the benefit (to all) huge. IAIN MACKINNON Secretary Maritime Skills Alliance

Seafaring is a dead end career

I have been thinking of the long history the British merchant ﬂeet has had, and the battles it has helped win in the world wars. We have led the way in developing rules and regulations to safeguard seafaring worldwide and in forging trade links between west and east. But the British Merchant Navy has almost died. All the jobs at sea are on websites dotted around the internet requesting Ukrainians, Poles, Russians and Filipinos. I have no problem with people wanting work. But there is nothing for British seafarers anymore. Our industry has been dying since the 1980s. Whose fault it is, is irrelevant. It is just the way it is. For newly qualiﬁed cadets, jobs are not available. SMarT funding is offered and people get educated for free while earning,

which is good. No other industry does that. But the qualified cadets then go on to other industries or find themselves unemployed because of lack of jobs. If I’m honest I would say to budding cadets: don’t bother wasting your hard work and time on a dead end career. You may see the world and interact with other nationalities, some of whom you will get on with and some not. You will make good friends and enemies too — such is life. It is a good training as long as you find the right place. But long term job opportunities? No chance. My thinking is the Union wanted to stay in the EU so they could expand beyond Britain and Holland and get other countries involved to line their own pockets. This has backfired. I believe the decline will grow quicker. SMarT funding will end and the British Merchant Navy will cease to exist.

I’d also like to add this. The British exams for making your way up the ladder are tough. Which is rightly so. They are held three times a year and if you fail, you have to wait to retake. In eastern Europe or other countries you can retake a multiple choice computerised exam every month until you get a pass. Then you can still get a CEC equivalent to a British/Irish COC. Other nations are getting higher qualifications much more easily and getting the benefits of the work. Other nations are paid decent wages even for our country and live like kings due to their own economy. Whilst most of us struggle. Where is the justice? Why bother going to sea when British companies or even British flagged ships won’t employ their own people? SEAN HOXBY mem no 194349

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bulb moment — something that A lightens you up, or rings an alarm bell. Every so often we all have a light

This happened to me this last weekend, when reading the Telegraph and seeing all the articles about the new regulations, soon to be enforced, concerning ballast water management and its treatment so as to stop all the ‘nasties’ which are hitting our local waters, waterways and lakes. Sounds a great idea until you look at what could happen. It depends upon the way you accomplish it. Eventually all our seas could end up being sterile and this could eventually make the whole world sterile also. It may not happen in a year or two, but over the years this could be quite possible. Sterilising all the water which goes to stabilise, say, an empty supertanker of over 500,000 tons, is an awful lot of sea water, teeming with all that life, which the world really depends on. It’s said that there is about 1,000,000 bacteria per millilitre (a fifth of a teaspoon) in that water, in our coastal waters. Some of it is causing

problems, but overall, most of it we depend on. And possibly nearly the same in our oceans. I know a lot of research, resources and money have been put in to find a solution to this problem. And our thanks go out to those endeavours. My own solution would be to transport drinking water, which could be used around the globe. Or a filter system which, when the ship is loaded to its marks, those filters could be flushed out putting the bacteria back into its own environment. Can we all get our thinking caps on and find the right way to save our seas and planet, where everything benefits. We live on the best planet in the universe. Please let’s keep it that way. A merry Christmas and happy new year to all of you. STAN MCNALLY mem no 445596

PS: We still want our Planet Lightship back in the Port of Liverpool. So far it’s not gone to the knackers yard. Let’s hope it does return, like our Merchant Navy and Royal Navy.

In memory of Bill Tripp F

The December Telegraph carried a report about the posthumous award of the Merchant Navy Medal to my brother, Captain William Tripp, for his meritorious service in command of the UK-flagged vessel VOS Grace, while it was taking part in a humanitarian mission rescuing refugees in the Mediterranean. On behalf of the family, I just wanted to write about how deserving he was of this medal and how tragic it was that he wasn’t here to enjoy it. He had died in a very sad way during the mission. Bill had three children — Kelly, Paul and Joanne — and 10 grandchildren, two brothers (James and John) and a sister, Debra. He had started working at sea at the early age of 16 as a ‘brassy’ and worked his way up through the ranks. Our Bill went right through the whole of the ‘cod war’ and also worked on the ships that fished the west coast of Ireland, and when that dried up he took a job on standby boats in the early 90s. He was skipper by the age of 25 and had his certificate endorsed so

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: Joe Elliott-Walker tel: +44 (0)20 7880 6217 email: joe.elliott-walker@ redactive.co.uk Recruitment adverts: Paul Wade tel: +44 (0)20 7880 6212 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 Published by Nautilus International Printed by Wyndeham Peterborough.

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

he could go on standby vessels. He worked for Vector Offshore, Viking and then Vroon. He was a very wellknown and they even put the flag at half-mast for him at Fleetwood Nautical College, which shows how he was well respected He will be badly missed, and his family are so proud of him. JIM TRIPP

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.

14/12/2016 12:21

18 | telegraph | nautilusint.org | January 2017

NAUTILUS CAMPAIGNS

Animation with a great reputation

importance of the maritime industry in the UK has P been viewed more than 25,000 times in its first month.

An animation developed by Nautilus to highlight the

The three-minute video — and three shorter ‘chapter’ versions — are part of the Union’s Jobs, Skills and the Future campaign and demonstrate the variety of skills and jobs needed for a successful maritime industry. The video highlights the fact that seafarers deliver 95% of all UK trade, and at one stage shows an animated middle-aged couple who are embarrassed at losing 95% of the items in their home — including their clothes. The animation was very well received by industry and Union members. ‘Absolutely superb’, ‘Brilliant animation, well done’, ‘Great way to educate the public and raise awareness’ ‘Interesting animation’, ‘Nice film’, ‘Great reminder of importance of the Merchant Navy’, ‘Great new animation’, are just some of the comments received. Although, as one member pointed out: ‘It would have been so nice to see the new Nautilus animation. However on our ship we have any video or media inputs blocked.’ Luckily, the next stage in the Union’s Crew Communications campaign is due to be launched in the new year to tackle that very problem.

Help the video go viral! View and share at www.nautilusint.org

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What would we do without seafarers to bring us our supplies of food and energy? A scene from the new animated video available to view and share at www.nautilusint.org

As well as the three-minute version, Nautilus has divided the animation into three ‘shorts’. The first — ‘What shipping does for us’ — demonstrates the importance of the maritime industry to our island nation and is perfect for a younger audience. The second covers Nautilus and its members, and showcases the variety of jobs and skills that our members use in order to keep the world moving. The third segment is titled ‘Jobs, Skills and the Future’ and addresses the future needs of the industry, including the Union’s 10-point Charter for Jobs. The animations are currently being updated and translated for a Dutch audience, and will be launched for a Netherlands audience in 2017 to coincide with the Dutch parliamentary elections. Nautilus is calling on members and the wider maritime community to share the videos as widely as possible. They can all be viewed and downloaded from the Union’s website and YouTube page.

Nautilus Charter for Jobs: a monthly guide This month the Telegraph turns its attention to the second point on the Nautilus Charter for Jobs, under the ‘support’ category: Review shipowner tax relief schemes (tonnage tax) so the UK remains attractive to owners whilst promoting the training and employment of UK-resident seafarers.

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).

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

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The last time the Union ran a strategic campaign in the UK on the scale of the Jobs, Skills and the Future activity was the Sea Sense campaign in the late 1990s. One of the greatest successes of that campaign was the introduction of the tonnage tax scheme and associated training links. There is no doubt that the introduction of the tonnage tax regime in 2000 had a beneficial effect on the UK maritime industry and reversed what had appeared to be an inexorable decline in UK seafarer numbers and the number of vessels registered in the UK. However, the total number of UK seafarers being trained under the scheme is still well short of the figure required to compensate for those due to retire in the next 10 years, to say nothing of building for the long term. Therefore, Nautilus is calling on the government to launch a comprehensive review of the tonnage tax scheme, and put in place a continuous evaluation system to ensure that it, and the associated training measures, remain competitive against the best of the rest. The Union believes there is a strong case to develop the scheme so that it delivers even greater levels of employment and training for British seafarers and increases the value and return to the taxpayer. The core training commitment under tonnage tax must also be reviewed so that companies are encouraged to train more and employ those they train. There is substantial evidence that some tonnage tax companies have no intention of ever employing British officers once they have obtained their certificate of competency, devaluing the effectiveness of the scheme. Nautilus believes the core training commitment must be extended to include a qualified period of employment, so that British officers enter the labour market with invaluable experience as watchkeepers and are more able to access the global opportunities for future work. The number of companies participating in the tonnage tax scheme has declined in recent years,

from a peak of around 90 to 72 company groups in 2014/15. A review must therefore incorporate ways to not only incentivise companies to train more cadets, but also encourage them to commit to giving newly-qualified officers their first job, ensuring the government sees a return on its investment. The current lack of continuous evaluation leaves the scheme at risk and unable to react to changing circumstance — relying instead on sporadic reviews called by government. By implementing a system of continuous evaluation, the regime will be able to react more quickly to changing industry and training demands. Continuous evaluation enables government and industry to identify clear paths of training and development and will help to establish a common core of skills in the maritime sector. In turn this enables smoother transitions between sectors, to the benefits of both employers and employees. The tonnage tax scheme must work hand-inhand with the Support for Maritime Training (SMarT) measures, and with the current reviews and proposals for SmarT Plus, Nautilus believes the time is right for a comprehensive review of the tonnage tax package.

Nautilus general secretary Mark Dickinson signs the Charter for Jobs to show his commitment to its message

14/12/2016 16:25

January 2017 | nautilusint.org | telegraph | 19

NAUTILUS AT WORK

Safety net for seafarers U

UK maritime charities are facing huge challenges in the years ahead as a consequence of the increasingly elderly population of seafarers and the national crisis in social care, Nautilus general secretary Mark Dickinson warned last month. In a keynote speech to the Merchant Navy Welfare Board’s (MNWB) biennial conference, Mr Dickinson highlighted ‘disturbing’ trends that are set to increase demand on the charitable services for seafarers and their families over the next 10 to 20 years. Studies show that the number of retired seafarers aged over 85 will rise by around 270% over the next two decades, he pointed out. At the same time, he warned, ‘the increasingly fragile nature of employment in shipping is storing up longer-term difﬁculties’ — with Nautilus research revealing a marked reduction in the number of members with pension plans over the past 10 years. Mr Dickinson said maritime charities will be facing increasingly high demands in the years ahead. ‘As a charity that is predominantly a housing and care provider, the Nautilus Welfare Fund is in the frontline of responding to such developments,’ he added. ‘It’s clear to us that these factors will drive a need for more specialised accommodation, with increasing numbers of residents having dementia, physical disabilities, and poor health, as well as suffering speciﬁc problems and conditions associated with their time at sea.’

In 2017, Nautilus will celebrate 160 years of meeting the needs of active and retired seafarers and their dependants, Mr Dickinson noted. The anniversary will be marked with a further addition and enhancement to the facilities the Union provides at the Mariners’ Park Estate on the banks of the Mersey — with a major extension to its ‘Hub’ residential and social centre. Mr Dickinson said the new Seafarers UK Centenary Wing at the Hub is a sign of the way in which the Nautilus Welfare Fund is seeking to keep pace with the changes in demand for services. He said the UK maritime charities have managed to amass ‘rich and deep data’ on the social, economic and demographic developments that will affect their work. ‘I think it is no exaggeration to say that we know better than at any time in history the size and the scope of the challenges that we face and the needs that we have to meet,’ he added. Authoritative research has helped the charities to be properly proactive rather than reactive to the shifting dynamics and demographics of the maritime world — redeﬁning work and developing new services and programmes to adapt to changed and changing circumstances. Mr Dickinson paid tribute to the MNWB, and in particular to its chief executive David Parsons for his drive and vision in leading the response to such research with innovative and dynamic new approaches to welfare work for seafarers. But, he stressed, further radical change is required to cope with user expectations

How do maritime charities cope with the increasing challenges of providing services to seafarers in the age of austerity? Nautilus joined delegates to consider the issues at the Merchant Navy Welfare Board’s biennial conference in Bristol…

complementary online Maritime Charities Welfare Guide z arranging and funding home visits to potential beneﬁciaries seeking assistance or needing a review. Forwarding all new applications to the most appropriate possible sources of help z continuing to support and assist the Watch Ashore to enhance its membership via social media and other links z considering the establishment of a volunteer hub to improve the recruitment and support of volunteers z managing, on behalf of the International Seafarers’ Welfare & Assistance Network, a three-year global programme to assist and mentor new seafarers’ welfare boards

Nautilus general secretary Mark Dickinson addresses the conference

of specialist support and assistance, and to raise awareness of maritime charities and the services that are available. Ensuring sustainable funding will also be a major challenge, he warned, with charities experiencing rising demand for their services whilst their resources are increasingly stretched. Maritime charities will need to improve cooperation and coordination to prevent wasteful competition and duplication, he added, and their work should be benchmarked against the wider charitable sector to ensure best practice.

MNWB chairman Bob Jones also spoke of the increasing need for charities to work together. ‘With 43 constituent charity members, it is not always easy to gain consensus,’ he admitted. ‘But most have a no-nonsense “can-do” attitude, and communications between us all is everything.’ Capt Parsons and MNWB deputy chief executive Peter Tomlin told the conference of the work underway and being planned to rise to the challenges of care in the maritime community. These include: z maintaining and enhancing the Board’s port welfare committees and working groups z providing a series of tailored training courses for MNWB constituent and port welfare committee members z launching a new online training package for ship welfare visitors

Merchant Navy Welfare Board chairman Bob Jones

z providing capital grants in support of its constituent charities, which in 2016 had amounted to £233,000 z undertaking evaluations on behalf of its members — including a current review of the governance and management structures within several of the seafarers’ centres z considering whether the Board might offer some back ofﬁce support to its constituent charities, such human resources, health and safety, and accountancy z managing, on behalf of the ITF Seafarers’ Trust, Seafarers UK, Trinity House and itself, a jointly funded ongoing programme to replace all vehicles used to provide port-based welfare every ﬁve years z lobbying port authorities and port

users’ associations to put in place port levy schemes to support seafarers’ centres and chaplaincy services z launching a database of all port welfare services in the UK alongside details of annual shipping movements, etc. This will allow proper planning of welfare provision and the package will be made available, under strict conditions, internationally z maintaining, supporting and enhancing the 15 port welfare committees in the UK and the Gibraltar Seafarers’ Welfare Board — and possibly other Red Ensign Group countries z maintaining and enhancing welfare provision including the Seafarer Support referral service on 0800 121 4765 and at www.seafarersupport.org, and its

The two-day conference also included break-out sessions where delegates were encourage to consider ways in which these programmes could be enhanced, and a number of suggestions will be considered by the Board. Capt Parsons said two working groups had been established to address the issues affecting serving seafarers visiting UK ports, and UK seafarers — working or retired — and their families. Both groups have met regularly since they were launched in 1998 to look at how best to address changing needs, share best practice and plan for the future. Commodore Barry Bryant, directorgeneral of Seafarers UK, said the charity will mark its centenary in 2017 and is going into the new era with a much greater focus on the Merchant Navy and fishing fleets, as the Royal Navy no longer needs its support. Trinity House secretary Commander Graham Hockley described the lighthouse authority’s charitable work in managing alms houses for retired seafarers, funding education and training, educating the public about the safety and welfare of mariners, and supporting other maritime charities with revenue and capital grants. ITF Seafarers’ Trust project manager Luca Tommasi spoke about the global charity’s initiatives, including the provision of funding for the MNWB project to establish seafarers’ welfare boards (being undertaken on behalf of the International Seafarers Welfare & Assistance Network). He also reported on the Trust’s support for Seafarer Help, and for programmes to improve the health of seafarers, address seafarers’ rights, and assist piracy victims. All three charities encouraged wouldbe applicants to contact them at an early stage to discuss any funding needs. Closing the conference, Mr Jones said it had been a very successful event, with ideas and opinions being shared openly. He said the Board is holding true to its core values, including: z maintaining an honest and impartial reputation to serve, influence and represent all sides of the Merchant Navy z working in partnership across the sector in order to make the most effective and efficient use of services z maintaining adaptability and flexibility in order to plan for the future

Welfare workers win awards two recipients of the 2016 MNWB A Award for Services to Seafarers were

During the biennial conference, the

announced: Reverend Frans Sahetapy, Sailors’ Society port chaplain in Tilbury, and Mrs Susan Newcombe, a recently retired MNWB port welfare committee manager. The Board noted that Frans has been a port chaplain for over 10 years, firstly in the port of Southampton, and after Typhoon

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Haiyan devastated the Philippines in 2013, he went to the area to offer emotional and practical support to victims of the disaster. ‘Wherever he works he goes about this tirelessly, in an unassuming manner with a smile on his face and is a true friend to seafarers visiting the port,’ the citation stated. The MNWB said Mrs Newcombe’s passion, commitment and knowledge of

the welfare sector and seafarers’ issues had been invaluable both to the Board and to the port welfare committees. ‘She is hugely liked and respected by all PWCs and her colleagues,’ the citation noted. ‘Her warmth, sense of humour, awareness of issues and ability to “manage” sometimes difficult situations has greatly enhanced the work and reputation of the Board.’

14/12/2016 17:29

20 | telegraph | nautilusint.org | January 2017

MARITIME WORKPLACE

Why global shipping nee a sea change in attitude P

The international shipping industry has been challenged to do much more to combat the ‘insidious nature of discrimination and harassment’ at sea. The call comes in a major new research project which has found significant evidence of abuse and discrimination onboard merchant ships and has urged owners to make a ‘cultural change’ to address the problems. The Gender, Empowerment and Multi-cultural crew (GEM) project, led by Southampton Solent University and funded by the ITF Seafarers’ Trust, was launched in July 2015 to investigate the welfare needs of seafarers — particularly women — and to examine working life in today’s multicultural shipping industry. Detailed feedback from seafarers in the UK, Nigeria and China was used to develop a set of proposals which seek to create a safer working environment at sea and to improve the retention of female and ethnic minority seafarers in particular. Project leader Dr Kate Pike, associate professor and senior research fellow at Southampton Solent University, commented: ‘Our findings question whether the industry collectively is doing enough to make ships a safe and nonthreatening environment to work in.’ The GEM report notes that women account for only 2% of the global seafarer workforce, and it points out that some shipping companies remain reluctant to train and employ them. In China, no women are currently being offered seagoing positions after training, and Nigerian women find it very hard to get seatime, researchers found. Being in such a small minority can lead to increased social isolation onboard because women may not want to stand out or attract unwanted attention, the study points out. However, the report argues, ‘the responsibility lies with shipping companies and senior officers to establish the right onboard environment — one which will make women and other minorities feel safe and valued, whoever they are’. Researchers said they had found that some shipping companies had made ‘significant progress’ to address sexual harassment, abuse and bullying in their fleets. Yet the feedback from seafarers showed that these are the key issues that face women, some ‘vulnerable’ men and ethnic minorities onboard.

The culture of ‘what happens at sea, stays at sea’ should be replaced with zero tolerance of harassment and abuse

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Maritime employers should embrace mentoring and overhaul training schemes in an effort to improve the working lives of women and ethnic minority seafarers, a major new study has concluded. The Telegraph got an exclusive preview…

Chinese women seafarers are currently unable to get employment after qualifying, the GEM project discovered Picture: IMO

new recruits to help prepare them for some of the challenges they may face during their first periods of seatime and to manage their expectations about the working environment. Operators should adopt formal mentoring schemes to help transfer knowledge and also provide a ‘listening ear’, it adds. ‘Knowing there is someone you can talk to and get advice from onboard can make all the difference in combating isolation and vulnerability, improving safety (personal and operational), and potentially going some way to improving seafarers’ retention rates,’ the report argues. The GEM project team said they had identified some very specific differences between various nationalities of seafarer

and that these are largely linked to cultural and traditional values, economic status and political ideologies. Researchers said feedback from cadets had shown the majority did not consider multi-cultural crewing to be a factor in gender issues, but there was recognition that some cultures have different expectations and tolerances of certain behaviours, and this may affect certain crew members’ outlook towards women onboard. The cadet surveys had shown concerns over the adverse effect of language barriers on safety and social relations onboard. Noting how such language problems can lead to the isolation of minority groups and to certain nationalities forming cliques, the report says shipping companies should pay more heed to the placement of cadets and having an ‘appropriate’ onboard cultural mix to avoid such problems. The study said that instilling an early awareness of the shipping industry is a vital part of attracting more women to sea — especially as girls are often less likely to select maths and science subjects at school. The report also stresses the need for the industry to ﬁnd a balance between adequately preparing women for sea and deterring them with too many ‘bad news’ stories. ‘Equipping women with the right knowledge to be able to deal with certain situations if they arise is important,’ it points out. ‘They need to be aware of their rights and who to report to if a situation arises.’

The researchers — Dr Pike and Emma Broadhurst, Dr Minghua Zhao, Dr Pengfei Zhang, Amos Kuje, and Nancy Oluoha — highlighted the importance of support groups and networks for women seafarers, and the report recommends that the industry do more to support such schemes and to highlight them to the groups most likely to beneﬁt from them.

