Nautilus Telegraph March 2016 by Redactive Media Group

Warsash changes Maritime college is on the move in university review 21

Waste not How keeping it clean can keep you out of jail 22-23

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

Volume 49 | Number 03 | March 2016 | £3.50 €3.70

‘Mega-ship’ worries raised by groundings industry concerns over the F challenges posed by ‘megaship’

Nautilus has added to maritime

The ultra-large containership APL Vanda arrives in the port of Southampton last month after grounding on Bramble Bank Picture: UKNIP

accidents after the groundings last month of two ultra-large containerships. Within the space of less than a fortnight, the 19,010TEU CSCL Indian Ocean ran aground following a steering failure in the river Elbe in Germany and the 13,900TEU APL Vanda had to carry out a controlled grounding on Bramble Bank in the Solent after suffering a loss of power while approaching the UK port of Southampton. The incidents have highlighted growing concern over the difficulties facing salvage teams dealing with ultra-large vessels. Salvage master Captain Nick Sloane told a London Shipping Law Centre meeting last month that the industry has so far only dealt with relatively small

Union backs plans for updates to MLC Shore leave, pay protection and bullying on the agenda in talks on ‘bill of rights’ amendments

Nautilus has welcomed the outcome of toplevel talks last month on updates to the Maritime Labour Convention (MLC) — including measures to address bullying and harassment and to safeguard seafarers’ wages when they are held captive. Ofﬁcials from the Union took part in the week-long talks at the International Labour Organisation which saw delegates representing governments, shipowners and seafarers discussing amendments to the MLC and ILO Convention 185 on seafarers’ identity documents. Key points agreed at the meetings included an amendment highlighting the importance of health and safety onboard and proposing the inclusion of the newly-published ITF/ICS guidelines on eliminating bullying and harassment at sea. The MLC guidelines on investigations will also be modiﬁed to include prob-

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lems arising from harassment and bullying. The talks also agreed to establish a working group to draft proposals for a future amendment to the MLC to protect seafarers’ wages when they are held captive, on or off their vessel, as a result of acts such as piracy. ‘The amendment, which was submitted by the seafarers’ group, was extensively debated and a lot of member states were supportive, with general agreement that we must go beyond piracy to cover any criminal act of detaining a seafarer,’ Nautilus general secretary Mark Dickinson explained. ‘However, the issue proved to be complex and has effectively been put off for further discussion at a working group.’ Shipowner proposals to harmonise MLC certiﬁcate renewal provisions with other international certiﬁcation were also adopted, with a new amendment that will provide an option for

Nautilus delegates Mark Dickinson and Sascha Meijer at the ILO talks

flag states to extend the validity of a MLC certificate by up to five months when a new certificate cannot be immediately issued or made available onboard a ship. Delegates unanimously supported a resolution on the facilitation of access to shore leave and the transit of seafarers joining their ships. This had been jointly tabled by seafarer and shipowner groups to reflect frustration at the

slow progress in adoption of the seafarer ID convention. ‘The resolution reminded everyone of the reasons why we are doing this work — to improve the working conditions of seafarers who continue to face difficulties in securing shore leave and being able to travel to and from their ships without the costly and timeconsuming need for visas,’ Mr Dickinson said. ITF seafarers’ section chair Dave Heindel commented: ‘We believe we have made substantial progress and look forward to the provisions of the resolution being delivered in the real world for the benefit of our seafarers.’ Some 70 countries accounting for 80% of world shipping have now ratified the MLC. The new amendments to the convention will be considered for adoption at the next session of the ILO’s international labour conference, and are expected to enter into force in late 2018. Work on amendments

adopted in 2014 covering the financial security of crew claims and cases of abandonment is continuing, and they are due to come into force in January 2017. Mr Dickinson described the meetings as ‘positive’ and said unions and owners had also agreed to examine ways to improve cooperation for future meetings. ‘The MLC is a “live” convention that is kept under continuous review, and we want to make sure that we work closely together on future amendments,’ he added. Peter Hinchliffe, secretarygeneral of the International Chamber of Shipping, said: ‘The meeting has reaffirmed the strength of the tripartite system involving ILO member states and seafarers in debate with shipowner representatives. The effort to promote the widest possible ratification of this landmark maritime convention continues to be a core priority for ICS.’

containership groundings and wreck removals — and there are big questions about the costs and resources for handling big casualties. The International Union of Marine Insurance (IUMI) said it was disturbed by the ‘accumulation of risk’ arising from the growth of containerships and their associated infrastructure. IUMI executive Patrizia Kern-Ferretti said this had been highlighted by the estimated US$5bn-plus costs of last year’s explosion in the Chinese port of Tianjin. Nautilus senior national secretary Allan Graveson commented: ‘These “mega ships” are an extrapolation of existing construction rules without due consideration of the increased risk of failure. Similarly, there is no evidence of an increase in qualified manning or any additional onboard operational precautions.’

Inside F Offshore lobby

Unions have set up a new group to ﬁght back against cuts in the North Sea — page 19 F e-inspections

Study shows how sensors could cut the number of onboard safety checks — page 25

F Tug of war

Warnings over UK ETV cover as listing car carrier is rescued off France — page 44

17/02/2016 13:59

02 | telegraph | nautilusint.org | March 2016

NAUTILUS AT WORK

College visits kicked off assistant organiser Lee Moon A speaking to students at the Warsash

Pictured right is Nautilus senior

Maritime Academy (WMA) during the first in the Union’s 2016 series of college visits. During the session, which took place on 28 January, some 50 students heard about the transition from college to a life at sea from the perspective of Nautilus member Thomas Lunn, who gave handy hints on everything he wished he had heard before his first sea phase. Presentations also covered

the support that Nautilus can give to members, and addressed the industry policies to prevent bullying and harassment at sea. Further visits to colleges around the country have been scheduled by the Union, with one planned for the Glasgow Maritime Academy on Wednesday 17 February as the Telegraph went to print. Sessions at the National Maritime College of Ireland in Cork on 24 February and a two-day visit to South Tyneside College on 1 and 2 March have also been arranged.

IMO starts revision of fatigue guidance Union calls for ‘a more mandatory’ approach to cut excessive working hours

Class action by Union P Moon and Garry Elliot are F pictured above with teacher Shaun Nautilus representatives Lee

Elliott during a visit to the Ormiston Bolingbroke Academy in Runcorn, Cheshire. The visit took place as part of the Merchant Navy Training Board’s ‘inspiring the future’ initiative and saw the two officials speaking to year 10 and 11 students at a careers insight forum. The event involved rolling 20-minute slots in which pupils were able to speak to different

people involved in areas they had an interest in. ‘The sessions were very well attended and students showed a strong interest in forging a career at sea,’ said Mr Moon. ‘Additionally a large number of female students attended and expressed an interest in both navigational and engineering opportunities.’ Nautilus is hoping to follow up the visit by presenting the Merchant Navy to students in the final year of study, and to address a whole-year assembly, he added.

‘Plus’ scheme offers substantial savings about the workplace protection F and support offered by the Union — it Nautilus membership is not just

also opens the door to a wide range of special personal and professional benefits and discounts. Available through Nautilus Plus, the benefits can be accessed with no sign-up process, nor any extra charge to members. This month’s highlights include: Great savings on a wide range of Apple products Nautilus members can make great savings on a wide range of Apple products including: z 2% off iPads, iPhones and off Apple Watch and Apple Watch Sport z 5% off iPods z 6% off MacBook Air, iMac, Mac Pro, Mac mini & MacBook Pro z 6% off Cinema Display z 10% off AppleCare for Mac, iPad and Cinema Display z 10% off Apple branded accessories (including the latest Magic Accessories and Beats by Dr Dre) z Plus free engraving on all iPad & iPod and free shipping on all orders. You can now order online and arrange to collect from your chosen Apple Retail Store *.

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15% Discount on flowers, with free delivery as standard Members get an exclusive 15% discount* from Flowers Direct. With prices from £25 including free delivery — you can afford to make someone’s day! Simply order by 3pm for free nextday delivery. Free Gourmet Society dining card The Gourmet Society is one of the UK’s largest dining clubs, with thousands of restaurants to choose from. Depending on the venue you’ll get either two-for-one meals, 50% off food or 25% off the total bill, including drinks. Your free two-month membership gives you access to the entire restaurant network and is completely unlimited. g Members can access these benefits, plus many more, via Nautilus Plus on the main Nautilus website: www.nautilusint.org. To purchase an Apple product call 0800 072 4872 and quote EPP Parliament Hill or to register for your free Gourmet Society card call 0800 043 1978 and quote PH15 g *Terms and conditions apply to all benefits. See website for details. Nautilus Plus is managed on behalf of Nautilus by Parliament Hill Ltd.

Nautilus has cast doubt on the effectiveness of proposed new global guidelines on preventing seafarer fatigue — suggesting that regulators need to take a tougher line. Plans to revise the guidance issued by the International Maritime Organisation were presented to its Human Element, Training and Watchkeeping Subcommittee last month, with the aim of agreeing new text by the end of the year. Papers tabled at the meeting by ﬂag states and shipping industry organisations warned that the existing documentation on fatigue management and mitigation — which dates back to 2001

—is outdated and fails to provide an adequate response to the health and safety problems posed by excessive working hours. The review work aims to take a holistic approach to the problems, using risk-based techniques to assess the impact of fatigue at all levels and to provide practical tools for fatigue management. A paper presented by Australia calls for the widespread adoption of a fatigue risk management system (FRMS) within the ISM Code and its SMS, and it sets out a range of control options to mitigate fatigue. A submission from the International Chamber of Shipping (ICS) proposed action to make

the advice easier to understand — especially by seafarers who do not have English as their ﬁrst language. The ICS said the revised guidelines should ‘ensure a holistic approach to seafarer fatigue by providing guidance for all stakeholders in terms of their roles and responsibilities in the mitigation of fatigue’ and to ‘recognise that there are many factors that may contribute to seafarer fatigue and that there are many possible manners in which to mitigate fatigue at sea’. Speaking on behalf of the International Federation of Ship Masters’ Associations, Nautilus senior national secretary Allan Grave-

son said the revision of the guidelines was supported. ‘However, research including the EU Project Horizon and more recently that in Australia, demonstrates the need for more substantive IMO action to address the long hours of work in many vessels and to focus on fatigue as a risk to safety of marine transport as well as the wellbeing of all seafarers,’ he added. ‘IFSMA is in favour of a more mandatory approach on this matter,’ Mr Graveson said. ‘Fatigue hinders ship masters and their crews to perform up to their full professional potential — a potential very much needed in the shipping industry today, where we see reductions in manning.’

Nautilus members take TUC campaign to their hearts Rosson has been selected as the F winner of the ‘heartunions’ photo Nautilus member Hannah

contest, staged in support of the TUC campaign to promote the good work done by trade unions. Hannah, a deck cadet with AngloEastern UK, sent her entry from the Subsea 7 ship DSV Rockwater, while conducting ROV operations some 60nm off the coast of Egypt. The competition attracted entries from Nautilus members, staff and supporters from as far afield as South Korea, Australia and the United States and was judged by TUC general secretary Frances O’Grady. ‘Hannah is a worthy winner,’ Ms O’Grady said. ‘It’s great to see heartunions week being celebrated on a ship off the coast of Egypt. Hannah typifies modern trade unionism in action. My thanks go to Nautilus for thinking up this excellent competition idea. It brilliantly showcases the difference unions make in workplaces across the world.’ Two other entries were selected as competition runners-up — Louis

Hannah Rosson with her winning ‘heartunions’ entry

Stephens-Ramsden, vice-chair of the Nautilus International Young Maritime Professionals Forum, was chosen for his entry sent from outside TUC Congress House in London, and P&O Ferries liaison officers Paul Dilks

and Ken Konasik for their shot taken at Channel House in Dover. Heartunions week aimed to highlight the positive role played by unions at a time when the government is planning to introduce

tough new restrictions on their work through the Trade Union Bill. The TUC presented a 200,000 signature petition to 10 Downing Street last month, calling for minister to rethink the proposed legislation to impose tougher thresholds on strike ballots, to lift the ban on the use of agency workers during strikes, and to force unions to share more information with authorities and the police. Figures published last month by the government estimate that the legislation will land unions with a £36m bill over the next five years in transition costs, banking fees and red tape. ‘The Trade Union Bill is the biggest attack on unions in a generation and threatens the fundamental right to strike,’ Ms O’Grady warned. ‘Despite repeated requests, the prime minister has yet to meet with unions in person and listen to our concerns. We are calling on him and other ministers to drop this divisive and unnecessary Bill before it does lasting damage to industrial relations.’

17/02/2016 12:19

March 2016 | nautilusint.org | telegraph | 03

NAUTILUS AT WORK

MEF trainees showcase the future A

Eight of the best Maritime Educational Foundation (MEF) officer trainees were chosen to represent the future of the UK Merchant Navy at this year’s annual Chamber of Shipping dinner. Pictured at the event, with MEF strategy manager Kate Gillespie, are Tom Oates, Steven Brady, Blair Waterman, Craig Bays, Darsahn Sidhpura, Chloe Sandell, Reece Williams and Alexander Grout. During the president’s reception, the cadets spoke with shipping minister Robert Goodwill, Minister of State at the Department for Transport, explaining how their training progressed and their hopes and aspirations for the future. ‘They were also able to mingle with guests after the dinner and get help and advice on job searching in what is becoming a difficult climate for newlyqualified junior officers,’ Ms Gillespie added.

Shipping minister warned of the need to address twin threats to skills base

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PAY PROTEST: the TUC has expressed concern at new labour market data revealing that UK pay growth averaged only 2.0% over the past year. General secretary Frances O’Grady commented: ‘It’s good news that employment is rising, but more needs to be done to ensure these jobs are decent quality. Wage growth remains in the slow lane. Putting money back into people’s pockets is essential to securing a strong recovery, and avoiding the debt-fuelled spending boom that caused the last financial crisis.’ AUSTRALIAN BAN: an Indonesian-flagged general cargoship has been banned from Australian waters for the second time in a year. The Australian Maritime Safety Authority (AMSA) said it had taken the action against the 2,542gt Noah Satu for repeatedly failing to meet regulatory requirements — including breaches of the Maritime Labour Convention. ‘The performance of this vessel is completely unacceptable,’ said AMSA chief executive Mick Kinley.

Double training aid, UK is urged Nautilus met UK shipping minister Robert Goodwill last month to call for urgent government action to tackle the twin threats of seafarer job cuts in the offshore sector and low-cost crews from other countries. The talks took place as the Union welcomed new official statistics showing a slight increase in the number of UK seafarers last year — but cautioned the government against any complacency over employment and training. The 2015 UK Seafarer Statistics report shows a total of 23,380 officers and ratings active at sea — up 2% from the previous year. The number of new entrant officer cadets under the SMarT 1 scheme was 820, up by 4%. But while there was a 4% increase in deck officer numbers, last year saw a 4% decline in the engineer officer total. Nautilus general secretary Mark Dickinson commented: ‘On the surface these figures are welcome, but scratch a bit deeper and there are some worrying signs for the future and the government should beware of drawing too much satisfaction from the statistics. ‘The stark reality is that the number of UK seafarers has declined by almost 12% over the last decade and numbers look set to shrink further this year, with hundreds of jobs being lost in the North Sea and the cadet intake down by around 15%,’ he added. Mr Dickinson warned the minister that the offshore job losses could undermine the policy objectives outlined in the government’s Maritime Growth Study.

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CONVENTION CALL: the International Maritime Organisation has urged countries to ratify and implement a key compensation treaty covering the transport of hazardous cargoes at sea. Secretary-general Kaitack Lim said the need for agreement on the 2010 convention on liability and compensation for hazardous and noxious substances by sea is increasingly urgent as a consequence of the marked growth in such shipments. OWNER FINED: the owner of a harbour tanker has been fined £3,000 and ordered to pay more than £7,000 costs after pleading guilty to operating a dangerously unsafe vessel. Southampton magistrates court heard that Joseph O’Connor had breached the Merchant Shipping Act by running the vessel Wadestone with defects including hull cracking, corrosion and lack of proper certification for the intended voyage. LIVERPOOL LINK: the Dutch firm WEC Lines has launched a new weekly service between the Port of Liverpool and Portugal. The company says it is responding to growing demand for links to the north of England and the service will connect Liverpool with Lisbon, Setubal, Leixoes and Sines, with other calls in Ireland, Scotland, Morocco, Spain and the Canary Islands. FERRY FIGURES: British ferry companies carried slightly fewer passengers last year, but recorded an increase in freight traffic. Figures released by Discover Ferries last month showed overall passenger figures for UK operators totalled 38.9m in 2015, down by 0.6% from the previous year. Vehicle volumes were up 1.3%, to a total of 8.61m.

Nautilus general secretary Mark Dickinson meets shipping minister Robert Goodwill last month

‘We are not exaggerating when we call it a crisis,’ he added. ‘There are already around 1,000 declared officer redundancies alone, and once those skills are gone they are lost for good.’ The Union urged Mr Goodwill to act on the united calls from the UK industry for the £15m Support for Maritime Training (SMarT) budget to be doubled. ‘Europe says we can give 100% support, and our competitors are doing it, so there is no good reason why we shouldn’t,’Mr Dickinson said. ‘The economic case is solid and there is a real return on this investment. Mr Dickinson told the minister he was concerned that the government’s figures showed the UK has issued more certificates of equivalent competency to foreign officers than there are UK officers and he asked the minister to re-open the previous investigation into the issues. ‘The number has more than doubled over the past decade, confirming our fears

that they are provide a source of cheaper ofﬁcers that undercuts our own seafarers and encourages avoidance of the training British ofﬁcers,’ he noted. Mr Goodwill told the Union the government is aware of the problems facing the offshore industry and has announced a package of support for the sector. Mr Dickinson welcomed his commitment for SMarT funding to continue to 2021 under the government’s spending review and to examine the support measures adopted by countries such as the Netherlands and Singapore. The head of the UK shipowners’ organisation also called for the government to double the value of the SMarT scheme. Speaking at the Chamber of Shipping’s annual dinner, president Tom Boardley criticised the ‘myths and clichés’ surrounding the debates over the industry’s future and said action is needed to address the real issues. Mr Boardley said there was

too much talk about the need to encourage more young people into the industry whilst ignoring the fact that many companies have hundreds, if not thousands of people applying for their cadet programmes every year. ‘The truth is we have many young people wanting a career at sea,’ he added. ‘Our problem is we don’t have enough opportunities to give them.’ Substantial investment is required to address the steady decline of British seafarers, Mr Boardley argued. ‘Gone are the days of tinkering with SMarT funding. If we are genuinely serious about training more British seafarers we need SMarT funding not just to increase, but to double. ‘If the Department for Transport can ﬁnd £50bn to spend on High Speed 2, roads and local transport, I would hope you can ﬁnd another £15m to train the next generation of world-class seafarers.’

HUMAN STUDY: human error and the breakdown of communications on the bridge are common causes of shipping accidents, a new study has found. Research published by the UK P&I Club and Solis Marine Consultants calls for closer liaison between bridge teams and pilots, and better preparations for transit to and from the berth. PRICING PROBE: the European Commission is seeking views on proposals to control the pricing practices of container shipping companies. The Commission said it had cleared 15 major container lines of anti-competitive practices following a lengthy investigation, but it had tabled proposals to change the way in which they publish their freight rates. FLAG APPEAL: French seafaring unions are calling for Brittany Ferries to transfer a chartered ship to the country’s main register. The company is using the 12,076gt Pelican on a service between Poole and Bilbao and unions say they are concerned about the conditions of the crew under the French second register, RIF. DUAL WORK: Scottish transport minister Derek Mackay has welcomed the formal start of construction work on two new ‘dual fuel’ ferries for Caledonian Maritime Assets. The ships are being built on the Clyde and will come into service in 2018.

17/02/2016 16:49

04 | telegraph | nautilusint.org | March 2016

NAUTILUS AT WORK

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Princess livery

PRINCESS PENSIONS: Nautilus is seeking improvements to proposed changes to the P&O Princess pension scheme. Following a meeting between national secretary Jonathan Havard, industrial organiser Paul Schroder and the Union’s independent financial adviser, Nautilus has written to Fleet Maritime Services asking for an update and further documentation to be provided as soon as possible. The proposed changes would affect some officers who work on Princes Cruises, P&O Cruises Australia and Carnival UK (P&O Cruises and Cunard) vessels. Consultation with members continues until 11 April. DFDS TALKS: Nautilus is undertaking a series of meetings and ship visits as part of the 2016 pay and conditions review for members serving with DFDS. The Union is seeking a pay rise well in excess of inflation, changes in leave to enable members to have an annual two-week holiday with their families, an increase in the company pension contribution rate, a form of share incentive plan, improved travel expenses, and for noncompulsory training courses to be paid at normal sea rate or accrue a day’s leave. THAMES DEAL: an offer delivering a 1.25% pay increase as well as a bonus worth up to 3% has been accepted by Nautilus following consultations with members employed by Thames Clippers. The bonus will be split into two parts, with half based on passenger number targets (annually) and half on departmental key performance indicators. The changes will be backdated from 1 January 2016. HANSON REVIEW: the Union has met Hanson Ship Management representatives to discuss the 2016 pay and conditions review. An offer of 1.7% was made, but as other elements of the Union’s claim were not addressed, this has been rejected. Hanson has been notified of the decision and members will be advised of a new meeting date when it has been set. P&O UPDATE: long-awaited discussions on updating the recognition agreement between P&O Ferries and Nautilus have got under way. The next meeting between liaison officers from all sectors and management will take place in the business suite onboard the Pride of Hull on Wednesday 9 March. ABSOLUTE CLAIM: Nautilus has submitted a pay claim for members employed on vessels in the Absolute Shipping Fleet. The Union is seeking an above-inflation pay rise to reward members for their professionalism, loyalty and increased workloads. MEDWAY FACTORS: members employed by the Port of Sheerness and serving in as VTS officers in the Medway Navigation Service have been asked to advise Nautilus about factors to be reflected in this year’s pay and conditions claim.

a new livery for its ships — F revealing the paint job on the Majestic Princess Cruises has unveiled

Princess, pictured right, the first ship built and designed specifically for the China market. The design will roll out fleet-wide over the next few years. Due to come into service next year, the 143,00gt vessel passed a significant construction milestone last month, being floated out at the Fincantieri shipyard in Monfalcone, Italy. Capable of carrying 3,560 passengers, Majestic Princess will home port year-round in Shanghai. Its master will be Captain Dino Sagani, who has served with the company since 1995 and Craig Street will serve as relief captain.

Union creates visitor service New national network aims to boost membership links

Nautilus is developing a new national network of ship visitors to meet members on vessels in UK ports. The Union has established a ship visitor directory (SVD) consisting of members, retired from seagoing employment, with a mandate to visit ships in UK ports for the purposes of welfare and improved communications. Senior assistant organiser Lee Moon said the visitors will provide a two-way channel of information between Nautilus and its members and potential members. ‘Because of the changes in shipping, industrial organisers are having to devote increasing time to dealing with members’ personal cases and protracted pay claims,’ he explained. ‘This means the opportunity to meet members in the workplace, which is often restricted by the nature of their jobs, is occurring less often.

‘However, we recognise that meeting members in person onboard their vessels, informing them of issues and listening to their thoughts and opinion an extremely important function of our organisation,’ he added. In response to these developments, Nautilus has been working on the creation of the SVD, and last year ofﬁcials contacted retired members around the UK to see if they would be interested in participating. ‘The response was positive and the scale of the initial interest was sufﬁcient to enable us to progress and develop the initiative,’ Mr Moon said. ‘We hope the SVD will become a vital link between industrial organisers and the membership,’ he added. ‘It is important to remember that the ship visitors will have no industrial credentials and will not be able to offer advice on behalf of Nautilus. However,

their presence in key ports should go a long way to opening up new channels of communication with the Union. ‘Clear procedures and guidelines are in place and a lead coordinator will manage the SVD, ensuring that adequate training is provided and liaising with industrial organisers to ensure consistency in any messages given from a recruitment and industrial point of view,’ he said. The SVD is being launched with a series of visits around the UK, where those who are on the directory will be invited to attend alongside Nautilus personnel: z Hull 20-21 April z Tyneside 25-26 May z Scotland 15-16 June (further details to follow) z Bristol 20-21 July z Dover 26-27 October z Merseyside 16-17 November g For more information, email: ShipVisitor@nautilusint.org

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Pictured above are Nautilus national ferry organiser Micky Smyth and liaison officer Alex Forrest showing their support for the TUC’s ‘heartunions’ campaign ahead of their meeting with Caledonian MacBrayne Crewing (Guernsey) management last month. Issues discussed with unions at the meeting included the CHFS

tender and the challenges to the CalMac pension scheme. CalMac management advised that once a final 2015 valuation for the pension scheme is agreed they will advise the trade unions in order to discuss proposals further. The next liaison officer/management meeting is due on Thursday 10 March in Glasgow.

of members serving on Pacific A Nuclear Transport (PNTL) vessels Nautilus is seeking the views

on management proposals for changes to the one-for-one manning arrangements. Tabled at a meeting between Nautilus and management last month and drawn up in consultation with Union reps, the proposals aim to give members more flexibility in planning their leave. The eight week-on/eight-off schedule is to remain as the standard pattern, but can be adjusted to suit factors such as family requirements or vessel trip lengths. Management say the arrangements should not create extra workload, and seastaff simply have to agree the schedules with their back-to-back at the start of the year, with masters signing off the crewing plans. Management say they are happy to investigate alternative models if the proposals are not acceptable to members and feedback has been requested by 10 March.

Election for RFA liaison Foreland officer post

pay deal Ex Tax Inspector at Cardiff Marine - 30 years experience with seafarers’ tax

Schedule change at PNTL

Members employed by Foreland Shipping (Guernsey) Limited have voted to accept the company’s pay increase proposal. Under the agreement, members will receive a 2.5% pay rise and a further 0.5% will be paid by the company to provide life cover for all seafarers. Nautilus has asked members to submit items for discussion at a Partnership at Work meeting, set to take place on Wednesday 24 and Thursday 25 February in Liverpool. Topics due to be considered included onboard internet access, changes to the trip length and leave entitlement, updates to the current collective bargaining agreement and study leave allowances.

serving with the Royal Fleet A Auxiliary (RFA) to put forward their Nautilus is inviting members

nominations for a new liaison officer. The three-year position, which was originally created in 2000 following discussions between the Union and the RFA, will provide an essential link between the officers in the flotilla and Nautilus International. The role is open to all Union members covered by the collective bargaining agreement, so long as the nominated person is a fully paid-up member of the Union. Members can make their nominations up until Friday 1 April 2016. If more than one candidate is nominated, there will be an election that will begin on Monday 2 May 2016. The current liaison officer, Russell Downs, has indicated his willingness to seek re-election.

