Nautilus Telegraph January 2016 by Redactive Media Group

North Sea slump Union in Aberdeen as offshore crisis hits members 19

Silver service New Merchant Navy Medal gets royal approval 26-27

NL nieuws Vier pagina’s met nieuws uit Nederland 34-37

Volume 49 | Number 01 | January 2016 | £3.50 €3.70

FoC ship towed to safety in Dover Strait drama cargoship EMS Majestic is F pictured left arriving in the UK port

The flag of convenience general

of Southampton under tow of two Itchen Marine tugs following a dramatic rescue in the Dover Strait last month. The Antigua & Barbudaflagged vessel issued a Mayday call after starting to take on water in the engineroom during stormy conditions in the Channel while sailing from Rotterdam to St Malo. Two non-essential crew members on the 1,999gt vessel were airlifted to safety after reports that it had started sinking 13 miles SE of Eastbourne as the crew were unable to pump out the water. A number of vessels transiting the area responded to the distress calls and the 1,810gt seismic support vessel Thor Frigg managed

‘Industry must act on emission risks’ Study reveals that seafarers suffer from the highest occupational rates of chronic lung disease

Nautilus has expressed concern about new research which reveals that seafarers are the workers with the highest risk of contracting chronic lung disease. A study published last month shows that seafarers have more than double to normal occupational rate of Chronic Obstructive Pulmonary Disease (COPD) — a condition that is blamed for 25,000 deaths in the UK every year. COPD — an umbrella term for chronic bronchitis, emphysema and chronic airways disease — is a lung condition that reduces the ability to breathe properly, and causes symptoms such as shortness of breath, coughs and increased mucus production. The research, carried out by Imperial College London, suggests that exposure to particulates in ship exhaust emissions and fuels onboard may account for the high rates of COPD among seafarers. The next stage of the study — funded by the Health &

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Ships’ smoke can damage your health, researchers are warning

Safety Executive and the largest ever undertaken in Europe — will examine the potential causes more closely. Lead researcher Dr Sara De Matteis commented: ‘This study has shed more light on the speciﬁc occupations associated with an increased risk of COPD in the

UK general population. Some of them were already known, such as coal miners, but others are new ﬁndings — such as seafarers or cleaners.’ The research team analysed more than 350 occupations and the health records of more than half a million people aged

between 40 and 69. They found the rate of COPD among seafarers to be 2.64 times the average — higher than coal miners, industrial cleaners, roofers and tilers. Researchers said the many of the people in the study had been exposed to the risks decades before industrial standards and regulations introduced protection from hazardous substances —but they warned that more must to be done to monitor and minimise levels of exposure in high-risk occupations like seafaring. Dr Lisa Davies, chair of the British Thoracic Society executive committee, said workplaces have the key role in monitoring and promoting better lung health. This may include offering lung function testing, minimising exposure to chemicals and also cigarette smoking policies. ‘The occupations highlighted in this report must take the issue onboard quickly and strengthen their procedures as appropriate,’

she added. Another study published last month also warned of health hazards associated with ship emissions. Research produced by Lund University in Sweden estimated that nanoparticles — including soot particles — from shipping in the North Sea and the Baltic contribute to some 10,000 premature deaths a year. Nautilus senior national secretary Allan Graveson commented: ‘This Union has consistently, over recent years, drawn attention to the dangers of SOx, NOx and particulate matter in heavy fuel oil. ‘These ﬁndings should be considered alongside the high incidents of cancer in port areas associated with the burning of diesel oil. It is disappointing that ship owners have consistently argued against a change to cleaner fuels on cost grounds, despite the evidence that burning such fuels is injurious to health and costs countries billions.’ g UN climate change talks focus on ship emissions — see page 11.

to tow the ship to safety. A spokesman for Eastbourne RNLI said: ‘When the lifeboat arrived on scene, the stricken vessel was beam-on to the weather and being swamped in rough seas and near gale force winds. The coastguard rescue helicopter from Lydd managed to winch two of the crewmen from the deck of the pitching ship, whilst the lifeboat prepared to evacuate the others. ‘Fortunately the remaining crew succeeded in stemming the ingress of water and starting the ship’s salvage pumps and equally fortuitously a passing tug responding to the mayday diverted from its passage and was able to take the cargo ship under tow,’ he added. Picture: Gary Davies/Maritime Photographic

Inside F Ticket to ride

Act now to beat STCW training deadline, Nautilus advises members — pages 22-23 F Staying alive

The new invention that is helping to save lives in the Mediterranean — pages 30-31

F Sam ﬂies high

Newly-qualiﬁed ofﬁcer tells of her dream job on hovercraft service — page 20

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02 | telegraph | nautilusint.org | January 2016

NAUTILUS AT WORK

Federation considers joint global support network legal officers and advisers from F Nautilus Federation member unions Pictured left is a meeting of

last month, looking at proposals for developing a joint assistance and support network (Jason). Chaired by Nautilus head of legal services Charles Boyle, the seminar was organised to discuss ways of providing reciprocal support to members involved in incidents around the world, based on the principles laid down in the IMO/ILO Fair Treatment Guidelines and the IMO Casualty Investigation Code. The Jason initiative also aims to develop a concise and practical legal checklist for seafarers, so that members are aware of their rights and can access advice from local unions if they are caught up in incidents in other countries.

Last month’s Council meeting heard that the Nautilus Federation of like-minded maritime unions from around the world is continuing to expand. A total of 10 unions, plus the three Nautilus national branches, now belong to the global grouping — with the latest member being the Seafarers’ Union of Croatia (SPH). ‘We have witnessed positive growth and consolidation of the Federation, and it is now a truly global entity with a membership that reaches out far beyond the former Officers’ (Merchant Navy) Federation,’ said general secretary Mark Dickinson. He told the meeting that the Federation aims to harness the benefits of working together with similar unions in other parts of the world, providing mutual support and

Working group looks at membership benefits Council members consider feedback from independent survey of views about the Union’s work

A Nautilus International Council working group has begun work to analyse and act on the results of a major survey of members’ views on the Union and the beneﬁts and services it provides. The survey was the third in a series of membership attitude surveys conducted for the Union over the past 16 years. It gathered detailed feedback from almost 2,000 members in the Nautilus UK, Dutch and Swiss branches. The ﬁndings were independently assessed by the Labour Research Department and they revealed widespread satisfaction with the services provided by Nautilus, UK operations

manager Steven Gosling told the working group. ‘However,’ he added, ‘it is important to consider the scope for improvements and the suggestions for ways in which our work for members could be enhanced.’ Feedback was concentrated in ﬁve areas, he noted: pay and conditions negotiations; workplace support and services; legal advice and representation; activities and campaigns; and recruitment. Members ranked pay as the top priority for the Union’s collective bargaining negotiations — and there were some suggestions that Nautilus should take a tougher line with employers dur-

ing the talks, Mr Gosling added. Malcolm Graves suggested Nautilus should work closely with other unions during pay negotiations, especially at a time of public sector pay restraint, and Phil Lees stressed the need for good communications during the discussions. Mike Lloyd said many longstanding members consider that ofﬁcers’ pay and conditions have fallen behind other professions and Council chairman Ulrich Jurgens suggested that the data could be examined to assess variations between different sectors. ‘Ofﬁcials are prepared to take a strong lead in the negotiations to get improvements,’ said sen-

ior national organiser Ronnie Cunningham. ‘However, the difﬁculty is that members are not always prepared to take action to support this. ‘The message has got to be about participation and involvement,’ he added. ‘The problem is that some members see the union as a separate organisation over which they have no inﬂuence. That’s just not true — as a member you can be as involved as you like to be.’ Martyn Gray said Nautilus is not just about pay, but also about the wide range of services it offers, and Wilco van Hoboken suggested that more could be done to raise awareness of the

benefits provided to members — especially the extensive legal support. He also proposed that the Union link up with specialist companies to provide financial advice to members, and Mr Graves asked whether Nautilus could develop a sea time calculator to help determine eligibility for seafarers’ income tax concessions. g The working group will be meeting later in 2016. In the meantime, members are invited to send in suggestions for new benefits and services for it to consider. Email Nautilus UK operations manager Steven Gosling at sgosling@nautilusint.org.

Nautilus welcomes former seafarer as IMO’s new secretary-general appointment of a former A seafarer as the new secretary-general Nautilus has welcomed the

of the International Maritime Organisation. Kitack Lim, pictured left making his inaugural address, was unanimously appointed by the IMO Assembly to head the United Nations agency for an initial term of four years, with effect from 1 January 2016. Mr Lim served at sea with Sanko Shipping before moving ashore to work with the Korea Maritime and Port Administration in 1985. He then studied maritime administration with a major in navigation at the World Maritime University and went on to serve as South Korea’s deputy permanent

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representative to the IMO from 2006 to 2009. Mr Lim told the Assembly that he was confident the IMO could ‘come together as one’ to address an array of challenges, such as shipping emissions, e-Navigation, ballast water management, passengership safety, cyber security, and increasing traffic in polar waters. Nautilus general secretary Mark Dickinson said he was encouraged that Mr Lim was a former seafarer who had emphasised the importance of the human element in his election material. He welcomed Mr Lim’s pledge to cooperate with all stakeholders of the international maritime community and said the new IMO

leader had correctly identified the work that needs to be done to reduce accidents by addressing subjects such as the morale of seafarers, working conditions and the public image of the shipping industry. ‘These are very profound questions and they require sophisticated thinking to ensure that the correct, and complex, solutions are developed,’ Mr Dickinson added. ‘There has been some interesting debate in recent months about the way in which the views and experiences of those at the sharp end may be better heard within the IMO and better reflected in the decisionmaking processes, and these are areas that it would be useful to discuss,’ he pointed out.

services to members wherever they may be. Membership now includes unions in countries such as the United States, Australia, New Zealand, Singapore, Hong Kong and Belgium. Mr Dickinson said members of the Federation are presently involved in a number of projects to develop practical initiatives and shared services, working together on a range of legal, industrial and technical issues. Federation members are collaborating to improve the representation of seafarers at the International Maritime Organisation, he added. Work is also underway to conduct research into shared issues, such as seafarer supply and training incentives and career development opportunities.

Nautilus to hold RGM next June Nautilus International Council F has called a Rules General Meeting in Notice is hereby given that the

accordance with Rule 27.3(i) — Rule changes and associated Regulation 10 — to be held at 1230hrs on Thursday 23 June 2016 in Rotterdam, provisionally at the Hilton Hotel, Weena 10, Rotterdam 3012 CM. Notes 1. The proposals for changes from the Council are shown below. In addition all Rule numbers and cross-references, the contents page, etc, will be checked and amended as appropriate. 2. Under Regulation 10.4, full members may submit proposals for changes in the Rules in addition to those proposed. Such proposals must be: a) submitted in writing b) signed by at least four full members whose contributions have been paid up c) despatched to reach the general secretary not later than two months and two weeks before the date fixed for the meeting. This deadline is 1700hrs on Friday 8 April 2016. 3. Any proposals from full members and those from the Council shall be given to full members at least two months prior to the Rules General meeting in accordance with the requirements of Rule 28. They will be published on the website by the deadline of 22 April 2016 and also in the Nautilus Telegraph. Proposed Rule Change Purpose To ensure Nautilus complies with the Transparency of Lobbying, NonParty Campaigning and Trade Union Administration Act of 2014. Rule 11 Auditor: Re-name heading to Auditor and Assurer. Add new Rule 11.2 and re-number accordingly. 11.2 The Council shall appoint an appropriately qualified person or body to act as an Assurer in accordance with statutory requirements on such terms and for such a period as the Council shall determine. Any Assurer so appointed may be removed from office only by a resolution adopted by a General Meeting.

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January 2016 | nautilusint.org | telegraph | 03

NAUTILUS AT WORK

‘Fatigue is still top safety risk’ — MAIB head Chief inspector tells Council of new move to secure IMO action on crew levels

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EMISSIONS EXCLUSION: the International Chamber of Shipping (ICS) has ‘greatly welcomed’ a decision by the COP21 United Nations climate change negotiators to exclude shipping from the ‘Paris Agreement’ on CO2 emission reductions. The ICS said it wanted target-setting to be left with the International Maritime Organisation and promised that there would now be ‘new momentum’ to help the industry deliver ever greater CO2 reductions when the IMO stages talks on the issue in April 2016. The European Community Shipowners’ Association and Maersk had both called for shipping to be included in the text. VDR WARNING: the shipping industry has been warned that vessel voyage data recorders (VDRs) may be vulnerable to cyber-attacks and hackers. Researchers with the security firm IOActive examined one popular model, the Furuno VR-3000, and determined that its weak encryption and security features could allow hackers to execute arbitrary commands and to access, modify, or erase data stored on the VDR, including voice communications, radar images, and navigational information. DREADNOUGHT CORRECTION: November’s Telegraph incorrectly named one of the administrators of the Dreadnought service as Sandra Gray rather than Sandra Jones. We apologise to Sandra Jones for any embarrassment caused. We would also like to clarify that donations to the Dreadnought service are used to provide extra benefits to seafarers such as covering the cost of accommodation or travel, and are not used to cover the costs of medical care, which is fullyfunded by the NHS.

Seafarer fatigue remains the number one safety concern, the head of the UK Marine Accident Investigation Branch (MAIB) told Nautilus International Council members last month. In a special presentation to the Union’s governing body, MAIB chief inspector Steve Clinch said little had changed since his organisation published a safety study on the problem over a decade ago — with proposals for new regulations requiring extra watchkeepers on ships in short sea trades being ‘kicked into the long grass’ at the International Maritime Organisation. Mr Clinch said many vessels operating in coastal waters within Europe are effectively ‘guided missiles’ — with officers working six-on/six-off rotas for many months and suffering cumulative fatigue as port calls disrupt their already restricted rest periods. However, he said, the MAIB is continuing to seek action to address the resulting risks and it has recommended that the Maritime & Coastguard Agency returns to the IMO with new proposals for a minimum of a master and two watchkeepers to be carried on all ships in shortsea trades. Analysis of MAIB investigation reports since 2010 show that common accident causes include failure to carry out risk assessments and permit to work procedures, ship handling errors, breaches of watchkeeping and rule of the road principles, man overboard incidents (mainly from fishing vessels) and a growing number of line handling cases. Mr Clinch said he was particularly concerned about accidents arising from misuse of electronic chart display and information systems (ECDIS) — with many cases raising big questions about the competence of crew and the quality of training. Investigations have highlighted issues such as knowledge of systems, performance criteria not met during installation, disabled alarms, user-unfriendliness, and big variations in functionality between manufacturers. Over-reliance on electronic charts can create a ‘virtual bubble syndrome’, Mr Clinch warned, in which OOWs can become totally focussed on the screen. ‘An officer will not look out of the window and translate what is on the screen

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BRITTANY ROW: unions with the French operator Brittany Ferries have expressed anger at management’s threat to switch its high-speed catamaran Normandie Express from the full French flag to the UK register if an agreement on working hours, currently being negotiated, is not signed by the time the vessel is due to resume summer season sailings on the the Portsmouth to Cherbourg route. COLLISION PROBE: the UK Marine Accident Investigation Branch (MAIB) is looking into the causes of a collision between a car carrier and a DFDS ro-ro cargoship in the Humber last month. The Panamanianflagged pure car carrier City of Rotterdam suffered significant hull damage in the collision with the Danishregistered ro-ro cargoship Primula Seaways in stormy conditions at the entrance to the Humber. PLYMOUTH AWARD: Koji Sekimizu, the outgoing secretary-general of the International Maritime Organisation (IMO, was awarded an honorary doctorate from Plymouth University last month. Presenting the award, interim vice-chancellor David Coslett said: ‘Mr Sekimizu has, in his distinguished career, made a huge contribution to a host of truly global issues through his work with, and leadership of, the IMO.’

Nautilus general secretary Mark Dickinson and MAIB chief inspector Steve Clinch at last month’s Council meeting

to what is happening outside,’ he added. ‘It is almost as if it does not exist if it is not on the screen.’ Part of the problem may arise as a result of being in a transition period from paper charts, he suggested, and part of the problem may be because seafarers are still being trained in the same way as in the 1950s. The MAIB is also disturbed by evidence of problems with voyage data recorders, Mr Clinch told the meeting. ‘For the accident investigator the VDR is probably the most important investigation tool and it takes away a lot of the guesswork,’ he pointed out. However, the MAIB has examined more than 230 VDR datasets since 2004 and found that an average of 90% had problems — including archiving data, down-

loading data, and issues with manufacturer playback. ‘While the VDR makes it easier to understand what is going on, we have recognised that we need to do more to better understand what has happened,’ Mr Clinch said. Investigation techniques are changing to reﬂect advances in technology and include the introduction of a system that enables VDR data to be superimposed on a map — which is a particularly good tool for examining multiship scenarios. The MAIB is also looking at the integration of VDR and AIS data in ship simulators, which enables investigators to run ‘what if’ scenarios, such as examining whether actions could have been taken to avoid an accident, and

computers can also be used to create 3D modelling of accidents. Mr Clinch acknowledged that the term ‘complacency’ could be controversial — but he said the MAIB was not using it in a derogatory way and there were cases that showed how seafarers were involved in accidents after being ‘lulled into a false sense of security’ as a result of doing the same operation repeatedly. The MAIB’s function is not to apportion blame, Mr Clinch stressed, and it seeks to establish what went wrong so that lessons can be learned for future safety. However, he accepted that criminalisation of the maritime profession is a big problem — with wide ﬂuctuations in the legal and investigative regimes followed in different countries.

LERWICK VMS: the marine equipment firm Transas is to supply a new vessel monitoring system to Lerwick Port Authority in a £450,000 deal. Due for completion in May 2016, the new system at the Shetland port, which handles more than 5,000 vessels totalling 12m gt annually, will be installed across four sites, including the main port operations building and three remote stations. CHINESE MERGER: China’s government has given the green light for a merger between the country’s two main state-owned shipping companies, Cosco and China Shipping Group (CSG). The merger will create the world’s fourth largest boxship operator and the new Shanghai-based company will be called China Cosco Shipping Group. NEWHAVEN DEAL: DFDS has secured a two-year extension to its contract to operate the publicly-owned ferry service between Newhaven and Dieppe. The contract will run until the end of 2017 and covers ship management and route operations.

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04 | telegraph | nautilusint.org | January 2016

NAUTILUS AT WORK

shortreports SERCO TERMS: Nautilus is to consult members serving with Serco Northlink Ferries on proposed changes to terms and conditions after management provided answers to a series of questions raised by officers during discussions on the review. The changes have been tabled to ensure the company complies with the Maritime Labour Convention, and management has responded to concerns on issues including extended hours, time off in lieu and company sick pay. National ferry organiser Micky Smyth has asked for feedback from members before the formal consultation is held. Members serving with the company have also overwhelmingly accepted a 2% pay offer in the 2015 review. HANSON CLAIM: Nautilus has opened pay and conditions talks with Hanson Ship Management, with industrial organiser Paul Schroder and liaison officer representatives Jeff Dooley and Dave Miller meeting management to discuss the claim and issues including the supply of PPE and hours of work. The claim is now being evaluated by Hanson and further discussions will take place at a meeting arranged for January 2016. THAMES TALKS: negotiations between Thames Clippers and Nautilus will resume in the new year in an attempt to resolve the ongoing pay and conditions claim for 2016. Members overwhelmingly rejected a 1.5% pay offer, which has now been withdrawn, and industrial organiser Lisa Carr will advise the when a new meeting has been organised. SURVEY OPINIONS: members employed by the Natural Environment Research Council (NERC) on ships operated by NOCS-NMFSS and the British Antarctic Survey (BAS) have been asked to submit their views on the contents of the 2015 pay and conditions claim, following the recent conclusion of the 2014 negotiations. SCOTLAND LIMITS: Nautilus is seeking the views of members serving with Marine Scotland Compliance on proposals to amend the drug and alcohol policy. Management say the changes are required to reflect new legal limits set down in updated national legislation which came into effect on 28 September. SMIT PENSION: members employed by Smit International are being consulted on proposed changes to pension arrangements. The changes seek to ensure the scheme meets auto-enrolment legislation, with comments from members being welcomed on the contract adjustments. HEYN DEAL: consultations with members serving with Heyn Engineering Solutions onboard RV Corystes have shown an overwhelming majority in favour of accepting the company’s improved pay and conditions offer giving a 1.25% increase and improved death in service benefits.

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Orkney offer is rejected Jonathan Havard and F industrial organiser Paul Schroder Nautilus national secretary

are pictured meeting Orkney Ferries members last month ahead of a meeting with management on the 2015 pay and conditions claim. Consultations with members showed a two to one majority against the company’s pay offer,

which proposed a 3% up-front increase covering two years and backdated to April 2015. Talks were held with management in Kirkwall to discuss the reasons for the rejection and to examine ways in which progress might be made in the discussions. Members will be advised as soon as new information is available.

UK pressed on review of aid for training Industry seeks SMarT scheme boost

UK maritime unions and shipowners have begun talks with the government on ways to progress the ﬁndings of the Maritime Growth Study into the future competitiveness of British shipping. Both sides of the industry are pressing ministers to act quickly on maritime training issues, which accounted for almost half of the recommendations made in the long-awaited report. The government has convened a cross-Whitehall ministerial working group to pursue the policy measures set out in the report — including ideas for making tonnage tax more attractive, reforming the UK Ship Register, and addressing the cost of training UK cadets. Unions and owners have warned the government that the funding provided through the Support for Maritime Training (SMarT) scheme is insufﬁcient and needs to be increased. Ministers have agreed to a

recommendation in the Growth Study for the SMarT scheme to be reviewed; this will examine issues including the capacity of training providers, the effectiveness of existing funding arrangements and the level of government support required to incentivise training take-up. The review also aims to consider current and projected trends in supply and demand for seafarers and the extent to which employers are willing to rely on non-UK seafarers for jobs at sea and ashore. Latest government figures show that the number of UK seafarers serving on UK-flagged ships in the UK tonnage tax scheme is continuing to decline — officer numbers down from 2,101 in 2009 to 1,418 in 2014 and the number of UK ratings falling from 1,854 to 1,324 in the same period. This means 11.3% of British officers and 15.7% of British ratings are employed on UK-flagged ships in the tonnage tax scheme.

CalMac pressed to progress pension reform discussions Micky Smyth and Caledonian F MacBrayne liaison officer Alex Forrest

Nautilus national ferry organiser

are pictured outside the Scottish Parliament before a meeting with transport minister Derek MacKay and Transport Scotland officials last month. The Holyrood meeting, which had been arranged by the Scottish TUC, also involved representatives from other CalMac unions to discuss concerns about the delayed discussions on proposals for reform the company’s pensions scheme. ‘We raised our points to the minister that back in May of this year, our members were notified of proposals to change their pension and it was “all hands to the pumps” but subsequently the meetings ceased and our members are now in the dark

as to developments,’ Mr Smyth said. The unions were assured that ministers want to keep the CalMac Pension Fund open and to ensure it is affordable and sustainable. Commitments to protect the fund will be honoured in the next CHFS contract, Mr MacKay stressed. The minister said he wanted discussions to resume promptly and for a timetable of meetings to be shared with the unions by the employers at the earliest opportunity. There is not a fixed deadline for the conclusion of the reform process, he added. The results of a valuation estimate that the fund has a deficit of around £55m and the unions have requested a meeting with the company before it concludes discussions with the trustees of the fund.

Consultations over Global Marine seeks ‘final’ UECC offer voluntary job losses (GMSG) has agreed to focus F on voluntary redundancies after

Global Marine Services Group

Nautilus members agreed to accept an enhanced severance package. The company has warned that around 70 posts are at risk across its fleet and is now seeking volunteers after the terms and conditions it tabled were overwhelmingly accepted by members. The agreement, which was negotiated by the Partnership at Work committee, covers statutory

UK redundancy pay based on actual basic weekly pay, removal of the cap of £14,250 for statutory redundancy and the option being open to ranks not at risk of redundancy to help safeguard those that are. All calculations were to be based on a maximum of 30 weeks’ redundancy pay. Further updates will be made available by industrial organiser Lisa Carr as soon as progress is made. She is also seeking a further meeting with the company to agree fair and equitable selection criteria.

consulting members serving F with UECC Ship Management on a Nautilus International is

pay and conditions offer made in negotiations last month. Pictured above, left to right, during the talks are Nautilus industrial organiser Derek Byrne, UECC Ship Management technical manager Paul Martin and Marine HR Consultancy director David Jillings. In its formal response to the Union’s claim for an above-inflation increase, the company has tabled a ‘full and final’ 1% offer, effective from 1 January 2016. It said the proposed increase was above the RPI figure of

0.8% for the year up to September 2015. Nautilus has told members that the offer is the best that can be achieved through negotiation, with the company outlining factors such as the cost of fuel and global economic trends. Management also said that no changes could be made in relation to leave accrual and crew rotation and that the company’s position is unlikely to change in the foreseeable future on this matter. The Union has recommended acceptance of the offer and results of the consultation should be known soon after Christmas.

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January 2016 | nautilusint.org | telegraph | 05

NAUTILUS AT WORK

Ship visit ahead of Seatruck Ferries pay talks

PRINCESS INCREASE: members serving on Princess Cruise Line & P&O Cruises Australia vessels are being consulted on a two-year pay and conditions offer made during talks with the Union last month. Under the deal, members would receive a 3% increase with effect from 1 January 2016 and a further 3% with effect from 1 January 2017. The company has assured Nautilus that it is also looking seriously at issues such as crew relatives’ travel and loyalty benefits, and Nautilus has also urged management to consider an uplift in pension contributions linked with length of service — which would address members’ aspirations for loyalty payments. The results of the consultation were due shortly before Christmas.

Nautilus International industrial organiser Gary Leech and senior assistant organiser Lee Moon are pictured during a ship visit in Aberdeen to meet members serving with Seatruck Ferries ahead of pay talks last month. A meeting had been arranged with management at the Union’s Wallasey offices as the Telegraph went to print, to discuss the 2016 pay and conditions review. Members will be advised of the outcome of this meeting as soon as possible.

Defence plans fall short for the RFA Union says strategic blueprint fails to reflect importance of merchant fleet

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Nautilus has expressed concern at the UK government’s failure to recognise the strategic importance of the Merchant Navy and the Royal Fleet Auxiliary in its newly-published review of defence policy. The 96-page Strategic Defence and Security Review makes no references to merchant shipping and includes only two indirect references to the RFA — including a commitment to buy three new logistic ships to support the Royal Navy fleet, in addition to the four tankers that will enter service from 2016. However, the strategic blueprint for the next decade makes no mention of replacements for the ageing RFA Argus or Diligence. General secretary Mark Dickinson commented: ‘It is very disappointing that the review fails to reflect the significance of the UK’s dependence on maritime trade and the

need to protect supply routes at a time of national emergency. ‘Back in 1986, the House of Commons defence committee stated that “there appears to be little regard in the formation of government policy as a whole for the implications, in terms of our national freedom of action, of dependence on other nations for merchant shipping”. ‘Sadly, almost 30 years on, that statement remains equally valid — with scant evidence that the government understands the alarming strategic implications created by the longrunning decline of our merchant fleet and our pool of skilled and experienced seafarers,’ Mr Dickinson added. ‘The RFA repeatedly demonstrates its value, efficiency and flexibility, yet is not deemed worthy of even a paragraph in a report run-

ning to almost 100 pages,’ he said. ‘It deserves much better recognition, and a clear statement about its future size, shape and public sector status.’ Mr Dickinson said Nautilus welcomed the decision, revealed in the review, to buy a new ﬂeet of nine Boeing P-8 Poseidon maritime patrol aircraft. These aircraft are intended to address the gap left in the nation’s maritime search and rescue and defence capabilities by the much-criticised decision in the last defence review, in 2010, to scrap the longserving Nimrod patrol aircraft. z Members serving with the RFA have voted by a majority of just over two to one to reject a 1% pay offer. The Union has scheduled a series of meetings with management to discuss the consultation result and to seek a more acceptable package for members.

STENA SCALES: Nautilus members have accepted Stena Line’s proposals to introduce new starting salary scales for new entrant junior officers on its Irish Sea routes. The consultation also showed a majority in favour of the introduction of a third officer role within the fleet. National ferry organiser Micky Smyth has written to the company to advise management of the outcome and has arranged a further meeting on 12 January. This will cover other items which members have raised, including study leave, compassionate leave, sickness entitlement, travel expenses, annual leave entitlements and temporary promotions (step-up rates of pay). CRUISE CONSULTATION: members employed by Fleet Maritime Services and serving as deck and technical offers onboard P&O Cruises have voted to accept a pay and conditions offer giving a 1.5% increase for those on an annual performance bonus and 2% for those not on a bonus scheme. Consultations on proposed new travel allowances for 2016 have also shown a big majority in favour of acceptance. FUNNEL OFFER: members serving with Red Funnel are being consulted on a 1.5% pay offer, effective from 1 January 2016. The company said the package — which includes a reduction in ‘free overtime’ from 30 to 15 minutes — reflects ‘the value placed on the loyalty and professionalism of the officer cohort’. Members are being asked to complete the consultation by midday on Monday 4 January 2016. BOSKALIS BENEFITS: Nautilus has accepted a ‘full and final’ 1.2% pay offer from Boskalis Westminster on members’ behalf. The increase forms part of a twoyear deal agreed in the 2014 pay and conditions review, under which negotiations could re-open if CPI inflation fell below 1.5%, and will be backdated to 1 June 2015. MANX MAJORITY: consultations with members serving on Isle of Man Steam Packet vessels have shown a majority in favour of accepting the company’s 2016 pay and conditions review offer for a 2.4% increase effective from 1 January 2016. The next review will take place on 1 January 2017.

P&O Ferries floats plan for a two-year pay deal organiser Micky Smyth (centre) F is pictured with membership and Nautilus national ferry

research administrator Samantha Udall, P&O Irish Sea liaison officer Eugene Graffin and P&O Ferries shortsea liaison officers Ken Konasik and Paul Dilks during pay talks last month. The meeting with management was held at the Nautilus head office to discuss the company’s 1% offer and its suggestion that a two-year pay deal

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could be put in place. Nautilus indicated that this could be acceptable, given adequate safeguards, and members will be consulted as soon as a revised offer is tabled by the company. Mr Smyth said the company had told the Union representatives that while there have been record carryings in the shortsea sector, freight rates are not what are required by the company, particularly for investing in new tonnage.

Paul Schroder is pictured with F members onboard Oriana, above, Nautilus industrial organiser

and Queen Mary 2, below, in Lisbon last month during his final two visits of 2015 to the Cunard and P&O Cruises fleets.

A plan of Partnership at Work meetings for 2016 is being finalised by the Union, with additional vessel visits to enable members to share their views if they are unable to attend the meetings in Southampton.

The Tube, 86 North Street Cheetham Hill, Manchester M8 8RA

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14/12/2015 18:28

06 | telegraph | nautilusint.org | January 2016

OFFSHORE NEWS

shortreports TECHNIP REJECTION: more than 80% of Nautilus members who participated in a recent consultation voted to reject Technip’s proposal of a 10% pay cut, tabled as part of a review of cost efficiencies that management wanted to ‘aid the sustainability’ of its operations in the current economic environment. National secretary Steve Doran has advised the company of the decision and is now seeking further talks to progress negotiations.

Fast service vessel for P&O Repasa after the acquisition of Spanish A towage firm Repasa by P&O Maritime P&O Repasa — formed last year

— has taken delivery of the fast craft supply vessel Red Eagle, left. Built in Vietnam, the 50m Damen FCS 5009 vessel will ferry up to 50 personnel and equipment, and supply drinking water and fuel to offshore rigs and platforms from Malabo on Bioko Island, Equatorial Guinea, at speeds of up to 23 knots. P&O Repasa is intending to expand into fast intervention for the offshore industry in areas including the west coast of Africa and it believes the design of the FCS 5009 will be ideal for operations in the Gulf of Guinea, where sea conditions can vary from long, slow swells to a short chop.

DIVE MEXICO: members employed by Bibby Ship Management as marine crew and dive techs on the DSV agreement onboard the Sapphire have been advised of a change in tour length during a charter in the Gulf of Mexico. It will mean rotas will changes from 28 days on/28 days off to 42 days on/42 days off for the time the vessel remains outside European and UK waters. FPSO TRIALS: BP has announced that its new Glen Lyon floating production storage and offload (FPSO) vessel has started sea trials in preparation for work on the Quad204 development in the west of Shetland area. The new FPSO is a key element of the project, which is re-developing the Schiehallion and Loyal fields to extend production out to 2035 and possibly beyond. SUBSEA SALARIES: industrial organiser Gary Leech has advised members that the Union has accepted Subsea 7’s proposals for a 0% increase in salaries in the 2015 pay and conditions review. He said the decision was made after no compelling argument against the freeze had been received from members. SHELL FINED: Shell UK has been fined £22,500 and served with two improvement notices by the Health & Safety Executive after admitting to an oil leak from a pipeline in its Gannet F field in August 2011. The spill had been spotted by a standby vessel and an estimated 218 tonnes was released into the sea. FEWER SPILLS: accidental oil spills in the North Sea fell to the lowest level on record in 2014, according to figures published last month. The Oil & Gas UK Environment Report 2015 showed that overall trends of emissions, discharges and accidental releases in the UKCS improved during the year. UKCS CHARTER: UK oil and gas operators have agreed an ‘Industry Behaviours Charter’ setting out plans to cooperate on ‘transformational change’ in the sector. The Oil & Gas UK programme covers issues including efficiencies, new technology and shared learning.

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06_offshore.indd 6

Union warns on N Sea jobs crisis Nautilus urges ministers to act to protect UK OSVs from unfair competition

Nautilus International has warned the UK government that its Maritime Growth Study plans for boosting British seafarer employment and training are at risk as a result of the spate of job losses in the North Sea. The Union was involved in negotiations over redundancies at companies including Maersk and Vroon last month, amid warnings from operators that further cuts are likely to come in the new year. Nautilus general secretary Mark Dickinson is set to meet the shipping minister Robert Goodwill in January to discuss the Union’s concerns about the scale of seafarer redundancies in the North Sea. Nautilus has described the situation as a crisis and says ministers should develop a strategy for protecting UK offshore sup-

port vessels, and their crew, from unfair competition. In recent weeks, the Union has been negotiating over job losses with companies including Gulfmark, Sealion, Maersk and Vroon. Maersk Offshore Guernsey is seeking volunteers for redundancy within its supply vessel ﬂeet. The company is seeking to cut 36 posts, and Nautilus has been involved in talks with management over the terms of redundancy, the numbers involved by rank, and various issues raised by members. National secretary Steve Doran said he was extremely disappointed the company had decided not to enhance redundancy terms above and beyond the UK statutory minimum, despite the efforts made by the Union during the recent partnership at work meetings. ‘I will continue to do all I can to

engage with the company, mitigate job losses and seek the best terms possible,’ Mr Doran added. ‘We want the best for our members, and whilst we acknowledge that the sector is facing some difficult ties we do believe that more can be done in order to safeguard as many jobs as possible.’ Nautilus officials have also been informed of plans by Deeside Guernsey to make 65 seafarers redundant from the Vroon Offshore Services fleet. During a meeting in November the Union was told that the company has six vessels in lay-up, with three of them due to be scrapped. Despite efforts to convince Deeside to seek volunteers for redundancy, the company has rejected this approach. The company advised that those who are made redundant would receive the UK statutory redundancy payment.

