Nautilus Telegraph July 2015

Better by threes?

Experts propose triage system for ship emergencies 25

Global challenge Nautilus member to lead UK team in yacht race 19

NL nieuws Drie pagina’s met nieuws uit Nederland 32-34

Volume 48 | Number 07 | July 2015 | £3.50 €3.70

IMO leader voices safety concerns Maritime Organisation has F questioned whether sufficient

The head of the International

Mersey masses for the Three Queens A

Nautilus members, staff and residents got a first class view of Cunard’s Three Queens as they passed the Union’s northern office on the Mersey during an event to mark the company’s 175th anniversary celebrations.

Crowds lined the river outside the Nautilus Welfare Fund’s Mariners’ Park Estate, to get a glimpse of the historic visit by Queen Mary 2, Queen Elizabeth and Queen Victoria on 25 May .

A retired Nautilus member, Clive Evans, also

put his 40 years of electrotechnical officer skills to good use, by helping prepare the historic tug Brocklebank, which was used to escort the Three Queens during their visit.

Queen Mary 2 sailed from the Liverpool berth up to the mouth of the Mersey to meet her sister ships, before all three vessels sailed in close single file down the river to Liverpool’s Pier Head.

The ships finally lined up three abreast across the river, just 426ft apart, in salute to the Cunard

Building — the company’s headquarters for nearly 50 years until 1967 — and the city of Liverpool, while the Red Arrows performed a fly-past overhead .

Cunard Commodore Christopher Rynd said: ‘It’s been a privilege to bring the Cunard fleet together on the Mersey for the first time ever to mark Cunard’s 175th anniversary year and our historic and ongoing partnership with Liverpool, our spiritual home.’

progress is being made to improve passengership safety.

Speaking at the opening of the UN agency’s maritime safety committee meeting last month, secretary-general Koji Sekimizu told delegates: ‘We have put serious efforts on the debate on risk assessment approach and goalbased regulations, but what we have achieved in the legislative field is still in my view marginal or virtually nil.’

Mr Sekimizu said the IMO had done a lot in the past 25 years to address environmental issues. But, he added, ‘our safety regulations have not seen much of innovative actions except for the response to major maritime casualties such as the Herald of Free Enterprise, the Scandinavian Star, the Estonia, numerous bulk carriers and, most recently, the Costa Concordia’.

Although the organisation had acted proactively to address the safety of large cruiseships over the past 15 years, the same could not be said about domestic passengership safety, with more than 1,000 lives lost in 20 accidents over the past 18 months.

Alarm raised over ‘personnel’ plans Union warns IMO that new onboard category poses a dangerous threat to SOLAS and MLC

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Plans to create a new category of people onboard ships — ‘industrial personnel’ — have sparked top-level warnings from Nautilus International.

The proposals to produce an official definition of industrial personnel, together with associated safety requirements, have been drafted by a working group and were tabled at the International Maritime Organisation last month.

Delegates at the maritime safety committee heard that the plans had been developed in response to the ‘urgent need’ to develop regulations covering the safe carriage of more than 12 industrial personnel — mainly technicians and support staff — on international voyages in the growing offshore energy sector.

The new category does not meet the

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traditional SOLAS Convention definitions of ‘passengers’ or ‘crew’, the meeting was told. Those defined as industrial personnel — who are being transported or accommodate onboard for the purpose of ‘offshore industrial activities’ and ‘whose main work activities may not be onboard the ship’ — will meet appropriate medical standards, have a ‘fair knowledge’ of the ship and its safety equipment, and will have appropriate personal safety equipment, the draft circular stated.

But, speaking on behalf of the International Federation of Ship Masters Associations, Nautilus senior national secretary Allan Graveson urged the committee to treat the proposals with extreme caution and said industrial workers deserved the same level of safety as passengers.

‘We do believe that amending SOLAS to

give a third category of person is a very dangerous precedent,’ he added.

Worries were also raised at last month’s Nautilus Council meeting. Assistant general secretary Marcel van den Broek said there were grounds for concern over the potential for the proposals to challenge the Maritime Labour Convention and undermine safety on a large scale.

‘If this paper went through unchallenged, it could open the doors to questionable flag states and others to create all sorts of wild west situations at sea,’ he added. ‘It would be like opening Pandora’s box.’

Council member Jessica Tyson said the Union was right to oppose the plans. ‘These could provide a back door way for unscrupulous operators to not do the right thing,’ she pointed out. ‘There have already been some serious accidents on windfarm boats

and the need to mitigate the problems is already very evident.’

And Iain Mackenzie questioned whether adding an additional category beyond crew or passenger would be in the interests of safety. ‘If you are not aware of all the hazards, you are a risk for everyone else onboard,’ he added.

Henk Eijkenaar said he was concerned that the concept of ‘industrial personnel’ could be used on other sorts of ships working in the offshore sector — such as cablelayers and construction vessels — at the expense of safety standards.

Mr van den Broek said countries including France and Argentina had also expressed concern about the proposals during the IMO meeting, and while the proposals were not withdrawn, they have been delayed for a few years .

IMO leader Koji Sekimizu speaks to the maritime safety committee

‘I firmly believe that the currently unacceptable level of casualties and incidents involving domestic ferries can be avoided if adequate laws, regulations and rules are developed and effectively implemented and enforced,’ he added.

The IMO leader re-stated his ‘accident zero’ aim of halving the marine casualty rate, and said he hoped the maritime safety committee would take the shipping industry into a new age of using technological innovation to improve standards.

Inside F It’s a fair thing

How to put the concept of fair transport into practice at sea — pages 22-23 F Piracy threat

Fear of attack is causing mental problems for crew — page 27 F Get snapping!

Up to £1,000 to be won in photo contest — page 29 F Conference call

How to take part in the 2015 Nautilus General Meeting — page 35

22/06/2015 16:38

02 | telegraph | nautilusint.org | July 2015

NAUTILUS AT WORK

Viking River protests ‘will be stepped up’ branch meeting, held in Basel F last month, heard that the Union Nautilus International’s Swiss

will continue to put pressure on management at Viking River Cruises in a row over changes in staff contracts.

In March, to coincide with the company’s launch of new vessels, Nautilus organised a demonstration in Amsterdam to raise public awareness about the way Viking management had treated its employees.

At the beginning of the year, Viking River Cruises changed employees’ contracts and began paying them in Euros at the December 2014 exchange rate. Two Nautilus members were then sacked by the company when they approached the Union for advice over the changes.

Owners and unions in call to cut admin A

European seafaring unions and shipowners have made a joint call to the European Commission for long-awaited action to cut the administrative burden on ships’ crews.

The European Transport Workers’ Federation (ETF) and the European Community Shipowners’ Association (ECSA) have written to Fotis Karamitsos, of the EC transport directorate, to seek assurances on a proposed action plan to simplify procedures through integrated IT systems and harmonised reporting procedures.

The letter expresses concern that a number of EU initiatives seeking to cut red tape focus on the technical and

operational aspects of the problems, and it urges the Commission to consider the human element.

The industry also wants to see action by Brussels to coordinate ship inspections to reduce delays and improve turnaround times.

And the unions and owners are also pressing for harmonised interpretation and application of Schengen Visa rules for crew.

The ETF and ECSA have complained about the lack of a formal response from the Commission to the joint action plan and have raised questions about the industry’s involved in a Brussels forum to discuss IT issues in transport.

National secretary Holger Schatz told the Swiss branch members that Nautilus had been invited to a meeting with management following this demonstration, but the company had refused to make any concessions.

The meeting lasted about three hours, but management rejected the Union’s complaints about the disadvantages to staff and the bullying tactics surrounding the contract changes, Mr Schatz said. ‘They said that all employees had signed the new contracts and no one had been pressured, so this must mean that all employees are happy with the changes.’

He said Nautilus is planning further protests and ship visits to speak with staff over the summer river cruise season.

Mr Schatz said that the branch was also in discussion with the Unia union to discuss the possible transfer of members working in ports. He explained that they often worked for the same companies that Nautilus had agreements with, and Nick Bramley had represented many of them during his time as the Union’s national organiser.

The meeting also congratulated several long-serving members of the Union. Pictured left are Manfred Eichenberger (55 years of membership) and Rudolf Hirschi (50 years of membership) who were presented with certificates and wine by general secretary Mark Dickinson and international organiser Nick Bramley.

New plans to fight fatigue

On 6 June, as the city slept,

Olympic Park, Piccadilly Circus and Trafalgar Square, across Tower Bridge, and past Canary Wharf, the Royal Opera House and the London Eye. This was the Nightrider challenge — a fundraising event where the participants cycled up to 100km in the dark, past 50 of London’s world-famous landmarks.

And among them was Team Nautilus, pictured above, who were raising money for the Mission to Seafarers.

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The team consisted of Nautilus general secretary Mark Dickinson, Andrew Waring and Tracey Marshall from the Merchant Navy pensions administrator Ensign, and Tom McNaughton from MNOPF law firm Baker & McKenzie.

‘It was tough but really enjoyable,’ said Mark, ‘and it was all done for a very good cause. We reached our target of £1,500 thanks to the generous support of our sponsors, including Nautilus, and we hope to raise even more.’ g Donations are still welcome via www.virginmoneygiving.com/team/ Nautilusint

Nautilus member Gottfried F ‘Göpf’ Streuli, pictured above, who Tributes have been paid to

died on his 87th birthday on 6 June.

Mr Streuli was a key figure in the unionising of river boatmen on the Rhine. He worked for the Swiss Shipping Company, starting as an apprentice in 1942 and becoming a boatmaster in 1952.

He was a founding member of the Rhine Shipping branch of the Swiss transport union VHTL/FCTA, formed in 1952 in response to the difficult conditions in the industry and salary cuts for non-domiciled boatmen.

He served on its committee until his retirement, including 20 years as president.

‘We have lost a highly valued and respected member of the inland waterways community in Basel,’ said Nautilus international organiser Nick Bramley.

Union involved in research into different watch patterns

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Nautilus International is involved in further work to build on the findings of the Project Horizon research into seafarer fatigue, assistant general secretary Marcel van den Broek told last month’s Council meeting.

The Union is participating in the new project examining the effects of different watch patterns on seafarer tiredness, he explained. Masters and mates on six vessels are being followed over six weeks, while operating their vessels in a variety of work and rest rotas.

Dutch owners have been seeking to introduce more flexible watch patterns — especially on those with a two-OOW system.

‘However, this flexibility is now restricted by national legislation that requires seafarers to take a rest after every six hours of work,’ Mr van den Broek explained.

On the positive side, he added, trials suggest that there are better watch patterns and there is also evidence to show that many shipowners are now putting more seafarers on their ships than required by the minimum safe manning requirements.

Henk Eijkenaar said he had served on six-on/six-off rotas for some time and believed the system did not cause problems if it was done properly. And, he cautioned, many ships simply don’t have the accommodation to enable extra crew to be carried.

But Aike Cattie described sixon/six-off as ‘a crazy system’ that left many seafarers with insufficient and inadequate rest, especially when combined with ship movement and noise.

Jessica Tyson said some owners are increasing crew complements because they recognised that ships are safer and more effi-

cient when they are operated by well-rested seafarers.

Stephen Gudgeon said the industry is also under pressure from charterers and insurers to ensure that hours of work and rest regulations are complied with — especially in the tanker sector.

‘While we want to stick to the rules, the problem is often not with the people onboard but it is about the authorities and the ports themselves not thinking about the implications of their actions and how this impacts on the ship and the seafarers,’ he pointed out.

‘Captains and chief engineers in particular can suffer when ports are badly organised and when we get called on at short notice for long standbys, sent out early, doing bunkers and port entry, and then SIRE inspections.’ g Managers warn on minimum safe manning — see page 7.

Riding for the Mission Human rights presentation some 3,000 cyclists swept F through the Queen Elizabeth

Death of a loyal Swiss member

Council members were given F a presentation on the work of Nautilus International

the Human Rights At Sea (HRAS) organisation at their meeting last month.

HRAS founder David Hammond said he had launched the charity last year in an attempt to focus global attention on the need to better protect the human rights of everyone in the marine environment.

Mr Hammond, a former Royal Navy officer who trained as a barrister, said the issues had not been on the agenda when he began work — and HRAS has the explicit aims of ensuring

that human rights, as defined by the United Nations, are effectively implemented for seafarers, fishers and others working at sea.

‘I am very proud of the organisation and what it has achieved in putting human rights at sea on the map,’ he told Council members. ‘The development has been remarkably quick and reflects what we see as a clear gap in the international space for such a charitable body and its investigatory and advocacy work.’

Citing a number of cases of horrendous abuse at sea, Mr Hammond said human rights at sea should be explicit and not implied.

However, he argued, the concept is often ignored and there appears to be a growing need to tackle problems such as slavery and human trafficking.

Mr Hammond said HRAS has carried out a mix of case studies and projects, and has established the first reporting programme for missing seafarers. It has also helped to develop the first independently drafted guidance on the lawful detention of criminal suspects at sea, which provides detailed checklists for owners, masters and crew to ensure that the human rights of suspected criminals are protected if they are detained onboard a ship.

Dutch branch pay tributes to Hylke Hylkema Nautilus International Dutch F branch meeting last month paid Delegates attending the

warm tributes to Hylke Hylkema, above, as he retired from the board of the Union’s residual legal entity.

Assistant general secretary Marcel van den Broek said it would be a ‘mission impossible’ to list all the success that Hylke had achieved during his 41-plus years of work for Nautilus and its Dutch predecessors.

General secretary Mark Dickinson said Hylke had played a leading role in the negotiations that resulted in the creation of Nautilus International in 2009 and praised his subsequent work as senior policy adviser. ‘In that role he has been a rock and very supportive of the leadership of Nautilus as we build a Union fit for the future,’ Mr Dickinson added.

Speaking on behalf of the shipowners, Erwin Meijnders described Hylke as an intelligent and persistent but fair fighter for maritime professionals.

The annual meeting also included a symposium which discussed the state of the Dutch maritime labour market and the Union’s proposals for the future of the maritime cluster.

22/06/2015 18:45

July 2015 | nautilusint.org | telegraph | 03

NAUTILUS AT WORK

Hub scheme gets royal viewing manager Mick Howarth is A pictured right presenting details of the Nautilus welfare services

Union’s latest plans for new facilities at its Mariners’ Park retirement estate to the Earl of Wessex.

Prince Edward is the president of Seafarers UK, which is donating £1.7m to the Nautilus Welfare Fund towards the £2m-plus project to extend the Trinity House Hub by a further 22 apartments in 2017. This year will see the 100th anniversary of the founding of Seafarers UK (formerly King George’s Fund for Sailors), and to mark this the extension will be known as the Seafarers UK Centenary Wing.

As with the first-phase Hub building, the new apartments will be fully accessible, and residents will have access to Mariners’ Park’s highlyrated domiciliary care service, social activities and communal facilities.

Nautilus Council members welcomed the new plans at their meeting last month and they also received an update on discussions over the future of the nearby Gibson House site. g For more about Mariners’ Park and the Trinity House Hub, visit www.nautiluswelfarefund.org

FERRY SAFETY: the Italian classification society RINA has launched a new initiative to improve ferry safety. Its ‘asset integrity management scheme’ for ro-pax vessels covers fire risk mitigation, single-failure risk assessment, enhanced planned maintenance and condition-based monitoring, along with special crisis management and behavioural training for crew members.

Council members discuss the need to boost membership participation

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GAS RULES: new rules governing the use of gas as a fuel on merchant ships are set to come into force in 2017 following an agreement at the International Maritime Organisation’s maritime safety committee last month. The International Code of Safety for Ships using Gases or other low-flashpoint Fuels (IGF) Code contains mandatory provisions for the arrangement, installation, control and monitoring of machinery, equipment and systems using low-flashpoint fuels, focussing initially on LNG. Related amendments will also be made to the STCW Convention.

MIGRATION CALL: the European Transport Workers’ Federation has urged EU member states to do more to tackle the problem of migrant deaths onboard unsafe vessels crossing the Mediterranean. New figures show that merchant ships have rescued some 13,000 people from the Italian search and rescue area, with a total of 302 commercial vessels tasked with responding to distress calls in the region over the past six months.

It’s your union: get involved!

What can Nautilus do to improve membership participation in ballots and meetings? That was the important question under consideration by Council members last month.

Assistant general secretary Mike Jess described the turn-out for this year’s elections to the Union’s governing body as ‘woeful’ — with just 5.3% of members returning their ballot forms.

‘We are actively looking at ways to increase turn-out, such as increasing the time in which people have to vote, and we are very aware of the problems associated with the postal system which trade union legislation requires us to use,’ he told the meeting.

Nautilus is not the only union experiencing such problems, he pointed out, and the airline pilots’ organisation BALPA has also complained about the unsuitability of postal ballots for highly mobile members who may be away from home for long periods.

Nautilus is pressing for changes in the law to allow unions to use electronic balloting methods for elections, and its call has been taken up by the TUC, Mr Jess said.

‘We have got to find new methods of engaging with members,’ he added. ‘We now have 250 lay

shortreports

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Marine surveyor Ulrich Jurgens has been re-elected as the chairman of the Nautilus Council. Members of the Union’s governing body voted unanimously in favour of re-appointing him at last month’s meeting.

representatives and it is important that we encourage their development and involvement.’

Jessica Tyson said bodies such as the forums for women members and young maritime professionals had been established to increase interaction with the Union. ‘Members have got to start realising that it is their Union, rather than thinking it is just

Engineer officer Wilco van Hoboken was re-elected as vice-chairman of Council and Iain MacKenzie, presently serving as a relief master with Caledonian MacBrayne, was re-elected as deputy vice-chairman. there to protect their certificates,’ she added.

‘We need to find out the reasons for the apathy, and members should understand that if they don’t engage in the processes the Union will stagnate — and that is no good for Nautilus or for them as a whole,’ she said.

Iain MacKenzie said Nautilus should show members that they

could make a difference. ‘As soon as people are given the thought that they can help to change things, they will start to become engaged,’ he added.

John Wainman said he wanted to see greater use made of social media to boost communications between members and the Union, while Stephen Gudgeon suggested that the turn-out was low because many of the Council vacancies had not been contested.

Willie Jackson said the problem was not confined to the Council elections — liaison officers even had difficulties encouraging members to vote on pay and conditions offers. ‘It is like the general election: if you don’t vote, you shouldn’t complain,’ he added.

‘But we have got to keep trying.’

Henk Eijkenaar said he thought participation in the Council elections was low because many members did not know what the governing body did and what was involved in standing for election.

General secretary Mark Dickinson said the next elections will take place in 2017 and Nautilus will continue working to boost involvement. ‘However, we are not alone in experiencing such difficulties,’ he stressed. ‘Many other membership organisations are struggling with participation levels.’

RIGHTS RISK: the TUC has urged UK prime minister David Cameron to ‘come clean’ on plans for renegotiating the rights of workers set out in the European Social Chapter. TUC general secretary Frances O’Grady said the PM’s criticism of the measures, made in Parliament last month, ‘should send a chill down the spine of people at work’.

PIRATES CAUGHT: eight pirates were arrested last month after Malaysian authorities recovered a tanker that had been hijacked while carrying petrol between Malacca and Kuantan. A search was underway for a further five suspected robbers believed to have been involved in the hijacking of the 7,301dwt Orkim Harmony.

MEDIA AWARDS: the Maritime Foundation is seeking nominations for the best work to inform the public about the importance of shipping and seafaring. It is inviting nominations in four categories for its maritime media awards — full details are on the website: www.bmcf.org.uk.

MAERSK ORDERS: Maersk Line has placed a US$1.8bn order for 11 new ships, each with a capacity of 19,630TEU. To be built by Daewoo Shipbuilding & Marine Engineering in South Korea, the vessels will sail under the Danish flag and will be delivered between April 2017 and May 2018.

CANAL COMPLETION: work to expand the Suez Canal is set to be completed on 1 August, according to one of the dredging companies involved in the project.

Royal Boskalis Westminster said the project to dredge a new parallel canal that will be 35km long and 24m deep has progressed well.

DRONE PLAN: in a new move towards the development of ‘drone’ ships, the classification society DNV GL has revealed plans for a new unmanned floating LNG vessel which, it claims, will overcome many of the challenges of working in remote offshore gas fields.

TIDAL ALERT: the Bristol Port Company has cautioned against a rush to build energy-generating lagoons in the Severn Estuary, warning that changes in tidal levels could severely constrain the ability of large ships using the port.

STOWAWAYS FOUND: investigations were launched by British police last month after 68 illegal immigrants were found on lorries that had arrived on a ferry at the port of Harwich following a search by Border Force officials.

22/06/2015 18:45

04 | telegraph | nautilusint.org | July 2015

NAUTILUS AT WORK

shortreports HANSON HOURS: the implementation of an hours of work exemption for members employed by Hanson Ship Management has been delayed, despite being approved and signed by Nautilus. The delay has been caused by the Maritime & Coastguard Agency (MCA) failing to approve the agreement. Nautilus has chased the MCA to sign the exemption, said industrial organiser Paul Schroder, but it maintains that Hanson management should be pursuing the agreement and the company has requested a meeting with the Agency.

NORTHLINK TALKS: Nautilus national ferry organiser Micky Smyth and liaison officers Alan MacDonald, Sean Smith and Willie MacKay have met Serco Northlink Ferries management for further talks on MLC-compliant documents, including a collective bargaining and consultative procedure, a Seafarers’ Employment Agreement, schedule of employment and officers’ handbook. The next meeting will take place on Wednesday 22 July.

CHARGES CALL: the TUC has cautiously welcomed a proposed review the impact of UK employment tribunal fees, warning that it must be transparent and not a ‘political stitch-up’. Nautilus head of legal services Charles Boyle reminded members that the Union will support cases and pay the costs if the prospects of success are at least 51%.

ORKNEY MEETING: Nautilus and RMT representatives were due to meet Orkney Council as the Telegraph went to press. The meeting was due to continue discussions on members’ pay and conditions following the rejection of a 1.25% offer made at the previous meeting.

SMIT CONSULTATION: members employed

by Smit International are being consulted on a 1.5% pay and conditions offer. The offer has been made as the previously agreed two-year deal allowed either side to reopen negotiations if CPI for March 2015 was below 1.5%.

MARINE ASPIRATIONS: a pay and conditions claim seeking an above-RPI increase has been submitted on behalf of members employed by International Marine Transportation. Industrial organiser Lisa Carr was due to meet the company at the end of June.

P&O MEETING: Nautilus members employed by P&O North Sea Ferries BV have been invited to a meeting onboard Pride of Rotterdam in Europoort on 6 July to discuss the company’s ‘final’ offer for a three-year pay and conditions agreement.

STENA OFFER: a 1.5% pay offer, backdated to 1 January 2015, has been accepted on behalf of members employed by Stena Marine Management and serving on ro-ro and ro-pax ferries on protected terms from Maersk.

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CalMac meets over pension proposals Unions raise concern over lack of consultation on plan for scheme shake-up

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National ferries organiser Micky Smyth and Caledonian MacBrayne liaison officer Archie MacDonald attended a joint meeting last month with sister unions RMT, Unite and TSSA to discuss concerns with CalMac management over the company’s proposed pension arrangements.

The company has tabled reforms to the pension scheme and a move to a career average scheme. The trade unions were not involved in the initial consultations and the joint unions requested a meeting, asking members to raise any issues of concern about the plans.

This meeting took place last

month and members’ concerns were raised with the company.

Management agreed to investigate them and share the answers with all unions.

Following the meeting, Mr Smyth said the unions remain concerned that they had only received assumptions on the actuarial valuation and require evidence of the true pension deficit before their pension experts can assess the information.

‘The company stated that the scheme actuary at AON has advised that the triennial valuation will now be made available in August rather than October 2015,’ he added. ‘In the light of this information, all of the unions are

united that in our view we have only received “assumptions” and we need to receive clear evidence of the true deficit before our pension experts can interrogate the information.

‘It is our view that once the true figure has been made available, then, and only then, will we truly be able to be part of the consultations/negotiations with the company on behalf of our members,’ he added.

Mr Smyth said he was pleased that senior national organiser Ronnie Cunningham will lead the Nautilus team in the ongoing pension discussions. Mr Cunningham will bring over 30 years’ of pensions experience and

expertise to bolster the Union’s position, he added. z National ferries organiser Micky Smyth has met with members of Transport Scotland, including the Scottish minister for transport and islands Derek Mackay, to discuss ongoing concerns about the Scottish ferries sector.

The talks covered issues including the payment of the minimum wage within Scottish waters and pension arrangements under the Scottish ferries lifeline services.

The minister has agreed to hold meetings with the Scottish transport unions every three month.

DFDS takes over two MFL vessels Channel operator MyFerryLink F (MFL) is up in the air again following The future of the French cross-

a decision by Eurotunnel to sell two of its ships to DFDS and a move by the UK Competition & Markets Authority (CMA) to appeal a judgement which upheld a challenge to its jurisdiction in the long-running saga.

Eurotunnel said it had decided that it was in the best interests of the company to sell its ferry interests, having concluded that the CMA was determined to remove it from the maritime sector.

Eurotunnel managing director Jacques Gounon said the company was accepting DFDS’s ‘attractive’ lease-to-purchase offer for the ro-pax vessels Berlioz and Rodin ferries. He said he hoped the company’s ‘sad’ decision to sell the ferries would help to avert the threat of job losses.

DFDS is acquiring the two ships on

a long-term bareboat charter, effective from 2 July. Under the agreement, Eurotunnel has the right to require DFDS to buy the ships by mid-2017.

DFDS said it is participating in the sale process of all or parts of Scop, the French workers’ cooperative which was running the vessels for Eurotunnel under the MyFerryLink brand.

The Eurotunnel move came after the CMA said it would challenge an Appeal Court ruling upholding MFL’s case that the UK authority did not have the jurisdiction to ban the company from running on the Dover-Calais route.

In a statement, the CMA said it was aware of Eurotunnel’s intention to sell two of its ferries to DFDS and would monitor developments. ‘However, as this deal is not completed and as there are arguably broader legal issues, we have chosen to make our application for permission to appeal.’

Carnival members get PAW training be jointly providing training F for members to ensure that the

Nautilus and Carnival UK will

Partnership At Work (PAW) committee at the company is effective.

The training, which will be conducted by an external provider, aims to increase partnership working and improve problem solving and decision making.

The one-day training course, delivered by IPA following a joint selection process, will be attended by representatives from Carnival UK, Nautilus and PAW delegates.

It will focus on improving the quality of communications between

the groups and how they can better work together to consider the issues facing members working as marine and technical officers.

The training will be taking place on 22 July and 17 August 2015 in Southampton and is open to all Carnival UK PAW delegates.

The next round of Nautilus ship visits is due to begin this month, with industrial organiser Paul Schroder visiting members onboard Arcadia and Ventura on 17 July in Bergen, Britannia on 28 July in Lisbon, and Queen Elizabeth on 29 July in Lisbon.

Visits to other vessels in the group will take place towards the end of the year.

Union at cruise jobs fair industrial organiser Paul F Schroder, industrial administrator Pictured above are Nautilus

Annette Meekcoms and senior assistant organiser Danny McGowan attending the second annual Cruise Job Fair in London last month.

More than 700 job seekers — ranging from schoolchildren with an interest in a future career at sea to officers looking for a change of sector — attended the event, and many stands had a queue for much of the day.

Exhibitors included Carnival

UK, Holland America Line, Viking Recruitment, Warsash Maritime Academy and Superyacht Academy, and South Shields Marine School, as well as MSC Cruises, Costa, Royal Caribbean and several river cruise companies.

The Nautilus team spoke to several cadet members nearing the end of their training who were looking for jobs after being told that a position was not available in their sponsoring company, as well as enquiries from people looking to move into jobs in the cruise sector.

Pictured above is Nautilus industrial organiser Lisa Carr meeting with members onboard the Global Marine Services (GMSG) vessel Sovereign last month. Members had asked Ms Carr to meet them to discuss concerns over tour lengths.

22/06/2015 18:34

July 2015 | nautilusint.org | telegraph | 05

NAUTILUS AT WORK

shortreports

Joint visit to HAL ship in IJmuiden

BW TALKS: industrial organiser Paul Schroder has confirmed that negotiations between the Norwegian unions and BW Fleet Management are ongoing, affecting Nautilus members employed at the company.

The Norwegian unions have been to arbitration with the company and are currently consulting on a pay offer.

Once a settlement has been agreed, Nautilus members will have the opportunity to vote.

the Netherlands and the UK F carried out their first joint visit to Nautilus personnel from

a Holland America Line ship last month. UK industrial organiser Lisa Carr and Netherlands industrial organiser Maarten Keuss, together with ship visitor Peter Jager and senior assistant organiser Danny McGowan, are pictured right meeting members onboard the Dutch-flagged Prinsendam in the port of IJmuiden.

The group met Captain Timothy Roberts on the bridge and toured the ship with second officer Ruden de Roos before meeting members and non-members working onboard.

ENVIRONMENTAL CONDITIONS: industrial organiser Lisa Carr has met with joint unions representing members employed by NOCS-NMFSS on behalf of Nautilus members serving onboard Natural Environment Research Council vessels. Ms Carr said that the unions were working together to ensure that all employment policies take into account the special circumstance of marine staff.

During the meeting, members were asked for their views and input on the upcoming review of the collective bargaining agreement.

Nautilus will also be conducting further HAL ship visits in Barcelona, onboard Zuiderdam on 1 July and Nieuw Amsterdam on 2 July.

Members are encouraged to attend these sessions and bring along colleagues who may be interested in joining.

Call for P&O U-turn on Ensign refusal Nautilus urges re-think of decision not to join new industry pension scheme

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Nautilus is hopeful that management at P&O Ferries will reconsider a decision not to join the industry pension scheme following a series of meetings to discuss arrangements for members serving with P&O Ferries, P&O Irish Sea, and P&O North Sea. At the end of May the company confirmed that it would not be joining the Ensign Retirement Plan (ERP) — the new industrywide scheme supported by the Union.

The scheme required an increase in contributions in the first year of 0.1% for the employee and 0.9% for the employer in order to achieve the Pension Quality Mark (PMQ).

Instead, P&O Ferries offered current members of the Merchant Navy Officers Pension Plan the opportunity to join a new scheme — the P&O Ferries Division Group Personal Pension plan — which required the same joint employer

Pictured left to right, meeting last month are back row: P&O Ferries liaison officers Alistair Butlin (North Sea), Eugene Graffin (Irish Sea), and Ken Konasik (short sea). Front row liaison officer Paul Dilks (short sea), Nautilus national ferry organiser Micky Smyth and membership and research administrator Samantha Udall.

and employee contribution of 9%, but which did not meet the PMQ. In June, national ferry organiser Micky Smyth and Nautilus liaison officers held a subsequent

meeting with management to express members’ disappointment at the decision and to call on the company to reconsider.

Management explained that

the reasons for the decision to propose new arrangements for members in light of the windingup of the MNOPP included higher contribution rates, contributions being set by the scheme trustees, and a reduction in the number of different pension schemes on offer to staff.

In response, Mr Smyth explained that the ERP plan aimed to be a ‘best in class’ scheme and is an attractive option for both employers and employees.

The company agreed to give more consideration to the future pension options for members of the MNOPP and said it would notify the Union if there are any further developments.

P&O Ferries members have also been informed that the charter for the express fast craft service on the Larne to Troon route will not be renewed. The company confirmed that it is not ending the service and will be looking for alternative tonnage for 2016.

RFA submission is made after input by members F

A pay and conditions claim has been submitted on behalf of Nautilus members employed by the Royal Fleet Auxiliary.

The package was tabled after members’ aspirations were collected during the recent Future Development negotiations and during a series of ship visits conducted by national secretary Jonathan Havard and Nautilus/RFA liaison officer Russell Downs.

Aspirations include an increase in leave, a reduction in tour length, an increase in baggage allowances and an increase in shorthand money.

Mr Havard said that he would also

04-05_at work.indd 5

be seeking a pay increase, but this would be dependent on the public sector pay restraints.

Members employed by the RFA are also reminded that colleagues in the RMT union have voted to take strike action. Members are reminded of the Nautilus Standing Policy, which states that members should not undertake any duty that is normally carried out by members of the strikers’ union and should not take any action that would tend to exacerbate the situation, so making a resolution more difficult. g The full text of the Union’s Standing Policy can be found on the website www.nautilusint.org

MERSEY MEMBERS: members employed

by Mersey Docks & Harbour Company as VTS officers have accepted the company’s pay and conditions offer. The package includes a 2% increase in pay and a commitment for a further 1% increase in basic pay for qualifying members if the company meets its financial year targets.

HOUSE CALL: the joint unions have met Trinity House management to discuss members’ pay and conditions aspirations. Trinity House is now planning to meet with the Department for Transport to agree an offer. As soon as a formal response to that meeting is received, members will be updated via a bulletin.

HEYN REVISED: members employed by Heyn Engineering Solutions and serving onboard RV Corystes are being consulted on a revised pay and conditions offer from the company. The new offer is for a pay increase of 0.75% and death in service payment of three times salary for all employees.

CUNARD SETTLEMENT: a pay and conditions offer has been accepted on behalf of members employed as hotel officers by Fleet Maritime Services and serving on Cunard P&O Cruise vessels (formerly Cunard Celtic).

The offer includes a 2% pay increase backdated to 1 January 2015.

INTRADA INCREASES: members employed

by Intrada Ships Management have accepted the company’s pay and conditions offer, which included increases of between 1% and 3% depending on rank.

CEMEX OFFER: members employed by Cemex UK Marine had until the end of June to accept or reject a pay and conditions offer from the company.

PRINCE MEETING: members employed by P&O Maritime and serving onboard Prince Madog have accepted the company’s 1% pay offer.

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

DELIVERY WORLDWIDE

Nautilus industrial organiser Lisa Carr is pictured above meeting with members serving with Svitzer Marine Vessels during a ship visit last month. Ms Carr has replaced Gary Leech as the official responsible for members serving with the company.

