Nautilus Telegraph July 2016 by Redactive Media Group

Survival shortfalls Research reveals problems with life-saving gear 21

Look to the future Nautilus says new technology could make life better 19

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

Volume 49 | Number 07 | July 2016 | £3.50 €3.70

RMS makes farewell call to London is pictured left passing under F London’s Tower Bridge last month as The Royal Mail Ship St Helena

part of an emotional farewell trip to the UK. The 6,767gt vessel spent several days in the Pool of London hosting visits from VIPs including Princess Anne to mark its planned withdrawal after 26 years running a lifeline passenger and cargo service to the remote South Atlantic island of St Helena. Operated by AW Ship Management, RMS St Helena was set to end the operations to the South Atlantic island in July — but the St Helena government has extended the service with a further three sailings between Cape Town and the British Overseas Territory whilst the island’s first airport awaits operational clearance. g See feature — pages 22-23.

New drive to boost UK officer training

Inside F Slater support

How Nautilus fund has helped two yacht ofﬁcers to progress their careers — page 20

Government urged to adopt ‘SMarT Plus’ scheme to incentivise junior officer employment

In a new drive to boost British seafarer employment and training, Nautilus and the UK Chamber of Shipping are urging the government to adopt a ‘SMarT Plus’ scheme to provide increased incentives for companies to train cadets and commit to giving them their first job after qualifying. The Union and the owners argue that the improved version of the Support for Maritime Training (SMarT) scheme is essential if UK seafarer training costs are to be made competitive with other countries. The SMarT Plus proposals also aim to help bridge the ‘Catch 22’ problems faced by newly qualified officers who are often required to have experience as an officer of the watch when applying for jobs. Nautilus general secretary

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Mark Dickinson said he was concerned about ﬁgures showing a decline in the ofﬁcer trainee intake over the past year. ‘There is no doubt about it — we need to see an increase in SMarT funding,’ he added. ‘It’s said that the UK is the second most expensive place in which to train a seafarer, and as well as giving more governing support we also need a commitment from owners to deliver a real increase in the numbers being trained.’ Mr Dickinson said half the recommendations made in last year’s Maritime Growth Study report had focused on training and employment, and there is evidence that the industry continues to face up to a ‘demographic timebomb’ as large numbers of the current workforce approach retirement.

‘We need more companies to come forward and guarantee employment to cadets after training and to talk openly and loudly about what they are offering,’ he added. In a speech to industry leaders and Scottish government representatives in Edinburgh last month, UK Chamber of Shipping president Dr Grahaeme Henderson — who is Shell’s vicepresident of shipping and marine — urged ministers in Scotland and in Whitehall to provide further support to the UK maritime sector to ensure that jobs and businesses are able to face the challenges presented by current market conditions. ‘Global market conditions have had a signiﬁcant impact on jobs in the offshore sector — a sector that has helped drive prosper-

ity, not just in Scotland but across the UK too,’ he said. ‘The industry has always had its ups and downs, but there is justiﬁable concern that the numbers of British seafarers based in Aberdeen and elsewhere are in decline. ‘The skills required to work in the offshore sector are highly specialised, but with the right support they can be transferred into other areas of shipping; and government must act to provide support and funding to help seafarers re-skill and get back to sea.’ Dr Henderson said the £15m SMarT funding had helped to end a long decline in UK seafarer training — but there is increasing international competition ‘often from countries who can do it far cheaper than we can’. Chamber of Shipping CEO Guy Platten told the Invest In

Blue conference in Liverpool last month that the employment commitments associated with SMarT Plus would ensure the government gets a good return on its investment. Mr Platten said the industry is often too self-critical and overly pessimistic. ‘It’s all too easy to talk of the past — when Britannia ruled the waves, when almost every family knew a seafarer, when the red ensign ﬂew on a third of the world’s ships,’ he noted. ‘The number of seafarers will never again be what they were,’ he added.‘But we can guarantee quality. And with ships getting larger, technology more advanced and a long-term reduction in the number of seafarers, it is quality that will set us apart.’ g Training down — see page 25.

F What’s in a name?

Has the ‘Boaty McBoatface’ row helped or harmed shipping’s image? — page 18 F Tributes to Matt

How the tragically short life of a Nautilus member is being honoured — page 24

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NAUTILUS AT WORK

Union condemns cadet penalties Talks with shipowners over ‘outrageous’ attempts to recover training costs

Nautilus has protested after another case in which a shipping company tried to claim back training costs from a cadet who had decided not to continue his career at sea. The Union has intervened after the member was asked to pay almost £5,000 in training costs and repatriation fees following his decision to resign. The cadet was given 30 days to make the payment and was warned that the company would ‘engage legal representation for full recovery of any outstanding monies together with any associated interest incurred’. In this case, the cadet — who had decided to leave after unhappy seatime experiences as the only UK national onboard

a ship — was told that he was ‘only’ being charged tuition fees, and not the costs of his accommodation, training allowances or expenses. Nautilus general secretary Mark Dickinson commented: ‘This is not the ﬁrst time that companies have sought to impose “golden handcuff” clauses on cadets — in some cases claiming many thousands of pounds off young people who have no ability to stump up such money at short notice. ‘While we acknowledge that training an ofﬁcer is not cheap, attempts to charge cadets such sums are outrageous — especially when many of these companies have had their tax liability reduced by millions of pounds as a result of training UK cadets

under the tonnage tax scheme,’ he added. Mr Dickinson said that in this case the company had ignored industry guidelines about sending cadets on their own to ships where English is not the main language, and the claim against the cadet for repatriation costs was invalid. Owners acknowledge that the majority of officer trainees who resign do so in their first year — often after the first period of seatime — and the nature of the onboard environment can be a critical factor, with social isolation being a major issue on multinational crewed ships, he pointed out. ‘It is unacceptable to recover costs of this order from cadets in such circumstances, and we

hope that shipowners will recognise the dangers of such vindictive actions when they have been beneﬁting from the tonnage tax system and the UK’s Support for Maritime Training scheme,’ Mr Dickinson added, The Union has had talks on the issue with the UK Chamber of Shipping, and a spokesperson for the owners’ organisation commented: ‘We are in ongoing discussions with Nautilus, with a view to the adoption of joint guidelines to companies on recovery clauses in training agreements. ‘The aim is to ensure that, where such clauses are used, they are proportionate and reasonable, whilst safeguarding the legitimate interests of companies who invest in training future generations of UK ofﬁcers.’

Thames Clippers boss tells SE TUC meeting of growth plans Jonathan Havard is pictured F with Thames Clippers CEO Sean Nautilus national secretary

Collins at the SE Region TUC (SERTUC) transport industries network meeting last month. Nautilus and other members of the SERTUC transport industries network have been campaigning for greater use of waterborne transport and Mr Collins was invited to make a presentation to delegates at the meeting on the services provided by Thames Clippers. He said the company — which has a recognition agreement with Nautilus — was established in 1999 and now carries some 3.8m passengers a year, with forecasts of

4.2m in 2016 and further increases expected over the next five years as a result of projected growth in the population of London. ‘We always had a vision for the Thames to be a tube line,’ he said, ‘and it gives people an idea of how a fully integrated riverbus service could interlink with all the other transport modes.’ Mr Collins said Thames Clippers is planning further expansion and has invested heavily in new vessels and staff training. Mr Havard said Nautilus is pleased to support the company’s ambitious plans — and is continuing to lobby for more freight to be carried by water.

Bullying guide is going global

Union surveys connectivity

Dickinson and UK Chamber of A Shipping policy director Tim Springett

what it claims to be the A most comprehensive survey ever

Nautilus general secretary Mark

took part in a live web chat last month ahead of 105th session of the International Labour Organisation (ILO) conference. Mr Dickinson and Mr Springett were interviewed by Pete Forster from the ILO as part of a ‘meet the experts’ feature in which they discussed the bullying and harassment prevention guidelines developed by the Union and the Chamber. The interview was held before ILO discussions on the Maritime Labour Convention (MLC) — including an amendment to the MLC tabled by Nautilus, via the International Transport Workers’ Federation (ITF) and by the Chamber of Shipping via the International Chamber of Shipping (ICS), which calls for shipowners to take account of the guidelines. This guidance dates back to research conducted by Nautilus in 2000, which highlighted alarming levels of harassment, a lack of faith in reporting systems or the

implementation of policies where they existed, and that no training was taking place on these issues onshore or at sea. Following this, the Union and the Chamber published the first guidance on eliminating bullying and harassment, which has been expanded over the years to include a video and training document and was adopted at European level in 2013. Mr Springett said he hopped that the inclusion of the bullying and harassment guidelines into the MLC would encourage shipowners and seafarers to work together at company level to develop policies and procedures, appropriate to their operations, to tackle the issue. Mr Dickinson called on all shipping companies around the world to watch the video and read the guidance to develop their own polices. ‘There was no point producing this video and the guidance if it then sat on a shelf gathering dust,’ he concluded. ‘If we want to affect a change in behaviour we have to show people how to tackle these issues and encourage them to take it on for themselves.’

Nautilus has launched

ETV cutbacks ‘a reckless gamble with safety’ taking a ‘reckless gamble’ F with maritime safety by cutting The UK government is

emergency towing vessel (ETV) cover around the country’s coastline, Nautilus warned the Wales TUC conference. The meeting approved a motion moved by Nautilus national secretary Jonathan Havard, pictured above, calling for ministers to ensure there are proper resources in place to deal with a disaster like the Sea Empress tanker grounding in Milford Haven, 20 years ago.

Pointing to more recent accidents off the coast of Wales, such as the sinking of the general cargoship Swanland, with the loss of six lives, and the grounding of the general cargoship Carrier, which led to a 33,000-litre gas oil spill, Mr Havard warned the conference: ‘Whilst the ETVs have been withdrawn, the risks certainly haven’t.’ The motion also voiced concern about cuts at the Maritime & Coastguard Agency and called for action to protect its survey and inspection teams.

undertaken on crew connectivity — and, by taking part, seafarers could win themselves a brand new tablet computer. The survey forms the first step of the Union’s new Crew Communications campaign, which will encourage all shipowners to provide good quality, free internet access to crew onboard their vessels. Members are being urged to participate in the survey to ensure that the voice of the seafarer will lead the discussions on the future of at-sea communications. The survey takes around 10 minutes to complete (depending on the quality of your connection!) so that all aspects of crew communications — including comparisons with seafarers’ usage ashore — can be understood and an in-depth analysis can be made. ‘Some of the questions have been asked before, but this will be the first time that they are all in the same place and the results will allow Nautilus to monitor how the situation has changed in recent years,’ said Nautilus

general secretary Mark Dickinson. ‘It is vital that all members currently serving at sea take part in this survey, whether they believe they have excellent communications onboard or not, as good practice and bad can all help to inform our campaign and provide stepping stones for improvement to the lives of seafarers onboard,’ he pointed out. As well as ensuring that the voice of seafarers is heard within the connectivity at sea debate, every person who completes the survey will be entered into a draw to win one of five tablet computers — helping to ensure that increasing numbers of seafarers can get connected. In order to allow members who are at sea with very poor connectivity to complete the survey, it will run for at least three months. The findings will then be made available to highlight the need for better connectivity at sea, and will also be used as part of the Union’s work with maritime satellite providers and shipping companies to develop best practice for crew communications. g To complete the survey visit: www. surveymonkey.co.uk/r/CrewComms

Viking action update given to Swiss branch conference Pension award for Nautilus International Swiss members F at their annual branch conference Pictured right are Nautilus

last month. The members heard that the action supporting members at Viking River Cruises was ongoing and ex-employees were due to be at an employment tribunal in the next few months. The meeting also heard about

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the recent launch of the Union’s three strategic campaigns and the deadlines for elections taking place at the end of the year. Nautilus staged a special symposium in conjunction with the branch conference, with speakers discussing plans for the future development of the port of Basel — page 27. g UK branch meeting — page 29.

awarded the prestigious Pension F Quality Mark Plus (PQM+) following Nautilus International has been

an independent assessment of its pension provision for employees. PQM+ is awarded to employers who can demonstrate that their pension schemes meet the highest standards in terms of governance, communications and the levels of contributions.

‘This is excellent news and represents a good step forward in the Ensign Retirement Plan’s aim to achieve this standard for all employers in the UK maritime sector,’ said general secretary Mark Dickinson. The PQM award was developed to raise confidence in workplace pensions and is a standard that marks out high quality defined contribution pension schemes.

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July 2016 | nautilusint.org | telegraph | 03

NAUTILUS AT WORK

Minister questioned over ‘building site conditions’ onboard cruiseship

shortreports CADET CALL: shipping companies need to do more to prepare cadets and new recruits for their first trips to sea, a major new research study has recommended. The Gender, Empowerment and Multicultural Crews (GEM) project being led by Southampton Solent University questions whether employers are doing enough to help trainees for a life at sea and it also calls for operators to provide training for masters and senior officers to be able to deal with potential gender issues onboard, particularly when they do not often sail with women. WATCH CHANGE: Chris Rankin, the long-serving chair of the Watch Ashore organisation for the families of Merchant Navy seafarers, has handed over the baton to a new leader — Sue Williams. The switch was made at the Watch Ashore’s AGM in Bristol at the end of May, at which members voted to back a Seafarers UK proposal to ensure MN veterans are supported by the Community Governance Scheme and also agreed to write to MPs about tax law loopholes that are causing concern for seafarers employed by manning agencies.

The Royal Caribbean cruiseship Harmony of the Seas hit the headlines after leaving Southampton Picture: Gary Davies/Maritime Photographic

to explain why the world’s biggest cruiseship A was allowed to sail from Southampton into a Nautilus has asked the UK shipping minister

media controversy over the conditions onboard. Passengers on an inaugural cruise onboard the 223,282gt Harmony of the Seas complained that the vessel was a ‘building site’ — with complaints of dangerous conditions, including missing railing pieces, holes in the deck, debris in pools and numerous trip hazards presented by cabling and equipment in certain areas. Nautilus general secretary Mark Dickinson said he was concerned that so many passenger complaints had been lodged within the space of barely a week after the Royal Caribbean vessel

was subjected to a ‘more detailed inspection’ by the Maritime & Coastguard Agency in the port ‘of Southampton. ‘Even allowing for the company’s reported claim that this was a shakedown cruise, the conditions reported onboard give considerable cause for concern,’ Mr Dickinson said. ‘Problems with drainage and blocked and broken lavatories, together with complaints of a lack of hot water are worrying. The extensive and ongoing cruise industry problems with the introduction, transmission, and spread of gastrointestinal illnesses bear testament to the critical importance of high hygiene and sanitation standards.’ In a letter to shipping minister Robert

Goodwill, Mr Dickinson questioned the level of attention paid by the company and the MCA to the requirement of the ISM Code that all identified risks should be assessed. ‘It appears to be rather puzzling in this context that passengers were not prevented from entering areas onboard which still represented a construction site,’ he wrote. Mr Dickinson urged the minister to explain why it was deemed acceptable for the ship to sail with passengers onboard when so much work was still being undertaken onboard, and to provide assurances that commercial considerations — getting the ship into service — did not take precedence over safety considerations.

UK-flag fleet is ‘far from rosy’ Nautilus says new government figures underline urgent need for action

New official statistics on the size of the UKregistered shipping fleet underline the need for urgent action by the government, Nautilus International warned last month. Announcing the 2015 fleet statistics, the Department for Transport hailed the 8% increase in tonnage under the UK flag last year and said the fleet is now five times the size it was in 1999. ‘The state of the red ensign fleet is very different from the somewhat rosy picture that the Department for Transport has tried to portray and we are very concerned about the underlying trends for British shipping,’ said general secretary Mark Dickinson. ‘While the government trumpets an 8% increase in UK-registered deadweight tonnage — the

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first increase in four years — this masks a numerical decline (from 712 to 457) in the number of UKregistered ships between 2009 and 2015,’ he pointed out. ‘UK-registered tonnage has declined by an average of 3% a year over the past five years, compared with world fleet growth of 5% per annum over the same period,’ Mr Dickinson added, ‘and the UK fleet now represents just 0.8% of the world total. ‘Even more serious is an 18% decline in direct UK-owned tonnage over the past year — from 16.5m to 13.5m dwt,’ he added. ‘The number of UK-owned trading vessels of 500gt and above fell from 508 in 2014 to 466 last year and is down from 604 in 2009. ‘Only 27% of UK-owned tonnage is on the UK register,’ Mr Dickinson said, ‘and we have to ask why so few UK shipowners

chose to use the UK Ship Register (the proportion has fallen from more than one-third to barely one-quarter over the past decade) and why it seems more attractive to foreign owners than to British owners. ‘The underlying, and signiﬁcant, decline in UK direct-owned tonnage is particularly disturbing as this component should be the most critical in the make-up of the British shipping industry and, in principle, should be the component that is most committed to UK employment and training, as well as maintaining the wider UK maritime infrastructure. ‘Taken overall, the statistics should be a cause of concern and should underline the urgency of the government acting on the ﬁndings of the Maritime Growth Study and implementing the measures that will enable the UK

shipping industry to compete with countries who have farsighted visions for their maritime sectors, matched by positive support measures,’ Mr Dickinson said. UK Chamber of Shipping CEO Guy Platten described the 8% increase in UK-ﬂagged tonnage as ‘a positive sign of the nascent recovery in conﬁdence in the UK Ship Register’. But, he warned, much more needs to be done if the UK is to reach the government’s own target of 2% of world tonnage. ‘That the UK is open to international investment is one of the great things about our economy,’ he said, ‘but the government must recognise the serious longterm threat the decline in UK ownership represents, and work with the industry to ensure that we do not lose further ground to our global competitors.’

CAPACITY WARNING: world shipbuilding capacity remains around 50% above the level required to meet annual average demand — even though more than 550 yards closed last year, shipping economist Martin Stopford warned last month. Mr Stopford, nonexecutive president of Clarkson Research, said new orders have dropped to levels not seen since the 1980s and with global seaborne trade set to grow by only 2% this year, further cuts in shipbuilding capacity are needed. IRISH ORDER: the Irish Continental Group has ordered a €144m cruise ferry from the German company Flensburger. The 55,000gt vessel will carry up to 1,885 passengers and crew, 300 cars, and 165 freight vehicles. Due to be delivered in May 2018, the new ship is expected to operate on routes served by the chartered ship Epsilon between Dublin and Holyhead and Ireland and France on weekends. MAERSK ACCUSED: the Maersk Group has been accused of undermining its reputation by pressing ahead with plans to send ships for breaking at beaching yards in Alang, India. Sotoris Raptis, shipping officer at Transport & the Environment, said the company’s change of policy demonstrated ‘a cavalier attitude towards the environmental impacts of dismantling ships in the intertidal zone’. CYBER CALL: merchant ships face significant risks of cyber-attack because many are operating with outdated software, a new report has warned. Research carried out at Plymouth University says shipping companies can mitigate the risks by providing better training for seafarers and improving the design of ships. BALLAST PROGRESS: the implementation of the Ballast Water Management Convention has inched forward with Peru becoming the 51st countries to sign up to the treaty. Its ratification means flag states with 34.87% of world tonnage have signed up — just short of the 35% needed to bring the measure into effect. LEVY PLEA: the UK Chamber of Shipping and the Merchant Navy Training Board have backed the CBI’s call to delay the implementation of the national apprenticeship levy, warning of a lack of clarity about the scheme and the implications it may have on employers and existing apprenticeship programmes. STAR APPEAL: three Danish MPs have tabled a bill calling for a special investigation group to undertake a six-month study of the controversial circumstances surrounding the 1990 loss of the ferry Scandinavian Star. THOMSON BUY: UK-based Thomson Cruises has bought the 69,130gt Legend of the Seas from Royal Caribbean International. The vessel, to be renamed TUI Discovery 2, will increase the Thomson fleet to six ships. CRUISE BOOM: the Cruise Lines International Association says 23.2m took ocean cruises last year — up 4% from the previous year.

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NAUTILUS AT WORK

shortreports ORKNEY TALKS: a cross-union follow-up meeting to discuss Orkney Ferries’ comparability study took place in June. Nautilus national ferry organiser Micky Smyth met with representatives from Unite and RMT to discuss updates relating to the Precious Alliance report. Nautilus reiterated its claim for members to be awarded an extra seven days’ leave to bring Orkney Ferries employees in line with the 28 days given by other ferry operators. The unions are due to have further talks with management on 4 July in Aberdeen. SERCO UPDATE: Nautilus has taken part in further talks on updating the terms and conditions for members employed by Serco Ferries (Guernsey) Crewing. National ferry organiser Micky Smyth and liaison officer Sean Smith met the company’s management onboard Hjatland in May and reiterated the Union’s final position during the meeting. However, the company confirmed it would continue with its sick pay benefits on a discretionary basis after the sickness entitlement has been exhausted. PATERNITY PLEA: one in every five new fathers in the UK fail to qualify for paternity pay, the TUC warned last month. In an analysis published to coincide with Fathers’ Day in June, the TUC said 22% of the nearly 600,000 working dads around the UK who have had a child in the past 12 months did not qualify for two weeks’ statutory paternity pay. The main reasons for missing out were being self-employed or not having worked for their companies long enough. IRISH REVISION: proposals for revised terms and conditions for members employed by P&O Irish Sea (Jersey) have been circulated to members following scrutiny by liaison officers. National ferry organiser Micky Smyth said the long-running negotiations had been concluded, and a document fit for purpose — and updated to the satisfaction of all parties — has been produced. NERC REJECTION: a 1% pay increase and new pay scale structures have been rejected by members employed by Natural Environment Research Council (NERC) on ships operated by NOCS-NMFSS following consultations. STENA START: a further meeting was due to take place as the Telegraph went to print to discuss ongoing issues relating to junior officer starting salaries for members employed by Stena Line (North Sea). SEATRUCK LIAISON: Ian Batts has been appointed the new Nautilus liaison officer for Seatruck Progress. Nine further liaison officer roles are still available within the Seatruck Ferries fleet. MAERSK DEAL: members employed by Maersk Offshore (Guernsey) and serving on tanker vessels have voted to accept a 1% pay offer. The increase will be backdated to 1 January 2016.

ITF rejects call for pay freeze Workers’ Federation (ITF) A has rejected a request from major The International Transport

Nautilus industrial organiser Lisa Carr and senior assistant organiser Danny McGowan (second right) are pictured above with members during a meeting onboard the British Antarctic Survey (BAS) vessel Ernest Shackleton in June. The visit followed the rejection of a 1% pay offer from the Natural Environment Research Council (NERC). The Union has now written to management to request a further meeting to discuss the outcome and is planning to visit more members during July.

CalMac tender is the winner Nautilus welcomes end of long-running bids for contract

Nautilus International has welcomed the news that Caledonian MacBrayne has won the tendering process to operate the Clyde and Hebrides lifeline ferry services. CalMac was chosen as the preferred bidder following a competitive tender for the services, beating off a rival bid submitted by Serco. Its tender price for the full eight-year term of the contract — which takes effect on 1 October this year — came in at £900m, within the Scottish government’s upper estimate of £1bn. Announcing the decision, Scotland’s ﬁrst minister Nicola Sturgeon said: ‘CalMac have a long and proud tradition of running the Clyde and Hebrides routes, and the company is woven into the fabric of the communities they serve. ‘Their tender offers a good deal for those communities served by these vital transport links and ensures that we can maximise the opportunities to support and

nurture our island economies,’ he added. Nautilus national ferry officer Micky Smyth said he was delighted that CalMac had been successful. ‘The decision is a victory for common sense, reflecting the company’s commitment to quality employment and training, and high operational standards. ‘The tender is based on a commitment to increase passenger and vehicle traffic, to grow local employment and to provide more apprenticeships,’ he added. ‘It also gives commitments to retaining the CalMac pension scheme and a policy of no compulsory redundancies. ‘Thanks should go to all the members and the unions who campaigned so effectively over the tendering process — in particular the Scottish TUC and its assistant secretary Stephen Boyd,’ Mr Smyth said. ‘Once again, however, the tendering process has created con-

siderable uncertainty and concerns among CalMac staff and the ferry users, and we hope that this will be the last time that such an unnecessary and expensive process has to be undertaken.’ Nautilus Council member Ian MacKenzie, who serves with the company, commented: ‘It’s good that the long wait is over and, as chair of the Nautilus UK committee, I look forward to working with the company to see it carry out its commitments on training and operations, and bringing its aspirations for increased passenger and commercial trafﬁc into reality.’ CalMac MD Martin Dorchester said the company was proud to have made the successful bid and said it reﬂected the hard work of staff at sea and ashore over the past nine year. He promised the company would be taking ‘an innovative approach to vessel maintenance to minimise disruption to services’ and would retain its commitment to safety.

RFA members provide feedback on pay talks Jonathan Havard is pictured F above left with Royal Fleet Auxiliary Nautilus national secretary

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maritime employers to delay the implementation of a 3.5% pay rise, originally agreed to take effect on 1 January 2017. Owners and managers belonging to the Joint Negotiating Group said they wanted to postpone the scheduled increase because industry forecasts at the time the deal was agreed in 2014 ‘turned out to be significantly off the mark’. The International Bargaining Forum (IBF) agreement involved a 6.5% increase spread over three years, with the largest annual increase of 3.5% scheduled to take effect at the end of this year on the basis that the industry was expected to be in recovery mode by then. But dry bulk, containers and other sectors remain in deep recession, while there are concerns the tanker boom has run out of steam and is set for a reversal. The JNG said shipping companies are struggling to maintain current cost levels and some have been walking away from union agreements altogether. ‘The level playing field we have sought to establish is being put at risk as it is, and it will be impossible for most to sustain such a significant increase next year,’ it added. The employers argued that the credibility of the IBF could be called into question if the increase took effect at a time when the International Labour Organisation (ILO) had agreed a two-freeze of the minimum wage for ratings. But ITF maritime coordinator Jacqueline Smith says she is not prepared to budge on the 2014 deal and expects employers to honour the wage rises. ‘The phased increases were included at the request of our industry partners in the IBF process,’ she added. ‘While we understand that some individual members feel that conditions have not improved as much as they had hoped they would, this is not the case in all markets, and we stand by the negotiated results of those discussions. Had the situation been reversed, we would not have expected agreement on a sudden increase in agreed wages.’

(RFA) members during a visit to Argus in Falmouth last month. Mr Havard and Nautilus liaison officer Russell Downs visited members onboard Wave Ruler and Fort Rosalie in Portland, and Wave Knight in Devonport, to discuss their views on the current position in the 2015 pay and conditions negotiations. Their feedback has helped form the basis of the Union’s approach to a further meeting with RFA Commodore Duncan Lamb, which had been due to take place in the last week of June. Members will be advised of the outcome of that meeting via bulletin and will be consulted, if appropriate, once a written response from the Commodore has been issued. Members are also reminded that

although the 2015 pay review is being progressed by Mr Havard, Nautilus national secretary Steve Doran is now responsible for RFA members. z Defence minister Michael Fallon is pictured below left during a visit to RFA Cardigan Bay to witness the vessel’s work in countering illegal people–trafficking and migration as part of the UK commitment to NATO’s activity in the Aegean Sea. The minister said the RFA ships Mounts Bay, Fort Victoria and Cardigan Bay had proved to be highly effective in their work with Greek and Turkish coastguards to cut the flow of migrants. ‘It is crucial that we focus our efforts on stopping this trade in human misery,’ he added. ‘British ships have been at the forefront of the progress made in the Aegean — helping to disrupt people–trafficking routes and save lives.’

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July 2016 | nautilusint.org | telegraph | 05

NAUTILUS AT WORK

Union backs IoM ferry service call General secretary urges Manx government to bring forward sea service deal

Nautilus has written to the Isle of Man government to put its weight behind a call to retain the Isle of Man Steam Packet Company as the island’s primary ferry operator. The Union says it supports the company’s call for the Manx government to secure a new Strategic Sea Services agreement this year, which will help to bring forward investment in new tonnage. The IoM Steam Packet Company — the world’s oldest continually operating passenger shipping company — has revealed details of its full offer document it presented to the government’s Strategic Sea Services working group. The documents set out the business case behind the company’s offer, including the promise to invest £170m in new vessels, port facilities and fare reductions, increase year-round passenger capacity, guarantee more special offers, and introduce a new frequent traveller scheme. In a letter to infrastructure minister Philip Gawne, Nautilus general secretary Mark Dickinson said the Union ‘warmly welcomed’ the Steam Packet Company’s commitments and urged the Isle of Man government to extend the current deal to end

shortreports FLEET REVISION: a series of meetings has been arranged to discuss plans to revise the terms and conditions of members employed by Fleet Maritime Services (Bermuda) as deck and technical officers on Cunard & P&O Cruises vessels. Three meetings between the Union and Fleet Maritime management will take place at Carnival House. The first will be on 12 July and the others will be held on 9 and 22 August. Nautilus is asking Partnership at Work (PAW) delegates to put their names forward to attend the meetings. GLOBAL GRIEVANCE: Nautilus has held further talks with GMSG over the collective grievance lodged by the Union following the changes to members’ terms and conditions introduced earlier this year. Industrial organiser Lisa Carr said management had acknowledged the need for consultation and both parties were keen to seek a compromise on the main issues, with a review to consider the changes in a ‘constructive’ manner. HANSON CLAIM: industrial organiser Paul Schroder and liaison officers Dave Miller and Jeff Dulley have met Hanson management to discuss an ongoing pay claim. As the Telegraph went to print, the Union was waiting for a written offer from the company before consulting members.

and TUC deputy general secretary Paul Nowak F visited the Stena Mersey last month to meet members Nautilus national ferry organiser Micky Smyth

and discuss the Union’s Fair Ferries campaign. They are pictured above, together with Steve Todd from the RMT union and Nautilus member Captain Giovanni Maresca, ‘We were glad to show Mr Nowak the realities of any uncertainty over the future. ‘The pressure on ferry companies running on Irish Sea routes is intense and it was one of the reasons why Nautilus launched its Fair Ferries campaign in January 2014 — to spearhead the ﬁght to protect members’ jobs and conditions in the ferry sector against unfair competition through social dumping and increasing commercial and political pressures,’ explained Mr Dickinson.

life at sea and to explain some of the pressures faced by reputable shipping companies as a result of intense and unfair competitive pressures,’ said Mr Smyth. ‘Stena is committed to high standards and has 280 cadets in training. All are offered OOW jobs and 92 qualified last year,’ he pointed out. ‘It is not right that it is undermined by others who make no such commitment.’

‘Nautilus is determined to protect the employment, training and conditions of seafarers in the UK ferry industry, and the Steam Packet Company’s proposals to enhance its services with new tonnage are extremely positive. ‘Nautilus therefore strongly supports the case for a new Strategic Sea Services Agreement to be reached this year, so the Steam Packet Company can bring forward its planned investment in

new tonnage, along with the associated proposals for enhancing services,’ he concluded. The current ferry arrangements are governed by the Linkspan User Agreement. This agreement was ﬁrst approved by Tynwald in 1995 to provide long-term stability and to enable government to control aspects of fares and schedules. The current user agreement runs until the end of 2026.

LCT RISE: members employed by LCT Support Services (Newhaven) have voted to accept the company’s pay and conditions offer following an extended consultation. The deal will see members receive a 1% pay increase and a 1% tug allowance increase. PRINCELY SUM: members employed by P&O Maritime Services onboard Prince Madog have voted by an 80% majority to accept a 1% pay offer tabled as part of the 2016 pay and conditions review. CEFAS INCREASE: consultations with members employed by P&O Maritime Services onboard Cefas Endeavour have shown a two-to-one majority in favour of accepting a 2% pay offer. FISHER SETTLEMENT: Nautilus has accepted a 1.5% pay offer following consultations with members employed by James Fisher. The increase will be backdated to 1 April 2016. MEDWAY CONSULT: Nautilus members employed by Medway VTS are being consulted over a proposed 2% pay offer which will be back-dated to 1 April 2016 if accepted. UNION INCREASE: the TUC has welcomed official new figures showing that the overall number of UK trade union members has increased by 36,000 to 6.49m people.

Nautilus general secretary Mark Dickinson has continued a series of fact-finding visits to meet members onboard a variety of vessels around the UK coast. He is pictured above onboard the P&O ferry Pride of Burgundy

withe OBS manager Ian Cross, senior chief engineer Phil Court and senior master Captain Bob Archibald; and below onboard Pride of Canterbury with shortsea liaison officer committee chairman Paul Dilks and chief engineer Mike Wacher.

Nautilus industrial organiser Paul Schroder is pictured with members employed by Cemex onboard the UK-flagged dredger Sand Fulmar. During the visit, which took place while the 5,307gt was in the River Thames, Mr Schroder reiterated the importance of the role of having liaison officers onboard all vessels in the fleet, as well as the Union’s efforts to improve members’ connectivity while at sea.

DELIVERY WORLDWIDE

Pictured above with Nautilus national ferry organiser Micky Smyth are chief engineer George Johnston (left), night master Alan Meehan (second right) and master Phil Hill (right) during a visit to the P&O ferry European Endeavour. Discussions with members covered issues including revisions to terms and conditions and the proposed bonus scheme for 2017.

04-05_at work.indd 5

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

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

21/06/2016 17:18

06 | telegraph | nautilusint.org | July 2016

OFFSHORE NEWS

shortreports SEAHORSE CHANGES: a meeting to discuss proposed changes to the terms and condition of members employed by Seahorse Maritime and serving on Sealion vessels took place last month in Farnham. Members’ suggestions of changes to be considered were raised and included a 10% pay reduction, sundry travel expenses, passport costs and ticket revalidation cost reductions. Members will be updated when a response has been received from the company. CHOPPER PROBE: unions have welcomed the publication of a Norwegian report on a Super Puma offshore helicopter accident in Norway, which claimed the lives of 13 men. Tommy Campbell, chair of the Offshore Coordinating Group of unions, commented: ‘There is no question of this aircraft type coming back into service any time soon as a consequence of these latest findings.’ DEEP CUTS: members serving with Deep Ocean (Guernsey) are being asked to provide feedback on company cost-cutting plans. Following a meeting this month, Nautilus has asked members for their views on a 5.5% reduction on basic salaries as well as a 5.5% reduction on the subsea allowance. Consultation was due to close at the end of June and results will be known early in July. WESTMINSTER CALL: the Westminster government needs to do more to safeguard North Sea oil and gas exploration, Scotland’s economy secretary Keith Brown warned last month. He told the Oil & Gas UK conference that Budget measures to help the sector, while welcome, were not being taken forward fast enough and ministers should not consider it ‘a job done’. WIND MOVE: Bibby Offshore has announced a move into the offshore wind array cable installation market after acquiring a power cable lay carousel from Ecosse Subsea Systems, which will enable it to lay power cables for offshore wind projects from its vessels. The company recently revealed its order for a newbuild walkto-work service operation vessel, Bibby WaveMaster 1. SUBSEA HIT: Subsea 7 has been forced to end a charter for its Isle of Man-flagged Seven Mar as a result of Brazilian laws which prioritise domestic shipping. The company said it had to terminate the day-rate contract for its pipelay support vessel with Petrobras seven months earlier than expected and the group’s backlog has diminister by US$47m as a result. AHTS LAUNCH: the Dutch-flagged ALP Striker — the first in a series of four ultra-long distance AHTS vessels — has been named in Japan. Built for ALP Maritime Services, the 5,700gt Future Class vessels have a bollard pull of 300 tonnes, a service speed of 13 knots and can tow at full power for 45 days. MAERSK FREEZE: members employed by Maersk Offshore (Guernsey) and serving on supply vessels have voted reluctantly to accept the company’s proposed pay freeze in the light of the current industry climate.

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Unions condemn ‘slavery’ on OSVs Ministers urged to act over abuse of crew on Indian-flagged support ships

Unions have condemned conditions onboard two offshore supply vessels whose crews have been stranded in the UK with several months of owed wages. International Transport Workers’ Federation inspectors have been providing support to the seafarers onboard the Indianﬂagged Malaviya Seven and Malaviya Twenty, in the ports of Aberdeen and Great Yarmouth last month. The two ships are owned by Mumbai-based GOL Offshore, and the Indian crew members complain that they have not been paid for various periods since the start of this year. The Maritime & Coastguard Agency said Malaviya Seven had been detained in Aberdeen under MLC regulations, for nonpayment of seafarers’ wages and for not fully complying with the requirements for seafarers’ employment agreements. The Agency said Malavia Twenty had been inspected in Great Yarmouth and was likely to remain in port ‘for some time’. Nautilus/ITF inspector Paul Keenan has been assisting the Malaviya Twenty crew with their back pay claims and repatriation arrangements. He said the owed wages could amount to as much as US$400,000. The Apostleship of the Sea

Nautilus/ITF inspector Paul Keenan with crew members stranded onboard the support vessel Malaviya Twenty in the port of Great Yarmouth

(AoS) is working with the ITF to provide support to Malaviya Seven’s crew, Port chaplain Doug Duncan commented: ‘They just

want to get paid and go home. However, we fear that their ordeal could drag on for weeks, if not months, because of the

Campaign against cuts from the UK, Denmark and A Norway have met in Aberdeen to

Maritime and offshore unions

discuss a strategy for challenging the replacement of quality jobs with cheap labour by employers in the North Sea. The unions — affiliated to the International Transport Workers’ Federation (ITF) and IndustriAll — hit out at the ‘social dumping’ in

the sector which has resulted in the estimated loss of more than 50,000 members’ jobs. ITF general secretary Steve Cotton commented: ‘The Oil & Gas Authority are talking about the desire to retain people and skills in the sector and to retrain and redeploy the workforce, but we need to see real commitment to that in terms of action.’

huge amount of money involved. Their predicament is made worse as they are stranded miles away from their homes and family members.’ Nautilus general secretary Mark Dickinson described the case as shocking and said it underlined the need for the UK government to protect employment standards in UK waters. ‘It is time for ministers to take the lead and ensure that conditions are appropriate for our waters,’ he added. ‘The UK should be driving forward the recommendations of the EU maritime task force which recognised the case for regulation of manning conditions in offshore services.’ RMT general secretary Mick Cash said the case was an example of ‘modern-day slavery’ and ‘exposes the shameful practices in the exploitation of our natural resources’. Such abuse of migrant workers act as ‘a catalyst for the dumping of UK seafarers’, he added. Aberdeen MPs Callum McCaig and Kirsty Blackman have written to home secretary Theresa May calling for an investigation into the case and for assurances that such ‘alarming’ incidents would not be allowed to occur in future. g Aberdeen museum marks anniversary of notable maritime dispute on page 26.