Nautilus industrial organiser Gary Leech expressed his concerns for the members and said that they will receive the full backing of the Union. ‘This is a disappointing decision and one that we believe could be alleviated through a voluntary redundancy scheme,’ he added. ‘It’s my hope that we can come to a conclusion that will safeguard as many jobs as possible.’ During the meeting the Union was also advised that the company is not in a position to increase members’ salaries in January 2016. Meanwhile, UK offshore operators have warned the Scottish Parliament that more job losses are inevitable as the sector continues to face ‘challenging times’ as a result of falling oil prices and that the outlook for the coming year remains bleak. g See feature — page 19.

North Star wins British Safety Council award a top health and safety award F from the British Safety Council. The North Star Shipping has won

company’s safety manager, Paul Craig, is pictured left being presented with the BSC’s prestigious Sword of Honour by its president, Mike Robinson. The Aberdeen-based company — which has the largest, whollyowned British fleet engaged in the UK offshore industry — is one of only two from the NE of Scotland to receive the award, which is given to organisations that have demonstrated excellence in the management of health and safety risks at work. North Star — a division of the Craig Group — had to achieve the

maximum five stars in the Council’s health and safety management audit scheme in the period between August 2014 and July 2015 before it could be considered for the award. ‘This is a major industry endorsement for North Star Shipping and all the efforts of our masters, crew and HSEQ team,’ said Douglas Craig, chairman and managing director of Craig Group. ‘I would like to congratulate everyone involved across the business in working to achieve such a well-respected award.’ Mike Robinson, chief executive of the British Safety Council, added that the award recognised and celebrated excellence by organisations and their employees in managing health, safety and environmental risks.

14/12/2015 18:27

January 2016 | nautilusint.org | telegraph | 07

NEWS

Warning on piracy dangers

Minister is pressed on Orkney ETV future

agreed proposals to reduce the F high-risk piracy area in the Indian UK maritime unions have

ship was towed to safety by A the UK emergency towing vessel A flag of convenience cargo

Herakles after it lost power and began drifting off Orkney last month. A major air-sea rescue operation was launched when the Barbados-registered pallet carrier Skog reported that it had suffered engine failure and was taking on water in poor conditions, with a 16ft swell some 6.5nm ENE of Papa Westray. Two RNLI lifeboats, the coastguard tug, the standby vessel Vos Hera and a helicopter were involved in the operation to assist the 4,462gt vessel, which was sailing from Norway with a cargo of paper. Emergency pumps were transferred to the stricken vessel from the helicopter and Skog was towed to Kirkwall by the ETV to enable repairs to be carried out. Northern Isles MP Alistair Carmichael has urged the Westminster government to keep the ETV beyond April 2016, when the current contract expires, arguing that the case for its presence is stronger than ever. Transport minister Patrick McLoughlin said he had received representations about ETV provision and revealed that Maritime & Coastguard Agency will consult interested parties about the need and scope of alternative towing arrangements beyond April 2016. ‘The government fully recognises the importance of ensuring shipping activities off the coast of Scotland remain safe,’ he added. Picture: RNLI

Study highlights shore skills risk Shipping told that it must do more to retain key personnel in office posts

The shipping industry has been urged to do more to improve retention of shore-based staff after a new survey revealed that the majority of personnel in the maritime sector feel that they lack training and development opportunities, The seventh annual maritime employee survey, conducted by jobs specialist Halcyon Recruitment and online training provider Coracle, found that half of those working in roles such as vessel operations, crewing, management, technical, broking and chartering consider that their current employer does not provide, pay for, or even encourage training. The 2015 report, based on

nearly 3,000 responses, also reveals worries about the employment market rising to the highest level since 2009 — with 61% saying that they are concerned about job security, compared with 51% in 2014. Some 40% said they were more concerned than they were a year ago — up from 28% in 2014. The survey also showed that the overwhelming majority of shore-based staff in the shipping industry consider that they would get better development opportunities by moving to a new employer. Poor promotion prospects and training opportunities are rated as the issues causing greatest job dissatisfaction. In all sectors, excluding P&I, legal and insur-

ance, over 25% of participants would only anticipate staying in a job for up to one year before considering moving to another company. ‘With a fractionally lower number of respondents receiving a pay increase in 2015 — being 47% this year compared to 49% in 2014 — this leads to 73% of respondents voting salary as the most important element in considering a job change,’ the report notes. However, the study found, an ongoing shortage of technical personnel means that 69% of respondents received a bonus in the last 12 months, compared with 46% in 2013. Commenting on the results, Halcyon Recruitment MD Heidi Heseltine said: ‘Shipping in-

dustry employers need to focus on strategies to retain their best people. ‘Whether this involves creating hierarchical structures, offering clear career progression or providing training, employers need to think outside of the box and offer more than just a salary. ‘Shipping may still be an employer-driven market, but more thought needs to be given to the stagnant conditions most employees feel they are in,’ she added. ‘With a lack of salary increases, promotion potential and training and development opportunities, the likelihood of increased staff turnover is high,’ she stressed. ‘Now is the time for the industry to reassess this.’

Ocean, with effect from 1 December 2015, providing a meeting of national warlike operations area committee (WOAC) is tabled within six weeks to discuss concerns over the southern Red Sea and Iranian coastal areas. The reduction of the BMP4 High Risk Area (HRA) — which had been in place since 2012 — was agreed in response to the marked reduction in attacks by Somali pirates. The Indian government had also been seeking changes, warning that the scope of the previous agreement was creating congestion and threatening safety in its waters. While accepting that there has been a dramatic decrease in attacks in the Indian Ocean over the past three years, Nautilus has echoed concerns from naval forces and security firms about the potential impact of scaling back the HRA. Peter Cook, chief executive of the Security Association for the Maritime Industry, described the changes as ‘a dangerous gamble’ and warned: ‘Any resurgence of piracy is unlikely to be immediate because the heavy seas of the monsoon. However, as the monsoon weather recedes in the spring we will see if the pirates return to plunder the seas off the Horn of Africa,’ Gerry Northwood, COO of the UK-based maritime security company MAST, urged owners to continue to think very carefully about the level of risk to their vessels. ‘Somali pirates have previously demonstrated that they can operate in the centre and northern reaches of the Indian Ocean, and vessels that are high risk with a low freeboard and slow speed should continue to take armed security in that area,’ he added.

Report reveals huge gaps in Nautilus/ITF inspector is a guest internet access for seafarers speaker at Liverpool Pilots event growing disparity in standards F of internet access, according to the Seafarers are suffering from a

latest happiness report from Crewtoo, the online social network run by KVH Media Group. The happiness index monitors seafarer satisfaction levels on a scale of one to 10, and the latest report shows a satisfaction level of 6.37 — virtually unchanged from the levels reported in August. However, the report found that issues around connectivity and shore leave have emerged as key

issues among seafarers. KVH, which specialises in providing satellite TV and communications systems to ships, said the responses highlighted a growing split in connectivity for seafarers — with some having good, cheap or free access, whilst others are in the ‘stone age’, with virtually no connectivity at all. The survey also revealed a threetiered system for shore leave, with some seafarers getting good shore leave access and opportunities, some being able to get ashore occasionally or with difficulty, and those who are

denied even the most basic of shore leave. ‘Sadly, it seems from our results that by far the greatest proportion of seafarers suffer the double jeopardy of both poor quality, expensive or non-existent connectivity, and difficult, expensive, or non-existent shore leave,’ the report notes. ‘Having to deal with these parallel concerns would be hard enough — but they are not mutually exclusive. Each impacts greatly on the other and can have a dreadful impact on the happiness of seafarers.’

We are able to offer competitive, specially negotiated fares for all types of air travel, be it UK Domestic, European or Worldwide.

Molloy was guest speaker at F the 2015 Liverpool Pilots Annual

Nautilus/ITF inspector Tommy

Function. ‘I was honoured to be asked,’ said Tommy. ‘It’s a formal function in which the serving pilots get to host an evening for the retired pilots and invited guests from the shipping industry. It gave me an opportunity to explain what the ITF is, how Nautilus fits in, and essentially what the role of the ITF Inspectorate is. ‘A pilot will be the first local face a crew will see when arriving into

a port and often they will either sense or be told directly that there is a problem for the crew,’ he added. ‘Many will feed those concerns through to the ITF inspector, or perhaps to the MCA, and so the

evening was a good opportunity to reinforce that relationship.’ The other guest speaker was Angie Redhead, left, cruise and operations manager for the Port of Liverpool and chairwoman of Cruise Britain. Ms Redhead gave an overview of the highs and lows of her role over the past year, which included responsibility for the planning and success of the visit of ‘The Three Queens’ to the port. She was also honoured to be the first female speaker at the event in its 260-year history.

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

07_news.indd 7

14/12/2015 18:34

08 | telegraph | nautilusint.org | January 2016

LARGE YACHT NEWS

Nautilus to partner with West Nautical Yacht management firm speaks of ‘invaluable support’ offered by Union

Course for captains P given testing scenarios — F such as a crew stabbing in a galley, Superyacht captains were

an engineroom fire, missing crew, a rescue of refugees in the Gulf of Suez and a collision in Sydney Harbour — during West Nautical’s inaugural captains’ meeting, held in association with the South Shields Marine School and Akzonobel AwlGrip paint factory. Captains Simon Johnson, Hefin Rowlands, Jean-Marc Bitouzet, Casey Burrows, and David Purcell took part in the event, along with chief officer Daniel Hodgson, undertaking two days of bridge simulator training using simulated 40m to 90m motor yachts, in seven sessions. Individual debriefs followed, each aiming to improve bridge

team resource management and emergency response training. The primary purpose of the command and control course was to continue to build strong relations between the captains and West Nautical, whilst focusing on industry issues and concerns. The simulated scenarios were developed by West Nautical and Kate Gillespie, from KG Maritime. The West Nautical yacht management team was put to the test, with the office team playing an integral role, dealing with the captains via telephone and testing their responses as managers. Other sessions included a refresher course on first response trauma emergencies and training on ECDIS.

Nautilus International has continued to enhance its services for maritime professionals working in the large yacht sector, welcoming another strategic partner into its network — West Nautical. West Nautical has more than 20 years’ experience in yacht management, charter and sales brokerage, providing newbuild consultancy, operational management, crew employment and charter marketing from its ofﬁces in Antibes, Cannes, Monaco and Moscow. After meeting at the Monaco Yacht Show in September 2015, further discussions were held last month at the company’s ofﬁces in Newcastle, UK, after which the memorandum of understanding between the two organisations was agreed. In common with the Union’s other strategic partnerships, West Nautical will recommend Nauti-

Nautilus senior assistant organiser Danny McGowan, right, with the team at West Nautical ‘s office in Newcastle

lus membership to the individual ofﬁcers, crew and shore-based workers it interacts with, reﬂecting upon its commitment to the professionalism, safety and welfare of those working within the sector. ‘Enhancing our work for mem-

bers working on large yachts and developing our strategic partnership network is essential,’ said Nautilus senior assistant organiser Danny McGowan. ‘As growing numbers of ofﬁcers and crew realise the beneﬁts of joining the global union and professional

Swiss ship rescues four by Michael Howorth

ship rescued four crew from a H cruising yacht taking part in the ARC A Swiss-flagged merchant

transatlantic rally last month in an operation coordinated by MRCCs in Falmouth and Cape Verde. The 9,990gt SCL Basilea went to the aid of the British-registered Magritte, a Moody Grenadier 134, after its crew reported that the yacht

Amels 188 goes green

was taking in water around 130 miles off the Cape Verde islands and that the ingress could not be stemmed. Falmouth Coastguard advised the skipper to escalate the situation to a Mayday and activate the EPRIB. SCL Basilea responded to their distress call and arrived on the scene nine hours later, safely evacuating the crew shortly before the yacht sank. The ship disembarked the rescued crew in Spain.

is claiming to have become F the first to meet stringent new

The Dutch yacht builder Amels

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

Owners urged to act on MLC rules owners and managers to enter F into collective bargaining agreements Nautilus is calling for large yacht

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. 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. p 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 telephone to receive your free SRB. te

08_yachts.indd 8

organisation for superyachts, the time is right for high-quality organisations to join forces with us.’ West Nautical managing director Geoff Moore added: ‘We are delighted to be working with Nautilus. Three of our management department served in the British Merchant Navy and were all active members of the Union. Two of us continue to be members now we are shoreside employees. ‘The support the Union can give is always valuable, but it is especially valuable in the yachting sector,’ he continued. ‘Not all vessels operate with management companies due to their size or if they are operated privately by the owners and not in compliance with the Maritime Labour Convention. Here, the need for support over matters of employment or unpaid wages can be invaluable when there are no other authorities to assist seafarers.’

for their crews to avoid the risk of falling foul of the Maritime Labour Convention (MLC). Responding to a report in SuperyachtNews.com suggesting that superyachts may abandon French waters to avoid increased scrutiny of MLC requirements, Nautilus head of organising Garry Elliott said there was a simple way for them to both protect

their employees and to prevent costly court cases. ‘Nautilus prides itself on working with employers on a basis of mutual respect, and many companies with a voluntary agreement take the process of cooperation to the next level, adopting a partnership approach,’ he pointed out. ‘Entering into a collective bargaining agreement will ensure that matters such as those relating to dismissal and hours of rest are black and white.’

Port state control records show that there have been seven cases of private or commercial yachts being detained in European ports over the past 12 months with deficiencies related onboard working conditions and crew certification. Reasons for ships being held have included missing seafarer employment agreements and inadequate records of hours of work and rest. The bulk of the crew-related detentions have been in Greek ports.

International Maritime Organisation (IMO) emissions regulations. It says tests conducted under independent Lloyd’s Register class supervision have ensured the generator sets of the new 57.7m Amels 188, left, will comply with IMO Tier III NOx emissions limits — with selective catalytic reduction and an exhaust gas purification system on generators for soot particles. In addition to IMO Tier III NOx compliance, the new Amels 188 will be the first yacht from the builder to feature a hybrid power switchboard with battery bank and a generator set configuration with Amels Smart Power Management (SPM). The vessel will also be equipped with an advanced heat recovery system that uses residual energy from the generators to heat potable water and the Jacuzzi.

Captain navigated with an iPhone involved in a fatal collision in F the Caribbean in May 2015 had been The captain of a motor yacht

navigating the vessel with a iPhone as its GPS was out of action, an accident investigation discovered. A crew member on the sailing boat Pastaga suffered a fatal head injury in the collision with the 27m Madeiraregistered motor yacht What Else, in good visibility close to the island of

Saint Barthélemy. The French maritime investigation body BEAMer said the use of an iPhone as the primary means of navigation of What Else was an underlying risk factor. Investigators said the professional captain of the vessel had been so preoccupied with checking the passage plan and the settings that he had failed to notice the sailing boat until too late.

BEAMer noted that the general ergonomics of the bridge of What Else were suited for two-person operation, but the AB onboard had been undertaking steward’s duties soon after the vessel got underway. The report recommends that the managers of What Else ensure that the yacht and others in its fleet operate with two shiphandlers and one steward.

14/12/2015 17:16

January 2016 | nautilusint.org | telegraph | 09

NEWS

‘Accident’ ruling on hold deaths Hull inquest hears how three seafarers were overcome by a lack of oxygen

An inquest has delivered an accidental death verdict in the case of three seafarers who suffocated in an enclosed space onboard a cargoship in Goole docks. Filipino seamen Ferrer Punongbayan and Jonathan Sanosa were overcome by a lack of oxygen in the cargo hold of the Germanﬂagged Suntis, which was berthed at Goole Docks on 26 May last year. Chief mate Gerd Jeschniak also died after attempting to go to their rescue and a fourth crew member, William Bosito, could also have died had he not been stopped from going down the ladder by a dock worker, Lance Pulford, who had come to help. Mr Pulford, who had been preparing to unload the timber cargo, told the inquest: ‘One of the crew members came up to me and said

he needed help. I saw him about to climb down the hatch to his colleagues, but I stopped him. He would have been the fourth person to die that day.’ Mr Pulford and Mr Bosito put on breathing apparatus and, together with another stevedore, managed to recover the three men from the hold but found none of them had pulses. They were declared dead at Hull Royal Inﬁrmary, despite prolonged resuscitation efforts. An inquest jury in Hull was told that the men would have collapsed within seconds of entering the hold because the oxygen levels had been severely depleted by the freshlysawn timber cargo. Subsequent tests showed an oxygen level of 20.9% outside the hatch, 10% half way down the ladder and just 5% to 6% at the foot of the ladder.

The reason why the two seamen went down into the forecastle storeroom before it had been properly vented would never be known, the inquest heard, as they would have been aware of the dangers of entering a conﬁned space. The seamen had been assigned to remove the tarpaulins protecting the deck cargo and one, or both, had climbed into the forward tween deck hatch during the discharge operation. Coroner Professor Paul Marks directed the jury to reach a conclusion of accidental death for all three men. ‘After listening to the evidence, I have found there is only one conclusion available,’ he added. ‘It must be particularly difﬁcult for the families of these men who are thousands of miles away and lost their loved ones so far from home.’

EU backs trials of sea traffic project to give €21m to support the F further development of a new project

The European Union has agreed

Dr Barrow’s degree award Academy cadet Doug Barrow, A who now heads the Maritime Former Warsash Maritime

London organisation, is pictured after receiving the honorary degree of Doctor of Maritime Studies from Southampton Solent University last month. Mr Barrow, who first went to sea as a deck cadet with Cunard Brocklebank in 1968, served on dry cargo and container ships and tankers before becoming a

petroleum surveyor working in Kuwait, going on to have a 30-year career in the marine fuels industry. Mr Barrow was the founding chairman of the International Bunker Industry Association, and has been chief executive of Maritime London since 2006. He described his award as ‘most unexpected’ and said his career had highlighted the vast and exciting opportunities that maritime training can open up.

to improve the safety and efficiency of shipping operations. The funding will go towards the Sea Traffic Management (STM) Validation project, which aims to link 300 ships, 10 ports and three shorebased centres to optimise routes and share voyage information. STM seeks to develop ‘intelligent information exchange’ in the maritime sector, sharing real-time data between ships and shore to encourage better voyage planning, improved vessel traffic coordination and route optimisation, and to support ‘just in time’ arrivals and automatic reporting. The grant will enable two significant test sites to get underway — one in northern Europe and one in the Mediterranean. Researchers want

to sign up 300 ships to take part in the project and these vessels will be fitted with special STM systems at no cost, running live from March 2017 and connecting them with ports, pilots, VTS centres, cargo owners and other ‘concerned stakeholders’. The STM concept was developed as part of the EU’s Mona Lisa 2.0 project, which also examined proposals for improving the evacuation of large passengerships. The study also trialled a new RFID-based system onboard the cruiseship Ruby Princess, which aims to keep track of crew members working in potentially dangerous areas. Researchers say the pilot application of the RFID technology for internal positioning of crew and passengers, together with emergency guidance, has indicated that it can reduce the number of fatalities and injuries, as well as damage.

Kamil Michalik is presented with his NAFC student of the year certificate by North Star Shipping’s managing director Callum Bruce

Deck cadet is NAFC student of the year Shetland has named deck A officer cadet Kamil Michalik as its The NAFC Marine Centre in

student of the year for working hard to overcome challenges to complete a HNC in nautical science. Kamil was studying in his second language and also had dyslexia, which meant he faced difficulties with reading, writing and spelling. Despite these barriers, he was said to have worked diligently to successfully fulfil all the requirements of the courses. Originally from Poland, Kamil moved to Skye with his mother when he was a teenager, and joined the marine centre in 2013 to undertake a national certificate in maritime and shipping operations. He is currently working as a deck cadet onboard North Star Shipping vessels. He was nominated for the

award by senior nautical lecturer Mark Fullerton in recognition of his diligence. ‘He has managed, through hard work and dedication, to achieve all that is asked of him,’ Mr Fullerton said. ‘He is a very smart, friendly and responsible young man who is a credit to our centre and who will make an excellent seafarer and employee.’ Kamil said he had not expected to win the award, but it had come as a nice surprise. ‘There is a lot of new information to take in and I would not be where I am now without help from Mark, Sid, Shubham and basically all of the NAFC Marine Centre UHI deck department staff,’ he added. ‘I would like to thank them and Caroline for putting up with me and to North Star Shipping for giving me an opportunity to get my officer of the watch certificate.’

Call for salvage ‘trust’ International Salvage Union F (ISU) used one of the first speeches of The incoming president of the

his new term to call on the industry to restore its reputation. John Witte, a senior salvage master at Donjon Marine, will serve as ISU president for the next two years and said that places of refuge and the risk of unfair criminalisation remain major issues. ‘But my main concern

is to do with the reputation of the salvage industry’ he said. ‘For some years we have become more and more aware that others in the shipping industry have a perception that some salvors are not behaving in the way they should — both with other contractors and with clients. Trust and transparency should be the foundation of good business relationships.’

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09_news.indd 9

14/12/2015 12:54

10 | telegraph | nautilusint.org | January 2016

NEWS

Industry speeds up on ECDIS adoption UKHO stresses need for training as optimism grows on carriage deadlines IMO leader Koji Sekimizu presents a certificate of commendation to Maersk Line AB Vincente Somera to mark his ‘great courage’ in an at-sea rescue

Rescue bravery is honoured at IMO swimmer who saved four A men from an ocean-going rowing A US Coast Guard rescue

boat that was sinking in a Pacific storm has been presented with the International Maritime Organisation’s annual award for exceptional bravery at sea. Aviation Survival Technician Christopher Leon was lowered into the sea to help airlift the four crew to safety when their boat, Britannia 4, took on water in severe conditions while taking part in the Great Pacific Race in June 2014. The race support vessel had been unable to reach the stricken boat in the 30-knot winds and waves of up to 20ft. AST Leon was reunited with three of the people he rescued in an emotional ceremony at the IMO headquarters last month. He said he was honoured and humbled to receive the award and thanked his fellow crew members — ‘because nothing I do can be done without them; and everything

we do is a team effort, especially for this case’. A certificate of commendation was presented to a Filipino seafarer from the containership Lars Maersk, who was honoured for his role in rescuing a yachtsman in heavy weather in the Tasman Sea. Able seaman Vicente Somera was praised for showing great courage in the three-hour operation to save the yachtsman in total darkness and gale force winds. Georgian priest Father Ilia Kartozia was posthumously awarded a certificate of commendation for his role in helping fellow passengers to escape from the ro-ro ferry Norman Atlantic following a fire in heavy storms during a crossing from Greece to southern Italy. Survivors told how the priest had encouraged them during the rescue and had refused opportunities to save himself, giving up his place in a lifeboat to make room for a Greek woman and her baby.

ITF Trust enhances Shore Leave app launching an enhanced version F of its free Shore Leave app — specially The ITF Seafarers’ Trust is

designed to help crews get the most out of their limited time in port. Available in Android, iPhone, iPad and Blackberry versions, the application aims to provide a userfriendly guide to facilities including the nearest seafarers’ centre and reliable transport to the city. Shore Leave only needs to be downloaded once, and after that all the contact details of seafarers’ centres all over the world are stored in the user’s smartphone and are accessible offline, anywhere, anytime. The app also includes all the contact details for ISWAN Seafarers Help, the 24/7 helpline for seafarers.

Seafarers’ Trust project manager Luca Tommasi explained: ‘The idea of the original app was to transform the ISWAN seafarers’ centres directory into an interactive app that could be used offline. The response from seafarers was very positive and the app was downloaded over 10,000 times. That was a good result, but we would like to reach 50,000 downloads; the aim is to have at least one seafarer on every vessel using Shore Leave, and getting the most out of their free time.’ The new version includes additional features — such as a function enabling crew members to leave reviews of seafarers’ centres and to leave comments to let other seafarers know what to expect before visiting.

www.irishseafarerstax.ie

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Nautilus has welcomed new figures showing that the shipping industry has made marked progress towards compliance with the deadlines for fitting electronic chart display and information systems (ECDIS). The UK Hydrographic Office (UKHO) revealed last month that more than half of all ships trading internationally are now running with ECDIS — but it also warned that seafarers need to be adequately trained to ensure the equipment is used properly. Of an estimated 41,500 internationally-trading ships around the world, 24,300 are now using an electronic navigational chart service on ECDIS, the UKHO said. Even when those that do not trade

internationally are included, 45% of all ships covered by the SOLAS regulations are ECDIS-ready. ‘On this basis of this positive trajectory for ECDIS adoption, the UKHO believes that the shipping industry is broadly on course to comply with the SOLAS-mandated timetable for ECDIS carriage across the global ﬂeet by the end of this decade,’ it added. Positive progress towards ECDIS adoption is being made across ship types and sizes, the UKHO said. The proportion of tankers over 3,000gt that are ECDIS-ready has risen from 54% in April 2015 to 69% in October 2015 and almost two-thirds of the large cargo ships that will be subject to carriage requirements after 1 July 2016 are

already ECDIS-ready. There are some variances in ECDIS readiness between different categories of cargo ship, the UKHO noted. At present, 57% of bulkers are living with ECDIS, compared to 65% of ro-ros and 71% of containerships. Thomas Mellor, the UKHO’s head of OEM technical support and digital standards, said: ‘These figures show that the majority of internationally trading ships have made the transition to digital navigation and are now living with ECDIS. ‘For the first time, vessels without ECDIS now represent a minority of the internationally trading fleet. This is an important moment for the shipping industry, as it signals that we are

moving out of the ECDIS adoption phase and into a new era.’ Mr Mellor said the UKHO had provided guidance on ECDIS to almost 4,000 shipping professionals in over 70 countries. ‘It’s important to understand that ECDIS compliance and effective ECDIS use are not the same thing,’ he stressed. ‘All shipping companies need to ensure that they have put in place revised bridge policies and procedures that reﬂect the requirements of safe, effective and compliant ECDIS operation, that ECDIS software is upgraded to comply with the latest IHO ENC standards, and that its bridge teams are competent and conﬁdent in using ECDIS to its full potential.’

India urged to free crew

Maersk team boosts RNLI

Cameron has written to his A Indian counterpart Narendra Modi

Maersk Training in Newcastle F raised a total of £2,000 for the RNLI

urging him to intervene to secure the release of six Britons who have been held since their ship was seized in Indian waters in October 2013. The six British men were among 35 seafarers and armed guards who were detained when the Indian coastguard intercepted the Sierra Leone-registered counter-piracy vessel Seaman Guard Ohio and accused the crew of carrying arms, illegal refuelling of the vessel at sea and straying into Indian territorial waters. In a letter to the Indian prime minister, sent shortly before his visit to London in November, Mr Cameron called for the men to be released, warning that the long-running legal case was causing their families immense mental agony as well as financial hardship.

by spending 24 hours at sea in a survival liferaft, anchored just off Tynemouth, Longsands. The team, including managing director Stuart Cameron, spent a full 24 hours inside the liferaft, which was equipped with only the standard provisions that would normally be found aboard. Mr Cameron said the RNLI is a charity that is close to the heart of many staff at Maersk Training and the money they raised will go towards vital crew training and equipment for the organisation. ‘With 92% of the total income for the charity coming from donations and legacies, we are thrilled to have done our bit to raise money and awareness for the amazing work the RNLI volunteers do,’ he added.

UK prime minister David

A team of 12 volunteers from

BIMCO tribute to refugee rescue ships BIMCO has presented an award A to honour seafarers who have been The shipowners’ organisation

involved in rescuing refugees in distress at sea. During the organisation’s annual conference in Hamburg last month, BIMCO president Philippe LouisDreyfus presented the award to the German-based company Columbia Shipmanagement, pictured left, for its ‘outstanding’ work in rescue operations involving migrant boats in the Mediterranean. He asked the company’s quality, health, safety and environmental policy manager Captain Andreas Horber to accept the award on behalf of Columbia’s crews and also on behalf of all seafarers who risk their lives in rescue operations.

Delegates at the BIMCO conference saw a video showing how the Columbia containership King Julius responded to two calls to assist boats in distress in one night in September 2013, bringing more than 180 people to safety in a matter of hours. Mr Louis-Dreyfus described the ‘exemplary’ rescues as ‘a classic example of the outstanding work done by our seafarers’ and said many people owed their lives to the seamanship and skills of merchant vessel crews. ‘Let us not forget, these seafarers are ultimately risking their own safety during a normal working shift to help men, women and children who are terrified and going through a traumatic experience,’ he added.

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January 2016 | nautilusint.org | telegraph | 11

NEWS

Shipping slated in talks on CO2 cuts Hindmarch of South Tyneside C College, celebrating an award for Pictured above is Gary

Owners defend industry’s green credentials as UN considers new curbs

As top-level talks on a new global deal to cut greenhouse gases took place last month, Nautilus International warned that the shipping industry must do more to improve its environmental performance. In hotly-debated sessions, the United Nations COP21 climate change conference was considering whether the shipping industry should be included in a global carbon dioxide emissions reduction target, or if it should be made subject to a carbon tax. Owners told the meeting that they are already making greater CO2 reductions than many countries — cutting shipping’s share of global emissions from 2.8% in 2007, to 2.2% in 2012. They warned that treating the global shipping industry like a developed country for the purpose of setting CO2 targets would be ‘inappropriate’ and incompatible with UN sustainable development goals. International Chamber of Shipping secretary general Peter Hinchliffe said that the industry had reduced its total CO2 output by more than 10% since 2007 and new IMO rules will mean all ships built after 2025 will be at least 30% more efﬁcient than those operating today. ‘These dramatic further CO2 reductions will be genuine and real,’ he promised. ‘We will have bigger ships, better engines, cleaner fuels and smarter speed management. ‘The mandatory worldwide use by ships of low sulphur fuel to reduce air pollution will provide a further signiﬁcant incentive to

‘Elephant in the room’ protestors outside the IMO’s London HQ last month

improve fuel efﬁciency,’ he added. Nautilus senior national secretary Allan Graveson said there is a need for practical solutions to reduce shipping’s environmental impact without detriment to the safety of life at sea. ‘Most impor-

Insurers warn over low-sulphur risks F

Marine insurers have called for improved seafarer training to help cut the growing risk of machinery damage arising from the introduction of low-sulphur limits. The International Union of Marine Insurance (IUMI) said it is concerned about the increasing incidences of cat fines and warned of the ‘clear need’ for improved crew training. ‘Filtration of fuel has been a requirement on board for many years, but crews are now noticeably less experienced and less reliable in operating the systems,’ it said last month. IUMI said losses caused by cat fines have, until recently, been put down to engine damage or crew negligence and only now are definite attributable losses being reported — with claims ranging between US$300,000 to $1.5m, mostly in low-speed engines. It said more should be done to ensure sampling and testing of fuel before use, improved fuel handling onboard, regular cleaning of filters,

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cleaning of settling and service tanks during dry docking, and intensified monitoring of fuel treatment efficiency. IUMI said it was also concerned at statistics showing that switch-overs between heavy fuel oils and distillate fuels to comply with the 0.1% sulphur limit in the Californian ECA increase the risk of vessels losing power. ‘The risks related to the complex switch-over will have to be carefully monitored, and proper crew training and awareness is needed,’ it added. Another report from the US Coast Guard confirmed reports stating that main engines may not attain the expected speed when using ultra low sulphur fuel oil. In a safety alert issued last month, it stressed the importance conducting fuel oil switching outside of busy traffic lanes and ECAs, and urged operators to provide initial and periodic crew training ‘for accomplishing safe, effective and leakfree fuel switching’.

tantly for seafarers and the general population — particularly for those living and working in port areas — are the issues of damage to health caused by SOx, NOx and particulate matter,’ he added. ‘Shipping is by far the worst

form of transport for these particulates, with the largest 15 ships emitting the same as every single car on the planet.’ Environmental groups called for shipping to be subjected to tighter CO2 reduction targets, warning that the industry could be responsible for 17% of global CO2 emissions in 2050 if left unregulated. In a dossier presented to the IMO’s 2015 Assembly, Seas At Risk, Transport & Environment (T&E) and the Marine Conservation Society claimed that emissions from shipping, along with aviation, are ‘the elephant in the COP21 negotiations room’. They said research revealed that the two industries would be responsible for almost 40% of all CO2 emissions in 2050 without further controls and claimed that the IMO’s proposals would fall short of what shipping needs to do to help meet the UN’s 2°C warming target limit by some 121%. Studies show that greenhouse gas emissions from shipping are up 70% since 1990 and are projected to grow by up to a further 250% by 2050, they added. John Maggs, policy advisor at Seas At Risk and president of the Clean Shipping Coalition, commented: ‘This should be the moment when the world sets itself on a course that avoids dangerous climate change. To achieve this, all will have to play their part; there is no room for shirking responsibility or special pleading, least of all from an industry like shipping that has so much untapped potential to reduce emissions and move to a low carbon business model.’

innovative maritime instruction from the Scottish Qualifications Authority (SQA). The college clinched the SQA Star Award for Centre of the Year in the Wider UK and Ireland in recognition of the education it provides through South Shields Marine School.

At a ceremony in Edinburgh last month, the SQA judges noted the high employability levels of South Tyneside’s maritime graduates, and praised the college’s ambition in expanding provision across the UK and through overseas partnerships. They also highlighted how the college has designed a number of national qualifications — including those for employers in the port sector.

Ballast convention finally takes effect Ballast Water Management A (BWM) Convention is set to come into The long-awaited international

force worldwide by the end of 2016 following a flurry of ratifications last month. The International Maritime Organisation has been conducting tonnage verification checks to ensure that the convention has passed its target thresholds of being ratified by at least 30 member states accounting for more than 35% of the world fleet. The BWM Convention was agreed in 2004 in an effort to halt the spread of harmful and invasive aquatic species in ships’ ballast water, but has struggled to gain sufficient support to take effect. Shipowners have been expressing concern over the standards for BWM equipment, and have urged the IMO to finalise the revision of the G8 type approval guidelines as soon as possible, to ensure that operators ‘can have absolute confidence that the expensive equipment they will soon have to install will be effective in treating ballast water conditions normally encountered during worldwide operations and be

regarded as fully compliant during port state control inspections’. The International Chamber of Shipping said the fixing of a definite implementation date would give owners ‘some of the certainty needed to make important decisions about whether to refit the new mandatory treatment equipment or otherwise to start sending ships for early recycling’. But it also warned that the entry into force of the new IMO regime would not resolve ‘the extreme difficulties that still exist in the United States’ and the uncertainty over the more stringent US approval regime for treatment equipment. ‘There are over 50 treatment systems approved under the current IMO regime, but worryingly fewer than 20 manufacturers have so far indicated their intent to submit their systems for US approval,’ the ICS said. ‘The conflicting IMO and US requirements, when combined with the complete lack of systems fully approved by the USCG, could produce an impossible situation in which some ships might not be able to operate in US waters when the IMO Convention enters in force.’