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

22/06/2015 18:34

06 | telegraph | nautilusint.org | July 2015

OFFSHORE NEWS

shortreports BP REDUNDANCIES: following talks with Nautilus, Bibby Ship Management has improved the severance package for members made redundant on 31 May following the termination of the BP contract for Autonomous Rescue and Recovery Craft (ARRC). Bibby has agreed to include part years’ of service in the total service which makes up the calculation of payment. The company has also agreed to pay severance to staff with less than the statutory two full years’ service.

MAERSK REFUSAL: industrial organiser Steve Doran has met Maersk Offshore to follow up the rejection of the pay and conditions offer by members serving onboard its offshore supply vessels. The company stated that it is not able to improve a 0.5% offer and Mr Doran said that due to a lack of members participating in the original consultation, the package is likely to be imposed.

BIBBY CREW: a pay freeze offer has been rejected by members employed by Bibby Ship Management as marine crew on the DSV agreement. The company had also rejected requests for increases in a number of areas outlined by members in their aspirations, including the seniority bonus, sickness benefits and study leave.

BIBBY TECHS: members employed by Bibby Ship Management as dive techs on the DSV agreement have also rejected a proposed pay freeze. The company’s offer also stated that there would be no increase in day rates for additional days and no review of the grading scheme which had been requested by members.

NKOSSA MEETING: industrial organiser Steve Doran is due to meet Maersk Offshore on 14 July to discuss the pay and conditions offer for members serving onboard Nkossa II. A 1.5% offer was rejected by members and Mr Doran will be seeking to improve it.

BPOS RESULTS: members employed by Seacor Marine and serving onboard BPOS vessels have accepted a pay and conditions offer, but with a very low turn-out.

The pay offer included increases ranging from 2% to 6%.

HAVILA CLAIM: a pay freeze has been reluctantly accepted on behalf of members employed by Havila Marine. The company says it will not be able to increase the Brazilian bonus as there are plans to withdraw it.

FARSTAD FREEZE: due to the proposed redundancies at Farstad Singapore and the downturn in the oil and gas industry, Nautilus has accepted a pay freeze on behalf of members.

Technip is fined for fatal DSV accident £160,000 after admitting F breaching health and safety at work Technip UK has been fined

regulations following the death of a rigger onboard a dive support vessel.

Aberdeen Sheriff Court heard last month that David Stephenson was killed when he was struck by a cursor during tests of the forward dive bell onboard the 9,158gt Wellservicer off the port of Aberdeen in April 2009.

Mr Stephenson had been trying to resolve a problem with the buoyancy blocks attached to the dive bell when he was pinned down by the cursor, which had fallen more than 8ft.

An investigation by the Maritime & Coastguard Agency (MCA) concluded that the cursor should have been prevented from descending by the braking system on the secondary winch, but this became ineffective for some reason. The cursor had not been positively secured using strops or preventer pins, prosecutors said.

The MCA said that additional control measures had not been put in place because the hazard posed by working under a suspended load and its potential to descend had not been recognised.

Head of enforcement Jeremy Smart said Mr Stephenson’s ‘tragic’ death should never have happened and it showed the importance of risk assessment. ‘Safety failings like this are not acceptable in any industry,’ he added.

The Health & Safety Executive has concluded that a Cyprus-flagged supply ship which crashed into a North Sea platform in March had entered the safety zone at ‘excessive’ speeds.

The Forties Echo platform suffered ‘significant’ topside damage when it was struck by the 4,003gt Sea Falcon and the HSE told owners Deep Sea Supply that they had ‘failed to ensure the health and safety of employees and others from the risk of injury’.

construction support vessel A Normand Pacific is pictured at The Isle of Man-flagged

the Gibdock yard in Gibraltar undergoing a special survey before relocating to operate off the coast of Mexico last month.

The 9,778gt Solstad Offshore vessel underwent three weeks of work, including two weeks in drydock and one week alongside.

A range of pre-contract work was also carried out onboard the

2010-built vessel, which had been operating off West Africa.

A key element of the drydocking works was the requirement to service Normand Pacific’s two Schottel propulsion thrusters.

The 200 tonnes lift capacity offshore crane was overhauled, and the yard also carried out extensive pipework — including the installation of 57m of new piping for new ballast water treatment technology.

Survey shows scale of safety pressures Research finds 80% of OSV crews concerned about commercial demands

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As many as 50% of seafarers serving on offshore support vessels admit to being willing to compromise safety rather than saying ‘no’ to clients or senior management, according to the initial results of a six-month research project.

The study, commissioned by the operations and maintenance management software specialist Helm Operations, also reveals that nearly 80% of crews consider that commercial pressures have an impact on safe working practices in the sector.

Carried out by researchers at Southampton Solent University, the project examined the impact of crew engagement and organi-

sational culture on maritime safety in the workboat and OSV sectors.

The study is claimed to be the first maritime safety study specific to workboats and OSVs. It is based on analysis of port state control detention records, incident case studies and feedback from 50 offshore companies.

Responses revealed that more than one-third of respondents felt their company needed to offer additional operational and technical training, and the study also notes that many workboats are not covered by SOLAS Convention rules or the International Safety Management Code.

Helm Operations CEOT Ron

deBruyne said the study also confirmed concerns that the safety culture is being undermined by under-reporting of incidents and near-misses. ‘This is partly due to the repercussions of reporting,’ he added. ‘Better safety management procedures, improved safety culture and crew wellbeing mean lower workboat and OSV deficiencies and detentions.

The report identifies eight criteria to help companies establish safety management systems in line with ISM Code principles, including recommendations on communications, empowerment of employees, feedback systems, mutual trust, problem identification, promotion of safety, respon-

siveness and safety awareness.

‘This is a major contribution to knowledge in the industry, highlighting the link between the human element and safety performance in this distinct sector,’ said Mr deBruyne. ‘It tests often repeated regulatory assumptions, establishes the realities of workboat and OSV safety, and provides key recommendations aimed at improving maritime safety.

‘The report identifies shortcomings in current safety cultures, and makes recommendations on how the workboat and OSV sectors can enhance and audit safe working practices,’ he added.

Unions meet over North Sea job cuts and Ronnie Cunningham met F other trade unions and Oil & Gas UK Nautilus officials Steve Doran

Learn MCA theory at sea or at home MCA Master 200 MCA OOW < 3000 GT MCA Celestial Navigation MCA/RYA Yachtmaster www.oceantraining.com enquiries@oceantraining.com

06_offshore.indd 6

Training in Newcastle are to A take part in a mental and physical Twelve staff from Maersk

challenge as they prepare to spend 24 hours in a liferaft off Tynemouth to raise funds for the RNLI. Pictured preparing for the event are Gareth Edwards, Jason Shield,

Jack Knox, Scott Bisset, Stuart Cameron, Christopher Mason, Sam Nicholson, and Anthony Greener. f The Maersk Training team hope to raise £2,000 for the charity and donations can be made via: www.justgiving. com/24HourLiferaftChallenge

representatives last month to discuss the impact of the downturn in oil prices on employees.

The officials were representing Nautilus members at the Inter-Union Offshore Oil Committee (IUOOC) meeting, where it was revealed that the industry expects to lose around 5,000 jobs as a result of the low oil price.

Unions told the industry trade body that there had been a knee-jerk reaction by companies in the North Sea and workers had taken the brunt of the cost-cutting exercises.

Deirdre Michie, Oil & Gas UK’s chief executive, told the meeting she still

believed that the North Sea oil and gas sector was ‘worth fighting for’ and called on all the members of the IUOOC to work together to protect jobs and skills. z Technip Singapore is the latest company in the North Sea sector to launch a restructuring and cost reduction programme. The company has planned a three-pronged approach to the restructuring, which will include cost reduction measures and changes to the composition and flexibility of the workforce and vessel utilisation.

Nautilus industrial organiser Steve Doran said he is working with Technip on the proposals with the aim of ensuring that any redundancies will be on a voluntary basis.

22/06/2015 17:31

July 2015 | nautilusint.org | telegraph | 07

NEWS

Red Jet order pictured left unveiling their new A £6m passenger ferry, Red Jet 6, which Red Funnel management are

is to be built by Shemara Refit on the Isle of Wight.

Due to be delivered in summer 2016, the 41m high-speed catamaran will be the first of her kind to be built in the UK for 15 years. Capable of carrying up to 275 passengers, Red Jet 6 will also be the greenest ship in Red Funnel’s fleet — with design features to reduce fuel consumption by as much as 30% from predecessor vessels.

Nautilus officials were due to visit management and members at Red Funnel at the end of June. As well as discussing the new vessel, the visit was used to introduce Paul Schroder as the Union organiser with responsibility for the company and to discuss any issues of concern to members.

Managers warn over crew levels

Master is fined after cruiseship runs aground F

The master of a cruiseship involved in a Costa Concordiastyle incident in a Scottish port was fined £800 and ordered to pay £13 costs last month after admitting breaches of the Merchant Shipping Act. Belfast magistrates court heard that the 15,067gt Hamburg had suffered a temporary blackout after passing over a rocky shoal while entering Tobermory Bay on 11 May this year.

Prosecutors said the Bahamasflagged vessel had been forced to anchor outside the port on arrival from Dublin as two other cruiseships were already there. When Hamburg got the go-ahead to enter, it took a course direct to the port, approaching from the north of a starboard hand channel buoy rather than the west.

The port side of the ship ‘grazed’ along the side of the rocky shoal and the propeller struck, causing the ship to temporarily lose power, the court heard. The ship was forced to enter the port without the use of its port engine.

Prosecutors said the alarm was raised by the mother of a crew

member whose daughter had told her what had happened. When the mother lost the phone signal, she feared the worst and contacted the coastguard.

Captain Joao Manuel Fernandes Simoes pleaded guilty to failure to properly passage plan in breach of SOLAS and failure to report the incident, contrary to the Merchant Shipping vessel traffic regulations. He was fined £400 for each charge and £13 costs.

Judge Ken Nixon said he appreciated that other people were on the bridge at the time, but the captain was in charge and had to take responsibility.

Fraser Heasley, surveyor in charge of MCA Glasgow, commented: ‘This incident could very nearly have ended in tragedy. The master failed in his duty to keep a proper lookout and to ensure the safety of his passengers and crew. Following the grounding he proceeded directly to Belfast without notifying the appropriate authorities or accurately assessing the extent of bottom damage by an underwater dive survey.’

International association seeks overhaul of minimum safe manning rules

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Nautilus has welcomed a call by the international ship managers’ association, InterManager, for a root and branch review of the rules governing minimum safe manning levels.

InterManager warned last month that principles used to determine crewing levels may fail to reflect operational realities, and said it plans to analyse the implications for safety and efficiency, and the impact on the Maritime Labour Convention’s rest hours requirements.

The association, which represents in-house and third-party managers, stressed the need for flag states to examine the manning standards for different vessel types, trade routes and cargo types.

It said the rules stipulate

the minimum number of crew required to take a ship safely from one port to another. But, it stressed, the principles were not simply intended to set a crew complement — they also aim to serve as a mechanism to improve overall operational status.

‘Managers are concerned that these previously agreed minimum manning levels may not be properly reflective of today’s marketplace,’ said president Gerardo Borromeo.

‘For example, a VLCC calling at seven ports a year may have a minimum manning level of 18, but a smaller chemical tanker, calling at over 100 ports in the same period, may be required to operate with a much lower crew complement of say 12.

‘This has concerning implications when you consider the num-

ber of ports such a vessel may be visiting in a very short period of time.’

InterManager said it plans to ‘engage with industry stakeholders to consider how best to ensure sustainable and safe manning levels, taking into account the current operating and legislative environment, onboard administrative burdens and fatigue issues’.

Mr Borromeo said managers also want to make progress on the concept of the ‘paperless ship’ to cut the administrative burden faced by seafarers.

‘The burden of administrative tasks falling on seafarers in today’s shipping industry is significant,’ he pointed out. ‘Industry surveys have indicated that the volume of red tape is one of the factors adversely affecting

recruitment. InterManager aims to improve this situation not just for today’s seafarers but also for tomorrow’s.’

The association is planning to draw up guidelines aimed at reducing the amount of shipboard paperwork and to improve the flow of form-filling between ship and shore.

Nautilus senior national secretary Allan Graveson said he welcomed InterManager’s proposals to address these issues.

‘It is pleasing to see in print what would never have been admitted previously — the reality of manning in relation to the intensity of operation,’ he added.

‘However,’ Mr Graveson said, ‘it is disappointing to see no mention of the quality of personnel — perhaps that is asking a little too much.’

Have your say on impact of the ‘bill of rights’ part in an important European Union research F project to assess the impact of the Maritime Labour Nautilus members are being invited to take

Convention since it entered into force on 20 August 2013.

The views of serving seafarers are being sought as part of a study for the European Commission which aims to assess the levels of compliance with the convention by the main seafarer supplying

countries in the EU and elsewhere in the world.

The survey covers subjects including employment agreements, social security, shore leave and wages, and seeks to establish what changes seafarers have experienced since the so-called ‘bill of rights’ was introduced, as well as the degree to which countries are discharging their new responsibilities for inspection and monitoring of the convention.

The information collected will be used by

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consultants for the Commission to make policy recommendations that could further enhance the protection provided by the MLC and to assess the need for a European Union legislative framework to ensure that the most important labour-supplying states implement their responsibilities. g The online survey should take around 15 minutes to complete and can be accessed via the Nautilus website: www.nautilusint.org

Jess jumps for Sailors Council member Jessica Tyson, A who jumped off one of London’s Pictured above is Nautilus

tallest buildings last month — with her mum.

The pair were raising funds for the Sailors’ Society by abseiling 540ft down the 33-floor Broadgate Tower on 7 June.

‘I like doing things that are a bit out of the ordinary, especially for a good cause,’ said Jessica.

‘Adrenaline junkie? Perhaps — or just too much time spent on ships climbing masts…’

It seemed an excellent idea to get her mother Bella to come and do it too, she added, to mark her 70th birthday. ‘I didn’t think that she

would, but she completely surprised me by phoning me up to ask if she should register me to do it as well, as she was registering herself.’

The experience very much lived up to their expectations, and afterwards an elated Jessica said: ‘Spectacular — can I do it again?

Amazing view and just a bit of a wow factor!’ g The marine surveyor has already raised over £600 for the Sailors’ Society in the last few weeks, and is hoping to reach £700. To chip in, go to www.justgiving.com/ Jessica-tyson, or in the UK send a text to 70070. Text messages should include £ donation with the code OAKJ 85.

Contact us today for a quote vikingrecruitment.com/travel +44 (0) 300 303 8191 (opt 1) travel@vikingrecruitment.com

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

07_news.indd 7

22/06/2015 16:38

08 | telegraph | nautilusint.org | July 2015

LARGE YACHT NEWS

Coroner’s concern on working hours Jorg Wendt, of D&B Services, and Nautilus legal services director Charles Boyle at the MLC seminar in Palma last month Picture: Daniel McGowan

Call for changes in procedures after inquest into death of British deckhand

Nautilus stages a P seminar on MLC rights to recreational facilities F were among key topics discussed Superyacht cabin sizes and

during a special Nautilus seminar on the Maritime Labour Convention (MLC) last month.

The one-day seminar held in Palma de Majorca was entitled ‘What does MLC 2006 mean to you?’ and is one of the series of training events the Union provides for members.

Some of the delegates were also invited by the Nautilus strategic partner Dovaston Crew.

The seminar was delivered by the Union’s two International Labour Organisation-accredited trainers: Charles Boyle, director of legal services, and Jorg Wendt, of D&B Services.

Mr Wendt outlined the history of the MLC, which came into force globally in August 2013, and pointed out that the enforcement of the convention had been particularly strict in Antibes recently, with several vessels arrested and fined for noncompliance.

The most common major deficiencies, he added, relate

Charter move

by Australia moved to allow easier access for F foreign flagged vessels to be chartered Australia’s government has

in the country’s waters.

Following lobbying from the industry, it has agreed to relax its coastal trading regulations to allow foreign-registered superyachts to operate under a simpler licensing system, which is expected to come into effect later this year.

Superyacht Australia strongly recommends the use of a professional agent for charters using the current temporary licence system.

to hours of rest and Seafarer Employment Agreements — which make up about 90% of the issues encountered in the sector.

Delegates were also interested to hear how the regulations on recreational facilities for yacht crew might affect them, and there was a lot of discussion about the ability to access recreational areas rather than being ‘banished’ to cabins when not working — especially when guests or owners are onboard.

Nautilus is encouraging feedback on this topic and invites contributions via letters to the Telegraph or by emailing: membership@nautilusint. org.

Delegates agreed that, while there had been an initially slow impact on conditions at sea after the MLC came into effect, changes are now starting to become more significant.

Nautilus may stage another training session for members in the superyacht industry at the end of the Mediterranean season — keep an eye on the events pages on the Union’s website.

Concerns over long working hours in the superyacht sector have been raised in the inquest into the death of an officer trainee in 2013.

Milo (Michael) Hanlon, who was serving as a deckhand onboard the Cayman Islandsflagged vessel Faith, died when he fell from the 62m vessel in the French port of Antibes after returning from a visit ashore.

Following an inquest in the UK town of Kendal last month, a coroner recorded a verdict of accidental death in the case — but expressed concern that fatigue may have contributed to the accident.

Mr Hanlon’s family members also called for the industry to learn lessons from his death.

His sister, Claire Duxbury, told

the media: ‘We believe he was let down by his superiors, who did not put crew welfare and safety as a priority. If he had not been overworked, if there had been someone on watch, he would have been able to access his home easily and would still be here today.’

Mr Hanlon — who was studying at the UKSA facility in the Isle of Wight — had joined the Faith in the Caribbean and had helped to sail the vessel across the Atlantic on a 14-day voyage.

The inquest heard that the crew had a meal together on the evening of Saturday 6 April 2013, after which Mr Hanlon went into town to meet a few friends. But he returned to the vessel early, complaining of tiredness.

How Mr Hanlon died remains unclear. CCTV footage showed

alcohol as a contributory cause and said he would be issuing a ‘rule 28’ letter containing recommendations to yacht owners and other maritime bodiies about potential changes in procedures to prevent similar deaths..

‘It is likely tiredness did contribute to the fall,’ he added. ‘If he had a key or there had been a night watchman, if he had returned with another member of the crew or if he had waited on the crew deck he may not have died.

Michael was following his dream and had the whole world in front of him.’

Mr Hanlon’s family and UKSA have set up a bursary scheme in his memory, which has raised thousands of pounds to help young people train in watersports and yachting.

Trainee injured in fall from yacht

by Michael Howorth

H

A British crew member serving aboard the 82m Cayman Islands-registered superyacht Kibo was seriously injured when he fell overboard during routine maintenance work at the Puerto Portals marina in Mallorca.

Local news reports said trainee officer Jacob Nicol, who was working as a deckhand on the

vessel, had suffered irreversible brain damage in the accident. He was rescued from the water by the yacht’s captain and given CPR by the crew before being transported to a nearby hospital.

Ten days later, Mr Nicol was flown by air ambulance to the UK, where his family have appealed for funds for his medical and legal costs.

Inquiries have been launched by the flag state and port state authorities, and the captain, first

officer and third officer have been questioned in relation to the incident.

The yacht management company Y.CO described the incident as a harsh reminder of the dangers that all mariners face daily. Gary Wright, co-founder and chairman of the company, said: ‘We are deeply saddened by this incident. As the yacht’s managers we are offering our full support to the crew member’s family, whom I have met with personally.’

70m Siran gets a second upgrade from Feadship Islands-registered superyacht A Siran, which has been re-launched Pictured right is the Cayman

at the Feadship yard in Makkum, the Netherlands, following a nine-month refit.

Considered a revolutionary yacht in many ways when first launched in 1991, Siran has been in the hands of the same owner for 24 years and underwent a major overhaul in 2005 which extended the vessel from the

original 67m to 70m in length.

The latest refit has seen further adaptations to Siran’s sun deck superstructure, along with an upgrade to new highly- skewed low-noise propellers and the rearrangement of two crew cabins to better accommodate the junior crew.

The 1,032gt yacht is powered by two Caterpillar 3516 DI-TA main engines, with a cruising speed of 14 knots.

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

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

08_yachts.indd 8

him arriving at the yacht shortly after 2300hrs and walking around its mooring for more than half an hour. A French police investigation concluded that he had fallen asleep on deck after failing to gain entry to the vessel when he returned.

Lars Van Dinther, who was captain of Faith at the time, told the hearing that crew members initially assumed that he had stayed ashore when he did not report for work the following morning.

But police were called as concerns grew, and on the following day divers found Mr Hanlon’s body under the yacht, with head and wrist injuries, as well as broken ribs.

Recording a verdict of accidental death, South Cumbria deputy coroner Alan Sharpe ruled out

Yacht crash forces closure of one runway at Nice airport forced to close one of the two F runways last month when a yacht ran Officials at Nice airport were

aground on nearby rocks.

One person among the five crew onboard at the time was injured during the incident and was rushed to hospital for treatment.

Although the southern runway remained shut for a day, air traffic at France’s third-busiest airport was unaffected all day, with planes taking off and landing on the northern

runway instead. Three landings were delayed for an hour in the evening when all air traffic was stopped for an hour to allow workers to set up a crane to remove the yacht.

Airport security official LieutenantColonel Yves-Marie Borde said: ‘This has happened before, and is a result of yachts navigating in an area where sailing is strictly forbidden.’

The previous incidents had not involved such large yachts as the one in this case, he added.

22/06/2015 13:52

July 2015 | nautilusint.org | telegraph | 09

NEWS

IMO boost for fair treatment guide New move to encourage adoption of counter-criminalisation safeguards

P

Nautilus has welcomed a commitment from the International Maritime Organisation (IMO) to provide expert help to member states struggling to implement guidelines on the fair treatment of seafarers following a maritime accident.

The IMO’s legal committee agreed to provide the support after considering a paper cosponsored by the International Transport Workers’ Federation (ITF), the International Federation of Ship Masters’ Associations, Comité Maritime International and InterManager on the results of a survey of member states by Seafarers’ Rights International (SRI).

The survey found that whilst most of the 45 responding member states thought their existing laws were adequate, or had incorporated the 2006 fair treatment guidelines into national laws, just over a third required further help in understanding and implementing them.

The paper was supported by 31 member states, as well as by the International Chamber of Shipping, the Nautical Institute, the International Salvage Union, and the Cruise Lines International Association.

The legal committee agreed that technical support and assistance should be provided by the IMO’s technical cooperation

committee to facilitate the implementation of the guidelines.

The committee also commented that the work of the ITF and SRI on fair treatment of seafarers was ‘excellent’ — ‘underscoring the importance of the subject and its relevance to the retention and recruitment of seafarers and the progressive development of the shipping industry’.

Nautilus head of legal services Charles Boyle said the IMO’s response was welcome. ‘It highlights that the work being undertaken in this important area of seafarers’ rights is being recognised by the IMO,’ he added.

‘It also recognises that there is much work to be done and an

important aspect of this will be the promotion of the fair treatment guidelines,’ Mr Boyle stressed. ‘Nautilus will continue to work with SRI in research in this area and on other seafarers’ human rights issues.’

ITF general secretary Steve Cotton also welcomed the backing given by flag states and industry representatives. ‘It is crucial that we are able to use the guidelines with a consistent approach so that we can call on them not just as guidelines but in a way that can ensure a systematic global roll-out that means that all seafarers are treated fairly in whatever jurisdiction they might arrive in,’ he added.

Glasgow manual launch the City of Glasgow College A are pictured above at the launch of Nautical studies students at

Witherby Publishing’s new title, 21st Century Seamanship.

Witherby’s managing director Iain Macneil chose the college to preview the new book, which is described as ‘a manual for the modern-day seafarer’. He studied at Glasgow before starting a 15-year seagoing career and going on to start the company Seamanship

Alert on VDR testing seafarers to ensure they are F familiar with voyage data recording Marine insurers have urged

(VDR) testing requirements following more cases in which valuable accident information has been lost.

The London P&I Club said it had dealt with two recent claims where investigations by the club’s loss prevention team revealed VDR malfunctions. In both cases, when the VDR data had been retrieved and analysed, it was apparent that certain required sensors were not feeding data to the VDR unit at the material

NileDutch gets newbuild No. 4 containership NileDutch A Rotterdam, the fourth in a series of

Pictured left is the new 38,654gt

specially-designed newbuilds, which was named last month at Transnet Terminals in Cape Town, South Africa.

The dimensions and deck equipment of the 3,510TEU Dutch-flagged ships have been optimised for the ports they will serve on NileDutch’s busy routes between West Africa and the Far East.

Unions and owners join forces on policy EU shipowners and seafaring unions have

review.

It is the first time the European Transport Workers’ Federation (ETF) and the European Community Shipowners’ Associations (ECSA) have expressed a clear common vision on the future for EU maritime transport.

The joint submission stresses that shipping is

time. This delayed the analysis of the incidents and the loss of important claims handling information, it added.

Masters and operators should be aware of the SOLAS requirements for the annual performance testing of VDR systems, including all sensors, the club stressed. Such tests should be conducted by an approved testing or servicing facility to verify the accuracy, duration and recoverability of recorded data and should also determine the serviceability of all protective enclosures and devices fitted to aid location.

EU green ship plan took a major step towards a F greener future last month, with the

The European shipping industry

teamed up to make a joint submission to the F European Commission’s mid-term maritime strategy

International, which later merged with Witherby’s, to form Witherby Publishing Group.

He said the company is passionate about supporting the next generation of seafarers, and the 150 students at the book launch were presented with pre-release copies ‘as a thank you to City of Glasgow College for all that it allowed me to go on and achieve’. g 21st Century Seamanship will be reviewed next month’s Telegraph.

an important source of jobs and calls on the EU to provide lifelong career prospects in the sector.

The social partners call for measures to encourage career progression from rating to officer level and to strengthen the attractiveness of the EU shipping industry.

The paper stresses the need for effective enforcement on measures such as the Maritime Labour Convention and makes the case for more state support for seafarer training and education.

Nautilus general secretary Mark Dickinson admitted that it had not been an easy task to produce the joint submission, as there are still areas where the two organisations continue to disagree.

ECSA spokeswoman Pia Voss said she was pleased that the social partners had managed to express a common view on a number of socialrelated key issues, such as working and living conditions onboard ships or measures to stimulate seafarers’ recruitment and employment.

launch of an EU-funded scheme to build prototype energy-saving vessels for different maritime sectors.

Coordinated by Damen Shipyards in the Netherlands, the LeanShips project will see government bodies, academics and industry representatives working together to produce ‘demonstrator showcases’ to show how new green technology can be made commercially viable, including:

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09_news.indd 9

22/06/2015 18:49

10 | telegraph | nautilusint.org | July 2015

NEWS

Honours for best in crew welfare Falmouth centre is busy supporters of the Mission to A Seafarers, Falmouth, are pictured Committee members and

after their annual meeting — which heard that their Flying Angel centre had experienced a very busy 2014, welcoming almost 2,000 crew members through its doors.

The meeting heard that there was a notable increase in visitors from Royal Fleet Auxiliary and Royal Navy ships, and cruiseship crews have also fuelled extra demand for services.

During the meeting Penny Phillips was re-elected as chair, Andrew Bell as vice-chair, Glynis Hoyle as treasurer and Rev Stephen Tudgey formerly joined the committee in his ex-officio role as honorary chaplain to the port and Mission.

The meeting concluded with a talk by Andrew Bell on the Royal Mail Ship St Helena, and what effect her withdrawal from service will have on the island when a new airport opens in February 2016.

ITF Trust funds study of women seafarers Workers’ Federation Seafarers’ F Trust is funding a new study into the The International Transport

reasons why so few women choose a career at sea.

Currently, only 2% of the world’s seafarers are female and, of these women, 94% work either on cruiseships or passenger ferries. The research will look at factors such as discrimination and harassment, welfare and onboard conditions and how these influence women in deciding to become a seafarer, to leave the industry early or not enter it all.

To be conducted by researchers at Southampton Solent University, in collaboration with the University of Greenwich, China Maritime Centre,

the £70,000 project will use data gathered from current and former students at Warsash Maritime Academy and from China and Nigeria to focus on gender issues arising from multicultural crews and isolation, and to develop appropriate tools to help support women within the industry.

Kimberly Karlshoej, head of the ITF Seafarers’ Trust, commented: ‘There are a plethora of factors that influence the wellbeing of seafarers. With only a tiny percentage of the seagoing workforce made up of women, identifying and properly exploring these factors is urgently needed — both so that women are encouraged to become seafarers, and so that female seafarers feel safe, valued and respected while at sea.’

Special award for ‘outstanding’ Missions to Seafarers director of justice

P

Nautilus officials attended an awards ceremony at the International Maritime Organisation (IMO) last month to honour world leaders in the provision of services to support merchant seafarers.

The 2015 International Seafarers’ Welfare Awards were presented by IMO secretary-general Koji Sekimizu, who told the event that ‘seafarers deserve to have a friendly voice in a foreign city and the knowledge that someone, somewhere, is looking out for them’.

The IMO leader stressed the importance of quality welfare support for the world’s 1.5m seafarers. ‘They face hardship and dangers every day to keep the global economy afloat, and it is a tough life working long hours in all weathers in confined conditions with limited opportunities for interaction,’ he added.

This year’s winners included the Revd Canon Ken Peters, director of justice and public affairs at the Mission to Seafarers, who was presented with the Judges’ Special Award in recognition of his ‘outstanding services’ to seafarer welfare during the 36 years he has worked for the Mission.

Mr Peters said he was deeply honoured to receive the award and said it was also a tribute to

all the Mission’s supporters, volunteers, chaplains and staff. ‘Our port chaplaincy teams and loyal ship-visiting volunteers around the world look after seafarers and their families in need every day,’ he added. ‘Last year our welfare casework increased by 7%, with around 3,000 cases being managed in 2014, and there is more we all need to do to ensure justice for seafarers.’

Other winners this year were:

z Judges’ Posthumous Award: Paul Karras, founder of Hunterlink Recovery Services, a 24/7 counselling service for seafarers in Australia z Shipping Company of the Year: Eidesvik. The Norwegian operator provides internet and TV in all the cabins on its ships, as well as family holiday accommodation, scholarships, bank loans and health services. z Port of the Year: Port of Halifax,

‘Dramatic’ rise in helpline calls seafarers has recorded a A ‘dramatic’ increase in requests for A multilingual helpline for

Lairdside Maritime Centre

Revd Canon Ken Peters receives his special ISWAN award from IMO leader Koji Sekimizu

Canada. It provides services including free wi-fi, farmers’ markets and free terminal transport for visiting seafarers. z Seafarer Centre of the Year: Bremerhaven Seamen’s Club and Seamannsheim, which offers free internet and telephones, counselling and pastoral care, and has five professional welfare workers who visited more than 1,350 ships last year. z Dr Dierk Lindemann Welfare Personality of the Year Award (organisation): National Union of Seafarers of India. The union represents more than 80,000 seafarers and provides services including training, health care and a home for retired seafarers, as well as financial assistance and support for members and their families. z Dr Dierk Lindemann Welfare Personality of the Year Award (individual): Chirag Bahri, a former seafarer who was held hostage by Somali pirates for eight months in 2010, and who went on to work for the Maritime Piracy Humanitarian Response Programme.

Roger Harris, executive director of the International Seafarers’ Welfare & Assistance Network, commented: ‘The awards recognise excellent achievement and they inspire others to do more for the welfare of seafarers.’

assistance over the past four years — with casework up by more than 50% during 2014 alone.

SeafarerHelp, the free 24-hour service run by the International Seafarers’ Welfare & Assistance Network (ISWAN), said it handled 1,920 new cases last year and helped more than 7,700 seafarers.

Since 2011, it said, the number

of calls has risen by around 270% and the number of seafarers helped has increased by 250%. Last year, seafarers of 84 different nationalities were assisted — the largest number being Filipinos, followed by Indians, Ukrainians and Russians.

ISWAN said the most common problems seafarers reported were unpaid wages, repatriation, contractual difficulties, substandard conditions onboard and health issues.

However, it noted, there has been

a significant drop in the percentage of contacts concerning unpaid wages and an increase in numbers seeking employment. ‘The percentage of issues around repatriation, bullying and ship living conditions have also fallen over the years, perhaps a reflection that shipowners are taking their responsibilities more seriously following the implementation of the MLC,’ it said.

The percentage of cases linked to family problems has also fallen, and

the report suggests this may reflect better communication between seafarers and home. However, it cautioned, there have been increases in more complex problems, such as those relating to contracts, health and medical issues and unfair dismissal.

ISWAN said there was a relatively clear match between the number of problems and the size of flags — although Antigua & Barbuda and Malta appear in a disproportionately high number of cases.

P&O pioneers ‘voluntourism’ to launch a new ‘social impact’ Carnival brand F taking ‘voluntourists’ on trips where they can take The P&O Cruises vessel Adonia is being used

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part in environmental, educational and economic development projects.

Due to begin in April 2016, the ‘fathom’ brand will initially operate seven-day voyages from Port Miami to the Dominican Republic, where passengers will be given the chance to work on activities such as providing clean water, planting crops, teaching English and helping a women’s cooperative to produce organic chocolate.

Carnival says fathom will offer ‘authentic, meaningful impact travel experiences’ and that the concept will appeal to ‘a growing market of consumers who want to have a positive impact

on people’s lives, and aren’t always sure where to begin’.

The company says it has done extensive market research which identified a ‘sizeable and growing market’ for the concept and said it believes fathom will attract a significant number of first-time cruisers — especially from the US, the UK and Australia.

Fathom will operate as a standalone brand — the 10th in the Carnival group — and the company says the concept may be extended to other fleets if it proves successful.

Nautilus International has secured assurances that members will continue to be employed onboard the ship, with no change to their terms and conditions.

The withdrawal of the small adults-only Adonia from the P&O fleet has disappointed some of its regular passengers, but Carnival says the redeployment of the vessel should not be taken as a sign that it will be permanently withdrawn from the UK market or the P&O fleet. z The Carnival Corporation has announced a multi-billion dollar contract to build the world’s first ‘green cruising’ ships. Capable of carrying up to 6,600 passengers, the four new ships will feature dual-fuel hybrid engines using LNG. Two of the 180,000gt ships will be built by Meyer Werft in Papenburg, Germany, and will join the AIDA Cruises fleet. The other pair will be built at Meyer Turku in Finland, with a decision on which brand they will operate for to come later.