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‘These forms of abuse have associations with the ship’s hierarchical structure, with abuse tending to occur mainly within the lower ranks and younger age demographic,’ the report adds. The study highlights the value of effective training and mentoring programmes in helping to create safe and inclusive work environments. It stresses the need for masters and senior officers to be equipped with the correct knowledge and skills to adequately address gender-related issues. ‘At the same time, it is equally important that any incident onboard is reported, and encouragement given for doing so,’ it adds. ‘Immediate and appropriate action is required following the reporting of an incident, as this may be vital to the safety of an individual and will also demonstrate to the crew that the rules will be firmly enforced.’ Researchers said the culture of ‘what happens at sea, stays at sea’ needs to be removed by creating a zero-tolerance onboard towards harassment, bullying and abuse, and encouraging open dialogue among crew members. The report questions whether the industry is doing enough to prepare cadets for life at sea, and feedback showed that lack of mentoring and training were common factors contributing to gender and multi-cultural crew issues. The authors recommend specific training for all cadets and

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Although women are graduating successfully from the Nigerian Maritime Administration & Safety Agency’s training programmes, the GEM project found that many struggle to get work at sea

Dr Kate Pike, from Southamp project findings raise questi industry is doing enough to

The study suggests tha the way in which maritim Maritime Labour Convent and upholds best practice questioning whether the e The report identiﬁes th Leadership & Managemen provide improved trainin it recommends that they a sure seafarers are adequat and cultural diversity issu experiences of trainee ofﬁ Researchers said they h shipping companies who safe and inclusive shipboa maintain a culture of tole Calling for more sharin companies and a more op gender and multi-cultural welfare issues are often th ship types. ‘With more tra culture and ethical standp addressed with modern va The research team said cultural change within the and non-threatening envi discrimination. Looking ahead to wher in 10 years’ time, the repo advances in technologies as well as the developmen which will demand more i pace with the updated wo sector. ‘The challenges of the m demonstrate the need to r instil an inclusive work en any forms of abuse,’ the re

g The full GEM project is 31 January 2017 — go to th website www.solent.ac.uk a

14/12/2016 18:11

January 2017 | nautilusint.org | telegraph | 21

MARITIME WORKPLACE

eeds es

Can the British Royal Navy teach merchant shipping some lessons about gender equality at sea? JO STANLEY sought the answers when she attended the recent Naval Servicewomen’s Network conference at HMS Collingwood…

thampton Solent University, says the GEM questions about whether the shipping gh to combat discrimination and harassment

s that the industry should examine ritime legislation — in particular the nvention — addresses such concerns ctice in equality and diversity, as well as r the existing regulations go far enough. fies the potential for Human Element ement (HELM) courses to be used to aining for masters and officers, and they are further examined to make equately prepared for specific gender y issues — and to reflect the sea phase ee officers. hey had come across a number of who had worked hard to provide a ipboard working environment and to f tolerance and diversity. haring of best practice between re open dialogue within the industry on ltural issues, they noted that seafarer en the same onboard many different re transparency in the organisational andpoints, this is an area that needs to be ern values,’ the report adds. m said they had found ‘an appetite for in the industry to help make it a safer environment’ free from harassment and where the shipping industry could be report pointed to the way in which ogies will drive the need for new training, pment of different skillsets — much of more inter-disciplinary training to keep d working environment in the maritime the modern maritime workplace d to re-think training at all levels to help rk environment that does not tolerate the report concludes. ect is due to be officially published on to the Southampton Solent University c.uk and search for GEM.

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Women’s and gender issues get taken seriously in the Royal Navy (RN) — so seriously that the First Sea Lord himself, Admiral Sir Philip Jones, spoke at this year’s Naval Servicewomen’s Network (NSN) conference. The event was marked in his diary as ‘unmissable’. RN women are almost the same, numerically, as women in the UK Merchant Navy — totalling around 3,000. Women account for around onetenth of the RN’s current 30,000 personnel, and there’s a 2020 target of 15%. No figures exist for the total percentage of women in the world’s defensive navies. But in the US it’s 16% and in India it’s 0.6%. Both countries have female vice-admirals. The UK doesn’t yet. But there was gold braid aplenty among the 200 attendees at the NSN event, held at the RN’s main warfare training site. It could have been any women’s conference, except that so many women had pulled their long hair into tight buns and wore crisp uniforms. Attendees were of all ages, including veterans of the Women’s Royal Naval Service (Wrens). They were gathered because the NSN is something like the Nautilus Women’s Forum in that it organises events to enable all service personnel — both men and women — to get together professionally, discuss gender issues, recognise the changes that need to be sought, and form bonds that enable them to support each other all year round. That matters in a world where you might be away for a long time at sea and have to ‘speak’ only by intermittent electronic communications such as social media. NSN chair Captain Ellie Ablett started the organisation three years ago, on International Women’s Day in 2013. It’s aiming ‘to promote an inclusive culture, improve retention, encourage and enable individuals to achieve their potential and provide a positive contribution to shape future personnel policy.’ A chief petty officer had warned me in advance about the NSN: ‘It’s just officers whingeing about not getting enough help with child care.’ Wrong. This conference was far broader than that — and very dynamic yet pragmatic. Wellbeing and resilience was this year’s theme. And speaker after speaker, including Olympic hockey champion Helen RichardsonWalsh, spoke inspiringly and remarkably frankly about struggling to achieve aims but also to live well, which includes staying fit and tackling despair. Commodore Inga Kennedy, the RN’s most senior woman, made the crucial point that ‘resilience is necessary in a situation of declining resources and increasing outputs.’

The Women’s Royal Naval Service stand at the NSN conference Picture: MoD

Moving from fitting in to adding value a recent government announcement, the Royal Marine Commandos are preparing to accept women into close combat roles. ‘D&I’ (Diversity and Inclusion) is the buzz term that would have been unthinkable in the past. Now there are Diversity Advocates at HQ. Ship’s commanders know they have to ensure that respect for difference is a reality on every ship. Everyone is asked to read the official guides Diversity, Inclusion & You, and Including You — the RN equivalent of the Army’s Respect for Others. BAME personnel, LGBTQI people and women are included on the grounds that a person’s skin colour, sex, or choice of partners is not the issue. The RN’s approach is that providing the person can do the job, everyone is welcome. Pregnant personnel have just got a new, more breathable uniform dress. (However, mums-to-be don’t serve at sea, as pregnant women are re-assigned out of deployable units solely in order to protect the unborn foetus from the risks associated with front line military service). Admiral Sir Philip Jones impressively acknowledged that: ‘We’ve come a long way. But we’re not in a position to say “job done”. ‘Don’t for a minute think that we’re going

to stop or slow down on my watch,’ he added. ‘This is a priority. So I want to continue to support and work with the NSN, and our other diversity networks … to ensure that life in the Royal Navy is as good as it can be for everyone.’

The RN and the Royal Fleet Auxiliary (RFA) are working hard to ensure women have a fair deal. But is it enough? At the NSN conference,there was discussion of the continuing need to change the remnants of macho culture. In a panel on mental wellbeing, a medical officer working on a submarine told of being surrounded by pornography. Pin-ups were daily rated out of 10. Her protests had brought such vitriolic responses from the male perpetrators onboard that she became ill. But the heartening news is that the RN was behind her. She brought a formal complaint, which was handled well. Senior officers acknowledged she shouldn’t have had to fight that fight. It will not happen again. And her speaking out was welcomed at this conference. Submariners are now following the example set by the surface fleet and have already undergone a positive culture change. Some attendees thought the Australians had dealt

Seagoing women in every navy can sometimes face especial challenges. Principal ones seem to be: z surviving in (and changing) non-inclusive macho culture, especially onboard and dealing with some men who can’t accept senior women’s authority z finding ways to go into non-traditional roles such as engineering, and male-dominated vessels such as submarines z balancing work and family life. Too often women high-flyers leave because kids and seagoing seem to be contradictions in terms (but they needn’t be) Major steps have been made — at last — in the RN. Women were first allowed to serve at sea in 1990 (in the MN they’d been seagoing since at least 1821).The latest bastions to fall since 2010 have been the submarine service and, following

Captain Inga Kennedy, left, and Commander Eleanor Ablett, right, wear new tricorn caps which are part of updated standard uniform for senior women RN officers to ensure they are recognised alongside their male equivalents and the proper marks of respect are not missed Picture: MoD

First Sea Lord Admiral Sir Philip Jones addresses the NSN conference at HMS Collingwood Picture: MoD

with the problem by having a women-only submarine. However, I can’t find evidence for such a move. And the US plans for the first allfemale nuclear submarine, USS Illinois — which Michelle Obama sponsored in May 2012 — seem to have quietly become not women-only. Anyway, the point is not to step round men, but actually to change a culture so that things are no longer done in unthinking, traditional hyper-masculine ways. Nor is the point to just bolt women on. Several years ago US Vice-Admiral Ann Rondeau rather infamously proclaimed ‘women are fitting in fine.’ But ‘fitting in’ can mean lopping off all the good new ways of behaving that women can bring in. Major General Rob Magowan, Commandant General of the Royal Marines (CGRM), spoke about the new decision to allow women in Ground Close Combat roles. He was challenged from the floor by a naval officer who politely hinted that he was being naïve in thinking women’s integration could work without the actual style of command changing. The RN had very well learnt that women have a more collaborative, flexible and less ferocious way of exerting authority. Would the Marines, too, be acting on this knowledge, asked his questioner? The CGRM noted that the Royal Marines is a learning organisation which constantly reviews command and leadership styles to ensure it remains suitable and relevant. As an observer at the conference, it struck me that the MN could take many leaves out of the RN book — emulating the D&I policies and practices of the Navy. Good lessons could be learned from early RN mistakes and successes, such as developing a strategy to gain support for D&I from senior management — in the RN’s case Horizon 50. Other positives include: mandatory D&I training, equality and diversity advisor networks, mentoring programmes, agile and flexible ways of working, maternity coaching, graduated return to work from maternity leave, shared parental leave, career management interviews ahead of maternity leave in order to agree a long-term plan, a complaints process, and rising representation working its way through the Navy. If the MN followed the RN and RFA in making space for women to combine motherhood and a career, surely more trained women would stay on. But as the First Sea Lord said, there is further to go. And the Network is making sure the RN goes there.

14/12/2016 18:12

22 | telegraph | nautilusint.org | January 2017

SEAFARER HEALTH

How well do we see at sea? Colour vision problems continue to be a career-changing issue for many seafarers. Now a new system of computer-based testing is being considered for UK maritime medicals, which could bring shipping into line with the aviation industry…

British seafarers have undergone colour vision tests for well over 100 years — and now the Maritime &

Graphic: June Cattini-Walker Pictures: Thinkstock

Coastguard Agency (MCA) is drawing up plans to move the system of checks into the 21st century.

And last month’s MCA maritime medical seminar heard that revised rules are also being introduced that clarify and consoli-

date the restrictions for deck seafarers found to have defective colour vision. Defective colour vision was the condition most likely to lead to seafarers getting a restricted medical certificate last year. A total of 542 restricted and 15 failed certificates were issued — although the figures do not differentiate between deck and engine ranks.

Supporting seafarers in need and their families since 1917 To ﬁnd out about our work or to make a donation visit www.seafarers.uk phone 020 7932 0000 or email seafarers@seafarers-uk.org

Seafarers UK (King George’s Fund for Sailors) is a Registered Charity, no. 226446 in England and Wales, incorporated under Royal Charter. Registered in Scotland, no. SC038191

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The UK introduced colour vision tests for seafarers with navigational duties following a number of accidents that were linked to the inability to distinguish between red port and green starboard lights, which had begun to be commonly used from the middle of the 19th century. Almost one in every 10 men has a red-green colour discrimination deficiency, and in 1914 a standard colour-testing lantern designed to simulate ship navigation lights at a distance — much like today’s Holmes-Wright B lantern — was introduced. Now, however, lantern tests are becoming obsolete — not least because the Holmes-Wright lanterns are no longer manufactured and they are becoming increasingly difficult to service to a high standard. The MCA is therefore considering a move to a computerbased test — Colour Assessment and Diagnosis (CAD) — which is already in use for airline pilots and air traffic controllers. Dr Adrian Chorley, from Aviation Vision Services, said the UK Civil Aviation Authority decided to introduce CAD testing in place of Holmes-Wright lanterns in 2009. CAD tests have enabled much more accurate diagnosis of the level of colour deficiency, he added, and because colour vision is on a variable scale, the CAA will grant certification to pilots found with an acceptable degree of deficiency. So, if CAD testing is introduced by the MCA, the good news for

seafarers is that the checks will remain reliable, and it is hoped that results will be even more reproducible. Internationally, however, the picture is less clear. Dr Tim Carter, of the Norwegian Centre for Maritime Medicine, told the meeting that there are wide variations in the colour vision test methods and protocols used for seafarers around the world.

Colour correcting lenses are not allowed by the MCA and their use will invalidate test results

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‘International policy for colour testing is in something of a limbo because nobody is putting money into studying the up-todate requirements for seafarers,’ he added. ‘There is a lack of information on the real visual requirements for modern lookout duties.’ What is clear from other sectors — such as aviation and rail — is that where tests can measure both the severity and the type of colour vision deficiency and these are matched with evidencebased limits linked to safetycritical task demands, a fairer fitness system can be put in place. Deck cadets (which is to say trainee deck officers) with defective colour vision will be classed as Category 4 — permanently unfit for sea service.

All other deck personnel with defective colour vision will be given the restriction ‘Not fit for lookout duties at night. Not eligible for MCA Deck COC or Rating certification’. The restriction ‘employer/ ship owner to conduct risk assessment’ — which had been introduced earlier in 2016 — has been removed, as it was judged to have been causing confusion. Deck seafarers who already hold an ENG 1 with a colour vision restriction will, from now on, be issued with the new restriction — although the MCA may be consulted if an employer confirms that the seafarer will not be able to continue in their current job as a consequence.

For colour-defective seafarers in other departments, the restrictions will remain unchanged. Engineers and electro-technical officers unable to pass the City University or Farnsworth D15 tests will be issued with an ENG 3 and a restriction ‘not fit for work with colour coded cables, etc’. Security officers will also get an ENG 3, with the restriction ‘no navigational lookout duties’. However, no restriction or ENG 3 will be necessary for hotel, catering and other staff who have no lookout duties, although their ENG 1 certificate will have the ‘fit for lookout duties’ box ticked ‘No’. Some doctors at the conference reported cases in which seafarers had attended medicals wearing colour-correcting lenses. However, said MCA chief medical advisor Dr Sally Bell, these are not allowed and their use will invalidate test results. Whilst some companies claim that such lenses will enable the wearers to see red-green colours normally, there are some significant drawbacks — they may lower blue-yellow vision and they may cause difficulties in dim light or at night, or in judging distance and motion.

14/12/2016 13:14

January 2017 | nautilusint.org | telegraph | 23

SEAFARER TRAINING

Leadership lessons for the 21st century P

‘Human factors’ are blamed for as much as 80% of accidents at sea — but are seafarers being adequately trained in people management? That was the question posed at an industry conference in London last month. The answer appears to be no, said Maritime & Coastguard Agency human element policy manager Marc Williams. Feedback from seafarers shows that many consider Human Element Leadership & Management (HELM) courses are a ‘tick-box exercise’. ‘This is extremely disappointing,’ he added, ‘because if you look at what a greater understanding of human behaviour can do, it can make you a better seafarer and a better human being.’ Mr Williams said analysis of the effectiveness of HELM training had served as ‘a bit of a wake-up call’. Inconsistencies in syllabus approach and delivery had been highlighted, along with big differences in the use of simulators. The need to investigate trainer expertise and different assessment methods was evident, he added, as well as the need to engage people more effectively. ‘HELM was well-intentioned, but it is time to consider whether it is right for the future and whether it should be improved,’ Mr Williams told the conference, organised by the International Association of Maritime Institutions and the Institute of Marine Engineering, Science & Technology. Besides improved HELM consistency, more attention should be paid to the shipshore interface and developing a holistic approach to all forms of leadership and management training, he said. Martin Shaw, MD of Marine Operations & Assurance Management Solutions, said seafarers are operating increasingly complex ships, with increasingly complex technology, procedures and regulatory systems, and he questioned HELM’s effectiveness in addressing these complexities. ‘My concern is that the world is getting much more complex more quickly than the take-up on training can cope with,’ he added. ‘Onboard processes and procedures need to change to make use of HELM training so that it can be put into practice and used properly at sea.’ Dr Iris Acejo, from the Seafarers International Research Centre at Cardiff University, spoke of studies showing the way in which the wellbeing of crew can be adversely affected by poorly designed and constructed ships, as well as low quality cabins and recreational areas. Nearly two-thirds of seafarers complain of being disturbed by noise onboard, reducing their ability to get adequate rest, she pointed out. With increasingly limited opportunities for shore leave, it is more important than ever that seafarers have a reasonable living environment onboard, she added. Paul Bennett, from the University

Everyone agrees that the human element is critical to safe shipping. But what is the best way to improve human performance? Experts met onboard HQS Wellington last month to consider the issues. ANDREW LININGTON reports…

A system of pre-arrival briefings and post-event debriefings has been put into place, and Capt Nash described how the positive feedback generated from such discussions has led to improvements and innovations — such as taking a ship into a port stern-first rather than bow-first. These practices are reinforced by regular training for deck officers at Carnival’s CSMART centre in the Netherlands, he added. All undergo two days of evidence-based training and two and a half days of proficiency training each year, backed up by a rule of the road test, to provide analysis of training needs and resource management.

P Speakers, clockwise from top left: Marc Williams, Maritime & Coastguard Agency human element policy manager Martin Shaw, MD of Marine Operations & Assurance Management Solutions Dr Iris Acejo, Seafarers International Research Centre at Cardiff University Paul Bennett, University of Southampton Captain Rick Thomas, Honourable Company of Air Pilots Captain Nick Nash, master with Princess Cruises Wilco Bruhn, Fraunhofer Centre for Maritime Logistics and Services

of Southampton, said emotional intelligence was a key factor in effective leadership, and improved HELM training should address ways in which masters and senior ofﬁcers can develop skills such as collaboration, delegation and improved communications. Shipping should look at the way in which other industries undertake such training, he argued, and there should be a greater emphasis on coaching, mentoring, creating best practice and leading change.

Captain Rick Thomas, of the Honourable Company of Air Pilots, told how British Airways had started human factors training in 1989 following a series of aviation accidents — including one in Tenerife, in which 583 people died. Many of these incidents involved dominant captains and a failure to work together, he

explained, and cockpit resource management training (CRM) was developed to improve teamwork. ‘We began to see as an industry that this is a better way of working than in the past,’ Capt Thomas added. ‘The captain does not necessarily know best and it is better using all the talents around you.’ CRM was backed up by a move away from the blame culture towards a system in which incident reporting was encouraged, he said. After British Airways gave an assurance that it would not take disciplinary proceedings in response to any reports of incidents affecting safety, reporting levels trebled over the following ﬁve years. Whilst the culture in the industry has changed dramatically in the past 20 years, there are still ‘human element’ challenges to be addressed in aviation, Capt Thomas said. One of the biggest is

the interaction between pilots and automated systems, as well as managing ‘shock and startle’ when something goes wrong, he explained. Captain Nick Nash, a master with Princess Cruises, described the way in which ships in his company’s ﬂeet are moving towards the aviation model. Not only are vessels adopting cockpit-style bridges, but bridge team operations are increasingly following aviation concepts — closed-loop communications ensure that orders are received and understood correctly. Thinking aloud is encouraged, with a philosophy of ‘PRO’ — explaining the plan, the reason and the outcome. Capt Nash said the traditional bridge organisation has also changed on his ships — with the captain moving from the front to the back, taking an overview of activities rather than driving the vessel, as in an ‘operations director’ role.

Wilco Bruhn, from the Fraunhofer Centre for Maritime Logistics and Services, spoke about the EU-funded Munin project to investigate the feasibility of autonomous shipping. The research had shown that ‘robo-ships’ are generally technically and economically viable, he explained, and their inevitable introduction will have important consequences for the training and employment of seafarers. ‘We don’t expect that the unmanned ship will just happen, but that it will rather be a gradual and continuous process of increasingly autonomous systems,’ he added. The growing use of shore-based fleet operations centres is one sign of this, and he said work is also underway on the development of an aviation-style vessel traffic control system in Europe. ‘We are not looking at getting rid of lots of jobs,’ he stressed. ‘All of this will create new jobs and different jobs, and moving many tasks from the ship to shore may give people a much better social life which will benefit the younger generation.’ Maritime education consultant and former seafarer Dr Chris Houghton said initial research had raised questions about the effectiveness of HELM training and he described the commercial and operational pressures facing masters and officers in putting theory into practice. ‘For example, lots of effort has been put into drug and alcohol policies over the last 30 years, but when it comes to fatigue everyone just has to put up with it even though staying awake for 24 hours is the same as being one and a quarter times over the drink limit,’ he added. ‘What an Alice in Wonderland world shipping is.’ Dr Houghton said the maritime sector should look at the way behaviouralbased safety systems have been used in other industries — with an emphasis on positive feedback and understanding underlying motivation. ‘Attitude is a state of mind — it is only when your attitude translates into behaviours that it can be changed,’ he added. ‘Safety needs to be cherished as a value, and safe behaviour is doing the right thing when no one is watching.’

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14/12/2016 13:15

24 | telegraph | nautilusint.org | January 2017

MARITIME SAFETY

Where the fault really lies Why aren’t the frequent flag state investigations into lifeboat and rescue boat accidents leading to a significant fall in seafarer deaths and injuries? Capt JOHN ROSE of the Confidential Human Incident Reporting Programme (CHIRP) thinks he knows the answer…

During a routine drill to launch the rescue boat onboard the containership Dorikos, with three crew members inside the boat, the fall wire parted — causing the boat and crew members to fall 7m into the sea. All three crew were badly injured, so it was with interest that I awaited the publication of the report by the Cypriot ﬂag state authority. Classed as a ‘Very serious marine casualty’, one expected that the investigators — without apportioning blame or liability — would make sound recommendations to address the issues and provide guidance for the industry on how to avoid a recurrence of this needless incident, which took place in the port of Valetta in August 2015. But I was once again disappointed. Those in authority appear to interpret the term ‘Just Culture’ as meaning it should ignore the responsibilities of key stakeholders and choose to again

focus on the actions attributed to seafarers. What is frustrating is that it appears that effective solutions were not forthcoming. One is left in fear that death and serious injury have become an acceptable risk in the maritime trade.