GET A HEAD START AT SEA Get the qualiﬁcations and conﬁdence you need to go further with our Math@sea and Writing@sea online courses. education@ms-sc.org

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Marine Society & Sea Cadets, a charity registered in England and Wales 313013 and in Scotland SC037808

14/12/2015 17:18

12 | telegraph | nautilusint.org | January 2016

HEALTH & SAFETY

Ferry crash linked to steering switch MAIB calls for DFDS to improve the emergency response of its bridge teams

An Indonesian seaman was lost overboard from the Dutch-flagged containership Freya in the Humber Picture: Dutch Safety Board

Crewman died while preparing to unload containers in UK port quick turn-round in port may A have been a factor in the death of a Commercial pressures for a

seafarer onboard a Dutch-flagged ship, an investigation has concluded. The Indonesian seaman died when he fell from the 5,067gt containership Freya while the vessel was approaching the UK port of Immingham in September 2014 after sailing from Drammen, in Norway. The ship was due to discharge nine containers at Immingham dock, and the seafarer was working with a colleague to disconnect lashing rods in preparation for arrival. The other crewman saw him fall overboard after he dropped a 5m-long rod and then lost his balance while working on a container on the outer edge of the vessel. Despite more than four hours of search operations — involving the Freya, its rescue boat, two pilot boats, an RNLI vessel and a helicopter — the seafarer was never found. The Dutch Safety Board said it was unclear why the seaman had decided to disconnect the outer lashing rod — ignoring a warning from his colleague and contravening onboard working practices. However, it suggested that he

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may have been seeking to save time — as he had worked for 12 hours at the time of the accident and the vessel had been due to arrive in port at around midnight. The investigation report notes the commercial pressures to load and unload as quickly as possible, and points out that ‘pressure on freight prices further increases the tension between financial interests and safety’. Freya’s safety management system did not set out a specific working method for lashing and unlashing containers, it adds, and the procedures followed onboard had not been subjected to a risk assessment. Investigators said the seafarer had not been wearing a lifejacket or hi-vis clothing, and no safety harness was being used. ‘Rules are there for a reason and are based on years of experience and continuous improvements,’ the report concludes. ‘Rules cannot simply be exempted because a different approach seems more practical at a glance.’ It notes that the ship’s managers took a series of measures to improve safety in response to the accident.

DFDS has been urged to include ship system failures in its bridge resource management training following an investigation into an incident in which one of its ferries struck a breakwater in the port of Dover, injuring 13 passengers and crew. The UK Marine Accident Investigation Branch (MAIB) found that the 35,923gt Dover Seaways ran into the breakwater at 3.5 knots in November 2014 after suffering an unexplained loss of directional control. Investigators said there had been an unintentional change in the steering mode — with the vessel switching from the port bridge wing control console to one of the trackpilots for almost 30 seconds as it left the berth. ‘The bridge team were aware that control of steering could be transferred to the bridge wing consoles when the “call-up” mode was selected,’ the MAIB report notes. ‘They were unaware that control could also be transferred to autopilot or trackpilot if their

Damage to the Dover Seaways’ bulbous bow and ‘cowcatcher’ after it struck a breakwater at 3.5 knots in November 2014 Picture: MAIB

respective “take control” buttons were pressed.’ Dover Seaways was less than 400m from the eastern entrance to the port when the transfer occurred and was travelling at 10 knots. Steering control was estab-

lished at the main wheel, the main engines were set to full astern and the starboard anchor let go — but the MAIB said these actions were taken too late to be effective. ‘Had the vessel’s engines been set to full astern in accordance

with the onboard checklist for steering failure as soon as the loss of steering control was identified, contact with the breakwater could have been avoided,’ the report states. Investigators said that while the bridge team had regained control within 28 seconds, gaps in the understanding and use of the steering system and the failure to complete basic safety checks had prevented a more rapid response. The lack of an announcement to warn the passengers and crew was a ‘significant omission,’ the MAIB said, and the injuries that were suffered could have been avoided had a broadcast been made. The report notes that the company had been recommended in an investigation into a similar incident in Harwich in June 2013 to find ways to promptly alert everyone onboard to the risk of an impending accident. The MAIB urged DFDS to improve the response of its bridge teams in emergency situations by including simulated ship system failures in its BRM .

Deadline fears on box weight rules over evidence that the shipping A industry will struggle to cope with

Nautilus has expressed concern

new rules requiring containers to be weighed with effect from 1 July 2016. The SOLAS Convention regulations have been developed in a bid to improve safety following evidence that around 20% of containers are misdeclared and/or overweight. They stipulate that containers cannot be loaded onto ships until their weight has been verified and certified. But a survey conducted by the

US-based organisation INTTRA found that only 30% of shippers expect their company or their customers will be prepared for compliance when the regulations are implemented in July 2016. Two-thirds of the 410 respondents said they anticipate either moderate or major disruption in the industry as a result of the lack of readiness for the new rules. INTTRA said it is supporting moves to introduce a digital system to ensure compliance with the verified

gross mass (VGM) regulations. It is working with companies including APL, Hapag Lloyd, Hamburg Sud, and UASC to develop the eVGM Initiative for a technology standard and standard business process for digital documentation of VGM submissions. ‘Some have said that Solas VGM could be to the ocean shipping industry what Y2K was to the broader business world,’ said Inna Kuznetsova, president of INTTRA Marketplace. Nautilus senior national secretary Allan Graveson voiced concern at the

survey findings. ‘This is a damming admission by the industry and is proof that regulation is essential to ensure safety,’ he added. The International Union of Marine Insurance has welcomed the new rules, but says it remains concerned that the compromise solution agreed at the IMO may allow misdeclaration to continue. ‘Consequently, the application of the new SOLAS amendment should be carefully monitored and new action taken if necessary,’ it added.

Car carrier crew didn’t know they had hit trawler car carrier which collided A with a fishing vessel off the coast of The crew of a Cyprus-flagged

Denmark failed to notice the vessel and did not realise that they had sunk it until the next day, an investigation has revealed. The 9,233gt Neckar Highway, right, which was sailing from Sweden to Germany at the time, ran into the Danish fishing vessel Orion at a speed of 16 knots, some 4nm off the port of Hirtshals in conditions of good visibility and calm seas. The fishing boat sank soon afterwards, and its skipper was rescued by another vessel, some 20 minutes later. Investigators found that the Polish second mate on the car carrier — who was alone on the bridge at the time of the accident — had heard a VHF-DSC distress call from

the Orion, but took no action as there had been several other alarms that night with no relevance to his ship. He believed it was connected to a Navtex alert that he had received just before, which did not apply to the area his ship was in.

But the Danish Maritime Accident Investigation Bureau (DMAIB) contacted Neckar Highway on the following day after determining that it was likely it had been the ship which struck the Orion. Paint samples taken from the fishing boat,

along with AIS and radar records proved that the vessels had collided. The DMAIB said neither vessel had complied with the collision prevention regulations and neither the car carrier’s OOW nor Orion’s skipper was aware of the risk of

collision until it became unavoidable. The report says the AIS overlay used on the car carrier’s radar may have impaired the officer’s ability to calculate the risk of collisions. ‘The number of fishing ships equipped with AIS has increased dramatically in recent years to such an extent that most Danish fishing ships can be identified by AIS,’ it adds. ‘Therefore, a fishing vessel without AIS has become a rarity and these ships become more exposed to collision. ‘The extended use of AIS means that ships without AIS are more easily overlooked on the navigational equipment, as navigators tend to rely on the display of AIS data or become impaired by a cognitive fixation, which furthermore can be worsened by a weaker visual representation of the unidentified vessels on the instruments.’

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HEALTH & SAFETY

Navy to the rescue as cruiseship loses power off Falklands based in the Falkland Islands F prevented a ‘human tragedy’ by British forces and Dutch tugs

helping to evacuate 357 passengers and crew from a French cruiseship which was at risk of running aground after losing power following an engineroom fire. Four helicopters, two aircraft, a Royal Navy patrol vessel and two Dutch tugs went to the aid of the 10,944gt Le Boreal after it sent a distress call and issued an abandon ship order around three miles north of the Falklands, while en route to South Georgia. In a major search and rescue operation, helicopters winched 79 people from the deck of the ship and from two liferafts in the water. HMS Clyde assisted two further lifeboats with more than 200 people onboard.

VTS action urged in collision probe Investigators express concern over growing use of AIS for collision avoidance

Calls for improvements in vessel trafﬁc services in the United Arab Emirates port of Jebel Ali have come following an investigation into a collision between a UK-ﬂagged containership and an oil tanker. The 75,246gt Ever Smart and the Marshall Islands-registered oil tanker Alexandra 1 both suffered major structural damage to their bows as a result of the accident near the entrance to the buoyed approach channel to the port in February 2015. The accident occurred as the containership was outbound at a speed of 12 knots and the tanker was inbound, moving very slowly ahead while waiting for the pilot from the containership to board. The UK Marine Accident Investigation Branch said the collision was the result of both masters making incorrect assumptions about the way their vessels would pass each other, and of both ships acting too late to prevent the crash. Alexandra 1 was unnecessarily close to the channel entrance and the tanker’s master acted on scanty VHF radio information, it

The damaged bow of the tanker Alexandra 1 following the collision with the UK-flagged containership Ever Smart Picture: MAIB

noted, while Ever Smart’s bridge team did not keep a proper lookout or monitor the tanker’s movement — only realising that the tanker was close ahead seconds before the collision when alerted by the port control. ‘However, it is also evident that a lack of an agreed plan and effective communication, coordina-

tion and monitoring were significant factors,’ the report adds. ‘The precautions of pilotage and the port’s vessel traffic service, which would normally coordinate and de-conflict the movements of vessels in the port area, were ineffective on this occasion.’ Investigators said it was clear that the VTS officer had not real-

ised the seriousness of the situation that had developed and did not know how to communicate effectively in an emergency — possibly reflecting a lack of formal training in VTS and a lack of experience in emergency drills. While Jebel Ali is a very busy port, its VTS did not meet the standards set by the International Association of Lighthouse Authorities — mainly because very few of its VTSOs held IALA V103 qualifications. The report expresses concern about the increasingly widespread use of AIS for collision avoidance, and it questions why Alexandra 1’s AIS was turned off while it was entering such a large commercial port. It was ‘surprising’ that Jebel Ali port control had not challenged the tanker over its lack of AIS transmissions during this and previous visits, the MAIB added. The MAIB recommended that DP World UAE Region, the operators of Jebel Ali port, acts to improve the effectiveness of the vessel traffic and pilotage services it provides.

Port firm fined for hold death F

A UK port company has been fined £400,000 following the death of an agency worker who fell 8m into ship’s hold at Hartlepool Dock. Robert Harrison, 59, from Middlesbrough, was one of six men who were loading 12m long steel pipes into the hold of the Panama-flagged bulk carrier Bright Ocean at the PD Teesport facility when the incident occurred on 9 September 2012. Teesside Crown Court heard how Mr Harrison and his colleagues were standing on top of the stack of pipes.

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The stack increased in height as more pipes were loaded into the hold using a dockside crane to lift and lower them into position. Mr Harrison fell from the exposed edge of the stack of pipes, landing on the steel deck of the hold 8m below. He suffered head, spine and back injuries and was airlifted to hospital, where he was pronounced dead shortly after his arrival. The incident was investigated by the Health & Safety Executive (HSE), which prosecuted PD Teesport

for serious safety failings. The investigation found that there were exposed edges between the ends of the pipes and the bulkhead of the vessel and also the open edge, and the company did not provide appropriate measures to prevent or minimise the risks from falls. The company pleaded guilty to breaching the Health & Safety at Work Act and was fined £400,000 and ordered to pay £107,684 costs. Passing sentence, Judge Michael Taylor said: ‘It seems to me it should

have been foreseeable to any reasonable employer that here is an accident waiting to happen.’ Following the hearing, HSE inspector Cain Mitchell said Mr Harrison had lost his life needlessly because of the company’s failure to put effective safety measures in place. ‘This was a tragedy that could have very easily been prevented,’ he added. ‘The company should have properly assessed the risks and ensured appropriate measures were in place to reduce the risks of falling.’

All the passengers and crew from Le Boreal were taken to the British forces base at Mount Pleasant, and the ship was stabilised and brought alongside by the Dutch tugs, under contract to British Forces in the Falkland Islands. The Ministry of Defence said a northwesterly gale had placed the drifting ship ‘in real danger of grounding’ on Cape Dolphin, East Falkland. Commodore Darren Bone, Commander of British Forces in the South Atlantic Islands, said: ‘We responded with everything we had to assist in what was an extremely complex and hazardous rescue operation in difficult conditions, but I am delighted that we can report all of the passengers and crew of the vessel are safe and well and the vessel itself in a stable condition.’

Officer injured in cargo hatch fall kept him off work for almost a F year because of an accident arising

An officer suffered injuries that

from a failure to properly assess the risks of a cargo loading operation, an investigation has concluded. The Russian chief officer onboard the Luxembourg-flagged general cargoship Norjan suffered multiple fractures to both ankles when he tripped and fell 2.4m from a cargo hatch cover to the main deck. The officer was helping to load three motor yachts onto the 8,407gt vessel in the port of Southampton in June 2014. He had finished aligning a yacht in its cradle when he stumbled and fell from the unfenced edge of the hatch cover. The UK Marine Accident Investigation Branch found that neither the ship’s crew nor the loadmaster organising the cargo operation had paid much attention to the safety instructions provided by their companies and gave little regard to the risks posed by working on the hatch covers and loading deck cargo. ‘The lifting operation onboard Norjan was not properly planned, appropriately supervised or carried out in a safe manner,’ the report states. ‘The fall hazards had not been

identified, the deck was untidy, roles and responsibilities were unclear and personnel were routinely required to work under the suspended motor yachts.’ The MAIB noted that seafarers have traditionally perceived work at height as either working aloft or working over the ship’s side. But, the report points out, the Code of Safe Working Practices advises that anyone working in an area with a risk of falling more than 2m should wear a safety harness and lifeline with shock absorber.’ The risk of falling off the unfenced edges of the hatch cover was obvious, the report states, and while the company’s generic risk assessment for deck cargo operations prescribed the use of temporary barriers to prevent falls from height the ship carried no such equipment. The MAIB noted that Norjan was detained by the Maritime & Coastguard Agency after the accident and the deficiencies were dealt with by producing a cargo loading plan, painting a yellow strip around the outer edges of the cargo hatch covers and fixing stanchions to enable guard ropes to be rigged around the hatch cover working area.

Wave risk to lighthouses F

Concerns about the ability of rock lighthouses to withstand the effects of climate change have been raised in a new study by Plymouth University. Experts from the School of Marine Science and Engineering examined historical and contemporary data to assess the wave impact loading on remote offshore lighthouses during storm conditions. Researcher Dr Alison Raby commented: ‘The General Lighthouse Authorities recognise the need to retain rock lighthouses as physical aids to navigation. However, there is concern about how well they would withstand the additional wave loading associated with predicted sea level rises and increased storminess.’

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14/12/2015 12:55

14 | telegraph | nautilusint.org | January 2016

INTERNATIONAL

shortreports AUCTION PLAN: a French court has ruled that the general cargoship Ocean Jasper, detained in the port of Brest since 2007 after a fatal collision with a fishing boat, will be put up for sale. France’s merchant navy social security body has asked the judge to fix the estimated value at €100,000, while lawyers for the skipper’s widow and the Sokalique’s crew are seeking €300,000. LNG FIRST: the Finnish firm ESL Shipping is to order what are claimed to be the world’s first LNG-powered large bulk carriers. The two 26,500dwt ice-class 1A ships will be built in China and will start operating in the Baltic Sea in early 2018. CO2 emissions per ton of cargo transported will be reduced by more than 50% compared with current vessels, the company claimed. BULKER HELD: a Liberian-flagged bulk carrier was detained by the US Coast Guard for more than a month while potential environmental law violations were investigated. The German-owned Cornelia had been held in Duluth Bay on Lake Superior since 2 November. SUICIDE PROTEST: a 31-year-old seafarer committed suicide by hanging himself at a crewing agency’s office in Manila last month. The seaman, John Elejan, was reported to have been made redundant by the company for unspecified ‘bad behaviour’. LOST BOXES: a major search and recovery operation was launched in the Channel last month after 12 containers were swept overboard from the Liberianregistered reefer containership Star First in rough weather off Boulogne.

Protests as SNCM deal is approved Unions worried by continued uncertainty over ‘lifeline’ ferries contract by Jeff Apter

Seafarers serving with the French ferry company SNCM staged symbolic strike action last month to protest over the sale of the Mediterranean operator to one of four firms that had made final bids for its services. The stoppage was held after the Marseille commercial court chose Corsican transport entrepreneur Patrick Rocca as the preferred bidder for the firm, which runs services between the French mainland, Corsica and North Africa. The ruling came one year after SNCM’s majority shareholder Transdev — a transport

ﬁrm jointly owned by the Veolia group and the French state bank CDC — asked the court to put the company into receivership when it failed to repay a loan. Mr Rocca — who is Corsica’s biggest road haulier, but has no maritime experience — is set to take over SNCM with effect from 4 January. The €8.9m deal covers assets valued at around €220m and includes four ro-pax vessels and two passenger ferries. Under an agreement with the unions, a total of 583 SNCM staff will be made redundant — leaving a total of 873 seafaring and shorebased posts. Volunteers will be sought initially and French transport min-

ister Alain Vidal said he was committed to saving as many jobs as possible. But the unions are unhappy that SNCM — which had reported an excellent summer season — will operate against a background of uncertainty caused by continued delays in the publication of the Corsican Assembly’s new subsidised public service contract. The new ‘lifeline’ services contract is due to come into effect on 1 October 2016. Marcel Faure, CGT union secretary of the SNCM works council, said he feared a second wave of redundancies will arise as a result of the new contract terms. The unions are also awaiting the European Commission’s

deﬁnitive decision on whether to absolve the buyer from repaying €440m in ‘illegal aid’ that was said to have been given to SNCM following its privatisation in the 1990s. Meanwhile, SNCM’s rival Corsica Ferries has bought a second Estonian ferry to increase its ﬂeet to 16 vessels. The company is planning to open two new routes linking Sardinia with Corsica, Toulon and Nice, while the Italian operator Moby Lines has announced a new ferry service linking Nice and Bastia. Baja Ferries — another company that submitted a bid for SNCM — says it still intends to develop new services between France and North Africa.

GREEK STOPPAGES: unions representing Greek seafarers and port workers staged a 24-hour strike early in December in protest at plans to cut pensions, increase the retirement age and privatise some of the country’s main ports. CHINESE CLAMPDOWN: China has revealed plans to introduce Asia’s first emissions control areas (ECAs) within its waters — with a 0.5% sulphur content cap on bunkers to be phased in over the next three years. VALE SALES: the Brazilian mining firm Vale is planning to sell its remaining 11 Valemax bulk carriers in a US$1.1bn leaseback deal. The company disposed of eight of the 400,000dwt vessels in 2015 and in 2012. TUG TALKS: French transport minister Alain Vidalies had talks with unions representing tug crews after they warned of strike action in protest at European Union plans to liberalise port towage services. BUNKER SPILL: an investigation was launched in New Zealand last month after a spillage from the Hong Kong-flagged multipurpose cargoship Ning Po during bunker operations in the port of Whangarei. RESCUE APPEAL: the French national maritime rescue organisation SNSM has appealed for more donations to support its 24/7 services and its network of 219 rescue stations and 32 training centres.

THE 13,892TEU APL Vanda is one of the largest and newest ships in the NOL fleet of more than 80 vessels Picture: Eric Houri

CMA CGM in Neptune Orient Lines takeover potential impact of a US$2.4bn takeover deal A between the Marseilles-based container shipping French maritime unions are considering the

operator CMA CGM and Neptune Orient Lines (NOL) of Singapore. If approved by EU, US and Chinese competition authorities, the combined company will operate 563 vessels and have about 11.5% of the global

CMA CGM — currently the world’s third-largest container shipping operator — said the deal would enable it to deploy ships more efficiently. ‘We operate in a very fragmented world with many players and the industry as a whole suffers from volatile freight rates,’ said vice-chairman Rodolphe Saadé. ‘We believe that scale is more critical than ever to ensure profitable growth.’

Australian union welcomes vote to protect coastal ships

Danish income tax blow for seafarers

moves to open up Australian A coastal trades to foreign shipping has

Ledere has lost a long-running F legal case claiming that income

A union campaign against

chalked up a major victory — with the country’s Senate rejecting the government proposals. The Maritime Union Australia (MUA) said common sense has prevailed with the Senate voting by 31 to 28 against the draft regulations, which would have replaced a threetiered licensing system with a single permit allowing foreign-flagged vessels to access Australian ports for 12 months. It would also have allowed foreign vessels running between Australian ports for more than six months per year to pay foreign wages to their crew.

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market – narrowing the gap with market leader Maersk Line, which has a 14.7% share. The French officers’ union FOMM-CGT said it would examine the effect on seafaring jobs —and particularly on European officers. The French unions have a long-standing negotiated agreement on jobs and conditions which is not expected to be affected by the tie-up with NOL.

Green party senator Nick McKim told the Senate debate that the government plans would effectively establish a parallel industrial relations system in Australia in which shorebased workers would be treated far better and far more fairly than seafarers. And Independent senator Jacqui Lambie warned: ‘If we destroy the maritime skills of our merchant marine and destroy our shipping capacity, and this legislation will surely do that, then we undermine and attack Australia’s national security.’ MUA national secretary Paddy Crumlin said the Senate had voted against a short-sighted policy proposal and ‘rightly decided that the

Australian shipping industry is vital in terms of jobs and value to the national economy’. He said the government’s plans had raised serious questions on national security, fuel security, jobs and skills, and protection of the environment. However, Mr Crumlin warned, the campaign to defend the sector needs to continue. He said the MUA was continuing to campaign on behalf of members serving onboard the general cargoship Portland, whose jobs were at risk as a result of a move by the Alcoa aluminium company to use a foreign-crewed vessel in their place. The union is mounting a legal challenge to the plans.

Danish officers’ union Søfartens

tax concessions introduced by the government in 2010 and 2012 should have extended to crews under the country’s DIS second register. The union has appealed against the ruling, arguing that the tax breaks fail to benefit its members on DIS ships as owners deduct their employees’ income tax equivalent and keep it as a state subsidy. SL general secretary Fritz Ganzhorn said: ‘One has to ask Danish MPs about the obvious injustices inherent in the net salary scheme set up between the state and shipowners.’

14/12/2015 12:56

January 2016 | nautilusint.org | telegraph | 15

INTERNATIONAL

P&O expands Australian cruise fleet A

P&O Cruises Australia claimed a bit of maritime history last month when its five ships sailed into Sydney harbour to mark the arrival of the new additions Pacific Aria and Pacific Eden. The two former Holland America vessels are pictured left as they joined Pacific Dawn, Pacific Jewel and Pacific Pearl to make a V formation before a ‘social media naming ceremony’ in the port, with their godmothers simultaneously christening the ships through Twitter messages. With the addition of the two vessels, P&O Cruises Australia has increased its passenger capacity by 50%.

The operator now has five ships cruising year-round from eight homeports in Australia, New Zealand and Singapore. In the space of the past decade, the P&O Cruises Australia fleet has grown from just two full-time ships and it is set to introduce another ship in May 2017. Currently sailing as Princess Cruises’ Dawn Princess, the vessel will be renamed Pacific Explorer and will sail from Sydney during its inaugural season. Australia’s cruise market has been the fastest growing in the world, with passenger numbers up by an average of 20% year over the past decade — passing the one million mark in 2014.

US study warns on shipping decline Growth of Chinese fleet raises threat of ‘sea strangulation’, study argues

US maritime unions have welcomed a new report which warns that the country is putting itself at ‘grave risk’ by allowing its merchant fleet to decline to dramatically low levels. The study points out that the US-flagged fleet has fallen to the lowest level in more than a century and argues that US global competitiveness and maritime security is being jeopardised as a result. While China continues to expand both its naval sea power and its fleet of merchant vessels, the US has adopted an ‘abandon ship’ policy towards the crucial merchant maritime industry, it

contends. China’s has doubled its merchant fleet in the past four years and it now totals almost 4,000 vessels, while there are now fewer than 100 US-flagged merchant ships operating on international trades, it points out. Similarly, the number of Chinese seafarers has risen from 280,000 in 1989 to more than 500,000 now, while the number of US merchant mariners qualified for ocean-going employment has fallen to fewer than 12,000. Continued decline of the US maritime sector could put more than 650,000 jobs at risk, the report adds. China’s growing commercial and military sea power will give

it the ability to control—or even halt — shipping of essential goods by other nations, the study argues. The US has never been so dependent on imports and exports delivered by ship as it is today, it notes, yet never has the nation had fewer of its own ships to carry goods. The authors — retired US Navy Captain and maritime historian Carl Schuster and political scientist Dr Patrick Bratton — warn against the threats to the Jones Act and US Maritime Security Program (MSP) measures to support US-ﬂagged and crewed ships. ‘The best and perhaps the only way we can counter the threat of “sea strangulation” is to strengthen and expand the US

merchant marine,’ they write. ‘In contrast, an over-dependence on ﬂags of convenience carriers and ships belonging to China or other nations that may test us could lead to hardship for those who live and serve under the ﬂag of the US.’ The report was welcomed by the US Masters, Mates & Pilots union. ‘Few people realise that China does not need to launch a naval attack or conduct a blockade to harm us,’ said president Don Marcus. ‘The economic power of their huge merchant marine, which gives them the ability to control shipping rates and service, has the potential to wreak havoc on our economy,’ he added.

Union alarm over seismic jobs voiced concern over a threat to F seafaring jobs from the fleet of the French maritime unions have

seismic ship operator CGG. The company has tabled restructuring plans to withdraw six French-flagged vessels from service and to keep only five chartered ships, most of them belonging to or operated in cooperation with Norwegian interests. Three fly the Norwegian flag — including Ocean

Master in court after his ship cuts off Algerian telecoms A

The Chinese master of a Panama-flagged bulk carrier which has been blamed for cutting off Algeria’s internet connections for six days has been brought before a court to answer accusations of negligence and disrespect for regulations. Captain Du Chang Long was placed under judicial supervision after his vessel, the 28,208dwt Povosa

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Ace, was detained on suspicion of severing the fibre-optic subsea telecommunications cable between France and Algeria when it anchored off the port of Annaba in October. The break in the SMWE4 subsea cable took down some 80% of Algeria’s international bandwidth for almost a week. Algérie Telecom has filed a claim for compensation,

claiming commercial damages of more than 600m dinars (€5.1m), almost €850,000 in lost profits and more than €150,000 in repair costs. The company said the ships had been arrested as a precautionary measure and the master had been prohibited from leaving Algeria, with his passport and ship documents being seized.

Sirius, left — and two others are registered in Panama. The CGT and CFDT unions say the group is sacrificing the French flag — taking the fleet back to its level of 2005 after rising to 27 ships in 2009. They fear the number of CGG employees will halve from 620 now to 310. The unions are urging the government —which has an 11% shareholding— to step in to save France’s seismic research activities.

CMA CGM in Neptune F

The CGT seafarers’ union has welcomed the French National Assembly’s decision to register seafarers living in the country with ENIM, the national seafarers’ social security system, even if they are working under a foreign flag. The move — which will require the employer to pay 50% of the contribution — follows a 10-year campaign by the union on behalf of French seafarers serving with Guernsey-based Condor Ferries.

shortreports CANAL CONTRACTS: the UK-based BMT Group has secured contracts to carry out a series of marine and port assessments for the proposed US$50bn Nicaragua Canal. Under the deals with the Hong Kong Nicaragua Canal Development Group (HKND), its BMT Asia Pacific and BMT ARGOSS units will examine issues including design, vessel movements, traffic and capacity constraints and to update the business case for the Canal’s Pacific and Caribbean ocean ports. CREW FREED: the Polish master and four crew members from the Cyprus-flagged cargoship Szafir were freed last month nine days after being kidnapped by a group of armed men 130km off Port Harcourt, Nigeria. Eleven other crew members managed to escape by barricading themselves in the engineroom when the ship — which was en route from Antwerp to the port of Onne port from Antwerp— when it was attacked. SUILVEN SINKS: 30 crew members and four passengers were rescued when the former Caledonian MacBrayne ferry Suilven sank off the coast of Fiji last month. Fiji’s Maritime Safety Authority has launched an investigation into the loss of the New Zealand-flagged vessel at the entrance to Suva harbour. The 41-year-old vessel was operated by CalMac for 21 years before being sold to Venu Shipping in 1995. BREAKING BAD: the NGO Shipbreaking Platform lobby group has slammed three leading Italian shipping companies for their poor shipbreaking practices. The environmental organisation called for the Grimaldi Group, Ignazio Messina and Vittorio Bogazzi & Figli to end the use of South Asian ‘beaching’ facilities which do not meet the requirements of the new EU regulation on ship recycling. RESEARCH PLEDGE: French seafaring unions have welcomed confirmation from the managing director of the national research body Ifremer that its 10 vessels will remain under the full French flag. Concerns were raised when an official report referred to the ‘exorbitant’ salary bill and mooted a transfer of the fleet to the French international register RIF. CHEMICAL VENTURE: the Danish operator Nordic Tankers and UK-based Borealis Maritime are launching a joint venture firm to operate a fleet of 15 iceclassed chemical tankers in NW Europe and the Baltic. Crystal Nordic is expected to begin operations in the first quarter of 2016 and will run its vessels under the Danish tonnage tax system. POLAR ALARM: the French ecological association Robin des Bois says action is needed to strengthen navigation in polar regions after a cruiseship collided with an iceberg. The Marshall Islands-registered Ocean Endeavour sustained hull damage in the incident, which occurred near the South Shetland Islands last month. OFFICER LOST: US Coast Guard rescue crews recovered the body of an engineer officer who went missing from the Chilean-flagged cargoship Berkay N, 25nm north of Puerto Rico last month.

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16 | telegraph | nautilusint.org | January 2016

YOUR LETTERS

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

MCA workshop to tackle death toll

Seafarers should make the most of their loyalty cards ancillary certificates for my CoC, A which many people are going to have

Having just updated some of my

Excerpt from Guidance to Examiners 1961 EMPTY TANKS ARE DANGEROUS In the past eleven years at least 23 men have died by suffocation after entering empty tanks. Three of these deaths have occurred since 1956. The Ministry of Transport issued a notice on this subject in July 1956 (No. M.398) and warning notices have been posted in some ships at the entrances to pump-rooms and in crew accommodation.

The above text is a quotation from guidance to UK marine examiners from the year 1961. Enclosed spaces were a known serious risk and cause of death and injury over 50 years ago, with many deaths and injuries recorded. Yet over half a century later, deaths and serious injury in enclosed spaces are still all-too-frequent. The MCA will be hosting a workshop on Wednesday 24 February 2016 at Mary Ward House, Tavistock Place, London, to consider what more needs to

It seems, however, that the danger of entering confined spaces which may contain poisonous fumes or be deficient on oxygen is still not fully appreciated. Senior Officers could help prevent further tragedies by prohibiting, in the most positive terms, entry to empty tanks when orders are given to open them and by giving categorical orders

that no one must enter an empty tank or confined space unless it has been properly ventilated. The Officer of the Watch should be advised and arrangements should be made to have someone standing by. A breathing apparatus or smoke helmet should be used if there is any doubt about the atmosphere.

be done to tackle the continuing death toll, including many multiple fatalities, due to entry into enclosed spaces on ships. The workshop will look at previous accidents, and at current statutory and non-statutory training and guidance, and delegates will be invited to consider what has worked and what has not. The UK’s preliminary results from the concentrated inspection campaign on entry into enclosed spaces by the Paris Memorandum of Understanding, currently

underway, are also expected to be available to shed some light on what is currently happening on ships calling at UK ports. The workshop will provide an opportunity to inﬂuence implementation of SOLAS amendments introducing regular drills and training for entry into and rescue from enclosed spaces (which came into force in July) and mandatory carriage of atmosphere testing equipment (which will come into force on 1 January 2016), including to what extent the new requirements should apply to non-SOLAS ships. The outcome from the workshop will then provide the basis for a publicity campaign, to highlight the changes to regulations and best practice guidance, with a view to improving compliance, and to promote awareness of the risks and safe practice. g To apply for a place, see below: WORKSHOP: ENTRY INTO ENCLOSED SPACES Date: Wednesday 24 February Place: Mary Ward House, 5-7 Tavistock Place London WC1H 9SN Time: 9.30am – 4.30pm No charge. z Places limited. Please e-mail mlc@mcga.gov.uk to request a place, stating your interest (shipowner, seafarer, trainer, etc). The MCA will seek to ensure a broad cross-section of attendees.

Have your say online Last month we asked: Is the US Navy right to bring back celestial navigation training for its new recruits?

Yes 90%

No 10%

Guidance to Examiners, 1961

Where’s my Telegraph? This month’s poll asks: Do you think the shipping industry is doing enough to clean up its exhaust emissions? Give us your views online, at nautilusint.org

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to do, I would just like to show you how important loyalty cards are with airlines and also hotel groups. I decided to revalidate my certificates in the Philippines (see page 18). I have a card with Singapore Airlines, which is Star Alliance. When I got things sorted and decided that I was going to the Philippines I got in touch with KrisFlyer and told them what I required — namely a return ticket from London Heathrow to Angeles Airport (Clark Airport). I also told them the date that I had to be there by and the date after which I wanted to fly back. They said to give them an hour & they would give me some details. When they phoned me back, they told me that I had 74,000 air miles and

for this trip I needed 94,000. Would I like to buy more? This I did, so my return airfare cost me £450. As it happened, I flew with Asiana, who are South Korean and were excellent. It is worth noting that when I tried a travel agent, the best that they could do was £1,600. So I had a big saving. In another instance I had to fly out from Birmingham Airport on Boxing Day. My flight was at 0630 in the morning, so I decided to leave home on Christmas Day evening (I live an hour’s drive from Birmingham) to get a reasonable night’s sleep. I am in Accor Hotels, so I got in touch with the Ibis at Birmingham Airport and asked for a quote. Remembering this was Christmas Day night, they gave me company discount as I am a Gold Card member. Bed and breakfast was £35, which I thought was excellent.

The main point that I am getting to here is that in our job the majority of us do a lot of flying and also use hotels a lot, so why not collect your points? If you like you can use them on flights for yourself and family to go on holiday. I know several people who have had a holiday for themselves and their families on their air miles. Most airlines also have associated hotels so you can also use their hotels and put all of your points on air miles. Sometimes you need to push a company to fly with the group that you want. Our HR department has tried it with me — ‘We can’t get you a flight on Star Alliance for that route’. In the days of the internet, you can soon look up and see if they are lying. It can also, as in my case, be to their advantage. TIM BARKER mem no 156558

Ho Ho helpers sprinkle a little festive magic at Liverpool ports volunteers joined together last D month at Mariners’ Park in Wallasey

Residents, retired seafarers and

to help bring a little festive cheer to seafarers working during the festive season. Together they wrapped gift packs of donated items including toiletries, hats, gloves, and scarves, and sweet treats ready to be handed out by the Liverpool Seafarers Centre to seafarers visiting ports over the Christmas period. Other Christmas activities at the park included an indoor Christmas market, held at the Care Home, and the ‘Big Switch On’ of Christmas lights put up around the park.