Operators warn of 40,000 more N Sea job losses oil price slump has hit the F ‘super-mature’ North Sea particularly Oil & Gas UK said the global

hard. Last year, it said, the number of jobs supported by the UK’s offshore industry fell by an estimated 84,000 from a peak of more than 450,000, and is now set to fall a further 40,000 by the end of this year. ‘We cannot underestimate the impact the global downturn in the industry is having on the UK economy, nor the personal toll for those who have lost their jobs, and the effect on their families and colleagues,’ said Oil & Gas UK chief executive Deirdre Michie. ‘The industry has been spending more than it is earning since the oil price slump towards the end of 2014,’ she added. ‘This is not sustainable and companies have been faced with some very difficult decisions.’ Further efficiencies will be needed to create a sustainable industry, Ms Michie warned. ‘With up to 20bn barrels of oil and gas still to recover,

this region is still very much open for business,’ she said. Tommy Campbell, chair of the Offshore Coordinating Group (OCG) of unions — which includes Nautilus — said the news was a further kick in the teeth to workers in the sector. ‘These grim figures come as no surprise to the offshore trade unions, nor indeed the wider trade union movement, which has witnessed the impact of the downturn begin to spread beyond NE Scotland,’ he added. ‘The OCG believes that the scale and nature of what is happening in the offshore sector is, even at this stage, not yet fully appreciated by many politicians and commentators. ‘There is certainly more that the UK government can do to incentivise and support the exploration that is vital to the industry’s future and the Scottish government must redouble efforts to support both redundant workers and the industry’s skills base,’ Mr Campbell concluded.

Seacat Services trainees celebrate the completion of their studies

Windfarm support vessel firm in boost to training vessel operator has announced F it will be making a ‘considerable An offshore energy support

investment’ into its maritime apprenticeship scheme, having launched new dedicated traineeship and more advanced cadetship programmes. Isle of Wight-based Seacat Services will be introducing a 12-week traineeship to allow 16 candidates the chance to get a taste of living and working at sea before starting the full 52-week maritime apprenticeship course. Shore-based elements of the

apprenticeship programme — taking place at Red Ensign’s training centre in Cowes — have also been enhanced thanks to the acquisition of a specialist training vessel; the 16m catamaran Explorer, which is fitted with the same bridge equipment, crane and bow as an advanced offshore energy support vessel. The apprenticeship scheme was launched in 2014 and attracted more than 200 applications from the local Isle of Wight community. The first 12 apprentices graduated from the course in September 2015 and Seacat Services now employs 60 seafarers.

21/06/2016 15:38

July 2016 | nautilusint.org | telegraph | 07

NEWS

First ETO graduates at Warsash electro-technical (METO) A officer cadets to graduate from

Pictured left are the first marine

Southampton Solent University’s Warsash Maritime Academy. The trainees, who began their foundation degree in marine electrical and electronic engineering in January 2013, celebrated the completion of their studies with the award of the first Radio Officers’ Association ETO prize at Warsash. METO cadet officer Adeyemi Ojuade was presented with the award by Professor Brian Cotton, the Association’s life president, for his achievement in gaining the highest marks in the GMDSS radio maintenance certificate examination.

Cadet stung by job ‘scammers’ Fraudsters charge member for visa fees after promise of work with US firm

Nautilus International is supporting a cadet member who has fallen victim to a jobs ‘scam’ by fraudsters claiming to be recruiting for Dragados Offshore USA. The member — who was on the verge of qualifying as an officer — had signed up to the MaritimeUnion jobs website, and a few weeks later he received an offer of employment purporting to come from Dragados Offshore’s offices in Houston. He was asked to complete an online application form, giving details of his training and certification, and after submitting this was told that he had passed a screening exercise and was formally offered an appointment to work Dragados Offshore (USA). After signing his acceptance of the offer, he was contacted

by someone claiming to be an immigration lawyer responsible for processing work permit and travel arrangements. After asking for various details, the ‘attorney’ then requested payment of US$1,820 for the fees associated with the visa application. Following this came a further request for the payment of $2,700 to cover insurance for such things as medical expenses, evacuation and repatriation, personal accident and permanent disability. The member said he saw no signs of a scam in his initial exchanges with the company but became increasingly suspicious about the authenticity of the job offer as emails were riddled with mistakes and the payment method did not seem very safe. ‘I paid this initial payment, but when they asked for another I

began to become more and more dubious,’ he told the Telegraph. ‘After some research and emailing certain people, it was highlighted that this was actually a scam.’ The member said the ‘attorney’ had been promising that the company would pay some wages upfront once the visa application was approved — but even when he challenged him with links to online evidence about other victims of the scam the lawyer continued to seek payment, claiming that ‘some reviews and comments were submitted by employers, competitors or disgruntled applicants of Dragados Offshore’. The member said he had lost money which he had been saving towards his education costs. ‘I would like to highlight what has happened to me and hopefully you may be able to highlight this

to other people,’ he added. Nautilus national secretary Jonathan Havard commented: ‘We are doing what we can to assist this unfortunate member, but the criminals who exploit seafarers in this way use all sorts of dodges and can easily change their “company” names from one week to the next. ‘Sadly, scams like this are alltoo common and an increasing number of seafarers have been conned out of cash as a consequence,’ he added. ‘Members should be aware that requesting advance payments for work on ships is prohibited under international maritime conventions, and if you’re told to pay airfares or registration fees, ask yourself why the people who are offering these well-paid jobs can’t ﬁnd that money themselves.’

Engineer shortage is ‘fuelling pay problems’ officers is posing problems for shipping F companies, a crewing agency official has warned. A growing shortage of qualified engineer

Captain Aleksandrs Goridjko, who works for Hanza Marine Management in Latvia — a partner company to Scottish-based Norbulk Shipping — says fewer young people are choosing to work as marine engineers. He says he has witnessed a decline in the number of engineer officer cadets

in Latvia and he fears the problem is also being experienced in many other countries. ‘More young people prefer to become deck officers than engineers, considering the job of engineer to be more difficult and thought of as a more dirty job,’ he explained. ‘The job of deck officer is thought of as a more prestigious, clean role where you are always on the bridge or on deck of the ship.’

Capt Goridjko says some owners have been using pay incentives in an attempt to make engineering roles more attractive — causing resentment among masters and senior deck officers. ‘In a lot of cases a chief engineer is paid the same as a captain’s salary, which leaves the captains unhappy because their role is the top dog of the ship,’ he added. ‘But the shipowners pay what the market demands.’

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Adeyemi, who is sponsored by Chiltern Maritime, said: ‘I feel very honoured to receive this award. I had a BTEC in engineering electronics and when NYK Ship Management UK offered me the opportunity, I applied for the METO foundation degree to further my career and skills in electronics. ‘I have always liked the sea, loved travelling and I hope to one day gain enough experience to eventually look at becoming an electrical safety officer and consultant in this field,’ he added. ‘I have enjoyed my studies at Warsash, it has been a fantastic learning experience, which has widened my knowledge practically and theoretically.’

It was also a first for cadet Amber Hamson — not only is she the first female METO graduate from the academy, but she’s also the first Royal Fleet Auxiliary (RFA) female METO officer cadet. ‘I particularly found the time in the workshop rewarding, especially applying what you are learning in the classroom,’ she said. ‘I found the advanced maths challenging, but it was all relevant and cross-linked to our learning. ‘The responsibilities of an ETO are varied day-to-day as you are covering a far greater range of equipment across the ship,’ she added. ‘I am excited for the future and look forward to my next instructions from RFA.’

Master of stranded ship fined for being drunk in charge abandoned in a UK port was F taken to court for being drunk in

The master of a merchant ship

charge of his vessel last month, even though it has not been to sea for more than six weeks. Captain Gennardy Lupey appeared before Medway Magistrates’ Court after police were called to the Cook Islands-flagged containership Southern Star in Chatham Docks after a flare was set off during an onboard barbecue. The 4,450gt has been arrested by the Admiralty Marshal because of debts and has been under detention since 4 May, when a Maritime & Coastguard Agency inspection found six defects onboard showing ‘serious failure or lack of implementation of the ISM Code’. Prosecutor James Nichols told the court that police patrols were sent to the docks after the flare had been spotted. When police asked Capt Lupey what had happened, they noticed that his speech was slurred and he appeared to have been drinking. Capt Lupey said he had been

sleeping in his cabin when the flare was set off by some of his crew members who had organised a barbecue to celebrate Victory Day — a national holiday in Russia, marking the Soviet Union’s defeat of Nazi Germany in the Second World War. Capt Lupey said he did not see the flare being let off as he had retired to his cabin over an hour earlier after drinking several glasses of whisky. The court heard a breath test had shown an alcohol content of 91mg per 100ml, against the legal limit of 35mg. The court heard that Capt Lupey, who is originally from Estonia, had a clean record and was penniless, as he and his crew had not been paid by their company for several months. Magistrates decided to give the master a 12-month conditional discharge and ordered him to pay a victim surcharge of £15. Some of the 13 crew on the ship have returned home, but Capt Lupey and seven other seafarers remained onboad while the International Transport Workers’ Federation and the Apostleship of the Sea (AoS) sought to recover their unpaid wages.

PLA and partners in plan to boost training on Thames been launched in a bid to help F bridge the increasing skills gap for A new training academy has

marine crews operating on the UK’s busiest waterway. The Thames Skills Academy (TSA) will provide marine and port operations training and development, whilst also supporting career progression for people starting their working life on the Thames. The employer-led initiative is

being supported by the Port of London Authority (PLA), Transport for London, Thames Tideway Tunnel contractors, and the Company of Watermen & Lightermen. PLA chief harbour master Bob Baker said: ‘The Thames is a marine superhighway which can unlock the congestion on the roads and help lower emissions. We can realise that potential with well-trained workers that the new academy will help create.’

With our modern travel management platform we can book the most competitive rates with major airlines and low cost carriers as well as marine fares. This service also includes hotels, transfers, car rentals and rail from any location around the globe.

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21/06/2016 12:10

08 | telegraph | nautilusint.org | July 2016

LARGE YACHT NEWS

Hoylake centre celebrates 20 years New website aims to provide a bit of transparency on crew salaries

Hoylake Sailing School in the A Wirral taking part in a day skipper

Pictured right are students at

course last month as the facility celebrated its 20th anniversary as an accredited RYA training centre. Founded by Captain John Percival, the centre — which now boasts nine teaching rooms — runs all of the RYA Shore-based Cruising Scheme courses, and its JPMA arm serves as an MCA training centre, offering superyacht courses for deck (OOW and Master) and engineering (AEC and MEOL) certificates. Hoylake Sailing School also delivers training to students from the workboat industry and works closely with the National Workboat

by Michael Howorth

to compare yachting industry r salaries promises to shed some A new peer-to-peer website

Association to provide training and guidance on certification matters. Managing director Anna Percival-Harris said: ‘My father founded Hoylake Sailing School

as a part-time hobby — little did he know that 20 years later it would have developed into one of the largest small craft training establishments in the UK.’

transparency to pay rates in the sector. Set up by the Antibes-based agency YPI Crew, www.yachtingsalaries. com attracted more than 800 entries within a couple of months after launching earlier this year, quickly establishing the site as offering the most comprehensive and up-to-date salary data within the global yachting industry. The site enables crew to provide

accurate and anonymous salary data by answering a few questions about their current role. In return they get access to all the salary information shared by other members of the yachting community. As the data is entered by members of the community, the site works on an honesty-based system. There is really no incentive for contributors to mislead people about what they earn. Any inflated or inconsistent salary entries can be ‘flagged’ as suspicious by other members of the community or by YPI Crew and quickly removed from the system to ensure the accuracy

of data is maintained. One of the other key differences of the site over the traditional ‘once a year’ salary survey is that information is added by site visitors on a daily basis, with the salary database updated in real time and available for instant searching. The site also makes use of the median (as opposed to the average) to report cumulative salary results, helping to lessen the impact of any ‘extreme’ salary entries. So far, the yachting community appears to have embraced the concept with open arms.

Union providing help for Ocean Victory crew

One-stop app for services and chat

Nautilus promises to defend any members who suffer problems in the aftermath of accident

superyacht crew members — F YachtNeeds and YachtChat — have

Nautilus International is continuing to provide specialist support to members who were involved in a fatal accident on-board the 130m superyacht Ocean Victory in March. The Bulgarian third ofﬁcer on the vessel died after his legs were struck by the anchor chain when the windlass brake failed and the bitter end broke off as the yacht was anchoring off the coast of Thailand. The Union has been providing legal, technical and welfare support to members ever since the accident, and is ensuring that they receive the best representation, individually and collectively, during a thorough investigation process with regulatory authorities. Senior national secretary Garry Elliott

commented: ‘The initial priority was to see our members repatriated and provided with appropriate support and counselling, ensuring the employer took on its full duty of care to their employees. ‘Having achieved this, it was then imperative that crew members not returning to the vessel received their full ﬁnancial remuneration. This is presently occurring through the Nautilus legal department in London and our legal representatives in France,’ he added. Mr Elliott promised that Nautilus will robustly defend any members against any discrimination or victimisation that might occur as a consequence of facilitating the investigation process. ‘As the investigation gathers pace and

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

As part of our growing support for seafarers serving in the large yacht sector, all members are entitled to a free copy of the Nautilus service record book, which has been produced to assist in the recording and calculation of qualifying sea service for the purpose of certification. Nautilus International works closely with the MCA and regulatory authorities in Europe and around the world, and this SRB is one of only two that the MCA recognises worldwide as evidence of acceptable service. p Once your yacht service is verified O in our office in Antibes, then the MCA accepts the Nautilus SRB as M ssufficient proof of onboard and sea sservice and no further supporting ddocumentation is required. zContact the membership ddepartment either via email or telephone to receive your free SRB. te

08_yachts.indd 8

the findings come to the forefront, Nautilus will ensure that we are part of that process in respect of ensuring responsibility is taken onboard by the owner, employer, agent and senior management,’ he added. ‘We are working to ensure that the investigation is fair and transparent and that the findings are widely disseminated in the hope of preventing seafarers from experiencing such traumatic circumstances in future. ‘The journey is far from over and Nautilus has just begun in ensuring our members are protected and supported appropriately.’ Mr Elliott said that Nautilus was confident that crew members who decided not to return to the vessel by mutual con-

sent have entered into other employment opportunities within the sector. ‘Our aim and objective all along has been the welfare of the seafarers and our members, and we will not tolerate any form of “blacklisting” towards any of our members who have acted throughout the process in a digniﬁed and professional manner,’ he explained. ‘These crew members have been applauded for their quick reactions to what was an extremely traumatic situation and one that far more senior ofﬁcers struggled to deal with,’ Mr Elliott said. ‘If Nautilus does become aware of any discrimination towards our members’ employment prospects, we will use everything at our disposal internationally to deal with those responsible,’ he warned.

MLC is making a difference in the superyacht sector, says inspector F

The Maritime Labour Convention is starting to have a significant impact on the superyacht sector, according to an International Transport Workers’ Federation inspector in France. Former merchant seafarer Corine Archambaud says the ‘bill of rights’ for seafarers has had a positive impact — giving unions and port state control authorities increased leverage to resolve problems for the estimated 4,000 crew working on superyachts in the south of France. The convention was ratified France in 2014 following a major overhaul of the country’s maritime code, she explained. The consequences have included new requirements to govern the operation of crewing agencies and proposals for improving social security cover. Ms Archambaud said knowledge of the rights and responsibilities set out in the convention is increasing and some crew members have made use of the grievance mechanisms to report issues on the vessels to the authorities. French port state control authorities are increasingly involved

Two specialist apps for

been combined into a one-stop-shop hub for the sector. Made by crew, for crew, the YachtNeeds superyacht services app and social sister app YachtChat have already made their mark in the industry since officially launching at the beginning of this year. In just five months the apps have been used by 18% of people employed in the yachting industry, and now get more than 6,000 visits a day. Users can now update YachtNeeds, and find the social side of YachtChat where members can chat live with other yacht crew and find out about crew parties and local events wherever they are. Crew can also discover day work in the local area by turning on the ‘orange box’ option to let captains know that they are available. Using the ‘maps’ within the app, crew can find geo-positioned suppliers and services for anything they might need — from local taxis, directions to the shop and transport links, to English-speaking doctors and contacts for provisioners, chandlers and guest experiences. Nautilus is featured in the ‘help’ section and there is up to date advice on the regulations affecting the superyacht sector.

Charles Boyle, head of Nautilus legal services, meets Corine Archambaud, one of the ITF’s French-based inspectors, last month

in the sector but have not taken an aggressive approach to enforcement of the MLC on superyachts, she added. ‘In France we try to avoid detentions and prefer to resolve problems through discussion,’ she added. The most common MLC-related problems in the sector have been excessive working hours, no Seafarer Employment Agreements and

unpaid wages, Ms Archambaud said. There have also been a few cases of unacceptable accommodation for crew. Ms Archambaud has been working with Nautilus on behalf of crew members from Ocean Victory, and she visited the Union’s head office last month for talks with head of legal services Charles Boyle.

21/06/2016 16:38

July 2016 | nautilusint.org | telegraph | 09

NEWS

New online help for UK seafarers 24/7 service provides free support on wide range of mental health issues

Nautilus has welcomed the launch of a new 24/7 online service to provide specialist mental health and wellbeing support for UK-based serving merchant seafarers. The initiative has been developed by the Seafarers Hospital Society (SHS) in conjunction with the Big White Wall (BWW) — a free, safe, supportive and anonymous service that provides information, self-help resources, a supportive community, and one-to-one help from trained counsellors. The moderated service covers a wide range of issues, from managing anxiety and depression to quitting smoking or eating healthily, and uses technology to deci-

pher from messages left if a person is in need of urgent support. Speaking at the launch of the project, business development manager Sarah O’Donnell said the BWW is a digital mental health service that seeks to reduce barriers to accessing mental health support. ‘With digital you can increase access, not only from a time point of view as it’s available 24 hours a day, but also you give more choice that’s far more ﬂexible than some of the more traditional mental health services,’ she explained. ‘We talk openly about some of the physical challenges of working at sea but mental health and wellbeing is a topic we ﬁnd harder to discuss,’ said SHS secretary

Peter Coulson. ‘One in four people experience a mental health problem in their lifetime and seafarers are no different — in fact they are probably under more pressure than most. ‘Whether it’s general stress and anxiety, or feelings of depression, it can be hard to know what to do and difﬁcult to know who to talk to,’ he added. ‘We recognise that and we want to do something about it, which is why we’re funding this new service in partnership with Big White Wall.’ Big White Wall — which was founded in 2007 — already provides services to such sectors as the NHS and universities, and in those areas 70% of users report improved wellbeing.

‘We also offer free support to the Armed Forces, so we understand the sorts of pressures that merchant seafarers will be faced with, and we know how difﬁcult it can be to get help or even just to talk about some of these issues,’ said BWW UK president Tina Trenkler. ‘Whatever the problem you’re struggling with, Big White Wall can help.’ g Access to the service is via the SHS website (www.seahospital.org. uk/mental-health-and-wellbeing). Users will be asked to complete a short questionnaire to conﬁrm their eligibility and will then be directed to the Big White Wall site. This process is entirely anonymous.

Sweden tops PSC whitelist Paris MOU port state control A whitelist, closely followed by the

Sweden has topped the 2015

Red Jet 6 to receive a royal naming speed passenger ferry Red Jet 6, being towed from A Southampton to be completed at East Cowes last month. Pictured above is Red Funnel’s new £6m high-

The first vessel of its kind to be built in the UK for more than 15 years, Red Jet 6 took to the water for the first time on 25 May and began sea trials and crew training in mid-June, ahead of naming by The Princess Royal in Cowes on 4 July. Built by Shemara Refit, the 41m Red Jet 6 will be

Red Funnel’s largest high-speed vessel yet, capable of carrying up to 275 passengers at speeds of up to 38 knots. Designed to be Red Funnel’s greenest vessel, Red Jet 6 is equipped with four MTU 10V 2000 M72 main diesel engines, each powering a separate MJP 500 waterjet unit. This configuration will help reduce fuel consumption by between 11% and 30% from Red Jet 4 and 5. Picture: Gary Davies/Maritime Photographic

UK. The Netherlands came in at 12th place, with the Isle of Man at 13th. The league table, based on a three-year rolling average of inspections and detentions, showed France as the third-placed flag state, with Denmark in fourth place and Norway in fifth place. At the other end of the scale, there were 11 flags on the ‘blacklist’, with the poorest performing registers being Tanzania, Moldova, Togo, Comoros and the Cook Islands. The Paris MOU members have agreed to stage a concentrated inspection campaign to check compliance with MARPOL Annex VI rules on ship emissions later this year. Last year’s campaign to focus on crew familiarisation with enclosed space entry showed a good level of compliance, the authorities said.

London’s Lord Mayor Lord Mountevans at the launch of the Marine Engineering Pathway project with Sea Cadets last month

Shipping ‘failing to interest young in maritime careers’ industries in seeking to interest F and attract young people, a new

Shipping is lagging behind other

report has warned. Research carried out for the charity Seafarers UK found that the vast majority of young people have little or no knowledge of careers in the maritime sector. More than 70% of 16 to 24-yearolds surveyed said they had never considered a career at sea — perhaps not surprising, as one in three had never even been onboard a ship. Only 2% said they have been given careers advice about the maritime industry, compared to professional services (18%), science and engineering (21%), health sector (19%), retail (14%), construction (8%), uniformed public services such as police, fire service, paramedics (13%), the media (18%), and catering (8%). When asked which of those career choices they thought offered good prospects, only 5% picked the maritime industry. The charity released the report ahead of Seafarers Awareness Week (20-26 June) and warned that the findings indicate that a lack of information and guidance for young people on possible careers in the maritime industry could create a huge shortfall in years to come which could have a worrying impact on the industry and the UK economy. Seafarers UK director general Commodore Barry Bryant said:

‘There is an urgent need for serious investment in our young people who want to work at sea, both from the government by allocating more funds for training, and from the shipping industry by ensuring that all British cadets are guaranteed time at sea to become qualified. ‘Without increased investment in the UK’s maritime skills base, we will face a serious shortage of men and women who in due course will move from seafaring to shore-based roles, such as port operations, crew manning services, shipbroking, chartering and insurance,’ he added. Seafarers UK and the Sea Cadets have joined forces to launch a three-year campaign to encourage young people across the UK to consider a future in marine engineering. The Marine Engineering Pathway project will use seven custom-built mobile learning units (Pods), which will based regionally across the UK. Each Pod holds a sectioned engine, a working engine and an array of other marine engineering equipment that young people will be able to get their hands on and learn about from trained Sea Cadets volunteer instructors. The Pods will be used by Sea Cadet units, in schools and at local events, and will form the basis of taster sessions and workshops in marine engineering — with a special focus on pupils in Year 9, when choosing options can be critical for career plans.

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21/06/2016 12:57

10 | telegraph | nautilusint.org | July 2016

NEWS

Fresh advice for piracy victims Welfare body provides ‘best practice’ for supporting seafarers and families

One of the images from the Merseyside Maritime Museum’s new exhibition on the Liverpool Pilotage Service Picture: Colin McPherson

Exhibition to mark pilots’ anniversary is staging a major exhibition to A mark the 250th anniversary of the

Merseyside Maritime Museum

Liverpool Pilotage Service — the city’s second oldest institution. Running from 22 July this year until 4 June 2017, In Safe Hands: The Story of the Liverpool Pilots aims to not only tell the history of the service but also emphasise the continued vital role of pilots in bringing ships safely in and out of the port. Work by local photographer Colin McPherson, featured in the Telegraph last year, will be included in the exhibition. Ben Whittaker, the museum’s curator of maritime history and technology, said: ‘Not enough people know about the job the pilots do; they ensure safe passage of the ships that bring us the many things we take for granted in

the modern world, which is why we want to highlight their work through this exhibition in their 250th year. ‘Liverpool waters can present many hazards to shipping, such as shifting sandbanks, strong currents and rapidly changing tides,’ he added. ‘It is a dangerous job and the exhibition will highlight many acts of bravery where pilots have saved lives and cargo from disaster. This includes the heroic role they played during both world wars.’ Liverpool Pilotage Service chairman Chris Booker said: ‘This a special year for the Service and we are delighted that the public will get an extended opportunity to find out about the work we do through the exhibition.’ g For more information, go to www.liverpoolmuseums.org.uk/ pilots.

‘Spare a fiver’ to save old Mersey lightship F

A former Nautilus Council member is urging seafarers to donate to an urgent appeal to save the historic Mersey lightship Planet. Launched in 1960, Planet operated as the Mersey Bar lightship until 1972 and went on to become the UK’s last manned lightship when repositioned off the Channel Islands. Since retirement in 1991, the vessel has been used by the Liverpool Marine Radio and Electronic Society and supported by the Mersey Lightvessel Preservation Society. A £10,000 target has been set to safeguard the future of the vessel, which was nearly towed away from its berth in Canning Dock East last month

after officials at the Canal & River Trust said they were owed berthing fees and that the ship lacked a valid hull survey. Former radio officer Stan McNally said the survey had been sorted out, but outstanding berthing fees need to be paid to ensure the vessel can continue its role as a museum ship and a café open to the public. ‘When you think of the thousands of seafarers who must have been guided by this vessel, surely it’s not too much to ask them to donate a fiver to keep it going,’ he said. ‘It’s not a lot to ask to safeguard a real slice of British Merchant Navy history.’ g Donations can be made via the website: www.mrmsw.co.uk.

Updated ‘good practice’ guidance to support seafarers and their families affected by piracy and armed robbery at sea has been issued by a leading maritime charity. The International Seafarers’ Welfare and Assistance Network (ISWAN) has updated the advice for shipping companies and manning agents in a bid to move away from the original Somaliaspeciﬁc information developed at the end of 2011. Developed with support from organisations including Nautilus International, the guide covers good practice in the support of seafarers and their families before, during and after an incident. The guidance stresses the need for companies to have con-

Century-old messages from

during the First World War are forming part of a history project, having been uncovered among more than 580 entries in a guestbook for a tea room that was run for servicemen passing through Peterborough. The project — entitled Just Passing Through — was launched in May, and

10-11_news.indd 10

project officer Beverley Jones said she is hoping that Merchant Navy families will come forward and help. ‘We would like people to visit the website and see if they recognise a name,’ she explained. ‘We are particularly keen to receive photographs and further details to add to our research to help tell the stories of the men.’ g To find out more, visit www.peterboroughww1.co.uk.

the ground who can help individual seafarers and their families affected by piracy and armed robbery. We will continue with appropriate training and tools to increase the resilience of seafarers and support affected families.’ ISWAN says that some 100 seafarers are currently held captive ashore by various groups in different parts of the world. g For more information, or free ISWAN piracy guidance, visit www.seafarerswelfare.org. z Nigeria is undergoing an unprecedented upsurge in piracy, with attacks during the ﬁrst four months of this year up by 21% from the corresponding period in the previous peak year of 2008, the security body Control Risk has warned. While theft and robbery

in ports and anchorages has declined, kidnaps from vessels in the area have trebled over the past year, it said. Under-reporting of incidents also means there are likely to have been many more attacks than the 57 officially recorded in the first four months of 2016. More than half the recorded incidents between January and April involved oilfield support vessels and tankers. Control Risks consultant Sebastian Villyn added: ‘One of the drivers behind this growth is a change in tactics by criminal groups, focusing on what is perceived as more financially rewarding activity such as kidnap for ransom, instead of offshore robbery and low level port and anchorage crime.’

Berthed at James Watt Dock in Greenock, TS Queen Mary is the first Clyde steamer to return home after being towed 700nm from Tilbury

Actor launches TS Queen Mary appeal fundraising campaign to restore one of the A last remaining Clyde-built turbine steamships Actor Robbie Coltrane has launched a

after its triumphant return to the river in May. Launched in 1933, TS Queen Mary operated day excursions in the Firth of Clyde until 1977 and was laid up at Greenock until 1981. Original plans to turn the ship into a maritime museum failed and the vessel spent time as a floating restaurant

in London and six years in lay-up at Tilbury before the charity Friends of TS Queen Mary acquired her in August last year. The Friends of TS Queen Mary — who have already raised more than a quarter of a million pounds to bring the vessel back to Scotland in May — are seeking to raise £2m to turn her into a floating exhibition and cultural centre. ‘She will be a wonderful addition to Scotland,’

said Mr Coltrane. ‘We’re certainly not going to let her sit there like an ornament — that’s why we’re determined to raise enough money to restore her.’ Charity trustee Iain Sim added: ‘We want to restore the TS Queen Mary using the Clyde’s shipbuilding expertise and, crucially, apprentices who will help to continue Scotland’s maritime legacy. It’s a tremendous amount of money to raise, but we’re more determined than ever.’

Shipwreck ruling welcomed

Wartime visitors honoured A merchant seafarers who passed F through a major UK railway hub

tingency plans to handle piracy, hijacking and hostage-taking incidents involving their vessels. It sets out ways in which companies can provide practical and psychological support to seafarers and their families, including ongoing care for post-traumatic conditions. Some of the advice has been updated in response to the experiences of dealing with more than 200 seafarers and their families who have been held captive by pirates. ISWAN executive director Roger Harris commented: ‘The guide provides a welcome addition to the services ISWAN can offer to seafarers and their families. Access to our 24-hour helpline gives seafarers and companies easy referral to agencies on

Maritime historians have welcomed the outcome of a court case involving one of two men who were accused of unlawfully removing cargo from a merchant ship wreck off the Cornish coast. Neil Isherwood, from Bury, Lancashire, was sentenced to a community order with 150 hours of unpaid work after being found guilty of a marine licensing offence by a jury at Newcastle upon Tyne Crown Court. The court heard how Mr Isherwood was one of two men who had taken tin ingots valued at more than £50,000

from the wreck of the FH Powell & Co cargoship Cheerful, which sank in 1885, with the loss of 13 lives, following a collision off the north coast of Cornwall. Mr Isherwood, together with Dutch national Henk de Bloeme, owner of the Panamanian-registered vessel Bela, had set off from Holland on 15 July 2013 and had visited a number of wrecks around the UK coast. On 1 August 2013, Bela was intercepted by HMS Severn and boarded by officers from the UK’s Marine Management Organisation

(MMO) working with the Royal Navy who discovered ingots which had been salvaged from the wreck of Cheerful without a marine licence authorising their removal. The court also heard how Mr De Bloeme had previously pleaded guilty to the offence at North Tyneside Magistrates’ Court, for which he received a £2,000 fine and was ordered to pay a proportion of the prosecution costs. Dr Christopher Pater, head of marine planning for Historic England said: ‘This has been an important case

for Historic England to support the Marine Management Organisation because it is essential that when individuals target historic shipwrecks for unlawful salvage, we can provide vital information about how a wreck like the SS Cheerful is part of our shared heritage. ‘SS Cheerful dates from a time when steam power was replacing sail and tin ingot smelting in Cornwall was an active industry,’ Dr Pater added, ‘so it is a loss to us all if sites like this are picked apart and the wreck and its contents lost piece by piece.’

21/06/2016 12:11

July 2016 | nautilusint.org | telegraph | 11

NEWS

London Gateway capacity boosted by new cranes vessel Zhen Hua 10 is pictured A arriving at DP World’s London

The 37,658gt Chinese heavylift

Gateway Port last month. The ship was carrying two 2,000 ton cranes, which are being installed at the third berth in the terminal, due to open later this year. Once the third berth is open, London Gateway will have 1,250m of quay wall, providing three deepwater berths and more ultra-large container vessel capacity than any other port in the UK.

States urged to get tough with SECAs

Carnival is fined for breaching Australian rules cruiseship company to be F fined for breaching Australia’s new

Carnival has become the first

OECD report warns over ineffective action against sulphur rule breaches

Flag states and port state control authorities need to take a much tougher line against ships that fail to comply with Sulphur Emission Control Area (SECA) regulations, an Organisation for Economic Cooperation & Development (OECD) report has warned. The OECD’s International Transport Forum study found that few countries have taken action against owners whose ships have been found to be in breach of the rules and even when sanctions have been imposed the amount has been very limited. Fines for vessels found guilty of violating the SECA rules range from as little as €2,900 to as much as €6m — raising questions about their deterrent value, the report states. ‘Non-compliance has only rarely been penalised and penal-

ties hardly ever exceed the savings that ship operators make by not complying with sulphur emission regulations,’ it notes. Given the considerable costs of complying with the rules, effective enforcement is ‘of utmost importance to guarantee a level playing field’, the study argues. However, it warns, significant enforcement challenges remain unresolved. Greater cooperation between port state control authorities is required to ensure that ships which are non-compliant in the territorial waters of one country will also be controlled in the other port states in the same ECA, the report says. And it warns of major problems ahead in enforcement of the 2020 global sulphur cap — highlighting the difficulty in tak-

ing action against ships on the high seas and outside territorial waters. The OECD found that the reported non-compliance rate in European ECAs since 2015 has been below 5%. ‘This relatively low non-compliance rate could illustrate high compliance or indicate the difﬁculty to detect non-compliance,’ the report notes. Non-compliance among ships in the North Sea is said to be running at around 8.5%. The OECD said existing monitoring methods — including port state control checks, ‘sniffers’ at strategic locations such as bridges and port entrances, and the use of drones and light aircraft — have limited impact. ‘Greater enforceability could be achieved by reversing who carries the burden of proof,’ the

report suggests. ‘Enforceability could be much less challenging if the burden of proof would be for the ship to show how it has complied.’ The study says the 2020 sulphur cap of 0.50% could cost the container shipping industry between US$5bn and US$30bn to comply with — making it all the more important that the rules are applied in a way that ensures a level playing ﬁeld. The research reveals that the SECAs have delivered substantial emission reductions since their introduction last year — with evidence that sulphur dioxide levels in some port areas have fallen by as much as 80%.Shipowner warnings of modal shift and service cuts — especially in ro-ro ferry operations – have failed to materialise, it notes.

At their highest point, the quay cranes stand at 138m tall — the same height as the London Eye. London Gateway CEO Cameron Thorpe said the new facilities are vital for the UK: ‘In addition to the eight already in operation here, the arrival of these quay cranes and further investment in supplementary infrastructure such as our fully automated truck handling capability, ensures that the UK is able to efficiently and reliably handle the largest containerships afloat.’

low-sulphur fuel rules — and the authorities have warned that other operators may also face penalties. Carnival was fined A$15,000 (€9,750) by the New South Wales (NSW) Environment Protection Authority (EPA) for an incident involving the UK-flagged vessel Pacific Jewel in Sydney Harbour in February. The authority said it had also issued an official caution to the ship’s master. The EPA said cruiseships in Sydney Harbour have to switch fuel within one hour of berthing until one hour before departure. Although the crew on Pacific Jewel had started the changeover shortly after the vessel arrived, a fuel sample taken by the ship’s crew and provided to EPA officers while the ship was berthed at the White Bay Cruise Terminal was found to have had a sulphur level of 0.293% — nearly three times the 0.1% sulphur limit. EPA acting director Greg Sheehy said Carnival had advised the

Authority that its P&O Cruises Australia ships will start their changeover earlier to address the problem. ‘The EPA has taken a further three samples from the Pacific Jewel since 26 February and all have complied,’ he added. Since the rules came into effect in October 2015 the EPA has inspected more than 140 cruiseships, taken 78 fuel samples from engine fuel lines, inspected log books and changeover records, and also observed stack emissions. ‘Figures before the regulation came into force showed that cruiseships produce around 40% of total fine particle emissions from shipping in Sydney Harbour,’ Mr Sheehy added. ‘Therefore it’s vital that cruiseship operators adhere to the new regulation to protect Sydney’s air quality and the health of the community.’ The EPA has issued three official cautions to cruiseship operators, including one to Carnival for noncompliance by another P&O Cruises vessel.

Liberia launches electronic oil log GET A HEAD START AT SEA friendly’ electronic oil record F book has been launched by a major An ‘intuitive and mariner-

ship register and a maritime software firm in a bid to cut the chances of detentions and court cases arising from inaccurate logs. The e-ORB developed by the Liberian Registry in partnership with the Cyprus-based firm Prevention at Sea has been designed to replace traditional paper oil record books and to reduce the risk of inaccurate entries. The IMO-compliant package has been certified by Lloyd’s Register and aims to provide an efficient electronic system which eliminates the chance of administrative errors, ensures accuracy and accountability in recordkeeping, and is easily auditable both onboard and ashore. The system has been designed to address issues including oil record books being reported missing

10-11_news.indd 11

onboard, failure to document entries in the ORB of internal transfer of oily mixture, discrepancies between entry into the ORB and actual capacity of the oily water separator, and falsification of log entries. ‘It is our belief that many errors found in oil record books are caused by human administrative error rather than wilful non-compliance with MARPOL,’ said Liberian Registry vicepresident Christian Mollitor. ‘However, the consequences of incorrectly recording oil waste transfers are very serious and may lead to criminal prosecution.’ Created in accordance with MARPOL requirements, the e-ORB is intended to improve transparency, credibility and traceability. All information is stored electronically through the use of a system back-up, making archiving easier and enabling past data to be revisited.