No amount of training can fully mitigate the effects of poor equipment design

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The galvanised wire rope onboard Dorikos was only seven months old, but it had been

incorrectly assembled within the housing of the hook. This caused the wire to bend sharply at two locations, resulting in mechanical damage to the wire surface at the bending positions. The causal factor identiﬁed in the report was the seafarers not using the manufacturer’s written guidance when changing the wire rope. The remedial action included the requirement for the manufacturer to issue another bit of paper to supplement the existing procedure. This will be added to some 5,000 pages of shipboard information that the master is expected to be conversant with at all times.

Regarding paperwork: I fear the motivation when manufacturers produce instruction manuals is not necessarily to meet the needs of the end user, but may instead be ‘defensive engineering and liability practices’ (i.e. covering their backs).

The serious injuries in the Dorikos incident were caused by a parted fall wire

In the Dorikos report there is no consideration of the fact that the root cause was in the design of the equipment. The method to change out the wire was not ‘fail safe’. Once again, when offering advice, the regulators have not looked beyond the ship’s rail. Be warned: this tragedy could so easily happen on another ship, as a piece of paper on the Dorikos will not help other vessels with similar equipment onboard. I am unable to comfort myself with the knowledge that the remedial action will prevent the

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.

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same error happening in a similar fashion on another ship. Therefore, I suggest that any supplier of equipment should ensure the manufacturer’s design makes full allowance for the competence and capability of the seafarer, rather than requiring the crew member to be trained to operate it. A poor design encourages mistakes that no amount of training or management intervention can completely mitigate.

Manufacturers should step back to consider, and then make allowance for the large number of different and non-standard pieces of equipment onboard a ship. They can make a small but valuable contribution to ensure that the use and maintenance of their equipment is carefully thought through and make full allowance for the ability of the end user — especially as the user may well have a bit of paper to say they are competent, but most likely will be without experience and working knowledge of the task being performed. It is suggested that the manufacturers draw on their experience and knowledge, along with those of other stakeholders, and then: (i) design the system to meet the speciﬁc requirements (ii) design the operation, maintenance, training support and other procedures to ensure that the equipment performs as

required in use. Returning to the key point in the Dorikos report and the improvement in procedures: in 2003 CHIRP raised concern over the quality of operational and maintenance manuals. Amongst the recommendations made by the Maritime Advisory Board at that time were the following: 1. Manufacturers of equipment for safety-critical marine applications across life-saving, cargo operating, navigation, communications and engineering disciplines should provide operating and maintenance manuals to a common document standard ‘using a uniform layout as well as agreed terms, abbreviations and symbols for the correct use of such manuals by mariners’. 2. The use of simpliﬁed technical vocabularies and icons should be encouraged. If used, reproductions of photographs and drawings should be of an adequate standard and documents should be available in an agreed number of languages. 3. A relevant authority should verify the compliance/standard of documentation at the design/ approval/acceptance stage and audit its continued compliance thereafter. Sometimes it is the little and easy things that are the hardest to adopt. Stay safe out there! g The comments are those of the author and are not by default those of the Charitable Trust CHIRP.

Annual Return ...................................................................................................... £215.00 inclusive of VAT at 20% NAUTILUS members in the UK sailing under a foreign ﬂag agreement on gross remuneration can obtain a 10% reduction on the above enrolment fee by quoting their NAUTILUS membership number and a 5% reduction on re-enrolment.

or ite, e now r W on re ph r mo : fo tails de Elgin House, 83 Thorne Road, Doncaster DN1 2ES. Tel: (01302) 364673 - Fax No: (01302) 738526 - E-mail: info@seatax.ltd.uk www.seatax.ltd.uk

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The Cyprus-flagged containership Dorikos, where three crew members were badly injured during a rescue boat drill

14/12/2016 16:56

January 2017 | nautilusint.org | telegraph | 25

MARITIME CAREERS

L-R: Friends Rob Wilson and Richard Longster during the Northwest Passage; Octopus crew during the Northwest Passage; Richard and fiancé Ali in Australia; Richard up the mast of the yacht Octopus in Malaga, Spain; Richard onboard Octopus with a Big Ben ice sculpture

Carving out a career at sea O

The JW Slater Fund has been a welcome source of support for many an ambitious mariner since its inception in 1977 — providing around £4.5m in financial aid to more than 1,600 UK seafarers seeking to upgrade their qualifications to Officer of the Watch. The numbers keep on growing, and one of the latest success stories is that of 28-year-old Nautilus member Richard Longster from Winchester. A former carpenter, Richard swapped his chiselling knife for a life on the open waters but — as he explains — that was never his original intention. ‘As a child I remember my granddad was always very good with his hands, so I took an interest in doing little woodwork projects,’ he recalls. ‘I knew I was never going to be someone who wanted to sit behind a desk, and I always wanted a hands-on job,’ he adds. ‘I spoke to my dad and he came up with the idea of an apprenticeship. I remember he sat me down in the kitchen and we discussed the pros and cons of each trade.’ After taking his GCSEs, Richard began working for a local building firm. ‘I was with them for about six years in total, and whilst the pay was OK, I was never going to buy a Ferrari from my pay-packet,’ he says. At this stage, the prospect of working at sea had not crossed Richard’s mind, but with an itch to travel the globe — as well as earn more money — he started to review his career prospects. By chance, a close friend of his was just starting sea training, and his experiences were to have a big impact on Richard. 'Tom was about to go on a course to get all his certificates to join superyachts,’ he explains. ‘At that time, I didn’t think anything of it. I thought you’d have to have a good knowledge of the sea, so didn’t think it was for me. ‘He eventually finished the course, went to the south of France and got a job on a yacht. I didn’t see him for the best part of a year, but when he came back he had a great tan, was travelled and had a load of money in his pocket — so I thought this is something I could get into.’ Richard set off in search of work in the south of France. Things weren’t as easy as he had expected, however, and he found work a lot harder to come by than he’d ever anticipated. Arriving in the early winter, he spent his days handing out CVs to the few yachts that were moored up, but as money ran low he returned back to the UK after six weeks.

Established in honour of a former general secretary of the Union, Nautilus International’s JW Slater Fund continues to make a massive contribution to seafarer training. STEVEN KENNEDY meets a Nautilus member whose career is on the up thanks to the Fund’s support… ‘I was dock walking,’ remembers Richard. ‘I got a few bits of carpentry day work here and there, but nothing permanent. It was becoming winter and the jobs were getting fewer and fewer. In November I called it quits and went back home. I got a job for six months in a joiners’ shop and saved up my money to go back to the south of France to try one last time. I thought “this will be my last opportunity to do this or I’m going to have to find a real job”.’ His break came upon his return to the south of France — thanks to Tom, who was working on a yacht called Octopus. With a position as deckhand becoming available, Richard finally started his career at sea. It proved to be a wonderful experience, as he travelled the globe — taking in the Northwest Passage in both directions — and was even able to welcome a famous face onboard. ‘We were there when [Hollywood director] James Cameron did the Mariana Trench dive,’ Richard says. ‘That was pretty cool, although to be honest, I think we were more in the way. The documentary was filming with all these big commercial vessels and we were just there in the background of every shot. Then he came onboard after and did his post-dive interview from the music studio we had on the Octopus, which was great as I got to meet him.’ Over the next four and half years Richard would move up the ranks to bosun. It then became decision time once again. Never really having expected to push for his officer’s ticket, Richard started to weigh up taking the next step. ‘Money was an issue, but a friend said, why don’t you try the Slater Fund?’ Richard explains. ‘It was the first time I’d heard about it, but I think it was only after the second person told me about it that I took it seriously. It sounded too good to be true. Then I applied for it just to see what happens. I saw it as a sort of golden ticket and I'd have no excuse not to study if I got it. I applied and within a couple of hours they got back to me. Within a couple of weeks, I’d received the money and got my study head on. ‘I got all my short courses booked and I started at Warsash college. Luckily that’s not far from Winchester, so I ended up staying at home rather than forking out for rent. Having that money was a massive weight off my shoulders.’

Richard and crewmate Montana on the yacht Octopus

25_slater_SR edit.indd 25

With the money in the bank, Richard was able to remain focused on his studies. Despite a few minor hiccups along the way, he passed his OOW training and met up with a fellow nautical student in September last year onboard his second superyacht. ‘I failed one of my SQAs the first time, but luckily the Slater Fund pays for a re-sit as well,’ says Richard. ‘Once I’d qualified, I applied for all sorts of jobs and I got a job on the Ulysses with my coursemate Alex Boulton, who has just won an award from the Slater Fund for outstanding achievements [as reported in the November 2016 Telegraph]. I joined on 20 September and I’m a second officer safety officer onboard.’ Richard now finds himself being the person others are looking at as an example of how to succeed.

A keen advocate of the Slater Fund, he says that he never wastes an opportunity to sing its praises. ‘I tell people all the time about the Slater Fund,’ he adds. ‘People always ask me what I did for work whilst I was studying at Warsash. I say I didn’t do anything — I got sponsored — and I tell them the amount of money you can get and how you can spend it on food, books and fuel, for example. ‘On day one of the course I spoke to a guy who’d

never heard of the Slater Fund and I told him all about it. I gave him the email and by the end of that day he had pretty much sorted his application out.’ With the future looking bright, Richard is now looking to make his next move. ‘My plans are to do my chief mate’s ticket,’ he explains. ‘I say now that I won’t, but I reckon I’ll end up doing my master’s too. With each step you take up the ladder, the next step gets better looking. I think I’ll stay on yachts. With the yachts I get to go to the paradise locations. ‘I wouldn’t have been able to get this far without the Slater Fund and I can’t thank everyone enough from the Fund for the help they’ve given me.’ g The JW Slater Fund offers scholarships to working UK seafarers so they can progress their careers through study. The scheme is administered for Nautilus by the Marine Society. For more information, visit: www.marine-society.org/slater-scholarships.

Are you serving or retired

MERCHANT NAVY FISHING FLEET ROYAL NAVY ROYAL MARINE or a dependant or do you know someone who is and needs help? Seafarer Support is a free confidential telephone and award winning online referral service helping you find support for serving and former UK seafarers and their families in times of need

www.seafarersupport.org Freephone 0800 121 4765

14/12/2016 16:25

26 | telegraph | nautilusint.org | January 2017

MARITIME COMMUNITY

Can you help locate Gustaf Karlstrom? Six decades after a Channel rescue, two retired seafarers are trying to find out what happened to the Swedish yachtsman who was saved from stormy seas. STEVEN KENNEDY hears their remarkable story…

It’s almost 60 years since a tragedy was averted off the south coast of England thanks to the Clan Line tanker Scottish Lion. The date was 30 September 1958, and in command of the vessel was proud Scotsman Captain Hedley Ian Saxton White. En route from the Arabian Gulf to the BP Oil Terminal at Finnart on the west coast of Scotland, the tanker was making good progress when it spotted a yacht ﬂying its distress signals. Spurred into action, Capt White raised the alarm and changed course to go to the res-

cue, some 100 miles due west of Land’s End. With the wind whipping up the waters around the yacht, Capt White adopted the unorthodox manoeuvre of approaching the yacht stern ﬁrst into the wind and swell. The chief ofﬁcer — Ewan Ramsay, from Gourock — was instructed to proceed aft, together with the deck cadet, bosun and some crew, to keep the master informed of the exact position of the yacht relative to the ship. The rescue was being carried out in tricky conditions. One moment the yacht was almost level with the deck and then —

seconds later — it would be 30ft below it. But, at just the right moment, the lone yachtsman grabbed the pilot ladder, swinging onto it and climbing up to deck level, where the crew were quick to grab him. The yachtsman was Gustaf Karlstrom, a 35-year-old Swedish journalist from the Helsingborgbased newspaper Dagblad who was sailing to the Mediterranean from Sweden before his efforts were cut short when the rudder stock broke in the extreme conditions. After returning to his home country, Mr Karlstrom sent Capt

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26_swedish_SR edit.indd Sec2:26

Nautilus member Capt Robin White (left) with his uncle’s former colleague Ewan Ramsay at the April 2016 Clan Line monthly reunion lunch in Gourock

White a suitably engraved silver cigarette case as a token of his gratitude. Inscribed on the case — alongside Gustaf Karlstrom’s signature and date and positon of the rescue — were the words ‘Dear Ian, I will never forget when you picked me up from Davy Jones and the locker.’ It would be the last time the two would be in contact.

Fast forward 58 years, and — following a chance encounter — the late Capt White’s nephew is now looking to track down relatives of the yachtsman to commemorate the amazing tale. Like his uncle, Nautilus member Captain Robin White served for many years with Clan Line before coming ashore briefly in the late 1970s to work as assistant harbourmaster at Clyde Port. A year later he was back on the water with Sealink Ferries in Stranraer. He retired in 2006. In October 2015, Robin attended the annual get-together of retired British & Commonwealth officers in Liverpool and discovered that some members living in the west of Scotland regularly met for lunch at the Spinnaker Hotel in Gourock. Living in Ayr, he decided to go along. There he found himself sitting beside a certain Ewan Ramsay, a now retired Clyde river pilot. Upon hearing Capt White’s name mentioned, Ewan asked if there was a link to Hedley Ian Saxton White. Of course there was — and the pair got talking, with the conversation quickly turning to the rescue in September 1958. Mr Ramsey gave his first-hand account to Robin who, in turn, filled in as many gaps as he could from what his uncle had passed on to him via his father. What was missing, though, was what had happened to Mr Karlstrom once he returned to Sweden. ‘My uncle never said anything to me about the rescue — perhaps because I was still a young schoolboy,’ explained Capt White. ‘When my uncle died in 1959, he left the cigarette case to my father. I did not know of this at the time, but only a good few years later. My father died in 1998 and I have had it since. It obviously means a lot to me from the family history angle.’ Ewan — now aged 85 — had served with Clan Line since 1948 and, looking back at his time onboard Scottish Lion, he says that although he played his part in the rescue, he never got the

opportunity to speak to Gustaf Karlstrom before he disembarked for Sweden. ‘My time on the Scottish Lion with Captain White seemed to pass very quickly,’ he recalls. ‘He was always a source of helpful advice and support, and his handling of the rescue brought out the best in his seamanship. ‘Unfortunately, I never really spoke to Mr Karlstrom after his rescue. We were due at Finnart oil terminal about 36 hours later and I had enough to do as chief ofﬁcer at that time without being able to meet with him. I never found out what became of him or where his life took him.’ Ewan and Robin have been searching for that metaphorical needle in a haystack. Without an

address — beyond Helsingborg, Sweden — and no links to his next of kin, they are hoping for someone to come forward to point them in the right direction before the 60th anniversary of the rescue. Robin says he would love to see what difference the rescue made to Gustaf Karlstrom’s life. ‘We have explored some ﬁve or six different avenues to make contact, all without success so far,’ he adds. ‘I am beginning to doubt we will manage a contact, but we’re hoping the Telegraph and its readership can point us in the right direction.’ g If you can help Robin and Ewan ﬁnd out what happened to Gustaf Karlstrom, please write to the Telegraph — contact info page 16.

Inscription on cigarette holder sent by Gustaf Karlstrom to Capt Ian White following the rescue, and small photo of the yachtsman with accompanying letter

Hedley Ian Saxton White in 1948

14/12/2016 15:00

January 2017 | nautilusint.org | telegraph | 27

MARITIME WELFARE

A holiday for the mind Have you made a New Year's resolution to read more books in 2017? The Marine Society's shipboard library service could help you make good on your pledge, hears SARAH ROBINSON...

‘Sometimes I get chatting to people at industry events and they say, “Does that really still happen?!” And I reply that yes, we’re still here, still going strong.’ Caroline Buckland is talking about the Marine Society’s shipboard libraries for recreational reading. As book services manager, she oversees the sending of thousands of fiction and non-fiction volumes to merchant vessels each year — real, physical books that seafarers still appreciate and enjoy, just as they did when the service started over 90 years ago. ‘Our books are a refuge, a place you can go in your mind to have a break from work and everyday life,’ she continues. ‘Even going to the bookshelves to choose a new book is a pleasant experience. And they’re accessible to everyone, as it doesn’t matter what electronic devices you own or how strong the wi-fi is.’ It’s not much trouble to keep the libraries stocked and replenished, she adds. By working with the shipping companies in the scheme, the Marine Society can tap into the existing ship supply network and get the reading matter transported around the world alongside lightbulbs, kitchen supplies and toilet rolls. Like so much in merchant shipping, it’s a bit unglamorous but very effective. The journey starts at the Marine Society’s headquarters in London, where there is a large store of books waiting to be picked and packed for each vessel by Caroline and her team every month. When companies join the library service, they agree to have new books supplied either quarterly or every six months, so the vessels on Caroline’s list will be different for

Maritime Labour Convention, 2006 Guideline B3.1.11 — Recreational facilities, mail and ship visit arrangements 4. Consideration should also be given to including the following facilities at no cost to the seafarer, where practicable: … (f) a library containing vocational and other books, the stock of which should be adequate for the duration of the voyage and changed at reasonable intervals

each despatch. If a box’s ﬁrst destination is to a UK depot, the delivery can be arranged by the Marine Society, but companies often prefer to send their own couriers to London to pick up their consignment. As for the contents of the boxes, the ﬁrst step is to make sure everyone gets the latest bestselling novels and a smattering of literary classics. ‘Then, for some of our vessels, we look up where they are due to be sailing so we can include some travel guides and background information,’ says Caroline. ‘The NERC research vessels are interested in books about science and natural history, but other clients just want light recreational reading by the likes of Jeffrey Archer, Ian Rankin, Ken Follett and Kathy Reichs. We also consider whether the vessel has crew members who have English as a second language and might therefore appreciate an easy read.’

But why? Why does the Marine Society do all this, with such care and consideration, and how is it paid for? In these times of austerity and cost-cutting technology, it’s no wonder that people are surprised to hear that this traditional shipboard library service still exists. ‘It’s what we’re here for as a charity,’ answers Caroline simply. ‘The mission of the Marine Society is to champion the wellbeing of seafarers and their personal and professional development, and our libraries help us do that.’ The shipowners pay a fee for the library service, but to encourage participation in the scheme, this is kept as low as possible — for example, by negotiating with publishers for bulk discounts on blockbuster novels. ‘Our aim as a charity is to provide support to crew, so we charge only to cover our costs,’ says Caroline. ‘To give you an idea, the cost of an average English language paperback library of 100 books, packed and delivered to a UK address, is currently £375.’ At present, Marine Society shipboard libraries can be found on 225 ships operated by 12 different companies. Some of the vessels are UK owned and/or registered, and others have no particular connection to Britain. In fact, any ship in the world can sign up if the owner agrees to pay the subscription fee and transport the books onward to the vessel from the UK. ‘We always welcome new ships,’ says Caroline. ‘In the last few months we’ve been pleased to add two vessels to our roll: Methane Mickie Harper and Methane Patricia Camila, which are BG Group ships now owned and managed by Shell, our biggest client. And shipowners and operators really should be looking at what we can offer, because having a library onboard ship is one of the guidelines in the Maritime Labour Convention 2006’ (see insert, left).

Library team member George gets a crate of books ready for despatch to RRS James Cook

27_libraries_SR edit.indd 27

Perhaps surprisingly, companies don’t always have to return the library books their crews receive. ‘The traditional exchange library model where books are loaned out to a ship and returned and exchanged two or three times a year is now on the decline,’ notes Caroline. ‘It’s the economical paperback library that is more popular and now accounts for 70% of our business. A ship takes on a consignment of say, 100 paperbacks, and these are replenished at regular intervals but not returned. It’s easier for the crew to manage and they are lighter and easier to store, which must lead to environmental beneﬁts as well as having positive cost implications.’ Over the last few years, the Marine Society has also looked at the possibility of providing an e-reader based library. However, the market has been heavily dominated by the Kindle e-reader and mobile apps, and libraries and independent bookshops cannot

Library team member Anastasia picking books for Shell All pictures: Nathaniel Rosa/Marine Society

supply the books for these — they are only available from Amazon. The charity did investigate whether there was any way around this problem using other e-readers such as the Kobo brand, but it turned out that the demand from library clients for e-books wasn’t that strong anyway. ‘The truth is that e-books have just become another format for reading,’ points out Caroline. ‘They have their place, but have not taken over from physical books, and there are now indications that the sale of e-readers and e-books has peaked. Anecdotal evidence seems to show that whilst people may use an e-book for travelling, they are still happier reading a physical book.’ The other limitation of e-books for seafarers, of course, is that they are downloaded via the internet, which is still difﬁcult for many crews to access onboard ship or even in port. ‘However much we want to encourage people to read, we don’t expect seafarers to use their limited internet time downloading books,’ stresses Caroline. ‘Skype your family — that’s the priority.’ She acknowledges that many seafarers do like using e-readers, but ﬁnds that these keen readers tend to download their own selection of books before leav-

ing home. ‘For the majority of crew members, we believe that people will be more likely to read for pleasure onboard ship if they have access to a physical library, and there is the added benefit of getting a break from computer and smartphone screens.’ Looking to the future, it seems likely that shipboard libraries of physical books will continue to thrive, particularly given the recognition of their role in the Maritime Labour Convention. The Marine Society has the capacity to sign up many more ships to its recreational library service, and is actively encouraging companies to take part. Caroline would also be pleased to hear from existing library users, to find out if they’re happy with the books they’re receiving and take their requests and suggestions. ‘It’s always worth having a selection of fiction onboard,’ she concludes. ‘What are you going to do when you’ve played your video games 100 times and the internet’s not working? You pick up a good book!’ g To contact the Marine Society about joining the shipboard library service, or to give feedback on the books in your vessel’s recreational library, email: books@ms-sc.org.