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14/12/2015 18:35

January 2016 | nautilusint.org | telegraph | 17

YOUR LETTERS THE VIEW FROM MUIRHEAD www.thefreakywave.com

MCA clarifies its routes to qualification Nautilus Telegraph a letter was F published under the heading ‘MCA In the November edition of the

needs to clarify its routes qualification’. We were slightly concerned that this letter may paint a somewhat inaccurate view of the situation faced by engineers looking to gain certification in the UK. In the letter, the individual mentions that they came into the Merchant Navy following a university education, which would suggest that they would have applied to the MCA for a Letter of Initial Assessment (LIA). This document would have provided a clear breakdown of all the sea service, shorebased training (safety and technical), education and examinations required for the individual to gain their Engineer Officer of the Watch CoC. The LIA also provides information and guidance detailing how one might obtain exemptions from the academic subjects at Second and/or Chief Engineer level. We have checked our files and can see that since at least 2006, when issuing an LIA, we have provided the contact details for IAMI and the criteria which must be met for someone to be eligible for exemptions at a higher level. Whilst every effort is made to ensure this information and guidance is as simple and clear as possible, we appreciate on some occasions further

clarification may be required. At these times, we would anticipate the individual contacting us directly. Without having more specific information regarding this particular individual, such as their name, and when they received their LIA, we unfortunately cannot check to see if there was any reason why this information would not have been obtained in the first instance, or if there was any failure to provide clarification when requested. We can appreciate that for some individuals a classroom-based learning approach is the environment most conducive to learning. However, I would suggest that this is a subjective opinion, as in many cases seafarers have shown a preference for a distance learning option, and have successfully completed their required examinations through this route. The MCA carries out regular audits of our approved colleges to ensure that courses contain the correct content and are being delivered in an appropriate manner. The way in which these courses are structured from an administrative point of view is not something which would fall under our remit. ROGER TOWNER Head of Seafarer Services & Ship Regulation Maritime & Coastguard Agency

More questions for Carisbrooke P

With reference to the reply to my letter by Carisbrooke Shipping’s DPA (December Telegraph), I did not make assumptions as he states, I simply stated what was in the Isle of Man report on the incident. It stated that warnings were not situated on the hold access. If Carisbrooke considered that having them nearby was sufficient, why now have they put them on the accesses? I stated that they had sparse equipment. Again I did not assume. It was the same report that stated they used a length of rope to get the bodies out, which I suppose could be called equipment. There was no tripod or winch arrangement as I have been calling for years. Again, they are going to supply that now. It is sad that it takes the death of two seamen to provoke these changes. Yes, they had SCBA sets onboard, which are required by legislation, but these are for firefighting. I am willing to wager that they are not enclosed space dedicated sets designed for entry into restricted spaces, yet these are readily available. Again we see the confusion, just like the IMO, over drills and exercises. A drill

is held to prove that the training given is valid and fit for purpose for that task at that time and place. You cannot drill properly without having had training, especially for rescue, which the crew had not had, and that is why I — as well as the IoM report — praised the crew. There is urgent need for this training. Also it is essential that proper dummies are used to give a feel of the weight of a crew member, instead of the usual boiler suits stuffed with paper — which, in reality, renders any rescue exercise onboard rather pointless. Again the lack of this dummy on this ship was specifically mentioned in the report. The best training is that given by experts onboard in the existing enclosed spaces and using what ship’s equipment is available. This provides a far more realistic environment and better prepares the crew for any emergency that may occur on that ship. The culture has to be tackled and that is why the IMO has specifically recommended the proper auditing and recording of all enclosed spaces. Again, if Carisbrooke has complied, they must

be one of the very few companies to have done so. Of course such Enclosed Space Management will not stop all enclosed space accidents, but if the reference to this audit is made mandatory in a company’s safety management system and is the only way a permit to work can be issued, it would assist in changing the culture and add to the prevention of these pointless accidents. What is equally important, however, is that the culture of the management ashore is also changed. Knowing that equipment like proper dummies, tripods and winches were recommended and available, someone decided that these would not be supplied. What does that say about the culture ashore? The Carisbrooke DPA must understand that culture ﬂows downwards, not up, and that is why the continual blaming of the crew for their lack of culture should be reﬂected in a similar culpability in those ashore. All of this, however, is minor in comparison to the blame that must be attached to the IMO. Its continuing refusal to recognise that the enclosed space

problem will not be solved by meetings and recommendations is killing not just crews of ships but also shore workers in the ports, and will continue to do so until mandatory legislation is made regarding proper and meaningful training in entry and rescue and the provision of dedicated enclosed space rescue equipment. I have been fighting this campaign for nearly 10 years now and will continue to do so until we have this legislation. This still does not absolve the shipping companies. Presently they are not required to have training for their crews or provide equipment, but what about the ‘duty of care’? This terrible motto of many shipping companies that say ‘if it’s not in SOLAS we will not supply it,’ in the face of knowing how outdated SOLAS is, is a disgrace to the industry and a detriment to the safety of our seafarers, regardless of the ship or the flag. Finally, I would be most pleased to meet with the management of Carisbrooke to discuss the report’s findings — but I have a feeling that they would not wish that. Captain MICHAEL LLOYD mem no 103126

MN veterans snubbed at Festival of Remembrance readers’ letters columns will contain F several protests or complaints about ex-WW2 MN I have no doubt that the next Telegraph’s

veterans who were not invited to represent the tragic loss of 30,000-plus merchant seafarers in the Battle of the Atlantic and in the Arctic Convoys at this year’s Festival of Remembrance. Alas, apparently at the last moment, some official from the Royal British Legion turned them down, even though several veterans had made travel and hotel arrangements to come to London for this event at the Royal Albert Hall. An

16-18_lets_SR edit.indd 17

absolute disgrace. Now I suppose those MN veterans will never get the chance again, as this year marked the 70th anniversary of the end of WW2. I applied myself, back in March or April, when the Merchant Navy Association requested four to six volunteer MN veterans to participate at the festival. However, I was turned down as I’m only 75 and I was informed that the MNA was prioritising WW2 veterans. Fair enough, I thought, and that is why expected to see at least four or five able and willing veterans in the parade

ground at the Royal Albert Hall in front of HM The Queen. A real disappointment that they were not invited this time. I would like to ask what percentage or proportion of monies/funds collected from this year’s RBL poppy appeal collection goes to our own UK MN charitable institutions, like the Mariners’ Park retirement home, the Shipwrecked Mariners’ Society, the Banstead retirement home, and Mission to Seafarers and Apostleship of the Sea clubs. I would certainly be interested to know when the RBL’s accounts come out.

As it so happens, as a member of my local RBL branch in Newcastle, I sell poppies on the streets, as I have done for the past five years, dressed in my MN blazer, coat and uniform. This year I collected no less than £572.33. I also buy and lay a wreath to lay on behalf of the MN at the Cenotaph in the city every Remembrance Sunday and that it why I’d be interested to know what share the RBL gives to MN welfare throughout the UK today. C.J. MCKEON Newcastle-upon-Tyne

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

14/12/2015 17:55

18 | telegraph | nautilusint.org | January 2016

YOUR LETTERS

Why the Philippines is the place to go for revalidation P

On my last trip I was faced with a problem, in that my certificate is not due for revalidation until 2018, with a restriction that I can’t go on a ship after 2017 fitted with ECDIS. I work in the offshore industry on an AHTS in the Middle East as master and we were due to start a new contract with the vessel. Coming up under the ‘Manila Amendments’ everyone is going to have to revalidate their Sea Survival, do a Rescue Craft & Survival Craft course, Basic Fire Fighting & Fire Prevention Course, and an Advanced Fire Fighting Course. These I originally did when I did my Second Mate’s Certificate back in about 1980, although the title has changed slightly. As I have advanced through Mates & Master’s (through the old system) all of the original certificates were valid for life. Not any more. Our new charterers were wanting to see these certificates and would not accept me, so I was left with no option but to organise to take them. I was transferred to another vessel to finish my trip, which happened to be in drydock, so, while I was there I started to get things organised. First of all I had a couple of criteria to work to: I did not want to do the courses in the UK, so that I could use the time for my tax days. I also didn’t want to do them in the UK as most of the colleges have pre-set dates and are not flexible, and it would be cheaper to do the courses in the Far East especially as I had a load of Air Miles that I could use — 74,000 to be exact, with Kris Flyer. I got the relevant MSN from the MCA’s website and there were only two colleges outside the UK. One was IDESS in the Philippines and the other was in Trinidad. IDESS in Subic Bay came out on top, so I got some provisional arrangements. They told me when I wanted to go to let them know and they would work something in. I left things at that to see what date I would actually get home. IDESS is located at Subic Bay and the nearest airport is at Angeles (Clark Airport) which is about one hour’s drive from Subic. IDESS sent me a leaflet on logistics for transport, recommended hotels, etc. I also looked up the hotels on the internet. Some of them are what they call customer friendly — this means that you pay for the room and the price includes two breakfasts. This was ideal for me, as I wanted to take my girlfriend who lives in Singapore. When I got home I went to a local travel agent and gave them the details of where I wanted to go.

We looked for about an hour and really could not ﬁnd what I wanted in the way of ﬂights, so I gave Kris Flyer a phone and told them that I wanted to redeem my air miles. What was my best route? I got back in touch with the college and said I would like to go in November to do all four courses,

so could they give me some dates? Within five minutes they came back with provisional dates and asked me to confirm when I had my flights and if I wanted them to book my hotel for me. Shortly after Kris Flyer came back to me with possible dates, which I provisionally booked. IDESS then came back with dates and all fitted in well. I was to fly from the UK on 1 October, start college on 3 October for one week and then have a week off. Then do the two big courses, have a few days off and fly home on 28 October. I gave the flight details to IDESS and asked them to book taxis, etc, for me. My full airfare should have been £1,600, but with my air miles (I had to buy 10,000) the actual cost of the flights was £430. When I arrived at the airport I was picked up as arranged and taken to the hotel. As I was tired from my flight, I was glad that I gave myself a couple of days to get over the flight. Just near the hotel was a casino where they gave a good

exchange rate — I suppose the idea being that you would spend some of it in there, which I did to my profit. The next day was my first day at college which is literally in the jungle. The taxi picked me up on time. He had been given my schedule for the first week, so knew when and where to pick me up. We pulled in to the college and the first thing that you notice is how clean everywhere is. Some of the rooms here are for people staying on site and they also have rooms down at the seafront where we would be going later. In the canteen there are notices not to feed the monkeys — they wander through all day! When I enrolled, the thing that I liked here is that when you pay the college the bill includes not just the hotel, but also taxis to and from the airport and to and from college, so in effect you only pay once. After paying the bill, the nurse just checks your heart and blood pressure and as my ENG 1 was well in date that was it. All completed, it was off to the jetty which is only about three minutes’ drive, where there is more accommodation if you want to stay on site. The first course that I did was the sea survival, for which I was on my own. In the morning it was in the classroom. It is worth mentioning here that after each course there is an exam which is computer-based, multiple choice. The pass mark is 70% for all exams. All classes and exams are in English and if someone gets less than 70%, they are questioned by the examiner as some of the students have trouble with the language. One of the first things that you realise about the college is how professionally and efficiently it is run. The other students there doing the same as me were from Maersk and Carnival Cruises, to name a few. Safety is upmost at all times during the firefighting courses, with at least two nurses in attendance and sometimes a doctor. All the instructors are professional firefighters, so they are also medically qualified. There is plenty to do in Subic, as there is an excellent safari park which I visited, pictured above — and, yes, it is a real one! There is Ocean World which is well worth a visit or opposite the hotel you can hire a boat, jet ski and paragliding. I would certainly recommend it to anyone to go there. TIM BARKER mem no 156558

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Working up to Woolly Hat Week Society’s woolly hat recruitment A stall, which tours UK knitting and stitchPictured above is the Sailors’

ing shows to sign up volunteers keen to create warm headgear for seafarers. Through events like these, the Society is building up to its annual Woolly Hat Week, which this year runs from 14-21 February and is sponsored by Lloyd’s Register.

‘We believe that seafarers are heroes who brave the cold and often dangerous seas to transport world trade, on which we all rely,’ said volunteer engagement coordinator Hannah Willard. ‘So this year, we are recognising the wonderful work of seafarers with our #HatHero campaign, sharing hat-wearing selfies on social media.’

To join in, just tweet #HatHero pictures to @SailorsSociety. Supporters will also be taking part in dress down days at work, organising their own fundraising events and of course knitting dozens of knitted hats for seafarers. g Find out more about the Sailors’ Society’s Woolly Hat Week 2016 at: www.sailors-society.org.

14/12/2015 12:57

January 2016 | nautilusint.org | telegraph | 19

NAUTILUS AT WORK

As oil prices plunged to new lows last month, more offshore support vessels went into lay-up and more seafarers faced redundancy or cuts in their conditions. DEBBIE CAVALDORO joined Nautilus officials in Aberdeen as they met members to discuss the problems…

Nautilus members employed in the offshore industry met last month to discuss how the oil price downturn is affecting seafarers, and to look at ways to protect jobs — both now and in the long-term. Some of those who had worked in the industry for many years highlighted the fact that oil prices have been through similar slumps before, and urged other members to take note of the lessons learnt. One member explained that during a previous downturn a lot of British seafarers had lost their jobs, and noted that oil companies had used the price as an excuse to bring in lower cost crews from other nations. ‘Terms and conditions for those seafarers have never picked up, even when the oil prices peaked,’ he said. ‘Many of them are still being paid less than British seafarers, and our terms and conditions also reduced as a result when the sector picked up. When people talk about the “boom time” in the offshore industry, I don’t think this is something that really affected North Sea seafarers — certainly not in the way it impacted salaries on the rigs. ‘We need to ensure a similar thing does not happen again, with companies using the oil price excuse to clear out the more expensive seafarers on British contracts,’ he added. Another member commented that alongside the redundancies, many members are experiencing problems with the number of trips they are being offered. ‘If you have worked overtime, then often the companies don’t let you go back on the ships. Instead of paying you the additional money, they force you to use those days as additional leave,’ he explained. ‘I have also heard of colleagues who take additional leave and ﬁnd themselves left at home for many weeks without pay, waiting to be sent back out.’ One captain who worked on a support vessel noted that his ship and crew hadn’t been as affected as those on other ships and therefore they should be even more cautious about giving away their terms and conditions. ‘We have had fairly steady work,’ he said. ‘Support

Industrial organiser Gary Leech and senior assistant organiser Lee Moon conduct a series of ship visits in Aberdeen to support members suffering because of the oil price drop

vessels seem to be avoiding the worst of the slump, I think it’s mainly the supply vessels which have been most affected.’

Peter Tipping, a chef mate working for Farstad, was keen to point out that seafarers understand the problems employers are facing and do not want to attack them — they just want to ensure a fair deal. ‘We want our companies to do well. We have chosen to work in the North Sea and we all enjoy it,’ he said. ‘It is in all of our best interests to find the best long-term solutions to these problems. ‘However, we should be cautious about giving away too much in order to preserve jobs in the shortterm. Once you give away certain employment conditions, or offer to take very large pay cuts, then they are gone forever,’ he warned. ‘I sympathise with people who want to stay employed and are offering to take cuts to reduce the overall number of redundancies, but I urge those people to think of the future. ‘There will not come a time when companies thank you for your sacrifice and restore everything to pre-cut levels. They will simply continue from a new lower base point, and with inflation you are always playing catch-up.’

Left to right: master Alan Marwick, second officer Dougie Rae , Nautilus industrial organiser Gary Leech and cadet Callum Willis, onboard the Gulfmark Highland

19_n.sea_DC edit.indd Sec1:19

Mr Tipping also called on older seafarers to think about young people when the option of voluntary redundancy arises. ‘I think maybe some older people could offer to take the redundancies and allow younger people to stay in work,’ he said. ‘They are already cheaper, so it helps the company keep costs down. If our young seafarers can’t work they could risk their entire future in the sector — and everyone will suffer.’ Mr Tipping also argued that the government should do more to ensure the future of the North Sea — and that any support must directly beneﬁt British seafarers. ‘We understand the oil prices are low and we know our companies are struggling to make a proﬁt, so we can’t understand why the government isn’t doing more to support us,’ he said. ‘We all want to work and surely we are better off being employed and paying taxes than sitting at home being reliant on welfare. It is in the government’s best interest to help the North Sea to keep us employed. ‘However, the only times we have heard about government investment in North Sea companies, it has gone into propping up companies who don’t employ British seafarers. That seems like madness to me,’ he pointed out.

‘Our taxes should go to preserving our jobs and there needs to be something like the tonnage tax regulations to ensure that government investment directly supports British companies employing British workers.’ Another member at the meeting called on companies to appreciate the efforts that seafarers are already putting in to keep them proﬁtable. ‘In one company the Christmas bonus was cut, which usually provides a little bit extra onboard for those who have to work over Christmas,’ he said. ‘It’s not a lot of money — it’s not going to make the slightest dent on overall ﬁnances — but it does wonders for morale. Being away from family and friends at Christmas is hard, and some companies are taking away that little something that allows seafarer to still get into the Christmas spirit.’ The meeting ended on a positive note, with members talking about the long-term future of the North Sea. ‘We know the oil will run out at some point in the next 25 years or so, but after that there is decommissioning,’ one said. ‘I believe there is enough work in the North Sea to keep seafarers employed for another 50 years — let’s make sure a large number of those seafarers are British.’

Left to right: master Aleksanders Hrenous, industrial organiser Gary Leech and chief officer Artur Backiel onboard VOS Northwind

14/12/2015 17:55

20 | telegraph | nautilusint.org | January 2016

MEMBERS AT WORK

Fledgling takes flight K

When Samantha Belfitt was growing up on the south coast of the UK, she would often watch the hovercraft running between Southsea and the Isle of Wight. ‘I never thought then that I would be working on them now,’ she says. Samantha, who gained her Officer of the Watch (Unlimited) certificate in July, is now a navigator with Hovertravel — working onboard the 24.5m AP1-88 craft operated by the company, which can carry up to 101 passengers. The job not only builds on her childhood fascination, but also provides a perfect platform for her professional and academic qualifications — for not only does she have her maritime ticket, but she also completed a degree in aviation technology with pilot studies. ‘My father was in the Royal Navy when I was very young, and when I was about five my mother joined the Foreign Office, so I have always travelled throughout my life, and I guess that it where my interest in shipping came from,’ Samantha says. ‘However, my original aim was to work in aviation, and I did my BSc in aviation technology and pilot studies at the University of Salford in Manchester,’ she explains. ‘Unfortunately, I couldn’t get a job when I graduated in 2011 as the jobs market had hit rock bottom then and there was no light to be seen at the end of the tunnel.’ Whilst studying for her degree, Samantha joined the university’s Royal Navy unit and had thought about going to sea with the RN. ‘I decided against it, though, as you kept hearing about how they were making redundancies at the time and I wasn’t sure what future it was offering.’ After graduating, Samantha worked at the Wheel of Manchester installation while deciding on her future career. ‘My dad had suggested looking at the Merchant Navy and I was looking at Maersk and BP, but had missed the deadline for applications. I approached SSTG and, because of my prior experience with the RN, I got in straight away,’ she recalls. Samantha studied at Fleetwood and gained her seatime on the Evergreen containerships Ever Lasting, Ever Sigma and Ever Elite, visiting countries such as China, the US and Israel. ‘It was great to get to see parts of the world that I would never have got to as a tourist,’ she says. ‘I enjoyed my seatime and got on well with everyone,’ Samantha recalls. ‘The seafarers on the Evergreen ships were mainly Taiwanese and Filipinos,

20_hover_SR edit.indd Sec2:20

A young Nautilus member has secured her dream job within a few months of gaining her OOW qualifications — working as a navigator on the world’s longestrunning commercial hovercraft service…

ping and aviation working practices, she adds. ‘There are only two of us in the cockpit and it is more like a plane than a bridge. The way we interact with each other is very much a team effort with constant twoway communication. ‘However, the big difference is the speed of things. We are running at up to 40 knots and our crossing usually takes about seven minutes. You have to acquire all the information that you need when you are navigating a ship, but use it in a very different way. Things like CPAs, for instance, when something is three miles away you will reach it in just a couple of minutes — so you have to expand what you are looking at and increase the range of possibilities.’

“

Hovercraft were a big part of my childhood

Samantha Belfitt as a trainee officer gaining her seatime with Evergreen

and socialising with them was really important as you very much need to put in to get something out,’ she says. ‘I also really liked Fleetwood. The staff were great and I liked the small scale of the place, which really suited me.’ The post at Hovertravel — a seasonal job which will run into the spring — is Samantha’s ﬁrst job since gaining her OOW certiﬁcation in July. ‘I applied in September and had an interview a couple of weeks later and then started my two weeks of training in mid-October. ‘This wasn’t like ending up with a random company,’ she says. ‘I grew up watching the hovercraft coming in and out near my home and the company has been a big part of my childhood. When an opportunity to work there came up, I jumped at the chance.’ As navigator, her main duties include assisting the captain by providing radar information about

the traffic situation, as well as distances and courses to steer when necessary during the hours of darkness. ‘I have to assess the potentially dangerous situations and tell the pilot what is happening ahead and around us, predicting where we are going and whether we are clear port and starboard. ‘It can be quite stressful and it was all quite different from shipping at first,’ she admits. ‘You have to process all the information so much quicker because of the speed you are operating at, and at first it felt like information overload. But after a week or so I was much more confident and felt I had improved a lot.’ Seafaring has many similarities with flying, Samantha says. ‘Navigation and weather are at the heart of both, although I think aviation is about 20 years ahead of shipping in the way it uses crew resource management and checklists.’ Hovercraft operations are like a hybrid of ship-

”

Conditions in the Solent can vary a lot, Samantha adds. ‘One day the trafﬁc can be horrendous and at other times you can have a completely clear run. You have to be aware of things like other vessels assuming that we have to give away to everybody, or that when we approach large vessels they will blind our radar.’ The hovercraft can operate in conditions of up to force 8 and gusts of up to 40 knots, although wind direction and tides can also impose additional limitations. ‘A high tide and a strong southerly wind can really cut your stopping distances,’ Samantha notes. ‘You also need to be aware of what aspect you are showing to other vessels,’ she points out. ‘A hovercraft can turn in almost any direction and the sliding effect means that you could be showing one aspect but be driving in a different direction.’ Samantha says she hopes to be able to return to Hovertravel in the future — especially after the company takes delivery of its two newbuildings in 2016. ‘I am keen to progress my career further and get my chief mate’s. To do that, I will need to go away to get more seatime, as the hovercraft operate only in Cat D waters,’ she explains. ‘But I would love to come back here — you get to go home every night and it’s like a dream job for me.’

14/12/2015 15:22

January 2016 | nautilusint.org | telegraph | 21

MARITIME TRAINING

Seafaring’s Generation X The number of people undertaking maritime cadetships in the UK declined last year. A Merchant Navy Training Board seminar asked why…

The intake of UK cadets starting courses in autumn 2015 was down by almost 15% from the previous year, according to figures announced last month. A total of 575 officer trainees were taken on in the last intake — down from 673 at the same time in 2014, a Merchant Navy Training Board (MNTB) seminar was told. The number embarking on foundation degree/Scottish professional diploma courses has barely changed over the past year, said MNTB head Glenys Jackson, but the total starting HND/HNC courses dropped from 340 in 2014 to just 261 in 2015. The reasons for the decline are not entirely clear, Ms Jackson told the meeting, but there are indications that the January 2016 intake may be higher than 2015’s and will help to recover some of the lost ground. Chamber of Shipping chief executive Guy Platten told the seminar that the shipping industry needs to step up its campaign to protect the UK’s £15m Support for Maritime Training (SMarT) scheme, which is presently under review by the government. ‘It is really important that we don’t just maintain it, but that we try to increase it,’ he added. ‘Shipowners tell me that the biggest barrier to taking on more cadets is the cost, yet the return on investment from SMarT is immense.’ The MNTB seminar focused on ‘future-proofing’ UK seafarer skills and development, and Mr Platten said it was important to find ways to ensure that training meets the needs of the industry at a time of rapid change. ‘Ships are becoming more sophisticated and seafarers need to be constantly updating and adaptable,’ he stressed. MNTB chairman Kevin Slade said the training system needs to change to reflect the post-millennial ‘Generation X’ — young people who have ‘grown up with communication technology and digital devices permanently attached to them’. The MNTB is considering the best ways in which future seafarers can be taught, he added, and it is carrying out a root and branch

MNTB head Glenys Jackson

21_mntb_DC edit.indd 21

review that aims to map out training for the next decade. Key recommendations include: z expanding the scope of the MNTB to include all seafarers certificated through STCW training z mapping current seafarer education and training provision across all the maritime sectors to identify gaps and propose solutions to ensure the adequate supply of suitable people z utilising labour market intelligence to define the number of senior maritime professionals needed for shore-based industries and services z defining and developing and pipeline for career progressions and professional development z identifying how education and training can be delivered costeffectively, using a wide range of delivery and assessment methods z driving forward the recommendations arising from the two summits on rating training, staged by the MNTB during 2015

Celebration time for Warsash graduates Deck officer cadets from Warsash Maritime Academy’s September 2012 K HND and January 2013 Foundation Degree cohorts celebrated their achievement at the autumn passing out event on 28 November in

Southampton. The ceremony for the 31 newly-qualified officers was attended by families, training sponsors, WMA staff and representatives from companies including Anglo Eastern (UK),

Carisbrooke Shipping, Carnival UK, Chiltern Maritime, Clyde Marine Training, Maersk Crewing, NYK LNG Ship management (UK), Princess Cruises, Ship Safe Training Group, Trinity House, Viking Recruitment and Wilhelmsen Lines Car Carriers.

Are you serving or retired

MNTB chairman Kevin Slade

Mr Slade said the review reflects many of the recommendations on training made by the government’s Maritime Growth Study, published in September 2015. ‘The study recognises that the UK faces more competition than ever before and industry and government must work together on a shared vision,’ he added. Work is under way to examine the scope and nature of training berths for UK seafarers, Mr Slade said. The project will consider the quality of training at sea and examine the support given to trainees during their seagoing phases. The MNTB is also moving towards occupation-specific training standards from ratings to chief engineers and masters, Ms Jackson said. This will ensure that training requirements are closely related to the positions onboard and that seafarers meet the needs of the industry. The Board is also looking at introducing more flexibility in the training system, and while it will still be a phased model

there will be less stringent requirements for a deﬁned number of seatime phases for new entrants. Ms Jackson said efforts to promote seafarer training are being refreshed with new websites for the MNTB and the Careers at Sea brand. The one-day seminar heard a series of presentations from training experts. Angus Ferguson, from the City of Glasgow College, explained how neurolinguistic principles are being applied to adapt teaching styles to different classes. Steve Hogg, from Southampton Solent University, described some of the new techniques being used in active and virtual learning and Captain Milind Karkhanis, from Videotel, told how distance learning is developing further by using gaming technologies. Kevin Lund, from South Shields Marine School, outlined current teaching and learning practices, while James Ford and Craig Leppert, from Fleetwood Nautical Campus, spoke on ways to meet learner needs.

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

14/12/2015 17:57

22 | telegraph | nautilusint.org | January 2016

SEAFARER CERTIFICATION

The clock is ticking for seafarers to get their certificates into line with new STCW requirements, so Nautilus is warning members of the need to sign up quickly to the necessary courses. Here’s what to do in the UK…

Nautilus is urging members to take note that the countdown has begun to new rules that will require additional training to be undertaken to keep certificates valid for sea service on certain types of ship after 31 December 2016. The new requirements are being introduced as part of the ‘Manila amendments’ to the Standards of Training, Certification & Watchkeeping Convention (STCW) which were agreed at an International Maritime Organisation conference in 2010. They will mean that seafarers submitting certificates for revalidation will need to provide evidence of having undertaken certain specific courses, and will also require seafarers to complete refresher courses in basic maritime safety and fire-fighting. However, Nautilus is concerned that many seafarers remain unaware of the requirements and the steps they need to take to ensure their certificates remain valid for sea service after the deadline. These concerns were highlighted by a survey carried out by Clyde Marine Training, which showed that 46% of those questioned were either unaware or unsure what they need to do to meet the requirements and what refresher courses mean to them — raising worries that there may be a last-minute rush for training spots. As well as introducing new refresher training requirements for all officers, the rules also set out additional ancillary technical training requirements for deck, engine and electrotechnical officers.

Firefi

Revalidation and updating From 1 January 2017, all UK deck officers working onboard ships fitted with ECDIS must have completed one of the following approved training courses: z MCA-approved Navigation Radar and Simulator (NARAS) or Navigation Aids & Equipment and Simulator Training (NAEST) at the operational level, completed on, or after, 1 January 2005 z MCA-approved NARAS or NAEST at the management level, completed on, or after, 1 January 2002 z MCA-approved ECDIS course, completed on, or after, 1 January 2005 z ECDIS simulator training course approved by an administration whose CoC is accepted by the MCA for a CEC If you are unable to provide evidence of the above when submitting your CoC for revalidation, it will be endorsed as not valid for service on ships fitted with ECDIS from 1 January 2017. This endorsement can be removed at any time once the training has been completed. As of July 2013, all MNTB-approved programmes contain specific training on Human Element, Leadership & Management (HELM). Deck officers applying to have CoCs revalidated using sea service or time spent in an acceptable qualification will be considered to have already gained sufficient knowledge of HELM and will not be required to undertake additional training. However, those applying for a new CoC and upgrading to the next level will be required to provide evidence of having completed an approved HELM training course.

“

Inclusive packages of refresher training are available at most nautical colleges, but you need to book now

”

From 1 January 2012, seafarers revalidating tanker endorsements have been required to provide evidence of continued professional competence. Acceptable evidence is defined as either: z approved seagoing service, performing duties appropriate to the tanker certificate or endorsement held, for a period of at least three months in the preceding five years, or z successfully completing an approved relevant training course[s] Those who are unable to provide this evidence but meet the current revalidation requirements will have their tanker endorsement(s) revalidated until 31 December 2016. For any endorsement where the required evidence cannot be provided, the relevant limitation will be added to the CoC. As with the ECDIS requirements, this can be removed once you are able to provide the evidence. Engineer officers will be required to undergo education and training in high voltage systems (over 1,000V). This requirement will come into force on 1 January 2017, but affects revalidation from 1 January 2012. If you do not, and do not intend to, work on ships with high voltage

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Sea survival and rescue training Picture: Warsash Maritime Academy

systems you do not need to take any additional action and your CoC will be endorsed as not valid for service on ships with high voltage systems after 1 January 2017. To avoid having this limitation placed on their CoC, engineering OOWs will need to provide evidence of either having completed a high voltage course or the following sea service in the engineroom of a ship fitted with a high voltage system: z six months in the preceding five years, or z three months during the last 12 months Senior engineering officers (second or chief engineer) will need to provide evidence of completing a high voltage course in order to avoid having the limitation placed on their CoC. If you have a limitation placed on your CoC, it can be removed once you are able to provide the required evidence. Engineer officers will also be subject to the same HELM and tanker endorsement requirements as deck officers. For any endorsement that you are unable to provide the required evidence, the relevant limitation will be added to your CoC. As with the high voltage requirements, this can be removed once you are able to provide the evidence.

Refresher training The Manila Amendments also introduced a new requirement for all seafarers to provide evidence every five years of having maintained the required standards of competence to undertake the tasks, duties and responsibilities related to emergency, occupational safety and survival functions. If you are serving onboard and are qualified in any of the following, you must — as of 1 January 2017 — have documentary evidence of either completing the training course or refresher training within the last five years: z Proficiency in Personal Survival Techniques (PST) — Pre-31/01/2000 equivalent = Basic Sea Survival z Proficiency in Survival Craft and Rescue Boats other than Fast Rescue Boats (PSC&RB) — Pre 31/01/2000 equivalent = Proficiency in Survival Craft or Lifeboatman’s Certificate z Proficiency in Fire Prevention and Fire Fighting (FP&FF) — Pre 31/01/2000 equivalent = MNTB three-day Fire Fighting Course. z Proficiency in Advanced Fire Fighting (AFF) — Pre 31/01/2000 equivalent = MNTB four-day Fire Fighting Course z Proficiency in Fast Rescue Boats (this is only required if you already hold a certificate) If you hold any of the following certificates, you are deemed to be qualified and are therefore required to complete refresher training: z any of the above certificates as a stand-alone qualification z an STCW Certificate of Proficiency as a Navigation or Engine Room Watch Rating

z an STCW Certificate of Proficiency as an Able Seafarer (Deck), Able Seafarer (Engine) or Electro-Technical Rating z any Certificate of Competency holder z a GMDSS certificate and work as a radio operator It is permitted for some elements of the refresher training to be carried out onboard ship, which is evidenced by the seafarer completing and signing a self-declaration form. The only course which does not allow for self-declaration is FP&FF. This is because the elements of training that are permitted to be carried out onboard would not significantly reduce the time of the shore-based programme. Ahead of the 1 January 2017 deadline, the Maritime & Coastguard Agency is treating revalidation and refresher training as separate issues. If you revalidate your CoC before 1 January 2017, you will not be required to submit evidence of completing the safety short courses, but it will be a requirement to have completed the training and to carry the certificates onboard after that date. Inclusive packages of refresher training are available at most colleges, appropriate to the certificate held and duties undertaken. Nautilus urges members to book on a relevant course as soon as possible, as places are likely to become increasingly limited as the deadline approaches. g Members who need to know more can contact the Nautilus professional and technical department — email protech@nautilusint. org g Further information on revalidating a CoC is contained in the M-Notice MIN 494. Details of updating and refresher training are published in MIN 469. A list of approved courses and providers can be found at www.gov.uk: search for ‘MCA ATP’. g You can also contact the MCA seafarer training and certification branch — Tel: +44 (0) 23 8032 9231 or email revalidation@mcga.gov.uk

Working ashore? If you are a member working ashore, you can either choose to keep your certificate valid for sea service immediately or accept the endorsements and avoid the expense of training until you wish to use the CoC for sea service. Endorsements can be removed at any time in the future, once the required courses are completed. If you revalidate before 1 January 2017, you will not be required to provide evidence of having completed the refresher training. When you revalidate after 1 January 2017, you will be required to do the four basic STCW refresher courses plus FRB, if held. These are generally offered in blocks of four to five days by all the main maritime colleges. If a member working ashore allows their certificate to expire, it can still be renewed on the basis of three years’ service in the previous five years in an acceptable profession.

E AN certi incre I sign vess unde F rout allow F MSN mor ETO. a) p b) p c) c d) h e) h f) p Y appl g) c ( h) c i) c gD to th the I hotm

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January 2016 | nautilusint.org | telegraph | 23

SEAFARER CERTIFICATION

Slater Fund helped me pay for ETO retraining The STCW Manila Amendments also introduce new requirements for electrotechnical officers (ETOs). Nautilus member CLIVE EVANS gives advice based on his experience with the system… to become a guinea pig. I set out to F upgrade my original ETO certificates to Just over 12 months ago, I decided

the new ETO certificate of competency. Not knowing where to start, I contacted South Tyneside College, and sent a copy of all my certificates in December 2014. In January, the college came back and stated that they could not read the USB stick with all the information on it. In February 2015, I emailed the Maritime & Coastguard Agency to request an exemption for seatime as I was outside the five-year time limit. If they gave me an exemption for two years working for Ships Electronic Services, it would bring me back within the five-year limit. After three attempts, the MCA finally replied to me in August 2015: no exemption. Meanwhile, I also made an application to the Nautilus JW Slater Fund for financial support. The application was accepted in September 2015. I had been advised that the Merchant Navy Training Board produced an ETO competency record book, but discovered in September that this has to be purchased from the Chamber of Shipping/Witherbys at a cost of £84.