17/02/2016 18:11

March 2016 | nautilusint.org | telegraph | 05

NAUTILUS AT WORK

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Line’s newbuild Koningsdam F during a series of successful sea trials

Pictured right is Holland America

off the Italian coast. The 99,500gt vessel is the largest ever built for HAL and is being constructed by Fincantieri. Due to be named in Rotterdam on 20 May this year, the ship will carry up to 2,650 passengers and 1,025 crew. ‘Koningsdam is a new class of ship for Holland America Line, so everyone was eager to get the ship out in the open water for the first time on sea trials,’ said HAL president Orlando Ashford. ‘Koningsdam delivered a strong performance and is now back at the ship yard for the final phase of work in anticipation of the early April delivery.’

SHELL INCREASE: following talks between management and officer reps last month, Nautilus has accepted a pay and conditions offer for members employed by Shell International Shipping Services and QGTC Shipping (M.I.). The award will see chief officers and second engineers getting a 2% increase whilst second and third officers and third and fourth engineers will receive a 3% uplift. All officers will also be eligible for merit and performance-based awards. The next pay review will be on 1 February 2017.

Global guide to beat the bullies International initiative developed in response to cadet’s death on UK ship

Nautilus has welcomed the launch of new global guidance to combat bullying and harassment at sea. The 16-page document has been developed by the International Chamber of Shipping (ICS) and the International Transport Workers’ Federation (ITF) and was published in advance of the International Labour Organisation (ILO) meeting on the Maritime Labour Convention (MLC) in Geneva last month. Under the MLC, governments are required to satisfy themselves that their laws and regulations respect the fundamental right of seafarers not to be discriminated against during their employment onboard ships. The ITF/ICS guidance sets out what shipping companies, seafar-

ers and their unions can do to help prevent bullying and harassment from becoming a serious problem. It explains what bullying is and describes the procedures that should be used for dealing with complaints and grievances. As well as providing advice on company policies, the guidance addresses the responsibilities of seafarers and their employers to use these procedures appropriately and for being aware of any harassment or bullying that might occur within the maritime workplace. This includes any instances of cyber-bullying. Nautilus general secretary Mark Dickinson commented: ‘We’re delighted to see this document being launched. The global guidance has been developed from the work that we did in the

UK and in Europe, with a pretty thorough overhaul to ensure it is fit for the international dimension, and we hope that the ILO meeting will agree an amendment to the MLC to incorporate the ITF/ICS guidelines. ‘It is important to remember that our renewed drive not only to have guidelines but also to ensure that they are properly implemented was driven by the death of the cadet Akhona Geveza, onboard a UK-flagged ship in 2010,’ he added. ‘It is a fitting tribute to her memory that the guidelines have now been taken to the global level.’ ITF general secretary Steve Cotton said bullying and harassment was a ‘particular horror at sea, where those affected may be isolated and alone, hundreds of miles from home’, and

he described the document as a ‘practical, common-sense guide’. ICS secretary general Peter Hinchliffe added: ‘Shipowners fully accept the need to develop policies and plans to eliminate harassment and bullying as a matter of good employment practice. Bullying has serious consequences for the physical and emotional health of seafarers and can also compromise teamwork, with negative consequences for the safety of the ship and its crew. The fact that ICS and ITF have collaborated to produce this new guidance is therefore a very positive development.’ The guidelines are being distributed throughout the global shipping industry and can be downloaded from the ICS and ITF websites.

industrial officers Lisa Carr and F Paul Schroder with RMT regional

ORKNEY PAY: Nautilus officials hope to meet Orkney Ferries management in April to discuss the pay comparability study being undertaken by the Precious Alliance. The Union is now in a position to re-consult on a 3% offer which was accepted by the Unite and RMT unions after the company agreed to undertake the study. Nautilus has recommended that members accept the offer, which will be backdated to 1 April 2015. STENA DELAY: a planned meeting between Nautilus and senior management from Northern Marine Manning Services and Stena Line was cancelled last month. The meeting was due to discuss the procedural agreement and the collective bargaining agreement for the North Sea and Irish Sea. Members will be advised when a new date is agreed. CARNIVAL REVIEW: Nautilus members serving as deck and technical officers on Cunard and P&O Cruises vessels are being sought for a new working group that will be involved in a review of terms and conditions of service. It is hoped that the group will help to develop proposals that may form the basis of a longer-term productivity deal. NORTHLINK REJECTION: following the rejection of proposed changes to the terms and conditions of members employed by Serco Ferries Crewing Services on Northlink Ferries, national ferry organiser Micky Smyth has advised that the Union is still awaiting a formal response from the employer. MAERSK RISE: members employed by Maersk Offshore on container vessels are to receive a 1.8% pay increase from 1 April 2016, in line with a threeyear agreement with Nautilus. A Partnership at Work meeting has been arranged for 3 March 2016 where members’ issues will be raised with the company. CEMEX CALL: members employed by Cemex UK Marine have been asked for their views on the contents of the forthcoming pay and conditions claim, ahead of the review which is due on 1 April 2016.

Pictured left are Nautilus

organiser Mick Tosh meeting representatives from NOCS and BAS in Southampton. Talks covered the 2015 pay and conditions review, proposed amendments to terms and conditions, liquidation of leave, and the testing procedures set out in the draft drug and alcohol policy. Further meetings have been arranged for March and April at which issues including wages, allowances, incremental scales, and spouse travel are due to be discussed.

INTRADA SUBMISSION: Nautilus industrial organiser Lisa Carr has submitted a pay claim for members serving on Intrada Ships Management vessels, calling for an increase above the RPI inflation rate.

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

DELIVERY WORLDWIDE

Legal advice sought on GMSG cuts over an officer redundancy F programme within the Global Marine

Nautilus has sought legal advice

Systems (GMSG) fleet. The Union has also filed a collective grievance on behalf of members serving with the company over the replacement of British officers with Filipinos and on changes to members’ terms and conditions. Legal opinion has been

04-05_at work.indd 5

sought after the Union obtained documentation outlining the company’s fleet resources HR strategy, and showed its plans to develop and grow non-UK officer numbers to cut costs. Originally, around 70 seafarers’ positions were put at risk of compulsory redundancy. Following a request by Nautilus, a voluntary redundancy exercise took place in

December 2015 where 37 volunteers were accepted. Members have been asked to contact industrial organiser Lisa Carr if they have been put at risk of compulsory redundancy, and they have been advised to submit an appeal outlining their individual concerns which, following the hearing of the appeal, could be then submitted to the Union’s solicitors.

Ms Carr said that whilst the legal process can be time-consuming, members can be assured that action is being taken. ‘Unfortunately, whilst awaiting legal advice, there may, from time to time, be lapses in communication. However, I want to reassure members that just because there is no news, this doesn’t mean we are not still working to ensure this issue is being dealt with.’

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

17/02/2016 17:45

06 | telegraph | nautilusint.org | March 2016

OFFSHORE NEWS

shortreports

Study reveals growing offshore workforce

RIG FORECAST: almost 150 oil platforms in the UK sector of the North Sea will be scrapped over the next 10 years, according to a report from the analysts DouglasWestwood. The company said life extension no longer makes economic sense for many fields and the low oil price will see many operators ceasing production— with 144 platforms likely to be removed between 2019 and 2026. Its research predicts that between US$70bn and $82bn will be spent on decommissioning activity in Denmark, Germany, Norway and the UK between 2016 and 2040. TECHNIP TALKS: a significant reduction in the number of members facing redundancy from Technip (Singapore) has been achieved following ‘intensive’ talks last month. Nautilus national secretary Steve Doran said he was pleased that the number of redundancies had been cut from 38 to eight. As part of the agreement, officer ranks will see a 5.5% reduction on basic pay and changes to travel day arrangements with effect from 1 March 2016. BP PAY: Nautilus officials met Bibby Ship Management (Guernsey) management last month to discuss the 2016 pay review for members employed on the BP offshore vessels agreement. The company proposed a pay freeze in response to the ‘incredibly difficult’ market conditions, and industrial organiser Derek Byrne said feedback from members suggested there is no desire to oppose the proposals. DSV DISCUSSIONS: a meeting between Nautilus and Bibby Ship Management (Guernsey) representatives was held last month to discuss the 2016 pay review for members employed as dive techs and marine crew on the DSV agreement. Due to the climate of industry, the company said it will not be in a position to offer a pay rise, which has been accepted by the Union on members’ behalf. BOURBON BLOW: the French operator Bourbon Offshore said it had a total of 44 supply vessels in lay-up of the end of 2015 — representing 9% of its fleet. Announcing its annual results last month, company CEO Christian Lefèvre said it may put as much as 20% of its vessels into lay-up to reduce operating costs. GULF CONTRACT: Technip has been secured a major contract from Deep Gulf Energy to support the development of three deepwater fields in the Gulf of Mexico. Offshore installation work is expected to be carried out later this year by Technip’s vessel Deep Blue. NKOSSA MEETING: a Partnership at Work meeting for members employed by Maersk and working onboard the Nkossa II has been arranged for 3 March. The meeting will consider this year’s pay and conditions claim, based on members’ aspirations.

equipment, accommodation A and clothing require a radical rethink Emergency procedures, safety

PhD student PJ Barron, research fellow Clinton Njoku, and Dr Arthur Stewart test the ability to escape through helicopter windows

as a result of research into the size and shape of the North Sea offshore workforce, experts have warned. The Robert Gordon University (RGU) and Oil & Gas UK study — which was supported by Nautilus — found that workers in the sector are bigger than expected, and some are larger than average American males. The study was the most comprehensive of its kind, and involved 3D scanning measurements of almost 600 offshore workers. The findings raise questions about the ability to escape through a helicopter window or to pass through confined spaces.

PM proposes support plan Unions launch ‘fightback’ over cutbacks in the North Sea

Nautilus has broadly welcomed a pledge from the prime minister to provide a package of aid worth up to £250m to support the North Sea oil and gas industry. The package includes assistance for a new ‘oil and gas technology centre’ in Aberdeen that will undertake research into such issues as innovation and diversiﬁcation in the offshore sector. It also aims to help the industry to ﬁnd improved ways of exploiting the remaining resources in the UKCS and support the expansion of Aberdeen harbour so that it can seek to handle more decommissioning work. Nautilus general secretary Mark Dickinson commented: ‘It’s good to see that the crisis in the offshore sector has been recog-

nised at the highest level. We’ve seen hundreds of jobs being lost from offshore support and supply vessels and this is posing a major threat to the objectives set by the government’s Maritime Growth Study.’ Nautilus has joined with four other unions in the sector to launch a new body to campaign against cuts in the North Sea. The Offshore Co-ordinating Group (OCG) aims to ‘lead the ﬁghtback’ on job losses, pay cuts, safety, and terms and conditions for workers. In a report published at the launch event, the group questioned how effective the government’s aid package will be. The unions called for a detailed strategy to maximise economic beneﬁt from the North Sea, and

an end to operators demanding rates cuts from contractors. Operators welcomed the measures, although Oil & Gas UK chief executive Deirdre Michie cautioned: ‘Price downturns have been experienced before but the UK oil and gas industry’s advancing maturity makes this one particularly difﬁcult to weather and emerge from in robust shape … More still will need to be done to ensure the UKCS becomes the most attractive, mature oil and gas province in the world to do business in.’ Scotland’s deputy ﬁrst minister John Swinney urged UK chancellor George Osborne to take urgent action to cut the headline rate of tax for the North Sea oil industry in the Budget. g See feature, page 19

FARSTAD WRITE-DOWN: Norwegian operator Farstad says it has written-down the value of its fleet by NOK1.09bn ($127m) because of poor market conditions. The company has cut its fleet to 59 vessels in response to low rates in the North Sea.

Master gets blame for platform crash evade its responsibility for an A accident in the North Sea by pinning An oil company has tried to

the blame on a supply vessel master, a tribunal heard last month. Health & Safety Executive (HSE) inspector Alan Pemberton told the hearing that Apache had blamed the master of the supply vessel Sea Falcon for a collision with the Forties Echo platform last year when it was ‘heavily responsible’ by not monitoring the ship at a critical time. Apache is appealing against a

06_offshore.indd 6

500m safety zone improvement notice issued by the HSE after the accident, claiming the master’s actions were ‘fundamentally flawed’. The tribunal heard that in the minutes before the master took the con, he received a message with distressing news about a family member. The ship was travelling too fast and there had not been enough time for a safety set-up check before it approached the rig. The hearing was adjourned last month and will resume on 18 April.

‘Larger individuals have increased space requirements which can compromise their ability to pass one another in a restricted width, and this is exacerbated when they wear the personal protective equipment required offshore. This has important implications in restricted space, particularly in terms of safety and as decommissioning starts to appear more likely in the North Sea,’ said RGU researcher Dr Arthur Stewart. Oil & Gas UK health and safety director Mick Borwell added: ‘The findings from the research will be invaluable to those designing future offshore safety equipment, survival clothing and space and accommodation requirements offshore.’

Havila bids to cut pay Marine (Guernsey) Limited are F facing the prospect of losing up to a Members employed by Havila

quarter of their pay as the company looks at cost-cutting measures. Management told the Union that officers would see a 6% pay reduction whilst ratings, motormen and cooks faced a 25% pay decrease. An urgent meeting has been requested by Nautilus, and members will be advised of the outcome of this via a bulletin. Industrial organiser Derek Byrne said: ‘This is obviously a massive loss to a number of our members. We are seeking urgent discussions with Havila Marine to discuss the changes and what this will mean for our members in the future. ‘We are making a number of suggestions to the company for ways to try and reduce this impact and will be meeting with them as soon as possible,’ he added.

Jobs blow at Sealion disappointment that further F redundancies have started to take

Nautilus has expressed its deep

place after another Sealion vessel was put into cold lay-up. Industrial organiser Paul Schroder said he had been informed of redundancies after Toisa Defiant was put into lay-up. He described the development as ‘a massive blow’. Mr Schroder said members at risk of redundancy who feel their circumstances have been dealt with unfairly, or have not received the correct amount of redundancy pay, should contact the Union so it can investigate further.

‘Don’t repeat old mistakes’ of repeating past mistakes F as it responds to the downturn,

The offshore sector is in danger

cable installation vessel C Maersk Connector, which was

Pictured above is the 10,678gt

handed over to Maersk Supply

Service by the Damen Shipyards Group last month. The Danish-flagged DP2 vessel is going directly on long-term charter

with DeepOcean and has been awarded three contracts for offshore renewables and power cable work in the North Sea.

according to a new report from the classification society DNV GL. The study argues that companies must take a long-term approach to maintain their success. Cuts are necessary in a downturn, but must be managed carefully — as job cuts could lead to a loss of experience that would damage the sector’s future.

17/02/2016 18:09

March 2016 | nautilusint.org | telegraph | 07

NEWS

Owners call for action on STCW Employers urged to act to avoid seafarer training and certification ‘logjam’

P of its fifth in a series of 10 A IMOIIMAX chemical/product

Stena Bulk has taken delivery

tankers — the 50,000dwt Stena Imperative, pictured above. The Chinese-built vessel is designed specifically for IMO2 cargoes — both vegetable oils and chemicals such as oil and petroleum

products — and is equipped with 18 tanks, each of 3,000 cu m capacity. The Bermuda-registered Stena Imperative has a range of ‘green’ features, including main engine auto-tuning, a boiler that recovers energy from the main and auxiliary engines’ exhaust gas, and a hub vortex absorbing fin.

International shipowners have echoed Nautilus calls for rapid action to ensure compliance with new seafarer training and certification rules which come into effect at the end of this year. The International International Chamber of Shipping (ICS) has urged its members to take a series of precautions to ensure that their seafarers meet the requirements being introduced through the 2010 amendments to the Standards of Training, Certification & Watchkeeping convention. The ICS — which represents owners from 37 countries with around 80% of the world fleet — said the action is necessary to prevent last minute certification ‘logjams’, and potential difficulties during port state control inspec-

tions next year. The so-called Manila amendments introduce new and updated seafarer competences, as well as new refresher training requirements for all officers and additional ancillary technical training requirements for deck, engine and electrotechnical officers. Most maritime administrations have determined that seafarers holding national certificates of competence will need to complete mandatory updating courses in order to be certified beyond 31 December 2016. The ICS says employers should liaise closely with maritime administrations to ensure that they are fully prepared to cope with the new rules and that arrangements have been made to ensure that any necessary updat-

UK’s global lead in shipping services is ‘under threat’ Banish the Xbox to F

The UK is in danger of losing its international lead as a maritime centre, leading shipping industry academics warned last month. A seminar on London’s maritime cluster, held as this year’s Lord Mayor’s Gresham College event, heard that the UK’s traditional global dominance of shipping services is slipping away in the face of growing competition from countries such as Norway, Singapore and the US. Opening the event, Lord Mayor Alderman The Lord Mountevans stressed the importance of the proposals made in the Maritime Growth Study report which he produced last year. ‘If we fail to follow these recommendations, we will have surrendered what is a once in a lifetime opportunity to put maritime at the heart of the government’s plans,’ he said. Professor Costas Grammenos, from the Cass Business School at City University, said extensive research had been undertaken into the development of maritime clusters around the world such as Houston, New York, Hamburg, Piraeus, Istanbul, Seoul, Hog Kong, Singapore and London. These studies had identified

the influence of important factors such as government policy and the availability of skilled personnel, he said, and it is clear that changes in shipping finance and the treatment of non-domiciled staff are having a particularly marked impact on London. Intertanko chairman Dr Nikolas Tsakos said London remains a leading shipping centre for services such as insurance and shipbroking, but its position is under threat as a consequence of the decline of the UK fleet. There are now just three shipping companies listed on the London Stock Exchange, compared with 35 in Oslo, 52 in New York and 18 in Singapore, he pointed out. Professor Heather McLaughlin, from Canterbury Christ Church University, expressed concern at the decline in UK maritime employment and training. ‘Seafaring skills are essential for a whole range of jobs in the city,’ she added. Nautilus senior national secretary Allan Graveson said shipping businesses had prospered in the past by combining financial capacity with technological ingenuity. ‘The money will go where there technology goes and innovation is what we need,’ he told the meeting.

ing training can be undertaken by the seafarers they employ. ICS says it believes maritime administrations should have already approved any special updating courses for seafarers and made any necessary arrangements for the issue and revalidation of seafarers’ certificates. ‘In their capacity as flag states, administrations also need to be ready to process a potentially large number of applications for flag state recognition endorsements towards the end of 2016,’ it notes. To ensure that any applications can be processed well ahead of 1 January next year, ICS says that ship operators should be taking all necessary steps now to facilitate the attendance of their seafarers at relevant training courses. Secretary general Peter Hinch-

liffe said: ‘Shipping companies should take early action to ensure seafarers’ certificates are renewed or revalidated as may be required before the end of the transition period, and to plan for their seafarers to attend any necessary courses. ‘But as we approach 2017, employers will be reliant on the availability of courses from training providers and their timely approval by maritime administrations,’ he added. ‘This should be a simple matter of logistics, but shipowners, administrations, training providers and all other parties involved should undertake to work together to avoid either non-compliance with the new STCW regime or the disruption of the operation of the world fleet due to a lack of certified seafarers.’

keep crews happy, P&I club advises

the sense of isolation among F seafarers by reducing social

Digital technology is increasing

interaction onboard, marine insurers have warned. The North P&I Club is urging owners to encourage crews to ‘banish the Xbox and get out the ping pong table, dart board, playing cards and board games’ to improve relationships and raise happiness levels. Loss prevention director Tony Baker said IT onboard brings mixed blessings, and while it enables seafarers to keep in touch with home, it also makes it all too easy for them to retreat to their cabins with mobile devices once they finish their watch. Problems are intensified by the social and communication challenges arising from multinational crewing, he said. ‘When faced with a small crew who it is not easy to speak to, working different shift patterns, possibly also eating at different times of the day, it is no wonder that crew members are retreating to their cabins to watch the latest DVD, video call their friends and

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

family and/or play on their games console alone. ‘It is in the general interests of the ship operator, vessel and crew to ensure a decent level of social interaction onboard,’ Mr Baker added. ‘Occasionally getting out the dart board, playing cards or board games will forge relationships and help the crew to be happy. A happy crew works more effectively, more efficiently and is more likely to be able to help individuals deal with any issues of isolation or anxiety.’ The club said care also needs to be taken over the use of technology such as satellite video calling to keep crews in touch with loved ones back home. ‘For some seafarers, having easy access to friends, family and their ongoing domestic problems could lead to increased anxiety compared to the traditional clean break of departure,’ Mr Baker said. ‘In most cases easy access to home is a great plus for seafarers, but it can on occasion actually become detrimental to seafarers’ welfare.’

Checking container weights at the UK port of Felixstowe

Box weight warning requiring the weighing of F containers before they are loaded

New SOLAS Convention rules

onto ships come into effect on 1 July this year and the industry is being urged to ensure compliance with the requirements to prevent supply chains from being disrupted. The ‘verified weight’ rules have been introduced in response to a series of accidents in which misdeclared weights have been blamed for container stack collapses and stability problems. Shippers will be responsible for verifying the weight of all packed containers. This Verified Gross Mass

(VGM) information is required to follow the container at all times and be available to the ship and the terminal. The UK port of Felixstowe said last month that it will offer a container weighing service to ensure shippers are able to comply with the regulations. Chief operating officer Stephen Abraham said: ‘We have met with many customers and from their feedback it is clear that there is still a lot of uncertainty amongst exporters about the new rules. The rules have the potential to cause significant disruption to export supply chains.’

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

07_news.indd 7

17/02/2016 13:59

08 | telegraph | nautilusint.org | March 2016

LARGE YACHT NEWS

‘Discovery yacht’ designed for polar cruising revealed plans for what is billed A as the ‘world’s first discovery yacht’ An Australian company has

— a 165m luxury vessel designed to take up to 228 passengers to remote regions in the Arctic and Antarctic. Being built for the Scenic Group at the Uljanik shipyard in Croatia, the 16,500gt ‘six-star luxury discovery yacht’ Scenic Eclipse, pictured left, will operate with 172 crew and is due to come into service in 2018. The expedition cruise vessel will be classed by Bureau Veritas and will meet the requirements of the newly-adopted Polar Code, allowing operation for a certain period of the year in Polar waters.

BV says particular attention has been paid to safety and meeting the ‘safe return to port’ criteria. The ship will have several additional class notations related to pollution prevention, including an advanced waste water treatment system, ballast water management system, waste-holding capacity and Green Passport. Scenic Eclipse will be powered by two separate diesel-electric propulsion plants and two pods, and will also be equipped with a new generation of zero-speed high efficiency stabilisers. The vessel will also carry two helicopters and a seven-seat observation submarine.

Nautilus and UKSA in partnership package Pioneering agreement with Cowes-based centre will give superyacht cadets Union protection

Nautilus International has entered into a ground-breaking partnership with the leading superyacht training centre and youth charity, UKSA. Students undertaking the Professional Yacht Cadetship, RYA Yachtmaster and interior courses will now have their ﬁrst year’s membership of Nautilus included as part of their package of beneﬁts of studying at UKSA. Nautilus senior assistant organiser Danny McGowan said the agreement — which will ensure that UKSA students are able to

beneﬁt from the expert advice, guidance and legal support that Nautilus membership provides — was a natural development, as both organisations focus on the safety and welfare of seafarers. ‘Nautilus International is proud to partner with UKSA,’ he added. ‘Since both of our organisations put the safety and welfare of seafarers at the top of our agenda, we share a lot of common ground. ‘It’s great that we will be able to provide our unique package of services to UKSA’s students — including the Union’s industry-

leading service record book.’ Emma Baggett, UKSA industry and cadetship manager, said: ‘UKSA is delighted to become a strategic partner of Nautilus International. We do so in support of our ongoing commitment to our students to train, educate and prepare them for industry, with an understanding of safety, their legal rights and correct professional procedure. ‘From March 2016, every PYC cadet and professional yacht student leaving UKSA will have access to all of the independent, impartial advice and assistance

that Nautilus International’s services provide, which includes a year of full legal support,’ she added. Under the agreement — which comes into effect this month — Nautilus ofﬁcials and staff will pay regular visits to the UKSA’s Isle of Wight centre, providing workshops and drop-in sessions for students interested in the Union’s services and expertise. Students undertaking other courses with Cowes-based UKSA — which is one of the world’s leading RYA and MCA training centres — will also be able to join

Nautilus at special rates, ensuring that as many seafarers as possible will continue to beneﬁt from the Union’s services. The new partnership will look to protect all professional yacht training students — including the intake of 30 cadets each year on UKSA’s ﬂagship course, the Professional Yacht Cadetship, as well as RYA Yachtmaster and interior training students. In the past 10 years alone, 1,947 people have completed these courses before embarking on a career within the maritime industry.

Australia brings in LY3 Code standard Authority (AMSA) is to apply the F Large Yacht Code for superyachts and Australia’s Maritime Safety

training vessels of 24m or more with effect from 1 March. Announcing the move last month, AMSA chief executive Mick Kinley said it would ensure that Australia regulates the sector in line with international norms, setting an equivalent standard to the UK’s LY3 Code. ‘Australia shares the view of the UK Maritime & Coastguard Agency that prescribed merchant ship safety standards may be incompatible with the safety needs of large yachts given the nature of their operations,’ he added. The changes focus on the survey and certification requirements of large yachts engaged in commercial operations and how they will be regulated under the Australian Navigation Act 2012. Large yachts regulated under Marine Order 52, will be defined as motor or sailing vessels of more than 24m in load line length, of 150 gross tonnes or more, in commercial use for sport or pleasure and not carrying more than 12 passengers. ‘Where compliance is not practical because of the structure or arrangement of the vessel, AMSA will consider the use of equivalent solutions as allowed under marine orders and the LY3 Code,’ Mr Kinley said. AMSA’s introduction of the LY3 Code follows the introduction of crew qualifications for superyacht masters and deck officers in January this year, along the lines of the UK structure.

Limassol is a popular visit by Michael Howorth

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

Camper & Nicholsons Marinas, H in partnership with Francoudi &

App to help job hunters

Operated and managed by

Stephanou Marinas, Limassol Marina in Cyprus has stepped in to provide an ideal stop-over or winter berth. Since superyachts first sailed into the marina back in 2013, it has become an increasingly popular visit. After the 75m Oceanco-built Anastasia became the largest vessel to enter a marina on the island, some 50 other superyachts have visited or signed long-term berthing agreements — one of the largest being the 119m, A.