Discover your route into the

Merchant Navy

([ :V\[O :OPLSKZ 4HYPUL :JOVVS»Z Shipping Day Saturday February 4, 2016 10am - 3pm ࠮ ࠮ ࠮ ࠮ ࠮ ࠮

7YLJHKL[ZOPW PU 4HYPUL ,UNPULLYPUN VY 4HYPUL 6WLYH[PVUZ /5* /5+ 4LYJOHU[ 5H]` +LJR 6ɉJLY ;YHPUPUN /5* /5+ 4LYJOHU[ 5H]` ,UNPULLYPUN 6ɉJLY ;YHPUPUN -V\UKH[PVU +LNYLL PU 4HYPUL 6WLYH[PVUZ -V\UKH[PVU +LNYLL PU 4HYPUL ,UNPULLYPUN -V\UKH[PVU +LNYLL PU 4HYPUL ,SLJ[YPJHS ,UNPULLYPUN

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

14/12/2016 16:26

28 | telegraph | nautilusint.org | January 2017

OFFWATCH ships of the past by Trevor Boult

50 YEARS AGO

whale factory ship Sir F James Clark Ross sailed from

The 200,000dwt tanker is a reality and, according to the head of Lloyd’s Research and Advisory Services, the 500,000dwt tanker may be a practical reality in the foreseeable future. While it will be some years before the full impact of such developments are felt, the MNAOA believes there will be implications for employment and promotion prospects as a consequence of a lesser number of ships carrying the same, or possibly more, traffic. The Association told a Chamber of Shipping research symposium that the same amount of thought should be applied to working out the manpower requirements of the future as is applied to the assessment of technical developments. There is a duty for owners to tackle the problems which are looming ahead to avoid hardship and frustration MN Journal, January 1967

In November 1923 the

Hobart, Tasmania, on an indirect route southwards towards the Antarctic pack ice and the Ross Sea. It was the ﬁrst modern whaling expedition to that region, which previously had been visited only by scientists and explorers. It was an unusual change of career for the ship that had started life in 1905 as the Mahronda, a freighter for Brocklebank Line. In 1923 she was sold cheaply to the port of Sandefjord in Norway and converted for whaling. When it became known in Hobart that the Antarctic was the ship’s destination, there were many pessimists who said it was foolish to go there in steel ships. All other such vessels had been wooden sealers or specially built and ice-strengthened. However, the expedition was led by Captain Larsen, who had already pioneered the whaling industry in waters of the far south. In matters of both shipping, and whaling, the Norwegians were second to none. To the crew, the ship was primarily a factory. Their accommodation in the fore ‘tween decks was an addition and became known as the penguin rookery. The decks were a working platform, the ‘tween decks housed the blubber boilers and machinery for converting blubber into oil; the lower hold was divided into oil storage tanks. These tanks were initially full of Welsh coal, trimmed daily to the bunkers, and scrubbed clean. On the whaling grounds, the ﬁve chasers were also coaled and stored. The whale processing was described by a young seamanjournalist, Alan Villiers: ‘The method was to secure the

Familiar name from a lost but unlamented industry carcasses alongside and hoist out small ﬂat-bottomed boats from which men worked with long knives, cutting off the blubber in strips which were hauled aboard with cargo gear. ...The surging of the carcass, the roll of the ship, the jumping about of the small boat, the sudden incalculable strains on the gear, combined to make the work slow and dangerous. ...When the weather was calm the ﬂensers could carry on, and the bloody business of whale butchery reeked about our decks.’ A poor but very necessary harbour was located in relatively sheltered waters at Discovery Inlet. The anchor was streamed to 750 fathoms of heavy wire, which only held in good weather. Steam had to be kept up, and the utmost vigilance maintained in case the ship was blown out to sea, or smashed into the ice-cliffs of the Barrier face nearby. Pieces of the Barrier were frequently breaking adrift, which ‘tumbled into the sea, a lovely cascade of shining blue-green ice which shimmered and scintillated as it fell, but set up the devil of a sea

and made the flensers leap for their lives.’ Bad visibility was the worst enemy: ‘Sometimes the ship, with whales and chasers alongside, would be swept from her precarious anchorage and be blown about the inlet. It was impossible to see where she was drifting. ‘Frost-smoke from the freezing sea would fill the air; or snow would blow almost horizontally. Sometimes great fields of ice, drifting down from the head of the inlet, would sweep past us, grinding away all the whales alongside and taking them out to sea.’ Generally, the ship had about a dozen whale carcasses alongside, not because the hunt was good, but because the inadequate gear caused bottlenecks. The crew worked 12-16 hour days, the hourly overtime rate being 8d. It was an ill fortune, by their reckoning, to pioneer modern whaling in the Ross Sea in a bad ice season. New methods were considered essential if whaling were to succeed in that area.

Telegraph prize crossword The winner of this month’s cryptic crossword competition will win a copy of the book Estuary by Rachel Lichtenstein (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.

Whales would have to be hauled bodily aboard, necessitating a slipway at the stern. The success of this pioneering enterprise depended upon subsequent good seasons. To remain solvent the ship had to retain a monopoly in Ross Sea whaling, at least for the first few years. The Sir James Clark Ross eventually discharged her 17 000 barrels of whale oil in Rotterdam. Extensively refitted in Norway, her next voyage south was highly successful. Factory ships with slipways aft could remain at sea in international waters, but by developing this technique, the operators of this pioneering whale-factory ship effectively caused the loss of their monopoly. In a short time, 20,000-ton ships with dedicated flensing decks and gear capable of hauling the largest whales led to the ‘heyday’ and wholesale over-exploitation of whales. In a very different capacity the Royal Research Ship James Clark Ross has been operated by the British Antarctic Survey since 1991.

British shipowners have had to turn down over 1,000 good quality potential officer cadets over the past year, the president of the Chamber of Shipping has revealed. Speaking to NUMAST Council members, Michael Everard said there were 1,800 high calibre applicants for about 500 places on offer this year. ‘There is no shortage of young people wanting to go to sea,’ he added. Mr Everard said shipping had always suffered from a high drop-out rate, but the huge reduction in recruitment during the 1980s had resulted in the average age of British officers rising from 27 to 42. He expressed confidence about the prospects for current cadets, pointing to the growing global shortage of seafarers, coupled with increasing world trade volumes, and argued that increased recruitment would only come about with investment in new ships The Telegraph, January 1992

10 YEARS AGO Nautilus has called for urgent and radical action to combat fatigue at sea following the publication of a major research report on the scale of the problem. A six-year study, co-sponsored by the Maritime & Coastguard Agency and the Health & Safety Executive concludes that excessive working hours pose serious safety hazards and dangers to the health and wellbeing of seafarers. The report, produced by the Seafarers International Research Centre at Cardiff University, found that one in every four seafarers had fallen asleep on watch, that almost 50% of seafarers consider their working hours present a danger to their personal safety and 37 reckon their hours represent a danger to their ship. It recommends measures including better fatigue management training and improvements to the way working hours are recorded The Telegraph, January 2007

THEQUIZ

Under which flag was the tanker Amoco Cadiz operating when she ran aground off the French coast in 1978?

How many 16,000TEU-plus containerships are presently in service around the world?

Everyone knows Denmark’s biggest shipping company. But which is the country’s second largest shipping firm?

Avance Gas Holding operates a fleet of 14 very large gas carriers. Where is the company based?

Which Australian port handles the largest volume of the country’s dry bulk exports?

Which day of the week has the largest number of shipping accidents?

J Quiz answers are on page 38.

Name: Address:

Telephone:

Membership No.:

Closing date is Friday 13 January 2017.

QUICK CLUES 1. 10. 11. 12. 13. 14. 15. 18. 20. 23. 25. 26. 27. 28.

Across Cattle breed (8,5) Time of day (7) Nonsense (7) Protect assets (4-5) Blood vessel (5) About sixty minutes (6) Moon creature (8) Dessert (5-3) Eastern city (6) Bread (5) Italian restaurant (9) Short story (7) Childish (7) Performance (13)

2. 3. 4. 5. 6. 7. 8. 9.

Down Alpine pass (7) Strengthen (9) Locomotive (6) Incessant talker (8) African lake (5) Experience (7) Permission to look (6,7) Weakened coffee (13)

16. 17. 19. 21. 22. 24.

Performance (9) Divert (8) Fuss (7) Doorway (7) University grounds (6) Site of witch trials (5)

CRYPTIC CLUES 1. 10.

11.

28_offwatch_SR edit.indd 28

25 YEARS AGO

12. 13. 14.

Across Twisting cable tie on job can be cause for complaint (13) Detect sound of so many green bottles and bring some cheer (7) Give liberty before sixth of December, that is it carries no charge (7) Get old thief by linking mixed scent to tangled lair (9) Fill with any old woollen material (5) Half a dozen instrumental in hanky-panky ahead of Vietnamese New Year (6)

15. Worried deeply about the elderly swallowing 27 reversal (8) 18. It’s billed as a duck (8) 20. Horse senior in years, the retentive type (6) 23. Putin frantic to make some contribution (5) 25. Players to prohibit building support (9) 26. Article by way of knoll, or a flyer (7) 27. Converted inches with Eastern people appearing (7) 28. Commercial recalculation determines VAT (13)

Down 2. Children’s writer, Potter, a Brexit rewrite (7) 3. Very like former spouse to quake without alternative in front of cathedral (9) 4. Game held up if net’s in tangle (6) 5. Not on western coach but audience don’t see (8)

6. Expanses of land to be found in the Far East, capital a distraction (5) 7. Bob after a party, no love’s lost here (7) 8. Is local hip-hop adapting or resigned to its fate? (13) 9. For returning post as adders fed less when agitated (4-9) 16. Some log in making up a new word (9) 17. Day on Scottish waters, head of the Tweed, badly tanned (8) 19. Put in for it but phone download told porkies (7) 21. Recording the Queen on Nations to recognise (7) 22. There’s a fine line between cuts and edges off the bat (6) 24. ‘O, that I had a --- good enough to keep his name company’ (The Merchant of Venice) (5) J Crossword answers are on page 38.

14/12/2016 15:41

January 2017 | nautilusint.org | telegraph | 29

MARITIME BOOKS

A tale of the Thames and its maritime lives Estuary By Rachel Lichtenstein Hamish Hamilton (Penguin), £18.99 ISBN: 978 02411 42882 Rachel Lichtenstein is a respected non-ﬁction K author who specialises in immersing herself in the Sometimes described as a ‘place writer’,

life of a locality. In Estuary, she turns her attention to the landscape and people of the lower Thames — a project close to her heart, as she grew up in the estuary town of Leigh-on-Sea. Despite spending many happy hours as a child on the estuary beaches and Southend Pier, Lichtenstein confesses she had never explored the waters by boat until five years ago, when she was invited to join a group of artists and writers on a short cruise onboard the Dutch barge Ideaal. The sights she saw on her voyage from Tower Bridge to the North Sea inspired her to take her explorations further, spending five years with the riverside residents and those who make their living from the estuary. There is, of course, a danger with this kind of project that the author could ruffle feathers in the

When pay was stopped as the ship went down No Passing Places By Alfred Hodgson Fast-Print Publishing, £7.99 ISBN: 978 17845 63530 f www.fast-print.net/bookshop

At the grand old age of 94, Alfred Hodgson has just had his first book published — No Passing Places — an account of his wartime service in the Merchant Navy during the Second World War. Edited by his granddaughter, Katherine, the book is broken down into chapters that describe his early life and the events which led to his decision to go to sea as an 18-yearold radio officer in 1941, followed by 10 very varied voyages over the further five years. ‘My grandfather had compiled and digitised his wartime journal entries many years ago. However, they were quite bitty and disjointed,’ said Katherine. ‘After a brief discussion with my own father, and then my grandfather himself, we came to the conclusion that I would be a good person to edit the memoirs — organising and expanding them into something much more detailed, thorough and historically rigorous.’

29_books_SR edit.indd 29

maritime world. Telegraph readers will no doubt recall other recent publications where writers with no seafaring experience have spent a few weeks on merchant vessels and then ‘revealed this hidden world’ to the public; and while these books have generally been interesting, it can be exasperating to see their authors feted as maritime experts. However, Rachel Lichtenstein seems happy to admit her own limitations, recounting selfdeprecatingly how a local man, John Cotgrove, came up to her after a lecture she gave in Leigh-onSea to put her right on several facts. His in-depth knowledge of the SS Richard Montgomery ended up feeding her growing fascination with the estuary’s most dangerous wreck, and her take on the ‘ship full of bombs’ is one of the most interesting aspects of the book. Another strong point is Lichtenstein’s respect for the estuary’s residents: she manages to recount their stories without turning them patronisingly into ‘colourful characters’. For example, she meets members of ﬁshing communities who tell of the powerful attraction of working at sea, and the terrible dangers that too often make widows and orphans of those left behind. Despite the age-

The result is a fascinating mix of personal experiences and historical oversight, with Alfred’s memories put into the wider context of the war and its impact on society. There are vivid descriptions of life and work onboard, and the constant stress and worry about coming under attack — which all came to a head at the end of his eighth voyage, when exhaustion and despair left him totally drained. Alfred was also on a ship that sank after a U-boat attack — Lyle Shipping’s Cape Race — and he describes the experience in a very powerful yet almost under-stated way. His pay was stopped from the moment the ship went down, and he had only a fortnight of ‘survivor’s leave’ — before being sent to a ship whose lifeboats were being removed (to accommodate troop landing craft). Alfred’s sea service ended in 1946 and he pursued a successful career as an accountant. But these stirring memoirs show the profound and lasting impact of his time in the MN, and they offer a marvellous insight into the experiences of seafarers during the war.

old perils they face, she stresses, these are real, modern people dealing with their challenges in the 21st century. As she gets to know them in 2013, some even form a choir — very much a popular pursuit of our time — which boosts morale among the families and raises money for the Fishermen’s Mission with a hit single. Moving onto the world of merchant shipping, Lichtenstein visits Tilbury docks and cruise terminal, where her grandmother once worked. She gains permission to board a Grimaldi ro-ro vessel via a ‘precarious-looking rope ladder’ and talks onboard to a local marine pilot. Back ashore, she hears from port workers about the highs and lows of Tilbury’s history, remembering the glory days and observing how the docks are faring today. She also takes the ferry over to Gravesend and learns of the role of the Port of London Authority in monitoring the estuary and maintaining safe navigation. Tying together all the narratives in the book is the sense of a distinctive landscape: a place that can sometimes seem bleak and forbidding, but which presents an austere beauty in its mists, marshes and rusting industrial structures. This

Confessions, mysteries and desperate last words

there are also murder confessions, suicide notes and mysteries — such as the message purporting to have come from a Titanic survivor, adrift on a liferaft. Paul Brown has researched the stories behind each of the messages and the result is a moving and interesting compilation which not only captures an era but also, as he reflects, demonstrates the ‘brave, lonely and fragile nature of life on the ocean waves’.

Messages from the Sea Compiled by Paul Brown Superelastic Books, £10 ISBN: 978 09955 41214 f www.superelasticbooks.com

We rightly complain about poor crew communications in the 21st century, but this fascinating book reminds us that the seafarers of the past often had to wait many months before they could get messages home. In desperation at the lack of opportunities for contact, sending messages in a bottle became increasingly common — and hundreds were washed up on British beaches in Victorian times. However, as Paul Brown notes in his introduction to Messages from the Sea, the earliest records of sending messages in bottles date back to ancient Greek times, and the practice

was used by scientists in the 19th century to research ocean currents. Brown’s book draws from what he describes as the ‘golden age’ of messages in a bottle, running from the mid-19th century to the outbreak of the First World War, and it includes 100 messages washed up on beaches around the world. Many of them represent the desperate last words of seafarers on sinking ships, and have a stark poignancy, often because of their brevity or their formal wording. But

Shedding light on the structures by the sea Scottish Lighthouses: An Illustrated History By Michael A. W. Strachan Amberley Publishing, £14.99 ISBN: 978 14456 58391 fwww.amberley-books.com been the final resting place of far too K many ships over the years, and the Northern The seas surrounding Scotland have

Lighthouse Board was established in 1786 to provide guiding lights around its 10,000 miles of rugged coastline. Covering the development of these vital navigational aids, author Michael Strachan has produced the beautifully illustrated and well researched title Scottish Lighthouses: An Illustrated History. Across 10 picture-led chapters, Strachan takes us from the first lights of Scotland,

riverside environment — an important wildlife habitat — could be threatened by the construction of the new London Gateway container port, but Lichtenstein ﬁnds that local people are generally pleased with the jobs the development is bringing to the area. As long as the port owner DP World is held to its social and environmental responsibilities, she concludes, there is good reason to think the estuary will both thrive economically and maintain its character well into the future.

through the lighthouses of the war, and on to the move towards automation. The book is heavily focused on one family of engineers — the Stevensons — who, over four generations, shaped lighthouse building around the Scottish coast. What sets this book apart from similar titles is that whilst there is a high quantity of photography, it does not come at the expense of the written word. For instance, it would have been very easy for Mr Strachan to simply show bomb damage photos from the war era, but instead he goes into great detail about the attacks on the British coastline and the effect of those attacks on lighthouses. It’s a fascinating read, and it also shows the hard lives of the lighthouse-keepers — and their families — who served on the wind-battered terrain of Scotland’s edge.

19th century tragedy still deserves our attention The Wreck of the SS London By Simon Wills Amberley Publishing, £15.99 ISBN: 978 14456 56540 f www.amberley-books.com dangerous profession. Over K the centuries many an able mariner Seafaring has always been a

has lost his or her life to the cruel

sea. All sorts of ships have suffered disaster, from tankers to small riverboats, and cruise liners are no exception. Yet whilst we all know the stories of famous disasters like that of the Titanic — or more recently the Costa Concordia — less is known today about other such incidents. In The Wreck of the SS London, author Simon Wills reminds us of a Victorian disaster notorious in its time, looking at what caused the SS London to sink and why there was w such a heavy death toll — 220 of o the 263 souls onboard lost their lives. liv For those not in the know, the SS S London was a British steamship that th sank in the Bay of Biscay on 11 January 1866. The final voyage saw sa it set off from London on 13 December 1865 bound for Melbourne. In heavy seas the cargo M shifted and the vessel’s scuppers sh choked, forcing it lower in the water ch where it was swept by tremendous w seas. se Mere days later it was resting at a the bottom of the Bay. In just shy of 200 pages, Wills really captures what made the re disaster so tragic. Based on 10 long d years ye of research, he analyses what went wrong when the abandon ship w message was issued, and records the m public reaction to the news of the p London’s demise. Lo A classy work that combines archive images and the occasional a photo, the book truly is a ‘must p read’ re for those with an interest in maritime history. m

14/12/2016 15:39

30 | telegraph | nautilusint.org | January 2017

NL NEWS

Vaarbevoegdheidbewijs verlengen eenvoudiger bij KIWA 6 december 2016 hun F verlopen vaarbevoegdheidsbewijs Zeevarenden kunnen vanaf

eenvoudiger laten verlengen of vernieuwen bij KIWA. Dat heeft het Ministerie van Infrastructuur en Milieu besloten. Voorheen konden alleen geldige vaarbevoegdheidsbewijzen eenvoudig worden verlengd of vernieuwd. Nu komen ook verlopen vaarbevoegdheidsbewijzen

daarvoor in aanmerking. De mate waarin het vaarbevoegdheidsbewijs verlopen is, is bepalend hoe een vaarbevoegdheidsbewijs weer geldig kan worden gemaakt.

Deeltijdwerk discussies op de P&O Norbank

g Dit bericht kunt u vinden op

de website van ILT www.ilent. nl/onderwerpen/transport/ koopvaardij/bemanning/wet_ en_regelgeving/uitvoering_wet_ zeevarenden/.

Help, de kapitein verdrinkt! De kapitein dreigt te verdrinken F in een zee van papier. Veel regels,

van de internationale maritieme sector door innovatief onderzoek.’

certificaten en formulieren beogen de veiligheid op zee te vergroten. In werkelijkheid leiden ze de bemanning juist af van hun primaire taken. De studenten van het Maritiem Instituut Willem Barentsz (MIWB, onderdeel van de NHL Hogeschool) laten zien hoe het beter kan!

Maritime Event Op 26 januari 2017 organiseert de NHL Hogeschool een Maritime Event in Leeuwarden voor maritieme professionals. Op deze dag vinden workshops plaats over het Verminderen van Regeldruk, Port State Control, Maritieme Veiligheid en Oliebestrijding. g U bent van harte uitgenodigd en kunt zich gratis aanmelden via: www.miwb.nl/aanmelden/ aanmeldformulier-mari-time-event.

Help, de kapitein verdrinkt!

Unieke samenwerking Zo ontwikkelen zij een innovatief permit to work systeem en digitale STCW certificaten. Uniek hierbij is de samenwerking van Maritiem Officier studenten met studenten Serious Gaming en Rechten, onderzoekers en het bedrijfsleven. De NHL Hogeschool in Leeuwarden kent een Onderzoeksgroep Maritiem die maritiem toegepast onderzoek uitvoert op drie terreinen: technisch, milieu en juridisch. De missie is: ‘Duurzame maritieme ontwikkeling door middel van het veiliger, efficiënter en milieubewuster maken

Welmoed van der Velde, lector Maritime Law NHL Hogeschool staat open voor reacties: ‘Wij willen dat onze oplossingen de regeldruk voor u aan boord daadwerkelijk verlagen. Graag horen wij daarom van u welke regels u in de weg zitten en aan welke eisen een oplossing voor regeldruk moet voldoen. g Wij horen uw mening graag via welmoed.velde@nhl.nl.

