Nautilus Telegraph July 2014 by Redactive Media Group

It’s good to talk New studies show why crew comms need improving 24-25

Saving simulation Conference stages world first mass rescue exercise 22

NL nieuws Twee pagina’s met nieuws uit Nederland 34-35

Volume 47 | Number 07 | July 2014 | £3.50 €3.70

Owners call for harmony on emission rules have called for governments F around the world to ensure that new International shipowners

Mist opportunity: TUI Cruises’ 76,988gt vessel Mein Schiff is pictured arriving in the UK port of Southampton in foggy conditions last month Picture: Gary Davies/Maritime Photographic

Judges condemn seafarer fatigue US court overturns damages ruling against Maersk but judges hit out at ‘outrageous’ hours

A US appeal court has overturned a milestone 2012 judgement ordering Maersk to pay damages to a chief officer who claimed that long hours and stress at sea had caused him to suffer a serious heart condition. Former chief officer William Skye originally won a $2.36m award after complaining that ‘excessive hours and duty time’ had left him ‘overworked to the point of fatigue’ while serving on the US-flagged containership Sealand Pride between 2000 and 2008. The court heard that Mr Skye regularly worked between 90 and 105 hours a week, for between 70 and 84 days at a time. In 2000, he was diagnosed with a benign arrhythmia and

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his cardiologist advised him to change his diet and rest more. But his symptoms worsened in 2004 when Maersk began directly managing his ship, and his overtime hours increased by between 12% and 15%. In 2008, he was diagnosed with left ventricular hypertrophy — a thickening of the heart wall of the left ventricle — and his cardiologist concluded that this was the consequence of ‘continued physical stress related to his job, with long hours and lack of sleep’. The cardiologist advised Mr Skye to stop working on the ship and in 2011 the ofﬁcer ﬁled a complaint against the company for negligence under the US Jones Act. His original damages award, made by a jury in Florida, was cut

to $590,000 by another court before Maersk Line appealed against the decision. Lawyers for the company argued that Mr Skye had discretion over his working hours and had failed to delegate duties properly. Maersk also denied that its ships were undermanned, and insisted that it complied fully with work and rest time rules. Now the US Court of Appeal has ruled that Mr Skye was not entitled to bring the claim against the company under US law — on the grounds that work-related stress and an arduous work schedule cannot be classed as ‘physical perils’. But the judges differed on the decision — voting two to one in favour of Maersk — and one called for the US Supreme Court

to reconsider the issues. ‘Being required to work 90 and 105 hours per week for 70 or 84 days at a time is hardly being given a safe place to work,’ said circuit judge Peter Fay. ‘I fail to see the difference between being given a defective piece of equipment and being required to work outrageous hours, in determining whether or not the workplace was safe,’ he stated. And circuit judge Adalberto Jordan pointed out that Mr Skye had persuaded a jury that his injuries were physical, not emotional. ‘I would not read the Jones Act to preclude liability for an employer who makes a seaman work so hard and so continuously that he suffers physical injury in the form of heart disease, heart attack,

organ failure, seizure, or stroke,’ he wrote. Nautilus senior national secretary Allan Graveson described the case as a further significant development in the campaign against seafarer fatigue. ‘We have always argued that the issue of fatigue will be resolved in the courts and although it is disappointing that the original judgement was overturned, this ruling comes with significant qualifications and the appeal was only upheld on a technicality,’ he said. ‘Whilst the case may have been lost, the complaint that the condition was directly caused by Maersk’s negligence was not disproved and the comments made by two of the judges are very significant,’ he added.

sulphur emissions regulations are implemented consistently. The warning came as the UK Chamber of Shipping stepped up its campaign for more time to comply with the rules — warning that the costs could lead to route closures and as many as 2,000 job losses. The International Chamber of Shipping (ICS), however, underlined the industry’s ‘full compliance with the IMO sulphur ECA requirements from January 2015’ through the use of low sulphur distillate fuel or technology such as exhaust scrubbers. But the ICS also warned that many governments do not seem ready to enforce the rules in a uniform way and said there is an urgent need for port state control authorities to harmonise inspection procedures.

Inside F Waterway worry

Barge crews face rising levels of stress, Nautilus Swiss branch meeting hears — page 21 F Know way

EU-funded project aims to help mixed nationality crews to bond — page 23

F Breaking the ice

Expert explains why the IMO’s Polar Code falls short on safety — pages 30-31

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02 | telegraph | nautilusint.org | July 2014

NAUTILUS AT WORK

Swiss campaign on new port plan Members honoured for long service at annual branch meeting in Basel

P Olivia follows in her father’s footsteps… F

Nautilus senior national secretary Garry Eliott is pictured visiting Fleetwood Nautical Campus last month with Olivia Gudgeon, the daughter of former Nautilus Council member Steve Gudgeon. ‘Olivia has just completed her degree studies at the University of Chester and is interested in politics and unions, so her father had asked if we could provide her with some time at Nautilus,’ Mr Elliott explained. ‘She has spent a couple of weeks of work experience with the Union, including time with the recruitment, industrial and welfare departments. ‘During our visit to Fleetwood,

we were shown the newly refurbished facilities, including the new deck and engine simulators, the lifeboat and survival centre, and the new five storey tower built to replicate access to wind turbines, Mr Elliott said. ‘Olivia was particularly impressed as her father had studied here many years ago. ‘Whilst she is not considering a career at sea, Olivia was keen to see what her father was involved with and how Nautilus fits into the industry,’ he added. ‘We were certainly please to accommodate a young person showing such an interest, especially as we actively promote the Investors in People standard.’

MNOPF completes buy-out forums

The third meeting of Nautilus International’s Swiss branch took place last month, and four members were recognised for their commitment to the Union and its predecessor organisations. Yvonne Rebsamen and Ewin Näf were honoured for clocking up 55 years of membership, and Heidi Fritz and Karl Rotzetter for 25 years. Mr Rotzetter was unable to attend the meeting, but was described by other members as ‘the best chef in the world’. Ms Fritz, who did attend the meeting and was presented with a certiﬁcate and wine, was very active on women’s issues when inland waterways members were part of Unia, and was thanked by senior national secretary Nick Bramley for her continuing work with Nautilus. Mr Näf was also presented with a certiﬁcate and wine at the meeting, and said that he had even forgotten himself how many years he had been a union member.

General secretary Mark Dickinson and national secretary Nick Bramley present Ewin Näf with a certificate marking his 55 years of membership Picture: Debbie Cavaldoro

There were no motions submitted to the conference, but Mr Bramley said that it had been a busy year for the branch and that he was pleased to have been able to increase the support offered to

members with the arrival of two new members of staff, who were presented to the meeting. He said that the coming years were likely to be as busy, as one of the port areas in Basel is due

to close for redevelopment and a new port will be built. ‘They want to build a new terminal which links all the modes of transport, but this will cost a lot of money,’ Mr Bramley said. ‘The government supports the idea but is considering building the new port in France or Germany. This would create all sorts of problems around how it is paid for, what hours people work and what pensions they get. ‘We need to be actively campaigning on this, as it will be very important for our members. Those making the decisions forget about the people who actually have to work within them,’ he argued. ‘The cantons in Switzerland are too intent on just defending their own interests,’ Ms Fritz added. ‘In the canton of Basel we have huge docks with ships coming in all the time, but we have this bridge in the middle. If we all worked together we could ﬁnd better ways of working.’ g Full report — see page 21.

Minister says no to call for CECs review Hammond and Maritime & F Coastguard Agency chief executive Shipping minister Stephen

The Merchant Navy Officers Pension Fund (MNOPF) has completed a nationwide series of forums to engage with members before the implementation of the £1.3bn buy-out of the Old Section of the scheme with Rothesay Life and Legal & General. The buy-out is due to take place this month. The pension scheme member forums were held in 10 cities across the UK and attended by nearly 1,000 members. This is believed to be the first time that such forums have been offered to members in the lead-up to a buy-out. The objectives were to ensure members understood the buy-out process and to reassure them that there would be a seamless transition to the new arrangements. The forums also enabled members to ask questions of the trustees

and executive of MNOPF, the administration team and the insurers, and to discuss particular issues in more depth. Nautilus senior policy advisor Peter McEwen is chairman of MNOPF trustees. He commented: ‘I am delighted with the members’ very positive response to the forums. This was a result of MNOPF, Ensign Pensions Administration, Rothesay Life and Legal & General working as a single team and putting the interests of members at the heart of future processes and operations.’ g For those who could not attend the forums, the MNOPF commissioned a film that highlighted the key messages and included footage from the presentations. To watch this and read more information about the Old Section buy-out, go to: www.mnopf. co.uk/mymnopfpension.

Award for bullying film to combat bullying and A harassment in the shipping industry, A training film produced

which was made in response to Nautilus research, has picked up an award in an international competition festival honouring the best work in commercials, DVDs, in-house videos and web-links. The 20-minute film — Say No To Bullying, Say No To Harassment (Edition 2) — was produced by Videotel for a European Union

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project to update guidelines and an associated training package originally produced in 2004 in response to the results of a Union report on the experiences of women members, published in 2000. Nautilus participated in the project steering group and contributed to the script and direction of the Videotel film, which won the silver award in the safety and security category of the 23rd annual Questar Awards for excellence in video communications.

Sir Alan Massey have dismissed Nautilus concerns about the issue of certificates of equivalent competency (CECs) to foreign officers serving on UK ships. The Union had written to the minister and to the MCA to raise renewed alarm at the CEC system following a Marine Accident Investigation Branch report on a collision last year in which communication problems were identified between foreign officers on a UK-registered containership. Nautilus had asked for a review of the CEC system to be re-opened, but both Mr Hammond and Sir Alan said they were content with the checks made before the certificates are issued. The minister also rejected Nautilus warnings that the current CEC application system could ultimately be a key factor in a major incident. Nautilus general secretary Mark Dickinson commented: ‘To say we are disappointed with the responses is an under-statement. We have already produced extensive evidence of cases in which the actions of officers holding CECs resulted in serious incidents, and it is worrying that these are dismissed so lightly. ‘We certainly do not intend to let this issue lie, and we will continue to use every opportunity to ensure that the well–documented problems caused by CECs are addressed,’ he added.

Forum members get careers advice the recent Nautilus Young A Maritime Professionals Forum (YMP) Nine young members attended

meeting, pictured above, held in Newcastle last month. At the event, they heard from guest speaker Paul Rutterford of Viking Recruitment, who gave the members some hints and tips about how to make the most of their CVs and promote themselves in the best possible way at the start of their careers. He explained to the group that most modern recruitment agencies

use social media to find out more about applicants, and warned them to ensure that their virtual personas fitted their professional one. Mr Rutterford said that a common mistake that young people make when looking for their first or second job was to keep email addresses that they had at school which were unprofessional, and to over exaggerate unrelated work experience. The YMP forum members all agreed that the session was

incredibly useful and that they would like to see more speakers invited to meetings in the future. Mentoring was another area that members were interested in, suggesting it as a possible idea for a future campaign issue for the forum or a possible motion to the Nautilus General Meeting. The group noted that although some other maritime organisations offer mentoring, the Union would be able to provide mentors with more related, recent experience.

Inspection lists show good flags Lists from the Paris MoU come F into effect this month — and there

The new White, Grey and Black

have been several changes in the flag state rankings since last year. The country judged by port state control inspectors to have the bestperforming vessels is France, which therefore tops the new White List. A

place on this 46-strong list indicates a quality flag with a consistently low detention record. Of the three Nautilus nations, Switzerland been promoted to the White List this year, while the UK has risen from 13th to 7th place and the Netherlands has dropped from 15th to 19th place.

Averagely-performing flags appear on the Grey List, which like last year has 19 flags — several of which have moved up from the Black List. These are Georgia, Lebanon, Saint Kitts and Nevis, Libya and Albania. The only flag designated ‘high risk’ this year was Tanzania, which sits at the bottom of the Black List.

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July 2014 | nautilusint.org | telegraph | 03

NAUTILUS AT WORK

Unions re-launch the Federation

Mark Dickinson was among representatives A from 10 seafaring unions from around the world Nautilus International general secretary

— pictured above — who met in Hong Kong in May for discussions to re-launch the Nautilus Federation to unite maritime professionals and provide a mechanism for improved mutual cooperation and support.

Hosted by the Hong Kong Merchant Navy Officers Guild, the meeting involved participants from seven countries, including the United States, New Zealand and Singapore. They agreed proposals to finalise the constitution of the Federation and discussed its budget and financial regulations. Mr Dickinson said the meeting had been very

positive and had backed the idea of developing cross-border cooperation to tackle key issues such as criminalisation, fatigue and globalisation, as well as increasing partnership to provide enhanced support for maritime professionals internationally. Further talks on the Federation are to be held in August.

UK falls short on calls for training commitment Government defends its training record and its support for Red Ensign Group

Nautilus has expressed disappointment at the UK government’s response to a Parliamentary report calling for ministers to ‘make an explicit commitment’ to tackle forecast seafarer shortages. In its reply to the House of Commons transport committee report, which was published earlier this year, the government says it has ‘made clear its commitment to ensuring that the UK has the maritime skills base it will need to sustain our position as the world’s leading maritime centre and to sustain our maritime and offshore activities’. It argues that it has done this by increasing the Support for Maritime Training scheme and by moving to include ratings as part of the tonnage tax core training commitment. The Department for Transport said it would continue to analyse industry needs in relation to the projected number of seafarers. ‘Future policy also needs to take into account such factors as availability of berths on vessels and capacity at relevant nautical colleges,’ it stressed. The government said it had also moved to launch a ‘maritime trailblazer’ scheme for ratings apprenticeships. And it also pointed out: ‘Apprenticeships are demand-led — they can only be delivered where employers come forward with vacancies. We hope that the current reform of apprenticeships will make them

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Rio Tinto has switched three bulk carriers, including RTM Wakmatha, above, from the UK flag to Singapore and reports suggest more will go

more relevant and attractive to employers.’ The response acknowledges concern that the growth of the UK flag since 2000 appears to have gone into reverse. ‘Recent trends — including the increasing challenge from other maritime centres, particularly those in the Far East — mean that it is necessary to look, in partnership with the shipping industry and the broader maritime sector, at a range of actions that might help to maintain or improve the attractiveness of the UK as a flag of choice and the place in international shipping companies would wish to bring their business,’ it adds, promising that plans will be published in the near future. The document defends the government’s support for the Red Ensign Group of registers and promises that effective monitoring will ensure that all ships flying the red ensign are ‘maintained

and operated in accordance with relevant international conventions and UK policy’. It rejects calls for an independent inquiry into Maritime & Coastguard Agency stafﬁng and resources; and in response to concerns about safety in the expanding windfarm support vessel sector it argues that ‘it would be counter-productive to introduce wholesale prescriptive changes without proper consultation and full consideration of the likely consequences’. General secretary Mark Dickinson commented: ‘The government’s response contains few surprises and generally re-states existing policy. However, it is important to state from the outset that we will be opposed to anything which might dilute the UK register’s quality standards in the drive to make the red ensign “a ﬂag of choice”. We await the government’s plans with interest.

‘It is disappointing that the government does not address head-on the issue of promoting the UK flag to foreign shipowners whilst it ignores the competition from other flags in the red ensign group,’ he added. ‘We continue to question how it can live up to the pledge of retaining an effective level of oversight and scrutiny when the Maritime & Coastguard Agency’s staffing and resources are being depleted so much.’ Mr Dickinson said the government should have set out a more dynamic and proactive commitment to safeguarding the UK maritime skills base. ‘It’s clear that the current measures are not delivering the numbers needed to prevent long-term decline and we need a more radical and ambitious approach than we have at present,’ he pointed out. ‘However, the government is right to identify the fact that much training is demand-led — and can only be delivered where employers come forward with vacancies. Owners must invest more in training the next generation of maritime professionals.’ Mr Dickinson said he was also disappointed that the government had taken a ‘hands-off approach’ to the concerns about safety in the windfarm sector. ‘The incidents that have already taken place demonstrate that we need something more than industry codes of practice,’ he stressed.

shortreports SAFETY CALL: Nautilus has urged the International Maritime Organisation to carry out an independent analysis of passengership safety to focus on design and construction, operation and manning, and fire-fighting and life-saving systems. Speaking on behalf of the International Federation of Ship Masters’ Associations at the IMO’s maritime safety committee, senior national secretary Allan Graveson said it was vital that such issues are addressed by regulatory authorities to minimise loss of life in a major accident. The meeting agreed a revised long-term action plan on passengership safety, addressing topics including damage stability and survivability, watertight doors and double hull requirements. ALLIANCE DROPPED: plans by the ‘big three’ containership operators — Maersk, CMA CGM and MSC — to create a vessel sharing alliance have been dropped after China’s Ministry of Commerce rejected the proposals. The P3 Network would have seen the three companies cooperating on three key trade routes with a total of 255 ships and a capacity of 2.6m TEU. The plans had been approved by competition authorities in Europe and the US, but China said the alliance would restrict or eliminate competition on the Asia-Europe services. MED RESCUE: the crew of an Isle of Man-flagged bulk carrier have been praised for rescuing more than 300 people from two wooden boats which were sinking in the Mediterranean last month. The 30,153dwt Jupiter Bay picked up a total of 322 people who had been trying to reach Europe and disembarked them at the Italian port of Pozzallo. The UN refugee agency UNHCR says it is concerned about the rising death toll of refugees and asylum seekers sailing from Africa. CRUISE BOOM: more than 1.7m Britons took a cruise last year — up by 25,000 from 2012, according to new figures from the Cruise Lines International Association, which also showed that the number of jobs in the sector increased by 6.3%, to total more than 70,000. Southampton retained its position as Europe’s largest disembarkation port — with total passenger numbers growing 7.5% to 1.64m last year. ARDMORE ADDITIONS: the expanding Irishbased operator Ardmore Shipping has acquired two secondhand 47,000dwt MR product tankers for US$23m each. Adding to a further secondhand purchase last month, the new acquisitions will bring the Ardmore fleet up to 24 vessels, with 14 in operation and 10 eco-design product and chemical tankers to be delivered over the next year. FERRY GROWTH: UK ferries operators carried more than 9.4m passengers in the first four months of this year — up by 3.5% over the same period in 2013. Numbers on routes to the continent were up by 4.1%, domestic services carried an extra 3.6% and passengers on Irish Sea routes increased by 1.3%, according to figures released by Discover Ferries last month. DATA AID: a new package which promises to cut seafarer workload by collecting key onboard performance data had been launched by BMT Smart. The new charter party reporting module will enable reports to be compiled at the end of a ship’s voyage capturing significant details which can be compared with agreed charter party conditions. COLLISION PROBE: an investigation has been launched into the causes of a fatal collision between the Cyprus-registered dredger Shoreway and a yacht off Felixstowe last month. A woman on the yacht died after the collision — which occurred in good visibility and calm seas — while her male companion was pulled to safety by the dredger’s crew. POLAR PROGRESS: the International Maritime Organisation has approved proposed new regulations which seek to improve the safety of shipping in Polar regions. The Polar Code covers issues including ship design and construction, crew training and navigation, and the coordination of search and rescue operations.

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NAUTILUS AT WORK

shortreports SCOTLAND COMPLIANCE: joint pay and conditions negotiations are underway on behalf of members employed by Marine Scotland Compliance. National secretary Steve Doran and liaison officer Tom Wilson conveyed members’ issues and concerns to the employer and are waiting for a formal response. SUPPORT AGREEMENT: members employed by LCT Support Services have voted to accept the company’s offer of a 2% increase in salaries. The company has also agreed to review the situation further if there is an extension to the service contract to Newhaven. TRINITY CLAIM: a joint pay and conditions claim for a 4% pay increase has been submitted on behalf of members employed by Trinity House. The submission is the first time that Nautilus International and Unite the Union have made a joint claim. GLOBAL MEETING: industrial organiser Lisa Carr is due to meet with Global Marine Services on 16 July. Members who have issues they would like to be raised at this meeting should contact Ms Carr as soon as possible. NORTHLINK NOTICE: national secretary Steve Doran is hoping to undertake a series of ship visits in August with members employed by Northlink, ahead of forthcoming pay and conditions negotiations. ORKNEY SERVICE: members employed by Orkney Ferries have been advised that in addition to the accepted pay increase of 1%, the 25 year length of service bonus is being increased from £300 to £600. SMIT CONSULT: members employed by Smit International are being consulted on the company’s offer of a 2% increase in pay from 1 April 2014. The results of the consultations were due late last month. MADOG REJECTION: industrial organiser Paul Schroder is seeking a meeting with P&O Maritime to discuss the rejection of a pay freeze by members serving onboard Prince Madog.

Nautilus Plus can save you money! of money-saving discounts, F designed to save members both time Nautilus Plus is a portfolio

and money. The deals and discounts package, provided by benefit management specialists Parliament Hill, covers a wide range of personal and professional services, including car hire, airport parking and lounges, and financial planning and insurance. This month’s special deals include: z HotelStayUK Whether it’s a room for a night in a vibrant city or a romantic break at a spa hotel, HotelStayUK works with over 80,000 UK, European and worldwide hotels to provide great offers directly to Nautilus members. With discounts ranging from 10% to 60% on hotels and short breaks worldwide, they’re sure to find a booking to suit your needs*. Visit Nautilus Plus via www. nautilusint.org or call 08445 007 106 quoting NTU z Vehicle Servicing Manager

Vehicle Servicing Manager uses the UK’s largest network of independent garages to deliver average savings of 30%, on all of your car servicing and repair requirements, compared to the prices charged by main dealers and franchised garages. With VSM you can also save 20% on the cost of your next MOT. If you book your vehicle service and MOT together, the MOT discount will increase to 33%. VSM can save you valuable time too — your vehicle can be collected from your home and delivered back to you washed and vacuumed*. g Visit Nautilus Plus via www. nautilusint.org or call 0871 871 9840 quoting PH037 *Terms and conditions apply to all benefits. See website for details. Offers subject to change without notice. VSM not available in Northern Ireland. Wash, vac and pickup is subject to availability — please check when booking. Nautilus Plus is managed on behalf of Nautilus by Parliament Hill Ltd.

Nautilus industrial organiser Paul Schroder is pictured visiting members onboard Arcadia and Queen Elizabeth last month under the ongoing Partnership at Work programme. Members employed by Fleet Maritime Services, including those serving as hotel officers, have now accepted the company’s offer of a 2.5% increase in pay

Tribunal ruling ‘a benchmark’ Union says discrimination case is a step forward in access to justice battle

MARINE TAX SERVICES (CARDIFF) LTD complete service for mariners run by certificated ex-officer qualified accountants always available computerised 100% claims and forecast projection will writing service available 26 High Street, Barry CF62 7EB, South Glamorgan, UK Tel. Barry (01446) 739953 MARINETAX@YAHOO.COM Established 1974

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Seatruck visit Gary Leech is pictured above F with Captain Kieran Daly, chief Nautilus industrial officer

engineer Ron McArthur and Captain Simon Townsend during a recent visit to the 18,930gt ferry Seatruck Power. The visit was part of a recent consultation with members on company proposals to change the number of electrotechnical officers serving in the fleet.

Nautilus has welcomed an important employment tribunal ruling that a member serving with Maersk was entitled to bring an unfair dismissal case on the grounds of age discrimination. The member — who had worked for the company since joining P&O Nedlloyd (Bermuda) as a second ofﬁcer in 1999 — had been dismissed in June 2013 on the grounds of alleged poor performance. He claimed that he had suffered age discrimination while serving as chief ofﬁcer onboard a number of ships after passing the age of 60. The case centred around the member’s entitlement to claim unfair dismissal because he was not employed in the UK, but through Maersk Offshore (Bermuda). However, the tribunal

was paid under the contract of employment. ‘The claimant claims that he was dismissed for discriminatory reasons based on age,’ the judgement states. ‘It is not right that he should not have a remedy.’ It argues that the member was entitled to bring a claim to the tribunal under the provisions of both UK law and EU directives. Nautilus senior national secretary Ronnie Cunningham welcomed the decision. ‘This is a very signiﬁcant judgement of critical importance to our campaign for seafarers to have access to justice,’ he added. ‘The judgement clariﬁes the position and reinforces our belief that the new tribunal regulations have improved members’ jurisdictional rights and it sets an important new benchmark for seafarers who have previously been treated as second-class citi-

zens in their ability to take unfair dismissal cases,’ Mr Cunningham said. Charles Boyle, director of Nautilus legal services, represented the member at the pre-hearing on jurisdiction and said it is good for seafarers that the employment tribunal rules of procedures had been widened last year, which increased the chance of bringing claims against employers based overseas — as was Maersk Offshore (Bermuda). ‘Furthermore, the employment judge took a purposive approach to interpreting the UK’s age discrimination regulations, to allow the claim to go ahead even though the last ship on which the member served was ﬂagged outside the EU,’ Mr Boyle added. ‘It helped this aspect of the claim that some of the alleged discriminatory acts took place in Great Britain.’

‘End EU exclusions’ Fees lead to cases fall government to lend its support F to moves to end the exclusion of Nautilus has urged the UK

To advertise in the Telegraph contact: Tom Poole T: 020 7880 6217 E: tom.poole@ redactive.co.uk

upheld the Union’s claim that the member’s case was covered by UK jurisdiction. It ruled that UK-based Maersk Crewing Ltd (the ‘crew administrator’) and Maersk Offshore Bermuda (the ‘crew provider’) were ‘agent’ and ‘principal’ and that both should be party to the discrimination proceedings. The 41-page judgement describes Maersk Crewing’s role as ‘far greater than that envisaged in the crew administrator agreement’ and concludes that the agreement to dismiss the member was taken in Newcastle and recorded in a letter written in that city. The judgement also notes that the member’s tour of duty was held to have started when he left home in the UK to travel to join his ship in a port overseas, and that this travel day was treated as a working day for which he

seafarers from important European directives on employment rights. Following the recent European Parliament elections, it is expected that fresh attempts will be made to secure the agreement of MEPs on proposals to bring seafarers under the remit of directives covering such issues as protection of employees in the event of the insolvency of their

employer; a general framework for informing and consulting employees; and employees’ rights in the event of transfers of undertakings. In a joint letter with the RMT union, Nautilus has asked shipping minister Stephen Hammond to indicate whether the UK will support the proposals to end the exclusions with the aim of improving seafarers’ working conditions and to enhance the attractiveness of the maritime sector for young people.

the UK Ministry of Justice show F a 59% drop in the number of cases Figures issued last month by

taken to employment tribunals over the past year — an indication, say unions, that new fees are deterring wronged employees from taking their employers to court. Commenting on the figures, TUC general secretary Frances O’Grady said: ‘The huge drop in cases taken certainly doesn’t mean that Britain’s bosses have got a whole lot nicer

in the past year. It’s simply because pursuing a complaint against a bad employer has become too expensive for many workers, and that is just plain wrong.’ z Nautilus backs the TUC campaign to abolish UK employment tribunal fees. However, to ensure members are not deterred from pursuing justice under the current regime, the Union has agreed to cover these fees, where it is judged that the case has a reasonable chance of success.

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July 2014 | nautilusint.org | telegraph | 05

NAUTILUS AT WORK

Stena withdraws cutbacks plans Union welcomes decision to drop controversial changes to members’ terms

Nautilus has welcomed the outcome of intensive negotiations with Stena Line which have seen the company withdraw its controversial plans for big cuts in the terms and conditions of members serving on Irish Sea services. Following a meeting between Stena Line management and Nautilus senior national secretary Garry Elliott, national ferries organiser Micky Smyth and Union liaison officers, it was agreed that no changes will be made to existing members’ pay rates, leave or terms and conditions. The company had originally tabled plans to cut its crewing costs by 10% this year — with a model that could have resulted in foreign officers, pay cuts, a two-week reduction in leave, the long-term loss of study leave, and changes to the existing sickness scheme. But after strong representations by Nautilus on behalf of members, Stena agreed to drop the most contested elements of the package. As well as agreeing not to cut current terms and conditions, the company also withdrew the proposal for ‘new start’ salaries and to fill the current 20 officer vacancies on the Irish Sea routes on

shortreports MAERSK OFFER: members serving on Maersk containerships have been urged to take part in a consultation on the company’s pay and conditions offer. The offer includes a three-year pay deal starting with a 1.6% increase back-dated to 1 January 2014, plus 0.4% for 1 January to 1 April 2015, when it is proposed the pay review date will change; a 1.7% increase from 1 April 2015 and 1.8% from 1 April 2016. National secretary Steve Doran said the offer falls short of the claim for an aboveRPI rise, although the change in the review date should help to reduce the risk of future delays in negotiations. CALMAC MEETINGS: Nautilus national secretary Steve Doran and national ferries organiser Micky Smyth will be meeting members employed by Caledonian MacBrayne in the week commencing 28 July. Members are welcome to raise any issues with Union officials ahead of the joint pay and condition negotiations which are due to commence in August. BOSKALIS OFFER: members serving with Boskalis Westminster are being consulted on a two-year pay deal. The offer includes a 2.2% increase for 2014 (being CPI plus 0.4%) and CPI plus 0.4% from May 2015. Industrial organiser Paul Schroder said the offer will give stability for the next two years without the need for further negotiations.

Back row: Colm Mooney and Stuart Spencer; seated left to right Guy Taylor, Micky Smyth, Garry Elliott, Norman Mac Kay and Malcolm Clift during the Nautilus talks with Stena Line management

current Stena Line rates of pay. Following protests by Nautilus about the technical management systems, the company also agreed to implement a ‘common’ Stena safety management system across all vessels, with roles and responsibilities returning to the senior positions onboard. ‘We are very pleased that management have listened to Nautilus and their employees, and have signalled the wish to repair relationships with their ofﬁcers,’ said Mr Elliott. ‘It is a positive develop-

ment, although we have warned the company that it has quite a long way to go to restore the goodwill, motivation and morale that has been damaged since the proposals were ﬁrst put forward in January. ‘A good ﬁrst step in this process would be a statement that there will be a pay rise in January 2015,’ Mr Elliott added. ‘Moving forward, the Union and employer will now look to develop a Partnership at Work (PAW) committee, taking volunteers from all ranks

to progress areas and issues that could be discussed outside of the annual pay negotiations, such as differentials, training and cadets.’ Following further talks with Stena, Nautilus is now consulting members on new MLC-compliant Seafarers’ Employment Agreements (SEAs). Mr Elliott said the Union had ensured that all agreements reﬂect the existing terms and conditions and stressed that it is important for members to sign and return the documents.

More talks with RFA F

Nautilus national secretary Jonathan Havard is pictured with Royal Fleet Auxiliary liaison officer Russell Downs and members onboard Argus during ship visits last month. Mr Havard and Mr Downs also met members from Mounts Bay to discuss issues including this year’s pay and conditions submission and recruitment and retention.

The Union also met RFA Commodore Rob Dorey last month and the talks covered such subjects as incremental scales, performance awards, tour lengths, the RFA allowance, study leave and ticket bonuses, and a new cadet agreement. Mr Havard said discussions are now reaching their final stages before consultation begins on the RFA’s future development plans.

PRINCESS VISITS: Nautilus national secretary Jonathan Havard visited members onboard Ruby Princess in Southampton last month as part of a programme of meetings to discuss issues including rotation and promotion policies. He is planning to visit seven more Princess Cruises vessels in Alaska between 10 to 14 August. CROWN ASPIRATIONS: members employed by Crown Crewing are being asked to submit their aspirations for the pay and conditions review ahead of the August review date. Members are also being asked to provide the Union with details of any increases in officers’ workload and responsibilities in the last 12 months. GRIEVANCE SETTLED: following discussions with P&O Ferries management, Nautilus has resolved a collective grievance over refit payments, brought on behalf of members serving onboard Spirit of Britain and Spirit of France. ABSOLUTE PARTNERSHIP: following the recent agreement with Absolute Shipping, Nautilus International is encouraging members to stand for election to the Partnership at Work committee. MEDWAY OFFER: members employed by the Port of Sheerness Ltd and serving with Medway Navigation Service VTS are being consulted on a 2% pay increase in basic pay to be backdated to 1 April 2014.

IBF agrees three-year deal covering the pay and conditions for thousands F of seafarers serving on ships covered by the Nautilus has welcomed a three-year deal

International Bargaining Forum (IBF) agreement. Assistant general secretary Marcel van den Broek was part of the unions’ negotiating team last month which secured a long-term package providing salary increases of 1% next year, 2% in 2016 and 3.5% in 2017, along with enhanced welfare support for seafarers. The negotiations between the unions, the International Maritime Employers’ Council and the International Shipping Employers’ Group began last October and both sides described the discussions as ‘particularly challenging following the depression of the global shipping market, since the last agreement was negotiated in 2011’. Under the agreement, employers belonging to the Joint Negotiating Group (JNG) will receive a 10%

04-05_at work.indd 5

rebate on their International Transport Workers’ Federation (ITF) welfare fund payments, as well as an additional 2.5% based on an incentive scheme to bring more ships under the terms of the IBF. The two sides also agreed to downgrade the Internationally Recommended Transit Corridor off the coast of Somalia from a from a war zone to extended risk-zone status — meaning that seafarers will no longer receive double pay while transiting the area. All other existing risk zones will be maintained. Dave Heindel, chair of the ITF seafarers’ section, commented: ‘Considerable progress has clearly been made from both parties over this round. The ITF has understood the challenges facing the JNG members in their ability to afford a pay increase, but it has been important to secure a pay increase for our members, to ensure a fair wage and conditions of employment. ‘There have at times been differing views by both

parties, but both have been able to put aside these differences to conclude the negotiations.’ JNG chairman Tsutomu Iizuka added: ‘The last eight months of IBF discussions have been tough. Both sides commenced the progress at different ends of the spectrum, wishing to best represent their respective members. ‘There has been considerable movement from each side, which has been difficult at times and has only been possible due to the mutual respect between the parties for the IBF, gained over the past 10 years.’ Mr van den Broek said the outcome of the discussions demonstrated the maturity of the IBF as a system for determining the pay and conditions of seafarers on flag of convenience ships. ‘However,’ he added, ‘these were very tough negotiations that leave both parties with a nagging feeling that more should have been achieved.’

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18/06/2014 17:42

06 | telegraph | nautilusint.org | July 2014

OFFSHORE NEWS

shortreports DEESIDE DAYS: industrial organiser Gary Leech and liaison officers have met Deeside Crewing Services, to discuss the change to day rates for members serving on vessels owned or operated by Vroon Offshore Services. Members have been presented with a chart showing the new rates, which will give them an uplift in salaries for July and August. Liaison officers were happy to accept the changes at the meeting and any members who have further questions should contact Mr Leech. FUGRO SEARCH: Dutch survey vessel operator Fugro has secured a contract with the Australian Transport Safety Bureau (ATSB) to support the underwater search for the missing Malaysia Airlines flight 370. The Bahamas–flagged survey vessel Fugro Equator, fitted with state-of-the art multibeam echosounder equipment, will conduct a bathymetric survey of the search area off western Australia. FARSTAD REFUSAL: members have rejected a pay and conditions offer of a 2.75% increase in pay from Farstad Singapore. The offer also included removing the pay disparity between DP and non-DP vessels and an extension of the long service award. Industrial organiser Gary Leech has informed the company of the rejection and is seeking a further meeting. STAR TURN: Grampian Dynamic, the latest ERRV newbuilding for North Star Shipping, was launched at the Balenciaga Shipyard in northern Spain last month. The first in a series of six to be delivered between 2014 and 2016, Grampian Dynamic will be equipped with one daughter craft, one fast rescue craft and survival facilities. SUBSEA CLAIM: a claim for an above RPI pay increase has been submitted on behalf of members employed by Subsea 7. The claim also includes a request for increased compensation when working in Nigeria, a loyalty scheme, double pay for public holidays and economy plus seats for long haul flights. GULF CONSULTATION: members employed by Gulf Offshore are being consulted on the company’s offer of a pay increase in line with RPI. The offer also includes an increase in sick pay provision, an increase in compassionate leave, and improvements to welfare including wi-fi and televisions. FSU DEAL: Bibby Ship Management has secured a contract to supply crew management services for Chevron’s 125,000dwt Alba floating storage unit in the North Sea. The crew will provide operating, loading and equipment handling services on the UK-registered vessel. BIBBY MEETING: industrial organiser Derek Byrne has met Bibby Ship Management to discuss the pay and conditions review for members serving under the BP offshore vessels agreement. A formal response to the meeting was due as the Telegraph went to press. OCEAN ACCEPTED: members employed by Ocean Supply Guernsey have accepted the company’s offer of a 3.5% increase in pay .

Newbuild ERRV for massive gas field a five-year contract to A Singapore-based Sentinel Marine GDF Suez UK has awarded

to provide a new 61m multi-role emergency response and rescue vessel (ERRV) to support drilling operations in the Cygnus field in the southern North Sea. The contract will be operated with the 1,890gt newbuilding Cygnus Sentinel, pictured right, which is presently under construction in China and due to be delivered in January 2015. Cygnus Sentinel is one of eight ERRVs that Sentinel has ordered from the Fujian Southeast yard. ‘All eight vessels have a fuel and environmentally efficient design and offer the crews a high level of onboard comfort,’ said Sentinel managing director Jonathan Mitchell. ‘The vessels will comply with pan-European industry standards, which will allow them

to work in all areas of the North Sea as well as throughout the UK Continental Shelf.’

Located some 150km off the Lincolnshire coast, the Cygnus field is the largest UK gas discovery in 25

‘Crisis’ for UK exploration Operators call for urgent action to protect productivity

‘Exploration is in crisis, our cost base is increasing and average productivity levels have slumped. We simply cannot go on like this.’ This was the downbeat message from Oil & Gas UK chief executive Malcolm Webb at the body’s ﬁrst annual conference last month. Mr Webb did acknowledge that current capital expenditure is at an all-time high, but he said that radical improvements were needed in regulation, taxation and ‘in the very way we conduct our operations’, before the UKCS could be competitive on the global stage. ‘We need to act urgently,’ he stressed, ‘because the penalty for indecision will be permanent loss of indigenous oil and gas resource and the jobs, the taxes and the security of energy supply that yet–to–be recovered oil and gas can provide.’ The Aberdeen conference was

convened so that leading industry ﬁgures could address the future of the UK offshore sector. It was opened by Scotland’s ﬁrst minister Alex Salmond — although Mr Webb was keen to emphasise a position of neutrality on Scottish independence, saying that his organisation would engage with whichever system of government emerged from the 18 September referendum. During the conference, Oil & Gas UK welcomed the establishment of a new industry regulator, whose name — the Oil and Gas Authority — was announced at the event by the UK government’s chief secretary to the Treasury, Danny Alexander. The new body is being set up in the wake of a governmentordered review by Sir Ian Wood, whose report on how to maximise output from the UKCS recommended that an independent agency be created to increase

levels of collaboration across the industry. Sir Ian was present at the conference, and drew on presentations given there by the Dutch, Danish and Norwegian authorities to point out how the new UK regulator could learn from these regimes. Mr Alexander noted that the Oil and Gas Authority would be independent of government, and would be designed to encourage economic production in the UK and provide sustainable, longterm support for the industry. He conﬁrmed that the regulator’s headquarters would be in Aberdeen, and reported that the process of appointing a chief executive is now underway. Mr Alexander also used his speech to argue that the sector’s future would be more secure if Scotland voted to stay part of the UK in the independence referendum.

years and is expected to supply 5% of the UK’s gas needs when it reaches peak production in 2016.