Tinder of the superyacht world F has just been launched. A free app described as the

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

However, instead of being used just for social relationship purposes, YachtChat is aimed at bringing together people in the yachting industry to help them land new roles all over the world. It works by showing users a network of people in their location or further afield. They can then chat live with people and leave messages about job prospects or social events. The app will soon also allow people to upload their CVs for captains to view and send short video clips — or video CVs — to other users. The app was designed by New Zealand-born entrepreneur Tony Ryan, who spent six years working in the superyacht industry and was responsible for another app, called YachtNeeds. This hosts every superyacht port with all the local information, emergency numbers, jetski rules and regulations, local services for guests and crew, taxi numbers.

PM opens first Thai show by Michael Howorth

Show was officially opened in H Phuket last month by the country’s The inaugural Thailand Yacht

prime minister, General Prayut Chano-cha, pictured above. The show — which ran from 8 to 14 February — was supported by the Thailand government, which has recently changed its policies governing the chartering of foreignflagged vessels in the country’s

waters. More than 40 yachts, ranging from 13m to 73m, took part in the event. Show organiser Andy Treadwell commented: ‘I have worked with a lot of governments, but never with a more proactive and enthusiastic one, who completely understand the potential benefits for the local community and are totally dedicated to developing a successful future for yachting in Thailand.’ Picture: Frances Howorth

17/02/2016 14:00

March 2016 | nautilusint.org | telegraph | 09

NEWS

STCW ‘is outpaced by advances in ship technology’ training and certification are F failing to keep pace with technological Global standards for seafarer

advances, a marine simulation conference heard last month. Neil Bennett, vice-president of Transas Americas, told the Simulation User Conference in Singapore that major reviews and updates of the STCW Convention only occur every five to 10 years. Changes tend to be adopted slowly, he added, and there is confusion in the industry as well as differing interpretations by flag states. Training needs are becoming more sophisticated because of the vast differences in bridge, automation and user interface designs aboard ships, Mr Bennett pointed out, and owners are seeking more non-regulatory and type-specific training for their crews. Mr Bennett also warned that

increasing skill shortages are having an impact — with a scarcity of qualified operators and trainers, along with high personnel turnover and limited product knowledge. There is also a gap in technological understanding and acceptance between younger and older seafarers, he added. However, he told the conference, advances in IT mean that online training, e-learning and distance learning offer the way ahead — enabling simulation-based training to be delivered when and where it is needed. Transas has developed the first cloud-based maritime training simulation package, Mr Bennett said, but questions remain on how such training will be viewed by the regulatory bodies. g See feature — page 26.

first of in a series of three 19m A pilot boats being built for the Port of Pictured right is St Brides, the

Milford Haven in a £3.6m contract. Built by Mainstay Marine, the 48-tonne boats are capable of reaching up to 14 knots with 12 people onboard and have been designed to operate in swells up to 6m significant wave height. The second and third boats — St Govans and St Davids — are due to be delivered in April and July. Alec Don, chief executive of the port, said: ‘This substantial investment will provide the port with three identical modern stateof-the-art boats with full parts interchangeability.’

Tanker master is sentenced to jail Unions and owners condemn Spanish court’s ruling in long-running case

New dock master in Hull Merchant Navy officer Mark A Collier, who has been appointed Pictured above is former

by Associated British Ports (ABP) Humber as the new dock master for Hull & Goole. Mr Collier —who joined ABP 13 years ago — served at sea and worked on fishery protection vessels in South Africa and South America, before taking up a post as port manager for the Falkland Islands. He joined ABP as a berthing

master, moving on to the role of senior assistant dock master. His new post includes responsibilities for regular dialogue with dock users, regulatory authorities and adjacent harbour authorities; ensuring compliance with statutory marine legislation, and overseeing the implementation of the Marine Safety Management System, as well as assisting with investment projects and overseeing dredging budgets and procurement of services.

Nautilus International has joined other shipping industry bodies in condemning the Spanish Supreme Court’s decision to jail the master of the tanker Prestige for two years — 14 years after the ship sank off the country’s NW coast. The court ruled that Captain Apostolos Mangouras, who is now aged 81, was guilty of recklessness resulting in catastrophic environmental damage — overturning a previous sentence which cleared him of criminal responsibility for the accident, in which some 63,000 tonnes of oil was spilled. Nautilus general secretary Mark Dickinson said the ruling was the latest in a long line of

cases where masters have been singled out for prosecution while other parties — in particular ﬂag states, class and insurance — have escaped justice. ‘Owners and managers have a responsibility for the maintenance and operation of their ships and not to seek the “most favourable” regime in which to operate,’ he added. ‘We have to stop swatting the mosquito and start to drain the swamp,’ he said. ‘Let’s not forget that Capt Mangouras was effectively abandoned by the ﬂag state when he was held in a high security jail after the accident and spent 83 days in prison while the case was investigated,’ Mr Dickinson stressed. ‘The repeated treatment of

seafarers as criminals points to a pressing need for countries to abide by the international guidelines on the fair treatment of seafarers involved in maritime incidents, and if masters and ofﬁcers are found to have acted improperly professional sanctions rather than criminal sanctions remain the most appropriate way in which to deal with them.’ International Transport Workers’ Federation seafarers’ section chair Dave Heindel said: ‘This decision represents the dying gasps of a 14-year-old attempt to deﬂect blame onto the shoulders of an octogenarian man, who has been cleared in the court of world opinion and by his peers. Thankfully it is likely to be as unenforce-

able as it is illogical. This innocent man cannot again be made to sit needlessly in jail.’ The International Ship Managers’ Association described the court’s ruling as ‘abhorrent’ and ‘totally unfair’. InterManager president Gerardo Borromeo said it had very worrying implications for the role and responsibility of masters in certain jurisdictions. And the tanker owners’ body Intertanko said the sentence was unjustiﬁable and fundamentally wrong. ‘This sets a deplorable precedent,’ said managing director Katharina Stanzel. ‘Are ships’ masters who exercise best professional judgement in impossible circumstances to be shamefully treated as criminals?’

Ballast water convention wait continues Water Management Convention will continue, F the International Maritime Organisation (IMO) has

The long wait for the introduction of the Ballast

announced. Following weeks of checks on tonnage figures, the IMO says the convention has still failed to reach the threshold required to come into force. Although

the treaty has now been ratified by 47 countries, their combined fleet totals 34.35% of global tonnage — just short of the 35% requirement. Had the 35% threshold been reached, the convention would have come into force on 24 November 2016. IMO secretary-general Kitack Lim said: ‘The

recent ratifications have brought the BWM Convention so very close to entry into force. While we cannot predict exactly when that will happen, I would urge countries that have not done so to ratify the BWM Convention as soon as possible so that we can establish a certain date for entry into force, and also so that it is widely accepted when it does.’

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09_news.indd 9

17/02/2016 12:19

10 | telegraph | nautilusint.org | March 2016

NEWS

Week of action to raise MN profile Charity seeks to combat ‘sea blindness’ with programme of national events Helen Peters reunited with Tammo Gloystein Picture: David Barnicoat

A&P brings friends together in the Fal A

A&P Falmouth helped to arrange a mercy mission to reunite a ship’s officer with an old friend in the UK port last month. The yard arranged for a launch to take Falmouth resident Helen Peters to meet chief officer Tammo Gloystein on the wind turbine installation vessel MPI Enterprise, moored a mile offshore. Helen met Tammo in 1991 when she was living in Plymouth with her late husband, Captain Martin Breuer, who was studying for his Master’s certificate of competency along with Tammo. Martin died four months after the couple were married, but Helen kept in contact with Tammo. The pair had been hoping to

meet again, but service launches were not running out to the ship in the Fal. But thanks to Falmouth pilot Captain Nick Martin and A&P Falmouth marine operations managers Luke Wills and Mark Rickard, Helen was taken out to the ship onboard the launch Penarrow, with tug master Stephen Bond acting as coxswain. The old friends spent an hour together before the launch brought Helen back to port. The following day the ship received orders to proceed to Germany. ‘Thank you to Nick Martin and all of those wonderful people on the Falmouth waterfront, especially at A&P Falmouth, who made this possible. They are all very kind,’ said Helen.

The leading maritime charity Seafarers UK has announced plans to highlight the importance of employment and training in the shipping industry during a weeklong campaign later this year. Announcing the theme ‘Maritime Jobs for Future Generations’ for the charity’s Seafarers Awareness Week 2016 campaign, secretary-general Commodore Barry Bryant said it is ‘absolutely essential that we maintain a strong cadre of UK seafarers’. He warned that ‘sea blindness’ remains common in the country, with too many people ‘blissfully unaware’ of the fact that the UK remains an island nation dependent on ships for more than 90% of its international trade. ‘As far as Seafarers UK is concerned, working with young people and promoting the maritime careers message is a very strong theme to add to our general awareness campaigning,’ he added. ‘Maritime is a great story, but too much time is spent preaching to the converted. We need to bring all the various initiatives together, reach out beyond our

Commodores Barry Bryant and Bill Walworth launched the Seafarers UK 2016 Seafarers Awareness Week campaign at Trinity House last month

sometimes introspective world, and we now really hope that the UK Maritime Growth Study will be that catalyst,’ Cmdre Bryant said. Seafarers Awareness Week will run between 20 and 26 June and aims to unite all elements of the

maritime sector in promoting the importance of shipping and seafarers. Last year, said Cmdre Bryant, the campaign had helped to promote the ﬂying of the red ensign from more than 200 public buildings across the country to mark

Merchant Navy Day and work is under way to persuade some 8,000 town and parish councils to join in this year. ‘We are getting the message out that it is not just a great heritage, but also a great future,’ he added. Seafarers UK — which will celebrate its centenary next year — is also supporting work to ensure that the government acts on the recommendations made in last year’s Maritime Growth Study. Cmdre Bryant said it was good to see that more than half of these addressed skills, employment and training and it was exciting to see the potential this offered. Also speaking at the launch event, Maritime Skills Alliance chairman Commodore Bill Walworth stressed the importance of acting to prevent the forecast shortage of around 3,500 ofﬁcers by 2021. ‘These people are needed not just at sea but also in the shore-based services sector where qualiﬁed seafarers will continue to be in demand, and we need to retain as well as recruit,’ he added. ‘There is much more to be done to align the good work going on around us, but we are making progress,’ he said.

Maersk accused of New ideas for welfare examined scrapping U-turn up to launch a new project to investigate ways A to use innovative digital tools to improve services for Two maritime welfare agencies have teamed

Maersk Line after it revealed F plans last month to use four scrapping Campaigners have criticised

facilities on India’s Alang coast to dismantle its redundant ships. Announcing the decision, the company said it was committed to responsible recycling of its ships, but had selected the yards because ‘the current cost of sustainable ship recycling is not feasible’. Maersk claimed there are only a limited number of yards around the world that offer sustainable shipbreaking, and it would cost the company as much as US$150m extra to handle the vessels it has earmarked for disposal over the next five years. It said it had chosen four sites in Alang that met Hong Kong Convention standards for health, safety and environmental standards and would work with them to upgrade their facilities and practices. But the campaign groups NGO Shipbreaking Platform and Transport and Environment (T&E) described

Maersk’s decision as ‘hypocritical’ and motivated more by its bottom line than by corporate social responsibility. ‘We expected visionary leadership from Maersk and that their CSR report boasted support for the setting up of a truly modern ship recycling facility in India,’ said NGO Shipbreaking Platform executive director Patrizia Heidegger. ‘Instead they are rubber-stamping practices that they previously denounced.’ NGO Shipbreaking Platform said that 469 of the 768 large ocean-going ships sent for scrap last year went to South Asian beaches, where breaking yards fail to respect fundamental workers’ rights, ignore international waste trade law, and flout international environmental protection standards. It said Greek owners made the most use of sub-standard facilities and even some companies claiming ‘green’ credentials, such as Hyundai, Evergreen, MOL and K-Line had sold vessels for breaking in Bangladesh.

seafarers. The year-long MARE project being run by the Mission to Seafarers (MtS) and the North American Maritime Ministry Association (NAMMA) aims to improve crews’ connections with shorebased welfare bodies, to boost social media links between maritime ministries and to deliver online professional development for welfare workers. Project leader Dr Jason Zuidema said the initiative had been organised in response to the reduced opportunities for seafarers to go ashore

when visiting ports. ‘With fewer crew onboard, as well as increased workloads, fatigue and stress, seafarers can be increasingly isolated if they can’t get access to port-based centres,’ he pointed out. ‘There is also a risk that if these trends continue, it will be too expensive to maintain seafarers’ centres and so we have to consider how our organisations can continue to provide the social and human services that we have delivered for the past 200 years,’ he added. MARE will look at ways to help seafarers contact welfare agencies before their ships arrive in port so that they are aware of the services that can be provided. ‘If crew members have a better sense

of what is available, they can plant their visits a bit better and we can ensure they get the most appropriate support,’ Dr Zuidema added. MtS secretary general Revd Andrew Wright added: ‘We are delighted to partner with NAMMA in this exciting project. Technology has changed the way seafarers interact with their loved ones and we have made much progress in adapting to ensure our support remains relevant and effective to their needs. ‘We hope that the MARE project will inspire all maritime ministries to try new methods of service delivery that will enhance seafarers’ wellbeing,’ he said.

Campaigners are seeking to save the last two SRN4 cross-Channel hovercraft from being scrapped Picture: Gary Davies/Maritime Photographic

petition in an attempt to save two historic A hovercraft from the scrapheap. Almost 20,000 people have signed a

www.irishseafarerstax.ie

10-11_news.indd 10

The SRN4s Princess Anne and Princess Margaret have been housed at the Hovercraft Museum in Lee-on-Solent since 2000, but have been at threat of being scrapped after the Homes & Communities Agency (HCA), which owns the site, announced plans to redevelop the land.

The museum has sought support from the public to back its efforts to save at least one of the hovercraft, and has had backing from its patron Sir Ranulph Fiennes, as well as former Top Gear presenter Jeremy Clarkson. Hovercraft Museum trustee Ben Avery said the signs were encouraging and the public support had been ‘brilliant’. An HCA spokesperson said: ‘Our aim is to develop the land to create much-needed homes

and jobs, and regenerate the local area. However, we take our responsibility to national heritage seriously. We are talking to local partners to find a solution for the hovercraft and considering all options, including proposals from the Hovercraft Museum to save one of the craft.’ The museum says that people can show their support via its Facebook page or through its website.

17/02/2016 12:20

March 2016 | nautilusint.org | telegraph | 11

NEWS

Experts warn on piracy risk

Navy alarm over terror risk to ships in the Med

Reports highlight changing threats of attacks on ships

Two new reports have warned the shipping industry to remain vigilant against the threat of attacks, despite a dramatic reduction in Indian Ocean and Gulf of Aden piracy. The International Maritime Bureau (IMB) said there were no Somali-based attacks during 2015 and the industry-deﬁned highrisk area in the Indian Ocean has been reduced by 55%. But, its annual report notes, the total number of piracy incidents worldwide increased last year — from 245 to 246 — while the number of vessels being boarded rose by 11%, and the number of crew kidnapped doubled from the previous year. A total of 203 ships were boarded during 2015, 15 were hijacked and one was ﬁred at. One seafarer was killed, at least 14 were injured and 271 were held hostage on their ships — down from 442 in 2014.

The IMB said it welcomed action by Malaysian and Indonesian authorities which had led to a marked reduction in attacks on small fuel tankers in SE Asian waters last year. But it pointed out that the region still accounts for most of the world’s piracy incidents and masters and crews should remain vigilant. Incidents in Vietnam ‘surged’ last year — rising from seven to 27, the report adds. Four incidents were also recorded in China at the end of the year — the ﬁrst in a long time. The report says Nigeria remains a ‘hotspot for violent piracy and armed robbery’ and many incidents in the area go unreported. Although there were no attacks by Somali-based pirates last year, the IMB urges vessels transiting the Gulf of Aden and Indian Ocean to stay particularly vigilant. Director Captain Pottengal Mukundan commented:

‘Somalia remains a fragile state, and the potential for an attack remains high. It will only take one successful hijacking to undo all that has been done, and rekindle this criminal activity.’ The IMB’s warning was echoed by the shipping security ﬁrm Dryad, as it published its maritime crime report for 2015. While noting a drop in recorded incidents off the west and east coasts of Africa, it warned of a marked increase in seaborne crime around the world — and notably in the number of robberies from vessels in the Caribbean, and central and south America. Dryad also expressed concern about the security of shipping in the Mediterranean in the face of the continued civil war in Libya and the expansion of the Islamic State terrorist organisation in the Middle East. It said the continuing migrant crisis in the area shows the diverse scale of challenges facing the shipping industry.

UK officers on ship hijacked 60nm off coast of Nigeria

ITF steps in to fund appeal by jailed crew of guardship Workers’ Federation has stepped A in to support the crew of an anti-piracy The International Transport

ship who have been sentenced to five years in jail by an Indian court. It is to help fund the legal costs of the court appeal by the crew members of the Seaman Guard Ohio after they were found guilty of illegally entering territorial waters and carrying prohibited weapons in October 2013. ITF seafarers’ section chair Dave Heindel said: ‘We have now completed a full legal analysis of the court’s judgment and we firmly believe there are grounds for appeal. We will match our determination with funds. We hope that the — flag of convenience — flag state, Sierra Leone, will also be moved to help these seafarers. ‘This is a clear case of criminalisation of the vessel’s crew,’ he added. ‘They have been sentenced for supposedly being in charge of weapons that they would never have handled. How can you imprison a ship’s cook for five years for weapons possession when the only thing he’s handled is pots and pans? It’s an injustice.’ Mr Heindel said it was a scandal that the company responsible for the ship, AdvanFort, had been able to

10-11_news.indd 11

abandon the ship’s 10 crew and 25 armed guards by playing ‘fast and loose with rules, regulations, vessel registration and insurance’. The Mission to Seafarers has been supporting the families of the six British security personnel from the ship. Director of justice Revd Canon Ken Peters said: ‘We continue to press for the intervention of the local and international authorities on this matter who have a responsibility to ensure that seafarers and ships remain protected from the activities of pirates and this necessitates taking into account international maritime law.’ The families have relaunched a petition to prime minister David Cameron which has now been signed by over 346,000 people. They have also raised more than £31,000 to support the men, but hope to raise more as the legal fight continues. Maritime lawyer Stephen Askins, from the UK firm Tatham Macinnes, said: ‘The vessel and the seamen represented no terrorist threat to India or its people at all, and the motivation behind bringing the charges is completely incomprehensible when set in the context of the crew’s primary role which was to protect the world’s commercial shipping fleet.’

after a Safmarine containership A with two British officers onboard was Nautilus has offered assistance

hijacked off the coast of Nigeria last month. The Maersk Line-managed vessel Safmarine Kuramo was boarded by pirates some 60nm off Bonny Island while sailing from Port-Noire, Congo, to Onne Sea Port in Nigeria. The 25 crew — comprised of

seafarers from South Africa, the UK, the Philippines, India, and Thailand — retreated to the citadel after the pirates shot at the ship’s control room. The pirates fled some five hours after hijacking Safmarine Kuramo, when they spotted a warship and two gunboats sent by the Nigerian Navy in response to a distress call sent from the ship. Safmarine Kuramo’s master,

Captain Zetta Gous-Conradie, described the experience as horrific. ‘We were very grateful when the navy came onboard because at some point we had thought the pirates would take us hostage,’ she told local media. ‘The heat was stifling because the temperature was very hot in the citadel, and at some point my crew members and I had thought we would suffocate and die.’

Vice Admiral Clive Johnstone Picture: NATO

Mediterranean could be the A target of a terror attack by militant Merchant ships in the

groups, a senior Royal Navy officer has warned. Vice Admiral Clive Johnstone, the UK’s highest-ranking NATO officer, said Islamic State’s spread into Libya had cast an ‘uncomfortable shadow’ over the eastern Mediterranean – posing a ‘horrible opportunity’ to attack shipping in the area. He said there are concerns that Islamic State terrorists have ambitions to mount seaborne operations. ‘We know they would like to have a maritime arm, just as al Qaeda had a maritime arm,’ he added. The availability of Chinese, Russian and Korean weapons in the area presents ‘a horrible opportunity in the future that a misdirected, untargeted round of a very high quality weapons system will just happen to target a cruise liner, or an oil platform, or a container ship’. Vice Admiral Johnstone said such an attack would have ‘extraordinary implications for the western world’ and he argued that it is important for NATO not to be ‘hustled out’ of the eastern Mediterranean.

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17/02/2016 12:20

12 | telegraph | nautilusint.org | March 2016

HEALTH & SAFETY

Warning after fishing death lay behind an accident in which A a seafarer died when he fell from his

Ineffective safety management

ship’s accommodation ladder while fishing during his lunch break, an investigation has ruled. The bosun onboard the 206,070dwt bulk carrier Cape Splendor fell 2m into the sea when he lost his balance on the ladder while the vessel was at anchor off Port Headland in October 2014. The bosun was carried away by the current and was unable to reach

Union gets advice on Zika virus F

In response to concerns expressed by members about the risks posed by the spread of the Zika virus, Nautilus has secured advice from the UK Maritime & Coastguard Agency’s chief medical advisor. The rapid spread of the mosquitoborne Zika virus — particularly in Central and South America — has sparked warnings from health officials. The World Health Organisation has issued a travel alert applying to 22 countries, including Barbados, Brazil, Colombia, Mexico, Panama and the US Virgin Islands. Public Health England confirmed at the weekend that three cases of the Zika virus had been found in the UK, in travellers returning from Colombia, Suriname and Guyana. Although Zika itself is not particularly dangerous to most people and the condition is usually mild and short-lived, there is growing evidence of a link between the virus in pregnant women and birth defects in their children. There is currently no vaccine or drug to prevent Zika infection. The advice from the MCA’s chief medical advisor is for seafarers to follow the same precautions as for malaria and dengue fever — the ‘meticulous avoidance of mosquito bites’. g As the situation is changing, the MCA advises seafarers to check on the Public Health England website or www.travelhealthpro.org.uk. The US-based Centers for Disease Control and Prevention also has helpful information: www.cdc.gov/zika

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12-13_h+s.indd 12

lifebuoys that were thrown to him. Even though the ship’s rescue boat was deployed within 10 minutes and an extensive air-sea search was conducted for three days, he was not found. A report by the Australian Transport Safety Board (ATSB) notes that the bosun was not wearing any flotation devices or fall prevention equipment. ‘The lack of a lifejacket, wet clothing, and possible entanglement with fishing gear, sea conditions, and the current would

have adversely affected the bosun’s ability to stay afloat and swim,’ it adds. The investigation also identified that the ship’s safety management system procedures for working over the ship’s side were not effectively implemented and the crew routinely failed to take safety precautions when working over the side. Investigators said the seafarers had ‘differing attitudes to taking safety precautions during work and recreation times as the safety culture on board was not well developed’.

The ATSB warned: ‘Any task or activity that involves a person being on a ship’s accommodation ladder or other locations over the side of the ship can result in serious or fatal injury. Therefore, precautions to prevent a person from falling overboard, and to improve survivability in case one does fall into the water, are critical. It is important to ensure that these precautions are always taken, regardless of whether the person is engaged in work, recreational or other activities.’

Calls to cut risks of mooring ops Rope accidents prompt recommendations to address common causes

Fresh concerns over the safety of mooring operations have been raised by Nautilus, accident investigators and a leading P&I club. The UK Marine Accident Investigation Branch issued a warning to the industry last month following a serious accident onboard a ship in the port of Milford Haven. A deck officer on the Marshall Islands-registered LNG carrier Zarga suffered severe head injuries when he was struck by a mooring rope which parted as he ship was being repositioned at the South Hook terminal in March 2015. The MAIB — which has already issued one safety bulletin as a result of its investigations into the incident — said the synthetic fibre rope had a minimum breaking load of 137 tonnes when new, but had failed at an indicative load of 24 tonnes. It was five years old and had been expected to last for about eight years and visual and tactile checks before the accident had assessed it to be in good condition. However, investigators discovered that many of the rope yarns had suffered kinking, separation and fatigue damage. These problems could not be detected by visual checks, the MAIB noted, because of the close-fitting jackets around the rope.

Types of mooring incidents resulting in personal injury Graphic: UK P&I Club

The safety bulletin warns that degradation can occur faster than expected if the rope is being run through deck fittings with roller diameters less than the minimum recommended by manufacturers. It urges operators of vessels using close-fitted jacketed synthetic fibre mooring ropes to take steps to ensure that the ropes are suitable for their intended use and compatible with deck fittings. It also calls for action to ensure an ‘appropriate regime’ to monitor the condition of ropes in use. Nautilus senior national secretary Allan Graveson commented: ‘The deck fittings did not match the rope manufacturer’s guidelines. How is it that the simplest of measures cannot be taken to protect seafarers?’

The UK P&I Club — which says it has paid out more than US$34m as a result of mooring accidents over the past 20 years — has noted a growing number of incidents involving the use of non-deck crew in mooring operations. While it found mooring equipment on most ships to be in an acceptable state, it stressed the important of good maintenance, high standards of training, and adherence to procedures. ‘A number of familiar factors reoccur in mooring incidents,’ said loss prevention executive Peter Modev. ‘Seafarers stand in bights or snap-back zones, and when ropes part that involved are often injured.’ The club said mooring accidents are the seventh most frequent cause of personal injuries,

but the third most expensive claim — indicating how serious many cases can be. Another accident report published last month blamed poor communications and training shortcomings for an accident in a Dutch port in which a seafarer lost part of his leg. The crewman’s left leg became trapped in a tug’s messenger line and was crushed between a deadman roller and its guide while the Maltese-ﬂagged tanker CT Dublin was berthing at the Vopak terminal at Vlaardingen last January. A Transport Malta investigation report states that the aft mooring station was not adequately manned at the time of the accident, with the limited experience of the crew having had ‘a strong inﬂuence’.

Owners delayed upgrade in more than US$17m worth F of damage has been blamed on An accident which resulted

a shipping company’s delay in completing a mandatory upgrade to a bulk carrier’s steering system. The 56,526dwt Flag Gangos collided with the berthed oil tanker Pamisos and struck a pier, which damaged a fuel barge in the Mississippi River in August 2014. No one was injured, but around 1,200 gallons of oil was spilled and $17.5m worth of damage was caused. An investigation by the US National Transportation Safety Board found that the bulker’s rudder had failed to respond as the ship was heading outbound with a cargo of grain and corn and the pilot’s attempts to stop the ship by ordering full astern and the dropping of the portside anchor had failed to avert the accident. Checks found that a hydraulic solenoid valve and coil in the steering system of the Flag Gangos had failed. Inspections also revealed that the hydraulic valve had been jammed with debris and was unable to move properly. Almost a year before the accident, the steering system manufacturer — Rolls-Royce — had emailed a service letter to the ship’s operating company warning about possible failures of the model of the coil. Rolls-Royce had identified three possible dates for the upgrades to be carried out, but because of the operating schedule for Flag Gangos the work was postponed to after its call to New Orleans. Investigators said the ship’s crew had also failed to routinely test the steering system’s hydraulic fluid for debris, as required by the manufacturers. Analysis showed oil samples to be in a ‘critical’ state, with high levels of ferrous particles, oxides, sand and silt.