Firefighting training Pictures: Fleetwood Nautical Campus

After more discussions with South Tyneside College, I was advised to send an email to the International Association of Maritime Institutions, which stated that I needed to prove I had the equivalent to Electronic Principles exams. I scanned and emailed the copies of my Marine Electronics Diploma and my Advanced Electronics Diploma. These were assessed as OK, and I received one exemption certificate. The IAMI assessor then stated that I have to prove that I have done equivalent work/exams to cover the syllabus of the Chief Engineer’s Electro Technology written paper. Because of the delays, I now feel it is not practical for me to go much further. I am now well outside the five-year limit, which ultimately means I would have to re-sit all the exams and certificates. And I would also be taking a much-needed place away from serving ETOs. So, on the basis of my experience, I would advise colleagues to act quickly. The 1 January 2017 deadline is not far away and there are not enough updating courses being offered by the colleges. There is also no consistency between companies on giving leave to officers to enable them to complete any outstanding

safety courses. Officers on leave should not have to use their own time and money to upgrade. Apply for a grant from the Slater Fund. This provides up to £17,500 to help cover the costs of gaining your ETO CoC. Order the ETO CRB from the Chamber of Shipping and look at the checklist to see what updating courses you need to do, and which you are exempt from. Contact IAMI for further exemptions advice and contact the Maritime & Coastguard Agency, via the website, to get the Notice of Eligibility forms. The date for your oral exam will be advised only after you have completed all of the above — and there should be nothing to be apprehensive of if you are a serving ETO. Above all, don’t hang around! g Slater Fund application form: page 42.

Everything you need to know as an experienced ETO measures to formally recognise the role of the electrotechnical officer (ETO). ANautilus had campaigned for more than 25 years to secure training and The 2010 amendments to the STCW Convention introduced long-awaited

certification requirements for ETOs to ensure better recognition of their role, increased job security and career progression opportunities. It is important to stress that the ETO CoC is not compulsory unless you are signing on as an ETO or an ETO is required by the safe manning certificate of your vessel. You may still continue working in the same role after 1 January 2016, but under a different ‘title’ — for example chief electrical officer. For those already sailing as ETO (or equivalent), there is an ‘experienced ETO’ route which gives credit for the experience and education already gained and allows exemptions from many of the requirements. Full details of the UK requirements for ETOs are set out in the M-Notice MSN 1860. Section 3.3 deals with the requirements for existing ETOs who have more than 12 months’ sea service as an ETO or carrying out similar duties to an ETO. These are: a) pass the SQA Chief Engineer Electro-technology written exam b) pass the AMERC Electronic Principles written exam c) complete the MNTB Officer Competency Record Book for ETOs d) hold the applicable ancillary course certificates e) hold a valid ENG1 or accepted equivalent f) pass the MCA oral examination for ETO officers You may also choose to complete the following, or have the relevant limitation applied to your CoC: g) complete an AMERC Electronic Navigation Equipment Maintenance Course (ENEM) h) complete an AMERC GMDSS Radio Maintenance Course i) complete an MCA-approved High Voltage management level course. g Depending on your existing qualifications, you may be eligible for exemptions to the academic requirements listed above. In the first instance you should contact the International Association of Maritime Institutions (IAMI) at iamiexemption@ hotmail.co.uk to have your existing qualifications mapped to the STCW standard.

22-23_spread_sredit.indd 23

ETO training in progress...

You will then be provided with a detailed plan of the academic route you must follow. For existing ETOs, the Officer Competency Record Book tasks may be signed off retrospectively by a chief engineer or superintendent, providing that person has first-hand knowledge that the task has been completed.

g The ETO Training Record Book is available from Witherby Seamanship and can be obtained directly at witherbyseamanship.com. All tasks can be signed off retrospectively by the chief engineer or superintendent, providing they have personal knowledge that the task was completed. Before your notice of eligibility for the oral exam can be issued, you must achieve both the basic and advanced STCW safety training certificates. The final step towards obtaining your CoC is the oral exam. Candidates are examined by a chief engineer with extensive electrical knowledge. The exam will be approximately one hour in length and the examiner will be able to ask questions on any topic given in the syllabus. Questions will generally be tailored to the type of vessel you are working on or have experience of and will be more in the form of an interview. Although not included in the STCW Convention, the UK MCA is also offering a Senior ETO (SETO) endorsement to those that have exceeded the STCW requirements, both academically and in terms of service. To qualify for a SETO endorsement you must: a) hold a UK ETO certificate of competency b) have successfully completed a HND, Foundation Degree or Degree in Electrical and Electronic Engineering c) have 12 months’ seagoing service as an ETO after being issued with an ETO CoC (or 24 months’ sea service as ETO or equivalent for existing ETOs) d) hold an MCA-approved HELM management level certificate e) hold an MCA approved High Voltage management level certificate f) have a SETO MCA oral examination To obtain a CoC via the existing ETO route, the sea time used must be obtained before 1 January 2016 and the route will be closed on 1 January 2020. After this date, the standard route for those who have not followed an MNTBapproved programme must be used. g Nautilus can provide ETO members with up to £17,500 towards the cost of obtaining their first CoC, through the Union’s JW Slater Fund — see form on page 42.

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24 | telegraph | nautilusint.org | January 2016

MARITIME TECHNOLOGY

Drone ships setting course

Andree Underthun, operations manager (left) and Stian Braastad, global technical support manager, at the new ABB Integrated Operations Centre in Billingstad, Norway Picture: Morten Rakke

There’s a lot of talk within the shipping industry at present about crewless ‘roboships’ and ‘drone vessels’. And now the Swiss-based power and automation technology group ABB has taken a further step to give operators greater control of their ships from the shore. In November, the company officially opened a new Integrated Operations Centre (IOC) in Billingstad, Norway, which enables expert engineers to remotely monitor and troubleshoot critical shipboard equipment and systems on vessels throughout the world. ABB describes the facility as the ‘next step in the journey to more autonomous shipping operations’ — and says its services can be used to prepare planned maintenance work, offering owners savings of up to 50% on dry docking costs for certain equipment. ABB says the facility’s use of satellite links to sensors onboard vessels can enable equipment issues to be identified ashore quicker than by the crew. And the data harvested by the centre can help its engineers to provide solutions to seafarers onboard — in turn, reducing the need to send a shore-based specialist to the ship. IOC staff can connect to ships fitted with ABB technology and tap in to equipment and performance data from sensors and software onboard. Working in conjunction with shipping company technical managers, the ABB engineers can use the data analytics to make informed decisions about a vessel’s performance and maintenance plan. ‘We are monitoring the key parameters which will have direct impact on the critical equipment and could lead either to downtime or to a significant loss in efficiency,’ explained Richard Windischhofer, vice-president of integrated operations. ‘We are proactive in our relationship with our customers and with the new Integrated Operations Centre,’ he adds. ‘We proactively monitor the critical alarms and inform the crew about issues — sometimes even before they notice them themselves.’ At present, the IOC is monitoring almost 100 ships connected to its Remote Diagnostic Service (RDS) with a further 450 ships using its Advisory software for monitoring, decision-making support and motion and voyage forecasting. ABB says it hopes that by the end of the decade around 500 vessels will be using the RDS and as many as 2,000 operating the Advisory service, which is run from centres in the Netherlands and Finland. At present, the services are focussed on LNG

24_abb_DC edit.indd Sec2:24

The future for shipping is already here, say experts at a new centre which uses onboard sensors and software to enable remote monitoring and troubleshooting to be carried out ashore. ANDREW LININGTON heard how it works… carriers, heavylift vessels, drillships and other offshore support vessels. In the second quarter of 2016, the company is planning to open a second IOC in Helsinki — serving the cruise and ice-going sectors. ABB says the IOC can provide owners with more efﬁcient ﬂeet operations and increased autonomy for ships. It claims to offer a way of working that saves up to 50% on dry docking costs on ABB equipment if monitoring, pre-survey, and project execution are managed in close cooperation between the company and the owner, with data collected from systems being used as input for maintenance work during dry dockings. ‘On the vessels where we have a remote

connection, we were able to reduce the call-out of service engineers by 70%,’ Mr Windischhofer notes. The company says the centre ties in to its concept of the ‘Internet of Things’ Services and People’ (IoTSP) — connecting intelligent machines and the data generated from a growing number of electronic sensors to operate machines more safely, with greater efficiency, and with lower environmental impact. It says the enhanced support capabilities this offers can enable more highly qualified staff to work ashore rather than at sea, with responsibility for whole fleets rather than individual ships. ‘Fleet managers will know exactly which vessels are experiencing technical issues, enabling them to focus their improvement actions,’ Mr Windischhofer explains. ‘This will save our customers a significant amount of time in technical management and maintenance planning, as well as maintenance costs.’

Richard Windischhofer, vice president of integrated operations, ABB Marine & Ports Picture: Morten Brakestad

The IOC has a dedicated staff of 12, who work on a rota that ensures that at least one specialist each for propulsion and power systems will always be available. The first person answering customer calls is now a highly-qualified engineer — not a switchboard operator or computerised system — and ABB says this enables calls to be dealt with quickly and efficiently. The Billingstad facility has received more than 200 phone calls and around 300 email requests each month since opening. The remote connection is handled through the ship’s satcom system and while the recommended bandwidth is 512kbits/s, ABB global technical support manager Stian Braastad says the company has RDS and Advisory systems running on vessels with a bandwidth of as little as 64kbits/s. The integrated operations service is offered as part of the purchase of ABB systems, and Mr Windischhofer says that by including these elements at the design and construction stage the technology architecture onboard can be made simpler and cheaper. ABB says the centre’s services can provide a payback period of less than a year, and that the costs avoided during just one vessel incident would

justify the service fee. The company points to the case of an LNG carrier losing 50% of its propulsion power in the Indian Ocean as a result of a trip in the starboard power frequency converter during a voyage from Qatar to Japan. While the ship did not lose any of its safetycritical manoeuvring capability, it had to reduce speed significantly and, in a typical case, such a fault would lead to slow sailing for several days, until a qualified service engineer could reach the destination. ‘Here, however, that scenario was avoided, because the ship was equipped with an ABB remote diagnostic system (RDS), connected, in the middle of an ocean, to the IoTSP,’ the company said. ‘The crew, having recognised a fault, notified an ABB technical support engineer and within 20 minutes he was able to connect online to the RDS onboard. He read the logs, data transients and checked through the events recorded at the exact time of the fault. Together with the chief engineer onboard, he browsed through the event list from the frequency converter and discussed the possible causes of the fault. In this case, the result of their shared investigation, carried out over the “chat” function, indicated a broken semiconductor in one of the phase outputs. The ABB specialists helped the onboard engineer to verify the diagnosis and the component was replaced from spares stored onboard with minimum disruption to the voyage.’ Mr Windischhofer said he believes software and connectivity are already game-changers for the shipping industry, and he predicts that technology will bring ‘tremendous changes’ to the sector over the next decade. ‘I have to say that this is the most exciting time to be in the marine business,’ he adds. ‘You can find people who say that the shipping industry is very conservative and years behind shore-based sectors, but we don’t agree with that view. There really is a fresh wind blowing, and that is mainly due to improved connectivity and software. ‘While we believe that fully autonomous shipping is still quite some way away, and that it will apply only to very limited types of vessels, the way the maritime industry will operate will increasingly move towards the aviation model over the next 10 years,’ he says. ‘The crew onboard and the staff on shore will be reduced significantly, with many tasks being automated or semi-automated and more tasks being performed by key suppliers that are closely integrated with the vessel operator. ‘The leading operators and suppliers are clearly going this way,’ he notes, ‘which means the future is already here — it just isn’t evenly distributed.’

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January 2016 | nautilusint.org | telegraph | 25

MARITIME CULTURE

We are what we wear I

Alastair Arnott is the author of Heraldry of the Oceans: the Garb of the Merchant Seafarer, a book about cap badges and lace insignia in the British Merchant Navy that was reviewed in last month’s Telegraph. We review hundreds of maritime books every year, but this one is on such an unusual topic that we decided to contact the writer and find out how he came to write about the subject. So what first piqued Alastair’s interest in seafarers’ uniforms? ‘I’m a fraud, I’m afraid! I’ve never been to sea,’ he confesses. ‘But I grew up in Dunfermline, Scotland, which is near the Rosyth naval yard. I used to see seafarers of different nationalities around the town, and was curious about the differences between their uniforms.’ This childhood fascination stayed in the back of his mind when, as a young adult, he decided to train as a museum curator. His early career included a spell at the famous Ironbridge Gorge museum in the English midlands, where he honed his knowledge of the Industrial Revolution. And then, in the mid-1970s, came an exciting opportunity at the Swansea Maritime and Industrial Museum in Wales (now the National Waterfront Museum). ‘Part of my reason for moving there was that it was my wife’s home town,’ he says, ‘but it was also a chance for me to help develop a small museum into something more ambitious. We thought to ourselves, “What stories should we tell?”, and there was plenty of material, including the local coal mining industry, and of course the docks and the shipping industry.’ As he and his colleagues built up the maritime side of the museum, people started to come in with questions about members of their family who had been to sea. ‘They would have a picture of old Uncle Fred’s cap badge or insignia, and would ask if we knew who he had worked for. I’d do my best to help, but that was when I first noticed that there weren’t many reference books on the subject.’ The seed of a book idea had been planted. However, it was to be another 40 years or so before the publication of Heraldry of the Oceans. In the meantime, Alastair was developing his museum career with a spell at Beamish open air museum, followed by 22 years at Southampton Maritime Museum (now part of Sea City). ‘I started researching the book about nine or ten years ago, while I was working at the Southampton museum,’ he recalls. ‘The knowledge I’d gained there, and the

Are you proud of your gold braid? And what does your cap badge say about your company? Museum curator Alastair Arnott talks to SARAH ROBINSON about the significance of seafaring attire…

Young Alastair at Rosyth dockyard in 1954 ‒ “I was always interested in the sea and ships”

contacts I’d made, helped to make it possible. I started to track down organisations and individuals who had collections of British Merchant Navy badges and insignia, with a view to bringing all the information they had gathered into one place.’ Useful institutions included the Honourable Company of Master Mariners and the Southampton Master Mariners — known as the Cachalots. The volunteers of the Royal Mail archive were also helpful, not only donating their maritime collection to Southampton Maritime Museum, but also finding former employees with first-hand knowledge of the uniforms worn in the Royal Mail Line, the Royal Mail Steam Packet Co and the Royal Mail/Pacific Steam Navigation Co. ‘It was thanks to the Royal Mail that I was able to get in touch with some female crew members and find out about 20th century women’s uniforms

for the book,’ notes Alastair. Even this newspaper played its part in helping Alastair track down the artefacts he was after, in the days when it was the NUMAST Telegraph. ‘Someone in Southampton passed on a Telegraph article to me in 2006,’ he remembers. ‘It was about the cap badges collected by Gordon Sykes-Little, which were on display at Wallasey Town Hall at the time. I managed to get in touch with him, and he had a great deal of useful information.’ Heraldry of the Oceans focuses mainly on the 1930s-1950s, a period the author considers the heyday of variety and good workmanship in cap badges and lace insignia on uniforms. ‘I was able to photograph quite a few of the examples, but others from this period were damaged or had not been saved,’ he says. ‘I had to try and reconstruct them from pictures and people’s memories, and then I set about the task of drawing them.’

Alastair Arnott visiting the QE2 when the vessel was in Southampton for the last time

Alastair struggles to narrow down a favourite among all the cap badges in his book, but eventually settles on Solent Aggregates. ‘Their badge isn’t the most beautiful, but I like the story behind it. Small companies like this wanted to develop uniforms and insignia that identified them as part of the wider British Merchant Navy, but they also wanted to use their badges to stand out from other firms. Solent achieved both of these aims by taking a typical Merchant Navy design and adding their funnel to it.’ What about these days — aren’t there any good badges or insignia on 21st century uniforms? ‘I have to say that, on the whole, the workmanship isn’t quite what it was, but I do like the Canadian Navy’s current cap badge, which benefits from being made in their own country by the William Scully company. In the book, I have stuck to British

examples so it didn’t get too unwieldy, but it’s good to see what other countries have to offer.’ And even though he thinks the golden age of uniform insignia has passed, Alastair would still urge today’s companies to maintain their records and save current examples. ‘This is an important part of our heritage, and we don’t want to be in a situation again where future researchers like me are ﬁnding that some artefacts — and the knowledge that goes with them — have been lost forever.’ g Do you know of a well-designed cap badge in use today, in any merchant shipping company around the world? Send in a photo of the badge, with details of where it’s from, to telegraph@ nautilusint.org by Wednesday 13 January 2016, and you’ll be entered into a draw to win a signed copy of Heraldry of the Oceans by Alastair Arnott.

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

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26 | telegraph | nautilusint.org | January 2016

MERCHANT NAVY MEDAL The UK Merchant Navy s highest honour was presented last month to 19 of the industry s finest…

The winners of the 2015 Merchant Navy Medal included a wide range of serving and retired seafarers, maritime welfare workers and the first soldier to receive the award. Lt Col Edmund Brookes — former deputy director-general of the Chamber of Shipping — served for more than 30 years in the Territorial Army in parallel with an engineering career that included time as head of technical services for ACTS in Southampton, responsible for the worldwide engineering of the container fleets of the five group members. He was presented with the MNM for services to the UK Chamber of Shipping and to the MN Ratings’ Pension Fund, from which he retired as chairman in September 2015. Former engineer officer Neil Atkinson — now principal surveyor with the Maritime & Coastguard Agency — received the award for his work in helping to develop and implement the international Maritime Labour Convention and his support for seafarer welfare, including the Southern Port Welfare Committee and the International Seafarers Welfare and Assistance Network. Captain Trevor Bailey, currently serving as master of the cruise vessel Hebridean Princess — which he describes as ‘the best job in the world’ — received the award for services to safety on high-speed catamaran ferries and to the Nautical Institute. Capt Bailey — who began his seafaring career as a cadet with

Maritime professionals who go the extra mile BP Tankers in 1971 — was one of the first masters of high-speed catamarans in the UK, and was also training master when Stena Line’s HSS 1500 was introduced. Former Shell Tankers officer John Rose — who is now the maritime director of the Confidential Hazardous Incident Reporting Programme (CHIRP) — was presented with the medal for services to the Trinity House Yeoman Scheme

to support cadets and for his work to improve safety at sea. ‘This award is a great honour,’ he said. ‘What drives me on is the vision that every seafarer should return home from sea in the same condition that they set out in, and I am delighted that CHIRP now has 200,000 readers and the message is spreading around the world.’ Captain John Thompson, the deputy chairman of the Royal

Fleet Auxiliary Association (RFAA), received his Merchant Navy Medal for services to the welfare of seafarers. He was serving as a second mate on trampships when his father spotted an advertisement for the RFA and suggested he should apply. Capt Thompson went on to serve with the RFA from 1971 until 2003, and after his retirement he served as

“

I’m in such esteemed company here, just for doing a job I love

chairman of the RFAA before stepping down in 2012 and being elected as the organisation’s deputy chairman. A passionate seafarer, Captain Paul Compton has dedicated much of his time to training and motivating hundreds of young people for lives in the Merchant Navy and Royal Navy. For this, and his services to the Weymouth branch of the Merchant Navy Association, he was nominated

” MN Medal to become official state award P&O steward Alan Tinker

new state award, to be known as the Merchant Navy A Medal for Meritorious Service, is to be introduced by the UK Nautilus has welcomed the announcement that a

Trinity House cadets carried the red ensign at the medal ceremony and met the shipping minister

26-27_mn medals_SR edit 2.indd 26

government following the royal go-ahead. The new awards — the first of which will be presented in 2016 — will replace the existing Merchant Navy Medal, which has been awarded on behalf of the industry by the Merchant Navy Medal Committee for the past decade in tribute to meritorious service and acts of courage afloat. Shipping minister Robert Goodwill told the presentation ceremony for the 2015 Merchant Navy Medals that the new medal reflects a long campaign for formal recognition of the vital role played by merchant seafarers. ‘One can often forget how important merchant seafarers are to our island nation and it is only right that they are recognised for the role they play, often in difficult and dangerous conditions.’ Former First Sea Lord Admiral Lord West, patron of the MNM Committee, said he was delighted by the decision. ‘The Merchant Navy needs to be recognised as people have absolutely lost sight of it in the modern world,’ he added. Nautilus general secretary Mark Dickinson commented: ‘This national recognition is excellent news for the Merchant Navy, whose seafarers give so much to ensure our nation’s prosperity and security.’ Nineteen Merchant Navy Medals were presented at this year’s ceremony, held at Trinity House in London. Captain Matthew Easton, chairman of the MNM Committee, paid tribute to these recipients, and all the others who have received the existing medal. ‘All holders of this award should

justifiably feel proud of their achievement,’ he added. ‘The success of this medal has paved the way for a state award and this reflects the high quality of the recipients and the well-established selection process. I want to emphasise that existing holders should continue to wear their medals with equal pride.’ The Queen signed the royal warrant for the new medal earlier this year. It will be a State Award with a place in the Order of Wear and the first recipients will be announced on Merchant Navy Day on 3 September 2016. Whilst the Department for Transport will ultimately be responsible for recommending awards to ministers, it has agreed to consult closely with the Merchant Navy Medal Committee during the nomination process.

f Nominations for the first awards of the new medal opened last month and further information on how to submit nominations can be found at: www.merchantnavymedal.org

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January 2016 | nautilusint.org | telegraph | 27

MERCHANT NAVY MEDAL for the Merchant Navy Medal — much to his initial surprise. Capt Compton ﬁrst went to sea in 1965 as a cadet, but spent 28 years working as a chef and within the catering industry, before returning to seafaring in his early 40s. ‘It’s a great honour to get this award and it’s an honour for all the young people I’ve helped in sail training,’ he said. ‘My initial reaction was bloody hell! I’d just say thanks to all those who put me forward and it’s a most unexpected honour.’ Alan Tinker — a steward on the P&O ferry Pride of Burgundy — received the medal for his services to the Channel ferries sector and the Dover & Deal Unit of the Sea Cadet Corps. ‘I’m gobsmacked to be given this award,’ he admitted. ‘It’s come right out of the blue. When I was told about it I did have to sit down and have a glass of rum. ‘I have been in and around shipping for 30 years, helping to teach and instruct children and adults. It’s something I’ve just enjoyed doing and it’s just what I do. I’m just doing my job,’ he added. ‘I’m amongst such esteemed colleagues and I’m just someone who takes his job seriously. I accept the honour on behalf of everyone I work with.’ Commodore Ian Gibb received his award for services to the cruise line sector and to the Royal Alfred Seafarers’ Society and the Mission to Seafarers. Cmdre Gibb began his seafaring career as an apprentice with the P&O Steam Navigation Company after graduating from the School of Navigation at the University of Southampton in 1953. He served as Commodore of the P&O/Princess ﬂeet from 1994 until his retirement in 1996 and, as well as extensive work for maritime charities, he was elected a Younger Brother of Trinity House in 1982 and made an Elder Brother in 1996. John Matthews, who began his career as a Bank Line cadet and went on to become head of

the Fleetwood Nautical Campus at Blackpool & Fylde College from 2009 to 2013, was awarded the medal for his ‘lifetime’s commitment to the Merchant Navy, nautical education and safety of life at sea’. He now represents the International Lifesaving Appliances Manufacturers Association at the IMO. A medal was also awarded to another former seafarer turned academic. Paul Wright spent some 13 years at sea with Alfred Holt & Company before joining Plymouth School of Maritime Studies as a lecturer in 1979, moving on to become associate director at Plymouth University’s Marine Institute. He was honoured for his services to maritime training and to the Nautical Institute. Scott Agnew, a bosun serving on the Stena Drilling vessel Stena Icemax, was presented with the award in recognition of his services to the Merchant Navy and to the RMT union in Scotland. Mr Agnew has spent more than 30 years at sea in a career that began with B Shipping and includes service with companies including Maersk, the RFA, Gulf Offshore, Caledonian MacBrayne, Trico and Viking Supply Ships. He was chairman of the Aberdeen branch of the RMT for six years and was a delegate at the Scottish TUC on two occasions.

Medals were also presented to:

z Captain Colin Chandler, for services to Merchant Navy training and to the Maritime Skills Alliance z Sister Marian Davey, Port Chaplain for Apostleship of the Sea, East Anglian Ports, for services to merchant seafarers and their dependants z Lt Cdr John McPhail, lately director at Thomas Miller & Co, for services to international maritime law z Captain John Ridgway, former chief executive ofﬁcer with BP Shipping, for services to tanker safety and to seafarers’ welfare.

Union stalwarts recognised International’s professional and technical A committee were among this year’s Merchant Navy Two leading lights from Nautilus

Medal recipients. Clive Evans — an electrotechnical officer with more than 40 years of sea service — was given the award in recognition of his important role in helping to develop the ETO certificate of competency under the STCW Convention. And retired Royal Fleet Auxiliary officer Bob Settle — who was the first chief engineer to chair the Union’s Professional and Technical Forum — received the award for his lifetime commitment to the Merchant Navy. Mr Settle, who first went to sea with the RFA at the age of 16, said he was proud to have been nominated for the medal. A member of the Union for 44 years, he is also a trustee of the RFA Association and chair of the Council of the Liverpool Nautical Research Society. ‘I’ve always been active in the Union, because you can’t change things from the outside and you have to work from the inside,’ he said. ‘It was a privilege to be chairman of the professional and technical forum, which does a great job — especially on safety — and looking after fellow seafarers.’ Mr Evans served at sea with Shell and campaigned for many years for formal recognition of the role of the ETO. ‘We have made a great deal of progress, but we are not finished yet as there is still a lot of work to be done,’ he noted. He has also served as a MN Careers at Sea Ambassador, promoting seafaring at schools and colleges, and has been actively involved in the Liverpool Ships Radio Society — including work at the Fort Perch Rock Museum, the lightship Planet and the tug Daniel Adamson.

Merchant Navy Medal awardees Bob Settle (left) and Clive Evans

“

It was really a team effort — four lads in the crew spent hours pulling the people aboard while I just kept the ship steady

”

Captain Nigel Barningham

Fawley rescue hero 'would jump in again'

Foreland master’s sea skills helped save 150 refugees Capt Nigel Barningham

Chris MacDonald was the youngest recipient of the 150 Syrian refugees from a boat sinking A A 2015 Merchant Navy Medal. in the Mediterranean in stormy conditions was Putting his life at risk to save a fellow seafarer,

Chris MacDonald

26-27_mn medals_SR edit 2.indd 27

Aged just 31, Mr MacDonald — a coxswain who has worked in shipping in Southampton since leaving school — picked up his award for an act of courage afloat after putting his own safety to one side to rescue a crewman trapped inside the capsized, sinking tug Asterix at the Esso Fawley refinery in Hampshire in March 2015. Whilst one of the two-man crew managed to jump clear, it was uncertain where the other was. Standing on a nearby barge, Mr MacDonald spotted the missing crew member and, through his own quick thinking and selfless actions, managed to save the man’s life mere minutes before the Asterix disappeared below the surface. ‘He was trapped in a small air pocket,’ Mr MacDonald explained. ‘As the tug started to come back up, and before making its final descent down, you could just see an arm floating in the wheelhouse window and that’s when I made the decision to jump in. I got someone to throw me a sledgehammer before smashing the window and dragging the crewman out before it sank a minute later. ‘This award is a great honour to receive. Looking at the citations, it was all captains and commodores — so it seemed a bit odd sat next to them getting the same medal,’ he added. ‘If it happened again I’d do exactly the same thing. I have previous experience and training from the RNLI, plus the marine training we do. It all adds up.’

A Nautilus member whose ship rescued

presented with the Merchant Navy Medal for his exceptional seamanship and leadership in difficult circumstances. Captain Nigel Barningham, master of the 23,235gt Foreland Shipping ro-ro Anvil Point, went to the aid of the stricken fishing vessel some 80 miles ESE of Sicily following a request from the Malta Maritime Rescue Coordination Centre on 28 November 2014. His ship — which was returning to the UK from the Middle East — was asked to lead the rescue attempts after a coastguard officer at the scene determined that the conditions were too dangerous for his vessel. ‘The weather conditions were adverse, with near gale force winds and a heavy swell, and they were deteriorating,’ Capt Barningham said. ‘On our initial attempt, we only managed to get 13 people off the boat before the mooring line parted. ‘But we managed to make a second approach and secured another line to the boat, and we managed to get the remaining 137 people off — who included an invalid, a paraplegic and a baby inside a holdall.’ The rescue operation lasted around four hours and Capt Barningham said that when it began, the refugees were standing on the

deck of the boat — but by the end, they were on the top of the wheelhouse of the vessel, which sank soon afterwards. Anvil Point then sailed to Augusta, where the refugees disembarked into the care of the Italian authorities. The nomination for Capt Barningham paid tribute to his exceptional seamanship and exemplary leadership skills during the incident. Capt Barningham said he was honoured to receive the award — but described the rescue as a massive team effort. ‘There were four lads that really deserve the credit,’ he added. ‘Third mate Chris Magnusson and ABs Dan Taylor, Steve Wickenden and George Harris were all down at the pilot station pulling 150 people and their bags onboard for four hours solid. They were the ones that rescued them — I was just keeping the ship steady.’ He also praised the work of the Royal Navy, Marines and Army protection force onboard who provided medical care and supervision for the rescued refugees. Capt Barningham — who has served with companies including Shell, Coe Metcalfe and Merchant Ferries — has worked in the Foreland Shipping fleet for 12 years. He was involved in another rescue mission earlier in his career, when his ship picked up around 20 Vietnamese refugees in the South China Sea.

14/12/2015 17:54

28 | telegraph | nautilusint.org | January 2016

MARITIME WELFARE

Sea camaraderie rekindled ashore Nautilus is part of a movement to provide social support to seafarers once they have retired. STEVEN KENNEDY spoke to some of the people running the friendship schemes, and to those whose lives have been improved as a result of taking part…

‘Getting the message out is very difﬁcult and most feel they don’t need charity. People don’t want to admit that they are lonely,’ says Tony McGuire as he continues his hunt for former seafarers. Tony is one of ﬁve volunteer facilitators for Seafarers Link — an organisation that aims to reconnect former seafarers with like-minded people and give them back the community feeling that many have lost since swallowing the anchor. The project’s aim is simple; its implementation, however, less so. Started eight years ago by Community Network — a charity that seeks to tackle loneliness and increase social interaction via telecommunications — Seafarers Link has recruited around 70 former seafarers to its ranks. The hardy groups of ex-mariners, all aged 60 and over, as well as some of their spouses meet at set times

from all over the country via a coordinated conference call. During these meetings they retell stories from their seafaring days and chat about any subjects that happen to be on their minds; but more importantly they connect once again with people who share similar interests. For the people involved, it can be a real lifeline. Since coming ashore, some seafarers ﬁnd themselves isolated and missing the regular companionship they experienced at sea. However, the reason for the groups' existence is the very cause of the problems facilitators have in raising interest from new members. For people like Tony — who served at sea between 1961 and 1981 — ﬁnding older people once they come ashore, and then getting them interested in joining the discussions, is a tough task. With no register of retired seafarers to go through, Tony and his

Once home from sea loneliness can set in Picture: Thinkstock

WERE YOU AWARE that following the successul outcome of a judicial review in respect of two Seatax clients, (brought before the Courts by Nautilus in collaboration with Seatax Ltd as expert advisors on the Seafarers Earnings Deduction), it was deemed that the two Seatax clients did have a legitimate expectation in applying the only published Revenue Practice with regard to the application of a day of absence in relation to a vessel sailing between UK ports. HMRC did not want to accept this practice (although referred to in their very own publications) but have now accepted that expectations of a claim based on such practice would be valid until the published practice is withdrawn. Following on from this, HMRC have now conﬁrmed that this Practice is withdrawn as of the 14 February 2014. Seatax was the only Advisory Service that challenged HMRC on this point.

WHY TAKE CHANCES WITH YOUR TAX AFFAIRS? Let Seatax use their knowledge and 35 years experience to ensure you do not fall foul of the rules Please visit our website for full details of the case. OUR FEES ARE AS FOLLOWS:

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

28-29_loneliness_SR edit.indd 28

Picture: Thinkstock

fellow facilitators have to come up with new, and previously untried, methods of making contact with people in order to swell the groups’ numbers. Tony explains: ‘My Monday call group is about 10 strong now, but not all of them can make every call due to doctor and hospital visits. I have guys from Yorkshire, Lancashire, Kent, London and Northern Ireland in my group, and two ladies from Hull whose husbands were ﬁshermen, and they’re a great bunch. I also have a Wednesday group for ﬁshing guys. ‘Finding people to join in is very hard,’ he adds. ‘I go on shipping sites on Facebook and meetings of groups like the Merchant Navy Association. I even go on a bus tour to Fleetwood once a month, but without funding I have to keep it local.’ It’s a small, yet vital, response to the issue of social isolation for seafarers. Retirement for many

“

We have guys from all over the UK taking part in our call groups, and they're a great bunch

”

deprives them of the onboard companionship that existed throughout their working lives and often leads to feelings of loneliness. Former seafarers say it’s those close onboard friendships that they miss most when they retire, and Seafarers Link allows them to reunite on land — especially if they live alone or have lost someone close to them. Tony witnessed the beneﬁts of the group ﬁrst-hand when a member of one of his calls said that his wife had died suddenly. The man was almost inconsolable but, thanks to the efforts of his phone group, he has since been able to turn his life around. ‘One guy on our call group lived with his wife in the Shetland Islands,’ says Tony. ‘When his wife died suddenly he was a broken man. It was only through the telephone link that we kept him going. He was crying a lot and really down in the dumps. I used to phone him outside of the

group times to check he was OK. He started to get better and kept in contact on the phone. ‘Then his local hairdresser introduced him to her mother and they hit it off. They ended up getting married and he now lives in London with her. But at one time he was suicidal on the phone and the guys had a chat with him and pulled him through. Had he been on his own in his cottage it could have been a different story.’ Chris Rankin, the national chairman of the Watch Ashore organisation, is project manager for Seafarers Link and has been working on the scheme for over ﬁve years. She says stories like the ones Tony mentions and the feedback she has received prove just how important and appreciated the work they do is. ‘Some of our guys don’t speak to anybody all day,’ explains Chris. ‘They have meals on wheels come in and that’s it. All they want to do is hear another human voice. Sometimes people will cry on the phone during the calls if they are talking about a sensitive subject like the loss of their wife. Then someone else on the call will tell them what they did when they went through the same thing. It’s like a little support network within that group of friends. ‘These guys have empathy with each other. They’ve bonded. They’re best pals. It’s creating a bit of pleasure in their lives and I think, why not? I believe if we can give people an hour’s worth of good quality fun once a fortnight then it’s all worthwhile. They look forward to it. ‘I am passionate about the project and I want it to continue. One of my guys said to me he likes having a conversation because it makes his brain work. He has to think of a reply and join the conversation,’ she adds.