Joint venture for Go’s ships SeaEnergy has formed a joint F venture ship management unit with The Aberdeen-based firm

Go Offshore, from Singapore, to manage Go’s vessels in UK, European and adjacent waters. GOSeaEnergy Ship Management has begun with the management of the multi-purpose vessel Surf Ranger, which is operating in the North Sea, and is set to take over the AHTS GO Pegasus when it arrives in Europe this summer. The joint venture also has plans for the construction and operation of accommodation and maintenance vessels for offshore windfarm and oil and gas support sectors using SeaEnergy’s ‘walk to work’ designs.

‘Walk to work’ F

The Royal Niestern Sander Shipyard in the Netherlands is nearing completion of a new ‘walk to work’ offshore support vessel for the Dutch firm Wagenborg. Due to be delivered next year, the Dutch-flagged ship will be used by a joint venture of Royal Dutch Shell and ExxonMobil to cut costs and emissions by reducing the number of helicopter flights taking crew to offshore installations. The 3,750gt vessel will operate with up to 20 crew and will be capable of carrying as many as 40 workers, together with cargo and other materials.

Jobs boost as Vroon wins new contract opened a new office in Great F Yarmouth as part of an expansion Vroon Offshore Services has

programme which promises to create around 100 new seafaring jobs. The company — which last month announced that it had secured a fiveyear charter and support contract for five emergency response and rescue and field support ships with a major North Sea oil operator — said it was entering a new phase of development. The vessels operating on the five-year contract — which has an option to extend for a further four

06_offshore_SR edit.indd 6

years — will consist of four new ERRV and field-support vessels, all currently under construction in the Far East, supplemented by the 2,012gt supply ship VOS Provider. Managing director Evert Maandag said the new Great Yarmouth office would provide technical support and crew recruitment services. ‘We believe that the combination of investment in new vessels and additional personnel, plus the economies of scale this contract represents, make the future for our company very bright,’ he added.

Vroon Offshore Services is to install Dacon Scoop rescue systems (above) on two of its Aberdeen-based vessels. Each vessel will be fitted with a 5m x 10m Dacon RSA Scoop with a catch net, a Dacon RB300 rescue basket and four Dacon scrambling nets supplied by UK-based Ocean Safety.

18/06/2014 16:55

July 2014 | nautilusint.org | telegraph | 07

NEWS

Officer shortage ‘could hold back shipping profits’ of ships’ officers is set to worsen F and threatens to hit the profitability

The current worldwide shortage

of shipping companies, a new report warned last month. The annual Manning Report published by Drewry’s estimates that the global gap between supply and demand for officers is around 19,000 at present and will rise to 21,700 by 2018 as demand rises to almost 650,000. The study points out that manning has become a major target for cost-cutting since the economic downturn and officer recruitment has increasingly been directed at the cheapest countries. But it also warns that the squeeze on supply will affect wages. ‘While ratings’ remuneration packages tend to follow International Transport Workers’ Federation standard terms, officer earnings are more market driven,’ explained Drewry’s MD Nigel Gardiner. ‘Manning costs look set to come under renewed upward pressure, putting a further squeeze on profitability unless owners are able to push freight rates higher.’ He said the shortages are most acute among senior engineering

ranks and for specialist ships such as LNG carriers. ‘There is also a general drift towards shorter working tours and increased benefits which is putting further pressure on supply,’ he added. ‘This report confirms what we have been warning owners about for some time now,’ said Nautilus general secretary Mark Dickinson. ‘The drive for short-term savings runs the risk of creating long-term damage as a consequence of skill shortages which eventually feeds into shortages ashore, which runs the risk of damaging the maritime cluster. ‘It also highlights the need for continued and expanded intervention by government in the form of support for training of UK seafarers,’ he pointed out. ‘There are opportunities for officer trainees to gain well remunerated positions in the world fleet if only government would see the advantage of providing additional support to ensure that training costs are on a par with our European neighbours, and that steps are taken, not only by government but also shipowners, to offer youngsters their first officer of the watch position.’

Timber blamed for deaths of three crew in cargo hold expressed concern about an F incident in which three seafarers Nautilus International has

onboard a German ship died in the UK port of Goole last month. The German master and two Filipino crew members from the 1,564gt general cargoship Suntis were taken to Hull Royal Infirmary after falling ill onboard the vessel, but died a short time later. Local police were initially called in to begin investigations into the deaths, but they said they had determined that there were no suspicious circumstances and no criminal activity had taken place. Officials from the German maritime casualty investigation board BSU said the men had suffocated in an enclosed space. BSU said measurements in the cargo hold had shown the seafarers had died as a result of very low levels of oxygen. The ship had carried a cargo of moist timber from Finland and this had depleted the oxygen content in the cargo hold, it concluded.

Warning signs that required the atmosphere to be tested before entering the cargo hold, were apparently ignored by the experienced crew, BSU director Volker Schellhammer said. It was possible there may have been a ‘chain reaction’ as one or more of the men tried to rescue others, he added. Nautilus senior national secretary Allan Graveson commented: ‘This is yet another preventable incident. Only now in 2014, is the IMO mandating the carriage of O2 remote testing equipment and pre-entry drills. Non-mandatory short courses are undertaken by all new entrants in the UK.’ Following the accident, Suntis was detained for three days by the Maritime & Coastguard Agency after an inspection revealed deficiencies relating to entry dangerous spaces, pipes and wires (insulation), safety management, navigation, and manning specified by the minimum safe manning document not as required.

Warnings over ferry crew trial Alarm raised as Sewol seafarers face death penalty or life imprisonment

Fifteen seafarers from the South Korean ferry which sank in April with the loss of more than 300 lives have gone on trial — with four of them facing charges which carry the death penalty. Nautilus and the International Transport Workers’ Federation have raised concerns about the case — and have questioned whether the crew will get a fair trial. Speaking at the International Federation of Ship Masters’ Associations (IFSMA) annual general assembly last month, Nautilus senior national secretary Allan Graveson suggested the trial should have been delayed until an independent investigation into the causes had been completed. ‘The legal and insurance environment drives the focus onto proximate cause, which generates the pressure to blame the master,’ he added. ‘There should be much more of a focus on the designers, the builders, the owners, class and ultimately the regulatory authorities — all of which share responsibility for the consequences,’ Mr Graveson said. The IFSMA conference backed a motion expressing concern about the treatment of the Sewol’s

Sewol master Captain Lee Joon-seok arrives in court on the first day of his homicide trial last month Picture: Reuters

master and crew and urging governments to refrain from criminalising seafarers before investigations into incidents have been concluded. The ITF stressed the need for due legal process to be followed in the trial. ‘The Sewol sinking was a tragedy that rightly affected everyone who learnt of it,’ said seafar-

Nautilus urges action on unfair competition Jonathan Havard is pictured A right at last month’s Wales TUC Nautilus national secretary

conference, where he moved two motions highlighting concerns about unfair competition in the ferries sector and cuts in the Maritime & Coastguard Agency. The conference backed Nautilus calls for action to enforce national minimum wage and work permit requirements on ferries operating in UK waters and to close legal loopholes allowing companies to compete by using low-cost foreign crews. ‘The ferry sector is one of the last bastions of jobs for British seafarers and it is vital that we prevent it from being dragged into a race to the

bottom on employment standards,’ Mr Havard said. ‘Companies simply shouldn’t be allowed to import international pay rates into national shipping services.’ Delegates also agreed a Nautilus motion expressing alarm at the impact of cuts in the Maritime & Coastguard Agency budget. Mr Havard told the conference there had been a ‘disturbing’ loss of professional survey staff and that Coastguard rescue centres are routinely running with below riskassessed staffing levels. ‘Together with the loss of emergency towing vessels from key locations around the UK coast, it’s a kind of perfect storm that poses real worries about the future,’ he warned.

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ers’ section chair Dave Heindel. ‘It is right that there should be a full and fair legal investigation into what went wrong.’ But he stressed: ‘The trial of those accused must follow due process and there must be proper legal representation for them. The screaming at defendants, courtroom chanting of “murder-

ers”, and President Park Geunhye’s description of the crew’s behaviour as “an act of murder” are throwing the validity and impartiality of any final verdicts into doubt.’ Sewol’s master, Captain Lee Jun-Seok, and three other senior officers have been charged with homicide — with carries a maximum penalty of death. Two others have been charged with fleeing and abandoning ship, which carries a maximum sentence of life imprisonment. And nine were charged with negligence, and are consequently facing jail sentences. On the opening day of the trial, lawyers for the seafarers defended their decision to abandon the vessel even as passengers were trapped. They argued that it was the Korean Coast Guard’s responsibility to rescue survivors and that crew were limited in their ability to help passengers because of the angle of the list. The captain’s lawyer claimed: ‘It is unfair to hold him responsible as he was rescued by the coast guard. He was injured at that time.’ He said the master had no intention of causing the accident, so there were no grounds for the homicide charge. g IFSMA conference — page 19.

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.

18/06/2014 16:55

08 | telegraph | nautilusint.org | July 2014

LARGE YACHT NEWS

First PYC-compliant vessel Equanimity — the world’s first A superyacht designed and built to Pictured left is the 91.5m

be fully Passenger Yacht Code (PYC) compliant, which was delivered by the Dutch builder Oceanco last month. The 2,999gt vessel is registered in the Cayman islands and can accommodate up to 26 guests and 28 crew. Steel hulled, with an aluminium

Five dead in yacht tender accident tender boat sank in adverse F conditions off Malta last year while

Five people died when a yacht’s

returning from an evening meal in a restaurant ashore. An investigation into the incident has concluded that the tender was swamped during the 2nm trip from Xlendi Bay to Dwejra Bay on the western coast of Gozo last May during deteriorating conditions. The Maltese Safety Investigation Unit report estimates that the 4.1m GRP tender had a freeboard of just 0.33m when it was returning to the Belgian-registered yacht El Pirata in winds of between force 4 and force 5, and in a moderate sea of between 1m and 2m. Investigators said the boat had become swamped after being

completely exposed to the north westerly conditions. ‘Although the local weather forecast was accurate and reliable, it was either not monitored carefully, misunderstood and underestimated, or not monitored at all,’ the report notes. Those onboard lacked crucial knowledge of the coast and its potential dangers, it adds. The report makes a series of recommendations to enhance safety awareness among visiting yacht crews — calling for safety notices to be issued to highlight issues including potentially hazardous areas, the quality of VHF and mobile network reception around the coast, the importance of life-saving equipment and basic navigational principles and seamanship practices.

Teak decks in danger? by Michael Howorth

long disappeared from the F modern merchant ship, but it remains The traditional teak deck has

a way of life onboard yachts built for leisure. Now the government of Myanmar is making massive changes to the availability of teak which could curtail the supply of the wood for the decks of superyachts. Myanmar’s forest department is proposing to dramatically reduce the

annual allowable harvest of teak and other hardwoods, seeking to return the forests to the healthy vibrant green woodlands that once covered the country. For the leisure marine industry, the proposed allowance for 2014 is only 20% (80,000 cubic metres) of the historical annual cut, and this includes all grades of teak. Traditionally yacht builders use only the premium grades, and prices will almost certainly rise dramatically as supply dries up.

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superstructure, Equanimity is powered by twin 3,600kW MTU 20V 4000 M73L engines, with a top speed of more than 20 knots. Oceanco CEO Marcel Onkenhout said the builders had worked closely with Lloyd’s Register and the Cayman Islands Shipping Registry to design and develop ‘a magnificent yacht, which will undoubtedly set new standards in the industry’.

Market starts to buzz again US sales boom leads recovery in charters and newbuilds by Michael Howorth

The superyacht market is buzzing as sales brokers report the busiest spring buying season since the global financial crisis began in 2008. This positive trend has been spearheaded by the US market, where the number of superyachts sold has increased by 28% over the same period last year. Well-priced yachts are selling, and quickly. And what we see with the American market almost always reflects on the rest of the world, which tends to follow suit. Camper & Nicholsons were at the forefront of these rising levels of activity during the first quarter,

with more sales than any of the other leading brokerage companies — a 9% share of the total market value of yachts sold. Camper & Nicholsons CEO Michael Payne said: ‘Buyers all over the world are meeting the prices of realistic and motivated sellers, and for the ﬁrst time in quite a while one really can say that potential buyers should get in quickly before prices inevitably rise. ‘The reason is, very simply, that many owners have lost patience and are prepared to accept lower offers, while simultaneously many buyers who have been doing the rounds for a number of years have realised that if they

don’t buy now they will be buying in a rising market.’ The newbuild sector is looking equally positive, with yards reporting 735 yachts in construction for 2014 — a substantial increase compared with the same period in 2013, when just 692 yachts were under construction. Prices seem to be slowly rising as orderbooks ﬁll and delivery dates at the better shipyards get further away. The charter market also looks healthy, and following the recent charter show in Genoa the vibe for the summer season is positive as ﬁrst-time charter yachts showed what they have to offer to the charter brokers in attendance.

Union gets member’s back pay

who has just taken up an F appointment as yacht operations

Pictured above is James Scott,

manager at Viking Recruitment’s Dover office. Mr Scott has more than 24 years of experience in the superyacht and cruiseship sectors, including time as hotel manager, purser and shore-based personnel manager. He has recently been involved in the development and set-up of hospitality services for a variety of companies. Viking MD Matthew Jaenicke commented: ‘James joining the company is a significant step in our growth plan for the yacht operations department. He brings a wealth of experience and knowledge and we are confident that James will benefit the service that we provide to our existing and prospective clients.’

Sunseeker order to be working well for UK-based F Sunseeker, which has announced Celebrity endorsements seem

secured more than €5,500 back F pay for a member who lost his job on a Nautilus International has

Cayman Islands-registered superyacht when the owner agreed to a request from the chief stewardess to have her boyfriend serve onboard. The member had been working on the yacht for just over a month when the master told him the owner had decided to replace him with the chief stewardess’s boyfriend. ‘Although he was unhappy with the way he had been treated, he continued to work up until the three months he had been employed for and then left the vessel to find work elsewhere,’ said Nautilus industrial officer Paul Schroder. ‘He was told he would only be paid his owed wages, but after we intervened and communicated with the crewing agency in Guernsey, we managed to also help the member to receive 14 days’ pay in lieu of notice to bring the total final payment to just over €5,558.33,’ he added. ‘The member has received the outstanding monies owed and is pleased with the service received from Nautilus,’ Mr Schroder said. ‘This is another case to show the value of Nautilus membership for seafarers in the superyacht sector.’

Viking takes on new manager

Luna becomes UK’s biggest superyacht German builder Lloyd Werft F to international acclaim, the Launched in 2010 by the

115m Luna, pictured above, has become the world’s largest charter expedition yacht. The vessel is also now the largest superyacht registered under the British flag, having recently switched from Bermuda in a process handled by Watkins Superyachts, the London-based agency which had been selected to serve as Luna’s manager and central charter agent. The 5,500gt Luna can accommodate up to 18 guests and 49 crew. The vessel features ‘at anchor stabilisers’ which work at

that, following the publicity surrounding the launch of its £32m 155 yacht for Formula One chief Eddie Jordan earlier this year, a second unit of the same size has been sold. The keel for the latest 155, which will be powered by twin 16V MTUs, was laid at the company’s shipyard at Poole Quay last month. Sunseeker was tight-lipped about who the new vessel is being built for and what the price tag is.

zero speed to increase onboard comfort at anchor and on rough waters, and has a cruising speed of 12 knots. ‘We are proud to be working with Luna,’ said Captain Adrian McCourt, head of Watkins Superyachts. ‘A superyacht is a luxury to be enjoyed and as her new managers we are committed to developing a synergy between management and crew to deliver the ultimate superyacht experience.’ Reported to have cost around US$185m, Luna was built for the Russian billionaire Roman Abramovich.

18/06/2014 16:56

July 2014 | nautilusint.org | telegraph | 09

NEWS

Hostage crew are Dutch operator launches new Africa service freed after 1,288 A days held captive release and safe return last F month of crew members from the Nautilus has welcomed the

containership Albedo, who had been held hostage by Somali pirates for 1,288 days. The release of the seafarers — seven Bangladeshi, two Sri Lankan, one Indian and one Iranian — was achieved on 7 June in Kenya. Another Indian crew member had previously died in captivity. The Malaysian-flagged Albedo was hijacked by Somali pirates on 26 November 2010, and was effectively abandoned by its owner. In July 2012, following a local campaign, a deal was struck for the release of seven Pakistani crew members onboard. The vessel became progressively unseaworthy and sank in a heavy storm in July 2013, after which 12 crew members were held hostage ashore. The fate of four Sri Lankans onboard at the time of the sinking is not known. It is unclear what exactly precipitated the release of the remaining crew members last month, but it followed over three years of

pressure from the pan-industry Maritime Piracy Humanitarian Response Programme (MPHRP) and investigative work by the United Nations Office on Drugs and Crime (UNODC). The MPHRP has been supporting the hostages’ families with tuition fees, medicines and other living costs, and will now assist the released seafarers in restoring their health and eventually returning to work. Nautilus general secretary Mark Dickinson commented: ‘As a partner in the MPHRP through the ITF, we fully support their efforts and would like to thank them for their ongoing work on this case. It is a relief to see these seafarers released at last, but the shocking length of their captivity — and the death of at least one man — remains deeply troubling. ‘And let’s not forget that there are nearly 40 crew members from merchant ships and fishing vessels still being held hostage in Somalia,’ he added. ‘We must all redouble our efforts to secure their release and stamp out piracy.’

Training package to help crews work with armed guards launched a new package to help F shipmasters, officers and company The training firm Videotel has

security officers to work effectively with private security teams. Developed in conjunction with the Security Association for the Maritime Industry and the owners’ association BIMCO, and produced in association with Steamship Mutual P&I Club; Working with Maritime Security Guards imparts key information in vivid documentary style. It warns that while the use of armed guards — along with effective protection measures, best management practices and the international naval deterrent — has contributed to a fall in the number of pirate attacks off the east of Africa, the presence of private guards brings serious risks as well as benefits. The new programme is available in various formats, including online, as a DVD, computer-based e-learning, and as a workbook. It covers such topics as selecting a private maritime security

company, planning the guards’ deployment and disembarkation, working and living together, and responding to a threat; and it is a companion programme to Videotel’s Piracy and Armed Robbery, Edition 3, which deals with piracy prevention onboard ship. ‘There are legal and safety risks associated with the use of armed guards and so it is vital to choose a PMSC that offers highly competent and professionally trained guards who have demonstrable experience in protecting ships against pirate attacks,’ Videotel CEO Nigel Cleave pointed out. Nautilus director of legal services Charles Boyle attended the launch event and told the Telegraph: ‘The film was interesting and could be a very useful tool for crews for whom having armed guards onboard is new. It showed the reporting structure within a well-organised team and covered issues such as the storage of weapons and muster drills.’

The Dutch operator RMR Shipping has launched a new ro-ro service between NW Europe and West Africa. Its 37,237gt vehicles carrier Dresden is pictured visiting London Thamesport last month during its inaugural UK call on the run. The Cyprus-flagged vessel can handle a wide variety of cargoes through quarter and side ramps which allow cargo to be loaded and discharged directly onto the quay. It has the capacity to carry more than 4,000 cars and ro-ro units on various fully enclosed decks. RMR Shipping’s new fortnightly service carries a variety of general and wheeled cargoes to Lagos (Nigeria), Dakar (Senegal) and Abidjan (Ivory Coast). Project and conventional cargoes are also accepted, utilising the line’s own Mafi trailers.

Inquest rules on sinking deaths Unions challenge decision not to bring charges over ship’s loss off Wales

Nautilus and the RMT union have expressed concern at the failure to take legal action against the operators of a ship that sank off the coast of Wales with the loss of six lives in 2011. An inquest jury has returned a verdict of misadventure on the six Russian seafarers who died when the Cook Islands-registered general cargoship Swanland suffered catastrophic structural failure while sailing to the Isle of Wight with a 3,000 tonne cargo of limestone in November 2011. The court heard that the 34-year-old ship sank in 17 just minutes after cracks began to appear in its hull during gale force winds and rough seas some 12 hours after sailing from Llanddulas. The inquest was told that the crew did not muster after the alarm was sounded, reducing their chances of leaving in an orderly way even though the vessel was equipped with 14 immer-

sion suits and 15 lifejackets for a crew of eight. Marine Accident Investigation Branch (MAIB) investigator Tony Brown said Swanland sank very quickly and suggested there may have been some delay in giving the order to abandon ship. He also said emergency drills were not conducted regularly. But Ian Lawrie QC, representing the ship’s managers Torbulk, produced a signed statement from survivor Roman Savin saying drills were regularly held. However, the statement did not refer to abandon ship drills being held during the period October to November when he served on the ship and Mr Lawrie accepted the crew had not mustered as they should have done in an emergency on the night the ship sank. The MAIB’s report on the ship’s loss highlighted problems including lack of effective safety management, poor quality of survey and audit, corrosion, overloading

and poor distribution of its limestone cargo. Investigators said the 1,978gt ship’s longitudinal strength had probably weakened signiﬁcantly over the previous 2½ years through corrosion and wastage, with maintenance and repair ‘lacking focus and oversight’. No structural repairs had been undertaken since 2009. The MAIB said it hoped the report would act as a catalyst for action by the International Maritime Organisation to tackle the serious safety problems in the general cargoship sector — noting that progress so far ‘appears to have been slow’. Nautilus has written to the Maritime & Coastguard Agency and the Crown Prosecution Service, challenging the decision not to prosecute the ship’s UK-based owners and managers on the grounds that the case was outside UK jurisdiction. Charles Boyle, director of Nautilus legal services, said the fact that the ship may have sunk out-

Insurers warn on port safety

NATO extends piracy patrols for two years extension of its Indian Ocean F counter-piracy mission — warning

NATO has agreed to a two-year

that pirates in the region continue to demonstrate both the intent and the capacity to attack ships. Defence ministers agreed to extend the NATO Operation Shield until the end of 2016, with warships deployed in an area covering more than 2m sq miles, from the Arabian Gulf to the Seychelles and the Gulf of Aden to the Maldives. NATO said Operation Shield —

09_news.indd 9

which has been in place since August 2009 — has helped to significantly reduce attacks on shipping off Somalia, with no merchant ships captured by pirates in the area since May 2012. ‘Despite the successes, piracy remains a threat,’ it added. ‘NATO assesses that pirates continue to posses the intent and capacity to attack ships. NATO ships continue to detect attempts by pirates to capture vessels. In addition, the root causes of piracy inside Somalia remain.’

side the 12 mile territorial limit did not alter the fact that the owners and managers had a responsibility for the safe operation of the vessel while it was transiting UK waters. The RMT said there should have been a prosecution for corporate manslaughter. Acting general secretary Mick Cash said: ‘The shocking and damning MAIB report into the avoidable and tragic sinking of the Swanland in the Irish Sea should have shamed our own government and the international maritime industry into urgent action, but the practices that led to the events back in 2011 still continue to this day. ‘RMT will not let those responsible for tolerating and encouraging the lack of basic safety that led to the Swanland tragedy off the hook,’ he added. ‘A repeat of this disaster is just waiting to happen and warm words and lip service will achieve nothing. The only answer is decisive and hard line action.’

operators to do more to cut the F number of avoidable accidents in Insurers have called for port

The 13,208TEU containership OOCL Korea is pictured making a maiden call to Southampton last month. The Hong Kong-flagged ship has been deployed on Loop 6 Asia-Europe service Picture: Gary Davies/Maritime Photographic

their facilities. The call from the TT Club follows an analysis of 9,500 claims, totalling around US$ 400m, over the past seven years. The data showed that 68% of the claims cost resulted from operational accidents within ports or terminals and a further 14% from poor or insufficient maintenance. The club said operators should install more available technology to help prevent collisions and to improve employee training.

18/06/2014 16:56

10 | telegraph | nautilusint.org | July 2014

NEWS

Inmarsat planning new safety service Satcoms firm promises a ‘sea change’ for emergency communications New IHMA president Captain Kevin Richardson (left) and European Harbour Master Committee chairman Captain Amaury de Maupeou

New leader for IMHA at the UK Port of Dover has been H appointed as the new president of

The former chief harbour master

the International Harbour Masters’ Association. Captain Kevin Richardson, whose 46-year seagoing and shore-based career included 27 years in the Port of Dover, will serve as IHMA president for the next two years following his appointment at the Association’s ninth international congress hosted by the ports of Ghent and Zeebrugge in Belgium last month.

Capt Richardson, who served as president of the UK Harbour Masters’ Association from 2007 to 2012, said high priority issues for his new role include places of refuge for ships in distress, the use of LNG as a marine fuel, and the provision of validated nautical information for port users. ‘I am keen that IHMA continues to maintain its IMO observer status which enables it to both track and influence future maritime policy and legislation in safety, security and the environment,’ he added.

The maritime communications company Inmarsat has revealed ambitious plans to launch a new generation safety service for the shipping industry. The satcoms ﬁrm is promising a ‘sea change’ in emergency communications with a new service that makes full use of the high volumes of voice and data capacity offered by the latest satellites and onboard equipment. Inmarsat says it is planning to seek International Maritime Organisation approval for the new system, called Maritime Safety Data Services (MSDS), early next year. It is appealing to ﬂag states, owners and the broader shipping community to support its proposals.

Using the i4 satellite network, MSDS will include features such as voice distress calling over FleetBroadband and ‘distress chat’ — enabling instant messaging emergency communications without the possibility of being misinterpreted — as well as offering enhanced support for chart updates, e-navigation, telemedicine and rescue coordination, together with improved security through integration with LRIT and AIS. Peter Blackhurst, Inmarsat’s head of safety services, said the service will ‘take the capability of Inmarsat-C and transplant it into FleetBroadband’ — delivering the same sort of information in a modern way. He said MSDS had been under

development in conjunction with the European Space Agency for three years, and an operational system is now running on servers in remote locations, with generic software available for testing next year. Manufacturers have equipment ready for launch later in 2015, he added, and all that will then be needed is the regulatory go-ahead from the IMO. advances in z Dramatic standards of shipboard connectivity are set to take safety and efﬁciency in the shipping industry to a new level, the classiﬁcation society DNV GL has forecast. In a presentation at the Posidonia exhibition in Greece, DNV GL CEO Tor Svensen said that the maritime sector will be trans-

formed over the next 25 years by the increasing penetration of information and communication technology (ICT). The convergence of real time data transmission, high computing capacity, mathematical modelling capabilities, remote control, sensors and miniaturisation will have a huge impact on the industry, he predicted. ‘Online monitoring and decision support can lift human performance, closing the gap between safety goals and current practice,’ Mr Svensen said. However, he stressed, more work must be done to develop regimes that ensure the safety and stability of such systems, which are often not easily testable before installation and operation.

Insurers warn over lost ships’ records that safety is being threatened F by the loss of vital information about Marine insurers have warned

Chaplain change at Tilbury A

Following a reshuffle earlier this year which saw the departure of Tilbury chaplain Paul Cave, the London City Mission has teamed up with the Sailors’ Society to appoint a new port chaplain for Tilbury and London Gateway. Revd Frans Sahetapy — pictured above delivering woolly hats during a recent ship visit — began work at the Thames terminals last month, bringing with him 10 years of welfare experience with the Sailors’ Society. He began his career as a

port chaplain in Belawan, Indonesia — where he provided support in the wake of the Indian Ocean tsunami — and later worked in the UK port of Southampton for six years. Alistair Gale, from the Port of London Authority, commented: ‘Frans’s appointment is a welcome addition to the support seafarers receive when they reach port, often with little more than 12 hours in which to get simple things like toiletries and catch up with family and friends back home.’

maintenance and survey histories when ships are sold. The International Union of Marine Insurance (IUMI) says it is seeking improvements in the International Safety Management (ISM) Code to ensure that maintenance records and service histories follow the ship throughout its life. Helle Hammer, chairman of the IUMI political forum, commented: ‘When a ship changes ownership, it is commonplace that the outgoing technical manager removes the planned maintenance system (PMS) data which contains all maintenance and service records from the vessel. ‘Consequently, there will be no fluid takeover of the vessel by the new crew, no maintenance records left onboard, and no list of short and long term maintenance to be carried out,’ he added. ‘This increases

the risks of required maintenance being overlooked, of incorrect handling of equipment, and of serious breakdowns due to pure lack of knowledge of the ship’s service history.’ While classification survey records will always be available to a new owner once permission is given from the seller to the classification society, the separate continuous machinery survey (CMS) records, carried out by the chief engineer, are stored in the onboard PMS. When the PMS data is removed, this means that the CMS records are lost to the new owner and the classification society, Mr Hammer pointed out. As well as changes to the ISM Code, IUMI suggests additional clauses may also be included in the sale and purchase agreement requiring maintenance records, operating reports and spares inventory to be part of the permanent service history of the ship.

Mission targets Singapore F

Mission to Seafarers (MtS) secretary-general Revd Andrew Wright is pictured launching a major new fund-raising programme to support the expansion of the charity’s welfare work for ships’ crews and their families. The programme was launched at a reception in the British High Commission in Singapore, attended by more than 250 guests and by MtS regional representatives from India, Australia, Canada, East Asia, South Africa, the Gulf, New Zealand, the US

and the UK. The charity — which held its global conference in Singapore last month — is seeking to raise $690,000 to expand its operations in the island state. The local MtS branch is celebrating its 90th anniversary this year and Singapore is seen as a crucial regional hub for the future development of the MtS. The Mission has just opened a new international drop-in centre in Jurong Port, which has been upgraded and relocated from previous premises.

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10-11_news.indd 10

18/06/2014 16:57

July 2014 | nautilusint.org | telegraph | 11

NEWS

Safeguards on shore leave sought at IMO backed calls for the International H Maritime Organisation to ensure that Nautilus International has

seafarers’ rights to shore leave are protected when countries produce national maritime security legislation. Senior national secretary Allan Graveson said the Union had supported a paper seeking safeguards for the availability of shore leave which was tabled at the IMO’s maritime safety committee last month by the International Federation of Ship Masters’ Associations. The IMO is developing new guidelines for member states developing national regulations in line with the requirements of the International Ship & Port facilities Security Code (ISPS) and the SOLAS Convention. The IFSMA paper gives broad support to the IMO initiative. While seafarers have to relate to a ‘multitude’ of different national

maritime security laws, a number of countries have failed to develop legislation in accordance with the standardised framework laid down by SOLAS and ISPS, it points out. ‘This situation, with inconsistent legislation worldwide, also introduces problems relating to the availability of shore leave,’ IFSMA added. Mr Graveson said it was important that the standards and recommended practices for shore leave outlined in the FAL Convention are taken into account when developing the guidelines for national maritime security legislation. Especially important is the need to ensure proper procedures for facilitating shore leave for ships’ personnel or personnel changes, as well as access of visitors to the ship including representatives of seafarers’ welfare and labour organisations, when developing a port facility security plan.

A new service linking the UK NE coast with the Russian port of St Petersburg has got underway with the arrival of the largest containership ever handled at the Port of Tyne. The 15,487gt Calisto, above, is of 168m loa and has almost four times the TEU capacity of most containerships visiting the Port of Tyne’s container terminal. The German-owned Liberian-flagged vessel is operating an eight-day service connecting Bremerhaven, Copenhagen, Felixstowe, Grangemouth, Helsingborg, Rotterdam and St Petersburg, and will see container exports from the Port of Tyne increase by around 50%

Call for drones to police ship sulphur emissions Greens warn EU on rights of seafarers F

Green groups have urged the European Union to rethink its Blue Growth strategy for the maritime economy — warning that the policy plans do not do enough to protect seafarers’ rights and the marine environment. A coalition of organisations including the International Transport Workers Federation (ITF), Greenpeace, the WWF and the NGO Shipbreaking Platform has urged the EU to address the shortcomings in the strategy, which was adopted in 2012. The organisations argue that the package fails to address the real threats to the world’s ocean and seas — including the poor conditions for many seafarers on flag of convenience ships, the rise of water acidification, marine pollution caused by ships and land-based waste, plundering of fishing grounds, and deepsea mining, oil drilling and exploration. In a Fair Oceans conference held to

coincide with European Maritime Day, the organisations called for the EU to establish a ‘polluter pays’ financial system to make it less attractive for European shipowners to opt for flags of convenience when they send ships to be scrapped. ‘It is shameful that most shipowners continue to reject responsibility for their end-of-life vessels,’ said Patrizia Heidegger, executive director of the NGO Shipbreaking Platform. ‘Still too many shipowners prioritise getting the best price for the ship, and ignore the harm done to workers, local communities and the environment. ‘However, we see more and more progressive ship owners refusing to sell their end-of-life ships to substandard beach breaking yards and the EU Ship Recycling Regulation has set a clear standard for safer practices. Sooner or later, safe and clean ship recycling will be unavoidable for all.’

Denmark proposes use of ‘sniffer’ technology to enforce greener fuel rules

Denmark is planning to use aerial drones and ‘sniffer’ technology at port entrances and on bridges to check that ships are complying with the sulphur emission curbs coming into effect in the North Sea and Baltic next year. In an enforcement action plan published last month, the Danish Maritime Authority warns of stronger sanctions and ﬁnes for ships caught breaking the regulations. And it calls for other port state authorities to work with it to ensure effective enforcement of the rules. Denmark says it is determined to ensure that non-compliance with the emission reduction

limits does not pay. It wants to see widespread use of surveillance technology, including portable measuring equipment and more frequent sampling and testing. It is planning to start trials of aerial drones later this year to fly over ships in its waters and to test their exhaust emissions for sulphur oxides. ‘With the action plan, Denmark takes an important step in the struggle to ensure efficient enforcement of the sulphur regulations. It is of decisive importance to quality shipping that our control is sufficiently efficient,’ said Danish Maritime Authority director general Andreas Nordseth. ‘Efficient enforcement bene-

With so many courses on oﬀer, there’s something for every aspiration

ﬁts both the environment and the competitiveness of a responsible shipping industry.’ Shipowners have expressed concern about the way in which the sulphur controls will be enforced. In the annual International Chamber of Shipping (ICS) review chairman Masamichi Morooka warns that failure to properly police the rules could have serious commercial implications for operators. ‘The vast majority of responsible ship operators are, of course, preparing for full compliance,’ he said. ‘But the unfair competitive advantage that could be derived from using non-compliant fuel will be signiﬁcant, unless it is

clear that non-compliance will be detected and that there will be serious consequences for those who are caught.’ A dozen leading shipping companies have formed a coalition to campaign for rigorous enforcement of the sulphur regulations. The owners and operators behind the Trident Alliance warn that ‘when enforcement is weak a temptation is created to cut corners on compliance. The result is that regulations will not have the intended effect of protecting the environment and human health. Also, responsible shipping companies are put at a disadvantage relative to those who are intentionally non-compliant’.

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Greenpeace has protested to Norway after the Norwegian Coastguard boarded its campaign ship Esperanza outside of the country’s territorial waters to end a high profile protest against Arctic oil drilling last month.

10-11_news.indd 11

The environmental group said it considered that the boarding of the ship during a peaceful protest at Statoil’s Hoop drilling site in the Barents Sea was illegal under international maritime law.

Find out more: marine-society.org/Merchant-Navy

020 7654 7029

A charity registered in England and Wales 313013 and in Scotland SC037808

Picture: Greenpeace

18/06/2014 16:57

12 | telegraph | nautilusint.org | July 2014

HEALTH & SAFETY

Crewman died in ‘desperate’ bid to fix tow F

A crewman on a UK-registered tug died last year during an ‘extraordinarily dangerous’ attempt to reconnect a towline in rough seas off Beachy Head. A UK Marine Accident Investigation Branch (MAIB) report describes the incident as ‘a desperate and ill-considered measure brought about by the use of poor towing practices, a disregard of the weather forecasts, and a lack of planning, risk assessment and emergency preparedness’. Investigators found that the tug was not certified to operate in the sea conditions on the night of the accident last February. Its skipper was not qualified to operate the vessel during the coastal sections of the planned voyage from Rochester to Brighton and was neither trained nor qualified in towing operations. The tug Endurance was towing the motor cruiser Sirius M on a two-day passage when weather conditions deteriorated and the towline broke in winds gusting up to force 8. The 55-year-old crewman died when he fell into the water while trying

to transfer a new line between the two vessels. He was not wearing a lifejacket. The MAIB said the tug had been wrongly certified under the SCV Code for small commercial vessels to operate as a workboat up to 60 miles from a safe haven in favourable weather. The skipper’s boatmaster’s licence allowed him to operate only out to 3 miles from lane and up to 15 miles from a point of departure. Neither the skipper nor the crewman had appreciated the ‘considerable risks’ of transferring across to the unmanned tow in the poor conditions and the report suggests their judgement may have been adversely affected by fatigue — with the skipper having spent 32 of the previous 44 hours at the helm. The MAIB noted that the Maritime & Coastguard Agency, the International Institute of Marine Surveying, Medway Ports, the Peel Ports Group, and the Endurance’s owner had all taken action to address safety issues in response to the incident.

Simple shipboard breathalyser helps crew keep to new limits breathalyser machine has F been introduced by the marine

A new and simple shipboard

supplies firm Hutton’s Medical to help seafarers comply with new alcohol limits introduced by the Manila amendments to the STCW Convention. The lightweight and easy to use breathalyser does away with the need for complicated, time-consuming recalibration and servicing and is capable of recording alcohol levels to three decimal places of 0.1mg/litre blood at an accuracy level of +/- 0.01%. ‘This machine is very effective and only the very complex and expensive machines used in police stations can produce a more accurate result,’ said Hutton’s Medical general manager John MacDonald. ‘This model is

particularly appropriate for use at sea because it does not require regular recalibration. Instead the user just needs to replace the sensor once a year or after 300 tests.’

£30,000 fine for dock firm fined £15,000 and ordered to F pay £14,761 in costs after a worker

An UK dock company has been

suffered severe leg injuries while unloading containers from a visiting ship. The Harwich Dock Company pleaded guilty to two breaches of the Health & Safety at Work Act after a court heard how agency worker Andrew Gotts, of Felixstowe, needed extensive reconstruction surgery following the incident in the port on 4 October 2012, when his leg was crushed by a jammed container that moved suddenly when freed by colleagues. The Health & Safety Executive (HSE) found that the company did not have a safe procedure in place for freeing jammed containers and workers were also at risk of falling.