Drifting ship towed to safety RNLI lifeboats went to the aid F of an Isle of Man-flagged general

A Dutch warship, a tug and two

cargoship when it lost power and began drifting ‘worryingly close’ to the coast of Devon last month. The 2,601gt Verity was towed to safety by the HNLMS De Ruyter after its engine failed in rough seas and force eight winds some 4nm NW of Hartland Point. The Holyhead-based

tug Bremen Fighter later towed the Faversham Ships-owned vessel, which was carrying a cargo of scrap metal, to Swansea for repairs. Mike Weston, from Appledore RNLI, said the lifeboat crews had spent more than 24 hours at sea providing assistance to the Verity: ‘We needed to make sure the ship didn’t drift into shore. She was a bit too close for comfort,’ he added.

‘A very big swell and gale force winds provided tough conditions and along with the crew of the Dutch warship, they showed a lot of skill, grit and determination,’ he said. ‘The coordination between Falmouth Coastguard, the RNLI and the Dutch Navy was excellent. It was an example of tremendous teamwork.’ Picture: RNLI/Alan Hoskin

17/02/2016 12:21

March 2016 | nautilusint.org | telegraph | 13

HEALTH & SAFETY

Ferry firm failed to act on safety alerts Wightlink accused of being ‘reckless with lives’ as report reveals how maintenance was ignored

Nautilus has voiced concern over a ‘damning’ UK Marine Accident Investigation Branch report, which reveals that the ferry ﬁrm Wightlink failed to act on safety concerns raised by seafarers before a mezzanine deck on one of its ships partially collapsed, injuring a seafarer and several passengers. A report on the incident, which occurred while the ro-ro ferry St Helen was discharging vehicles at the Fishbourne terminal in the Isle of Wight in July 2014, said the company had shown ‘no appetite’ to take steps to address the maintenance shortcomings identiﬁed by masters on several occasions. Investigations revealed that one of the two steel wire ramping ropes had parted as the starboard forward mezzanine deck was being lowered, causing part of the deck to fall from a height of around 2m onto the main deck below. Subsequent tests showed the rope had suffered excessive internal and external mechanical wear abrasion caused by a lack of lubrication. Its strength had been ‘severely diminished’ and the condition of the deck had been allowed to deteriorate to a ‘dangerously unsafe’ level.

The partially collapsed mezzanine deck on the Wightlink ro-ro ferry St Helen in July 2014 Picture: MAIB

The MAIB said lubrication of the wire ropes had ‘fallen into abeyance over many years’ and masters had made Wightlink management aware of the problems. The absence of a formal mezzanine deck greasing routine had been subject to an internal safety management system nonconformity for over two years and the failure to address the non-conformity was highlighted by the Maritime & Coastguard Agency only nine months before the accident.

But while ‘the remedy was simple’, the report notes, the company did not implement a greasing regime as it would have required either manning the vessels during night-time lay-up to taking decks out of use while the ships were in service. The MAIB said the company’s ‘apparent lack of impetus’was also inﬂuenced by an over-reliance on its four-yearly wire rope replacement programme —although when the rope failed, it had been in service for four years and three

months. The report also points to the Maritime & Coastguard Agency’s ‘reluctance to escalate the issue’. Investigators also found poor maintenance records and ‘confused’ roles and responsibilities. Manning arrangements meant crews regularly moved between vessels in the ﬂeet, meaning they no longer had ‘ownership’ of the upkeep of a speciﬁc ship and the time available for maintenance had been reduced. The report also highlights ‘a

fundamental failing’ in the external assurance process provided by Royal & Sun Alliance Engineering Inspection & Consultancy. It also makes a series of recommendations to Wightlink, British Engineering Services and the MCA designed to improve the management of maintenance and assurance across the Wightlink fleet. Nautilus senior national secretary Allan Graveson said it was disturbing that the company had displayed a manifest failure to take effective action to address the problems raised by masters. ‘Members who are frustrated by a management response to identifiable concerns should not hesitate to contact the Union or the Confidential Human Incident Reporting Programme,’ he added. Isle of Wight MP Andrew Turner commented: ‘Wightlink were reckless with people’s lives and took no notice of numerous warnings of the danger, either from external inspectors or their own staff. Had, God forbid, anyone been killed, it is clear that senior directors of the company would now be facing corporate manslaughter charges.’ The MP said he would also ask ministers to examine what further action may need to be taken.

Alarm raised as ‘mega-ship’ grounds in Elbe challenges in dealing with F accidents involving ‘supersized’

Nautilus has warned of the

ships following an incident last month in which the ultra large containership CSCL Indian Ocean grounded in the Elbe river. A loss of steering power has been blamed for the incident, which occurred while the 187,541gt ship was approaching the port of Hamburg after sailing from Felixstowe. It took six days and three attempts for the Hong Kong-flagged ship to be freed, with 12 tugs with an aggregated 1,085 tons of bollard pull towing it to safety on a spring tide after the failure of two previous

attempts. At one stage authorities were considering dredging around the vessel, but local reports said that there were no suitable floating cranes to lighten the cargo.

Nautilus senior national secretary Allan Graveson said the incident highlighted some serious issues — and the problems associated with the limited resources

for dealing with ultra-large vessels in particular. Local politicians expressed concern at the economic consequences of the disruption

caused by the incident and environmentalists said it showed that ULCs should avoid Hamburg and call at Wilhelmshaven instead. Picture: Haveriekommando

Guide aims to cut cargo fumigation risks F

Seafarers are being warned of the risks of fumigating cargoes following a series of accidents in North and South American ports over the past five year. The North P&I Club has published a new free-to-download loss prevention briefing highlighting the hazards associated with the fumigation of agricultural products on ships — including an incident in December last year when a bulk carrier suffered extensive

12-13_h+s.indd 13

structural damage following an explosion of pesticide gases while loading corn at the port of Paranagua, Brazil. It said failure to disperse fumigant pellets properly had led to self-heating problems — leading to cargo damage, and igniting high concentrations of gases. The club’s briefing, which supplements IMO recommendations for safe fumigation of cargo holds, aims to provide crew members with a

practical understanding of the process, its risks and how these can be minimised. The guidance covers procedures for fumigating in port and in transit, as well as the safety measures which should be taken before, during and after fumigation. It also advises shipowners and operators to incorporate a suitable fumigation clause in their charterparties to set out the division of responsibilities regarding fumigation and

to ensure that all operations are conducted in accordance with IMO recommendations. Loss prevention deputy director Collin Gillespie commented: ‘Fumigation should never be conducted by a ship’s crew. However, crew members must be made aware of the hazards of fumigation and the risks it poses to human health. They should fully understand the duties of the fumigation company and the responsibilities of the fumigator in charge.’

Fatal fall result of ladder mistake the need for care on apparently F straightforward jobs after an Safety experts have warned of

investigation revealed that an officer died when he fell into a rough sea from a rope ladder which had been rigged upside down. The second mate of the Liberianflagged bulk carrier Hyundai Dangjin drowned after he lost his grip and fell into the sea while descending the ladder to read the midships draught while the vessel was loading an iron ore cargo at Part Walcott in Western Australia in July last year. An AB who jumped into the water in an attempt to rescue the officer had to be taken to hospital for treatment to hypothermia. The Australian Transport Safety Board (ATSB) said it was lucky that his ‘well-intentioned but impulsive’ actions had not led to a second casualty. ATSB investigators found that the rope ladder had been rigged upside down and, as a result, the folded aluminium steps did not provide a flat surface to stand on comfortably and did not offer good handholds. The report notes that the only precaution taken by the second mate — who was described as ‘a large and heavy man’ — was to use a life vest, which provided around 7kg to 10kg of buoyancy. Man overboard measures, such as a lifebuoy with light and line near the ladder, were not in place, it adds. Commenting on the incident, the ATSB stated: ‘In many cases, little attention is paid to planning apparently straightforward tasks, such as using a rope ladder. This can lead to important factors and relevant considerations not being taken into account, including the experience and physical ability of persons undertaking the task.’ As a result of the accident, the ship’s Japanese managers reviewed the procedures — including permits to work — for checking the draught from a rope ladder and the terminal managers, Rio Tinto Ore, banned the practice of reading draught marks from rope ladders. An alternative method, using a manometer, was put in place.

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17/02/2016 12:21

14 | telegraph | nautilusint.org | March 2016

INTERNATIONAL

shortreports VDR SEARCH: accident investigators in the US have announced a second mission to search for the voyage data recorder of the ro-ro cargoship El Faro, which sank off the Bahamas in October last year with the loss of all 33 crew onboard. The National Transportation Safety Board will use a remotely operated vehicle to search a 35 sq m area for the ‘black box’ and other wreckage. MALTESE BOOM: Malta’s ship register — the sixth largest in the world — grew by more than 14% last year, according to new figures released by the country’s maritime administration last month. Around 900 ships of 12m gt transferred to the flag during the year, meaning that it has grown by more than 45% in tonnage terms since 2011. FEES ROW: more than 300 Nigerian navigation and engineering students studying at Romania’s Constanta Maritime University through Nigerian Maritime Administration & Safety Agency scholarships are facing expulsion after the Agency was accused of failure to pay their school fees and other allowances. FARES WAR: a price war has broken out between the major ferry operators on services between the Italian mainland and Sardinia. Grimaldi has cut fares on its new service between Livorno (Leghorn) and Olbia by up to 40% in a bid to break Moby Line’s dominance of the route. GREEK STRIKES: Greek seafaring unions have staged further strike action in protest at government plans to cut pensions, labour and insurance rights, and to increase the retirement age. The unions were also protesting at moves to privatise the port of Piraeus. REPAIR CENTRE: Singapore has confirmed its place as the world’s leading ship repair location with 2015 port statistics showing that more than 6,330 ships contracted work ranging from equipment repair to technical overhauls needing dry docking. WAGES WIN: French union reps have secured two months of unpaid wages owed to the crew of the Panama-flagged general cargoship Buse Trio, which was towed into the port of Brest after suffering a loss of power off the coast of Brittany last month. BRITTANY HOURS: the works council representing seafarers serving with the French operator Brittany Ferries has withdrawn its court challenge to the company’s plans to introduce new working rotas for deck and engine crews. TANKER DEATH: a Russian seafarer died and two other crew members were taken to hospital ashore in a serious condition after being overcome by fumes during tank cleaning onboard the 7,024dwt tanker Araz River last month. CHANNEL RISE: cross-Channel freight figures last year reached 42.27mt, a 5% increase on 2014 and beating its previous record notched in 2013. Passenger loads rose 4% to 10.7m.

Sweden detains ‘worst ever’ ship Union inspectors shocked by squalid state of FoC vessel carrying explosives by Andrew Draper

The Swedish seafaring unions have condemned conditions onboard a Panama-flagged general cargoship detained in the port of Varberg last month after an inspection found more than 20 deficiencies, including problems with life-saving and fire-fighting equipment and substandard accommodation. The local International Transport Workers’ Federation inspector described the Turkish-owned Whiskey Trio as ‘the worst ship I have seen in all my life’. The SEKO union said crew quarters were appalling, food was rotten, a sick seafarer had been prevented from seeking medical help and wages were well below ILO standards. Union inspector Göran Larsson said he was shocked at seeing the poor living conditions, including dirty and dilapidated cabins, outdated food and beds consisting of wooden boards without bedding ‘When we came the crew were having breakfast. They were eating old, dry bread which they tried to toast, olives and tea. It was horrible to see,’ he added. ITF inspector Sven Save said Whiskey Trio — which had sailed from the UK port of Sheer-

The Turkish-owned Whiskey Trio under detention in the Swedish port of Varberg Picture: SEKO

ness — was found to be carrying explosives and other military equipment. Port state authorities detained the 1,984gt ship and Mr Save said the explosives were being transferred to another vessel. Inspectors discovered bare 380-volt cables and other ignition risks. Fire protection systems were found to be deﬁcient and containers incorrectly stowed, with freeboard marks incorrectly marked.

‘They did a ﬁre drill onboard, that was a real disaster,’ Mr Save added. ‘They didn’t know what they should do, it was a complete disaster. After 10 minutes they had water, but they didn’t have anything else. The inspectors found it really bad, and we told them we didn’t need to see any more.’ Mr Save said the 27-year-old vessel is owned by Trio Shipping of Istanbul. Crew members were reportedly paid US$600 a month

Norway launches new probe France ‘fails into Scandinavian Star blaze to protect A

The Norwegian parliament, the Storting, has opened a fresh investigation into the 1990 Scandinavian Star ferry disaster in which 159 passengers and crew died. Despite numerous official investigations, controversy continues to surround the incident and campaigners argue that many key questions about the cause of the fire onboard the ship remain unanswered. The new investigation will report back in June 2017 and will consider

whether the previous probes provided ‘an accurate and complete picture of the case’, whether recommendations were adequately followed up, and whether survivors and family members were taken care of. However, the commission will not address the question of criminal responsibility — although many people believe the blaze was started by arson and there have also been claims the fire was an attempted insurance fraud.

The Norwegian Scandinavian Star support group has welcomed the decision and the 3F union in Denmark said it wanted to see the role of the Danish Maritime Authority examined. National secretary Henrik Berlau claims Authority personnel have been gagged. ‘I believe there are many who know it was wrong and didn’t do anything,’ he added. ‘They’re keeping their mouths shut. There are several people at the DMA who know the story.’

Greek shipowners reject EU call for tough tonnage tax controls back at European Union calls A for tighter controls on the country’s Greek shipowners have hit

tonnage tax scheme — warning that the Commission could ‘seriously disrupt the shipping sector in the EU after 20 years of successful growth’. Brussels has given Greece two months to decide what action it will take in response to an investigation showing that its tax arrangements for the maritime sector may be in breach

14-15_int.indd 14

for 12 hours’ work a day, seven days a week. There were nine crew members on the ship — ﬁve from Georgia, three (including the master) from Turkey and one from India — and port state control inspectors said they had been unable to establish what the working language onboard was. Five of the crew returned home after Whiskey Trio was detained, and some reports suggested the ship’s ﬁnal destination was in the Middle East.

of EU state aid guidelines. But the Union of Greek Shipowners (UGS) rejected the Commission’s claims that the support package goes beyond what is permitted by Brussels. It warned that the action could have ‘unforeseeable consequences which would be detrimental not only for Greece but also for the rest of the EU, as they would seriously undermine one of its most important strategic sectors which remains prominent

internationally in the face of fierce competition’. The owners added: ‘The UGS is concerned that the negative climate created by the decision regarding Greece risks severely undermining one of the Greek economy’s primary pillars at a time of exceptionally high unemployment and urgently needed growth and the EU may lose a substantial part of its fleet and maritime cluster.’

seafarers’

accused the government of A being ‘the gravediggers’ of the

French seafaring unions have

country’s shipping industry. The CGT unions representing officers and ratings said ministers have failed to take effective measures to end a long-running decline in seafaring jobs, conditions and salaries despite three years of discussion about proposed new maritime regulation. Jean-Philippe Chateil, general secretary of the FOMM-CGT officers’ union, said deepsea jobs for French seafarers have almost disappeared, leaving ferries as the last sector for employment — and jobs there are now under attack with the demise of SeaFrance, MyFerryLink and SNCM. In an attempt to reduce French seafaring employment costs, the government has agreed to introduce a net salary scheme for companies employment crews on international trades. The move has been welcomed by the owners’ association, AdF, which complains that French crews cost 20% more to employ than their UK counterparts and 40% more than Italian seafarers.

17/02/2016 18:13

March 2016 | nautilusint.org | telegraph | 15

INTERNATIONAL

Biggest boxship comes in empty was symbolised when one of A the world’s largest containerships, The downturn in world trade

the 19,224TEU MSC Oscar, arrived in the French port of Le Havre with no boxes onboard. The 192,237gt vessel — which came into service last year and is deployed on MSC’s Asia-Europe service — spent 10 days in Le Havre before departing for the UK port of Felixstowe to resume trade. Industry analysts are predicting a tough year ahead for containership operators, blaming ‘reckless’ overordering of new ultra-large tonnage for overcapacity in the market and dire freight rates. Fleet capacity is set to grow by 4.6% this year, but a report from Alphaliner last month suggested that some owners may delay deliveries or cancel orders as a result of the poor conditions. Picture: Eric Houri

Unions protest at Australian action Foreign crew replaces local seafarers following night-time raid by police

Unions have condemned a decision to send in armed police to remove five seafarers protesting about the loss of their jobs from a ship in Australia. More than a dozen police boarded the Barbados-flagged bulk carrier CSL Melbourne in the port of Newcastle to order the Australian crew members off the vessel and to escort a foreign crew onboard. During the night-time raid, the Australian seafarers were removed from their beds, marched off the ship and abandoned on the wharf. Unions are questioning what type of visas and Customs clearance were given to the Indian crew who replaced them. The 49,502dwt CSL Melbourne has been carrying alumina between the ports of Newcastle and Gladstone for the past five years, but the Pacific Aluminium company decided to replace the Australian seafarers with cheaper foreign crew after securing a tem-

The CSL Melbourne crew before they were removed from the ship

porary licence from the government. The Maritime Union of Australia (MUA) described the removal of the Australian crew as ‘an absolute outrage’ and accused the company of exploiting the country’s coastal shipping regulations to bring in seafarers paid as little as A$2 (€1.27) an hour. The International Transport Workers’ Federation also condemned the Australian government for diluting the country’s

cabotage protection laws even though politicians had voted in November to retain them. The ITF said its cabotage taskforce found that 47 countries have some form of protection for their coastal shipping services. Failing to protect cabotage undermines sovereignty and has national security implications, it added, and also has serious economic implications for maritime regions and communities. ITF seafarers’ section chair

Dave Heindel said: ‘Coming on the heels of the dawn raid removal of the crew of the Portland, this is another example of the Australian government shooting itself in the foot. It is beginning to look almost like it wants to punish the Australian people, by removing their jobs and national shipping industry in favour of dodging tax and national labour standards.’ The ITF is now considering whether to make a formal complaint to the International Labour Organisation over possible infringements of the Maritime Labour Convention. Abdulgani Serang, general secretary of the National Union of Seafarers of India, said the Indian crew deployed on CSL Melbourne had been deceived and not told that they were replacing Australian seafarers on an Australianﬂagged ship in an Australian port. ‘My union has condemned this fraud,’ he added. ‘We are all for Australian jobs on Australianﬂagged vessels. We support the Australian seafarers.’

Master shares pollution fine F

A French appeal court has upheld the conviction of a ferry company and a ship master for pollution in the Mediterranean — imposing increased fines on both of them. The Aix-en-Provence court ordered that Compagnie Tunisienne de Navigation (CTN), owner of the 32,298gt ro-pax Carthage, should pay a €500,000 penalty — of which €50,000 must be paid by Faouzi Zorgati, the ship’s master. The court heard that the ferry had been spotted by a surveillance aircraft trailing a 1.6 sq m slick

14-15_int.indd 15

during a voyage from Tunis to Marseilles in October 2009. This was the first case to come to court in which images taken at night were used to prosecute an operator for pollution in the French 200-mile ecological protection zone, and the court was shown images recorded by a side scan radar and by an infrared scanner. CTN denied the charges, arguing that the ferry had sailed through an existing patch of pollution and it also unsuccessfully invoked the Montego Bay Convention, claiming that the case should be heard

in Tunisia, the flag state. In the original hearing, held in December 2012, the company had been fined €125,000 and Capt Zorgati had been ordered to pay €25,000. CTN and the master were also told to pay €2,000 to three environmental protection bodies. The France Nature Environment (FNE) organisation welcomed the ruling, stating that the decision sends ‘a strong signal to shipowners and shipmasters to end such practices, devastating the marine environment’.

shortreports CRUISESHIP CALL: US politicians have called for a National Transportation Safety Board investigation into an incident in which the Bahamasflagged cruiseship Anthem of the Seas was caught up in a hurricane-force storm south of North Carolina last month. The vessel’s owners, Royal Caribbean, said the company storm avoidance policy was being strengthened after the ship suffered minor damage and some passengers were injured during 120mph winds and 30ft seas. COSTA CASE: a Florida appeal court has ruled that Costa Concordia passengers cannot seek compensation in the US for any injuries suffered in the 2012 disaster off the coast of Italy. The judge ruled that the 57 claimants — including five US nationals — will have to take their case to Italy, arguing that litigating in Florida would result in ‘material and manifest injustice’ to parent company Carnival because the vast majority of evidence and virtually all of the witnesses are located in Italy. CANADIAN GROUNDING: an investigation has been launched in Canada after a Panama-flagged containership ran aground in the St Lawrence river shortly after leaving Montreal. The 37,398gt MSC Monica was refloated on the high tide, and although initial reports suggested the ship had suffered steering failure, the federal transportation safety board said it had begun an investigation into the causes of the incident. GOING HOME: 15 Ghanaian seafarers have returned home after being stranded on a flag of convenience bulk carrier in the French port of La Rochelle for six months. The crew of the Liberian-flagged Sider Pink received almost US$350,000 in owed wages after being supported by the International Transport Workers’ Federation, local unions and welfare agencies since the Greek-owned ship was detained last August. CONDOR VICTORY: two years after staging a 12-day strike on the Condor Rapide in 2014, French seafarers have at last obtained the social security rights that they were fighting for. The French parliament has passed a law ensuring that all French-resident seafarers serving on flag of convenience ships can have the right to be part of the ENIM national insurance scheme, to which employers must contribute. DRONE CHECKS: maritime authorities in Turkey are set to start using drones to monitor the Bosporus for maritime pollution. Istanbul’s marine directorate said it had imposed fines totalling around US$1m on 90 ships caught making illicit waste discharges in the waterway last year and the checks will be intensified when the use of drones starts in March. ORDERS SLUMP: worldwide orders for new ships have almost halved over the past year, according to a new report. A total of 1,306 vessel orders were placed in 2015, down from 2,164 a year earlier. While the number of tanker orders increased 14% to 424, there was a 73% fall in offshore vessel orders and a 68% reduction in bulk carrier orders.

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17/02/2016 15:24

16 | telegraph | nautilusint.org | March 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

Compressed gas training proposal P

As a professional fire officer of nearly 30 years in both the shore and maritime industry, with experience in operational and the training environment, it was with interest I read Stevie Michael’s letter ‘Compressed gas cylinders need us to have formal training, not trial and error’ in the February Telegraph. This is conveniently timed, following a recent article, ‘Breathing apparatus air compressor explosion injures third officer’. This accident occurred due to the third officer connecting oxygen cylinders to a compressed air compressor, resulting in an explosion. Before I discuss specifics about what should and should not happen when charging, it’s necessary to look for references on what should be provided and when. Within the maritime industry, the MNTB does not list any specific criteria to state if this is something which should be included in the training. However the Fire Prevention and Firefighting Course Criteria Outcome 3 Learning Objective 9 which states: ‘…Test and use

BA and associated equipment, covering: i. Principles of operation of typical BA equipment…’ could loosely be taken as a requirement for training on compressors where the compressor is part of the associated BA equipment. However, as I spent two years managing a maritime fire school, I agree with Stevie that full in-depth training is not something included in a basic or advanced firefighting course. This matter would need to be taken back to MNTB for further investigation and demands to have more rigorously pursued/ included. That said, there are training providers who will provide compressor training as part of a five-day BA course, but the training will be a very small part of it and only relevant to that model of compressor. Manufacturers will normally provide training but this tends to be part of a maintainer’s course. Alternatively there are courses which cover the same requirements in the scuba diving industry, ranging from half to two days. During my firefighter BA

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16-17_lets_SR edit.indd 16

course, all students had to demonstrate competence in the use of the compressor. However, not all fire stations had the same compressors and thus, in the same problem Stevie has, training was then done by a member of the watch with the person being trained having to demonstrate how to correctly use the compressor once the training was carried out. The danger of this type of training is that mistakes and bad practice get passed on from trainer to learner repeatedly until eventually mistakes are made and someone gets hurt. It should be the responsibility of each ship’s management system to provide guidance on how to re-charge BA cylinders and this should be based on the operating instructions of the specific type of compressor on the vessel. I have worked with companies who have different types of compressors not only in the fleet but also same vessel, which should result in a separate operating procedure for each compressor. Onboard each vessel there should be a responsible person who will conduct training of crew in the use of the compressor based on the manufacturer’s operating instructions including health and safety, PPE and pre-charging checks of cylinders. The training given should achieve the following assessment criteria: z state necessary PPE requirements z demonstrate checks to carried out on the cylinder prior to charging z demonstrate initial safety checks prior to use z demonstrate how to connect and fill the BA bottles safely z explain the importance of monitoring the charging process z demonstrate how to safely disconnect BA bottles

z demonstrate how to check BA bottle pressures with the master gauge z demonstrate how to correctly stow BA bottles z demonstrate how to purge the system of air after use z complete the compressor log book Once the training is carried out it should be recorded on the individual’s training record. It is important to remember that before connecting any cylinder it must be checked to see if it is in date and there is no damage. In order to comply with BS EN 1920:2000 ‘Transportable Gas Cylinders, Cylinders for Compressed Gases (excluding acetylene), inspection at time of ﬁlling’ each cylinder must be inspected to establish that: z it has no defect which would render the cylinder unsafe for ﬁlling or continued use z it complies with the relevant requirements regarding its marking and labelling z it has a complete set of accessories z its valves function satisfactorily To achieve this, the following areas of inspection must be carried out: z cylinder covers must be removed and a visual inspection carried out by suitably trained personnel before any BA cylinder is charged. Covers are to be replaced after charging and

this is particularly important on carbon cylinders which, while lighter to wear, are more prone to damage if knocked z identiﬁcation of the cylinder marking z date, month and year of hydrostatic test z charging pressure in bar While speciﬁcs on the operation of each compressor will vary between makes and models, the following initial basic safety points should be in place on every vessel: z correct PPE to be worn z safety goggles z ear defenders z no loose clothing z a short safety chain holding the connection of the hose to the BA bottle to prevent whipping if the hose breaks free when charging z a cylinder cooling system

in place. Regardless of the compartment air temperature, the cylinder should be placed in a container of water to reduce overheating and thus pressure drop as the cylinder cools after charging z cylinders must be connected correctly with the appropriate size hose connection z charging should be at a slow and controlled rate z cylinders must be stored with more than 80% of their maximum pressure capacity The chart above provides a simple guide to the steps prior to re-charging a breathing apparatus but if in any doubt, the operator must follow the instructions provide by the manufacturer. PETER WATSON Fire trainer Da Gama Maritime

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March 2016 | nautilusint.org | telegraph | 17

YOUR LETTERS

Seaman Guard Ohio: we must ﬁght for justice F

The Seaman Guard Ohio is a Sierra Leone-registered vessel acting as a ‘floating armoury’ in the pirate-infested international waters between Sri Lanka and southern India. Her 35 man operational and security complement comprises, inter alia, UK, Estonian and Indian nationals and many are ex-servicemen. The master is Ukrainian. The Indian authorities were well aware of the vessel’s presence (in international waters), of her antipiracy operational role and that she carried arms. They also knew that the automatic weapons in the armoury had been professionally altered to fire singe shots with their automatic firing ability disabled. In need of bunkers, the vessel anchored off Tuticorin in 2013 and arranged (through an agent in the port) to take bunkers from a fishing vessel because, as she is not IACS registered, she was denied entry into the port. This gave rise to a charge of ‘illegal bunkering’ and the illegal use of ‘subsidised’ fuel, but the vessel was cleared of these charges by the local court. Subsequently the vessel was instructed by an Indian naval vessel to enter the port and the master declared the weapons (which were stowed

in the armoury under lock and key). At this stage the entire complement was imprisoned (and then placed on remand). Charged with bringing prohibited arms into India in breach of the local Arms Act they remained in prison for six months before being released on bail and a further six months before a hearing by the Indian High Court — which quickly threw out all of the charges against the men. The Tamil Nadu judiciary appealed and withheld the men’s passports and another trial saw each and every crew member sentenced to five years imprisonment. The master of Seaman Guard Ohio was coerced into entering the port of Tuticorin by an Indian naval vessel and, before entering, declared the contents of the armoury. The Indian authorities were well aware of the vital anti-piracy role she was playing in support of their own modest naval presence and must have known that the vessel presented no threat to their ships or seafarers — indeed, the reverse must have been obvious to them. In Lloyd’s List Viewpoint recently, Michael Grey writes: ‘You can argue that all 35 men might be added to all those other victims of the scourge of piracy

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that made the Gulf of Aden and Indian Ocean such a dangerous place for merchant mariners. They are as much victims as the murdered, wounded and traumatised hostages of the Somali pirates, the Indian fishermen shot up by the Italian marine guards or the Thai victims killed in error by the Indian Navy in a botched rescue mission.’ It is said that the Estonian government has reacted ‘robustly’ but that the response of the UK government has been ‘somewhat apathetic’ — so, obviously, it is up to seafarers and seafarers’ organisations globally to take positive action to ensure the early release of their innocent ‘shipmates’ with, hopefully, those in India taking the lead. Residents of the United Kingdom are encouraged to raise this matter with their local MP. Capt C.R. KELSO (RTD) MBE FNI Regarding the plight of the crew of the American owned anti-piracy

vessel Seaman Guard Ohio, who are now imprisoned in India, and have been for over two years, it transpires that the original arrest was not for having weapons onboard, but simply for not having the documents for the weapons, as required by the Indian authorities. This ridiculous but painful injustice has gone on for too long already. Of course the ship had weapons onboard, and legitimately; that was her sole purpose, to protect innocent ships from pirate attacks. Are the Indian authorities going to arrest every foreign warship in their waters? Are they actively encouraging piracy, or is all this just retaliation for the deaths of the two Indian fishermen who were unfortunately mistaken for pirates in February 2012? Although I believe that the two Italian marines accused of the accidental killing are still in custody in India awaiting trial; another case of dubious justice.