22/06/2015 17:42

July 2015 | nautilusint.org | telegraph | 11

NEWS

A ‘wake-up’ warning for safety in the North Sea A

A major research project has delivered ‘a serious wake-up call’ for shipping safety in the North Sea region, the director of maritime affairs in the Netherlands has warned.

Brigit Gijsbers said the findings of the EU-funded ACCSEAS project needed to be acted upon by coastal states, regional administrations and other authorities if navigational risks are to be reduced.

She warned that increases in shipping traffic are taking place at the same time as navigable space in the North Sea is being reduced, through developments such as offshore windfarms, posing ‘somewhat worrying’ challenges to shipping and traffic management after 2020.

The ACCSEAS project has put forward detailed proposals for developing e-Navigation to improve situational awareness and information integrity. These include plans for ‘tactical route exchange’, no-go areas and an augmented reality head-up display.

It has also put forward ideas for ensuring that relevant and accurate information is presented to seafarers and shore-based authorities in a timely manner — including services such as resilient PNT (improved integrity of positioning and navigation information), MSI/ NM (improved and more reliable maritime safety information delivery), a vessel operations coordination tool and an inter-VTS exchange format.

The project also stresses the need to ensure that seafarers are properly trained in e-Navigation equipment and technology — notably through greater use of simulators.

Project manager Dr Alwyn Williams said there had been excellent feedback from test users duing the project. ‘The solutions we have developed will help the navigator to do their job and the ACCSEAS solutions offer real benefits to the North Sea Region,’ he added.

Mega-ship trend ‘may be ending’ Study questions whether economic benefits of super-sizing are sustainable

P

The trend towards everbigger boxships may have passed its peak, according to a new report which questions whether ultra-large containerships (ULCSs) are now delivering economies of scale.

Produced by the Organisation for Economic Cooperation and Development ‘think-tank’, the International Transport Forum, the study says container transport costs have been cut by around one-third as a result of the doubling of maximum vessel capacity over the past decade.

However, the research warns, the ‘hidden’ costs associated with handling ULCSs — such as investment in new port equipment, berth and channel deepening and expanded infrastructure — are substantial, and governments should consider policies to recover them from operators.

The report argues that the cost savings from super-sizing containerships are actually decreasing with size and around 60% of the savings arising from the most modern vessels are linked to more efficient engines.

‘The massive ordering of new mega-ships has resulted in oversupply of containerships, which will most likely dampen some of the cost savings due to larger ships, as low demand results in fewer savings per transported container,’ it points out.

The report says the ‘herd effect’ following the first orders for new generation containerships fuelled ‘spectacular’ ordering over the past 15 years — with total TEU capacity set to reach almost

The 16,000TEU French-flagged containership CMA CGM Jules Verne is pictured in the deep water road off Heligoland last month taking part in in an exercise to test the capability of the Central Command for Maritime Emergencies to respond to an incident involving an ultra-large containership Picture: Havariekommano

20m this year, four times the level of 2000.

However, it warns, the boom in capacity is ‘completely disconnected from developments in global trade and actual demand’ — with a consequential gap between supply and demand of around 20%, which is set to persist until the end of this decade, depressing freight rates and undermining profitability in the sector. The Forum advises countries to assess the costs of ULCSs against the overall economic benefits that they generate. It estimates that the annual knockon cost of handling mega-ships is around US$400m a year — with

much of the dredging, infrastructure and port hinterland costs having to be met from the public purse.

State aid for shipping could be linked to the industry’s commitment to contributing towards such costs, the report suggests, and there should be better dialogue between governments and operators to ensure ‘optimised use of mega-ships’.

The report points out that the up-sizing of containerships has also been linked to the consolidation of the sector through mergers and take-overs, and containership alliances now account for four-fifths of the total fleet.

Although it is possible that 24,000TEU ships will be deployed by the end of this decade, the study cautions about the increased loss potential — with the capsize and sinking of a 19,000TEU vessel likely to cost around US$1bn as well as posing huge salvage problems. ‘Considering the typical regulatory reflex after maritime disasters, a future accident with a mega-containership could change the dynamics on the current situation,’ it adds.

The report notes that trends to ‘super-sizing’ in other sectors — such as ultra-large crude carriers and mega-aircraft — also seem to have passed their peak.

Project on automatic collision avoidance F

A Norwegian university has launched a new project to investigate ways of using automated systems to help reduce the risk of ship collisions.

The Autosea study being conducted by the department of engineering cybernetics at the Norwegian University of Science and Technology will focus on the development of automated situation awareness through the fusion of hightech sensors.

Experts suggest that ships will be able to improve their ability to detect small objects and better cover the close-range sector, by using input from systems such as cameras, infrared and laser-based LIDAR technology.

Project leaders say that accident and casualty rates in shipping are high in comparison with other industries, with ‘human error’ accounting for a significant proportion of incidents.

‘Recent advances in self-driving cars and other autonomous systems have shown that it is possible to achieve a high degree of situation awareness and autonomy using advanced sensor technology in combination with cleverly designed algorithms,’ they point out. ‘Using this type of technology on oceangoing vehicles, while keeping the human in the loop, may be a key in reducing these types of accidents.’

Researchers will look at ways to resolve conflicts between sensors, and to interpret and support decisions in situations of ambiguity. The study will also consider how such automated systems can comply with collision prevention regulations, as well as addressing system architecture and reliability issues.

‘The last decade has witnessed substantial progress towards increased autonomy for land vehicles, aerial vehicles, and underwater vehicles. However, ocean surface vehicles represent a different context and more complex challenges that requires substantial research,’ said association professor Edmund Brekke.

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10-11_news.indd 11

22/06/2015 17:43

12 | telegraph | nautilusint.org | July 2015

HEALTH & SAFETY

Ferry was going too fast in port Ferries has been urged to review A its bridge procedures for port entry The French operator Brittany

following an incident in which one of its vessels made contact with the chains of a chain ferry in the entrance to Poole harbour in the UK. The UK Marine Accident Investigation Branch (MAIB) said the crew of the 20,133gt Barfleur had caused ‘unnecessary squat, wash and interaction’ when the ferry entered the port on 14 July last year at a faster than normal speed and not on the recommended route.

Barfleur made contact with one of the chains of the chain ferry Bramble Bush, causing it to part. The French ship suffered minor damage to both rudders, the starboard propeller and the skeg.

Investigators found that Barfleur had a speed of 14 to 15 knots at the time, instead of 10 knots as directed in the Poole Pilotage Plan. The ship’s

track was some 20m south of the approach channel centre, the MAIB added, and coupled with the speed and the tidal height of 0.5m it ‘made such a deviation unsafe’.

The MAIB said no voyage data recorder information was saved because the French watchkeeping officer had failed to follow the English language on-screen instructions properly to confirm the saving operation.

‘A VDR recording is an important asset when conducting a safety investigation following an accident,’ the report notes. ‘The VDR system must be fully functional at all times.

A safety management system needs to include unambiguous instructions in a language understood by the crew on how to check that the system is working correctly, how to save VDR data following an accident, and how to verify that such data has been saved.’

Blaze on US-flag vehicle carrier off the UK coast vehicle carrier Courage after it F suffered a fire on a cargo deck during Pictured left is the US-flagged

a voyage between Bremerhaven and Southampton last month. The ship’s carbon dioxide fire-fighting system was reported to have contained the blaze, but specialists from Hampshire Fire & Rescue were winched onto the vessel to assist the crew before the vessel arrived in Southampton.

Picture: Gary Davies/Maritime Photographic

IMO urged to act on domestic vessels

Crewman killed in fall More tragedies are inevitable without stricter standards, Nautilus warns from deck spreader P

F

Safety management onboard a Bahamas-flagged ship where a seaman died in a fall in the port of Rotterdam last year has been criticised in an investigation report.

The Ukrainian crewman died when he lost his balance and fell 14m between the 6,714gt general cargoship Clipper Champion and the quay wall while the vessel was unloading in Europahaven last April.

Investigators said the seafarer had climbed onto a spreader as he was helping to move one of the deck hatches. None of the precautions specified in the vessel’s safety management system and code of safe working practices had been followed,

the report notes. The seafarer was not wearing a safety harness or a helmet at the time, the report adds, and it was later discovered that his shoes were worn out.

The uneven surface of the spreader was not designed to be walked on and it was not fitted with effective fall protection. There was also morning dew on the steel deck, which did not have anti-slip paint.

The Dutch Safety Board report says the ship’s owners, Clipper Fleet Management, had failed to make enough effort to assess and manage the risks of placing the spreader on Clipper Champion after its use onboard another vessel in the fleet.

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Nautilus has called on the International Maritime Organisation (IMO) to look urgently at the inadequacy of domestic safety legislation, following another passengership disaster.

Only 12 of the 456 people onboard —including the captain and chief engineer — survived when the 2,200gt cruiseship Eastern Star sank in severe weather on the Yangtze River in China last month.

Nautilus senior national secretary Allan Graveson warned that such accidents are set to continue in the absence of international standards for domestic vessels.

‘There is an inherent vulnerability in vessels operating domestically, as they do not have to adhere to SOLAS regulations,’ he pointed out. ‘This means minimum standards relating to vessel design, construction and operation are down to domestic governments.

‘It is high time that international standards applied to domestic vessels so that passengers and crew can be assured that the vessels they are sailing on meet internationally-agreed standards for safety.’

Official reports stated that the Eastern Star sank within a matter of seconds, and weather officials said a freak tornado had hit the area, although no other incidents in the area were recorded.

Police detained the captain and chief engineer as part of the ongoing investigation into the incident, and the Chinese presi-

Rescue teams watch as the Eastern Star is recovered from the Yangtze River in China Picture: Reuters

dent has promised a thorough investigation into the cause of the disaster.

IMO secretary general Koji Sekimizu expressed his condolences over the disaster at the opening of the organisation’s maritime safety committee meeting, which took place the day after the incident.

He noted that whilst safety for international passengerships had advanced considerably, the same could not be said for passenger shipping in the domestic sector.

‘Since the beginning of 2014, more than 20 ships carrying passengers

on domestic shortsea voyages have suffered severe accidents, with the loss of nearly 1,000 lives,’ he said.

‘I wish the organisation’s top priority to be the reduction of this appalling figure by half, with the primary aim of saving the lives of passengers as well as those of seafarers,’ Mr Sekimizu added.

‘The safety of domestic vessels is a shared responsibility between governments and the industry. I firmly believe that the currently unacceptable level of casualties and incidents involving domestic ferries can be avoided if adequate

laws, regulations and rules are developed and effectively implemented and enforced.’

Mr Graveson said that whilst the comments of the IMO leader were sincere and to be welcomed, flags states in the area appear not to be interested. ‘It is for China to take the lead at the IMO in ferry and river cruise vessel design and construction,’ he added. g Concerns about passenger shipping safety in developing nations were also raised at last month’s World Maritime Rescue Congress — see page 21 for more details.

New alert over ECDIS deadlines evidence showing the slow progress of A the shipping industry towards compliance with

Nautilus has expressed concern about new

deadlines for the carriage of electronic chart display and information systems (ECDIS).

The UK Hydrographic Office revealed last month that only 54% of the 8,750 tankers in the global fleet of vessels over 3,000gt are currently using electronic nautical charts — even though the SOLAS regulations on mandatory carriage come into force on 1 July 2015.

Progress has been made in recent months, with the global ‘ECDIS readiness’ figure having risen from

42% in September 2014, it added. The UKHO data also revealed disparities in the adoption of ECDIS between different elements of the global tanker fleet. Just over 80% of LNG tankers are currently using an ENC service, compared with 70% of crude oil tankers and 36% of product tankers.

Thomas Mellor, UKHO’s head of OEM technical support and digital standards, said that while tanker owners had made significant progress towards compliance, more than 4,000 vessels are still not yet using an ENC service.

‘Even allowing for exemptions and the grace period until their first survey after 1 July 2015, which

could be up to 12 months later, this is a considerable undertaking, and the ECDIS supply chain can expect to come under considerable pressure in the coming months,’ Mr Mellor warned.

Tanker owners should act quickly, he pointed out, as failure to comply can lead to severe operational, commercial and reputational consequences.

Nautilus senior national secretary Allan Graveson described the data as disturbing. ‘This demonstrates that a significant part of the industry is reluctant to accept new technology. In the absence of equipment specific training, relying on generic and familiarisation alone, I await the sequel,’ he added.

22/06/2015 13:52

July 2015 | nautilusint.org | telegraph | 13

HEALTH & SAFETY

SMS faulted in fatal collision UK MAIB calls for dredger company to improve safety systems across its fleet

P

The safety management system onboard a dredger involved in a fatal collision with a yacht in the UK port of Felixstowe last year was ‘severely flawed’, an investigation has concluded.

The Marine Accident Investigation Branch (MAIB) said the computer-based fleet-wide SMS onboard the Boskalis Westminster suction hopped dredger Shoreway was of little benefit to the crew, as it lacked vesselspecific guidance and instructions and did not even identify watchkeeping, stability, pilotage or security and fire patrols as key shipboard operations.

A woman onboard the sailing yacht Orca died in the ‘catastrophic’ collision with the 5,005gt Maltese-flagged dredger some seven miles off Felixstowe in June 2014.

The MAIB said the collision occurred in very good visibility because neither the dredger’s chief officer, who was alone on the bridge, nor the yacht’s skipper, who was below deck at the time, were maintaining a proper lookout.

Investigators said the yacht would have been clearly visible, 1.6nm away, from the dredger had the officer made a visual or radar check before altering course about five minutes before the collision.

Orca’s skipper had spotted

The Shoreway after last year’s fatal collision Picture: MAIB

the dredger when it was about the same distance away and had judged there was no risk of collision before engaging the autopilot and going down below to use the lavatory.

The report notes that the design and position of the Shoreway’s bridge horseshoe workstation, on the centreline immediately aft of the rainbow discharge equipment, meant that the primary conning position was in the location with the largest blind spot on the bridge.

This meant the 10m-long yacht was hidden from the chief officer’s view after the course

alteration until seconds before the collision.

However, the report points out, Orca had generated a clear target that was visible on the dredger’s radar display for 11 minutes before the collision. ‘Shoreway’s chief officer had not recognised the need to look at the radar or make use of its ARPA function, so Orca’s target had not been seen, acquired or plotted,’ it adds.

The MAIB said the risks of the blind spot caused by the discharge equipment were identifiable, foreseeable and should have been minimised by specific instructions and procedures in

the SMS. ‘Elemental omissions’ in the SMS onboard indicated that it was ‘severely flawed and may not be fit for purpose’, the report states.

Investigators said it was not uncommon for the Shoreway’s bridge manning to be reduced while entering or leaving port to enable officers to catch up on other work.

Operating with a lone watchkeeper was in breach of the harbour authority’s general directions, the report adds, but the chief officer had acted as if his vessel was out at sea while, in reality, it was still within the port limits.

The report recommends Boskalis Westminster to conduct a full review of its fleet’s SMSs. The MAIB has also published a special safety flyer aimed at leisure boat users, stressing the importance of maintaining a lookout and highlighting the need to be aware of the ‘surprisingly quick’ closing speeds of many types of merchant ship. z The Shoreway’s Dutch chief mate was given a suspended prison sentence by a UK court in February after admitting a failure to discharge his duties properly as officer of the watch. His sixmonth sentence was suspended for 18 months, after he pleaded guilty to conduct endangering ships, structures or individuals, in breach of section 58 of the Merchant Shipping Act 1995.

Parida was towed to safety by the OSV Pacific Champion Picture: DMAIB

Report warns on anchor use of the risks of using anchors F in an attempt to halt their ships in Seafarers should be aware

an emergency, Danish accident investigators have warned.

The alert comes in a report on an incident last October in which a Danish-flagged ro-ro cargoship carrying radioactive waste suffered a fire off the coast of Scotland — prompting the shut-down and evacuation of a North Sea oil platform as it drifted without power.

The 5,801gt Parida was carrying nuclear waste on a regular run from Scrabster on the NE coast of Scotland to the Belgian port of Antwerp when a fire broke out in the main engine funnel casing.

Investigators said the incident showed how ‘a small everyday malfunction of a technical component’ can create the potential for a major disaster. In this case, the fire began after oil leaked from a pressure gauge that was damaged in heavy weather.

The blaze was extinguished by crew within 35 minutes, but

engineroom staff were unable to restore power because of the loss of the thermal heat-oil system and the risk that the fire might reignite.

Parida drifted to within 9nm of the Beatrice Alpha platform and the UK emergency towing vessel was considered to be too far away to be an effective solution. The ro-ro was eventually towed to safety by the offshore support vessel Pacific Champion.

The Danish Maritime Accident Investigation Board (DMAIB) said the use of anchors had slowed the drift towards the platform and stabilised the situation before the tow was established. But it cautions against the perception that anchors are, in part, intended for use in such emergencies.

‘The standard anchor equipment onboard ships generally does not support this purpose,’ the report stresses. ‘Thus, emergency use of anchors might introduce an excessive strain on the ship’s structure and may expose the crew working near the anchor winches to an additional risk.’

Officer died while working alone of the moment’ decisions F to do jobs on their own without

Seafarers should avoid ‘spur

consulting colleagues, a fatal accident investigation report has warned.

The fourth engineer onboard the Isle of Man-flagged bulk carrier Nordic Visby was discovered, dead, by two cadets while the vessel was in the

port of Alexandria in July last year. He was on a workshop bench with a gas welding filler rod in his hand, which was touching an overhead light fitting.

Investigators said work was being carried out in the engineroom even though it was UMS on the night of the incident and there were no records of the duties being carried out by the

five staff in the machinery space. The fourth engineer had been carrying out unplanned work on his own, the report notes, and this was in breach of the company’s procedures. ‘If he had been accompanied, or undertaking the work when the engineroom was manned, the accident may not have been fatal,’ it adds.

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Crew members were evacuated from a general cargoship after its fertiliser cargo began to overheat, creating a massive plume of hazardous smoke and prompting fears of an explosion off the coast of Germany last month.

A 5km exclusion zone was set up around the Marshall Islands-flagged

12-13_h+s.indd 13

Purple Beach, pictured above, as five tugs, salvage and pollution control vessels battled the blaze, which began while the 33,772dwt ship was en route from the UK port of Immingham to the German port of Brake.

The affected cargo hold was immediately locked and the ship’s

CO2 extinguishing system activated when the crew detected the blaze, but it picked up again on the following day and the 22 crew had to be evacuated and flown to hospital to be treated for toxic gas inhalation, the German Central Command for Maritime Emergencies said.

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22/06/2015 13:53

14 | telegraph | nautilusint.org | July 2015

INTERNATIONAL

shortreports

Ferry master criticised in grounding report

MASTERS’ LEADER: Captain Hubert Ardillon, former head of the French masters’ association, has been elected to replace Wolf von Pressentin of Germany as chairman of the Confederation of European Shipmasters’ Associations. Capt Ardillon spent most of his seagoing career in command of oil tankers and in 2002 he was master of the VLCC Limburg when it was attacked by terrorists in Yemen.

been criticised in a French A investigation report on the grounding An Italian master has

of the 28,338gt ferry Mega Express Five while leaving the port of IleRousse in Corsica last year.

Investigators said the Corsica Ferries ro-pax had continued in service for 24 hours after the incident before ‘abnormal water ingresses’ were discovered by crew. Divers found damage to the hull after the vessel suffered a 30-minute blackout before berthing in the port of Toulon.

A report from the French accident investigation body BEAMer blamed the grounding on ‘lack of vigilance’ by the master — pointing out that the pilot had warned him to mind the shoal before he disembarked barely three minutes before the grounding.

It also says the incident had not been reported to the coastal state in line with regulatory requirements.

COMARIT SALE: the Moroccan port of Algeciras has sold four ferries that had been stranded in the port for almost three years following the collapse of the operator Comarit. The sale brought in almost twice as much as the port’s expenses in retaining and maintaining the ships, and the ITF, present at the auction, is continuing to fight for unpaid wages still owed to former Comarit seafarers.

EMISSION ROW: twelve non-governmental environmental organisations led by the Clean Shipping Coalition have written to European Union climate ministers expressing concern over the slow progress to cut greenhouse gas emissions from shipping. They have urged the International Maritime Organisation to set a plan for tough new targets.

WRECK PROBE: the ‘abnormal’ presence of air in the main engine cooling water system has been blamed for the loss of a Spanish cargoship in storms off the French coast last year. Investigators found that the 4,634dwt Luno had lost power and hit a breakwater and sank off the port of Anglet. Twelve crew members were airlifted to safety.

CORSICAN PLAN: the low-cost Mediterranean operator Corsica Ferries is seeking to expand to western France and Germany. The company says it may establish bases in Nantes and Cologne to develop new services in the Baltic, Greece and, possibly, western France in competition with Brittany Ferries.

Picture: Eric Houri

Norway’s unions warn on wages Seafarers concerned over unfair competition in country’s coastal trades

by Andrew Draper

SEAFARER SURVEY: Malta is to survey the number of seafarers serving onboard ships using its register. Owners, operators and managers have been asked to supply crew lists for all merchant ships, river vessels and commercial yachts flying the Maltese flag.

DEATH PROBED: an investigation was launched in Montenegro last month when one seafarer died and three more had to be hospitalised after an accident onboard the Cyprus-flagged ferry Horizon. Police said the three crewmen may have been affected by fumes.

CAR CHANGE: the French port of Calais soon could lose its long-standing exports of Peugeot and Citröen cars to the UK. The operator Gefco is seeking to shift its operations to Zeebrugge for services to the UK ports of Sheerness and Killingholme.

WATER WORKS: the New Zealand inter-island ferry Arahura is testing fuel oil emulsion technology, using a watered-down version of diesel in one of its auxiliary engines. It is hoped the system will cut costs and reduce emissions.

P

Disagreements between unions and owners have emerged in Norway over the government’s new maritime strategy, which seeks to reverse a decline in the number of ships operating under the country’s international ship register, NIS. Seafaring unions want Norwegian conditions and wages to prevail within the country’s waters, but they are concerned that shipowners are seeking to open up the sector to international competition.

In a joint statement, the three maritime unions said that ensuring the future of the Norwegian maritime skills base is dependent on substantial improvements to the net salary scheme for seafarers serving on national-flagged vessels.

Failure to do so will lead to the

loss of thousands of Norwegian jobs and the weakening of the country’s maritime cluster, the unions said.

‘We are not supporters of schemes that are protectionist or shut out players from other countries in other ways,’ they added. ‘We welcome shipowners, flags and seafarers regardless of nationality into Norwegian waters.’

However, the unions stressed, no other industry faces such distorted competition as shipping.

‘Norwegian coastal and territorial waters are part of the domestic economy, but are unregulated and wide open to owners who use labour on international minimum rates,’ they added.

The government’s new maritime strategy follows an investigation by a special committee considering trading limits which restrict the use of ships on the

Norwegian International Ship Register (NIS) in coastal waters and on the country’s continental shelf.

Ships on the NOR mainland register face no trading limit restrictions, and the costs of crewing them are reduced through the net pay agreement and measures which allow owners to secure refunds of crew-related taxes in certain circumstances.

The committee said it had proposed ‘significant changes’ in an attempt to make it more attractive for owners to use the NIS register and to reverse a trend in which an increasing number of foreign-flagged ships have been operating in coastal waters and on the continental shelf.

It has suggested that NIS-registered offshore construction vessels should be exempted from the trading limit restrictions, whilst wage subsidies for such ships

Masters fined for discharging waste in Great Barrier Reef Safety Authority (AMSA) has A prosecuted two shipping companies The Australian Maritime

and their masters for two separate cases of illegally discharging waste within the Great Barrier Reef.

Tokyo-based Perses Maritima and the master of the Japanese-flagged vehicle carrier Asteria Leader were found guilty of illegally discharging garbage under the Protection of the Sea (Prevention of Pollution from Ships) Act 1983.

A court in Brisbane heard that a routine port state control inspection

14-15_int.indd 14

had found that the ship had discharged food waste within the Great Barrier Reef in October 2014.

The company was fined $5,000 (€3,412) for the illegal discharge and the vessel’s master was ordered to pay a $500 penalty.

In another case, the Hong Kongbased company Seaspan Corporation was fined $6,000, and the master of its containership CSCL Brisbane was fined $600, after being found guilty of illegally discharging garbage within the Great Barrier Reef Marine Park in August last year.

AMSA chief executive Mick Kinley said it was disappointing that ships were failing to adhere to the measures in place to protect sensitive marine areas.

‘Australia has a robust port state control regime, which is designed to ensure ship owners and their masters are adhering to the rules and regulations to prevent marine areas from being polluted,’ he added.

‘These prosecutions highlight to the shipping community if they flout the regulations they can be caught and subsequently prosecuted.’

should be raised to a level in line with the current net pay agreement for NOR-flagged vessels.

The committee has also suggested that NOR-registered vessels could get a greater share of the country’s coastal trade if certain limitations in the net pay arrangement are removed. It said NISflagged ships should be allowed to carry cargo between Norwegian ports if a ‘substantial part of the trading takes place outside Norwegian coastal waters’. This would enable vessels in these trades to be crewed with foreign seafarers and still fly the Norwegian flag.

Around 1,000 Norwegiancontrolled vessels are trading worldwide under foreign flags, and the committee suggests that many of these could switch to the NIS flag if a special net pay arrangement is put in place to make the crewing costs ‘competitive’ with foreign registries.

India signs up to ID treaty global seafarer ID system F have been boosted by the Indian

Efforts to establish a hi-tech

government’s decision to ratify the international Seafarers Identity Document convention.

India said it had decided to sign up to the International Labour Organisation’s Convention 185 because a biometric seafarer ID scheme, based on a centralised database, would enhance security and give better access to jobs in the global labour market.

The proposed SID would cover around 180,000 Indian seafarers and will safeguard their rights to shore leave in foreign ports, it added.

22/06/2015 13:53

July 2015 | nautilusint.org | telegraph | 15

INTERNATIONAL

Australia stages FoC ships probe Inquiry will look into security, social, environmental and economic impacts

P

Unions in Australia have welcomed a government decision to launch an inquiry into ‘the high cost of cheap shipping’ in the wake of a TV investigation of three deaths onboard a flag of convenience vessel.

As an inquest into two of the fatalities onboard the Panamaregistered Sage Sagittarius began last month, ministers agreed to International Transport Workers’ Federation calls for an Australian senate inquiry into labour and safety standards on foreign ships operating in the country’s waters.

The TV documentary examined the deaths of two Filipino nationals — chief cook Cesar Llanto and chief engineer Hector Collado — and Japanese superintendent Kosaku Monji onboard the coal carrier in 2012.

Sydney’s coroner’s court is holding an inquest into two of the deaths — one was outside Australian waters and jurisdiction.

It heard that the chief cook disappeared overboard, presumed dead, in the Coral Sea north of Queensland on 30 April 2012.

Two weeks later the chief engineer was found dead after an 11m fall down the ship’s ladder as the vessel was coming into Newcastle to load coal. The court was told that his death was suspicious because of a head injury unrelated to the fall.

The inquest heard that guns were being sold onboard and that assaults and intimidation of the crew were widespread.

ITF Australia national coordinator Dean Summers welcomed the decision to launch an official inquiry to examine the national

security, fuel security, environmental, social and economic impacts of FoC shipping .

‘The murky world of FoC shipping needs to be investigated,’ he added. ‘Intimidation, bullying and harassment are often an unfortunate part of life onboard FoC vessels and it’s allowed to happen because of jurisdictional blurred lines and a lack of regulation.’ Mr Summers said the Australian Parliament had investigated the inhumane treatment of international seafarers in its 1992 Ships of Shame report — ‘and, unfortunately, it seems little has changed’.

Unions said they wanted the fresh investigation to be held in the light of Australian government plans to open up coastal trades to foreign ships with few or no Australians onboard.

Deputy prime minister Warren Truss said the reforms will make Australian shipping more competitive. He claimed that it is often cheaper to ship sugar to Thailand than to transport it between two Australian ports.

But ITF president Paddy Crumlin warned: ‘These changes would lead to domestic job losses and a reduction of standards and conditions for workers as Australia actively embraces a race to the bottom. They would dismantle a comprehensive reform package delivered by the previous government three years ago that created a level playing field in domestic shipping.’

Mr Crumlin said the Australian government appeared to want to ‘make ships of shame the new normal rather than the extreme exception’.

Chinese firms cement ore shipping deal A

from the country’s ship register shows the need for the government to introduce tonnage tax — sooner rather than later.

New data from the Transport Analysis government agency shows that the Swedish merchant fleet is getting bigger — but the vessels are largely flying the Swedish flag.

Swedish vessels made up 43% of the fleet in 2004, while in 2014 the proportion was just 13%.

Successive Swedish governments have been considering plans to adopt a tonnage tax for well over a decade

14-15_int.indd 15

FERRY PLEA: the French and Spanish governments have agreed to make a joint approach to the European Commission to seek the go-ahead for an early re-launch of the ‘motorway of the sea’ ferry service between the ports of Montoir and Gijón. French operator Louis Dreyfus Armateurs pulled out of the route last year as a result of ‘low returns’ following the loss of a subsidy for the service. Spain and France are urging Brussels to pay an ‘eco-bonus’ to support the scheme to take freight off the roads.

PERU PROTEST: The International Transport Workers’ Federation has lodged a protest with a United Nations agency over the use of military forces to break a strike by port workers in Peru. It has complained to the International Labour Organisation about the way in which naval personnel and merchant seafarers have been used to carry out duties normally done by dockers in the port of Callao during a dispute with the Netherlands-based company APM Terminals.

LANGUAGE CALL: the French officers’ union CFECGC has expressed disappointment at the government’s decision to pull out of talks on the use of French as the compulsory working language onboard ships in the country’s coastal services. General secretary Patrice Le Vigouroux said speaking the same language had been shown to reduce the consequences of accidents and incidents at sea.

SUICIDE VERDICT: the French prosecution service has confirmed after an autopsy that a Croatian officer found dead in a cabin onboard the Dutch-flagged general cargoship Beaumonde had committed suicide.

The 40-year-old officer was discovered with deep cuts to his throat and arms after the ship arrived with a cargo of cement from Tunisia.

Sweden pressed over UK firm is fined for tonnage tax plans dumping oil off US Sweden’s SEKO Sjöfolk

MASTERS BLAMED: two masters have been blamed for a collision between a bulk carrier and a fuel oil barge which resulted in a 168,000-gallon spill in the Houston Channel last year. The National Transportation Safety Board said the captain of the tug Miss Susan, which was towing the barge, had cut across the path of the 43,193dwt bulker Summer Wind. The investigation also ruled that the bulker’s master and navigator had failed to set a safe speed in foggy conditions and vessel traffic services had failed to properly interact with the two vessels.

DAMAGES CASE: Australia is suing the Chinese owner of the bulk carrier Shen Neng 1 in a bid to recover damages arising from the ship’s grounding on the Great Barrier Reef five years ago. The government said it had no option but to take Shenzhen Energy to court after it failed to meet the full costs of restoring the damage caused by the grounding of the 70,181dwt vessel in April 2010.

China’s national shipping lines have confirmed a long-term agreement with the Brazilian mining giant Vale to transport iron ore to China following a framework deal that was drawn up last year.

Under the cooperation pact, the Cosco Group and China Shipping Group have formed a joint venture, named China Ore Shipping, to acquire four 400,000dwt bulkers — such as the Vale Rio de Janeiro, right — from Vale for US$445m, with another four being sold to China Merchants Energy Shipping.

Cosco and China Merchants Energy agreed to build 10 more Valemax carriers to fulfil shipping services for Vale in the framework deal signed last year. Picture: Eric Houri

maritime union has warned A that the continued exodus of ships

shortreports

and ministers recently confirmed to a parliamentary finance committee that they will introduce a scheme — although no firm timetable or details of how it would be financed were provided.

Tomas Abrahamsson, deputy chairman of Seko Sjöfolk, said that the unions and the shipowners’ association had held a positive meeting with finance ministry representatives, in which both sides of the industry emphasised the need for rapid progress.

Pia Berglund, CEO of the owners’ association, said she had been told the scheme would come in sometime in 2016.

company has been fined F US$750,000 and placed on probation A UK-based ship management

for three years after pleading guilty to breaches of US pollution prevention laws.

Norbulk Shipping, of Glasgow, admitted failing to maintain an accurate oil record book in violation of the Act to Prevent Pollution from Ships and providing false statements to the US Coast Guard (USCG).

The prosecution was brought after an inspection of one of the company’s ships, the Panama-flagged reefer Murcia Carrier, in the port of New Jersey uncovered evidence that several barrels containing hydraulic

oil had been dumped overboard in international waters off the coast of Florida in April last year on the orders of the vessel’s chief mate, Valerii Georgiev. Prosecutors believe that as many as 20 barrels were disposed of, but the chief mate and the company dispute this.

Mr Georgiev also pleaded guilty to failing to maintain an accurate oil record book and will be sentenced at a future date.

Following the hearing, USCG sector commander Captain Benjamin Cooper commented: ‘We anticipate the results of this case will deter future brazen illegal oil discharges into the sea.’

CALAIS DISPUTE: dock workers employed by the Calais Chamber of Commerce took strike action last month in protest at Eurotunnel’s decision to put two MyFerryLink ferries on the market, posing a threat to the future of the French cross-Channel operator.

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22/06/2015 13:53

16 | telegraph | nautilusint.org | July 2015

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

We’re on Facebook Become a fan!

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Remember My many maritime marathons this radio F g show? If you do, the BBC needs you! years, the BBC’s Seven Seas/ D Merchant Navy Programme broadcast Every Friday afternoon for 40

PSNC friends are all welcome at yearly Liverpool reunions Pacific Steam Navigation F Company (PSNC — part of the

All former officers from the

Furness Withy Group) who are not aware of our annual reunions in Liverpool every March are welcome to join us.

The annual reunions are usually held on the middle Friday and Saturday of March in a Premier Inn in Northern Liverpool. Friday night is casual and Saturday a little more formal, and we normally spend the day on Saturday looking around the lovely maritime historic city of Liverpool.

The reunions are always good fun, sharing seafaring memories from the west coast of South America, with memorabilia and photos, and plenty of seadog stories... g Details of the get-togethers and other information can be found on the PSNC website: www.ecsodus.com/PSNC Come and join us!