Volg ons op Twitter

Geef uw mening Vorige maand vroegen wij: Is stress het belangrijkste ‘Health and Safety’ probleem in uw werkomgeving?

Nee 61%

In de eerste helft van oktober bezochten namens Nautilus bestuurder Marcel van Dam en adjunct bestuurder Maarten Keuss de P&O MS Norbank. In de haven van Dublin, vlak voor weer een nieuwe afvaart naar Liverpool. Marcel van Dam: ‘We hebben meteen ook een ledenvergadering gehouden onder de Nederlandse bemanning in het kader van de inzet voor de nieuw af te sluiten cao. De huidige cao loopt eind dit jaar af. Een belangrijk thema was om het mogelijk te maken om meer in deeltijd te kunnen gaan werken. Zowel jong als oud zien hier veel in.’

werd er veel meer op kantoor gedaan. Nu word je geacht aan boord veel meer administratie te doen. Zelf offertes opvragen, bijvoorbeeld voor zaken die vervangen moeten worden. Best wel boeiend, maar wel taakver-

Kwaliteit van leven

Ook de beide 2e stuurmannen Fabian Koenen en Hein Schaap zien veel in deeltijd werken en ﬂexibeler vaarschema’s. Niet alleen goed voor de ouderen, maar ook voor de jongeren, vinden zij.

Takenpakket uitgebreid

Hwtk Remy Toet (58): ‘Ik werk nog altijd met veel plezier. Maar je merkt ook wel dat je ouder aan het worden bent. Vergeet ook niet dat zo’n tien jaar geleden oudere collega’s van me nog met 57 ½ met vol pensioen konden. Nu is het 67 geworden. Ik denk niet dat dat het gaat worden voor mij. Ook het takenpakket is de laatste jaren uitgebreid. Dat verhoogt de werkdruk behoorlijk. Vroeger

zwarend. Alles verandert in deze moderne tijden. Daar past dus ook een modern ouderenbeleid bij. Kortom het lijkt me goed om daar in de nieuwe cao eens goed naar te kijken met elkaar.’

Hein Schaap(28): ‘Alleen maar lang op zee zitten en weinig thuis zijn, is toch niet mijn ideaal-plaatje. Wij varen hier nu twee weken op, twee weken af. Zodat je ook niet te lang van huis bent en ook tijd in je privé

leven kan steken. Dat hoor ik van meer jongere collega’s om me heen. Geld is voor mij ook niet alles. Kwaliteit van leven, ook aan de wal, staat bij mij bovenaan.’ Sfeer aan boord

Fabian Koenen(30), zijn collega bijvallend: ‘Dat geldt ook voor mij ja. Wij hebben nu 1 kind en de tweede is op komst. Die wil ik graag regelmatig zien. Je kunt toch ook niet alles aan je vrouw overlaten. Bovendien, steeds meer jonge vrouwen willen werken. Dus meer ﬂexibiliteit op dit gebied is belangrijk. Ik snap dat het voor een vrijgezelle collega weer anders kan liggen. Die jongens ken ik ook wel. Maar voor heel veel jonge zeelui geldt tegenwoordig dat ze het na 7, 8 jaar wel gezien hebben op zee en een maritieme baan aan de wal zoeken. Allemaal zaken waar je ook in toekomstige cao’s aandacht voor moet hebben. Wat ik van het bondsbezoek vond? Heel goed dat ze hier elk jaar een keer aan boord komen en sfeer opsnuiven wat er hier zoal speelt. De sfeer aan boord is overigens prima, zo onder elkaar. Dat is natuurlijk wel erg belangrijk. Dat je het naar je zin hebt in je werk.’

Open Dag STC Rotterdam 2016 hield het STC te A Rotterdam een open dag. De

Op zaterdag 19 november

Ja 39%

De poll van deze maand is: Beoordeelt u het belang dat uw werkgever hecht aan training als ‘goed’? Geef ons uw mening online, op nautilusint.org/nl

30-33_nl 13.12.16 jcw.indd 30

bedoeling hiervan was om aspirant leerlingen en hun ouders verder te enthousiasmeren voor een studie en loopbaan in de varende beroepen. Naast informatie over de studiemogelijkheden waren er ook rederijen uit de Zee- en Binnenvaart voor een presentatie over hun bedrijf. Nautilus was ook aanwezig met een stand en informeerde alle geïnteresseerden over nut en noodzaak van een maritieme en internationaal georiënteerde vakbond. Dit werd goed ontvangen door de aanwezige bezoekers (overigens beduidend minder dan bij voorgaande open dagen).

14/12/2016 17:04

January 2017 | nautilusint.org | telegraph | 31

NL NEWS

Nautilus International en FNV Waterbouw vakbondszaken belicht, waarin F Nautilus en FNV Waterbouw een In deze rubriek worden steeds

actieve rol spelen ten behoeve van onze leden. Dit keer gaat het over: de ETF (European Transport Workers Federation)

Nautilus International is aangesloten bij de ETF en is vertegenwoordigd in diverse ETF commissies en besturen. Volgend jaar mei organiseert de ETF haar congres. Dit congres wordt om de 4 jaar gehouden. Tijdens dit congres wordt de marsroute voor de komende 4 jaar vastgesteld. Maar ook worden hier mensen (her-)benoemd en/of wordt afscheid genomen van vakbondsvertegenwoordigers in de besturen van de verschillende secties — www.etf-europe.org/sectionpres.cfm — van de ETF. Het congres is dus een belangrijk moment om vooruit te kijken. In ieder geval voor de 4 jaar die daarna volgen zal de inzet duidelijk moeten zijn als antwoord op vragen zoals: ‘Wat gebeurt er binnen het transport in Europa; ook in de zee- en binnenvaart, offshore en waterbouw? Wat zijn herkenbare ontwikkelingen? Beperken deze ontwikkelingen zich tot Europa of zijn het wereldwijde trends?’ ETF Trends

Om met de juiste antwoorden te komen op deze ontwikkelingen heeft de ETF haar ‘achterban’ geraadpleegd onder de noemer van ETF Trends (in de transportsector in Europa). Deze achterban bestaat uit alle aangesloten nationale vakbonden (betrokken bij transport) binnen geheel Europa. Dat is dus niet alleen beperkt tot landen binnen de Europese Unie (EU). Deze raadplegingen hebben dit jaar plaatsgehad op verschillende locaties, verspreid over Europa. De bedoeling hiervan was om alle leden een kans te geven om hieraan deel te nemen. De regionale bijeenkomsten waren in Gdansk, Madrid, Zagreb en Wenen en duurden één dag. Ook Nautilus International was hier van de partij. De discussie werd gevoerd aan de hand van een analyse van de ontwikkelingen inzake: Globalisering, Digitalisering (technologische veranderingen), Demografische ontwikkelingen en Klimaatverandering. Globalisering

De concurrentie wordt wereldwijd steeds meer gevoerd op basis van loonkosten. De factor arbeid komt steeds vaker terecht in lage-lonen landen. In de zeevaart zien we die trend ook door het al jarenlang stijgend aantal Filipijnen of andere ‘derdelanders’ aan boord van schepen. Tevens komt nationale of Europese regelgeving, op terreinen als arbeid, sociale voorziening en milieunormen, in gevaar door het afsluiten van internationale handelsverdragen zoals CETA, TTiP en TiSA. Verder zijn meer en meer aanbieders (ondernemingen) in de transportsector in buitenlandse handen, waardoor de invloed van nationale bonden op de daar geldende arbeidsvoorwaarden vermindert. Digitalisering

Via internet beschikken consumenten 24/7 over allerlei vormen van dienstverlening. Er zijn nieuwe logistieke markten ontstaan. Denk hierbij in Nederland aan Bol.com, Albert.nl., of aan Uber’, waar een businessmodel is ontworpen rond een digitaal platform waar vraag en aanbod (in de taxi branche) bij elkaar

30-33_nl 13.12.16 jcw.indd 31

worden gebracht. Het aanbod komt van amateurs die aan dat werk geen bestaansrecht kunnen ontlenen. Wij spreken dan van deregulering, uitbuiting of onzekere banen. Door digitalisering verdwijnen banen en komen er weer nieuwe banen bij... bleek ook tijdens ons Nautilus Symposium dit jaar met als thema ‘onbemand varen’. Demografische ontwikkelingen

In Europa is al jaren sprake van ontgroening en vergrijzing. Door de lage bevolkingsgroei wordt het steeds lastiger voor bedrijven om gekwalificeerd personeel te werven. Dit lijkt positief voor de werknemers die dan wel op de arbeidsmarkt zijn. De waarde hiervan zou stijgen en worden uitgedrukt in hogere lonen en betere voorwaarden. Maar aan de andere kant worden werkprocessen ook opgeknipt, waarbij bedrijven on- of laaggeschoolde werknemers inzetten op deelprocessen. Verspreid over verschillende landen en tegen lage lonen en met onzekere sociale voorzieningen. Ook zal het gebrek aan gekwalificeerd personeel een hogere werkdruk opleveren bij de zittende werknemers. Het werk moet immers toch worden afgemaakt. Dit kan zorgen voor regelmatig overwerk, te korte pauzes en te weinig rusttijd. Dit heeft een ontwrichtend effect op het leven van zo’n werknemer. Naast de ontgroening is er ook sprake van verstedelijking. Steeds meer mensen trekken van het platteland naar de stad. Dit zorgt voor het verdwijnen van faciliteiten in dorpen zoals banken, winkels e.d. Maar ook van het openbaar vervoer en transport. Hoeveel belbussen worden al niet door vrijwilligers gereden omdat deze voor bedrijven onrendabel zijn geworden? De laatste jaren is er door allerlei nood in de wereld een enorme migratie op gang gekomen. Dit lijkt een oplossing van het arbeidsvraagstuk, maar vergt wel een hele grote investering bij de integratie. Klimaatverandering

We worden steeds meer geconfronteerd met het veranderen van het klimaat. Het poolijs verdwijnt en de waterspiegel stijgt. In sommige landen regent het meer en in sommige landen minder. We zullen steeds meer gebruik moeten maken van duurzame en minder vervuilende technieken. Dit kan gepaard gaan met de behoefte aan meer gekwalificeerd personeel. Ook vakbonden zullen alert moeten blijven dat werknemers geschikt blijven voor het werk via bij- of omscholing en een leven lang leren. Contact met de werkvloer

De discussies die plaatsvonden tijdens de regionale ETF bijeenkomsten waren zeker niet gelijk, omdat ieder deel van Europa in een andere fase zit. In de ene regio is migratie een groot probleem en in de andere regio het wegtrekken van hoogopgeleide, jonge mensen. In onze regio is het de verdergaande digitalisering en globalisering. Nautilus heeft de ETF gevraagd om, in nauwe samenwerking met de ITF (International Transport Workers Federation), nationale bonden te ondersteunen/faciliteren, zodat zij hiermee kunnen omgaan. Belangrijk is dat de vakbond het contact met de werkvloer goed houdt en verbetert. Alleen daardoor kunnen we alle ‘Transport-werkers’ organiseren en samenwerken aan verbetering van arbeidsvoorwaarden en -omstandigheden!

Nautilus team op DSW Bruggenloop Rotterdam vond de 29e editie van de DSW F Bruggenloop Rotterdam plaats. Op zondag 11 december 2016

Team Nautilus International gaf ook acte de présence. Onder hen erkende hardlopers als Jos Hilberding, van kantoor Rotterdam, en Holger Schatz, uit Basel, van de Zwitserse Nautilus branch. Jos Hilberding: ‘Ik loop regelmatig hard. Dit was mijn 3e deelname aan de Bruggenloop. Het ging wel goed ja. Ik was wel verkouden, maar ik had geen last van spierpijn. Wel even halverwege wat steken in mijn zij, maar dat ging gelukkig snel over. Wellicht is het een idee om volgend jaar ook onze Nautilus leden op te roepen om deel uit te maken van het Nautilus team.’ Holger Schatz: ‘Ik was op familiebezoek in Egmond aan Zee en heb daar ook nog wat in de duinen geoefend. Maar daardoor kreeg ik het een beetje in mijn knie. Op zand lopen is toch wel heel anders dan in de bergen, waar ik veel oefen. Vooral het laatste stuk van deze Bruggenloop vond ik zwaar en kreeg ik nog de nodige spierpijn. Maar al met al een mooie ervaring zo.’ Het Nautilus team finishte niet

onverdienstelijk op de 15e plaatst in het ploegenklassement. GOEDE DOEL: DADA

Jaarlijks wordt er een goed doel gekozen waarvoor geld wordt opgehaald. Dit jaar is dat de Stichting DaDa, die zich inzet voor betere kinderzorg in Nederland.

Het 15 km parcours ging over zes bruggen in Rotterdam, waaronder de bekende Erasmusbrug en Van Brienenoordbrug. Tijdens deze winterse loop waanden de ruim 12.000 lopers zich in een donkere Kerstachtige omgeving waarin de verlichte skyline en het stadshart van Rotterdam nog beter tot zijn recht kwam.

OP INITIATIEF VAN NAUTILUS

De DSW Bruggenloop dateert van 9 maart 1986. Het was een initiatief van Nautilus… die dat jaar haar 100-jarig bestaan vierde… Nautilus roeivereniging overigens!

Einde ACVAZ — Begin Commissie Arbo Veiligheid Platform Maritiem A

Na ruim 45 jaar zien de overheidsafvaardigingen vanuit DGB, ILT, SZW en OC&W af van verdere deelname aan de Algemene Commissie tot Voorkoming van Arbeidsongevallen Zeevarenden (ACVAZ). De overblijvende niet-overheidsdeelnemers en het scholenveld gaan deelnemen aan een Arbo veiligheidscommissie, onderdeel van het Platform Maritiem.

Algemene Commissie tot Voorkoming van Arbeidsongevallen Zeevarenden.

De ACVAZ was een commissie, die bestond uit vertegenwoordigers van werkgevers- en werknemersorganisaties uit de maritieme sectoren en de ministeries van Directoraat Generaal Bereikbaarheid, Inspectie Leefomgeving en Transport, Sociale Zaken Werkgelegenheid en Onderwijs, Cultuur en Wetenschap. Deze commissie had tot taak om de minister van Infrastructuur en Milieu (I&M) te adviseren betreffende het nemen van maatregelen ter voorkoming van arbeidsongevallen bij zeevarenden. De Commissie kon ook zelf voorstellen doen. Commissie Arbo Veiligheid Platform Maritiem

Deze nieuwe commissie bestaat nu alleen uit vertegenwoordigers van werkgevers- en werknemersorganisaties uit de maritieme sectoren: KVNR, Redersvereniging voor de Zeevisserij, Vereniging van Waterbouwers, CNV Vakmensen, Nautilus International, Stichting Scheepvaart en het Onderwijsveld. Wat deze commissie zeker wil is het actueel houden van de inhoud van het

bekende boekwerk ‘Dat is Juist’, maar ook het uitwisselen van ervaringen en aanbevelingen op Arbo Veiligheid gebied met ILT, OVV, de Radio Medische Dienst en de maritieme sector. Voorkomen van ongevallen

Veiligheid aan boord van zeeschepen is in het belang van alle zeevarenden en scheepseigenaren / zeewerkgevers. Bij het voorkomen van arbeidsongevallen ligt de focus in het bijzonder op regels die betrekking hebben op de uitrusting van zeeschepen en op controlemaatregelen die de kans op een arbeidsongeval verkleinen. Die maatregelen moeten in een bepaalde volgorde worden toegepast; deze benadering heet de arbeids-hygiënische strategie. Veiligheidscommissie

Het voorkomen van arbeidsongevallen ligt voor een groot deel in handen van de zeevarenden zelf. Hun suggesties en ideeën over het voorkomen van ongevallen zijn van wezenlijk belang. De veiligheidscommissie aan boord van de schepen speelt hierbij een belangrijke rol. Zij zijn immers de ervaren zeevarenden die in de praktijk aandacht hebben voor veiligheid aan boord van schepen. De veiligheidscommissie heeft als taak aan boord om de kapitein te adviseren over het nemen van maatregelen ter voorkoming van arbeidsongevallen aan boord. g Meer informatie over de veiligheidscommissie kunt u terugvinden in de brochure Richtlijnen voor de Veiligheidscommissie aan boord via de link: www.ilent.nl/Images/Richtli-

jnen%20Veiligheidscommissie%20 aan%20boord%20(NL-Eng)_tcm334318350.pdf. Risico-inventarisatie en evaluatie

Om een goed beeld te hebben van de gevaren en risico’s aan boord wordt een risico-inventarisatie en — evaluatie (RI&E) uitgevoerd. Het is een spiegel van de arbeidsomstandigheden aan boord en geeft niet alleen zicht op de gevaren en risico’s, maar bevat ook een plan hoe de gevaren aangepakt worden om de risico’s weg te nemen of te verminderen. Na de inventarisatie en evaluatie van risico’s en de aanpak van de gevaren is het goed de effecten van de aanpak te checken en waar nodig de RI&E aan te passen. Zo wordt de RI&E een

levend document in een cyclus om de veiligheid en gezondheid aan boord continu te verbeteren. De RI&E dient in ieder geval vernieuwd te worden na een ingrijpende verbouwing of verandering in de organisatie, maar ook een (bijna) ongeval kan aanleiding zijn de RI&E te herzien. Eigen verantwoordelijkheid

Door het nemen van eigen verantwoordelijkheid door de scheepseigenaar / zeewerkgever en de zeevarenden kan persoonlijk leed voorkomen worden. Tevens kan dit een veilige en gezonde werkomgeving creëren die bijdraagt aan de continuïteit van de onderneming. En dat is weer in het belang van zowel de scheepseigenaar als de zeevarenden.

In this month’s Dutch pages: z Nautilus and ETF congress z Flinter crew without food and water

z P & O fleetvisit z Bankruptcy z Nautilus help by dismissal threat

z ODV staff awaits hot winter z FNV elections z Rotterdam bridgewalk run z Van Oord and redundancy schemes

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 Joe Elliott-Walker van Redactive Media Group T: +44 (0)20 7880 6217 E: joe.elliott-walker@ redactive.co.uk.

z Open door STC z New Dutch safety committee

14/12/2016 17:04

32 | telegraph | nautilusint.org | January 2017

NL NEWS Oproep aan werkzoekende Nederlandse zeevarenden: meld u bij Nautilus zeevarende, bent u uw F baan kwijtgeraakt en/of komt u Bent u een Nederlandse

moeilijk of niet aan (vast) werk? Meld dit dan bij Nautilus. Wij willen de arbeidsmarktsituatie van Nederlandse zeevarenden graag scherper in beeld krijgen. Ook hebben wij soms zicht op

arbeidsmogelijkheden. Het is dan handig als wij uw functie en uw globale arbeidsverleden weten. g Wij horen graag van u via het mailadres infonl@nautilusint. org. Telefonisch kan ook. Bel dan op maandag, woensdag of donderdag met Ingrid Linschoten op tel nr. 010-2862985.

Werknemers in Offshore Wind: meld u! International wil een F kadergroep opzetten van leden die FNV Waterbouw/Nautilus

werkzaam zijn in de Offshore Wind. Meld u s.v.p. even als u in deze sector werkt en met andere leden en de bond wilt overleggen over wat er speelt en wat we met en voor u kunnen doen.

Wij komen ook graag een keer langs aan boord om u te ontmoeten en uw werk beter te leren kennen. Dus laat het ons weten als u wilt dat de bond een keer op bezoek komt. g Voor uw aanmelding, vragen, suggesties en info: infowaterbouw@nautilusint.org of bel naar 010-2862979.

Een verhitte winter voor ODV Maritiem werknemers in Noord-Holland? A

Het hoogseizoen in de werkzaamheden van ODV-brug- en sluiswachters loopt tot medio oktober. De veelal rustige periode die erop volgt, lijkt nu een verhitte winter te worden. Overdracht van werkzaamheden aan de nieuwe partij en beëindiging van arbeidscontracten voor een groot deel van de brug- en sluiswachters staan nu te gebeuren. Natuurlijk zijn wij als Nautilus nog niet uitgepraat! Opnieuw is er veel gebeurd in de afgelopen maanden en staat er ook nog veel te gebeuren.

advertenties van twee bemiddelingsbureaus. Een aantal werknemers solliciteerden. Rap volgde een afwijzing omdat zij in dienst waren van ODV’!

ding om opnieuw een bericht te sturen aan de Provincie Noord-Holland. In een Open Brief heeft Nautilus verontrusting uitgesproken over de besluiten in

Gesprek met Trigion

Vaste banen en de loon- en arbeidsvoorwaarden waren de onderwerpen in het gesprek met ODV Maritiem en City 360 (Trigion). Volgens ODV Maritiem waren 25 werknemers met een vast dienstverband onder voorwaarden bereid de overstap naar Trigion te maken.

Kort geding en uitspraak

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

Definitieve kandidaat FNV-voorzitterschap: Han Busker

Sollicitatieprocedure

Het Ledenparlement van de FNV, waarbij ook Nautilus is aangesloten, heeft de definitieve kandidatenlijst voor het voorzitterschap van de FNV vastgesteld en daarop prijkt 1 naam: Han Busker. Daarmee volgt het Ledenparlement het advies van de toetsingscommissie. Deze commissie heeft de verschillende kandidaten beoordeeld die zich hebben gemeld voor deze zware positie. Door het Ledenparlement zijn twee verzoeken van kandidaten voor het voorzitterschap afgewogen om alsnog op de definitieve kandidatenlijst geplaatst te worden. Het Ledenparlement heeft besloten het advies van de toetsingscommissie over de betreffende kandidaten te volgen.