Handover period eats into six-on/six-off rest P

I would like to know the view of the Union on keeping six hours on/ off watches and compliance with the Hours of Work Regulations. The watch is obviously six hours and therefore will, theoretically, comply with regulations. However, it seems to be regularly overlooked that the bridge team is required to complete a handover that will commence around 15 minutes

before the watch starts. This means a solid six hours off, as required, is never a reality. I understand that questioning losing the combined half hour of rest per day may sound a little pedantic, however, these regulations specify a bare minimum rest period, and that just isn’t being provided. I wonder at the sum of cumulative half hours worked throughout the industry, in

contravention of the regulations, which go unreported in hours of rest declarations, to the beneﬁt of companies and detriment of the seafarer. I would very much like to see an hours of rest ‘Best Practice’ guide produced that will hopefully go some way to addressing the fact that some seafarers are made to work hours that will play a part in incidents despite being within the letter of

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the law. JAMIE LOCKE mem no 197861

Surely the British and American governments, if they had some real determination, could bring some serious pressure to bear on India to release these men. UK aid to India has already stopped, so that threat cannot be used, although incidentally one Indian official declared it was ‘just peanuts anyway’, despite having received over £1,000m in recent years. I do not know if trade sanctions could be used, but it should be worth considering. Perhaps, in desperation, the UK and the USA could use their port state control powers to detain a few Indian flag ships, though who knows where that would lead? Nevertheless, much more should be done by those with the power and authority to compel India to end this gross miscarriage of justice, not to mention the patent lack of common sense. J. BORE mem no 75240

Are Maersk’s ﬁne words backed by recruitment of UK crews? defence of UK seafarers put F forward by Maersk Line’s Head of UK

I was pleased to read the staunch

Nautilus senior national secretary Allan Graveson replies: six-on/six-off watchkeeping is injurious to long-term health, as studies of shift workers have demonstrated — with increased incidence of conditions such as heart disease, strokes, diabetes and cancer. The Project Horizon research provided incontrovertible and scientiﬁcally rigorous evidence of the degradation of performance of watchkeepers working 6/6 patterns — particularly in the 0000hrs to 0600hrs period. The M-Notice MGN 315 (M) states that the OOW shall ‘ensure that the vision of the relieving watch is fully adjusted to the light conditions’. MGN 357 (M&F) notes that a Marine Accident Investigation Branch report refers to research indicating that the period for dark adaptation is typically 10 to 15 minutes and that this ‘needs to be taken into account in determining the watch-keeping regime for the vessel’. It is therefore imperative — especially so if there were to be an incident — that true and accurate records can identify an effective handover and a signiﬁcant period for visual adaptation.

Shipping, Nigel Lehmann-Taylor (Your Letters, December 2015). It is refreshing to hear, at this time of job uncertainty and contractual renegotiations, of a manager who readily appreciates the benefits of employing British seafarers and engaging with the workforce in a proactive manner through well established and respected Partnership At Work schemes. Bravo Maersk Line! I wonder then, if Mr LehmannTaylor would care to share figures detailing how many British seafarers were serving with his company’s UK fleet prior to 2009 in comparison to the 428 serving onboard today? I am not sure that the figures would tally with his suggestion that Maersk Line continues to be a serious player within the UK seafarer’s job market. Certainly, in my experience at the company it would seem that the importance of British seafarers, their rights and the validity of the Partnership At Work framework is viewed with the same contempt as the UK fleet generally within Maersk Line. Today the UK fleet is a sorry excuse of its former self, though not through the actions of a succession of management teams who have failed to appreciate the skills, experience and heritage of the UK fleet and seafarers; obviously. Name & no withheld on request

tel: +44 (0)20 7880 6200 email: paul.wade@redactive.co.uk website: www.redactive.co.uk Although the Telegraph exercises care and caution before accepting advertisements, readers are advised to take appropriate professional advice before entering into any commitments such as investments (including pension plans). Publication of an advertisement does not imply any form of recommendation and Nautilus International cannot accept any liability for the quality of goods and services offered in advertisements. Organisations offering financial services or insurance are governed by regulatory authorities and problems with such services should be taken up with the appropriate body.

Incorporating the merchant navy journal and ships telegraph

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

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

17/02/2016 15:26

18 | telegraph | nautilusint.org | March 2016

YOUR NEWS

Remembering Royston Grange The story of a river tragedy

Pictured above is the Royston Grange memorial in Montevideo, which has been sent in by Nautilus member Captain John Cleaver to remind readers about the 1972 disaster and pay tribute to the 82 people who lost their lives. ‘I was sailing as third mate with a company called Trident Tankers at the time,’ recalls Capt Cleaver, ‘and am sure that no serving seafarer of that era

wasn’t aware of what happened. When I studied for my Master FG CoC in Hull there was a painting of Royston Grange in the students’ common room.’ Forty-four years on, the Royston Grange is still remembered in Uruguay, he adds. ‘I took the photos [of the memorial] while in Montevideo waiting to conduct an STS operation. At lunch with a colleague plus a Uruguayan guide, the

conversation gravitated to happenings offshore Montevideo — the scuttling of the Graf Spee and the collision between the Royston Grange and the tanker Tien Chee. Our guide told us there was a memorial to Royston Grange and would we like to visit it. Of course we said yes. We then drove to the British Cemetery to visit the memorial, which is well maintained and tended.’

Appeal for information: Captain David Lycett

On 11 May 1972, Houlder Line’s 7,113 ton Royston Grange was outward bound in the River Plate from Buenos Aires to London with a cargo of chilled and frozen beef and butter. Onboard were 61 crew, 12 passengers (including six women and a five-year old child) and the Argentinian pilot. At 0540, as she traversed the Punta Indio Channel in dense fog, she collided with the Liberian-registered tanker Tien Chee, carrying 20,000 tons of crude oil. The Tien Chee immediately burst into flames and a series of explosions rapidly carried the flames to the Royston Grange, where most of the crew and passengers were asleep. Although the Royston Grange did not sink, all 74 on board were killed. This is surprising since the Royston Grange had split accommodation, with the deck officers and passengers separated from the engineers and crew accommodation by a cargo hatch. The reason for this grim statistic seems to be that following what would appear to have been an initial fireball of vapour, the cargo of butter and the hold insulation ignited, resulting in an inferno which would have been impossible to survive. The Tien Chee also caught fire and eight of her 40

Nautilus member John Milner, A who sent in the winning entry in Congratulations to retired

My name is Rachel and my father was Captain David Lycett. Sadly, in 1986 my father was killed onboard the Saudi-flagged tanker Al Safaniya whilst sailing to Ras Tamurah. I know very little about my father’s career at sea except that he loved it and died saving his crew. It has taken me 30 years to come to terms with the loss of him and feel now is the time to find out what he was like as a sailor. I know my father initially trained in Dartmouth in the Royal Navy but decided he was a pacifist and wanted to go into the Merchant Navy. The Navy would not allow him to transfer his hours to the MN. According to my family, my grandfather took the Admiralty to court and won (how true this is I do not know). My father went on to work for

18_your news_SR edit 3.indd 18

T&J Harrison’s, Mobil and got a lot of his jobs through Silver Marine at Exchange Flags. I also know he studied at Byron St College for his First Mate’s certificate. I have had some luck in tracing some of his Mobil colleagues via seamen’s forums and also a chap he served with as a cadet on the Picardy. I would love to find some of the crew he sailed with on the Al Safaniya to find out what really happened that day, 1 May 1986. I have also applied to access his Naval records. g A captain I have met via a Facebook group suggested I contact the Telegraph to see if readers might be able to help. Anyone who can assist should email: rachelrachub75@ gmail.com RACHEL OWEN

g Acknowledgement: this article, by John Clandillon-Baker, first appeared in a 2012 edition of The Pilot, the journal of the United Kingdom Maritime Pilots’ Association. On The Pilot’s website, several readers have left comments under the article paying tribute to the lost crew members; to see these, visit www.pilotmag.co.uk and search for Royston Grange.

The memorial window in the church of All Hallows by the Tower in London commemorates the loss of Royston Grange and all the people onboard .

Cap badge competition

Competition winner: Geest Line, sent in by John Milner

Captain David Lycett, who lost his life in a 1986 Iranian attack on the Saudi-flagged tanker Al Safaniya

Chinese crew died, but the remainder, along with her Argentinian pilot, managed to abandon ship and were picked up by cutters of the Argentine Naval Prefecture. The report of the Liberian enquiry into the disaster concluded that the master and pilot of the Tien Chee, in an attempt to get enough water for her deep draught, had probably been navigating too far to the south of the channel. The report concluded that the officers of the Royston Grange were probably not to blame, although there may have been some human error in attempting to avoid the collision. Whilst finding that the master and pilot of the Tien Chee probably shouldn’t have entered the channel in the tidal conditions prevailing at the time, the report criticised the lack of maintenance of the channel. Subsequent analysis suggests that the Royston Grange had probably suffered bank rejection, causing her to shear towards the Tien Chee. With the Tien Chee navigating with minimum UKC, she was probably navigating in navigable mud and experiencing difficulty in steering, so, as the two vessels approached each other, the interaction forces would have been enhanced. As ships get ever bigger and operational windows are reduced, safety parameters are inevitably eroded, and the Royston Grange tragedy serves as a reminder as to how important an understanding of hydrodynamics is to safe ship handling.

Join the lively discussions on social media! Become a fan on Facebook, link to us on LinkedIn, visit www. nautilusint.org or follow us on Twitter

the Telegraph competition to find the best-designed cap badge in use today, in any merchant shipping company around the world. Mr Milner wins a signed copy of Heraldry of the Oceans: the Garb of the Merchant Seafarer, which explores the badges and uniform

insignia of days gone by. The book’s author Alastair Arnott chose the competition winner, and was very taken with the originality of Mr Milner’s Geest Line cap badge. ‘The surrounding wreath is simulated banana palm leaves,’ he notes, ‘and I think the photograph shows that some of the gold wire is of the “cheek” pattern to help enhance the form of the leaves. Both of these features are highly unusual to say the least.’ Acknowledging the high standard of the entries, Mr Arnott has also chosen a runner up: ‘the pristine Bombay-style master’s cap of Captain Charles Woodward.’ He adds: ‘I would like to thank all those who took part in the competition. I hope everyone had as much pleasure taking part as I did in selecting a winner.’

A selection of entries, from top: British Merchant Navy Bombay pattern, from runner-up Captain Charles Woodward; RFA, from Brian Luke; Moss Hutchison, from Ken Hunt; Brittany Ferries, a second suggestion from winner John Milner Left: the prize book, Heraldry of the Oceans, is available to Telegraph readers at the special price of £16 until 31 March 2016. Call Marston Book Services on +44 (0)1235 465 500 and quote offer code HPHeraldry

17/02/2016 12:22

March 2016 | nautilusint.org | telegraph | 19

NAUTILUS AT WORK

Together in tough times Nautilus has teamed up with other North Sea unions to form a new group to combat job losses and cuts in the offshore sector. DEBBIE CAVALDORO attended the launch event in Aberdeen last month…

The downturn in the oil price has had a devastating impact on jobs and conditions in the offshore sector. But jobs, skills and the very future of the North Sea are a ‘prize worth ﬁghting for’, Nautilus national secretary Steve Doran told Scottish media last month. Mr Doran was speaking at the launch of the Offshore Co-ordinating Group (OCG), an alliance between Nautilus, Unite, RMT, GMB, BALPA and the Scottish TUC, to coordinate trade union activity against job losses, pay cuts, unilateral changes to terms and conditions for workers and the reduction in safety measures in the North Sea. ‘We have a prize worth ﬁghting for and an amazing talent pool of citizens,’ he said. ‘The UK is a knowledge-based economy and we owe it to the experienced workers, and the next generation

Nautilus national secretary Steve Doran

of youngsters coming through, to ensure that the North Sea remains viable and a longer term sustainable paradigm is in place, taking into account the endto-end process and alternative diversification opportunities and decommissioning.’ Mr Doran added that companies had displayed a disappointing failure to pursue any sort of long-term strategy, which would be essential for the survival of the sector. ‘We are frustrated by the lack of resilience shown by companies operating in the sector,’ he added. ‘We can do better than this, and we are here to commit to working together constructively, fully cooperating with all stakeholders in pursuance of positive outcomes, including jobs, skills and a bright future.’ BALPA general secretary Jim McAuslan warned that the jobs being lost from such a highly skilled workforce will significantly impact on the safety of the industry. ‘A loss of 30% of the workforce is bound to have an effect on safety,’ he said. ‘Now is not the time to relax health and safety standards by sacrificing a highly skilled workforce for one with less knowledge of the dangers that exist when operating in the area. ‘The launch of OGC is an attempt to gain the attention of regulators, politicians and oil companies, and persuade them that while all eyes are on the economic impact of the oil price collapse, there is a more corrosive effect on attitudes to safety,’ he added.

‘Let us not be sitting here in two years’ time calling for a review because of a helicopter crash or an oil spill.’ Mr McAuslan also called on contractors to speak up about bullying practices of operators — arguing that it was clear that contractors would not be able to conduct safe operations within the budgetary constraints being set down by oil majors who were still making substantial proﬁts.

During the meeting the OCG presented its first ‘state of the industry’ report setting out steps to redress the burden of cutbacks which have so far ‘largely been felt by workers in the sector, whilst companies seek to maintain profit margins and shareholder dividends’. The report urges oil and gas companies to stop demanding cuts from contractors, which it says have a direct impact on jobs and safety, and says workers who have been made redundant or are at imminent risk of redundancy must be supported to find alternative skilled employment. ‘The economic benefits of the industry will not be maximised by undermining safety and job security or allowing the pool of skilled labour to evaporate,’ the study argues. Instead, a coherent plan for the future of the North Sea must be developed, addressing opportunities for standardisation and simplification, and for diversification — including renewables and carbon capture and storage — as well as developing a more dynamic approach to decommissioning.

Union representatives on the Offshore Co-ordinating Group

Unite regional organiser Tommy Campbell called on government and industry to take note of the report and join the OCG for an emergency meeting on the future of the North Sea. Only by working in partnership will a secure future for the industry be assured, he said. RMT national secretary Steve Todd pointed out that the OCG report notes the oil and gas industry supports around 375,000 jobs — but since the oil price started to collapse in summer 2014 at least 65,000 jobs have been lost. In fact, he added, the evidence suggests that the actual ﬁgure could be signiﬁcantly higher than this, and that the current cuts to terms and conditions have taken the sector back 30 years.

Mr Doran urged companies in the sector to listen to staff who had worked in the North Sea for a number of years, and had therefore seen previous downturns in the oil price. During a Q&A session, when asked what real effect members and their trade unions could have, Mr Doran recounted the experience of one member. ‘Where companies have turned to staff for suggestions, there have been successes,’ he said. ‘One member came forward to explain that his company used 300 different shades of yellow paint. There were clear efﬁciency savings to be made, which people sat in ofﬁces wouldn’t have realised. ‘If we work together we can do

OCG report urges action on crisis largely hidden from public view from the OCG states that the gravity of I the situation facing offshore workers is ‘not The first state-of-the-industry report

yet fully appreciated by politicians and the wider public’. It believes this to be especially true in terms of the effect that the fear of redundancy is having on health and safety as workers become reluctant to report actual and potential safety breaches. The report also raises concern over the use of three-on/three-off rotas involving 12-hour shifts, increasing fatigue risks, and the increasing use of non-UK seafarers being employed on terms below the UK minimum wage. The OCG identifies six priorities as the minimum required to provide a secure future for North Sea workers: z in order to halt and ultimately reverse the rapid race to the bottom in employment standards, employers must continue to

19_n.sea_SR edit.indd Sec1:19

abide by national collective agreements

z workers’ health and safety must remain

paramount — it is essential that operators, contractors and regulatory agencies work with unions to ensure reporting systems are operating fairly and efficiently and that workers are empowered to raise concerns and not disadvantaged by doing so z employment of foreign nationals on exploitative sub-national minimum wage contracts in shipping must end, as must the flagging out of helicopter transport — the Oil & Gas Authority (OGA) should have the power to set and police minimum standards z a coherent plan for maximising economic benefit from the North Sea must be developed. This should address opportunities for standardisation and simplification, and for diversification (renewables and carbon capture and storage, for example) as well as developing an approach to decommissioning which

seeks to maximise UK employment opportunities over an appropriate timescale z workers who have been made redundant or at imminent risk of redundancy must be supported to find skilled employment at similar rates of pay; this should involve properly resourced, targeted retraining opportunities z oil and gas companies should cease demanding cuts from contractors that have a direct and detrimental impact on jobs and safety — the OGA should be given powers to intervene to prevent such damaging abuses of market power The report says there is insufficient up-to-date economic and labour market data to paint an accurate picture of the impact the falling oil price has had on the Scottish economy. ‘The only data which can be reliably used at present is the claimant count, which has the advantages of being current

(December 2015) and reliable (drawn from administrative sources),’ the report adds. ‘However, it doesn’t include all those who are identified as unemployed in the ILO measure.’ ‘This data shows the discernible impact in Aberdeen City and Aberdeenshire and, to a lesser extent Highland, where supply chain activity is situated. ‘In this context the OCG is sceptical about the potential impact of the various announcements made at the end of January by both the UK and Scottish government’s around the City Deal.’ Instead the report recommends that ‘sufficient’ funding is made available to the sector to support: z excellent transitional skills training for all who need it z the collaboration and innovation on which government aspirations for maximising economic recovery depend

better. Better for members, better for companies and better for the industry,’ he concluded. STUC general secretary Grahame Smith said that the new group had the full support of the STUC, who would facilitate meetings and information sharing. ‘Through coordinating campaigns and policy development, the OCG will support the ﬁghtback on jobs, safety, and terms and conditions; and ensure that trade unions make a positive contribution to achieving the UK and Scottish governments’ objective of maximising economic recovery,’ he said. ‘It is essential that government, employers, regulators and agencies listen to the united voice of the offshore workforce.’

-100 -80 -60 -40 -20 0 20 40 60 80 A/deen City A/deenshire Angus Argyll Clacks D&G Dundee City E Ayrshire East Dun E Lothian East Ren Edinburgh Eilean Siar Falkirk Fife Glasgow Highland Inverclyde Midlothian Moray N Ayrshire N L/shire Orkney Perth & K Renfrewshire Borders Shetland S Ayrshire S L/shire Stirling West Dun W Lothian

Increase (%) in claimant count unemployment, Aug 14-Dec 15 Scottish local authority areas

17/02/2016 18:07

20 | telegraph | nautilusint.org | March 2016

MARITIME CAREERS

Never too young to plan for the future A

‘Dan works on a ship. What kind of job do you think he might do?’ Nicola Steer asks the class at Mayflower Primary School. ‘Pirate?’ pipes up one of the children… Nicola is a training and HR officer at DFDS and Dan Smith is a trainee marine engineer. They had teamed up at the east London school to help launch Primary Futures, a new UK scheme to broaden aspirations and bring learning to life, by raising awareness of the wide range of apprenticeships on offer today. Dan was one of the first apprentice engine ratings taken on by DFDS, and is set to qualify in September, two years after he began training. He was one of 30 apprentices from a variety of different sectors who came to the school — which is barely a stone’s throw away from the old East India Dock — to talk about their work. Primary Futures uses on-line matching technology to get anyone from archaeologists to zoologists to visit their local school and talk about their job to enthuse children about the opportunities open to them. The launch event at the Mayflower Primary was attended by the prime minister’s recently-appointed ‘apprenticeship tsar’, Nadhim Zahawi. The MP stressed the importance of the scheme in seeking to broaden the horizons of primary-age children, to help them see the links between their lessons and their futures, and to reduce gender-specific stereotyping. ‘It’s all about trying to provide the opportunity for children to know what is out there and to realise that their horizons are not as limited as they might think,’ he explained. ‘It’s at primary school age when you can begin to capture their imagination as many of us develop our idea of a dream job while we’re at primary school, and apprenticeships are a great way of achieving these dreams. ‘As the government seeks to hit the target of 3 million apprenticeship starts by 2020, school pupils should be aware of future options they have from a young age, so they’re familiar with the system and what the possibilities are as they shape their future,’ Mr Zahawi added. During the classroom visits, the children were encouraged to guess what jobs the apprentices were training for. Nicola showed the pupils pictures of ships and asked them to think of the work involved onboard. As well as the ‘pirate’ sugges-

After years as the poor relation to university degrees in the UK, apprenticeships are now back in the limelight. The government even wants primary school children to start thinking about them, and that includes marine apprenticeships...

INTERNATIONAL

Wanted: seafarers who can inspire Britain’s children word about Merchant Navy careers? K Then you should investigate Careers at Sea Would you like to help spread the

‘Apprenticeship tsar’ Nadhim Zahawi meets MN representatives Nicola Steer, Dan Smith and Fena Boyle

Many of us develop our idea of a dream job while we’re at primary school, and apprenticeships are a great way of achieving these dreams Nadhim Zahawi MP

“

”

tion, many of the children came up with ‘captain’ and one suggested ‘slaves’! Dan and Nicola described the important work done by engineers on ships and explained how they carry out repairs and maintenance on engines that are bigger than the children’s classrooms. Many of the pupils were clearly fascinated to hear about the training in firefighting, sea survival and first aid. Dan was asked questions about dealing with damage to a vessel and when to abandon ship. Nicola, a former navigating officer, told the children how seafarers live onboard ships as well as working on them

— and how the job can take you around the world. Afterwards, she said she was delighted that DFDS had taken part in the launch event. ‘As a company, we do a lot to help promote awareness of seafaring careers, although this is the ﬁrst time we have been to a primary school,’ she added. ‘I think it was great to bring together some of the classes that are taught at primary schools with real-life work and the apprenticeships available within the Merchant Navy.’ Dan, who was working in the construction industry before starting his MN apprenticeship, said he had enjoyed talk-

ing to the children and hoped that he would encourage young people to think about seafaring. ‘I really enjoy it,’ he said. ‘It’s all the stuff I like doing — making things, ﬁxing things and working with engines — and it’s always varied, with no day ever being the same.’ Fena Boyle, training and careers coordinator at the Merchant Navy Training Board, also attended the event, and was pleased with what she saw. ‘We all know the challenge of raising awareness about shipping and seafaring,’ she said, ‘so it’s great to have the opportunity to get in at such an early stage in the education process to spread the message.

Ambassadors — the careers advice scheme designed for serving seafarers to inspire young people. Backed by Nautilus and coordinated by the Merchant Navy Training Board, the scheme sends volunteers into UK schools and youth groups to tell young people about maritime careers and share their own experiences of life at sea. ‘We provide support to Ambassadors and aim to connect them to schools in their local area,’ says scheme coordinator Fena Boyle. ‘For those giving careers talks, there is an interactive presentation available to assist them, but increasingly we’re finding that schools are organising careers fairs and asking our Ambassadors to run a Careers at Sea stand.’ A new range of materials are available to Ambassadors, she adds, including leaflets and pens to hand out to the children. ’We can also send banner stands and red ensigns to certain events to help our Ambassadors stand out from the crowd.’ Ambassadors usually meet pupils in the 14-19 age bracket, but there have been some highly successful partnerships between volunteers and their children’s or grandchildren’s primary schools. g To find out more about volunteering as a Careers at Sea Ambassador, see www. careersatsea.org/ambassadors or contact Fena Boyle at fena.boyle@mntb.org.uk.