12-13_h+s.indd 12

following an explosion and fire F onboard a 2,300dwt products tanker A Japanese shipmaster died

last month, pictured right. Four of the seven other crew members who were rescued from the Japanese-flagged Shoku Maru after the blast had to be treated in hospital for severe injuries. The incident occurred near Himeji port on the SW coast of Japan, when the tanker was as at anchor after having discharged a cargo of oil. The ship sank 10 hours after the blast. Investigations into the cause of the accident were launched and have been focussing on reports that crew members were working on deck at the time, and may have been using a grinder to remove paint when the explosion took place. Picture: Reuters

Container weight check rule agreed Union welcomes IMO decision but warns on new class society notations

Nautilus has welcomed a milestone International Maritime Organisation decision to introduce compulsory checks on container weights. Last month’s meeting of the IMO’s maritime safety committee approved long-awaited amendments to the SOLAS Convention that will require verification of container weights as a condition for loading packed export containers onboard ships. The new rules are expected to enter into force in July 2016 following final adoption by the IMO in November this year. The decision was welcomed by Nautilus and a number of flag states which have raised concerns about the problems posed by misdeclaration of container weights — including stack collapses and fears that overloading could have been involved in ship losses such as the MSC Napoli and the MOL Comfort. The World Shipping Council — whose members represent about 90% of global containership capacity — also backed

France has given Maersk Line until the end of the summer to pinpoint the location of around 500 containers which were lost from the Svendborg Maersk, above, during rough weather in the Bay of Biscay in February this year. Authorities want to reduce the risk the boxes pose to fishing vessels.

the IMO decision. ‘Misdeclared container weights have been a long-standing problem for the transportation industry and for governments as they present safety hazards for ships, their crews, and other cargo onboard, workers in the port facilities handling containers, and on roads,’ it added. But the European Sea Ports Organisation expressed concerns that weighing operations

could disrupt container handling operations in ports. ESPO said that while it supported the IMO decision, it believed containers should be weighed before they come into port areas and preferably at their places of origin. z Nautilus has expressed concern at classiﬁcation society moves which could enable operators to load up to an extra 22 tonnes of container weights in midship deck stacks.

Bureau Veritas announced last month that it had developed a new voluntary containership notation in line with other class societies, including Lloyd’s Register and DNV GL, which offers more flexible lashing and deck cargo arrangements. The notation will give the operators of larger containerships the flexibility to sail on specific routes with heavier on-deck containers and less strict lashing arrangements under certain conditions. BV marine technical director Jean-Francois Segretain commented: ‘Our research and data from real ships in service shows that accelerations in the midships section of container vessels are always closely correlated with the natural roll period of the ship and could often be much less than those set down in the present rules for lashing calculations.’ But Nautilus senior national secretary Allan Graveson said he was disturbed by the moves. ‘This appears to have been driven by economic considerations to the detriment of safety,’ he added.

Officer killed by cable accident onboard a Norwegian F ferry has called for seafarers to be An investigation into a fatal

given better guidance on passing under high voltage electric cables. The chief officer of the 2,053gt ferry Røst died when he received an electric shock and fell from the ship’s foremast while trying to check the ship’s safe clearance under three high-voltage power cables a few weeks after the vessel was switched to a new route linking Svolvær, Skutvik and Skrova. The crew had been given a verbal instruction from the ferry company Torghatten Nord not to sail through Fyrsundet sound until further notice, as the aft mast was assumed to be too

high for Røst to safely pass under the cables. But the master and chief mate had calculated that their vessel would have a clearance of 90cm at the highest astronomical tide and 2.8m at prevailing tide levels, so they decided to take it through the sound at slow speed while they checked the distance between the aft mast and the cables. Nautical charts showed a safe vertical clearance of 20m, while the signs ashore showed 22m and the shipboard management had measured the vessel’s air draught to be 20.7m from the waterline to the top of the aft mast. As Røst passed through the sound, the chief mate climbed into the

foremast to observe the passage and to check the margin between the mast and the cables using a fishing rod. But as the vessel passed under the last of the three cables, the rod touched it and the officer fell almost 10m from the mast to the deck. In a report on the incident, the Accident Investigation Board of Norway (AIBN) said uncertainty about the ferry’s actual air draft, coupled with ‘equivocal’ information about the safe clearance had contributed to the crew’s decision to carry out the test. The AIBN report notes that while national nautical guidelines urge seafarers to exercise caution when navigating near power lines, they contain no information about the

safety margin that is taken into consideration for the safe vertical clearances shown in the charts and on signs ashore when high voltage is involved. The report says there was ‘justified uncertainty’ about the safe clearance in the sound, with differing figures shown in the charts and on signs ashore. Recommendations in the report include a call for the International Chamber of Shipping to incorporate ‘practical and relevant advice on height limitations in general, about the safety margin and the safe vertical clearance under power cables that carry high voltage’ into its Bridge Procedures Guide.

18/06/2014 16:58

July 2014 | nautilusint.org | telegraph | 13

HEALTH & SAFETY

Pilot was being tested as tanker Pilot injured when struck quayside ladder ropes broke Wear and tear caused the Wilson Leith’s pilot ladder side ropes to part last year, leading to a pilot being injured Picture: MSIU

Union points to role of fatigue in early morning accident in the Thames

Nautilus has voiced concern about a case in which a fully laden products tanker was holed in an accident on the river Thames while one of two pilots onboard was undergoing a practical examination. The 23,988dwt Apollo suffered shell plating damage when it struck the quayside at the Northfleet Hope Container Terminal in the early hours of 25 July 2013. No one was injured and there was no pollution. But a UK Marine Accident Investigation Branch (MAIB) report on the incident calls for the Port of London Authority to review key pilotage procedures and for the UK Marine Pilots Association and the Port Marine Safety Code steering group to develop best practice guidelines for the conduct of practical pilotage exams. The contact occurred as the Gibraltar-flagged Apollo — which was carrying almost 22,000 tonnes of gasoil for discharge at the Vopak terminal, West Thurrock — left its intended track in a strong tidal flow as the pilot slowed the ship to prepare for tugs to be secured. Investigators discovered that

Damage to the tanker Apollo after last July’s accident Picture: MAIB

the pilot had ordered what he believed to be a ﬁxed pitch propeller to stop while rounding Tilburyness to reduce the ship’s speed. In fact, Apollo was ﬁtted with a controllable pitch propeller and putting it to stop resulted in an uncontrollable increase in the tanker’s rate of turn. The MAIB said the pilot had consulted the PLA database when preparing the passage plan, but there was no reference to Apollo being equipped with a CPP and the Authority’s system had no agreed minimum data set and

no process for data verification. Investigators said the reference to CPP on the ship’s pilot card was not easy to find, and the format of the card was not in line with best practice. Apollo’s master had left the bridge soon after the pilots boarded as he had not taken a period of six consecutive hours of rest in the 24 hours before the accident. The report notes that the watchkeeper was the second officer, which was not in compliance with the ship’s safety man-

agement system or local regulations, and it suggests that had the master been on the bridge he might have been able to intervene to avert the accident when the ‘stop’ order was given. The report says the tanker was ‘not a sensible test of the pilot’s practical competence as it was not representative of the size of vessels he would be expected to con at the Class 2 level’. Although the pilot under examination had the conduct of the vessel, he was not authorised to pilot a ship of Apollo’s length and draught, the report points out. The MAIB notes that the ship’s manager has taken a series of measures in response to the accident and the PLA has also reviewed its pilot training and examination programme. Nautilus senior national secretary Allan Graveson commented: ‘Noting the time that the incident occurred, it is difficult to believe that “fatigue” did not play a greater part in this accident than identified. The findings of the Project Horizon research demonstrated the importance of circadian rhythms in alertness and performance.’

and tear on pilot ladders have F been highlighted in a report on an Problems with spotting wear

accident in which a Humber Pilot fell about 2m when the side ropes parted while disembarking a general cargoship last year. The pilot suffered foot and ankle injuries when the ropes resting on the sheer strake of the 2,446gt Wilson Leith broke while he was leaving the Maltese-flagged ship off Spurn Point. Laboratory tests found that the pilot ladder was in a generally poor condition, with the failed side ropes showing signs of fraying, abrasion and excessive wear. The anchoring of the ladder close to the ship’s ship had caused abrasion and progressive weakening of the rope fibres resting over the sheer strake, and the permanent bend of the side ropes between the steps weakening over time. The ladder had been brought into service on the ship in November 2009 and should have been subjected to a

EU project looks at technology to cut VTS officer stress project has been investigating F new systems which aim to help reduce A European Union-funded

‘Unworkable’ SMS found on ship after chief officer’s fatal accident falling from his ship in the A Spanish port of Bilbao during an

A Dutch chief mate died after

operation to move the vessel’s tweendeck last year. Investigations revealed that the crew were not following the procedures set down in the safety management system (SMS) because they considered them to be unworkable — as did colleagues on sisterships. The accident occurred in February 2013 when the chief mate of the 5,650gt Dutch-flagged general cargoship Azoresborg was supervising the moving of the tweendeck to enable consoles to be installed to support the tweendeck in the cargo hold. A Dutch Safety Board report on the accident concludes that the officer had been standing in an unsafe position — on a fixed ladder

12-13_h+s.indd 13

The chief mate of the Azoresborg died in a fall Picture: Dutch Safety Board

near the hatch coaming — during the operation and had probably lost his balance. No fall prevention equipment was in use, and he fell over the ship’s railing and onto the quay before ending up in the water. Investigators said the tweendeck operations and associated risks were

only briefly described in the SMS. Crew members were urged to follow the manufacturer’s instructions for installing the tweendecks — but, the report notes, interviews and analysis showed this procedure ‘is timeconsuming and impractical’. The company, Wagenborg

Shipping, was aware that crew on Azoresborg and sisterships were using an alternative method — but this had not been documented and the operator had failed to assess the risks or to introduce effective safety measures for the procedure, the report adds. The failure to hold a safety briefing before the work began meant crew members had different ideas about the way in which the tweendecks would be installed and how safety would be maintained, it points out. The Dutch Safety Board said the risks of falling overboard had been insufficiently identified — with no proactive evaluation of hazards of falling from a height of less than 2.5m. The report recommends that Nautilus and the Dutch shipowners’ association work together to produce new guidance in this area.

load test every 30 months from the date of manufacture. However, the Maltese Safety Investigation Unit (MSIU) found that this important requirement had been omitted from the manufacturer’s operational instructions for the vessel and no subsequent load tests had been carried out. The Unit’s report notes that the ladder had been inspected and approved as part of the annual survey barely three weeks before the accident and had also been checked by the pilot before he began disembarking. ‘The accident on the Wilson Leith clearly demonstrated the difficulties to determine the physical condition solely by visual examination and to accurately assess the effect on rope fibres caused by abrasion, cuts or excessive wear,’ the MSIU report adds. ‘Equally,’ the report points out, ‘it is difficult to determine the derogation in tensile strength or the point at which the pilot ladder becomes unsafe.’

the stress experienced by vessel traffic services officers. Delegates at the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA) conference heard that work-based tests involving VTS operators in Canada and Norway had looked at the effects of stress on their performance. Using simulated VTS scenarios with increasing workloads, from normal to overworked, researchers found that stress levels increased in line with task load. The operators’ attention became increasingly narrow as stress levels increased, resulting in dangerous situations being missed — and in one case, a (simulated) collision was not identified. Todd Schuett, training manager with Kongsberg Norcontrol IT told the conference that the Designing Dynamic Distributed Cooperative Human-Machine Systems (D3CoS) project had developed proposals for a prototype system to reduce stress on VTS operators. ‘The need to manage stress with human solutions is already understood, but we feel that VTS technology can play an important role in reducing workload and therefore

helping operators to stay in control even when the situation is particularly challenging,’ he explained. ‘Even in this area, technology already offers several possibilities to help operators manage and reduce stress but the D3CoS project has shown that greater automation in cooperative human-machine systems can reduce workload further, which has the consequence of reducing pressure on the VTS operator.’ The project group developed a means of sharing data between a shore-based VTS system and a shipbased system — specifically a portable pilot unit, he added. Automation was key to the system, with functionality including the automatic sending of vessel conflict data and maritime safety Information such as weather data from the VTS to the PPU without VTS operator involvement. Kongsberg, in cooperation with British Maritime Technologies (BMT) and Marimatech, had also developed an advanced vessel path planner as part of D3CoS. Once the path is established and validated, the rest is automated. The VTS operator isn’t required to find and report weather data to the pilot, and should the VTS operator become engaged in a critical situation, any warnings relevant to the pilot are automatically communicated.

18/06/2014 17:42

14 | telegraph | nautilusint.org | July 2014

INTERNATIONAL become the world’s first A LNG-powered ice-breaker when it

shortreports

Pictured left is what will

comes into service late next year. Ordered by the Finnish Transport Agency, the vessel will be powered by Wärtsilä dual-fuel engines capable of operating on both LNG and low sulphur diesel fuel. Being built by the Arctech Helsinki Shipyard, the vessel is being specially built for the ‘demanding’ winter conditions of the northernmost Baltic Sea. While the main purpose of the vessel is ice-breaking, it will also be able to perform oil spill response operations and emergency towing and will operate all year round.

AUSTRALIAN ALARM: the Maritime Union of Australia has expressed concern at a federal government decision to cut a A$5m (€3.46m) scheme to promote seafarer training. Paddy Crumlin, the union’s national secretary, described the move to end the Sustaining Australia’s Maritime Skills initiative as ‘disappointing and short-sighted’ and warned of evidence pointing to a growing shortfall of domestic seafaring experience. SPANISH DETENTIONS: two ships were detained by the Spanish maritime authorities last month following a collision in which both sustained serious damage at the entrance to the Bay of Algeciras. The 15,525gt Chinese-flagged general cargoship Le Sheng collided with the 185,827dwt bulk carrier Cape Med. No one was injured in the incident, which is being investigated by the Spanish authorities. CRUISE ORDER: MSC Cruises has signed a contract with Italian shipbuilder Fincantieri for two new 154,000gt cruiseships, with an option for a third. Costing €700m each, the vessels will be the largest ever built by Fincantieri, with a capacity for 5,300 passengers and 1,413 crew. They will join the MSC Cruises fleet in November 2017 and May 2018. COASTAL CONDITIONS: a government decree requiring operators to apply French working conditions to the crews of ships in the country’s coastal trades is set to take effect this summer. Unions have welcomed the move, which will cover pay, working hours, leave, employment rights, and health and safety. TOTAL ACCUSED: the French officers’ union CFE-CGC has criticised Total for causing French seafaring job losses. The union has accused the company of being ‘somewhat irresponsible’ for switching the tankers Erships Barracuda and Erships Agamid to the Gibraltar flag and employing east European and Filipino seafarers. NIGERIAN NUMBERS: Nigeria is training only 10% of the seafarers it needs to crew the ships operating its coastal and deepsea trades, the head of the country’s maritime administration warned last month. Directorgeneral Ziakede Patrick Akpobolokemi said there was an urgent need for action to boost recruitment levels. PILOTAGE PLEA: Denmark is seeking details of pilotage services in other countries after the Danish Maritime Pilots Association criticised government plans to put operations out to tender. The head of the association had urged politicians to learn from the experiences of other coastal states. WRECK RECOVERY: Boskalis and Mammoet Salvage have started work on a project to recover the wreck of the car carrier Baltic Ace, which sank in a busy shipping lane off the Dutch coast following a collision with the cargoship Corvus J in December 2012. ROTTERDAM TUGS: Svitzer has started operating a fleet of six tugs from Rotterdam’s Maasvlakte, providing harbour towage services sand salvage capabilities.

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• STCW Basic Safety Training • Ship Security Officer • Ship Safety Officer • PSCRB • • Efficient Deck Hand • Crowd Management • • Crisis Management & Human Behaviour • Please visit the HOTA website www.hota.org for course dates or call 01482 820567 HOTA is a limited company with Charity Status, open 51 weeks a year with a rolling timetable of courses held at its Malmo Road and Albert Dock sites in Hull

14-15_int.indd 14

ITF blitz in ‘Black Sea of shame’ Week of action targets ‘shocking levels’ of crew abuse and unsafe shipping

A week of action to highlight ‘shocking levels of crew abuse’ and problems with unsafe ships was staged in ports around the Black Sea last month by the International Transport Workers’ Federation and afﬁliated unions. The campaign over what the ITF describes as ‘the sea of shame’ followed the publication of an updated report revealing evidence of continuing poor working conditions, low wages and unseaworthy ships in the region. The ITF says the Black Sea remains one of the most dangerous places on earth to be a seafarer. Maritime coordinator Tomas Abrahamsson commented: ‘The state of some of these vessels and the abominable working conditions on them almost defy description. ‘There is a crying need for genuine governmental action,’ he added. ‘There have been some encouraging detentions by port state control in Bulgaria and Russia but much more needs to be done.”

ITF inspector Olga Anania leaves a ship in the port of Novorossiysk , where she secured a backpay claim of US$69,546 for five seafarers Picture: ITF

During the week of action, ITF inspectors and union activists carried out more than 160 inspections in 17 ports, recovering a total of US$142,491 in owed wages. The solidarity action even included activity in Ukraine, in spite of the current political situation. The inspections uncovered

many examples of very low wages — as well as poor living and working conditions — on vessels without collective bargaining agreements. The lowest reported wages were US$300 for an AB onboard a Sierra Leone-ﬂagged general cargoship, and more than half of the ships inspected were not covered

by union agreements. As well as challenging these poor conditions, the week of action took the opportunity to inform seafarers of their rights — particularly under the Maritime Labour Convention, which started to come into force last August. The ITF report says that while the MLC was ratified by Bulgaria in April 2010 and by Russia in August 2012, it has yet to make a significant impact in the region, which is ‘still a haven for older vessels with inadequate insurance, operated by owners with scant regard for obligations to their crew’. In addition, the report adds, political instability and a lack of political will make it difficult to develop the necessary national legislation and mechanisms to ensure effective implementation of internationally accepted standards. The action week stressed the need for the governments of the Black Sea states to take drastic action to improve that ‘disgraceful situation’.

Master fined for reporting delay in NZ been warned of the need to notify authorities of A incidents following a case in which a shipmaster was Seafarers on ships visiting New Zealand have

fined after his vessel was damaged when it grounded. Captain Rolando Valmeo Legaspi, from the Philippines, was fined NZ$2,000 (€1,263) after pleading guilty to a charge of failing to notify Maritime New Zealand (MNZ) that his ship, the 32,282dwt bulk carrier Lake Triview, had grounded off New Plymouth after dragging its anchor.

The incident occurred on 24 May 2014, but MNZ was not informed until 28 May that the Singaporeregistered vessel had been damaged when it hit a rocky reef. The ship was detained when it arrived at Port Taranaki and an inspection found holes in the bulbous bow, the bottom of the double hull, and the ballast tanks. MNZ director Keith Manch said the sentence should send a strong message to those responsible

for vessels operating around New Zealand. ‘It is essential that Maritime New Zealand is notified of incidents as soon as possible to ensure measures are taken immediately to protect human life and the environment,’ he added. ‘This incident posed a potential threat to the 21 crew, and could have had a serious impact on the environment, and yet no effort was made for some days to notify MNZ,’ he said. ‘That is simply unacceptable and cannot be tolerated.’

Company banned from US for using ‘magic pipe’ company has been fined A US$500,000 in the latest ‘magic A Jordan-based shipping

pipe’ oil pollution case. Arab Ship Management (ASM) pleaded guilty to violating the Act to Prevent Pollution from Ships. It was also placed on probation for two years, during which time its ships will

be banned from calling at US ports. The prosecution was brought after a US Coast Guard inspection of the 6,398gt ASM livestock carrier Neameh in March 2013 discovered heavy oil sludge inside the pollution prevention equipment pipework. Inspectors found that the vessel’s piping arrangement had been

modified to enable oil sludge to be pumped directly overboard. Two oil record books were found to contain ‘different and contradictory entries’ for the period between 30 November 2011 and 2 January 2012, as well as fake oily waste disposal receipts. ‘This conviction ensures that the

defendant is held accountable with a criminal fine and a contribution to conservation efforts in coastal Delaware, as well as a two-year ban from US ports,’ said district attorney Charles Oberly. ‘The message to the shipping industry is clear: environmental crimes at sea will not be tolerated.’

18/06/2014 16:59

July 2014 | nautilusint.org | telegraph | 15

INTERNATIONAL

Union opens simulator centre Officers’ Union (SMOU) has A opened a S$4m (€2.4m) maritime The Singapore Maritime

simulation centre as part of its programme to boost seafarer training in the island state. The Wavelink Maritime Simulation Centre is equipped with state-of-the-art facilities that include a 240-degree full mission bridge simulator, engineroom simulator, electronic chart display and information system (ECDIS) simulator and a liquid cargo handling simulator. Developed in line with a fiveyear government-union initiative to promote seafaring as a career choice for Singaporeans, the centre will deliver a wide range of courses to support the Tripartite Nautical Training Award (TNTA) Programme. TNTA cadets will now undergo around 100 hours of training on the simulators during the first six months of their three-year course. Shipping companies with SMOU collective bargaining agreements can also use the centre to upgrade the skills of their current officers. SMOU general secretary Mary Liew described the facilities as a ‘centre of excellence for applied learning’ and said they would increase the national maritime skills base. ‘With simulation training,

the cadets’ and officers’ skills are accelerated with real-time feedback in a risk-free environment,’ she pointed out. ‘Thus, they become better officers, have better jobs and better lives. It is a win-win situation for them as well as the shipping companies.’ Launched in 2009, the TNTA programme aims to increase the

number of Singaporean seafarers. Presently, barely 1,600 of the 20,000 officers serving on 4,200plus Singapore-flagged ships are Singaporeans. The SMOU, the Singapore NTUC and the Workforce Development Agency (WDA) together cover 90% of the course fees for cadets, who are also given a monthly allowance of up to S$1,400

each during their training. The scheme — which has now progressed to its seventh intake, with 30 cadets in the latest cohort selected from almost 400 applications — is supported by 13 local shipping companies who provide seatime for the trainees, as well as training allowances and long-term jobs.

Strike called in protest at ‘eviction’ of chairman who agreed recovery plans

Seafarers serving with the troubled French ferry operator SNCM called a fresh strike last month in protest at a new threat to the company’s long-term survival plan. The action was staged following the decision of the SNCM board not to re-appoint the chairman, Marc Dufour, who had agreed proposals with the unions in an effort to save the company from liquidation. Frédéric Alpozzo, head of the CGT seafarers’ union in Marseilles, said the board’s ‘eviction’ of Mr Dufour was a ‘sign that the government seeks to dismantle the operator in favour of Corsica

Ferries’, SNCM’s privately-owned competitor. Mr Alpozzo said the board had not advanced an alternative plan to ﬁnance the state-of-the-art ferries that SNCM intended to order before the end of June as an essential element of its new 10-year contract to run the lifeline services between Marseilles and Corsica, he said. The CGT says it will do everything in its power to resist redundancies and has requested an immediate meeting with the prime minister and the transport secretary. But transport minister Frédéric Cuvillier said that it was important to end the semi-paralysis threatening the operator.

SNCM is under pressure as a result of European Commission demands for the repayment of €440m in ‘illicit’ government aid granted during the company’s privatisation in the mid-1990s The company chalked up cumulative losses of €250m between 2001 and 2013, and last year the French government, which retains a 25% stake, gave the company €30m to keep it aﬂoat. Unions are also concerned about moves by the main SNCM shareholder, the transport ﬁrm Transdev, to sell its 66% stake in the company. The US-Mexico ferry operator Baja Ferries is reported to have been in negotiations with Transdev after Norway’s Siem Shipping

pulled out of talks at the end of May. Siem withdrew its offer for a lease-purchase option after the government failed to clarify the responsibility for paying SNCM’s ‘debt’ to the European Commission. It had been ready to ﬁnance the purchase of seven vessels — four ﬁrm orders and three options — from its own funds. Last month Marseilles-based shipowner Christian Garin promised that a ‘genuine industrial project to invest in SNCM’s relaunch’ was being prepared in the spirit of Marc Dufour’s plan. He said viable solutions were tabled ‘to give SNCM a future that does not include its programmed disappearance’.

German owner issues flag-out ultimatum A

German seafarers have called for urgent action from their government after one of the country’s biggest shipping companies threatened to flag out to cut costs. Reederei NSB — which operates 42 containerships under the German register and employs about 500 German and EU seafarers — said it

14-15_int.indd 15

SHIP SEIZED: the Norwegian Coastal Administration secured a court order for the seizure of the Royal Caribbean cruiseship Independence of the Seas for alleged non-payment of $100,000 pilot and security fees. The unpaid sums, court costs and interest were settled within one hour. The NCA said that nonpayment or delayed payment from some cruise lines has been a major problem and that it will be stepping up its collection efforts as vessels return to Norway. FRENCH FINE: the master and owner of a Danishflagged tanker have been fined by a French court for pollution off the port of Le Havre. Herning Shipping, owners of the 4,473dwt Maria Theresa, were fined €100,000 and the master was fined €50,000, half of which must be paid by the operator. The case was brought after the ship — which was sailing from the UK to Spain — was spotted by a customs helicopter trailing a 12nm long slick in September 2013.

SNCM survival at risk, unions warn by Jeff Apter

shortreports

was planning to switch flags because of the economic situation affecting German shipping. The company has already cut 40 shore-based jobs and warned that if ‘no economically feasible solution has been found by the end of 2014, it would be compelled to discontinue entirely the operation of its ships under German flag’.

NSB is in talks with the unions in a bid to keep German jobs and to cut operating costs, and has agreed to an independent auditor being brought in to assess the situation. Torben Seebold, from the Verdi union, said it was vital that the government acts to protect employment and combat social dumping of low-cost crews.

‘German shipping companies and seafarers need political support to advance emergency measures of a promotion for the German flag,’ Mr Seebold added. ‘The goal is to bring the funding framework for the German flag on a level that ensures a long-term international competitiveness of European workers at sea,’ he said.

SCANNING DELAY: the US has announced a fresh delay to proposed rules requiring all cargo containers entering the country to be security scanned prior to departure from overseas. The government said the implementation deadline would be shifted to 2016 in response to concerns about the costs of the requirement, but shipping groups have called for the scheme to be dropped for good. GREEK CALL: Greek shipowners have urged their government to increase the number of places for officer trainees in the country’s maritime academies. They have warned that the current annual intake is barely half the 2,500 needed to meet future needs and that there are more than three applications for every cadetship being offered at present. BODY FOUND: the body of a Ukrainian seafarer who fell overboard from the Cyprus-flagged chemical tanker Julia in May was discovered by the French ferry Cap Finistère 24nm from Cherbourg. The crewman went missing during a voyage from Liverpool to Amsterdam and French maritime police are conducting an inquiry into the incident. SCRUBBER DEAL: the Finnish ferry firm Finnlines has signed contracts with two suppliers to install exhaust gas scrubbers on most of its ships. The equipment will ensure the company meets IMO and EU sulphur emission regulations and installation will be completed by the time the rules come into effect on 1 January 2015. MASTER ARRESTED: the master of a general cargoship which ran aground off the coast of Sweden last month was arrested after failing an alcohol test. The Lithuanian captain of the Maltese-flagged Kaisa was accused of being ‘heavily intoxicated’ but told police that he had only drunk alcohol after the grounding. EMISSIONS CUT: the French shipping group CMA CGM has cut its CO2 emissions by 40% since 2005. The company — which is the world’s third largest boxship operator — says it is on target to halve its emissions by the end of next year.

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18/06/2014 16:59

16 | telegraph | nautilusint.org | July 2014

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

Faulty flags give the wrong impression symbols has always been a C subject to stir the passions of pride

The flying of flags as national

in a country’s place in the world, and of its history — and of indignation and anger at its misuse. The proud tradition of flying the flag has its outlet at sea, in the ensigns and courtesy flags flown severally at staffand yard-arm. I have recently observed an interesting practice in the use of ensigns, on cruiseships of two different companies. The first vessel is registered at Hamilton, Bermuda. The ensign displayed in port at the stern was the Red Ensign, not the ensign defaced with the Bermuda crest. The second ship, one of three prestigious vessels from the historic stable that was proud to be the ‘Best of British’, but which has flagged out to Bermuda, flew a mighty Blue Ensign at the stern, of a size in keeping with that of the ship. I’ve always understood that the Blue Ensign may

be flown if the serving ship’s master is associated with the Royal Naval Reserve, presumably flagging up an expertise in naval military matters. How convenient for such a renowned company to potentially lure RNR masters who can legitimately fly their ensigns and, coincidently, confer added-value status to the ship. I may well be cynical in attaching to the shipping companies concerned any wilful or convenient relaxing of flag etiquette which might result in their ships appearing to be something other than they actually are, particularly in the eyes of the passengers. For accuracy and honesty, would it not be correct for Bermudan registered ships to proudly fly the Bermudan flag and to be legally required to do so? If actually needed, recognition of the RNR could be acknowledged by a small flag flown at the signal mast. Why not tell it as it really is...? Name & no withheld Notice anything strange about this Union Jack? (flag purists — call it what you like). The courtesy ensign flown by the Maltese flagged chemical/oil products carrier Ece Nur K (yes, it’s name and shame time) has been cunningly manufactured so that it’s pretty much the same upside down as it is the right way up. She was in King George Dock, Hull, in June. TALBOT CLARK mem no 120851

Have your say online Last month we asked: Do you think it is safe for the counter-piracy naval force off Somalia to be scaled down? wn?

So many are in Dr Hope’s debt tribute to the late Dr Ronald P Hope (March issue) provided a Brian Thomas’s excellent

well-balanced sketch of the man and his achievements. Perhaps I could add some more detail from the perspective of a former student and later an honorary tutor of the College of the Sea. Before joining the SES Dr Hope had also been a Fellow of Brasenose College, Oxford, and I remember how pleased I had been to stumble upon one of his academic articles in a learned journal. His later shipping-related publications had included the well-regarded A New History of British Shipping; the creative Spare Time At Sea and a ﬁne selection of prize-winning stories by seafarers: Twenty Singing Seamen. There were others, too, whose titles I don’t now recall. And, of his myriad initiatives, sending an artist to sea was perhaps the most imaginative. Ronald Hope was always keenly

interested in how his students were progressing and he had been quietly satisfied that the early 60s found five of them — Tony Lane, Jim McConville, Norman Hearn, John Prescott and myself — studying at Oxford at the same time. All of us had appreciated the extensive encouragement and help he had already given us. It was disappointing then to find that John Prescott, in his 2009 book Docks to Downing Street, depicted him in an inaccurate and negative way: he was not ‘Professor Hope’; he was not a Scotsman, dour or otherwise; he always sought to motivate his students, and would certainly never have rated their written work as hopeless. It is equitable that John now remembers him as ‘an inspirational man’ and we may hope he will soon correct the false picture given in his book. The SES libraries supplied to ships — in those years at least — were in a class of their own. Each

consignment had been carefully and expertly selected to comprise quality books that would cater for most interests onboard. It was always a thrill to see a new case of them being trundled up the gangway. The contrast with the tiny, ragtag collections of books available on most non-subscribing ships was a striking one. And the positive impact of the libraries on ships’ crews over the years must have been very substantial indeed. In his long and dedicated career, Dr Ronald Hope made a massive contribution to the education and welfare of seafarers. I am only one of those who are greatly in his debt. But there must be hundreds of others. Given the interest, there are surely enough of us to set up a worthy memorial to an extraordinary man possibly in the form of a prize fund or scholarship. OWEN MURPHY mem no 423592

MN honoured in Plymouth warmly invited to attend C two upcoming maritime events in Telegraph readers are

Plymouth, SW England. The first is Sea Sunday at the Minster Church St Andrews, at 3pm on 13 July. A few weeks later on 3 September, Merchant Navy Day will be marked at 11am at the MN memorial stone (pictured) opposite the Mayflower Steps, Plymouth Barbican. All welcome to come and lay a wreath. g For more information on either event, email Baz Gregory, the chairman of the Plymouth & Southwest Merchant Seafarers Association, at baz_gregory@ btinternet.com

The ‘rush to judgement’ happens in the UK too After reading the front page of the June Telegraph, regarding the drive for fair treatment of seafarers, I would respectfully suggest that your campaign needs to start in home waters. I failed to capture the original article published on the website forargyll.com — but the subsequent apology said it all. It had reported an eye-witness account of the passage through upper Loch Fyne of the

passengership Silver Explorer. It took an unusual passage route which we had not seen used before and made two notable turns that attracted attention. The account used the expressions ‘the equivalent of a handbrake turn’ and ‘unusually close’, as well as referring to the Costa Concordia. The website has apologised unreservedly to the ship’s pilot and to the Silver Explorer’s captain and

navigational officers ‘for any and all distress caused to them by our misinterpretation of what we saw’. It notes that the ship was on a preplanned and fully controlled passage on one of four possible routes through the Minard Narrows; and a course recommended in the Admiralty Sailing Directions. It was also a course agreed as the safest passage for a vessel of this kind; and the full suite of appropriate navigational aids,

including charts, were available and in use. Clearly this was a spicy story with no factual truth. Indeed, the website singularly failed to put themselves in the shoes of the person or company they were writing about. The article clearly illustrates the ‘rush to judgement’ which now plagues our industry. HAMISH BEATON mem no 998342

Where’s my Telegraph?

No 89%

Yes 11%

This month’s poll asks: Do you think it is right to assume that the captain should be the last person to leave a sinking ship? Give us your views online, at nautilusint.org

16-18_lets.indd 16

If you have moved recently, your home copy may still be trying to catch up with you — particularly if you gave us a temporary address such as a hall of residence. To let us know your new address, go to www. nautilusint.org and log in as a member, or contact our membership department on +44 (0)151 639 8454 or membership@ nautilusint.org.

18/06/2014 17:04

July 2014 | nautilusint.org | telegraph | 17

YOUR LETTERS

Why not just make fuel ﬁt for purpose?

THE VIEW FROM MUIRHEAD

I’ve just been reading a copy of the April issue (we are sometimes a bit behind here!) and the front page article on safety risks caught my attention. Namely the subject of cat fines in low sulphur fuel. If ‘higher amounts of cat fines can be dealt with by experienced and competent engineers onboard the ships’, presumably with the equipment at their disposal, then it must be a simple job for the average refinery to deal with. So why should it be assumed that the ship’s engineers have to deal with it? They are probably all too busy worrying about KPIs anyway. Surely the insurance companies, classification societies, shipping companies, etc, should be able to force the oil companies to clean up the fuel they supply — ie, produce fuel that is fit for purpose. WILLIAM JACK mem no 154042

Remember Derbyshire and stop Clause 26 In the event of a maritime casualty, it is possible — even years after its occurrence — to open or re-open an inquiry in the face of new and weighty evidence emerging. There is no choice in the matter: such an inquiry has to take place. However, under new proposals being debated, the mandatory obligation will be removed and an inquiry would be held only at the discretion of the Secretary of State. Had the deregulation now mooted been in place, and had we not had a Secretary of State with integrity, it is possible that the re-opened Derbyshire investigation would have remained unopened. This would have meant: z Proximate cause of loss would not have been identified z Lessons that now preserve lives would not have been identified z The crew would have retained the unfair stigma of blame for losing the ship z It would not have been proved that, given the will, any ‘lost’ ship could be found Please would you write to your MP and other influential parties to ask that this (Clause 26) deregulation be cancelled and the mandatory inquiry retained as applicable now. D. C. RAMWELL mem no 311877

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Enclosed space deaths shame IMO P

This last month has seen the tragic death of three seamen in a hold on a ship in Hull. It is interesting to note that three yachtsmen go missing and the world media headline this, and yet when three merchant seamen die, there is nothing. Of course we cannot comment on this incident until the ofﬁcial investigation is completed, but be assured we will, especially if the ﬁnger of blame is pointed solely at the seamen, as we see in far too

many such investigations. Too many flag state investigations are poorly undertaken, often by investigators inexperienced in what they are investigating, and based around whether the ship complied with SOLAS, conveniently forgetting, along with all the other flag state authorities, that SOLAS is intended as a base model which any flag state authority may enhance as they wish and does not prevent ship owners from enhancing the safety on

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board their vessels. If SOLAS was used as a guide to such enhancement then it would be an effective instrument, but too many owners and ﬂag state administrations wish to use it as a cloak to hide behind. I often feel that the phrase ‘It’s not required by SOLAS’ should be the motto of the shipping industry as it must be the most repeated ship management phase in existence. The latest IMO resolutions on enclosed spaces, initially hailed as a step forward, are a case in point. SOLAS now requires an enclosed space drill to be held every two months, but only on ships over 1,000 tons or over 500 tons on tankers or chemical carriers. Once again, at Mines Rescue Marine, we repeat that before you can complete a drill you must have training. An exercise assists towards that training but not a drill. A drill simply ensures that the crew are trained for the task required and by repetition of that task you establish familiarity with the equipment and requirements for that task at that time in that place. What is incomprehensible is that smaller ships are excluded from any drills. From all our ﬁndings, the openings into many enclosed spaces on these smaller ships are smaller than those of their larger sisters and therefore require more training than the other ships! The crews are far smaller, yet if it takes three men to perform a rescue on a large ship it still takes three men to perform it on a small one! For this reason, with a small crew and smaller openings, training and practice is more important. The new SOLAS recommendations require the checking of PPE while not stating what should be

used. It wants instruments for measuring atmosphere to be checked, yet allows ships not to carry them. It wants rescue equipment to be checked that again is not required to be carried. This could be a length of rope on some ships. It wants resuscitation techniques to be practised. Of course in general this is still essential knowledge, but in any enclosed space incident involving oxygen deﬁciency, time is critical — which means that supplying oxygen to the casualty is the prime task before rescue. Performing resuscitation techniques is completely pointless in such spaces, while the provision of a resuscitator that brings instant oxygen is essential. Finally the IMO states that for entry purposes, steady readings of 21% oxygen content should be obtained. This is utterly impossible as the average air outside is around 20.8% and in some cities can be as low as 17%. Set the sensor alarm for 21% and it sounds as soon as you switch it on, making the alarm rather pointless and, more disturbing, ignored. Regrettably, the IMO and all those involved in the latest enclosed space deliberations have missed an opportunity for real change and have contributed very little to the safety of those at sea in these spaces. Recommendations do not work for the majority of the industry. Legislation does. Rescue equipment and training, together with required PPE equipment for entry is essential, as is already recognised by safety organisations ashore. At least the IMO has recognised the most essential precautions in dealing with

enclosed spaces and this is in the recommendation for the identification and audit of these spaces and a proper risk assessment. If those going into these spaces have knowledge of what to expect and the dangers that could be present and, through this, have the ability to ensure that the precautions and equipment necessary have been prepared, then we will have achieved a considerable step forward. We recognised this before the IMO and began work on an Enclosed Space Management System that will be released in July. Let us hope that in this inquiry into these deaths we will see this finger of blame, not just pointed at the seamen, but at those in the IMO who constantly refuse to legislate for mandatory training and equipment for enclosed spaces, at the ports who consistently refuse to have trained enclosed space rescue teams and claim no duty of care for the ships, and at those owners who know the training and equipment is readily available but do nothing except claim it is not required by SOLAS. Finally, it is most surprising that there is no action or even comment by the ITF on these constant enclosed space deaths. This organisation has considerable influence and could bring this to bear on an industry reluctant to accept that the growing number of deaths in enclosed spaces must be halted and it is only through legislation requiring training, equipment, and the proper design of ships that this will be done. Captain MICHAEL LLOYD Member of Council Nautical adviser to the Mines Rescue Service, Marine Division

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.