MIKE LEE Master Mariner Former PSNC deck officer mem no 165519

I am undertaking a number of fundraising events this year to raise money for Seafarers UK. In April I ran the London Marathon for the first time, in June I will run the Giants Head marathon, and in August I will be doing the Quadrathon Challenge in Co. Donegal. This involves running (walking or crawling) four consecutive marathons — 105 miles in four days.

Having spent my life working at sea, on ships, and being close to the people that work on them, I have seen first-hand the magnificent work that Seafarers UK provide. Unbelievably I still come across seafarers who rely on charities like Seafarers UK during my work as a surveyor with Braemar (Incorporating the Salvage Association) and this should not be

happening in this day and age.

Every pound counts and if you can spare a few to help me to achieve my target of £3,000 to support this great charity that would be fantastic. Please donate via: www.virginmoneygiving.com/ PaulSaunders1972 Many thanks.

PAUL SAUNDERS mem no 182249

maritime news to — and musical requests and messages from — sailors voyaging the seas.

The BBC World Service now wants to look back on this ocean-going series but doesn’t appear to have copies of the programmes in its archive. As the producer of this feature, I would like to appeal to any former merchant seafarers who might have made (cassette) copies of the programme at sea and would be willing to share them.

I would also like to hear any stories connected with the Merchant Navy Programme: messages you received, news you heard, requests you made, memories you have of listening — perhaps in a specific part of the world. g If you have any recordings at all of the BBC’s Merchant Navy Programme, or stories and memories, please contact me — email: neil.mccarthy@ bbc.co.uk; post: Room 8015, Broadcasting House, Portland Place London, W1A 1AA; or telephone +44 (0)20 7765 0261.

NEIL MCCARTHY

Yet another UK-flagged ship with no UK crew

Have your say online

page headline news: ‘French A boxship is UK flag’s biggest’.

Last month we asked: Do you think the International Maritime Organisation is failing to regulate shipping properly?

After almost 10 years’ work no wonder the head of the MCA was visiting the latest CMA CGM vessel to sail under the red ensign.

As their largest customer I’m

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From the June Telegraph, front

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

sure he was delighted to meet their French, Croatian and Filipino crew, and welcome them all to sail under the UK flag.

In another ten years’ time, will we see headline news that a ship with some British crew has joined the UK registry?

It’s more likely by then it won’t even be news if there are no British crews sailing under this flag, or possibly any other.

Good work everyone, even if not for UK seafarers.

D. MACLEOD mem no 021498 (Ret’d)

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Join us!

The Nautilus Pensions Association is a pressure group and support organisation that: z provides a new focal point for seafarer pensioners — increasing their influence within, and knowledge of, the Merchant Navy Officers’ Pension Fund and other schemes within the industry z serves as a channel for professional advice on all kinds of pensions, as well as offering specific information on legal and government developments on pensions, and supporting the Union in lobbying the government as required

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

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22/06/2015 18:12

July 2015 | nautilusint.org | telegraph | 17

YOUR LETTERS

University’s plans threaten fine reputation of Warsash P

I feel I must respond to the article about Warsash Maritime Academy in June’s Telegraph, as the content read more like a ‘positive-spin’ press release from Southampton Solent University rather than providing an objective appraisal of the enormous impact for the shipping industry in seeing Warsash relocated from its established riverside base to the university’s main city centre site in Southampton.

Warsash has long been a beacon of maritime excellence in the UK and internationally for its course delivery to generations of seafarers. Those seafarers have benefited enormously from the authentic maritime focus of Warsash’s existing site, as their professional lives and personal rigours at sea are so strikingly different to those experienced by typical university or college students.

Warsash not only provides the highest standard of training, it infuses its recruits with the ethos, discipline and esprit de corps required to work and prosper in our industry. And it has been apparent to me in working closely with Warsash over the past decade just how the place has thrived and advanced in that time due to its maritime focus and outstanding customer service levels.

I fear that relocation to Southampton would see Warsash’s students being subjected to a standard university approach that won’t cater for their particular needs, either educationally or professionally.

There is also a risk that the university will then harmonise its maritime programmes for seafarers through a standard undergraduate delivery model rather than maintaining the current integrated approach that works so well for our industry’s trainees. Having seen over the years what happened when the likes of Cardiff, Liverpool

and Plymouth unsuccessfully adopted a similar ‘higher education’ line, I would have serious doubts over Warsash’s long-term future if that was to happen.

There is a sharp contrast here between City of Glasgow College’s approach to renewing and investing in its maritime education and training provision and Solent’s preferred option.

While Glasgow originally intended to co-locate its maritime provision on its main campus, its consultations with industry and customers, regarding the specific needs of seafarers, resulted instead in development of a new standalone maritime campus, which is due to open in August 2015. Solent on the other hand has not yet undertaken any meaningful consultation with its customers, other than a pre-scripted PR event I attended in April 2015 at which its senior management team focussed on a centralisation theme with vague assertions about what its investment in maritime would actually comprise.

At a company seminar I attended in Warsash at the start of the year, Solent’s vice chancellor Graham Baldwin had given a presentation on his ‘vision’ for the university but failed to include either ‘maritime’, ‘Warsash’ or ‘companies’ in his deliberations.

This inevitably meant him being subjected to some very sharp questioning from company representatives present, who were clearly not impressed with either his approach or his lack of understanding of the maritime industry’s specific requirements. Recent feedback from fellow company managers indicates that Warsash will now see a considerable drop in its cadet intakes this September as many have concerns about the potential impact on cadet training of these proposed changes.

Real ‘vision’ should surely

THE VIEW FROM MUIRHEAD

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Incorporating the merchant navy journal and ships telegraph

ISSN 0040 2575 Published by Nautilus International Printed by William Gibbons.

GENERAL SECRETARY Mark Dickinson MSc (Econ)

concentrate first on Warsash’s incredible location, international reputation, industry standing and dedicated maritime focus, before then ensuring its enhancement and future sustainability through investment in facilities on its existing base.

I agree wholeheartedly with Mark Dickinson’s assertion that ‘significant investment is required’ in all English nautical colleges, as has been centrally funded by respective governments in Ireland and Scotland. To ensure a level playing

21

st

CENTURY

field, Nautilus and the Chamber of Shipping should lobby the UK government for such renewal investment or alternatively the use of the Maritime Education Fund, which is resourced from tonnage tax PILOT payments by shipping companies, to support appropriate developments. If this investment was linked to existing maritime institutions, Solent would more easily be persuaded to retain the existing Warsash site for the long term.

Before Solent progresses with its preferred option, though, and Warsash is then irretrievably

recent research by Cambridge A University and Rand Europe. They Let me draw your attention to

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16-18_lets_final.indd 17

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lost to us and future generations of mariners, I would urge both company representatives and individual seafarers to now make their voices heard loud and clear on the value for our industry of retaining Warsash’s current site and operation.

I understand that Solent’s honorary chancellor, Lord West, campaigned to save Dartmouth for the Royal Navy when MoD funding cuts were threatened; perhaps he can now be prevailed upon to do the same for Warsash and the Merchant Navy. mem no 163709

Researchers confirm what we always knew

Witherby Seamanship International 4 Dunlop Square, Livingston, Edinburgh, EH54 8SB, Scotland, UK

telegraph

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

surveyed 21,000 workers and found that those who slept for six or less hours a night were less productive than people who slept for seven or more hours. This of course ties in with the findings of Project Horizon, not to mention those who are forced to work six-on, six-off.

But the big difference with this research is that it is aimed at employers, and tells them that they will get less out of their workers if they don’t sleep properly. Possibly the antifatigue campaign would resonate more with employers if they were told: ‘If your employees don’t sleep properly, you will make less money’

rather than ‘Lack of sleep is bad for your employees’ health.’

Other factors reducing productivity are financial stress (ramp up those pay claims), bullying, back pain and tight deadlines. Well, we know about that. But, short term, smoking, drinking and obesity don’t harm productivity.

Looking back, it seems that 70s seafaring was more productive than the present minimum manning and no social amusements. That’s not me, it’s those boffins at Cambridge.

‘Seafarers are easily come by. But money — that’s another matter. And much more important.’ I didn’t say that! Must have been an employer.

ROSE KING mem no 428796

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.

22/06/2015 16:40

18 | telegraph | nautilusint.org | July 2015

YOUR LETTERS

Our kind community, willing Karina to walk In November last year, Nautilus member Nigel ‘Smudger’ Smith wrote about his efforts to raise money for his daughter’s operation. Here’s how it’s been going since then… cycle ride on 21 April in what was meant to be P westerly winds, but as it was me towing a trailer full Well, I started my Land’s End to John O’Groats

of camping gear I received 25 knots of easterlies with a very hot sun. I struggled on through Cornwall, pushing the bike mostly with my 25kg load up all the hills, and cycled where I could when it was flat. I might as well have taken the saddle off completely.

From Land’s End I went to St Michael’s Mount and up to Bude after camping that night. Someone was meant to meet me the day before but they caught up with me, bringing two large Cornish pasties from Fowey (100 mile round trip). I tried to pick up the pace but had to go over a very high hill near Crediton and managed to obtain a free room in a pub near there.

Across to Somerset and home for one night, repacking less essential gear on the trailer to make it lighter. A night in a pub off Severn Beach

camping and then over the old Severn Bridge to Chepstow and up the Wye valley heading towards Chester to stay on a shipmate’s canal boat for the night. From here to Liverpool, staying overnight in a mate’s house, then to Southport to meet another buddy. Here I lost my wallet but it was returned intact a few days later.

Over Shap Fell, one of the highest passes in England, and across to Erskine to another shipmate’s house. Here I took the bike and trailer to her kid’s nursery and told them the story of Karina [who lives in Russia and is hoping to have an operation in Israel to help her walk]. The four-year-olds beeped my hooter on the bike and are now organising a sponsored walk to raise money for my daughter.

Next through bad weather for several days but passed 61 miles in good weather through Glencoe, followed by rain and more rain all the way along Loch Lomond and Loch Ness and the very hilly coast road at Helmsdale, sometimes trying to cycle through 45 mph cross winds. Camping overnight was hard and cold most nights and cooking was quickly processed using army-style catering mess tins and a hexamine stove.

Before I started I had injured my knee and went to visit my doctor, who weighed me as part of the meeting — 19 days later I found that I had lost 13 kilos. Finally, 28 days later I arrived at my destination one day after my daughter’s 13th birthday, having covered 962 miles with a trailer and unsupported, which was noticed with amazement by other cyclists.

From about a month before the event to now,

£1,756 has been raised online or by the collection box on the front of my bike. SMS Towage covered logistics to and from the beginning and finish lines, with two extra B&Bs thrown in along the way. There were so many decent people I met along the way who really put my faith back in humanity, and I have had a wonderful adventure for a very serious cause, getting my daughter to walk.

Karina is now out of hospital but sadly I didn’t raise the full amount. I am only almost half way there. Some of the money has been used to buy a special exercise machine to keep her physically in shape until we can get the full amount for her operation. This is much cheaper than spending £1,000 for a month in a special physiotherapy clinic. A Lithuanian film student has just passed her degree by making a documentary for the Russian-speaking world (available to view on YouTube), and our cause has been broadcast on Russian TV, along with students participating in a flashmob affair willing Karina to walk. A Russian band is also going to do a concert for Karina later this year. g You can follow our story on Facebook under ‘Smudger’s Little Mermaid’ as we work on raising another £12,000, and if you would like to donate, please go to www.GoFundMe.com/dc2h1g.

VE Day at sea: a voice speaks across the years that may be appropriate for A publication in the Telegraph. I am 95 I am enclosing an article

years old now and this was written on 10 May 1945. It is taken from the letters I wrote to my wife when I was

second mate on the Kelmscott, a British merchant ship that was part of a westbound North Atlantic convoy: The news of the surrender of Germany came through, and at noon we listened to the radio

announcement by Churchill. There was little outward reflection of our feelings, but our emotions were deeply stirred. I felt that as merchant seamen we were proud to move on, unaltered through war and peace, and the present lack

of expression was the way we showed our pride.

Over the radio came the description and sounds of rejoicing in London, but here there was no change in the setting in which we had lived for

Help to build your career with the Slater Fund…

If you’re working at sea and want to train as a ship’s officer, the Nautilus Slater Fund is just the ticket.

There’s even a discretionary £1,500 bonus payment when you make it through the course and gain your OOW certificate.

The bursary scheme offers financial support to Merchant Navy ratings, electrotechnical officers and yacht crew to study for the STCW officer of the watch qualification (either deck or engineer).

The support is provided through the JW Slater Fund, named in honour of a former Nautilus general secretary. Slater Fund awards have been made to over 1,400 seafarers since the scheme was launched in 1997, and these recipients are now enjoying the enhanced salaries and job satisfaction that come from rising through the ranks.

Up to £17,500 per applicant is available to help with the costs of gaining your first certificate of competency.

Maybe you need a hand with tuition fees or buying books — or would welcome a boost to your income if you’re off pay during college phases.

16-18_lets_final.indd 18

g So if you’r e looking to become an officer of the watch, don’t leave things to chance.

Fill in the form now or apply via the Nautilus website: www.nautilusint.org

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

so many years, with the convoy slowly moving on with a fatalistic persistence.

We had the same grey clouds and the same angry swell and white breaking seas that we had watched when the news came through of the fall of France, and when in 1939 I was on watch on a passage through the Mediterranean on a warm sunny day when Chamberlain announced over the radio that we were at war.

Yet this seemingly inevitable moving on and on of my ships had sometimes terrified me, lest its strange fascination should grip me too firmly before I could escape from the sea.

I know now that I could and would escape. I thought of the joy that peace had brought to millions, and of the sorrow of those who had lost their homes and loved ones.

That evening the ‘Old Man’ invited us up to his cabin for a drink, and proposed a toast to the day for which we had waited so long. We stayed a while, but this was not a time in which we wanted to talk much and we soon dispersed.

On the homeward bound Atlantic crossing we no longer needed a convoy for protection. Outside the dusk is fast closing in, but my porthole is still open

now the wartime blackout is over. High on the foremast our bright navigation light shines out gladly to tell any approaching ships of our presence. The constant nightmare is over of driving on through the night in complete darkness and hoping that by keeping a good lookout, the grace of God and good luck, we would not hit anything.

We all feel a delight, childish in its intensity, at seeing the lights from the portholes streaming across the decks, and being able to sleep undressed at night with the fresh air blowing into our cabins. We know that now we can head directly to our destination, and our engine seems to be pulsing with a fast happy beat.

At last we are free from the irksome discipline of sailing in a convoy, having to keep our position, zig-zagging to avoid torpedoes, and signalling between ships in the convoy with signal flags, Morse and sometimes semaphore. We no longer need to keep secret the ship’s name, our destination, and our estimated time of arrival. It won’t be too long before our long separations will be over and I will be able to leave the sea.

STEPHEN A. RICHARDSON Ret’d mem no 991021

Name: _________________________________________________________________________________ Address: _______________________________________________________________________________ _________________________________________________________________________________________ _________________________________________________________________________________________

Email:

www.irishseafarerstax.ie

_________________________________________________________________________________

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

22/06/2015 16:40

July 2015 | nautilusint.org | telegraph | 19

MEMBERS AT WORK

Sails set for GB glory A former Royal Fleet Auxiliary officer is one of a dozen professional skippers leading amateur crews in the world’s longest ocean yacht race — and will be helping to ‘fly the flag’ for British trade and tourism along the way…

This year’s Clipper Race is the tenth, and Peter says he has been interested in the event for some time — and has sought to develop his skills and experience to a level where he felt confident to apply to be a skipper.

Taking the large sailing yacht M5 through a refit at the Pendennis Superyachts yard in Cornwall and onwards to the Pacific via the Magellan Strait, he also honed his yachting CV with more teaching and another Sydney-Hobart Race before getting an invitation to apply from the Clipper Races organisation.

He underwent a four-stage selection process — which included a challenging three-day skipper trial — to get onto a shortlist last autumn. ‘Needless to say, having not set foot on a Clipper 70 before the first day of my trial, I was a tad apprehensive,’ he reflects.

“

I feel proud to be named as the skipper of the GREAT Britain

”

Despite this, and ‘sailing pretty much to France after rounding — or rather blasting past — W Princess Cardinal, which was the definite leeward mark of our course’ during the trial, Peter was eventually chosen as one of the race skippers. He received the email notification while waiting to meet some friends on Fifth Avenue in New York — and had to celebrate in silence, as he was under strict instructions not to tell anyone.

F Nautilus member Peter Thornton visits Downing Street following his selection as the skipper of the GREAT Britain yacht in the 2015-16 Clipper Race

F

A Nautilus member is preparing to lead one of 12 teams competing in the gruelling 11-month Clipper Round the World Yacht Race, which starts at the end of August.

Former Royal Fleet Auxiliary officer Peter Thornton has been selected as skipper of one of the dozen 70ft yachts which will be competing in the world’s longest ocean race — covering a total of 40,000nm.

He will be leading the amateur crew of the GREAT Britain yacht — which is supported by the UK government as part of an international campaign to promote trade and tourism. The 2015-16 series will be GREAT Britain’s second entry in the Clipper Race, following its second place finish in the 2013-14 edition.

Almost 680 people from 40 different countries will be taking part in the race, which sets off from London on 30 August. Each race yacht has a professional skipper and up to 60 crew assigned to it, who will take part in some or all of the eight different legs and 16 individual races.

The third generation of Clipper Race yachts are capable of more than 35 knots and feature twin helms, twin rudders and a 6ft bowsprite — which allows the inclusion of three large asymmetric spinnakers and a suite of Yankee headails.

Peter, who served for almost 15 years in the RFA, has been sailing since he was a child in Cornwall.

Ship visits with his father Bob, who went on to be RFA Commodore, stimulated his interest in the sea and he gained lots of early experience with the Gorran and Mevagissey Sea Scouts before his first ‘proper’ yachting onboard a ‘50-ish footer’ during a family holiday in the Baltic shortly before his 14th birthday.

He went on to take part in a series of inshore and coastal regattas before moving on to foreign and ocean-going race events. ‘I went from the Solent winter and summer racing series on Sigma 33s and Beneteau First 40.7s, to a selection of Cowes Weeks, Round the Islands and Taittinger’s Cups on HOD 35s and Beneteau First 40s,’ he recalls.

‘Falmouth and Fowey have also featured heavily in my yacht racing development, with J24s and vari-

19_thornton_final.indd Sec1:19

ous other boats including a Projection 7.62 and a Melges 30,’ Peter adds. ‘In particular, my fondest racing — that I dearly hope to continue until I croak — is on the Falmouth Working Boats, which is a whole different “urn of pilchards”. I was also lucky enough to learn some great seamanship and racing techniques from a friend and renowned West Country sailor on a Ballad 30 named Shara of York in both Plymouth and Fowey racing events.

‘Foreign race events in which I have been involved have been on the opposite side of the world in Australia,’ he says. ‘From back in 2000 when I started gaining sea miles and instruction for my Ocean Yachtmaster’s, I have been back and forth skippering and teaching yacht racing up and down the east Australian coast, in and around Sydney, which included lots of great evening and corporate regattas and more recently two Sydney to Hobart Races — 2012

and 2014 — with “slightly” opposing results, but that’s another story!’

Peter had also chalked up success in his RFA career. Within seven years of joining as a deck officer cadet at the age of 18, he was awarded an MBE for a period of service as the Flag Lieutenant to the First Sea Lord and Admiralty Board.

F

Wanting to ‘stretch my wings’, Peter left the RFA in 2010 after almost 15 years of service and was one of three directors who set up the training company ECDIS Ltd. But the call of the sea — and yachts in particular — took him back to the water. ‘Right now, I would enjoy continuing with high-performance racing, ideally combined somehow with a long-term career in maritime law or accident prevention, possibly specialising in yachting,’ he says.

The GREAT Britain yacht leads the way at the start of the 2013-14 Clipper Race in London Picture: onedition

Since joining Clipper Ventures in March, he has been taking part in full-time preparations — including specialist training, team-building and crew management — as well as corporate commitments, which included a visit to Downing Street and a meeting with sports minister Tracey Crouch.

He’s also been busy with crew development, nominating organisational and departmental positions onboard — such as bosuns, medics, engineers and victuallers — as well as sorting out equipment.

Peter says he was attracted by the Clipper Race because it offered ‘a fantastic opportunity to put what I’ve learnt so far at sea into a race which I really believe has no equal.

‘To be able to lead a team of non-professional sailors across the world’s toughest oceans in a competitive racing environment is a great challenge, and one I can’t wait to start,’ he adds. ‘As a professional sailor who has dedicated a lot of my career to serving my country, I feel incredibly proud to be named as the skipper of the GREAT Britain.’

He says his MN skills and experience will be extremely useful in applying the knowledge of what to watch out for, both deepsea and coastal, and in rising to the challenges posed by the world’s weather and associated dangers of operating any vessel.

‘I’d like to think I have a better grasp of when to say no,’ he adds. ‘However, possibly just as importantly or at least linked, the ability to understand and manage different people and how they function when it comes to being at sea.

‘The most important thing which will be on my mind throughout is, of course, maintaining everyone’s safety while still racing a 70ft yacht through storms in the middle of the world’s oceans.

‘My role is to lead everyone in my team, both onboard and ashore, to try and enable them to have the most amazing experience of their lives, “so far”,’ he explains. ‘They want to learn to sail and race at the same time, so that’s what I plan to give them. It’ll be tough and tiring for everyone, but that’s what they signed up to get, so bearing in mind conditions and the crew’s state, provided we are all operating as safely as practicable, we’ll be pushing hard.’

And what is he most looking forward to? ‘Reaching out from the English Channel clear into the Atlantic Ocean,’ he replies. ‘Standing at the stern, high side of a good steady heel with an arm wrapped around the back stay holding a steaming mug of proper coffee at first light after a good night at sea, with sails set and the boat stomping through the water at full speed in the right direction!’

22/06/2015 18:12

20 | telegraph | nautilusint.org | July 2015

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22/06/2015 13:54

July 2015 | nautilusint.org | telegraph | 21

MARITIME SAFETY

Knowhow that can end the rescue lottery Far too many lives are being lost unnecessarily in ferry disasters in the developing world, says a new report.

It highlights the reasons why, and points to ways to bring the death toll down…

L

Shortfalls in search and rescue (SAR) provision are contributing to the massive loss of life in ferry accidents in many parts of the world, according to new research revealed last month.

The report, commissioned by the International Maritime Rescue Federation (IMRF), warns that SAR authorities and organisations in developing nations are under-resourced and overwhelmed because of the size of the rivers, lakes and coastlines they have to cover.

The findings were presented at the World Maritime Rescue

tion (WFSA) which estimates that more than 18,000 people died as a result of the 166 ferry accidents between 2000 and 2014.

The report sought to analyse factors including how SAR services became aware of the incident, how long responses took, how many people were saved, the resources available for the SAR effort, who coordinated it, the kind of challenges they faced and what other assistance was provided by other agencies.

Ms Reid-Sander found significant problems in getting answers — because official reports were produced for only 17 of the 160

Developing nation ferry disaster death rates have not declined over the past two decades — in contrast to a marked reduction in EU fatalities

“

”

Congress (WMRC) in Bremerhaven last month. IMRF chief executive Bruce Reid commented: ‘This is a comprehensive study that draws some disturbing conclusions about the capability of developing nations, in particular, to manage ferry accidents.

We hope that by bringing the research to the attention of the appropriate governments and agencies, action will be taken to reduce unnecessary loss of life.’

Published barely a week after some 450 passengers and crew died when a river cruise vessel capsized on the Yangtze River in China, the study analysed 160 accidents in 42 countries and concluded that developing nation ferry disaster death rates have not declined over the past two decades — in contrast to a marked reduction in fatalities in EU ferry incidents.

The report was produced by Kiersten Reid-Sander, from the University of Southern Denmark, to complement a study for the Worldwide Ferry Safety Associa-

21_rescue_final.indd 21

accidents and only 10 of these were in English.

But she said it was clear from the research that ferry capacity is increasing. and when a mass rescue is necessary, resources are not necessarily available — with the number of victims often overwhelming rescuers. Inaccurate records of the number of passengers and crew onboard ferries is also a common challenge faced by rescuers in developed and developing nations, she added.

The report notes that ferries are often the only available form of transport in many developing nations — leaving people with no choice but to board overloaded and unsafe vessels for their daily commute. In Bangladesh, for example, as many as 95% of small and medium-sized ferries do not meet minimum official safety standards and only 12,000 of the estimated 80,000 vessels operating on the country’s waterways are registered with the government.

It highlights the frequent lack

of basic lifesaving and safety equipment onboard many ferries and the limited provision of rescue coordination centres in many countries.

In more than 40% of the accidents reported by the WFSA other vessels or fishermen were first on the scene to rescue victims. Official rescuers — such as local police, fire service, navy and coastguard officers — who may have had some SAR training are mentioned in just over onequarter of the accidents and in 14.5% of the cases there were no rescuers and those who survived had to swim ashore.

L

Poor communications and a lack of coordination in many countries mean that authorities do not become aware of an accident before it is too late, the study adds. In the 2006 Al Salam Boccaccio 98 accident — where only 328 of the 1,408 people onboard were rescued — ‘avoidable’ delays meant that SAR efforts did not begin until 10 hours after communication was lost with the ferry.

Incomplete manifests, with discrepancies in the number of passengers and crew onboard, are common and create significant problems for SAR authorities, the report states.

Dangerous and unpredictable weather conditions — including stormy seas, high waves and heavy rain — often hamper rescue efforts, in developed as well as developing nations, it adds.

The report identifies a number of cases where the response of seafarers fell short — including instances of failing to order an evacuation, failure to send out distress messages, failure to give instructions to passengers in an emergency, and where crew members reacted individually rather than performing a coordinated response to the emergency.

It points to two examples of positive action: one in Vietnam where a network of safety stations has been created on waterways, staffed by volunteers with first aid training and river rescue skills. A similar initiative has reportedly been in place for many years in Nigeria.

A rescue boat from the US Navy ship Fred W. Stockham helps search for survivors of the capsized passenger ferry Princess of the Stars in the Philippines in June 2008

In the Democratic Republic of Congo, it notes, a United Nations aerial drone was able to spot a ferry sinking and then remain at the scene, searching for the survivors and providing situational awareness. This helped the subsequent life-saving operation that was launched by providing realtime imagery to support reaction to incidents.

The report concludes that developing nations would do well to improve response to ferry incidents and, as a consequence, all maritime casualties by increasing communications capability, introducing newer technology, improving training and exercises by government agencies and voluntary organisations. and collaborating on SAR with neigh-

bouring nations as well as the international community.

Ms Reid-Saunder said she hoped her research would lead to improvements and that it will ‘encourage SAR organisations that have not yet been involved with this project to offer their ideas, adding to the body of knowledge around global ferry fatalities’.

Over 170,000 people in the seafaring community need your help today

Please help us to support them by making a donation today Text SEAF17 to 70070 to donate £5 or visit www.seafarers.uk Seafarers UK (King George’s Fund for Sailors) is a Registered Charity, no. 226446 in England and Wales and SC038191 in Scotland.

22/06/2015 16:42

22 | telegraph | nautilusint.org | July 2015

ETHICAL SHIPPING

SAIL: the fu of fair trans As Nautilus continues to press for decent pay and conditions und trio of idealistic entrepreneurs have come up with a whole new v Unloading cargo the traditional way can be done nearly anywhere Picture: Erik Rauws

The rise of container shipping has contributed to climate change and made seafaring a less skilled and interesting profession…

“

”

Jorne Langelaan Fairtransport

Fairtransport founders Arjen van der Veen, Jorne Langelaan and Andreas Lackner

Experienced sailing master Arjen van der Veen teaching a trainee Picture: Rosa Koenen

22-23_spread_final.indd 22

P

Fair Transport is a term you’ll often hear at Nautilus. It’s a Union campaign calling for all the world’s merchant seafarers to be employed with decent pay and conditions.

And it’s a proposal for a badge of quality along the lines of the Fairtrade Mark or the FSC forestry stewardship scheme. One day, Nautilus hopes that the world’s best maritime employers will be identified by the Fair Transport Mark, and we may even see this badge proudly displayed on the products shipped by Fair Transport companies.

But Nautilus doesn’t have a monopoly on the English language, and it turns out that ‘fair transport’ has also been adopted as the guiding principle of another organisation — which interprets the term in quite a different way.

Go to www.fairtransport.eu, and you’ll immediately be struck by the beautiful images of sailing ships. They’re not leisure craft, though, for this is the website of Fairtransport, an ambitious initiative to make sail-powered cargoships a significant player in the modern shipping industry.

According to Fairtransport co-founder Jorne Langelaan, only a return to sail can truly make transport ‘fair’ — either to seafarers or to the environment. It might sound like an extreme position, but he believes he has such a strong case that many more people in the industry will eventually come round to his way of thinking.

‘The way I feel goes back to my childhood,’ he says. ‘I grew up in a family of Dutch captain-owners who worked on their own small cargo vessels in the coastal trade. I enjoyed the adventure of going out on the ships in the school holidays, but even back then I was concerned about how they were polluting the atmosphere.

My uncle’s ship would burn 10,000 litres of fuel every 24 hours, and this was HFO [heavy fuel oil], which is dirty stuff.’

Jorne would eventually go on to train as a ship’s officer, following the standard path of nautical college and STCW qualifications, but the more experience he gained on motor vessels, the less enamoured he became of their working practices. ‘It wasn’t just the pollution that was the problem; sometimes it felt like being in a factory instead of learning seamanship,’ he remembers. ‘I didn’t like all the painting and the maintenance.’

However, he still felt called to a career at sea, and over time he met people in the maritime world who opened his eyes to possibilities for a more satisfactory working life. When he was on a cargoship called the Sprinter, for example, he learned through his conversations with the master that a few commercial sailing vessels were still in operation around the Baltic and North Seas, and on the European inland waterways. And then he heard of a windpowered cargoship plying its trade among the Caribbean islands, and managed to join its crew.

The ship was the Avontuur, and its master, Captain Paul Wahlen, was an officer of many years’ standing who had become disillusioned with the mainstream merchant marine — as much because of the unsociable shipboard culture as the pollution from HFO. Working with Capt Wahlen showed Jorne how sail transport could be made to work well on a small scale; they would carry dry stores and supermarket goods from one Caribbean island to another, and were often able to dock in places inaccessible to large motor vessels.

The most memorable work Jorne carried out on the Avontuur was the transport of supplies to Montserrat in 1997, after large swathes of the island’s buildings and infrastructure had been destroyed by a volcanic eruption. The vessel proved perfect for the job, and demand for its services was strong.

During his later studies to become a certificated officer of the watch, Jorne always dreamed of recreating his early experiences on the Avontuur, and he would take trips on sailing vessels whenever possible. And so it was that he found himself on the sail training vessel Barque Europa in 2000, crossing the Atlantic with two new friends: Andreas Lackner and Arjen van der Veen. ‘We were all qualified merchant seafarers who preferred sailing ships to motor vessels,’ says Jorne. ‘As we sailed to the USA, we passed so many cargoships with emissions coming from their smoke

Volunteers working on the renovation of the Nordlys, Fairtransport's next sai

stacks, and we thought we could do it differently.’

The young officers weren’t quite ready then to make their dream into reality, but they saved money and bided their time, while picking up additional skills: Andreas ran a small shipyard in Croatia, Jorne became chief officer of the Barque Europa and gained a qualification in shipbroking, and Arjen went on to command various sailing vessels.

In 2006, the three reunited in the Netherlands and started writing business plans for a shipping company entirely powered by wind. They found an old hull to develop into their first vessel, the Tres Hombres, and set up a company using the crowdfunding model (large numbers of small investors), which netted them some €600,000.

In 2007, 150 volunteers from all over the world gradually joined them in their Den Helder shipyard, averaging 20 on-site each day, and spent two-and-a-half years getting the Tres Hom-

bres seaworthy. Appro the 2009 UN Climate conference didn’t do a voyage was brilliant, a wanting to ship cargo As the three partn Tres Hombres carried the UN food program food around the coun with the Avontuur in M that their sailing ship damaged docks wher transfer cargo.

The business got u and its name evolved f Handelsvaart to the s been kept to a small through word of mou between the Caribbea mental principles — t bres. It also acts as a income from paying ‘v

A Aloft on the Tres Hombres

Having now Fairtransport principles into It is the prime inten free, with a focus on organic, or crafted trad Additionally, to raise a lution created by the tive change in the way So it’s good for the ‘fair transport’ equally of the Nautilus Fair T

22/06/2015 18:35

July 2015 | nautilusint.org | telegraph | 23

ETHICAL SHIPPING

uture sport?

Fifty people from the Swiss maritime industry attended the Swiss branch symposium

under its Fair Transport banner, a ew vision of ‘fairness’ in shipping…

Tres Hombres in Barbados

xt sailing cargoship

Appropriately, the vessel’s maiden voyage was to mate Change Conference in Copenhagen. ‘That t do a lot for the climate,’ admits Jorne, ‘but our ant, and it got us a lot of interest from people argo by sail.’ partners worked on building a client base, the rried out some volunteer humanitarian work for gramme, taking medicines to Haiti and moving country’s coast after its 2010 earthquake. Just as ur in Montserrat, Jorne and his crewmates found ship was able to berth at small jetties and badlywhere large motor vessels would be unable to got underway as a commercial venture in 2010, ved from the original Stichting Atlantis Zeilende the simpler Fairtransport. The enterprise has mall scale, attracting high-end clients mainly mouth. It carries out one or two voyages a year bbean and Europe, sticking strictly to environs — there is no back-up motor on the Tres Homas a sail training organisation, drawing some ying ‘voyage crew’. now been in operation for some five years, port has refined its purpose and operating es into this mission statement: intention of Fairtransport to sail cargo emission us on transporting special products which are d traditionally — such as olive oil, wine and rum. aise awareness about the huge amounts of poly the modern shipping industry and effect posie way goods are shipped around the world. r the environment, but is this interpretation of qually good for seafarers? An important feature Fair Transport scheme is that good employers

22-23_spread_final.indd 23

should avoid registering their vessels with flags of convenience, particularly those states which have not ratified the ILO Maritime Labour Convention 2006 (MLC). The Tres Hombres is flagged with Sierra Leone, which does not rate highly according to the Fair Transport criteria, but Jorne Langelaan argues that he and his colleagues had little choice in the matter, due to the highly unusual nature of their vessel.