Nicola Steer and Dan Smith from DFDS talk to the Mayflower Primary School pupils in east London about life and work at sea

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March 2016 | nautilusint.org | telegraph | 21

MARITIME EDUCATION

Working out winning ways for Warsash Professor Graham Baldwin outside Southampton Solent University Picture: Paul Watts / PBWPIX

Southampton Solent University has ended speculation over the future of Warsash Maritime Academy (WMA) by announcing details of its new strategy to provide seafarer education and training. Under the plans, the university will sell off the upper section of its Warsash site, transferring the education and accommodation to Southampton. The specialist sea survival and fire-fighting facilities on the lower part of the site will be retained. The university says it is aiming to be ‘the global provider of choice for the maritime sector’ and while continuing its cadet courses, it will also be developing a range of new training packages for the shipping industry. The publication of the Maritime Strategy 2020 follows a review of the university’s provision which sought to make the most of its facilities to provide the best student experience, to offer value for money, and to maximise industry engagement and prospects. ‘The world of maritime education and training is changing rapidly and we must evolve to remain at the forefront of delivery,’ said Solent’s vice-chancellor, Professor Graham Baldwin. ‘Greater competition, uncertainty around the future of funding, and a requirement to respond to the growing needs and demands of the maritime industry means we must ensure a learning experience that consistently meets and exceeds expectations for maritime education and training,’ he added. Prof Baldwin said the decision to relocate some of the WMA facilities had been taken because of the ‘significant limitations’ of the current site. ‘The focus of our proposals will enable investment to further develop our maritime training and we will be in a better position to get a good return on investment by moving,’ he told the Telegraph. ‘It is all about growth,’ Prof Baldwin said. ‘The limitations of the site have been the challenge and we need to expand where we have the space and the capacity.’ The university says students starting at WMA this January will finish their programme of study there. ‘We will have a transition three-and-a-half

WMA classroom-based academic studies

21_warsash_SR edit.indd 21

years ahead, and it will be business as usual,’ Prof Baldwin promised. ‘We appreciate any relocation has its challenges but we will ensure that the transition will be carefully planned to minimise the impact on staff, clients, and ofﬁcer cadets and delegates.’ He said the university had consulted on the

Southampton Solent University is keen to make a strong case for controversial changes to its nautical school… The university’s new maritime strategy describes its aim to deliver all aspects of skills, training, education, professional development and research. It details measures to work with the industry and with international partners, and to ‘embed maritime across the university, guided by the new School of Maritime Science and Engineering’.

ships for the superyacht sector, as well as opening up access to higher education and developing degree apprenticeships. It is working with the Merchant Navy Training Board on plans to make the courses less prescriptive and more competency-focused. The strategy also commits to deﬁne and support career progression and professional development through to master’s/chartered status for senior personnel, both at sea and ashore. It also suggests that the university’s Superyacht Academy could be used as a model for training in other maritime sectors. ‘The Superyacht Academy is a very important part of the package,’ Prof Baldwin said, ‘and we are seeing increasing interest in it from abroad.’

Aerial view of WMA campus as it is now Picture: High Level Photography Ltd

proposals as the review was developed. ‘We have listened to the cadets and to the training companies, and what they have said to us is that Warsash Maritime Academy is a strong brand. We will maintain that brand by giving the ofﬁcer cadets a certain independence, with facilities that are for their exclusive use.’ Cadets will have their own halls of residence, but by being in Southampton they will have access to all the university’s resources, such as the library, sports, and catering facilities, as well as a new £31m teaching building.

It points to the potential to develop new courses and training programmes in the maritime sector. ‘Recent trends show the recruitment of functional specialists from outside the maritime industry in areas such as human resources and finance, providing an opportunity to develop provision for both ship-to-shore qualifications — including specialist maritime units in business-related qualifications — and professional education and training programmes,’ the document notes. The university says it will review the delivery of UK cadetships, including the development of cadet-

Southampton Solent has already established strong links with China, and the strategy suggests that this, and other overseas connections, will increase — with collaboration on teaching, research and consultancy. The document also outlines plans to offer Maritime Business as a franchise programme in Europe, the Americas and the Far East. Partnership opportunities will also be explored with the Royal Navy, to offer retraining for careers in merchant shipping or the shore-based maritime sector. And the university says it will work to promote maritime careers to young people. ‘We work very closely with industry, who regularly inform us of the challenges they face,’ Prof Baldwin noted. ‘We see this strategy as a chance to develop programmes and support that will fill the gaps and meet significant niches. ‘Our maritime strategy builds on our strengths while recognising the changes needed to respond to external challenges and opportunities,’ he added. ‘It outlines the steps we will take and the options we will explore to ensure that the ambitions and aspirations of our officer cadets, students, professionals, staff and clients drive and guide our actions in the years ahead. ‘We want to emphasise that this is all about investment, growth and development,’ he concluded. ‘We want to preserve and protect the Warsash legacy.’

WMA bridge simulation training

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22 | telegraph | nautilusint.org | March 2016

MARINE POLLUTION

Why are we still no cleaning up our act S

The shipping industry — and those who regulate it — must make radical changes in operational culture if levels of environmental compliance are to be raised and cases of seafarer criminalisation reduced. That’s the conclusion of a major research project produced by a Nautilus member as part of his studies for a Master’s degree with Lloyd’s Maritime Academy and Middlesex University. Chief engineer and marine consultant Roeland van der Linde said his thesis was produced in response to his seagoing experiences. ‘During my career I have encountered many difficulties in complying with regulations, knowing that you risk up to 20 years in jail,’ he added. ‘As chief engineer, I always like to leave my vessel in better shape than when I joined it — a rule which applies to my life as well. I want to leave the world a little better for my kids, and I hope this project will provide help for all stakeholders to find a better way of complying with environmental rules,’ he explained. Mr van der Linde said his research had been prompted by the many cases of seafarers being prosecuted for using ‘magic pipes’ to bypass oily water separators. ‘It was very clear that there is an urgent requirement for change in the environmental culture in the industry,’ he noted. ‘In the marine industry the focus is shifting from safety to environmental management,’ his report points out. ‘Many new regulations have appeared in recent years and the maritime industry needs to adopt these new regulations, but still stay profitable.’ However, as he notes in his study, while there has been an increased acceptance of the need to improve the safety culture, there have been ‘nearly no similar changes with regard to environmental culture’ — especially in areas where there is less media focus, such as north and west Africa. Many people may believe that these remote areas are not checked, he says, but this is not supported by evidence. ‘New environmental groups like Sky Truth are combining Inmarsat images with the satellite position signal of the vessel. They don’t prosecute, but use modern communication methods to highlight offending companies that can seriously damage business reputation and revenues.’ Looking at incidents such as the Deepwater Horizon disaster, Mr van der Linde contends that

A major research project carried out by a Nautilus member has concluded that the shipping industry needs to take environmental management more seriously. And better ‘green’ practices should help cut crew workloads and reduce the risk of criminalisation, he argues… staff turnover is a serious problem and is ‘one of the main contributing factors leading to lack of ownership and responsibility of the managers’. Mr van der Linde said that he has noticed many — often major — discrepancies in the environmental management process while working as a chief engineer and surveyor. ‘These discrepancies are often not identified during vessel inspections but their consequences are enormous,’ he added. During his research, Mr van der Linde questioned shore-based managers in a range of shipping companies about their environmental management systems and procedures. He found that many managers were concerned about knowledge levels in their organisations — and notably that many seafarers are not sufficiently trained to adapt to the rapidly changing environmental requirements. Many also admit that there are shortcomings in the performance of environmental equipment onboard their ships. Feedback from seafarers showed that many are reluctant to report such equipment problems because of the potential consequences — including insufficient time to resolve the problems, the vessel having to stop operations and even the fear that they will not be rehired if they bring deficiencies to the attention of management. Mr van der Linde said vessel audits had identified some common shortcomings in safety and environment management systems. Manuals are often copied from other shipping operators — sometimes leading to potentially dangerous mistakes or omissions being repeated. Other common problems included poorly functioning sewage plants and discrepancies with associated planned maintenance systems. Similarly, the report states, in-depth testing of the oily bilge water separators with the 15ppm oil water monitors on six ships found that only

A ‘whistle-blowing’ oily waste message from a crew member onboard the Greek-flagged ship Iorana led to a $4m fine for the vessel’s managers Picture: US Coast Guard

one old vessel with a new, retrofitted unit, was in compliance. All bilge water separators were fitted after 2005, meaning that they should have complied with the inboard test run requirement. ‘On the newest vessel the bilge water separator was filled with fresh water to deceive the port state inspectors. This is a clear obstruction of justice and is good for some jail time! Not to mention a seven to eight digit fine for the operating company.’ Checks also showed that none of the oil record books were in compliance with the regulations — revealing shortcomings in inspection, training and communication at all levels. The situation was even more worrying when all the vessels were found to have up-to-date class and flag certification status.

The study also found poor standards of administration of refrigerating gases and mixed levels of compliance with ship energy efﬁciency management plans. And while garbage was ‘nicely separated’ on all ships it always ended up in the same skip ashore — to the great frustration of the crew. ‘This process indicates a paper exercise to comply with rule and regulations,’ the report states. ‘No initiatives were found by the operating companies to correct this or to act and check the cycle in their MARPOL-class approved vessel garbage management plan.’ Inspections of other MARPOL requirements, such as bunkers, NOx, CO2, and SOx emission requirements, showed shortcomings on most of the vessels. ‘The lack of environmental reporting related to ISM requirements indicates a general industry culture of blame, covering up and cost savings to the detriment of the environment,’ the report notes.

22-23_spread_SR edit.indd 22

Mr van der Linde said there was no correlation between the age of the vessel and the scale of the shortcomings — but there was a clear correlation between the levels of motivation and the degree to which the master and chief engineer had embraced a positive environmental management culture. ‘There is also a correlation between the points of the audit and the time that the staff ofﬁcers are serving on the vessel,’ the report states. ‘On the best pointed vessel, the chief engineer and master were serving for more than eight years. On the worst vessel the chief engineer was hired via an agency and was there for three trips of four weeks and will move to a different vessel on his next voyage.’ He assessed these practices from the perspective of the ISM code and ISO 14001, and compared them with the systems used in the airline industry and in medicine. His report points to evidence that masters and ofﬁcers are extremely concerned about the potential for being prosecuted as a consequence of MARPOL-related offences — especially in the United States. Standards are also improving in the Mediterranean area, where some state authorities

A SkyTruth image identifying a 92-mile slick off Congo and Angola Picture: Google maps

are increasin increased pe operating co It is also im blower’ laws Guadalupe in for a whistle the fine paid the unlawfu ‘While not w is imperative their senior to protect fraudulent e blowers,’ Mr The study from this p the ‘just cult industry. Th reporting e with regula recognising t unsafe huma activity. Creating lessons to b ‘People are le about their o or hazards if or prosecute prevents the informed of His report to improv processes — ‘check’ and ‘a internal gap office — whi based on the The audit worst vessel should be ad environmen Linde sugge develop man Class Notatio The manu planned ma checks to en addressed an ‘When manu vessel-specifi workload red remarks are states. Mr van de provide a bl meet their to help avoi Improved co can generate as well as inc ‘Lack of managemen million do companies, for vessel c wish to surv world, you n effective, env

g Mr van de of experienc help to move methods to driven envi contacted at

17/02/2016 18:15

March 2016 | nautilusint.org | telegraph | 23

MARINE POLLUTION

ot ct?

How can seafarers reduce the risk of heavy legal and financial penalties for falling foul of MARPOL Annex I? CHRIS DYSON, a partner and marine engineer at Brookes Bell, offers some suggestions… under MARPOL Annex I is changing. L Reckless actions by a minority of shipowners

The outlook for oil pollution prosecution

reasing the number of inspections and ed penalties are being used to part-finance ng costs. also important to consider the US ‘whistlelaws, he says. The case of the tanker upe in 2004 generated the largest reward histle-blower — a record $US 2.1m — half e paid by the company — for disclosing awful practices that led to a conviction. not wanting to prevent genuine cases, it rative that both shipping companies and enior seagoing employees are prepared tect themselves from fabricated and ent evidence being used by whistle,’ Mr van de Linde says. study argues that shipping should move his punitive atmosphere and embrace t culture’ approach used in the aviation y. This concept is based on an open ng environment within organisations, egulators and investigation authorities sing that only a very small proportion of human actions are deliberate or criminal ting such a culture enables vital safety to be shared, Mr van der Linde said. are less willing to inform the organisation heir own errors and other safety problems rds if they are afraid of being punished ecuted. Such lack of trust of employees s the management from being properly ed of the actual risks.’ eport sets out a series of recommendations mprove environmental management es — following the principles of ‘plan’, ’do’, and ‘act’. Companies should start with an l gap analysis audit — on ships and in the — which should be done by a specialist and n the practical side of compliance. audit point system should identify the essels in the fleet, and their problems be addressed first as they offer the biggest mental and economic gains, Mr van der uggested. Audit findings can be used to management manuals to follow Clean otation and ISO 14001 requirements. manuals need to be incorporated into the d maintenance system, with follow-up to ensure the audit points have been ed and the commercial benefits identified. manuals are correctly set up and made pecific, they create an administration d reduction for the crew and inspection s are reduced considerably,’ the report an der Linde said he hoped his study would a blueprint for shipping companies to heir environmental responsibilities and avoid the criminalisation of seafarers. ed compliance with ‘green’ regulations erate significant savings, he pointed out, as increasing safety standards. of compliance with environmental ment regulation can result in multidollar claims against operating nies, and up to 20 years’ imprisonment sel crew,’ his report concludes. ‘If you survive as a marine company in today’s you need to adopt a proper, but also coste, environmental management process.’ an der Linde would like to share his years rience and his final project. He is willing to move companies from ‘just compliance’s to a more cost-effective commitmentenvironmental approach. He can be ed at: info@ShipsTechnoExpertise.com

22-23_spread_SR edit.indd 23

and rogue crew, combined with industry-wide pressure to increase environmental standards, have triggered renewed efforts to secure increased levels of compliance — with flag states, port authorities and national and state authorities all developing new measures to identify and prosecute non-compliance. In the US, these measures include a whistleblower policy that pays crew members large sums in exchange for reporting MARPOL Annex I breaches. Under the policy, seafarers have been offered the equivalent of an entire retirement fund for providing information that has led to the successful prosecution of non-compliant ship owners and operators. In many cases, payments have been made in spite of owners questioning the veracity of evidence against them. However, crew members should bear in mind that shipowners have successfully defended such cases where the whistle-blower’s evidence has proved to be inaccurate, which is viewed dimly by the relevant authorities. While the potential rewards of MARPOL Annex I whistle-blowing in the US are clear, seafarers should remain mindful that regulators are taking a carrot and stick approach to MARPOL Annex I enforcement. In fact, the ‘carrot’ rewards for reporting polluters are contrasted by equally substantial ‘stick’ punishments for those found to be non-compliant, with prosecuted polluters facing heavy personal fines and even imprisonment. On top of these personal consequences, affected shipowners also face severe consequences, including fines which can reach tens of millions of dollars, further loss of earnings due to vessel time spent off-hire and considerable reputational damage. Given the significant punishments resulting from MARPOL Annex I breaches, some may understandably question what motivates non-compliers to pollute. In answering this question, it is important first to contextualise the type of pollution discharges that are liable for prosecution under MARPOL Annex I. It may come as a surprise to some that no matter the size of the pollution discharge, and regardless of whether it is deliberate, inadvertent or caused by poor risk management, all instances are liable for prosecution under MARPOL Annex I. Cases of deliberate non-compliance by rogue crew members remain an all-too common occurrence in the shipping industry, with surreptitious actions often carried out under the pretence that reducing quantities of waste liquids onboard is easier using illicit means. One of the most prolific methods of non-compliance is the so-called ‘magic pipe’, which may involve a surreptitious change to a ship’s oily water separator system, or other ship’s piping, allowing untreated waste liquids to be discharged directly overboard. Despite widespread awareness of, and prosecution resulting from, this practice, operation of illegal systems continues. In some cases, shipowners are complicit, while in others, they are oblivious of the crew’s actions until non-compliance is discovered. No matter which individuals are involved, the key point seafarers, ship owners and operators should remember is this: in the event of prosecution for intentional pollution discharge under MARPOL Annex I, P&I clubs have the

Marpol Annex I risk management survey

Know the risks and plan for the worst option to walk away from the incident, leaving the owner and crew exposed to the considerable financial impact of prosecution. In such incidences, prosecution under MARPOL Annex I is potentially one of the most costly uninsured liabilities in today’s maritime industry. Aside from deliberate MARPOL Annex I breaches, other less systematic methods of noncompliance exist, including lack of experience in operating compliant systems, mistakes triggered by communications breakdown or tiredness and fatigue and incorrect function of oily water separators and/or oil content monitors. MARPOL Annex I breaches into account, L the messages to seafarers are clear. Firstly,

When taking all of the above examples of

adopting intentional illicit ‘short cuts’ to reduce liquid waste quantities onboard is not a risk worth taking, against a backdrop of severe punishments and a potential uninsured liability. Secondly, as a seafarer, being committed to rejecting intentional MARPOL Annex I breaches may not be enough, if those onboard the affected vessel fall foul of inadvertent breaches, or those caused by poor risk management. In fact, it is entirely possible for seafarers to suffer some of the consequences of MARPOL Annex I breaches prior to a conviction. This is because, in the event of a suspected pollution discharge, the ship and its mariners can be detained and held for long periods while the incident is investigated. Furthermore, MARPOL Annex I breach investigations may also impact the affected vessel’s wider fleet. Even a nonpolluting vessel may be investigated when operating in the vicinity of a polluting ship or by simply passing through a slick at sea. All this means that the possibility of pollution, or allegations thereof, cannot be eliminated. However, the good news is that, with the right risk management strategy, this can be managed and reduced. If summoned to court over a suspected MARPOL Annex I breach, the onus is on the shipowner and crew to prove their position.

Put simply, in order to secure an acquittal, the accused must physically present evidence to disprove claims against them in order to be exonerated. As a result, many owners are using preemptive risk management strategies in order to protect themselves from MARPOL Annex I breach allegations. This risk management counsel, while widely available within the shipping industry, varies significantly in terms of quality and levels of service. As a rule of thumb, when selecting risk management counsel, shipowners and crew need to bear in mind that any risk management strategy is meaningless unless the evidence collected during assessments is sufficiently robust to categorically disprove MARPOL Annex I breach allegations. In practice this means that a risk management strategy should not only help seafarers maintain effective pre-emptive MARPOL Annex I anti-breach measures, it must also document and record them with sufficient detail to satisfy authorities in the event of a suspected pollution incident. For example, as well as physically restricting the ability to manipulate overboard valves, pipelines, the oily water separator and oil content monitor, sound risk management should also involve the verification of these preventative measures. For accusations of intentional discharge, the need for robust policy and procedures with adequate measures for recordability and traceability is even more important. For example, in cases where a rogue crew member has caused a breach, the incredulous shipowner must satisfy its P&I club that it has taken all reasonable measures to avoid intentional discharges in order to increase the likelihood of maintaining insurance cover for the incident. MARPOL Annex I is a key regulatory driver supporting the delivery of the shipping industry’s environmental aspirations. As efforts continue to ‘clean up’ vessel performance, so too will efforts to clamp down on polluters. Seafarers whose illicit activities have eluded

authorities in the past should be advised that the risks and consequences of MARPOL Annex I breaches are increasing, and that those who are prosecuted in court could lose the support of their P&I club. While this cautionary tale is only applicable to the minority, MARPOL Annex I supporters should be mindful that practicing correct policy alone might not be enough to disprove allegations and secure exoneration. That is why it is essential to choose professional, honest and integral technical risk management counsel that delivers both the tools to maintain compliance and the documentation to prove that sound procedures are in place. While it may be hard to quantify the value of such in-depth risk management counsel in day-to-day operations, investing in the right advice is preferable in comparison to large unplanned fines and associated costs.

About the author Chris Dyson is a partner and marine engineer at Brookes Bell, a multi-disciplinary consultancy that provides independent and technical MARPOL risk management counsel. Brookes Bell’s services include both pre-emptive risk management strategies and reactive technical counsel for those faced with prosecution.

17/02/2016 18:15

24 | telegraph | nautilusint.org | March 2016

MARITIME WELFARE

Helping mariners find help The UK welfare service Seafarer Support has more than 50,000 reasons to celebrate as it expands its work for maritime charities…

Where do you go if you need some specialist assistance? Seafarer Support — the central point of contact and referral service for the UK maritime charity sector — is the answer, and the service has just passed a series of important milestones. Its niche, multi-channel referral service — which includes an award-winning online search engine, the Maritime Charities Welfare Guide — has witnessed well over 50,000 searches from the Merchant Navy (53,310), Royal Navy (12,994), Royal Marines (5,067) and the ﬁshing communities (11,039).

And its free helpline has received more than 4,000 calls from people seeking help or advice on welfare issues. These not only include calls from within the maritime sector but also from non-maritime organisations such as social services. Seafarer Support is managed, on behalf of the sector, and partfunded by the Merchant Navy Welfare Board (MNWB) in partnership with Seafarers UK, Trinity House and the Royal Navy & Royal Marines Charity. It was created as a result of recommendations made in the 2009 report Supporting seafarers and their families: challenges for

the future. The report, commissioned by the Maritime Charities Funding Group (MCFG) — now known as the Maritime Charities Group (MCG) — called for improved collaboration and coordination between maritime charities. It also recommended ‘a shared signposting function to provide information to applicants about sources of support and pass enquiries to appropriate charities and other organisations’. It underlined the importance of increasing the awareness and outreach of nautical charities, both inside and outside the UK maritime community.

The Seafarer Support welfare team Sally Oliver and Louis Furber raise their glasses to celebrate the success of the scheme

‘Life is complex, and this is reﬂected in the number and range of welfare providers and services available to those in need,’ says Captain David Parsons, MNWB chief executive and a former chair of MCFG. ‘There are around 150 charities providing a plethora of welfare support services to the UK maritime community. As a result, the MCFG report recognised that a multi-dimensional, collaborative approach with improved, shared information was needed to better help resolve welfare concerns. ‘Seafarer Support enhances welfare support by providing a valuable referral and outreach

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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service to seafarers and their families who are looking for help and guidance,’ he added. ‘We are continually concerned that too many within the maritime community, particularly those living outside port areas, may be slipping through the charity net. The service strives to close these gaps and is committed to raising the proﬁle and improving access to the entire UK maritime charity sector.’

Seafarer Support started as a website and free telephone helpline, but it was soon realised that a more proactive, innovative online approach was required to improve communication and engage with modern information technology. To that end, a search engine was created. This online guide had an immediate, positive impact on the usage of the service, offering a simple-to-use alternative method for clients to contact and search for help. It afforded users the ﬂexibility to choose when to make an enquiry, as well as how much information they wanted to share with welfare staff without feeling under any pressure. The search engine continues to take Seafarer Support from strength to strength. ‘Welfare enquiries can often cover a multitude of welfare categories and the online guide was created to improve communications and provide a simple, alternative method of putting those with welfare needs in touch with the maritime charities best suited to help them by the quickest means possible,’ says MNWB deputy chief executive Peter Tomlin, who came up with the idea and helped design the search engine. ‘We needed to ensure that our service provided enhanced welfare support and did not adversely impact on the effectiveness or autonomy of the charities involved, which we are pleased to say has been achieved,’ he adds. ‘Prior to the launch of Seafarer Support there was a lot of confusion about where to start looking or who to approach for help, whether it was for ﬁnancial,

emotional or practical support,’ says MNWB welfare manager Sally Oliver. ‘The central point of contact is an invaluable tool to help people source help from the most suitable charity or charities in the least labour-intensive manner. ‘It gives people choices by allowing them to search online for themselves or others and, alternatively, if they prefer to speak to someone in person they can call us for free on the helpline,’ she adds. ‘Our service has enabled clients to be put in touch more quickly with other charities, and [armed forces charity SSAFA are using it as a tool for their caseworking when visiting clients as well as sourcing alternative methods of support.’

The new Seafarer Support website

Although the funders and operational team are pleased with the progress of Seafarer Support, they are not resting on their laurels. The service is being expanded to raise even more awareness of maritime charities, particularly in the non-maritime sector, and continues to move forward with plans to participate in various high-proﬁle charity events. Seafarer Support has already attended the British Association of Social Workers conference and will attend ‘The Gathering’ of Scottish charities in Glasgow. In addition, the online search engine has undergone a total redesign to optimise use on tablets and smartphones. Depending on usage, Seafarer Support will also consider the production of IOS and Android Applications in the future.

17/02/2016 16:13

March 2016 | nautilusint.org | telegraph | 25

MARITIME SAFETY

Sensing a need for repair I

Is there a more effective and more efficient way to carry out ship inspections? That’s the question being addressed in a three-year research project that seeks to improve maritime safety. The €3.6m European Unionfunded Safepec programme aims to create a ‘more rationalised and harmonised approach’ to checking ships — by developing a risk-based inspection model and utilising sensors to improve condition monitoring. Researchers suggest that embracing a risk-based inspection system will help to promote proactive safety based upon the analysis of accident data, nearmiss cases, deficiencies and nonconformities. The good news for seafarers is that the project partners promise that the risk-based checks will not only improve the safety of ships, but also reduce the number of inspections needed and the time taken to carry them out. The project got under way in October 2014 and its partners include three universities, the Portuguese technology company Glintt INOV, the information products and services group IHS, the classification society DNV GL, the Norwegian marine technology research institute Marintek, and the structural dynamics department of the Dutch research institute TNO. Rainer Hamann of DNV GL said inspections are crucial for owners, flag states, port state control authorities and classification societies to verify that a vessel is complying with rules and regulations, and to determine the need and scope of maintenance and repair work. However, he noted, the challenge is that each stakeholder has its own inspection method depending upon its role in the vessel operation. Therefore the focus of inspections varies considerably, and Safepec is seeking to provide industry and regulators with a more rationalised and harmonised framework for checking ships. Risk-based methods are gaining more and more importance in industry, Mr Hamann said, although their use in shipping has so far been mainly applied in the context of design and approval, and there will be a challenge in integrating the approach within the existing regulatory framework. Adopting the techniques will not only help to improve inspec-

Could ‘e-inspections’ deliver safer shipping? ANDREW LININGTON reports on a European research project which is looking at ways to create a new system of vessel checks based on real-time information and risk analysis…

Sensor-based monitoring may be more reliable than traditional inspections, the researchers note, as it enables checks to be made on areas of a vessel that are hard to reach and where low visibility makes it hard to spot problems such as corrosion, fatigue and deformation. The project team say they are keen to work with the industry to ensure that Safepec delivers practical and realistic programmes. Researchers have interviewed classiﬁcation societies and tanker, bulker, containership, LNG carrier and ro-pax ferry operators to build a clear picture of inspection requirements and practices.