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18 | telegraph | nautilusint.org | July 2014

YOUR LETTERS

Making EPIRB more effective British sailors has once again P highlighted whether we are doing all The recent sad loss of four

we can to preserve life at sea. Whilst the overturned yacht Cheeki Rafiki was eventually found by a US Navy helicopter searching in an area east of Cape Cod, one cannot help but question if the crew’s chances of their survival may have been improved had help been found closer at hand. Having spent 45 years in marine radio as first radio officer, then shore engineer and radio surveyor with the Merchant Navy, similar events have often raised this same questions in my mind. With the role of the radio officer becoming almost obsolete by 1999, much emphasis is now placed on the role the Emergency Position Indicating Radio Beacon (EPIRB) plays in distress situations. It is one of the best devices invented, but since its launch the significant false alarm rate for the EPIRB device has been of concern. Today that false alarm rate still sits at almost 95%, with EPIRB activation often only being recognised by a crew when the Coastguard comes to offer their aid. Many crews even remain reluctant to test their EPIRB in case they do so incorrectly. Whilst the EPIRB continues to offer so much, it fails to involve those who are situated closest to the location of the distress and those arguably most able to provide the quickest response. When I retired in April 1998 I set out on a personal crusade to explore what else could be done to bring help to

Seafarers at Liverpool Seafarers’ centre with the Guard Receiver donated by Stan McNally Picture: John Wilson

seamen in distress. After many months of research, investigation and good old fashioned head-scratching, our Stanguard EPIRB Guard Receiver was designed, patented and produced for the ﬁrst time in 2002. Sitting quietly on the bridge, the Guard Receiver not only monitors the outputs of the vessel’s own EPIRB, but also those within an approximate radius of 15 nautical miles. Activation of any

EPIRB within that range triggers the receiver’s alarm and displays the unique hexadecimal code of the activated device. The crew are then able to quickly and efficiently respond, either confirming their own false activation, relaying or confirming a third party event to the relevant Search and Rescue (SAR) establishment, or offering assistance themselves if they are close at hand.

Recognition for our Guard Receiver came quickly. I received a Highly Commended Contribution to Safety at Sea award from the Minister for Trade and Industry in April 2003. Also in 2003, the International Maritime Organisation representative first used one to check new EPIRBs in Florida. Similar tests followed in 2004 and 2005. The device was also used during trials in Canada by Specpro and Techtest. We received many testimonials from satisfied purchasers saying that their purchase has been rewarding. Early sales of the Guard Receiver enabled us to repay several of the loans we had secured to help us finance the venture, but my own investments remain outstanding to this day, as do those of the International Transport Workers’ Federation. The ITF had so kindly supported us on the basis that its investment needed only to be re-paid if sales were healthy and sustained. In the years that have now passed since its launch, other receivers have also come to market, but they too seem hamstrung by one significant problem. Whilst a purchaser seems all too happy to buy an EPIRB, they seemingly fail to acknowledge the ethical responsibility they have for ensuring its correct operation, or for protecting the valuable time (and cost) of a SAR organisation responding to yet another false alarm. With most EPIRBs being positioned away from main crew areas, it seemed that ‘out of sight’ really does mean ‘out of mind’. Is the sea not the single community it once

My gratitude to Dreadnought medical service

Memorial to Titanic’s Joseph Bell is restored

Through the pages of The Telegraph I would like to thank Sandra Jones of the Dreadnought, and all the medical staff at Guy’s Hospital for their kindness, professionalism and dedicated care following my recent hip replacement there. ‘If you don’t want to lose it, use it’ C. WINTERTON mem no 084660

about the demise of the Titanic that Joseph F Bell and his brave band of marine engineers and It is well documented in books and records

engineroom ratings stayed down at their posts and ultimately perished there to keep the lights on during the Titanic disaster, so that as many passengers as possible might survive. Bravery indeed! In 2012, during the 100th anniversary of the disaster, Barrie Bell Hodgson was researching his family history and contacted Ann and Brian Freer, who are the owners of Farlam House, the family farm house where Joseph Bell grew up after his birth on 12 March 1861 until the family rented out the farm and moved to Carlisle in 1872. Barrie and Ann decided to work together on their mutual interest. Barrie being keen to find out as much as he could about a possible distant relative and Ann keen to research the history of her new home and her adopted parish of Farlam in Cumbria. They discovered that a memorial had been cut into Joseph Bell’s father’s gravestone honouring Joseph’s bravery. However, the Bell family burial plot was in an overgrown area of the old churchyard that was no longer accessible. Their first priority was to raise funds to rectify the situation and open up access to the memorial for the benefit of anyone who would be interested to see it. Consequently the Joseph Bell Memorial Appeal was set up and a website (www. josephbellengineer.wordpress.com) created to support it. g To help with the fundraising, the duo’s second priority was to co-write a book: Tarn To Titanic — Life & Times of Joseph Bell Chief Engineer. Some copies are still available at £10 each by

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was? One where we all took responsibility for offering the hand of assistance to those in need. I fear that until a false alarm activation becomes a fine-able event, such responsibilities will continue to remain unaddressed. In entering my 78th year, I fear that time is now catching up with me. As I ponder what my next steps should be, I look back with some pride in having achieved what I set out to do. The Standguard EPIRB Guard Receiver can reduce false alarm rates and it can alert other seafarers to distress events in their locality. But alas its use (or the use of similar equipment) is not a legislated requirement. So many individuals and organisations have helped me on my way, including dB Research, Technology Services, the Irish Navy , NUMAST, ITF, P&O, Caledonian MacBrayne, MCGA and Kinloss SAR to name a few. My sincere thanks go out to you all. We have recently given one of our new EPIRB Guard Receivers to the Seamen’s Mission in Liverpool to raffle or sell towards funds for that great Apostleship of the Sea. In signing off this article I would also like to say thank you and good luck to all seafarers. You play a massively important role in maintaining our global supply chains, and for that, and the sacrifices you make, you deserve far more gratitude than you currently receive. STAN MCNALLY Director, Innovation Technology UK Ltd www.stanguard.com

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Author profile sparked some happy memories Further donations to maintain the Joseph Bell memorial would be welcome

visiting the appeal website page http://josephbellengineer.wordpress.com/ tarn-to-titanic. An e-version is available in PDF format for a minimum donation equivalent to £5 via www.PayPal.com to billh@garden84.net and the charity will provide a download link by return. The book is a biography of Joseph Bell, recording the history of his family and their farm in Farlam, Cumbria, and his career with White Star Line where he attained the rank of senior chief engineer. Money raised from the sale of both book formats will go towards the conservation and maintenance of the memorial headstone, the Bell family plot and access to it in the old churchyard of St Thomas-a-Becket church in Farlam, Cumbria. John Lightfoot, chairman of UK-based Solar Solve Marine, became personally involved with the Joseph Bell Memorial Appeal when he read about it in the Cumberland News. He wanted to bring the appeal to the attention of people who are closely involved with marine engineering, the wider marine industry and seafarers globally, as well as individuals and organisations that he is in regular contact with through his business, so

he contacted Barrie and Ann with an offer to help them raise the necessary funds. Mr Lightfoot attended the re-dedication ceremony during a commemoration service in the old graveyard. The skilfully re-lettered, cleaned and re-sealed memorial stone, with a new location plaque sited nearby, is now easily accessible thanks to the cleared overgrowth and newly created footpath that is signposted; there is also an acrylic encrypted QR [Quick Release] plate for further information about Joseph Bell attached to the signpost. After unveiling the memorial, Mr Lightfoot spoke about Joseph Bell, the White Star Line and Titanic, followed by Edward Freer on his childhood, Toby Fretwell on his education, and Hazel Hartley on his family life. Further donations received by the appeal will enable further improvements around the site, including a noticeboard detailing the history associated with it, as well as ongoing maintenance to keep it in good order for the many people who are expected to visit the memorial once its existence becomes more widely known around the world.

Every so often something leaps out of the pages of the Telegraph to remind one of good times past. Page 31 of the May edition is one such instance — ‘A writer formed at sea’. In the article it refers to John Guy’s early career at sea. May I climb out of the woodwork and recall that in some companies in the 60s, cadets went to sea with a training officer overseeing their daily work, and in this instance on the good ship Clan Menzies. Some 45 years later, I still recall John Guy on his first trip proclaiming what a waste of time all the number crunching on paper involving log tables and the like was, and that within a in a few years we will all be using electric gismos to do it for us! The classic Dad’s Army saying — ‘stupid boy’ — may not have been expressed verbally, but in silence it may have been! Tough John, get number crunching, you have a Second Mate’s to work towards.

Some 10 years later, there I was with an electronic calculator, a computer but still with sextant in hand while the log tables sat on the shelf and thinking I had better retract my previous Dad’s Army thoughts expressed on that good vessel by one so young. How nice it is to see that, protests aside, not only did he get that Second Mate’s, but went on to Extra’s and an expansive career as well. They were good days to be at sea, in fact colleagues have thought them to be the best, when living standards aboard had been raised to a very comfortable level, time was allowed for a social life and there were still periods to chill-out in port before manpower cutbacks and containerisation started to hit. So, may we expect him to include those good days in his writings before they are lost in the annals of time? TONY WHITE mem 135733

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July 2014 | nautilusint.org | telegraph | 19

MARITIME POLICY

Delegates at the conference backed a Nautilus motion urging the IMO to improve marine accident investigation procedures around the world

A meeting of masters A

Concerns over criminalisation, ports of refuge and domestic ferry safety were high on the agenda at the 40th annual general assembly of the International Federation of Ship Masters’ Associations (IFSMA), held in Norway last month. Delegates at the meeting — representing 11,000 shipmasters in more than 60 different countries around the world — also backed a paper tabled by Nautilus International highlighting shortcomings in the current system of marine accident investigation and agreed a resolution urging the IMO to introduce mandatory requirements to ensure that all accidents are investigated independently, properly and that reports are made public. Nautilus senior national secretary Allan Graveson told the conference that the existing regulations contain a ‘get-out clause’ which enables ﬂag states to evade responsibility for investigating accidents if they consider the incidents will not result in changes to international conventions. Many ﬂag states exploit this loophole and there have been cases — such as the cruiseship Costa Europa and the livestock carrier Danny F II — where reports have not been made publicly available. In other cases — despite the availability of suitable subsea technology — wrecks are not examined to determine the causes of loss. As a consequence, Mr Graveson warned, valuable lessons are being lost and losses are put down to ‘human error’ rather than identifying the true underlying causes. ‘Circumstances compound together to make an incident in which somebody has to be blamed in order that other parties can walk away and continue their unsafe operations,’ he added. ‘The last thing that many people want is the truth, because it is far too embarrassing for them.’ During elections to the IFSMA governing body — the executive council — Nautilus assistant gen-

19_ifsma.indd Sec1:19

eral secretary Marcel van den Broek was re-elected to serve another term. In a keynote speech to the AGA, outgoing IFSMA president Christer Lindval voiced concern about the Sewol ferry disaster in South Korea. ‘It is an unwelcome fact that, apart from the Sewol, more than 2,932 lives have been lost in the last two and a half years and since 2002 there have been more than 100 disasters with passengerships in domestic trades,’ he added. ‘In my view, the time has come to step forward and take further action to improve the safety of passengerships, regardless of the nature of operation — whether international or domestic,’ Mr Lindval added. He said other priorities for IFSMA include the administrative burden on masters, fatigue, the workload created by ISPS, criminalisation and places of refuge. The conference approved a resolution expressing concern about the way in which South Korea’s president had referred to the Sewol’s master and senior ofﬁcers as murderers only days after the incident. It called for governments to refrain from criminalising seafarers before investigations have been concluded. Delegates also voted in favour of a resolution calling for SOLAS Convention passengership safety provisions to be extended into coastal states’ jurisdiction. IFSMA general secretary John Dickie told the meeting that the Association is bucking the trend by increasing membership — giving it a stronger voice within the IMO. It makes ‘interventions that count’ — most notably on passengership safety, he added. However, he warned, criminalisation continues to be a major problem — with masters often ending up in court accused of offences ranging from manslaughter, to pollution and drug smuggling. IFSMA is working with Seafarers Rights International to produce a DVD highlighting the issues, he added. Incoming president Hans

Nautilus played an active role in last month’s annual conference of the International Federation of Ship Masters’ Associations. ANDREW LININGTON reports on the debates and the decisions Sande, director of the Norsk Sjøoffisersforbund (Norwegian Maritime Ofﬁcers’ Association), said IFSMA needs to continue changing in response to the transformation of the shipping industry. Masters are often the ﬁrst to be criminalised as a consequence of the structural changes in ownership and operation, he warned, and one of the biggest challenges is that masters have lost the authority to take the decisions that need to be made.

Professor Kjell Overgaard told the meeting that there should be a change in the way that shipping approaches the issue of ‘human error’ in accident causation. ‘It is a common assumption that humans are the cause of most accidents at sea and they are seen as a liability rather than an asset,’ he pointed out. ‘However, the concept of human error does not

help risk management.’ A better analysis would include data in which the ‘human factor’ had resulted in positive effects, Prof Overgaard suggested. He described a study of DP operations in which ‘near miss’ incidents were examined to show how human intervention and improvisation in unexpected circumstances helped to prevent more serious accidents from taking place. In the high-risk offshore sector, DP operators often have less than half a minute in which to intervene when something goes wrong and much could be gained by assessing the way in which operators had been successful in recovering from a critical situation, he argued. ‘It is said that there are 600 critical incidents for every maritime accident,’ Prof Overgaard pointed out. ‘Observing nearmisses will allow you to see not

Nautilus senior national secretary Allan Graveson spoke at the conference Pictures: Andrew Linington

only how things went wrong, but also how they went right.’ In another presentation, delegates were warned of the growing risk of a major accident in polar waters as a result of the increased shipping activities in the region. Tor Husjord, of the Search and Rescue in the High North (SARiNOR) project, said emergency services are worried about the potential for a catastrophic incident. The project was established to identify gaps in SAR provision in the High North and to examine proposals for improving the coordination and execution of emergency operations. Mr Husjord pointed out that there have been accidents involving shipping in the area and he said SAR services face a number of serious operational challenges in the Arctic — including limited emergency resources, poor communications, frequently adverse weather and darkness for half of the year. He highlighted concerns about the difficulty of evacuating passengerships in such areas — and the risks that would face survivors in liferafts. Problems are compounded by the time it would take to mobilise resources, he warned, as well as the limited range of SAR helicopters. ‘Time is of the essence, but I am not sure if anyone is really prepared,’ Mr Husjord added. ‘And it will be a difficult task, no matter how well we prepare for it.’ Former Lloyd’s List editor Michael Grey also spoke about risk — explaining how perceptions have changed as society has become increasingly risk-averse. Although the shipping industry’s safety record has improved dramatically, he said seafarers often face significant risks in their daily lives. Ship masters and officers are being pressed to do more risky things with their ships — including entering ports with minimum clearance or going close to the coast to give passengers a good view — and are being exposed to the unrealistic demands of char-

terers and terminal operators. ‘Plenty of people will secondguess the master or even overrule him, but will not take the responsibility,’ Mr Grey pointed out. The conference also heard concerns from Japanese delegates about the case of the chemical tanker Maritime Maisie, which was forced to spend a total of 113 days adrift at sea following a severe collision and fire last December, before being allowed into a port in South Korea. Delegates approved a resolution noting with concern that the Japanese and South Korean governments had refused to give a place of refuge to the ship due to the hazardous nature of its cargo and the severe damage to the hull — despite the risk of an environmental disaster if it broke up and sank. The motion strongly urges coastal states to respect the IMO guidelines and to ‘determine without any undue delay places of refuge for ships in need of assistance’. Another presentation which generated discussion among delegates was made by Captain Dimitar Dimitrov on the subject of multinational crews. Noting the huge decrease in the number of ships operating with a single nationality crew, he warned that the process has had a particularly strong impact on social interaction. ‘Nostalgia for the olden times will not help us,’ he stressed. ‘We live in the modern world. Shipping is becoming more international and the future lies in the use of multinational crew members.’ However, Capt Dimitrov argued, it is important that measures are taken to mitigate the effects of isolation and associated demotivation on mixed nationality ships, and he hoped the Maritime Labour Convention would have a positive influence. ‘More social welfare will persuade crews to gather again in the messroom in their rest time, to watch films together, and to play some games so the stress and workload onboard could be reduced.’

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20 | telegraph | nautilusint.org | July 2014

MARITIME TRAINING

I am an elected member of the Honourable Company of Master Mariners at HQS Wellington, a London Livery Hall. After a year’s pre-sea training, where the Warsash directors were ‘Cape Horners’, my sea career commenced onboard P&O’s Bendigo. Life onboard was a vestige of the days of Kipling, with Indian crews, Goanese stewards, silver service and punka louvres! I assimilated the considerable Merchant Navy heritage of practical seamanship and navigational skills, some of which were labour intensive and time consuming. Fixing the ship by stellar and solar observations remains an art and valuable skill. Such skills can be passed on by experienced seafarers, where there is sufficient investment in cadet training. During my time at sea, the applications, as well as spectral implications of computer systems have manifested themselves through GPS, integrated bridge systems, ECDIS, information technology and dynamic positioning. However, to avoid over-reliance on such systems, the practice of reverting to basic principles should be a training requirement. After gaining my first mate’s certificate, I was selected as a P&O fleet recruitment and training assistant manager ashore and cadet instruction officer at sea, in the days when there were 400 cadets throughout the P&O Group. Since then, I have always had a great interest in training, an essential quality to make the scheme work. The RFA sponsored my Master’s certificate in 1981. HQS Wellington’s curry lunches are very convivial occasions, and at one of these I had the honour to be asked if I would accept a role as mentor. I find it very refreshing and a privilege to be allowed to draw upon my very varied sea and maritime shore experience, while discussing a wide range of possible subjects that interest our enthusiastic new entrants to the Industry. If I have been of service, then this is my reward. Samuel and I met for the first time onboard HQS Wellington, when he was sworn in before the Master, Wardens and myself, on Friday 30 November 2012. I have subsequently provided updates to the education and training committee on Samuel’s progress about every three months. While Samuel was at the Blackpool and Fylde College (Fleetwood), I learned he was studying stability, so volunteered practical experiences. My high calibre mentee achieved 100% for his assignment! The scheme provides impartial advice, from experienced seafarers, on a personal level. Career advice is generally absent within shipping companies, unlike the Royal Navy, since commercial

Safety Training Resources Education Assets Management 20_mentors.indd Sec2:20

Mentoring schemes are being promoted as a positive way to pass on knowledge and experience within the maritime sector. Nautilus Council member MALCOLM GRAVES and his ‘mentee’ SAMUEL McDOUGALL describe the benefits of the programme run by the Honourable Company of Master Mariners…

Samuel McDougall (left) and Malcolm Graves on HQS Wellington, which is permanently moored on the Thames in central London

employers prioritise business interests. ‘For now we see through a glass, darkly...’ is a dilemma best resolved by the mentor. Hence, approximately 200 associates/apprentices have appreciated this advantage to date. Cdr Malcolm Graves, Member, HCMM, Nautilus International liaison officer and Council member.

As a mentee, I commenced my Merchant Navy career in March 2012, after gaining a BA in history from Liverpool University and a ﬂeeting ‘stint’ in the Royal Navy. I am sponsored by P&O Ferries, on Irish Sea and Dover/ Calais routes, and I will return to college for OOW orals preparation, next October, at the end of my cadetship.

I ﬁrst heard about the HCMM during April 2012, on phase one, Fleetwood. We were all bustled into a classroom for an HCMM Associate Scheme presentation. After about three minutes, I knew I had to get involved. During my induction, I did not really know what to expect. It was a fantastic experience to be welcomed ceremoniously into such a prestigious organisation. Having met my mentor, Malcolm Graves, at Euston station, we enjoyed a coffee, whilst getting to know each other. The day began formally with a reception on HQS Wellington’s quarter deck, followed by an induction ceremony, when The Master, robed in his blue gown and fur collar, asked me to sign the Company’s Register and pre-

“

…there is little out there which formalises mentoring at cadet level and provides continuity of support throughout a seafaring career

Stream Marine Training Providing calm in stormy seas www.streammarinetraining.com

”

sented all inductees with their HCMM neckties. These had to be donned immediately, as a part of the ceremony. Fortunately, the Double Windsor knot was managed, under pressure from an audience! From there we enjoyed yet more champagne, by way of celebrating our induction, followed by a tour of the Wellington and the Company’s famous curry lunch. Since my induction, the Associate Scheme has contributed significantly to my professional development and training, during my career so far. The subject of mentoring has been highlighted recently by commentators from within the Nautical Institute. However, there is little out there which formalises mentoring at cadet level and provides continuity of support throughout a seafaring career. I feel that the Associate Scheme holds a unique position within the industry. I am required to update Malcolm on my progress on a regular basis throughout my career, and attend at least one event onboard Wellington annually, if possible, as well as keeping a journal of my experiences at sea during my cadetship, and beyond. In return, I am able to draw on the experience of a Master Mariner, with a wide-ranging and varied career. Malcolm has been able to advise me on professional study topics, and offer guidance on problems relating to the traditional difficulties of a seafaring life. The fact that Malcolm is able to advise on these issues, from a position that is completely impartial and removed from my own shipboard environment, is another great benefit of the Associate Scheme. Involvement in the Honourable Company is also a great professional networking tool, especially as I am now nearing the end of my cadetship and will soon be looking for employment. Little careers guidance is given to cadets. Consequently, many have to face the uncertainty of sponsoring companies, under no obligation to provide later employment when tonnage tax incentives and SMarT funding have ‘dried up’. I have recently been discussing career routes with Malcolm, at length, and it is proving absolutely indispensable advice. Moreover, involvement in the scheme really has provided an incentive for me to progress my career to Master’s and as a Member within the Honourable Company. My contemporaries within the scheme are all committed to achieving similar goals, and to be connected with such a group of people has been really encouraging. I would not hesitate to recommend the scheme to similar candidates. Cadet Samuel McDougall, HCMM Associate.

Personal Safety & Social Responsibility Personal Survival Training Fire Prevention & Fire Fighting Elementary First Aid Medical Care Basic Safety Training Week

18/06/2014 17:05

July 2014 | nautilusint.org | telegraph | 21

SWISS BRANCH

Examining the burden of burn-out The Swiss Branch seminar reveals the truth about the increasing levels of stress experienced by Rhine captains

Attendees at the Nautilus Swiss branch conference were unsurprised to hear that there is no such thing as a workplace free from burden, and that these burdens can be stressful. But human resources physiologist Dr Stefan Poppelreuter pointed out that what we deem to be unendurable stress — which is harmful to health — varies greatly. ‘To me techno music sounds like the entrance to hell and being in a nightclub listening to techno music would be incredibly stressful,’ he explained. ‘However, my children believe it to be the greatest thing ever invented so they would obviously not find that a stressful situation.’ Dr Poppelreuter explained that this concept was an important consideration for the workplace as one individual may find a situation or task stressful which another colleague does not see as an issue. But he also noted that we all need some level of burden or stress in our working lives in order to challenge ourselves, and remain positive and active. Dr Poppelreuter’s organisation TUV Rheinland conducted a series of interviews with captains working on the Rhine to find out the levels of stress involved in the job and how it had changed in recent years. The research highlighted that competition in the sector is intense and has increased over the last few decades, and what is required of those working the ships and barges on the inland waterways has changed considerably. ‘They now have to come to grips with new technologies, larger barges, tighter deadlines and more traffic,’ he said, ‘whilst at the same time the physical work has declined. ‘For employees, these changes are associated with an increase in stress factors, in particular mental ones but often also — as a consequence — physical ones. The skills and capabilities learned years ago at school or in an apprenticeship are no longer sufficient or have lost the importance they once had.’ However, Dr Poppelreuter explained that these changes do not always lead to an increase in stress, and all stress is not negative. ‘Shift working is not stressful per se, a big workload is not always a problem and the challenge of using new technology does not have to be negative. It all depends on the individual’s perception. ‘Stress can develop when a job changes if the individual begins to feel they cannot cope with the demands of the job because they are too tired from the workload, or they don’t have the skills or equipment they need,’ he added. ‘There are also contributing factors like the workplace and the job itself. If you work in constant fear of losing your job or not being paid your wages, then your ability to tolerate other stresses will decrease. Whereas if you like your job, your work colleagues and your bosses, you are less likely to suffer. ‘Some workers may even see these changes to their workplaces or an increase in the use of technology as a challenge and an opportunity to develop which they see as positive and therefore not stressful in themselves.’ Dr Poppelreuter went on to explain that burnout resulting from unendurable stress had become an over-used term in everyday life and people need to be more aware of what it actually is, how it develops and what the effects are. ‘Burn-out is physical and physiological in nature.

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Dr Stefan Poppelreuter, human resources physiologist at TUV Rheinland explains his company’s research

It has a mental effect but also a physical effect on the body, triggering symptoms of fatigue, feelings of anxiety and aliments such as stomach ulcers. ‘It is something that develops over several months. If someone has a heavy weekend and comes into work on Monday morning complaining of burn-out they are just tired, not suffering burnout. ‘It is also something that happens to enthusiastic people who were previously happy in their work. If someone is generally negative or unhappy they are unlikely to suffer burn-out in the same long-term way. It happens mainly when someone who was very positive about their job suffers a succession of burdens and added stress which leaves them feeling like they no longer have the ability to do their job. ‘It is not simple to recover from,’ he added. ‘Once burn-out has occurred the person will be unable to do many of the tasks they had previously

Members, inland waterways professionals, employers and government officials all attended the seminar held after the Swiss Branch Conference which examined the health risk of stress Pictures: Debbie Cavaldoro

undertaken before the additional load was added. Therefore, it is not as simple as just taking away those additional burdens. The person could take a number of years to fully recover — if they ever recover to the extent that they were working before. They will certainly need physiological help as well as the physical recovery.’ Dr Poppelreuter said that the interviews they had conducted revealed that communications issues were one of the major new sources of stress on the river. As well as travelling through a number of countries, captains were working with crew from a wider number of nationalities, with different language abilities. Many added that the skills and qualifications of some ratings was also a source of stress, as they are often having to check the work that is being done by others as well as carrying out their own duties. The interviews also revealed that technological developments are having a negative impact on inland waterways workers and adding to, rather than reducing, the workload. ‘We were told by captains that they now receive large amounts of data onboard and they were not always sure how to interpret it, or how trustworthy it was,’ added Dr Poppelreuter. ‘For the captains we interviewed, the number of these advances was becoming a burden, as they spent time working out what technology they should invest in and how to use it.’ Dr Poppelreuter concluded that the best ways for burdens to be reduced so that staff were not at risk of stress or burn-out, was for unions and companies to work together to change working practices and ensure that the most useful and relevant developments are implemented. Not just introducing change for the sake of it, and not just rejecting change without understanding the implications of it. ‘We need to see both sides creating the best possible conditions so that efficiency can be realised and not negatively impacting on crew. By asking what can be done economically to improve safety, a solution can be found that benefits both the worker and the employer,’ he said. The second speaker at the branch seminar was Professor Mike Barnett from Warsash Maritime

The pressure placed on captains and crew working on the Rhine has increased dramatically in the last 20 years. More challenging onboard technology has led to a increase in the levels of stress boatmen are under

Academy in the UK. He also spoke on the issue of stress, but focussing on how fatigue — one of the factors of burn-out — and how it had been measured in the recent Project Horizon study to ﬁnd out the long-term effects of seafarers’ working patterns. Prof Barnett gave a recap of the study, which Nautilus and several members had been extensively involved in, and then explained how the project had evolved. The study found that more people had periods of micro-sleep during six- on/six-off shifts than four-on/eight-off. On the 6/6 on average more than 50% of participants experienced microsleep whilst around 30% did on the 4/8 pattern.

Prof Barnett is now involved in a further study, named Martha, which examines the long term effects of fatigue and how predicting tiredness levels can help maritime employers to employ shift patterns which are the most effective. Martha is also the name of new software developed to record seafarers’ tiredness after an original model developed by the Stress Research Institute in Stockholm for the aviation industry called ARTUR. Martha the software analyses sleep curves (the levels of tiredness and recovery) to predict how long it takes to recover from any period of activity and one strand of the project encourages employers to use the software to predict tiredness levels of crews on different shift patterns to see if they can be changed to improve or maximise crew effectiveness. ‘I must warn everyone it is a prototype, so it is not totally user-friendly but it does give results which can help employers and crew onboard understand fatigue and its effects,’ Prof Barnett added. Another part of the project involved conducting hundreds of interviews in Europe and China to see if there are any cultural differences in the way the seafaring industry around the world views fatigue and its effects, to see if any lessons can be learned there. The final area of the new project is encouraging seafarers to keep sleep diaries on a longer term basis, whilst actually on ship, to look at the long term effects of not getting eight hours of sleep (the recommended amount for full recovery) when onboard. ‘We are asking seafarers on a variety of ships to complete a diary on a weekly basis which records their levels of sleepiness. It also asks them about any changes in their relationships with colleagues and how they feel about their work, which is similar to the research on burn-out as it shows how fatigue can builds and affect a seafarer’s entire working life. This continues until July when we analyse the results. ‘And finally, we also have seafarers wearing watches which measure activity. If the person is up and about the watch records that there is activity; it then gives a flat line when they are resting. This will then be analysed to see how much seafarers are actually able to sleep during rest periods, or whether, as we suspect, it takes a while to get to sleep. This has big implications on fatigue,’ he added. ‘Especially for those on 6/6 shifts, it could mean that seafarers are only getting four hours or less of quality sleep in any rest period. The long term impact of this will be interesting to see.’ g Prof Barnett is encouraging anyone interested in taking part in these further studies to visit www.project-horizon.eu

18/06/2014 18:32

22 | telegraph | nautilusint.org | July 2014

SAFETY AT SEA

The loss of large numbers of people at sea has, sadly, been much in the news lately. The disappearance of Malaysian Airlines Flight MH370 dominated the headlines in March, and then there was the tragic case of the Korean ferry Sewol in April. Everyone remembers the abandonment of the Costa Concordia in January 2012 — and Nautilus members will also recall the loss of the Rabaul Queen just three weeks later. More than 230 lives were saved in that case by merchant ships. The International Maritime Rescue Federation (IMRF) has in progress a project to improve mass rescue operations. A major conference on the subject was held in Gothenburg, Sweden, on 1-3 June. More than 120 search and rescue (SAR) and shipping industry professionals attended, from 27 different countries. Hundreds more watched live webcasts from the conference. The IMO defines a mass rescue operation as ‘characterised by the need for immediate response to large numbers of persons in distress such that the capabilities normally available to the SAR authorities are inadequate’. In other words, there is a ‘capability gap’. Different incidents or accidents can result in a mass rescue operation — but one thing they have in common is that they are too big for the SAR services to handle routinely. This sounds like an argument for improving global SAR services — and that, indeed, is the primary aim of the IMRF. But one of the challenges of a mass rescue operation is that it is rare. That’s a good thing, of course. But it does mean that no one can justify keeping enough dedicated SAR resources on standby just in case such an operation is needed. There will always be a ‘capability gap’. This problem, the IMRF says, can be addressed. The crucial first step is to recognise that it exists — that a mass rescue operation may be needed — and it may involve you, your ship, or your organisation. You should therefore be as prepared as you can. The next step is to plan. This should not be done in isolation. Planning should be led at the national or regional level, and it should include as many of the likely responders as possible. This obviously includes the emergency services but it also includes those who may be called upon to help fill that ‘capability gap’. The Gothenburg conference agreed that there are essentially three ways of doing this. First, emergency response organisa-

Life and death issues in focus The challenges facing merchant ships trying to rescue survivors at sea was high on the agenda at the International Maritime Rescue Federation conference last month. In this special feature, IMRF secretary DAVID JARDINE-SMITH reports on the proceedings — which included what is thought to have been the world’s first simulator-based mass evacuation exercise…

Rescue vessels are pictured taking part in the SAR operations following the capsize of the South Korean ferry Sewol off Jindo in April. A total of 476 passengers and crew were onboard the ship when it sank in sight of land, and 172 people were rescued. Divers were still working to recover bodies from the wreck in mid-June Picture: Kim Kyung-Hoon /Reuters

tions should cooperate locally and regionally, so as to be able to ‘raise their game’ when needed, sharing resources and ensuring that enough trained people are ready to respond. Second, more thought should be given to providing onboard support in some situations. If a passengership is disabled, for example, but able to remain

afloat and upright, it is better to provide assistance aboard the ship until she can be brought into port than to try to take everybody off her at sea. The third way of filling the gap is to find additional resources, which usually means ‘vessels of opportunity’ — shipping in or near the area of the accident at the time.

The obligation to assist people in distress at sea is a long-standing one and it is hoped that ships’ actual ability to assist will be improved by the new SOLAS regulation III/17.1, which comes into force on 1 July. This requires all ships on international voyages to ‘have ship-speciﬁc plans and procedures for recovery of persons from the water’. The ability of ships to pick people up is often crucial to the maritime mass rescue process —

“

Delegates at the IMRF’s third conference on mass rescue operations, held in Gothenburg, were able to witness trials of ‘ark’-type liferafts Picture: IMRF

22_imrf.indd Sec2:22

…emergency response organisations should cooperate locally and regionally, so as to be able to ‘raise their game’ when needed…

”

and there are improvements to be made here, as Mohammad Mobarak Hossain reminded the Gothenburg conference. Last year Mobarak was second ofﬁcer of the cargoship Hope when she was abandoned after developing a heavy list off Thailand. He spent over 40 hours in the sea, and was badly injured by ships trying, and failing, to rescue him before he was eventually recovered by the Royal Thai Navy.

and Andrew Winbow, International Maritime Organisation assistant secretary-general. The conference delegates did more than just listen to presentations, however — excellent though they were. It is a tradition of IMRF conferences that people can get ‘hands-on’ if they wish, and this year delegates were able to gain first-hand experience of recovery from ark-type liferafts — and of a simulated mass rescue operation. The latter took place in the multi-bridge simulator operated jointly by Chalmers University and the Swedish Maritime Administration, and is believed to have been the first simulatorbased mass rescue exercise anywhere in the world. Delegates were also able to explore the developing online IMRF ‘reference library’ of mass rescue operations guidance. This is another aspect of the IMRF’s project: providing a toolbox for use by people preparing their organisations for these immensely challenging events. The full library will be launched at the World Maritime Rescue Congress in Bremerhaven, Germany (1-4 June 2015), and is designed to be a dynamic planning resource, gathering and sharing people’s experience of mass rescue operations. The delegates at the Gothenburg conference played a significant part in IMRF’s project to improve mass rescue response, contributing their own experience and ideas in an ‘open space’ discussion forum. As well as feeding into the guidance in the online library, the results of this forum will help inform the mass rescue operations workshops the IMRF provides to planners around the world. Good communications are key to successful emergency response — and they are key, too, to successful planning for such rare but extremely challenging events. Through their workshops, the developing library of guidance material, and conferences such as that in Sweden, the IMRF is contributing to a life-saving debate. g If you would like to know more, and perhaps join the conversation, please visit www. international-maritime-rescue.org or email info@imrf.org.uk

Other illuminating case studies were presented to the conference — including accounts of successful recoveries by merchant ships. Sirio Faè spoke for the Italian Coast Guard on the SAR operation following the stranding of Costa Concordia, and Paul Culver of the US Coast Guard gave an account of the major live ‘Black Swan’ exercise in the Bahamas in 2013, based on a cruiseship emergency. Other speakers gave the passenger shipping industry’s perspective, and spoke on such subjects as inter-governmental cooperation, the coordination of at-sea and shoreside responses, and applying the lessons of accidents to maritime training. Keynote addresses were given by Dan Sten Olsson, owner of Stena AB,

Modelling the latest in maritime survival wear for conference delegates... Picture: IMRF

18/06/2014 17:43

July 2014 | nautilusint.org | telegraph | 23

MARITIME CAREERS

Researchers involved in the EU’s KnowMe project developed training materials to help multinational crews to build cohesion and combat communication problems and cultural differences Picture: Know-Me project

Three-year EU project looks at ways to make seafarers’ lives better and develops a package of resources to improve the industry’s recruitment and retention

EU study seeks to save maritime know-how I

A major three-year European Union project to examine the importance of the human factor in the shipping industry has concluded with a series of reports recommending measures to boost the recruitment and retention of maritime professionals. The €1.5m KnowMe project — which involved researchers from six countries across Europe — considered issues including the image of the industry, the reasons why seafarers start and finish their seagoing careers, and the importance of good onboard living and working conditions. Nautilus members have been invited to give expert feedback on some of the resulting initiatives — which include a new e-portal that seeks to raise awareness of merchant shipping and the careers offered in the maritime sector. KnowMe was established in line with the European Commission’s maritime transport strategy for the period between 2009 and 2018 to consider such subjects as the future prospects for the supply and demand of EU maritime professionals, both at sea and ashore. In an opening speech to the project’s final conference, Giancarlo Crivellaro, from the European Commission’s transport directorate (DG MOVE), said EU transport ministers have recently reaffirmed their commitment to increase employment in the maritime sector. But, he cautioned, there are many reasons why seafarers abandon their sea-going careers — including fatigue, excessive workloads, criminalisation, piracy and poor communications with friends and family. Europe faces a challenge to

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attract young people to shipping, to improve the image of the industry, increase the retention rate and enhance living and working conditions at sea, he added. The scale of the challenge was described by Enrico Lobrigo, from Jacobs University in Germany, who warned of evidence showing that around 135,000 officers and 74,000 new ratings need to be trained between 2010 and 2020 to prevent a skills shortage. On current trends, he pointed out, the deficit is expected to total almost 8,000 officers and more than 29,000 ratings by the end of this decade. Although five of the top 10 global seafarer labour supplying countries are EU member states, Mr Lobrigo said there has been a marked decline in the number of trainees in traditional seafaring nations. In Germany, the number of students starting nautical studies courses this year was less than two-thirds of the total of available places. ‘If this goes on this way, we are facing the risk that some of these maritime schools may just close because there are not enough students,’ he warned. But Mr Lobrigo suggested there could be a future for European seafarers — especially if shipping companies recognise their corporate social responsibility to invest in recruitment and training. And, he pointed out, the cost differentials with seafarers from newer maritime nations are narrowing. Researchers used feedback from more than 2,000 secondary school pupils in three traditional maritime nations — Greece, Norway and Sweden — to assess the way in which young people view the shipping industry and per-

‘e-portal’ developed by the project — http://go-maritime.com — which aims to provide a ‘one-stop online shop’ for information about the maritime sector. Features include sections describing life at sea, maritime career paths, contacts for shipping companies, ports, colleges, crewing agencies and social networks. The KnowMe project is keen to get feedback from serving seafarers on the content of the site.