Na de uitspraak in het Kort Geding volgden al snel

Tussen 1 februari en 9 maart 2017 kunnen alle FNV-leden online hun stem uitbrengen. De uitslag wordt op vrijdag 10 maart bekendgemaakt, tijdens de eerste vergadering van het nieuwe ledenparlement. Verkiezingen FNV bestuur en Ledenparlement

In het voorjaar van 2017 wordt tevens een nieuw algemeen en dagelijks FNV bestuur, alsmede een nieuw Ledenparlement verkozen.

30-33_nl 13.12.16 jcw.indd 32

Sollicitanten

De opdrachtgever voor deze advertenties zou deze afspraak gemaakt hebben. Later bleek sprake te zijn van een ‘foutje in de communicatie’.

dit proces. Vooral het gemis aan goed opgeleid en gekwaliﬁceerd personeel met een nautische achtergrond bij de nieuwe opdrachtnemer liep als een rode draad door de Open Brief.

Open brief aan de Commissaris van de Koning in Noord-Holland

Overdracht van werkzaamheden

Vooral de brug- en sluiswachters met een tijdelijk dienstverband solliciteerden op de nieuwe advertentie waarin brug- en sluiswachters werden gezocht. De advertentie was aantrekkelijk, de voorlopige uitkomst was bedroevend voor de sollicitanten. City 360 stelde voor dat de goed opgeleide brug- en sluiswachters minimaal 10 dagen per jaar ingezet worden als verkeersregelaars!

De komende maanden, tot aan 1 april 2017, zullen de werkzaamheden worden overgedragen aan de nieuwe opdrachtnemer:

Vervolg en aﬂoop waren bij het ter perse gaan van dit nummer nog niet bekend.

De uitspraak in het Kort Geding en de bizarre sollicitatieprocedure waren voldoende aanlei-

Ontslag op staande voet

Leden aan het woord: stemmen van 1 februari tot 9 maart 2017

Over de nieuwe voorzitter mogen alle ruim 1 miljoen FNV-leden zich uitspreken in een ledenraadpleging. De leden zijn aan het woord. De FNV vindt steun van de achterban heel belangrijk. Han Busker zal de komende maanden veel met leden uit de verschillende sectoren en in het hele land in gesprek gaan.

Het Kort geding aangegaan door ODV Maritiem heeft veel duidelijkheid gegeven. De Provincie wilde de aanbestedingsmarkt verbreden (ODV is de enige partij met gekwaliﬁceerd personeel) en verlaagde de voorwaarden. Goedkopere inschrijvingen en het gemis aan gekwaliﬁceerd personeel bij de inschrijvende partijen waren het gevolg. Maar ook de vreemde opvatting van de Provincie die bewaking van tunnels gelijkstelde aan de bediening van bruggen en sluizen. Het kort geding werd verloren door ODV.

Trigion-Trafﬁc Support. De Provincie weet dat deze werkgever niet de vereiste werknemers in dienst heeft. Eerder stelde de Provincie voor dat de werknemers van ODV Maritiem mogelijk in dienst kunnen treden van de nieuwe werkgever. Onder welke loon- en arbeidsvoorwaarden deed de Provincie echter geen uitspraak.

1 Ledenparlement zetel voor Nautilus/FNV Waterbouw

FNV Waterbouw/Nautilus heeft recht op 1 zetel in het Ledenparlement. Aangesloten bonden, zoals FNV Waterbouw/Nautilus, kunnen van deze procedure afwijken. Het Nautilus bestuur, hierin unaniem ondersteund door de Raad van Advies, heeft inmiddels besloten om ons huidige ledenparlement en Raad van Advies lid Henk Eijkenaar hiervoor weer aan te wijzen. Met als vervanger,- ook Henk’s huidige vervanger, het Raad van Advies lid Caro Cordes. U kunt op deze web-pagina meer informatie over de FNV verkiezingen vinden: gwww.fnv.nl/over-fnv/koersfnv/ verkiezingen-congres-2017/

Een werknemer is verplicht conform de overeengekomen arbeidstijd te werken. Doet hij dat niet, dan kan dat een dringende reden met zich meebrengen voor ontslag op staande voet. Afwezigheid kan alleen dan een dringende reden zijn, wanneer de werknemer geen gegronde reden voor het afwezig zijn heeft; zoals in geval van ziekte, ongeluk of vervoersproblemen. In beginsel is het aan de werknemer om de werkgever van deze verhindering op de hoogte te stellen. Doet hij/ zij dit niet, dan kan dit verstrekkende gevolgen hebben. Binnenvaart:

Ons lid, de heer Jansen*, werkte als stuurman sinds anderhalve maand bij een particuliere onderneming met een binnenvaartschip. De laatste tijd had hij het echter minder naar zijn zin aan boord. Oorzaak: lange dagen, moeilijke communicatie met de werkgever, etc.

gestuurd. Nota bene zijn dienstboekje lag nog aan boord. In de regel neem je het dienstboekje mee bij het van boord gaan (net zoals een monsterboekje in de zeevaart). Het beëindigen van het dienstverband was wel erg kort door de bocht. Gelet op bovenstaande had de werkgever de loonbetaling kunnen stopzetten. Immers in het Burgerlijk Wetboek staat: geen werk = geen loon. Uiteindelijk, nadat Nautilus de werkgever had benaderd, is het ontslag teruggedraaid. Een vruchtbare samenwerking zat er echter niet meer in en de heer Jansen heeft het dienstverband een paar weken later beëindigd met een vaststellingsovereenkomst. Zeevaart:

Ons lid, de heer Vink*, 1e stuurman op een groot vrachtschip, heeft om 6.00 uur ‘s ochtends zijn wacht erop zitten. Hij wil eigenlijk naar bed, maar kan zijn vriendin thuis niet bereiken.

De bom barstte

Op een dag barstte de bom. Ons lid stapte van boord en ging naar huis. De werkgever greep dit aan en eindigde het dienstverband per direct onder het mom van: ‘hij heeft ontslag genomen’. De heer Jansen was het hier niet mee eens. Hij was van boord

Ongerust over vriendin

Het schip ligt al een aantal dagen in de haven. Zijn vriendin werkt in de zorg en de heer Vink maakt zich erg ongerust. Zonder de kapitein te informeren, springt hij in zijn auto en rijdt hij naar huis. Alleen de gangway-wacht heeft

ons lid van boord zien gaan. Zonder toestemming van de kapitein het schip verlaten is in de regel ‘not done’. Tenzij… om een vuilniszak in de container te gooien. Onderweg veroorzaakt ons lid een aanrijding. Zonder gewonden, slechts schade aan zijn auto en die van een medeweggebruiker. Ons lid rijdt door na het ongeval. Met zijn vriendin was alles in orde. Echter niet veel later wordt hij aangehouden door de politie en in hechtenis genomen. Korte metten

De werkgever neemt korte metten. Het zonder toestemming van boord gaan en hem vervolgens niet kunnen bereiken, was voldoende reden tot ontslag op staande voet. Per aangetekende brief. Nautilus nam, nadat ons lid bij ons om hulp vroeg, contact op met de werkgever. Nautilus kon alles rustig aan de rederij uitleggen. Uiteindelijk was de werkgever bereid het ontslag in te trekken en een (stevig) gesprek aan te gaan met ons lid. Ook hier greep de werkgever naar de zwaarste sanctie: ontslag op staande voet. Terwijl het opschorten van de loonbetaling meer voor de hand zou liggen. Inmiddels vaart de heer Vink weer…wel met een andere kapitein. *Namen zijn geﬁngeerd.

14/12/2016 17:04

January 2017 | nautilusint.org | telegraph | 33

NL NEWS

Wijziging partnerpensioen BPF Koopvaardij A

Per 1 januari 2017 zal de pensioenregeling BPF Koopvaardij wijzigen met betrekking tot de opbouw van het partnerpensioen.

Waarom wijzigt de regeling?

Nautilus en ILT maken zich hard voor bevoorrading bemanning Flinterschepen december vermeld, heeft A het faillissement van rederij Flinter

Eind oktober heeft Nautilus overleg gehad met werkgevers en een delegatie van het bestuur van het Bedrijfspensioenfonds voor de Koopvaardij. Op de agenda stond de kostendekkendheid van de pensioenpremie. Het afgelopen jaar is de rente nog verder gedaald. De lage rente betekent dat voor iedere euro pensioenopbouw meer geld nodig is. Daarnaast speelt het effect mee dat mensen steeds langer leven. Beiden hebben effect op de kostendekkende premie. De pensioenpremie die nu wordt betaald, is niet meer voldoende om de huidige regeling in stand te houden. Bij het basisakkoord pensioen 2015 is de afspraak gemaakt tussen sociale partners dat het uitgangspunt voor de nieuwe regeling het premiebudget is van

de regelingen voor 2015. Werkgevers en Nautilus hebben bevestigd dat de premie voor 2017 gelijk blijft (25,9% van de pensioengrond-slag). Dit is in lijn met de afspraken die gemaakt zijn in het basisakkoord 2015. Kostendekkend

Het gelijk houden van de premie houdt in dat er aan andere knoppen gedraaid moet worden om de premie kostendekkend te houden. Door sociale partners is er voor gekozen om de huidige opbouw van het ouderdomspensioen (1,604%) in stand te houden. Ook de franchise wijzigt niet. Wel hebben sociale partners er voor gekozen om het opbouwpercentage voor het partnerpensioen te verlagen. De verlaging van dit deel van het nabestaandenpensioen zal op risicobasis verzekerd worden. Verlaging heeft zodanig plaatsgevonden dat de premie kostendekkend is. Partnerpensioen is het nabestaandenpensioen voor de partner, mocht de deelnemer

overlijden. De huidige opbouw is 70% van het ouderdomspensioen. Wat wijzigt er per 1 januari 2017?

De wijziging van de opbouw houdt concreet het volgende in voor het partnerpensioen per 1 januari 2017. Het partnerpensioen bestaat uit twee delen: 1. Het deel dat men opbouwt, te weten 24 % van het ouderdomspensioen (was 70 %). Bij het verlaten van de sector koopvaardij/ uitdiensttreding of pensionering blijft dit deel staan voor de partner. 2. Het deel op risicobasis, te weten 46 %. Dit deel ontvangt de partner alleen indien de deelnemer overlijdt voor uw 67ste wanneer men werkzaam is in de (Nederlandse) koopvaardij. De hoogte van het partnerpensioen dat wordt toegekend bij overlijden tijdens een actief dienstverband in de koopvaardij zal dus niet worden gewijzigd.

Bij het verlaten van de sector of pensionering vervalt het deel op risicobasis. Men kan op het moment van uitdiensttreding of pensionering eventueel een deel van het opgebouwde ouderdomspensioen uitruilen voor meer partnerpensioen. Het partnerpensioen dat men reeds heeft opgebouwd t/m 31 december 2016 blijft staan en wijzigt niet door de aanpassing van de regeling. Het Bedrijfspensioenfonds voor de Koopvaardij zal de deelnemers zelf ook nog van de wijzigingen op de hoogte stellen. Ook zullen de wijzigingen worden verwerkt in de pensioenplanner van het fonds. Het fonds zal de deelnemers hierover berichten wanneer de planner is aangepast (zie ook de website van het fonds www.koopvaardij.nl). Meer informatie?

g Neem dan contact met ons op:

infonl@nautilusint.org of tel. 010-4771188. U kunt zich ook wenden tot het pensioenfonds.

ook de nodige consequenties gehad voor de bevoorrading van de bemanning aan boord van de Flinter schepen. Zo bood Nautilus in november al ondersteuning aan de zeevarenden van de ms. Flinterbright. De Flinterbright werd niet in de haven toegelaten, aangezien de haven/kadegelden niet konden worden voldaan. Met zeer weinig brandstof, proviand en water, lag de Flinterbright op zee boven Terschelling. Langer wachten zou voor de bemanning een zeer gevaarlijke situatie opleveren. Uiteindelijk gaf Sealane toestemming om het schip aan haar kade toe te laten. Pas nadat Nautilus de rekening voor brandstof, proviand en water had voorgeschoten, besloot de financier van het schip, Caterpillar, na veel druk van de kant van Nautilus, de rekening alsnog te betalen.

daarna was het weer nog steeds niet goed, maar de havenautoriteiten weigerden om het schip de haven binnen te laten. Hierdoor werd de bemanning gedwongen om de bemanningswissel door middel van een bootje langszij plaats te laten vinden; dit was een gevaarlijke situatie. De havenautoriteiten hebben daarmee een onverantwoord risico genomen. Gelukkig is alles goed gegaan en is de bemanning na een nachtje aan de wal op zaterdag 10 december naar huis gevlogen. Behalve de opluchting van het van boord gaan, was het afscheid van de Pioneer ook moeilijk: lange tijd is dit voor de bemanning en natuurlijk zeker voor de kapitein eigenaar een tweede thuis geweest. De situatie aan boord van de FlinterMar was eveneens schrijnend. Ook dit schip zou bij het ter perse gaan van dit nummer in Gibraltar uiteindelijk brandstof, proviand en drinkwater ontvangen.

Flinter Pioneer en Flinter Mar

Achterstallige gages Flinter Rachel

Warm opgelegd

Begin december was het weer raak. De bemanning van Flinter Pioneer overkwam voor de kust van Gibraltar hetzelfde lot. Hier was het aan boord zelfs zo erg dat de bemanning, bij gebrek aan drinkwater, met emmers aan dek regenwater moest opvangen. Wederom liet de haven het schip niet binnen wegens het niet kunnen betalen van de haven/ kadegelden. Opnieuw moest Nautilus druk uitoefenen op de financier van het schip, Bremer Landes Bank. Vooral de druk van de Inspectie Leefbaarheid en Transport (ILT) op de curator en financiers heeft er uiteindelijk toe geleid dat het havengeld, proviand en drinkwater alsnog door de bank zijn betaald. Ook zijn onder druk van de advocaten van Nautilus en ILT de achterstallige gages betaald. Nadat het schip was binnen gelopen werd het schip de dag daarna door de havenautoriteiten verzocht om weer naar buiten te gaan om plaats te maken voor een cruiseschip. Doordat het echter slecht weer werd kon het schip niet terug naar binnen, waardoor de aflossing van de bemanning tot grote teleurstelling moest worden uitgesteld. De dagen

In Antwerpen werd bovendien de Flinter Rachel door de International Transport Workers Federation (ITF) aan de kant gehouden vanwege achterstallige gages van de bemanning. Voor de gages van de schepen in Antwerpen riep de ITF deze detentie-maatregel in, waarbij de bemanningsleden prioritaire schuldeisers zijn. ‘Geen Flinterschip zal hier uitvaren zolang de achterstallige gages niet zijn betaald’, aldus de ITF.

Wachtgeldregeling bij Van Oord naar de rechter?

Zoals in de Telegraph van

30-33_nl 13.12.16 jcw.indd 33

In gesprek met banken

Nautilus bestuurder Marcel van Dam: ‘Als Nautilus doen wij er alles aan om onze leden datgene te laten krijgen waar ze recht op hebben. Het is triest dat er door tal van bureaucratische problemen de financiers, de scheepsmanager en de curator er niet in slagen om de diverse Flinter schepen gewoon te bevoorraden. En dat je je werknemers zonder eten en drinken voor de kust laat dobberen! Verder zijn we op dit moment nog druk in gesprek met de banken om tot een zo goed mogelijke financiële afwikkeling van de dienstverbanden te komen.

Abis failliet F

Eind oktober werd door de Rabobank beslag gelegd op een deel van de 21 schepen van Abis Shipping vanwege ernstige financiële problemen. In de tussentijd is door de directie naarstig gezocht naar een oplossing. Die is er helaas niet gekomen en op 29 november is door de rechtbank het faillissement uitgesproken. Hiermee is nu ook Abis Shipping slachtoffer geworden van de aanhoudende scheepvaartcrisis, nadat eerder dit najaar rederij Flinter failliet ging. De rechtbank heeft inmiddels een curator aangewezen die belast zal worden met de afwikkeling van het faillissement. Verwacht wordt dat de curator de dienstverbanden met al het personeel zal opzeggen.

schepen is opgelegd in Malta. Vanaf 1 november stond de Rabobank garant voor de betaling van de opleg crew. Tot en met oktober heeft Abis het loon betaald aan alle zeevarenden. Twee schepen, de Abis Duisburg en de Abis Dover, zitten nu nog in een project in de Oostzee. Verwacht mag worden dat deze

schepen het project zullen af maken maar dat is uiteindelijk aan de curator. Twee andere schepen, de Abis Bremen en de Abis Breskens, vallen buiten het faillissement en zullen een andere manager krijgen. Waarschijnlijk kunnen de zeevarenden mee over naar de nieuwe manager.

De meeste schepen waren al eerder door de bank naar Nederland gehaald en warm opgelegd in opdracht van de bank. Een aantal

In 2013 is op initiatief van de voormalige bestuurders van FNV Waterbouw in de CAO Waterbouw de zogenaamde ‘Wachtgeldregeling’ opgenomen. De basislonen onder de CAO Waterbouw zijn veel lager dan de lonen op basis van de Uitzendvoorwaarden bij uitzending naar het buitenland. Om de overgang van het hogere buitenlandloon naar het lagere CAO basisloon te verzachten is hiervoor de Wachtgeldregeling ingevoerd. Deze regeling houdt in dat de werknemer -wanneer de werkgever geen nieuw werk kan aanbieden- na zijn uitzending naar het buitenland en uitbetaling van zijn buitenlandverlof eerst 4 weken lang een loon krijgt ter hoogte van het gemiddelde loon van de voorgaande 13 weken. En dan pas terug valt op het lagere CAO loon. Van Oord blijft in gebreke…

Al langere tijd is gebleken dat met name Van Oord deze regeling niet juist toepast. Na uitbetaling van het buitenlandverlof worden er door Van Oord eerst cursusdagen op basis van de CAO uitbetaald, alsmede het tegoed aan verlofdagen uit eerdere

periodes. Hierdoor wordt het gemiddelde loon van de afgelopen 13 weken verlaagd. Dit leidt tot - in sommige gevallen aanzienlijk — minder wachtgeld. En daarmee wordt afbreuk gedaan aan de doelstelling van de Wachtgeldregeling. Immers deze was juist ingevoerd om het verschil tussen buitenlandloon en CAO loon te verzachten. Bovendien kunnen werknemers hierdoor niet zelf over hun verlofdagen beschikken, maar wordt dit eenzijdig door Van Oord bepaald. Laatste kans voor Van Oord!

Zeker in deze tijden, waarbij minder werk beschikbaar is, hebben veel van onze leden met de Wachtgeldregeling te maken. Door de voormalige bestuurder van FNV Waterbouw is dit al diverse keren tevergeefs bij Van Oord onder de aandacht gebracht. Na de overgang van FNV Waterbouw naar Nautilus hebben de Nautilus/FNV Waterbouw bestuurders dit jaar maandenlang intensief overleg gevoerd met Van Oord om hiervoor een oplossing te vinden. Dit heeft echter helaas niet tot het gewenste resultaat geleid, zodat de zaak nu is

Tegoeden werknemers

Naar aanleiding van de financiële moeilijkheden heeft Nautilus aan de leden gevraagd om hun nog eventuele tegoeden aan gage, verlof, vakantietoeslag en andere tegoeden aan Nautilus door te geven. Tijdens het ter perse gaan van dit nummer was de advocaat van Nautilus nog in overleg met de Rabobank inzake de nog uitstaande tegoeden van de zeevarenden. Het ziet ernaar uit dat er overeenstemming zal worden bereikt met de bank alvorens de schepen geveild gaan worden. Tot op heden lijken de tegoeden van de zeevarenden beperkt van omvang en vindt afwikkeling van de dienstverbanden, aflossing, etc., ordentelijk plaats. Het is afwachten waar de schepen na de veiling terecht komen en of er nog plek is voor de zeevarenden die door het faillissement hun werk zijn kwijt geraakt.

overgedragen aan de advocaten van Nautilus/FNV Waterbouw. Enige tijd geleden was de dagvaarding gereed en toegezonden aan Van Oord, waarbij Van Oord een laatste termijn was gesteld om alsnog de Wachtgeldregeling juist toe te passen. Van Oord is nu een laatste termijn gesteld om alsnog de Wachtgeldregeling juist toe te passen. De toezending van de dagvaarding aan Van Oord heeft er toe geleid dat Van Oord FNV Waterbouw medio december heeft uitgenodigd voor een laatste overleg. Wij zullen u te zijner tijd informeren of dit overleg tot een oplossing heeft geleid of dat wij de zaak aan de rechter hebben moeten voorleggen. Lage lonen landen

Overigens stellen wij vast dat nogal wat werknemers in de sector lang op wachtgeld worden gehouden om vervolgens werknemers uit goedkope lage lonen landen het werk te laten verrichten. Als u hier ook mee te maken krijgt, meld u dan op ons meldpunt: g fnvwaterbouw.nl/meldpunt-waterbouw

14/12/2016 17:04

34 | telegraph | nautilusint.org | January 2017

MARITIME COMMUNITY

Keep our heritage afloat! U

The classic pleasure cruiser Balmoral — which was named National Historic Flagship 2016 — is now heading for the financial rocks and may never sail again. That’s the grim warning from the vessel’s Bristol-based owners, the MV Balmoral Fund, following a poor summer and an especially disappointing ‘vital August’ during which the iconic 1949-built former Isle of Wight ferry had a quarter of planned sailings scuppered by bad weather ‘Balmoral is the UK’s last screw-driven coastal passengership but technical problems have left her with a massive £350,000 shortfall, which we need to find before next season — if indeed there is to be a next season,’ said Balmoral Fund trustee Paul Doubler. Balmoral’s financial troubles come as a bitter blow to the enthusiasts who managed against all the odds to save the ship after her previous owners withdrew her from service in autumn 2012. The vessel’s future looked decidedly bleak until a dedicated band of volunteers refused to give up the fight and carried out more than two years of restoration work at her home berth in Bristol’s inner harbour.