The P&O ferry Pride of Rotterdam has been used to test ways of monitoring and measuring coating loss and corrosion Picture: John Jones

tions, but also the planning processes for maintenance and repairs, he suggested. By focusing on sensitive, highrisk areas onboard, inspections will be made more efﬁcient and effective — giving better early warnings of possible safety shortcomings by enabling inspectors to identify what sort of structural or equipment problems are more likely to occur, and in which part of the vessel.

“

Sensors allow checks to be made on areas of a vessel that are hard to reach or have poor visibility

”

The Safepec project is developing the risk-based framework on the basis of vulnerability, inspection, consequence and causes models, with generic scenarios for ship failures. This has drawn on data from scores of accident investigation reports and port state control inspections, and researchers are aiming to produce a software prototype that will enable the mix of different data sources to be integrated and interpreted in a coherent way. Data analysis has been used to identify the underlying causes of significant accidents and focus on the identification of their consequences. It has also been used to produce ‘bow tie’ diagrams for the identification and management of risks. The project has sought feedback on such issues as standards of construction, inspection and certification, as well as flag state and classification society performance. Researchers say they are seeking to move inspections towards an assessment of the structural ‘health’ of ships by increasing

information from sensors and electronics about the structure, machinery or electrical components. Continuous monitoring of the ship system, with regular access to the derived information, will reduce the need for ship operations to be disrupted while checks are carried out, they point out. The project has examined such systems as corrosion measurement by coating condition assessment, fatigue measurement by load comparison, and decision support by combining inspections, monitoring and risk

models. Concepts for coating condition monitoring and remote data acquisition systems have been tested on a vessel and the results have been used to design a system for testing on another, larger vessel. One area of particular focus has been hull structure failure initiated by a loss of coating, and real-life tests of corrosion measurement have been carried out in the forepeak tank of the P&O ferry Pride of Rotterdam, while fatigue load monitoring has been undertaken onboard the Dutch cargoship Flinter Rose.

Research results have also been discussed at industry working groups — the most recent being held in London in January — and a reference group has been asked to evaluate work on causes and consequences analysis of maritime incidents and on the developed generic scenarios for ship failures. Mr Hamman said the adoption of the risk-based approach should help the early identification of ships with an increased risk as well as the elements causing the increased risk. ‘By considering different inspection techniques and their effectiveness, the risk models will be a key step in finding the optimal inspection strategies,’ he added. ‘This includes answering questions such as what inspection coverage and frequency is optimal, which parts of the ship should inspectors focus on and are novel sensors economically efficient?’ Ultimately, Safepec is posing the prospect of what it terms ‘the ship inspection of tomorrow’ — an enhanced programme that could enable ‘e-inspections’ with the vessel condition being remotely monitored, its future condition forecasted and the failure probability being defined.

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www.stc.ac.uk Researchers suggest remote monitoring may be more reliable than human checks on hard-to-access points onboard ship

25_e-inspections_SR edit.indd 25

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17/02/2016 16:13

26 | telegraph | nautilusint.org | March 2016

MARINE MANAGEMENT

Embrace the new reality! A former seafarer who now heads one of the world’s biggest marine equipment firms has made an impassioned call for a radical rethink of the role of the shipmaster…

Frank Coles, chief executive of Transas

The roles and responsibilities of shipmasters need to be radically overhauled to reflect today’s operational realities, the head of a major maritime equipment firm has warned. Frank Coles — a former Merchant Navy officer who is now chief executive of the Irish-based firm Transas — told delegates at the Simulation User Conference in Singapore that traditional shipboard roles and hierarchies are outdated. Announcing details of the newly-established Transas Academy — which aims to better harness new technologies to STCW training — Mr Coles said it was time for fresh thinking on ways to operate merchant ships. He warned that seafarers face ‘incredible pressure’ in the workplace. ‘The level of burden upon the ship officer is at an all-time high, yet nothing has truly changed in terms of the alleviation of the burden, or the level of responsibility or the style of management,’ he argued. The ‘game-changing’ opportunities offered by ECDIS and e-Navigation may not be achieved for

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26_transas_SR edit.indd Sec2:26

On the bridge

some time without significant attitude changes, Mr Coles warned the delegates — who included almost 400 maritime simulation and training experts, regulators, suppliers and maritime administration representatives from at least 50 countries. Mr Coles said the traditional shipboard and shore-side structures appear to be an anachronism when viewed against the reality of operations – and they are often used as an excuse to criminalise the seafarer. ‘Accountability should really follow empowerment and a change in attitude to responsibility is maybe overdue?’ He suggested that there is a strong case for the amalgamation of ship-to-shore operations — warning that the advent of technological ‘big data’ on top of the torrent of regulatory requirements threatens to create ‘an overload on the single point of failure, the master’. Continuing without change is ‘insanity’, Mr Coles contended, pointing out that Einstein had defined insanity as doing the same thing over and over and expecting a different result. ‘The mariner of today is essentially being asked to manage big data, stay focused on critical items, be a diplomat in port, be assertive against office pressures, and manage stress with the increased workload. It sounds like being a chief executive, but without the management team to share the load of the business plan. It seems to me that it is impractical, irrational and simply nonsense to have the same legal responsibility framework. ‘While the load can be reduced with technology, automation, alarm management and electronic forms are not the answer alone,’ Mr Coles warned. ‘The environment and attitude must also change. Essentially the ecosystem must change. ‘Some more progressive shipping companies recognise the ability to help the ship, but they are still forced to work within the same framework. We are in a dynamic where remote management, remote teams and, worse, remote pressure on the ship is more pervasive. This is not to say in some cases the master should not have the final say, but it should be done as an empowered team.’ While some companies are introducing fleet resource management, he argued that many are not doing it in a structured way and do not have the tools or the training to execute it properly. The law will also need to be changed to enable proper shared resource management, he added. Too often, ships’ officers are simply moved into shore management jobs with no formal training to handle the different environment. ‘If we are to have a successful transition to the new reality, we should consider how to train the new team — the fleet resource team — and empower the master, but also provide training on working together,’ Mr Coles told the conference. ‘Without empowering an attitude and introducing team training, the result will not change.’ Legal liability should match everyday operational practices, and day-to-day fleet resource train-

ing should replace some of the bridge resource training, he added. ‘This does not mean in all circumstances, but those where it is possible to have a joint operational capability. In this picture, it is also possible to have some administrative tasks done ashore. The ﬂeet management ecosystem will reduce the administrative load on the ship.’ Mr Coles said ships and seafarers are becoming increasingly connected with the wider world. ‘Cheaper and faster communications, with the explosion of social media have all added to change of life onboard,’ he said. ‘The maritime reaction to it in some cases, is that we have to control access. Connectivity is a right, and it opens doors to the future and we should embrace it. However, it does lead to more data, more access to the ship and more of everything.’

Technology isn’t enough to reduce the increasing load on masters

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Transas is aiming to address these issues with its Harmonised Eco System of Integrated Solutions (THESIS) — a system that aims to take seafarer training to the next level, Mr Coles said. It has been designed to help ship operators embrace fleet resource management, and to bring in stakeholders such as the ship operations office, training centres, and ‘a properly created ship traffic control environment’ in a system that allows them all to work together. ‘As we move forwards in the industry, especially with change, training is core for an effective navigation, safety and operations environment, with competent staff, both on the ship and ashore, he added. ‘The core competence of the future operators will include appreciating the interaction, and fleet resource team management, with the office and with the traffic control.’ It is no longer enough for seafarers to come ashore without some form of skills training, and attitude adjustment, he concluded. ‘The attitude adjustment is both in the individual but also in the industry towards the role of the operators. A seagoing certificate will not qualify one for the new environment and multi-discipline training should be arranged.’

17/02/2016 18:22

March 2016 | nautilusint.org | telegraph | 27

MARITIME EDUCATION

Well-engineered faculty The next step in the expansion of marine engineering training at Fleetwood Nautical Campus is under way. Curriculum m manager BRADY HOGG explains what it will mean for the college and its trainees…

It’s celebration time at Fleetwood Nautical Campus as the eagerly anticipated Marine Engineering Centre (MEC) starts to take shape. Once open in September 2016, it will house a wide range of marine engineering equipment and resources — adding to the already impressive suite of modern maritime education facilities. Fleetwood has always shown a strong commitment to keeping this provision at the forefront of technology and with an ethos and atmosphere that is wholly seafarer related. And within the next few years, Fleetwood Nautical Campus is set to become the largest solely-dedicated nautical training centre in the country. Until September 2011, the focus at Fleetwood Nautical Campus — which is part of the Ofsted Grade 1 Outstanding Blackpool and The Fylde College — was exclusively on deckside officer education and offshore training, with the two resident Schools (Maritime Operations and Offshore Operations) building an enviable reputation. In that year, the campus — supported by shipping companies and cadet training providers — began a carefully planned journey to bring marine engineering into the fold. This started small, with just 20 foundation degree cadets, significant support from the main college engineering school and a rented workshop. That first cohort completed their

programme in 2014, with 100% of the students achieving a distinction at the first attempt — unheard of, and a testament to both students and the dedication and skill of the teaching team. That was followed by a 93% first-time pass at orals, rounding off an incredible first cohort result. Subsequent groups have lived up to the trail-blazing first cohort with a rolling success rate in distinctions of 93% and first-time oral success of 96%. This success has bred confidence and aspiration both within and outside of the campus, leading to the investments that are now becoming clearly apparent. t. Last year saw the launch of the college’s Advanced Technology Centre — £13m of high quality, state of the art equipment and machinery. Here the maritime students learn the basics of their trade — hand skills, lathe work, welding and fabrication — all set in the most modern of training and educational facilities. And now, in 2016, ground has been broken to start the MEC building project. This purpose-built facility will become the focal point of the marine engineering provision. It will house a whole range of marine engineering equipment and resources, a mediumspeed engine, purifiers, pumps, electrical installations, refrigeration and so much more ship-related machinery and equipment.

What the £1.2m Marine Engineering Centre will look like when it opens in September

Students Stud Stu St dents dent ts at Fle Fleetw Fleetwood’s l etwood ood’ d’s Ad Advanc Adv Advanced anced d Tec T Tech Technology echno hnolog hnol logy C Centre, entre ent tre re, wh where here e th they hey y lea learn learn rnsuc such suc h skil hs sskills kills kil ls as lat llathe lath athe he wor work work, k, wel k, weldi welding ldin ding ga and nd fab fabric fabrication ricati ation

Open working spaces on a mezzanine deck will allow teaching and demonstration to take place within the atmosphere and backdrop of a facility which echoes the very environment that these future engineers will ﬁnd all-too familiar.

The integration of deck and engine education and training is key to the campus ethos and will continue. Where possible, classes are freely mixed to encourage and support cross communication between the disciplines, building on the human element, leadership and management skills that were introduced in the first week of induction at the cadet development courses. The ability to maintain a nautical home is incredibly important to the development of the trainee officers, this being the very first stage of creating a focused, purely maritime, crew. The MEC is due for completion in June 2016 at a cost of £1.3m and will be ready for the new September 2016 intake to the campus. In five short years the marine engineering provision has grown from a single foundation degree programme

to an extensive set of programmes, with even more to come. The main programmes achieved thus far include: z L2 Performing Engineering Operations z L3 Diploma in Shipping and Maritime Operations (Engine) z HNC Marine Engineering z HND Marine Engineering z Foundation Degree Marine Engineering z Engineering Ofﬁcer of the Watch (EOOW) preparation

These new facilities are “ bringing what is already an

excellent training establishment into line with, and even ahead of, other establishments — they’re providing new opportunities and I have no doubt that FNC will continue to improve for many years to come Helen Astle Trinity House

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27_fleetwood_SR edit.indd 27

Preparation z High Voltage (Operational) z Crew Resource Management z Bespoke simulation training z Engineering ofﬁcer refresher

training Due to commence in 2016: z High Voltage (Management) z IMO 2.07 Simulation gFor further information contact:

Brady.Hogg@blackpool.ac.uk

What the students say:

The introduction of the MEC, with new up-to-date machinery, will advance our learning opportunities tenfold. A much more advanced experience and knowledge base can be built by cadets throughout our college time, preparing us for our future as marine engineers Sean Ellis Princess Cruises

The £13m Advanced Technology Centre, which opened last year

z IAMI EOOW Engineering Knowledge

The ATC is a great facility to learn in and a massive step-up from the previous workshop. It is a great learning environment. The machines are all brand new ... having huge windows and more

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room makes a big difference Jack O’Leary Royal Fleet Auxiliary

“

The new ATC is a much nicer environment to work in. There is more space and light which is good for working conditions … The move of the MEC would be great for the students of the Nautical Campus because they are based in Fleetwood Lewis Wright K Line Bulk Shipping

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… an excellent learning facility (the ATC), incorporating state of the art technology into a well thought-out training environment. Having use of this facility, and the chance to learn skills in a controlled style, has been very advantageous to my learning. The MEC will be good to have on campus with more facilities and newer equipment. The change from the old workshops will be profound Richard Bodnar-Smith Royal Fleet Auxiliary

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17/02/2016 16:14

28 | telegraph | nautilusint.org | March 2016

MARINE RESEARCH Left: The Japanese skeleton shrimp has been introduced to British waters through ballast water or as a fouling organism on ships’ hulls and is an aggressive and highly competitive species, outcompeting the native UK shrimp species Right: Wireweed is an invasive species from the Pacific, reducing the diversity of native seaweeds Far right: The Chinese mitten crab is thought to have come to the UK in ships’ ballast water and has made significant progress from the sea and into rivers All pictures: Thomson Ecology

What lies beneath the surface? J

It’s been well over a decade since the International Maritime Organisation agreed the terms of the Ballast Water Management (BWM) Convention. But the wait for it to enter into force continues after it was revealed last month that the treaty has failed to pass the 35% world ﬂeet tonnage threshold — being 0.65% short of the level required. However, the IMO remains hopeful that the convention will be able to take effect some time next year, with moves by countries including Panama, Argentina, Indonesia, Belgium, Finland and the Philippines to progress their ratiﬁcation process. The convention was drawn up to address the serious ecological, economic and health problems posed by invasive species carried in ships’ ballast water. When a species becomes invasive, it outcompetes native species and multiplies into pest proportions.

Long-awaited global measures for ballast water management remain at least a year from introduction. But research in a UK port is looking at ways to minimise the risks posed by marine invasive species carried by ships. STEVEN KENNEDY reports… Invasive species problems have affected many parts of the UK coast — threatening some indigenous forms of marine life. Now the Harwich Haven Port Authority (HPA) is taking the initiative to ﬁnd out what unknown species occupy its 150 square miles of waters, working in partnership with the specialist ﬁrm Thomson Ecology.

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

28_invasive.indd Sec2:28

HPA harbour engineer John Brien says he hopes the project will put the authority in the best possible position to protect its waters before the convention comes into effect. ‘There is growing interest in monitoring the non-native species in our waters, and legislation has been introduced to identify the species that pose a particular threat, and to introduce measures to control their spread — if possible,’ he explains. ‘The Authority is carrying out the ﬁrst stage of what may become a wider scale study in collaboration with other regulators and conservation bodies in the area. ‘Until to the convention comes into force, there are IMO guidelines for the management of ballast water to minimise the risk of transfer,’ he points out. ‘The Harbour Authority requires vessels to manage ballast water operations in such a way as to minimise these risks and prohibits vessels from discharging ballast water into the harbour without the permission of the harbour master.’

measures needing to be taken in the future to stop other species disrupting local ecosystems. ‘It can be a bit too late in some cases,’ Sarah admits. ‘The majority of these species don’t pose an immediate threat to biodiversity, or nature, but there are a few that do. Sometimes these species are already in the area and not getting picked up in the surveys. It’s quite hard to manage as it’s been going on for so many decades. It’s only when these species become a pest, or a problem, and has an impact on economics that they really start getting noticed. ‘The knowledge that a port has them is great, but the truth is there is only so much you can do once you’ve got them as well,’ she adds. UK ports want to avoid cases of complete takeover by an invasive species. In some parts of the world the inﬂux of a particular type of organism has been so destructive to the local ecosystems that they cause major changes in the waters surrounding those areas.

One of the researchers involved in the initial study was Thomson Ecology marine consultant Sarah Marjoram, who says this research will provide a useful benchmark for the authority to use to protect the environment and prosperity of the Harwich Haven area. ‘We’ve been doing sampling work with Harwich Haven since 2008,’ she explains. ‘Harwich Haven asked us to look through the previous surveys we’ve done for them and particularly look for invasive species so they have a baseline understanding of what is already in their harbour area. ‘The majority of the ones we’ve found within Harwich Haven’s waters have been found on British shores for a while; some of them since the 1600s. Fortunately for Harwich Haven they don’t have any of the ones that could pose a threat to biodiversity and also don’t have any invasive species that could impact on their port, both commercially and economically. It’s always good, however, to have a baseline knowledge of what’s there and you can put in other surveying to stay informed of what’s going on,’ she adds. The research is providing the port with a vital insight into its natural health. From the survey data recorded so far, fewer than 10 invasive species were identified as being present in Harwich Haven’s port. The threat they pose varies — with some being fairly harmless, whilst others can destroy existing ecosystems and, in turn, can have a devastating impact on industries such as fishing and tourism. Once species that would cause concern if a report identifies its presence is Chinese mitten crabs. This species that is thought to have come to the UK in ships’ ballast water, and it can be extremely destructive to both the environment and fishing nets. So while the survey will have limited impact on containing species already integrated in the ecosystems of the port, it can help identify

Thomson Ecology marine consultant Sarah Marjoram has been investigating invasive species in Harwich Haven Authority’s waters

‘There are examples from different places in Europe,’ Sarah points out. ‘There is a comb jelly which was introduced to the Black Sea which is a good example of what can happen when an invasive species gets out of control and starts affecting local communities. This type of comb jelly is a voracious predator of zooplankton. The loss of zooplankton caused the collapse of zooplankton-eating fish, which caused the collapse of predatory fish and led to the collapse of the Black Sea fishery. ‘Lionfish in Florida are another example,’ she adds. ‘People were releasing them from their private aquariums into the open water and they thrived. They now hold annual derby-like competitions in the area for who can kill the most lionfish, just as an attempt to reduce their numbers.’ Lionfish are now established along the entire US East Coast from Florida through to Massachusetts, east to Bermuda and throughout the Caribbean and Gulf of Mexico. They eat native species of juvenile fish and cause damage to the balance of the fragile coral reef ecosystem. This scale of invasion may seem unlikely in UK waters, but it is not impossible – and we need the kind of studies undertaken by Harwich Haven and Thomson Ecology to assess the risk so we can be prepared.

17/02/2016 18:09

March 2016 | nautilusint.org | telegraph | 29

MARITIME CAREERS

After many interesting moves, Damian Crowley now runs training company Maritas

It was all his dad’s idea. Damian Crowley wasn’t sure what to do with himself when he left school, but his father had an unfulfilled ambition that he passed on to his 16-year-old son. ‘It turned out that Dad had wanted to go to sea himself,’ explains Damian, ‘but in his day there was an indenture fee for your apprenticeship, as well as paying for your own uniform, and his family couldn’t afford it.’ By the mid-70s, things had become easier for aspiring officer trainees, and the teenager was happy to give his dad’s dream career a try. Crowley Sr helped him with the applications, resulting in the offer of a sponsored cadetship with P&O. ‘I wanted to join them because theirs was the nicest brochure,’ smiles Damian. ‘And luckily it turned out that they offered a fantastically varied and interesting cadetship.’ He sailed as a deck cadet on general cargoships, OBOs, LPGs, containerships and even the famous liners Oriana and Uganda. ‘The travel was a great attraction,’ he recalls. ‘It sounds a bit daft nowadays, but I’d never been outside the UK before. For my very first trip I was put on a plane to Bahrain to join my ship, and then we sailed to ports all round Asia and on to Australia and New Zealand.’ At that time, even containership crews were able to spend a few days in each port they visited, he points out. ‘If you worked the same routes a few times, you could start to make friends in the ports and meet up with them when you came back.’ The job itself was enjoyable too: ‘I found navigation satisfying — in those days you’d still get the sextant out. And you can’t beat a nice afternoon steaming through the Mediterranean.’ So far, so lovely. But the old days weren’t all exotic destinations and cocktails at sundown. ‘By the time I had finished my cadetship, the industry had experienced a major downturn, and I was lucky to get a job as a junior officer,’ admits Damian. ‘I had to retake my orals, and when I finally qualified, I dropped into a place with OCL, which would later become P&O Containers.’ In the years to come, officer positions remained in short supply; and as senior colleagues hung on tightly to their jobs, Damian struggled to gain promotions that reflected his qualifications and experience. ‘I studied at Cardiff [South Gla-

29_damian crowley_SR edit.indd 29

Young Damian at the end of his cadetship with P&O: ‘This picture was taken by the ship’s photographer at Christmas 1979, as a 21st birthday present for me‘

morgan Institute of Higher Education] for my Officer of the Watch and Master’s, with Fleetwood in between for my Chief Mate’s. So I had all my certificates, but after 13 years at sea, the best rank I had managed at P&O was senior second officer.’

It was time for a change, and he started to look at jobs ashore — also prompted by the need to be at home more for his young family. ‘I looked in the Telegraph and other industry publications, thinking I’d like a job as a marine pilot, but in the end an in-house training event pointed the way. P&O Containers ran a sea staff seminar to teach employees more about the company and the industry, and I got talking to a guy there about jobs ashore.’ Thanks to this networking opportunity, Damian went to London to become a stowage coordinator for P&O vessels visiting the port. The job served him well as he adjusted to life ashore, but two years in a small ofﬁce-based team was sufﬁcient. ‘I’ve never done anything I don’t enjoy; when I’ve had enough I move on,’ he says. ‘So I looked around and noticed that there were some opportunities at Fleet-

wood. To my surprise, I succeeded in getting a job lecturing in offshore survival — surprising because I’d always been shy about getting up in front of people. But the survival skills were something I knew well, being essentially the same as in the Merchant Navy.’ It was quite a risk, because the move involved a substantial salary cut. But it felt right, and there was teacher-training on offer to use as the basis of a new career in maritime education. After just six months, Damian moved over to the maritime department and started to teach trainees studying for their OOW. He had found a new vocation. ‘I stayed 11 years at Fleetwood, and thoroughly enjoyed it. I loved teaching and picked up further qualiﬁcations myself on the education side.’ And indeed it must have gone well, because by 2003 Damian had risen to become head of school. All sorted until retirement, right? Wrong! ‘I suddenly realised I wanted to move on,’ he explains. ‘People thought I was nuts to leave, but my wife Suzanna was supportive. We initially thought we might run a B&B, but then this fantastic opportunity came up — almost by accident, as with most things

in my career. A training company called Maritas approached me to join them, and not long afterwards the owners, Phil Smith and Jack Jamieson, decided to retire and I took over.’ Maritas describes itself as a flexible, peripatetic training provider which aims to provide courses where and when customers want them. It offers STCW training approved by UK awarding bodies such as the SQA and MCA — and as well as providing short courses, it can see students through to their OOW qualification and beyond. ‘We do some in-house training booked by employers, but many of our students come to us as individuals, and we put together a package for them based on what they need,’ says Damian. ‘For example, we might be approached by someone looking to get their OOW through one of the “alternative” routes. If they already have some qualifications in a related sector like fishing or workboats, we’ll help them fill in the gaps and take their studies to a higher level.’ Maritas training can take place through distance learning — sending study materials in the post and using online communication tools for teaching sessions. But Damian and his team also book venues such as seafarers’ centres to offer face-to-face training to groups and individuals, engaging

experienced freelance trainers to travel to wherever they are needed in the UK. ‘We have run courses from Orkney to Jersey,’ says Damian proudly.

I would recommend sea training to anybody — it’s a great foundation

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‘You might think that putting together individual packages for our students and giving so much one-to-one support would make us more expensive than other training providers,’ he adds, ‘but the fact that we don’t have to maintain our own college building means that our fees are comparable to the traditional nautical colleges.’ Some students are sponsored by their employers, but many are self-funded, and the Maritas team can help them to find and apply for bursaries — often pointing eligible candidates towards the Nautilus Slater Fund. This year, like many other training providers, Maritas is expecting an influx of officers

needing to take courses specified by the STCW 2010 Manila Amendments, which introduced new requirements for officers seeking to revalidate their certification, and will come into force in 2017 (see page 43 for more information). ‘As usual, we can run these courses in various ways,’ says Damian. ‘For example, we’ve had groups attending our HELM O training at the premises of Viking Recruitment in Dover, and we’re taking our mobile simulator around the country to get students up to speed with the ECDIS requirements.’ He talks about the STCW 2010 courses with enthusiasm, clearly relishing every new challenge he encounters as he marks 40 years in the shipping industry. ‘I would recommend sea training to anybody,’ he concludes. ‘It’s been the foundation of such an interesting career for me, both at sea and ashore, and I know that employers value your maritime qualifications and experience even if you change to another industry: my brother Paul followed me to sea and later became a senior police officer. ‘Whatever you are in your career, I’d say to see what catches your eye for your next move and just give it a go. Your knowledge, confidence and resilience from working at sea will be an asset to any employer.’

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

17/02/2016 16:14

30 | telegraph | nautilusint.org | March 2016

MARITIME ECONOMY

A space for sea projects to prosper O

On a cold January evening, trafﬁc on the Queen Elizabeth II Bridge connecting Essex with Kent once again sat still. The cause? A lorry had shed its load of diesel across the carriageway, causing an emergency response from rescue crews to clear up the hazardous spillage. The incident had caused routes in all directions to come to a standstill as commuters and other drivers sat watching, and waiting, for trafﬁc to get moving once again. What these drivers would not have been aware of was that, looking up at the bridge from just a few miles away, an assembly of maritime professionals were gathering to launch a new centre to drive and promote sustainable maritime trade.