‘We wanted to fly the Dutch flag, so we approached the classification society Register Holland,’ he says. ‘But they wouldn’t accept the ship because it has no motor at all. That’s not an IMO requirement — it’s something extra they’ve added on. We found that Sierra Leone was a place which followed IMO regulations but didn’t insist on extras.’

The international system for licensing and regulating commercial shipping is ill-suited to sailing vessels, he feels. ‘My colleagues and I follow all the rules, keeping our certificates and licences up to date, but so much of the training we have to do is not relevant. If you run a sailing ship, you must have sailing experience, and the best way to get this is to learn on the job; you start at the bottom as a deck hand and work your way up. We couldn’t employ a master who only had experience in containerships, even if the person was great at that job and had all the right certificates.’

Jorne also exhibits a degree of resigned exasperation at the crew accommodation standards required by the MLC. But while he may not be a big fan of international crew welfare regulations, he is at pains to emphasise Fairtransport’s commitment to its volunteers and employees.

‘We operate with STCW-qualified crew at numbers above our minimum manning levels,’ he says, ‘and we are trying to train our future crew from within. On every voyage we have eight trainees learning seamanship the practical way. Some of those are using this towards their STCW seatime, and others just want an adventure.’

At the Fairtransport base in Den Helder, volunteers are currently working to restore a vessel called the Nordlys, which will in future join the Tres Hombres, expanding the business. Six of these volunteers are being sponsored by Fairtransport through STCW qualifications at nautical college so they can eventually become part of the vessel’s crew. Just as Jorne once did (up to the level of Sailing Master 500gt) they attend the college at Enkhuizen in the Netherlands, which offers sail training as part of its STCW courses.

This investment in training is evidence of the partners’ faith in the viability of their business, and they feel there is good reason to think their client base will expand over the years. ‘There is a lot of interest in what we do,’ says Jorne, ‘and we are regularly approached by clients prepared to pay a little more than they would for container shipping, because more and more people are starting to understand how costly motor ships are in the long term.’

These costs are often indirect and not easy to see, he adds, but they include medical treatment for people made ill by pollution — especially sulphur emissions. And the whole concept of cheap transport is bad for the world, he stresses: ‘Globalisation, facilitated by container shipping, has led to overconsumption and is responsible for climate change. If we shifted to moving cargo by sail, mass transportation of goods would no longer be possible, so retailers and consumers would start to source more products locally and would come to view imported products as a special treat.’

A shift to sail is also very much in the interests of the world’s merchant seafarers, he concludes. ‘On sailing ships, crews are larger and more sociable, and their work is more interesting. Only by returning to sail can we see the revival of true seamanship.’ z To read more about the Nautilus Fair Transport proposal, go to www.nautilusint.org. z The website of the Fairtransport sail transportation company is www.fairtransport.eu.

Fair trade should now involve Fair Transport, acknowledge Swiss initiative and proposed mark I of recognition received a boost in The Union’s Fair Transport

Switzerland recently when the general secretary of Swiss Fair Trade said she could see the gap in provision left because the benefits of the fair trade movement only cover producers, leaving out those working in the supply chain. She added that there were ways in which the two initiatives could work together in the future.

Sonja Ribi, head of the umbrella organisation for Fair Trade companies in Switzerland, told the Nautilus Swiss Branch symposium that the two projects had a lot in common, whilst the differences or potential conflicts were relatively few.

Ms Ribi said that one of the guiding principles for gaining the Fairtrade Mark was that companies must go further than basic standards set out by the International Labour Organisation (ILO) for areas such as employment and health and safety. She said she could already see that this principle was mirrored in the aims of the Fair Transport initiative.

‘Fair trade is a global problem,’ Ms Ribi said. ‘Too many people live in poverty despite working hard, and we try to ensure that people receive a fair deal for their work.

‘The vision of Fair Trade is a world where sustainability is at the centre of the world’s structures; a world where everyone can find a safe livelihood and achieve their potential.

‘At the moment it is difficult for Fair Trade producers to know what is happening in the entire supply chain of their product,’ she added. ‘What is needed is transparency, and the Fair Transport Mark could be a way of providing that information on the transportation of goods.’

Ms Ribi said that Fair Trade had proved that consumers would be prepared to pay more to know that producers had received a good price for the product, adding that over 50% of the bananas sold in Switzerland were now Fair Trade, and therefore it would be reasonable to assume they would pay more again to know the transportation of goods was also fair.

General secretary Mark Dickinson said that Ms Ribi’s presentation had been very reassuring and mirrored his views that the Fair Transport scheme could work with the Fair Trade initiative, taking the same principles and applying them to the supply chain for goods.

‘Our aim is to tackle the exploitation of seafarers and provide a better return for shipowners who

Mark Dickinson, general secretary of Nautilus International with Sonja Ribi, head of Swiss Fair Trade

support decent work, and wish to invest in their workers, over those who seek to exploit seafarers and avoid international and national standards.’

Mr Dickinson explained that, in common with manufacturing and food production, shipping did have international minimum standards, especially via the Maritime Labour Convention, but these only set basic standards. He said there was a need to recognise and reward those who did more than just the minimum required to adhere to ILO conventions.

He also agreed that the Fairtrade Mark had demonstrated that consumers were prepared to pay more to ensure good practice, and said that research had already been undertaken using the example of the highly successful banana trade mentioned

by Ms Ribi.

‘Our sister union SEKO Seafarers carried out research amongst Swedish consumers which found that consumers will also pay more for goods transported on ships that have decent working conditions.

‘Over 60% of respondents said they would pay between 2 and 10 Swedish krona extra for a bunch of bananas if they were carried on ships with decent working conditions.’

Mr Dickinson added that further research was being conducted by the social enterprise consultancy Public World thanks to a grant from the ITF Seafarers’ Trust.

‘They will be carrying out a feasibility study into Fair Transport to see if such a scheme can work and if it would achieve the stated outcomes of improving the working conditions of seafarers,’ Mr Dickinson said. ‘They will also look into whether it would help with promoting the shipping industry to the public and as a reward scheme for good shipowners.’

During the meeting, Ms Ribi and members of the audience suggested

ways of tightening up the Union’s proposals to ensure the scheme is successful.

‘There needs to be a system of monitoring and checks to ensure that companies are continuing to comply with the standards of the mark,’ advised Ms Ribi. ‘Those standards have to be able to be measured and inspected.

‘It will obviously need the participation of shipowners and they have to be empowered to be able to, and want to, meet those standards.’

Ms Ribi cautioned that the lack of awareness of the shipping industry may be a problem.

‘You need the public to want to pay for decent conditions onboard, and Fair Trade is lucky in that most people understand bananas are grown in other, often poorer, countries.

‘However, there seems to be a lack of awareness around shipping. People don’t know how the bananas get from the fields to their supermarkets and therefore they may be reluctant at first to want to pay more for something they don’t understand.’

A member of the audience said it would be useful if the Fair Transport Mark was tiered. He said that something along the lines of a medal system could recognise those companies who do the bare minimum to comply with conventions such as MLC as bronze, with silver for those who exceed this standard, and gold for companies who really ensure that life at sea for their employees is comfortable, safe and secure.

Another audience member suggested that Fair Transport be launched with single ships rather than trying to find a company where all ships in the fleet meet the standards.

Mr Dickinson agreed with all of these suggestions and agreed to encompass them in the development of the Fair Transport scheme in the future.

22/06/2015 18:35

24 | telegraph | nautilusint.org | July 2015

MARITIME COMMUNITY

Phil’s endless cycle of fund raising feats A P&O Cruises officer has been pedalling for miles at sea as part of a mission to raise money to support injured service men and women. ANDREW LININGTON finds out what keeps him on track for charity…

F

There can’t be many seafarers who clock up hundreds of miles on a bike while away on their ships. But Phil Gowland, staff electro-technical officer on the P&O Cruises vessel Adonia, has been doing just that for the past couple of years.

With the aid of a static turbotrainer bike and the ship’s gym, Phil has been pedalling away to prepare for a gruelling 350-mile ride across France and the UK in aid of the Help for Heroes charity last month.

It’s the second time he has taken part in the Big Battlefield Bike Ride — and this year he’s on track to raise almost double his target of £10,000. More than 10,000 British service men and women have been injured in the recent conflicts in Iraq and Afghanistan, and Combat Stress estimates that around 40,000 will suffer from some form of invisible injury over the coming years.

24_ride_SR edit.indd Sec2:24

As a former Royal Navy seafarer, Phil says Help for Heroes is a charity that is close to his heart and one that he is proud to support. ‘My service background led me to want to help,’ he adds.

‘These people put their lives on the line for us, and now it is our turn to support them.

‘I joined the RN at the age of 16, straight from school,’ he explains.

‘I was one of those people who never fulfilled their potential at school and I was keen to get out into the wider world. Joining the Navy seemed like a logical thing to do for a young lad in Consett looking for a sense for adventure.’

Following marine engineer and specialist apprenticeship training at HMS Fisguard, HMS Caledonia and HMS Collingwood, as well as sea training onboard the troop carrier HMS Fearless, Phil qualified and spent his first trip in the South Atlantic on the frigate HMS Diomede.

He rose to the rank of Chief

Petty Officer by the age of 24, but decided to take redundancy during one of the rounds of defence cutbacks. ‘I had a couple of kids by then, and I was keen to have a bit of normal family life,’ he says.

Moving ashore, Phil worked as a factory electrician and as a technical author for Joseph Isherwood in Tyne Dock before answering the call of the sea once again — in the form of an invitation to join the Canberra in Perth.

Starting as a third ETO just over 20 years ago, he’s been staff ETO since 2006.

‘I love the job, even though I still find little difficulties in adjusting to the Merchant Navy after the RN,’ he says. ‘Rules are rules in the RN and there are no grey areas, whereas you have to learn to chill out and be a bit more tolerant in the MN.’ It was onboard Adonia at the end of 2011 when Phil first became involved with Help for Heroes. ‘There were nine ex-

ETO Phil Gowland often trains for his charity challenges in public areas of his ship so he can draw passengers’ attention to the good work of Help for Heroes

services people among the crew, and after we made a calendar for the New Zealand earthquake appeal we decided to do a Calendar Girls type one for Help for Heroes and we raised almost £2,500.

‘In the following year, my brother was on a cruise with me and one day he asked me if I had seen some cyclists going down the Kiel Canal. We had the idea of seeing if they would allow us to ride the 67-mile route and we registered the event with Help for Heroes. We had four bikes onboard and me, my brother, the fitness instructor and the cruise director raised £3,499. I won employee of the month for it, and gave the £200 I got for it to the charity as well.’

Phil followed this with a subsequent ride in aid of the Macmillan cancer support charity and, in November 2013, he was asked by Help for Heroes if he wanted to take part in the 335-mile 2014 Big Battlefield ride between Brussels, Paris and London.

‘I didn’t know what I was letting myself in for, but it was a fantastic experience,’ he recalls. ‘I got the chance to talk to a lot of veterans and hear their stories, which was really inspiring, and it was amazing to cycle down the Champs Elysees in Paris and the Mall in London.’

The seven-day ride was tough, Phil says, and he feared the biggest challenge might come from cramps. However, he adds, successful experiments with energy gels and drinks helped him to power through the event — celebrating his 50th birthday

These people put their lives on the line for us, and now it is our turn to support them

“

”

along the way.

He raised more than £10,000 for the charity and readily agreed to take in the Big Battlefield’s Paris-Windsor challenge this year — and by early June he had amassed more than £17,500 in sponsorship. ‘The cycling bug has certainly taken hold now,’ he admits. ‘I didn’t even own a bike for about 10 years — but I have even thought about joining a cycle club, although I couldn’t commit the time to it.’

Phil says he aims to complete four training rides a week while at sea, and he also uses the opportunity to ride ashore during port visits. ‘France and Spain are particularly good,’ he notes.

He will often train in public areas onboard Adonia, talking

to passengers about the charity and the reasons why he is so passionate about the cause. ‘The generosity of the British public is amazing and I get a really good response from passengers.

Some will give £100 donations, and I will send personal letters of thanks to as many people as I can,’ he adds. ‘Colleagues onboard have been a great help too, giving bits of their time here and there and organising and coordinating events, and I couldn’t have done it without the support they have given.

‘I know some people will say that there shouldn’t have to be a charity like this and that the government should do more,’ Phil says. ‘The veterans are given priority treatment on the NHS, but while the NHS saves lives it can’t give the long-term specialist support that many of them need. The charity doesn’t just look after the physical needs, but also the psychological needs of people who have suffered post-traumatic stress disorder.

‘These veterans were at the peak of their physical fitness when they got their injuries, and the charity helps them to recover in every sense of the word — giving them back a belief in themselves and restoring a sense of purpose,’ he adds. ‘It’s an honour to be able to support it and I am thankful for the kindness shown by those who donate so generously to help to look after those who have given so much.’ z If you would like to boost Phil’s sponsorship total, visit the website: www.bmycharity.com/ PhilGowland1

22/06/2015 13:55

July 2015 | nautilusint.org | telegraph | 25

MARITIME SAFETY Techniques for handing mass medical emergencies have been used as the basis of a proposed new worldwide system for dealing with maritime incidents, ANDREW LININGTON reports…

The fire onboard the Baltic ferry Lisco Gloria in 2010 is one of the incidents that prompted the development of the Vessel Triage scheme

Right diagnosis, right now L

A system used by medical staff to prioritise patients for treatment, based on the severity of their injuries, has been used to develop a new scheme for responding to shipping emergencies.

The Vessel Triage project aims to help seafarers, coastguards and other rescue services to make quicker and more efficient assessments of the seriousness of a ship’s situation to ensure that the right SAR resources are deployed.

The plans have been produced in a year-long multinational project led by the Finnish Border Guard, the Finnish Transport Safety Agency and the Finnish Transport Agency, with input from almost 40 organisations — including SAR authorities, maritime administrations, shipping companies, universities and classification societies — in 15 different countries.

Project leaders aim to conduct shipboard trials later this year before submitting the scheme to the International Maritime Organisation (IMO) as a potential new uniform global system for shipping casualty response.

The principles of triage are thought to date back to the Napoleonic Wars and have been used successfully — especially in battlefields and in disasters — to sort casualties in order of urgency: those who are likely to live, regardless of what care they receive; those who are likely to die, regardless of what care they receive; and those for whom immediate care might make a positive difference in outcome.

Vessel Triage aims to adopt the concept to enable the easy categorisation of a ship’s safety status and the key operational risks to help critical decisions about SAR support, to ensure clear and unambiguous communications, and to make a rapid and rational assessment on whether vessels need to be abandoned.

The categories use the colour codes Green, Yellow, Red and Black — with the risk assessment based on six central ‘threat factors’ affecting a ship’s safety situation: listing/loss of stability; loss of manoeuvrability; flooding; fire,/explo-

25_triage_final.indd 25

“

Everyone in SAR knows how hard it can be to assess a situation sion; black-out; danger posed by hazardous substances.

Two other factors — ‘crew functionality’ and ‘weather and other conditions’ — have been included in the process to identify additional relevant information for damage control operations and emergency preparedness.

Each factor is divided into three or four possible answer options/subcategories describing the severity of a particular threat factor, in line with the four triage categories.

The idea of Vessel Triage came from national discussions in Finland on maritime incident response procedures. ‘The idea was to assess the vessel’s safety status and need for external assistance in the same way as medical triage for accident victims classifies their condition and need for medical treatment,’ project leader Captain Jori Nordström told the Telegraph.

‘Everyone in SAR knows the difficulty there can be in assessing exactly how bad a situation is,’ he pointed out. ‘A vessel is on fire, say, but what help is needed?

Captain Jori Nordström, of the Finnish Border Guard, led the Vessel Triage project

”

Will she be abandoned, will the crew deal with the problem unaided, or is the solution somewhere in between? The Vessel Triage project will develop tools that will help everyone involved to assess the situation they face objectively, and respond appropriately.’

L

Capt Nordström said the Costa Concordia disaster had given added impetus to the project. ‘I think this incident finally made it evident that there was a need for this kind of method to assess a vessel’s situation,’ he explained. ‘Most of us have heard the radio transmissions and seen the video footage from the actual site when the helicopters first dispatched to the scene.

It became clear that nobody involved had a clear view of the situation or how severe it was, before the first units arrived at scene and found something they were not expecting.

‘The scale of the Costa Concordia accident highlighted the fact that in order to have successful rescue operations in place you need to have all parties “on the same page” — sharing the same situational picture of the incident and the prevailing risks that relate to it,’ he said.

Other incidents, such as the fire onboard the ro-pax ferry Lisco Gloria in 2010, the grounding of the cruise ferry Amorella in 2013 and last year’s Sewol disaster also influenced the project’s targets to ensure that shipmasters and maritime responders get better tools to objectively evaluate an emergency situation, he added.

Vessel Triage may help shore authorities in making decisions over places of refuge for stricken ships, Capt Nordström added, and it should be of particular benefit to seafarers. ‘We believe that the triage method facilitates the assessment of the vessel’s situation and related decision-making and communication,’ he explained. ‘If this should in

any way help the mariners during their difficult moments during a crisis to make a better judgement or ask for help we think that it’s worth it.

‘With the help of a simple threat factor matrix, the assessment of the situation becomes easier,’ he added. ‘In addition, the method would make the communications on the vessel’s safety status easier. With one word (green/ yellow/red/black) shipmasters will be able to communicate whether the vessel can still provide safety for the persons aboard or not.

‘The method also includes generic guidelines for action in different categories,’ he said. ‘Nevertheless, we have to remember that the response given is always dependent on the resources available. The overall assessment may still have a great influence on the use of those resources that are available. It helps to assess, for example, whether the helicopters should be used for emergency evacuation or for transporting

damage control teams (such as MIRG) and equipment on site.’

Capt Nordström said Vessel Triage has had a positive response — especially from merchant seafarers and shipping companies. The basic principles and categories of the system have been tested during mass rescue operations tabletop and simulator exercises in Finland, and talks on full-scale tests with ships are underway with owners.

Final plans for testing the system are now being put together before the process of seeking IMO support begins. It is hoped that plans can be tabled at a meeting of a joint IMO/International Civil Aviation Organisation SAR working group later this year, with a proposal for more testing and a long-term goal to have it included in the 2019 edition of the IAMSAR Manual. g For further information, the Vessel Triage User Manual and other relevant material can be found on the website: www.raja.fi/vesseltriage

22/06/2015 16:42

26 | telegraph | nautilusint.org | July 2015

MARITIME CAREERS

La vie en rose? Pas encore

*

The number of female seafarers in France is increasing, but they still face challenges in the workplace. JEFF APTER spoke with one of them to discover how she fared while rising to the rank of chief engineer officer …

I

Mathilde Nonne was one of the first female chief engineer officers in the French merchant fleet Picture: Jeff Apter

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26_french_final.indd Sec2:26

Mathilde Nonne is one of the first women to reach the rank of chief engineer officer in the French merchant navy — an industry in which the number of female officers is notoriously low.

Her experiences have inspired her to fight discrimination and sexual harassment while continuing to love her job — which was not an obvious choice for a woman from a family with no seafaring tradition.

Born and raised in inland cities, she loved the sea from her childhood and wanted to travel.

Her parents hoped she would be a musician, but life at sea was for her, and she graduated from the national maritime academy in Marseilles with both deck and engine qualifications, opting for a career in the engineroom.

‘Engineering is like a game of Lego or a Meccano set,’ Mathilde reflects. ‘However noisy and dirty it may be, I enjoy troubleshooting, and when the ship docks, I feel good and look forward to the new challenge of the next voyage.’

Mathilde’s first berth was on a Bourbon vessel based at Brest.

‘Here I was, a small, 18-year-old woman as the first cadet to serve on the ship — and my older male colleagues were scared. But I got on well with them. They changed and I stayed. It was great!’

The modern story of French female merchant navy officers goes back to September 1973, when a certain ‘Alix’ became the first woman cadet and went on to serve in the ferry sector. However, this was less of a breakthrough for women’s equal rights than an administrative error based on a spelling mistake — in the belief it was a man whose first name was ‘Alex’.

Recent data shows females made up 10% of candidates seeking to enter the profession after graduating from maritime high schools but account for only 5% of cadets and 2% of French officer grades. A 2007 study by ENIM, the French merchant navy social security body, confirmed that 130 women had been employed as officers in the previous 18 months, 61% of whom were in deepsea shipping. According to the FOMM-CGT officers’ union, the total comprises only 11 serving senior officers — including two masters, one of whom was named ‘Woman manager of the Year’ in 2014.

I

An increasing number of French women are going to sea, official estimates indicating about 5% annually. For Mathilde, now 37, the process is positive but still very slow. At Broström Tankers, she became the first woman promoted to second officer — but it took three years for the next woman to do similarly. When she joined CMA CGM in 2009, Mathilde was the second

woman to be promoted to chief engineer and the first to serve on 8,500TEU vessels. From the start she joined a trade union, first as a delegate for the CFDT officers’ union, attending meetings regarding the RIF reserve flag.

Believing Broström Tankers (later Maersk Tankers France and now wound up), had no future, she joined CMA CGM as a second engineer. 10 weeks later, she was promoted to chief engineer — the second woman, and at the time the youngest, at the age of 30, to hold that position.

As chief engineer, Mathilde says she had no problems with ratings — although often they were not used to equality. But there were some problems with the onshore technical department, who claimed women were not able to do the job. ‘Apparently, women officers didn’t correspond to head office’s view that we should be quiet and passive,’ she recalls. ‘They said I was too demanding, appeared very surprised at my fighting spirit and didn’t know how to react.’

“

Engineering is like a game of Lego or a Meccano set.

However noisy and dirty it may be, I enjoy it

”

During Christmas and the winter of 2009 her ship encountered engine problems and she requested help from a technician. ‘They didn’t like it. Although on this matter the crew manager agreed with my views on safety, I made enemies in the company and they sought to dismiss me.

The crew were very supportive and a strike was mooted,’ she recalls.

‘It is great that chief engineers and masters encouraged me to fight against the company.

Such support was common at Broström Tankers and I did not expect CMA CGM to react as they did. We spent over 40 days before disembarking. It was a hard time.’

French shipping is anything but an equal opportunities industry — with poor regulations, inadequate information and little education or training regarding the image of women.

Female seafarers often lack support on the risks of harassment, and health and safety issues.

Mathilde says there are still French maritime companies that

do not employ women, and have no special policies to deal with bullying and harassment, nor to help a woman when she is the only female on the ship.

I

Jean-Philippe Chateil of the FOMM-CGT officers’ union says France is the only EU country with a maritime tradition that has failed even to undertake a study on sexual harassment.

For Mathilde, such risks often depended on the culture of the crews, and she found more respect from foreign crews than from fellow officers. She was never attacked physically — but had come very close. ‘When I was sailing on a Bahamas-flagged ship as a cadet and the only French national, an officer grabbed my arm and tried to force me into the office. He was drunk but not violent. At first I was scared but worked out how to get away.’

After complaining to the ship’s master, Mathilde was given an apology from the officer — who promised not to do it again. ‘I was asked not to report the matter to the company but was allowed to phone,’ she says.

‘The company advised me to switch vessels at the next port of call but the captain refused to replace the chief engineer and I refused to leave the ship.

‘Some colleagues said that I shouldn’t complain, as the person in question was sick. But the company was indirectly unpleasant — saying it didn’t appreciate I was making a big deal,’ she adds.

‘Another incident concerned a captain. I trusted him and didn’t expect such behaviour.

It was lack of respect as we both had responsibilities towards the crew. The ship was about to be sold and it was hard for the crew to lose their workplace,’ she explains. ‘I didn’t report the incident but I did tell the chief mate about it and after the ship was sold I thought hard about my career. I never imagined such an officer would behave in that way.’

For the last three years, Mathilde has been working ashore, although it was not planned in advance. She said she loves being an engineer onboard ship, but there have been big changes at CMA CGM since she joined, including slower steaming speeds and fewer opportunities for crew to go ashore in port.

‘It’s partly my decision. It was a great pleasure to sail, but since the 2009 crisis and the company’s need to save money on everything, everybody feels pressure,’ she reflects. ‘The company proposed temporary jobs ashore to adapt engine power and I agreed because I thought it would only be for a few months. I would like to sail again, but I find present conditions as an officer increasingly less attractive.’ * A rose-tinted life? Not yet

22/06/2015 16:43

July 2015 | nautilusint.org | telegraph | 27

PIRACY

K

Seafarers are suffering psychological problems — including post-traumatic stress disorder — as a result of serving in high-risk piracy areas, researchers have found.

A study looking at the longterm impact of piracy on seafarers shows that the fear of being attacked is sufficient to cause ‘lasting psychological issues’ for a significant proportion of crew members — and there are concerns that this could hit recruitment and retention rates.

The findings were revealed by the Oceans Beyond Piracy (OBP) organisation as it published its fifth annual State of Maritime Piracy Report in London last month. This showed that at least 5,000 seafarers were involved in attacks in SE Asia, the Gulf of Guinea and the western Indian Ocean during 2014.

OBP said its analysis showed ‘a clear and re-emerging threat’ to seafarers in SE Asia and continuing risks of attack over a wider area in the Gulf of Guinea. And experts warned that while the number of incidents involving Somali pirates has declined sharply in recent times, there has been an upturn in incidents this year and — if security is relaxed — the risks in the region could go back to what they used to be.

‘The evidence shows that piracy continues to be a worldwide threat to seafarers,’ said Admiral Sir James BurnellNugent, OBP fellow. ‘There are specific contexts that distinguish each region, but there is a common lesson in the need to address piracy through cooperation, vigilance and sustained effort by all actors across the maritime sector.’

K

OBP’s report lists a total of 270 attacks last year — 185 in SE Asia, 67 in the Gulf of Guinea and 18 in the western Indian Ocean.

Report author Matt Walje said he was struck by the scale of the threat to seafarers in SE Asia, where more than 90% of the reported attacks involved pirates successfully boarding target vessels; more than 800 crew members were involved in incidents where violence — or the threat of violence — was specifically documented.

In the Gulf of Guinea, he noted, there have been increased efforts to combat the threat of piracy — but the lack of prosecutions means there is little disincentive for pirates and the region suffers from ‘chronic’ under-reporting of incidents — with as many as 70% failing to be officially recorded. Attacks have extended further out to sea and are often characterised by opportunistic kidnap and ransom.

OBP said the continued deployment of multinational naval forces off Somalia, together with the widespread adoption of Best Management Practices, has helped to suppress the problem in the western Indian Ocean.

However, EU Naval Force industry liaison officer Simon Church warned against complacency. ‘There is evidence of merchant vessels routeing more closely to Somalia than before, average speeds dropping and the number of armed security teams decreasing in some areas,’ he added.

Little has been done to address the root causes of Somali piracy, and the ‘fragile status’ of maritime security in the region could unravel rapidly if naval patrols are reduced, security guards are

27_piracy_final.indd 27

A global menace to body and soul A new study shows the psychological impact of piracy on seafarers, with more than 5,000 crew members caught up in attacks last year and warnings that the threat may resurface off Somalia if complacency creeps in… not maintained and BMPs not followed, he stressed.

The OBP report notes that 5,009 seafarers were attacked by pirates last year, with seven killed, more than 450 detained or held hostage, and significant numbers exposed to physical or psychological abuse.

OBP is involved in long-term research to assess the impact of such incidents on seafarers, and initial results show that piracy has a profound effect — not just on those who are attacked but also those who serve in areas

“

Indirect exposure to piracy is also causing significant stress and anxiety

”

where the threat exists or who know someone held hostage.

Almost 20% of those who have been attacked and held hostage show symptoms of post-traumatic stress disorder (PTSD), researchers found, and almost 23% suffered depression following such an incident.

More than 8% of seafarers transiting high-risk areas also displayed signs of PTSD, the report adds, and even 17.65% of those who had no exposure to pirate attacks had signs of depression.

Researchers said these results are in line with the findings of other studies — such as one on the 9/11 attacks in the United States — which showed that indirect exposure to traumatic events can trigger psychological problems.

The report highlights the way in which the ‘tension of pirate watch is hard on the crew’ —

pointing out that some seafarers are genuinely unnerved by the process of taking ‘extraordinary’ security precautions, and being unnerved for a week out of every month is not nothing’.

Even the guidance given in BMP may cause concerns, it adds, as it refers to the use of guns and rocket-propelled grenades, and pirates who are likely to be ‘aggressive, highly agitated and possibly under the influence of drugs’.

Many of the seafarers affected by piracy are from developing nations and often lack the resources needed after an attack — meaning that family members are often affected, the report stresses. Significant numbers of seafarers say they do not receive adequate ‘mental preparation’ before going into high-risk areas, it notes, and welfare organisations should also consider ways in which they can help crew members to cope with piracyrelated anxiety and stress.

K

Concern about the threat of attack may also lead some seafarers to turn down work, the study adds. It found the highest rate of refusing job offers because of piracy concerns was 18% — and that was amongst those who had not experienced violence first-hand.

‘Seafarers with indirect exposure, either through knowing hostages or having seen an attack, demonstrate the highest levels of considering piracy as a potential risk when accepting employment, while seafarers who were actually held hostage reported the lowest amount of concern about piracy when taking a job,’ the report states. This is possibly because those who have been involved in an incident have a more realistic understanding of the scope and likelihood of an attack, it suggests.

Giles Noakes, chief maritime security officer with the owners’ organisation BIMCO, said he was concerned that piracy may have a detrimental impact on operators’

ability to recruit crews — especially in SE Asia. And Arild Nodland, CEO of Bergen Risk Solutions, said owners need to manage fears as well as managing risks.

OBP accepted the limited nature of the research — which was based on feedback from around 150 Filipino seafarers.

But, it added, the findings were

sufficient to suggest that piracy can cause long-term and lasting distress to seafarers and that its impact is probably much deeper than first thought.

Are you serving or retired

MERCHANT NAVY FISHING FLEET ROYAL NAVY ROYAL MARINE or a dependant or do you know someone who is and needs help?

Seafarer Support is a free confidential telephone and award winning online referral service helping you find support for serving and former UK seafarers and their families in times of need

www.seafarersupport.org Freephone 0800 121 4765

22/06/2015 18:15

28 | telegraph | nautilusint.org | July 2015

NAUTILUS AT WORK

Nautilus consults on credit union Expression of interest form Name: _______________________________________________________________________ Membership number: _______________________________________________ Indication of monthly saving amount: ______________________ The proposed Nautilus Credit Union aims to help members save for professional courses such as simulator training, above Picture: VSTEP

What are you most likely to borrow for?

1. Career development 2. Other: Please state: _______________________________________ __________________________________________________________________________________ __________________________________________________________________________________

Would you prefer to access your account via the internet?

YES

NO

K

June’s Telegraph included a feature article about plans by Nautilus to set up a credit union for the benefit of members.

Credit unions — described as not-for-profit ‘community banks’ — are a well-established and ethical way to save money and access loans. They are run by members for members, which means there are no outside shareholders to pay and any profit is used to develop the credit union and provide a return to savers.

The proposed Nautilus Credit Union will be a regular credit union, with the aim of providing

‘Community bank’ scheme would help members to save for training… our members with an alternative to high street banks and other financial institutions for their personal finance needs — and, in particular, assisting with the costs of career development.

The process of registering the proposed Nautilus Credit Union is now at an advanced stage. Your Union — Nautilus International — has to be able to demonstrate to the regulatory authorities (the Financial Conduct Authority and the Prudential Regulatory Authority) that members are

enthusiastic about the project.

Nautilus has invested significant resources into developing the proposals for this project. The next stage — and the important missing link so far — is your expression of interest.

This will give us the ammunition that we need to go to both the FCA and the PRA and seek registration.

Your expression of interest to be an owner/member at this stage does not commit you to any financial outlay or

obligation, but will help to let us know and anticipate the level of interest in the credit union.

The proposed credit union is a member-owned financial institution, democratically controlled by its members, and is being set up for the sole purpose of promoting saving, ultimately providing credit at competitive rates and other financial services to its members. The Common Bond extends to all members and staff of Nautilus International and their families. g To express your interest, please either complete the form on the left or log on to: www.nautilusint.org/NCU

FAMILY MEMBERS Do you envisage that your family member(s) may join? YES NO Indication of monthly saving amount per person: ______ ____________________________________________________________________________________

What are they most likely to borrow for?

1. Career development 2. Other: Please state: _______________________________________ __________________________________________________________________________________ __________________________________________________________________________________

It is envisaged that some of the tasks to set up the Credit Union will be done in your workplace and others will utilise remote technology, such as email, internet and Skype, to minimise the inconvenience to members.

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%

Would you be prepared to help in some way to set up and run the Credit Union?

YES

NO

Would you be prepared to serve as an officer/ committee member of the Credit Union?

YES

NO

REPLY TO: Olu Tunde, Director of Finance, Nautilus International, 1&2 The Shrubberies, George Lane, South Woodford, London E18 1BD accounts@nautilusint.org

We look forward to your responses

28_credit union.indd 28

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

22/06/2015 16:35

July 2015 | nautilusint.org | telegraph | 29

PHOTO COMPETITION

Life above and below decks…

Get your entry in by 1 August and you could win £1,000!

A

We’ve received some great photos in recent weeks that put crew members front and centre. Have you captured your shipmates doing something interesting; like the featured photographers on this page did?

The theme of the competition is ‘Life at sea’, and it’s really worth bearing this in mind if you want to catch the eye of the judges.

They’re interested in seeing arresting and thought-provoking images of your life as a maritime professional, so please send us pictures of your work and how you and your colleagues spend your leisure time onboard ship.

Show us something that the wider public don’t usually see.

In the entries received to date, we’ve had some highlyaccomplished images with beautiful colours and skilled use of focus and contrast. Like these,

your picture should be of a decent quality, but you don’t need to have professional-standard kit to join in. Even with a fairly basic camera or a smartphone, you can demonstrate an eye for good composition and capture a powerful story in pictures.