Seafarers Link is far from isolated when it comes to tackling the issue of loneliness. In 2014 the Maritime Charities Funding Group and Age UK Wirral joined forces to launch a Men in Sheds action research project at the Nautilus Mariners’ Park retirement estate in Wallasey, on the banks of the river Mersey. The project, which originated in Australia before spreading to Europe, provides its male participants with a range of activities to get involved in, from learning new computer skills to golf lessons and gym clubs. This initial one-year project was so well received — with 52 out of the 57 men at Mariners’

14/12/2015 16:41

January 2016 | nautilusint.org | telegraph | 29

MARITIME WELFARE

Darren Earnshaw, Community Network trustee; Chris Rankin, Seafarers Link project manager, Community Network; John Rankin, retired shipmaster; Tony McGuire, Community Network volunteer; Julie McGuire, Community Network supporter; Jill Long, Community Network volunteer facilitator; Katy Evans, Community Network project officer; at a recent Community Network event in Canary Wharf Picture: Community Network

Chris Rankin and her husband John play an active role in trying to combat social isolation amongst ex-seafarers

Seafarers Link: what the call groups mean to the members Seafarers Link for around A two years now, former mariner Ian Having been involved with

Johnson says the service is a real lifeline for many people who use it. Originally from the Newcastleupon-Tyne area and now living in Falmouth, 81-year-old Ian spent the majority of his life at sea. Starting out in the Sea Scouts at a young age, he ended up working in the oil business around the Middle East from 1977 until have been aware of these guys A at all, so it’s been a great way to get ‘If it wasn’t for the calls I’d not

to know new people and become friends,’ says Dave Bayliss. Dave, 72, from Derby, has been a regular on the Seafarers Link call groups since May 2010 and enjoys speaking to people who share similar backgrounds. Starting out as a junior engineer back in 1967, Dave was forced into early retirement due to a bad back

Park participating, 130 activities taking place and more than 800 attendees in total — that it was taken forward for a second, and now a third year, thanks to funding from Seafarers UK. ‘It’s a virtual Men in Sheds project we have here really,’ explained Roger Cliffe Thompson, who runs Men in Sheds at Wallasey. ‘The original idea from its inception was that groups of guys would get together in a shed and make things. We found that it wasn’t really the making things that made the project successful, it was about the craic. ‘Seafarers are very self-sufﬁcient people on the whole. However, they also tend to be isolated. They’ve been away at sea and it’s a bit like prison for nine months. You’re with a select group of people who don’t necessarily live where you live, so when you come back to land all your friends have gone. ‘I get to know each of the guys here and get them talking,’ he says. ‘Some of the guys may not want to get involved in an activity straight away but they might want a bit of advice about using a

28-29_loneliness_SR edit.indd 29

his retirement in 2001. Having got involved with Seafarers Link in 2013, Ian has become a mainstay in his call group and says that some people less fortunate than him really do feel the benefits of the discussions. ‘I can get around OK, but I can see how important this service is for those who can’t get around as easily,’ he says. ‘It could be the only contact with other people they have. It’s a lifeline to

the outside world for some people. ‘I am the only one in the two call groups I’m in who was involved in the oil industry,’ Ian adds, ‘so I’m listening to other people who’ve been involved with passengers and cargo all the time. I’m not talking to people who did what I did, but it’s still interesting. ‘The sea’s a big place,’ he continues. ‘I remember on one occasion going across the Indian Ocean to Bombay you had the coast

and the sea, the sun shining and flying fish jumping out the water all over the place and it was beautiful. It’s then hard to replicate that feeling when you come back home. ‘In my experience here, there are about four or five people near me who are ex-seafarers but none of them take part in the calls. ‘It’s an unfortunate fact, but the older you get the more isolated you tend to become.’

in 1985, having achieved the rank of chief engineer. Since then, he has divided his time between working for three years in Bermuda and doing volunteer work for his local church and as a meals on wheels provider. Although he has enjoyed his retirement with his wife, living in landlocked Derby has meant that, had it not been for his fortnightly Seafarers Link sessions, Dave would struggle to speak to anyone with a maritime background.

‘Living in Derby, which is not exactly close to the sea, means there are very few seafarers about to talk to,’ he notes. ‘If you talk to people in this area they don’t really know what you’re on about, so speaking on Seafarers Link allows you to speak to people who’ve done like-minded things. ‘The calls are very good. I look forward to speaking to the guys. I think particularly when you are getting in touch with people who are

housebound that you’re helping them and giving them a bit of company. It’s only for an hour, but it is something that’s worth doing. ‘I’m fortunate not to be housebound, but one or two people we’ve had on the calls are, and it’s a big thing for them to have people ringing up. If it wasn’t for the calls I’d not have been aware at all of these guys from around the country, so it’s been a great way to get to know them and become friends,’ he concludes.

Picture: Thinkstock

computer, or a mobile phone, so it’s about helping them that way and putting them in touch with other residents who can help them. It’s a long way from a shed with machines in — that’s why I see it as a virtual shed. ‘I don’t put pressure on people to take part in anything,’ Roger adds. ‘It’s no good saying “why don’t you try that Tai Chi” because they’ll not be interested. It’s only when one of them comes up and

says “I’d like to try Tai Chi” that I organise something. It’s their call. I just try and act as a catalyst.’ For seafarers, who have a tendency to be fiercely independent, the idea of asking for help and approaching support groups can be hard. It’s an ongoing challenge faced by those offering support. Groups like Seafarers Link, and projects such as Men in Sheds, are keen to emphasise that they are trying to focus less on the isolation issues and more on the benefits participants will gain. It’s a subtle shift in focus — but one that is hoped will yield even more willing participants. However, solving the problem of social isolation for seafarers is still the overall goal. It’s hoped that with the support and effort of people like Tony, Chris and Roger more people will recognise the benefits of joining social groups and have the opportunity to make sure their retirement years remain enjoyable. f For further information about Seafarers Link contact Chris Rankin on 01752 812674 or 020 7923 5250 or email chris@community-network.org.

Retired engineer Dave Bayliss from Derby

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14/12/2015 16:41

30 | telegraph | nautilusint.org | January 2016

MARITIME RESCUE

Floating an innovative idea The ongoing migrant and refugee crisis means merchant vessels are increasingly likely to be pressed into service for large-scale rescues — but they don't always have suitable equipment. SARAH ROBINSON hears how a new invention could help to solve an urgent problem...

It’s one of the worst things you can encounter as a seafarer: dozens of people in the water near your ship, condemned to drown unless you take immediate action. Whatever you think about how they came to be there, this is not a time to be debating politics, religion, war or economics. These are fellow human beings and they need help now. But how do you help them? There are so many of them, and some are children and elderly people. Do you even have any suitable lifesaving equipment onboard your vessel? These were the questions concerning Ben Board of Unique Seaﬂex last year. Like many others, he had been shocked by the

pictures of the little Syrian boy who had died trying to cross the Mediterranean with his family and washed up on a Greek beach. So when a friend, Nick Davies, suggested that Seaflex could help prevent future deaths, Ben was highly receptive to the idea. Now part of the Unique Group, Seaflex was founded by Ben’s family, and describes itself as a specialist in marine air lift buoyancy bags and water load test weights. In other words, the firm makes floats used to manoeuvre equipment in the subsea and offshore sectors. Floats that could be adapted to save lives. ‘Nick came to us in May 2015 to say there was this problem and ask how we could solve it,’ recalls Ben. ‘My colleague Graham Brad-

The CentiFloat in action during the 6 August 2015 rescue in the Mediterranean, 30 miles from the Libyan coast Picture: Christophe Strama/MSF

ing and I sat down to think about it and had something basic on paper in a couple of days.’ Their idea was to make a long ﬂoat that could be quickly inﬂated and deployed from a merchant vessel or yacht. It would be long enough for a large number of people to hold on and keep

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their heads above water until they could be lifted onto a rescue boat, and there would be three grab lines so people could always reach something to grip when the float rolled. One end would have a tow line and the other end would have a drogue — ‘like a parachute in the water that acts as a brake’. Ben had plenty of hands-on seafaring experience to help him judge what would work. Before joining Isle of Wight-based Seaflex, he worked for many years in the yacht sector, initially on superyachts and then focusing on the racing side. He holds the RYA Yachtmaster qualification and was an instructor and examiner. He has also been a sea survival instructor and a volunteer on the RNLI lifeboats. With all this expertise, allied with the manufacturing knowledge and equipment available at Seaflex, Ben and Graham were able to get their first lifesaving float designed and produced by July 2015, just two months after the project began. They chose the name CentiFloat, because it was originally meant to help up to 100 people at a time, but in the end they went for a somewhat smaller device suitable for 40 to 50 people, because it was more manageable to deploy. They also intro-

duced a way of clipping together two CentiFloats to make a simple raft so that small children and frail adults could be lifted out of the water and placed on top while awaiting rescue. ‘That was the easy part done,’ says Ben. ‘We always knew we’d be able to make it. The challenge was to get the word out and to raise money so we could give the first of our floats to rescue organisations for free.’ The eventual plan was to market the CentiFloat as a commercial product for merchant shipping companies, he explains. But the immediate need by rescue organisations was so great that Seaflex agreed to produce the first floats at cost price, with Ben organising a crowdfunding drive to cover expenses such as materials and shipping. The appeal was a great success: £21,000 was raised in just a few weeks, and over 20 floats have now been manufactured and distributed in pairs.

So this is where the story moves to the Mediterranean, where one of the ﬁrst recipients of a CentiFloat was the Malta-based rescue organisation MOAS (Migrant Offshore Aid Station).

MCA develops guidance on new SOLAS rescue equipment rule held a consultation last month on the likely J business impact of a new SOLAS regulation requiring The UK Maritime & Coastguard Agency (MCA)

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MOAS director Martin Xuereb was on the rescue vessel MY Phoenix when the CentiFloat was first used, on 6 August 2015. ‘We heard that there was a boat in distress 10 miles away from our location,’ he recalls, ‘and we sent drones ahead to check out the incident. We could see we’d need the float — there were just so many people — and it proved vital to the rescue.’ On arrival, the MOAS crew found a wooden boat with a superstructure, probably built to carry 30 or 40 people. Some 500 people were onboard, all crammed onto the top deck. ‘It’s amazing it didn’t flip over,’ says Martin, ‘but people were obviously expecting it to capsize any minute, because many of them had started jumping into the water.’ This was exactly the kind of situation the CentiFloat was meant for, and it was quickly deployed: ‘Knowing those people were safe holding the float allowed us to focus our priorities on the vulnerable people still on the wooden boat.’ To give a sense of the context in which the CentiFloat was being used, Martin explains more about the 6 August rescue and the wider work of MOAS. ‘We work in partnership with MSF [Médecins Sans Frontières], and their vessel

all SOLAS ships to have arrangements for the recovery of persons from the water. Participants were invited to read and comment on a draft Marine Guidance Note (MGN) drawing attention to the new regulation and establishing ‘the process through which novel equipment intended for the recovery of persons from the water may be accepted for use on UK ships’. The MCA pointed out that nothing in the SOLAS amendment or UK policy requires that additional equipment is to be carried on ships; the requirement is only about having a plan and procedure to use equipment. However, given that many companies may be interested in buying devices such as the

CentiFloat and Jason’s Cradle, the agency wanted participants to assess the two to five-year business impact of such investments, considering issues such as: z trading patterns/time savings z fuel costs z manning and crew training requirements z vessel design and construction The consultation closed on 18 December 2015, but the draft MGN and the business impact questionnaire may still be available to read in the Consultations section of www.gov.uk — or on request to the MCA. The information gathered will inform the guidance issued in the final draft of the MGN. When the note is issued, this will be reported in the Telegraph, and a summary will be made available in the information pages at the back.

14/12/2015 15:24

January 2016 | nautilusint.org | telegraph | 31

MARITIME RESCUE

A demonstration of the Jason’s Cradle in use at sea

MOAS welcomes additional gift of retrieval device L The CentiFloat is not the only piece of rescue equipment donated recently by a British company, points out MOAS director Martin Xuereb: ‘We had an important and welcome donation of a Jason’s Cradle, a device that helps to lift people out of

“

The new CentiFloat kept the people in the water safe so we could focus on those in trouble on the boat

”

Bourbon Argos was there with us that day along with an Italian warship. Between us, we had four RIBs to pick up the people and take them to our ships.’ Most of the rescues in the Mediterranean are coordinated by the Italian coastguard, he notes. ‘The Italians look at who is closest to the incident, and we are often called upon because we patrol the risk areas every day. Naval ships and merchant vessels are also called to help in various ways — at sea, everyone upholds the tradition of saving lives. I remember a recent example where a Maersk ship sheltered the migrants by

the water.’ Garth Matthews is the managing director of the Jason’s Cradle company. ‘I had noticed the work of MOAS through social media,’ he says, ‘and was keen to do something to help them in what appears an unending

giving them a lee until we could get there. Sometimes merchant vessels are asked to take the rescued people onboard, but in general it’s better if we can bring them onto the Phoenix or the Bourbon Argos because we have doctors and clinics there, and supplies such as clothes and blankets.’ The 6 August incident took place around 30 miles from the coast of Libya, he adds, but there was no question of taking the rescued people back to the unstable north African nation. ‘Under international law, we must take them to a place of safety, and that usually means Italy. On that day we took 300 people onto the Phoenix and 200 onto the Bourbon Argos, and once we had made sure everyone was OK, they were eventually transferred to a Norwegian ship heading to Italy.’

In 2015, the Italian coastguard coordinated the rescue of over 100,000 people from the waters of the Mediterranean, says Martin, of which some 12,000 were rescued by MOAS. ‘We have made it our mission to save lives at sea,’ he stresses, ‘and we don’t believe this should solely be the responsibility of the state. We are an independent charity funded by dona-

and daunting task. So I made contact with them, worked out which of our units would be best suited for their specific requirements and had the units sent over. ‘I also visited the vessel MY Phoenix in Malta and trained the crew in the

use of the equipment. To be honest it was really very humbling meeting the people who are going out to sea day in day out, at no insignificant risk to themselves, to help others.’ g For more about Jason’s Cradle, see www.jasonscradle.co.uk.

John Hamilton and Marco Cauchi of MOAS (left and centre) receiving training last year from Jason’s Cradle managing director Garth Matthews (right) Picture: Jason Florio

A drone returns to the MOAS rescue vessel Phoenix after searching the waters for migrants in distress during a patrol in 2014

tions of money and equipment.’ MOAS was established by social entrepreneurs Christopher and Regina Catrambone in response to a humanitarian disaster in October 2013 in which some 400 men, women and children drowned off the Italian island of Lampedusa. It has since grown into a substantial outﬁt employing a range of professionals including search-andrescue experts, medical staff, seafarers and security ofﬁcers.

Having made a signiﬁcant contribution to the ongoing lifesaving work in the Mediterranean, MOAS now plans to expand to other regions where large numbers of migrants and refugees are at risk on the open seas. ‘We need to shine a light on southeast Asia and the plight of people like the Rohinga, ﬂeeing persecution,’ says Martin. The intention is for the Phoenix to head to the new patrol location while a second vessel is

chartered for the Mediterranean. It looks as if there is more need than ever for a rescue aid such as the CentiFloat, and Ben Board and his colleagues at Unique Seaﬂex say they’re ready for the challenge of scaling up production. Acknowledging the part often played by merchant vessels in large-scale rescues, they are moving to the stage of making the CentiFloat commercially available. ‘We hope that shipping companies

around the world will buy the ﬂoat to add to their standard range of emergency equipment carried onboard,’ says Ben. ‘Yes, we are a business, but we want to help people. We’ve worked out how to solve a problem for the industry, and together we can save lives at sea.’

g For more on the CentiFloat, go to www.uniquegroup.com/centifloat g The MOAS website is www. moas.eu

INTRODUCING THE...

MARITIME SKILLS ACADEMY With the expansion of our training facilities, Maritime Skills Academy will be offering the following STCW Refresher Courses in the coming months: • Updating Personal Survival Techniques • Updating Fire Prevention & Fire Fighting • Updating Advanced Fire Fighting

• Updating Proﬁciency in Survival Craft and Rescue Boats other than Fast Rescue Boat • 4-Day Combination Refresher Package (PST, FP&FF, AFF, PSC&RB)

For a full listing of 2015 and 2016 dates, please visit the Maritime Skills Academy website or give us a call.

MARITIME SKILLS ACADEMY

30-31_float_SR edit.indd 31

www.maritimeskillsacademy.com +44(0)300 303 8393 shortcourses@vikingrecruitment.com

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

14/12/2015 15:24

32 | telegraph | nautilusint.org | January 2016

OFFWATCH ships of the past by Trevor Boult

50 YEARS AGO

of Land’s End, at the extremity of the F Cornish Peninsula. They are famous for their

The Merchant Navy & Airline Officers’ Association has welcomed the publication of six of the nine volumes comprising an international code for the carriage of dangerous goods by sea. The remaining three are expected to be published later this year. Research and discussion at national and international levels over some years has resulted in the new comprehensive system of classifying dangerous goods and a completely new set of warning labels to go with it. The MNAOA and the MMSA played a major part in the discussions, with a great deal of attention being directed to the matter following the explosion onboard mv Seistan in 1958, which caused the loss of 57 lives and which led the MNAOA to raise questions about the many aspects of the carriage of explosives in ships MN Journal, January 1966

The Isles of Scilly lie some 30 miles west

production of ‘early’ flowers and potatoes, as well as for their natural beauty and timeless charm. Before the arrival of a purpose-built passenger ferry, sailing to the islands was fraught with danger, fully exposed as they are to the westerlies of the Atlantic. During WW1, the inhabitants relied on a Lowestoft herring drifter as a mainland connection. At war’s end, the government advised that this service was to cease and that the islanders would have to make their own arrangements. In 1920, the Isles of Scilly Steamship Company was formed and operated a pre-existing vessel for six years before a replacement was needed. Since its formation, company directors, shareholders, officers, crews and shore staff have welded a genuine ‘lifeline’ in peace and war. Scillonian was the first purpose-built vessel for the Islands, capable of carrying 390 passengers and 165 tons of cargo. Passage time on her maiden voyage in 1926, between mainland Penzance and the island of St Mary’s, was just over three hours. Posters in train stations nationally advertised the new crossing, attracting tourists to discover the islands for themselves. Effective publicity even crossed the Atlantic to Cunard’s offices in New York. Great Western Railway officials were delighted with the new ship. The large hold would facilitate sorting the wooden flower boxes so that those for northern markets could be easily discharged first on arrival at Penzance for onward movement by rail. Mutual arrangements were also made with the railway for transportation of the early potato crop. After a year, competition between Great Western Railway and road services was so keen that a special fast goods train for perishables left Penzance in mid-afternoon, and resulted in very competitive prices for both flowers and early potatoes. The rail service was so good that flowers from the off-island of St Agnes would leave at 8am from St Mary’s and be on sale in the Glasgow Bazaar the next day. With this healthy overall growth, the steamship Lady of the Isles was hired to help Scillonian take the flowers to market. In the 1931 season over 1,000 tons of flowers left the Islands.

25 YEARS AGO

Safe passage to Scilly in times of peace and war One-shilling evening sea trips from Penzance were advertised, with the ‘Trixie’ orchestra attending; also excursions from St Mary’s around the western islands. By the summer of 1929 Scillonian had built a significant day excursion trade and the directors were eager to encourage day trippers to fill the ship on weekdays. The revenue gained was offset against the cost of shipping freight, to the benefit of all the islanders. The ship also helped encourage holiday-makers to Scilly. They mostly travelled by train at weekends and an arrangement was made that through tickets could be bought at London’s Paddington Station for the night train, which would arrive at Penzance to coincide with the morning sailing. Even today, the Riviera Sleeper service maintains this connection on most days of the week. In pre-radar times, on foggy days a local resident Vic Trenwith stood at Peninnis Head, on the outer approach to the harbour at St Mary’s, and blew his bugle — which was answered by the ship. In WW2 Scillonian was fitted with armaments and degaussing gear and was eventually given an escort of surface craft

and ﬁghter air-support. The islands were a busy training area, and the ship made single crossings daily, sometimes with 400 troops aboard. Scillonian was never attacked and a company director surmised: ‘I put this down to the fact that the people of Scilly did so much to help those of the German liner Schiller when she was wrecked.’ In 1875, this ill-fated ship ran onto local rocks in dense fog, with the loss of over 300 lives. Scillonian’s wartime livery was black. Her eventual return to normal colours was described as being ‘like a cloud lifted off the islands’. In 1956, Scillonian was replaced by a new-build which carried the same name. Since 1977, enumerated as Scillonian III, the latest generation vessel has reliably plied the same challenging waters as her predecessors. By necessity they all have had to have a relatively shallow draught, in order to negotiate the shoal waters among the islands and to be aﬂoat at St Mary’s quay at sailing and arrival times. Resisting potential mergers with larger external interests, the company continues to proudly maintain the sea-bridge to Scilly: ‘run by Islanders for Islanders’.

Telegraph prize crossword The winner of this month’s cryptic crossword competition will win a copy of the book Battle of the Atlantic by Jonathan Dimbleby (reviewed on the facing page). To enter, simply complete the form right and send it, along with your completed crossword, to: Nautilus International, Telegraph Crossword Competition, 1&2 The Shrubberies, George Lane,

South Woodford, London E18 1BD, or fax +44 (0)20 8530 1015. You can also enter by email, by sending your list of answers and your contact details to: telegraph@nautilusint.org.

10 YEARS AGO NUMAST has called for a top-level inquiry into the deployment of security squads onboard two Irish Ferries vessels at the centre of a bitter dispute over the introduction of low-cost crews. The personnel came onto the Ulysses and Isle of Inishmore dressed as passengers, but changed into what crew members described as ‘battle gear’ during the dispute over the company’s proposals to replace existing British and Irish crew with cheaper seafarers from the Baltic states. Maritime unions say the case highlights the need for the European Commission to revive proposals for a directive to protect pay and conditions on ships operating within the EU. The so-called ‘manning directive’ — first proposed in 1998 — would help to set a level playing field on wages and social costs for seafarers, irrespective of their nationality The Telegraph, January 2006

THEQUIZ 1

Which two shipping companies are involved in the partnership that operates TUI Cruises?

What is the total TEU capacity of the world containership fleet?

Roughly how many bananas can be carried in a single 20ft shipping container?

In which year was the term ‘radar’ coined?

In which year was the first ARPA system fitted to a merchant ship?

Approximately how many diving support vessels are there in the world fleet at present?

J Quiz answers are on page 42.

Name: Address:

Telephone:

Membership No.:

Closing date is Friday 15 January 2016.

QUICK CLUES

32_offwatch_SR edit.indd 32

Too many ports in Europe are not providing ships with the means to safely dispose of rubbish and waste oil, a new report by the International Chamber of Shipping warns. The problems are so acute that ships forced to carry garbage from port to port could pose a health threat to their crews, the report states. NUMAST has welcomed the study, and says it demonstrates the injustice of scapegoating masters and officers for marine pollution incidents when the authorities are dodging their responsibilities for providing adequate facilities. The Union says evidence submitted by members also shows that many reception facilities are inadequate or too costly and that, in these days of reduced crews, it is not good enough to locate them long distances away from ships The Telegraph, January 1991

1. 7. 9. 10. 11. 12. 13. 16. 18. 19. 22. 23. 25. 26. 27. 28.

Across Early 12 (11) Lettuce (3) Forceful (9) Soar (5) Strength (7) Primate (7) Like Victorian novel (10) Ale (4) Jaw front (4) Bird (4,6) Against the law (7) Muscles (7) Christmas play (5) Spirit pub (3,6) Reserve (abbr) (3) Right (11)

1. 2. 3. 4. 5. 6. 7.

Down Jotter (7) Prevent (5) Carafe (8) Prepared (5) Car (9) Bean (6) Customers (9)

8. 14. 15. 17. 18. 20. 21. 23. 24.

Customer (7) Offal (9) Main beam (9) Spruce up (8) Lively (7) Promising (7) Pay no heed (6) Principle (5) Rub out (5)

CRYPTIC CLUES 1. 7. 9. 10. 11. 12. 13.

Across Public show may be quite a kafuffle (11) Lowly dog sees copper right (3) Trendy form of the story but it’s upside down (9) The definition of attention (5) Shake three times more around Bond’s number one (7) Roy returned chest support of the white rose variety (7) To do with the newspapers, 19 bit about authoritarianism (10)

16. In this place the lady’s English (4) 18. Getting one of the lead grades is not easy (4) 19. Certain rural pact I renegotiated (10) 22. With half of Blatter’s letters and article before head of tribunal it’s obvious (7) 23. Ask for its coil to be re-sprung (7) 25. Military personnel engaged in covert Metro operation (5) 26. In defence of mere ten TV replays (9) 27. Plaything dropped right out of the city of the horse (3) 28. Having moved des res, I test access off the main thoroughfare (4,7)

Down 1. Artist used to secure boats (7) 2. Sketches subject to critical comment, at least sound (5) 3. Goods rule bads — for a change (8)

4. Crop labyrinth I am in the middle of (5) 5. Butter Billy’s mate (5,4) 6. Centre left joins defence, bringing energetic input (6) 7. No chalice transformed blood into food dye (9) 8. Got up before bike race with note as emblem of support (7) 14. No end in sight to forced removal of a Conservative in torment (9) 15. Shilling on Alice character with news chief ready to drop (9) 17. Artist hatching plots with 7 across (8) 18. Home custom built with a joiner’s square (7) 20. Set at or turns about-face (7) 21. Solid grounds for research (6) 23. Like a successful goalie, puts something aside (5) 24. Make world anew but without a Minotaur island (5) J Crossword answers are on page 42.

14/12/2015 12:58

January 2016 | nautilusint.org | telegraph | 33

MARITIME BOOKS

Fascinating new take on a crucial campaign The Battle of the Atlantic By Jonathan Dimbleby Viking, £25 ISBN: 9780241186602 a fresh perspective to the literature about K the longest and toughest conﬂict of the Second

Broadcaster Jonathan Dimbleby has brought

World War, with this weighty work posing many questions about the long struggle for dominance of the sea lanes. His 560-page book not only seeks to tell the story through the words of those caught up in the conﬂict — vividly conveying the frequent horror of the war at sea — but also to challenge some of the received wisdoms about the most destructive naval campaign in history. He argues strongly and passionately about the signiﬁcance of the Battle of the Atlantic — contending that Allied victory was of fundamental importance to the eventual defeat of Nazism. His ‘what if’ scenarios suggest that U-boat success

would have cut the supplies of food, fuel and military equipment to Britain and would have meant no D-Day invasion or many crucial victories ashore, from Leningrad to El Alamein. In another ‘what if’ section, Mr Dimbleby considers what might have happened had Hitler given the go-ahead to calls for more U-boats to be built earlier in the war, or if there had not been so many divisions in Germany about the best ways in which to pursue the campaign. And he also questions some of Churchill’s strategic decisions, speculating that the Battle of the Atlantic could have been won sooner had he over-ruled the Air Ministry in its internal wrangles with the Admiralty — which may, in turn, have brought forward D-Day and might even have prevented the Iron Curtain from going up. Of course, the Battle of the Atlantic was not a single battle but was instead a series of battles that began with the sinking of the Athenia on 3 September 1939 and ran well into the summer of 1943. As well as claiming the lives of more than

pictures to demonstrate what the text is referring to, as well as important charts of information which are presented in a manner easy to absorb and retain. The book follows a logical sequence, with actions to be taken by seafarers followed up with outcomes and consequences. A great deal of thought has been given by Capt MacSweeney to all possible eventualities, and this book provides both current and aspiring seafarers with a good reference point, to ensure they are in good shape to handle the challenges of the open water.

Everything you need to stay afloat Guide to Survival at Sea By Captain Cormac MacSweeney Brown, Son & Ferguson, £40 ISBN: 978 18492 70533 fwww.skipper.co.uk it clear from the outset: no K seafarer should be faced with This excellent book makes

a situation where they do not know what to do during abandonment of a vessel or during the survival phase postabandonment. The Guide to Survival at Sea, prepared by Captain Cormac MacSweeney, provides seafarers with the knowledge and skills they’ll need to learn in order to survive in the harsh environments of the world’s waters during an emergency. It is designed to assist seafarers, to help them understand the basics of sea survival and handle survival craft, and to guide them through the various shore-based courses they’ll need to undertake. More than 300 pages of information are tightly pulled together over seven engaging chapters, covering subjects such as the reasons for abandonment, factors affecting survival and survival equipment. Each chapter is clearly structured with a wide variety of helpful

33_books_SR edit.indd 33

How HPL can help at sea Human Performance & Limitation for Mariners The Nautical Institute, £40 ISBN: 978 19069 15346 fwww.nautinst.org/pubs learn much from aviation if it K is serious about improving safety.

It’s often said that shipping can

This new book from the Nautical Institute gives an insight into one of the systems adopted by airlines to address ‘human’ issues and explains how it could be taken up by the maritime sector. Human Performance and Limitation (HPL) has been used in aviation for almost 30 years now and has been credited with a marked improvement in safety records. The UK Civil Aviation Authority now requires all pilots seeking private and professional licences to undertake an examination in HPL.

30,000 merchant seafarers, it also saw the loss of 783 U-boats and 27,000 of their crew — a staggering 75% of those who went to war. Delving into diaries and first-person accounts, the book captures the awful and shocking reality of the conflict at sea. By summer 1942, one Allied ship was going down every four hours and Mr Dimbleby tells how ‘most of those who perished at sea lost their lives in the grimmest circumstances’ — with one survivor writing of the ‘tearing squeals of those trapped in the scalding agony of the engine room’. Despite its pivotal role in the conflict, the Merchant Navy is not the focus of the book ok — although Mr Dimbleby reflects on the scale of loss and on the outrageous treatment of the survivors of attacks on merchant vessels, describing ‘bureaucratic indifference to their suffering’. It all adds up to a compelling and

The Nautical Institute book is written by seven different authors, who explain the thinking behind HPL and how it can be used to address some of the most common ‘human factor’ problems at sea — including high workloads, stress, fatigue and communications. HPL aims to raise awareness and understanding of physical, psychological and physiological pressures in the workplace and the way in which they can be monitored and managed. The authors — a mixture of academics and former seafarers — take a variety of approaches to explain how this could be applied to the shipboard environment. The book delivers some handy hints about dealing with factors such as noise, heat and motion, as well as adjusting from light to dark or using scanning techniques when keeping a lookout. There is also some very practical advice about effective communications and handling cultural and organisational challenges. With new research underlining the major role played by the ‘human element’ in shipping safety, this book is timely — although it will be interesting to see how long it takes

read. But Mr Dimbleby sometimes grim read has delivered a different take on the subject matter and, even if you have read other books on the Battle of the Atlantic, his book provides a thoughtful and questioning approach that puts a refreshing new perspective onto the events.

the industry to pick up on the HPL concept and apply its principles. While you wait, this offers a useful self-help guide.

1916: when the truth of war dawned The First World War at Sea in Photographs: 1916 By Phil Carradice Amberley Press, £14.95 ISBN 978 14456 22422 fwww.amberley-books.com Germany, 1916 would be the K defining year of the First World War. For the navies of Britain and

The Battle of Jutland in May resulted in a combined loss of more than 8,000 souls from 25 vessels, and in November the sinking of the hospital ship HMHS Britannic (sistership of the Titanic) caused further outrage. In a short but interesting introduction, author Phil Carradice notes that by 1916 illusions of a

Images enhance tale of pioneering voyage Sailing Alone Around the World Sa By Joshua Slocum Zenith Press, £23 Ze ISBN 978 07603 48512 IS f www.qbookshopuk.com mixed feelings about solo sailors K in the professional maritime community.

It would be fair to say that there are

Seamanship, great. Watchkeeping, not Se so much. But even the biggest stickler for international maritime law would surely in allow some grudging admiration for Joshua al Slocum, the first person to singlehandedly Sl circumnavigate the globe. cir After rebuilding and refitting the derelict sloop Spray in a seaside pasture in de Fairhaven, Massachusetts, Slocum set off Fa on his feat of endurance in 1895. When he eventually returned in 1898, he had crossed ev

the Atlantic three times, negotiated the Strait of Magellan and crossed the Pacific. He had also visited Australia and South Africa. His journal of the trip, Sailing Alone Around the World, was published in 1900. An instant hit, it has been in print ever since, with Zenith Press now producing the first illustrated edition. Slocum was a decent writer, and his text alone is an enjoyable read, but it is certainly enhanced by the extras on offer here. There are photographs, maps, artefacts and period illustrations, as well as commentary from other well-known sailors and writers such as Henry Dana, Geoffrey Wolff, William F Buckley and Nathaniel Pilbrick. Enough to convert the solo sailing sceptic? At a reasonable £23 for a large, well-produced hardback, it’s worth a try.

swift resolution to the conflict had dissolved into questions about ‘which Christmas’ volunteers would be home by, and the UK faced the reality of conscription. Blockades by German and British navies had begun to affect both sides and shortages were leading to civil unrest. Mr Carradice also notes that Admiral Reginald Hall, the man in charge of naval intelligence, remains one of the least celebrated heroes of the war. The main content of the book is of course the photographs and illustrations, which are displayed month-by-month with a review of the main naval activities — from both sides. There are pictures of many of the ships heading out to battle — and some on their return home, complete with large holes in their side. There are also images of a number of officers — German and British — along with details of their service. Some of the more ‘humorous’ inclusions are the colour posters encouraging men to ENLIST TODAY! One encourages men to ‘justify the faith of your fathers’; another includes the benefits of serving: ‘no expenses incurred and free kit’. The book is nicely presented and at 130 pages justifies the cover price. It will make you laugh, it will make you cry, and it will make you glad you weren’t there.

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

14/12/2015 12:59

34 | telegraph | nautilusint.org | January 2016

NL NEWS

Voorstel verruiming Pauze Artikel aangenomen artikel uit het Nederlandse F Arbeidstijden besluit zeevaart te Het voorstel om het pauze

verruimen is aangenomen door de Nautilus ledenvergadering van 24 november jongstleden. In de huidige regelgeving dient er na elke periode van 6 uur wachtlopen een pauze te worden genomen. Op schepen met een 2-mans wachtbezetting leidt dit tot een wachtschema van 6 uur op, 6 uur af. Het voorstel is nu deze regeling te verruimen met maximaal 1 uur, opdat betere wachtschema’s mogelijk zijn. Met name wordt dan gedacht aan het schema van 7/5, 5/7, met een verschoven aanvangstijdstip van een uur (voorbeeld: de hondenwacht begint om 01.00 uur in plaats van 00.00 uur). Hiermee wordt ook de belangrijkste aanbeveling uit de, in opdracht van de Overheid en in overleg met de sector gehouden, wetenschappelijke pilotstudie overgenomen. Belangrijkste aanbeveling Eindrapport pilot studie naar Wachtsystemen en vermoeidheid in de scheepvaart:

Aan de wetgever: om de pauze-

bepaling te verruimen. Aan de sector: om, vooral bij het toepassen van een 7/5 schema, in overweging te nemen om met verschoven aanvangstijdstippen te werken. Nautilus International Assistant General Secretary Marcel van den Broek: ‘Begin vorig jaar stemden onze zeevarende leden er positief mee in om een wetenschappelijke pilot uit te laten voeren om af te wijken van het 6/6 wachtschema. Ook onze Raad van Advies heeft op basis van de uitkomsten van die pilot al met de verruiming ingestemd. Nu de leden zich er ook positief over hebben uitgesproken, gaan we de Overheid dus adviseren het pauzeartikel te verruimen. En tegelijkertijd willen we de reders adviseren met een verschoven aanvangstijd te gaan werken. Daarmee breng je ook de kritieke vermoeidheidsrisico’s terug, wat beter is voor de gezondheid en tevens leidt tot een hoger veiligheidsniveau aan boord. En daar is iedereen tenslotte mee gediend.’

g Eindrapport pilotstudie: www. nautilusint.org/nl/wat-wezeggen/nautilus-nieuws

Op zoek naar een stageplek A

Steeds meer studenten weten de laatste jaren de weg naar de zeevaartscholen te vinden. Mede dankzij de gezamenlijke promotionele inspanningen van de scholen zelf, van de Koninklijke Nederlandse Vereniging van Reders (KNVR)en van Nautilus. Hierdoor is sinds 2008 het aantal studenten met 60% toegenomen. Dit jaar dreigt er echter voor het eerst een probleem te ontstaan, namelijk een tekort aan stageplaatsen. Ook een aantal studenten van de STC-Group zijn nog op zoek naar een stageplaats. Op initiatief van Nautilus International assistent general secretary Marcel van den Broek vond medio november een gesprek plaats op de STC-vestiging Lloydstraat in Rotterdam over deze problematiek. Aan dit gesprek namen een tiental studenten deel, waarvan er 6 nog een stageplaats zoeken. Tevens waren aanwezig Sascha Meijer, Nautilus senior national secretary , STC docent Ruud van Biene en Ludy Derksen, STC sectorhoofd Zeevaart. Een impressie.