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21/06/2016 12:11

12 | telegraph | nautilusint.org | Month 2016

HEALTH & SAFETY

Shipyard faulted in report on fatal fall

Flinterstar removal starts container/cargoship Flinterstar F partially sank off the coast of Belgium Eight months after the Dutch

following a collision, work has begun on a project to remove the vessel, pictured left, from a sandbank. The 6,557gt vessel — which was carrying construction steel and crane parts — grounded after the collision with the LNG tanker Al Oraiq in the approaches to Zeebrugge on 6 October 2015. All 12 crew were rescued. Authorities issued a wreck removal order in January, warning

died onboard a Bergesen gas F carrier after falling through an open

A seafarer on his first trip to sea

manhole and onto a tank top some 17m below. A report on the accident, which happened in June last year onboard the 34,946gt BW Havfrost, highlights a series of failures by the shipyard in Singapore where the vessel had arrived for a routine dry docking on two days earlier. The ordinary seaman was working with two other colleagues — the bosun and an able seaman — to retrieve a missing manhole cover which had been discovered during an inspection of the cargo tanks. A report by the Norwegian accident investigation body AIBN notes that it was the first time the crewman had entered a cargo tank and this had contributed to the risk of an accident. It was likely that the seaman’s eyes had not had time to adjust to the darkness inside the tank, investigators said. They found that poor lighting conditions, in combination with a failure to cordon off or place guardrails around the maintenance hatch, were factors that contributed to the seaman’s fall. AIBN said Sembawang Shipyard had issued an entry permit for the tank, indicating that ventilation had been arranged, adequate illumination had been provided and unsecured openings had been secured. However, on the day before the accident crew members had discovered it was poorly ventilated, lacked lighting and there was an unsecured open maintenance hatch in the lower dome. The report says it was ‘worrying’ that the entry permit had been incorrectly completed — exposing the crew to unnecessary risk. However, it notes, portable work lights were available onboard and it would have been relatively easy to rig them in the tank while waiting for the yard to arrange illumination. AIBN said it had decided not to make any safety recommendations as BW had taken steps to improve the safety of the crew during yard stays in response to the accident.

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12-13_h+s.indd 12

Collision blamed on chartwork Watchkeeper had taken ‘risky decision’ to prioritise passage planning duties

The second mate of a car carrier which collided with a general cargoship off the Philippines last year missed ‘crucial signals’ in the hour before the accident because he was busy doing chart corrections and planning for the next voyage, an investigation has concluded. A Transport Malta report says the watchkeepers on the 61,106gt Wilhelmsen Lines’ vessel Tongala and the 7,656gt South Koreanﬂagged general cargoship Bo Spring had both lacked accurate situational awareness before the two vessels collided in ‘a typical crossing situation’ in good weather and visibility conditions. Both ships should have been able to see each other from a distance of 12nm apart, the investigation revealed, yet neither changed course nor sounded any warning signals before the collision.

The investigators found that Tongala’s OOW had been ‘intensely immersed’ in chartwork for more than two hours leading up to the collision after the master had visited the bridge and expressed his aim to have the pending chart done before he signed off. The report suggests that the second mate had taken the ‘risky decision’ to prioritise the chartwork over his lookout responsibilities because he had wanted to impress the master, or because the ‘hierarchal gap’ between the two had deterred him from asking for help. Investigators also found that the settings used on the radar sets had contributed to the ofﬁcer’s lack of situational awareness. All three were set north-up and off-centred, with two on the 12nm range and one on the 6nm range. This arrangement had given the OOW an increased range ahead, but reduced the range on the vessel’s starboard beam and on the quarter.

The report notes that the company’s policies stated that watchkeepers should not do chart work while alone on the bridge. And it also points out that there was no evidence that any attempt had been made to ease the OOW’s workload by deploying additional crew to assist him — even though the ship was operating above minimum manning levels. Transport Malta noted that Wilhelmsen Lines took a number of measures to improve bridge practices in response to the accident — including increased maritime resource management training and additional training in application of the colregs. Investigators said the company’s masters are also now making random checks on navigational watchkeeping standards — including equipment alarm setting status — as a consequence of the accident. g See letters — page 17.

Club bids to cut ‘staggering’ rate of falls to help cut the ‘staggering’ rate F of personal injury claims arising from A P&I club has urged seafarers

slips, trips and falls. UK P&I Club senior loss prevention executive Petar Modev said the cost of claims related to shipboard slips, trips and falls have aggregated to US$155m over the past 10 years. ‘This figure is high, but also represents very

human stories of individual injury and suffering, which have happened because of a moment’s carelessness, thoughtlessness or complacency,’ he added. The club says seafarers should take a proactive and precautionary approach to reducing the risk of such accidents and it has produced a checklist with advice including:

z ensure that there is always

adequate lighting in hazardous areas z hazards and obstructions should be assessed regularly and should always be identified or clearly marked z non-slip surfaces must be in place and regularly maintained z always wear appropriate footwear z keep working areas clear of oil, rubbish and equipment

z access control must always be in place, with guardrails and wires

z safety equipment should always be in use, such as harnesses and nets ‘While much of this advice might be thought of as simple seamanship and common sense, UK P&I Club’s statistics confirm time and time again the absence of necessary precautions,’ Mr Modev said.

that Flinterstar was posing a potential danger to shipping and the environment. The ship’s owners have entered into a contract with a consortium of Belgian marine contractors to remove the wreck, which is upright on the seabed but separated into two sections, and it is hoped the project will be completed by the end of the summer. Belgium’s North Sea minister Philippe De Backer said he was pleased to see the project begin. ‘The ship is located near one of the busiest shipping routes in Europe,’ he noted.

Crash was caused by distracted officers by other duties’ have been F blamed for a collision between a

Bridge watchkeepers ‘distracted

containership and a chemical tanker near the Kiel Canal. The 10,585gt boxship Wes Janine collided with the 16,600dwt tanker Stenberg after drifting at anchor for more than half an hour while waiting to pass through the waterway in January 2014. A report by the German accident investigation body BSU concludes that ‘the manner in which the watch was performed on the two ships was the principal cause of the collision’. Both OOWs had been distracted by other duties and were not fully aware of the potential dangers, the report notes. ‘At the very least, they did not make sufficient use of the options for monitoring the situation on the anchorage provided by the radar,’ it adds. ‘The convergence of the two ships was noticed only at a time when there were hardly any options available for preventing the collision.’ The BSU said the OOW onboard Wes Janine was likely to have had ‘impaired attentiveness’ because the accident occurred towards the end of his six-hour watch, in the early hours of the morning. VDR material also suggested he had been ‘occupied with paperwork’ and that ‘this distraction was not compensated for by the presence of a rating on lookout’. The report questions the decision to anchor Wes Janine in a congested part of the anchorage, with limited underkeel clearance. The containership was just 0.15nm away from the chemical tanker and drifted towards the other vessel at a velocity of 0.3 knots.

Maersk tanker spilled cargo after collision with bulker in thick fog that poor bridge resource F management and insufficient pilot US investigators have ruled

communications were key factors in a collision between a Maersk tanker and a bulk carrier in the Houston Ship Channel last year. The 44,999dwt chemical tanker Carla Maesk was holed in the collision with the 57,100dwt Conti Peridot in March 2015, causing an estimated 88,200 gallon spill of the fuel additive methyl tertiary butyl ether.

A report by the US National Transportation Safety Board (NTSB) said the bulker’s pilot was having difficulty in controlling the ship. His inability to ‘respond appropriately to hydrodynamic forces’ after an earlier near-miss and his failure to communicate his problems to other ships were significant causative factors, it added. The report also highlights the lack of communications between Conti Peridot’s master and the pilot,

and said thick fog had increased the pressure on the bridge team. The NTSB said the local vessel traffic services had failed to effectively monitor traffic to identify the developing risk of collision in restricted visibility and the report recommends improved measures —such as traffic separation and one-way traffic — to better manage shipping in the Houston Ship Channel during dense fog. Picture: US Coast Guard

21/06/2016 12:12

Month 2016 | nautilusint.org | telegraph | 13

HEALTH & SAFETY

Bridge team slated in accident report ‘Significant shortcomings’ by cruiseship’s master and officers led to grounding off Scotland

Accident investigators have slated bridge practices onboard a cruiseship which ran aground off the coast of Scotland last year and then sailed to Belfast without notifying the authorities or completing post-grounding safety checks. The Bahamas-registered Hamburg grounded on charted rocks whilst waiting to enter Tobermory Bay in May 2015, resulting in signiﬁcant raking damage to the hull and leaving the port propeller, shaft and rudder out of action. None of the 267 passengers and 164 crew onboard were injured, but the 15,067gt vessel had to be dry-docked for three months while repairs were made. A UK Marine Accident Investigation Branch (MAIB) report said bridge team members were working in isolation, with no recognition of their individual responsibilities, and failed to recognise that the ship was approaching the New Rocks Buoy in the Sound of Mull from an unsafe direction. Hamburg — owned by the Conti Group and then operated by V.Ships — was a week into a cruise around the UK and Ireland when it arrived at Tobermory and was forced to delay its entry into the bay because two other cruiseships were already there. The ship’s passage plan —

The cruiseship Hamburg spent three months undergoing repairs after grounding in Tobermory Picture: MAIB

which already lacked detail — was not amended as a result of the delay, the report says, and the OOW had placed Hamburg ‘in an untenable situation’ in which it was giving way to other vessels despite the requirements of colregs. Hamburg shook violently as it grounded, the MAIB noted, but it did not become fast on the rocky shoal. There was a brief blackout

but investigators found that the bridge team did not initiate the post-grounding checklist, no musters were held and neither Hamburg’s managers nor any shore authorities were notiﬁed of the accident. Instead, the report adds, the master made ‘an ill-considered and poorly executed attempt at anchoring just within the bay’s entrance’ which had to be aborted

to avoid a second grounding when Hamburg dragged its anchor. After an internal inspection the ship was instructed by its owners to proceed to Belfast — in deteriorating weather conditions — where a dive survey revealed the signiﬁcant extent of the damage. The report points to ‘signiﬁcant shortcomings in the conduct of navigation onboard Ham-

burg, which were compounded by almost non-existent teamwork between the ofﬁcers on the bridge’. There were 22 nationalities among the ship’s crew and, while the working language onboard was English, investigators said VDR recordings showed that several conversations on the bridge were in other languages. The only announcement made following the grounding was in German. The report notes that there were more than 80 cruiseship calls to Tobermory last year, but the harbour authority had not assessed the risks or developed any plans to deal with an emergency. Had Hamburg grounded and sunk within the bay, the authority had no resources to assist — and such a scenario ‘could easily have resulted in serious pollution, loss of the vessel, and/or loss of life’, the MAIB added. The ship’s Portuguese master was subsequently ﬁned a total of £800 at Belfast magistrates court after he admitted failing to properly plan the Hamburg’s passage into the bay, and to report the incident. The MAIB noted that following the court case, all parties to the incident had taken appropriate action and it did not need to make any recommendations.

P&I Club warns on enclosed space risk all the spaces onboard a ship A which are potentially dangerous,

Seafarers need to be aware of

insurers have warned after an incident in which two men died in a bulk carrier cargo hold. One of two shore staff who had entered the hold died after being overcome in the oxygen-deficient atmosphere, along with a crew member who had attempted to rescue the pair without following the correct emergency procedures. London P&I Club loss prevention manager Carl Durow said commented: ‘Despite the recent introduction of legislation relating to drill requirements for personnel engaged in entry into enclosed spaces, the club is still concerned about the number of spaces which should be considered potentially dangerous but may not be by crew who might focus on the traditional spaces such as ballast tanks and bunker tanks. ‘The carriage of goods in bulk which may deplete oxygen content or produce toxic substances remains a threat, together with the dangers arising from the use of fumigants in ships’ holds,’ he pointed out. ‘Ships’ officers in particular should consider the risks of cargo hold entry at all points during the voyage and ensure that, by means of onboard training, drills and toolbox meetings, crew are also minded to question circumstances in which they and others are entering holds.’ The club has urged officers and crew to practise emergency response and rescue procedures to ensure that they have the necessary skills to deal with an enclosed space incident.

IMO gives ‘leeway’ Skipper killed by crane on box weight rules F of other shipping industry F organisations to voice concern about Nautilus has joined a range

the transport chain’s ability to cope with new container weighing rules which come into effect on 1 July. Drawn up in an attempt to improve safety, the SOLAS Convention amendments will require that only containers with a verified gross mass (VGM) can be loaded onto a ship. But although the amendments were agreed in 2014, there is evidence that many shippers and forwarders, and a lot of ports, are still not ready to comply. Fewer than 15% of the 162 IMO member states which are signatories to the SOLAS Convention have given shippers and operators any helpful guidelines about VGM procedures. In the face of this evidence, the International Maritime Organisation has decided to apply a three-month grace period to enable a ‘practical and pragmatic approach’ to be taken to enforcement in which ‘some leeway’

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should be provided while any technical and procedural problems are ironed out. Marine insurers and shippers have stressed the importance of the weighing rules. The International Union of Marine Insurers warned that non-compliance will have serious safety implications. ‘When loaded, overweight containers can cause injury to dock workers and damage containers stored underneath during transportation,’ it stressed. ‘Containers that are misdeclared can cause equipment or chassis damage when they reach port. In a worst-case scenario the balance of a vessel can be altered and this might easily impair its stability.’ TT Club claims executive Mike Yarwood added: ‘Behavioural change through all aspects of the supply chain is required. Weight is a relatively small element of broader initiatives to engender safety and improve operational performance. Improved

stakeholder communication is foundational.’ Captain Richard Brough, technical advisor to the International Cargo Handling Coordination Association (ICHCA), warned: ‘Sadly, where compliance is a shared responsibility, communication between all the different parties has too often been acrimonious rather than collaborative. ‘As a result — a month out — contingency planning is now crucial for all stakeholders, to avoid a potentially disastrous impact on container supply chains.’ Concerns have also been raised about the legal implications for containership masters as a consequence of their responsibilities under the VGM rules. Nautilus senior national secretary Allan Graveson commented: ‘The IMO’s decision to grant a grace period is pragmatic given this is an industry that requires regulation to carry out what is an obvious safety measure.’

A Scottish workboat skipper died in when a crane installed on his vessel less than seven weeks earlier collapsed while offloading a net in port. A UK Marine Accident Investigation Branch (MAIB) has blamed a series of safety failings for the incident in which Jamie Kerr was killed onboard the UK-registered workboat Carol Anne in April last year. Investigators discovered that no installation guidance had been provided with the crane and that it was fitted to the vessel with weaker lock nuts and four fewer tie bolts than recommended by the manufacturer. The Atlas 170 lorry loader crane — which was able to lift a load of up to 1.5 tonnes — was not overloaded when it failed as the net being carried weighed 2,204gt, the MAIB said. Investigators found that the collapse was the consequence of factors including no accurate installation guidance being provided and the integrity of the fastenings degrading over the six and a half weeks in service. The report expresses concern

The workboat Carol Ann and its Atlas 170 crane in action Picture: MAIB

that the crane collapsed less than six weeks after it has been inspected and tested by an Atlas (UK) service engineer. Noting that this examination ‘lacked rigour’, it points out that lorry loader cranes are routinely being fitted on UK workboats and other vessels and inspections need to reflect the way their requirements differ from lorries. Recommendations in the report include a call for the German-based crane manufacturer to ensure

that installation information and guidance is provided with all cranes, regardless of whether they are intended for use inside or outside the European Community. The MAIB also notes that the Maritime & Coastguard Agency is revising its Brown Code and modifying the Workboat Certificate to improve procures for the design, approval and oversight of lifting equipment on workboats and other small commercial vessels.

21/06/2016 12:12

14 | telegraph | nautilusint.org | July 2016

INTERNATIONAL

shortreports NORWEGIAN CAMPAIGN: Norwegian maritime unions are upping their campaign to defend jobs, pay and conditions in the country’s waters. They met with more than 50 politicians to press the case for measures to combat social dumping and to ensure that Norwegian pay rates are applied in domestic shipping operations. The unions estimate there are over 30,000 Norwegian seafarers in a maritime industry generating some NOK18 bn (£15bn) a year. NIGERIAN CABOTAGE: Nigeria’s transport minister Rotimi Amaechi has promised action to protect the country’s coastal shipping industry and to provide more jobs for local seafarers. Implementing the proposed Cabotage Act will help to support a national shipping fleet and provide vital seatime for as many as 2,000 Nigerian seafarers, he added. BULKER BASH: a Panama-flagged bulk carrier was reported to have destroyed 2.4 hectares of coral reef after running aground in the Philippines last month. Crew members onboard the 50,472dwt Belle Rose told authorities that they had been seeking to avoid a collision with fishing vessels when the ship ran aground near Malapascua Island. TANKER GIANT: China COSCO Shipping has created the world’s largest oil tanker fleet, in terms of both ship numbers and deadweight tonnage, following the merger of two operations. COSCO shipping Energy Transportation has a fleet of 105 oil tankers totalling more than 17m dwt. TANKER GROUNDS: a major salvage operation was launched in Uruguay last month after the 44,651dwt tanker Siteam Anja ran aground following the loss of power in bad weather. The Marshall Islands-flagged vessel, which was carrying vegetable oil, suffered a blackout before hitting rocks off Lobos Island, Uruguay. COMPANY COLLAPSE: the Lithuanian Shipping Company has been declared bankrupt, and its creditors were meeting last month to discuss the sale of its two remaining vessels. The company has assets of €31m and debts of around €22.5m, including €1.54m owed to employees. MALAYSIAN SPILL: authorities in Malaysia launched a major clean-up operation last month after a fuel spill from the 9,900dwt product tanker Nautica Maharani off Penang. Authorities said initial investigations had shown the discharge was accidental. CONCESSION CUT: Pakistan’s Federal Board of Revenue (FBR) is proposing to withdraw the income tax concessions available for the country’s seafarers. It says the move is being considered as part of budget plans to introduce equal tax treatment.

Tonnage tax for Sweden in 2017 Union questions whether long-awaited plan will end national fleet’s slump by Andrew Draper

Swedish seafaring unions have cast doubts about the effectiveness of plans to introduce a long-awaited tonnage tax scheme next year. The Swedish merchant fleet has slumped to just 319 ships of 3.1m gt — the lowest level since 1970. Although the total number of vessels in the commercial fleet rose to a new high in 2015, the number under the Swedish flag fell for the ninth year in a row. The new tonnage tax scheme is set to be introduced on 20 July, taking full effect in 2017, after finance minister Magdalena Andersson published details in the spring budget to a parliament that has already indicated its support for the package. The government expects more Swedish-flag vessels as a result of the tax, although the SBF officers’ union has expressed scepticism

seafarers protesting outside the F head office of the seismic shipping Pictured right are French

company CGG over a controversial restructuring plan including job cuts and flagging out. The company has already withdrawn five ships from the French flag, leaving five chartered vessels operating under other registers. Michel Hacquart, from the SNGGCGT union branch at CGG, said 310 specialist French jobs are earmarked

cruiseship Costa Concordia last year. Captain Francesco Schettino had appealed against his conviction of multiple manslaughter, causing a maritime accident and abandoning ship before all passengers and crew had been evacuated when the ship grounded in January 2012. Capt Schettino is the only person to have been given a prison sentence as a result of the accident, in which 32 passengers and crew died. While his lawyers were seeking his acquittal, the

use the new Kieldrecht Lock in the Belgian port of Antwerp following its official opening last month. With a length of 500m, a width of 68m and an operational depth of 17.8m, the lock has claimed the title of the largest in the world.

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Built at a cost of €382m, it is designed to accommodate the largest ships in the world, and to speed up entry into the Waasland harbour. The project took almost five years to complete and is being followed by the Saeftinghedok scheme to build a new tidal dock on the left bank of the Scheldt river.

resentatives to develop an action plan against this. Two Swedish universities offer maritime degrees: Chalmers in Gothenburg and Linneuniversitetet in Kalmar. Courses at both are approved by the European Maritime Safety Agency and are above international minimum requirements. ‘It’s important that the high standards are maintained and that efforts are made to raise the level so that Swedish ofﬁcers gain greater expertise in their work,’ SBF adds. ‘Every effort to worsen the education must be countered. ‘There is a great need, however, to examine the content of maritime education courses,’ the union argues. ‘Certain elements are outdated and must be adapted to modern shipping. The union should establish a requirement speciﬁcation that is continually checked as renewed requirements are made.’

to go — including 82 officers, 73 maritime support technicians and 19 experts who sail on CGG vessels. Mr Hacquart said CGG is a victim of oil companies who have frozen their exploration budgets, putting intolerable pressure on prices and leading the world’s seismic research companies to operate at a loss. The consequences for CGG employees are dramatic, he added, as the group is the only company of its type in France.

Costa master loses appeal An Italian appeal court has

The 71,543gt ro-ro cargoship

that while the quality of training at sea and in the classroom has improved, what is available on vessels at sea could be better. ‘Not all ofﬁcers appointed as instructors onboard have adequate education for this,’ it states. ‘On many vessels, the workload is so great that there is no room for educating the students. It often also depends on the individual instructor’s interest in whether the vessel-based education should be worthwhile. ‘The quality of education onboard vessels has improved, but it is indisputable that the ofﬁcers on duty are considerably less experienced than those who have gone “the long way”.’ SBF said it was also concerned to receive reports that some seafarer trainees have experienced sexual harassment and/or bullying. It has teamed up with the SEKO union, owners and student rep-

Protests over seismic cuts

upheld the 16-year jail term F imposed on the master of the

Grande Lagos is pictured F above becoming the first vessel to

as to whether this will actually happen. The government estimates that the tax will cost almost SEK45m (€4.8m) a year in lost tax revenue and that this shortfall will be made up by adding interest to the accumulated excess depreciation charged to those owners joining the voluntary system. General subsidies to Swedish shipping — such as tax breaks and employers’ social security contributions — will also be reduced, according to SBF. It says this element in particular has been badly received by the industry and may deter flagging in. Swedish Transport Administration figures also highlight a decline in the number of days employees spend at sea. The backdrop is a severe shortage of Swedish officers and an education system that falls short, says SBF. In a report to its 2016 congress, held in June, the union states

prosecutor was asking for the sentence to be extended to 27 years and three months. Capt Schettino’s lawyers argued that the accident was primarily the consequence of organisational failings for which Costa Cruises, the ship’s Indonesian helmsman and the Italian coastguard should have shared the blame. Costa Cruises avoided potential criminal charges by accepting partial responsibility and agreeing to pay a €1m fine. Five other seafarers and shore staff received non-custodial sentences after concluding plea

bargains. As well as being sentenced to 16 years and one month in jail, Capt Schettino was also barred from serving as a ship master for five years. He has yet to serve any time in prison and can make one final appeal to Italy’s highest court. European Ship Masters’ Associations president Captain Hubert Ardillon said that without minimising Capt Schettino’s responsibility, it was not right that he was the only person to be brought to trial. ‘Other responsible, but not-guilty, people were nowhere to be seen,’ he pointed out.

Greece fights EU state aid scheme challenge formally dismissed a European A Commission demand to revise the The Greek government has

country’s tonnage tax scheme to comply with EU state aid rules. In a letter sent to Commission

officials, Greece said it rejected the claim that its tonnage tax scheme amounted to preferential treatment that distorts EU competition. The Union of Greek Shipowners (UGS) said the government had

provided ‘solid legal grounds defending the legitimacy of the Greek shipping taxation regime and stressing that the Greek shipping industry is an important part of the national identity’.

Hunger strike wins pay rise by seafarers serving with A the Shipping Corporation of India A week-long hunger strike

ended last month after the country’s largest shipping company agreed to implement a 30% pay increase which had been secured in talks last year. Around 200 seafarers staged the hunger strike, which brought 16 of the 69 ships in the state-owned fleet to a standstill for almost a week. The pay increase — which was agreed at the country’s National Maritime Board — should have taken effect in March last year, but SCI had failed to apply it. The National Union of Seafarers of India welcomed the company’s decision to implement the increase and backdate the additional wages. The union had warned that the national agreement was binding on the company and had been brought into effect by other Indian-flagged operators.

21/06/2016 12:12

July 2016 | nautilusint.org | telegraph | 15

INTERNATIONAL

Bulker trials expanded Panama Canal

DANISH BLUE: the Danish government has set up a working group to ‘future proof’ the competitiveness of the country’s maritime sector, which it calls Blue Denmark. The team — including shipowner and seafarer representatives — will examine barriers and challenges to growth and will make recommendations for change when it reports in 2017. Industry minister Troels Lund Poulsen says the industry is still grappling with the after-effects of the 2008 financial crisis, but he sees potential in new technologies, digitilisation and energy efficiency.

The 114,248dwt post-panamax bulk carrier Baroque is pictured becoming the first ship to pass through the Panama Canal’s new locks, kicking off a series of trial runs two weeks before the official opening of the expanded waterway. Officials said the Maltese-flagged vessel — which was chartered for the tests by the Panama Canal Authority — had simulated a southbound transit through the new Agua Clara locks with no problems. Concerns over the safety of the new locks have been raised in research published by the International Transport Workers’ Federation. The US$5.25bn expansion project aims to double the canal’s capacity and speed up vessel transit times.

NEW REGISTER: shipowners now have another flag to choose from following the launch last month of the St Lucia Open Ship Registry. Christopher Alexander, the island’s maritime affairs director, said the process to establish the register had not been easy but it was expected to lead to such economic benefits as jobs for seafarers, increased revenue from taxes and fees, and the provision of legal and other maritime services.

Picture: Reuters

Australian union in cabotage call Government urged to act after inquiry report on flag of convenience threat

Australian seafarer unions have urged their government to act after a Senate inquiry found ‘compelling evidence’ about the way the domestic shipping industry is being undermined by flag of convenience operations. An interim report published in late May examined the increased presence of FoC vessels in the country’s waters and reviewed the progress being made since the 1992 ‘ships of shame’ report on maritime safety. The inquiry heard that there had been a 78% increase in the use of FoC ships in Australian trades since 2002 — raising fears that it could ‘compromise Australia’s economic interests, the health of our labour market and skills base, as well as reducing work opportunities for your Australians in the maritime sector’. While safety standards had improved significantly since the 1992 report, the Senate committee said there was evidence that FoCs posed an unfair competitive threat, with problems such as poor employment conditions, low wages and exploited foreign crews. The inquiry also raised concerns about evidence showing ‘insufficient oversight of FoC vessels and crews operating in Australian waters — citing the example of three suspicious deaths onboard the Panama-flagged bulk carrier Sage Sagittarius in 2012, and highlighting the difficulties of enforcing standards on visiting vessels and of checking for problems such as fatigue. The inquiry heard that the number of Australian-registered ships had fallen to just 15 and the report concludes that a healthy national-flag fleet, crewed by Australian seafarers, ‘should be an essential part of our national

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shortreports

STRANDED SEAFARERS: 18 Filipino seafarers serving onboard a Panama-flagged bulk carrier had to rely on charity donations for a month after officials in Venice refused to allow the ship to berth because of unpaid bills. The 75,000dwt DST Oslo was due to deliver a cargo of soya beans, but authorities arrested the vessel after allegations of $460,000 owed to a fuel supplier. NEW TSS: the French ecology and sea ministry has announced that the International Maritime Organisation has agreed plans to create the country’s first maritime traffic separation zone in 30 years. The 8nm long, two-lane Italian and French Corsica Canal maritime security and environmental protection area will be officially established on 1 December 2016. HOME BIDS: ten candidates have made offers to acquire the management of AGISM, France’s network of seven seafarers’ homes, following the organisation’s bankruptcy. The identity and proposals of the candidates have not yet been revealed, but two or three offers seek to take over the entire network while others are for single units or groups of homes. CONCESSION CUT: Pakistan’s Federal Board of Revenue (FBR) is proposing to withdraw the income tax concessions available for the country’s seafarers. It says the move is being considered as part of budget plans to introduce equal tax treatment.

The AIMPE says the Antigua & Barbuda-flagged bulk carrier ICS Silver Lining, pictured above, has made 190 ‘temporary licence’ voyages under the Coastal Trading Act since 2013 Picture: Martin Byrne

infrastructure’. It warns that the continued decline of the country’s shipping industry ‘should be of great concern’ — posing economic, environmental and security threats. The report calls for the government to take immediate action to tighten up the licensing system for foreign ships operating in Australian waters and suggests that it should follow the US example of ensuring that cabotage trades are restricted to national-ﬂag ships crewed by domestic seafarers. Martin Byrne, of the Australian Institute of Marine & Power Engineers, told the Telegraph that the Senate appeared to have accepted

that tighter regulation of FoCs will fix the problem. But, he argued, AIMPE’s evidence to the inquiry had shown that the 2012 Coastal Trading Act reforms had failed and a new approach is needed. ‘The number of major trading vessels registered in Australia has dwindled to 11 ships,’ Mr Byrne pointed out. ‘The 2012 legislation attempted to create an artificial competitive arrangement between the Australian flag ships and the FoC alternative ships. That arrangement has failed because of a simple fact — Australian shipowners have withdrawn their ships. When no Australian flag ship is available then the FOC

ship’s application for a temporary licence to participate in the coastal trade is automatically granted. ‘AIMPE believes an Australian shipping industry is an industry with Australian ships operated by Australian seafarers,’ he added. The union wants Australia to adopt a cabotage protection system to require oil companies to use local shipping in Australia’s Exclusive Economic Zone. Some two-thirds of the ships presently working in this sector are FoCs or registered in low-tax countries, AIMPE says, and Australia should follow Indonesia in legislating to protect its offshore operations.

New bulker detained for ECDIS failures detained in Australia after F an inspection revealed that the

A brand new bulk carrier was

crew did not know how to operate the electronic chart display and information system. Officials at the Australian Maritime Safety Authority (AMSA) said the Panama-flagged African

Alke was held in Brisbane after port state control checks showed a lack of onboard familiarisation training in the use of ECDIS. The 33,412dwt vessel was released following two days under detention after the managers flew in an expert from Singapore to ensure that the crew were trained to an

appropriate standard. ‘Only in this industry would you find a new multi-milliondollar asset entrusted to persons not trained in the use of what is essential safety equipment but is vital in contributing to the success of the business,’ said Nautilus senior national secretary Allan Graveson.

DOUBLE VISION: the St Kitts & Nevis International Ship Registry is planning to double the size of its fleet over the next five years, de-list substandard tonnage and move to the port state control ‘whitelist’. CRUISE FIRST: Russia’s JSC United Shipbuilding Corporation (USC) has revealed plans to build the country’s first cruise vessel for more than 60 years. The 141m long vessel is due to be delivered in 2019. SOVCOMFLOT SALE: the Russian operator Sovcomflot has reported a 9.2% increase in net profit, bringing its planned privatisation closer.

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21/06/2016 14:56

16 | telegraph | nautilusint.org | July 2016

YOUR LETTERS

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

WANTED: photos of MN memorials Can anyone

Member of the Merchant Navy A Association, one of my remits is to look As a UK National Council

after our website. Every year memorial services are held throughout the world and the UK, dedicated to all those who have served not only in the armed services but the Merchant Navy as well — Churchill’s fourth service. Once the occasion is over, the memorials are left with their own memories and the company of the many wreaths laid at their feet. However, through time

P&O Australia tribute to the fallen of Jutland C

I am the Ship Security Officer onboard the P&O Australia cruiseship Pacific Dawn and have a couple of pictures that may be of interest for the Telegraph. Myself, Captain Alan Nixon, hotel director Melissa Yates and HR manager Bobby Martin (WO1 retired) had the very great privilege of being invited to fire the WW1 era 6-inch

naval shore gun at Fort Scratchley which guards the harbour entrance to the world’s biggest coal port at Newcastle, NSW, Australia. The officers dedicated the four volley salvo to all those sailors lost 100 years to the day during the battle of Jutland, on 21 May 1916. DAVE YATES mem no 205343

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

Have your say online Last month we asked: Do you think it would be feasible to introduce a global ban on ‘facilitation gifts’ to port officials?

No 65%

Ideally, the photographs should be without people in them in order to show their best aspect. Also, the photographs should be personally taken so as not to infringe any copyrights. g To provide some idea as to what I am looking for, see the following link: www.mna.org.uk/wp/ mn-memorials We will remember them. Thank you for your help, which is much appreciated. Captain TERRY HUGHES FNI RIN web.admin@mna.org.uk

Not too late to scotch wrong Warsash plan P

I have retired recently after a most enjoyable and varied career at sea, followed by even more rewarding years teaching at Warsash Maritime Academy (where I had carried out my own pre-sea training and completed all my certiﬁcates). Most importantly, those Warsash years were rewarding because all the staff felt that we were doing something useful and helpful in assisting mariners from around the world to increase their knowledge and skills for the safe navigating and handling of ships. All of this good work, unfortunately, is now at risk. I am very saddened, although not surprised, by recent events at Warsash and the misguided decisions by the parent body, Southampton Solent University. Senior management do not understand the importance of the Merchant Navy and that, in Warsash — and at Warsash

Volunteers needed for MLC study student based at the Seafarers F International Research Centre, and I

— they have a college with a worldwide reputation for excellence. I agree completely with your recent correspondents and, in particular, with the coruscating exposé by member 171070 (‘Solent uni plotters will destroy WMA’ — June Telegraph) which seems to me to be all-too accurate. I shall believe in the longterm future only if and when it happens, but it is likely that the proposed move to the centre of Southampton is a disastrous error in any event. The industry does not want this, all sensible advice is to the contrary, and it takes no account of past history, tradition the vast experience that has been built up over many years. The many short courses provided so successfully to the industry, such as fire-fighting and survival, plus practical seamanship afloat, require a special site and a waterfront. Few believe that the Warsash lower site which provides these facilities will survive in isolation some 15 miles from the proposed new site in the centre of Southampton.