And that story is really what counts in this competition. Get the theme of your photo right as well as the technique, and you could be in line for a great cash prize. First prize is £1,000, second prize is £750 and there is £400 for the third-placed entry.

You can submit your shots of life at sea in colour or black and white, and as prints or e-mailed high-resolution JPEG electronic images (300dpi is preferred).

There is no limit to the number of entries you can submit. The closing date is Monday 1 August 2015 and the prizes will be presented at the Nautilus

Medieval costume contest, by Efren Soron Jr

International General Meeting in October, where an exhibition of the best entries will be on show.

To enter with hard copies, please cut out and complete the form on this page and send your pictures to: Nautilus/Inmarsat Photo Competition, Nautilus Telegraph, 1&2 The Shrubberies, George Lane, South Woodford, London E18 1BD. Make sure you state on the form whether you want us to return your photographs.

To enter with digital photos, please email them to telegraph@ nautilusint.org with Nautilus/ Inmarsat photo competition 2015 in the subject line. In your email, you must supply your contact information in the same way as on the printed entry form, and don’t send file attachments totalling more than 10MB at a time, as this will exceed the server limit.

Photo competition 2015 Name: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Home tel: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

...................................................

...................................................

Address:

Email:

......................................

................................................... ...................................................

.........................................

...................................................

Mem no.: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

...................................................

Photos to be returned: YES / NO

Please note that by entering the Nautilus/Inmarsat photo competition 2015, you are giving Nautilus International permission to use your submitted images.

Have a look at the entries already submitted. Go to www. flickr.com and search for Nautilus International under people.

Inmarsat: Competition Sponsors

Pointe Noire (Congo) offshore Toisa Defiant on buoy maintenance, by Deniz Ethan

connectivity can be a K prerequisite for attracting high Today, always-available

calibre candidates to a seafaring career. Staying in touch with family, friends and world events, and enjoying leisure time, are essential for the modern seafarer. A happy crew is also a productive crew.

Through its 99.9% global network coverage, Inmarsat Maritime is meeting rising expectations, via FleetBroadband, XpressLink, and now Inmarsat Gateway.

Using Ku-band, L-Band and now ground-breaking Ka-band connectivity, crew can call home and access broadband internet from anywhere at any time without compromising operational communications.

In addition, life at sea just got better, following the 2014 launch of Inmarsat Fleet Media — delivering blockbuster movies, sport and news direct to PCs and tablets at sea.

Stralsund BBQ, by Bob Burn

Christmas presentation, by Efren Soron Jr

INTRODUCING THE...

MARITIME SKILLS ACADEMY in association with Viking Recruitment Ltd is a centre of excellence for STCW and professional specialist courses in safety, leadership and other essential maritime skills.

Courses currently running include: • STCW 5-part Basic Safety Training • Updating Training (FP&FF – PST) • Crisis Management & Human Behaviour

• Bespoke Fire Team Training • Security Awareness, Designated Security Duties, Ship Security Officer • GMDSS

• HELM • Yacht Interior Training • Train the Trainer

For a full list of course availability visit us at maritimeskillsacademy.com or give us a call.

MARITIME SKILLS ACADEMY

29_photocomp.indd 29

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

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

22/06/2015 17:36

30 | telegraph | nautilusint.org | July 2015

OFFWATCH ships of the past

by Trevor Boult

50 YEARS AGO

has looked after her merchant seamen F for centuries, and has long regarded all her

The MNAOA took part in the International Transport Workers’ Federation Congress in Copenhagen and raised concerns about the problems which arise when officers and ratings in the first watch on sailing day are fatigued as a result of the ever-increasing amount of work in port. A resolution adopted at the Joint Maritime Commission in 1961 called for an adequate rest period before the first watch, but the MNAOA believes this was not specific enough and wants to take the matter a stage further to get a practical result. Consequently, the ITF Congress unanimously agreed to urge both the International Labour Organisation and the Inter-governmental Maritime Consultative Organisation to give the matter further consideration with a view to establishing internationally-agreed requirements for those taking the first watch after leaving port to have an adequate period of rest MN Journal, July 1965

It is recorded that, historically, ‘France

shipping as a national asset’.

For a period, part of this regard was exemplified by the French government subsidising the great sailing ships of their merchant marine. The subsidies were called bounties; the vessels to which they applied became known as ‘bounty ships’. These beautiful ships became a distinctive feature of the French merchant marine from 1870 into the 1920s.

After France introduced free trade in 1866 there was eventually an outcry at the negative effects of this liberalism on the country’s shipping. The competition of steam tramps built in Britain started to seriously affect many long-voyage freight markets formerly profitable for sail. As a belated response France introduced the bounty system and, over time, several Bounty Acts were to result. None of them had anything to do with sail as sail, but as an important, large, efficient and valuable section of the French merchant marine.

To remain internationally competitive French ships were aided by building and sailing subsidies which enabled owners to acquire them for a reasonable investment.

The sailing subsidies were paid at so much per thousand miles on all their voyaging.

These subsidy laws were much publicised and criticised, but little understood outside France. They were not always appreciated by landsmen in France either. The system caused some international clamour and was occasionally open to abuse by unscrupulous shipowners.

France had many overseas possessions, many cargoes, and the sailers, rather than the emerging steamships, were the most economical means of moving them. All French merchant seamen were naval reservists at 21 and qualified for a pension at 50. The law stipulated that French ships must be manned by French nationals and, to keep them so, regulation and economic assistance were necessary.

The French seamen’s desertion rate was the lowest in the world — that of Britain was the highest. French seamen were well fed and housed: the building bounties allowed owners to incorporate ample room for crews and often shelter decks besides. Here the men could work the gear without being

25 YEARS AGO

The subsidised sailing fleet that held its own against steamships swept overboard, and the ships could work to windward through the worst of seas without being overwhelmed.

As the French government subsidised their building in French shipyards — the larger the gross tonnage the larger the subsidy — owners could afford to be generous. The keynote features in the hull designs of contemporary British, American and Scandinavian vessels were ‘utility with minimum cost’. Not so with the French.

They had roomy long forecastles extending to well abaft the foremast, large houses on deck, big donkey-rooms and long poops with large chart-houses above. They were designed to provide maximum accommodation, not minimum.

Freeboard was higher and there was little scope for the treacherous seas of Cape Horn to engulf the open deck spaces. The sailing bounties also allowed ships to be sailed by kindlier routes which avoided such excesses.

The ‘bounty ships’ were distinctive and unmistakable. Invariably well kept, their steel hulls were a light shade so characteristic it was known as French-grey, sometimes touched off by a line of black-painted false gun ports.

The march of progress eventually caught up with these fine ships, many of which still had years of useful life in them. The bounty

legislation, having served its purpose, had come to an end, and a slump in world charter markets found sailing ships losing their particular advantages over powered vessels.

In vain hope of better times, the remaining ‘bounty ships’ were laid up in a long line in the Canal de la Martiniere between St Nazaire and Nantes in the 1920s.The majority went to the breakers, but a few were sold abroad as school-ships. One such was Laënnec, launched in 1902 and sold to a German company in 1922, before serving as the school-ship Suomen Joutsen in Finland. Run as a national seafarer training vessel from 1961 to 1991, the ship now resides at the maritime museum in Turku, Finland’s oldest city.

The era of these ships has been assessed: ‘Undoubtedly the bounty system greatly aided France and her Merchant Service.

When the First World War broke out, there were still 140 fine French ships, built under that system, none old, all in good order, between them able to lift [some] 700 000 tons of cargo on long voyages without consuming anything beyond the wherewithal to sustain their crews and maintain their sails and rigging. It is probable that none of these ships would have existed then had there been no bounty system.’

Telegraph prize crossword The winner of this month’s cryptic crossword competition will win a copy of the book Chasing Conrad by Simon J Hall (reviewed on the facing page).

To enter, simply complete the form right and send it, along with your completed crossword, to: Nautilus International, Telegraph Crossword Competition, 1&2 The Shrubberies, George Lane,

South Woodford, London E18 1BD, or fax +44 (0)20 8530 1015.

You can also enter by email, by sending your list of answers and your contact details to: telegraph@nautilusint.org.

10 YEARS AGO The global shipping industry is not doing enough to avert a looming skills crisis, the former head of the International Maritime Organisation has warned.

William O’Neil, now president of the training aids company Videotel Marine, said last month that the industry is facing a chronic recruitment problem and it is unlikely that it will produce sufficient skilled seafarers to operate the increasing number of new ships on order. ‘It makes no sense to continue to build bigger, more sophisticated ships if we have not put in place the training infrastructure needed to produce the skilled seafarers to operate them,’ Mr O’Neil warned. The potential shortfall of competent crews is particularly alarming for specialist ships with complex operating systems, such as gas tankers and chemical carriers, he added, and owners should work harder to attract and retain the quality people they need The Telegraph, July 2005

THEQUIZ 1

Which flag state has the largest share of the world orderbook for new ships?

2

China, South Korea and Japan are the world’s top three shipbuilding nations. Which country is in fourth place?

3

Roughly how many VLCCs (200,000dwt-plus) are

in service at present in the world fleet?

4

How many VLCCs are on order around the world?

5

Which shipbuilder has the biggest share of the global orderbook for containerships?

6

In which year did the Finnish support vessel Seili become the first ship to be fitted with an Azipod?

J Quiz answers are on page 42.

Name: Address:

Telephone:

Membership No.:

Closing date is Friday 10 July 2015.

QUICK CLUES

30_offwatch_SR edit.indd 30

A survey of working standards in world shipping carried out for a United Nations agency has called for more action to improve seafarers’ conditions.

Drawn up by a committee of independent experts, the report was discussed last month by the International Labour Organisation conference in Geneva.

The 187-page survey says more countries should ratify and implement ILO Convention 147, which sets minimum global standards for working conditions on merchant ships, and it also calls for more port state control inspections of labour standards. The report recommends urgent action to tackle ‘apparent weaknesses’ in social security for seafarers, pointing out that those who are not resident or not nationals of the flag states of the ships on which they serve suffer the worst problems The Telegraph, July 1990

1.

6.

9.

10.

12.

15.

17.

18.

19.

20.

24.

25.

26.

27.

Across Appointment (10) Top cards (4) Cat (10) Just (4) Scouser (12) Tickets sales (3,6) Lock (5) Speak (5) Bitty (9) After the deluge (12) Sacred bird (4) Hajj (10) Granny (4) Grammatical form (10)

1.

2.

3.

4.

5.

7.

8.

Down Jellied fish (4) Expand (4) Rochdale singer (6,6) Insect (5) Part of helmet (9) Roman racer (10) Fort (10)

11.

13.

14.

16.

21.

22.

23.

Watering down (12) Soaking up (10) Fatigue (10) Rash (9) Watch (5) Wraparound dress (4) Not fatty (4)

CRYPTIC CLUES 1.

6.

9.

10.

12.

15.

Across Another Manchester footballing legend, but not number one (6,4) Spam being redirected, currently (4) Baton races through Dales, or Ray is diverted (4,6) Rabbit, a heartless ‘Brother’ (4) Quaker scientist (12) Nonsense, it’s common on Flanders fields to prepare to shoot (9)

17. They include some of the game at Smithfield (5) 18. Arrive at a stretch of water (5) 19. What goes into this dish is out of this world (9) 20. Take the profit for exemplary type of biscuit (5,7) 24. An alternative for Morse dot in a passage of mine (4) 25. Restraint with feet stably where they should be (6,4) 26. Adam and Eve’s Cumbrian flower (4) 27. Anaesthetic overlaps with start of truly spiritual, heavenly even (10)

Down About right, agent appearing so lively (4) 2. Fuel company taking on an apprentice (4) 3. Bursary, cursory … (7,5) 4. … Saint Martin’s ringers for penny farthings (5) 1.

5. Pyrotechnic feature also to soar in price (9) 7. Columnist’s writings to the right or left (10) 8. Pretty sash fashioned for Scottish dance (10) 11. Odorous chemical correct in appearance of (in French) Jekyll’s alter ego (12) 13. Recognise the merit of rise in value (10) 14. The pearl is set in zinc blende to add lustre (10) 16. School alumnus and retainer are watchful (9) 21. Thin pancake salesman squeezes in between sides of cave (5) 22. Tumbled on hillside (4) 23. ‘Those that will hear me speak, let ‘em --- here’ (Julius Caesar) (4) J Crossword answers are on page 42.

22/06/2015 13:56

July 2015 | nautilusint.org | telegraph | 31

MARITIME BOOKS

Still crucial after all these years…

The Admiralty Manual of Seamanship 12th edition

By Vic Vance The Nautical Institute, £110 ISBN: 978 19069 1549 0 fwww.nautinst.org/pubs a long history of serving as a fundamental K part of Royal Navy seamanship training and — as

Now in its 12th version, this mighty tome has

with many such titles — the pace of technological change has fuelled more frequent revision in recent years.

At the launch event for the book, Nautical Institute president Captain Robert McCabe underlined its importance for both the RN and the MN — pointing to the problems of gaining quality

Insightful tale of life, death, vocation and community The Perilous Catch

By Mike Smylie The History Press, £11.99 ISBN: 978 07524 98003 Commercial Fishing, this book K provides a fascinating account of the Subtitled A History of

rise and fall of the fishing industry and real insight into the working lives of fishers.

Although the book gives little author information, it is clear that Mike Smylie (who trained as a naval architect) has a deep knowledge of the subject, and his sympathy spills over into the writing. His introduction sets the tone for much of what is to come, describing the consistently shocking scale of death within the sector.

Whilst the book explains the ancient origins of commercial fishing in the Mediterranean, its focus is very much on the British Isles — with excellent sections on the West Country, the Irish Sea, the longshoremen of England and the crofter fishermen of Scotland.

It canters through the varied and changing techniques used by fishers, and also has a chapter concentrating on developments in fishing boat design.

The book is especially strong in its vivid descriptions of the often grim and gruelling working conditions and the inherent dangers that crews have traditionally faced. It tells of the efforts

31_books_SR edit.indd 31

training against a background of reduced sea time, accelerated promotion and little opportunity to practise.

Split into six chapters, and a 24-page appendix comprised of a glossary of nautical terms and expressions, the book — which also comes in CD format, with additional chapters covering subjects including replenishment at sea — is nothing if not thorough and, despite its size, is remarkably concise, clear and to the point.

Opening with a general introduction to shipping basics — such as parts of the vessel, tonnage measurement and terms defining movement, position and direction — the book moves on to anchors, cables and buoywork, rigging and deck gear and towing. There is a substantial

made to improve safety — such as the introduction of certificates of competency for skippers in 1894 — but reminds us that it remains one of the most dangerous jobs around.

Particularly fascinating are the sections about fishing communities and lifestyles — not least the almost unending list of superstitions: the animals you couldn’t mention onboard, the bad luck associated with Swan Vesta matches, don’t set out on a Friday, and crush your eggshells before putting them overboard being just a few.

Of course, no account of commercial fishing history would be complete without a section on EU policy, and Mr Smylie covers this well — whilst also demonstrating the drastic impact of changes in fishing techniques, such as the purse-seine net’s role in the devastation of herring stocks.

The structure of the book seems odd at times, but it reads well and gives a passionate and powerful account of the subject that lingers in the mind long after the final page.

section on boats — notably including different RIBs and the use of the Royal Fleet Auxiliary’s MexeFlote pontoon system.

Safety is a recurring theme throughout, but one 88-page chapter is devoted to the subject — with an opening section emphasising not only its importance but also the way in which survival chances have been significantly improved in recent decades.

Written by a retired Royal Navy Warrant Officer er seaman specialist, with more than 30 years’ experience in the maritime industry, and boasting a wealth of diagrams and illustrations, the book is well presented and, whilst clearly focused on the RN, contains much of relevance to civilian shipping.

The small vessels that made a big contribution Dunkirk Little Ships

By Nigel Sharp Amberley Publishing, £14.99 ISBN: 978 14456 47500 fwww.amberley-books.com boats involved in the evacuation K of Allied troops from the beaches of On 21 May this year, 50 small

Dunkirk during the Second World War sailed from Kent to mark the 75th anniversary of the rescue.

Back in 1965, 43 boats had taken part in the 25th anniversary commemorations — an event which saw the formation of the Association of Dunkirk Little Ships, to uncover the stories of some of the 700 privately-owned craft involved in the evacuation.

Dunkirk Little Ships uses a familiar coffee-table style to tell the story of the 43 boats involved in the inaugural 1965 commemorations.

Operation Dynamo was the code name for the evacuation from Dunkirk, although a number of ships had already been involved in rescuing soldiers from Calais a few days earlier, when the German forces entered the town. Among them was Conidaw, and

As Capt McCabe noted: ‘The fundamental principles of good seamanship are unchanging, whatever technology is introduced, and I’m proud that this publication, which should be on the bridge of every vessel, is there to help fill in any gaps in training or experience.’

she is fittingly the first vessel covered in the book — she rescued 165 injured men from Calais and four days later rescued a further 80 from Dunkirk.

Along with black and white images of the boats, there are a surprising number of full-colour high quality photographs in the book, many of them taken during the subsequent commemoration events.

The text accompanying the images mainly centres around the role the vessels played during the evacuation and their participation in subsequent commemoration events; but there are some surprising titbits, like the fact that the little ship Thamesa went on to carry the Beatles to Thames Television studios to avoid fans, or that the Viscountess Wakefield went on to serve with a Chilean lifeboat society.

It is a worthwhile and interesting little read, demonstrating the dedication and devotion of the Association of Dunkirk Little Ships in finding, researching and restoring the ships, and that involved in sailing them across the Channel in the first place.

Back to his own heart of darkness ‘At the end of the day I would slump in the shade on the poop deck with the other cadets s and we would drink down ice cold, ice cold cans of beer. I would spike the can with the opener that hung on a string around my neck, which was the fashion in the East at that time, and the amber fluid would slide down so sweetly, so beautifully.’

As the story progresses, however, it becomes clear that Simon has developed a serious problem with alcohol, and he is increasingly drawn to the seediest port districts, indulging in behaviour which results in self-loathing.

The Simon Hall of today is unflinching in documenting his younger self’s fall from grace, but his compelling narrative carries the reader through the worst times and on towards a t period of more hope for the future. Along the way he vividly and entertainingly evokes the people, places and vessels he encountered, creating an accomplished work which deserves a wide audience.

Chasing Conrad

By Simon J Hall Whittles Publishing, £16.99 ISBN: 978 18499 51555 fwww.whittlespublishing.com superior seafaring memoir Chasing Conrad K is now out in paperback. It’s the second volume Previewed in the April Telegraph, the

of Simon Hall’s autobiography, and covers a period in the late 1970s when great changes were taking place in the industry, rather to the dismay of young Simon.

He had joined the British Merchant Navy with a romantic view of seafaring fostered by maritime novelists such as Joseph Conrad, and he was determined to find the life of nautical adventure he craved.

‘Most young men look forwards, they look for change, they look for new things. Not me. I had a reverse gene; I looked backwards. The life I wanted and the life I sought had started to die out before I was born, although there were still scraps of it left, if you looked hard enough. So I looked for it and I chased for it: Chasing Conrad.’

Given that the changeover from general cargo vessels to containerships was almost complete, Simon had picked a particularly tough time to create a life for himself that his literary heroes would have recognised, but he

found that one feature of traditional seafaring was still going strong: a culture of heavy drinking. This he embraced enthusiastically, and he writes lyrically about how enjoyable it was at the beginning.

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: marinesocietyshop.org

Half-forgotten company’s lasting legacy of technical innovation The Cargospeed Story

By Bruce Peter Ferry Publications, £18.50 ISBN: 978 19066 08897 revolutionised the way in K which goods were shipped around Just as containerisation

the world, the development of ro-ro technology had a major impact on freight transport.

This book sheds light on one of the companies that helped to re-shape not just ro-ro operations but also many other areas of cargo handling, with specialist components, vehicle deck access equipment, cranes and hatch covers.

Lavishly illustrated, the book tells the history of the George Brown yard and the technical and design work that drove the development of Cargospeed there. There’s a wealth of nostalgic pictures and some detailed explanation of the complexities of the diverse systems produced by the company.

The book ends on a sad note, with the liquidation of the George Brown group against a background of debt and de-industrialisation. But the author celebrates the scale of Cargospeed’s impact on maritime operations and notes the continued presence of ships with its equipment more than three decades after the company bit the dust.

22/06/2015 13:57

32 | telegraph | nautilusint.org | July 2015

NL NEWS

Wintershall sluit boorplatformen Kotter en Logger: Cateringservices ESS niet langer nodig (ESS) houdt zich bezig met de F exploitatie van cateringservices in de Eurest Support Services B.V.

offshore. Dat doet het ESS exclusief voor Wintershall Noordzee B.V. dat vooral in de zuidelijke Noordzee actief is. Helaas heeft Wintershall een deel van de overeenkomst met ESS opgezegd omdat de boorplatformen Kotter en Logger worden gesloten.

De sluiting van de twee boorplatformen heeft vergaande consequenties voor een deel van de cateringmedewerkers van ESS. Op de Kotter en Logger verzorgen medewerkers van ESS de catering. Door de sluiting ontstaat een overcompleet van 10 cateringmedewerkers. De helft van het overcompleet bestaat uit Nederlanders, de andere helft is afkomstig uit het buitenland, met name de Filipijnen. Als de boorplatformen straks sluiten — Logger in september en de Kotter in december 2015 — zitten deze medewerkers zonder werk. De Nederlanders zouden eventueel ook aan de wal aan de slag kunnen, maar voor vooral voor de Filipijnen is het een hard gelag; zij zijn lager geschoold en beschikken veelal alleen over een verblijfsvergunning om te mogen werken in de offshore of zeevaart wat een belemmering kan zijn voor het vinden van ander passend werk.

Tegenvoorstel

Inmiddels heeft ESS een sociaal plan opgesteld en aan Nautilus en FNV voorgelegd.

Hierin zijn zaken opgenomen als een afvloeiingsregeling,

vergoeding voor bijscholing en een outplacementtraject. De bonden Nautilus en FNV en ESS zijn het in hoofdlijnen eens over de tekst van het sociaal plan, maar de bonden vinden wel dat het financiële plaatje nog beter kan en hebben daarom een tegenvoorstel gedaan. Ook willen de bonden dat de werkgever zich inzet om in zijn netwerk te kijken of medewerkers elders aan de slag kunnen. De werkgever gaat zich nu over deze punten buigen. Tijdens het ter perse gaan van dit nummer was de reactie van ESS echter nog niet bekend.

Ontslagaanvraag

Verder heeft ESS alvast een ontslagaanvraag ingediend bij het UWV voor de medewerkers om hen in een zo vroeg mogelijk stadium op de hoogte te stellen van feit dat hun functies komen te vervallen zodat zij kunnen uitkijken naar ander werk. Tegelijkertijd hebben ESS en Wintershall de medewerkers hard nodig tot de sluitingsdatum: het is namelijk lastig andere (tijdelijke) arbeidskrachten in te huren vanwege de recent ingevoerde medische keuringen en veiligheidstrainingen die het personeel moet hebben doorlopen. De huidige cateringmedewerkers zullen daarom nog volop ingezet moeten worden tot respectievelijk september en december en kunnen daarom moeilijk vrijgesteld worden van werk om zich te oriënteren op de arbeidsmarkt. Waar mogelijk kunnen werknemers in onderling overleg met ESS eerder weg voorzover de bedrijfsvoering niet in het geding is.

Nautilus geniet steeds meer bekendheid in de binnenvaart Maritime Industry groot succes!

Van 2 tot en met 4 juni jl. vond de beurs Maritime Industry plaats.

Met 14.045 bezoekers was deze editie wederom een succes.

Ook Nautilus International was van de partij met als doel meer naamsbekendheid te verwerven voor de vakbond. En dat is gelukt!

We blikken terug op een geslaagd evenement.

bekendheid en het was mooi om te zien dat velen onze medewerkers inmiddels (her)kennen. Ook gaven de bezoekers aan blij te zijn met de vakbond. Ze hebben echt het gevoel dat er wat wordt gedaan voor hen.

En dat blijven we natuurlijk doen!

We vertegenwoordigen immers de belangen van álle werknemers in de binnenvaart.

Drie dagen lang vormt Maritime Industry dé ontmoetingsplaats voor ondernemers en relaties uit de maritieme branche. In en sfeervolle setting geven producenten, importeurs, constructeurs, groothandelaren en toeleveranciers hier een boeiend inzicht in de nieuwste producten en laatste ontwikkelingen in de zee- en binnenvaart.

Lid worden

Netwerkplek

Nieuwe mensen ontmoeten, bestaande contacten aanhalen en jezelf zichtbaar maken: de Maritime

Industry is de netwerkbeurs bij uitstek voor de maritieme sector.

Voor Nautilus International biedt de beurs dan ook een uitgelezen kans om de vakbond stevig onder de aandacht te brengen. In een eigen stand beantwoordden medewerkers van Nautilus

International tal van vragen die bij werknemers in de binnenvaart leven over onder meer hun loon- en arbeidsvoorwaarden. Ook is er informatie over de vakbond en de voordelen van het lidmaatschap gegeven. In de binnenvaart geniet Nautilus International steeds meer

Al met al hebben we drie dagen lang de doelstellingen van de vakbond goed over kunnen brengen.

Naar verwachting zal Nautilus volgend jaar weer participeren.

Bent u nog geen lid en wilt u meer informatie over de vakbond of wilt u lid worden? Ga dan naar www.nautilusint.org/nl U kunt voor meer informatie over het lidmaatschap contact opnemen met Nautilus via telefoonnummer: 010-477 11 88 of per email via infonl@nautilusint.org

Bestrijding Social Volg ons op Twitter Dumping Binnenvaart

Geef uw mening Vorige maand vroegen wij: Vindt u dat de International Maritime Organisation (IMO) tekort schiet in het goed reguleren van de scheepvaart?

Ja 69%

Nee 31%

De poll van deze maand is: Denkt u dat LNG de scheepvaartbrandstof van de toekomst is?

Geef ons uw mening online, op www.nautilusint.org/nl

32-34_nl_17.6.indd 32

A

Op 31 maart 2015 hebben delegaties uit de Rijnlanden met elkaar gesproken over een voorstel tot uitbreiding van het Rijnverdrag naar de gehele Europese Unie (EU). Nautilus was aanwezig met twee vertegenwoordigers en leverde daarmee een stevige bijdrage aan het overleg.

Het overleg wordt al sinds jaar en dag georganiseerd onder de naam CASS. Een afkorting voor de Franse woorden voor Centrale Administratie voor Sociale Zekerheid voor de Rijnvaart. De delegaties die aan dit overleg in Straatsburg deelnemen, zijn nationale afvaardigingen en afkomstig uit Duitsland, Zwitserland, België, Luxemburg, Frankrijk en Nederland. De samenstelling van zo’n delegatie bestaat uit 2 vertegenwoordigers vanuit de overheid (betrokken ministeries), 1 werkgever- en 1 werknemersvertegenwoordiger. Zo kan het dus gebeuren dat Nautilus International voor zowel de Zwitserse als de Nederlandse delegatie een werknemersvertegenwoordiger levert.

Onoverzichtelijke situatie

Op dit moment zijn er problemen voor wat betreft de rechtszekerheid van werknemers in de grensoverschrijdende binnenvaart.

Europese voorschriften die gelden voor alle werknemers enerzijds en voorschriften vanuit de specifieke Rijnregelgeving anderzijds zijn op hen van toepassing.

Dit betekent dat aan boord van 1 schip verschillende nationale sociale zekerheidsstelsels kunnen gelden. Wij vinden dit een onwenselijke situatie want het is nauwelijks te controleren of te handhaven.

De specifieke kenmerken van de binnenvaartsector zijn simpelweg het best gediend met specifieke regelgeving. Een goed voorbeeld hiervan vinden we in het luchtvervoer. Een sector die voor wat betreft het grensoverschrijdende karakter, hele grote overeenkomsten heeft met de binnenvaart en waarbij specifieke regelgeving een groot succes is gebleken. De algemene Europese voorschriften leiden in de binnenvaart vooral tot problemen in de controle op de verschillende detacheringssituaties. Dit is overigens een bron van heel veel ellende in de EU. Het grootste nadeel is dat Europese voorschriften onvoldoende rekening houden met de reële mogelijkheid dat een onderneming gevestigd in het ene Europese land voor de levering van werknemers, een beroep doet op de diensten van een uitzendbureau wat gevestigd is in een ander Europees land . Deze werknemers vallen in dat geval onder de sociale dekking van het land waar dit uitzendbureau is gevestigd en zo wordt sociale dumping in de

hand gewerkt. Aangezien deze praktijken hand over hand toenemen in de binnenvaartsector, worden de tekortkomingen van de Europese voorschriften in de praktijk aangetoond. Hier tegenover staat onze ervaring met het Rijnverdrag. Dit maakt gebruik van slechts één criterium dat kan worden getoetst aan de hand van de Rijnvaartverklaring. In deze verklaring wordt de rechtspersoon genoemd die als exploitant van het schip te boek staat. Het Rijnverdrag garandeert dan, dat alle werkzame personen op dat schip zijn aangesloten bij hetzelfde sociale zekerheidsstelsel namelijk die van het land van de exploitant. Verder is het ook van toepassing op werknemers van buiten de EU maar die wel werkzaam zijn op dat schip. Voor een succesvolle controle van de naleving van dit Rijnverdrag is een duidelijke omschrijving van de term exploitant wel noodzakelijk. Ook hierin is voorzien. De omschrijving of definitie van de term exploitant waar alle delegaties mee kunnen instemmen, is degene die verantwoordelijk is voor het nautisch en commercieel beheer van het schip. Verder hebben de delegaties het CASS verzocht om de afgifte van de formulieren onder de loep te nemen zodat de autoriteiten die belast zijn met de controle in hun werkzaamheden worden ondersteund. Deze formulieren zijn minutieus doorgenomen waarbij steeds in gedachte is gehouden hoe de Europese Commissie op voorstellingen van zaken kan reageren. We hebben het voorstel en de formulieren nu bijna helemaal doorgelopen.

Het geheel behoeft nog slechts enige aanvullingen en er zit niets anders op om hiervoor tussentijds bijeen te komen.

22/06/2015 18:13

July 2015 | nautilusint.org | telegraph | 33

NL NEWS

Uit het Ledenparlement A Aanwijzing Gevarengebieden Verlengd Sierra Leone en Guinee:

Op 25 mei jl. is overeenstemming bereikt over een verlenging van de aanwijzing tot gevaarlijk bestemmingsgebied van alle havens in Sierra Leone en Guinee in verband met de aldaar heersende ebola epidemie. De verlenging is voor een periode van twee maanden en eindigt derhalve op 25 juli a.s.

Sierra Leone en Guinee:

Eveneens op 25 mei jl is er over-eenstemming bereikt

over een verlenging van de aanwijzing tot gevaarlijk bestemmingsgebied van alle havens in Libië en Syrië in verband met de voortdurende geopolitieke spanningen in die landen. Ook hier eindigt de verlenging op 25 juli a.s.

g De aanwijzingen tot gevaarlijk gebied vloeien voort uit het Protocol Dienstdoen in Gevarengebieden: www.nautilusint.org/nl/watwe-zeggen/

Uit de dienstgang

Het kabinet heeft aangekondigd het huidig belastingstelsel te willen herzien.

Het is de bedoeling dat het nieuwe stelsel in de komende tien jaar gefaseerd wordt ingevoerd.

De ambitie is om de eerste maatregelen in het belastingplan van 2016 reeds verwerkt te hebben.

Als vakbond gaan we over werk en inkomen. Daarnaast maken wij ons hard om de inkomenspositie van zowel werkenden, uitkeringsgerechtigden en gepensioneerden te verbeteren.

Op dit moment is de werkloosheid de grootste uitdaging waar Nederland mee te maken heeft.

Een nieuw belastingstelsel moet er wat Nautilus International en de FNV betreft erop gericht zijn om de werkloosheid terug te dringen.

Onlangs heeft de FNV met veel leden gesproken en een grote enquête gehouden om te achterhalen wat zij belangrijk vinden in een nieuw belastingstelsel.

Op basis van de uitkomsten uit de enquête en ledenbijeenkomsten is het FNV belastingplan ontwikkeld. Onlangs is het plan in het Ledenparlement besproken.

Primair wil de FNV een eerlijker en rechtvaardiger

foto: Martin de Bouter

belastingstelsel, concreet houdt dit in: z Werk meer laten lonen en het bedrijfsleven zijn belastingaandeel laten betalen. z De ongelijkheid verminderen door een ‘Dagobert Ducktaks’ en een toptarief boven de €100.000 te introduceren. z Belastingfraude, ontwijking en ontduiking aanpakken.

Op deze wijze willen Nautilus International en de FNV minstens honderdduizend extra banen scheppen zodat mensen die langs de kant staan aan het werk komen.

Het is de bedoeling om de komende tijd het FNV belastingplan in breed verband met leden in de sectoren te bespreken. Dit is van belang om voldoende draagvlak te creëren.

agendapunt dat in de laatste A ledenparlementsvergadering Een ander belangrijk

aan de orde kwam is een tussentijdse beoordeling van wat er terecht is gekomen van de afspraken uit het Sociaal Akkoord van april 2013.

Het Sociaal Akkoord werd toen over het algemeen enthousiast ontvangen binnen de FNV. Omdat er afspraken in stonden waardoor de positie van de vakbeweging weer verstrekt kon worden. De afspraken met werkgevers en het kabinet behelsden onder andere reparatie WW (was 38 maanden, wordt 24 maanden), aanpakken van flexibele arbeidsrelaties en schijnconstructie (malafide praktijken gericht op o.a.

ontduiking van de cao’s).

Vastgesteld kan worden dat met betrekking tot de laatste twee zaken verbetering is bereikt door wetgeving die daartoe is aangepast en aangenomen.

Toch blijven er belangrijke zorgpunten over, met name de hervorming van de WW. Het realiseren van de regierol op de WW (zeggenschap van de vakbeweging) en de reparatie van het derde WW jaar moeten nog geregeld worden.

Werkgevers maken nu terugtrekkende bewegingen en willen niet voortvarend meewerken aan reparatie. Het ziet er naar uit dat wij dat zullen moeten afdwingen.