Sollicitatie-ervaringen uitwisselen

Geef uw mening Rectificatie: In de vertaling van de poll van vorige maand is helaas een fout geslopen. In plaats van het laatste woord ‘verminderen’ had er moeten staan: ‘herintroduceren’.

Vorige maand vroegen wij: Heeft de Amerikaanse (USA) Marine gelijk om de oceaan navigatietrainingen voor zijn nieuwe recruten te verminderen?

Nee 75% Ja 25%

Marcel van den Broek geeft aan dat Nautilus, nadat kort voor de zomer bleek dat er bijna 120 studenten nog geen stageplek hadden, hierop actie heeft ondernomen. ‘Samen met de KNVR zijn we in contact getreden met de vertegenwoordigers van alle zeevaartscholen en de overheid om als sector er nog eens extra aan te trekken. En ook om alternatieve oplossingen te zoeken, bijvoorbeeld via het STC initiatief om een pilot met twee STC stagiaires bij de Marine te gaan draaien. Op dit moment zijn er landelijk nog zo’n 30 MBO- en HBO studenten op zoek naar een stageplaats. Maar dat zijn er nog altijd 30 teveel, dus we proberen

In this month’s Dutch pages: z Back to sea, thanks to Nautilus z New HAL collective bargaining agreement

z FNV Working Conditions agenda 2016

z Annual meeting 2016 z In discussion with trainees z Extension of pause rule in Dutch legislation

De poll van deze maand is: Vindt u dat de scheepvaartsector er genoeg aan doet om de uitstoot van uitlaatgassen te verminderen? Geef ons uw mening online, op www. nautilusint.org

34-37_nl_11.12.indd 34

z New Tideway collective bargaining agreement

z Nautilus services z New MAC training centre z ‘Open doors’ at STC

de reders te bewegen met extra stageplaatsen te komen. Ik zou vanmiddag graag jullie ervaringen horen bij het zoeken naar stageplaatsen.’ Dan volgt er een rondje ‘ervaringen uitwisselen’. Sommige aanwezige studenten hebben al ervaringen met een eerste stage. Een aantal van hen is hier niet tevreden over, met name niet over de begeleiding. ‘Je wordt aan boord als een extra matroos behandeld. In tegenstelling tot wat hierover in de stage-overeenkomst staat opgenomen.’ Of: ‘Op mijn stageschip waren alleen maar Oekraïners aan boord, inclusief de kapitein. Die hebben er weinig begrip voor dat je ook met het takenboek aan de slag moet.’ Ruud van Biene: ‘We toetsen bedrijven hierop wel; als echt regelmatig blijkt dat bepaalde werkgevers de stages niet willen begeleiden, dan halen we ze van onze lijst af.’ Van het kastje naar de muur

Op de vraag van Marcel van den Broek naar de ervaringen met solliciteren naar een stageplaats blijkt het voor de meesten niet mee te vallen aangenomen te worden, laat staan echt contact te krijgen met de juiste persoon. ‘Je wordt van het kastje naar de muur gestuurd’ en ‘We zitten al vol’, zijn enkele opmerkingen. Een ander zegt: ‘Ik heb wel twintig sollicitaties uitgestuurd. Vaak krijg ik geeneens antwoord terug. Als je dan nabelt, hoor je dat ze vol zitten. Dan houdt het voor mij toch wel op.’ Sommige studenten worden ook nog eens extra getest door verschillende reders. Ruud van Biene: ‘Dat is aan de reders of ze zo’n test willen doen. Dat vinden wij geen punt.’ Over de testen zijn de meningen verdeeld. ‘Ik moest wat vormpjes bij elkaar schuiven. Later werd ik afgewezen vanwege de testuitkomsten. Overigens heb ik zelf de testuitkomst nooit kunnen inzien.’ Een ander heeft zijn testresultaat wel mogen inzien en ‘vindt dat wel OK.’

De moed erin houden

Marcel van den Broek geeft aan dat van reders wel verwacht mag worden dat ze serieus met de stages omgaan. ‘Er zijn gelukkig vele reders die goed bezig zijn met het bieden van stageplekken en met het goed begeleiden van de stagiairs. Maar er zijn er helaas ook die zich eraan willen onttrekken. Waar we ook extra op moeten letten is er voor op te passen dat als een reder niet voor een goede begeleiding zorgt, met als gevolg dat een leerling gefrustreerd zo’n schip verlaat, deze leerling vervolgens niet het stigma krijgt van ‘slechte leerling’. Dat is niet alleen een slecht signaal naar de leerling, maar ook naar de gehele sector. Wat dat betreft is dit ook voor ons als Nautilus een belangrijk leermoment. Aan de andere kant zou ik jullie willen vragen de moed erin te houden en door te blijven gaan met solliciteren. De aanhouder wint’, aldus Van den Broek. Dan klinkt een ander geluid aan tafel: ‘Inderdaad, vrijdag ben ik uitgenodigd op gesprek, naar aanleiding van mijn sollicitatie. Ik hoop dat ze me aannemen...’ Open sollicitatie stageplek Chantal Wiskie

2e Jaar Maritiem Ofﬁcier Kleine Schepen, MBO, niveau 3. Ik zoek voor mijn stage, vanaf augustus 2016, een schip

(beneden de 3.000 GT), waar ik een goede begeleiding krijg. Ik wil alles zo goed mogelijk snappen. Ik ben erg enthousiast en gemotiveerd. En bovendien heel erg leergierig. De appel valt niet ver van de boom, want mijn moeder heeft bij de Marine gezeten en mijn vader zat bij de Koopvaardij. Mijn interesse gaat uit naar de supply vaart.

g Reacties s.v.p. naar: derksen@stc-r.nl

Open Sollicitatie stageplek Tom van der Vlugt

3e Jaar Maritiem Koopvaardij Ofﬁcier Kleine Schepen, MBO niveau 3. Kwaliteiten: Hardwerkend, gedisciplineerd, stressbestendig, ‘geen 9 tot 5 mentaliteit’, collegiaal. Ik ben op zoek naar een stage aan boord van een schip waar ik me kan verbeteren en veel kan leren. Waar ik de opgedane theorie ook in praktijk kan brengen. Coasters lijken mij wel interessant en heel dynamisch. Ik beschik ook over 1 jaar werkervaring als Bottelier, Kok en Hofmeester en heb ook mijn EHBO diploma. Heb al 8 maanden stage gelopen bij Bakotrans Shipping.

g Reacties s.v.p. naar: derksen@stc-r.nl

14/12/2015 15:25

January 2016 | nautilusint.org | telegraph | 35

NL NEWS

Dienstverlening Nautilus International en FNV Waterbouw In deze rubriek worden steeds vakbondszaken belicht, waarin Nautilus een actieve rol speelt ten behoeve van haar leden Dit keer gaat het over: Arbeidsomstandigheden (Arbo) en Veiligheid en Gezondheid Meer dan alleen loonen arbeidsvoorwaarden

Eén van de voordelen van lid zijn van de vakbonden Nautilus International en FNV Waterbouw (onderdeel van Nautilus) is dat u mee kunt praten en beslissen over uw collectieve loonen arbeidsvoorwaarden. Zeker zo belangrijk als de collectieve belangenbehartiging is individuele belangenbehartiging voor de leden, want juist de maritieme professional is door de aard van zijn beroep niet altijd in staat om zijn/haar belangen zelf goed te verdedigen. Breed pakket

Maar wist u dat we als Nautilus International en FNV Waterbouw meer doen voor onze leden? In dit artikel informeren wij u graag over de werkzaamheden die wij voor en namens onze leden doen op het gebied van Arbeidsomstandigheden (Arbo), Veiligheid en Gezondheid in de Koopvaardij, Binnenvaart, Waterbouw en Offshore. Werkgroepen en commissies

Zo behartigen wij de belangen van leden in werkgroepen op het gebied van Arbo en Veiligheid bij het samenstellen en onderhouden van Arbocatalogi, Branche Risico Inventarisaties & Evaluaties en Veiligheidsinstructieboeken. Vanaf de oprichting in 1970 maakt de vakbond deel uit van de Algemene Commissie tot Voorkoming van Arbeidsongevallen op Zee (ACVAZ). Dit is een veiligheidscommissie die bestaat uit vertegenwoordigers uit de zeevaartsector en de taak heeft om de Minister gevraagd en ongevraagd te adviseren over het nemen van maatregelen ter voorkoming van arbeidsongevallen bij zeevarenden. Ook maken wij deel uit van de adviescommissie Radio Medische Dienst (RMD) van de KNRM. Bij ernstige ongelukken of ziekte aan boord van een zeeschip of jacht, waar ook ter wereld, kan de kapitein een arts van de Radio Medische Dienst kosteloos om een advies vragen.

wet en regelgeving, zoals het Maritieme Arbeidsverdrag (MLC), Standards of Training, Certification and Watchkeeping (STCW) maar ook Europese afspraken in de Binnenvaart. Specifieke onderwerpen en deskundige bijstand

Onderwerpen die door onze vertegenwoordigers behandeld worden, zijn onder andere geluid en trillingen aan boord van zee- en binnenvaartschepen, levensfasebewust personeelsbeleid en arbeidsrusttijden. Vaarbevoegdheidsbewijzen, beroepsziekten, asbest, fatique, piraterij en de International Ship and Port facility Security Code — ISPS maken hier deel van uit. Wist u dat wij een ISPS meldpunt hebben? isps@nautilusint.org. Het Tuchtcollege voor de Scheepvaart onderzoekt klachten om schuldigen straffen op te leggen variërend van geldboetes tot ontzegging van vaarbevoegdheden. Als een lid van Nautilus voor het Tuchtcollege moet verschijnen, is het goed te weten dat de vereniging voor een deskundige raadsman kan zorgen. Ontwikkelingen bijhouden en informatie delen

Door het bijwonen van FNV breed Arbo overleg, seminars, congressen, werkgroepen en berichten uit kranten, vakliteratuur en nieuwsbrieven blijven wij op de hoogte van de ontwikkelingen in Arbo-, Veiligheid- en Gezondheidsland. Deze kennis gebruiken wij voor het behartigen van de belangen van leden. Via ons maandblad de Telegraph, de websites van Nautilus International Nederland en FNV Waterbouw, de tweemaandelijkse nieuwsbrief Binnenvaart en drie keer per jaar het blad Golf voor de Waterbouw informeren wij onze leden over ontwikkelingen op Arbo, Veiligheid en Gezondheidszaken. Door mee te werken aan de redactie van Journaal Zeevaart delen wij informatie met maritieme professionals op het gebied van Arbo, Veiligheid en Gezondheid. Nog geen lid?

Nationaal, Europees en internationaal overleg

De vakbonden zijn nauw betrokken bij overleg tussen de sectoren Zeevaart, Binnenvaart, Waterbouw, Offshore en de Nederlandse, Europese en internationale overheden en organisaties (ETF, ITF, IMO en ILO). Bijvoorbeeld op het gebied van bestaande en nieuwe

Kortom, genoeg voordelen om te kiezen voor een lidmaatschap bij onze vakbonden.

g Meer informatie over Nautilus International en FNV Waterbouw, de actuele contributieregelingen en digitale aanmeldingsformulieren kunt u vinden op www.nautilusint. org/nl en www.fnvwaterbouw.nl

Jaarvergadering Nautilus Nederland: 21 juni 2016 in uw agenda: C dinsdag 21 juni 2016. Dan vindt Zet deze datum alvast

in Rotterdam de jaarvergadering voor leden van de Nederlandse

34-37_nl_11.12.indd 35

branch van Nautilus International plaats. Nadere informatie over inhoud en exacte tijd en plek over deze dag volgt nog.

FNV Arbeidsvoorwaardenagenda 2016: koopkracht en echte banen A

Het ledenparlement van de FNV heeft medio november de FNV Arbeidsvoorwaardenagenda 2016 vastgesteld. Koopkracht en echte banen staan, evenals vorig jaar, weer centraal in deze agenda. Nautilus executive ofﬁcer, alsmede algemeen FNV bestuurslid, Charley Ramdas: ‘Naast ons Nautilus International strategisch plan vormt deze FNV agenda een belangrijk uitgangspunt voor onze koers in onder andere de cao onderhandelingen. Wel zullen wij als Nautilus qua loonsverhoging, afhankelijk van de situatie in onze sectoren, de ene keer meer aansturen op een verhoging in procenten en de andere keer meer in centen.’ De belangrijkste punten op een rij:

Echte banen

De FNV wil meer echte banen. Echte banen zijn banen waarin de kwaliteit van werk voorop staat. Ruimte en waardering voor vakmanschap van werkenden en voldoende collega’s op de werkvloer om naar tevredenheid uw werk te kunnen doen. Echte banen zijn banen van voldoende omvang met een stabiel en volwaardig inkomen. Daarnaast geeft een echte baan zekerheid over uw toekomstperspectief, maar ook zekerheid over je rooster en beschikbaarheid, zodat werk en privé goed te combineren is. Zekerheid, kwaliteit van werk en inkomen en, dat is dus waar het om draait. In deze agenda doen we per onderwerp voorstellen om dit te realiseren. Het aantal zzp’ers is de laatste jaren ﬂink gegroeid. Een deel van hen is echte ondernemer en draagt met ondernemerschap bij aan de economie. Tegelijkertijd zien we echter ook dat er steeds meer (schijn) zelfstandigen komen die gedwongen worden om tegen lage tarieven te werken. Dit leidt tot het uitspelen door werkgevers van werkenden onderling. waardoor de arbeidsvoorwaarden onder druk komen en de echte zelfstandigen geen normale tarieven meer kunnen krijgen. Dit willen we tegen gaan door afspraken te maken die duidelijkheid scheppen over de voorwaarden waaronder een werkende een ondernemer is en wanneer een werknemer. Zekerheid

Echte banen bieden werkenden zekerheid. Zekerheid over uw toekomstperspectief, zodat u plannen kunt maken. Maar ook zekerheid en zeggenschap over uw uren en beschikbaarheid, zodat u werk en privé goed kunt combineren. Daarom willen we

afspraken maken die werkenden meer zekerheid bieden. Uitgangspunt is dat structureel werk wordt uitgevoerd door mensen met vaste contracten. Alleen dan kunnen we de doorstroom van onzekere contracten naar vast werk vergroten. Dat leidt tot een grote koopkrachtverbetering voor veel mensen. We willen onzekere contracten bestrijden, zoals bijv. payroll-contracten, schijnzelfstandigheid en 0-urencontracten. En we gaan door met de aanpak van schijnconstructies zodat concurrentie op arbeidsvoorwaarden tegengegaan wordt. Kwaliteit van werk

Voor werkenden is de kwaliteit van het werk van groot belang. Daarbij gaat het zowel om de omstandigheden waaronder er gewerkt wordt, als om de waardering voor vakmanschap en professionaliteit van werkenden. Levensfase bewust personeelsbeleid is daarnaast van groot belang zodat werkenden gezond aan het werk kunnen blijven. Hiervoor is met name inzet nodig voor werkenden met zware beroepen. Ook de begeleiding van zieke werkenden moet verbeterd worden. Voor al deze punten staat één ding centraal: werkgevers moeten weer investeren in mensen en zorgen voor goed personeelsbeleid en zich richten op concurrentie en op kwaliteit en innovatie in plaats van korte termijn kostengericht te zijn. De menselijke maat moet weer centraal komen te staan. Koopkracht

De beloningsongelijkheid in Nederland is groot. Midden- en lagere inkomens zijn er al jaren weinig op vooruit gegaan, terwijl de topinkomens blijven stijgen. Deze ontwikkeling vraagt om een passende maatregel. De FNV zet daarom in op koopkracht in centen en in procenten, zodat de mensen met de midden- en lagere inkomens verhoudingsgewijs meer te besteden krijgen. Zeker nu de economie groeit, is het van belang dat juist werkenden daar weer van gaan proﬁteren. Daarom stellen we een looneis van 3% die we vertalen centen en procenten. Bovenop de loonsverhoging is er ook de mogelijkheid om eenmalige uitkeringen in centen af te spreken om mee te delen in de winst. Een goede pensioenregeling is essentieel voor een goed inkomen na pensionering. Door een opeenstapeling van ingrepen van de overheid, staat de kwaliteit van de regelingen steeds verder onder druk. Hierdoor bouwen jongeren minder pensioen op en is

het pensioen van gepensioneerden niet meer welvaartsvast. De FNV blijft zich krachtig inzetten voor een goed pensioen voor alle generaties. Kracht op de werkvloer

Om deze agenda te realiseren is een sterkere vakbond op de werkvloer nodig waarbij strategische keuzes gemaakt worden waar en hoe we dit gaan doen. Vanuit een analyse van de sector verbinden we de dagelijkse problemen waarvoor we uitrukken met het grotere thema waarop we in het offensief gaan. Over die onderwerpen jagen we het debat aan op de werkvloer en zijn we zichtbaar. Op die manier blijven onze plannen geen papieren tijgers. Daar zijn sterke kadergroepen op strategische plekken voor nodig en dat is niet morgen de werkelijkheid. Daarin moet de komende jaren worden geïnvesteerd. Want alleen door sterke kadergroepen en (mede) zeggenschap krijgen onze leden meer zeggenschap over hun werk én de organisatie. Door de toenemende internationalisering is het daarbij van belang dat we slimme coalities sluiten en samenwerken met onze collega’s over de grens. Essentieel is dat onze leden en kaderleden de mogelijkheden hebben om vakbondswerk te doen op de werkvloer. Deze vakbondsvrijheid is een groot goed in een democratisch land, maar staat onder druk. Daarbij hoort dat werknemers die zich actief voor een vakbond inzetten het vakbondswerk zonder dreigementen moeten kunnen uitvoeren. Vakbondsfaciliteiten en de bescherming van onze kaderleden zullen dan ook altijd centraal staan. Daarbij gaat het om vakbondsverlof, bescherming van kaderleden en toegang tot de werkvloer. Maar ook om afspraken die het mogelijk maken om de naleving van de cao te controleren, bijvoorbeeld door de omkering van de bewijslast. Wilt u een groter publiek bereiken? Presenteer uw product of service aan meer dan 15,000 maritieme professionele lezers uit Nederland, ter land en op zee! Spreek met één van onze vertegenwoordigers om uit te vinden hoe wij u het beste kunnen helpen.

Neem contact op met Jude Rosset T: +44 (0)20 7880 6217 E: jude.rosset@redactive.co.uk.

14/12/2015 13:06

36 | telegraph | nautilusint.org | January 2016

NL NEWS

Nieuw trainingscentrum Maritieme Nautilus staat Academie Holland voor u klaar Terug naar zee, dankzij ondersteuning Nautilus

Net zoals in andere sectoren zijn er in de zeevaart ook herintreders. Mensen die vroeger een opleiding aan een Zeevaartschool hebben gevolgd, gevaren hebben en na een periode aan de wal besluiten om opnieuw in de zeevaart aan de slag te gaan. Deze mensen krijgen te maken met de wettelijke voorwaarden, waaraan men moet voldoen om weer op Nederlandse schepen te mogen varen. Eén daarvan is het verkrijgen van een vaarbevoegdheidsbewijs. Zo ook ons lid, die in dit voorbeeld bij het aanvragen van zijn vaarbevoegdheidsbewijs tegen een grote hindernis aanliep… Wat is er gebeurd ? Ons lid had begin jaren ’80 zijn opleiding Scheepswerktuigkundige op een zeevaartschool gevolgd en met succes zijn Staatsdiploma A als scheepswerktuigkundige behaald. Daarna had hij een aantal jaren als werktuigkundige aan boord van diverse Nederlandse schepen gevaren. Vanaf 1986 werkte hij in verschillende functies aan de wal. Het zeewater, in combinatie met de technische kant, bleef echter trekken. Herintredingstraject: terug naar zee

In zijn herintredingstraject ‘terug naar zee’ heeft ons lid schriftelijk contact opgenomen met Kiwa Register. Dit is de organisatie, die namens het Ministerie van Infrastructuur en Milieu in de Koopvaardij, naast het monsterboekje, ook vaarbevoegdheidsbewijzen afgeeft. Vanuit Kiwa Register werd per email bevestigd, dat als ons lid 90 dagen als werktuigkundige boven de sterkte had gevaren, plus de STCW ‘basic safety en advanced fire fighting certificaten’ had behaald, hij zijn vaarbevoegdheid tweede werktuigkundige tot 3000 kW zou krijgen. Aan de slag

Zo gezegd, zo gedaan. Ons lid heeft met voortvarendheid de gevraagde cursussen gevolgd en certificaten behaald, zijn monsterboekje en keuringen in orde gemaakt, waarna hij via een werkgever in de zeevaart zijn 90 dagen als werktuigkundige boven de sterkte kon volvaren. Hierna werd, op basis van de email bevestiging van Kiwa Register, samen met de werkgever, de aanvraag voor zijn vaarbevoegdheidsbewijs ingediend. Teleurstellend antwoord

Tot verbazing en teleurstelling van iedereen reageerde Kiwa Register met een voorgenomen besluit om de aanvraag van ons lid af te wijzen, omdat deze niet voldeed aan de per 4 mei 2014 gewijzigde wettelijke voorwaarden.

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Aanvullende reactie

Samen met de werkgever is een aanvullende reactie met verwijzing naar de eerdere email bevestiging van Kiwa Register ingestuurd. Dit gaf Kiwa Register echter geen reden om anders te besluiten en de aanvraag van ons lid definitief af te wijzen. Door ons lid is samen met de werkgever veel tijd en geld in dit herintredingstraject gestoken en zo werden alle inspanningen op deze manier tenietgedaan. Belangenbehartiging

Ons lid nam hierover contact op met Nautilus International. Namens ons lid zijn wij tegen de beslissing van Kiwa Register bij Juridische Zaken van de Inspectie Leefomgeving en Milieu (ILT JZ) in bezwaar gegaan. Naar onze mening werd door Kiwa Register in strijd met het vertrouwensbeginsel gehandeld en dit leverde schade voor de werkgever en ons lid op. Een hoorzitting is onderdeel van de bezwaarprocedure en deze was gepland voor eind november 2015. Persoonlijk EVC-traject

Om als herintreder te voldoen aan alle STCW voorwaarden verkeerde ons lid, naast de bezwaarprocedure, bovendien al in een vergevorderd stadium van een persoonlijk Erkenning Verworven Competenties (EVC) traject aan een zeevaartschool. Dit is een op maat gesneden traject waarbij wordt gekeken naar de te volgen (verplichte) cursussen en lessen, het uitvoeren van toetsen en examens (waaronder een centraal examen Nederlands, Engels en rekenen), plus eventuele vrijstellingen. Herziene beslissing Kiwa Register

Voordat de hoorzitting had plaatsgevonden, kwam er bericht van ILT JZ dat de beslissing van Kiwa Register met de afwijzing werd herroepen en werd aan ons lid alsnog een vaarbevoegdheidsbewijs als ‘ tweede werktuigkundige alle schepen’, met een geldigheid tot 31 december 2016, verleend. Het vaarbevoegdheidsbewijs wordt nu op korte termijn door Kiwa Register aan ons lid gestuurd. Nautilus advies en begeleiding

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

Onlangs is in Harlingen een nieuwe trainingsfaciliteit geopend voor maritieme veiligheidstrainingen. De realisatie van het trainingscentrum is het resultaat van de unieke coöperatieve samenwerking van zes gerenommeerde maritieme onderwijsinstellingen uit Noord- en West-Nederland. De opleidingsfaciliteit voor ‘proficiency in survival craft’ biedt maritieme studenten uit Delfzijl, Terschelling, Urk, IJmuiden, Amsterdam en Harlingen een moderne training ter voorbereiding op hun maritieme carrière. Het trainingscentrum, aanpalend aan de school van de Maritieme Academie Harlingen en naast een nog verder te vergroten waterbassin, bestaat uit: een geavanceerde 36 persoons ‘life boat’ lanceerinstallatie, een ‘Man over boord boot’ met bijbehorende kraan, en een extra zelf varende ‘life boat’ met bijbehorende uitrusting. Managing Director Leon Maas is trots op de nieuwe faciliteiten. ‘Alle cursussen zijn gecertificeerd volgens de internationale IMO-STCW richtlijnen. Zo kunnen niet alleen onze studenten optimaal getraind worden, maar we kunnen naast onze studenten ook nog voorzien in de vraag van de reders in de noordelijke provincies voor gerichte veiligheidstrainingen’, aldus Maas. Collega Arjan Nieuwenhuizen, directeur Nova College, voegt toe: ‘Elke 5 jaar moet iedereen die vaart verplicht de cursus Proficiency Survival Craft (werken met reddingsmiddelen) weer doen. Vroeger kochten wij de cursus ieder afzonderlijk in, door de samenwerking kunnen we hem nu in eigen beheer geven. Het is voor het eerst dat 6 maritieme opleidingen een dergelijke gezamenlijke investering doen.’ Maas: ‘Al met al een mooi voorbeeld om zo efficiënt mogelijk om te gaan met publieke gelden.’ Stages en baanzekerheid

Beide directieleden zijn positief gestemd over de toekomst van hun bijna 2.300 studenten. Nieuwenhuizen: ‘In welke sector kun je nu nog garanderen dat bijna 90% van de gediplomeerde studenten die we aﬂeveren direct een baan vinden? Op dit moment is bijvoorbeeld het gemiddelde MBO cijfer in onderwijsland 45%... Dan kun je toch wel zeggen dat deze vorm van onderwijs, over de gehele linie, er ontzettend toe doet in Nederland. We staan dan wel een beetje als ‘duur’ bekend. Maar bij ons leer je een goed vak, waar je niet alleen aan boord, maar ook later aan de wal, in alle maritieme sectoren, terecht kunt. Ook bieden werkgevers onze studen-

Managing director drs. Leon Maas (links) en director ing Arjan Nieuwenhuizen, zijn trots op het nieuwe trainingscentrum van de Maritieme Academie Holland

ten al jaren een baangarantie. De samenwerking op dit gebied, met zowel de KNVR als met Nautilus, is wat dat betreft uitstekend. Leon Maas: ‘Dankzij de intensieve samenwerking tussen onze scholen, van VMBO, MBO, tot HBO, bieden wij onze studenten een aantal goed op elkaar afgestemde lesprogramma’s. Zowel voor de varende beroepen als ook voor de maritieme maakindustrie in de scheeps- en jachtbouw. Ook hebben we een unieke HBO opleiding, Ocean Technology, in huis op Terschelling en sinds kort is het onderwijsportfolio uitgebreid met een HBO master Marine Schipping Innovations. Met ingang van het nieuwe schooljaar zal ook op het vmbo een dossier scheeps- en jachtbouw worden aangeboden, waardoor er binnen de Maritieme Academie Holland ook een mooie door lopende leerlijn is met Maritieme Techniek bij ROC Friese Poort in Sneek. De groei zit er dus nog altijd goed in bij ons op onze 9 locaties en het is de uitdaging om steeds met het werkveld te bekijken wat de toekomstige behoefte is. Achter de school in Harlingen wordt ook hard gewerkt aan een nieuw simulatiecentrum en op de weg daar naartoe passeren we zo een aantal woningen en slaap-

plaatsen voor onze vmbo en mbo studenten. Indien gewenst kunnen hier ook (zee)varenden, die een cursus bij ons komen doen, terecht.’ Schoolbezoeken Nautilus

Arjan Nieuwenhuizen, tenslotte; ‘Of ik de toekomst ook zo positie inzie? Daar durf ik volmondig ja op te zeggen. Toen ik zelf actief begon met varen in de tachtiger jaren had je bijvoorbeeld al te maken met omvlaggen en met reders die het weleens niet zo nauw namen, maar dat houd je altijd. Ik denk dat we er als Nederland goed voorstaan in de sector. Dat betekent niet dat we

achterover moeten leunen. Integendeel, we moeten de samenwerking tussen scholen, reders en vakbond goed op peil houden. Wat dat betreft zie ik het als een positief signaal dat Nautilus de schoolbezoeken weer wil intensiveren. Niet om verkooppraatjes te komen houden, maar om onze studenten duidelijk te maken waar een vakbond voor staat en wat de rol van Nautilus in de maritieme sector is. Want laten we eerlijk zijn, voor veel jongeren van tegenwoordig heeft het begrip vakbond toch een wat ‘stofﬁg imago’. Daar ligt nog wel een uitdaging voor Nautilus ja.

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

Volg ons op Twitter 14/12/2015 18:29

January 2016 | nautilusint.org | telegraph | 37

NL NEWS

Toch een akkoord over loonen arbeidsvoorwaarden met Tideway B.V. A

Vanuit FNV Waterbouw en CNV Vakmensen is het een hele tijd stil geweest in de onderhandelingen over de loonen arbeidsvoorwaarden voor de Nederlandse bemanningsleden en voor de bestaande groep Filipijnse bemanningsleden aan boord van de schepen: Rollingstone, Seahorse en Flintstone. De oorzaak hiervan is dat de onderhandelingen deze keer niet zonder slag of stoot zijn gegaan. Er is veel overleg en overredingskracht van ons met Tideway nodig geweest, voordat onderstaand resultaat tot stand is gekomen. Wat is er gebeurd?

Nautilus op Open Dag STC-Group seerde de STC-Group een A drukbezochte Open Dag. Nautilus

Zaterdag 21 november organi-

was met een stand aanwezig op de STC-vestiging Lloydstraat in Rotterdam. Vele honderden aankomend studenten, veelal vergezeld door hun ouders, lieten zich uitgebreid voorlichten over de STC opleidingen via proeflessen en simulatietrainingen. Daarnaast was het bedrijfsleven aanwezig met een aantal stands. Bovendien hielpen tal van STC-studenten met de organisatie. Naast geïnteresseerde aankomende studenten kwamen er ook een aantal studenten buurten bij de Nautilus stand. Zo ook Thomas den Boer, 2e jaar MBO, Daphne Jonkers, 2e jaar HBO en Jelmar Kluistra, 2e jaar MBO. Alle drie ook lid van het STC-Roeiteam.

Wat betekent een vakbond voor jou?

De vraag ‘Wat betekent een vakbond voor jou?’ leverde de volgende antwoorden op: Thomas: ‘De vakbond is er voor jou als het niet volgens de cao gaat…’. Daphne: ‘Een organisatie die zich inzet voor de bovenlaag in de maritieme sector.’ Jelmar: ‘Ik ben er niet van op de hoogte. Het is voor mij onbekend.’ Duidelijk is dat er nog voldoende werk aan de winkel voor Nautilus is om de studenten goed voor te lichten over nut en noodzaak van een vakbond.

g Meer informatie: Word lid

www.nautilusint.org/nl/word-lid

Akkoord

Op 17 juni 2015 hebben wij in het onderhandelingstraject een akkoord over de loonen arbeidsvoorwaarden voor de Nederlandse bemanningsleden en voor de bestaande groep Filipijnse bemanningsleden bereikt. Hierna werd door Tideway aangegeven dat zij de koppeling tussen de loonstijgingen van de Nederlanders en Filipijnen los wilde laten en een ander loonniveau voor de Filipijnen wilde hanteren. Na veel overleg met Tideway hebben we kunnen bereiken dat deze verandering op dit moment niet doorgevoerd wordt. Bij de volgende onderhandelingen vanaf 2017 heeft Tideway aangekondigd dat er een voorstel over het loslaten van de automatische koppeling tussen de loonstijgingen van de Nederlandse en Filipijnse bemanningsleden komt. Het staat partijen vrij om altijd met eigen voorstellen te komen. Dit geldt ook voor FNV Waterbouw. Hieronder leest u de huidige afspraken. Nederlandse bemanningsleden

Er is afgesproken dat de bereikte resultaten in het buitenlandcontract, van 10 februari 2015 met terugwerkende kracht per 1 juli 2014, voor de Nederlandse bemanningsleden aan boord van de Rollingstone, Seahorse en

Flintstone gaan gelden. Van de resultaten in het buitenlandcontract worden de volgende punten voor Tideway uitgezonderd: de reisdagen (regeling bij Tideway is al beter), de zorgverzekering (Tideway vergoedt 100%; exclusief wettelijke bijdrage) en het aanscherpen of nader invullen van de

genoemde artikelen in de uitzendvoorwaarden buitenland, welke speciﬁek van toepassing zijn op van Oord en Boskalis.

g Bovengenoemde loonen arbeidsvoorwaarden zijn afgesloten tot en met 30 juni 2017.