Giancarlo Crivellaro, from the European Commission, and KnowMe project leader Alf Baird, from Edinburgh Napier University

ceive seafaring as a career. Dr Harald Hjelle, of Molde University College in Norway, told the project’s ﬁnal conference last month that the results of this survey showed that the young people had a generally positive image of shipping — somewhat higher in Norway than in Sweden and Greece — and with little differences between genders. The importance of the industry was recognised, Dr Hjelle pointed out, and young people saw seafaring as a career which offered decent wages, job satisfaction and possibilities for

career advancement. However, the research also identiﬁed that the industry would need to do more to address issues such as family life, risks and employeremployee relations to improve its image further. Dr Hjelle said data from the survey — which also analysed the impact of inﬂuences such as parents, friends and home town on views about seafaring careers — could be used to create long-term recruitment strategies and these should be coordinated across Europe. One step towards this is the

Other research identified the need not just for traditional seafaring skills but also the increasing requirement for ‘soft’ and non-technical skills in response to such factors as the extra administrative responsibilities arising from new regulations and policies, as well as changes in company ownership. And a key part of the project included an analysis of the impact of the growth in multinational crewing — in particular the effects on shipboard teamwork and communications. Noting that around 80% of merchant ships are multi-ethnic and multilingual, the study identified the ‘surprising’ scarcity of cross-cultural training for seafarers working in such a diverse industry and pointed to the lack of a common and universal policy on the issue of cross-cultural competency among maritime professionals through education and training. With more than 10% of ships operating with crews composed of five or more nationalities, breaking down cultural barriers is crucial for effective communications and cooperation in the multinational and globalised maritime working environment, the study argues. Proper training for seafarers will not only benefit safety, it suggests, but will also

help to improve onboard social and working life, build cohesion among crews and address issues such as leadership, management, giving and receiving orders and reducing the risk of misunderstandings. As part of the project’s assessment of cross-cultural training needs, the researchers developed a ‘cultural roadmap’ — a booklet which aims to help seafarers develop ‘new norms of interaction’ through an understanding of the significance of differences between cultures onboard and to appreciate how these may lead to different behaviours in specific situations. A cross-cultural e-training course was one of three free packages developed through a training needs analysis conducted by the KnowMe researchers. Aimed at existing and potential staff at sea and ashore, the courses also cover maritime logistics & supply chain management and environmental management. The KnowMe project also evaluated the current status of integration between maritime education and training institutions in the 11 largest maritime labour supplying EU member states. While researchers found that there is cross-border collaboration within Europe on research and development projects, they concluded that the overall exchange of knowledge between MET institutions is low and suggested that a more formalised network of collaboration would benefit colleges, students and maritime professionals. The study also found that the predominant focus of MET is on operational jobs at sea, with limited opportunities for seafarers seeking to update skills for a job ashore.

18/06/2014 17:05

24 | telegraph | nautilusint.org | July 2014

SEAFARER COMMUNICATIONS

Move with the times or lose us! Large-scale international survey shows maritime employers are still not consistently investing in the communications technology needed to keep their crews in touch with friends and family — so seafarers are increasingly voting with their feet…

Shipping companies need to do much more to provide seafarers with access to affordable and reliable communications onboard, according to the results of a major new survey. Good quality crew communications are becoming increasingly important as fewer seafarers get the chance to go ashore, and technological advances offer the opportunity to deliver ‘massive positive change’ to life at sea, the 2014 Crew Communications Survey concludes. Based on feedback from almost 3,000 seafarers of more than 30 different nationalities, the study points out that crew communications are now a major factor for recruitment and retention, and it warns owners that there are growing regulatory, commercial and welfare reasons why they need to provide decent access. Published by Futurenautics Research, the survey notes that the Maritime Labour Convention 2006 requires seafarers to be given ‘reasonable’ access at ‘reasonable’ cost to communications facilities. But the research showed that only 56% of seafarers have access to crew communications either always or most of the time onboard, and 6% say they never have access. Although it notes improvements in connectivity rates since the last survey, the report says that 50% of seafarers do not consider access has got better during the past two years. ‘This perception is perhaps a function of the fact that land-based connectivity is accelerating at such a pace that, despite its improvements, shipping continues to be left behind,’ it adds. The need for good shipboard communications is underlined by the fact that 54% of seafarers reported

Pictures: Danny Cornelissen

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that they are rarely able to go ashore and 22% say they never go ashore while their vessels are in port. Around 38% of port calls are less than 12 hours and only 25% of seafarers in the survey said that they used shorebased services while in port. The research revealed remarkable variations in access to communications across different ship types. It showed that seafarers are spending an average of US$134 a month on communications while at sea — but warned that complex pricing structures mean many have no idea about what they are being charged for. The report points to evidence suggesting that the cost of providing crew communications services has reduced — particularly telephone calls — but questions whether ship operators are passing on the reductions to seafarers. Almost 40% of seafarers said they had internet access onboard — and the report describes this ﬁgure as encouraging. ‘Even more signiﬁcant is that 50% of those crew members are given access free of charge by ship operators,’ it adds. However, the survey showed ‘striking’ differences between sectors. The percentage of crew reporting never having access to communications was as low as 1% in the car carrier sector but as high as 13% on containerships — and the container and bulk sectors were shown to provide the lowest levels of crew connectivity. Internet access averaged 36% across all sectors. Seafarers on passengerships and offshore vessels — with relatively high levels of VSAT and Inmarsat FleetBroadband systems — reported close to 70% provision, against barely 20% for bulkers and boxships.

The survey respondents — 61% officers and 39% ratings — said that the standard of crew comms onboard ships is an increasingly important issue for recruitment and retention. Almost 70% said the level of shipboard services influenced their decisions on which company to work for. Telephone is still the most common form of crew communications service provision, with 76% of seafarers on average having access. In some sectors, such as general cargoships, however, almost onethird of respondents still have no access to a telephone. Text-only email is the most common form of internet-based crew communications — provided on average to 48% of respondents, with significant variations between sectors. Even though telephone voice calling is the most popular service among seafarers, it is provided free by only 6% of operators. ‘As a result, this IT literate workforce is solving the problem by using Internet access for VOIP and video chat, as alternatives to expensive satellite telephone voice calling,’ the report points out. The complex charging systems are a major frustration for seafarers, and the survey showed that the most important thing that crew want to see in the future is free port wi-fi. ‘There is undoubtedly potential for communications providers to develop new VOIP and video calling products,’ the report adds. ‘IP satellite systems may be high-tech, but what seafarers want from them overwhelmingly is a cost-effective way to speak to, and see, their loved ones.’ Seafarers did, however, point to some downsides from improved crew comms. Just under half — 46% — believed better access had reduced social interaction onboard. Concerns were also raised about increased levels of fatigue as a result of accessing services during rest periods, poor focus caused by a lack of contact from family or bad news, and crew members being distracted by using communications services on watch on the bridge whilst at sea or using mobile phones during loading and discharge operations in port. Worries were also voiced about unauthorised communications, including both the malicious and accidental transmission of company or vessel information — including giving away the position of the vessel as it was transiting a piracy risk area. Of the 22% of respondents who felt that crew communications had affected safety onboard the vessel, more than half — 54% — believed that it had impacted safety in a positive way. However, this varied according to rank — with 62% of ratings believing there was a positive impact compared with 46% of officers. Other key findings include: z the most common place for crew to access communications services is still on the ship’s bridge, with the second most common place now in the crew member’s cabin z the majority of services are accessed by crew no more frequently than once a week, other than text-only email and the internet, with the majority of crew (56%) using these on a daily basis z only 17% of crew access phone services on a daily basis — primarily as a result of cost and access — but crew use the telephone more than any other service provided

69% ACCESS to c 72% Laptop 54% Smartphone 49% External hard-drive

in their dec they work f

Devices taken onboard

48% of respondents now have internet access whilst at sea Almost 50% of them are getting it FREE of charge

NEVER have access to crew co z the main factors limiting the use of crew communications continue to be cost (49%), privacy and — where limited bandwidth exists — quality of service z if crew could choose one free service, it would be free internet access. 77% of respondents chose this with the results consistent across all age groups and ranks z 42% of respondents had undertaken some form of computer based training (CBT) on their last vessel — usually related to either safety or security z seafarers carry a lot of technology/communications

18/06/2014 17:39

July 2014 | nautilusint.org | telegraph | 25

SEAFARER COMMUNICATIONS

‘BYOD’ package offers way forward for crew welfare which enables seafarers to bring their own equipment F onboard for voice and data communications from their Airbus Defence and Space has launched a new service

vessels. The BYOD (Bring Your Own Device) package combines the latest wi-fi technology standards, a set of free apps and the newest version of the XChange communications management platform, allowing smartphone and tablets access to a vessel’s VSAT and MSS (Mobile Satellite Services) links. Airbus says the BYOD service enables crew to use their own devices onboard for voice and data communication seamlessly with Pharostar VSAT, FleetBroadband or

Iridium OpenPort. The package is more cost-effective than traditional cellular solutions for maritime, it adds, and also comprises hardware and service support, without any additional or hidden costs. ‘This package of new functionality helps shipowners to enhance their crew welfare programmes quickly and easily,’ said Tore Morten Olsen, the company’s head of maritime satellite communications activities. ‘In the crew survey we conducted, officers and crew expressed a desire for more personal access to connectivity. Our focus on BYOD is in response to this need for more privacy and comfort when communicating at sea.’

Technology can combat isolation, finds EU study friends and family ashore is A the most important reason driving Poor communications with

Crew who had comms onboard ALL or MOST of the time

S to comms is a factor decisions about who ork for

56% 46% Believed crew comms had led to REDUCED social interaction onboard

Crew Communications

seafarers in the decision to move to shore-based work, a new study has revealed. Research undertaken by the University of the Aegean and Edinburgh Napier University found that 37.5% of seafarers cite inadequate communications as the key factor for abandoning the profession, compared with 33.1% for separation from home, 22.6% for insufficient rest time, 18.8% for living conditions onboard, and 17.8% for excessive work requirements. The research was conducted as part of the European Union-funded KnowMe project to investigate the importance of the human element in the shipping industry. It concludes that communication facilities are a hugely important issue for recruitment and retention — with almost two-thirds of seafarers stating that it would be a ‘critical factor’ in deciding who to work for.

Shipowners need to do more to

22%

RARELY get ashore

NEVER get ashore when in port…

w communications ire ee he f

$133 SEAFARERS spend on average per month on comms when at sea

devices onboard, the majority taking multiple devices — 75% of crew choose a laptop onboard and 57% a smartphone z 81% of seafarers would be happy to allow access to their data in exchange for free internet access provision Improved connectivity may often be the result of a wider business decision to enhance operational efﬁciency and leverage better technology onboard, the report notes, but the survey feedback shows that it also

24-25_spread_comms.indd 25

results in happier, safer, more knowledgeable, and more productive crew. ‘The overwhelming message from this survey is that crew want to speak to, or see their loved ones on video, regularly and affordably,’ the report concludes. ‘Addressing that one wish would mean a massive positive change in the lives of seafarers. The industry has the technology to enable that — and increasingly not simply a moral and regulatory, but a commercial imperative to deliver it.’

Almost 28% of seafarers have no access to email at sea, and the majority of those who have access experience some sort of limitations related to privacy or data usage. Other barriers to communication cited by crew members while at sea are access to facilities (46.4%), cost (43.1%) and finding the free time (32.9%). Only 7.4% reported no barriers while onboard. Professor Ioannis Theotakas, one of the report’s authors, told the KnowMe project conference last month that the findings demonstrated the importance of communications in reducing the negative effects of isolation at sea. ‘We need to move towards an approach that considers the seafarer as a longterm investment,’ he added. ‘If the provision of such facilities is combined with a more coherent and visionary approach to the development and implementation of human resources management systems, retention of seafarers to the maritime industry could be increased substantially.’

A good return on investment embrace the potential offered A by the ‘maritime industrial internet’,

54%

The report is based on the results of a detailed questionnaire completed by more than 500 seafarers of 24 different nationalities — more than two-thirds of whom were officers. For 71%, seafaring had been their first choice as a career and 34.9% were very satisfied with their choice, 36.1% satisfied, 19.8% neutral and only 9.2% disappointed or very disappointed. More than 60% described onboard communications as extremely important to them and 97.3% said onboard communications had a crucial role in promoting the wellbeing of crew. Almost 84% said good onboard communications would encourage them to extend their tour lengths. According to the survey, 36.6% of seafarers have access to the internet at sea, 50.7% have email facilities, and 67.9% have satphone access. Personal cellphones (65.9%), onboard satphone (60.3%), cellphone SMS (43.8%) and onboard email (42.9%) are the most common means of communication with families.

says Inmarsat Maritime president Frank Coles. Mr Coles — himself a former seafarer — says radical advances in communications technology will deliver massive efficiency gains at the same time as improving crew welfare. Inmarsat’s Global Xpress Maritime service is expected to become globally available from the end of the first quarter of 2015, offering ship-to-shore highperformance download speeds of up to 50Mbps. The first satellite in the Global Xpress fleet will complete all of its testing this month, with the second and third satellites on schedule to be launched by the close of 2014. Mr Coles says the service promises to deliver a ‘gamechanging’ upgrade on Inmarsat’s FleetBroadband (FBB) — giving ships the same levels of performance and flexibility as at home or in the office ashore. ‘This will demand a change in mind-set for shipowners, who tend to fight every communications penny without

considering the value to be gained,’ he cautioned. ‘Today, communications represent less than 1% of operating expenditure for the shipowner,’ he adds. ‘The average merchant ship in our portfolio spends $50 a day on communications ship-to-shore.’ However, he stressed, a study by the Engineering Software Reliability Group had suggested that overall optimised efficient operations could save $1m per ship per year. ‘That is the context in which shipowners should consider that spending $50 more per day per ship will deliver 10 times more data 10 times faster.’ New systems could harvest data generated by the sensors that are already widely installed on ships in a holistic way, Mr Coles argues. Investing in communications will unleash the power of advanced analytics, so that data can be integrated, validated and analysed. Some early movers are awake to the competitive advantages available, Mr Coles adds, pointing to the new engine packages including remote monitoring/ equipment uptime or post-delivery ship care packages based on sensor monitoring.

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26 | telegraph | nautilusint.org | July 2014

MARITIME EDUCATION

From NEETs to navigators K

We are gathered at a Cowes marina as Craig Joplin and Jacob Fincham calmly describe how their young adult lives changed tack dramatically after taking the pioneering maritime training offered by the Isle of Wight basedcharity UKSA. ‘Five months ago, when I was released from the Portland Young Offender institution, I knew nothing about sailing or the sea – but now, after four weeks, I know how to plot my bearings and plan a sail from Poole to Cowes,’ says 20-year-old Craig. He explains how a chance recommendation from his support worker in Southampton introduced him to the charity’s Unlocking Potential course for young offenders and those at risk of reoffending, and changed his career aspirations. ‘After I was released I thought I would just take up my building work again, as that was all I knew. But being at UKSA has opened a potential career path for me, because I discovered I want to be on the water, and can wake up every morning getting paid for a job I love,’ Craig adds. Jacob, now aged 21, was one of the young unemployed people not in further education or training (NEETs) which the charity targets through its Change Direction programme. ‘UKSA was perfect for me and the courses are absolutely phenomenal,’ he says. ‘They really have a different approach to learning. It’s also opened up my eyes to the many opportunities available in the maritime industry, which as an island [nation] we don’t quite seem to appreciate.’ Growing up on the Isle of Wight, Jacob says he knew he ‘really wanted to do something outdoors for a living’. But he drifted out of school into various voluntary jobs before finding his niche through the UKSA Activity Leadership NVQ. Jacob is now a qualified watersports instructor — a job much in demand in the tourism industry — and is looking forward to finding his first winter season job abroad, preferably at a holiday resort in Dubai. Jacob and Craig are among several youth ambassadors

Pathways to a career at sea have been boosted by a UK maritime education charity’s plans to increase its pioneering youth development sailing programmes. Deborah McPherson went to the Isle of Wight to meet some recent graduates from the UKSA schemes…

UKSA youth ambassadors get encouragement from Britain’s first woman double gold Olympian Shirley Robertson Picture: UKSA

helping the charity raise its proﬁle and attract more young people onto the water. UKSA has been selected as the ofﬁcial event charity for Aberdeen Asset Management Cowes Week in August. The global investment group is the main sponsor of the famous sailing regatta, which celebrates its 50th anniversary this year.

Now 27 years old, UKSA was originally established as a sailing school by Noel Lister, founder of furniture retailer MFI, but is now ‘much more than a sailing academy’.

As well as the quality of the teaching, both Craig and Jacob pay tribute to the mixed-age campus where primary school children and those on the youth courses can rub shoulders and get inspiration from others in training, such as cadets and deck ofﬁcers, as well as experienced masters who sometimes take the vessel training simulation courses also offered on campus. CEO Richard Thornton explains the charity currently helps up to 9,000 young people a year from all over the UK in three key areas — schools and groups, youth development programmes

Craig Joplin, left, and Jacob Fincham say the UKSA scheme in Cowes has changed their lives for the better Pictures: Deborah McPherson

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and professional training courses. These include the only three-year superyacht cadetship in the UK, as well as various routes to Maritime & Coastguard Agency deck officer certifications. He says they now have plans for a 10-fold increase in youth development programmes — from 200 to 2,000 young people by 2017 — and hopes to raise enough money to enable every Year 6 child on the Isle of Wight to get on the water in the next year. Mr Thornton says the change of focus towards the education and training of young unemployed people was because their need was greater than ever. ‘Despite a small increase in employment generally, there are still almost one million young people not in education, employment or training,’ he explains. ‘With confidence, motivation and aspirations, we have seen that our programmes deliver extraordinary outcomes — 80% of young people on our Change Direction programme achieved a job, or moved into education or training, and less than 10% of the young offenders we have worked with have reoffended. Quite simply, that is why we want to grow our youth development programmes to work with 2,000 people in 2017.’ The charity also aims to ensure that 10% of its professional training courses — such as the three-year superyacht cadetship and other professional officer

certiﬁcation courses — have young people on them who are either funded for a bursary or through other means, Mr Thornton adds. For its youth development plans to succeed, UKSA needs to raise an additional £3m a year — as well as securing capital funding to invest in its sites. Therefore, it has launched a partnership with Aberdeen Asset Management and is looking for other partnerships to help it raise further funds. UKSA youth development director Simon Davies says the Change Direction programme is funded by the UK government as a NEET programme through its Flexible Support Fund (FSF) grant system. While it has currently reached its funding limit of €200,000 over three years — which Mr Davies admits ‘is a frustration as we were getting fantastic results’ — the charity is conﬁdent of sourcing alternative funding. The Unlocking Potential programme is funded through trusts, grants and the regional police force, adds Mr Davies.

ing and help with sea time before completing qualifications — such as Ocean Yacht Master or Ship Security Officer. Students then return to the industry for another period of sea time before completing their Officer of the Watch modules back on campus. Whilst UKSA doesn’t have fixed places set up within the superyacht industry, the awareness of the course is such that crewing agencies from ‘all over’ come to Cowes to interview the cadets for potential jobs, adds Mr Baggett. ‘Our staff also have industry experience. They not only train students but liaise with crewing agents and yacht captains for the sort of crew they want,’ he explains. UKSA has gone into partnership to fund some of its places with Trinity House and Seafarers UK, and has other types of partnerships with crewing agents, yacht management and insurance companies. Craig is hoping to be a bursary beneficiary so he can gain a yachtmaster qualification, with the ultimate aim of becoming a skipper in the Mediterranean or Caribbean. Jacob would like to return one day to the UKSA campus as a teacher because he loves the satisfaction of passing on knowledge to others — another about-turn for someone who ‘didn’t like mainstream education’. In the meantime, Jacob expertly ferries a gaggle of nautical journalists in an RIB out of the harbour in choppy seas and drizzle to one of the charity’s two 65m round-the-world class yachts. And as these media mavens hoist sail under the expert guidance of the charity’s instructors — and the watchful eye of Britain’s first woman double Olympic gold medallist Shirley Robertson — the thrill of what it is must be like for the students to achieve their first nautical skills is immediately obvious.

Yachting manager Richard Baggett says the comprehensive three-year sandwich superyacht cadetship package offered by UKSA is very much aligned to the industry. It incorporates a foundation degree qualiﬁcation, a commercial yachtmaster level qualiﬁcation and a huge amount of mentor-

Shirley Robertson explains UKSA’s role at the sponsored charity event for Cowes week

18/06/2014 17:06

July 2014 | nautilusint.org | telegraph | 27

MARITIME POLICY

Safe passage for seafarers? The UK has launched a ‘joined-up’ national maritime security strategy that is described as a ‘major step forward’ for the safety of ships and their crews. MIKE GERBER went to the launch event to find out more…

Launching what government claims to be the UK’s ﬁrst ever national strategy for maritime security (NSMS), shipping minister Stephen Hammond invoked the wartime words of Winston Churchill: ‘But for the Merchant Navy who brought us food and munitions, Britain would have been in a perilous state.’ As it would today, the minister acknowledged, ‘because the security and safety of our sea lanes and those that use them remain essential, because as an island nation without secure shipping, we would not have sufﬁcient food on our tables, goods in our shops, material for our factories, nor the energy needed to keep the lights on’. Mr Hammond told the launch event that while the UK needs to maintain maritime security, it also needs to respond to the changing nature of the threats it faces. As well as protecting trade routes, priorities include dealing with potential risks such as cyber attacks and threats to infrastructure at sea and ashore. The minister said the maritime risk assessment would be reviewed biennially to ensure it remains focused on the threats of greatest concern to UK maritime interests. Opening the event, Shell Shipping & Maritime vice-president Grahaeme Henderson, who chairs the UK Chamber of Shipping’s defence and security committee, highlighted some key statistics to show why ‘the safety and security of our seafarers is paramount’. Almost two-thirds of the country’s aviation fuel, 75% of its coal and 40% of the diesel and unleaded petrol used in its cars and lorries arrive in the UK by ship, he pointed out. The 55-page NSMA document details the way in which the UK will organise and deploy its national capabilities to detect, assess and manage maritime security challenges. It states that: ‘This strategy sets out a more holistic approach to maritime security than we have taken in

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the past, bringing together myriad government activity under a single governance structure.’ The signatures of the secretaries of state of four government departments — the Department for Transport, the Foreign Office, the Home Office and the Ministry of Defence — are appended to the document, which outlines five priorities: z promote a secure international maritime area where international maritime laws are upheld z help other nations develop their own maritime security z protect the UK and its overseas territories, their citizens and economies by supporting the safety and security of ports and offshore installations, and passenger and cargo vessels z assure the security of vital maritime trade and energy transportation routes z protect the resources and population of the UK and its overseas territories from illegal and dangerous activity

Armed forces minister Mark Francois said the UK’s maritime security interests extend far beyond its territorial waters — meaning that ‘questions of how to secure the global commons, how to maintain our open trade routes, how to protect our shipping lanes, how to uphold international law on the waves remain of profound importance to us’. Global population growth, climate change and piracy are among the challenges facing society in ensuring food and fuel supplies and protecting ‘those few worldwide choke points through which 95% of global maritime trade transits’. Mr Francois said the ‘landmark strategy’ aims to make the most efﬁcient use of resources by looking well beyond Whitehall’s walls, increasing interoperability between international allies, pooling intelligence and information, and bolstering joint capacity to ‘spot trouble on the international horizon and to

Maritime domain awareness: the Royal Navy patrol boat HMS Sabre standing guard over merchant shipping operating in the busy sea lanes off Gibraltar Picture: MoD

disrupt potential future threats before they appear’. Greg Kennedy, professor of strategic foreign policy at King’s College London’s Defence Studies Department, hailed NSMS as one of the first government documents to truly address maritime conditions strategically. But he wondered how the growth of private maritime security fitted into the UK strategy. What is key, Mr Hammond responded, is to ensure that private security is properly accredited and regulated, and guards have the right training, under supervision by the Home Office. Cross-ministerial group discussions were taking place about what that supervision should represent, and to what extent those guards should be in place, the minister added. ‘I think the key message is, if there is going to be work in this space, it has to be by reputable operators, it hasn’t got to be a blanket recognition that can operate at any one time,’ Mr Hammond stressed. ‘For instance, there may be some conflicts where the presence of those armed guards would be extremely unhelpful, with the overall potential to ignite an even worse situation.’

Implementation is key to new strategy Allan Graveson attended the F NSMS launch and gave a guarded

Nautilus senior national secretary

welcome to the initiative. Although there is nothing new in the substance of the NSMS document, Mr Graveson said the ‘joined-up’ approach to maritime strategy is a positive development: ‘At least they’re trying — let’s give some credit here,’ he added. ‘But unless they’ve got the necessary resources for implementation, it’s going to be extremely difficult.’ Mr Graveson warned: ‘In reality, unless you’ve got the necessary wherewithal, you can’t back it up. The Royal Fleet Auxiliary is an example of where ships can’t be put to sea because they haven’t got enough people. It’s a question of resources and commitment.’ Former First Sea Lord Admiral Lord West of Spithead echoed these comments at the launch event. While congratulating the government on producing the NSMS, he expressed concern about the dwindling numbers of British merchant seafarers — and

Piracy patrols: protecting merchant ships in high-risk areas remains a key role for the Royal Navy Picture: MoD

especially officers — given the very large sea and coastal area the UK is responsible for worldwide. He made a comparison with the numbers of merchant seafarers the UK could draw upon at the time of the Falklands war. ‘If we would like to maintain a very strong maritime sector, we need highly trained people,’ Lord West added. ‘We haven’t been good at it with

successive governments over a period, and I’m not sure this addresses that.’ Mr Hammond conceded that the NSMS document does not address such concerns. But he said the government was addressing it in a different way, via the cross-government ministerial group he had set up with industry, to consider issues such as government support for maritime training.

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28 | telegraph | nautilusint.org | July 2014

MEMBERS AT WORK

A man of maritime talents In a month which will see his first book published, the Telegraph contributor — and longstanding Nautilus member — Trevor Boult talks to SARAH ROBINSON about his life and times at sea and shore...

K Trevor Boult — never far from the sea… Pictures: courtesy of Trevor Boult

There are seafarers who do their time, rise up the ranks, collect their gold sextant… And then there’s Trevor Boult. This is a man for whom the term ‘enquiring mind’ might have been invented, and he was never likely to stay with the same

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company from cadetship to retirement. You’ll know his name from the Ships of the Past column and his maritime history features for the Telegraph. But he’s also a photographer, an artist, a boat-restorer, a conservationist and, not least, an experienced navigation officer. Trevor didn’t have a family background in the Merchant Navy, but he did grow up by the sea, in Cullercoats, NE England. ‘I loved to watch all the activity. It’s pretty dead there now, but there used to be shipyards in the area and vessels coming and going, like the ferries to Norway.’ He started to feel an affinity with the sea — ‘a kind of calling’ — and his father encouraged him to write to local trawler companies and tug operators to ask for work experience. He even landed some paid work in the industry; his first part-time job as a schoolboy was as a luggage porter on the Bergen Line ferry Leda. Following his A-Level exams in the 1970s, he managed to get a cadetship with W.A. Souter, and set off on various cargo vessels after an induction at Fleetwood college. He later completed his studies at South Shields to become an Officer of the Watch (joining the Union around that time) and then spent a short period with Souter’s after qualifying. ‘That was a baptism of fire,’ he smiles. ‘Tough navigation work in coastal waters.’ Cargoships weren’t what he had in mind for the next stage of his career, though. ‘I was interested in art and design, and chartmaking appealed, so that’s what got me looking at work on specialist ships.’ A vacancy came up with NERC (the UK Natural Environment Research Council), and Trevor seized the opportunity to work with the scientists who chartered the research vessels. Serving on vessels such as the Shackleton, Discovery, Charles Darwin and Challenger — ‘sadly, some of those will be razor blades by now’ — he learned the precision ship-handling skills needed to deploy oceanographic equipment. ‘The scientists would send

down a wire to the ocean ﬂoor to collect samples, and my job was to keep the ship steady and stop the wire going under the hull,’ he explains. ‘We didn’t have DP [dynamic positioning] to help us then; you did it manually using main propulsion, thrusters and rudder. The wire would hit underwater currents and you’d have to react quickly. I heard of one time where a research wire had gone under and cut into a wooden hull like a cheese wire.’ This wasn’t just about protecting the ship, he adds; the skill and conscientiousness of the crew were crucial to the success of the scientiﬁc mission. That ‘wire’ could be conducting information, or taking a net down to great depths — as when Trevor and his colleagues were investigating sealife at the bottom of the Rockall Trough.

“

Some of those old NERC ships I sailed on will be razor blades by now…

”

After many good years with NERC, cutbacks led to Trevor taking voluntary redundancy in 1985, but in his typical style, he took this as an opportunity to learn something new. ‘I’d been reading a book about wooden boat-building,’ he recalls, ‘and I decided to use my redundancy payment to invest in a City & Guilds course at the International Boatbuilding Training Centre in Suffolk. It was very thorough! Everyone was a mature student, and we made real boats; we did some for the RNLI, there were a few classic yachts, and there were even some rowing gigs for HMS Warrior.’ In the late 1980s, Trevor also decided to pursue another of his interests: conservation, which

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July 2014 | nautilusint.org | telegraph | 29

MEMBERS AT WORK dated back to a spell as an island bird sanctuary volunteer as a teenager. He served as mate on the Greenpeace vessel Beluga and was involved in direct action against the Vulcanus II, a ship being used as an offshore incinerator for toxic chemicals. The Beluga didn’t manage to stop the Vulcanus II leaving the port of Antwerp in the end, but the campaign increased the pressure on the authorities to outlaw the practice of waste incineration in the North Sea, and in 1990 the Third International Conference on the Protection of the North Sea did just that.

“

I thought I might do Ships of the Past for a year, but it snowballed…

”

The 1990s and 2000s saw Trevor making a living with spells back at NERC, then switching to jobs with companies operating around the Scottish coast: he served on Northern Lighthouse Board tenders and the Northlink and CalMac ferries. He also managed to squeeze in some romance, and married his fiancée Karen. Although he had gained his higher certificates over the years, he says he was never interested in taking a command: ‘I’m happy to stay middle-ranking and have variety.’ Never short of ideas for livening things up, he heard at one point that the few remaining manned lightvessels were being taken out of service around the UK, and had a flash of inspiration that he could go onboard with one of the last crews and document their disappearing way of life (readers will not be surprised to hear that Trevor has been a skilled photographer since he and his brother set up their own darkroom as children). Funded by grants from Northern Arts and the Cutty Sark Trust, he persuaded Trinity House to let him join the next helicopter flight to the lightvessel Dowsing with the relief crew. ‘I had a fabulous fortnight,’ he remembers. ‘There were calms, and gales, and thick fog, with the deafening diaphone signal going off directly overhead. Vessels would go past so close you could almost feel them, but you couldn’t see them. All the equip-

Trevor hard at work in the 1970s maintaining the loadlines

ment was powered by compressed air, and for domestic heating they’d heave these big sacks of coal across from the [Trinity House ﬂagship] Patricia.’

Trevor’s photos were later displayed at the Trinity Maritime Centre in Newcastle, and this also turned out to be the start of his association with the Telegraph, as in 1989, editor Andrew Linington agreed to publish his article about the Dowsing experience. Further commissions followed, and when former Ships of the Past author Bob Wilson retired ﬁve years ago, Trevor was the obvious choice to take over the job. ‘I thought I might ﬁnd enough interesting old ships to do this for a year, but it’s snowballed,’ he says. Indeed, sometimes he discovers so many fascinating facts that he ends up using a vessel as the subject of one of his longer maritime history features. Trevor has enough recent sea-

time with CalMac to revalidate his master’s certiﬁcate if he wishes, but he says he considers his main occupation now to be freelance writer and photographer. He has contributed to a range of publications including a woodworking magazine and even The Lady, has exhibited his photography in a number of venues, and has completed documentary projects about RMS St Helena and the Hurtigruten ferry Polarlys. This month his ﬁrst book comes out, documenting the last voyage of the British Antarctic Survey vessel John Biscoe. Nautilus is known as ‘the Union for maritime professionals’, and that broad job description is surely epitomised by Trevor Boult, who has kept up his membership throughout all the twists and turns in his nautical career. He may not always be employed as a seafarer, but whatever he does next in his eventful working life, you know it will somehow involve the sea.

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First foray into books recounts final trip Her Home the Antarctic: Royal Research Ship John Biscoe By Trevor Boult Amberley, £17.99 ISBN 978 14456 38607 Her Home the Antarctic K documents the final voyage of Due out this month,

the John Biscoe, up to her return and lay-up in Grimsby Docks, UK. Featuring Trevor Boult’s photography as well as his narrative, the book is described in a foreword by HRH The Duke of Edinburgh as ‘a generous and enthralling tribute’. A review will appear in the next Telegraph.

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18/06/2014 18:01

30 | telegraph | nautilusint.org | July 2014

MARITIME POLICY In the second of a special two-part series, maritime lawyer MICHAEL KINGSTON takes a searching look at the proposed Polar Code to govern ships and seafarers operating in sensitive Arctic and Antarctic waters…

In August 2011, the Russian tanker Vladimir Tikhonov became the first ship over 160,000dwt to carry a commercial cargo of more than 120,000 tonnes of gas condensate through the Northern Sea Route

Doing nothing is not an option O

Last month we looked at some of the safety challenges facing ships in polar waters and how the International Maritime Organisation’s Polar Code aims to deal with these. Under the proposed Code, ships will need a Polar Ship Certificate and a Polar Waters Operations Manual, the combination of which will include key operational capabilities and limitations, such as Polar Ship Category and ice class, acceptable range of operating drafts, temperature capability, safe icegoing capability, and ice transit capability. Any ship that makes a polar voyage needs to be aware of the hazards that may be involved, and the operational procedures that will be needed to avoid them, or to mitigate the risks that they may incur. The knowledge and experience of the bridge crew is an essential element of ensuring safety, and training and manning requirements are incorporated in the Polar Code system. Voyage planning is also very important, and such plans need to be developed with an understanding of the ship’s capabilities and limitations. Additionally, ships and mariners need to be adequately prepared for worst-case scenarios that go beyond what is to be expected in normal circumstances. The Polar Waters Operation Manual is therefore intended to give guidance for a range of planned and possible situations. It is therefore left very much up to the owner — subject to satisfying the flag state that the content is appropriate — which is not a very satisfactory position. It is all well and good in a flag state which has a full understanding of ice operations. But what if that is not the case (which will inevitably be the position) and how will it be enforced by jurisdictions through their port state control?

On an Arctic-wide basis and in international waters this is an issue of concern for the insurance industry, as there is a considerable knowledge gap on a number of fronts in polar waters. First, there is currently no ice regime system applied to the whole Arctic or Antarctic areas — the absence of which will make it very difficult to complete the Polar Waters Operating Manual. It goes without saying that if you cannot determine what ice conditions are at play you cannot determine what other requirements are going to be necessary. Everything flows from the encountered ice regime to determine the worst-case scenario that needs to be planned for in the conditions that, as the Polar Code says ‘may be encountered’. Canada operates an ice regime system with zones and ice classes, depending on ice conditions. Russia also has a system of ice regime that has some similarities with the Canadian system. However, the USA, Norway, Denmark/Greenland and Iceland all lack ice regime systems. Sweden and Finland operate a Baltic system, but this is not applicable to the Arctic. In the high north, an Arctic ice regime system should be established to ensure an effective application of the IMO Polar Code, enabling a universal application of the rules across the Arctic. For the Polar Certificate and Polar Waters Operation Manual to make sense, this is essential. Second, knowledge on where, when and with what tonnage, operations should be carried out seems to be missing from the industry at present on an Arctic-wide basis, and the Polar Code does not provide the answer. Below are the IACS class rules for vessels sailing in the Polar Regions, based on WMO sea ice nomenclature: PC 1 — Year-round operation in all Polar waters

Giving you a voice on your future Worried about your retirement? Join us! The Nautilus Pensions Association is a pressure group and support organisation that: z provides a new focal point for seafarer pensioners — increasing their influence within, and knowledge of, the Merchant Navy Officers’ Pension Fund and other schemes within the industry z serves as a channel for professional advice on all kinds of pensions, as well as offering specific information on legal and government developments on pensions, and supporting the Union in lobbying the government as required z provides a ‘one-stop shop’ for advice on other organisations providing support and assistance to pensioners z offers a range of specialised services and benefits tailored to meet the needs of retired members z operates as a democratic organisation, being a Nautilus Council body — with the secretary and secretariat provided by the Union 1 & 2 The Shrubberies, George Lane, South Woodford, London E18 1BD t +44 (0)20 8989 6677 f +44 (0)20 8530 1015 npa@nautilusint.org www.nautilusint.org

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The Norwegian-flagged LNG carrier Arctic Princess was purpose-built for carrying cargoes from the world’s most northerly LNG development, Snøhvit Picture: Allan Klo

PC 2 — Year-round operation in moderate multi-year ice conditions PC 3 — Year-round operation in second-year ice which may include multi-year ice inclusions PC 4 — Year-round operation in thick first-year ice which may include old ice inclusions PC 5 — Year-round operation in medium first-year ice which may include old ice inclusions PC 6 — Summer/autumn operation in medium firstyear ice which may include old ice inclusions PC 7 — Summer/autumn operation in thin first-year ice which may include old ice inclusions It is essential that shipowners maintain their vessels as per class requirements for the specific ice class. However, it is a concern in the insurance

industry that IACS Polar Class Rules are currently not fully linked to the Polar Code. Moreover, the IACS Polar Class rules themselves are not easy to interpret as they do not give any guidance as to when and where the different ice classes apply. As an example, first-year ice at -1°C varies considerably from first-year ice at -40°C, but the Polar Class rules use the term first-year ice as if it was one uniform feature. So, if Polar Class Rules are not linked to an ice regime, then the rules have little practical value as they cannot be applied in real world operations. How do you determine where a certain ice-classed ship can go if there is no ice regime to explain what type of ice is there? Third, where, when and with what, tonnage

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July 2014 | nautilusint.org | telegraph | 31

MARITIME POLICY

The Chinese research ship Xue Long also became trapped in ice while attempting to rescue passengers from the ice-bound Akademik Shokalskiy Picture: Andrew Peacock

operations should be carried out in industry seems to be missing at present on an Arctic-wide basis, and the Polar Code does not provide the answer. Today ice classes are assigned for single vessel operations, and escorted vessels are considered protected by an escorting icebreaker. The escorted vessels shall be able to handle the ice broken by the escorting ice-breaker. The Canadian ice regime rules state that the ice-breaker must meet the minimum criteria given by its ice regime, but it is up to the operator to clearly illustrate how it will deal with a worst-case scenario. This scenario will then form the minimum ice class of the escorted vessel. The insurance market has seen a number of claims for escorted vessels being damaged by ice — particularly propellers. In the offshore industry power is a key factor in ensuring a vessel is ﬁt for the operation in hand, but in preparing for the worst-case scenario there is no reference to vessel power in the ice class rules.