Volgens het Ledenparlement wordt dat nog een uitdagende opgave. Veel mensen zijn nog in onvoldoende mate op de hoogte van bovengenoemde thema’s.

Bij dergelijke majeure dossiers die voor veel mensen ingrijpende gevolgen kunnen hebben is het voor de vakbeweging cruciaal om zich eerder bezig te houden met het organiseren van actieve meningsvorming onder haar leden.

Alleen dan kan de grote FNV wat beweging op gang brengen die onontbeerlijk is om haar positie in het maatschappelijk middenveld te versterken.

Na emigratie: Fiscale problemen met de Nederlandse fiscus moment dat in Nederland de F werkzaamheden worden beëindigd, Pensionering is voor velen het

voor sommigen het moment om af te reizen naar het buitenland. In de situatie van ons lid de heer G. volgde op de reis een vestiging in de Verenigde Staten van Amerika.

Het afscheid van Nederland betekent niet dat de Belastingdienst ook afscheid van u neemt. U ontvangt in het buitenland uw AOW-pensioen en uw pensioen van het BPF Koopvaardij.

Voor de Belastingdienst redenen om u in het jaar van vertrek een M-biljet en de jaren erna een C-biljet toe te sturen.

In het M-biljet moet u het conserverend vermogen (= opgebouwd pensioen waarover later belasting wordt geheven) melden. Een opgave kunt u verkrijgen bij het pensioenfonds. Het conserverend vermogen leidt tot een conserverende aanslag, in dit geval over het jaar 2008. De aanslag werd vastgesteld voor een bedrag van ruim €190.000.

Voor velen is een conserverende aanslag een moment van even schrikken want hoe moet je zoiets gaan betalen? Het antwoord is vrij simpel: de aanslag wordt niet betaald, uitstel wordt verleend voor een periode van 10 jaar en daarna vervalt de aanslag meestal automatisch.

Maar het kan volstrekt anders

lopen. Op het moment dat de heer G. zich bij Nautilus meldde was de rekening (aanslag) met ruim €11.000 toegenomen en werd door de Belastingdienst overwogen om loonbeslag op zijn pensioen te leggen. Een situatie rondom een conserverende aanslag die wij nog nooit meemaakten.

Eind januari 2015 zijn de eerste contacten gelegd met de Belastingdienst. Kort daarna is, tussen alle reorganisaties en verhuizingen bij de Belastingdienst door, de kwestie op stoom gekomen. Een aantal onderdelen van de Belastingdienst, kantoor Venlo en kantoor Buitenland, hebben antwoorden gezocht op de vraag waarom deze conserverende aanslag tot invordering was gekomen.

Na veel overleg en intussen het stopzetten van de invorderingsprocedure is geconstateerd dat ‘ergens’ een fout is ontstaan door het activeren van de procedure. Een foutje van uiteindelijk meer dan €200.000!

Nautilus mocht van de kantoren welgemeende excuses ontvangen en heeft die ook geaccepteerd. De contacten met de Belastingdienst zijn en moeten goed blijven.

Voor ons lid betekende een en ander een bijzonder positief moment in zijn verblijf buiten Nederland maar zeker ook een goed voorbeeld om lid te blijven van Nautilus International.

Wij hebben Facebook.

Volg ons ook!

Bezoek www.nautilusint.org Wilt u een groter publiek bereiken? Presenteer uw product of service aan meer dan 15,000 maritieme professionele lezers uit Nederland, ter land en op zee!

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

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

32-34_nl_17.6.indd 33

Ingrijpende wijzigingen in het ontslagrecht!

D

Op 1 januari 2015 zijn de artikelen met betrekking tot flexibele contracten van de nieuwe Wet werk en zekerheid (WWZ) in werking getreden: hierover heeft u kunnen lezen in de Telegraph van maart. Op 1 juli 2015 treden de overige artikelen van de WWZ in werking: hierover gaat dit artikel.

Kon uw werkgever voorheen zelf bepalen welke ontslagroute hij zou kiezen als hij u wilde ontslaan: een ontbindingsverzoek indienen bij de Kantonrechter of een verzoek tot een ontslagvergunning indienen bij het UWV, wat aanzienlijke verschillen tussen werknemers in de hoogte van de ontslagvergoeding opleverde: vanaf 1 juli bepaalt de wetgever de ontslagroute.

Vanaf 1 juli moet de werkgever, die de arbeidsovereenkomst wil beëindigen op grond van bedrijfseconomische omstandigheden of wegens langdurige arbeidsongeschiktheid van zijn werknemer, schriftelijke toestemming verzoeken aan het UWV. Voor alle andere ontslaggronden moet uw werkgever zich voor ontbinding van de arbeidsovereenkomst tot de Kantonrechter wenden. Er moet dan sprake zijn van een redelijke grond voor het ontslag. De Kantonrechter beslist over bijvoorbeeld verwijtbaar handelen van de werknemer of een verstoorde arbeidsverhouding.

Bij ontbinding van de arbeidsovereenkomst door de Kantonrechter, bij opzegging door de werkgever na verkregen toestemming van het UWV of wanneer een arbeidsovereenkomst van rechtswege eindigt en niet door de werkgever wordt verlengd, geldt vanaf 1 juli een uniforme vergoeding: de Transitievergoeding. Deze Transitievergoeding geldt ook bij opzegging of verzoek tot ontbinding van de arbeidsovereenkomst door de werknemer wanneer er sprake is van ernstig verwijtbaar handelen of nalaten door de werkgever.

Om recht te hebben op deze Transitievergoeding moet de arbeidsovereenkomst tenminste 2 jaar hebben geduurd.

De Transitievergoeding is over de eerste 120 maanden van de arbeidsovereenkomst gelijk aan een zesde van het loon per maand voor elke periode

van zes maanden dat de arbeidsovereenkomst heeft geduurd. Oftewel: een derde maandsalaris per gewerkt jaar. Tevens geldt een maximum van €75.000 of één jaarsalaris bij een jaarinkomen hoger dan €75.000.

Dit is een aanzienlijk lager bedrag aan vergoeding, dan de vergoeding, die voorheen op grond van de Kantonrechtersformule gold. Echter de Kantonrechtersformule gold alleen bij ontbindingen door de Kantonrechter. Kennelijk onredelijk procedures bij de Kantonrechter, die de werknemer voerde nadat zijn werkgever een ontslagvergunning van het UWV had verkregen, leverde over het algemeen veel lagere vergoedingen dan de Kantonrechtersformule op.

Aan deze ongelijkheid is nu een einde gekomen.

Voor elke werknemer is de vergoeding nu gelijk, tenzij er sprake is van bijzondere omstandigheden, zoals ernstig verwijtbaar handelen of nalaten van de werkgever. In die gevallen kan de Kantonrechter naast de Transitievergoeding aan de werknemer een billijke vergoeding toekennen.

Andersom geldt ook dat wanneer u als werknemer ernstig verwijtbaar heeft gehandeld u geen recht heeft op de Transitievergoeding.

Werkgever en werknemer kunnen in alle gevallen afspreken dat de werknemer een hogere vergoeding ontvangt dan de Transitievergoeding.

Voor werknemers ouder dan 50 jaar en langer in dienst dan 10 jaren geldt tot 1 januari 2020 de tijdelijke maatregel van een Transitievergoeding van een half maandsalaris per periode van 6 maanden na het bereiken van de 50-jarige leeftijd, oftewel: 1 maandsalaris per gewerkt jaar.

Kon je voorheen geen beroep instellen tegen een arbeidsrechtelijke uitspraak, vanaf 1 juli is dit wel mogelijk. Bij afwijzing van een ontslagvergunning door het UWV kan de werkgever in beroep bij de Kantonrechter. Bij onterechte toewijzing van een ontslagvergunning kan de werknemer in beroep gaan bij de Kantonrechter. En van een ontbindingsuitspraak door de Kantonrechter kan hoger beroep worden ingesteld bij het Gerechtshof. Het nadeel is dat er langer onzekerheid kan bestaan over de uitkomst van de procedure. Aan de andere kant gaan deze zaken

over grote belangen, namelijk: het eindigen van een dienstverband en de hoogte van de beëindigingsvergoeding. In het geval een uitspraak niet zorgvuldig tot stand is gekomen kan er vanaf 1 juli hoger beroep worden ingesteld, zodat een tweede rechter de zaak zal beoordelen en het oordeel niet langer af hangt van één enkele rechter. Voor alle ontslagprocedures opgestart voor 1 juli 2015 geldt het oude recht.

Als je als werknemer en werkgever allebei niet verder wilt en toch de WW-rechten niet in gevaar wilt brengen blijft de mogelijkheid van een beëindiging met wederzijds goedvinden door middel van een vaststellingsovereenkomst bestaan. Nieuw is dat de werknemer na ondertekening van de vaststellingsovereenkomst zijn instemming met de beëindiging binnen 2 weken zonder opgaaf van redenen door middel van een schriftelijke verklaring kan herroepen.

Ook de zogenaamde ‘Ketenregeling’ gaat veranderen. Kreeg je voorheen na 3 contracten of na 3 jaar een vast dienstverband, vanaf 1 juli ontstaat er al na 2 jaar een recht op een vast dienstverband. Ook wordt de keten oftewel de reeks van contracten niet langer doorbroken door een tussenliggende periode van 3 maanden uit dienst te zijn, maar pas door een periode van 6 maanden uit dienst zijn.

De achterliggende gedachte van deze regeling is dat werkgevers een periode van 6 maanden te lang vinden en daarom werknemers eerder een vast dienstverband zullen aanbieden. Er zijn al voorbeelden van werknemers, die door de nieuwe regeling een vast dienstverband aangeboden hebben gekregen. Helaas zijn er ook voorbeelden van werknemers, waarvan het dienstverband niet is verlengd. Hoewel de reacties op de WWZ wisselend zijn is het uitgangspunt van de wet goed: er moet een einde komen aan de toename van flexibele arbeidsrelaties. De meeste werknemers willen uiteindelijk de zekerheid van een vast dienstverband.

Een werknemer met een contract voor bepaalde tijd heeft weinig kans op een hypotheek en verkeert lange tijd in onzekerheid of hij bij een bepaalde werkgever mag blijven. Laten we hopen dat de WWZ daar verandering in gaat brengen!

22/06/2015 17:39

34 | telegraph | nautilusint.org | July 2015

NL NEWS

Leden mengen zich tijdens de vergadering aan de Mersey

HBO leidt in de toekomst op voor één vaarbevoegdheid

A

A

De Algemene Ledenvergadering van 2015 is al over vier maanden…

Heeft u zich al opgegeven voor een kamer in het Titanic Hotel in Liverpool? Schrijf u nu in voor het event van het jaar!

De moties zijn binnen, de sprekers zijn bevestigd het enige wat nog ontbreekt is uw aanmelding! De tijd dringt om u aan te melden voor het bijwonen van de belangrijkste vergadering van uw bond, de Algemene Ledenvergadering.

Gewone leden worden uitgenodigd om de vergadering bij te wonen en hun stem uit te brengen over de beleidslijnen van uw bond voor de komende vier jaar.

Er is een volle agenda met interessante en informatieve sprekers waaronder Frances O’Grady, secretaris-generaal van de TUC en Guy Platten,

directeur-generaal van het UK Chamber of Shipping. De vergadering vindt plaats in het Titanic Hotel in Liverpool; de leden komen bij elkaar van maandag 5 oktober tot donderdagochtend 8 oktober.

A

Het bijwonen van de vergadering hoeft u niet om financiële redenen te laten. Nautilus kan helpen bij reis- en verblijfskosten, zodat de bijeenkomst kan worden bijgewoond door een representatieve dwarsdoorsnede van onze gewone leden, uit de hele branche.

Gebruik het formulier op deze pagina of op de website van Nautilus om u aan te melden en ervoor te zorgen dat u erbij bent!

A De Algemene

Ledenvergadering 2015: invloedrijk, interessant en plezierig. We zien u graag verschijnen.

Voor aanwezigheid ALV 2015 Dit formulier moet worden ingevuld en verzonden naar Adele McDonald, Nautilus International Head Office, 1 & 2 The Shrubberies, George Lane, South Woodford, London E18 1BD. Email: conference@nautilusint.org .

Er is een beperkt bedrag beschikbaar voor financiële steun voor Gewone leden ( full members ) die graag willen komen , maar die zonder deze steun niet in staat zijn om deze reis te maken. Indien u meent dat u voor financiële steun in aanmerking komt kunt u dat hieronder aangeven.

Invullen in BLOKLETTERS Ik wil me hierbij aanmelden om bij de Algemene Ledenvergadering 2015 aanwezig te zijn en bevestig hierbij dat ik een Gewoon lid (full member) ben.

Naam

Studenten van de HBO opleiding Maritiem Officier zullen in de nabije toekomst worden opgeleid voor één vaarbevoegdheid. De HBO opleidingen Maritiem officier hebben in nauw overleg met de Koninklijke Vereniging van Nederlandse Reders, de Vereniging van Waterbouwers en Nautilus daartoe besloten.

De eerste twee studiejaren blijven volledig geïntegreerd (navigatie/beladen én scheepswerktuigkunde), als ook de eerste zeestage.

Na deze stage moeten studenten een keuze gaan maken en zullen uiteindelijk afstuderen in de richting van stuurman of in de richting van scheepswerktuigkundige. Op grond van het schooldiploma verkrijgen ze vervolgens een vaarbevoegdheid voor de functie van wachtstuurman alle schepen of een vaarbevoegdheid voor de functie van wachtwerktuigkundige alle schepen (artikel 18 en 19 van de Wet Zeevarenden). Op dit moment zijn de opleidingen zodanig ingericht dat de studenten met het diploma maritiem officier alle schepen (marof) een dubbele vaarbevoegdheid kunnen krijgen, in de hierboven genoemde twee functies, dus volledig geïntegreerd.

Afgelopen jaar zijn diverse bijeenkomsten georganiseerd met het werkveld en ook de werkgevers- en werknemersorganisaties hebben hun achterban uitgebreid geraadpleegd. (In het geval van Nautilus betrof dit overleg met de Raad van Advies).

Hieruit is gebleken dat de beroepsvereisten zijn veranderd en dat in de praktijk de reders vrijwel geen vraag meer hebben naar HBO officieren met een dubbele vaarbevoegdheid.

De werkgevers geven aan dat schepen complexer worden en dat er daarmee meer behoefte bestaat aan specialisatie. Ook het feit dat Nederland in de maritieme wereld uniek is met de geïntegreerde marof-functie

maakt het voor de reders lastig om, met een internationale bemanningssamenstelling die in een enkele discipline is opgeleid, een dergelijk concept te continueren.

HBO studenten worden voortaan opgeleid voor een vaarbevoegdheid tot wachtstuurman alle schepen of wachtwerktuigkundige alle schepen. Afgestudeerden moeten echter wel kennis hebben van de andere discipline. Zeker voor stuurlieden geldt dat zij een goede technische basiskennis moeten hebben. Dit geldt in het bijzonder op het gebied van elektronica, ICT en automatisering. Voor scheepswerktuigkundigen geldt dat kennis op het gebied van elektrotechniek en automatisering steeds belangrijker wordt.

Ook wordt door de rederijen gewezen op het belang van leider-schapskwaliteiten, sociale en management vaardigheden, een goede beheersing van de Engelse taal en het goed kunnen functioneren in een multiculturele

bemanningssamenstelling. Van HBO opgeleide officieren wordt verwacht dat ze zelfstandig, analytisch, stressbestendig en probleemoplossend zijn en kunnen functioneren in een complexe omgeving.

Op grond hiervan moeten ze snel kunnen doorgroeien binnen de functies aan boord.

Binnen het opleidingsprogramma zal op deze wijze ruimte ontstaan om meer aandacht te besteden aan bovengenoemde zaken. Daarmee wordt de aansluiting tussen opleidingen en werkveld verder verbeterd.

Vanaf juli 2019 zullen de eerste studenten met dit ‘nieuwe profiel’ afstuderen. Op dit moment studeren er ruim 1000 studenten aan de vier HBO opleidingen Maritiem Officier in Vlissingen, Rotterdam, Amsterdam en Terschelling.

Wellicht ten overvloede, het betreft hier uitsluitend de HBO-opleiding en dus niet de diverse opleidingen op MBO-niveau.

Vrouwenforum Nautilus International NL, 3 juni 2015

Adres (voor alle ALV correspondentie)

enthousiaste groep D vrouwelijke zeevarenden uit heel Op 3 juni 2015 kwam een

Postcode en woonplaats Telefoonnummer Lidmaatschapnummer Rederij Functie Huidig schip U wordt vriendelijk verzocht hieronder aan te geven wat uw betrokkenheid bij Nautilus is. Bijvoorbeeld dat u kaderlid of erelid bent of dat u eerder een ALV heeft bijgewoond.

❑

Vink dit vakje aan indien u financiële steun wenst aan te vragen Deze conferentie is papiervrij; heeft u de mogelijkheid om u uw eigen laptop of tablet mee te nemen?

32-34_nl_17.6.indd 34

❑

JA

❑

NEE

Nederland bijeen in het Nautilus NL vrouwenforum, onder bezielende leiding van Mieke den Hollander, advocaat bij Nautilus.

Deze groep actieve vrouwelijke vakbondsleden heeft zich de afgelopen jaren ten doel gesteld om een rol te spelen in het bevorderen van sociale veiligheid en het tegengaan van ongewenst gedrag aan boord van schepen. Dus niet alleen gericht op vrouwen maar op iedereen die nautisch werk doet. Daarnaast is het vrouwenforum een plek waar vrouwelijke leden ervaringen in hun vak uitwisselen.

Dit leidde ook deze keer weer vanaf de eerste minuut tot grote herkenning, plezier en verbondenheid!

Tijdens de koffie maakte de groep kennis met Sascha Meijer, die op 1 maart 2015 als vakbondsbestuurder bij Nautilus is komen werken. Sascha zal het vrouwenforum samen met Mieke verder begeleiden. Zij heeft in haar eerdere banen ook nevenfuncties als vertrouwenspersoon gehad, hetgeen van pas komt bij de plannen van het vrouwenforum.

De komende tijd wil het

vrouwenforum de door Nautilus UK ontwikkelde brochure ‘Protect and Respect’ over bejegening (pesten, isoleren, sexuele intimidatie etc.) in het Nederlands vertalen en via verschillende kanalen verspreiden.

Ook willen ze werk maken van een pilot waarin ervaren zeevarende vrouwen als mentor optreden voor vrouwelijke stagiaires die voor het eerst aan boord gaan werken. Dit zal met de zeevaartscholen worden besproken.

We eindigden de dag met een leuke miniworkshop over talenten

door Gaby Niesthoven, maritiem counselor en voorzitter van de vereniging maritiem gezinscontact.

Bij sommige vrouwelijke zeevarenden bestaat geen behoefte aan een vrouwenforum omdat zij zichzelf — terecht - als zeevarende beschouwen en niet als vrouwelijke zeevarende. De aanwezige vrouwen vinden dat een gemiste kans. Er valt wel degelijk iets te winnen door als vrouwelijke vakgenoten je ervaringen uit te wisselen en samen (strategisch) te overleggen over eventuele knelpunten. Want anders dan in andere landen maken de meeste Nederlandse varende vrouwen niet vaak ernstige problemen mee die typisch voor vrouwen zouden opgaan, zoals sexuele intimidatie.

Maar zij ervaren bijvoorbeeld wel dat ze langzamer promotie maken dan mannen. En het komt helaas nog vaak voor dat zij door collega’s op hun moederschap beoordeeld worden als zij aan boord zijn en hun kinderen thuis laten.

Als vrouw in een varend vak ben je van harte welkom als je een keer wilt aanschuiven. Ook niet-leden zijn als introducé van harte welkom om een keer mee te doen. Neem daarvoor contact op met Mieke den Hollander of Sascha Meijer van kantoor Rotterdam!

22/06/2015 17:40

July 2015 | nautilusint.org | telegraph | 35

CERTIFICATION

NAUTILUS GM 2015

Want to keep your job General Meeting in 2017? Then read on! 5-8 October 2015 It’s time to get your papers out and start checking whether your UK certificate of competency will still be valid when STCW 2010 comes into force…

A

Nautilus is urging members to take note that the countdown has begun to new rules that will require additional training to be undertaken to keep UK certificates of competency valid for service after 31 December 2016.

The new requirements are being introduced as part of the ‘Manila amendments’ to the Standards

of Training, Certification & Watchkeeping (STCW) convention which were agreed at an international conference in 2010.

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

18 MONTHS TO GO UNTIL 1 JANUARY 2017

DECK UPDATEE TO TO 010 10 STCW 2010

HELM course or acceptable equivalent

Titanic hotel, Liverpool

ECDISS certificate achieved after 1 January certifica certificat ertific ertifica rtific tifi ifi 20055 to t avoid av avo negative endorsement

Attendance at GM 2015 This form should be completed and returned to Adele McDonald, Nautilus International Head Office, 1 & 2 The Shrubberies, George Lane, South Woodford, London E18 1BD. Email: conference@nautilusint.org .

ENGINE UPDATEE TO TO 010 10 STCW 2010

HELM course or acceptable equivalent

A limited amount of financial assistance is available for those full members wishing to attend and who otherwise would not be able to make the journey.

Please indicate below if you wish to be considered for financial aid.

Please complete in BLOCK CAPITALS I wish to apply to attend the 2015 General Meeting and confirm that I am a full member of Nautilus International.

High certificate or qualifying sea h Voltage oltage ltage t tage c service negative endorsement ice cee to t avoid av a

Name Address (for all GM correspondence)

A

Postcode

ETO NEW CERTIFICATE ICATE CATE AT ATE

To serve as an ETO certification is required...

Tel No. Membership No. Company Rank

— otherwise designation, therwise herwise erwise rwise i alternative a such Engineer h as Electrical Elec Ele EEl Elect

Present ship Please give details of involvement with Nautilus, eg. as a liaison officer or honorary delegate, or if you have attended a Nautilus education course or a previous GM.

4

In addition: sea-time requirements for revalidation — 12 months in preceding five years or three months in preceding six months plus valid ENG1.

5

In addition: appropriate tanker endorsements — subject to revalidation

6

Refresher training — required every five years for certificates held.

Dependent upon rank (support/operation/management) and duty — for example, Fast Rescue Craft Certificate.

35_gm15_final.indd 35

If you wish to apply for financial assistance please tick this box As this conference will be paperless, please let us know if you can bring your own laptop or tablet

The motions are in, the speakers are confirmed — all that is missing is you.

Time is running out to sign up to attend the most important event in the Union’s calendar...

T

T YES T NO

Full members from all national branches of Nautilus are invited to attend to vote on key policies for the Union’s work over the next four years. There will also be a full agenda of interesting and informative speakers including Frances O’Grady, general secretary of the TUC, and Guy Platten, director general of the UK Chamber of Shipping.

The meeting takes place at the beautiful Titanic Hotel in Liverpool — with members assembling on Monday 5 October for a welcome dinner and departing on the morning of Thursday 8 October.

A

Attending the meeting needn’t put you out of pocket. Nautilus can provide assistance with travel and accommodation costs, to ensure that the meeting is attended by a representative cross-section of full members from throughout the industry.

Use the form on this page or on the Nautilus website to ensure that you are there!

A GM 2015: it’s influential, it’s interesting and it’s enjoyable.

Join us there.

22/06/2015 17:40

36 | telegraph | nautilusint.org | July 2015

ACCOUNTS

Financial statements

Nautilus International’s accounts for the year 2014 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 March 2015.

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 2014 General Legal Note Fund £ Defence fund £ Subscription income from individual members 3,486,865 282,719 Subscription income from Memorandum Agreements with employers 2,007,159 162,743 Contribution from RLE 5,407,018 Investment income net of corporation tax 6 196,627 Advertising revenue 564,803 Other income net of corporation tax 6 86,459 -

Total £ 3,769,584

2013 £ 3,529,254

2,169,902 5,407,018

2,440,642 500,989

196,627 564,803 86,459

200,706 567,580 66,025

11,748,931

445,462 12,194,393

7,305,196

Expenditure Travel and general organising 547,873 Elections and BGM costs 101,684 Legal defence costs Affiliations and council expenses 228,697 Telegraph — net cost 530,140 Phone, post, printing and stationery 268,468 Professional fees and bank charges 281,282 Donations 36,179 Staff costs 3,180,650 Pension fund asset and costs 11 82,000 Building costs 387,584 Computer and equipment costs 136,424 Gain on disposal of motor vehicles (4,590) Depreciation — Freehold buildings 8,865 Motor vehicles 62,501 Computers and equipment 98,726 5,946,483

547,873 101,684 164,051 164,051 228,697 530,140 268,468 281,282 36,179 - 3,180,650 82,000 387,584 136,424 (4,590) 8,865 62,501 98,726 164,051 6,110,534

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

281,411 6,083,859 - (128,471)

324,164 51,305

Total operating surplus Foreign exchange net movement Profit on sale of investments net of corporation tax

5,802,448 (128,471) 326,351

-

326,351

217,940

6,000,328

281,411

6,281,739

593,409

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

2014 £ 6,281,739 204,000 -

2013 £ 593,409 (559,000) -

Total recognised gains and losses related to the year

6,485,739

34,409

Total surplus for the year

6

STATEMENT OF COUNCIL AND GENERAL SECRETARY’S RESPONSIBILITIES

z

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_accts.indd Sec2:36

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 cost / depreciation / cars / computers 11.30%

Pension fund 1.35%

Staff cost 52.05%

Professional fees & Bank charges 4.60%

Phone, post, printing & stationery 4.40%

Telegraph cost 8.70%

Affiliation / Council expenses & donation 4.30%

Legal Defence Cost Rule 6 2.70%

Election & GM 1.65%

Travel & general organising 8.95%

Nautilus International expenditure for the year ended 31 December 2014

BALANCE SHEET AT 31 DECEMBER 2014 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

£ 453,405 111,231 184,502

2014

£

£ 462,270 148,195 171,716

749,138 12,864,042 13,613,180

3

515,347

677,328 401,311 1,962,587 4 (1,390,327)

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

7 8 5

£

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

883,948

11

2013

572,260 14,185,440 (317,000)

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

13,868,440

7,382,701

11,256,857 2,243,541 368,042 13,868,440

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

The financial statements were approved and authorised for issue by the Council on 26 March 2015 and were signed below on its behalf by: Ulrich Jurgens Chair A M Dickinson General Secretary

CASH FLOW STATEMENT AT 31 DECEMBER 2014 Reconciliation from operating Note surplus to net cash flow from operations: Operating surplus Investment income SPF contributions SPF current year costs Depreciation Gain on disposal of fixed assets Corporation tax deducted from income Increase in debtors and prepayments Increase in creditors

£

2014

£

6,083,859 (200,802) (150,000) 82,000 170,092 (4,590) 7,829 (368,601) 318,253

Net cash inflow from operations

2013

£

324,164 (206,271) (175,000) 72,000 172,829 (7,211) 24,830 (32,654) 101,323 5,938,040

Returns on investment and servicing of finance Investment income receivable 200,802 Taxation Capital expenditure and financial investment Payments to acquire tangible fixed assets (145,959) Proceeds from disposal of tangible fixed assets 13,500 Payments to acquire investments (7,942,323) Proceeds from disposal of investments 2,288,849

£

274,010 206,271

200,802

206,271

(19,124)

(17,926) (172,463) 25,100 (2,428,502) 2,139,566

(5,785,933)

(436,299)

Net cash inflow for the year

333,785

26,056

Net funds at 1 January

744,854

718,798

1,078,639

744,854

Net funds at 31 December

22/06/2015 13:58

July 2015 | nautilusint.org | telegraph | 37

ACCOUNTS 1.

1.1

ACCOUNTING POLICIES BASIS OF ACCOUNTING

3.

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 (amended) and applicable accounting standards.

1.2

REVENUE

INVESTMENTS 2014 £ 2013 £ Fixed interest securities 6,470,639 2,600,621 Other quoted securities Investment Trusts 188,195 281,410 Overseas Trusts 3,288,873 1,584,463 Equity Holdings 2,740,328 2,325,824 ____________________________________________________________________

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

12,688,035 6,792,318 ____________________________________________________________________

1.3

Market value of quoted investments at 31 December 14,786,452 8,765,469 ____________________________________________________________________ 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 12,864,042 6,968,325 ____________________________________________________________________

1.5

4.

1.4

INVESTMENTS LEGAL DEFENCE FUND

The annual transfer of members’ contributions to the Legal Defence Fund is 7.5% per annum. In 2014 the reserve has grown to £2.2million as compared to £1.9million in 2013. 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 2014 £ 2013 £ Legal Defence Fund costs 99,400 141,900 Corporation tax 63,878 30,810 VAT 38,488 1,215 Other creditors 1,188,561 865,081 ____________________________________________________________________ 1,390,327 1,039,006 ____________________________________________________________________

5.

REVALUATION RESERVE

2014 £ Balance at 1 January 2014 368,042 Transfer of realised profits to the General Fund ____________________________________________________________________

OPERATING LEASE RENTALS

FIXED ASSETS

Freehold land Motor Computers & Cost or valuation & buildings £ Vehicles £ Equipment £ Total £ At 1st January 2014 480,000 274,243 920,416 1,674,659 Additions 34,447 111,512 145,959 Disposal (41,734) (41,734) ____________________________________________________________________ At 31st December 2014 480,000 266,956 1,031,928 1,778,884 ____________________________________________________________________ Depreciation At 1st January 2014 17,730 126,048 748,700 892,478 Charge for the year 8,865 62,501 98,726 170,092 Disposal (32,824) (32,824) ____________________________________________________________________ At 31st December 2014 26,595 155,725 847,426 1,029,746 ____________________________________________________________________ Net book value 31st December 2014 453,405 111,231 184,502 749,138 ____________________________________________________________________ 31st December 2013 462,270 148,195 171,716 782,181 ____________________________________________________________________ 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 27 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: 2014 £ 2013 £ Cost 353,778 353,778 Accumulated depreciation (263,048) (255,972) ____________________________________________________________________ Net Book Value 90,730 97,806 ____________________________________________________________________

Auditors’ Report from Statement of Accounts w

We have audited the financial statements of Nautilus International for the year ended 31 December 2014 set out on pages 1 to 10. These 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 Union, as a body, in accordance with the Trade Union and Labour Relations (Consolidation) Act 1992 (amended). Our audit work has been undertaken so that we might state to the members of the Union those matters we are required to state to them in an independent 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 members of the Union, as a body, for our audit work, for this report, or for the opinion we have formed.

36-37_accts.indd 37

3.00 3.00 3.50

3.35 3.35 4.30

Value at

Value at

31 December

31 December

Net pension scheme deficit (317) (589) ____________________________________________________________________

TAXATION 2014 £ 2013 £ Current year taxation UK corporation tax 63,878 30,810 Adjustment for prior year (overprovision)/underprovision (11,686) 12,001 ____________________________________________________________________

52,192 42,811 Overseas taxation 1,482 ____________________________________________________________________ 53,674 42,811 Reconciliation of tax charge Surplus on ordinary activities 6,422,018 636,220 ____________________________________________________________________

Corporation tax charge 53,674 42,811 ____________________________________________________________________

1.10

2013 3.80 3.35 3.35

6.

2.

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.

2014 2.90 3.00 3.00

£’000 2014 2013 Market value of assets 4,869 4,456 Present value of scheme liabilities__________________________________________ (5,186) (5,045) __________________________

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

FOREIGN CURRENCY TRANSACTIONS

Main assumptions Rate of return on investments Increase in earnings Increase in pensions Increase in MNOPF pensions - post April 1997 service Inflation rate Discount rate

Balance at 31 December 2014 368,042 ______________________________ ______________________________________ This represents the excess of the revaluation of the Union’s freehold properties over the net book value.

Corporation tax at 21.50% (2013: 20.00%) 1,380,734 127,244 Effects of: Non-taxable income and non-deductible expenditure (1,293,977) (69,945) Exempt dividend income (36,394) (31,894) Charitable donations (8,377) Chargeable gains 14,556 18,154 Marginal relief (1,041) (4,372) Foreign tax credits 1,482 Prior year adjustments (11,686) 12,001 ____________________________________________________________________

1.9

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 £150,000 (2013: £175,000). 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 has been updated to reflect conditions at the balance sheet date.

The key assumptions were as follows: % per annum

The above charge is disclosed in the accounts within the figures for:Profit on sale of investments 44,363 17,981 ____________________________________________________________________ Interest received on general investments 4,175 5,565 ____________________________________________________________________ Other income 3,654 19,265 ____________________________________________________________________

7.

GENERAL FUND

2014 £ Balance at 1st January 2014 5,052,529 Surplus for the year 6,000,328 Actuarial gains on pension scheme 204,000 Transfer of realised profits from revaluation reserve ____________________________________________________________________ Balance at 31 December 2014

8.

11,256,857

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.

2014 £ Balance at 1st January 2014 1,962,130 Surplus for the year 281,411 ____________________________________________________________________ Balance at 31st December 2014 2,243,541 ______________________________ ______________________________________

9.

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: 2014 £ 2013 £ 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

Respective responsibilities of the Union’s Council and auditors As described on page 11 the Council are responsible for the preparation of financial statements in accordance with applicable law and United Kingdom Accounting Standards (United Kingdom Generally Accepted Accounting Practice) and for being satisfied that they give a true and fair view. Our responsibility is to audit the financial statements in accordance with relevant legal and regulatory requirements and International Standards on Auditing (UK & Ireland). Those standards require us to comply with the Auditing Practices Board’s Ethical Standards for Auditors.

Scope of the audit of the financial statements

A description of the scope of an audit of financial statements is provided on the Financial Reporting Council’s website at www.frc.org.uk/auditscopeukprivate.