The other UK maritime colleges are investing in the future of maritime training and it seems very foolish of Solent University to dismantle what is probably their most successful faculty, with an international reputation that is ﬁrst class and world class. The recent demise of the Warsash Dragon Rampant logo on the orders of university management is a further example of the lack of understanding regarding a famous old institution that deserves better. I have been recognised as from Warsash by my dragon tie on the other side of the world, and everyone connected with Warsash is so very proud of its reputation and what has been achieved. It is indeed a very sad situation, although there is still time to reverse recent decisions. It will take brave management to admit they are wrong in the views they have taken. I don’t think they are big enough, but I remain hopeful that common sense might prevail. PETER BARNES mem no 998548

back up this WW2 claim? ‘The survivor who made me’ in F the June Telegraph: I noticed several With reference to the feature

anomalies in this article, which I feel sure were spotted by many Telegraph readers. However, the part of the article that concerned me most was the author’s apparent recollection of his father saying that an armed officer aboard a British merchant ship in the Second World War ‘locked down the hatches on deck if an attack seemed imminent, in order to seal in the engineers to ensure the engine room worked and responded to instructions’. I struggle to believe that such a thing happened. Does any Telegraph reader have reliable evidence to support such outrageous action? IAN MOIGNARD (retired MN engineer)

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

I am a Cardiff University PhD

Yes 35%

This month’s poll asks: Do you agree with the BIMCO/ICS report suggesting that officers are being promoted too quickly because of supply shortages? Give us your views online, at nautilusint.org

16-17_lets_SR edit.indd 16

some memorials are neglected and unfortunately left to the sometimes unkind weather conditions and other elements. If one looks on the internet there is very little information concerning memorials dedicated purely to the Merchant Navy. With this in mind, I am building a page on the MNA website dedicated to such memorials. I am looking for good quality photographs from not just the UK, but anywhere in the world where there might be a MN memorial.

am seeking the assistance of British seafarers on British-flagged ships to be interviewed as part of my data collection. I am a former registrar of seafarers in a government administration and my research is looking at the Maritime Labour Convention 2006, with specific reference to its provision on health and safety involving seafarers’ representatives. All ranks are invited to participate. The interviews will be conducted by skype or telephone and will be confidential. This is a great opportunity for seafarers to give their views directly about the health and safety aspects of the MLC. g Please contact me via email at carolynaeg@gmail.com CAROLYN GRAHAM

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

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

Giving you a v oice on

your future

1 & 2 The Shrubberies, George Lane, South Woodford, London E18 1BD t +44 (0)20 8989 6677 npa@nautilusint.org www.nautilusint.org

21/06/2016 15:39

July 2016 | nautilusint.org | telegraph | 17

YOUR LETTERS

Ofﬁcers can’t be expected to work safely under these conditions collisions, groundings, F etc, almost twice a week, I can’t

Reading reports about vessel

understand the people who are responsible for safety at sea. Seeing the accident investigation report about the collision between the vehicle carrier Tongala and the general cargoship Bo Spring, I’m thinking that we really need a very big incident so that the people responsible for safety at sea will start thinking correctly. What was done after this accident? Wilhelmsen Lines car carriers took a lot of action to avoid collisions, but I cannot find one very important thing. The first question is what was the cause of accident? Answer — the second officer did chart corrections during his watch! All second officers do the same onboard all vessels. Why are they doing so? Because they have plenty of jobs to be done during their work-time and they also need to eat, sleep, and rest. So they have to finish their job as quickly as possible and before arrival in port, to avoid remarks from port state control. They have to correct the chart and publications, correct ECDIS, and

plot routes on ECDIS and paper charts. They also have responsibility for the fire equipment and/or hospital, and sometimes they are the safety officer so they have to fill up a lot of paper checklists and close plenty of jobs in the computer system. One person has so much work and responsibility! Does anyone ashore have to be a fireman, lorry driver, chart-corrector and doctor during their work-time? Are shore people working like slaves for 21 hours like the chief officer or master of a tanker? We have to send the same information to three different places — this is a triple job because the shipping industry remains in the 19th century. We are working like slaves and nobody seems interested in what is really going on at sea. In port, we are working 6/6 — in theory. For example, any time the office or the captain needs new documentation or cargo calculations, the chief officer is woken up, and this is not recorded in his rest hours. Never mind that he works from 0400 to 0800 on the bridge and will do the same from 1600 to 2000. After

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four hours on watch when the vessel is going alongside, the chief officer has to do cargo operations. He can still be working after 21 hours. His responsibility covers: hospital, deck work, crew rest hours, testing all equipment on deck, tank inspection, pre-arrival test, alcohol test, cargo operations, and navigation watch. He has to fill in a lot of paperwork and the same in computer programs. Junior officers are very tired and they have to be able to control cargo operations. This is dangerous. After six hours of cargo watch they have to do the safety round, passage plan, chart corrections, etc. What about the minimum six hours’ rest? Who else would have to work 6/6 and then have such a big responsibility as to transfer 100,000 litres of gas oil? In almost every port there is an inspection. But inspectors don’t seem to worry about resting time. We have

to be present during the inspection and it isn’t recorded in the hours of rest! And what about STS operations? How it is possible to keep watches with three officers onboard? Who is on the bridge when the vessel is anchored and who is in the cargo control room? All safety at sea is theory. We have ECDIS and we have to use paper charts, we have to plot the position in a narrow canal every six minutes from bearings, visual or GPS. Plot position, write it down in the log book and at the same time keep navigation watches. It is just not possible. If we don’t like collisions, don’t increase paperwork. Delete the real cause of it. On a VLCC there are two junior officers and one chief officer. The chief officer has to work every day for a minimum of 12 hours — and during STS operation more like 20 hours some days. He has to prepare a lot of cargo papers, checklists and the vessel for

cargo operation, and do a lot of prearrival tests. If he makes a mistake in the checklists, there will soon be action taken by head office — but when he complains about paperwork, he can hear it being said that this is not his work and cannot be accounted for in his work hour records. Please wake up! Take some real action to reduce the risk of collisions. Reduce fatigue, cut paperwork, and cut checklists. We have two separate ECDIS — why do we have to use paper charts to plot the position every six, 12 or 30 minutes if it can be done automatically by GPS without any mistake? Aircraft use electronic equipment, not paper charts, and not as many checklists as shipping. It should be obligatory for an additional third officer to be onboard and for the paperwork to be radically reduced — otherwise there will be many more collisions. OLD SEAMAN

Experienced doesn’t mean competent P

This is in response to Captain Keith Beverley’s letter in the June Telegraph (‘Only experienced masters should be superintendents’). Whilst on one hand I understand his concern of not seeing as many British seafarers

now, I honestly (and personally) think it is no longer the lucrative career that it used to be. It must be difﬁcult now to convince someone to join the Merchant Navy, especially if he/she has to be away from friends and family for at least three or four months at a stretch, on average. Besides,

the wages that you get from a shore-based career are now comparable to being at sea. Why would anyone want to be away from home for such a long time then? Shortages of ofﬁcers aside, what I really want to bring to the discussion is the fact that the

PASSAGE PLANNING

GUIDELINES 4th Edition Passage Planning Guidelines focuses on the Appraisal and Planning stages of voyage planning ƵƐŝŶŐ ƚƌĂĚŝƟŽŶĂů ŵĞƚŚŽĚƐ͕ ƉĂƉĞƌ ĐŚĂƌƚƐ ĂŶĚ /^͘ This 4th ĞĚŝƟŽŶ ŶŽƚĂďůǇ ĐŽŶƚĂŝŶƐ ƵƉĚĂƚĞƐ ŽŶ ƉĂƐƐĂŐĞ ƉůĂŶŶŝŶŐ ǁŝƚŚ /^͕ ŝŶĐŽƌƉŽƌĂƟŶŐ ďĞƐƚ ƉƌĂĐƟĐĞ ĂƐ ƚŚĞ ƵƐĞ ŽĨ /^ ĞǀŽůǀĞƐ ĂŶĚ ďĞĐŽŵĞƐ ŵŽƌĞ ĞƐƚĂďůŝƐŚĞĚ ŽŶ ƚŚĞ ŵŽĚĞƌŶ ďƌŝĚŐĞ͘

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term ‘experience’ is very loosely based yet highly required! I myself was at sea for about a decade, during which I rose to the rank of chief officer, and came ashore after obtaining my master’s licence. During my time at sea, I sailed with so-called ‘experienced’ masters, some of whom did not know what the charter party requirements were to load IMDG cargo. One master didn’t have the copy of the charter party either! This was my third ship as chief officer. Another distinct incident was when I was on my first trip as chief officer on a container vessel in 2008, when the container industry was slumping. On a feeder vessel which was laid up, we were asked to load steel slabs. Whilst it was only my first ship as chief officer, I was well aware that the loadicator onboard could calculate break-bulk cargo. This was an add-on feature which could be modified and gave the calculations. Of course, I carried out the calculations manually as well, because the vessel had not loaded any break-bulk cargo apart from a few vehicles on flat racks. However, the vessel’s DPA (again an ‘experienced’ master mariner) wanted detailed information on how the

stability was calculated. This was despite the fact that, being technical manager for the vessel, they too had a copy of the loadicator program to verify the calculations if required. I have been ashore since 2011, and have come across many more instances where ‘experienced’ masters have not been aware of key issues — almost too many to count. I am sure that I am not the only one who has come across situations like these. Lastly, I do not wish to point fingers at those masters who are carrying out their duties diligently and taking their time in mentoring and training their juniors. I consider myself lucky to have come across a few of them. Being ashore, I can now look at the wider picture rather than just thinking what I would be doing during the next ocean passage or next port call if I was a master/chief officer on a vessel. It is rather difficult to achieve this way of thinking, let alone getting used to working ashore after being at sea for a decade. Hence, personally, I do feel an experienced master would not necessarily be an excellent superintendent. MELVIN FERNANDES mem no 1218170

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21/06/2016 15:39

18 | telegraph | nautilusint.org | July 2016

MARITIME DEBATE

There is no such thing as bad publicity: true or false? P

The compatibility of two largely disconnected spheres was put to the test earlier this year with the emergence of Boaty McBoatface as the people’s winner of the National Environment Research Council’s (NERC) #NameOurShip campaign. The maritime community has not often found itself on the receiving end of considerable public enthusiasm. NERC’s decision to allow the public to suggest and vote for names for the new £200m arctic research vessel represented a concerted effort to rectify this. Yet Boaty McBoatface, a seemingly innocent suggestion, triggered a conflict between the necessity of harnessing public engagement, and the importance of maintaining national reputation and industry credibility. Boaty arguably did more to boost the prominence of the maritime sector in the popular psyche than previous campaigns, granting accessibility to a previously illinformed and often indifferent public. It is possible to state with relative confidence that the inauguration of the new research vessel would have gone relatively unmarked had it not been for this jocular suggestion. However, the name also risked undermining the significance of seafaring activities in general and the work of the vessel itself. Historically, Britain has a proud reputation at sea, both in terms of shipping operations and in advancing maritime research. RRS Boaty McBoatface hardly screams scientific innovation and research excellence. RRS Sir David Attenborough, however — the name adopted by NERC and the government in spite of the public winner — embodies this

Shipping has rarely had more headlines than those devoted to the ‘Boaty McBoatface’ saga in the UK media this year. ELLIE ST GEORGE-YORKE, head of the maritime division at PR firm Acceleris, considers whether it was good for the industry or compromised credibility…

The vessel now known as RRS Sir David Attenborough, which will be crewed by Nautilus members Picture: NERC

effortlessly. It is unsurprising, then, that the campaign was accompanied by such ﬁerce debate between unwavering advocates of democratic decision-making, and industry professionals who no doubt found the name suggestion mildly insulting. Such a feeling is not without

reason, particularly when considering the contribution, and the sacriﬁces, made by those who spend their working lives at sea. Suffering from a severe bout of national sea blindness, the majority of the public possesses little understanding of the extent to which Britain is heavily

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

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

18_boaty_SR edit.indd 18

reliant upon the maritime industry. The sector is a major employer, directly recruiting over 200,000 people last year. It also greatly facilitates economic activity, with 95% of national imports and 75% of exports being transported via sea. Yet a 2014 Seafarers UK survey revealed that only 2% of the public were aware of this. But more alarming is the fact that the maritime industry has an exceptionally high occupational mortality rate, posing a higher risk to employees than any other sector. Naming a research vessel Boaty McBoatface does not sit so well alongside this fact, undoubtedly trivialising the inherent danger. Alongside the sobering news of fatalities at sea, the issue suddenly loses all traces of hilarity. It is understandable, therefore, that many industry professionals were reluctant to subject the naming of an important vessel to the whim of what is essentially an illinformed public. Even James Hand, the man behind Boaty, recognised the need for a more beﬁtting name, choosing to vote for Sir David Attenborough and offering an apology to NERC for any embarrassment caused. The decision to opt for an alternative name has seen considerable public criticism levelled against NERC and the

government for backtracking on an apparently successful campaign. Yet their handling of the situation serves as an example of astute PR management and shrewd judgement. In christening one of the remotely operated submarines Boaty McBoatface,

The jokey name risked undermining the important research work of this vessel and seafaring activities in general

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the spirit of public enthusiasm has been kept alive. It signiﬁes a desire for popular longevity, and a continued public connection to the industry. Naming the main vessel RRS Sir David Attenborough, a suggestion which actually came

fourth in the competition, is a further nod to public sentiment. A man whose popularity rivals that of international pop stars, Attenborough enjoys an exclusive position within the heart of the nation. His name alone perhaps possesses enough clout to ensure a firm following of the vessel’s projects and findings. In reaching this outcome, NERC has offered itself a liferaft for avoiding any potential future PR crisis that would result from such an indelicate name. Yet despite the unanticipated result of the campaign, it did succeed in fuelling public discussion around a topic that otherwise could have gone widely overlooked. There is a glaring need for the maritime industry to become more public-facing and engaging to encourage greater understanding and appreciation of the work of seafarers and the sector itself. Doing so would offer a remedy to the dreaded sea blindness — the very thing contributing to the sector’s omission from popular interest and understanding. We can already see the industry slipping once more out of mainstream media. The petition launched by the public to reverse the decision to give the boat a different name has received only a tiny proportion of signatures compared to the number of votes for Boaty itself. To prevent this level of public disengagement the industry needs to readily embrace and exploit communications channels open to them. A greater willingness to utilise all forms of media to reach a wider audience would help to sustain the visibility initially granted by the NERC campaign. There is often a tendency in the industry to shy away from engaging with a mainstream public. However, it is possible for this public success to be reflected across the entire sector, where the conversation has been muted for too long. Boaty McBoatface, the accidental product of an inviting PR campaign, accorded the industry the public recognition it deserves, albeit short-lived. It may have been a controversial wave of publicity, but can we see another one on the horizon?

g Acceleris is a multi-awardwinning communications agency based in Harrogate and London specialising in boosting and protecting the reputations of national and international clients within the maritime sector. The agency’s clients include the National Federation of Fishermen’s Organisations, Seafarers UK and the Shipwrecked Mariners’ Society. For more information visit www.acceleris-mc.com or follow @AccelerisMC on Twitter.

21/06/2016 14:56

July 2016 | nautilusint.org | telegraph | 19

NAUTILUS AT WORK Do drone ships spell the end for seafarers? Or does the rise of robo-vessels offer exciting new opportunities for maritime professionals? Nautilus senior national secretary ALLAN GRAVESON offered his vision of a ‘smart ship’ future at a conference last month…

essential work that lies ahead to ensure that there is appropriate training, skills and knowledge to safely operate new systems and to provide the necessary underpinning seafaring expertise for remote and autonomous maritime operations. ‘As with the industrial revolution, there is an opportunity to create and develop new specialist skills,’ he added. ‘Integrating the human into communications systems — augmented reality — has the potential to upskill to a degree not yet realised.’

Our apparently conservative industry has always coped well with technological change, argues Allan Graveson Picture: Rolls Royce Marine

We can’t ﬁght the advance of technology — but we can ﬁnd ways to embrace it in a way that improves working lives, Nautilus senior national secretary Allan Graveson told the International Federation of Ship Masters’ Associations annual general meeting. ‘"Smart ships” utilising existing and new technologies could help to reduce human error, improve safety and provide an alternative lifestyle for seafarers far removed from the slave-like conditions experienced by some today,’ he argued. The subject of smart ships has been hitting the headlines recently, with promises of remote-controlled vessels being trialled by 2018 and autonomous ships coming into service by the end of this decade, Mr Graveson noted. ‘The lessons of history suggest that it is futile to resist change and that it is instead preferable to embrace it in such a way that it serves society and ensures high quality employment and training for maritime professionals,’ he contended. While shipping is often said to be a conservative industry and slow to change, history — including recent history — shows that there have been sweeping transformations, such as the shifts from sail to steam, from coal to

oil, the development of engine control systems and navigation equipment, including the gyro compass, radar/ARPA and terrestrial navigation systems, Mr Graveson told the conference. More recently, the IMO has moved to embrace the mandatory carriage of new technology, including GMDSS, VDR and AIS, as well as a complex set of requirements for power and control systems, along with the development of a strategy for e-Navigation. Many of these advances have been supported by Nautilus and its predecessor unions, most notably where they have been shown to deliver improvements in safety. It could be argued that automated ships are already a real-

ity, Mr Graveson pointed out, as ‘smart’ ROVs and unmanned autonomous vehicles are now being used in such areas as marine research, defence and in the oil and gas industry. But the potential for further radical change in shipping operations is clear, with manufacturers and research teams accelerating the pace of technological innovation. However, Mr Graveson noted, the speed at which autonomous shipping is embraced by the industry is likely to be driven strongly by economics. ‘Smart ships and the supporting infrastructure will require huge amounts of investment, and savings on labour may be marginal, given the relatively low cost of many seafarers in the

global maritime labour market,’ he stressed.

Certain sectors of the industry are more appropriate for the smart ship model of operations, and the transition period is also likely to see a continued need for seafarers in such operational phases as mooring, navigating busy sealanes and pilotage. However, he said, new technologies offer signiﬁcant potential to improve safety — with intelligent use of sensors and diagnostic tools providing signiﬁcant support to deck and engineering departments for decision-making and situational awareness. While there are legitimate concerns that the move to smart

ships could de-skill seafarers or reduce employment, Mr Graveson suggested that such developments offer opportunities for a new generation of maritime professionals, reinforced by the demand for new skillsets and aptitudes from seafarers. ‘This is illustrated by the wellfought rear-guard action undertaken by the Union as GMDSS began to take effect — keeping the case for an electronic specialist very much alive, and resulting in the 2010 Manila Amendment certiﬁcation requirements for an Electronic Technical Ofﬁcer (ETO) included in the STCW Convention,’ he pointed out. The work done by Nautilus to formally recognise ETO skills and training provides a model for the

The Union believes the transition to smart shipping operations will not mean the demise of seafaring, but rather the creation of different ways of working — such as new specialist ship ‘operators’ based at sea and ashore, Mr Graveson told the IFSMA meeting. Engineering maintenance, for example, will still be necessary but may migrate from sea to shore — resulting in the construction of maintenance ports, specialist workshops and repair berths along key trading routes, comparable to the facilities for aircraft at many major airports. Mr Graveson said the new skills needed for new technologies also have the potential to create better paid employment, reﬂecting the increasing scarcity of specialist staff to construct, ﬁt out, operate and maintain the new systems. All this presents the potential to improve the nature of work for maritime professionals — emphasising the ‘high tech’ nature of the sector and removing some of the inherently unsafe aspects of work at sea, he suggested. ‘Nautilus also believes that the debate on smart and/or autonomous ships has so far concentrated on the technological and the economic issues, and needs to shift to social and human factors,’ he added. Many pressing safety issues also need to be addressed — not least the legal and liability implications, the regulatory regime (collision prevention regulations and SOLAS being critical), the extent of shore-based control and direction (VTS), and system resilience and cyber security. ‘Change is going to happen,’ Mr Graveson concluded. ‘By not only accepting change, but advocating change in a particular direction, it is possible to set the agenda and better steer that change towards an acceptable outcome.’

Drone-assisted surveys 'can be quicker and safer' the use of drones to conduct key elements of ship K surveys as part of a programme to use new technologies to A major classification society is claiming success in

transform vessel inspection processes. DNV GL says it has successfully trialled the use of camera-equipped drones to inspect cargo tanks or holds onboard a large oil tanker, a chemical tanker and a bulk carrier, and to visually check the condition of remote structural components during hull surveys. It says these tests have shown the potential to significantly reduce survey times and staging costs, as well as improving safety for surveyors. The first tests used a modified ‘off-the-shelf’ drone to visually evaluate structural components through video streamed to a tablet. One surveyor operated the drone, while a second checked the video feed in real time. Equipped with a powerful headlight, the drone was able to produce a video of sufficient quality for initial inspection purposes. If any damage is detected, a traditional close-up survey may still be required. Cezary Galinski, manager of DNV GL’s maritime

19_drones_SR edit.indd Sec1:19

DNV GL drone onboard the chemical tanker Apollo Picture: DNV GL

classification ‘flying squad’ based in Gdansk, commented: ‘Camera-equipped drones are now much more widely available and affordable, and by using them for a first screening we can identify areas that require closer

inspection quickly and without extensive staging, which can be both costly and time-consuming.’ DNV GL has now become the first classification society to complete production surveys using a drone to assist surveyors. The first survey took place on the German-owned chemical tanker Apollo, with two DNV GL surveyors using a drone to inspect 14 tanks over two-and-a-half days. ‘The advantage of using a drone over conventional staging inside the tank is absolutely clear,’ said marine superintendent Jochen Huhn, from Carl Büttner Shipmanagement. ‘Eliminating the risk of damage to the coating from staging means the drone survey is worth it, even before we factor in the time saved by this method. We were also all very impressed by the quality of the video and the details the drone was able to obtain in the inspection.’ DNV GL Maritime CEO Knut Ørbeck-Nilssen promised: ‘Over the next few years we will continue to work on expanding the ways drones can be used and the number of stations where we can offer this service. This is a very promising beginning and one that is already showing a significant benefit in terms of time and costs saved.’

autonomous drones, DNV GL suggests. K A 3D model of a vessel could be loaded into a drone’s In the future it may be possible to use fully

memory, which could then orientate itself inside the tank and follow a pre-defined route, stopping at points of interest inside the compartment to capture video and still images. The operator could use the camera and lights to document findings, while the drone’s autopilot takes care of the flight. At some stage it may be possible to have a drone with its own scanning capabilities. The drone could be dropped into an unknown space, make a scan, create its own 3D map and then proceed to carry out the survey independently. Currently, DNV GL is also looking into using drones and other alternative means for inspection of offshore mobile operating units (MOUs) — both for topside and external structure and for internal tank inspections. It is also seeking to establish a certification service for external drone operators to qualify to perform inspection work on classed MOUs.

21/06/2016 12:58

20 | telegraph | nautilusint.org | July 2016

MARITIME CAREERS

Superyacht study success O

The JW Slater Memorial Fund, administered by the Marine Society in association with Nautilus International, has been a lifeline for many looking to make their way in the maritime industry. Named in honour of former MNAOA general secretary John Slater, it offers scholarships worth up to £17,500 to help Merchant Navy ratings with the costs of studying for a first certificate of competency, and can help yacht crew and electro-technical officers to gain STCW certification. So far, more than 1,500 Slater Fund awards worth over £4.5m have been made by the Union since the scheme was launched in 1977. One recent recipient has given the Telegraph a glowing reference — explaining how the scheme allowed him to not only complete the courses for his blossoming career in the yacht sector, but also support his growing family during his studies. George Oliver, 35, lives in Bath

with his wife Sally and their two young children. After starting off in the sector in April 2012, George joined a 45m Benetti superyacht as a deckhand. A year later he gained promotion to bosun and started studying for the next step in his career.

I am where I am now because of the Slater Fund

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Since March 2015 he has held the rank of chief ofﬁcer, having completed his OOW and chief mate modules; an achievement, he says, that might not have been possible without Slater Fund support. While studying for his OOW at Warsash Maritime Academy in February 2014, George picked up a copy of the Nautilus Telegraph in the library and noticed the advert for the Slater Fund scholarship. ‘After reading it a few times and seeing they had just introduced

scholarships for superyacht crew, I took a photo of the ad to bear in mind for the future,’ he recalls. ‘I remember thinking it was a little bit too good to be true. In this day and age it’s not common to see such funds open to allcomers. Usually funding is for cadets or those seeking commercial licences. ‘Come autumn 2014, I was struggling to see how I was going to afford all the remaining courses,’ George says. ‘I contacted the Slater Fund in October and talked through my situation. I was told I could be a likely candidate and an application pack was emailed over to me. I spent a couple of hours a day for two weeks putting together my application. ‘I sent it off mid-November and was notiﬁed at the beginning of December that I had been awarded the scholarship and full funding. It was a huge relief. Up until then I was going to somehow have to balance affording my courses with unpaid time off work and also keeping up my mortgage pay-

ments and the costs of having a family. Sitting and doing the sums I realised it wasn’t going to be feasible without outside assistance or selling something.’ ‘Put simply, I am where I am now only because of the assistance the Slater Fund was able to give me,’ he adds. ‘I have a professionally recognised ticket which allows me to ﬁnd work and travel around the world, and I can be proud of my achievements to date.’ Now George is looking to the future for himself and his young family. ‘I am very grateful to the Slater Fund and its continued generosity in supporting me through this journey. It is capped off by the fact that I have accepted a new role and challenge on a larger, modern custom-built superyacht as their new chief ofﬁcer. Without the Slater Fund I would not be looking at such opportunities,’ he concluded. g For more information about the Slater Fund, visit www.marinesociety.org/slater-scholarships.

George Oliver

‘The Slater Fund helped me concentrate on my exams’ 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

20_slater_SR edit.indd Sec2:20

Kristina Hogg got her first taste of the yachting industry back 2011, when she secured a role as a deck steward on a superyacht. But not content with just making up the numbers, she set her sights on achieving deck officer certification. ‘I did my day skipper and a few other basic courses to be a deckhand in the yacht industry,’ Kristina explains. ‘When I had that, I packed my bags and went to Palma looking for work and I found a job onboard a 52m motor yacht called Legend. ‘I joined as a deck stew [steward], and after a year and a half of being onboard I was promoted to the position of bosun. I decided to knuckle down and take my courses and make progress on my Officer of the Watch as there are a lot of modules to do and it can be quite difficult fitting them in around the itinerary of the boat.’ Leaving Legend in September 2015, and having started her course by funding herself, financial pressures were causing a distraction to Kristina. Preparing for the final wave of her studies, she discovered that the Slater Fund might help ease the burden. ‘I had completed the majority of the modules and had paid for them myself,’ she recalls. ‘I just wanted to concentrate on that last push of doing my exams and not the financial cost. I knew there were things out there and there was help for people who were more on the Merchant Navy route, but I wasn’t aware that it was also there for people working on yachts. As soon as I found that out, I

Kristina Hogg Picture: Cindy Bekkedam Photography

got my application in. ‘It was a great help, even for just my final few months, as that’s when you need to knuckle down and concentrate freely on the task in hand.’ Kristina gained her CoC in March this year. ‘Had I not had the scholarship I probably wouldn’t have bothered to do the courses for my chief mate until I was working again and could afford to pay for them but, as I had the scholarship, I had the time to just do them all in one go and not just stop at the Officer of the Watch,’ she says.

Kristina’s boyfriend is currently completing his OOW training and the couple will then seek a job alongside each other. ‘We worked together on the previous boat so we know we’re a strong team but we just need the opportunity from someone to run a small boat,’ she adds. She urges others in the sector to follow in her footsteps. ‘You don’t have anything to lose by applying for the Slater Fund. Although there is no certainty you’ll be accepted, it could be a massive boost to help with the financial burden of getting you where you want to be in your career.’

21/06/2016 15:00

July 2016 | nautilusint.org | telegraph | 21

MARITIME SAFETY

Do you trust the equipment on your vessel? Worries over the safety of life-saving appliances could put seafarers at increased risk, a new study has warned. ANDREW LININGTON reports on an investigation into the way seafarers interact with key shipboard systems…

An engineer officer was injured when the freefall lifeboat onboard the bulk carrier Aquarosa, above, was inadvertently released during a routine inspection Picture: Australian Transport Safety Board

Seafarers are suffering from a ‘huge loss of faith in lifeboat safety’, a major new research report has concluded. A four-year project to investigate seafarers’ experiences with mandatory equipment on their ships found that design issues undermine the effectiveness of all forms of life-saving craft — with more than one-quarter of crew members stating that they would be afraid of using lifeboats in an emergency. Researchers said the ‘widespread mistrust’ of lifeboats raises serious concern — as it suggests that in emergency situations seafarers might decide to use less effective means of evacuation. The findings form part of a study carried out by the Seafarers International Research Centre at Cardiff University to examine the way seafarers interact with such vital equipment and systems as life-saving appliances, survival suits, GMDSS, ECDIS, ARPA and alarms. Based on interviews with more than 360 seafarers and questionnaires completed by 2,500 serving officers, the feedback reveals problems including design shortcomings, training issues and the need for greater ‘buy-in’ from crew members in terms of their trust and confidence in the systems. ‘It is vital that the use of mandatory equipment is properly understood and that it is used appropriately and maintained effectively,’ the report notes. ‘However, there is evidence which suggests that from time to time such equipment is either poorly operated and/or poorly maintained, resulting in both a threat to human life and to the environment.’ The study warns that accidents involving death and injuries during the launch and retrieval of lifeboats have generated ‘a considerable amount of fear amongst seafarers’. As well as worries over the inadvertent release of davit-launched lifeboats, the research found that many seafarers are anxious about the risk of spinal injuries as a result of inadequate shock absorption and restraint systems on freefall lifeboats. Researchers found significant evidence of reluctance to undertake drills with seafarers onboard lifeboats — and 40% of deck officers said they had served on ships where drills were recorded but not carried out. The report also reveals considerable problems with liferaft design — with evidence that increasing numbers of seafarers are unable to board them without assistance. Just over half the seafarers with experience of boarding liferafts said they had experienced a degree of difficulty in doing so unaided. Almost 10% said they had never managed to board a liferaft without assistance and more than one-quarter said they did not think they would be able to get into a liferaft from the sea while wearing an immersion suit in a real emergency. ‘In terms of the design of liferafts and immersion suits, there was evidence at all stages of the research that they were not regarded as fit for purpose by a significant number of seafarer respondents,’ the report states. ‘In particular, immersion suits were regarded as heavy and impeding motion and dexterity, while liferafts have been experienced by many as difficult or impossible to board unaided even in ideal conditions.’

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Seafarers undergoing survival training – many complain about difficulties in getting into liferafts and problems with immersion suits Picture: US Coast Guard

Researchers said many seafarers had expressed frustration with the number of alarms on their ships — with just over 80% experiencing noisy and distracting alarms and many complaining that GMDSS alarms are most likely to be noisy and irrelevant. They found that 24% of seafarers had admitted switching off an alarm without ﬁrst checking on the problem that it was indicating, and 42% had been on a ship where the bridge watchkeeping alarm system had been switched off with the master’s permission. The report notes feedback suggesting that GMDSS equipment could be made more user-friendly and updated to exclude components, such as telex, which are now regarded as redundant.

In contrast, 82% of seafarers surveyed considered that ECDIS is user-friendly, and the generally positive views about electronic charts were tempered only by concerns about the differences between various systems and problems such as ordering updates. Only 5% of seafarers reckoned that they could resolve ECDIS problems onboard without shoreside help, and while 52% said they did not think it was safe for ships to discard paper charts, 47% said they would be happy with full dependence on ECDIS. The study also points to the ‘problematic’ design of oily water separators (OWS) — and older models in particular — with seafarers complaining of their variable performance in changing conditions at sea

and of labour-intensive maintenance requirements. While almost two-thirds of engineers considered that oily water separators are reliable, 39% had served on ships where the ppm sensor had been ‘tricked’ and almost one-quarter had been on vessels where a ‘magic pipe’ had been used to bypass the OWS. The report stresses the importance of ‘buy-in’ from seafarers in the value of mandatory shipboard equipment. ‘If seafarers perceive some equipment to be lacking utility they may circumvent its use, fail to maintain it fully, and/or disengage during training,’ it adds. ‘Belief amongst seafarers that equipment is necessary can therefore constitute a critical element in its use and maintenance.’ Encouragingly, researchers said they had found a strong commitment from seafarers to the bulk of the equipment examined in the study. ‘Although bridge watch alarm systems were not regarded as being necessary all of the time, their use was generally wellsupported,’ the report notes. ‘GMDSS alarms were often ignored by seafarers because of their frequent irrelevance, but GMDSS was not regarded as something that should be abandoned. Rather, seafarers wished to see it updated and designed more effectively,’ it adds. ‘OWS were also seen as very important onboard ships in the battle against pollution,’ the report says. ‘However, seafarers recognised that management had to support OWS (with replacement parts and/or the provision of reception facilities) if pollution incidents were to be avoided altogether.’ The report concludes with a warning about the way in which safety concerns and heavy schedules often interfere with lifeboat training. ‘Lifeboat drills onboard have particular importance due to the training provided ashore being identiﬁed as poor by many seafarers,’ it points out. ‘However, some seafarers have become so concerned about the risk of serious injury in the course of lifeboat drills that they avoid taking part. This serious situation needs to be addressed.’

Safety recommendations from the SIRC report 1 Until lifeboat on-load release and retrieval systems (OLRRS) are effectively modified to substantially increase the safety of lifeboats, fall prevention devices should be made mandatory

7 The weight/height allowance utilised in the design of freefall lifeboats should be increased to take account of the increasing size/weight of the overall population and reviewed at five-year intervals

2 Where fall prevention devices are utilised, companies should provide seafarers with appropriate training in their use

8 Freefall lifeboats should be designed to further reduce the risk of spinal injuries

3 Vessels which have already fitted fall prevention devices (FPDs) should continue to make use of them until new designs/modifications have been demonstrated to be fit for purpose and fears amongst seafarers have consequently subsided 4 Regular maintenance of OLRRS by specialist licensed and certified personnel should be a mandatory requirement 5 The space between rows of seats inside freefall lifeboats should be increased to allow for adequate legroom for seafarers of all heights 6 Freefall lifeboats should incorporate sufficient space to facilitate the storage of immersion suits and life jackets

9 Liferafts require modification to allow for unassisted boarding from the water by seafarers of different size, weight and strength 10 Regulations should be adapted to require immersion suits to be the lightest weight possible whilst retaining thermal properties. Regular immersion suit maintenance and upgrading should be made mandatory in support of this

13 The design of GMDSS should be updated to remove redundant equipment and to maximise user-friendliness 14 The effective use of OWS should be supported by continued vigilance in inspection practices and by employers providing filter replacements and permission to dispose of oily waste ashore 15 Efforts should be made to ensure that ports provide oily waste reception facilities at low cost. 16 Training standards ashore require improvement in relation to life-saving equipment such as lifeboats and liferafts. Such courses should include practical ‘hands-on’ experience

11 Regulations should be adapted to require all immersion suits to incorporate five-fingered gloves for both hands

17 Companies should be required to provide 24-hour shore-side technical support to seafarers in relation to the use of complex systems such as ECDIS

12 Regulation should be adapted to require lifejackets to be of minimal bulk and weight whilst retaining buoyancy properties

18 Integrated bridge watch alarm systems should replace motion sensitive and manual re-set systems on all new ships

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22 | telegraph | nautilusint.org | July 2016

MEMBERS AT WORK

Goodbye to an old and dear friend

7 June 2016 Tower Bridge, London. The RMS st Helena passing through Tower bridge on her fin

A UK-flagged ship which has run a lifeline service to one of the world’s most remote island communities for more than a quarter of a century is set for retirement soon. ANDREW LININGTON met some of the seafarers onboard during the vessel’s farewell visit to London…

‘I’ve heard colleagues describe this as the best job in the Merchant Navy,’ says Captain Rodney Young. ‘RMS is a special ship: there are not many people who can say they look forward to going to work, but I always have done.’ ‘RMS’ is the Royal Mail Ship St Helena, which made a farewell call to the Pool of London last month — which also happened to be an inaugural home port visit — to help mark the end of 26 years delivering a lifeline service to the remote South Atlantic island. The last ship to be built at the Hall, Russell & Co yard in Aberdeen (by then A&P International), the 6,767gt RMS St Helena was specially designed for the role of transporting passengers and freight to the British Overseas Territory, which lies some 1,200 miles off coast of Africa and 1,800 miles from the coast of South America. Since coming into service, the ship has carried more than 100,000 passengers and sailed more than 2.4m nautical miles — the equivalent of 110 circumnavigations of the world. But with the opening of the island’s ﬁrst airport this year, RMS is to be withdrawn from service and replaced with a smaller general cargoship that will also be operated by UK-based Andrew Weir Shipping — the 3,862gt Dutch-owned Eemslift Christiaan, which will be re-named Helena. The move marks the end of an era. For more than 75 years, South Helena was served by Union-Castle ships on their way between Southampton and Cape Town. When Union-Castle

pulled out, the UK bought and converted a former Canadian ferry — the 1963-built Northland Prince — to keep the island supplied. The 3,150gt vessel operated the service from 1977 until its replacement by the new and larger RMS in 1990. Claimed to be one of only two remaining ocean-going Royal Mail ships, RMS St Helena was specially equipped to carry a wide range of cargo, including liquids. Cargoes have included anything from wind turbines to automotive parts, cement and Christmas turkeys, to furniture, food, parcels and paint. Originally linking St Helena with the UK — operating from Portland and Cardiff — RMS was subsequently switched to run a shuttle service out of Cape Town, and has also sailed between Ascension Island and Tristan da Cunha. As well as taking people to and from the island for work or holidays, RMS has been used for medical evacuations — and has well-equipped hospital facilities and an onboard doctor. Around two-thirds of the ship’s 56 crew are St Helenians — and, coming from an island with a population of just over 4,200, it is perhaps not surprising that many of them are related or were already close friends when they signed up. Capt Young and chief engineer David Yon have both served onboard for 35 years — starting their cadetships at Plymouth School of Maritime Studies on the same day. ‘At the time I joined, there were very limited opportunities on the island and the cadetship was something you just couldn’t miss,’ said Mr Yon. ‘It was a case of jumping in and seeing what happens — and I’ve

Hotel services director John Hamilton

Captain Andrew Green

really enjoyed my time.’ Capt Young started his seagoing career on the ﬁrst RMS St Helena at the age of 17, and accepted the new vessel on behalf of the island’s government. He became master in 2000 and was awarded an MBE in 2005 for services to the shipping industry. ‘It’s been my life, that’s for sure,’ he says. ‘It’s a very happy ship, and we do things differently, with all the old traditions. Everything we do is geared towards the island.’ Capt Young says he hasn’t given much thought to what he will do when RMS is withdrawn. ‘You do have to think of the future, but it has been such a busy time that I really haven’t looked ahead,’ he adds. ‘It’s not been emotional so far, but I know it is going to be.’

have had passengers p baby born onboard.’ Capt Greentree say ship up the Thames to special for me, and wa as the ship is registere he explains. ‘As we cam my throat and a tear in voyage will be even m The master wants t RMS is withdrawn — a a shore-based position — you never know wh Third engineer Chr seafarers onboard — a his ofﬁcer trainee stud Now working towards carry on working at se yet!’ he laughs.

The opportunity to take up a cadetship on RMS was not to be missed

“

”

Captains Rodney Young, Belinda Bennett and Andrew Greentree are pictured with guests at a reunion of RMS St Helena crew during the vessel’s visit to the UK last month. Those attending included former masters and superintendents, engineer officers, pursers, hotel officers, the chef from the ship’s maiden voyage and crew who had served on the previous RMS during the Falklands War

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As a sign of the ‘family’ connections onboard, Capt Young and Capt Greentree are cousins, and also share the same great-greatgrandfather as the ship’s chief ofﬁcer. ‘RMS is very much part of the island and there’s a special bond between the crew, as we are very close — in fact, we have had a brother and a sister, a father and a daughter, and a mother and daughter onboard,’ Capt Greentree says. There can’t be another ship in the world like it.’ Capt Greentree has served on RMS since he started as a cadet in December 1992, training at South Shields and Warsash in the UK, before being appointed captain in August 2007. ‘I have spent all my working career with the RMS and the idea of working onboard this ship was the reason I came to sea,’ he says. ‘I have never considered any other ship as this job is special and is a way of serving the community and providing for the island I grew up on,’ Capt Greentree was originally intending to be a teacher, but his life changed when RMS crew members gave a presentation at his school. ‘When they ﬁnished their talk, I thought it was fascinating and that was the life for me. It certainly has been!’ As well of the privilege of serving his island, Capt Greentree says his job has provided constant variety — anything from the testing sea conditions during certain voyages to carrying animals ranging from crocodiles to a hamster. ‘The passenger side is always interesting,’ he adds. ‘We do a Sunday church service, I have renewed people’s vows, and we

Chief engineer David Y

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July 2016 | nautilusint.org | telegraph | 23

MEMBERS AT WORK

St Helenian master takes on the world er final voyage prior to being decommissioned Picture: Peter van den Berg

Greentree

gers pass away — although we have never had a rd.’ e says he found it very emotional taking the mes to moor beside HMS Belfast. ‘It was very nd was a very historic and significant moment, stered in London but has never visited London,’ we came through Tower Bridge, I felt a lump in ear in my eye and to see her sail on her final en more emotional.’ ants to remain in the shipping industry when n — and he is considering whether to move to sition. ‘We’ll have to wait and see what happens w what is around the corner,’ he adds. r Christopher Henry is one of the younger d — and was the last St Helenian cadet, starting e studies in 2002 at South Tyneside College. wards his chief’s certificate, he says he wants to at sea once RMS retires. ‘I can’t afford to retire

Hotel services director John Hamilton has served on the ship for just over 20 years, moving from a shorebased role in a hotel in the Forest of Dean. ‘My father had been in the Royal Navy at the end of the second world war and I had always wanted to follow in his footsteps,’ he says. ‘I tried for 11 years to get a job at sea, but was both over-qualified and under-qualified, and it was St Helena that gave me the chance. ‘It’s been a totally unique experience,’ Mr Hamilton reflects. ‘Passengers come onboard as passengers and they leave as friends. You don’t need to watch EastEnders or Emmerdale — all of human life is onboard. Their stories are often remarkable — on the last trip we had someone who worked with Mother Theresa.’ Travelling to St Helena by RMS gives visitors a gentle immersion into the island, he says. ‘You feel like you are on the island, as you are mixing with the islanders onboard all the time and that’s something you just won’t get on a plane.’ Mr Hamilton is also keen to carry on working at sea — possibly onboard a superyacht or a similar-sized ship. St Helena Line chairman Matthew Young said the service provided by RMS over the past 26 years was ‘remarkable’ — and the way in which schedules had been maintained was a credit to the crew.