What is clear it that the current status quo cannot persist — or a disaster will be the result. SOLAS, as it stands, is not fit for purpose. Liferaft requirements are nowhere near the standard required in the harsh Arctic environment. Additionally, it is clear from worldwide reviews following the Deepwater Horizon oil spill that there is a fundamental disconnect internationally in oil pollution and safety legislation. While some individual countries, such as Norway, have stringent legislation that is fit for purpose, there is no crossjurisdictional regulatory agreement in relation to Arctic operations. Recent examples have highlighted the dangers involved, where cruiseships with quite a lot of passengers onboard have been seen in ice waters off the coast of Greenland. This is a nightmare for insurers and such incidents do not inspire confidence within the insurance industry. Last September Nordvick entered ice waters and punctured her hull in the Northern Sea Route, when, it was reported, she entered ice conditions that she was not capable of dealing with — which, given that she was carrying a large cargo of diesel fuel, could have had enormous environmental consequences. And in December we witnessed the well-documented problem in the Antarctic with the Akademik Shokalskiy, which was not adequately prepared for

30-31_polar.indd 31

z that the Arctic states come to some

Lifeboats from the passengership Explorer after it sank following a collision with an iceberg in the Antarctic Ocean in November 2007. The Chile Coastguard helped to coordinate the rescue of more than 150 passengers and crew from the vessel Picture: Ho New / Reuters

the voyage in question — prompting an arguably unnecessary emergency rescue of passengers which, it is reported, cost the Australian maritime authorities $1.6m. More work is required to make the Polar Code relevant and to reduce risk on an Arctic-wide basis. To prepare for a range of planned and possible situations we must link everything together — ice regime, the Polar Code and ice class, and industry best practice. Essential to this is an integrated approach to gathering of knowledge and it is critically important that the research community works with industry. Ice experts have suggested that the Arctic should be divided into distinct geographical areas, based on ice conditions, with a number of seasons established in a year — perhaps three to four — that captures ice seasons with ice coverage and hardness. Each Arctic country can be responsible for rules in their ‘sector’. The Arctic Council is essential in this process and it can perhaps establish a central forum to be run by the research community, with industry and government making contributions. Indeed, following a recent conference in London entitled ‘Sustainable Arctic Shipping and Marine Operations’ which was organised by the Swedish ministry of foreign affairs and attended by the IMO secretary-general, Sweden’s senior Arctic ambassador and current Arctic ambassador chairman Patrick Borbey, from Canada, the need to work together

in an integrated approach, and to assist the IMO in its work were deemed be of paramount importance. On the following day, as a continuance of that theme, a workshop entitled ‘Bridging the Arctic marine risk gap: the need for a cross-Arctic ice regime — linking ice conditions to ice class requirements’ took place at Lloyd’s of London, organised by the Swedish Polar Research Secretariat in conjunction with Lloyd’s, the Swedish Club, and the Nordic Association of marine insurers, after which the following recommendations were made to the Arctic Council: z that the Arctic Council, or its working groups, is asked to assist in setting up a forum for the sharing of knowledge by industry, government, the research community and other parties in order to foster best practice z that under that proposed forum a speciﬁc group be set up to build an ice data regime across the Arctic to encourage each member state to take responsibility for their section of the Arctic in order to ensure best practice that goes beyond current regulatory requirements in areas where it is lacking. This is similar to initiatives already in motion in relation to charting z that under that forum the issues of crew competence and training be nurtured in a systematic and harmonised way in order to foster and support best practice — similar to training in relation to dynamic positioning such as that provided by the Nautical Institute

agreement about the monitoring of operations outside their Exclusive Economic Zone that constitute international waters z that such a forum represents a crosssection of interests that make it fit for purpose — operators, insurers, and representative bodies such as the International Association of Classification Societies, with representatives from each member state z that such a forum includes a mechanism for sharing of experience in a way that does not compromise competitive advantage, or confidentiality g The full reports from both these conferences can be viewed at: www.polar. se/en/articles Such initiatives will help us achieve the goal of reducing risk, increasing trade, which will either include further sensible requirements in the Polar Code, or complement the Polar Code. One thing is certain — we must learn from the lessons of history and get it right. The challenges presented by the drive to operate heavily in the world’s last frontier are significant. In circumstances where there is a shortage of skill, knowledge, and equipment this all makes a good recipe for disaster in the Arctic. While the evolution of IMO regulations is very welcome, it is clear that the marine and energy industries cannot afford another disaster. Operating in more extreme environments, together with an increase in the size of vessels, presents significant risks that must be addressed by industry and government alike. And history has taught us that it usually takes a disaster to instil urgency in implementing previously suggested regulation. How long will it take for the Polar Code to have legal effect, regardless of its inadequacies? The SOLAS convention was devised as a result of the sinking of Titanic. In the 1970s SOLAS was amended to take into account the need to rectify inadequacies in oil tanker safety. But the amendments were not ratified until after the loss of 50 people when the Betelgeuse exploded at Whiddy Island in Bantry Bay, SW Ireland in 1979. The ratification in 1980 arrived too late to impose a simple requirement in relation to inert gas systems that would have prevented the disaster. Too often the lessons of history tell us that we have acted too late. Whilst the IMO has been doing its great work, in the interim industry has not always pushed for standards that will both assist that

work, help to push for the ratification of that work, and in the meantime prevent unnecessary disaster. Indeed the Arctic Council is currently focusing on a code of practice for the cruise industry which is gathering momentum during the Canadian chairmanship. The International Union of Marine Insurers has backed an initiative for industry to show leadership and create its own responsible standards by signing up to the Arctic Marine Best Practice Declaration (www.iumi.com) which is a significant opportunity for industry to create standards that are fit for purpose. The marine and energy industries need to demonstrate to the world that they are being responsible. Political legitimacy to operate in such a fragile environment is at a low level following the high profile incidents of recent times. Until that responsible approach is demonstrated, organisations such as Greenpeace will continue with highprofile protests and the perception that these generate amongst the public will be complemented by reality when an irresponsible participant brings the house down for everyone. The enormous investments involved in Arctic operations cannot afford that to happen. That need not be the case if individual governments and industry take control and declare responsible standards that extend beyond IMO requirements in order to foster sustainable long-term development of the Arctic and will help to fill in the gaps that currently exist in the Polar Code. Such leadership would mean that all participants in Arctic life will be winners and, importantly, the lives of seafarers and those that work and travel on their vessels will be protected.

g Michael Kingston is a partner in the

marine, trade and energy group at DWF LLP, London. He was the legal contributor to the 2012 Lloyd’s report An Arctic Opening: Opportunity and Risk in the High North, the 2013 Lloyd’s report The challenges and implications of removing shipwrecks in the 21st Century, and the 2011 report Drilling in Extreme Environments. As well as speaking on the Polar Code at the IMO, he assisted the Swedish government and Nordic Council to organise a conference on sustainable Arctic shipping and marine operations in London in March. He also works closely with the marine industry, the International Union of Marine Insurers and Arctic governments to address issues of concern and promote best practice.

18/06/2014 17:44

32 | telegraph | nautilusint.org | July 2014

OFFWATCH ships of the past by Trevor Boult

50 YEARS AGO

challenge for the Royal Air Force in the F Second World War was the protection of the

A meeting has been held at the Ministry of Transport to discuss shipowners’ proposals to reduce manning requirements outlined in M. Notice M.380 provided certain unspecified automatic devices were installed in ships. The MNAOA and other seafarers’ organisations were not prepared to go along with the owners on the basis of a general reduction in manning requirements. After a long discussion, it was agreed that for a period of between 12 and 18 months, where automatic devices of a labour-saving kind were in installed, it should be left to the discretion of Ministry of Transport surveyors as to whether such devices justified a reduction in manning without in any way jeopardising the safety of the ship. Members with experience in operating vessels where there has been a reduction in manning should not hesitate to contact officials if any difficulties have arisen as a consequence MN Journal, July 1964

After the Battle of Britain the next major

North Atlantic convoys bringing vital supplies to Britain. German Condor aircraft, adapted for maritime patrol and attack, were able to fly more than 1,000 miles out into the Atlantic — well beyond the range of Britain’s shorebased fighters. Condors were by far the major threat, although they were vulnerable to air attack. Converted from passenger airliners, they were not robust military machines and were being produced in relatively small numbers. In November 1940 the subject of fighter protection for Allied convoys was formally considered. A key aspect was that antiaircraft defences would have to be improved. Although aircraft carriers were the logical answer, early war losses and the demands of the Mediterranean theatre meant that there were none available for convoy duties. It was suggested that selected ships should be fitted not only with early-warning radar, but also with a catapult to allow two or three fighters to be carried. The idea of an expendable fighter flown by a pilot on a oneway trip had been born. The resultant modified vessels were known as Camships — Catapult Aircraft Merchant Ships — which would be an integral part of the convoy while in the danger zone. Given names prefixed ‘Empire’, there were eventually 35 such ships. Camships were required to have at least 90ft from the bow to the foremast, in order to accommodate the catapult. Large freighters were selected, where a speed in excess of 10 knots was required; also the bows needed to be of sufficient height above sea level to allow a slight drop of the aircraft after launch. The best launch method was a simple rocket-propelled catapult. The Hawker Hurricane was chosen as the most suitable and robust aircraft. After modification to their new role they became known as Hurricats. The volunteer pilots needed to be good sailors and to be experienced and capable of operating aggressively after long periods of inactivity. Three pilots were usually allocated per ship. After interception of a raider they would either have to try and reach the nearest land, or ditch the aircraft close to a ship in the hope of being picked up before succumbing to exposure.

25 YEARS AGO

Civilian-crewed Camships supported WWII ‘Hurricats’ In addition to the pilot, maintenance was undertaken by RAF sea crew. The Navy provided fighter direction officers and radar operators. Anti-aircraft guns were manned by the Army and torpedo men serviced the catapult. Owing to cold and corrosion, it was a difficult task to keep the vulnerable and fragile aircraft serviceable in the winter storms. All the combined operations personnel were volunteers. Camship crews were civilian merchant seamen. The rocket catapult launched the aircraft at close to 3.5g, creating a deafening noise and flame and a recoil which required the personnel and ship’s structure to be protected during deployment. Following an engagement, the drill for the pilot was to abandon the aircraft at 2,000ft whilst inverted, and to parachute as close as possible ahead of the designated pick-up ship. Hurricats did prove to be a deterrent. Forced to keep a safe distance, the wary Condor crews tended instead to become spotters for U-boats. In the autumn of 1941 Camships operated on the hard-pressed route from Gibraltar. The following April they were deployed on the notorious Murmansk run. Life expectancy on the Russian convoys was very short

in the event of ditching in the cold ocean, even in summer. The westbound convoy QP12 was attacked by two torpedo aircraft. The Hurricat pilot, John Kendal, successfully destroyed one, and drove off the other. On abandoning his aircraft, his parachute failed to open properly. Although picked up quickly, he soon died from his injuries. The convoy arrived in Iceland without losing any ships. Following the invasion of North Africa, Camships began convoy escort duties to that continent. In 1943 it was decided that they would cease escorting the Arctic convoys. With new escort and merchant aircraft carriers now available, the catapult-launch service was disbanded in mid-1943. A total of 12 Camships were lost to enemy action. The overall deterrent of the Hurricats is recognised as having reduced losses to merchant shipping. The ‘one-way-trip’ concept for pilots proved not to be suicidal, as only one pilot was lost on operations. In its many guises and theatres of operations throughout the war, Hurricanes and their pilots inﬂicted a fearful psychological effect on the enemy as much as an awesome battle-winning prowess: no less so the Hurricats of the merchant convoys.

Telegraph prize crossword The winner of this month’s cryptic crossword competition will win a copy of the book MacBrayne Ships by Alistair Deayton (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 New International Maritime Organisation proposals for tackling concerns over the safety of large passengerships may be ‘too little, too late’, NUMAST has warned. The IMO’s maritime safety committee is to examine issues including ship survivability in the event of ground, collision or flooding, fire prevention and protection, escape and evacuation, life-saving appliances, human factors, and measures to ensure ships can safely proceed to port after a fire or flooding casualty. NUMAST national secretary Allan Graveson said that while it was good to see the IMO acknowledging inadequacies with the current safety regime for large passengerships, any new measures would come too late to address existing dangers The Telegraph, July 2004

THEQUIZ 1

What percentage of total deadweight tonnage on order around the world has been ordered by Greek ship owners?

There are almost 7,000 bulk carriers in the world fleet. How many are of 120,000dwt and above?

What percentage of the world bulk carrier fleet is accounted for

by the Handysize to Panamax size vessels? 4

What is China’s percentage share of global container activity?

How many Liberty Ships were built during the Second World War?

The Queen Mary held the Blue Riband for the fastest crossing of the Atlantic from 1938 to 1952. What was the average speed of her crossing?

J Quiz answers are on page 46.

Name: Address:

Telephone:

Membership No.:

Closing date is Friday 11 July 2014.

QUICK CLUES 8. 9. 10. 11. 12. 14. 15. 17. 20. 22. 23. 24. 25. 26.

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

32_offwatch_ship.indd 32

NUMAST is urging members to write protest letters to their MPs following the shock decision to bring manslaughter charges against three members from the P&O ferry Herald of Free Enterprise, which capsized off Zeebrugge with the loss of almost 200 lives in March 1987. General secretary elect John Newman said many members had contacted the Union to express sympathy and support for the three men — Capt John Kirby, Capt David Lewry and chief officer Les Sabel. He said NUMAST is concerned about the legislative measures adopted since the Herald disaster, with the 1988 Merchant Shipping Act in particular introducing stiff penalties and new offences for masters and officers — even though, in many cases, the liabilities are for matters over which, as seafarers, they have no real control The Telegraph, July 1989

Across Shakespeare Character (8) Unexpected (6) Epidermis (4) Confetti (6,4) Confused (6) Left work (8) Winter creation (7) Acknowledgment of payment (7) Grieving (8) Kitchen nail (6) Wrestling hold (4,6) Digits (4) The people (6) Straight up (8)

Down Crammed (6,2) Not odd (4) Very happy (6) Musical event (7) Publican (8) Language (10) A drink (6)

13. 16. 18. 19. 21. 22. 24.

Discreet showing (3,7) In the open (2,6) Of common class (8) Hard to find (7) Not see-through (6) Various (6) Similar sibling (4)

CRYPTIC CLUES Across 8. Twelve-inch memo showing extra information (8) 9. Article and mail redirected to creature (6) 10. Medical photo found in floss canister (4) 11. Completed board game in the red (10) 12. Man on island before weekend (6) 14. I’m right behind the Hayworth girl and the National Trust in calling it a nuisance (8)

15. Last of water in sea snail causes a crease (7) 17. Great to pay attention, and so sparkle (7) 20. Instrument for connecting hooter to plumbing (8) 22. Scarper together with the overflow (6) 23. Unlucky 12 (10) 24. Keep going to final (4) 25. Caught out by reference to Spanish exclamation in language blend (6) 26. Even so, I’d hurtled into a lunge (8)

Down Magician usually with a cup, we hear, and Her Majesty (8) 2. Hard cases overturned knock out (4) 3. With a bit of guts capital of Yorkshire could be a settlement (6) 4. In this place a sign of nerves denotes a non-believer (7) 1.

5. For nonsense you’ve a certain flare, lad (8) 6. Bias, in part attributable to two parties (10) 7. Motor vehicle with weight in container (6) 13. Lot of noise over trendy coach seen in canteen (6,4) 16. Hung about or let die, as arranged (8) 18. Blown fuse, five may be a bit over the top (8) 19. Banner raised by US Quaker and worker (7) 21. ‘--- taunt me with having knelt at well-curbs’ (For Once, Then Something, Robert Frost) (6) 22. To do with tag on a keyboard, use again without improving (6) 24. Gentlewoman from Californian city, on both sides of donkey (4) J Crossword answers are on page 46.

18/06/2014 17:44

July 2014 | nautilusint.org | telegraph | 33

books

OFFWATCH

Image-led history takes us beyond the trenches 1914: The First World War at Sea in Photographs By Phil Carradice Amberley, £14.99 ISBN: 978 14456 22330 fwww.amberleybooks.com in the trenches often dominates the K documentary accounts of the First World War, the While imagery of the terrible conditions

conﬂict also had a profound effect on maritime strategy, and this book offers a valuable testimony to the battlegrounds of the sea. As the title suggests, this is largely an image-led production, but author Phil Carradice punctuates the pictures with well written, concise and informative text — opening the book with an excellent explanation of the ‘Great Naval Race’ between Britain and Germany before 1914. It was described as the war to end all wars —

sadly, not something that came to fruition — and on its outbreak in August 1914, many famously thought the so-called Great War would be over by Christmas. Mr Carradice sets the scene well, describing some of the ﬂaws in naval planning that were to cost Britain dear in the months to come, as the Admiralty struggled to keep pace with German ﬂeet expansion. The book outlines the thinking and tactics applied by both sides — noting the innovative interception of wireless messages, the threat of U-boats, the deployment of armed merchant cruisers and the extensive use of mines and torpedoes. There are some very powerful illustrations — not least contemporary prints showing the aftermath of U-boat attacks — as well as more unusual shots of crew members off duty or trying to enjoy themselves in the face of adversity.

classification and insurance, international conventions and maritime law. There is a strong focus on the economics of shipping, with excellent explanations of the different forms of charter arrangements, contracts of affreightment, shipbroking and vessel vetting, as well as sale and purchase, ownership structures and finance arrangements. The book doesn’t disappoint with a good glossary section explaining shipping terms and abbreviations and appendices with illustrating vessel type dimensions and charter party agreements, together with a list of organisations for further information (which could have been many times longer…).

Classy textbook Evocative has excellent collection explanations helps us travel back in time Shipping: An Introduction to the Technical, Operational and Commercial Aspects By Nigel Draffin Petrospot, £75 ISBN: 978 19086 63191 fwww.petrospot.com

provide a straightforward K and accessible introduction to the This handy guide aims to

shipping industry for those new to the sector or who need some knowledge of the way it works. Over a couple of hundred pages, it ranges far and wide to underline the global significance of the shipping industry and to explain the many factors that determine the scale and nature of operations today. A former engineer officer with Shell Tankers, Nigel Draffin is well placed to have written the book — with many years of experience at sea and ashore, and involvement in such varied areas as newbuildings, control and safety systems, and bunkering. Clearly written and supported throughout by good graphics and illustrations, the book moves from an overview of maritime trade to the fundamentals of ship design and operation, and the many different vessel types, as well as sections on ports, pilotage, pollution, propulsion and safety. One chapter explains onboard organisation, covering manning, training, watchkeeping, navigation and communications. The book also explains the way the industry is controlled and regulated through

33_books.indd 33

Pleasure Steamers of the Yorkshire Coast By Andrew Gladwell Amberley Press, £14.99 ISBN: 978 14456 14540 fwww.amberleybooks.com sight around the British coast K in the previous two centuries, giving

Paddle steamers were a familiar

everyday folk a brief taste of life at sea. This is author Andrew Gladwell’s fourth book on the subject, focusing on those vessels which plied their trade around the Yorkshire coast. It follows a design and layout which will be familiar to those who have

Some colour posters also provide a different perspective, showing the drive to recruit sailors for the war at sea. Month-by-month accounts of the key developments in the war underline how rapidly it spread and also how far the theatre of war extended — including action in the Indian Ocean and the Falkland Islands by the year end. Telling the story of the war through pictures works well, and the images certainly convey the very different elements of the conﬂict at sea. The downside is that there can sometimes be a lack of narrative continuity. The book ends somewhat abruptly, and it would ould have merited a concluding chapter in the stylee of the excellent introduction to summarise how the war

evolved and to hint at the way in which it would unfold in the years to come.

black and white and some are a little grainy but this adds to the romanticism rather than detracting from it. There are also the usual display of postcards, posters and people onboard, making this a pleasant addition to any maritime history collection.

Money for old rope…?

read other books from the maritime history press powerhouse of Amberley Publishing. The narrative is well researched and more emotive than books of a similar type can be. Rather than simply a collection of cold facts about the birth, life and end of the vessel, there are several attempts to encourage the reader to picture themselves on the vessel, experiencing one of the day trips for themselves — smelling the smoke billowing from the funnels and feeling the sea-wind in their hair. Mr Gladwell describes how passengers became very loyal to the steamers they would travel on during their summer holidays, often returning year after year to the boats they knew. Companies quickly realised this and ensured that crews also remained the same to welcome customers year after year. Such was the popularity of Captain Duncan of the Bilsdale in Scarborough, that his picture was used in advertising campaigns. The images in the book are all

Titanic & Her Sisters By Janette & Campbell McCutcheon Amberley, £19.99 ISBN: 978 84868 681101 fwww.amberleybooks.com

Dear readers, the Nautilus Telegraph’s editor and staff regret that, since the end of 2012, we have no longer been able to offer a Titanic-themed book review every month. Rest assured, however, that the supply of newly-published Titanic works has only slightly diminished, and those with a pressing need for such items will still be well-served by the Telegraph and the Marine Society Shop… If Down Amongst the Black Gang (May Telegraph) was too grimy and technical for you and The Unseen Britannic (March) was too full of injured servicemen, we now have Titanic & Her Sisters, which pays proper respect to the maritime disaster’s Kate ‘n’ Leo fanbase. Subtitled ‘A postcard history’, Titanic & Her Sisters is an entry-level work which is probably best treated as a gift for a teenage relative. If you’ve ever read anything about the Titanic, Olympic and Britannic, there won’t be much here that’s new to you. Having said that, the

stories of the vessels are told clearly and concisely, and the book is, as promised, illustrated with a selection of contemporary postcards, as well as photos, posters and other memorabilia. Interestingly, at one point the authors themselves say: ‘It seems as if the interest in the Titanic will never cease.’ They obviously believe they’re meeting a need, and they’re probably right, but it’s a pretty cynical bit of work to rehash such well-known material and flog it for 20 quid, however nicely presented it may be.

Thrilling tale challenges our preconceptions Sea of Gold By Nick Elliott Seaward Publishing, £7.99 Also available as an ebook from Amazon ISBN-13: 978 09929 02834 might seem a strange choice K for a thriller that takes in geo-political The world of shipping insurance

issues including breakaway republics in eastern Europe and tribal wars in the Philippines. But this debut novel from Nick Elliott — a Fellow of the Institute of Chartered Shipbrokers — is unusual

Decent pictures, but text in short supply MacBrayne Ships By Alistair Deayton Amberley, £19.99 ISBN: 978 14456 35828 f www.amberleybooks.com ing a wealth of old material, including old K photographs, paintings and posters, interlaced with Using the tried and tested formula of collat-

fairly brief introductory text, this new title celebrates the mighty MacBraynes — which dominated the Scottish Western Isles services for almost a century before the launch of Caledonian MacBrayne in 1973. Author Alistair Deayton fairly rattles through the company’s history, delving back to the 1850s

and the steamship operations run by David Hutcheson & Co, in which David MacBrayne was a junior partner.

There are some fantastic old photographs and they th leave the distinct impression that Mr Deayton worked very hard to amass quite so much material. w It’s It a shame, however, that the text is not more substantial, as there are hints of some remarkable su stories to be told — such as the Hutcheson vessel st Fingal, which ended up as US Navy ironclad Fi gunboat, or the company’s brush with nearg bankruptcy in the 1920s after the loss of three ships. ba The book takes the story right up to recent times, with the revival of the David MacBrayne ti name na as the holding company for the various elements of the CalMac group, and the more than el 200 illustrations convey the great variety and development of the vessels used for the services.

in many ways, using the complex chains of ship ownership, chartering and management as the basis for an action-packed adventure in which a maritime claims investigator becomes a Bond-like figure seeking to crack an evil conspiracy. The action flits from Georgia to Greece, Scotland to Thailand, and Exmouth to Mindanao as the protagonist tries to get to the bottom of a mysterious ship loss in the Indian Ocean. To say much more would risk giving away plot details that twist and turn and deliver surprises right up to the closing pages. While some of the characters come across as somewhat stereotypical, the depth and complexity of the plot keeps things interesting and the narrative rattles along at a relentless pace. Nick Elliott began his career as a boarding agent attending ships in the port of Leith and you wonder whether you should be worried when he states that more than a few of the events described in Sea of Gold are inspired by his own experiences.

BOOK

SAVINGS Telegraph readers can buy the books reviewed on these pages at a whopping 25% discount on publisher’s price through the Marine Society’s online shop. g To qualify for this offer, readers need to make their purchase at www. marinesocietyshop.org. Click on the ‘Books of the month’ button with the Nautilus logo to see the books featured in the Telegraph, and use the promotional code Nautilus when buying your book.

18/06/2014 18:09

34 | telegraph | nautilusint.org | July 2014

NL NEWS

Bedrijfspensioensfonds Nautilus en leden P&O NSF bepalen inzet en Rijn- & Binnenvaart: aanvliegroute voor CAO-onderhandelingen Verplichtstelling deelname gehandhaafd F de representativiteit van het C Bedrijfspensioenfonds voor de RijnEenmaal in de vijf jaar wordt

& Binnenvaart door het ministerie van Sociale Zaken en Werkgelegenheid getoetst. Om alle werkgevers in de bedrijfstak te verplichten tot deelname aan het Bedrijfspensioenfonds, moet het georganiseerde bedrijfsleven een meerderheid van 55% vertegenwoordigen van de werkzame personen. De Staatssecretaris had het Bedrijfspensioenfonds eerder uitstel verleend voor het aanleveren van opgave van de representativiteit tot uiterlijk april 2014. Verder uitstel wilde de staatssecretaris echter niet geven. Per 31 maart 2014 is door het fonds een representativiteitsopgave en een Assurance rapport aangeleverd. Uit de stukken blijkt dat er sprake is van een representativiteitsuitkomst van slechts 52,33%. Ondanks dat de 55% niet gehaald is, wordt de verplichtstelling wél tot 2018 gehandhaafd. En dat is goed nieuws! In principe wordt de verplichtstelling ingetrokken als er bij de herhalingstoets sprake is van een meerderheid tussen de 50% en de 55%, tenzij er naar oordeel van de minister van SZW sprake is van bijzondere omstandigheden. En de minister heeft nu geoordeeld dat daar inderdaad sprake is. Zo hebben de economische omstandigheden er mede toe geleid dat de representativiteitsgegevens nét onder de maat scoren; de verwachtingen voor de toekomst zijn echter positief. Daarnaast bestaat er sinds 1 januari jl. een nieuwe werkgeversvereniging: Binnenvaart Logistiek Nederland (BLN). Hierin zijn de werkgeversvereniging Binnenvaart Branche Unie (BBU) en een deel van de ledengroep Varende Ondernemers van het Centraal Bureau voor de Rijnen Binnenvaart (CBRB) toegetreden. Deze herstructurering neemt de nodige tijd in beslag en is derhalve

ook van invloed op de representativiteitsgegevens. Voorgaande in aanmerking nemende, heeft de minister doen besluiten de verplichtstelling de komende jaren te handhaven. Goede onderhandelingspositie

Voor de bedrijfstak is dat goed nieuws; het zou de sector immers niet ten goede komen als de verplichtstelling wegvalt. De kans is dan reëel aanwezig dat werkgevers de werknemerspensioenen elders onderbrengen of, erger, helemaal geen pensioenregeling voor hun medewerkers treffen. Het wegvallen van de verplichtstelling zou ook de onderhandelingspositie van het fonds in de gesprekken met andere partijen geen goed doen. De garantie op toekomstige premieinstroom en verversing van het deelnemersbestand zijn belangrijke onderwerpen bij onderhandelingen met andere pensioenfondsen. De verplichtstelling zorgt er voor dat een zo goed mogelijke regeling voor de leden van Nautilus gerealiseerd én vastgehouden kan worden. Nieuwe pensioenregeling

Momenteel is Nautilus samen met het CNV in gesprek met werkgevers over een nieuwe pensioenregeling. De werkgevers hebben aangegeven zowel de tijdelijke bijdrage in de VPLregeling als de bijdrage ter versterking van het fonds van in totaal 4% te willen afschaffen. l Dit voorstel is bij de vakbonden niet in goede aarde gevallen, aangezien de werkgevers er niets tegenover hebben gesteld maar enkel uit zijn op een ordinaire bezuiniging. Dit is voor de Nautilus niet aanvaardbaar Nautilus wil best praten over een aanpassing van de tijdelijke werkgeversbijdrage maar dan moet daar wel iets tegenover staan. Daar wordt nu verder over nagedacht. We houden u op de hoogte van de voortgang.

Geef uw mening Vorige maand vroegen wij: Denk u dat het veilig is om de anti piraterij zeemacht bij Somalië te reduceren?

Nee 59%

Ja 41%

De poll van deze maand is: Denkt u dat het goed is te veronderstellen dat de kapitein als laatste persoon een zinkend schip moet verlaten? Geef ons uw mening online, op www.nautilusnl.org

34-35_nl_18.06.14.indd 34

Op 12 en 13 mei jl. organiseerde Nautilus ledenvergaderingen aan boord van de Pride of Bruges en de Pride of Rotterdam. Tijdens deze inspirerende varende bijeenkomsten hebben Nautilus en de leden in dienst van P&O NSF de voorstellen geformuleerd voor verlenging van de CAO die op 31 december 2013 afliep. Ook werd de aanvliegroute bepaald voor aanpassing van het nieuwe reglement. Bij het formuleren van de voorstellen voor de nieuwe CAO met P&O NSF is het arbeidsvoorwaardenbeleid van de FNV voor 2014 richtinggevend geweest. Onderdeel van dit beleid is dat de arbeidsvoorwaardenruimte zoveel mogelijk wordt omgezet in geld en arbeidsvoorwaarden die zekerheid scheppen. In het beleid wordt uitgegaan van een totale loonruimte van 3%. Een deel van de loonruimte kan besteed worden aan aanpassing en vereenvoudiging van het huidige reglement, waarvoor de werkgever de concepttekst zal aanleveren. Tijdens de ledenvergaderingen is besproken dat de afspraken die in CAO-verband worden gemaakt, meegenomen kunnen worden bij de vereenvoudiging van het nieuwe reglement. Voorstellen

Het voorstel is om te komen tot een nieuwe CAO met een looptijd van één jaar, lopend van 1 januari tot en met 31

december 2014. Een langere looptijd is bespreekbaar, zij het onder dezelfde condities als voor het eerste jaar. Er wordt voorgesteld om de gages te verhogen conform de afgeleide prijscompensatie (APC). Verder stelt Nautilus voor om álle zeevarenden — ongeacht hun functie — een aantal extra verlofdagen toe te kennen. Inzet is dat de zeevarenden over voldoende verlof beschikken om het huidige vaar- verlof schema in te vullen en het niet meer noodzakelijk is om verlof bij te kopen. Omdat er bij P&O NSF weinig doorgroeimogelijkheden zijn, wil de vakbond dat aan de bovenkant van het loongebouw een extra anciënniteit wordt ingevoerd.

Levensfasebewust personeelsbeleid

Zoals bij menig werkgever, wordt ook bij P&O NSF aandacht besteed aan een levensfasebewust personeelsbeleid. Hierbij valt te denken aan een gezonde leefomgeving aan boord van de schepen. Maar ook de reeds bestaande mogelijkheid voor ouderen in dienst van P&O NSF om parttime te gaan werken, valt onder het levensfasebewust personeelsbeleid. De vakbond stelt voor dat de werkgever dit (deels) financieel gaat ondersteunen. Nieuw reglement

De voorstellenbrief is inmiddels

naar de werkgever verzonden en dient als uitgangspunt voor de CAO-onderhandelingen. De komende maanden worden de werknemers intensief betrokken bij het geheel. Zo zullen de kaderleden van Nautilus meegaan tijdens de CAO-onderhandelingen. Een speciale werkgroep, bestaande uit zeevarenden van alle drie de departementen binnen P&O NSF (dek, machinekamer en OBS), de werkgever en de vakbond, gaat zich bezighouden met de inrichting van het nieuwe reglement. De daadwerkelijke aanpassing hiervan zal plaatsvinden nadat de CAO-onderhandelingen zijn afgerond. We houden u op de hoogte van de voortgang.

Uit de dienstgang A

Een opeenstapeling van gebeurtenissen kan soms leiden tot vervelende gevolgen voor een werknemer. Dankzij de professionele hulp en advies van de medewerkers van Nautilus International, heeft het lid uit onderstaand verhaal weer een toekomstperspectief bij zijn werkgever. Ons lid, al tientallen jaren in dienst bij dezelfde werkgever, werd geconfronteerd met een vervelende kwestie. Tijdens bunkerwerkzaamheden sloot een collega een slang op de verkeerde manier aan. Hierdoor werd een verkeerd product geleverd. Dit product werd bij een ander product gepompt dat al in de betreffende bunker zat, met een ﬂinke contaminatie tot gevolg waarvoor ons lid en zijn collega zich op kantoor moesten verantwoorden. Tijdens de werkzaamheden waarbij de contaminatie ontstond was ons lid gezagvoerder. Zijn collega werkte doorgaans ook als gezagvoerder op een ander schip. Ons lid vertelde de werkgever dat op het moment van de contaminatie hij zelf bezig was een storing te verhelpen in de computer. Zijn collega bood daarom aan de slangen te wisselen. Pas na enige tijd ontdekten zij samen de fout en zetten de pompen stil. Het leed was echter al geschied. Degradatie

De werkgever besloot naar aanleiding van dit voorval dat ons lid geen gezagvoerder meer kon zijn; als gezagvoerder had hij mee moeten kijken toen de slangen verwisseld werden. Ons lid was van mening dat zijn zeer ervaren collega deze klus best zelfstandig kon uitvoeren. Gezien de vaak drukke werkzaamheden, was het bovendien niet gebruikelijk dit soort zaken gezamenlijk te controleren. Nadat ons lid een brief had ontvangen met daarin de degradatie en de mededeling dat dit ook gevolgen had voor het salaris, nam hij contact op met Nautilus voor bijstand. Nautilus verzocht vervolgens

middels een brief aan de werkgever de degradatie ongedaan te maken. De werkgever was het hier in eerste instantie niet mee eens. Na diverse emails en telefoontjes werd ons lid door de werkgever uitgenodigd voor een gesprek waarin hij door Nautilus werd bijgestaan. Proefperiode

Na lang met elkaar gesproken te hebben, werd afgesproken dat de werkgever over de kwestie zou nadenken en dat een besluit spoedig zou volgen. Enige weken later bood de werkgever ons lid een proefperiode aan van zes maanden aan met de belofte dat hij daarna in functie hersteld zou worden. Enkele dagen na het verstrijken van de proefperiode vond een vervelend voorval plaats. Tijdens het laden van een tankauto liep een tank over. Gelukkig viel de schade mee en de vervuiling kon eenvoudig opgeruimd worden. Desondanks besloot ons lid het voorval te melden aan de werkgever,

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

Volg ons op Twitter

die een paar uur later zelf kwam kijken. Er viel echter niets meer te zien: de tankauto was al weg en er was geen schade. Ons lid ging er vanuit dat het voorval geen verdere gevolgen zouden hebben. Helaas vond de werkgever dit de zoveelste ‘fout’ en ons lid werd geschorst totdat een onderzoek naar voorval afgerond was. Omdat ons lid ook dit keer vond dat de verantwoordelijkheid niet bij hem gezocht kon worden, besloot de werkgever hem terug te zetten naar de laagst mogelijke functie. Hier was ons lid het niet mee eens en trok opnieuw aan de bel bij Nautilus. Er ging weer een brief uit naar de werkgever en ook volgden diverse telefoongesprekken en emails. De werkgever was niet op andere gedachten te brengen en besloot vast te houden aan de degradatie naar de laagste functie. Omdat de enige weg nog een rechtsgang was, werd de zaak naar de advocate van Nautilus doorverwezen. In gesprek

Nadat de werkgever werd gedagvaard, stelde de rechtbank een mediationtraject voor. Dit werd door zowel ons lid als de werkgever geaccepteerd. Diverse gesprekken later leken ons lid — bijgestaan door een medewerker van Nautilus — en de werkgever muurvast en lijnrecht tegenover elkaar te zitten. Nautilus stelde de werkgever daarom voor om tijdens een kop kofﬁe samen na te denken over een voor beide partijen acceptabele oplossing. De werkgever ging hiermee akkoord en na een week zaten werkgever en Nautilus rond de tafel om binnen een half uur tot een oplossing in de vorm van een scholingstraject te komen. Hiermee werd een vervelende juridische procedure voorkomen die alleen maar verliezers zou kennen. Omdat werkgever en ons lid, bijgestaan door Nautilus, ondanks alles met elkaar in gesprek bleven, is een vervelende kwestie voor alle partijen goed opgelost. En ons lid gaat nog altijd met veel plezier naar zijn werk!

18/06/2014 17:07

July 2014 | nautilusint.org | telegraph | 35

NL NEWS

Nautilus en Maersk Ship Nautilus International Management bereiken zoekt: Ervaren overeenstemming voor Bestuurder/ Aankomend 3-jarige CAO Hoofdbestuurder A

Nieuwe CAO’s voor tankrederijen John T. Essberger en Tarbit Tankers onderhandelingsresultaat C bereikt met respectievelijk John

Onlangs heeft Nautilus een

T. Essberger B.V. en Tarbit Tankers Services B.V. over de nieuwe CAO’s. Voor beide rederijen gaat het om een tweejarige CAO, lopend van 1 januari 2014 tot en met 31 december 2015. Vanwege de nieuwe milieueisen moest een aantal schepen bij Tarbit Tankers aangepast worden wat tot hogere kosten heeft geleid. De werkgever wilde daarom liever geen loonsverhoging doorvoeren in de nieuwe CAO. Nautilus daarentegen pleitte voor een loonsverhoging op minimaal inflatieniveau. Uiteindelijk zijn de onderhandelingspartijen op een loonsverhoging uitgekomen van 2% per 1 januari 2014 en 1% per 1 januari 2015.

hoger uitvallen. Er is gekozen voor een tweejarige CAO om rust op de werkvloer te krijgen na de (gedeeltelijke) reorganisatie afgelopen jaar. Zorgverzekeringswet

Voor de leden in dienst van John T. Essberger is de zorgverzekeringsvergoeding gebaseerd op het budget zoals dat in 2006 beschikbaar was. Het gaat hierbij om een totaal aan kosten van de premie ZVW en de vergoedingen zorgverzekering aan de zeevaart- en walmedewerkers. Per 1 januari 2015 wordt het budget over het dan in dienst zijnde personeel verdeeld. Vanwege de personele wisselingen in 2014 zal dit naar verwachting leiden tot een hogere bijdrage. Ledenvergadering

Rust op de werkvloer

Bij John T. Essberger is bijna een zelfde resultaat bereikt. Hier betreft de loonsverhoging en overige emolumenten per 1 januari 2014 1% en per 1 januari 2015 minimaal 2%. Mochten de loonen arbeidsvoorwaarden (lees: inflatie) van het kantoorpersoneel of de kapiteins daartoe aanleiding geven, dank kan dit percentage

Het bestuur van Nautilus heeft beide resultaten met een gematigd positief advies aan de leden voorgelegd. Bij zowel Tarbit Tankers als bij John T. Essberger vindt op 12 juni een ledenvergadering plaats waar de leden zich kunnen uitspreken over het bereikte principeakkoord. Tijdens het ter perse gaan van dit nummer was de uitslag hiervan nog niet bekend.