The historic vessel Balmoral is facing a funding crisis after a poor summer season. NIGEL HEATH explains how you can help…

The Balmoral, proudly cruising along the Thames in central London

Then a new operating company, White Funnel Ltd, was launched with the express aim

2017 EUROPEAN SHIPPING WEEK

Brussels

of returning Balmoral to sea. Against all the odds, Balmoral went back into active service in

Organised by

27 February 3 March 2017

May 2015. The ship has since been running a programme of sailings from ports and piers in the Bristol Channel and around the UK. ‘We did well on the North Wales coast, especially out of Llandudno and around Anglesey. Our visit to the Isle of Man was a huge success, as were many of the Bristol Channel

sailings,’ Mr Doubler said. ‘But sadly high winds lost Balmoral many sailings and then, when the sun did shine and bookings were at their peak, mechanical problems like her old Achilles heel — her starboard generator — let her down,’ he added. ‘This has left our coffers seriously depleted and Balmoral’s

future is again in doubt, despite so much effort by so many people, and now we want to sort out some long-standing mechanical issues and put her back into service next summer in really superb condition. ‘The irony is that when the weather has been kind, we have proved Balmoral can be ﬁnancially viable; and while we are continuing to learn the complex business of running a very expensive pleasure steamer, we are “realistically” convinced she does have a future,’ Mr Doubler said. ‘If we are forced to call time on her illustrious career, it will be a great loss not only for the thousands of folk who love coastal sailing and the new generation of passengers discovering these pleasures, but also for the many historic piers, traditional landing stages and calling points around the UK,’ he added. ‘While a large legacy and early fundraising success means we have around £150,000 in hand, the economic bottom line is that we still need another £350,000 to guarantee that we can sail next summer,’ he warned.

g If you would like to help save Balmoral, visit www.mvbalmoral. org.uk for details of how you can make a donation by the Mydonate scheme. Alternatively, please send your donation as a cheque to the treasurer, MV Balmoral Fund Ltd, 23 Adder Hill, Great Boughton, Chester CH3 5RA, marking the front of the envelope with the code BMSOS.

Why a little kindness goes a long way at sea Nautilus member MARK BOBBY makes a personal plea for people to choose their words wisely… standstill a few months ago A after receiving a tragic phone call that My life was brought to a

European Shipping Week is a platform where policy-makers from the main EU institutions will meet and engage with European shipowners and other stakeholders from the shipping sector. The week-long series of high level events will centre on a major Conference discussing the key issues currently facing European and Global shipping as well as a Gala Dinner. This is your chance to make your voice heard in Europe www.europeanshippingweek.com in Association with

34_balmbob_SR edit.indd Sec2:34

Diamond Sponsor

somebody who I consider a friend, a colleague, had just been told that a family member had tragically ended their life. The reasons why and the unanswered questions will be in the minds of loved ones always. The emptiness and waves of emotion will crash in on the beaches in their minds forever. The resultant conversations, both outwardly and in my mind, in the days following focused me on the effects we have on others and in particular how our words and actions fall on the listening ears. At some point in the course of our professional and personal lives, in one way or another we are faced with situations which could have far-reaching effects — the words we use, the tone we deliver them in, the meanings taken from them and the consequences. This is not something which is specific to the highest levels of rank, either ashore or at sea, this is real in all aspects of progression though our careers. I am sure we can all remember

starting on our own individual passage planning — the course to become a seafarer, a cadet, an officer — and being assembled in a class with similar minded people from all walks of life from areas of the world we had only heard of. Individual development is so reliant on fitting in and feeling part of something, hopefully leading to personal achievement — all with the help of peers and individuals who have rank.

How can we know what is going through young impressionable minds? How do we know what’s in the minds of anybody we work with when remarks aimed at them are delivered in ‘seriousness or humour’? Will they last longer that the seconds it took to deliver and when the moment dies away what feelings will remain? The first day we walk up the gangway our innermost worries and fears are hidden. This applies to every gangway we walk up in life, be it our first day at school, the first day at college, the first ship we join, the first step into management and — yes —

the first steps into retirement. The joy of success is obvious, the sadness of failure is sometimes hidden out of sight and out of mind. We live in a world in which communication is emailed, instantaneous and faceless. Social media, offering words chosen thousands of miles away, can be enlightening and informative — but also derogatory or critical. These harsh words can fall on individuals at all levels who are vulnerable and exposed at the time of delivery. Achievement is individual and not a given. It should not be used to judge or as a method of attacking. Responsibility and rank should first and foremost be the tool to promote the best in people, to encourage people no matter how young or old. Errors along the way must be discussed in a way which promotes improvement. We all have memories of people who have helped us in our lives, and these memories remain with us. We are all at times in positions to influence people — this in ways which we have no insight into, no understanding of how and what ears they are falling on, or the effects they may have.

14/12/2016 15:41

January 2017 | nautilusint.org | telegraph | 35

MARITIME COURSES

New year, same old certificates? c Let us help! In recent months, we at Nautilus have noticed an increase of job seekers using our maritime recruitment website jobs. nautilusint.org, but unfortunately there’s been a steady decrease in available jobs. To help improve your chances in this challenging job market, it pays to ensure your qualiﬁcations are up to date, and that you have studied the particular subjects and gained skills the recruiters are after.

That’s why we’ve put together this special page for maritime training providers to advertise their latest courses, giving you detailed information on what they offer and where they offer it. Whether you’re ready to consider a career in a new sector or improve on your existing skill set, we hope you will get some ideas here — and that you’ll be the ideal candidate next time you apply for one of the jobs we advertise.

g Training providers: please contact Joe Elliott-Walker for future advertising: call +44 (0)20 7880 6217 or email joe.elliott-walker@redactive.co.uk

Maersk Training in Newcastle is located in brand new stateof-the-art facilities offering a complete solution for maritime training. Our range of training courses covers basic training of potential maritime employees who have never worked on a vessel, all the way to experienced seafarers doing complex simulator driven scenarios for bridge resource and engine room management. Our instructors are experienced maritime professionals with a proven track record in their field of expertise. Our maritime training course portfolio includes: • Bridge Resource Management (BRM) • Electronic Chart Display Information System (ECDIS) – both generic and type specific, including Transas, Consilium and PC Maritime • Engine Room Resource Management (ERM) • Human Element Leadership & Management (HELM) – Management and Operational Level • Radar Refresher • STCW 95 Basic Safety Training comprising of: Elementary First Aid, Fire Prevention and Fire Fighting, Advanced Fire Fighting, Personal Safety and Social Responsibilities and Personal Survival Techniques • STCW Basic Safety Refresher Training

Web: www.maersktraining.com Email: newcastle@maersktraining.com Phone: +44 (0)191 270 3220

training directory.indd 35

What’s next in your career? Get ahead with training from the maritime experts. Whether you are looking for a short professional development course, a 12-month diploma, an industry specific MBA, or perhaps a bespoke training solution delivered inhouse – Lloyd’s Maritime Academy can help you achieve your career aspirations. With 40 years’ experience, Lloyd’s Maritime Academy is the world’s largest provider of professional development and academic education to the maritime industry. We work independently and in partnership with leading universities, colleges and associations including North Kent College, Middlesex University and the World Maritime University, to provide you with education of the highest standard. Distance learning Balancing professional, study, family and other commitments can be a struggle. With a diverse portfolio covering all aspects of the industry, you will find a course to complement and enhance your knowledge. You can choose to study via distance learning and alleviate that struggle. Worried you will miss out on traditional classroom interaction? You do not need to be – you will be given access to an online tutorial forum where you can post questions and discussions to the course director and network with professionals around the globe. All from the comfort of your home or office. The continued strength of distance learning programmes sees thousands of students enrolled on courses each year including the popular and well established Diplomas in Marine Surveying, and Ship Management and the Postgraduate Diploma in Maritime Law. Various accreditation levels are available from short, online based certificate courses, through to fully academic accredited diplomas and postgraduate diplomas. The MBA in Shipping & Logistics, a Middlesex University programme, is the course for those aspiring to top level management. This specialist maritime MBA is delivered solely by distance learning. Hilmi M Armoush, CEO, Trans East Shipping & Logistics, says: ‘An excellent opportunity for anybody involved in international trade to not only develop their critical thinking skills and industry best practices but also to enhance knowledge on the industry’s main challenges, trends and opportunities’. Bespoke training Where public programmes don’t suit your needs, training can be tailored to your specific requirements and delivered in-house. Talk to one of the team to identify what you need, how and when. Lloyd’s Maritime Academy will then develop a customised solution, designed to meet company specific training requirements, aligned with enterprise goals and offered within the same rigorous quality framework as our public courses. You choose the delivery method too – whether that is faceto-face at any location around the world, a specific distance learning course for your employees, or a blend of both. Get in touch today and take the next step in your career development.

Web: www.lloydsmaritimeacademy.com/nte Email: lmacustserv@informa.com Phone: +44 (0)20 7017 5510

Maritime Educational Foundation Are you an unemployed UK seafarer? Do you need ﬁnancial support to update your STCW certiﬁcation? Help may be at hand – please visit the MEF website for grant funding application forms.

www.meftraining.org

MLA College offers degree qualifications by distance learning. Our technology allows students to study for a degree qualification whilst remaining in their job and without needing to travel. We offer subjects including Sustainable Maritime Operations, Hydrography for Professionals and Meteorology/ oceanography. We are a partner college of Plymouth University, which has 150 years of history in delivering maritime education and our degrees are fully accredited by the university. This includes study at postgraduate – Master’s – level and undergraduate – Bachelor’s – level. Our Sustainable Maritime Operations degree will give you new management skills in analysis, evaluation, presentation and writing at a higher level. When you combine this with an understanding gained in the operation, governance and technology of the maritime world, then you will fully equipped to progress to a more advanced career level. It includes modules covering marine science and engineering management, project and data management and maritime industry practice. There is also the opportunity to choose modules in an area that interests you, such as marine renewable energy, strategy & policy or coastal environment. Finally there is a dissertation to be completed on a subject of your choosing. This course is particularly suitable for middle to senior management grades working in ship management, port operations, marine renewables, offshore oil & gas, engineering and defence. It is also an ideal course for those transitioning to or recently established in a shore-based role. We have a great pass rate of 95% and can accept professional experience instead of academic certificates as qualification to study. Bursaries towards the cost of study are also available by application. The course is delivered by distance learning, which means that the students receive teaching materials electronically and study wherever they want to. Each student is allocated a personal academic tutor from our staff who is available anytime to support your learning and to give personalised feedback on your work. Our Total Learning Platform technology is a proven, successful and flexible way of bringing the UK’s leading maritime university to the workplace. It delivers your study materials using a method of your choice: direct download of files to your PC, via our unique web app onto your tablet or smartphone, online web portal access or via USB stick. Designed specifically to meet the needs of marine industry individuals and employers, our combination of video lectures, transcripts, supporting materials and assessments offer a unique way to study on a part-time basis whilst onboard ship, in the office, or at home. There is no need to take any exams; all assessment is made by our tutors via coursework exercises. MLA College is a wholly owned subsidiary of the Institute of Marine Engineering, Science and Technology (IMarEST), who are a professional membership body of 18,000 members and charity dedicated to the advancement and support of marine professionals around the globe. Every student receives complimentary student membership of the IMarEST for the period of their studies. We have a small staff of academic tutors and developers based in Plymouth in the UK but we have more than 250 students on over 50 countries studying with us. We have won several awards for the quality of our courses including recently the Gold award at the Learning Technologies Awards in London. We won our category of Best Online Distance Learning Programme for our ‘Delivering degrees to seafarers without internet’ submission. The panel of independent academics were impressed by the combination of innovative technology with traditional academic tutoring for each student to enable a whole new generation of seafarers to gain a higher qualification whilst remaining in their full-time job.

Web: www.mla-uk.com Email: info@mla-uk.com Phone: +44 (0)1752 764 889

14/12/2016 17:28

36 | telegraph | nautilusint.org | January 2017

APPOINTMENTS

SHOREBASED

SEAGOING - CRUISE

SEAGOING TANKER AND LNG

Technical Superintendent - Cruise

Executive Housekeeper

Master

ÂŁ80K

Cruise - $52K

$100 - $110K - Permanent - 3/3

Sous Chef

&KLHI 2IĆ&#x201A;FHU /1*

Port Operations Manager - Cruise Northern Europe - ÂŁ35 - ÂŁ45K

Technical Superintendent - Cruise

. . %HQHĆ&#x201A;WV

Cruise - $35K

Chief Engineer - LNG

USA - $120K

Cruise Director

. . %HQHĆ&#x201A;WV

Marine Superintendent - Tankers

Cruise - $85K

C/O - LPG/VLGC

London - ÂŁ70K

LNG Asst. Technical Superintendent London - ÂŁ55K

$10K/mth

Senior First Engineer

Gas Engineer

Cruise - ÂŁ56K

$65 - $70K permanent - 3/3

Human Resources Manager

Deputy Harbour Master London - ÂŁ55K

Cruise - $45K

SEAGOING YACHTS

Technical Super. - Dry Cargo

2nd Engineer

QG 2IĆ&#x201A;FHU

Netherlands - â&#x201A;Ź90K

Cruise - â&#x201A;Ź50K

Technical Superintendent - Tankers Hamburg - â&#x201A;Ź80K

Sommelier

100m+ MY - â&#x201A;Ź5.3K/mth

QG 2IĆ&#x201A;FHU 80m+ MY - â&#x201A;Ź5K/mth

Cruise - $13K

2nd Service Stewardess

KSA - Tax Free Ex-Pat Pkg

Waiter/ess

100m+ MY - â&#x201A;Ź3.2K/mth

Technical Manager - Yachts

Cruise - $33K

Private Nurse

Technical Superintendent

Europe - â&#x201A;Ź65 - â&#x201A;Ź75K

Deputy DPA/Technical Mgr - Yachts Europe - â&#x201A;Ź60 - â&#x201A;Ź70K

Operations Manager - Yachts Europe - â&#x201A;Ź70 - â&#x201A;Ź75K pa

Housekeeper Cruise - $21K

90m+ MY - â&#x201A;Ź5.5K/mth

Head Chef 50m+ MY - â&#x201A;Ź7K/mth

Receptionist

3rd Engineer

Cruise - $27K

100m+ MY - â&#x201A;Ź4.8K/mth

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

Seagoing: +44 (0)23 8020 8820

seagoing-uk@faststream.com

Search for â&#x20AC;&#x2DC;Faststream Seafarersâ&#x20AC;&#x2122; @shippingjobs www.faststream.com

CV Professionals Maritime & oĎ&#x192;shore specialists www.cvprofessionals.co.uk

FLEETWOOD NAUTICAL CAMPUS - CELEBRATING 125 YEARS IN 2017 with a long-established reputation for being a leading provider of training to the maritime industry.

STCW UPDATING 2017 The Manila Amendments to the STCW convention 2010 come into force on 1 January 2017. If you are serving on board ship and are qualified in any of the following, you must have documentary evidence of either completing the initial course or updating in the last five years. Fire Prevention and Fire Fighting; Advanced Fire Fighting; Personal Survival Techniques; Proficiency in Survival Craft and Rescue Boats (other than Fast Rescue Boats); and Proficiency in Fast Rescue Boats. If you completed the above courses more than five years ago it is important to update them as soon as possible to avoid potential Flag State penalties or refusal of work from employing companies. Personal Survival Techniques Updating ÂŁ170 | Fire Prevention & Fire Fighting Updating ÂŁ210 | Advanced Fire Fighting Updating ÂŁ185 | Proficiency in Survival Craft & Rescue Boat ÂŁ210 | 1 Day MCA-Approved FRB Updating Course with Capsize Drill ÂŁ255 | 2017 AVAILABLE UPDATING COURSE WEEKS 16, 23 Jan | 6, 20 Feb | 6, 20 Mar | 3, 24 Apr | 22 May | 19 June ECDIS Generic 9 Jan | 15 May | 19 June HELM (M) 6 Feb | 27 Mar | 3 Apr | 10 Apr | 17 Apr FOR MORE INFORMATION E offshore@blackpool.ac.uk T 01253 779 123 W blackpool.ac.uk/offshore

/FleetwoodNauticalCampus

If you are interested in working at Fleetwood Nautical Campus, call 01253 50(4760) to register your interest or for information on current vacancies.

WWW.BLACKPOOL.AC.UK

Nautilus recruitment.indd 36

12 January 2017 is the closing date for February 2017. You can still advertise online at any time.

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.

Happy New Year from everyone at Nautilus

Job Opportunities aboard PADDLE STEAMER

WAV E R L E Y

Operating around the UK Coast

â&#x20AC;˘ Permanent & Relief Chief Engineer & Engineer OOW (Steam) â&#x20AC;˘ Relief Master/Mate â&#x20AC;˘ Purser/Chief Steward & 2nd Purser For job description and qualiďŹ cation requirements email info@waverleyexcursions.co.uk or call 0141 221 8152

www.waverleyexcursions.co.uk

Nautilus can help you make the most of your membership with Nautilus Plus â&#x20AC;&#x201D; a special scheme offering members fantastic discounts on a wide range of products and services. This monthâ&#x20AC;&#x2122;s special deals include: Nautilus Plus can help you find the F break thatâ&#x20AC;&#x2122;s right for youâ&#x20AC;Ś Thinking about a winter getaway?

Celebrate the New Year in style! The perfect way to make this New Yearâ&#x20AC;&#x2122;s Eve one to remember â&#x20AC;&#x201D; New Yearâ&#x20AC;&#x2122;s breaks from SuperBreak offer you the chance to get away on the big night and see in the New Year in style! Many packages include both dinner and entertainment and with a fabulous selection of destinations, youâ&#x20AC;&#x2122;re bound to find a New Yearâ&#x20AC;&#x2122;s Eve break to suit you*! Savings on cottage holidays Save up to 10% on cottage and short break holidays in the UK and Europe with CottageStayUK. They work with over 14,000 cottages and villas in the UK and Europe to give members maximum

choice. So whether itâ&#x20AC;&#x2122;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*. Save an additional 5% on selected package holidays Book your holidays with Your Travel Rewards 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*. g *Terms and conditions apply to all benefits. See website for details. Offers subject to change without notice. Your Travel Rewards - Crystal and Kuoni are only available to book by telephone. Nautilus Plus is managed on behalf of Nautilus by Parliament Hill Ltd.

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

13/12/2016 15:21

January 2017 | nautilusint.org | telegraph | 37

APPOINTMENTS

Captain for Port Evaluation and Assessments About CSMART CSMART which was established in 2009 has grown with recognised success, prompting Carnival Corporation to commit to a €85 million investment in a new, custom designed Maritime Training Centre which is located in the Netherlands. The new Maritime Training Centre uses the very latest, state-of-the-art technology and methodology. It consist of Bridge/Engine Room Full Mission & Part Task Simulators, including dedicated Assessment Part Task Simulator & rooms.

254222BR 254224BR

Purpose The primary purpose of the role is to prepare and conduct risk assessment for Port Studies in accordance to CSMART related processes, whilst fostering strong collaboration between port authorities, pilot organizations and Carnival Plc.

Reports to Director of Assessments, CSMART

Qualiﬁcations: Education/Certiﬁcation: • •

Foreign going Class 1 Masters Certiﬁcate Attend all CSMART nautical courses allocated to the Captain Matrix, as stated in TRG 1001, as well as all available instructor courses at CSMART.

Special Knowledge/Skills: • • • • • • • •

Excellent and effective communication skills, verbal and written, in order to present information accurately and clearly as required. Excellent interpersonal skills and ability to work with maritime authorities, pilots and experts of all nationalities. Good management and leadership skills Ability to interpret data and review accidents/incidents and lessons learned Good understanding of latest state of navigational technology including virtual aids to navigation. Good understanding of hydrodynamic effects on ships in motion Good understanding of ECDIS and hydrographic surveying Strong Team attitude in order to ﬁt well into the management structure at CSMART.

Experience: • •

Command experience of large cruise ships, alternatively Previously served on board cruise ship as senior watch-keeping deck ofﬁcer (as a minimum) and piloting experience of large cruise ships.

Major Responsibilities and Duties: • • •

MARINE ASSURANCE SUPERINTENDENT Grangemouth, Scotland Competitive salary + generous beneﬁts package, including competitive pension plan A truly global company, INEOS is one of the world’s largest chemical companies. This is an exciting time to join our successful forwardlooking team at Grangemouth, INEOS’ largest manufacturing asset which includes Scotland’s only crude oil reﬁnery. We are looking for an individual with extensive senior seagoing experience on oil, gas or chemical tankers, with gas tanker experience being particularly important for this post. You will be joining a small team of marine professionals assessing the suitability of vessels for worldwide Group business through ship vetting and other assurance processes. In addition, the Team provides local marine expertise to the Grangemouth site, supporting its substantial marine activities and infrastructure.