It’s not been emotional so far, but it will be. RMS has been my life

“

”

RMS is up for sale, and Mr Young says he hopes the ship will avoid the scrapyard. ‘RMS St Helena has played a vital role in sustaining St Helena’s population and, for the past 26 years has been the sole means of regular access to the island,’ he added. ‘We don’t know what the future holds yet, but we are sure there will be life after service to the island. Her combined passenger accommodation and cargo design makes her well-suited to a range of different trading options and we are conﬁdent that she can continue to play an important operational role elsewhere in the world.’

Captain Belinda Bennett Picture: AndyJohnson

Nautilus member Belinda Bennett hit the headlines earlier this year when she became the first black female master of a cruiseship. But, she says, she doesn’t feel like a trail-blazer. ‘I know it is a big thing, but I still haven’t got used to it,’ she admits. ‘On the trip I just finished a crew member said “hello captain” and I looked around and then realised he was talking to me!’ Capt Bennett’s appointment as master of the 5,703gt motor sailing yacht Wind Star is a high point of a career which started in August 1994 as a deck cadet onboard the 6,767gt RMS St Helena — the ship which served the island where she grew up. ‘I have always loved the water and the sea and had originally wanted to be a marine biologist,’ she recalls. ‘However, as I came through school there was not anything possible at the time to get into marine biology from the island and when the cadetship came up I said to my parents that I will take it. ‘They were reluctant about it, with me being only 17 at the time, but I told them that if I didn’t like it, I would come home. Off I went, and I really enjoyed it.’ Following a two-week voyage to the UK onboard RMS St Helena — which was going into dry dock — Belinda began her training at South Tyneside college. ‘It was a bit of a culture shock,’ she recalls. ‘I had to get on a train — I had never been on one before — but you just have to get on with it.’ During her cadetship, the young Belinda got seatime on ships including four months on the Shell tanker Leonia and four months on the United Baltic ferry Baltic Eagle. ‘I was asked if I wanted to go on a

tanker or the QE2, and me being me, I said the tanker please! It was a good experience, but enough to know that tankers were not for me.’ Returning to RMS St Helena at the end of her cadetship, she became third officer in 1998 and served on the ship until 2003, having risen to the rank of second officer. ‘I loved my time on RMS, but it was time to move on and grow within the industry,’ she reflects. The lure of the lifestyle and money to be made in the superyacht sector led her to work on a private charter yacht, taking the vessel out of refit and into service in the Mediterranean. ‘It was great fun, but I wanted to get some proper seatime to get my master’s ticket.’ So she switched to the Isle of Man Steam Packet Company, working onboard Superseacat 2 for the summer season. ‘This was another job that I really enjoyed — the jet engines were fun and I loved the speed.’ However, she was missing deepsea work and, via Viking Recruitment, she joined Windstar Cruises as second officer onboard the 14,745gt Wind Surf in September 2005. During her 11 years with the company, she has served onboard all three ships in the fleet in roles including navigating officer, sails and training officer, and chief officer, gaining her master’s certificate in November 2007. Windstar’s motor sailing yachts are a far cry from the fast craft Capt Bennett worked on in the Irish Sea — but she loves the different working methods. ‘It was very daunting at first, because I had zero sailing background and knowledge, and it took me at least one contract to get really confident with the sails,’ she admits.

‘It’s totally different from a small sailing yacht,’ she explains. ‘You can jibe and tack, but you have to be very careful not to rip the sails, and you have to change the sails with the wind — which requires a lot more concentration than being on a normal motor ship, especially as the biggest thing you need to get used to are the obstructions caused by having the sailing system in front of you, which means you don’t get the full view.’

Belinda Bennett’s maiden voyage as captain began at the end of January this year. It included a trans-Atlantic crossing to take Wind Star — which accommodates up to 148 passengers and 102 crew — from the Caribbean to a two-week dry-docking in Europe, before the vessel returned to service in the Mediterranean. ‘It was such a really busy and full-on contract that my promotion still hasn’t sunk in properly,’ she says. ‘I don’t feel like I have broken any barriers — I just love my job and get on with it — but I would like to see more women coming to sea. If I can do it, anyone can! ‘I love travelling, I love meeting new people and I think seafaring is a great career,’ she adds. ‘You get to travel to amazing places and get paid for it. I work three months on and three months off, which means you get a life at sea and a life ashore.’ What of the future? Capt Bennett says she is so focused on her new command role that she has no longterm plans at present. ‘When you start at sea things can be quite hard, but as you go through the ranks it gets easier in many ways,’ she reflects. ‘It is a great career — and there is a lot you can do once you do decide to leave the sea.’

avid Yon and third engineer Christoper Henry

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24 | telegraph | nautilusint.org | July 2016

MARITIME COMMUNITY

Gone too soon, but no regrets The life of a young Merchant Navy officer was cut short earlier this year by a rare form of cancer. STEVEN KENNEDY heard how his family have coped with their loss and have ensured that their son’s name will live on…

At the age of 27, Nautilus member Matthew Taylor had a bright future ahead of him in the Merchant Navy and a lifetime of experiences still to come. But in May this year he lost his life to a silent killer — a rare form of cancer that affects just one to two in every million people. Born in September 1988, Matthew was the middle child of parents Tony and Sandra, and a brother to Sabrina and Robert. A keen sailor from an early age, Matthew would take the helm of the family yacht on some of their favourite routes during his formative years. Initially, though, his career aspirations were not marine-based. ‘Matthew was a typical kid,’ explained his father Tony, a former Royal Marine who now works as an electrical contractor. ‘At 15 Matthew flew with the air cadets and afterwards I asked if he’d like private lessons. He had a massive interest in aircraft, to a point where he wanted to fly helicopters for the Army. ‘His interest in navigation began quite early. We had a small boat — a 30ft sail yacht — and he used to helm, crew and skipper that while we were all onboard. Our favourite journey was going from Whitehaven to Kirkcudbright in Scotland.’ After taking his A-levels, Tony said Matthew had recognised the high costs of going to university and had decided to look at other options. ‘He saw a window of opportunity because there was a lack of new recruits in the shipping industry, where there are more people retiring than people enlisting. So he made the decision to join up and was educated at Warsash,’ he explained. After finishing his training, Matthew secured a

a house there as he was so in love with the culture of Japan.’ Little did Matthew know that his life was about to take a dramatic change.

Matthew (right) at his passing out ceremony at Warsash Maritime Academy

role as third ofﬁcer onboard Wilhelmsen Shipping’s car carrier Tortugas. But after a few tours he became disenchanted with life onboard in that sector, and switched to cruiseships — becoming a third ofﬁcer with Seabourn. His last ship was the Seabourn Odyssey. It was during these voyages that Matthew got to experience the world and fell in love with Asia. ‘His favourite place was Japan,’ said Tony. ‘He went on holiday there and was actually considering buying

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24_matt_SR edit.indd Sec2:24

Matthew during a holiday to Japan, the country where he had hoped to buy a house

While off the coast of Canada at the end of 2014, Matthew went to see the ship’s doctor with pains in his abdomen. From that point, his world was turned upside down. ‘The first sign that something wasn’t right was that he was finding it more difficult to do his job,’ Tony explained. ‘He realised that he had something wrong in his abdomen and he went to the doctor. Initially the doctor thought it could be a hernia. They sent him to Quebec for some scans and at that moment they saw some dark masses there and told him to get home as soon as possible. It was only when he arrived back in the UK that the full diagnosis was revealed. Matthew had stage four adrenal cortical carcinoma; an aggressive cancer of the adrenal gland. Having gone undiagnosed, probably for a number of years, the cancer was only showing symptoms now that it was entering its most deadly and lifecurtailing phase. The prognosis was bleak and doctors gave Matthew a maximum of three years to live. ‘We didn’t even think for one second that it could be the worst nightmare from hell,’ said Tony. ‘When he got told the result he was devastated by it: it knocked him for six. He was a young person beginning his career, so he didn’t expect this and didn’t take it too well. ‘We thought though that even if they said it was impossible, Matthew would still have a chance. His mum was totally in denial. My job was to keep options and choices open for Matthew. ‘From the minute he was diagnosed, Seabourn took over the initial costs for the removal of the tumour and all the treatment associated with that,’ Tony continued. ‘After that we didn’t really know where to go. We found out more about the disease and the very few specialists there are on the planet for it.’

As Matthew’s condition worsened, his family dug deep. Matthew became part of a US trial taking place in Germany, but initially positive signs proved to be short-lived. ‘At the end of March they said that Matthew was responding quite well and at this point I was thinking “wow we’ve actually climbed Everest”,’ Tony recalled. ‘However, soon after they said that Matthew hadn’t taken the drugs in accordance to the protocol — which meant the drug had stopped performing. At that point they said we couldn’t continue and took all the drugs back for cycle three. His parting words to me were “you do know your son will die soon”.’ Those harsh words would sadly prove true. By now the cancer had spread to Matthew’s spine and was causing him a lot of pain. An emergency operation inserted rods in his back to help support him and a lifetime dose of radiotherapy helped shrink a tumour that, left untreated, would have left Matthew paralysed. Realising the end was probably in sight, the family were due to go on one ﬁnal holiday to Portugal — but shortly before the trip Matthew made the

hardest decision of his life. Following a number of heated discussions, Matthew told his family that he wanted to end his life at Dignitas in Switzerland. Hard though it was to take, his family supported his decision, with Tony assisting his son on his ﬁnal journey. ‘When Matt decided it was check-out time I’d prepared this log for him,’ said Tony. ‘It has his deposit for his house. I thought if he got better he could then buy his house in Japan or wherever. He had that money and he gave it away to friends and family. He got his mum a new car. He got the family a new dog — a border collie called Rex — and left 10 deserving people £500 each and his uncle £1,000. He also purchased 200 lottery tickets for me to give away to people as well. He just wanted to leave his mark. ‘It was awful. As a family we have never, ever failed at anything. Personally I saw it as a failure on my part. In a way we did save him, as he got a choice. He did it on his own terms, willingly. He was literally running to the centre because he was more afraid of living than he was of dying.’

Matthew passed away peacefully on 5 May 2016. During the 18 months of his illness, and after the funeral, Matthew’s family held multiple fundraising events, raising a total of around £250,000 for worthy causes that were close to his heart, whilst also leaving his father with some quite challenging ﬁnal instructions. ‘One of my colleagues went to a wedding in Japan and offered to take some of Matthew’s ashes,’ concluded Tony. ‘They took it up to Mount Fuji, said some words and took some photographs and now part of him is there. Matthew did say to me before he left us that he’d prefer a Viking funeral. So I constructed a one-tenth scale model of a longboat and we sailed it with his friends and then we barbecued it as a tribute to him. ‘The event we held for Matthew after his funeral was great. We had about 150 people turn up, had an auction of memorabilia and raised £5k for St. Michael’s Hospice and £20k for the 58th Squadron of the Harrogate Air Cadets. Every year now the air cadets are going to put four or ﬁve forward on scholarships and it’s going to be called the Matthew Taylor Flying Scholarship. ‘People say to me they are sorry for my loss, but I try to see it as that we had 27 great years and I have no regrets for how we spent them.’ g For more information about Matthew and adrenal cortical cancer or to make a donation visit www.matthewslaststand.com.

Matthew Taylor, 1988-2016

21/06/2016 15:43

July 2016 | nautilusint.org | telegraph | 25

SEAFARER TRAINING

Britain’s education situation J

How to reverse the downturn in UK cadetships and secure initial junior officer employment following successful completion of the training were among the topics thrashed out last month at the Merchant Navy Training Board’s (MNTB) annual review seminar. It was attended by a broader representation of UK Chamber of Shipping member companies, and by a larger number of cadets, than any previous MNTB-related meeting — prompting lively feedback. MNTB head Glenys Jackson expressed her disappointment that cadet numbers at 781 this year were down from 827 in 2015 and more than 900 just five years ago. ‘We’ve had recession, tuition fees, and companies having to deal with all sorts of things that impact on cadet training — in the UK it’s almost the most expensive in the world,’ she added. To address this, the Chamber, MNTB and Nautilus are lobbying for an enhanced form of the government-backed Support for Maritime Training (SMarT) scheme. ‘SMarT Plus’ would provide increased aid for cadet training, in return for which sponsoring companies would guarantee employment for some 12 months following certification. Chamber of Shipping CEO Guy Platten said several member companies had assured him that they would undertake to increase the number of cadets if the scheme was agreed. Other discussion points at the MNTB seminar included: proposed new seafarer training standards; LNG training; developing an electronic training record book; and Chartered status for seafarers. On training standards, the

Companies and cadets were among the participants at a high-level seminar to discuss developments in UK maritime training. MIKE GERBER reports…

The 360-degree ship handling simulator at City of Glasgow College Picture: Marc Turner / PFM Pictures

The marine equipment firm Transas has completed the installation of what is claimed as Scotland’s most advanced integrated ship simulator suite at the City of Glasgow College. The suite — which includes a full-mission engineroom simulator and four simulator labs for studying electronic navigation systems,

GMDSS, liquid cargo handling and DP operations — forms a key part of the college’s Riverside ‘super-campus’ development. The centre also features five ship handling simulators, comprising four bridges with 135-degree visualisation and a 360-degree full-mission ship handling simulator for advanced training and certification.

Iain Marley, City of Glasgow College project director said: ‘This leading edge technology and hands-on experience of nautical chart rooms will provide advanced and innovative training which will enhance the skills and future employment prospects for cadets and also more experienced officers and crew.’

Department for Business, Innovation & Skills has approved the

Trailblazer apprenticeship standard for deck ABs. While training

standards had been drafted for deck ofﬁcer cadets — also for

maritime caterers — moving cadet training into apprenticeships was not presently imminent, Ms Jackson suggested. However, she added, moving cadetships to the new apprenticeships standard could ‘free things up’ for companies. ‘Having less rigidity means colleges will be able to look at the phasing of their programmes,’ she explained. ‘That will help make things a lot easier in terms of training berth availability because people will not all be needing berths at the same time.’ Ms Jackson said several companies are seeking to develop an electronic training record book. A number of questions needed to addressed, including whether an electronic TRB should be usable online, offline, and on what sort of devices. Should it provide interactive facilities, including videos, photos, voice recordings, and links to specific training resources? And would the validity and verification of electronic signatures be ensured? Officer trainees at the meeting discussed their varied experiences of the current TRB and agreed to work with the MNTB, as part of small focus groups at each of the colleges, to amend it to best suit their needs and to include more guidance on how to complete the book. The seminar was presented with a paper by Captain Peter McArthur, chair of the Honourable Company of Master Mariners, supporting the introduction of Chartered status for seafarers. This concluded: ‘The feedback being received from the wider industry is that peer-reviewed Chartered Masters who can demonstrate superior competencies…

would be inﬁnitely more desirable as experts, specialists and senior managers’. MNTB chairman Kevin Slade said the Board believed it would give the professional mariner who wants to move into shore management the additional edge that modern industry and business demands. Ms Jackson said the MNTB recognised that Chartered status would only have meaning and value within the industry if companies and seafarers themselves thought so too. It is therefore seeking to promote dialogue on the issues and on ways to ‘make it vital and viable for companies and individual seafarers’.

Delegates split into groups to discuss these themes. One group contended that Chartered status should not be limited to master mariners, as many seafarers come ashore for work without a master’s ticket. On LNG ship training, a group highlighted the fact that manufacturers are providing this at the moment and that it tends to be more about the operation of the engines. But what happens if there’s a spill? How do you train for ﬁreﬁghting in that situation? A standard course needs to be developed for such subjects. Another recommendation arising from the group discussions was that the electronic TRB should serve as an open platform — not just a training record book — so that colleges and companies could add to it, enabling them to offer guidance to the cadet or onboard training manager at the appropriate time, rather than having to wait until the end of the tour of duty.

Planned UK apprenticeship levy ‘needs clarification’ also co-hosted a meeting that grappled with P the implications for the industry of the government’s The UK Chamber of Shipping and the MNTB

apprenticeship levy. It comes into force from April 2017, and with its implementation so imminent, shipping company representatives were clearly anxious about the as-yet unpublished small print details. Although the levy will cover all UK employers, it will only be paid by around 2% of companies — those with salary bills of more than £3m. Levy funds will be available for statutorily determined apprenticeships only, and there

will be caps on how much of their levy pot employers can spend on each apprentice. ‘There are many unanswered questions about the operation of the levy — how it will work across the UK and what is the mechanism for accessing it and paying training providers,’ said Chamber of Shipping CEO Guy Platten. Guest speaker Grace Breen, senior policy advisor of the Confederation of British Industry, said employers were concerned that the scheme is less than a year away, which is not very long in business terms. ‘The pressure of the government’s set deadline means that many firms are unable to plan for the start of the levy and some are just

treating the levy as a tax,’ she added. Ian Woodman, head of maritime at the Department for Transport, assured shipping employers liable to pay the levy that they ‘will get more back than they put in’. And the government will also provide ‘generous’ support to smaller firms who will not pay the levy. Subsea 7’s Tracey Norton made an impassioned intervention, calling for urgent clarity on the scheme. ‘There’s a lot of apprehension within the industry, especially for Subsea 7,’ she explained. ‘We operate 44 ships of our own, we hire 4,000 crew a year — of which approximately 2,000 are mariners — and we have a

cadet requirement ranging from 60 to 70 per year. We are absolutely committed to training and to sponsoring key potential for our future. We have a massive generational gap, especially at master and first engineer level, and need to fast track personnel through.’ The levy is supposed to be an initiative that encourages exactly what Subsea 7’s aims are, she pointed out, and yet it would involve ‘phenomenal’ administration to enable the company to access funds. ‘It is counter-intuitive that we can’t make hiring decisions now for the cadets we want to sign on in August,’ she added.

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21/06/2016 15:44

26 | telegraph | nautilusint.org | July 2016

UNIONS AT WORK

Maritime workers united Picture from a June 1936 Aberdeen Evening Express report on the strike by the Eolo crew

‘The solidarity between the Eolo crew, local trade unions and the people of Aberdeen proved what unity can actually achieve,’ she added. ‘The Spanish crew had their legitimate demands for an 80% wage increase, better food and working conditions granted in full by their employers.’

Launching the exhibition at Aberdeen Maritime Museum, left to right: Tommy Campbell of the Unite union; Harry Bygate of the RMT; exhibition contributor Nina Londragan

Exactly 80 years after Spanish seafarers in the Scottish port of Aberdeen began a 15-week strike, the city’s maritime museum has launched an exhibition to mark the support given to the dispute by local trade unionists…

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26_aberdeen_SR edit.indd Sec2:26

• Reference code: Naut16

Nautilus has joined other members of the Scottish TUC to help launch a special exhibition at the Aberdeen Maritime Museum: Aberdeen’s Solidarity with the Spanish Seamen’s Strike. The display tells the story of the dispute onboard the Bilbao steamship Eolo, which began after it arrived at Blaikie’s Quay with a part cargo of seed from Argentina on 28 May 1936 — only a few weeks before the outbreak of the Spanish civil war. Spain’s Republican government had approved an 80% increase in the wages of merchant seafarers. But when Eolo’s owner refused to pay the extra money or improve rations and working conditions, the 33 crew members onboard decided to go out on strike. Supported by Aberdeen dockers — despite their own difﬁculties in ﬁnding work at the time — the seafarers refused to allow the ship to be unloaded. Aberdeen TUC agreed that the crew should be assisted in any way possible, including the provision of ‘smoking requisites from the funds at our disposal’. And as the dispute dragged on, local trade unionists provided help including supplies of food and a bus tour of the area. At one stage, the Spanish consul intervened, in an attempt to persuade the seafarers to return to work, but the stoppage continued for 15 weeks until full settlement was reached. Nina Londragan, the granddaughter of one of the local union members who assisted the crew, helped to put the exhibition together. She said she was very proud to be paying tribute to ‘such a valuable piece of history’.

As a consequence of this shared bond, 19 Aberdonians — including John Londragan — went out to Spain to ﬁght against General Francisco Franco’s fascists, as part of the International Brigade. ‘During the strike, John built up a close friendship with one of the crew, Juan Attaro, frequently discussing politics and learning ﬁrst-hand about the situation in Spain,’ Nina said. Recounting his experiences more than 50 years later, John said: ‘To me there was only one choice — the choice was to go to Spain and to do something about it. Try and stop it at the root, because if Germany could have been defeated in Spain, the Second World War might never have taken place.’ While serving in the anti-tank battery in July 1937, John was badly wounded in the head, arm and hand during the Battle of Brunete. He recovered in several hospitals, and thanks to the skill of a US surgeon his right hand was saved. When he recovered, he refused to be sent home. Restless while recuperating, he decided to walk to the nearby village of Albares. Passing a photographer’s shop window, he spotted a set of postcards displaying different views of Aberdeen. Intrigued, he went into the shop to enquire where they had come from. It transpired that the owner was Juan Attaro’s father and his son had sent postcards from all the ports that he visited. ‘Juan’s father had heard all about Aberdeen’s hospitality and John was welcomed into their home like a long-lost brother, meeting Juan’s wife and two daughters, who had moved from Bilbao, which was being heavily bombed by the Nationalists,’ Nina recalls.

Today’s Scottish TUC said it was pleased to have supported the exhibition. ‘The trade union movement has a long history of internationalism and solidarity between workers and the Eolo strike in 1936 is a fantastic example of this tradition,’ it stated. Described as ‘a poignant and stirring exhibition’, the Aberdeen Maritime Museum display is divided into three sections, giving a timeline of events and explaining the solidarity and friendship which developed, the reasons why Aberdeen men went to ﬁght in Spain and the surprising sequel to the events. The display is free to enter and will be on show until Saturday 10 September — corresponding with the time that Eolo was in the port of Aberdeen. g For further information: www.aagm.co.uk

John Londragan (left) and fellow International Brigade fighter Peter Frye with the two daughters of Eolo crew member Juan Attaro

21/06/2016 16:39

July 2016 | nautilusint.org | telegraph | 27

NAUTILUS AT WORK

Basel’s big decision X

Nautilus International members in Switzerland have had increasing concerns over the pressures on port facilities in Basel as a result of rising demand for high-value waterfront residential properties. In some cases, logistics companies who have applied for planning permission to build or rebuild port infrastructure have failed — even though shipping from and to Basel is growing and studies predict it will continue to rise for several years. Reflecting the growth in river traffic, two groups have announced plans for new port facilities — but a dispute has broken out between them over location, the amount of government funding, and who would run the new terminals. Nautilus International would like to have seen the redevelopment of the old port structures, but this already seems to have been dismissed as an option. Therefore the Union invited both groups — and two other interested parties — along to the Swiss Branch symposium to debate the options. General secretary Mark Dickinson opened the event, saying that the symposium was a chance to look back on 75 years of registration under the Swiss flag and an opportunity to look forward to discuss the future of Basel Port. ‘We want to ensure that the Swiss flag remains strong, and we want to ensure that those who work on the inland waterways of Europe have a strong future,’ he added.

“

The Weil am Rhein site is ideal for navigation

”

Heinz Amacker Danser Switzerland

Mr Dickinson said the Union’s Jobs, Skills and the Future strategic campaign is looking at all aspects of the work of members on the maritime and inland waterways industries to ensure that they are ‘future-proofed’. ‘For our Swiss branch members, especially those working in the inland waterways sector, this means ensuring that Basel remains the hub for all Rhine workers,’ he explained, ‘and Nautilus believes the best future will be secured by Basel remaining a hub of activity.’ Simon Obernbeck, communication and transport policy advisor for Swiss Rhine Ports, explained why his organisation is backing a new development in Basel North. ‘It is important that we have a good port, and we believe it is also important for there to be a port hub in Switzerland,’ he said. The planned new terminal, just along from the current port, will mean the Canton of Basel remains Switzerland’s national logistics hub whilst adding additional capacity to ensure it can cope with the predicted increase in trafﬁc coming from northern ports and continental terminals. The Basel North option would

27_ch_SR edit.indd 27

A battle between rival Rhine port developers could have a major impact on Nautilus members in the Swiss inland navigation sector. DEBBIE CAVALDORO reports on a special symposium staged by the Union last month…

The Basel facilities currently handle cargoes including steel, petroleum, fertilisers and food oils

be implemented in phases, which Swiss Rhine Ports believes will allow capacity to be developed in line with increasing demand. Stage one involves increasing rail connections at the terminal and increasing handling capacity to 140,000TEU a year. Due to begin in 2019, it will cost CHF73m (€67m). Stage two, which is not yet costed but due to commence in 2021, will take handling capacity to 210,000TEU a year. The ﬁnal stage will see the port becoming tri-modal as road connections are developed, and annual handling capacity is expected to be 390,000TEU. This stage is expected to cost CHF111m (€101m) and be completed by 2030. Much of the cost of the Basel North project is coming from public funds — stage one will be up to 80% funded and stage three already has a commitment of up to 50%. Mr Obernbeck admitted that the level of state support had been a cause of concern for some, but he ﬁrmly believed it was an appropriate use of public funds. He added that the Basel North proposals could see 100% of goods transported nationally by river, with 63% then moving on to railways, and roads only used for very local delivery. This would be made possible through improved river/ rail connections, but also because Basel North would be capable of handling much larger vessels. ‘We will be able to facilitate ships up to 150m, but we actually have a width of 330m so we could even have two coupled ships arriving together,’ he said. ‘We used the simulator in Düsseldorf where they tested the width and they said it was all feasible.’ Mr Obernbeck concluded that Basel North is the only potential location for a Swiss-based trimodal terminal of the size required. ‘It offers a highly attractive and high quality port development opportunity which will stop the current bottlenecks whilst retaining Basel as a logistics hub.’ However, Nautilus members in the audience were slightly sceptical about some of the claims for Basel North. ‘The bridges in Basel are well known and the plans for Basel North seem to include the option for three-deck ships,’ one said.

‘I simply don’t think this is possible as the ships would not be able to get under the bridges to get to the port. ‘Also I note that the width of the port means you have to turn around and manoeuvre to get in. As a seafarer I know that it is wonderful to be able to go backwards and forwards, but it also very tricky and once you’ve done it a few times you don’t want to do it much more,’ he quipped.

Heinz Amacker, CEO of Danser Switzerland, presented an alternative proposal for a new container port in Weil am Rhein in Germany — arguing that it was ‘a great loca-

tion for a new terminal because Basel is congested’. The project is being proposed by three companies — Danser, Ultra Brag and Swissterminal — who are already responsible for over 60% of the volume of container trafﬁc in Switzerland. This project is expected to cost between €15m and €20m and has also secured public ﬁnancing of between 50% and 70%. Mr Amacker said that the new terminal would take logistics transport away from urban areas and is scalable to meet the changing demands of the sector. By contrast, he added, the expanded Basel port would put all the surrounding small ports out of busi-

ness, and would vastly increase traffic in an already busy residential area. Weil am Rhein is an industrial zone far away from the city centre and close to the motorway, Mr Amacker added, and it is also ‘an ideal site for navigation’, with no need to couple ships. He made a few enemies in the audience when he questioned why the residents of Basel were ‘so in love with low bridges’ — but he did suggest that the two port options could complement each other if the plans for Basel North were refined. Nautilus members in the audience voiced concerns about this option for the Rhine. ‘The river may look calm on the surface, but the water levels often change,’ one said. ‘With the development at Weil am Rhein the water level will be reduced, but I am not sure that is a smart solution.’ Green Alliance councillor Tonja Zürcher said that she and the residents who live near the port of Basel were keen to avoid a ‘Rhinehattan’ scenario where the area around the port is developed for premium housing that not only prices out the locals but also has a long-term effect on the port. ‘We accept that the port is noisy, but I suspect if you pay millions for your executive flat then you are going to be less forgiving about the noise. If the rich newcomers object to the port noise then I think the port would end up being forced to close. In a battle between workers and the rich, the rich often win.’ Ms Zürcher said residents wanted reassurance that neither

bid would result in a reduction in the current port facilities. She warned that it would be a mistake for the city to prioritise building development over port development, and called on both parties to ensure that they communicate better with residents in all planning and development stages. Roman Künzler of Unia, the trade union representing dock workers, said reassurances were wanted that whichever option was chosen, the companies involved would sign collective agreements covering the workers at the port.

“

Our Basel North plans could enable 100% of goods to be moved by river here

”

Simon Obernbeck Swiss Rhine Ports

Mr Amacker said that Danser already had an agreement with Nautilus International and saw no reason why such agreements would not still exist within the Weil am Rhein port. Mr Obernbeck was more elusive in his response and said that he could not speak for the companies involved in the Basel North option.

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

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21/06/2016 16:39

28 | telegraph | nautilusint.org | July 2016

MARITIME EDUCATION

Seafarer safety starts here Everybody has experience of good and bad maritime instructors, but what actually makes one trainer better than another, and why does it matter? Joe Sloly of ECDIS Ltd shares his thoughts…

Poor training can lead to catastrophic accidents with both ﬁnancial consequences and loss of life — this is an unavoidable fact. Unfortunately, the maritime industry does not place a high enough value on good-quality, practical and effective training, and in this, it is sadly far behind the aviation industry. We in shipping urgently need to address this issue. But where do we start in changing attitudes to training? Is it with the crew? The ships? The companies? I believe it begins with the trainers: good-quality training must come from passionate, dedicated instructors who understand their responsibly to the maritime community. Effective training delivery has always been, and will always be, a deep rooted passion of a good maritime instructor, and I certainly refuse to water down my own commitment to high standards under increasing pressure from an industry that often looks

Joe Sloly of ECDIS Ltd

to cut corners on training. As an experienced maritime instructor, I ﬁnd that one question repeatedly rears its head: ‘Are we simply looking for a ﬁnancial return from sending crew members on training courses as they

supposedly reduce marine risk, or are we actually looking for a tangible improvement in the quality of the seafarer and the industry as a whole?’ I would argue that it cannot be our motivation as lecturers to just read out facts and figures in a haphazard fashion, as happened on the ‘tick box’ courses of the past. There is one very important aid that we put in front of all students which can have more impact and influence on the effectiveness of training than any other medium: ourselves. We can all recognise what we consider to be a good instructor and that one instructor can be very different from another. Based on my own experience and my reading of educational theorists such as David Kolbs, I believe an instructor should possess the following qualities: z Confidence. You need to have confidence to be fully effective; firstly confidence with the material that you are instructing and

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A well-run maritime classroom has benefits for the whole industry, argues Joe Sloly

secondly conﬁdence in your ability to deliver that material. z Bearing. How do you appear to the class? Be aware of your image in front of the class and ensure that that image is not in itself a distraction. z Mannerisms. Avoid anything that could be a distraction to the students. This may be something repeatedly said such as ‘OK’ or ‘right’ or constantly jangling keys or coins in your pocket or pacing up and down over the same area. z Voice. Modulate the voice and use pauses for effect and emphasis. Varying the rhythm, speed, volume and pitch of your voice will help to keep the attention of the class. z Eye contact. Eye contact is one of the most important aspects of body language. Making eye contact with your students will help you to gauge whether your message is being truly received and understood.

Instructors should accept that they have a responsibility to the wider maritime community

good one and conversely, lack of enthusiasm can turn a good lesson into a poor one. We should be aiming for students to know when, how and why to apply the principles of their new-found skill in a measured and autonomous fashion, instead of allowing them to develop a petulant ‘that’s what the instructor told me to do’ mindset. And above all, we must never forget we are the guardians of the standards for the delivery of training packages in the 21st century.

z Conduct/behaviour.

g Joe Sloly has been an instruc-

“

”

Your attitude is important as this ultimately will inﬂuence the rapport you have with your students. z Enthusiasm. An enthusiastic manner adopted by the instructor can have a greater effect on the learning process than any other quality. It has the ability to make a mediocre lesson into a

tor on over 50 HELM courses (at both management and operational levels) as well as a number of IMO 6.09 and IMO 6.10 courses on training instructors and assessors. The article on this page is an edited version of a longer feature published online at www.safety4sea.com.

How specialised training helps instructors improve extract from an interview with F a newly-qualified assistant marine Joe Sloly writes: Below is an

instructor who had never been to sea or instructed in a professional environment before. ‘When I joined the training centre I was originally employed to manage and facilitate IT equipment, from basic desktop computers to advanced electronic programs. Based on my computing knowledge I soon found myself assisting the established maritime instructors with chart uploads and VRD playback. ‘I was under the impression as I watched other instructors that lecturing was just the process for throwing a load of facts at a student: they learn it, we test their ability to learn it and then they go back to sea. When I was approached and asked if I felt comfortable delivering part of a lesson (the technical side of the course) I jumped at the chance as I thought that this was all I had to do. I was wrong! ‘Previous to this I had only

delivered training on a voluntary basis within my passion for technology. As a standard course of action, the company encouraged and guided me as I underwent the full remit of “train the trainer” courses available. I was naturally apprehensive but gained so much understanding of the industry and how it — and more to the point I — can make mistakes as a result of simple complacency. The lessons I learned stayed with me and I draw on those skills on a daily basis. ‘I started to support the bridge course as the exercise controller, and swiftly found myself becoming a co-teacher. The IMO 6.09 “train the trainer” course paid dividends as it pulled all my skills together and assembled them in a more structured form as opposed to a haphazard order. This in turn allowed me to understand how proper measured training packages are formulated and that instruction is not just a matter of regurgitating chunks of information; there is a

whole thought process that goes into it which I was unaware of. The approach to teaching crew members (known as andragogy, as they are adults) is very different to teaching children (pedagogy). Having studied the differences extensively, I think that too many maritime training packages are still using pedagogy. ‘I received a six-week training/ education package using the process of andragogy, and am grateful for how this developed my understanding, skills and the knowledge to become an effective instructor. I am fully aware that my current skill set needs to be nurtured as I move forward as an instructor in our industry; a challenge and prospect that I am looking forward to. I am a non-mariner, and nonconventionally trained instructor, but in the role of teaching support I can clearly see that the ability to effectively pass on information is just as important as the lead instructor’s maritime background and teaching qualifications.’

21/06/2016 17:15

July 2016 | nautilusint.org | telegraph | 29

NAUTILUS AT WORK

Join the debate as your Union heads to Wales Cardiff Bay, Wales Picture: Thinkstock

UK Nautilus members invited to sign up for October conference in Cardiff

How can we safeguard a sound future for UK seafarers? As the shipping industry grapples with the global downturn and the impact of the cuts in the offshore oil and gas sector, the ﬁfth Nautilus UK branch conference is to focus on the critical theme of Jobs, Skills and the Future. The conference will serve as a key element of the Union’s new strategic campaign to protect members’ terms and conditions, defend jobs, and ensure that the industry trains the new generation of highly-skilled seafarers that it needs for ever-more sophisticated ships. This campaign will form the centrepiece of discussions at this year’s Nautilus UK branch conference. The meeting will not only include progress reports on the work being done to defend jobs and training, but will also feature presentations by key industry ﬁgures. The special seminar on Jobs, Skills and the Future will be staged in conjunction with the Union’s 2016 UK branch conference, which is being held at the Radisson Blu Hotel, Cardiff, on Tuesday 4 October. Registration for the conference and seminar will be open from 0915 on 4 October.

The formal part of the day, which will begin at 1000hrs, is reserved for full members only, and will include discussions on the UK branch activities report and any motions submitted by members. The industry seminar on Jobs, Skills and the Future, which will be open to invitees from across the maritime industry, will begin after lunch and will conclude around 1630hrs. A limited amount of ﬁnancial assistance is available for those UK-based full members wishing to attend and who otherwise would not be able to make the journey. This will be allocated across the various categories of membership to ensure appropriate representation for each category of membership of the Union. Arrangements will be made with the hotel for a discounted room rate for members who are not eligible or successful in securing ﬁnancial assistance from the Union. The UK national committee is particularly keen to ensure a good turn-out from members residing in Wales (which is why the meeting is being held in Cardiff) and is encouraging young and female members to attend. Meetings of the Nautilus Young Maritime Professionals Forum and Women’s

Forum will be held on the afternoon of Monday 3 October, and members attending those meetings will be able to stay for free to attend the branch conference on the following day.

Motions for debate and decision at the conference need to have the support of four full members and reach the Nautilus head office by 1700hrs on Friday 2 September. A pro forma is available right and will also appear on the Nautilus website www.nautilusint.org. Forms are also available to apply for a place and to apply for financial assistance — these must also be submitted before 2 September. The conference is open to a maximum of 100 full members in benefit (all subscriptions must be up to date) so UK members need to apply for a place now. Those who have requested, and are approved for, financial assistance will be notified as soon as possible after 2 September.

UK Branch Conference 2016

Motion proposal form To General Secretary, Nautilus International Head Office, 1 & 2 The Shrubberies, George Lane, South Woodford, London E18 1BD (to arrive not later than 1700 Friday 2 September 2016). We, as full members, wish to submit the following motion for discussion at the 2016 UK Branch Conference of Nautilus International: This UK Branch Conference

(continue on a separate sheet if necessary) 1. Name

further information, contact g For Adele McDonald at Nautilus head ofﬁce — tel: +44 (0)20 8989 6677 or email: amcdonald@nautilusint.org

Mem. No. Company Address

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

NOTICE: 2016 Nautilus UK Branch Conference

Postcode

National Committee, notice A is hereby given that the 2016

3. Name

Signature Date

By decision of the UK

Nautilus International UK Branch Conference will be held the Radisson Blu Hotel in Cardiff, on Tuesday 4 October. The meeting is due to commence at 1000hrs and is likely to finish at around 1630hrs. Members wishing to move motions at the meeting must submit them in writing, signed by at least four full members whose contributions have been paid up, to reach head office no later than 1700hrs on Friday 2 September. Proposal forms can be found on the Union’s website, and are also printed in the Telegraph. Financial assistance for travel and hotel costs may be available, and application forms are also available on the website or in the Telegraph.