De onderhandelingen hadden nogal wat voeten in de aarde en het duurde lang voordat Maersk Ship Management (MSM) over de brug kwam met een kleine gageverhoging. Maar na vijf onderhandelingsronden hebben Nautilus en MSM dan toch een resultaat bereikt voor een nieuwe CAO over een periode van drie jaar en drie maanden. De looptijd is van 1 januari 2014 tot en met 31 maart 2017. Ondanks het feit dat Maersk Line in 2013 een goede ontwikkeling heeft doorgemaakt én er 1 miljard dollar meer winst gemaakt is ten opzichte van 2012 (400 miljoen dollar), bood MSM pas na het derde overleg een kleine gageverhoging. Hierbij stelde de werkgever een aantal voorwaarden; een daarvan was dat de stappen in de dienstjaren van één naar twee jaar werden verhoogd. Ten opzichte van de geboden gageverhoging betekende dit echter dat de huidige verdiensten over de gehele loopbaan door alle zeevarenden (senior ofﬁcieren, ofﬁcieren en gezellen) niet meer gehaald gaan worden, met andere woorden: een achteruitgang in gage. Namens de leden hebben wij een dringend beroep op de onderhandelingsdelegatie van MSM

gedaan om deze voorwaarde te laten vallen. En dat is gelukt! De onderhandelingspartijen zijn een gageverhoging overeengekomen van 1,6% per 1 januari 2014, 0,4% per 1 januari 2015, 1,7% per 1 april 2015 en 1,8% per 1 april 2016. Ook zijn afspraken gemaakt over het integreren van levensfasebewust personeelsbeleid in het reguliere personeelsbeleid. Meer voorwaarden

Andere voorwaarden die MSM stelde, waren het vervallen van de uniformtoelage, vermindering van verlof voor junior officieren en het vervallen van de mentortoelage. Tijdens de onderhandelingen heeft Nautilus aangegeven dat zelfs het behouden van de huidige uniformtoelage niet gezien kan worden als een loonsverhoging; Na advies van de vakbond heeft MSM dit voorstel ingetrokken. Met betrekking tot het verminderen van verlof voor junior officieren heeft Nautilus, mede door ervaringen uit het verleden en het feit dat nieuwe junior officieren hierdoor worden getroffen, aangegeven dat dit onbespreekbaar is. Over de mentortoelage is afgesproken dat deze per 1 januari 2015 in de maandelijkse gage van de

betreffende rangen wordt verdisconteerd.

bijdrage aan het ontwikkelen, A uitdragen en realiseren van de

Definitie zondagen

collectieve belangenbehartiging in de maritieme sector. Nautilus International maakt zich sterk voor veiligheid en leefbaarheid aan boord van schepen. De afnemende werkgelegenheid door concurrentie uit lage lonenlanden is een grote zorg. Daarom is een sterke internationale vakbond belangrijk, die opkomt voor de werknemers in de binnenvaart, koopvaardij, offshore, waterbouw en aanverwante walbedrijven. In deze functie geeft u sturing en draagt u actief bij aan het formuleren van een strategische visie en het ontwikkelen, voorbereiden en uitvoeren van beleid van de collectieve belangenbehartiging. Het betreft een internationale werkomgeving in een dynamisch en breed werkveld. De bestuurder richt zich op collectieve belangenbehartiging voor leden en het vertegenwoordigen van Nautilus International in nationale en internationale overlegorganen. U beschikt over academisch werken denkniveau , een brede algemene ontwikkeling en sociaaleconomisch inzicht. Aangevuld met kennis van één of meer van de volgende deelgebieden: arbeidsrecht, sociaal verzekeringsrecht, arbeidsvoorwaarden en pensioenen. U heeft een maritieme achtergrond en/of affiniteit met de maritieme sector. Wij bieden een leuke baan in een interessante organisatie. Een gevarieerd takenpakket in een werkomgeving waar teamwork én eigen initiatief belangrijk zijn. De arbeidsovereenkomst is voor de duur van een jaar met de intentie deze bij goed functioneren voor onbepaalde tijd voort te zetten. g Aanvullende informatie: www. nautilusnl.org/informatie of neem contact op met Martijn Jansen, P&O adviseur telefoon 010 2862986. g Stuur je sollicitatie met CV vóór maandag 25 juli 2014 naar Nautilus International, t.a.v. Martijn Jansen P&O adviseur, Postbus 8575, 3009 AN Rotterdam. Mailen mag ook: personeelszaken@nautilusint.org.

Vanuit internationalisering van de CAO stelde MSM voor een aantal genoemde ‘zondagen’ in de huidige deﬁnitie aan te passen aan de huidige ontwikkelingen, zoals 5 mei naar 1 x per 5 jaar en de Goede Vrijdag te laten vervallen. Het anders inrichten van de zondagen heeft voor de berekening van overwerkvergoedingen van de gezellen echter dubbele consequenties, namelijk geen feestdag en geen overwerk. Er is afgesproken dat de gezellen per 1 januari 2015 twee extra periodieke verlofdagen per jaar krijgen, ter compensatie van het gemiste overwerk en het werken op die dag. Eindbod

Uiteindelijk hebben deze onderhandelingen geresulteerd in, opnieuw, een mager resultaat dat MSM als een eindbod neerlegt. Dit resultaat is vastgelegd in een resultatenlijst, welke op het moment van schrijven nog voorzien moet worden van een advies van het bestuur, voordat het in een beslissende vergadering aan de leden wordt voorgelegd.

Fairstar en Nautilus bereiken principeakkoord gesprekken, zijn Fairstar F Heavy Transport en Nautilus tot een Na meerdere constructieve

principeakkoord gekomen voor een tweejarige CAO, lopend van 1 januari 2014 tot en met 31 december 2015. Omdat de lonen dit jaar niet worden verhoogd, zal het onderhandelingsresultaat met een gematigd positief advies aan de leden worden voorgelegd. In de CAO voor 2013 is voor werknemers een eenmalige bonus van een maandsalaris overeengekomen die uitbetaald wordt in 2014. De rederij stelt daarom dat er voor 2014 geen loonruimte is voor een loonsverhoging. Per 1 januari 2015 worden de lonen en de afgeleide componenten daarentegen wel verhoogd, met 2%. Verder is overeengekomen dat de overwerkvergoedingen van de juniorrangen en bootslieden kostenneutraal in de vaste maandgage wordt verwerkt. Voordeel hiervan is dat men gedurende het jaar een gelijk inkomen heeft

34-35_nl_18.06.14.indd 35

ongeacht of men vaart of met verlof is. Verwerking van de overwerking vergoeding in de gage is positief voor de pensioenopbouw. Ook het verkrijgen van hypotheek is makkelijker bij een hoger vast maandinkomen. Evenwichtiger vaar-/verlofschema

Wat betreft het vaar-/verlofschema heeft de werkgever beloofd zijn uiterste best te doen om tot een evenwichtiger een eerlijker verdeling hiervan te komen. Concreet betekent dit dat niet elk jaar dezelfde zeevarenden tijdens de kerstperiode en zomervakantie aan boord zullen zijn. Fairstar heeft aangegeven nadrukkelijk de mogelijkheden te onderzoeken om meer verantwoordelijkheid voor de planning aan boord te

leggen, zodat de zeevarenden zelf tot een zo eerlijk mogelijke vaar-/verlofverdeling kunnen komen. Kaderleden vrijgesteld

Ook hebben de onderhandelingspartijen afgesproken dat kaderleden acht werkdagen per jaar vrij krijgen met behoud van loon voor het bijwonen van door Nautilus belegde vergaderingen. De overige leden krijgen hiervoor twee werkdagen per jaar vrij. Gematigd positief

Mede vanwege het feit dat de leden in 2014 geen loonsverhoging tegemoet zullen zien, legt het Nautilusbestuur het onderhandelingsresultaat met een gematigd positief advies aan de leden voor. Het laatste woord is nu aan hen…

Hij of zij levert een actieve

WILT U EEN ADVERTENTIE PLAATSEN IN DE TELEGRAPH NEEMT U DAN CONTACT OP MET: Tom Poole at Redactive Media Sales

T: +44 (0)20 7880 6217 F: +44 (0)20 7880 7691

E: tom.poole@ redactive.co.uk

18/06/2014 17:07

36 | telegraph | nautilusint.org | July 2014

ACCOUNTS

Financial statements

Nautilus International’s accounts for the year 2013 have been externally audited and approved by Council. The accounts — which appear below — were submitted in accordance with the Union’s rules to the Nautilus International Council in April 2014. They show that Nautilus International continues to have an underlying strong financial provision, with sufficient resources available to meet members’ requirements.

STATEMENT OF INCOME & EXPENDITURE FOR THE YEAR ENDED 31 DECEMBER 2013 General Legal Total £ Note Fund £ Defence fund £ Subscription income from individual members 3,264,560 264,694 3,529,254 Subscription income from Memorandum Agreements with employers 2,257,594 183,048 2,440,642 Contribution from RLE 500,989 - 500,989 Investment income net of corporation tax 6 200,706 200,706 Advertising revenue 567,580 567,580 Other income net of corporation tax 6 66,025 66,025 Expenditure Travel and general organising Elections and BGM costs Legal defence costs Affiliations and council expenses Telegraph — net cost Phone, post, printing and stationery Professional fees and bank charges Donations Staff costs Pension fund asset and costs 11 Building costs Computer and equipment costs (Gain)/loss on disposal of motor vehicles Depreciation — Freehold buildings Motor vehicles Computers and equipment Total operating surplus Foreign exchange net movement Profit on sale of investments net of corporation tax

2012 £ 3,489,063 1,981,797 491,014 221,583 539,302 36,060

6,857,454

447,742

7,305,196

6,758,819

539,876 99,386 245,031 603,473 265,761 326,173 36,030 3,189,242 802,920 385,101 136,778 (7,211) 8,865 58,915 105,049 6,795,389

539,876 99,386 185,643 185,643 245,031 603,473 265,761 326,173 36,030 - 3,189,242 - 802,920 385,101 136,778 (7,211) 8,865 58,915 105,049 185,643 6,981,032

467,974 92,664 190,325 248,168 599,852 243,141 198,691 32,923 2,944,027 229,931 370,278 147,207 8,892 8,865 65,855 150,199 5,998,992

Total surplus for the year

62,065 51,305

262,099 -

324,164 51,305

759,827 (34,339)

217,940

273,268

331,310

262,099

593,409

998,756

2013 £ 593,409 (559,000) -

2012 £ 998,756 (77,000) -

34,409

921,756

Statement of total recognised gains and losses Total surplus for the year Actuarial (losses)/gains on SPF net pension costs Gain on revaluation of land and buildings Total recognised gains and losses related to the year

STATEMENT OF COUNCIL AND GENERAL SECRETARY’S RESPONSIBILITIES

Rule 10 of the Nautilus International Rules provides that the Council is responsible for the absolute control and administration of the affairs and property of the Union and thus for safeguarding the assets of the Union. Rule 22.2 provides that the General Secretary shall provide Council with such financial statements as it may require. The General Secretary is responsible for keeping proper accounting records which disclose with reasonable accuracy at any time the financial position of the Union and for ensuring that the financial statements comply with the Trade Union and Labour Relations (Consolidation) Act 1992 as amended and hence for taking reasonable steps for the prevention and detection of fraud and other irregularities. Law applicable to Trade Unions requires the preparation of financial statements for each financial year which give

36-37_accounts_july14.indd 36

a true and fair view of the Union’s activities during the year and of its financial position at the end of the year. In preparing those financial statements, the General Secretary is required to: z select suitable accounting policies and then apply them consistently z make judgements and estimates that are reasonable and prudent z state whether applicable accounting standards and statements of recommended practice have been followed, subject to any material departures disclosed and explained in the financial statements z prepare the financial statements on the going concern basis unless it is inappropriate to presume that the Union will continue in operation.

Building & Depreciations 9.85%

Pension Fund Deficit 11.50%

Staff Cost 45.68%

Professional Fees & Bank charges 4.67%

Phone, Post, Printing & Stationery 3.81%

Telegraph Cost 8.64%

Affiliation/Council Expenses & Donation 4.03%

Legal Defence Cost Rule 6 ‒ 2.66%

Election & BGM 1.42%

Travel & General Organising 7.74%

Nautilus International expenditure for the year ended 31 December 2013

BALANCE SHEET AT 31 DECEMBER 2013 Fixed assets Freehold land and buildings Motor vehicles Equipment Investments Current assets Debtors and prepayments Cash at bank and in hand - Current accounts - Deposit accounts Less: Creditors Net assets excluding pension liability SPF pension (liability) NET assets Reserves General Fund Legal Defence Fund Revaluation Reserve

Note 2 2 2

£ 462,270 148,195 171,716

2013

£ 471,135 142,622 186,679

782,181 6,968,325 7,750,506

482,693

530,777 214,077 1,260,201 4 (1,039,006)

552,252 166,546 1,201,491 (912,798)

7 8 5

800,436 6,392,163 7,192,599

515,347

2012

221,195 7,971,701 (589,000)

288,693 7,481,292 (133,000)

7,382,701

7,348,292

5,052,529 1,962,130 368,042 7,382,701

5,280,219 1,700,031 368,042 7,348,292

The financial statements were approved and authorised for issue on 3 April 2014 and were signed by: Ulrich Jurgens Chair A M Dickinson General Secretary

CASH FLOW STATEMENT AT 31 DECEMBER 2013 Reconciliation from operating Note £ surplus to net cash flow from operations: Operating surplus 324,164 Investment income (206,271) SPF contributions (175,000) SPF current year costs 72,000 Depreciation 172,829 (Gain)/loss on disposal of fixed assets (7,211) Corporation tax deducted from income 24,830 (Increase) in debtors and prepayments (32,654) Increase in creditors 101,323 Net cash inflow from operations

2013

2012

759,827 (223,830) (125,000) 69,000 224,919 8,892 3,121 (80,769) 160,873 274,010

Returns on investment and servicing of finance Investment income receivable 206,271 Taxation Capital expenditure and financial investment Payments to acquire tangible fixed assets (172,463) Proceeds from disposal of tangible fixed assets 25,100 Payments to acquire investments (2,428,502) Proceeds from disposal of investments 2,139,566

797,033 223,830

206,271

223,830

(17,926)

(3,616) (221,252) 78,152 (2,614,249) 2,206,071

(436,299)

(551,278)

Net cash inflow for the year

26,056

465,969

Net funds at 1st January

718,798

252,829

Net funds at 31st December

744,854

718,798

18/06/2014 17:45

July 2014 | nautilusint.org | telegraph | 37

ACCOUNTS 1. 1.1

ACCOUNTING POLICIES BASIS OF ACCOUNTING

The financial statements have been prepared under the historical cost convention, as modified by the revaluation of freehold land and buildings, and in accordance with the Trade Union and Labour Relations (Consolidation) Act 1992 and applicable accounting standards.

1.2

REVENUE

3. INVESTMENTS 2013 £ 2012 £ Fixed interest securities 2,600,621 2,536,660 Other quoted securities Investment Trusts 1,168,047 590,872 Overseas Trusts 697,826 884,034 Equity Holdings 2,325,824 2,204,590 ____________________________________________________________________

Revenue is recognised when receivable by the Union and is stated net of VAT where applicable.

6,792,318 6,216,156 ____________________________________________________________________

1.3

Market value of quoted investments at 31 December 8,765,469 7,601,160 ____________________________________________________________________ Unquoted Equity holdings 176,007 176,007 ____________________________________________________________________

DEPRECIATION

Depreciation is provided using the following rates to reduce by annual instalments the cost of the tangible assets over their useful lives: Freehold buildings 2% straight line Software 6 years straight line Equipment 10% to 33.33% straight line Motor vehicles 25% straight line Investments are included in the financial statements at cost.

Total of quoted and unquoted investments held at cost at 31 December 6,968,325 6,392,163 ____________________________________________________________________

1.5

1.4

INVESTMENTS LEGAL DEFENCE FUND

The annual transfer of members’ contributions to the Legal Defence Fund is 7.5% per annum. In 2013 the reserve has grown to £1.9million as compared to £1.7 million in 2012. The level of the Fund is kept under review.

1.6

PENSION COSTS

The Union participates in two multi employer pension schemes; namely the MNOPF and MNOPP. Contributions to the Schemes are charged to the Union’s Income and Expenditure Account as they fall due. The Union accounts for these schemes as though they were defined contribution schemes as permitted by FRS17. The information required by FRS17 is disclosed in note 11 to the financial statements. The MNAOA Supplementary Pension Scheme (SPF), a defined benefit scheme, which is administered by Trustees, provides pension benefits for certain members of staff. The deficit on the SPF defined benefit pension scheme is shown on the balance sheet. Current service costs, curtailments, settlement gains and losses and net financial returns are included in the income and expenditure account in the period to which they relate. Actuarial gains and losses are recognised in the statement of total recognised gains and losses.

1.7

VAT

The Union is registered for VAT on a partially exempt basis and therefore irrecoverable VAT has been allocated proportionately against the relevant expense heading.

1.8

TAXATION

The majority of the Union’s income is exempt from taxation under the mutual trading exemption. Where income is not covered by this exemption, which largely represents investment income, provision for taxation has been made in the accounts.

CREDITORS 2013 £ 2012 £ Legal Defence Fund costs 141,900 141,900 Corporation tax 30,810 5,925 VAT 1,215 2,169 Other creditors 865,081 762,804 ____________________________________________________________________ 1,039,006 912,798 ____________________________________________________________________

5. REVALUATION RESERVE 2013 £ Balance at 1 January 2013 368,042 Transfer of realised profits to the General Fund ____________________________________________________________________ Balance at 31 December 2013 368,042 ______________________________ ______________________________________ This represents the excess of the revaluation of the Union’s freehold properties over the net book value.

TAXATION

2013 £

2012 £

Current year taxation UK corporation tax at 23.25% (2012: 20%) 30,810 5,925 Adjustment for prior year underprovision 12,001 (2,804) ____________________________________________________________________ 42,811 3,121 ____________________________________________________________________ Reconciliation of tax charge Operating surplus 348,994 762,948 ____________________________________________________________________

The Union has operations in the Netherlands and Switzerland. Transactions and balances denominated in Euros and Swiss Francs have been included in these financial statements using the net investment method under SSAP20, with all amounts being translated at the exchange rate ruling at the balance sheet date.

Corporation tax at 23.25% (2012: 20%) 81,141 152,590 Effects of: Non-taxable activity (55,736) (140,588) Charitable donations (8,377) (6,077) Chargeable gains 18,154 Marginal relief (4,372) Prior year adjustments 12,001 (2,804) ____________________________________________________________________

1.10

UK corporation tax 42,811 3,121 ____________________________________________________________________

1.9

FOREIGN CURRENCY TRANSACTIONS

OPERATING LEASE RENTALS

Rental charges under operating leases are recognised as expenditure on a straight line basis over the period of the lease.

FIXED ASSETS

Freehold land Motor Computers & Cost or valuation & buildings £ Vehicles £ Equipment £ Total £ At 1st January 2013 480,000 263,421 830,330 1,573,751 Additions 82,377 90,086 172,463 Disposal (71,555) (71,555) ____________________________________________________________________ At 31st December 2013 480,000 274,243 920,416 1,674,659 ____________________________________________________________________ Depreciation At 1st January 2013 8,865 120,799 643,651 773,315 Charge for the year 8,865 58,915 105,049 172,829 Disposal (53,666) (53,666) ____________________________________________________________________ At 31st December 2012 17,730 126,048 748,700 892,478 ____________________________________________________________________ Net book value 31st December 2013 462,270 148,195 171,716 782,181 ____________________________________________________________________ 31st December 2012 471,135 142,622 186,679 800,436 ____________________________________________________________________ The freehold land and building at Wallasey was professionally valued on 7th April 2011. Charles Living & Sons valued Nautilus House, on a depreciated replacement cost basis in accordance with the Statements of Asset and Valuation Practice and Guidance Notes as issued by the Royal Institution of Chartered Surveyors. DM Hall valued Bannermill Place on an open market basis on 27th April 2011 in accordance with the Statements of Asset and Valuation Practice and Guidance Notes as issued by the Royal Institution of Chartered Surveyors. If the revalued land and properties were stated on a historical cost basis, the amounts would be as follows: 2013 £ 2012 £ Cost 353,778 353,778 Accumulated depreciation (255,972) (248,896) ____________________________________________________________________ Net Book Value 97,806 104,882 ____________________________________________________________________

Auditors’ Report from Statement of Accounts of Nautilus International for the year ended w 31st December 2013 set out on pages 36 to 37. These

We have audited the ﬁnancial statements

ﬁnancial statements have been prepared under the accounting policies set out on pages 4 and 5. This report is made solely to the members of the Nautilus Council, as a body, in accordance with the Trade Union and Labour Relations (Consolidation) Act 1992. Our audit work has been undertaken so that we might state to the Union members those matters we are required to state to them in an auditor’s report and for no other purpose. To the fullest extent permitted by law, we do not accept or assume responsibility to anyone other than the Union members, as a body, for our audit work, for this report, or for the opinions we have formed. Respective responsibilities of directors and auditors As described on page 36 the Council and General Secretary are responsible for the preparation of ﬁnancial statements in accordance with applicable law and United Kingdom Accounting

36-37_accounts_july14.indd 37

The above charge is disclosed in the accounts within the figures for:Profit on sale of investments 17,981 nil ____________________________________________________________________ Interest received on general investments 5,565 2,247 ____________________________________________________________________ Other income 19,265 874 ____________________________________________________________________

GENERAL FUND 2013 £ Balance at 1st January 2013 5,280,219 Surplus for the year 331,310 Actuarial losses on pension scheme (559,000) Transfer of realised profits from revaluation reserve ____________________________________________________________________ Balance at 31 December 2013

5,052,529

LEGAL DEFENCE FUND

This represents a provision against payments for certain legal costs and provident benefits incurred in accordance with the Rules of the Union. 2013 £ Balance at 1st January 2013 1,700,031 Surplus for the year 262,099 ____________________________________________________________________ Balance at 31st December 2013 1,962,130 ______________________________ ______________________________________

WELFARE FUND

The Balance Sheet and Statement of Financial Activities of the Nautilus Welfare Fund, which operate under a Charity Commission Scheme, are published separately.

10. OPERATING LEASE COMMITMENTS At the balance sheet date, the Union had the following commitments in respect of non-cancellable operating leases: 2013 £ 2012 £ Land and buildings Expiring after more than 5 years 106,995 106,995 ____________________________________________________________________

11.

PENSION COMMITMENTS

The Union operates a defined benefit pension scheme, the MNAOA Supplementary Pension Scheme (SPF) for certain members of staff. This scheme is now closed to new entrants. It is funded by the payment of contributions to a separately administered trust fund. The assets of the scheme are held separately from those of Nautilus International.

The Union adopts the valuation and disclosure requirements of FRS17. The Union includes the assets and liabilities of the SPF in the Union’s balance sheet, with a subsequent effect on reserves. The pension contributions are determined with the advice of a qualified actuary on the basis of triennial valuations using the aggregate method. The most recent valuation was conducted as at 31st December 2011, the next triennial valuation will be conducted as at 31 December 2014. The principal assumptions used by the actuaries were Discount Rate of 5.3% for Pre Retirement and 3.0% for Post Retirement and salaries would increase by 3.0% per annum. The market value of the assets at 31st December 2011 was £4,233,000. Nautilus International pension contribution into the MNAOASPF for the year was £175,000 (2012: £125,000). Contributions to the scheme will be £150,000 each year from 2014 to 2022 with a final balancing payment in 2023. The most recent valuation and has been updated to reflect conditions at the balance sheet date. The key assumptions were as follows: % per annum Main assumptions 2013 2012 Rate of return on investments 3.80 3.50 Increase in earnings 3.35 3.00 Increase in pensions 3.35 3.00 Increase in MNOPF pensions - post April 1997 service 3.35 3.00 Inflation rate 3.35 3.00 Discount rate 4.30 4.30

Net pension scheme deficit £(589) £(133) ____________________________________________________________________

Analysis of scheme assets £’000 2013 2012 Equities 426 456 Bonds 3,851 3,963 Cash and other asset types 179 132 __________________________ __________________________________________ £4,456 £4,551 ____________________________________________________________________

Reconciliation of FRS 17 actuarial valuation of scheme liabilities: FRS 17 Actuarial valuation of scheme liabilities at the start of the period 4,684 4,378 Current service cost 34 35 Interest on scheme liabilities 196 211 Employee contributions 1 1 Loss/(gain) on change of assumptions 525 (127) Experience (gain)/loss on liabilities (92) 278 Benefits paid (303) (92) _______________________ _____________________________________________ FRS 17 Actuarial valuation of scheme liabilities at the end of the period £5,045 £4,684 ______________________________________________________ ______________

Reconciliation of fair value of scheme assets: £’000 2013 2012 Fair value of scheme assets at the beginning of the period 4,551 4,266 Expected return on assets 158 177 (Loss)/gain on assets (126) 74 Employer contributions 175 125 Employee contributions 1 1 Benefits paid (303) (92) ____________________________________________________________________ Fair value of scheme assets at the end of the period £4,456_____________ £4,551 _______________________________________________________ £’000 2013 2012 2011 2010 2009 Fair value of scheme assets 4,456 4,551 4,266 3,901 3,511 Present value of scheme obligations (5,045) (4,684) (4,378) (4,231) (4,304) ____________________________________________________________________ Net liability recognised in the balance sheet £(589) £(133) £(112) £(330) £(793) ____________________________________________________________________ Experience gains/(losses) on scheme liabilities £92 £(278) £Nil £(579) £Nil ____________________________________________________________________ Experience gains/(losses) on scheme assets £Nil £Nil £Nil £Nil £Nil ____________________________________________________________________ In the opinion of the actuary the resources of the scheme are likely in the normal course of events, to meet in full the liabilities of the scheme as they fall due. The next actuarial valuation is to be carried out as at 31st December 2014. In addition Nautilus International has financial commitments to pay employer contributions and as laid down in legislation and the trust deeds and rules, to two multi employer pension schemes — the MNOPF, a defined benefit scheme, and the MNOPP, a defined contribution scheme. The actuarial valuations in March 2003, 2006, 2009 and 2012 of the MNOPF identified significant deficits in the New Section of the industry wide scheme. This is now being funded by the relevant employers. In 2013 Nautilus International paid off the balance due (£154,815) from both the 2003 and 2006 deficit. The 2009 deficit was paid off in full during 2011. A further deficit of £415,424 as disclosed in the March 2012 Valuation was fully paid off in 2013. These contributions are charged to the income and expenditure account when they become payable. The Trustees of the pension scheme cannot identify the Union’s share of the underlying assets and liabilities of the MNOPF defined benefit scheme on a consistent and reasonable basis. As explained above, the Union’s pension contributions are assessed in accordance with the advice of a qualified independent actuary whose calculations are based upon the total scheme membership of the MNOPF. In accordance with FRS17 the scheme is therefore included in the accounts as if it was a defined contribution scheme.

Opinion on financial statements

Income and Expenditure

In our opinion the ﬁnancial statements: z give a true and fair view of the state of the Union’s affairs as at 31st December 2012 and of its surplus for the year then ended; z have been properly prepared in accordance with United Kingdom Generally Accepted Accounting Practice; and z have been prepared in accordance with the requirements of the Trade Union and Labour Relations (Consolidation) Act 1992.

The total income of the union for the period was £7,565,947. This amount included payments of £5,969,896 in respect of membership of the union. The union’s total expenditure for the period was £7,531,538. The union does not maintain a political fund.

Scope of the audit of the financial statements

We have nothing to report in respect of the following matters where the Trade Union and Labour Relations (Consolidation) Act 1992 requires us to report to you if, in our opinion: z proper accounting records have not been kept; or z the ﬁnancial statements are not in agreement with the accounting records and returns.

Matters on which we are required to report by exception

haysmacintyre, Chartered Accountants Registered Auditors, Fairfax House, 15 Fulwood Place, London WC1V 6AY

Value at 31 December

£’000 2013 2012 Market value of assets 4,456 4,551 Present value of scheme liabilities__________________________________________ (5,045) (4,684) __________________________

Standards. Our responsibility is to audit the ﬁnancial statements in accordance with relevant legal and regulatory requirements and International Standards on Auditing (UK & Ireland). We report to you our opinion as to whether the ﬁnancial statements give a true and fair view and are properly prepared in accordance with the Trade Union and Labour Relations (Consolidation) Act 1992. We also report to you if the Union has not kept proper accounting records, or if we have not received all the information and explanations we require for our audit.

An audit involves obtaining evidence about the amounts and disclosures in the financial statements sufficient to give reasonable assurance that the financial statements are free from material misstatement, whether caused by fraud or error. This includes an assessment of: whether the accounting policies are appropriate to the charity’s circumstances and have been consistently applied and adequately disclosed; the reasonableness of significant accounting estimates made by the trustees; and the overall presentation of the financial statements.

Value at 31 December

Benefits

The only person covered under the Act is the General Secretary of the union who was paid £86,723 Gross salary; Employers National Insurance Contributions £10,985; Employers Pension Contributions £12,469; Telephone rental £300; Use of Vehicle £2,061. Irregularity statement

A member who is concerned that some irregularity may be occurring, or have occurred, in the conduct of the financial affairs of the union may take steps with a view to investigating further,

obtaining clarification and, if necessary, securing regularisation of that conduct. The member may raise any such concern with such one or more of the following as it seems appropriate to raise it with: the officials of the union via Olu Tunde, director of finance, the trustees of the property of the union, the auditor or auditors of the union, the certification officer (who is an independent officer appointed by the Secretary of State) and the police. Where a member believes that the financial affairs of the union have been or are being conducted in breach of the law or in breach of the rules of the union and contemplates bringing civil proceedings against the union or responsible officials or trustees, he should consider obtaining independent legal advice.

3rd April 2014

18/06/2014 17:45

38 | telegraph | nautilusint.org | July 2014

NAUTILUS AT WORK

Democracy, expertise and networking...

Titanic shipyard, Belfast Picture: Thinkstock

UK Nautilus members invited to September conference in Belfast

The threats to members’ jobs, pay, and working conditions in the ferry sector have never been greater than they are today. In response to concerns voiced by members during the Union’s 2013 UK branch conference, Nautilus has launched a major campaign to fight for decent employment in the EU ferry trades and to combat unfair competition. This campaign will form the centrepiece of discussions at this year’s Nautilus UK branch conference. The meeting will not only include progress reports on the work being done to defend jobs and services, but will also feature presentations by key industry figures — including UK Chamber of Shipping chief executive Guy Platten, DFDS vice-president HR & crewing Gemma Griffin, Discover Ferries director Bill Gibbons, and Serco Northlink Ferries managing director Stuart Garrett. The special seminar will be hosted in conjunction with the Union’s 2014 UK branch conference, which is being held at the Holiday Inn, Belfast on 30 September.

Registration for the conference and seminar will be open from 0930 on 30 September. The formal part of the day, which will begin at 1030, is reserved for full members only, and will include discussions on the UK branch activities report and any motions submitted by members. After lunch there will be an industry seminar on the ferry sector which will be open to invitees from across the maritime industry. The day will conclude around 1600. A limited amount of ﬁnancial assistance is available for those UK–based full members wishing to attend and who otherwise would not be able to make the journey. This will be allocated across the various categories of membership to ensure appropriate representation for each category of membership of the Union. The UK national committee is particularly keen to ensure a good turn-out from members residing in Northern Ireland and Eire (which is why the meeting is being held in Belfast) and is encouraging young and female members to attend. Arrangements will be

made with the hotel for a discounted room rate for members who are not eligible or successful in securing ﬁnancial assistance from the Union.

Motions for debate and decision at the conference need to have the support of four full members and reach the Nautilus head office by 1700 on 29 August 2013. A pro forma is available right and will also appear on the website www.nautilusint. org. Forms are also available on the website to apply for a place and to apply for financial assistance — these must also be submitted before 29 August. The conference is open to a maximum of 100 full members in benefit (all subscriptions must be up to date) so UK members need to apply for a place now. Those who have requested, and are approved for, financial assistance will be notified as soon as possible after 29 August. g Contact Adele McDonald on +44 (0)20 8989 6677 or email amcdonald@nautilusint. org

2014

Motion proposal form To General Secretary, Nautilus International Head Office, 1 & 2 The Shrubberies, George Lane, South Woodford, London E18 1BD (to arrive no later than 1700 Friday 29 August 2014). We, as full members, wish to submit the following motion for discussion at the 2014 UK Branch Conference of Nautilus International: This UK Branch Conference

(Continue on separate sheet if necessary) 1. Name Mem. No. Company Address

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

38_branch conf.indd Sec2:38

Postcode Signature Date 2. Name Mem. No. Company Address

Postcode Signature Date 3. Name Mem. No. Company Address

Postcode Signature Date 4. Name Mem. No. Company Address

Postcode Signature Date

18/06/2014 17:40

July 2014 | nautilusint.org | telegraph | 39

APPOINTMENTS

NOTICE TO READERS

9 July 2014 is the closing date for the August 2014 issue. You can still advertise online at anytime.

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 Marine Superintendent Aberdeen - £60K + Car Technical Superintendent (Offshore Vessels) Switzerland - Competitive pkg Marine Superintendent Glasgow - £50-55K Project Manager Monaco - €60K Tanker Technical Superintendent x4 Glasgow - £60K

YACHTS

DEEP SEA

Chief Engineer Y3 - 75m+ M/Y - €120K

ETO - Shuttle Tanker (Bra Visa) - $60K

2nd Officer - 55m+ M/Y - €55K

3rd Eng - Shuttle Tanker (Bra Visa) - $60K

2nd Engineer - 55m+ M/Y - €60K

Chief Engineer - LNG - $115K

Chief Engineer - 80m+ M/Y - €120K rtn

Master - LNG - $120K

IT/AV ETO - 75m+ M/Y - €80K rtn

Electrical Engineer - LNG - $55K

2nd Officer - 60m+ M/Y - €50K rtn

4th Engineer - LNG - $52K

Chief Officer - 60m+ M/Y - €90K

3rd Officer - LNG - $52K

IT/AV Engineer - 55m+ M/Y €72K rtn

Chief Officer - LNG - $97K

Purser - 70m+ M/Y - €78K rtn

2nd Engineer - LNG - $97K

Chief Stew/Beautician - 60m+ M/Y - €42K

Master - Oil - $120K

FERRY/CRUISE

LNG Superintendent Glasgow & London - £60-70K Crewing Manager Cyprus - Attractive Salary + Bens

Environmental Engineer - Cruise -$80K

OFFSHORE

2nd Engineer - Cruise - £40K

Master - AHTS - £68K

Chief Engineer - Ferry - £55K

Chief Officer - AHTS - £54K

2nd Engineer - Ferry - £40K

ETO - AHTS - $45K Chief Officer DPO - PSV - £350/day

Vessel Manager LNG London - £63K + Bens

WORKBOATS

Stage 3 Crane Op - DSV - £350/day

Chief Engineer - Dredger - £50K

2nd Officer DPO - DSV - £350/day

Offshore Marine Superintendent Aberdeen - £60K + Car Allowance

2nd Engineer - Dredger - £40K

1st Officer SDPO - ROV - £375/day

Chief Engineer - Tug - £250/day

Stage 3 Crane Op - ROV - £350/day

Vessel Manager Aberdeen - £65-75K

OOW - Tug - £170/day

Master - DP2 Jack up - £90K

Master - Workboat - £250/day

Chief Engineer - DP2 Jack up - £75K

Shore-based: +44 (0)23 8020 8840

Search for ‘Faststream Seafarers’

shipping-uk@faststream.com

@faststreamsea

Seagoing: +44 (0)23 8020 8820

www.faststream.com

seagoing-uk@faststream.com

NOT A MEMBER OF NAUTILUS INTERNATIONAL? Join now on our website Fill out the online application at: www.nautilusint.org

Where’s my Telegraph? If you have moved recently, your home copy may still be trying to catch up with you — particularly if you gave us a temporary address such as a hall of residence.

To let us know your new address, go to www.nautilusint.org and log in as a member, or contact our membership department on +44 (0)151 639 8454 or membership@ nautilusint.org.

RYAN OFFSHORE LTD RYAN SHIP MANAGEMENT LTD DP3/ DP2- DSV/ DP- AHTS/ DP- PSV/ DP3 PIPELAYER/ DP2 CLV DP VESSELS: MASTERS-DPOs, CHOFF-SDPOs, 2nd OFF–DPOs, CHENGs, NGs,, 2NdENGs, 3rd ENG, ETOs, CRANE OPTRs, HLO SHORE BASED FOR OFFSHORE FLEET TECH MANAGER, MARINE SUPT, COMPETENCE ASSESSOR/TRAINER R SAUDI ARABIA - PORT CAPTAIN, PORT ENG, QHSE, DPA/CSO 4-PT MOORING DSV / NON- DP AHTS/ PSV MASTERS, CHOFF, 2nd OFF, CHENG, 2nd ENG, DP ENG, ETO JACK UP BARGE/ RIG - OIM, CH/ENG, 2ND/ENG, ETO CONTACT DETAILS T E L: +44 (0) 1 9 1 5 4 8 8 8 5 9 F A X: +44 (0) 1 9 1 5 4 888 425

EMAIL:office@ryan-shipmanagement.co.uk,http://www.shipping-connections.com

www.ryan-shipmanagement.co.uk RYANSHIP: - P.O.BOX–1282, SUNDERLAND, SR5 9HX, UNITED KINGDOM

SHIPPING

39-45_rec.indd 39

CONNECTIONS

C P Marine UK Ltd are specialists in worldwide ship and shore based marine recruitment. We provide a professional, dedicated and quality personal service in connecting seafarers to shipping companies and also placements to shore based marine positions. Temporary and permanent vacancies are available worldwide for: • Captains • Chief Engineers • Deck Officers • Driving Mates • DPO’s • Engineering Officers

• ETO’s • Crane Operators • Deck and Engine Room Ratings • Cooks • Offshore Personnel • Shore based Personnel

To register with us for all marine sectors, please send CV to: C P Marine UK Ltd, PO Box 314, Hull HU10 7WG United Kingdom Telephone: +44 (0) 1482 650279 Fax: +44 (0) 1482 671341 info@cpmarineuk.com www.cpmarineuk.com

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

Contact Paul Wade on 020 7880 6212 or email paul.wade@redactive.co.uk to find out how the Telegraph can work for you.