Opinion on financial statements

In our opinion the financial statements: z give a true and fair view of the state of the Union’s affairs as at 31 December 2014 and of its surplus for the year then ended;

Analysis of scheme assets £’000 2014 2013 Equities 568 426 Bonds 4,022 3,851 Cash and other asset types 279 179 __________________________ __________________________________________ 4,869 4,456 ____________________________________________________________________

Reconciliation of FRS 17 actuarial valuation of scheme liabilities: FRS 17 Actuarial valuation of scheme liabilities at the start of the period 5,045 4,684 Current service cost 36 34 Interest on scheme liabilities 215 196 Employee contributions 1 1 Loss on change of assumptions 44 525 Experience loss on liabilities (92) Benefits paid (155) (303) _______________________ _____________________________________________ FRS 17 Actuarial valuation of scheme liabilities at the end of the period 5,186 5,045 ______________________________________________________ ______________

£’000 2014 2013 Reconciliation of fair value of scheme assets: Fair value of scheme assets at the beginning of the period 4,456 4,551 Expected return on assets 169 158 Gain/(loss) on assets 248 (126) Employer contributions 150 175 Employee contributions 1 1 Benefits paid (155) (303) ____________________________________________________________________ Fair value of scheme assets at the end of the period 4,869_____________ 4,456 _______________________________________________________ £’000 2014 2013 2012 2011 2010 Fair value of scheme assets 4,869 4,456 4,551 4,266 3,901 Present value of scheme obligations (5,186) (5,045) (4,684) (4,378) (4,231) ____________________________________________________________________ Net liability recognised in the balance sheet (317) (589) (133) (112) (330) ____________________________________________________________________ Experience gains/(losses) on scheme liabilities Nil 92 (278) Nil (579) ____________________________________________________________________ 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.

z have been properly prepared in accordance

Income and Expenditure

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 (amended).

The total income of the union for the period was £12,574,418.

This amount included payments of £5,939,486 in respect of membership of the union. The union’s total expenditure for the period was £6,088,679. The union does not maintain a political fund.

Matters on which we are required to report by exception

The Trade Union and Labour Relations (Consolidation) Act 1992 (amended) requires us to report to you if, in our opinion: z A satisfactory system of control over transactions has not been maintained. z The Union has not kept proper accounting records. z The financial statements are not in agreement with the books of account. z We have not received all the information and explanations required for our audit.

Benefits

The only person covered under the Act is the General Secretary of the union who was paid £92,389 Gross salary; Employers National Insurance Contributions £11,732; Employers Pension Contributions £13,326; Telephone rental £300; Use of Vehicle £3,000.

Irregularity statement

We have nothing to report to you in respect of the above matters. haysmacintyre, Chartered Accountants Registered Auditors, 26 Red Lion Square London WC1R 4AG 26 March 2015

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.

22/06/2015 16:43

38 | telegraph | nautilusint.org | July 2015

APPOINTMENTS RYAN OFFSHORE LTD RYAN SHIP MANAGEMENT LTD

D&P Maritime Recruitment

S SHIPPING

MARITIME RECRUITMENT

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

Looking for all Ranks and Ratings for all types of vessels www.dpmaritimerecruitment.com Email: info@dpmaritimerecruitment.com Tel: +44 (0)1224 600 028

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

Applications are invited from experienced, motivated and knowledgeable seafarers with tanker experience to work on coastal oil tankers operated by John H. Whitaker (Tankers) Limited Masters, Chief Officers, 2nd Officers, Chief Engineers & 2nd Engineers who hold: Advanced Tanker Training/DCE (Oil)

FOR - 4-PT MOORING DSV / AHTS/ PSV/ MRV/ ERRV REQUIRE MASTERs, CHOFF, 2ND OFF, CHENG, 2ND ENG, 3RD ENG, DP ENG, ETO FOR - DP3 / DP2- DSV / DP2- AHTS / DP2- PSV / DP3 PIPELAYER / DP2 CLV REQUIRE MASTER-DPOs, CHOFF-SDPOs, 1ST OFF-DPO, 2ND OFF-DPOs, CHENGs, 2ND ENGs, 3RD ENG, ETOs, CRANE OPTRs - STG 2 / 3 FOR - SHORE BASED OFFSHORE FLEET REQUIRE TECH MANAGER, TECH SUPT, DIVE SUPT (OFFICE BASED), ENGINEERING SUPT, ELECTRICAL SUPT, PORT CAPTAIN, PORT ENG, QHSE FOR DIVING JOB (SAT DIVE SYSTEM) ELECTRICAL DIVE TECHNICIAN MECHANICAL DIVE TECHNICIAN

CONTACT DETAILS

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

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

Seeking all ranks of Seafarers Captains; Master, work Engineering Officers Engine Room and Deck boats & tugs DPO’s/SDPO’s Ratings Deck Officers ETO’s Cooks Chief Engineers ERRV Crew’s Stewarts To register send CV and copies of all certificates to charles@foylemarinerecruitment.com Mobile: +44 (0)7872 070727 - Mobile ROI: +353 (0)863 175972

Type - Permanent/Temporary Leave/Work - Variable Salaries - will be discussed at Interview stage Please forward all applications to: Mrs Elaine Wilson, Personnel Officer, Crown Crewing (UK) Ltd, Crown Dry Dock, Tower Street, HULL HU9 1TY Email: eb@whitaker-tankers.co.uk

CONNECTIONS

Marine Superintendent Edinburgh, Victoria Quay, EH6 6QQ £62,545 - £66,162 The role is to be professional head for all Marine Staff on Marine Scotland’s fleet of (3) compliance and (2) research vessels and to support the Head of Compliance in delivering an integrated fleet, supporting both research and compliance activity at sea.

For further information and to apply, simply visit our website www.work-for-scotland.org

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

We welcome applications from all suitably qualified people and aim to employ a diverse workforce, which reflects the people of Scotland.

An Equal Opportunities Employer

Fleetwood - a top UK Nautical College with a long established reputation for being a leading provider of training to the Maritime industry.

OFFSHORE BOSIET (3 days) - Every Mon and every other Wed from W/C 8 June | MIST (2 days) - Every other Mon and every Thurs from W/C 8 June | FOET (1 day) - Every Tues from W/C 8 June | EURO (3 days) - Every other week starting W/C 8 June | EURO REFRESHER (1 day) W/C 29 Jun, 27 Jul | TEMPSC COXSWAIN (3.5 days) - As tide permits | TEMPSC COXSWAIN REFRESHER (1.5 days) every other Thurs from W/C 15 Jun | GWO BASIC SAFETY PACKAGE (7 days) - W/C 8 Jun, 6, 27 Jul, 24 Aug | MST (RUK) (2 days) - W/C 8 Jun, 6, 27 Jul | RUK/GWO Working at Height (1 day refresher) - 15 Jun, 13, 20 Jul | NEBOSH General - W/C 6 Jul For more information E offshore@blackpool.ac.uk T 01253 779 123 W blackpool.ac.uk/offshore Facebook /FleetwoodNauticalCampusOffshoreOperations

MARITIME BLENDED LEARNING COURSES HNC/D Nautical Science, VTS IALA V/103 Module 4 (all STCW short courses are offered at Fleetwood Nautical Campus) NAEST O - 31Aug (2015) | NAEST M - 20, 27 Jul (2015) | HELM M - 13, 20 Jul (2015) | TASCO - 27 Jul (2015) | SSO - 27 Jul (2015) | VTS - 29 Jun (2015) | VTS REFRESHER - 21 Jul (2015) For flexible enrolment and more information E blearning@blackpool.ac.uk T 01253 779 123 W blackpool.ac.uk/nautical If you are interested in working at Fleetwood Nautical Campus, call 01253 50(4760) to register your interest or for information on current vacancies.

WWW. BLACKPOOL. AC.UK

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19/06/2015 16:13

July 2015 | nautilusint.org | telegraph | 39

APPOINTMENTS

NOTICE TO READERS

10 July 2015 is the closing date for August 2015 Telegraph adverts You can still advertise online at any time.

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

TUG

683(5<$&+76

Technical Manager

Chief Engineer - Dredger - £47K

Chief Engineer

South Coast - £65K + Car + Pkg

2nd Engineer - Dredger - £41K

Contract Manager Edinburgh - £48K + Car + Pkg

Chief Engineer - Tug - £46K

Marine Superintendent

Chief Engineer - Barge - £49K

Doha - Competitive Expat Pkg

45m+ Motor-yacht - €6K/month

Sole Engineer 50m+ Super-yacht - €5.5K/month

Deckhand with Tender License 45m+ Motor-yacht - €2.5K/month

Technical Superintendent

OFFSHORE

Yacht Manager

South Coast - £50K + Pkg

VW 2IƂFHU '32 ERRV - £32K

100m+ Motor-yacht - €50K

Heavy Lift Cargo Superintendent

QG 2IƂFHU '32

Y4 Sole Engineer

Heavy Lift/Pipe Lay - £300/day

50m Motor-yacht - $9K/month

AB - ERRV - £25K

2nd Engineer

Antwerp - €60K + Company Car

Technical Superintendent Hamburg - €90K + Pkg

ETO - DSV - $790 USD/day

Technical Superintendent ROPAX - £60K

)(55< 523$; '5<

Technical Superintendent Cruise - €70K

3rd Engineer - ROPAX - £239/day

Technical Manager

2nd Engineer - ROPAX - £250/day

Bulker - €130K

Steward - ROPAX - £88/day

Technical Director

Master - ROPAX - £60K

Bulker - €150K

2nd Engineer - ROPAX - £45K

Fleet & Operation Manager Dry Bulk - £80K

Chief Engineer - Ferry - £58K

Technical Superintendent

Chief Engineer - Container - £56K

Dry Bulk - €90K

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

Seagoing: +44 (0)23 8020 8820 seagoing-uk@faststream.com

50m+ Motor-yacht - €4.5K/month

CRUISE Hotel Service Engineer - Cruise - €38K 1st ETO - Cruise - £35K 2nd ETO - Cruise - £38K 2nd Engineer - Cruise - £38K QG 2IƂFHU Cruise - €35K Executive Chef - Cruise - €47K Senior Sous Chef - Cruise - €37K Hotel Manager - Cruise - €60K

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

Leading Marine Recruitment Specialists

Engineer - Portland SMIT operates workboats employed to assist the MOD with various aspects of marine training, including range clearance duties, Target Towing and Aircrew Marine Survival Training.

We are currently recruiting for an Engineer on our 27M workboat based in Portland. Recent commercial seagoing experience is preferred.

Due to the nature of the work, the posts are subject to MOD security clearance and you will need to have been resident in the UK for at least 3 years.

Applicants are required to hold a full and valid driving licence.

The applicant for the engineer’s position is required to hold an STCW95 Engineering OOW CoC. Salary for this position will be in the region of £32500 per annum. This is a 12 month fixed term post.

Closing date for applications is 3rd July 2015. Interviews will be held week commencing 13th July2015 To apply please send your CV and a covering letter outlining your suitability for the role to: HR Department, SMIT International, Westminster House, 4 Crompton Way, Segensworth, West Fareham, Hampshire PO15 5SS or recruitment@boskalis.co.uk

Advertise here & reach over 110,000 readers.

Contact Paul Wade on 020 7880 6212 or email paul.wade@redactive.co.uk to find out how.

38-41_rec.indd 39

We are seeking all ranks of seafarers, offshore and shore based personnel and in particular:

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

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

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

JOB VACANCIES Angola Curriculum Leader – Engineering Lecturer – Engineering Lecturer – Deck For a detailed post description and to apply for the above vacancies, please visit our website at: www.cityofglasgowcollege.ac.uk/work-for-us

Closing Date: Friday 10th July 2015 at 5pm Scottish Charity number SC036198

Investing in your Future

19/06/2015 16:13

40 | telegraph | nautilusint.org | July 2015

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: neil.hetherington@lafargetarmac.com or call: 01243 817222 Alternatively, please apply in writing, including full CV.

/calmacferries

@calmacferries

@calmac_updates

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

@calmacferries

Exciting opportunities exist within CalMac Ferries Limited for various positions including: SHORE BASED • Marine, Technical and HSEQ Management positions • Project Management SEA GOING • All deck, engine and retail positions • Permanent, seasonal and temporary positions CalMac Ferries Limited is a multi-award winning business serving some of the most beautiful parts of Scotland with over 30 ferries providing lifeline services to the islands and peninsulas on Scotland’s west coast.

Our excellent benefits package includes a competitive salary plus generous annual leave entitlement programme. You could also take advantage of free CalMac staff travel for you and your family.

We provide extensive structured training programmes for both marine and shore staff, encouraging all employees to continuously update their skills and knowledge.

To view all details of our current vacancies and for further information, please visit our website at www.calmac.co.uk or email to: recruitment@davidmacbrayneHR.co.uk.

www.calmac.co.uk

38-41_rec.indd 40

19/06/2015 16:13

July 2015 | nautilusint.org | telegraph | 41

APPOINTMENTS

www.windstarcruises.com

RAISE YOUR EXPECTATIONS With our three newest stars having now joined the fleet, Windstar is the No. 1 choice for career opportunities.

With three new motor yachts cruising alongside our current luxury sail assisted yachts, our fleet will travel worldwide taking our passengers to some of the most unique and exotic ports there are to be found.

Benefits package includes · Competitive wages paid in GBP and USD

Now consisting of six luxury vessels, Windstar Cruises are currently looking for suitable candidates for the following positions:

· Annual & Return Bonuses (dependent on rank)

· Captains and other Deck Officers · Engineering Officers of all ranks · Electricians, ETO’s & IT Officers · Hotel Officers, Guest & Destination Service Professionals

· One for One Rotation for Staff Officers · Contributory Medical / Dental Insurance · Retirement Savings Plan / Pensions (subject to eligibility) · 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 VRL 07/15

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

38-41_rec.indd 41

ISO 9001

19/06/2015 16:13

42 | telegraph | nautilusint.org | July 2015

SHIP TO SHORE Member meetings and seminars

M-Notices M-Notices, Marine Information Notes and Marine Guidance Notes issued by the Maritime & Coastguard Agency recently include: MSN 1856 (M+F) — UK requirements for master and deck officers MSN 1857 (M+F) — UK requirements for engineer officers and engineer operators MSN 1858 (M+F) — UK requirements for deck officers on large yachts (over 24m) These notices set out and explain the regulatory requirements for the implementation of training elements applicable under chapters II and III of the Standards of Training, Certification and Watchkeeping (STCW) convention and code.

They outline the certification structure and examination and training requirements for Merchant Navy deck and engineer officers, and yacht-restricted deck officers.

Potential officers are reminded that to obtain a UK STCW certificate of competency they must: z meet the minimum age requirement z complete the minimum period of seagoing service z undertake ancillary technical and safety training z complete the appropriate programme(s) of education and training meeting the minimum vocational and academic standard z meet medical standards (including eyesight) z if applicable, pass an oral examination conducted by a Maritime and Coastguard Agency (MCA) examiner Before joining a Merchant Navy ship or large yacht for their first sea voyage, trainees must hold the following certificates: z ENG1 (medical fitness certificate) or accepted equivalent z Personal Survival Techniques (STCW Code — Table A-VI/1-1) z Fire Prevention and Fire Fighting (STCW Code — Table A-VI/1-2) z Elementary First Aid (STCW Code — Table A-VI/1-3) z Personal Safety and Social Responsibilities (STCW Code — Table A-VI/1-4) z Security Awareness (STCW) MSN 1861 (M) — UK procedure for the revalidation of certificates of competency and tanker endorsement This notice sets out and explains the requirements to revalidate all certificates of competency and tanker endorsements under the STCW convention and code. It also details the requirements to revalidate a certificate of competency if the

applicant is unable to demonstrate the required seagoing service or relevant experience.

The core requirements for revalidating a UK STCW certificate of competency are as follows. The applicant must: z hold a UK certificate of competency z demonstrate continued competence by either: completing a minimum period of seagoing service; demonstrating occupational experience the MCA considers as being equivalent to the seagoing service requirement for revalidation; or completing the required examinations and, if applicable, additional seagoing service z meet medical standards (including eyesight) z after 31 December 2016, update or complete safety training z if applicable, complete some ancillary technical training The application form MSF 4201 details the procedure and fee to revalidate a UK certificate of competency. To download the form, go to www.gov.uk and search for ‘MSF 4201’.

MSN 1867 (M) — UK requirements for the recognition of non-UK certification leading to the issue of a CEC This notice explains how to apply for a UK certificate of equivalent competency (CEC). A CEC is the UK name for a ‘flag state endorsement’ as set out in Regulation 1/10 of the STCW convention, as amended.

Any officer working onboard a UK-registered vessel who does not have a UK certificate of competency (CoC) must have a CEC. Officers can apply for a CEC if they have a CoC from an administration recognised by the MCA. They may have to provide additional evidence of competency, knowledge of the English language and UK legal and administrative processes.

A CEC remains valid for as long as the underpinning CoC remains valid. Holders of these certificates must carry both the CEC and COC when working onboard UK registered vessels. Both must be available for inspection by authorised persons.

A CEC is issued on a like-for-like basis against a CoC; any limitations on the holder’s CoC will be included on the CEC. MSN 1868 (M) — UK requirements for safe manning and watchkeeping This notice sets out and explains the safe manning requirements contained in the Merchant Shipping (Standards of Training, Certification and Watchkeeping) Regulations 2015 and the STCW convention and code,

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:

and incorporates IMO Resolution A1047(27) on the principles of safe manning.

The regulations require all UK seagoing vessels of 500gt or more to hold a safe manning document specifying the minimum manning levels. Owners and operators of ships below 500gt may also find it advantageous to hold a safe manning document.

MSN 1868 reminds owners and operators that it is their responsibility to ensure their vessels are safely and adequately manned, and explains how they should put together a proposal for the minimum safe manning level of a ship, for approval by the MCA. This will involve an analysis of the ship’s functions, the skills needed by personnel and the locations where work will take place, as well as detailed risk assessments.

The tables at Annex A and B to MSN 1868 provide guidance on the numbers of certified deck and engineer officers appropriate to different sizes of ships, tonnages and trading areas. As the watchkeeping arrangements for the engineering department and the demands placed on personnel vary significantly according to the level of automation, these tables only provide guidance; owners and operators must take all relevant factors into account before finalising their manning proposals.

The notice highlights particular vessel types as needing special care when manning levels are assessed: z offshore support vessels z inshore craft, including harbour craft and harbour tugs z tankers z high speed craft z all passenger and ro-ro ships MIN 507 (M) — Written exam dates 2015/16: deck and engineer officers (Merchant Navy) This note sets out the written examination dates for UK Merchant Navy certificates of competency for the academic year commencing 1 September 2015.

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.gov.uk/mca and click on Find marine (M) notices.

g Professional & Technical Forum Tuesday 15 September 2015 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

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

For urgent matters, we can also arrange to visit your ship in a UK port.

Please give us your vessel’s ETA and as much information as possible about the issue that needs addressing.

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

Northern office Nautilus International Nautilus House, Mariners’ Park Wallasey CH45 7PH Tel: +44 (0)151 639 8454 Fax: +44 (0)151 346 8801 enquiries@nautilusint.org Offshore sector contact point Members working for companies based in the east of Scotland or UK offshore oil and gas sector can call: +44 (0)1224 638882 THE NETHERLANDS Postal Address Nautilus International Postbus 8575 3009 An Rotterdam Physical Address Nautilus International Schorpioenstraat 266 3067 KW Rotterdam Tel: +31 (0)10 477 1188 Fax: +31 (0)10 477 3846 infonl@nautilusint.org

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

College contacts Induction visits See www.nautilusint.org event section for dates of upcoming college visits by the Nautilus recruitment team.

For further information, email recruitment@nautilusint.org or call Lee Moon on +44 (0)151 639 8454.

Industrial support for cadets An industrial official is appointed to each of the main nautical colleges.

In addition, the industrial department is responsible for representing trainee officers in line with all

members that we represent; please contact the Union on +44 (0)20 8989 6677. Your enquiry will then be directed to the relevant industrial organiser for your employer/sponsoring company.

The union also facilitates a Young Maritime Professionals Forum to provide an opportunity for young members to engage in discussions on the specific challenges facing young workers in the maritime profession.

For further information members should contact Paul Schroder at ymp@nautilusint.org.

g Women’s Forum Monday 5 October 2015 1400hrs to 1600hrs Titanic Hotel, Stanley Dock, Regent Road, Liverpool L3 0AN, UK. The Forum provides guidance to Nautilus Council on the challenges facing women in the industry and encourages female participation in Union activity.

Open to all female members.

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

Quiz and crossword answersACDB Quiz answers 1. The Marshall Islands has the largest share of the world orderbook — a total of 646 ships of 55.8m dwt.

2. The Philippines is the world’s fourth largest shipbuilding nation 3. In March this year there were 636 VLCCs in service around the world.

4. In March this year there were 89 VLCCs on order.

5. Daewoo, of South Korea, has the largest share of the global containership orderbook.

6. The Finnish support vessel Seili was equipped with an Azipod in 1990.

Crossword answers Quick Answers Across: 1. Engagement; 6. Aces; 9. Leopardess; 10. Fair; 12. Liverpudlian; 15. Box office; 17. Latch; 18. Orate; 19. Piecemeal; 20. Postdiluvian; 24. Ibis; 25. Pilgrimage; 26. Nana; 27. Declension.

Down: 1. Eels; 2. Grow; 3. Gracie Fields; 4. Midge; 5. Nosepiece; 7. Charioteer; 8. Stronghold; 11. Adulteration; 13. Absorption; 14. Exhaustion; 16. Impulsive; 21 Vigil; 22. Sari; 23. Lean.

This month’s cryptic crossword is a prize competition, and the answers will appear in next month’s Telegraph.

Congratulations to Nautilus member Iain Macneil, who has won the prize draw for the June cryptic crossword.

Cryptic answers from June Across: Across: 8. Palomino; 9. Anorak; 10. Fair; 11. Trajectory; 12. Missed; 14. Convince; 15. Cyclone; 17. Almonds; 20. Resolute; 22. Losing; 23. Gamekeeper; 24. Pity; 25. Pellet; 26. Nuneaton.

Down: 1. Sagacity; 2. Door; 3. Listed; 4. Monarch; 5. Paternal; 6. Fortuitous; 7. Fabric; 13. Salmonella; 16. Nauseate; 18. Donation; 19. Respond; 21. Enamel; 22. Larynx; 24. Pray.

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

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

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

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

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

Merchant Navy Training Board www.mntb.org.uk UK organisation promoting maritime education and training, and providing careers guidance.

Administers the Careers at Sea Ambassadors scheme, under which serving seafarers can volunteer to give careers talks in UK schools.

Seafarers UK (formerly the King George’s Fund for Sailors) +44 (0)20 7932 0000 www.seafarers.uk Supports and promotes UK charities helping seafarers from the Merchant Navy, Royal Navy and fishing fleets.

Often organises places for maritime fundraisers to enter marathons and other charity challenges.

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

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

Useful organisations

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

g Young Maritime Professionals Forum Monday 5 October 2015 1200hrs to 1400hrs Titanic Hotel, Stanley Dock, Regent Road, Liverpool L3 0AN, UK. The Forum provides guidance to Nautilus Council on the challenges facing young people in the shipping industry and on the issues that matter to them. Open to all young members (UK, NL & CH).

Contact Paul Schroder: +44 (0)20 8989 6677 ymp@nautilusint.org

International Seafarers’ Welfare and Assistance Network +44 (0)300 012 4279 www.seafarerswelfare.org Global organisation providing a 24 hour, year-round multi-lingual helpline for all seafarers’ welfare and support needs, as well as an emergency welfare fund.

SAIL (Seafarers’ Information and Advice Line) 08457 413 318 +44 (0)20 8269 0921 www.sailine.org.uk UK-based citizens’ advice service helping seafarers and their families with issues such as debt, benefit

entitlements, housing, pensions and relationships.

Seamen’s Hospital Society +44 (0)20 8858 3696 www.seahospital.org.uk UK charity dedicated to the health and welfare of seafarers.

Includes the Dreadnought health service.

Seafarers’ Link +44 (0)1752 812674 www.communitynetworkprojects.org Telephone friendship project connecting retired UK seafarers at home through a fortnightly telephone conference service.

Seatax Ltd +44 (0)1302 364673 www.seatax.ltd.uk Company providing specialist tax advice for merchant seafarers.

Marine Society +44 (0)20 7654 7050 www.marine-society.org UK charity dedicated to the learning and professional development of seafarers.

Offers 120,000 books to ships through its library service, plus distance-learning programmes and scholarship schemes including the Nautilus-administered Slater Fund.

22/06/2015 18:13

July 2015 | nautilusint.org | telegraph | 43

JOIN NAUTILUS

The face of Nautilus Annette Meekcoms, industrial administrator

g

If you call the Nautilus UK branch with a problem at work, there’s a strong chance that the first person you speak to will be Annette Meekcoms — and you’ll be in good hands. She’s an experienced secretary who’s not fazed by anything, so whatever’s happened to you, she’ll make sure you get help from the right person and that the allimportant paperwork is just as it should be.

Right from the start of her career, she was up for a challenge and keen to work with people from all walks of life. After gaining her secretarial qualifications, she got her first job as a PA (personal assistant) at an advertising agency in Fleet St, the notorious traditional home of the British newspaper industry. ‘The Express was still

there then,’ she recalls, ‘and you’d see the journalists going into the bars all the time.

Not me, though! It was all very exciting, but I was only young when I started and I was trying to make a good impression.’

Annette stayed in the job for nine years, doing all kinds of administrative and event-management work. There followed a spell abroad in tourism, working with her boyfriend as a chalet maid in the French Alps and hiring out watersports equipment on a Turkish beach.

‘After that, we decided to get married and start a family, so we came home and got proper jobs,’ she recalls. Accordingly, she stuck out a series of humdrum admin jobs in London, and was rewarded with her

big break: a chance to work for Tottenham Hotspur football club.

‘I was PA to the head coach/manager, starting with Christian Gross in 1998,’ she explains. ‘It was a big change from the quiet office jobs I’d been doing — I had to be on call 24/7, and I’d often have to welcome visitors and look after the young players.’

Managers came and went over the years, but the most memorable for Annette was Harry Redknapp, who took charge in 2008. ‘He needed a lot of help with his diary and correspondence, and we ended up working closely together — he was a nice guy,’ she says.

Unfortunately, when Redknapp’s time inevitably came to an end at Spurs, the

club restructured its support team, making Annette’s job redundant. It was back to the temp agency for a while, but then the post at Nautilus caught her eye, and she’s now been working for the Union for over six months. ‘I knew from the friendly people at my interview that I’d like it here,’ she says, ‘and I was attracted by the idea of working somewhere quite different.’

Supporting the Nautilus industrial organisers means sending out bulletins to Union members and collating the responses to pay consultations, as well as channelling enquiries and doing secretarial work.

Annette enjoys the contact with members and adds: ‘I’m still learning and I’m happy to be in such a nice team.’

Wherev er you are , so are we

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

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 £118,500, against the loss

42-43_infosprd.indd 43

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

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

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

In touch As a Nautilus International member, help is never far away — wherever in the world you are.

Officials regularly see members onboard their ships and visit cadets at college. Further support and advice is available at regular ‘surgeries’ and conferences. The Union has offices in London, Wallasey, Rotterdam and Basel.

There are also representatives based in France, Spain and Singapore.

International representation Nautilus International represents members’ views on a wide range of national and international bodies including the European Transport Workers’ Federation (ETF), the International Transport Workers’ Federation (ITF) and the International Federation of Shipmasters’ Associations (IFSMA).

We work at the International Maritime Organisation (IMO) and the International Labour Organisation (ILO) on key global regulations covering working conditions, health and safety and

Join us today…

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

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

Your union, your voice The Union represents the voice of more than 22,000 maritime professionals working in all sectors of the industry at sea and ashore — including inland navigation, large yachts, deepsea and offshore.

For members, by members Nautilus International is a dynamic and democratic trade union offering members many opportunities to become actively involved and have your say — at a local, national and international level.

22/06/2015 18:13

44 | telegraph | nautilusint.org | July 2015

NEWS

PSC plan to target enclosed spaces

Dead crew failed to stick by ship’s SMS

a concentrated port state control F inspection campaign later this year Nautilus has welcomed plans for

Report points to ‘reckless’ rescue attempts in enclosed space onboard cargoship in UK port

P

Three seafarers died onboard a Germanflagged general cargoship in the UK port of Goole last year after they were asphyxiated in an enclosed space.

A report on the incident, published by the German investigation body BSU last month, said the fatalities would not have occurred if safety management system procedural instructions had been observed by the crew.

The incident occurred on 26 May as the 1,564gt Suntis was unloading a cargo of sawn timber that it had carried from the Latvian port of Riga.

Two Filipino seamen had been spotted, collapsed, in the forward tween deck after having gone to remove tarpaulins that had been used to protect the deck cargo. The German chief officer climbed into the forward hatch to go to their aid, but he also collapsed.

Another AB and two stevedores who tried to rescue the three men suffered breathing difficulties, even though one was using a breathing apparatus and another was using an emergency escape breathing device.

Tests found that the oxygen content on the floor of the tween deck was less than 6% and was only 3% to 5% at the sides. Halfway down the ladder, the oxygen content was just 10% and the low-

The forward hatch to the tween deck onboard the German cargoship Suntis, where three seafarers were asphyxiated in an oxygen-deleted space in the port of Goole last May Picture: BSU

est value in the compartment — less than 3% — was found at the bottom of the cargo hold’s access opening. The men had probably fallen into a coma within 40 seconds, the report notes.

Investigators said the ship’s crew were familiar with carrying timber and the risks of de– oxygenating cargoes, and it had been initially assumed that the two seamen had climbed into the

hold to smoke cigarettes.

However, the report notes, the men were regarded as very conscientious and it was more likely that they were seeking to properly stow two tarpaulins which had

been thrown onto the tween deck when the vessel left Riga.

BSU said the chief officer had reacted in an ‘understandable’ way by immediately going to help his shipmates. But, the report warns, ‘it is essential that selfprotection be given priority during an accident in an enclosed space... Other lives are inevitably endangered if that is not observed’.

Investigators described the attempted rescue operations by the AB and the two stevedores as ‘reckless’ as they did not have proper respiratory protection by means of a BA and full-face mask.

Only the immediate activation of the cargo hold’s ventilation fan by the AB had prevented them from being injured or killed, the report states.

The BSU noted that the ship’s owner introduced a series of measures in response to the accident, including an additional portable gas monitor, tighter restrictions on access to the cargo hold, and stricter requirements for entry into enclosed spaces.

The report concludes that the accident could have been prevented had SMS procedures been followed. It stresses the need to check atmospheres before entering enclosed spaces and to discuss likely hazards and countermeasures before starting work.

‘Unworkable’ procedures led to death space onboard a DutchA flagged ship as a consequence of

An officer died in an enclosed

‘inconsistent’ and ‘unworkable’ cargo inspection procedures, an investigation has ruled.

The Russian first mate onboard the 4,206gt general cargoship Hudsonborg was asphyxiated when he entered a stairwell leading to a hold containing zinc concentrate during a voyage from Portugal to Finland last year.

Tests carried out the following day showed the oxygen level in the stairwell was just 2.6%. However, the Dutch Safety Board found, the oxygen

depletion hazards of the cargo had been under-estimated by the crew.

Five days into the voyage — as the ship passed the Dover Strait — the chief mate went to the forecastle to inspect the cargo, carrying a breathing mask and a filter.

When the second mate went to check on him several minutes later, he found him collapsed, unconscious, in a stairwell leading to the hold.

Two crew members, equipped with breathing apparatus, managed to rescue the chief mate but attempts to resuscitate him proved unsuccessful.

The Dutch Safety Board said

the safety management system procedures for cargo inspections and entry into enclosed spaces onboard the Wagenborg-owned vessel were contradictory. Whilst they specified that the hold should be ventilated before entry, they also prohibited ventilation of the hold during the voyage.

The ‘unworkable’ and ‘impractical’ procedures also required that five crew should take part in entry into enclosed space activities — yet the vessel had only eight seafarers onboard.

Investigators said the material safety data sheet for the cargo had

to focus on the dangers of enclosed spaces onboard merchant ships.

The Union has also backed a decision to conduct a further concentrated inspection campaign next year to check the levels of compliance with the Maritime Labour Convention.

Countries belonging to the Paris and Tokyo Memorandums of Understanding on Port State Control have agreed to run a coordinated inspection campaign on crew familiarisation for enclosed space entry between September and November this year.

The Paris MOU committee has also agreed to carry out a concentrated inspection campaign in 2015 to verify compliance with the MLC — the so-called ‘bill of rights’ for seafarers.

Paris MOU secretary-general Richard Schiferli said the decision demonstrated the importance the organisation places on decent working and living conditions onboard ships.

The report of the CIC on STCW hours of rest, carried out in September to November of 2014, was presented to PSCC48. The Committee expressed concern that during the CIC, which was publicised in advance, 912 deficiencies were recorded related specifically to STCW hours of rest and that 16 ships were detained as a result of the CIC. The results will be published and submitted to the IMO. Nautilus general secretary Mark Dickinson commented: ‘The decision to concentrate on MLC 2006 is welcomed, as is the attention to enclosed spaces. Decent working and living conditions onboard ships and the enforcement of seafarers’ rights go hand in hand with the safe and efficient operation of vessels. The Paris MOU’s concern with preventing further deaths from entry in enclosed spaces is also very timely.’

z The UK flag has dropped one

emphasised its toxic and carcinogenic properties, but had not highlighted its oxidising hazards to the same extent.

Statements from the crew showed they were aware of the risks during loading, but that they had not been alerted to the danger of the cargo oxidising during the voyage, the report notes.

The Safety Board said the incident demonstrated the need to improve safety culture onboard, with crew members failing to heed warning signs over entry into enclosed spaces and not closing the accommodation during loading to minimise the The stairwell where the chief spread of dust from the cargo.

place in the annual port state control inspection league table — down to eighth place in the rankings based on a three-year detention ratio record between 2012 and 2014. The Netherlands remains in 19th place, while France held on to the top slot in the ‘whitelist’ for the second year running, followed by Hong Kong, Bahamas, Norway and Sweden.

The Paris MOU inspection statistics show 43 flags on the whitelist — down from 46 in the previous year — 19 on the greylist and 10 on the blacklist.

New on the whitelist is India, while Belize has dropped from the greylist to the blacklist.

mate died Picture: Onderzoek

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) May Jan &&Sep Septintakes 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

44_news.indd 44

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

Accredited by

22/06/2015 18:14