29_branch conf_SR edit.indd 29

Mem. No. Company Address

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

Postcode Signature Date Pictures: Radisson Blu hotel

21/06/2016 17:16

30 | telegraph | nautilusint.org | July 2016

OFFWATCH ships of the past by Trevor Boult Helena in the South Atlantic F has been a British possession for The remote island of St

centuries and during the early 19th century it remained under the control of the EIC — the British East India Company. The island’s governor and council had made repeated requests on behalf of the inhabitants for a specially-built schooner to transport goods and livestock from the Cape of Africa. The result was the ‘ﬁrst’ St Helena — an early example of a brigantine-schooner — which was launched in 1814 at the Blackwall Yard on the Thames. On her maiden voyage to Cape Town, and before St Helena’s population increased after the arrival of the exiled Napoleon, it was noted that the vessel had insufﬁcient cargo capacity and that her hull form was not entirely suited to the seas in which she was required to work. Nevertheless, the schooner went on to provide valiant service to the island for 15 years. With a crew of 14, she was expected to complete six voyages annually during a working season of less than nine months. An example of an early cargo was: 77 tons; consisting of pipes of wine, salt beef, sheep’s tails, grain, cable, rum, wine, and candles. Throughout the six years Napoleon resided on the island, where the population swelled due to the French entourage and a garrison of guarding troops, the island’s schooner packet additionally carried goods for the former emperor. An experimental voyage to Angola was made, to test the viability of procuring meat there for the garrison, with instructions to the master to ‘ship as many bullocks of age 3-4 years as your vessel

The first St Helena: starting 200 years of lifeline services can conveniently stow with the necessary fodder for the animals, leaving room for a number of sheep, not exceeding 50 and from 1-3 years old’. This venture was eventually proven to be uneconomic. A voyage to Rio de Janeiro in 1818 proved overly eventful. Its purpose was to receive from HM ship Blossom: 90 tons of Muscavado Maxo sugar, 30 tons of Bianco inferior, 15 pipes of port wine, and 10 mules (young and broken into draft). St Helena was suspected of being a privateer by a Portuguese frigate and was detained, owing to an ‘unwarranted conduct of a Portuguese ofﬁcer’. Voyage 19 was to be ill-fated for her master, Captain Atkinson. Homeward from the Cape, he missed the six-mile diameter

island, thereby extending the ship’s voyage. The investigations of a subsequent court of enquiry upheld that navigation had been sound, the fault attributable to a great change in the chronometer’s daily rate which severely compromised the accuracy of daily calculations of position. In 1821 the schooner was dispatched to England for major overhaul against depredations to the hull’s backbone structure by marine borers and for re-coppering. Captain Atkinson was again to miss the island, causing many livestock to perish. On this occasion it was considered appropriate that his employment be terminated, after which command was given to Captain James Fairfax; ﬁrst

Telegraph prize crossword The winner of this month’s cryptic crossword competition will win a copy of the book Cruise Ships of the Mersey by Ian Collard (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.

officer Benjamin Harrison acting in the interim period. Regular voyages to the Cape resumed, during which it was not unknown for individuals to be transported for medical reasons. In 1826, an Act of Parliament authorised the transportation of offenders from the island to New South Wales. The schooner carried convicts to the Cape as part of their journey. The vessel’s final voyage for the island of St Helena and the EIC took place in 1830, after which she was sent to England via Sierra Leone. She was attacked by pirates in the Gulf of Guinea, being boarded by a felucca under French colours. Eleven were murdered, including the captain. After plundering and unsuccessful attempts to scuttle and bombardment, the attackers left. Survivors successfully sailed her to Sierra Leone. Repaired by the Royal Navy and with passengers including invalided officers and men of the West Africa Squadron, responsible for anti-slavery patrols, she was erroneously detained again by a Portuguese frigate and taken to Lisbon. The inhabitants of St Helena eventually heard the cold fate of their ship from the authorities in England: ‘We have sold the schooner. It is not our intention to replace her.’ The island was thereafter obliged to make arrangements with agents in Cape Town for periodic charter of ships which ‘we have no doubt may be effected at a considerable saving compared with the expense incurred by the constant maintenance of the schooner’. The ship was twice sold. In coastal trade, she sank in a storm in Plettenberg Bay, South Africa, in 1851. It is thought that no lives were lost. g St Helena today: see special feature, pages 22-23.

There is a great deal of food for thought in the manning set-up and operation of the new 65,000dwt French Shell tanker Dolabella. The engineer officer of the watch keeps his watch at an engineroom control console on the bridge and watches the engineroom by television. Shell considers that, providing the control and data display systems are adequate, the engineer officer can monitor machinery performance from the bridge and be in direct contact with the navigating officer, so that each appreciates the other’s problems. The French Shell officers have undergone special training and all senior officers will eventually be capable of leading the dual watch. Shell believes that these new techniques will call for a complete reappraisal of the training and organisation of officers and ratings MN Journal, July 1966

25 YEARS AGO Assurances over British officers’ jobs have been sought by NUMAST following the news that Shell is to cut its international tanker fleet from 90 to 50 ships. The company’s direct-owned fleet is being reduced from 50 to 30 vessels, and most of the ships to be lost will be oil carriers. Shell’s decision is said to have followed a review of its international shipping operations prompted by recent US legislation which exposes tanker operators to unlimited liabilities in the event of an oil spill. Initial indications given to NUMAST indicate that there will be no long-term or short-term loss of British officers. However, the company intends to cut costs on six of its British tankers by introducing Filipino ratings and talks over redundancy terms for 100 UK ratings are taking place with the RMT union The Telegraph, July 1991

10 YEARS AGO Government ministers have agreed to set up a special working group to examine NUMAST’s concerns over the issue of UK certificates of equivalent competency to foreign officers. Shipping minister Stephen Ladyman has also assured the Union that he is giving serious consideration to its calls for an employment link to the tonnage tax scheme. NUMAST has warned that greater controls are needed over CECs as the existing system, enabling owners to make block applications, is creating a pool of cheap labour and raising safety worries. The minister said he understood the Union’s concerns and said the working group would be given a tight timetable in which to report, and he would seek to make a decision on its findings as quickly as possible. A decision on an employment link to tonnage tax is likely to be made in the autumn The Telegraph, July 2006

THEQUIZ 1

Greece claims to be the world’s number one shipping nation. What proportion of the world’s deadweight capacity do the country’s owners account for?

Which register is the largest of any European Union member state?

Which P&I Club is the largest in the world?

What is the most common

cargo to be shipped by chemical/product tankers? 5

Which landlocked European country marked the 25th anniversary of the creation of its shipping register at the start of this year?

The container shipping company Zim had the best schedule reliability among the main carriers in March 2016 — what was its percentage ‘on time’ rate?

J Quiz answers are on page 42.

Name: Address:

Telephone:

Membership No.:

Closing date is Friday 15 July 2016.

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

Across Southern landmass (4,2,5) Beverage (3) Crockery (4,5) Circular (5) Paged (7) Shock absorber (7) Secure (10) Sun (4) Northern river (4) Oblique (10) Bloat (7) Adore (7) Have dip (5) Slant text (9) Corn (3) Surveyor’s implement (11)

1. 2. 3. 4. 5. 6. 7. 8. 14.

Down Drank (7) Dive (5) Tenant (8) Strange (5) Total victory (5,4) Bird (6) Musician (9) Accountant (7) Vessel (9)

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

Biblical national (9) Too much (8) Shiver (7) Rapid (7) East (6) Old woodland in southeast (5) Lift (5)

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

30_offwatch_SR edit.indd 30

50 YEARS AGO

12.

13.

16.

Across Latest diseased tree charged tiny bit in one of Aesop’s (11) Dig underground for lifeblood of tree (3) Theatre a safeguard of rare metal (9) Trees chopped up — short and sweet (5) Some of our walkers damaged pines on both sides of street (7) Reverend smuggler with a recess in church, it takes nerves (7) Heh darling, you could join up as one of Gordon’s regiment (10) Picked up sound only of group of animals ... (4)

18. ... has to be elephants’ or camels’ mating season (4) 19. Implement for baker a continuously changing bank card number (7,3) 22. He made waves across continuum arc on intermittent oscillation (7) 23. Bob moves on all fours and writes, but not very tidily (7) 25. Force rascal to take English pound (5) 26. Grave biography (9) 27. Penny as it turns out is not happy (3) 28. With it, clairvoyant codes things differently (6,5)

1. 2. 3. 4. 5.

Down Swimmer digesting pop cocktail in vain (7) Beer in ship destined for retail promotional events (5) Choppy sea, a bill made out to her (8) Fingertips just asking to be hit by hammer (5) A great shock to Clarkson and the ordnance sector (9)

6. Former spouse camp to a certain degree (6) 7. A tip for those wishing to de-clutter (9) 8. ‘Alas, the day! What good could they ---?’ (The Tragedy of Macbeth) (7) 14. Shell (usually) gets petrol in American port returned, slightly overdue (9) 15. Oil Inc., the refined sort from Stone Age (9) 17. Nut and cress soup solidifies on top (8) 18. Autobiography in first person (English and French), with rights attached (7) 20. An alternatively directed fragrance in the development phase (7) 21. About fifty terms for inhabited planets (6) 23. Blemish changed appearance of satin (5) 24. Grown awkwardly, it’s not right (5) J Crossword answers are on page 42.

21/06/2016 16:42

July 2016 | nautilusint.org | telegraph | 31

MARITIME BOOKS

MN war hero whose legacy lives on today Captain Charles Fryatt: Courageous Mariner of the First World War By Ben Carver Amberley Publishing, £12.99 ISBN: 978 14456 58612 the centenary of Captain Charles Fryatt’s K execution by a German ﬁring squad — comes this With impeccable timing — commemorating

excellent account of a pivotal event in the history of the British Merchant Navy. Capt Fryatt was the master of the Great Eastern Railway (GER) ship Brussels when his vessel was intercepted by German warships shortly after leaving the Dutch port of Rotterdam on 22 June 1916. Taken to an internment camp and subjected to intense interrogation for three weeks, he was put on trial on 27 July and sentenced to death after a two-hour hearing. The fascinating story leading up to what was described as one of the worst atrocities of the First World War is well told by Ben Carver. He has clearly researched the subject thoroughly and he provides some interesting examination of the

after-effects of the execution, along with informed speculation about some of the murkier aspects of the case — including unanswered questions about the requisitioning of the GER ships, espionage activities and even possible drug smuggling. A foreword by Capt Fryatt’s grandson sets the scene well, describing the ‘stiff upper lip’ approach taken by his family and also noting that the full story about Capt Fryatt’s role in the war may never be told. The Southampton-born son of a mariner, Charles Fryatt worked his way through the ranks to become a respected master of GER’s ferries running between the UK, the Netherlands and Belgium. In March 1915, as Germany intensiﬁed its attacks on British shipping, his vessel was involved in a ‘close encounter’ with a German submarine — and, following Admiralty instructions, Capt Fryatt steered his ship straight at the U-boat, thwarting its attack and damaging the German vessel. Mr Carver suggests that Germany had been determined to avenge Capt Fryatt’s audacity — but why it took 15 months to do so is the subject of speculation. Although the capture of his ship had

commodities; damage; and claims and procedures. Large sections have been extensively revised from the last edition — in particular, entries in parts two (techniques and systems) and three (commodities) have been amended with attention given to dangerous goods and bulk cargoes. Sections four (damage and claims) and five (procedures) have also been extensively rewritten. The cover cost of £95 could be seen as steep, but the quality and depth of the information provided means this is definitely one to seek out from a shipboard or college library.

Everything you need to stow your cargo safely Thomas’ Stowage: The Properties and Stowage of Cargoes Revised by Captain G.M. Pepper Brown, Son & Ferguson, £95 ISBN: 978 18492 70632 f www.skipper.co.uk

Regarded as the definitive reference on the safe handling and carriage of cargoes, Thomas’ Stowage has now entered its seventh edition. Described as an essential source for ships’ officers and shipping company freight operations and insurance departments, this book has been thoroughly amended to bring the subject matter up-to-date with current rules and regulations. Captain Graham Pepper uses the full wealth of his seafaring experience to update this one-stopshop of cargo-carrying information. The book clearly covers the different types of cargo that ships are likely to be carrying — ranging from wood pellets and phosphate rock, to soap and even corpses — and describes the correct way they should be transported and stored. The book has retained the five sections from earlier editions: safety; techniques and systems;

31_books_SR edit.indd 31

A welcome tribute to a great man The Lighthouse on Skerryvore By Paul A. Lynn Whittles Publishing, £16.99 ISBN: 978 18495 51401

f Reviewed by Iain Mackinnon Maritime Skills Alliance as a child, my father loved to K point out the features he knew so

When I took the ferry to Tiree

well. My favourite was always the lighthouses, and nothing beat the great Skerryvore — magnificent on its treacherous rocky outcrop, 11 miles SW of Tiree. It’s Scotland’s

clearly been well planned, the way in which he was treated seems to have changed mysteriously during his time in captivity. Court martialled — despite being a civilian — for attempting to ram an attacking German submarine, he was executed almost immediately and so quickly that a telegram from Berlin ordering the postponement of the execution arrived half an hour after it had been carried out. The book vividly describes the outrage sparked by the German actions, as well as the remarkable tributes paid when Capt Fryatt’s body was returned to the UK after the war. There’s lots of good background about some of the memorials that were created in his honour — including a pub and da hospital — and Mr Carver has done well to source some 80 illustrations to support the text. Perhaps the most signiﬁcant memorial, however, was the way in which Capt Fryatt’s death resulted in the creation, in 1919, of a standard uniform for British merchant seafarers to uphold their status as civilians in future conﬂicts.

tallest lighthouse, Alan Stevenson’s masterpiece, and a triumph of skill, innovation and determination. Bella Bathurst told the stirring story of how Skerryvore lighthouse was built in her excellent book The Lighthouse Stevensons. What distinguishes this new account is that the author, Paul Lynn, is an engineer; he explores, very readably, the challenges Stevenson faced, and how he overcame them. The Lighthouse on Skerryvore is as much about Alan Stevenson as it is about his lighthouse. Stevenson was fortunate to serve a particularly broad apprenticeship under his father, but what a lot we’d miss by pigeon-holing his achievement as merely ‘vocational’. It was a triumph to solve the problems of how to build a lighthouse on Skerryvore, the great reef which claimed at least 30 ships in the half century before Stevenson built the structure. A triumph which called on all his experience and imagination as a practical engineer, and on scientific innovation of the highest order in designing better and more reliable lights than any seen before.

The book quotes from a telegram sent by one of the Nautilus predecessor unions, the Imperial Merchant Service Guild, to Capt Fryatt’s widow — which states that his ‘name as a hero and a martyr of the profession to which he belonged will be handed down to generations of seafarers’. This book makes a grand job of keeping that ambition alive.

He was a poet too (though not perhaps in his nephew Robert Louis’ class). He translated from the Greek, he corresponded with Wordsworth, he visited the world’s best optical scientists to learn from them at first hand. Alan Stevenson is one of Scotland’s greatest engineers, sadly too little known. This is the story of his finest achievement, and a story well told.

Navigating through the minefield of maritime law Business and Law for the Mariner By Captain I. R. Salter Brown, Son & Ferguson, £60 ISBN: 978 18492 70663 stream of regulations affecting K shipping, this comprehensive guide

Perhaps a reflection of the rapid

The northwest passage of England Cruise Ships of the Mersey By Ian Collard Coastal Shipping Publications, £17 ISBN: 978 19029 53762 f www.coastalshipping.co.uk

The river Mersey has welcomed thousands of ships from across the world during its long and colourful history, with the 18th and 19th century dock developments helping to make it one of the UK’s busiest waterways. Stretching for 70 miles and formed of three tributaries — the rivers Goyt, Tame and Etherow — the Mersey is known for its links to the Liverpool Bay and in turn the Irish Sea. Countless vessels have plied their trade on the river’s waters, and this enjoyable new volume provides an overview of some of the better-known passenger ships.

Divided into two sections, which are punctuated by the

opening of the new Liverpool Cruise Terminal in 2007, the book

starts with the glamour of 1930s liner travel and traces the story of cruise shipping on the Mersey right up to the present day. In 94 pages, author and Mersey shipping documentarian Ian Collard combines over 100 black and white and colour photographs with vintage and archive dvertising brochures to serve up a potted history of passenger shipping activity on the river over the past 85 years. Accompanying the visuals are details of the ships, along with a brief written history of the vessels, their ownership and vital specifications. This is a well-researched coffee table title for shipping enthusiasts and Mr Collard — who is a wellknown expert on the Mersey and its ships — has produced an attractive, easy-to-access and engaging book.

to the legal side of seafaring was first published in 2008, overhauled in 2014 and has now been revised and updated once again. Proudly ‘written by a seafarer for seafarers’, the book is UK-focused, aimed particularly at masters and those aspiring to be masters, and does a good job of condensing the vast amount of maritime-related legislation into fewer than 350 pages, whilst drawing out the sections of greatest relevance to seafarers. The author, Ivor Salter, is a master mariner who is now a senior lecturer at Warsash Maritime Academy. He tackles the subject matter from base level upwards, explaining the concept of jurisdiction and the ways in which the legal system works — most notably the Maritime & Coastguard Agency’s enforcement unit and its ‘deterrent’ function. Successive chapters consider the heady mix of criminal and commercial law applied to ships and seafarers, and the overlaps between international and national regulation. Of particular use are sections dealing with emergencies — such as post-accident, salvage and towage and repatriation — as well as implementation of the Maritime Labour Convention. Handy as both a learning aid and as a reference guide, the book delivers a thorough and practical grounding in the thorny issues of maritime law and the many implications for seafarers.

21/06/2016 17:18

32 | telegraph | nautilusint.org | July 2016

NL NEWS

Nautilus en ODV werknemers bieden petitie aan: ‘Veiligheid en vaste banen’ F

De veiligheid van gebruikers van de vaarwegen en de bruggen in Noord-Holland loopt ernstig gevaar als de provincie de bediening van de bruggen en sluizen gunt aan een uitzendbureau zonder specifieke maritieme kennis. Daarnaast staan hierdoor bijna 170 vaste banen op de tocht. Op 23 mei overhandigden Nautilus en ODV Maritiem werknemers de petitie ‘Houd Noord-Holland Veilig; met Vaste Banen’ aan GS en Provinciale Staten Noord-Holland. De overhandiging aan de Commissaris van de Koning, Johan Remkes, vond plaats voorafgaand aan de Provinciale Staten vergadering in het Provinciehuis in Haarlem. Nog geen besluitvorming

In zijn reactie stelde Remkes dat hij er eigenlijk nog niets over kon zeggen, daar bespreking en besluitvorming in de Staten nog moest plaatsvinden. Wel vond hij dat veiligheid een groot goed is en dankte hij de aanwezigen voor hun komst. Ook in de hierop volgende Provinciale Staten vergadering bleek dat tal van Statenleden zich zorgen maken over dit traject en ‘veiligheid en vaste banen’ heel belangrijk vinden. Inmiddels

(medio juni) is de Provinciale gunning nog altijd niet bekend. Nautilus executive officer Charley Ramdas: ‘Zoals bekend werkt de provincie nu samen met ODV Maritiem. Dit bedrijf levert brug- en sluiswachters. Het gaat hier om goed opgeleide mensen, die vaak een nautische achtergrond hebben als werkervaring. Er is fors geïnvesteerd in de opleiding van de brug- en sluiswachters. Het is ook niet zomaar een klus die je doet. Dat blijkt ook uit het feit dat er enkele doden zijn gevallen met brugincidenten. ODV is een partij die veiligheid hoog in het vaandel heeft staan.’ Provincie maalt niet om ketenbepaling

Charley Ramdas: ‘De provincie wil vooral puur op een economisch voordelige manier de diensten gaan uitbesteden. De veiligheid komt hiermee ernstig in gevaar. Bovendien maalt de Provincie kennelijk ook niet om de ketenbepaling, die juist bedoeld is om werknemers meer zekerheid te bieden bij het aangaan van flexibele arbeidsrelaties. Wij blijven deze zaak op de voet volgen en zullen druk op de ketel blijven houden; zowel richting provinciale politici, als naar de pers.’

Geef uw mening Vorige maand vroegen wij: Denkt u dat het uitvoerbaar is om een wereldwijd verbod op ’relatiegeschenken’ aan havenautoriteiten te introduceren?

Nee 71%

Na collectief ontslag: Nieuwe baan gezocht…en gevonden A

Eind april 2015 vlagde Bore zijn 2 Nederlandse ro-ro schepen, de Norsky en de Norstream, varend tussen Zeebrugge en Tilbury, om naar de Finse vlag. Als gevolg hiervan kwamen 24 arbeidsplaatsen te vervallen, onderverdeeld in: 22 ofﬁcieren, 1 gezel en 1 kantoormedewerkster. Hoe is het deze werknemers vergaan? Hebben ze weer een nieuwe baan gevonden? De Telegraph vroeg een viertal betrokkenen naar hun ervaringen. Donderslag bij heldere hemel

Johan Krijnsen, destijds 2de stuurman op de Norsky, nu werkzaam als 2de stuurman bij Vroon Offshore Services: ‘Dat ontslag kwam voor ons als een donderslag bij heldere hemel. Op een gegeven moment kreeg ons schip van collega’s op de Norstream te horen dat de directie van plan was onze schepen te bezoeken. Wij dachten dat het om de cao ging, want daarvoor waren de gesprekken toen lopende. Collega’s op het zusterschip hebben gelijk Nautilus gebeld, maar die wilden er eerst nog niets over zeggen, ondanks dat de Bore directie daar al was langs geweest. ‘Het is nog onder embargo’, kregen we te horen. De volgende dag kwam de Bore directie bij ons aan boord en deelde zelf het ‘ontslagnieuws’ mee. Dat gaf ontzettend veel frustratie onder het personeel. Ook over de manier waarop ze van ons af wilden.’ Snel een nieuwe baan

‘Uiteindelijk hebben we gedreigd met acties en om niet uit te varen’, vervolgt Johan Krijnsen. ‘Toen zijn er in ieder geval goede afspraken gemaakt. Wel vind ik dat Nautilus het ook gelijk had moeten vertellen en zich niet achter het embargo had moeten verschuilen. Aan de andere kant zijn we in het vervolgtraject wel uitstekend bijgestaan door de juridisch medewerkster van Nautilus. Op 30 april ben ik vertrokken en we zijn nog uitbetaald tot 1 juni. Gelukkig vond ik al snel een nieuwe baan,

want ik ben op 5 mei al bij Vroon Offshore services begonnen. Hoe ik daar terecht kwam? Heel simpel eigenlijk. Ik zag een vacature staan op hun website. En toen ging het snel. Na een goed gesprek kon ik gelijk beginnen. Daar was ik uiteraard wel blij mee ja.’ Heftig nieuws

Mark Schermer, destijds 1ste stuurman op de Norstream, nu werkzaam als 2de stuurman bij P&O North Sea Ferries: ‘Wij kregen ineens te horen dat de Bore directie aan boord zou komen. Ik dacht toen ook dat het met de nieuwe cao te maken had. Ze kwamen met 3 man sterk aan boord. Twintig minuten en 7 presentatieslides later bleek dat we allemaal ontslagen zouden worden. Dat was heftig nieuws . Velen van ons, en ik ook, hadden jarenlang met veel werkplezier gevaren voor Bore. En dan word je ‘in no time’ afgedankt. Het werd heel kil en onpersoonlijk gebracht ook. Echt afschuwelijk om zoiets mee te maken. We hebben gelijk met acties gedreigd ja. Daar schrokken ze wel van. Dan ben je ook wel blij dat je lid bent van een vakbond. Want dan wordt het allemaal al gauw complex. Je hebt er zelf ook geen ervaring mee. Juridisch ben ik goed bijgestaan door Nautilus.’ Met 5 man tegelijk gesolliciteerd

‘Al vrij snel nadat ik het ontslagnieuws vernam, ben ik om me heen gaan kijken voor een nieuwe baan’, stelt Mark Schermer. ‘Zo werkte er iemand bij ons aan boord als PEC-houder. Hij had contact gehad met de ﬂeetmanager van P&O. Via hem wisten we dat we bij P&O konden solliciteren. P&O gaf aan zich ervoor in te zetten zoveel mogelijk mensen te plaatsen op eigen schepen. Dat hebben we toen met 5 stuurlui en 4 WTK’s gedaan. Uiteindelijk ben ik, met nog 4 collega’s (2 stuurlui, 2 WTK’s), aangenomen. Dat heb ik toch wel erg gewaardeerd. Ik moest wel een stapje terugdoen in rang, want ik wilde graag ‘2 weken op, 2 weken af’ blijven varen. Dat was voor mij een

belangrijk uitgangspunt. Daarvoor doe ik graag dat stapje terug qua functie. Evenals voor een goede werksfeer en die hebben we bij P & O ook aan boord.’ Bevorderd naar 2e stuurman

Irian Vis, destijds 3de stuurman op de Norstream, nu werkzaam als 2de stuurman bij P&O North Sea Ferries.: ‘Ik werkte nog niet zo lang bij Bore, toen we het ontslagnieuws over ons heen kregen. Het was voor mij wel heel zuur, ook omdat ik net een half jaar verlenging van mijn tijdelijke (1 jaar) contract had gekregen. Door die verlenging had ik net een aanbieding van P&O afgeslagen. Na het ontslag ben ik eerst bij Stemat terecht gekomen, het was een leuke tijd, maar na een half jaar was de uitdaging er wel vanaf. Eind vorig jaar hoorde ik vervolgens van een oud collega dat P&O weer iemand zocht, dus heb ik weer gebeld. Ik werd gelijk voor een gesprek uitgenodigd en tijdens het gesprek bleek de vacature veranderd. In mijn voordeel eigenlijk, want ik kon 2e stuurman op de Pride of Rotterdam worden. Daar hoefde ik niet lang over na te denken! Het betekende voor mij, als enige van mijn oud Bore collega’s, een bevordering en de kans om weer met een paar oud collega’s samen te werken.’ Nieuwe uitdaging

Epko Smits, destijds HWTK op de Norstream, nu HWTK bij Chemgas: ‘Ik zat thuis toen de

Bore directie aan boord kwam met die onzalige mededeling. Een collega belde me en zei ‘we hebben de zak gekregen’. Ik dacht eerst dat hij me zat te dollen. Maar neen, het was echt. Dat was een grote klap ja. Voor ons allemaal. Toch was gelijk mijn eerste ingeving ‘Ik moet snel ander werk zoeken’. Eind vorige eeuw had ik al ruim 10 jaar voor Chemgas gewerkt. Met veel plezier, alleen zocht ik toen een nieuwe uitdaging. Zo ben ik uiteindelijk bij Bore terecht gekomen. Als HWTK had ik inmiddels veel ervaring met varen met LNG tanks. Ik wist dat Chemgas 4 nieuwe schepen in de vaart had die op LNG varen. Dat leek me een mooie nieuwe uitdaging voor mij. Ik beschikte ook over de benodigde IMO gascertiﬁcaten. Chemgas wilde me graag weer in dienst nemen.’ Word ook lid van Nautilus

Epko Smits: ‘Het bevalt me hier weer prima. Ik heb ook nog gebruik gemaakt van de in de vertrekregeling opgenomen afspraak dat je 2.000 euro mocht besteden aan cursussen. Ik heb daarvoor de High Voltage cursus gedaan. Al met al heeft Nautilus me in deze afwikkeling heel goed bijgestaan. Het was voor mij ook allemaal nieuw. Zo ben je jaren met veel plezier aan het werk en zo sta je op straat. Daarom zeg ik nu tegen jongere collega’s die nog geen lid zijn ‘Word ook lid van Nautilus, want hoe meer leden, hoe sterker we staan en hoe meer de baas niet zomaar alles kan doen wat hij wil’.

Ja 29%

De poll van deze maand is: Bent u het eens met de stelling uit het BIMCO/ICS Maritieme Manpower onderzoek dat officieren wegens tekorten op de arbeidsmarkt te snel gepromoveerd worden? Geef ons uw mening online, op www.nautilusint.org

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21/06/2016 15:09

July 2016 | nautilusint.org | telegraph | 33

NL NEWS

Goede controle op Nautilus op drukbezochte bemanningsen Maritime Industry beurs arbeidstijdenregels A noodzakelijk Tweede Kamer een aantal F moties aan, gericht op het beleid

naar ontwikkelingen op Europees niveau.

van minister Melanie Schultz van Haegen (Infrastructuur en Milieu). Dit betrof onder meer het appel op de minister om ‘anticiperende handhaving op bemanningsen arbeidstijdenregels’. Tijdens de behandeling in de Kamer zei CDA-Kamerlid Martijn van Helvert weinig begrip te hebben voor de excessieve beboeting rondom de bemanningsen arbeidstijdenregels. ‘Het moet wel binnen het redelijke blijven. Door de vaste boetes die de Inspectie Leefomgeving en Transport (ILT) hanteert, komt het frequent voor dat op zich te goeder trouw handelende schippers voor kleine overtredingen excessief worden beboet,’ stelde hij tijdens het Kamerdebat. Opvallend was dat vooral de brancheorganisatie (BLN) nogal te spreken was over het aannemen van deze moties.

Eerlijk speelveld en meer controles

Op 7 juni 2016 nam de

‘Samenwerken loont’

Tijdens een sectorbijeenkomst op 9 juni van ILT Scheepvaart met als thema ‘Samenwerken loont’ werden de controlediensten opnieuw met de roep om ‘anticiperende handhaving op bemanningsen arbeidstijdenregels’ om de oren geslagen. Dit door zowel de brancheorganisatie als door individuele binnenvaartwerkgevers. Op de vraag ‘wat anticiperend handhaven’ dan precies inhoudt, werd als toelichting gegeven dat ‘controlediensten alvast rekening moeten houden met aangepaste regelgeving die in de maak is op het gebied van bemanningsen arbeidstijden’. Hier werd verwezen

Nautilus Binnenvaartbestuurder Carl Kraijenoord pleit voor een eerlijk speelveld in de sector en juist voor meer controles. Hij stelt: ‘De lezers die onze aankondiging en terugblik (zie ook artikel hiernaast) rondom het Nautilus Seminar ‘Bemanningseisen Binnenvaart’ in Gorinchem hierover hebben gevolgd, weten dat deze mogelijke aanpassingen nog behoorlijk in de kinderschoenen staan. Ook is nog lang niet duidelijk welke richting dit op gaat. De vakbonden hebben in EU-verband al aangegeven dat mogelijke aanpassingen ook gepaard moeten gaan met goede naleving en controle. In een deelsessie op de sectorbijeenkomst werd door de inspectie SZW aangegeven dat er in NL ongeveer 1.500 controles zijn op jaarbasis. Afgezet tegen ongeveer 4.500 varende schepen in de Binnenvaart betekent dit een theoretische kans op 1 controle in de 3 jaar! We weten ook dat sommige schepen vaker worden gecontroleerd. Dit houdt meteen in dat anderen nog minder controle krijgen. Hoezo dan ‘anticiperend handhaven’? Een stevige boete zorgt er dan juist voor dat een binnenvaartondernemer niet nog meer calculerend te werk gaat. Eigenlijk zouden de binnenvaartondernemers die hun zaakjes wel op orde hebben, moeten pleiten voor meer controles. Dit is voor hen de enige manier om een gelijk speelveld te creëren en zo een eerlijke concurrentie met de ‘rotte appels’ in de sector te verkrijgen.’

Op de Maritime Industry beurs in Gorinchem kwamen eind mei ruim 14.000 bezoekers uit de maritieme sector bij elkaar. Ruim 500 exposanten, waaronder Nautilus International, presenteerden zich hier aan het publiek. Veel geïnteresseerden bezochten de stand van Nautilus, zowel leden als niet-leden, particuliere schippers, werknemers en rederij vertegenwoordigers. Onder hen ook groepen studenten van zowel zeevaartals binnenvaartopleidingen.

Winnaar Nautilus prijsvraag: Kevin Bakker

Verder professionaliseren

Nautilus Binnenvaart-bestuurder Carl Kraijenoord: ‘Het leek ons goed hier een seminar aan te wijden. Want er zijn veel veranderingen op dit gebied. Zo wordt al jarenlang in de Binnenvaart het vereiste aantal bemanningsleden bepaald door de lengte van het schip en het systeem waarin dit vaart. Echter de afgelopen jaren zijn er op allerlei gebieden ontwikkelingen die er ook voor zorgen dat de bedrijfstak verder moet professionaliseren. Als dit niet gebeurt dan verliest deze transportmodaliteit haar positie ten opzichte van het vervoer over de weg of spoor. De technische

Evenals op de Ontwerprichtlijn Europese bemanningseisen, die begin juni door de Europese Transportraad werd aangenomen. Er komt een algemene Europese richtlijn voor binnenvaartdiploma’s voor de gehele bemanning, van leerlingmatrozen tot schippers. Gediplomeerden kunnen hun beroep voortaan uitoefenen op alle vaarwegen in Europa. Arjen Mintjes, eveneens secretaris van Edinna, het in 2009 opgerichte Europese samenwerkingsverband van binnenvaartopleidingen, is blij met de nieuwe ontwerprichtlijn. ‘Er zijn nu wel 200 verschillende vaardocumenten in omloop in

Op de Nautilus stand stond een groot scheepsmodel van een zeegaand containerschip. Dit trok veel bezoekers. Zij konden raden met hoeveel containers het schip kon worden geladen. De winnaar van de prijsvraag werd Kevin Bakker. Met zijn antwoord van 5.500 kwam hij het dichtst bij het juiste antwoord, want de maximale TEU capaciteit van het schip was: 5618. Nautilus seminar Bemanningseisen Binnenvaart

Op woensdagmiddag 25 mei organiseerde Nautilus International tijdens Maritime Industry bovendien een openbaar toegankelijk seminar over Bemanningseisen in de Binnenvaart. Hier spraken een viertal vooraanstaande sprekers over dit actuele onderwerp: Arjen Mintjes, Director Maritieme Academie Holland; Kirsten Schreibers, Intergo BV, Human Factors consultant; Myriam Chaffart, ETF Political Secretary for Inland Waterways and Logistics en Charley Ramdas, Executive Ofﬁcer Nautilus International.

toepassingen aan boord van een schip zorgen er steeds meer voor dat werken en leven aan boord veranderen. Dankzij de techniek worden veel werkzaamheden minder belastend voor het lichaam.’ Europese bemanningseisen

Ook in de opleidingen wordt uiteraard vooruitgekeken en gewerkt met de beschikbare nieuwe technieken om de nieuwe instroom van arbeidskrachten voor te bereiden op de toekomst in de sector. Hierbij maakt het varen met een simulator ook deel uit van de opleiding. Arjen Mintjes ging hier uitgebreid op in.

Europa, dat is voor de controlerende instanties niet bij te houden.’, aldus Mintjes onlangs in het blad Schuttevaer. Voor Myriam Chaffart, is de ontwerprichtlijn nog maar een eerste stap. Zij reageerde eveneens in Schuttevaer: ‘Met het ontwerpen van deze richtlijn ben je er niet, er moet ook op worden gecontroleerd dat de wetgeving wordt nageleefd’, ‘Als dat niet gebeurt, heeft invoering wat ons betreft geen zin.’

oud en beantwoordt niet meer aan de praktijk, er is veel nieuwe technologie en dat vergt nieuwe vaardigheden.’ De ETF gaat de komende tijd onderzoek doen naar de bemanningseisen op binnenvaartschepen. De ETF pleit voor invoering van de digitale tachograaf in de binnenvaart. Ook pleit de bond voor eventueel vervroegd uittreden van binnenvaartpersoneel want ‘werken in wisselende diensten is zwaar.’ Voor de ETF staat veiligheid voorop. ‘We willen niet naar volcontinuvaart met maar twee patenten aan boord, dat is onveilig.’ Ook in de passagiersvaart gaat de Europese vakbond pleiten voor ruime bemanning aan boord. ‘De passagiers zijn vaak slecht er been. Als er moet worden geëvacueerd, is daar veel personeel voor nodig.’ Human Factors consultant Kirsten Schreibers demonstreerde onder meer aan de hand van een trainingsﬁlmpje dat de ene mens heel andere dingen waarneemt dan de andere.’ De één is functioneel ingesteld en houdt zich aan bijvoorbeeld ‘functionele werkafspraken’. De ander heeft weer veel meer oog voor omgevingsfactoren’, aldus Schreibers. ‘Beide zijn nodig als je aan boord van een schip werkt, want naast standaard situaties houd je natuurlijk ook altijd onverwachte verrassingen.’ Dagvoorzitter Charley Ramdas sprak van een inhoudelijk geslaagde middag, met ook boeiende toekomstvisies, waar de aanwezigen hun voordeel mee konden doen, en wenste eenieder nog een inspirerende beursrondgang toe.