ANGLIAN MARINE RECRUITMENT LTD Marine Placement Agency

Ongoing vacancies for all ofﬁcers and ratings deep sea, coastal, st.by, supply, ahts, etc. To register send cv and copies of all certiﬁcates to: 6 Birch Court, Sprowston, Norwich NR7 8LJ Tel/Fax: 01603 478938 Email: malcolm@anglianmarine.co.uk www.anglianmarine.co.uk

18/06/2014 08:24

40 | telegraph | nautilusint.org | July 2014

APPOINTMENTS

MERCHANT NAVY OFFICER TRAINING COURSES Based in Glasgow city centre, the college has a long standing reputation as one of the UK’s leading providers of nautical courses. STCW, MCA & SPECIALISED MARINE SHORT COURSES ECDIS: 30/06/14, 11/08/14, 22/09/14, 06/10/14, 27/10/14, 10/11/14 HELM Management: 30/06/14, 28/07/14, 04/08/14, 15/09/14, 29/09/14, 20/10/14, 10/11/14, 24/11/14 Specialised Oil Tanker: 13/10/14, 17/11/14, 12/01/15

Shipboard Security Ofﬁcer: 27/10/14, 15/12/14 Safety Ofﬁcer: 29/09/14, 15/12/14 Specialised Chemical Tanker: 07/07/14, more tbc Designated Security Duties: 01/09/14, 06/10/14, 10/11/14

Contact: Alison Bryce 0141 565 2700 - Marine.Short.Courses@cityofglasgowcollege.ac.uk Other courses: BTMT, GMDSS, NAEST, BRM, CPSCRB, EDH, PST, PSSR, LICOS, Security Awareness, Advanced Ship Handling, Tanker Fam, Specialised Gas, Freefall Lifeboat and for further Marine enquiries please contact Alison Bryce (as above).

DECK COURSES

START DATES

Chief and Second Engineer (III/2) Motor EK Prep Course: 22/09/14, 12/01/15, 05/05/15 Contact: Engineering@cityofglasgowcollege.ac.uk EOOW (III/1) & IAMI Prep Course: 18/08/14, 03/11/14, 09/02/15 Contact: Mervyn.Adams@cityofglasgowcollege.ac.uk For other Engineering enquiries please contact: Caroline Alderdice 0141 565 2665/2713 Caroline.Alderdice@cityofglasgowcollege.ac.uk

www.cityofglasgowcollege.ac.uk

The Port of Jersey in the Channel Islands is a vibrant and professional operation focused on managing and maintaining the island’s commercial and leisure activities comprising the busy lifeline port of St Helier, 10 outlying ports, 3 marinas and approx 825 square miles of territorial waters. We have two really exciting and unusually varied opportunities within our team. Please apply by going to the link shown at the bottom of your selected role as soon as possible as we’re expecting to hold interviews during August. Both roles are permanent and carry residential status. Away from work, Jersey offers a great quality of life and low rates of income taxation, and relocation expenses will also be available to help you settle in.

Petrofac, the international Oil and Gas service provider, has exciting opportunities in the Irish Sea.

START DATES

Class 1 Orals Preparation Course 18/08/14, 03/11/14 & 02/02/15 Chief Mate Full Reg II/1 11/08/14 & 05/01/15 Chief Mate Post HND 11/08/14 & 19/01/15 OOW Post HND 29/09/14, 19/01/15 & 30/03/15 Contact: Senior.Marine@cityofglasgowcollege.ac.uk

ENGINEERING COURSES

Let your ambitions take you further

City of Glasgow College SC036198

OIM/ Master

Shift Coordinator x 2

Operations Engineer

Based on-board the Irish Sea Pioneer (ISP) 2 week on, 3 week off rota

Based on the Oil Storage Installation (OSI) 2 week on, 3 week off rota

Based onshore

– Ref 006003

– Ref 005980

As the most senior Petrofac representative on-board, the OIM has ultimate responsibility for providing a safe vessel for jacking and transit operations in accordance with regulations.

Reporting to the Offshore Operations Supervisor, the successful candidates will be responsible for safe and efficient import of crude oil from the Douglas Platform and export to off take tankers.

– Ref 005193

Reporting to the Rig Manager, the successful candidate will be responsible for ensuring the selfpropelled jack up Irish Sea Pioneer and its systems and equipment are available to meet operational demands.

For more information and to apply please visit: www.petrofac.com/careers Closing Date: 25 July 2014

HARBOUR MASTER … WITH A DIFFERENCE

PILOT/MARINE MANAGER … STEER A BROADER CAREER DIRECTION

to £95,000 + excellent pension

Salary range £49,700 - £55,400 + allowances + excellent pension

It's a fair bet that you won't find a Harbour Master role quite as broad or distinctly different as this. With its modern commercial services, Jersey’s busy lifeline port handles 99% of all the goods consumed by the island. So it’s hardly surprising the island’s community sees the port’s fast, efficient and safe operation as ‘mission critical’. And it doesn’t stop there. With our thriving and rapidly growing leisure market, a number of outlying and historic harbours around the island, and responsibility for the Coastguard in territorial waters that can involve international liaison, the variety and scope of this high-visibility role is immense.

If you’re looking for more and something different than a pure piloting role, you’ll find it here in Jersey. Of course with the modern commercial services of our busy lifeline port and a thriving and rapidly growing leisure market, our small piloting team plays a crucial role in providing safe and efficient pilotage within our coastal waters. Which is why you must have a certificate of competency as a deck officer STCW Reg 11/[2] and proven ship handling experience.

Providing the strategic vision and day-to-day management for our marine operations, you’ll need to understand the organisational drivers and get to grips with the complexities pretty quickly. Of course you’ll be immersed in all the normal aspects of running a commercial port, yet as a member of the senior management team within a fully integrated Ports of Jersey business, you’ll be adding value way beyond the norm. Energetic, enabling and inclusive, you lead from the front, take accountability and inspire your diverse team of specialists to get things done brilliantly. You're an upfront confident communicator who networks and builds trust and strong relationships with a wide range of customers and stakeholders. Whether your technical competence stems from a Harbour Master qualification or equivalent port marine operational experience, you’re on top of your game and the depth and breadth of your expertise give you the edge. You think commercially and creatively, act proactively, decisively and compliantly, and always deliver what you promise. If you’re looking to build on your achievements and are excited by the huge potential this role offers and want to know more, talk informally to Stephen Driscoll our Group Operations Director on 01534 446096 or Barry Goldman our soon to be retiring Harbour Master on 01534 447710.

Yet it’s the broader and varied marine management activities that will demand more of your time and bring your broader talents and experience to the fore. Working closely with the Harbour Master and fully involved in all aspects of managing the main port and a number of outlying and historic harbours around the island, you’ll be ensuring operations are all shipshape, legally and regulatory compliant and deliver customer service excellence. And, your span of influence and ongoing expansion of responsibilities can add real tangible value within the fully integrated Ports of Jersey business. Positive, proactive, hands-on and results driven, you take pride in what you do, always deliver what you promise and enthuse everyone around you to get things done brilliantly. You plan in detail, adapt with ease, persist with what’s important and challenge constructively what isn’t. And you're an upfront confident communicator who networks and builds trust and strong relationships with a wide range of customers and stakeholders. If you’re excited by the broader career direction this role offers and want to know more, talk informally to Barry Goldman our Harbour Master on 01534 447710. To apply, go to http://www.gov.je/Working/JobCareerAdvice/Pages/JobDetails.aspx?JobID=40353

To apply, go to http://www.gov.je/Working/JobCareerAdvice/Pages/JobDetails.aspx?JobID=40354

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APPOINTMENTS

Discover where our new ships could take you… Join us in welcoming our newest stars to the ﬂeet, commencing with the Star Pride in 2014 and the two additional vessels in 2015. Soon to be sailing alongside our current luxury sail assisted yachts, our ﬂeet will sail worldwide taking our passengers to some of the most unique and exotic ports there are to be found.

www.windstarcruises.com

With the fleet doubling in size, Windstar Cruises are currently looking for suitable candidates for the following positions: · Captains and other Deck Officers · Engineering Officers of all ranks · Electricians and ETO’s · Hotel Officers, Guest & Destination Service Professionals Benefits package includes: · Competitive wages paid in GBP and USD · One for One Rotation for Staff Officers · Retirement Savings Plan / Pensions · Annual & Return Bonuses (dependent on rank) · Company Sponsored Study Leave Programme · Officer Cadet Training · Excellent Spouse Policy Prospective candidates need to complete our online candidate database via our website or email us at applicants@vikingrecruitment.com quoting reference WSC 07/14

Viking House, Beechwood Business Park, Menzies Road, Dover, Kent, CT16 2FG T: +44 (0) 300 303 8191 F: +44 (0) 130 482 7710 vikingrecruitment.com

Maersk Line Container Fleet are recruiting Senior Engineers for immediate vacancies

Maersk Line, the global containerized division of the A.P. Moller – Maersk Group, is dedicated to delivering the highest level of customer-focused and reliable ocean transportation services. Our vision, built from a strong heritage of uprightness, constant care, and innovation, remains the cornerstone of our business operations. The Maersk Line fleet comprises more than 220 owned vessels manned by 7,600 Seafarers.

Due to continued ﬂeet expansion Maersk Line are recruiting Senior Engineers to ﬁll immediate vacancies. As the right candidate you will benefit from a competitive salary, voyage lengths of 90 days plus or minus 30 days with a back to back agreement, second-to-none training facilities, internet access on all vessels, and the opportunity to develop your career within an industry-leading container shipping company.

Apply online at www.seacareers.co.uk or contact Liam Lockhart on 0191 269 3154 to discuss these vacancies

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APPOINTMENTS

Chief Engineers 2nd Engineers Lafarge Tarmac is a new leader in the UK construction materials and services sector composed of two well known and respected brands. Managed by a small team of marine specialists based in Chichester, West Sussex. Lafarge Tarmac Marine operates 4 UK Áagged marine aggregate dredging vessels delivering regularly to some 20 locations around the coast of the UK and near continent. A number of vacancies have arisen as a requirement to provide greater depth of resilience with our ofÀcers to cover planned retirement, training and development. We are seeking motivated, disciplined and competent senior ofÀcers who wish to use their marine skills in a challenging but rewarding environment that provides predictable and frequent home contact. The company has a long track record of promoting internally where possible and also continues to support cadet training. We will provide the study leave and sponsorship if you have the drive and ability to further your career and achieve promotion. In return we offer a salary reÁecting your qualiÀcations and experience, a consolidated 2 week on / 2 week off rota with paid travel, and a competitive contributory company pension scheme, and the support of a company fully committed to the safety, health and well being of its employees. Lafarge Tarmac Marine maintains a high standard of operations, driven by the calibre and professionalism of its staff. If you would like to Ànd out what we have to offer you please contact us as below.

We welcome online applications. Please email: andy.jones@lafargetarmac.com or call: 01243 817221 Alternatively, please apply in writing, including full CV.

LTM Crewing Services Ltd. Lafarge Tarmac Marine Ltd. UMA House, Shopwhyke Road Chichester, West Sussex PO20 2AD

British Antarctic Survey (BAS) is a component of the Natural Environment Research Council (NERC). Based in Cambridge, United Kingdom, it has, for over 60 years, undertaken the majority of Britain’s scientiﬁc research on and around the Antarctic continent. It now shares that continent with scientists from over thirty countries. In order to carry out ground-breaking science we are now recruiting for the following marine posts which are vital in the support of our science and logistical operations in the Antarctic and Arctic.

Chief Engineer Ref: BAS 78/14 Salary: £50,027 - £63,415

Fourth Engineer Ref: BAS 77/14 Salary: £29,717 - £32,101

ETO Ref: BAS 76/14 Salary: £40,952 - £48,735 Closing date for all posts: 20th July 2014 In order to be considered please contact the Maritime & Coastguard Agency in order to gain advice on tickets required to work on our vessels: http://www.dft.gov.uk/mca/ For further information please call: 01223 221508 or email: employment@bas.ac.uk Or visit our website: www.antarctica.ac.uk/employment Alternatively, follow us on Twitter: @BAS_Jobs You will need to be physically capable and medically ﬁt to work in Antarctic conditions

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APPOINTMENTS SEACROFT MARINE CONSULTANTS LTD require Marine Specialists and Safety Advisors within their expanding marine consultancy company. MARINE SPECIALIST – FULL TIME ONSHORE - The position is full time based onshore in Aberdeen and will include a variety of marine assurance duties including vessel inspections, auditing / veri¿cation, training, workforce presentations / consultation and a variety of marine projects, etc. Candidates will be required to work an out of hours on call rota (circa 1 week in 8) and undertake some weekend and offshore work earning additional overtime payments. Candidates should possess a Master Mariner’s Certi¿cate of Competency and have a good working knowledge and experience of the offshore oil and gas industry. Candidates will have experience in a senior rank onboard offshore support vessels. Supply vessel experience is essential.

SAFETY ADVISORs – FULL TIME & SHORT TERM CONTRACT – The positions will be supporting an oil company marine department and vessel operators based in Aberdeen with incident investigations, tracking, closure and general safety management, predominantly with offshore support vessels. Candidates should have experience in a safety role in the offshore industry and incident investigations.

MARINE SPECIALISTs – AD HOC – Seacroft require to boost their current pool of Marine Consultants who are able to work on an ad hoc day rate basis subject to their availability. Candidates should possess a Master Mariner’s Certi¿cate of Competency and have a good working knowledge and experience of the offshore oil and gas industry. Candidates will have experience in a senior rank onboard offshore support vessels of any type.

Candidates are invited to apply by e-mail, enclosing a CV, to recruitment@seacroftmarine.com indicating the position they are interested in.

Very competitive rates of pay will be offered along with bene¿ts such as pension, life insurance and private medical care.

(Further details of the Company can be found on Seacroft’s Website –

www.seacroftmarine.com)

OFFSHORE MARINE CONTRACTORS LTD

To advertise your vacancy contact Paul Wade on +44 20 7880 6212 or paul.wade@ redactive.co.uk

MARINERS REQUIRED Due to further expansion and to complement our current team we require Mariners and Staff Towmasters for both onshore and offshore positions. Candidates will have either Class 1 Certiﬁcate of Competency or Class 2 and towing / anchor handling experience. Please send your CV quoting reference OMC/06/14/R to: Captain Nick Lees / Miss Sabrina Long Offshore Marine Contractors Limited Collingwood House 28 Abbotswell Road West Tullos Industrial Estate Aberdeen AB12 3AB

Tel 01224 898478

Email aberdeen@omcon.co.uk

Website www.omcon.com

Maestro Shipmanagement Limited We are currently inviting applications to join the on-board management team for the following positions onboard our Ro-Ro vessels

Chief Engineer 1AE Engineer The terms and conditions offered are competitive & commensurate with the vessel type & trade. Relevant medium speed experience is required. The vacancy is from July 2014. Please submit your application to us in the strictest con¿dence, preferably via e-mail, to: Maestro Shipmanagement Limited P.O. Box 50718 Limassol 3608 E-mail: recruitment@maestroshipman.com

CAERNARFON HARBOUR TRUST Applications are invited for the post of HARBOURMASTER AND GENERAL MANAGER The Caernarfon Harbour Trust is the maritime authority for the western half of the Menai Strait and competent harbour authority with responsibility for pilotage through the Menai Strait. It provides a management service for the Victoria Dock and has land and property interests managed on a commercial basis. The Harbourmaster/General Manager will be expected to assume full responsibility for the technical and commercial aspects of the Trust’s operations, including the management of staff. The postholder is a full member of the Board of Trustees. Applicants will need to demonstrate appropriate management capability together with relevant experience. MCA, Port Authority or RYA qualiﬁcations will be advantageous. Fluency in Welsh will be a distinct advantage. The salary is negotiable, but is not expected to be less than £30,000 p.a. for the right candidate. Further details of the job and application process are available by e-mail from john@caernarfon-hbr.demon.co.uk The closing date for applications is 15 July 2014. Caernarfon Harbour Trust, Slate Quay, Caernarfon LL55 2PB 01286 672118 • www.caernarfon-hbr.demon.co.uk

Catering Superintendent

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APPOINTMENTS

To advertise your vacancy contact Paul Wade on +44 20 7880 6212 or paul.wade@redactive.co.uk

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

Deck and Engineering Of½cers - All vessels Engineering Of½cers and ETO’s - MOD Support vessels All Of½cers and Crew - ERRV All DPO’s/SDPO’s (Unlimited DP Cert.) Various offshore personnel - Drill ships, Jack-ups and Rigs 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

NOT A MEMBER OF NAUTILUS INTERNATIONAL? Join now on our website Fill out the online application at: www.nautilusint.org

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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

Sealion Shipping manages a ñeet of platform supply, anchorhandling tug supply, oσshore construction/ROV support/saturation diving and well testing vessels.

We are now recruiting for various positions across this modern, mainly DP2, Åeet.

2nd Engineer Minimum Qualification: STCW III/3 + DCE (Oil) 2nd Engineer up to 3000kW Advanced Tanker Training (para’ 2) Also required: Designated Duties Security Certification Unrestricted ENG1 (or equivalent) Leave / Work: 4 weeks on / 4 weeks off Desired Experience: Relevant experience on coastal oil tankers preferably handling fuel oils / heated cargoes Area of Operation: UK (principally south coast) Salary: £25.6k to £42.6k depending on experience & qualification Start Date: Immediate

If you have valid STCW CertiÀcation and recent seagoing experience, and would like to apply for a position on one of the above vessels, please register your application via our new website.

www.farnhammarineagency.co.uk

Remarks:• Please note that Shipowner’s policy dictates that a pre-employment drug & alcohol test will be required. • Appropriate training will be provided to suitably qualiﬁed applicants. Please send your CV in the ﬁrst instance to Mrs. Elaine Wilson. Post: Crown Crewing (UK) Ltd. Crown Dry Dock, Tower Street, Hull, HU9 1TY, UK Email: crewing@whitaker-tankers.co.uk Fax: 00 44 (0)1482 226270

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APPOINTMENTS

Fleetwood - a top UK Nautical College with a long established reputation for being a leading provider of training to the Maritime industry. OFFSHORE Advanced Fire Fighting – 26 May, 2 June, 30 June, 14 July, 21 July, 28 July | Basic Training for Seafarers – 28 April, 12 May, 19 May, 23 June, 4 Aug | Deck Ratings (Apprenticeship) – 5 May, 10 Nov Efficient Deck Hand – 28 April, 19 May, 23 June, 21 July | Medicare – 28 April, 23 June Medical First Aid – 26 May, 23 June, 7 July, 28 July | NEBOSH General – 7 July, 6 Oct NEBOSH Oil/Gas – 12 May, 11 Aug | PSC&RB – 28 April, 19/May, 23 June, 4 Aug E offshore@blackpool.ac.uk T 01253 779 123 W blackpool.ac.uk/offshore Facebook/FleetwoodNauticalCampusOffshoreOperations

MARITIME ECDIS – 14 July | NAEST (O) – 1 Sept | NAEST (M) – 14 July, 21 July, 28 July HELM (M) – 14 July, 21 July, 28 July | Bridge Team Management – 22 Sept, 10 Nov For more information E maritime@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.

Co mmended

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WWW. BLACKPOOL. AC.UK

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SHIP TO SHORE

M-Notices M-Notices, Marine Information Notes and Marine Guidance Notes issued by the Maritime & Coastguard Agency recently include: MGN 506 (M) — Navigation: deep-sea pilotage in the North Sea, English Channel and the Skagerrak In 1981, the IMO adopted resolution A.486 (XII) on the use of deep-sea pilotage in the North Sea, English Channel and the Skagerrak. This contained recommendations on when and where to use deep-sea pilots in these waters, and gave details of the relevant pilotage authorities. In December 2013, the IMO acknowledged the need to update the recommendations in the 1981 resolution, and replaced it with a new one, numbered A.1080 (28). MGN 506 gives guidance on the use of pilots along the lines of the 2013 resolution. It says that the following factors should be taken into account when considering the use of a deep-sea pilot: z the familiarity of the ship’s bridge team with the congested waters of the North Sea, English Channel and the Skagerrak z the existence and proliferation of navigational hazards, such as oil/gas installations and offshore renewable energy installations z the available depth of water in relation to draft, under keel clearance, vessel’s intended route and speed over various legs of the route z the possibility of adverse weather conditions and/or poor visibility z the port rotation schedule requirements z the availability and reporting requirements of Vessel Traffic Service coverage in the areas to be transited z any other exceptional circumstances Masters should always satisfy themselves as to the credentials of deep-sea pilots offering their services. Ideally, a deep-sea pilot should carry a card similar to that shown in Annex 2 of MGN 506. Owners or masters of vessels intending to make use of the services of a deep-sea pilot in the North Sea, English Channel or the Skagerrak are strongly advised to use only a pilot certificated by a competent authority. In the UK, the competent authorities are: z The Corporation of Trinity House of Deptford Strond z The Corporation of Hull Trinity House z The Corporation of the Newcastle upon Tyne Trinity House The competent authorities in other IMO member states bordering on the North Sea, English Channel

and the Skagerrak are listed in Annex 1 of MGN 506. MIN 478 (M) — Amendments to the International Convention on Load Lines, 1966, as modified by the Protocol of 1988 This note provides information on an amendment made to the International Convention on Load Lines. It relates to adjustment of the Southern Winter Seasonal Zone off the coast of South Africa. The amendment is the result of a combination of a traffic separation scheme, coastal proximity restrictions and local hazards off the coast of South Africa. These restrictions were encouraging tankers to enter potential close quarters situations rather than exit the Summer Seasonal Zone. The desire to remain loaded to their summer marks also encouraged westbound tankers to exercise their right to relax the coastal proximity restriction, bringing them closer to the shore and thus more vulnerable to the strong Agulhas current which is a feature of the area. Concerned about the likelihood of a serious incident in these waters, South Africa proposed to the Maritime Safety Committee at IMO that the Winter Seasonal Zone be moved south by 50nm off the tip of Africa, allowing tankers to re-route further out from the coast without freeboard penalty and to round the Cape of Good Hope on their summer marks year round. In support of the proposed amendment, South Africa provided wind and wave data that showed that the conditions in the new zone were compliant with the load line criteria for summer zones — not more than 10% winds of force 8 Beaufort (34 knots) or more. The data further demonstrated that conditions in the new zone were not substantially different to those in the existing zone. It was also noted that the Summer Seasonal Zone extends considerably further south around New Zealand. After discussion at IMO the proposed amendment was adopted. The amendment means that the text has been changed in Regulation 47 (Southern Winter Seasonal Zone) located in Annex II of the Load Line Convention. MIN 478 sets out the new text and points out that this wording has also been applied to MSN 1752 (M), schedule 1, paragraph 7. MIN 480 (M) — New requirements for security training for shipboard personnel The STCW Convention and Code as amended by the Manila amendments (2010) contains new requirements regarding security training. This MIN

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

clarifies how to obtain the following certification: z security related familiarisation z proficiency in security awareness z proficiency in designated security duties This topic was also covered in MIN 472 (summarised in February 2014 Telegraph), but readers are advised that MIN 480 updates and replaces the earlier note. MIN 483 (M) — Written examination dates 2014/15: deck and engineer officers (Merchant Navy) This note gives the written examination dates for the UK academic year commencing September 2014. It covers the following certificates: z Officer in Charge of a Navigational Watch <500gt near-coastal (STCW Reg. II/3) z Officer in Charge of a Navigational Watch unlimited (STCW Reg. II/1) z Chief Mate > 3000gt near-coastal (STCW Reg. II/2) z Master or Chief Mate unlimited (STCW Reg. II/2) z Officer in Charge of an Engineering Watch (STCW Reg. III/1) z Second Engineer Officer < 3000 kW (STCW Reg. III/3) CW Reg. II/2) z Second Engineer Officer unlimited (STCW Reg. III/2) z Chief Engineer Officer unlimited (STCW Reg. III/2) MIN 484 (M) — Written examination dates 2014/15: engineer officers (yachts and sail training vessels) This notice sets out the written examination dates for engineer officer certificates of competency (limited to yachts and sail training vessels) for the UK academic year commencing 1 September 2014. Only the dates for the Yacht 2 General Engineering Science I and II examinations are set. All other papers will be on demand at the request of a training provider giving a minimum of 14 days’ notice.

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 2009 (ISBN 9780115530555) 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.dft. gov.uk/mca and click on ‘Ships and Cargoes’, then ‘Legislation and Guidance’.

g Professional & Technical Forum Monday 8 September 2014 at 1300hrs for 1330hrs at the Nautilus northern office Mariners’ Park, Wallasey. The forum deals with a wide range of technical, safety, welfare and other professional topics of relevance to all members, including training and certification. The meeting is open to all members (UK, NL & CH). Contact Sue Willis: +44 (0)20 8989 6677 protech@nautilusint.org

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. 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

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

Northern office Nautilus International Nautilus House, Mariners’ Park Wallasey CH45 7PH Tel: +44 (0)151 639 8454 Fax: +44 (0)151 346 8801 enquiries@nautilusint.org Offshore sector contact point Members working for companies based in the east of Scotland or UK offshore oil and gas sector can call: +44 (0)1224 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/newsand-events for dates of upcoming college visits by the Nautilus recruitment team (scroll down to ‘latest events’). For further information, email recruitment@nautilusint.org or call Garry Elliott 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/ trainee officers should contact Paul Schroder at ymp@nautilusint.org.

g Young Maritime Professionals’ Forum Monday 29 September, 2014 TBC at Holiday Inn, Belfast. 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). Contact Paul Schroder: +44 (0)20 8989 6677 ymp@nautilusint.org

Quiz and crossword answersACDB Quiz answers 1. Greek owners account for just over 12% of total deadweight tonnage in the global orderbook. In ship number terms, it equates to a share of just over 6%. 2. A total of 1,461 bulk carriers in the world fleet are of 120,000dwt or above. 3. Some 68% of the total bulk carrier fleet falls into the Handysize to Panamax segment. 4. China’s share of global container activity is 31.4% — more than double that for all of Europe. 5. A total of 2,710 Liberty Ships were built during the Second World War. 6. Queen Mary crossed the Atlantic in two days, 20 hours and 42 minutes — an average speed of 31.69 knots. Crossword answers Quick Answers Across: 8. Malvolio; 9. Ironic; 10. Skin; 11. Ticker tape; 12. Addled; 14. Resigned; 15. Snowman; 17. Receipt; 20. Mournful; 22. Skewer; 23. Half nelson; 24. Toes; 25. Public; 26. Vertical. Down: 1. Packed in; 2. Even; 3. Elated; 4. Concert; 5. Licensee; 6. Portuguese; 7. Tipple; 13. Low profile; 16. Al fresco; 18. Plebeian; 19. Elusive; 21. Opaque; 22. Sundry; 24. Twin. This month’s cryptic crossword is a prize competition, and the answers will appear in next month’s Telegraph. Congratulations to Nautilus member Arfon Williams, who has won the prize draw for the June cryptic crossword. Cryptic answers from June Across: 1. Celtic; 5. Bleach; 9. Untwine; 10. Stolon; 12. Durham Cathedral; 13. Noah; 14.Intoxicate; 18. Run through; 19. Etch; 21. Chapter and verse; 24. Truant; 25. Servile; 26. Glider; 27. Diesel. Down: 2. Entertain; 3. Tribal; 4. Crescendo; 5. Beset; 6. Esoteric; 7. Choir; 8. Pudding race; 11. Blue cheeses; 15. Organised; 16. Afterlife; 17. Shetland; 20. Averse; 22. April; 23. Rotor.

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

Maritime & Coastguard Agency +44 (0)23 8032 9100 www.dft.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.org Supports and promotes UK charities helping seafarers from the Merchant Navy, Royal Navy and fishing fleets. Often organises places for maritime fundraisers to enter marathons and other charity challenges.

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

Contact Nautilus International

Useful organisations

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

g Women’s Forum Saturday 20 September 2014 1100hrs to 1400hrs at Nautilus head office in London (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.

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.uk UK charity dedicated to the health and welfare of seafarers. Includes the Dreadnought health service. Seafarers’ Link +44 (0)20 7643 13856 www.csv-rsvp.org Telephone friendship project connecting retired UK seafarers at home through a fortnightly telephone conference service.

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

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JOIN NAUTILUS

The face of Nautilus Ton Smit, Swiss Branch Committee

Ton Smit is a captain with Danser Switzerland, taking containerships up and down the Rhine from Basel to Rotterdam and Antwerp, then back again. ‘I started working on the Rhine when I was 16 years old; my grandfather and father were also Rhine captains so it was natural for me to follow them — although I never worked on the same boats as them. ‘I studied onboard and took a correspondence course where I sent my work into the college and that way I became a captain.’ Mr Smit has a wife and two children, and unlike some Rhine captains, they do not travel with him. However, at least one of his children is keen to keep the family tradition going.

‘My eldest son is 14 and he has already said that he wants to work on the Rhine as well,’ he says. ‘I enjoy my work and I would be happy for him to follow me. I hope he will work with me one day, although I think it is important for him to also work with somebody else so he gets a good all round experience.’ Mr Smit says that the work of a Rhine boatman has changed significantly in the time he has been working, and some of the changes will be familiar to members across the Union. ‘When I started I was moving normal cargo — no containers — now it is all containers. The amount of technology onboard has slowly increased over the years, and with it the amount of paperwork. It has become very bureaucratic, way

too much so. ‘The working hours have also changed. We have five crew and we used to sail for 14 or 18 hours, now we have to have two captains and we sail for 24 hours a day, so I work eight hours on and eight hours off, four weeks on and four weeks off. Mr Smit joined the predecessor of Nautilus in Switzerland when he started work because it is ‘better to be organised’. His route onto the branch committee will also be familiar to many. ‘Somebody had to do it and no one else came forward,’ he admits. ‘We discussed it on the ship and everybody said I would be good so I agreed to do it. ‘And since we have become part of Nautilus it is more organised!’

Wherev er you are , we are

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

Join today so we can be there for you too! Pay and conditions Nautilus International is the first truly trans-boundary trade union for maritime professionals, reflecting the global nature of the industry. We negotiate with employers on issues including pay, working conditions, working hours and pensions to secure agreements which recognise members’ skills and experience, and the need for safety for the maritime sector. Legal services Nautilus Legal offers members a range of legal services free of charge. There are specialist lawyers to support members in work related issues and a number of non-work related issues. The Union also has a network of lawyers in 54 countries to provide support where members need it most. Workplace support Nautilus International officials provide expert advice on work-related problems such as contracts, redundancy, bullying or discrimination, non-payment of wages, and pensions. Certificate protection Members are entitled to free financial protection, worth up to £116,900, against the loss

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

Extra savings Members can take advantage of many additional discounts and beneﬁts organised at a local level. These include tax advice, insurance discounts and advice on pension matters. In the Netherlands, discounts are organised through FNV, and trade union contributions are mostly tax-friendly, entitling members to receive a signiﬁcant part of their contributions back. International representation Nautilus International represents members’ views on a wide range of national and international bodies including the European Transport Workers’ Federation (ETF), the International Transport Workers’ Federation (ITF) and the International Federation of Shipmasters’ Associations (IFSMA). We work at the International Maritime Organisation (IMO) and the International Labour Organisation (ILO) on key global regulations covering working

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

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

It’s never been more important to be a Nautilus member and it’s never been easier to apply for membership. You can now join over the phone, or online at www.nautilusint.org. If you can’t get online or to a telephone, post us this form to start the joining process. A member of the recruitment team will contact you as soon as possible. Please note that membership does not begin until subscriptions are paid. FIRST NAMES SURNAME ADDRESS POSTCODE EMAIL ADDRESS MOBILE (INCLUDING DIALLING CODE) HOME TELEPHONE GENDER

Your union, your voice The Union represents the voice of more than 21,000 maritime professionals working in all sectors of the industry at sea and ashore — including inland navigation, large yachts, deepsea and offshore. For members, by members Nautilus International is a dynamic and democratic trade union offering members many opportunities to become actively involved and have your say — at a local, national and international level.

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Please post this form to: Membership services department Nautilus International Nautilus House, Mariners’ Park Wallasey CH45 7PH, United Kingdom

18/06/2014 17:08

48 | telegraph | nautilusint.org | July 2014

NEWS

Owners call for training changes range of events last month as F maritime, logistics and energy formed Liverpool played host to a

is pictured last month making the first A overnight call to Liverpool by one of the The Cunard cruiseship Queen Victoria

company’s vessels for almost 50 years. The 90,049gt vessel made a two-day call to Liverpool to mark the 100th anniversary of the

maiden voyage of Aquitania from the city on 30 May 1914 and had a rousing send-off, with an estimated crowd of 20,000 people lining the Mersey to see the ship sail. Cunard will mark its 175th anniversary in 2015 and all three Cunard Queens will

sail together on the Mersey for the first ever time on 25 May 2015 as part of the year of celebration. Queen Victoria’s master Commodore Christopher Rynd said: ‘Having now had the privilege of bringing all three ships of

the current Cunard fleet into Liverpool I can say that the overnight visit and the send-off given by the people of that great city to Queen Victoria was truly first class and will live long in the memory.’ Picture: Chris Fearnehough

Alarm at threat to ro-ro safety laws Union opposes MCA plans to revoke regulations brought in after Herald of Free Enterprise loss

Nautilus has condemned UK government plans to revoke four maritime safety regulations introduced in response to recommendations made by the formal investigation into the loss of the Herald of Free Enterprise in 1987. The Maritime & Coastguard Agency has opened an eight-week public consultation on the proposals to remove the mandatory requirements of the regulations as part of the government’s Red Tape Challenge to remove ‘unnecessary’ legislation. If approved, the move will mean the scrapping of the requirements for ro-ro passengerships to be ﬁtted with on-deck emergency equipment lockers containing such material as axes, crowbars, lifting gear and ladders. It would also end the requirement for goods vehicles and items of cargo over 7.5 tonnes to be weighed in ports before loading. The MCA says it remains committed to maintaining ‘appropriate safety standards’ — and said the requirements could be revoked ‘because of the effect of other regulatory requirements that have been introduced in the intervening years’. It points to measures such as

On-deck emergency lockers were introduced in response to the Herald of Free Enterprise disaster in 1987, but now the MCA is planning to revoke the regulations requiring their fitting to ro-ro passengerships

the fitting of hull door indicator lights, flood alarms and cameras on the bow doors, together with five-yearly lightweight checks and inclining experiments, as well as improved ship stability information and new regulations governing design and stability.

‘MCA safety experts are satisﬁed that the requirements contained in the regulations proposed for revocation have now been superseded by more modern and effective measures and as such revocation would not cause a deterioration of safety require-

ments,’ it adds. Nautilus senior national secretary Allan Graveson said the Union is strongly opposed to the proposals and is urging the MCA not to go ahead with the revocation of the regulations. ‘We have always believed

that the ﬁndings of an inquiry should be upheld unless they are overtaken by any major technological advance,’ he explained. ‘In this case, we do not believe those conditions have been satisﬁed. Indeed, there is no evidence that ro-ro vessels have improved in safety, and this has been demonstrated by the MCA itself in papers submitted to the IMO’s maritime safety committee. ‘No acceptable argument has been put forward to justify the removal of equipment lockers,’ he added. ‘The importance of such equipment — or the lack of it — was demonstrated in the recent Sewol ferry disaster in South Korea. ‘Just because they may not have been used doesn’t mean they won’t be used in future,’ Mr Graveson added. ‘The statistical evidence suggests a major incident is overdue and it would be wrong to take away anything that could improve the chances of survival for passengers and crew. ‘We believe these proposals have been driven by commercial greed, and the MCA needs to be aware that those who do not learn the lessons of history are doomed to repeat the mistakes of the past,’ he said.

a major theme for the International Festival of Business 2014. One of the events saw a panel of experts including BP Shipping chief executive John Ridgway and Bibby Line managing director Sir Michael Bibby debating the skills shortage. Sir Michael told the audience of over 100 people that it was difficult to encourage young people to choose a life at sea these days. ‘The DNA of the country has changed so much that when you talk to an 18-year-old about going away to sea — being away from home and unconnected to the internet and social media — it’s just too much of a culture shock for them. ‘We can tell them that the money is fantastic and the education is fantastic,’ he argued, ‘but it is so different from their friends that they won’t take the risk.’ Sir Michael said that connectivity at sea was something that cruise or offshore companies could afford to address, but for other companies the cost was just too great. ‘A bulk carrier, tanker or containership is hardly earning enough to pay for its crew costs and operating costs, let alone other overheads,’ he said. ‘In that scenario you cannot afford to put more money in than you absolutely have to. ‘Shipping owners have to go to third party crew suppliers to have people available and rely on them to provide a quality service. All of this makes it difficult to invest in the future.’ The Bibby boss called on the industry to come together, with support from the government, to find a solution to the skills shortage and develop a skills cluster which could be ‘the best in the world’. Mr Ridgway said BP employs 700 officers and chooses to train about 20% in-house to avoid having to look to lower cost crew supply countries. ‘This is a high-risk activity and you need smart people to work for you. When you have a $100m ship and $300m cargo you don’t want to trust it to a low cost operator,’ he added. But he claimed the problem lies with UK officer training, which needs to change. ‘In the old days seafaring was very mechanical and very manual, but the reality today is that ships are very automatic and seafarers do not need the same manual skillset,’ he added. ‘The nature of education needs to change to become far more about system management, with people who understand the technology. ‘It is all our responsibility to change the way we promote the industry and change the career structure’.

Training courses for the maritime and offshore industries

Merchant Navy Operations (Deck) Certificate of Competency Officer of the Watch (Unlimited) Jan, May & Sept intakes Chief Mate/Masters (Unlimited) Jan & Sep intakes Master Mariner (Unlimited) Orals Prep Mar & Oct intakes Shipboard Safety Officer Master Mariner (200Gt) Orals Prep (2 weeks) Shipboard Security Officer STCW Safety 5 day STCW Basic Safety Training Personal Survival Techniques Personal Safety & Social Responsibilities Elementary First Aid Fire Prevention & Fire Fighting Advanced Fire Fighting Efficient Deck Hand Man Over Board / Rib Capsize Drills IMDG awareness

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Navigation NAEST (O) & (M) ECDIS generic and type speciﬁc Medical and First Aid Bridge Team Management Medical First Aid Onboard Ship Pre ARPA and ARPA Medical Care Onboard Ship (and Refresher) SVNR HSE Offshore First Aid (and Refresher) Tanker HSE First Aid at Work (and Refresher) Tanker Familiarisation HSE Emergency First Aid at Work Specialist Tanker Training (Oil) Radio Dynamic Positioning GMDSS GOC/ROC/LRC/CAA DP Induction VHF Short Range Certiﬁcate DP Simulator DP Introduction

Offshore Oil & Gas OIM Management of Major Emergencies CRO Controlling Emergencies Command & Control for ERRVs Masters & Mates Oil Spill Crisis Management (OPRC) COMPEX EX01 to EX04 Offshore Wind 5 day Wind Energy Safety Training Working at Height & Rescue (RUK) Advanced Rescue Climbing Awareness Marine Transfer Conﬁned Space Entry & Rescue

Facilities for Hire Environmental Pool (wave, wind, rain) Marine Transfer Ladder Full Mission Ship’s Bridge Simulator Dynamic Positioning Simulator Offshore Control Room Simulator

Lowestoft College, St Peters Street, Lowestoft, Suffolk NR32 2NB United Kingdom

Tel:

00 44 1502 525025

Email: maritime@lowestoft.ac.uk Web: www.lowestoft.ac.uk/maritime.asp

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18/06/2014 18:02