Nautilus recruitment.indd 37

There is a real focus on working with our businesses across the INEOS Group to understand differing priorities to ensure the ongoing enhancement of our marine operations. You must therefore be a skilled communicator and good team player, able to solve demanding operational challenges. A Class 1 Certiﬁcate of Competency or Degree in Nautical Science is essential. In addition you will possess or be expected to gain a ship inspection qualiﬁcation under the OCIMF SIRE accreditation scheme. Please apply and submit your CV via our website www.ineosopportunities.co.uk Closing date: 20 January 2017. We are only able to consider candidates who are eligible to live and work in the UK.

•

Facilitate the study of selected ports in liaison with the Port Study Manager Responsible to ﬁnalize Port Study report together with Port Study Manager Liaise about port study initiatives with VP/Director of Marine operations within Carnival ABG. Travel as required, to designated ports, to meet with authorities, pilots and any other port administrators in order to gather local information and insight to support the effective and efﬁcient conduct of the studies.

As part of our remuneration package, CSMART is able to offer successful candidates a competitive salary & beneﬁts package included but not limited to: relocation, pension plan, disability insurance and primary & secondary international schooling for children.

Further details are available on the CSMART website www.csmartalmere.com and for expression of interest please contact Petra Kendall, HR Representative at pkendall@carnival.com The closing date for applications is 31st January 2017

13/12/2016 15:21

38 | telegraph | nautilusint.org | January 2017

SHIP TO SHORE

M-Notices M-Notices, Marine Information Notes and Marine Guidance Notes issued by the Maritime & Coastguard Agency recently include: MSN 1874 (M+F) — Marine equipment: the Marine Equipment Directive, other approval and standards This notice, along with the Merchant Shipping (Marine Equipment) Regulations 2016, transposes the recast Marine Equipment Directive (Directive 2014/90/EU) into UK law. The notice has been given force of law by statute (SI 2016/1025). The objective of the Marine Equipment directive is to enhance safety at sea and prevent pollution to the marine environment through the uniform application of the relevant international instruments relating to equipment onboard ships registered with a member state of the EU. MSN 1874 gives technical information and guidance about the procedures for obtaining type approval in conformity with the Marine Equipment Directive. It also sets out UK procedures for type approval by Notified and Nominated Bodies, and information on UK policy for enforcing requirements and standards applied to equipment onboard UK ships. Detailed information is given on a range of related matters under the following headings: z Scope of equipment approval z Requirements for equipment to be placed onboard a UK ship z Domestic passenger ships and fishing vessels z UK Notified Bodies z UK market surveillance z Requirements for equipment z Domestic passenger ships and large fishing vessels z Application for type approval z Assessment of type approval z Issue of type approval z Nominated Bodies z Scope of equipment standards and requirements z Requirements for equipment MGN 554 (M+F) — Marine equipment: Marine Equipment Directive UK applicant Notified Bodies This note advises conformity assessment bodies on how to apply for Notified Body status — an official designation under the Marine Equipment Directive which allows an organisation to carry out assessments of marine equipment on behalf of the government of an EU member state. The conformity assessment procedures (modules of conformity) consist of those listed within Annex II of the MED. These modules require the involvement of third party conformity assessment bodies appointed as Notified Bodies. In the United Kingdom, the Maritime and Coastguard Agency

(MCA) is responsible for appointing Notified Bodies on authority of the Secretary of State for Transport. The scope of products which a notified body is authorised to assess will be published and will also be specified in its designation. MGN 554 explains the standards an applicant must meet in order to become a Notified Body, and sets out the application process in detail. It also gives up-to-date contact information for the relevant departments at the MCA and lists the sources of legal documents that applicants need to read. MGN 557 (M+F) — Marine equipment: Marine Equipment Directive — market surveillance — strategy, reporting and enforcement This note gives information on the MCA’s policy for enforcing the requirements of the Marine Equipment Directive (a procedure commonly known as ‘market surveillance’). This concerns those involved in the purchase and inspection of marine equipment which has undergone EU conformity assessment in accordance with the Marine Equipment Directive. MGN 557 also details the action that should be taken if such equipment is suspected to be non-compliant. Market surveillance does not involve the type approval or pre-production quality assurance of equipment. It only applies to products after they are placed on the market or onboard a ship, and does not replicate the conformity assessment of the MED Notified Bodies. In the UK, market surveillance will be carried out by the MCA on behalf of the Secretary of State for Transport. UK law provides for the Secretary of State to carry out sample checks on equipment marked with the wheel mark and therefore MED approved, or claiming approval, in accordance with the MED. In carrying out this activity, MCA personnel will work with manufacturers, manufacturers’ authorised representatives, importers and distributors in carrying out market surveillance activities, and as a last resort, will explore and utilise suitable legal avenues for entering premises via the MCA’s Enforcement Unit. Equipment may be evaluated after installation onboard a UK ship, provided that only operational performance tests required by the IMO Conventions for safety and/or pollution prevention equipment are conducted and do not duplicate the conformity-assessment procedures already carried out by a Notified Body. Owners, superintendents and masters of ships and vessels must report to the MCA any equipment they are offered which they consider does not meet the applicable standards or otherwise does not comply with the MED. Annex 1 to MGN 557 contains

a form which may be used by those external to the MCA to report any failings found with MED-approved equipment or equipment purporting to be MED-approved. The reader is reminded that the MCA market surveillance strategy is to use enforcement powers only as a last resort. The Agency will instead look to work with UK industry in ensuring the safety to the life of those onboard UK ships and to the UK marine environment. MIN 533 (M) — Changes to ‘Advanced Sea Survival Course for Yachtsmen’ This note reminds readers that deck and engineer officers serving on yachts are required by the MCA to complete the following course: Certificate of Proficiency in Survival Craft and Rescue Boats (Other than fast rescue boats). This course updates and replaces the old Advanced Sea Survival Course for Yachtsmen. There is also a ‘restricted’ version of the new Certificate of Proficiency relevant to restricted yacht OOW qualifications. To obtain the restricted certificate, applicants must: z be at least 18 years of age z hold a Certificate of Proficiency in Personal Survival Techniques (STCW Code A- VI/1-1) z complete MCA-approved training in Certificate of Proficiency in Survival Craft and Rescue Boats (Other than fast rescue boats) (Restricted) as detailed in Annex A of MIN 533 z have completed at least six months of approved seagoing service Yacht professionals who hold an Advanced Sea Survival certificate issued before 1 January 2012 must, as of 1 January 2017, have documentary evidence of having completed the updating training required for the Certificate of Proficiency in Survival Craft and Rescue Boats (Other than fast rescue boats) (Restricted). This training is detailed in Annex B of MIN 533. All training relating to the Certificate of Proficiency must be repeated at intervals not exceeding five years. z M-Notices are available as electronic documents or as a set of bound volumes. z A consolidated set of M-Notices is published by The Stationery Office. This contains all M-Notices current on 31 July 2015 (ISBN 978 01155 34034) and costs £210 — www.tsoshop.co.uk z Individual copies can be downloaded from the MCA website. Go to www.gov.uk/mca and click on Find marine (M) notices. z Email alerts can be sent automatically whenever an M-Notice is published or updated. To set this up, follow the instructions in MIN 515 (M+F) — Guidance for subscriptions to safety bulletins and MCA document notifications on GOV.UK.

Member meetings and seminars

Pensions

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:

Nautilus Pensions Association meetings provide a focal point for members regarding pensions

g Young Maritime Professionals Forum Next meeting to be confirmed Contact Danny McGowan: +44 (0)20 8989 6677 ymp@nautilusint.org

g Women’s Forum Next meeting to be confirmed 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.

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 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 638 882 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.

g MNOPF and NPA pension forums Tuesday 10 January 2017 at 1030hrs, coffee served at 1000hrs, and a light lunch will be served after the meeting. Blythswood Square Hotel, 11 Blythswood Square, Glasgow, G2 4AD Further meetings have also been scheduled for 2017: Glasgow; March 2017, Belfast; June 2017, Liverpool, and September 2017, Plymouth. Keep checking the website and register. www.nautilusint.org/en/what-we-say/ events Contact: +44 (0)1293 804644.

Quiz and crossword answersACDB Quiz answers 1. A total of 18 16,000TEU-plus containerships were in operation as at 1 October 2016, according to Lloyd’s List Intelligence. 2. Torm is Denmark’s second biggest shipping company, with 69 ships of 2.3m gt. 3. Thursday is the more frequent day for shipping incidents (including total losses), according to the insurance group Allianz. 4. Amoco Cadiz was registered in Liberia. 5. Avance Gas Holding is based in Norway. 6. Port Hedland handles the largest volume of Australia’s dry bulk exports. Crossword answers Quick Answers Across: 1. Aberdeen Angus; 10. Evening; 11. Twaddle; 12. Ring-fence; 13. Aorta; 14. Horary; 15. Werewolf; 18. Apple-pie; 20. Taipei; 23. Rolls; 25. Trattoria; 26. Novella; 27. Puerile; 28. Dramatisation. Down: 2. Brenner; 3. Reinforce; 4. Engine; 5. Natterer; 6. Nyasa; 7. Undergo; 8. Search warrant; 9. Decaffeinated; 16. Enactment; 17. Distract; 19. Palaver; 21. Portico; 22. Campus; 24. Salem. This month’s cryptic crossword is a prize competition, and the answers will appear in next month’s Telegraph. Congratulations to Nautilus member Howard Stringer, who has won the prize draw for the December cryptic crossword. Cryptic answers from December Across: 1. Trappist; 5. Dapple; 9. Endeavour; 11. H-bomb; 12. Bibliography; 15. Oval; 16. Theatrical; 18. Single beds; 19. Bung; 21. Transmogrify; 24. Arnie; 25. Hungarian; 26. Nudist; 27. Chartist. Down: 1. Tied; 2. Aide; 3. Placid; 4. Spoil the broth; 6. Adherers; 7. Prospectus; 8. Embryology; 10. Root and branch; 13. House train; 14. Maintained; 17. Blisters; 20. Affair; 22. Wi-Fi; 23. Gnat.

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 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.

38_infosprd.indd 38

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

Useful organisations

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

g Professional & Technical Forum Tuesday 31 January 2017 at 1300hrs Southampton at a venue to be confirmed 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. Seafarers’ 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 Slater Fund.

14/12/2016 15:42

January 2017 | nautilusint.org | telegraph | 39

JOIN NAUTILUS

The face of Nautilus Pauline Parry, administrator g Next month, Pauline Parry will mark five years as an employee of Nautilus International, and she’s pleased to be able to look back on a half-decade of worthwhile and satisfying work. ‘I’ve always been a secretary, and in some ways the job is similar wherever you go,’ she reflects. ‘But there are things that make each post special, and here at Nautilus I particularly enjoy speaking to the Union members and putting them in touch with the right person to help them.’ Pauline brought quite a broad range of experience to her role at Nautilus, having worked in an electronics firm, a property management company and even for a local authority. ‘My last job was in social services, working with a child safeguarding team for three years,’ she says. ‘I had a

great manager and lovely colleagues, but the cases could be harrowing and I had to take the minutes in some very difficult meetings.’ At that time, she was working in Suffolk, but for her next career move, she decided to return to Merseyside, where she grew up. ‘I joined a recruitment agency and was open to anything,’ she smiles. ‘So when the job at Mariners’ Park came up, I was intrigued, because I’d driven past the site many times and never knew what was inside.’ Known for its retirement estate and care home on the banks of the River Mersey, Mariners’ Park is also the setting for Nautilus House, where the Union’s northern industrial organising team is based. A successful interview won Pauline a place in that team, and she was delighted with her

new surroundings. ‘It’s so lovely how you can see the gardens from the office window, and the river is a real calming influence.’ Sadly, there’s been quite a need for a soothing environment recently, with Pauline and her colleagues working hard to support members affected by the downturn in the offshore oil and gas sector. ‘I’m often the first person members speak to when they call us for help, and I’ve really noticed a change in the nature of the calls recently. It’s more intense, and people can be upset about their jobs being at risk.’ As well as being a frontline call handler, Pauline carries out administrative tasks such as sending out bulletins to members about their pay and conditions negotiations. There was a time when printed bulletins were sent in the post, but now most go by email,

and where a vessel’s internet access is good enough, members are often able to give their consultation responses through secure online survey applications. One type of member Pauline gets to know well is the lay representative, the Nautilus version of a shop steward. Volunteering or being elected to represent their colleagues in company negotiations, lay reps receive training and support from Nautilus, and Pauline has enjoyed becoming more involved in this. ‘I’ve attended a lay rep course myself, and I thought it was very interesting,’ she says. ‘I’m also looking forward to helping with future visits to nautical colleges, where we tell cadets about the Union’s work and encourage them to join. I guess I’m a people person — I just like the interaction!’

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

Join today so we can be there for you too! Pay and conditions Nautilus International is the first truly trans-boundary trade union for maritime professionals, reflecting the global nature of the industry. We negotiate with employers on issues including pay, working conditions, working hours and pensions to secure agreements which recognise members’ skills and experience, and the need for safety for the maritime sector. Legal services Nautilus Legal offers members a range of legal services free of charge. There are specialist lawyers to support members in work related issues and a number of non-work related issues. The Union also has a network of lawyers in 54 countries to provide support where members need it most. Workplace support Nautilus International officials provide expert advice on work-related problems such as contracts, redundancy, bullying or discrimination, non-payment of wages, and pensions. Certificate protection Members are entitled to free financial protection, worth up to £120,700, against the loss

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of income if their certiﬁcate of competency is cancelled, suspended or downgraded following a formal inquiry.

training. The Union is afﬁliated to the TUC in the UK, FNV in the Netherlands and SGB/USS in Switzerland.

Extra savings Members can take advantage of many additional discounts and beneﬁts organised at a local level. These include tax advice, insurance discounts and advice on pension matters. In the Netherlands, discounts are organised through FNV, and trade union contributions are mostly tax-friendly, entitling members to receive a signiﬁcant part of their contributions back.

In touch As a Nautilus International member, help is never far away — wherever in the world you are. Ofﬁcials regularly see members onboard their ships and visit cadets at college. Further support and advice is available at regular ‘surgeries’ and conferences. The Union has ofﬁces in London, Wallasey, Rotterdam and Basel. There are also representatives based in France, Spain and Singapore.

International representation Nautilus International represents members’ views on a wide range of national and international bodies including the European Transport Workers’ Federation (ETF), the International Transport Workers’ Federation (ITF) and the International Federation of Shipmasters’ Associations (IFSMA). We work at the International Maritime Organisation (IMO) and the International Labour Organisation (ILO) on key global regulations covering working conditions, health and safety and

Join us today… Call +44 (0)151 639 8454 Visit www.nautilusint.org Email membership@nautilusint.org g For the full range of member benefits visit www.nautilusint.org

OR g Speak with our membership department on +44 (0)151 639 8454

Your union, your voice The Union represents the voice of more than 22,000 maritime professionals working in all sectors of the industry at sea and ashore — including inland navigation, large yachts, deepsea and offshore. For members, by members Nautilus International is a dynamic and democratic trade union offering members many opportunities to become actively involved and have your say — at a local, national and international level.

14/12/2016 17:05

40 | telegraph | nautilusint.org | January 2017

NEWS

Princess pays $40m for waste dumping Record fine imposed on cruise firm after ‘whistleblower’ reports use of magic pipe to the MCA

Princess Cruises has been fined a record US$40m (£32m) after pleading guilty to seven charges of illegally dumping oily waste and then seeking to cover up the illicit discharges. US assistant attorney general John Cruden said the case — which was brought after a ‘whistleblowing’ officer provided evidence to the UK Maritime & Coastguard Agency — reflected ‘very poorly’ on Princess’s culture and management. ‘This is a company that knew better and should have done better,’ he added. As part of the plea bargaining agreement with the US authorities, 78 cruiseships from eight Carnival companies — including P&O Cruises, Cunard and Holland America Line — will be placed under a court supervised environmental compliance programme, involving independent audits, for the next five years. The ruling followed an investigation by the US Coast Guard, launched when a newly-hired engineer onboard Caribbean Princess informed the MCA that a ‘magic pipe’ had been used to illegally discharge 4,227 gallons of oil-contaminated waste 23 miles off the UK coast in August 2013. The whistleblower quit his position when the ship arrived in Southampton and papers filed in court explained how the Italian chief engineer and senior first engineer had ordered a cover-up — including the removal of the bypass pipe and telling crew members to lie to MCA investigators. However, the investigators discovered that Caribbean Princess had been making illegal discharges using a variety of methods since 2005. They also found that four

Caribbean Princess had been making illegal discharges since 2005 Picture: Gary Davies/Maritime Photographic

The interior of the threaded bypass pipe when disassembled Picture: US Department of Justice

other ships in the ﬂeet — Star Princess, Grand Princess, Coral Princess and Golden Princess — had also been making illicit waste discharges. They had either opened a salt water valve when bilge waste water was being processed by the oily water separator to prevent the oil content monitor from alarming during the overboard discharge, or they had discharged

oily bilge water originating from the overﬂow of grey water tanks into the machinery space bilges — pumping it back into the grey water system rather than processing it as oily waste. Prosecutors said there was a ﬁnancial motive for the dumping — with Caribbean Princess’s chief engineer telling crew that it cost too much to use port reception facilities and that the shore-based

superintendent would not want to pay the extra expenses. Prosecutors said Princess management failed to provide sufﬁcient supervision and controls to prevent or detect criminal violations by Caribbean Princess crew members. And they noted that the company had no written procedures or training for cleaning up internal grey water spills and the prob-

lem of grey water tanks overflowing into the bilges had remained uncorrected for many years. US Attorney Wilfredo Ferrer described the case as ‘especially troubling, because the Carnival family of companies has a documented history of environmental violations’. He said the sentence should send a powerful message to shipping companies of a ‘zero-tolerance’ approach to such activities. Jeremy Smart, head of enforcement at the MCA, said the case showed how well the UK and the US can work together. ‘It also shows that we will always take very seriously any information we are given by those who report such practices and will act upon it,’ he added. Nautilus senior national secretary Allan Graveson commented: ‘Those that provided evidence to the investigation are to be commended ‘Unprofessional conduct that endangers life or the marine environment is not acceptable,’ he added. ‘Companies need to ensure that their safety management systems, in accordance with the ISM Code, are fit for purpose.’ In a statement Princess said it was ‘extremely disappointed about the inexcusable actions of our employees who violated our policies and environmental law’. The company said it had cooperated with investigators after the magic pipe was discovered in 2013 and had taken numerous steps to fix the problem. ‘Although we had policies and procedures in place it became apparent they were not fully effective,’ the statement said. ‘We are very sorry that this happened and have taken additional steps to ensure we meet or exceed all environmental requirements.’

Lack of lookout highlighted in report on crossing collision collided with a Maltese-registered bulker in A a crossing lane near the Dover Strait in December A Bahamas-flagged car carrier which

2015 did not have a dedicated lookout on duty, even though the incident occurred in the hours of darkness. The 57,718gt car carrier Ivory Arrow and the

26,472dwt bulk carrier Maraki both suffered extensive damage in the incident, which took place in a crossing zone between the Dover Strait TSS and the West Hinder TSS. Accident investigators said both vessels were in sight of each other and the bulker had altered course to keep out of Ivory Arrow’s way.

However, unaware of the action taken by Maraki, the car carrier altered course to port and both vessels collided. A Transport Malta report noted that neither vessel sounded warning signals, as required by the collision prevention regulations, and the course alteration made by the car carrier was

also not in compliance with the colregs. Investigators said the lack of a dedicated lookout onboard Ivory Arrow meant that the OOW probably had inaccurate situational awareness and did not notice the Maraki’s late manoeuvre, which was taken when the vessels were within the 2nm range.

Language gap led to vessel loss blamed for the loss of a French F fishing vessel in a UK port.

Language problems have been

The 142gt trawler Saint Christophe 1 was declared a constructive total loss after grounding, flooding and sinking while berthed in Dartmouth harbour after seeking shelter from bad weather in March 2016. Another French fishing vessel, Sagittaire, also grounded as the tide fell but its crew were able to rig chains to bollards on the quay prevent it from rolling onto its side. A UK Marine Accident Investigation Branch report states that the berth offered to the two vessels was unsuitable for them in low water. When Saint Christophe arrived at the berth, a river officer used hand gestures to warn that the vessel would ground on the falling tide, but the skipper thought that he was being told to make sure he tended the mooring lines as the tide went out. Investigators said the harbour authority had a list of people who could act as translators if needed, but at the time of the accident neither the harbourmaster nor his deputy were aware of it. The report recommends that the Maritime & Coastguard Agency carry out a Port Marine Safety Code check upon the Dartmouth Harbour & Navigation Authority, and the authority has agreed to conduct a review of its existing risk assessments for the port.

MAIB warns over drugs recreational drugs by fishing F vessel crew have been raised with Concerns over the use of

owners following an investigation into a fatal accident in the Channel. A deckhand on the UK-flagged potter Our Sarah Jane drowned in June 2016 after jumping into the sea to assist with efforts to free the vessel’s starboard propeller after it was fouled by a string of pots in the middle of the Channel. The UK Marine Accident Investigation Branch said the deckhand’s actions were possibly influenced by the effects of recreational drugs, with amphetamine sulphate and cannabis found among his personal possessions onboard. The MAIB said this was the third fatal accident investigation since 2014 in which the use of drugs among fishermen has been identified. MAIB chief inspector Steve Clinch had raised the issue with the Fishing Industry Safety Group, highlighting the need for vigilance.

“EXCELLENT COURSES TAUGHT BY TUTORS WITH KNOWLEDGE AND EXPERIENCE” STCW • ECDIS • GMDSS • HELM • MEDICAL • DP • TANKER • GWO • OOW • CHIEF MATE • MASTER

MARITIME@LOWESTOFT.AC.UK WWW.LOWESTOFT.AC.UK CALL +44(0)1502 525025

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14/12/2016 18:06