Nieuwe wetgeving

Myriam Chaffart pleitte voorts voor nieuwe wetgeving. ‘De huidige reglementering is 30 jaar

Flinter Shared Services BV schrapt alle arbeidsplaatsen zeevarenden Volg ons op Twitter Bijna alle werknemers kiezen voor vaststellingsovereenkomst Shared Services B.V.(FSS) haar werknemers F met de mededeling ‘de strategische keuze te Medio mei verraste de directie van Flinter

hebben gemaakt om haar activiteiten wat betreft de inzet van haar zeevarenden te beëindigen’. De beëindiging van deze activiteiten had tot gevolg dat er in totaal 33 arbeidsplaatsen — zijnde alle arbeidsplaatsen van de zeevarenden in dienst van FSS- kwamen te vervallen. De ondernemingsraad van Flinter gaf enkele dagen eerder aan de bestuurder van FSS BV een advies inzake de voorgenomen inkrimping van werkzaamheden. De OR van Flinter adviseerde positief over het voorgenomen besluit mits aan twee voorwaarden werd voldaan: a) betaling van de transitievergoeding in maximaal 7 maanden tegen een rente van 3% en b) alle zeevarenden (dus zowel zij met een AO OT als zij met een AO BT) worden in staat gesteld om op 1 januari 2017 in bezit te zijn van een geldig Certificate of Competency. Hiermee werden voor de werknemers twee mogelijke routes mogelijk, namelijk: 1) In goede harmonie uit elkaar gaan middels een vaststellingsovereenkomst; 2) De beslissing van de werkgever aanvechten bij het UWV (= juridische route).

32-35_nl.indd 33

Op 25 mei organiseerde Nautilus een ledenvergadering om de ontslagaanvraag en de consequenties hiervan te bespreken. Hier werd ook het OR-advies toegelicht door OR leden.

financiële en juridische adviseurs hebben we toen als OR op 12 mei een advies uitgebracht. We hebben ook nauw contact met Nautilus. Niet voor niets is ruim 80% van onze mensen lid van de bond. De Nautilus ledenvergadering was vervolgens natuurlijk ook heel belangrijk in dit alles.’

Trieste zaak

Nautilus bestuurder Marcel van Dam: ‘Een trieste zaak voor alle betrokkenen natuurlijk. Wij hebben er bij de FSS directie van meet af aan op aangedrongen dat er alles aan moest worden gedaan werknemers bij andere werkmaatschappijen en BV’s en NV’s waarin Flinter participeert, onder te brengen. Na het advies van de OR hebben wij het aan de leden voorgelegd welke route men individueel wenst af te leggen. Nautilus staat uiteraard al haar leden met raad en daad bij, ongeacht welke route het betrokken lid wenst te volgen.’

Water aan de lippen

Advies Ondernemingsraad

Voor Nautilus leden Marien Groen en Hans van Amsterdam, tevens lid van de Ondernemingsraad (OR), kwam het nieuws niet helemaal als een verrassing. Beide Flinter kapiteins waren samen met hun mede OR-leden al eerder — onder embargo- op de hoogte gesteld van dit voorgenomen besluit. Immers, de OR werd

door de FSS om advies gevraagd. Hans van Amsterdam: ‘Ik had al wat signalen opgevangen de laatste maanden. Dat het dus niet goed ging met de financiële situatie. Na overleg met onze

Marien Groen: ‘Het water staat FSS aan de lippen, dat is ons wel duidelijk geworden. Toch moest er natuurlijk wel een goede regeling op tafel komen. En als het even kan moeten er mensen van werk naar werk kunnen worden gebracht.’ Hans van Amsterdam: ‘Het blijft een hard gelag natuurlijk voor onze collega’s. Vooral voor de ouderen onder ons zal het moeilijk worden om weer aan een vaste baan te komen. Zo realistisch moet je wel zijn.’ Marien Groen: ‘Ik ben dan weer wat jonger dan de meesten, dus ik blijf nog wel hoop houden op een vaste, nieuwe baan. Maar het allerbelangrijkste is dat we dit op een nette, goede manier afwikkelen met elkaar. Daar staan we als volledige OR voor en als vakbondslid sta ik daar natuurlijk ook voor. Dat is de FSS directie ook aan zijn werknemers verplicht.’

In this month’s Dutch pages: z Nautilus services: works councils

z Termination of a labour contract z Nautilus & ODV present petition z Flinter Shared Services: redundancies

z How to move on after dismissal z Shipvisit: Aeolus z Manning rules for inland waters z School visits: Amsterdam & Vlissingen

z Nautilus on maritime industry exhibition

z Piracy legislation debate

21/06/2016 15:09

34 | telegraph | nautilusint.org | July 2016

NL NEWS

Aan boord van de Aeolus Werkroosters van ‘4 op, 4 af’ wenselijk? Nautilus te gast op De Ruyter Academy op De Ruyter Academy aan F de Edisonweg in Vlissingen. De

Eind mei was Nautilus te gast

opleiding HBO Maritiem Officier wordt hier verzorgd door de HZ University of Applied Sciences. Nautilus communicatie adviseur Hans Walthie legde in een interactieve sessie aan 2e jaars Marof studenten uit hoe een vakbond als Nautilus functioneert. En hoe deze haar leden bijstaat in mogelijke geschillen tussen werkgever en werknemer. Veel vragen gingen ditmaal vooral over ‘Hoe kom ik aan een goede stageplek?’ en ‘Wat zijn goede tips over hoe je het best kunt

solliciteren?’ Want ook dit jaar dreigt er helaas weer een tekort aan stageplaatsen…en wordt het ‘dringen op de stageplaats-markt.’ 24/7 service vakbond

Verder werd de meerwaarde uitgelegd van het speciale studentenlidmaatschap tegen een sterk gereduceerd tarief (3,35 euro per maand, inclusief toezending van de vakbladen de Telegraph en SWZ Magazine). Dit is ook inclusief de 24/7 service die Nautilus International al zijn (studenten) leden wereldwijd biedt. Na afloop werden diverse studenten meteen lid van Nautilus.

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

Begin juni bezocht Sascha Meijer, bestuurder Nautilus International en FNV Waterbouw, het schip Aeolus van Van Oord. Samen met Geert Klaver, Manager Personnel Department bij Van Oord. De Aeolus is een innovatief en geavanceerd transport- en installatieschip voor het plaatsen van windmolens op zee. Het werd in juni 2014 gedoopt. Elke 10 dagen legt de Aelolus aan in Esbjerg, Denemarken, om onderdelen van turbines van Siemens te laden en die vervolgens in het windpark Gemini in de Eemshaven te plaatsen. Sascha Meijer doet voor de Telegraph verslag. ‘Omdat het schip in Gemini op zijn poten staat en windmolens plaatst, ca 85 km buiten de kust, was Esbjerg voor ons de plek om de Aeolus te kunnen bezoeken. We zijn niet de enige geïnteresseerden. Vorige week was minister Kamp nog aan boord. We worden op de brug hartelijk ontvangen door kapitein Marcel van der Made en zijn crew. Het is zondag en rustig, dus iedereen heeft tijd voor ons. Het wordt aan boord duidelijk gewaardeerd dat zowel ‘de bond’ als ‘kantoor’ de moeite neemt om op bezoek te komen.

Dubbele brug

Nautilus te gast op Zeevaartschool Amsterdam gast op de Zeevaartschool F Amsterdam, onderdeel van de Begin juni was Nautilus te

Maritieme Academie Holland. Nautilus communicatie adviseur Hans Walthie gaf via een interactieve sessie uitleg aan ruim 40 derdejaars HBO studenten (met net een zeestage achter de rug) hoe Nautilus functioneert. Zo werd er via een rollenspel een cao (collectieve arbeidsovereenkomst) onderhandeling nagebootst. De studenten vormden hierin de ledenvergadering van Nautilus, die de cao-onderhandelaars op pad moesten sturen met een goed arbeidsvoorwaardenpakket. Uiteindelijk werd er vergaderd over het ‘tegenbod’ van de werkgever. Ook werd uitgelegd hoe Nautilus

Aan boord van de Aeolus zijn drie categorieën personen werkzaam. De maritime crew (zeevarenden), de offshore projects crew (ook van Van Oord) en de mensen van opdrachtgever Siemens. De maritime crew bestaat uit 31 mensen. Nederlanders, Balten en Filipijnen. Op het moment van ons bezoek zijn op de brug de tweede stuurlieden bezig met ‘ballasten’. Het schip heeft een dubbele brug. Eén gericht op het varen en één op het ‘jacken’, als het schip op poten gaat staan en windmolens plaatst. Dit laatste werk spreekt niet voor zich voor stuurlieden. Daarop moeten ze worden ingewerkt. De kapitein werkt daarom graag met een vaste crew. Een superintendent van de offshore project crew vertelt ons over het offshore werk aan boord. Kern van het werk van

deze unit is het plaatsen van de windmolens in Gemini. Het is slow, zorgvuldig werk. Er worden grote gewichten gehesen en geheid. Vier weken op, vier weken af

De directe aanleiding voor ons bezoek is de vraag of in de Offshore Wind werkroosters van ‘vier weken op, vier weken af’ werkbaar en wenselijk zijn. Van Oord heeft hiervoor aan het ministerie van Sociale Zaken onthefﬁng gevraagd van de arbeidstijdenregels die aan wal gelden. Hierover is het ministerie in gesprek met sociale partners. Dit scheepsbezoek dient voor Nautilus als voeding voor deze consultatie. Voor de maritime crew geldt het MLC. Zij mogen al ‘vier op vier af’ werken. Van Oord behandelt ook de projectcrew als zeevarenden. Op deze manier kunnen ook zij ‘vier op, vier af’ werken. De zeevarenden met wie wij spreken, vinden ‘vier op, vier af’ werken allemaal prettig. Korter, bijvoorbeeld ‘2 op 2 af’, vinden zij onprettig. Vier weken is dan een mooie oplossing. Minder zien zij niet zitten. Sommigen vinden het ook ﬁjn dat je bij ‘4-4’ minder vaak hoeft te vliegen. Weinig trilling en lawaai

Ook de superintendent van de

offshore project crew bevestigt dat vier weken meestal prima werkbaar is. Alleen heel soms, als het heel goed weer is, is vier weken aan de zware kant. Tussen drie en vier weken ligt volgens hem de beste balans. De crew benadrukt wel dat wat op de Aeolus mogelijk is, niet voor alle schepen geldt, die bij windparken betrokken zijn. De Aeolus is een luxe schip met weinig trilling en lawaai. Ook de faciliteiten zoals de ﬁtnessruimte zijn belangrijk. En een goede kantine waar je warm kunt lunchen. Somswerk je bij het Gemini project, aldus de crew, in weer en wind aan boord of op een paal, kent het schip minder faciliteiten, of is het heien van de Aeolus van ver nog te horen als je wilt slapen. Dan is 2 weken werken wel het maximum. Het ligt dus echt aan het type werk en het type schip of ‘4 op 4 af’ mogelijk is. Onduidelijkheid geeft onrust thuis

Op de Aeolus draait men diensten van 12 uur. Dat vindt iedereen prettig. Want dan kun je genoeg slapen en ook ontspannen, bijvoorbeeld sporten of een ﬁlm kijken. Met acht uursdiensten (zoals op hoppers vaak worden gedraaid) moet je telkens kiezen tussen genoeg slapen en dat soort ontspanning nemen. Dat leidt tot vermoeidheid. Hier werken ze

haar leden bijstaat in mogelijke geschillen tussen werkgever en werknemer. Eén van de studenten, lid van Nautilus, gaf aan hoe de bond haar effectief had bijgestaan in een geschil met de werkgever tijdens de stage.

Ouder worden en werken: generatiepacten

Het werk volhouden als je ouder wordt, is voor sommigen een zorg. Ik vertel de crew dat Nautilus en FNV Waterbouw hier actief in zijn, en samen met de FNV gaan coördineren op generatiepacten. Geert Klaver vertelt dat ook Van Oord maatwerkafspraken overweegt. Zeevarenden hebben een hut voor zichzelf, dat schrijft het MLC voor. Ook de Siemens mensen hebben een eigen hut. De project crew slaapt met 2 man in een hut. De Aeolus heeft eigenlijk wat te weinig eenpersoonshutten. Daar wordt nu wat voor verbouwd. We nemen tenslotte hartelijk afscheid van kapitein en crew. Het was een informatief en prettig bezoek!’

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!

24/7 service vakbond

Spreek met één van onze vertegenwoordigers om uit te vinden hoe wij u het beste kunnen helpen.

Nautilus bestuurder Sascha Meijer en kapitein Marcel van der Madel

32-35_nl.indd 34

wisselend van 12.00 tot 00.00 uur en andersom, of van 06.00 tot 18.00 uur en andersom. Het allerbelangrijkste bij roosters is volgens iedereen echter ‘dat je vrouw thuis weet wanneer je thuis komt, dat staat op het briefje onder de koelkastmagneet’. Onduidelijkheid geeft onrust thuis. De sfeer op het schip is goed en de mensen zijn blij met en trots op hun werk. Het enige wat men vervelend vindt is dat de aﬂosdag soms verandert door weersomstandigheden.

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

21/06/2016 15:14

July 2016 | nautilusint.org | telegraph | 35

NL NEWS

Aanwijzing havens in Libië Wel of geen private beveiligers? en Syrië tot gevaarlijk bestemmingsgebied F overeenkomst ‘Aanwijzing F havens in Libië en Syrië tot gevaarlijk CAO- partijen hebben de

bestemmingsgebied’ geëvalueerd. Besloten is de overeenkomst te verlengen. Hiermee is overeengekomen dat partijen gebonden aan het zogenaamde ‘Protocol inzake het dienstdoen in Gevarengebieden’ alle havens in Libië en Syrië aanwijzen als gevaarlijk bestemmingsgebied. Partijen hebben vastgesteld dat

de reeds langere tijd bestaande geopolitieke spanningen in Libië en Syrië aanleiding geven tot het instellen van het gevaarlijk bestemmingsgebied. De aanwijzing tot gevaarlijk bestemmingsgebied is verlengd tot 1 oktober 2016. De gevolgen van het aanwijzen van een gevaarlijk bestemmingsgebied zijn uitgewerkt in artikel 4 van het ‘Protocol inzake het dienstdoen in gevarengebieden’.

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

actieve rol spelen ten behoeve van onze leden. Dit keer gaat het over: Medezeggenschap ondersteuning

Nautilus International en FNV Waterbouw behartigen de belangen voor de leden, collectief en individueel. Voor wat betreft de collectieve belangenbehartiging is één van die taken: het ondersteunen van de Medezeggenschap (ondernemingsraden (OR) en personeelsvertegenwoordigingen (PVT). Bij bedrijven met minder dan 50 werknemers kan er ook een PVT worden ingesteld. Uw vakbond schrijft bijvoorbeeld de leden aan in de onderneming wanneer er OR-verkiezingen zijn. Volgens artikel 9 van de Wet op de Ondernemingsraden (WOR) moet een vakbond namelijk in de gelegenheid gesteld worden om kandidaten (leden) voor te dragen. Adviesplichtig of instemmingsplichtig

Uw vakbond wordt ook vaak door ondernemingsraden benaderd bij advies- of instemmingsplichtige onderwerpen. Vooral wanneer deze onderwerpen raakvlakken hebben bij het werk van Nautilus of FNV Waterbouw. Collectief en individueel. Adviesplichtige onderwerpen zoals een reorganisatie. Instemmingplichtig, bijvoorbeeld als het gaat om het invoeren (of wijzigen) van een alcohol- & drugs beleid. Soms bestaat er onduidelijkheid over de rol van de ondernemingsraad ten opzichte van de vakbond. Wie moet nu precies wat gaan regelen? Deze onduidelijkheid werkt vaak contraproductief. Het personeel is er natuurlijk bij gebaat dat de Ondernemingsraad en de vakbond(en) samenwerken bij belangrijke besluiten. Inspraak

Ondernemingsraad en vakbond hebben een verschillende verantwoordelijkheid en functie. De ondernemingsraad is het vertegenwoordigend overlegorgaan gekozen uit en door het personeel

van één bedrijf. De bevoegdheden strekken niet verder dan de grenzen van de onderneming. De ondernemingsraad gaat over de inspraak (medezeggenschap) in de onderneming en komt op voor de belangen van het personeel in die betreffende onderneming. De vakbond is een vereniging van leden werkzaam in één of meer bedrijfstakken. De bevoegdheden strekken zich uit tot in de bedrijfstak. Voor Nautilus in de Maritieme sectoren en op bedrijfsniveau. Voor FNV Waterbouw in de sector Waterbouw en op bedrijfsniveau.

Beleidsstandpunt Kabinet

Op 23 juni vond het Algemeen Overleg (AO) met de minister en de Defensiecommissie inzake het beleidsstandpunt van het Kabinet dat het Kabinet in april aan de Tweede Kamer heeft toegezonden. Hierin geeft het Kabinet aan over te willen gaan tot het opstellen van wetgeving, die het mogelijk maakt om gewapende private beveiligers toe te staan op koopvaardijschepen varend in specifiek aangegeven piraterijgebieden. Dit wordt slechts toegestaan in de gevallen dat een VPD (marine team) niet inzetbaar is. Dit is het geval bij kleinere schepen, aangezien het VPD team standaard uit 11 man bestaat en dit niet plaatsbaar is op een kleiner schip. Ook in de spotmarkt kan een VPD team vaak niet worden ingezet, aangezien de handel in de spotmarkt meestal vereist dat er binnen enkele dagen door piraterijgebied moet worden gevaren. Een VPD team haalt deze korte termijn niet in verband

met de vereiste diplomatieke toestemming. Een privaat beveiligingsteam kan wel binnen 72 uur aan boord zijn. Met of zonder bescherming varen

Indien de Tweede Kamer het beleidsstandpunt afwijst ( om wetgeving toe te staan die private

gewapende beveiliging toestaat), zullen zeevarenden zonder bescherming door deze gevaarlijke gebieden moeten varen. Of zijn ze aangewezen op illegale private beveiligde bescherming. Juist goede regelgeving, die strenge eigen stelt aan gewapende private teams, zorgt voor kwalitatief goede beveiliging. Zeevarenden

zijn op zee, anders dan werknemers en burgers aan de wal, volledig afhankelijk van bescherming aan boord. Daar deze editie al op de drukpers lag, toen het AO nog moest plaatsvinden, was de uitkomst van dit belangrijke overleg nog niet bekend. In de Telegraph van augustus meer hierover.

Moeilijke dossiers

De ondersteuning wordt ook gegeven aan leden bij een onderneming waar geen ondernemingsraad is, maar deze er wettelijk wel zou moeten zijn. Kortom Nautilus en FNV Waterbouw bieden de helpende hand om een OR op te richten. Helaas is in het verleden bij een grote rederij uit de hoofdstad en bij een toonaangevende cruiserederij het oprichten van een OR door de directie van de onderneming gedwarsboomd. Maar gelukkig voeren de positieve ervaringen met de OR, de directie van een onderneming en de vakbond de boventoon. In moeilijke dossiers komen partijen bij elkaar en wordt er constructief naar een oplossing gezocht. Overleg over sociaal plan

De ondernemingsraad doet er goed aan te overleggen met de vakbond over de te volgen werkwijze inzake het sociaal plan en het advies van de ondernemingsraad. Uit een goede afstemming tussen ondernemingsraad en vakbonden wordt duidelijk hoe beiden hun traject kunnen gaan inzetten en komt een goed beeld naar voren van wat de vakbond en de ondernemingsraad al dan niet voor elkaar kunnen betekenen.

Opzeggen terwijl het niet mag A

Ons lid kreeg een nieuwe baan.Tijdens het sollicitatiegesprek werd hem verteld dat er binnen het bedrijf een goede werksfeer heerste en dat er weinig tot geen verloop van werknemers was. Dat sprak ons lid wel aan. Hij was dan ook blij toen hij te horen kreeg dat hij was aangenomen. In beginsel eerst via een contract voor een jaar. Maar na enkele weken merkte hij dat het met de werksfeer helemaal niet goed zat. Er heerste een ronduit gespannen sfeer. Vooral veroorzaakt door het feit dat het werk met te weinig mensen moest worden verricht. Ons lid, die volgens zijn contract een 5-daagse werkweek had, ging na korte tijd al werkblokken van 7 werkdagen aaneen werken. Inclusief nachtdiensten. Hierdoor raakte hij oververmoeid, met als gevolg dat hij, vaak als hij vrij was, thuis ging slapen. Voor het onderhouden van sociale contacten was hij veel te moe en ook in zijn relatie leverde dit de nodige spanning op. Het werd zelfs zo erg, dat zijn echtgenote hem na enige maanden voor de keus stelde: of die baan opzeggen, of ik ben weg..! Op zoek naar een nieuwe baan

10e OR-Contactdag begin 2017

In dit kader wordt er jaarlijks ook een OR-contactdag georganiseerd door Nautilus en FNV Waterbouw. De OR-contactdag heeft als doel raakvlakken van OR en vakbond te bespreken en ervaringen met andere Ondernemingsraden en Nautilus te delen.

De volgende en 10e OR-Contactdag zal gehouden worden begin 2017. Houd de Telegraph dus in de gaten.

32-35_nl.indd 35

Nautilus is en blijft fervent voorstander van wetgeving die het mogelijk maakt om gewapende private beveiligers toe te staan op koopvaardijschepen varend in specifiek aangegeven piraterijgebieden. Niet voor niets voert Nautilus, samen met de KNVR en inmiddels ook met de NVKK, al jaren actie hiervoor.

Ons lid, die zelf ook wel inzag dat hij dit op lange termijn niet ging volhouden, ging uiteindelijk een nieuwe baan zoeken. Toen hij deze gevonden had, meldde hij dit anderhalve maand voor de aanvangsdatum van de nieuwe baan aan zijn werkgever. Dit om zijn werkgever de tijd te geven om voor hem een vervanger te zoeken. Zijn directe chef leek hier eerst mee akkoord te gaan, maar de volgende dag liet de baas van zijn chef weten, dat opzegging per die datum niet mogelijk was. Hij moest zijn jaarcontract volledig uitdienen, want in zijn contract stond geen tussentijdse opzegmogelijkheid. Ons lid had daar bij indiensttreding helemaal niet op gelet. En de werkgever had dit ook niet toegelicht bij indiensttreding. De

werkgever was wel bereid om akkoord te gaan met eerdere uitdiensttreding, mits ons lid een maand langer dan de aanvangsdatum van zijn nieuwe baan zou blijven. Ons lid heeft toen bij zijn nieuwe werkgever geïnformeerd of hij een maand later kon beginnen. Echter de nieuwe werkgever gaf aan dat er zoveel werk was, dat men dan naar een andere werknemer zou omzien.

een termijn van anderhalve maand in acht had genomen, zodat werkgever een vervanger kon aannemen. Nu deze vervanger was aangenomen, was het in strijd met goed werkgeverschap — in redelijkheid en billijkheid- dat de werkgever ons lid schadeplichtig stelde voor het ontbreken van een tussentijds opzegbeding. Schikking van 1 maand

Schadeloosstelling van 15.000,- euro

Ons lid deelde dit mee aan zijn werkgever en gaf aan dat hij daarom toch moest vasthouden aan de eerdere datum van uitdiensttreding. Bovendien was er al een vervanger voor ons lid aangenomen, zodat ons lid er van uit ging dat zijn werkgever toch akkoord zou gaan met de eerdere uitdiensttreding. Echter enkele uren voor zijn één na laatste dienst ontving hij een bericht van zijn werkgever dat als hij toch zijn eerdere datum uitdiensttreding zou aanhouden, de werkgever hem schadeloos zou stellen wegens onregelmatige opzegging (opzegging in strijd met het contract). En wel voor € 15.000,- , zijnde het salaris tot aan datum einde contract. Verweerschrift Nautilus

Ons lid, voor wie dit bedrag met zijn salaris als net beginnend werknemer ontzettend veel was, meldde zich bij Nautilus. Zijn werkgever had inmiddels al een verzoekschrift tot schadeloosstelling ingediend bij de rechtbank. Nautilus heeft toen namens ons lid een verweerschrift ingediend. Met als zelfstandig verzoek nog een vordering aan vakantiegeld en eindejaarsuitkering. Nautilus stelde (namens werknemer) primair dat ons lid niets behoefde te betalen, nu hij gelet op de ernstige overschrijding van zijn werkuren een dringende reden had gehad om zonder opzegtermijn onmiddellijk op te zeggen. En ook nog in het belang van werkgever

Als de rechter dat niet zou accepteren voerde Nautilus namens ons lid nog aan dat de werkgever dan slechts 1 maand kon vorderen, aangezien deze zelf had aangegeven met 1 maand langer dan de opzegtermijn van ons lid akkoord te kunnen gaan. In de wettekst staat dat de rechter eigenlijk de schadeloosstelling wegens onregelmatige opzegging maar tot 3 maandsalarissen mag matigen. Dankzij een goede getuigenverklaring van een voormalig collega, die de werkdruk kon bevestigen en het feit dat ons lid een oververmoeide indruk maakte en er inderdaad een vervanger was aangenomen, bood de werkgever, nadat Nautilus het verweerschrift bij de rechtbank had ingediend, een schikking aan. Waarbij partijen de zaak met gesloten beurzen zouden afsluiten. Dit kwam neer op 1 maandsalaris in plaats van de volledige contractstermijn van € 15.000,-. Dit bod heeft ons lid geaccepteerd. In plaats van een bedrag van € 15.000,- kon hij de zaak nu voor 1 maandsalaris afdoen en kon dit verrekend worden met zijn nog openstaande vordering aan vakantiegeld en eindejaarsuitkering. Ons lid was uiteindelijk heel blij en opgelucht! Let dus goed op als u een contract voor bepaalde tijd tekent of er een tussentijdse opzegmogelijkheid in staat, anders zit u er aan vast tot aan het einde van het contract! Neemt u dan altijd allereerst contact op met Nautilus.

21/06/2016 15:09

36 | telegraph | nautilusint.org | July 2016

ACCOUNTS

Financial statements

Nautilus International’s accounts for the year 2015 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 2016. 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 2015

Expenditure Travel and general organising Elections and BGM costs Legal defence costs Affiliations and council expenses Telegraph – net cost Phone, post, printing and stationery Professional fees and bank charges Donations Staff costs Pension fund asset and costs Building costs Computer and equipment costs Gain on disposal of fixed assets Depreciation — Freehold buildings Motor vehicles Computers and equipment

Total operating (deficit) / surplus

Legal defence Fund £

Total £

2014 £

3,238,593

262,589

3,501,182

3,803,749

1,868,709 224,669 464,619 134,617 5,931,207

151,516 414,105

2,020,225 224,669 464,619 134,617 6,345,312

2,201,209 5,587,920 201,396 564,803 90,113 12,449,190

548,175 59,577 243,666 482,833 279,822 304,230 38,925 3,417,992 36,000 391,960 141,251 (2,465) 8,865 64,180 94,143 6,109,154 (177,947)

294,551 294,551 119,554

548,175 59,577 294,551 243,666 482,833 279,822 304,230 38,925 3,417,992 36,000 391,960 141,251 (2,465) 8,865 64,180 94,143 6,403,705 (58,393)

553,639 101,684 167,963 232,173 531,173 271,378 283,167 36,179 3,227,744 59,000 391,764 137,095 (4,590) 8,865 62,539 98,929 6,158,702 6,290,488

97,928 348,630 268,611

119,554

97,928 348,630 388,165

128,285 372,612 6,791,385

97,677 366,288

119,554

97,677 485,842

(79,021) 6,712,364

Gains on disposal of investments Gains on revaluation of investments Surplus before taxation Taxation Total surplus for the year Other comprehensive income Actuarial gains on SPF scheme Foreign exchange gains/(losses) Total comprehensive income

295,000 181,000 (451,890) (304,271) £328,952 £6,589,093

Statement of Council and General Secretary’s responsibilities

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

36-38_accts.indd 36

Building cost / depreciation / cars / computers 10.90%

Balance sheet at 31 December 2015

General Fund £

Note Subscription income from individual members Subscription income from Memorandum Agreements with employers Contribution from RLE Investment income Advertising revenue Other income

Pension fund 0.55%

Staff costs 53.40%

Professional fees & Bank charges 4.75%

Phone, post, printing & stationery 4.40%

Telegraph net cost 7.50%

Affiliations & Council expenses 4.40%

Legal defence costs 4.60%

Election & GM 0.90%

Travel & general organising 8.60%

Nautilus International expenditure for the year ended 31 December 2015

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.

Property, plant and equipment Freehold land and buildings Motor vehicles Equipment

Note 3 3 3

Investments Current assets Debtors and prepayments Cash and cash equivalents — Current accounts — Deposit accounts Less: Creditors

£ 444,540 54,052 165,959

2015

£ 453,405 111,231 184,502

664,551 15,268,208 15,932,759

883,948

711,449 124,701 1,164,025 5 (1,058,062)

677,328 401,311 1,962,587 (1,448,966)

NET assets Reserves General Fund Legal Defence Fund Revaluation Reserve — land and buildings Revaluation Reserve — listed investments

749,138 14,962,483 15,711,621

327,875

Deferred taxation 6 Net assets excluding pension asset / (liability) SPF pension asset / (liability) 7

2014

105,963 (255,370) 15,783,352 92,000

513,621 (421,481) 15,863,400 (317,000)

15,875,352

15,546,400

11,024,342 2,363,095 360,886 2,127,029 15,875,352

10,836,376 2,243,541 368,042 2,098,441 15,546,400

The financial statements were approved and authorised for issue by the Council on 7 April 2016 and were signed on its behalf by: Ulrich Jurgens Chair A M Dickinson General Secretary

Cash flow statement at 31 December 2015 Operating activities Operating (deficit)/surplus Depreciation Investment income SPF contributions SPF costs Decrease/(increase) in debtors (Decrease)/increase in creditors Net cash (outflow)/inflow from operations Taxation

£ (58,393) 167,188 (224,669) (150,000) 36,000 556,073 (333,467) (7,268)

2015

(64,246)

£ 6,290,488 170,092 (201,396) (150,000) 59,000 (368,601) 318,253 6,117,836

2014

(19,124) (71,514)

Investing activities Interest and dividends received 224,669 Payments to acquire tangible fixed assets (82,601) Proceeds from disposal of tangible fixed assets 2,465 Payments to acquire investments (2,473,141) Proceeds from disposal of investments 2,250,504

6,098,712 201,396 (145,959) 13,500 (8,202,691) 2,352,629

(78,104)

(5,781,125)

(92,871)

19,168

Net cash (outflow)/inflow for the year

(242,489)

333,785

Net funds at 1 January

1,078,639

744,854

836,150

1,078,639

Impact of foreign exchange losses

Net funds at 31 December

21/06/2016 15:45

July 2016 | nautilusint.org | telegraph | 37

ACCOUNTS Notes

enacted or substantively enacted by the reporting date in the countries where the Union operates and generates income.

1. 1.1

1.13

Accounting policies Basis of accounting

The financial statements have been prepared under the historical cost convention, as modified by the revaluation of freehold land and buildings and of listed investments, and in accordance with the Trade Union and Labour Relations (Consolidation) Act 1992 (amended) and FRS102 The financial reporting standard applicable in the UK and Ireland. The members of Council consider the Union to be a going concern and have prepared the financial statements on that basis. Information on the impact first-time adoption of FRS 102 is given in note 12. The preparation of financial statements in compliance with FRS 102 requires the use of certain critical accounting estimates. It also requires management to exercise judgment in applying the Union’s accounting policies (see note 2). The following principal accounting policies have been applied:

1.2

Transition to FRS102

This is the first year that Nautilus International has presented its results under FRS 102. The last financial statements under previous UK GAAP were for the year ended 31 December 2014. The date of transition to FRS 102 was 1 January 2014. Reconciliations of the Union’s reserves from the amounts previously stated in the 2014 financial statements following changes in accounting policy required to comply with FRS102, along with a reconciliation of the surplus for the comparative year as previously reported to the surplus for the comparative year as restated, are presented in Note 12. The following accounting policies have been changed in order to comply with the requirements of FRS102: z Listed investments are now recognised at fair value, where previously they were recognised at historical cost less provision for impairment. z Foreign exchange: the income and expenditure of the Union’s two overseas branches are translated using the average exchange rate for the period, where previously the closing rate method was used. The Union has taken advantage of the exemption in Section 35 of FRS102 not to revisit the accounting treatment for lease incentives in respect of its head office property at South Woodford. The value of the initial rent free period therefore continues to be amortised over the period to the first rent review date, rather than the whole period of the lease.

1.3

Revenue

Revenue mainly comprises subscriptions, investment income and advertising income. Revenue is recognised to the extent that it is probable that the economic benefit will flow to the Union and the revenue can be reliably measured. Revenue is measured as the fair value of the consideration received, or receivable, excluding VAT where applicable.

1.4

Property, plant and equipment

Property, plant and equipment under the cost model are stated at historical cost less accumulate depreciation and any accumulated impairment losses. Historical cost includes expenditure that is directly attributable to bringing the asset to the location and condition necessary for it to be capable of operating in the manner intended by management. Freehold land and buildings are held under the valuation model, with full market valuations being carried out on a periodic basis to ensure that the carrying value of these assets is not materially different from their fair value. Depreciation is provided using the following rates to reduce by annual instalments the cost or value 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 The assets’ residual values, useful lives and depreciation methods are reviews, and adjusted prospectively where necessary, if there is an indication of a significant change since the last reporting date.

1.5

Debtors

Short term debtors are measured at transaction price, less any impairment.

1.6

Cash and cash equivalents

Cash is represented by cash in hand and deposits with financial institutions repayable without penalty on notice of not more than 24 hours. Cash equivalents are highly liquid investments that mature in no more than three months from the date of acquisition and that are readily convertible to known amounts of cash with insignificant risk of change in value.

1.7

Financial instruments

The Union only enters into basic financial instruments transactions that result in the recognition of financial assets and liabilities like trade and other accounts receivable and payable. Debt instruments that are payable or receivable within one year, typically trade payables or receivables, are measured, initially and subsequently, at the undiscounted amount of the cash or other consideration, expected to be paid or received. Investments in non-convertible preference shares and in non-puttable ordinary and preference shares are measured: z At fair value with changes recognised in the Income statement if the shares are publicly traded or their fair value can otherwise be measured reliably; z At cost less impairment for all other investments. Financial assets that are measured at cost are assessed at the end of each reporting period for objective evidence of impairment. If objective evidence of impairment is found, an impairment loss is recognised in the Income statement. Any impairment loss is measured as the difference between an asset’s carrying amount and best estimate, which is an approximation of the amount that the union would receive for the asset if it were to be sold at the reporting date.

1.8

Creditors

Short term creditors are measured at the transaction price.

1.9

Legal defence fund

The annual transfer of members’ contributions to the Legal Defence Fund is 7.5% per annum. In 2015 the reserve has grown to £2.4million as compared to £2.2million in 2014. The level of the Fund is kept under review.

1.10

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 Statement of Comprehensive Income as they fall due. The Union accounts for these schemes as though they were defined contribution schemes as permitted by Section 28 of FRS102 and the required disclosures are included in note 7 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 Statement of Financial Position. Current service costs, curtailments, settlement gains and losses and net financial returns are included in the Statement of Comprehensive Income in the period to which they relate. Actuarial gains and losses are recognised as Other Comprehensive Income.

1.11

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.

1.12

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. Deferred tax is provided on all timing differences where the ultimate crystallization of a gain is expected to give rise to a tax liability, primarily being unrealised gains on listed equity and unit trust investments. Tax is recognised in the Statement of Comprehensive Income. A change attributable to an item of income and expense recognised as other comprehensive income is also recognised in other comprehensive income. The current income tax charge is calculated on the basis of tax rates and laws that have been

36-38_accts.indd 37

Provision for liabilities

Provisions are made where an event has taken place that gives the Union a legal or constructive obligation that probably requires settlement by a transfer of economic benefit, where a reliable estimate can be made of the amount of the obligation. Provisions are charged as an expenses in the Statement of Comprehensive Income in the year that the Union becomes aware of the obligation, and are measured at the best estimate at the reporting date of the expenditure required to settle the obligation, taking into account relevant risks and uncertainties.

1.14

Foreign currency transactions

The Union has operations in the Netherlands and Switzerland, which are conducted through branches established in those territories. Branch activities are included in the Union’s financial statements on a consolidated basis as follows: income and expenditure amounts are translated from their local currency into sterling at the average rate for the year; assets and liabilities are translated at the rate ruling on the year end date. Foreign currency gains and losses arising on the consolidation of branch activities are recognised in Other Comprehensive Income.

1.15

Operating lease rentals

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

Judgements in applying accounting policies and key sources of estimation uncertainty

Estimates and judgements are continually evaluated and are based on historical experience and other factors, including expectations of future events that are believed to be reasonable under the circumstances. Although these estimates are based on management’s best knowledge of the amount, events or actions, actual results ultimately may differ from those estimates. Council Members consider the provision for the Legal Defence Fund liabilities and the valuation of the MNAOA SPF to be critical estimates and judgements applicable to the financial statements. Legal Defence Fund liabilities are accrued on the basis of management’s expectations of the costs which are likely to be incurred on a case-by-case basis. The nature of each case is different and accordingly costs can vary significantly from original estimates. Such variations are taken into account in the remeasurement of the provision at each year end date. The valuation of the MNAOA SPF is subject to significant judgement relating to each of the key assumptions set out in note 7 below.