Meerderheid leden voor nieuwe HAL cao America Line (HAL) principe cao akkoord 2016F 2018 medio november al had geaccordeerd, blijkt Nadat de ledenvergadering het Holland

Themadag Maritiem Platform Gepensioneerden ‘Wijzigingen in pensioenland vanaf 2015’ De eerstvolgende themadag Maritiem Platform Gepensioneerden vindt plaats op donderdagmiddag 14 januari 2016 in Amersfoort. Het thema is dit keer ‘Wijzigingen in pensioenland vanaf 2015’. Gastspreker is pensioendeskundige Hamadi Zaghoudi. Hij neemt u mee in de belangrijkste wijzigingen die vanaf 2015 in werking zijn getreden op het gebied van uw pensioen, zoals de nieuwe FTK (Financieel Toetsings Kader)-wetgeving en de nieuwe UFR (Ultimate Forward Rate). De nieuwe UFR leidt tot hogere premies, een daling van de dekkingsgraden en een druk op de opbouwpercentages. Hoe gaat uw pensioenfonds hiermee om? Kortom, het belooft een boeiende (pensioen)middag te worden…

34-37_nl_11.12.indd 37

Locatie:

Eenhoorn Amersfoort (Regardz) Barchman Wuytierslaan 2 3818 LH AMERSFOORT Tijdstip: Inloop vanaf 13:00 uur. Start themamiddag om 13:30 uur. Einde: 16.30 uur. g U kunt zich aanmelden voor deze middag via infonl@nautilusint.org Het Maritiem Platform Gepensioneerden is de vereniging van de gepensioneerde leden van Nautilus International (Zeevaart, Binnenvaart en Waterbouw) en de gepensioneerde leden van de Nederlandse vereniging Kapiteins in de Koopvaardij (NVKK).

nu ook uit de daarna uitgeschreven enquête, dat een ruime meerderheid van de HAL leden voor het akkoord heeft gestemd. Eerder al gingen de Engelse leden akkoord met het aan Engelse zijde afgesloten HAL cao akkoord. Nautilus bestuurder en cao-onderhandelaar Marcel van Dam: ‘Goed nieuws voor onze HAL leden, want we hebben toch een goed cao akkoord afgesloten met elkaar voor de komende drie jaar. Wel hebben via onze enquête een aantal mensen tegen gestemd en dat is uiteraard hun goed recht, maar de meerderheid heeft, evenals al eerder op de ledenvergadering, voor gestemd. Een aantal leden plaatste wat kritische kanttekeningen ten aanzien van het aantal te werken dagen. Echter de bestaande regeling is maar op één punt gewijzigd. Reis- en cursusdagen gelden voortaan nu ook als werkdagen. Door deze dagen wordt eerder de 105% bereikt. Verder ben ik van mening dat we deze cao-ronde zeker een stap in de goede richting hebben gezet. Zo krijgen bijvoorbeeld de Chief Electricians en de First Electricians nu eindelijk de financiële erkenning van de werkgever die deze groep verdient. We hebben nu een nieuwe meerjarige cao en daar zijn we content mee, maar wat mij betreft zijn we er nog niet. Er blijft altijd wat te wensen en samen met de leden zullen we ook bij de volgende cao-ronde weer ons uiterste best doen om opnieuw een aantal zaken te verbeteren.’ Een van de belangrijkste onderdelen van het pakket betreft de gageverhoging. HAL is bereid om, gedurende de looptijd van de cao, de gages te verhogen met 3,0 % per jaar (dit is inclusief de jaarlijkse diensttijdverhoging van 1 %). Het bestuur van Nautilus was al eerder van mening dat het totale pakket – in vergelijking met andere recent afgesloten meerjarige cao’s – zeker niet verkeerd is en legde het resultaat daarom positief voor aan de leden.

3 Maanden op, 3 maanden af

Peter Fridrichs (foto links), staf chief engineer HAL en Marcel Enthofen (foto rechts), chief engineer HAL, stemden ook voor op de ledenvergadering. Peter Fridrichs: ‘Er waren een paar afspraken gemaakt, die ik niet helemaal goed begreep. Bijvoorbeeld over de ‘3 maanden op/3 maanden af’- regeling. Waarom die ook niet voor de lagere rangen wordt ingesteld. Ik begrijp nu, dat dit bedoeld is om bemanningsleden die al langer voor de HAL werken, langer te kunnen vasthouden. Dat vind ik wel een goed uitgangspunt ja. Ook over de loonsverhogingen ben ik te spreken. Al met al vind ik het een prima cao resultaat, met dank aan de Nautilus onderhandelaars.’

Marcel Enthofen is al 26 jaar lid van de vakbond en heeft al heel wat ledenvergaderingen van Nautilus (en zijn voorgangers) bezocht. ‘Ik vond en vind het altijd belangrijk, mits ik aan de wal ben en kan natuurlijk, om met collega’s over dit soort zaken door te praten. Op zo’n ledenvergadering krijg je toch meer zicht op de zaak. En kunnen dingen nog eens goed worden toegelicht ook. Het helpt mij ook weer als later aan boord collega’s met vragen naar me toe komen. Die kan ik dan ook weer wat beter beantwoorden. Wel hebben we ervoor gepleit om ook een enquête te houden onder de leden, zoals dat ook onder de Engelse leden is gedaan. Zo krijg je toch een beter draagvlak voor dit cao akkoord.’

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38 | telegraph | nautilusint.org | January 2016

APPOINTMENTS

WE’RE ON THE LOOKOUT FOR A

MASTER MARINER/ CASUALTY INVESTIGATOR Holman Fenwick Willan is a long established, but fast growing international law ﬁrm with a strong global presence and a reputation for providing an excellent service to an impressive list of domestic and international clients.

MARITIME TRAINING GLASGOW ECDIS

TANKER OPERATIONS

LICOS

With over 425 lawyers worldwide, operating in 13 ofﬁces across 11 countries, we advise clients on the legal issues which businesses face in relation to all aspects of international commerce. Job title: Job location: Type: Salary:

Master Mariner/Casualty Investigator Opportunities across our various ofﬁces Permanent Excellent

As a Master Mariner/Casualty Investigator, and a member of our Admiralty and Crisis Management team, you will deal with a range of incidents arising out of maritime casualties and offshore energy emergencies around the globe. A legal qualiﬁcation is not required.

ECDIS Generic - IMO Model 1.27 18 Jan/ 15 Feb/ 4 April ECDIS Type Specific -Sperry 23 Jan/ 20 Feb/ 1, 9, Apr/ 3 Jun/ 22 Jul Combined Basic Training for Oil, Chemical and Gas Tanker Cargo Operations 13 Jan/ 16 Mar/ 1 Jun/ 5 Jul Advanced Training for Oil Tanker Cargo Operations 18 Jan/ 22 Feb/ 4 Mar Advanced Training for Gas Tanker Cargo Operations 25 Jan/ 7 Mar/ 6 Jun/ 25 Jul LICOS Gas - SIGTTO LNG Membrane 1 Feb/ 14 Mar/ 9 May/ 11 Jul LICOS Oil - IMO Model 2.06 11 Apr Please quote promotion code when booking: NMMS1505

We are interested in hearing from experienced Master Mariners, either currently at sea or in a DPA role ashore, as well as Casualty Investigators who have an insurance or claims background. You will be enthusiastic about learning the law and will thrive in a fast-paced working environment. You will be able to taking a lead role in the aftermath of a maritime/offshore crisis. You will also be diplomatic and tactful with the ability to conﬁdently deal with people at all levels internationally. You will relish international travel and working as part of a larger team. For more information, please contact Arthur Rahn on +44 (0)20 7264 8333 or arthur.rahn@hfw.com

Lawyers for international commerce

hfw.com

São Paulo London Paris Brussels Geneva Piraeus Dubai Shanghai Hong Kong Singapore Melbourne Sydney Perth

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

/calmacferries

@calmacferries

@calmac_updates

@calmacferries

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

www.calmac.co.uk

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January 2016 | nautilusint.org | telegraph | 39

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

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

Senior Deck and Engineering Of½cers - All vessels All Of½cers and Crew - ERRV Tug/Multicat Crew - All ranks Various shore based personnel All Crew for temporary assignments

13 January 2016 is the closing date for February 2016. You can still advertise online at any time.

If you would like further information in registering with Seamariner or you would like to discuss your crewing requirements, please contact one of our experienced consultants.

www.seamariner.com

ISO9001:2008 accredited and KvK and MLC compliant Reg Co number: 2745210

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

SHORE-BASED

WORKBOAT

SUPERYACHT SHORE-BASED

Vessel Manager, LNG

1st Engineer - Dredger - £48K

Technical Super - Superyachts - €65K

London - £65K

Master - Workboat/Tug - £55K

Fleet Manager - Superyachts - €80K

Technical Superintendent

Able Seaman - Workboat - £150/day

Yacht Manager - Superyachts - £65K

Glasgow - £60K

Master - Workboat - £250/day

Ops Manager - Superyachts - €75K

Assistant Technical Superintendent Glasgow - £45K QHSE Superintendent, Chemical

Chief Engineer - Bulker/Container - £58K

Cyprus - €75K + Pkg

2nd Engineer - Bulk/Container - £47K

Marine Superintendent, Chemical

Chief Engineer - Ferry/ROPAX - £57K

Dubai - Tax Free Pkg

&KLHI 2IƂFHU Ferry/ROPAX - £46K

Port Manager, Workboats Milford - £50K + Car QHSE Manager, Chemical Belgium - £Comparative + Pkg

&UHZLQJ 2IƂFHU Superyachts - €45K

CONTAINER/BULKER/FERRY

CRUISE Staff Chief Engineer - Cruise - $90K 2nd Engineer - Cruise - €49K Refrigeration Engineer - Cruise - €35K

SUPERYACHT CREW

2nd ETO - Cruise - €50K

Stewardess - 70m+ MY - $3,2/mth

1st Engineer - Cruise - £51K

ETO - 100m+ MY - €6K/mth 3rd Engineer - 100m+ MY - €4K/mth

CRUISE SHORE-BASED

Deckhand - 70m+ MY - €2,5/mth

Technical Superintendent - Cruise - €80K

4th Engineer - 100m+ MY - $5K/mth

Technical Superintendent - Cruise - £75K

South East, UK - £70K + Car

Chief Stewardess - 50m+ MY - €5K/mth

Marine Superintendent - Cruise - £65K

Technical Superintendent, Dry Cargo

Chief Electrician - 100m+ MY - $8K/mth

Electrical Superintendent - Cruise - €80K

Hamburg - €90K

Bosun - 80m+ MY - €4,5/mth

Asst Marine Superintendent - Cruise - £30K

Vetting Superintendent, Chemical Netherlands - £Competitive + Pkg Technical Manager

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

Seagoing: +44 (0)23 8020 8820

seagoing - uk@faststream.com

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

OPERATIONS ENGINEER

SCARBOROUGH BOROUGH COUNCIL

DEPUTY HARBOUR MASTER Salary: £31,048 - £33,458 per annum The Council manages and operates the ports of Whitby and Scarborough and Filey Coble Landing located on the beautiful North Yorkshire coast. We are seeking candidates with the relevant qualities, maritime qualifications, commitment and enthusiasm to deputise for the Borough Harbour Master. The post involves managing daily port operations and ensuring compliance with statutory legislation. Managing a committed and diverse team in delivering a safe and efficient customer focused service. On occasion act as relief Master of the Council’s dredger and as pilot. Applicants will hold valid STCW certification. Previous command, pilotage or relevant maritime experience would be advantageous. This is an excellent opportunity for a work/life balance based on 37 hours Monday to Friday, with flexible working arrangements and generous leave. The post includes membership of the LGPS and assistance with relocation costs. For an informal discussion with the Harbour Master please call Whitby Harbour on 01947 602354. Previous applicants need not apply. Apply online via www.scarborough.gov.uk or telephone Customer Services on 01723 232323. Applications should be returned marked ‘Private and Confidential - Application for Deputy Harbour Master’ to Human Resources, Scarborough Borough Council, Town Hall, St Nicholas Street, Scarborough, YO11 2HG by Noon, Tuesday 5 January 2016. We operate a Job-Share Scheme Closing Date: Noon, Tuesday 5th January 2016

38-41_rec.indd 39

AN EQUAL OPPORTUNITIES EMPLOYER

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

MONAHAN ROAD, CORK, IRELAND

Irish Mainport Holdings is currently looking for experienced Senior Ofﬁcers for their Seismic Support Vessels. For job description and qualiﬁcation requirements call +353 21 5004266 or +353 21 5004214 or email crewing@mainport.ie Highly competitive salary with 8 week on/off rotation. WWW.MAINPORT.IE

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40 | telegraph | nautilusint.org | January 2016

APPOINTMENTS

Fleetwood - a top UK Nautical College with a long established reputation for being a leading provider of training to the Maritime industry. STCW UPDATING Personal Survival Techniques Updating ÂŁ155 | Fire Prevention & Fire Fighting Updating ÂŁ200 | Advanced Fire Fighting Updating ÂŁ175 | Proficiency in Survival craft & Rescue Boat ÂŁ200 | The above four courses can be booked as a 4 day package ÂŁ680* | 1 Day MCA Approved FRB updating course with Capsize drill ÂŁ245 2016 AVAILABLE COURSE WEEKS 4, 11,18 Jan | 1, 8, 15, 22, 29 Feb | 7, 14 Mar | 4, 25 April | 9, 16, 23 May | 6, 13, 20 June | 4, 11, 18 July For more information E offshore@blackpool.ac.uk T 01253 779 123 W blackpool.ac.uk/offshore Facebook /FleetwoodNauticalCampusOffshoreOperations

MARITIME Masters Orals 11 Jan (2016) | 29 Feb (2016) | 3 May (2016) | 20 Jun (2016) FD to Chief Mate 3, 30 May (2016) HELM (M) 8 Feb (2016) | 28 Mar (2016) | 04, 18 Apr (2016) | 30 May (2016) | 18, 25July (2016) | 01Aug (2016) HELM (O) Wed 10 Feb (2016) | Tue 22 Mar (2016) | Wed 1 Jun (2016) | Wed 13 Jul (2016) BTM 18 Jan (2016) | 22 Feb (2016) | 29 Feb (2016) | 21 Mar (2016) | 9 May (2016) | 27Jun (2016) | 11Jul (2016) NAEST (M) 15 Feb (2016) | 8 June (2016) | NAEST (O) 4 Jan (2016) VTS Operators (2 Weeks) 4 Jan (2016) | 4 Jul (2016) | VTS Refresher (3 Days) 22 Mar (2016) | 28 Jun (2016) For flexible enrolment and more information E blearning@blackpool.ac.uk T 01253 779 123 W blackpool.ac.uk/nautical 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

Hereâ&#x20AC;&#x2122;s to an exciting 2016 Secure your future with Holland America Line and Seabourn Cruises We are currently recruiting for the following positions: Â&#x2021; 'HFN 2IÂźFHUV RI DOO OHYHOV

Â&#x2021; (QJLQH 2IÂźFHUV RI DOO OHYHOV HVSHFLDOO\ LQWHUHVWHG LQ KROGHUV RI &ODVV &R& Â&#x2021; )DFLOLW\ 0DQDJHUV KRWHO VHUYLFHV HQJLQHHU

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BeneďŹ ts package includes: Â&#x2021; &RPSHWLWLYH UDWHV RI SD\ Â&#x2021; $QQXDO VDODULHV DQG 6WDII 2IÂźFHU %RQXVHV Â&#x2021; RU URWDWLRQ IRU 6HQLRU 2IÂźFHUV Â&#x2021; 6DLOLQJ $VVLJQPHQW 5HWXUQ %RQXVHV 6$5%

Â&#x2021; 5HWLUHPHQW 6DYLQJV 3ODQ 3HQVLRQ Â&#x2021; 6SRQVRUHG VWXG\ OHDYH DQG 7UDLQLQJ SURJUDPPHV Â&#x2021; ([FHOOHQW RQERDUG VSRXVH IDPLO\ SROLF\

All UK candidates please contact us using the following details and quoting reference VRL01/16: +44 (0)300 303 8191 applicants@vikingrecruitment.com For all other candidates please use the following details: +31 (0)10 2976600 HR_Europe_Recruitment@HollandAmerica.com

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

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

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

38-41_rec.indd 40

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January 2016 | nautilusint.org | telegraph | 41

APPOINTMENTS RYAN OFFSHORE LTD RYAN SHIP MANAGEMENT LTD

SHIPPING

CONNECTIONS

MARITIME RECRUITMENT

Marine Superintendent

FOR - 4-PT MOORING DSV / AHTS/ PSV/ MRV/ ERRV REQUIRE MASTERs, CHOFFs, 2ND OFFs, CHENGs, 2ND ENGs, 3RD ENGs, DP ENGs, ETOs FOR - DP3 / DP2- DSV / DP2- AHTS / DP2- PSV / DP3 PIPELAYER / DP2 CLV REQUIRE MASTER-DPOs, CHOFF-SDPOs/DPOs, 2ND OFF-DPOs, CHENGs, 2ND ENGs, ETOs

Where do you want to be? Wood Group PSN requires a Marine Superintendent to be employed at Nigg Oil Terminal.

FOR - SHORE BASED OFFSHORE FLEET REQUIRE TECH MANAGER, TECH SUPT, DIVE SUPT (OFFICE BASED), ENGINEERING SUPT, ELECTRICAL SUPT, PORT CAPTAIN, PORT ENG, QHSE

Description:

CONTACT DETAILS

T E L: +44 (0) 1 9 1 5 4 8 8 8 5 9 FAX: +44 (0) 1 9 1 5 4 88 425

EMAIL: office@ryan-shipmanagement.co.uk, office@ryanoffshore.net, office@shipping-connections.com WEBSITE: www.ryan-shipmanagement.co.uk , www.shipping-connections.com, www.ryanoffshore.net RYANSHIP, P.O.BOX–1282, SUNDERLAND, SR5 9HX, UNITED KINGDOM

Get knotted with a Nautilus Tie Nautilus International has produced a 100% silk TIE to enable members to show off their membership with pride and celebrate seafaring traditions. Available for just £9.50 or €13. Also on offer are enamel badges of the Nautilus logo for £1 or €1.50.

Please send in a cheque for items to our Central Services department at head ofﬁce and let them know how many you need. Call Central Services on +44 (0)20 8989 6677 or email centralservices@nautilusint.org

Reach over 110,000 readers. Contact Paul Wade on +44 (0)20 7880 6212 or email paul.wade@redactive.co.uk to find out how to advertise.

CV Professionals Maritime & oσshore specialists www.cvprofessionals.co.uk

The Marine Superintendent will ensure the safety and efﬁciency of all marine activities and tanker operations at the Nigg Oil Terminal. This includes being responsible for the ensuring that the jetty loading arms, FFE and LSA are all maintained in good condition and are ﬁt for purpose.

Knowledge and experience required: • • • • • •

Tanker experience preferably in a senior rank Tanker terminal experience Good knowledge of the requirements of ISPS, ISM, ISGOTT, SIRE, STS guide and COMAH MARPOL and relevant onshore pollution control requirements Inspection and maintenance experience for tanker jetties and loading arms Risk assessment and work permit processes and requirements

Qualiﬁcations: • • •

STCW Certiﬁcate of Competency Ofﬁcer of the watch (OOW) or above Dangerous cargo endorsement Relevant marine related degree

Please send your CV to Leanne.smith@woodgroup.com in order to apply.

Seeking applications for the following positions:

DIRECT EMPLOYMENT OPPORTUNITIES WITH CHEVRON

Chevron Shipping provides Marine support to Chevron Corporation in Upstream and Downstream Marine Terminal and Offshore operations.

Mooring Masters Based in our West Africa terminal operations, our Mooring Masters are involved in the safe berthing/ unberthing of vessels to Single Point Moorings (Buoy and FPSO Tandem), Conventional Buoy Moorings, Side by Side operations (using multi tug assistance), and to fixed berths including supervision of cargo operations and berth maintenance activities. Chevron is a Global Energy Company and offers a world class compensation package focused on your long term professional development: • Highly competitive total remuneration package that includes salary in US Dollars with exchange rate protection, non-contributory pension scheme, annual bonus and enhanced voluntary monthly savings plan. Previous Mooring Master and senior officer tanker experience preferred. To find out more about the job opportunities including skill requirements and benefits, and to apply for a position, please contact David Schulz on +1 925 790 3901 or email your CV to schd@chevron.com

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42 | telegraph | nautilusint.org | January 2016

SHIP TO SHORE

M-Notices M-Notices, Marine Information Notes and Marine Guidance Notes issued by the Maritime & Coastguard Agency recently include: MGN 417 (M+F) — Companies offering shore-based maintenance of radio equipment This note, first published in 2010, explains the self-certification process for shore-based firms offering GMDSS maintenance services. The main body of the note has not changed, but the MCA has recently issued an updated list of organisations registered to carry out this work — now available alongside MGN 417 on the MCA website. MGN 472 — MLC (2006): Guidance on the procedure for applying for a substantial equivalence A ‘substantial equivalence’ is an alternative means for UK ships to comply with the provisions of the Maritime Labour Convention, 2006 (MLC). There are general substantial equivalences applicable to all relevant vessels, and also shipspecific substantial equivalences (which usually relate to crew accommodation). MGN 472 explains that, in any application, the shipowner is required to demonstrate the reason for seeking the substantial equivalence, with consideration to: z how it meets the same objectives as, and gives effect to the provisions of the Maritime Labour Convention Code z the effects on the provision of decent living and working conditions

Member meetings and seminars for seafarers z how full compliance would impact on the remainder of the ship z any special design challenges driving the substantial equivalence request z what objective can be accomplished through substantial equivalence which cannot be achieved by adhering to the regulations An application for a general substantial equivalence will be considered by the UK MLC Tripartite Working Group, which has members from the UK Chamber of Shipping, Nautilus International, the RMT union, the Department for Transport, the MCA and the Red Ensign Group administrations. Those general substantial equivalences that have already been approved are listed in the annexes to MGN 472. The UK MLC Tripartite Working Group may decide to put some of these equivalences forward to be included in future amendments to the MLC. For ship-specific substantial equivalences, applicants are required to consult shipowners and seafarers’ representatives before submitting the application. The bodies to consult in all cases are the UK Chamber of Shipping, Nautilus and the RMT union. There may also be situations where additional organisations such as the British Tugowners Association and the Prospect and Unite unions should be included in the consultation process. Under normal circumstances, applicants for ship-specific equivalences will write to the

shipowners’ and seafarers’ representatives, and provide the responses with their applications to the MCA. In controversial or significant cases, the MCA reserves the right to put the proposal to the UK MLC Tripartite Working Group for discussion before coming to a decision. Ship-specific substantial equivalences must be applied for on an individual basis and do not set a precedent that applies to other vessels. However, it is expected that once an approval has been given, this will make any subsequent application a simpler decision. The application process for vessels flagging in to the UK is essentially the same, but if the substantial equivalence has been agreed by another MLC flag state, then this should make a smoother transition process.

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 electronically subscribed to by emailing a request to mnotices@ecgroup.co.uk or downloaded from the MCA website. Go to www.gov.uk/mca and click on Find marine (M) notices.

Build your career with the Slater Fund If you’re ’ working ki att sea andd wantt to t train t i as a ship’s hi ’ officer, the Nautilus Slater Fund is just the ticket. The bursary scheme offers financial support to Merchant Navy ratings, electrotechnical officers and yacht crew to study for the STCW officer of the watch qualification (either deck or engineer). Up to £17,500 per applicant is available to help with the costs of gaining your first certificate of competency. Maybe you need a hand with tuition fees or buying books — or would welcome a boost to your income if you’re off pay during college phases. There’s even a discretionary £1,500 bonus payment

when h you make k it through th h the th course andd gain i your OOW certificate. The support is provided through the JW Slater Fund, named in honour of a former Nautilus general secretary. Slater Fund awards have been made to over 1,400 seafarers since the scheme was launched in 1997, and these recipients are now enjoying the enhanced salaries and job satisfaction that come from rising through the ranks. g So if you’re looking to become an officer of the watch, don’t leave things to chance. Fill in the form or apply via the Nautilus website: www.nautilusint.org

Complete this form and send it to:

Slater Fund, The Marine Society, 202 Lambeth Road, London SE1 7JW. I am over 20 years of age and normally resident in the UK. Please send me details of the John Slater Award. Name:

___________________________________________________________________________________________________________________________________________________

Address:

_________________________________________________________________________________________________________________________________________________

______________________________________________________________________________________________________________________________________________________________

Email:

____________________________________________________________________________________________________________________________________________________

This form is also available online at: www.nautilusint.org or email your name, address and request for Slater Fund details to: slater@ms-sc.org

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: g Professional & Technical Forum Tuesday 26 January 2016 Cardiff — TBC. 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)

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

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

Contact Sue Willis: +44 (0)20 8989 6677 protech@nautilusint.org

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

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

Contact Nautilus International Nautilus International welcomes contact from members at any time. Please send a message to one of our department email addresses (see page 17) or get in touch with us at one of our offices around the world. For urgent matters, we can also arrange to visit your ship in a UK port. Please give us your vessel’s ETA and as much information as possible about the issue that needs addressing.

Offshore sector contact point Members working for companies based in the east of Scotland or UK offshore oil and gas sector can call: +44 (0)1224 638882 THE NETHERLANDS Postal Address Nautilus International Postbus 8575 3009 An Rotterdam Physical Address Nautilus International Schorpioenstraat 266 3067 KW Rotterdam Tel: +31 (0)10 477 1188 Fax: +31 (0)10 477 3846 infonl@nautilusint.org

FRANCE Yacht sector office in partnership with D&B Services 3 Bd. d’Aguillon 06600 Antibes, France Tel: +33 (0)962 616 140 nautilus@dandbservices.com www.dandbservices.com SPAIN Yacht sector office in partnership with dovaston C/Joan de Saridakis 2, Edificion Goya Local 1A, Marivent 07015 Palma de Mallorca, Spain Tel: +34 971 677 375 recruitment@nautilusint.org www.dovaston.com

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

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

Quiz answers 1. TUI Cruises is a joint venture between the German firm TUI and the US cruise line operator, Royal Caribbean Cruises. 2. The world containership fleet had a total capacity of 19.3m TEU in October 2015. 3. A 20ft shipping container can carry approximately 48,000 bananas. 4. The term RADAR was coined in 1940 by the United States Navy as an acronym for Radio Detection And Ranging. 5. The first ARPA system was fitted to a merchant ship in 1969. 6. There are 211 diving support vessels presently in service in the world fleet, according to IHS statistics. Crossword answers Quick Answers Across: 1. Neanderthal; 7. Cos; 9. Trenchant; 10. Glide; 11. Potency; 12. Hominid; 13. Dickensian; 16. Beer; 18. Chin; 19. Rock pigeon; 22. Illegal; 23. Triceps; 25. Panto; 26. Gin palace; 27. Res; 28. Entitlement. Down: 1. Notepad; 2. Avert; 3. Decanter; 4. Ready; 5. Hatchback; 6. Legume; 7. Clientele; 8. Spender; 14. Chitlings; 15. Spotlight; 17. Titivate; 18. Chipper; 20. Nascent; 21. Ignore; 23. Tenet; 24. Erase. This month’s cryptic crossword is a prize competition, and the answers will appear in next month’s Telegraph. Congratulations to Nautilus member Dave Tucker, who has won the prize draw for the December cryptic crossword. Cryptic answers from December Across: 1. Histrionics; 9. Parting; 10. Detract; 11. Wherefore; 12. Rodeo; 13. Date; 14. Clothes peg; 16. Stereotype; 19. Pool; 21. Lathe; 22. Apprehend; 24 Reverse; 25. Invoice; 26. Lamentation. Down: 1. Harvest festival; 2. Spine; 3. Rag doll; 4. Oddment; 5. Interred; 6. Stand-up comedian; 7. Spewed; 8. Strong; 15. Telegram; 16. Salary; 17. Trade-in; 18. Paprika; 20. Ladder; 23. Envoi.

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

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

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

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

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

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

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

42_infosprd.indd 42

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

Northern office Nautilus International Nautilus House, Mariners’ Park Wallasey CH45 7PH Tel: +44 (0)151 639 8454 Fax: +44 (0)151 346 8801 enquiries@nautilusint.org

Useful organisations

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

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

UK Head office Nautilus International 1&2 The Shrubberies, George Lane South Woodford, London E18 1BD Tel: +44 (0)20 8989 6677 Fax: +44 (0)20 8530 1015 enquiries@nautilusint.org

Quiz and crossword answersACDB

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

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

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

14/12/2015 13:06

January 2016 | nautilusint.org | telegraph | 43

JOIN NAUTILUS

The face of Nautilus Amy Watts, care manager

‘My heart has always been with the elderly,’ explains Amy Watts. ‘Ever since my grandparents died at an early age I’ve always wanted to work in social care.’ Amy, 33, has worked for Nautilus for the past eight years. Starting out as a care assistant, she has worked her way up to her current position of care manager. During that time she has formed a close bond with the residents at the Union’s Mariners’ Park Estate and thinks of them as an extension of her family. Originally from Portsmouth, and having a seafaring background through her father’s service in the Merchant Navy, Amy said she longed to work where she made a difference to people’s lives and

— despite early training in a different field — she always felt the pull to be a carer. ‘Growing up I wanted to do a job that puts other people first. I did train as a police officer, but I decided it wasn’t the right area to go in, so I stuck with care,’ she explains. Moving to the north west almost nine years ago, Amy was delighted to get the opportunity to work for Nautilus at Mariners’ Park and is thankful for the faith that staff have shown in her. ‘I started at Nautilus as an agency worker. Liz Richardson and Jane Davies saw potential in me and took me onboard and I’ve progressed further and further here,’ she adds. ‘Since being with Nautilus I’ve done my NVQ Level 4 in Health and Social Care and also have

achieved my Registered Manager’s Award. ‘The residents here make everything worthwhile,’ Amy says. ‘I’ve been here a while and they’ve seen me progress. Part of my role here is to manage the day to day running of the Nautilus Domiciliary Care Support Service and the team that help me support the residents who need a personalised care package. ‘I am also responsible for the on-site guest flat, the accommodation support service, the waiting list for accommodation and the Trinity House Hub,’ Amy adds. ‘The Hub, which currently has 18 apartments along with the communal facilities, keeps me busy — but by 2017, I will have another 22 more apartments to add to my current workload.’

Wherev er you are , so are we

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

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

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

g Members are encouraged

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

43_infosprd.indd 43

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

DECK UPDATEE TO TO 010 STCW 2010

(e.g. sea service)

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

HELM course or acceptable equivalent

ENGINE UPDATEE TO TO 010 STCW 2010

(e.g. sea service)

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

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

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

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

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

ETO

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

14/12/2015 17:17

44 | telegraph | nautilusint.org | January 2016

NEWS

OOW drank rum before running ship aground Investigations reveal that ‘dry ship’ policy was regularly flouted by crew of UK-registered general cargoship

The chief officer of a UKflagged ship which ran aground at full speed off the west coast of Scotland in February 2015 had drunk around half a litre of rum before going on watch, an accident investigation discovered. The Russian chief officer of the 7,409gt general cargoship Lysblink Seaways was found to be almost eight times over the alcohol limit when he was breath tested after the vessel went onto rocks on the Ardnamurchan peninsula while sailing from Belfast to Norway. The UK Marine Accident Investigation Branch (MAIB) said the officer had drunk the rum after he became anxious following a private telephone call that he had made earlier in the evening. But investigators said they had found a number of poor watchkeeping and management practices onboard, which meant that checks and controls which could have prevented the accident were not in place. Lysblink Seaways, which was owned by DFDS, was aground for two days and suffered extensive damage to its hull and double bottom as it was pounded onto the rocky foreshore in adverse conditions. About 25 tonnes of marine gas oil was spilled and the ship was later declared a constructive total loss and scrapped. The MAIB said the OOW — who was the sole watchkeeper — had

Lysblink Seaways had to be scrapped after running aground on the west coast of Scotland in February 2015 Picture: Press Association

lost situational awareness and became inattentive as a result of the effects of alcohol consumption. He had failed to make a course alteration 20 minutes before the ship grounded at just over 13 knots. Tests after the accident showed

the chief ofﬁcer’s breath alcohol reading was 2.71mg per litre against the legal limit of 0.35mg per litre. ‘In this case, the abuse of alcohol was a symptom of systemic non-compliance with the SMS on Lysblink Seaways, which had gone unchallenged despite

regular audits,’ the MAIB stated. Investigators found evidence that the company’s dry ship policy was often ﬂouted by crew members. Bonded store records showed that the vessel ‘was regularly replenished with spirits, wine and beer, and evidence of

signiﬁcant alcohol consumption by the crew should have alerted the owner to the likelihood that its alcohol policy was not being observed’, the report added. The bridge navigational watch alarm system had not been switched on and an off-track

alarm on the ECS2 had been silenced. ‘The investigation revealed that it was normal practice on board Lysblink Seaways for the radar watch alarm to be used instead of the BNWAS, as the reset button for this alarm could be reached from the wheelhouse chair,’ the report notes. ‘However, the radar watch alarm had no staged, remote alarm function and was unsuitable as a replacement for the BNWAS. Its effect was similar to that of a “snooze” button on an alarm clock.’ No lookout had been posted at any time during the voyage, even though the safety management system required their use in ‘close waterways’, the MAIB pointed out. The non-use of lookouts, night orders or emergency checklists, together with the poor standard of passage planning and the delay in contacting the coastal state following the grounding demonstrated that the SMS was not being complied with, it added, and some of these deficiencies should have been detected by audit. The MAIB said DFDS had taken action in response to the accident, including a concentrated inspection and audit of Lysblink Seaways’ sister vessels, resulting in the removal of bonded stores, verification of the owner’s random alcohol testing regime, and the development of an in-house, accredited training course to improve the standards of bridge resource management in its fleet.

Human error blamed for 67% of accidents than two-thirds of shipping accidents F between 2011 and 2014, according to a report ‘Human error’ accounted for more

published by the European Maritime Safety Agency (EMSA) last month. The study is based on an analysis of 9,180 accidents and incidents reported to the European Marine Casualty Information Platform (EMCIP) in its first four years of operation. These ‘occurrences’ led to the death of more than 390 passengers and crew — with a significant increase in 2014 from the previous years.

The report estimates that the number of occurrences in 2015 will total between 3,500 and 4,000 — but it also suggests there is still a substantial amount of under-reporting and EMSA cautioned that while the data can be used to shed light on certain aspects of maritime safety, it should not be considered as ‘the full picture’. Over the 2011 to 2014 timeframe, EMCIP recorded a total of 6,254 shipping incidents and 2,926 occupational accidents. Around 44% involved ‘cargo’ ships (including containerships, tankers and general cargo

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

44_news.indd 44

vessels), 23% involved passengerships and 15% ‘service’ ships, such as tugs, dredgers and offshore support vessels. Loss of control was the most common casualty event, accounting for 25% of cases, followed by contact (18%), collision (17%), and grounding/stranding (17%). Of the 178 very serious casualties, 24% involved flooding/foundering, 22% collision, 14% fire/explosion, and 13% damage to the ship or equipment. Slips, trips and falls were the most common accident involving people —

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

accounting for 39% of all occupational incidents — followed by loss of control of machinery, equipment or objects (19%). The EMSA report said analysis of 908 accidents investigated between 2011 and 2014 showed 67% were attributed to ‘human erroneous action’. Key contributing factors were found to include lack of knowledge, inadequate supervision and poor safety awareness. Other significant issues included workplace conditions, inadequate tools and equipment, and manning.

EMSA said the data showed an average of four ships being lost every month over the four-year period — half of which were fishing vessels, 44% cargo ships, 10% passengerships and 10% service ships. Almost half of the fatalities were linked to cargo ships, 23% to passenger vessels, 23% to fishing vessels, and 7% to service ships. The figures also showed that 42% of accidents between 2011 and 2014 occurred in internal waters and port areas, 27% in coastal waters, and 9% in ‘open sea’ with exclusive economic zones.

Training courses for the maritime and offshore industries

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Lowestoft College, St Peters Street, Lowestoft Suffolk NR32 2NB, United Kingdom Tel: 00 44 1502 525025 Facilities for Hire Environmental Pool (wave, wind, rain) Email: maritime@lowestoft.ac.uk Web: www.lowestoft.ac.uk/maritime.asp Marine Transfer Ladder Full Mission Ship’s Bridge Simulator Dynamic Positioning Simulator Offshore Control Room Simulator

14/12/2015 16:42