Fixed assets

Freehold land Motor Computers & Cost or valuation & buildings £ Vehicles £ Equipment £ Total £ At 1 January 2015 480,000 266,956 1,031,928 1,778,884 Additions 7,001 75,600 82,601 Disposal (14,670) (14,670) ____________________________________________________________________ At 31 December 2015 480,000 259,287 1,107,528 1,846,815 ____________________________________________________________________ Depreciation At 1 January 2015 26,595 155,725 847,426 1,029,746 Charge for the year 8,865 64,180 94,143 167,188 Disposal (14,670) (14,670) ____________________________________________________________________ At 31 December 2015 35,460 205,235 941,569 1,182,264 ____________________________________________________________________ Net book value 31 December 2015 444,540 54,052 165,959 664,551 ____________________________________________________________________ 31 December 2014 453,405 111,231 184,502 749,138 ____________________________________________________________________ The freehold land and building at Wallasey was professionally valued on 7 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: 2015 £ 2014 £ Cost 353,778 353,778 Accumulated depreciation (270,124) (263,048) ____________________________________________________________________ Net Book Value 83,654 90,730 ____________________________________________________________________

4. Investments 2015 £ 2014 £ Market value of quoted investments at 1 January 14,786,476 8,796,301 Additions at cost 2,473,141 8,202,691 Disposal proceeds (2,250,504) (2,352,629) Realised gains/(losses) 97,928 128,185 Unrealised gains/(losses) 348,630 372,612 Impact of foreign exchange losses (463,470) (360,784) ____________________________________________________________________ Market value of quoted investments at 31 December 14,992,201 14,786,476 Unquoted investments 276,007 176,007 ____________________________________________________________________ Total investments at market value 15,268,208 14,962,483 ____________________________________________________________________ Cost of investments Fixed interest securities 6,470,434 6,470,639 Other quoted securities Investment Trusts 188,195 188,195 Overseas Trusts 3,081,388 3,288,873 Equity Holdings 3,125,155 2,740,328 ____________________________________________________________________ 12,865,172 12,688,035 Unquoted Equity holdings 276,007 176,007 ____________________________________________________________________ Total cost of quoted and unquoted investments at 31 December 13,141,179 12,864,042 ____________________________________________________________________

Creditors 2015 £ 2014 £ Legal Defence Fund costs 160,000 99,400 Corporation tax 65,080 122,517 VAT 13,558 38,488 Other creditors 819,424 1,188,561 ____________________________________________________________________ 1,058,062 1,448,966 ____________________________________________________________________

Deferred taxation

2014 £ Balance at 1 January 420,481 Increase/(decrease) relating to revaluation of investments (165,111) ____________________________________________________________________ Balance at 31 December 255,370 ______________________________ ______________________________________

Pension commitments

The Union operates a defined benefit pension scheme, the MNAOA Supplementary Pension Scheme (SPF) for certain members of staff. This scheme is now closed to new entrants. It is funded by the payment of contributions to a separately administered trust fund. The assets of the scheme are held separately from those of Nautilus International. The Union adopts the valuation and disclosure requirements of section 28 of FRS102.

The Union includes the assets and liabilities of the SPF in the Union’s statement of financial position, with a consequent 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 31 December 2014, the next triennial valuation will be conducted as at 31 December 2017. The principal assumptions used by the actuaries were Discount Rate of 4.5% for Pre Retirement and 2.3% for Post Retirement and salaries would increase by 3.0% per annum. The market value of the assets at 31 December 2014 was £4,894,000. Nautilus International pension contribution into the MNAOASPF for the year was £150,000 (2014: £150,000). Contributions to the scheme will be £65,000 each year from 2016 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 Main assumptions RPI inflation CPI inflation Discount rate Expected salary increases Gross pension increases (in deferment and payment)

2015 3.00 2.00 3.70 3.00 3.00

2014 3.00 2.00 3.50 3.00 3.00

Value at

31 December

£’000s £’000s 2015 2014 Market value of assets 4,832 4,869 Present value of scheme liabilities__________________________________________ (4,740) (5,186) __________________________ Net pension scheme surplus/(deficit) 92 (317) ____________________________________________________________________

£’000s £’000s Analysis of scheme assets 2015 2014 Equities 793 568 Bonds 3,831 4,022 Cash and other asset types 208 279 __________________________ __________________________________________ 4,832 4,869 ____________________________________________________________________

Reconciliation of present value of defined benefit obligation:

£’000s 2015

£’000s 2014

Present value of defined benefit obligation at the start of the period 5,186 5,045 Current service cost 27 36 Interest on defined benefit obligation 179 215 Employee contributions 1 1 (Gain)/loss on change of assumptions (145) 44 Experience gain on liabilities (344) Benefits paid (164) (155) _______________________ _____________________________________________ Present value of defined benefit obligation at the end of the period 4,740 5,186 ______________________________________________________ ______________

£’000s £’000s Reconciliation of fair value of scheme assets: 2014 2013 Fair value of scheme assets at the beginning of the period 4,869 4,456 Interest income (at discount rate) 170 192 Actual return on assets (less)/greater than discount rate (194) 225 Employer contributions 150 150 Employee contributions 1 1 Benefits paid (164) (155) ____________________________________________________________________ Fair value of scheme assets at the end of the period 4,832_____________ 4,869 _______________________________________________________ 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 31 December 2017. 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 statement of comprehensive income 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 section 28 of FRS102 the scheme is therefore included in the accounts as if it was a defined contribution scheme.

Key management personnel

The aggregate remuneration for the five individuals identified as key management personnel during the year was £366,075 (2014: £361,378).

Taxation

Current year taxation 2015 £ 2014 £ UK corporation tax 65,080 63,878 Adjustment for prior year (overprovision) / underprovision 368 (11,686) Overseas taxation 1,986 1,482 __________________________ __________________________________________ 67,434

53,674

Deferred tax (165,111) 25,347 __________________________ __________________________________________ (97,677) 79,021 ____________________________________________________________________ Reconciliation of tax charge Surplus on ordinary activities 388,165 6,791,385 __________________________ __________________________________________ Corporation tax at 20.25% (2014: 21.50%) 78,603 1,460,148 Effects of: Non-taxable income and non-deductible expenditure (178,547) (1,368,920) Marginal relief (87) (2,003) Foreign tax paid 1,986 1,482 Prior year adjustments 368 (11,686) __________________________ __________________________________________ Corporation tax (credit)/charge __________________________________________ (97,677) 79,021 __________________________

10. 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.

11.

Operating lease commitments

At the year end date, the Union had the following commitments in respect of non-cancellable operating leases: 2015 £ 2014 £ Land and buildings Payable within one year 106,995 106,995 Payable after more than one year but less than five years 427,980 427,980 Payable after more than five years__________________________________________ 1,052,118 1,159,113 __________________________ Total

1,587,093

1,694,088

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38 | telegraph | nautilusint.org | July 2016

ACCOUNTS Auditors’ Report from Statement of Accounts We have audited the ﬁnancial statements of Nautilus International for the year ended w 31 December 2015 set out on pages 1 to 14. These ﬁnancial statements have been prepared under the accounting policies set out on pages 5 to 7*. 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. Respective responsibilities of the Union’s Council and auditors As described on page 15 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 2015 and of its surplus for the year then ended; z have been properly prepared in accordance with United Kingdom Generally Accepted Accounting Practice; and z have been prepared in accordance with the

requirements of the Trade Union and Labour Relations (Consolidation) Act 1992 (amended). 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. 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 7 April 2016

*Page numbers refer to the auditors’ original document, which is available to Nautilus members on request.

Income and Expenditure

The total income of the union for the period was £6,791,870. This amount included payments of £5,521,407 in respect of membership of the union. The union’s total expenditure for the period was £6,462,918. The union does not maintain a political fund. Benefits

The only person covered under the Act is the General Secretary of the union who was paid £94,798 Gross salary; Employers National Insurance Contributions £12,039; Employers Pension Contributions £14,078; Telephone rental £300; Use of Vehicle £3,000. Irregularity statement

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

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

HOTLINE FOR YACHT CREW As part of its growing support for seafarers serving in the large yacht sector, Nautilus has established a dedicated phoneline in Antibes to offer advice and assistance: You can reach Nautilus International in Antibes on the following number: +33 (0)9 62 61 61 40 Nautilus International, In strategic partnership with D&B Services, 3 Bd. D’Aguillon, 06600 Antibes, France.

CERTIFICATION

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

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

g Members are encouraged

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

36-38_accts.indd 38

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

DECK UPDATEE TO TO 010 STCW 2010

(e.g. sea service)

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

HELM course or acceptable equivalent

ENGINE UPDATEE TO TO 010 STCW 2010

(e.g. sea service)

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

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

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

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

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

ETO

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

21/06/2016 15:45

July 2016 | nautilusint.org | telegraph | 39

APPOINTMENTS NOTICE TO READERS

14 July 2016 is the closing date for August 2016.

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.

You can still advertise online at any time.

Nautilus members receive an extra 5% saving off all hotels*.

members’ needs in mind and will deliver savings at work and at home. From discounts on holidays, travel insurance and airport lounges, Nautilus Plus can help you at every stage of the journey.

Discounts on airport parking, hotels and lounges Holiday Extras, the UK market leader for holiday add-ons, is offering Nautilus members an exclusive discount! A one-stop booking shop for every holiday add-on, it is working with Nautilus to provide you with everything you need for a hassle-free holiday. With savings of up to 10%* on Airport Parking, 10% off Airport Hotels, and 8% off UK Airport Lounges, Holiday Extras aims to provide you with a unique package that’s more than just a holiday. Holiday Extras products are sold at 35 locations across the UK, and it has a large portfolio of airport lounges at over 70 international airports. Fantastic products, unbeatable prices and

Nautilus Plus is a package offering members

Member-only hotel and travel deals Hotel Exclusives is a member-only hotel and travel discount site. Its offers are provided by some of the world’s leading hotel groups — making the perfect excuse for a weekend break! The offers are not available to the general public and members can receive hand-picked hotel deals that range from 25% up to a massive 75% off throughout the year. Through Nautilus Plus,

Maritime & oσshore specialists www.cvprofessionals.co.uk

Vacancy for Training Unit Manager

As a member of Nautilus, don’t forget you have access to the Nautilus Plus member benefits scheme, offering you fantastic discounts on a wide range of products and services.

a wide range of special deals and discounts F on goods and services. These are all designed with

CV Professionals

hassle-free travel are the focus for Holiday Extras, so pre-book your airport add-ons with Holiday Extras today for a hassle-free start to your holiday*.

Affordable car hire — 12% discount Affordable Car Hire is one of the largest UK leisure car rental companies, offering a fully inclusive rate with no hidden extras. It works with 500 car rental partners in more than 15,000 worldwide locations to give members huge flexibility and choice. Nautilus members receive a 12% discount on top of any special offers including free upgrades, free additional drivers and zero excess offers*.

HOTA (Humberside Offshore Training Association Ltd) is seeking to appoint a Manager to serve as Head of its Training Unit. This exciting opportunity would suit applicants with an extensive seagoing background in or excellent knowledge of the Offshore and/or Maritime Industries at a senior Level. The key role of this position is to manage the operation of the Training Unit across HOTA’s three sites in Hull. For the right candidate, HOTA will offer a sufﬁcient training and development package Reporting to: The General Manager Hours: 37.5 per week Salary: Negotiable The closing date for applications will be 15th July 2016. Please send applications with CV to Karen@hota.org. Initial contact will be made with applicants during w/c 18th July 2016.

g Members can access these benefits, plus many more, via Nautilus Plus on the main Nautilus website: www.nautilusint.org.

Na of N

*Terms and conditions apply to all benefits. See website for details. Offers subject to change without notice. Holiday Extras — In the last 12 months, over 30% of airport parking bookings were for an ‘off-site’ or non-airport owned meet and greet product which have a 10% discount loaded. Some parking products will attract a lower level of discount. Discounts are not obtainable on APH special offer products and airport owned products at Aberdeen, Birmingham, Exeter, Glasgow, Gatwick, Heathrow, London

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

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

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

www.seamariner.com

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

Azalea Maritime BV, established in May 1986, has been a valuable manning office for and on behalf of various principals such as MOL for the last 30 years.Due to expanding fleets of principals, various excellent opportunities are available for experienced LNG Officers. Immediate Requirements: -Gas/Cargo Engineer (holding of a 2/engineer license strongly preferred): Candidates are to be experienced on specific vessels (Re-liq, GCU, TFDE or have LPG experience), willingness to learn, ambitious to progress and flexible. -Automation Engineers: HV & DFDE experienced, willingness to learn, flexible. Analytical and problem solving skills.

Additional to the above we also have openings for other LNG officers

Send your cv to: recruitment@azalea-maritime.nl & crewing@azalea-maritime.com

Nautilus recruitment.indd 39

City Dis Inte

Pritchard-Gordon Tankers (Guernsey) Ltd

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

Senior Deck and Engineering Of½cers

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

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

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APPOINTMENTS

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

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

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

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

MARITIME COURSES Masters Orals: 12 Sep 2016, 24 Oct 2016, 9 Jan 2017, 27 Feb 2017, 2 May 2017, 19 June 2017 | Chief Mate: 12 Sep 2016, 16 Jan 2017, 8 May 2017 | HND to Chief Mate: 12 Sep 2016, 16 Jan 2017, 8 May 2017 | FD to Chief Mate: 29 Aug 2016, 24 Oct 2016, 9 Jan 2017, 27 Feb 2017, 2 May 2017, 19 June 2017 | Oil Tanker Safety: 1 Aug 2016 | Gas Tanker Safety Course: 25 July 2016 | ECDIS Generic: 18 July 2016, 9 Jan 2017, 30 Jan 2017, 15 May 2017, 19 June 2017 | HELM (M): 18 July 2016, 25 July 2016, 29 Aug 2016, 5 Sept 2016, 12 Sept 2016, 10 Oct 2016, 21 Nov 2016, 28 Nov 2016, 5 Dec 2016, 12 Dec 2016, 6 Feb 2017, 27 Mar 2017, 3 Apr 2017, 10 Apr 2017, 17 Apr 2017 | NAEST (M): 25 July 2016, 29 Aug 2016, 28 Nov 2016, 5 Dec 2016, 12 Dec 2016, 13 Feb 2017, 3 Apr 2017, 10 Apr 2017 | VTS Operator (2 Weeks – VTS Induction and Simulator) : 7 Nov 2016, 20 Mar 2017, 10 July 2017 | VTS Refresher : 22 Nov 2016, 14 Mar 2017, 4 July 2017 | BTM: 20 to 23 July 2016

FOR MORE INFORMATION E maritime@blackpool.ac.uk T 01253 779 123 W blackpool.ac.uk/nautical

STCW UPDATING 2017 Personal Survival Techniques Updating £165 | Fire Prevention & Fire Fighting Updating £200 | Advanced Fire Fighting Updating £175 | Proficiency in Survival craft & Rescue Boat £200 The above four courses can be booked as a 4 day package £680* 1 Day MCA Approved FRB updating course with Capsize drill £245 2017 AVAILABLE COURSE WEEKS 16, 17, 23 Jan | 6, 7, 20, 27 Feb

254222BR 254224BR

FOR MORE INFORMATION E offshore@blackpool.ac.uk T 01253 779 123 W blackpool.ac.uk/offshore

/FleetwoodNauticalCampusOffshoreOperations

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

WWW. BLACKPOOL. AC.UK

Nautilus recruitment.indd 40

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July 2016 | nautilusint.org | telegraph | 41

APPOINTMENTS

Chief Executive The Nautical Institute is seeking a visionary Chief Executive to further develop the Institute as the leading international professional body for qualified mariners. As the senior executive of this international organisation and its dedicated staff, the applicant must have suitable nautical qualifications, leadership skills and a good track record of managing resources, including sound financial management and commercial awareness. The Institute’s primary purpose is to promote high standards of knowledge, competence and qualifications among those involved in the control of seagoing ships and to represent their views as an NGO at the IMO. There are some 7000 members and over 50 branches worldwide, served by the staff and a comprehensive governance structure of committees, Council and Executive Board of Trustees. A key task of the Chief Executive is to ensure that this governance fully represents our members and helps to manage a c£3.5m business with diverse services. The selected candidate will demonstrate a strong empathy with maritime professionals and their work, be able to communicate effectively and diplomatically, and have a sound knowledge of employment, charity and company law. It is likely that the chosen candidate will have a broad experience within the maritime industry with an area of particular expertise to contribute. The appointment is for a full time permanent position at the Institute’s Headquarters in London and an attractive scale of remuneration is available. Completed applications are invited by 2nd September 2016 and interviews will take place in person at NIHQ on 18th & 19th October 2016. It is intended to have the selected candidate in post in March 2017 for a handover period to mid-May from the retiring Chief Executive. For an application form and any other information, please contact: The Chief Executive, The Nautical Institute, 202 Lambeth Road, London, SE1 7LQ, UK or by email to: cpw@nautinst.org

Choose from a world of career opportunities Secure your future with Holland America Line and Seabourn Cruises We are currently recruiting for the following positions: (IGO 3J½GIVW 'PEWW -- 'S' )RKMRI 3J½GIVW 'PEWW -- 'S' *EGMPMX] 1EREKIVW ,SXIP 7IVZMGIW )RKMRIIV 6IJVMKIVEXMSR )RKMRIIVW )PIGXVMGEP )PIGXVSRMG 3J½GIVW ,SWTMXEPMX] +YIWX 7IVZMGI 4VSJIWWMSREPW

Beneﬁts package includes: 'SQTIXMXMZI VEXIW SJ TE] %RRYEP WEPEVMIW ERH 7XEJJ 3J½GIV &SRYWIW SV VSXEXMSR JSV 7IRMSV 3J½GIVW 6IXMVIQIRX 7EZMRKW 4PER 4IRWMSR 7TSRWSVIH WXYH] PIEZI ERH 8VEMRMRK TVSKVEQQIW )\GIPPIRX SRFSEVH WTSYWI JEQMP] TSPMG]

Can all candidates applying please email us on the following: Seabourn seacareers@seabourn.com Holland America Line seacareers@hollandamerica.com

SHOREBASED

TANKER AND LNG

CRUISE

Technical Superintendent - Tanker Glasgow - £60K + Package

Master - LPG - $13-15K/mth

Waiter/Waitress

Technical Superintendent - LPG Glasgow - £60-65K + Package Plan Maintenance Super - LNG London - £45K

Cruise - $3,396/mth

2nd Engineer - VLGC - $72K Chief Engineer - LPG - $13,5/mth ETO - LPG - £42K

1st Engineer Cruise - €54K

(QYLURQPHQWDO 2IƂFHU

&KLHI 2IƂFHU LPG - $10,5/mth

£4,726/mth

Asst. Technical Super - LNG London - £50K

SUPERYACHTS

Electrical Engineer London - £60K

QG 2IƂFHU 100m+ Motor Yacht - €5,3K/mth

Sous Chef

Technical Super - Dry Cargo London - £60K

QG 2IƂFHU 80m+ Motor Yacht - €5K/mth

Staff Chief Engineer

Marine Standards Super - Tankers London - £75K

2nd Service Stewardess 100m+ Motor Yacht - €3,2K/mth

Marine Superintendent - Tankers London - £65K

Private Nurse 90m+ Motor Yacht - €5,5K/mth

Technical Manager - Yachts Europe - €65-75K pa

Head Chef 50m+ Motor Yacht - €7K/mth

Deputy DPA/Technical Mgr - Yachts Europe - €60-70K pa

Deckhand/Surf Instructor 70m+ Motor Yacht - €3K/mth

Operations Manager - Yachts Europe - €70-75K pa

3rd Engineer 100m+ Motor Yacht - €4,8K/mth

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

Seagoing: +44 (0)23 8020 8820

seagoing - uk@faststream.com

Chef de Partie River Cruise - €2,350/mth River Cruise - €2,7/mth Cruise - €65K

WORK BOAT/DREDGER Chief Engineer - Dredger - £55K 1st Engineer - Dredger - £39K 2nd Engineer - Cruise - €50K

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

Nautilus recruitment.indd 41

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42 | telegraph | nautilusint.org | July 2016

SHIP TO SHORE

M-Notices M-Notices, Marine Information Notes and Marine Guidance Notes issued by the Maritime & Coastguard Agency recently include: MGN 548 (M+F) — Inflatable SOLAS certificated liferafts, lifejackets, marine evacuation systems, and repair of inflated rescue boats This note provides guidance on MCA policy over the service requirements for SOLAS-certificated inflatable life-saving appliances (LSAs). It also sets out the process for becoming an approved UK service station of SOLAScertificated inflatable LSAs. MGN 548 reports that the guidance previously offered in MGN 499 has now been split to consider the differing issues observed for SOLAS and non-SOLAS equipment independently, and to give greater transparency and clarity to operators of ships, fishing vessels, small commercial vessels and those involved in the manufacture and maintenance of such equipment. Further, the MCA has developed a new report form and associated letter of acceptance to make the system clearer to service stations and their customers. Service stations located in the United Kingdom may request acceptance from the MCA to act as an approved service station by contacting their nearest MCA Marine Office to arrange for an assessment against the requirements of IMO Resolution A.761(18), which will include an assessment of whether the service station has original equipment manufacturer (OEM) approval or accreditation. Further details of the assessment criteria are given in MGN 548. Before submitting SOLAScertificated LSAs to a service station, owners, masters or skippers of UK registered ships, fishing vessels and small commercial vessels should check that the station is a UK approved service station and is capable of servicing the particular make and model of equipment. A list of UK approved service stations, and the products they may service, is available online at www.gov.uk/mca. SOLAS-certificated inflatable LSAs including liferafts, lifejackets, and marine evacuation systems should be serviced every 12 months unless an official exemption is obtained allowing a longer period between services, as detailed in MGN 548. It is an offence to carry an inflatable liferaft, lifejacket, or marine evacuation system which has not been serviced at the intervals prescribed by the applicable regulations. Each piece of equipment shall have a full service history, which shall be available onboard the vessel for inspection by

all the relevant authorities. During re-installation of liferafts and marine evacuation systems after servicing, service providers and operators should be mindful of specially configured rafts e.g. ‘handed’, where painter and bowsing lines are customised and may vary in length for the specific stowage location on the vessel. Correct re-installation on the vessel is paramount to the safe operation in an emergency, including consideration of the correct hydrostatic release unit, where required by the applicable UK regulations or codes. MIN 523 (M) — Open reversible liferafts (ORLs): UK over capacity and servicing exemption This note complements MGN 548: it provides information on the MCA policy with regards to open reversible liferafts (ORLs) and the UK certification of such liferafts for over capacity use on Class III to VI(A) vessels, as well as the UK servicing exemption for ORLs. Part 4 of Schedule 4 to MSN 1676 sets out the permissible technical performance standards for nonSOLAS liferafts, which allows for a liferaft capacity which is about 22% above that which would otherwise be required for High Speed Craft Code (SOLAS certificated) ORLs compliant with the Council Directive 96/98/ EC of 20 December 1996 on Marine Equipment as amended (MED). ORLs compliant with, and certificated against, the standard in Part 4 of Schedule 4 to MSN 1676 are to be described as ‘UK-certificated ORL’ and the containers of these are required to be marked as NON-SOLAS REVERSIBLE. It is for this reason that the contents of this note have not been included in MGN 548, but it is imperative that, aside from the ORL servicing exemption described in this MIN 523, UK vessel operators, masters, agents and skippers use only UK service stations (as described in MGN 548) for the servicing of UK-certificated ORLs. With reference to UK-certificated ORLs, MSN 1676 states that ‘no liferaft shall be approved with carrying capacity of less than 4 or greater than 65 persons, calculated or determined in accordance with the requirements of paragraph 2.10’. This policy is still extant. The UK does not have in place the statutory means to accept, nor the ability to allow, the issue of certificates of type approval to ORLs of greater than 65 person capacity. The MCA is aware that historically some UK certificates of type approval have been issued for certain brands of UK-certificated ORL of over 65 capacity for reasons of local operational considerations. Since 2009 the

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

MCA has applied a policy that no UK-certificated ORLs of greater than 65 person capacity were to be fitted to new or existing vessels after 19 July 2009. This policy remains in place, but it should be noted that UK-certificated ORLs of greater than 65 person capacity already installed onboard UK Class III to VI(A) ships shall be accepted until the liferaft reaches the end of its serviceable life. It will be necessary for the operators to ensure that the certificate of approval is retained onboard each vessel. When these ORLs reach the end of their serviceable life, it has been agreed that owners and operators may replace the liferaft with either an MED-approved ORL of comparative size or a greater quantity of UK-certificated (non-SOLAS) ORLs limited to 65 person capacity. UK Certificated ORLs should be type approved by UK nominated bodies (a list of which is available on the MCA website). The MCA has granted an exemption to the annual servicing of UK Certificated (Non-SOLAS) ORLs fitted to Class III to VI(A) domestic passenger vessels. This is shown in the annex to MIN 523 and allows the vessel owner/operator to omit the 2nd year, 4th year, 6th year and 8th year annual servicing intervals from the service schedule for UK-certificated ORLs only. The schedule to the general exemption specifically indicates the particular servicing intervals and test methods applicable to UK-certificated ORLs fitted on Class III to VI(A) passenger ships. The ORL servicing exemption does not apply to MEDcertificated ORLs intended to meet the requirements of the High Speed Craft Code or the Merchant Shipping (High Speed Craft) Regulation 2004), nor does it apply to other SOLAS certificated liferafts fitted to Class III to VI(A) passenger ships.

z M-Notices are available as electronic documents or as a set of bound volumes. z A consolidated set of M-Notices is published by The Stationery Office. This contains all M-Notices current on 31 July 2015 (ISBN 978 01155 34034) and costs £210 — www.tsoshop.co.uk z Individual copies can be downloaded from the MCA website. Go to www.gov.uk/mca and click on Find marine (M) notices. z Email alerts can be sent automatically whenever an M-Notice is published or updated. To set this up, follow the instructions in MIN 515 (M+F) — Guidance for subscriptions to safety bulletins and MCA document notifications on GOV.UK.

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

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

Northern office Nautilus International Nautilus House, Mariners’ Park Wallasey CH45 7PH Tel: +44 (0)151 639 8454 Fax: +44 (0)151 346 8801 enquiries@nautilusint.org Offshore sector contact point Members working for companies based in the east of Scotland or UK offshore oil and gas sector can call: +44 (0)1224 638 882 THE NETHERLANDS Postal Address Nautilus International Postbus 8575 3009 An Rotterdam Physical Address Nautilus International Schorpioenstraat 266 3067 KW Rotterdam Tel: +31 (0)10 477 1188 Fax: +31 (0)10 477 3846 infonl@nautilusint.org

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

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

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

g Professional & Technical Forum Tuesday 27 September 2016 at 1300hrs for 1330hrs in Hull. 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

Quiz and crossword answersACDB Quiz answers 1. The Greek-owned fleet totals 4,585 vessels, representing about 20% of global deadweight capacity and 50% of the European Union fleet. 2. Malta has the largest register in the European Union — with 66.2m gt on its books, making it the sixth largest flag in the world. 3. The Gard P&I Club is the largest in the world, with more than 6,000 ships of 180m gt on its books. 4. Gasoil/diesel is the most common cargo to be shipped by chemical/product tankers, accounting for 32% of all shipped products in 2015. 5. Luxembourg, which has around 225 ships of 2.8m gt on its books. 6. Zim had an on-time performance rate of 84.8% in March this year. Crossword answers Quick Answers Across: 1. Isle of Wight; 7. Tea; 9. Bone china; 10. Round; 11. Bleeped; 12. Dashpot; 13. Defensible; 16. Star; 18. Tees; 19. Transverse; 22. Engorge; 23. Worship; 25. Bathe; 26. Italicise; 27. Ear; 28. Theodolites; Down: 1. Imbibed; 2. Lunge; 3. Occupant; 4. Weird; 5. Grand slam; 6. Thrush; 7. Trumpeter; 8. Auditor; 14. Freighter; 15. Israelite; 17. Overkill; 18. Tremble; 20. Express; 21. Orient; 23. Weald; 24. Hoist. This month’s cryptic crossword is a prize competition, and the answers will appear in next month’s Telegraph. Congratulations to Nautilus member Stuart Fowler, who has won the prize draw for the June cryptic crossword. Cryptic answers from June Across: 1. Script; 4. Offcut; 9. Soap; 10 Exhumation; 11. Sledge; 12. Innocent; 13. Prototype; 15. Bone; 16. Stop; 17. Palmistry; 21. Sanskrit; 22. Resume; 24. Receptacle; 25. Rare; 26. Square; 27. Stable. Down: 1. Spoiler; 2. Rapid; 3. Pretext; 5. Fuming; 6. Cetaceous; 7. Trounce; 8. Choir practice; 14. Trousseau; 16. Sea legs; 18. Mordent; 19. Remorse; 20. Crater; 23. Scrub.

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

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

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

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

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

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

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

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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 Women’s Forum Monday 3 October 2016 UK Branch Conference 2016 Radisson Blu, Cardiff, Wales 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

g Young Maritime Professionals Forum Monday 3 October 2016 UK Branch Conference 2016 Radisson Blu, Cardiff, Wales 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 Danny McGowan: +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. Seafarers Hospital Society +44 (0)20 8858 3696 www.seahospital.org.uk UK charity dedicated to the health and welfare of seafarers. Includes the Dreadnought health service. Seafarers’ Link +44 (0)1752 812674 www.communitynetworkprojects.org Telephone friendship project connecting retired UK seafarers at home through a fortnightly telephone conference service.

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

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July 2016 | nautilusint.org | telegraph | 43

JOIN NAUTILUS

The face of Nautilus Mara Simonetta, Switzerland branch administrator g

People talk a lot about portfolio careers these days, but there can be few people in the world with the same breadth and depth of experience as Mara Simonetta. Mara has been a financial analyst at a Swiss bank, a journalist, an administrator at another union and — wait for it — a cattle breeder. In fact, Mara still has her farm, and splits her week between working for Nautilus in Basel and tending to her animals near Lucerne. Until 2008, she and her husband were dairy farmers, but a fall in milk prices prompted the switch to cattle breeding, and they now have several award-winning cows and bulls.

These are not a traditional Swiss breed, though; they’re Highland Cattle from Scotland, and Mara is a former breed secretary of the Highland Cattle Society (Switzerland section). It’s all part of her international outlook: she speaks German, English, French and Italian, and lives in a part of the world where these linguistic skills are frequently employed. So what does her work at Nautilus involve? ‘I am responsible for all financial and administration matters,’ she explains. ‘I do all the bookkeeping, take care of the members and the membership records, help to organise national committee meetings and the annual branch conferences, and sometimes I assist our national secretary Holger Schatz in his “outdoor work”. I like this very much: we go to see the river cruise vessels here in Basel, and we speak to the crew and to passengers about work conditions and try to recruit new members.’ The best things about the job are ‘the good

coffee and the office next to the Rhine’, she jokes, but adds that she appreciates the way her skills are put to good use. ‘The work is challenging, every day is different, problems need to be solved and I have very good support from everybody at Nautilus (or, as we say, we don’t have problems, we have challenges). I like our team, the people at Nautilus, the travelling and speaking other languages.’ And what’s next for Mara? Well, she will continue to care for her prize cattle, and one of her daughters looks set to follow in her footsteps, as she is now studying agricultural sciences on the west coast of Scotland. As far as Nautilus is concerned, Mara says that after a year in the Basel office, she has ‘got a good overview of the work we do’, and looks forward to meeting new people and learning more about Nautilus and its members. ‘Helping people all over the world is good and satisfying work, and at the end of the day I go home feeling good and with a clear conscience.’

Wherev er you are , so are we

Join now

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

Join today so we can be there for you too! Pay and conditions Nautilus International is the first truly trans-boundary trade union for maritime professionals, reflecting the global nature of the industry. We negotiate with employers on issues including pay, working conditions, working hours and pensions to secure agreements which recognise members’ skills and experience, and the need for safety for the maritime sector. Legal services Nautilus Legal offers members a range of legal services free of charge. There are specialist lawyers to support members in work related issues and a number of non-work related issues. The Union also has a network of lawyers in 54 countries to provide support where members need it most. Workplace support Nautilus International officials provide expert advice on work-related problems such as contracts, redundancy, bullying or discrimination, non-payment of wages, and pensions. Certificate protection Members are entitled to free financial protection, worth up to £118,500, against the loss

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

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

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

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

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

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

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

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

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44 | telegraph | nautilusint.org | July 2016

NEWS

Officer resumes his sea career after a 28-year intermission cadet but was made redundant A shortly after qualifying as an officer Mark Walker trained as a deck

and decided to join the Royal Air Force instead. Now, after 28 years in the RAF, he has returned to his maritime roots and is serving as chief mate on the North Sea platform supply vessel Grampian Sovereign. Mr Walker returned to sea after a chance conversation with a representative from North Star Shipping led him to consider revalidating his ticket. He faced a challenging timeline involving an 18-month personal training programme to refresh his existing qualifications, followed by the required sea time and further training. Securing a position with North Star Shipping as a second mate on emergency response and rescue vessels, Mr Walker moved onto platform supply vessels and

Mark Walker is congratulated by lecturers at the Scottish Maritime Academy

enrolled on the HND nautical science programme at the Scottish Maritime Academy, based in Peterhead. Part of North East Scotland College (NESCol), the maritime centre offers students the opportunity to advance in their studies through is a mixture of distance learning (self-study) and college attendance — known as blended learning and described as ideal for seafarers. The Academy also offers an HNC in nautical science, leading to OOW unlimited. ‘I have always been ambitious,’ Mr Walker says, ‘and at an early age I recognised the importance of having the right mindset to achieve the goals that I set for myself. When I left the RAF in 2011, I gave myself 10 years to obtain full master’s certification. I chose the blended learning route as it allowed me to learn and progress at a pace I was comfortable with — and I wanted to accelerate quickly.

Loss report renews car carrier concerns Investigations reveal that vessel sank within 15 minutes of collision off the Dutch coast in 2012

Nautilus concerns over the safety of car carriers have been highlighted once again following a report on the loss of the 23,498gt vessel Baltic Ace due to a collision with a containership off the Dutch coast in December 2012. Eleven seafarers died when the Bahamas-ﬂagged vessel capsized just 15 minutes after the T-bone collision with the 6,370gt Corvus J in force 7 conditions in the Noordhinder Junction area of the southern North Sea. ‘Catastrophic’ damage to the hull of the car carrier meant that it went over so quickly that there was not enough time for the 24 crew members to reach the immersion suit storage locker on Deck 10. The collision breached Baltic Ace’s hull from frame 135 to frame 50, and vertically from Deck 2 to Deck 6. ‘The damage sustained due to the impact resulted in the watertight integrity above the watertight subdivision to become

compromised, thereby reducing the designed reserve buoyancy necessary to keep the vessel aﬂoat,’ the report states. The angle of the list also ‘significantly hindered’ the crew’s ability to get to muster stations and prevented either lifeboat from being launched until the vessel had almost capsized. Only two of the surviving seafarers — who had both been working on Deck 10 — abandoned ship in immersion suits and only one was able to escape inside a lifeboat. Investigators found that both ships had been aware of each other at a range of around 8nm but the watchkeepers had failed to make good use of navigational equipment in tracking the movements and relative bearings from one another. A report from the Bahamas Maritime Authority (BMA) notes that it was not until the two vessels were 2.8nm apart, with a closest point of approach of 0.5nm,

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

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The bow section of Baltic Ace in the Port of Rotterdam following wreck removal work in 2015

that there was any obvious recognition of the developing closequarters situation. Some seven minutes before the ships collided, the two ofﬁcers began a series of VHF calls in which they discussed a passing agreement that was in contravention of the collision prevention regulations. The ‘extremely ambiguous’ VHF exchanges were confusing and led both ofﬁcers into a

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

false sense of security, the report points out. ‘Both ofﬁcers continued to underestimate the severity of the developing situation until both vessels were so close that a collision could not be avoided.’ Investigators said the two OOWs had relied solely on ARPA data to evaluate the developing situation. The failure to monitor the other vessel with visual bearings delayed the recognition of anomalies between the manoeuvres agreed on VHF and those that were actually taking place, the report adds. Investigators said the dangers associated with the use of VHF for collision avoidance have been well publicised and the ofﬁcers had failed to apply good seamanship in negotiating the passing arrangements and failing to take avoiding action in good time. Despite a closing speed of 31 knots, neither vessel had slowed down, the report notes. The BMA said Corvus J’s watchkeeper had been alone on the

bridge at the time of the accident in a sea area known for high levels of trafﬁc density and in the hours of darkness, in contravention of STCW and colreg requirements. Stationing storage lockers at multiple locations could have helped the crew to don immersion suits before the vessel capsized, the report says. However, it notes that the Baltic Ace’s owners reviewed the location of survival equipment and concluded that placing all the immersion suits in one place ‘is the best strategy for responding to the majority of emergency situations’. Nautilus deputy general secretary Marcel van den Broek said the Union has raised repeated concerns over the design of car carriers. ‘In this case, the impact was so huge that the vessel lost buoyancy very quickly and with terrible consequences,’ he added. ‘However, the clear message from the investigation is that ofﬁcers need to stick to the rules and not deviate from the colregs.’

‘I studied one unit at a time — when I had free time at sea but primarily during my leave,’ he adds. ‘I would take a week off, then study at home for a week and then attend the Academy for a week, taking the assessments for each module. I have been extremely fortunate to have the unwavering support and encouragement of the lecturers and staff at the Academy.’ One of his lecturers, Iftikhar Ahmad, was so impressed by Mark’s achievements that he nominated him for one of the annual NESCol student awards — which he won. ‘Incredibly, Mark has achieved his HND and Certificate of Competency in less than two years. This has culminated in him passing the SQA written and MCA oral exams for chief mate,’ Mr Ahmad said. ‘This has only been possible due to his exemplary work ethic, dedication and sheer single-mindedness.’

Drone alert after ship is detained seafarers and shipowners F about the use of drones after a

Marine insurers have cautioned

ship was detained in the Suez Canal shortly after a crew member launched a drone to film the vessel transiting the waterway. The Gard P&I Club said the Suez Canal Authority ordered the ship to drop anchor, and after an inspection it confiscated the drone and its memory card and then detained the vessel for further investigations. In a loss prevention alert issued last month, the club warned that while there are currently no common or international rules governing the use of drones, many countries have national safety rules and failure to comply with them may result in prosecutions. In this case, Gard added, ‘although the intention when launching the drone was simply to document the vessel proceeding through the Suez Canal, this “innocent act” may have been considered a threat to national security by the Egyptian military forces’. The club said the shipping industry is making increased use of drones, but owners and seafarers need to be careful when vessels are in ports or territorial waters and must adhere to local regulations and restrictions on their use at all times. The caution came as a classification society said it had used drones for survey work — see page 19.

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

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