SusCon, new home of the Blue Space maritime development scheme Picture: NMDG

A new facility near the river Thames aims to help bridge the UK’s maritime skills gap by providing companies in the region with room to grow their businesses through training and workforce development. STEVEN KENNEDY found out more… Those involved were from the National Maritime Development Group (NMDG) — a network for industries inﬂuenced by the sea and waterways — in partnership with sustainable education facility pioneers SusCon. They were meeting to launch Blue Space @ SusCon. Located near to the QEII Bridge, and close to the river Thames, Blue Space @ SusCon is aimed at providing space for

innovative maritime businesses involved in sustainable design, construction, policy, maintenance, operations, education and training to undertake their work. It’s hoped that the centre will help support maritime industries, facilitate growth opportunities, and demonstrate why workforce development is an economic beneﬁt to the sector. Completed in 2011, SusCon — an abbreviation of sustainable

Ship Superintendents’ Training Course 9 Day Intensive: Saturday 9th to Sunday 17th April 2016

This course provides all the knowledge, tools, skills and insight to make the transi on for ship to shore-based employment, or as consolida on of an exis ng career ashore in the marine industry. The programme provides an excellent founda on in all aspects of ship opera on, and is suitable for all sectors of the industry. Who should a end? Deck or Engine Superintendents (newly promoted and exis ng) Electrical Superintendents, Class/Flag State Surveyors and Marine Insurance Surveyors Loss Adjusters/Mari me Lawyers/Consultants/Mari me Finance Personnel Ship Owners’ Personnel/Ship Operators/Charterers/Brokers/Superyacht Operators Shore-based Technical Managers/Repair Contractors (including Shipyard Senior Personnel) x x x x x x x x x x x

Diﬀerent Roles and Responsibili es Changes in Repor ng Lines Compliance Issues Regulatory Requirements (inc. ISPS, ISM + ISO) Environmental Issues Quality Assurance Documenta on Systems Moving From Ship to Shore Dry Docking Business Charter Types Codes + Standards

x x x x x x x x x x x

Managing Safety Emergency Response Media Response Budge ng Cost Control Repair Costs Asset Management Insurance/Claims Handling Damage Surveys Pre-Purchase Surveys Interna onal Organisa ons and Conven ons

construction — is a unique 30,000 sq ft £6.5m, facility that boasts an airy, modern and somewhat Scandinavian-looking work space which was previously used by elements of the construction industry. The building has a number of environment-friendly features. Windows that open and close automatically depending on temperature and the use of locally sourced building materials are just two examples of the thought that has gone into creating this training complex, earning it a number of ‘green’ awards. Its large open areas provide good opportunities for organisations to undertake a wealth of different sessions, ranging from classroom-based activates to hands-on skill-based training. For this reason the building was the natural choice for NMDG to house Blue Space, given its proximity to the Thames and the opportunity to provide industry organisations with a sustainable base from which to undertake their training requirements. Speaking before the launch, NMDG chief executive Peter Green explained that the new centre will give maritime businesses a ﬁxed place to support the development of their operations and the industry workforce. ‘We are excited that Blue Space @ SusCon will help drive trade, productivity and growth for maritime industries,’ he said. ‘We are delighted to announce this new service in partnership with SusCon, who reﬂect and share our pioneering approach and seriousness about advancing the state of the UK maritime sector and taking on the challenge of ensuring that the UK remains a global maritime centre. ‘Maritime industries within the UK’s largest maritime region,

the Thames and Channel, now have a base to do business and support professional and workforce development, assisted by National Maritime (NMDG) and SusCon,’ he added. During the launch event, which saw Blue Space ofﬁcially opened by Port of London Authority chief harbour master Commander David Phillips, one of the two 240 sq m workshops operated by NMDG was used to demonstrate the centre’s potential by housing a cutter, provided by the Ahoy Centre. Having a room that enables training providers to use real vessels of this size, and larger; in a safe, controlled environment; both at ground level and at height is certainly an asset to the industry. And it’s one that is already proving popular. Despite only recently becoming available,

‘From a maritime perspective, the centre will support maritime innovation, business and education and attract those industries involved in policy, design, construction, engineering, maintenance and operations,’ he added. The Thames and Channel region is home to more than 4,000 maritime businesses, employing 210,000 people and generating £5bn of UK GDP, Peter noted, and there is an increasing need for ﬁrms to ensure they have enough skilled people coming into the industry to maintain this level of activity. However, the sector is facing the very real prospect of losing a huge amount of knowledge and skills over the next decade. With a lot of older members expected to retire in the next 10 years — and following around 30 years of declining numbers for those entering the trade — having sus-

L-R: NMDG managing director Sezen Zeki; Commander David Phillips,chief harbourmaster for the Port of London Authority; NMDG chief executive Peter Green Picture: NMDG

NMDG says the facility has already received a great deal of interest from ﬁrms who are booking time slots and reserving space for events they’d like to run from Blue Space @ SusCon in the near future. ‘Interest in Blue Space @ SusCon has been very high,’ explained Peter. ‘We are now receiving a number of enquiries from maritime industries about ofﬁce and training space. We look forward to offering a programme that provides practical education and business support across the breadth of maritime industries from start-up, small, medium and large organisations.

tainable training facilities that provide a wide variety of opportunities is vital to ensuring the sector has a bright future. The initial signs for Blue Space @ SusCon are good, and whilst the traffic may not always move freely on the road networks in the area, the steady flow of maritime organisations showing an interest in the centre will mean that more people can have a good quality, sustainable, understanding of the sector and all it has to offer. g To find out more about Blue Space @ SusCon, call +44 (0) 203 5885 175 or email info@nmdg. co.uk.

This unique course is endorsed by DNV–GL and held biannually on the Isle of Man. It is led and coordinated by mari me consultants, EMCS Interna onal Ltd, and delivered by a wide range of industry experts. Approved by IMarEST and the Nau cal Ins tute, the course is supported by the Isle of Man Ship Registry and a number of local ship management companies. Following a successful assessment, cer ficates endorsed by DNV-GL and IMarEST are awarded to candidates who can also claim CPD points. Nominated Best Training by Lloyds List. Course Fee £3,000 per person (tui on only). Can you aﬀord not to a end? Contact Cheryl Reeday T: +44 (0)1624 833955 E: enquiries@emcs.co.im W: www.emcs.co.im

30_blue_SR edit.indd Sec2:30

A cutter on display in the newly opened Blue Space @ SusCon Picture: NMDG

17/02/2016 17:43

March 2016 | nautilusint.org | telegraph | 31

UNIONS AT WORK Danish seafarers have gone to the courts in a challenge to the income tax rules governing the country’s international register. ANDREW DRAPER reports on a row that is exposing concerns over the future of the national maritime skills base…

The bill for fighting a landmark tax case has already hit DKK5m (£500,000) — but Denmark’s Søfartens Ledere (SL) officers’ union says it is willing to pay the price for fighting for ‘a fair deal’ for its members. The union is now stepping up its six-year battle over its members’ tax liabilities by taking its case to the country’s Supreme Court, where another expensive defeat could be looming. At the heart of the campaign are the laws governing the Danish International Ship Register (DIS). Under the DIS rules, seafarers generally do not pay income tax and are instead paid net salaries, with the aim of giving shipowners an international competitive advantage.

AP Møller-Mærsk is said to take the government’s side in the DIS tax row

But SL says seafarers lose out when there are adjustments to general taxation. General secretary Fritz Ganzhorn explains that two main tax reforms in Denmark (in 2010 and 2012) reduced the rate of income tax — causing non income-tax-paying seafarers to miss out. Worse still, the emphasis of taxation shifted more to ‘green’ issues, which seafarers have to pay along with the rest of the population. Mr Ganzhorn said the changes had hit SL members hard, especially as many of them — such as masters — are well paid. SL initiated its legal campaign in 2010. It lost the ﬁrst two rounds in the Danish courts, the last of which in January resulted in costs of some £40,000. The union brought its action (comprising two separate cases) against the Danish Ministry of Taxation, ferry company DFDS (which operates some of its ﬂeet under the DIS) and the Danish Shipowners’ Association, claiming that its members should have received compensation from the state when income tax was reduced as part of the 2010 tax reform. The Danish High Court ruled the state was not obliged to ensure that the theoretical and unlevied income tax under DIS must always match the actual tax that would be charged if seafarers were not exempt from income tax. Although calculations are uncertain, Mr Ganzhorn estimates the tax scheme is worth as much as to DKK1.4bn a year in

Fritz Ganzhorn

Henrik Berlau

Anne Windfeldt Trolle

state subsidies. The court case reflects wider union concern over the state of Danish seafaring and the impact of the DIS register. While tonnage under the Danish flag has almost tripled over the past 20 years, the total number of Danish seafarers has dropped to barely 7,600. Mr Ganzhorn says that while the international register DIS has been good for the Danish maritime sector, he is convinced the tide is turning against it. The Danish unions have long complained that owners have failed to provide jobs and training in return for the state subsidies received under DIS, and instead steadily replaced their Danish workforce with cheaper, foreign labour. The Danish ratings have all but gone and even officers are a mix of nationalities, he pointed out. Section 10 of the DIS Act prevents Danish unions from negotiating on behalf of foreign

crews working onboard DISregistered ships — something which has drawn regular and increasing criticism from the International Labour Organisation (ILO), among others. Mr Ganzhorn believes the union’s case is so important that it warrants a hearing in the Supreme Court — even if there is a possibility of losing. ‘I’m optimistic that we can get Danish politicians to the point where we have to make demands,’ he says. Two of the biggest parties have begun to say there needs to be change as the state support is so substantial.

position has been clarified. ‘We’re satisfied that it has been clearly established that wage demands can’t be pushed through with the help of the law. The cases have run since 2010 and now we have to move on,’ she added. ‘Denmark is one of the world’s 10 biggest maritime nations and that is precisely because we have a well-functioning net salary system that makes it competitive to have vessels under the Danish flag,’ she added. ‘The DIS scheme is the background to our having more ships under the Danish flag than ever before, that shipowners maintain their head offices in Denmark with many employees, and that we employ a large number of Danish seafarers.’ Henrik Berlau, national secretary of the 3F union, says his union has made five attempts to bring the DIS law before the courts. ‘Every time, the Danish courts have refused to ask the European Court whether it is

The owners have ﬁercely resisted concessions — not least because many of their members are feeling the pinch in difﬁcult economic times, unions claim. But the owners see it differently. Owners’ association director Anne Windfeldt Trolle said in a reaction to the High Court ruling that the legal

compatible with the European treaty,’ he adds. ‘It’s very difficult to win a case against the state, especially when it has the backing of big shipowners such as AP Møller-Mærsk.’ Mr Berlau points out that the ILO — a United Nations agency — and the Council of Europe have also been critical of DIS for the past 25 years. The ILO has urged the Danish government to engage in a tripartite national dialogue with ‘the relevant workers’ and employers’ organisations’ — stressing the need to ‘ensure full respect of the principles of free and voluntary collective bargaining so that Danish trade unions may freely represent in the collective bargaining process all their members — Danish or equated residents and non-residents — working on ships sailing under the Danish flag, and that collective agreements concluded by Danish trade unions may cover all their members working on ships sailing under the Danish flag, regardless of residence’. ‘I think the courts in Denmark are afraid of asking the EU,’ Mr Berlai argues. ‘We’ve been unable to pose the question to the competent court, the European Court. There must be a reason why we can’t ask.’ 3F has announced it will submit representations to the Danish Supreme Court in support of SL’s legal action. This has drawn an angry response from the owners, who say 3F should keep out. They are reportedly planning to take 3F to the country’s Labour Court system in protest.

INTRODUCING THE...

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31_dis_SR edit.indd 31

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17/02/2016 14:01

32 | telegraph | nautilusint.org | March 2016

OFFWATCH ships of the past by Trevor Boult

50 YEARS AGO

western Africa and is an artery for F commercial shipping along most of its

Two large British container consortiums have recently been established: Overseas Containers Ltd and Associated Container Transportation Ltd. Many believe that the container system is capable of transforming the liner trades. Shipping companies will be able to pick up and deliver cargo inland by setting up through transportation systems and inland ports. Associated Container Transportation Ltd have already set up a working party to study on an international scale the unitisation of cargo by means of containers, pallets, flats, etc. The MNAOA will continue to watch such developments closely and has urged adequate planning and consultation to avoid hardship which rapid changes could cause unless they are foreseen and dealt with properly MN Journal, March 1966

The Niger is the principal river of

length. It takes one of the most unusual routes of any major river; a boomerang shape that bafﬂed European geographers. Its source lies 150 miles from the Atlantic, but the river runs directly away from the sea into the Sahara Desert, taking a sharp turn near the ancient city of Timbuktu and issuing into the Gulf of Guinea. Travellers told of the great waterway far in the interior, but of its course and outlet none knew. Finally, in 1788 the African Association was formed. Founded in London, it was a British club set up to explore Western Africa and discover the origin and course of the Niger River. In 1830 two English brothers from Cornwall, Richard and John Lander, undertook an expedition to explore the course and termination of the Niger. In this they were successful. There was one man in particular who saw in the Landers’ discovery an event of far-reaching importance — Macgregor Laird, merchant, outspoken opponent of slavery, and son of the founder of the famous ﬁrm of shipbuilders which eventually became Cammell Laird, on Merseyside. Steamships were now being developed as an alternative to sail, making river navigation more viable. To Macgregor Laird a great highway into the interior of Africa was now opened up; a highway of legitimate trade which would rapidly develop until it replaced the slave trade. Laird soon joined forces with other merchants from Liverpool who formed an association with the objective of sending an expedition, under the guidance of Richard Lander, to ascend the Niger. Laird, then just 23 years old, organised the construction of the required steamships. The small steamship Alburkah was a highly experimental craft. With the exception of her decks she was entirely made of wrought iron. For reasons now obscure, she was built a considerable distance away from the Mersey. Consequently she had to be conveyed through the streets of Liverpool on a large truck. As she made her way through the port, those involved in her construction were ridiculed. Pundits predicted that the long sea voyage would work all her rivets loose, the heat of the tropical sun would bake her crew, and she would be destroyed by lightning.

25 YEARS AGO

Alburkah: iron-hulled pioneer of Niger trade In 1832, preparations for the expedition were completed. At the last moment, Laird decided to join the expedition. Two steamships, Quorra (Arabic for the River Niger), Alburkah, and a small brig, left from Milford Haven on a voyage of three months to the mouth of the Niger. On this occasion Alburkah made history as the ﬁrst ocean-going iron ship and her performance confounded all critics. After making her way up one of the streams of the labyrinthine Niger delta, the armed Alburkah progressed on the main river, penetrating 550 miles from the sea as far as Lokoja, at the junction with the Benne, then proceeding a further 80 miles up the latter. Lander had selected the goods required for barter with the natives; ivory and indigo were considered the chief items expected. An objective of the expedition was to establish a strategic permanent settlement for trading purposes. The venture had also proved that the Niger did indeed offer a highway into the continent for sea-going vessels. Alburkah returned to Liverpool in 1834. The loss of life on this historic voyage was enormous. Lander died in Africa; Laird was

to be among the few survivors. His health was permanently undermined by fever but he never lost his interest in Africa, or his love and respect for the Africans; and he maintained his ﬁrm conviction that the development of legitimate trade was the only realistic way to end the trade in slaves. From this point on, the history of the Niger was to be inextricably linked with the development of the steamship. Other steamship expeditions followed and in the 1850s Laird, with others, established both the African Steamship Company, and the Central Africa Company. He enabled the building of two expedition vessels to continue explorations of the great river. Macgregor Laird died in 1861 but his memory endures, notably because the shipping enterprises he established evolved into the famous ﬁrm of Elder Dempster Lines. Based in Liverpool, it was the major shipping line to serve West Africa. His name is also synonymous with the vision of opening up the interior of Africa to trade, and with Alburkah — the plucky little iron steamship that made so much history.

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

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

10 YEARS AGO NUMAST is backing new moves to secure International Maritime Organisation agreement on a radical rethink of the regulations governing crew levels at sea. Proposals for the review of the IMO’s principles of safe manning have been tabled for discussion at the next meeting of its maritime safety committee. A paper supported by 28 countries including the UK highlights research from bodies including the Marine Accident Investigation Branch and the Swedish Maritime Administration showing that fatigue and manning levels are inextricably linked. It proposes improved monitoring of the way flag states determine safe manning levels and for operational factors such as intensive cargo work, long pilotage, adverse weather conditions, the degree of shore-side support and the length of tours of duty to be taken into account when safe manning levels are determined The Telegraph, March 2006

THEQUIZ

Which flag has the biggest share of the world’s LNG carrier fleet on its books?

How many ships passed through the Suez Canal last year?

Which shipping group is the biggest beneficial owner of LNG carriers?

How many ships passed through the Panama Canal last year?

On which river is the French port of Rouen?

Which company is the world’s largest ship manager?

J Quiz answers are on page 42.

Name: Address:

Telephone:

Membership No.:

Closing date is Friday 11 March 2016.

QUICK CLUES

32_offwatch_SR edit.indd 32

UK government plans to relax officer nationality requirements on Britishflag ships are being opposed by NUMAST. Late last month shipping minister Patrick McLoughlin announced that the government is to press ahead with the controversial proposals to ease the rules requiring senior British officers on UK merchant vessels. He is proposing that in future only one of either the master or first officer should be British. The only exception would be a requirement for British masters on ships judged to be ‘of particular strategic importance’. Senior national secretary Derek Bond said the move would seriously weaken career prospects and the potential communication problems between different nationalities could threaten safety. NUMAST has also warned that the changes will fail to address the problems caused by the shortfall in UK seafarer training over the past decade The Telegraph, March 1991

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

Across 1066 (8) Admiral (6) Not rich (4) Sport (10) Mathematician (6) Coreopsis (8) Poison (7) Encroach (7) Train section (8) Antiquated (3-3) Fuse (10) Insects (4) Thoroughness (6) (See 24 down) (8)

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

Down Wood (8) Heavenly body (4) Whine (6) Set apart (7) Tannoy (8) Vote (10) Dog (6)

13. Service provider (10) 16. Scattered people (8) 18. Culinary ingredient (8) 19. Made to order (7) 21. Handsome Greek (6) 22. Night lights (6) 24. & 26. Russian heroine (4)

CRYPTIC CLUES Across 8. Firm rose here and there, then it has some strings attached (8) 9. Wise man, 2 on a 12, 24 across on 26 and 25 on 3 (6) 10. Cereal would have made a name for itself if the penny hadn’t dropped (4) 11. If this plant turns out to be dry I sell it (10) 12. After 3 (6) 14. Patient girl Sade abused — or one as cruel (8)

15. Bewitch with silver not off pentagram, this has one more (7) 17. Game fish from the Caribbean Your Majesty (7) 20. Mad fellow threw US agents with aluminium (8) 22. One second to split UK telecommunications provider in two (6) 23. All-male party leads the country into inertia (10) 24. Popped clogs given some colour, we hear (4) 25. Geller in bunk below, horizontal (6) 26. Precedes 3 and 12) (8)

Down Fare dodging not all see as dreadful (8) 2. Labour a thing of the past (4) 3. Follows 26 (6) 4. Note how clutter has accumulated over a number of years (7) 1.

5. The key to starting up in the motoring world (8) 6. To me gulls, I dare say others see them differently (10) 7. Loved much of it about nothing as communist following (6) 13. Taking out money with secret numbers, there is a point to it (7,3) 16. For growing fruit, alternatively leafy beets (8) 18. Some inmates chew a leaf and find it’s good for abstinence (8) 19. In Spain the kissers touch end of nose in a kind of oval shape (7) 21. Dodger, but not so jammy (6) 22. Not quite one-bit dictator (6) 24. ‘You listen with delight, / By tales of --- and danger fondly thrilled’ (Sassoon) (4) J Crossword answers are on page 42.

17/02/2016 17:43

March 2016 | nautilusint.org | telegraph | 33

MARITIME BOOKS

A sea that shaped our land and our trade The Naked Shore of the North Sea By Tom Blass Bloomsbury, £20 ISBN: 978 14088 15496 Longstone as it prepares to sail from Hull to K Sweden, this meditative book meanders through Opening onboard the ro-ro freight ferry

the history, geography, culture and significance of the North Sea. For a book about the North Sea, it might be surprising for the reader to discover barely a dozen pages dealing with the oil and gas industry. But author Tom Blass is not one to focus on the obvious — his self-declared mission is to redress the indifference with which he believes the North Sea is viewed. During his voyage on Longstone, Mr Blass begins to reflect on the way ships and seafarers helped to shape the history and the development not only of the communities around the North Sea but also of the wider world. Their influence is still strong, he notes, with freight ships continuing to ‘ply many of the same routes as the fluyts and cogs of centuries past’.

Analysing a dangerous past to create a safer future A Catalogue of Disasters By Victor Gibson La Madrila Press, £65 ISBN: 978 09557 00248 f www.shipsandoil.co.uk

Victor Gibson is a former offshore support vessel master who went on to a 20-year career in providing safety cases, risk assessments and investigation work in the sector. This remarkable book is the product of his extensive experience and a clear passion to ‘help keep people safe out there’. Noting how many accidents quickly fade from the memory and how safety recommendations often make slow or virtually unnoticeable change, he brings together a collection of varied accidents and incidents spanning almost 60 years and highlighting important lessons for everyone. The fact that Mr Gibson found that the formal documentation about some these accidents was no longer in the public domain, and that investigation reports on others were never published, underlines the importance of his work in collating and analysing these 29 cases — all the more so when recurrent themes

33_books_SR edit.indd 33

Picking up on his time aboard Longstone, more than 140 pages into the book, Mr Blass writes about the way in which technology has changed seafaring — having ‘all but neutered the risks of sea voyages and whittled down ships’ crews to a mere handful of men and, increasingly, women’. One consequence of this is that ‘ennui is a much greater threat to personal welfare than shipwreck’. Nevertheless, the book offers frequent reminders of the dangers of the sea — from the Herald of Free Enterprise and Piper Alpha disasters, to the horrific losses of the mid-19th century which led to the creation of the Spurn lifeboat and the birth of the RNLI. He also highlights the stillappalling safety record of the fishing industry. These observations are woven into a narrative that chops and changes as frequently as the North Sea’s tides, with nuggets of diverse information about subjects such as navigational techniques, wars, language and nature (there are more than 230 species of fish in the North Sea, for example, and at one stage Hessle trawlers provided around 20% of the UK’s protein intake). Mr Blass is particularly interested in the communities bordering the North Sea — from the

and problems emerge from the narratives. Grouping the incidents into different casualty categories — ranging from sinkings in adverse weather and under tow, to sinkings during anchor-handling, workboat collisions, loss of tow, structural failure, and blowouts — the book demonstrates the depressing repetition of key causes and the frequent failure to resolve them. Use of lifeboats, advice on driving ships, and basic design problems are just a few of the factors that pop up again and again. The book points to many parties who could contribute to better safety and notes how often competence — at all levels — is called into question. But Mr Gibson also challenges the reader to consider the point at which anyone might have stopped the job in each incident — questioning the responsibilities of those in charge and the prevailing safety ethos. Mr Gibson writes well and he draws from accident investigation reports to vividly describe some of the accidents in chilling and arresting detail. He also provides

broad context to the incidents and his analysis often challenges the received wisdom and official responses. Sometimes, he notes, safety requirements may be counter-productive — such as the requirement to operate ships within the 500m zones solely in DP, which, he contends, will erode ship handling skills and experience. Although the odd typographical error creeps in, the book is well produced with clear layout, good indexing and useful references. ‘More than 20 years ago I started writing safety cases because I needed the work, but over time I realised that if I did the job with conviction I could help people to work more safely and I could provide them with information and guidance which would help them to survive in the dangerous environment that is the offshore oil industry,’ Mr Gibson reflects. His powerful book concludes with a clarion call to learn the lessons of these accidents — with good training, realistic and helpful guidance, meaningful risk assessments and workable emergency procedures.

Essex marshes to Friesland, Heligoland, d, Skagen and Shetland. He writes about their frequent struggles with the effects ts of floods, storms and surges, and aboutt the Dutch dyke systems which shaped trade as well as landscapes. The book explains how trade also helped to influence coastal communities in other ways — with higher rates of literacy and greater tolerance of strangers. His travels around the fringes of the North Sea end in Shetland, where he finally considers the impact of the oil and gas industry — with oil money giving the islands more swimming pools per person than anywhere else in Europe — and the way in which it has as made Sullom Voe ‘Britain’s Klondike’. In a pub packed with oil workers from Sullom Voe, Mr Blass talks about his book and one of them suggests a subtitle: ‘Travels at the edge of despair’, while another proposes ‘Mother of all seas’ — demonstrating the differing ways in which we view the North Sea.

Nice voyage pictures but no surprises Cunard-White Star Liners of the 1930s By William H Miller Amberley, £19.99 ISBN 978 14456 49689 f www.amberley-books.com

The prolific Bill Miller returns with another of his cruise nostalgia books, this time focusing on the era of the Great Depression, when the British government stepped in to save British ish passenger

account, Mr In his elegantly written account Blass encourages us to ponder such perceptions and to reassess the way in which we think of the North Sea. The book may not appeal to all tastes, but it will certainly tell you things you never knew before and will reinforce the ever-present inﬂuence of the sea, shipping and seafarers.

shipping with a loan of £9.5m on condition that Cunard and White Star merged. If that gives the impression that the book might be a heavy-going analysis of early 20th-century economics, fear not: it remains very much true to form as a glossy scrapbook of ship pictures, advertising posters and photos of passengers larking about on deck. A slightly different tone is struck by the inclusion of the Lancastria, which saw such a high loss of life from a Second World War attack. But essentially it’s business as usual. If you like reading a few paragraphs about some fondlyremembered ships and perusing some well-presented images, then this — along with so many others of its type — is the book for you.

The fleet that delivered a favourite fruit

Sensational stories of shipboard skulduggery Murder on the High Seas By Martin Baggoley Fonthill Media, £14.00 ISBN 978 17815 51189 fwww.fonthillmedia.com Also available as an e-book from Kindle Store and Google Play and true-life accounts of notorious cases K have made popular reading for centuries. Everyone likes a good murder mystery,

Murder on the High Seas is part of this long — if not exactly honourable — tradition of sensational storytelling, and it lures in readers most effectively with its tales of villainy and skulduggery. Pleasingly, the book doesn’t waste time with one of those introductions explaining how the author came to write it, and instead cuts to the chase: readers open the book at Chapter 1 and

immediately get stuck into the first maritime murder case. Each of the 14 chapters deals with a different incident, starting with the mutiny on the Adventurer in 1812 and ending with the 1947 murder of a passenger onboard the Durban Castle. The author scours court transcripts to find the arguments for the prosecution and defence, and uses his research effectively to give a succinct, pacey account of each case. High-resolution black-and-white illustrations are provided in the centre of the book, including contemporary drawings or photos of the murderers and victims where available. It may be something of a guilty pleasure, but Murder on the High Seas is certainly a gripping read, and would help to pass the time enjoyably on a long sea voyage — although it would doubtless encourage readers to lock their cabin doors at night…

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

Elders & Fyffes: A Photographic History By Campbell McCutcheon Amberley, £19.99 ISBN: 978 14456 56212 f www.amberley-books.com a fixture in every British K supermarket these days, but this Bananas are a common

hasn’t always been the case. At the turn of the 1900s, the country’s love affair with the once exotic fruit led to the creation of a company whose task was simple: import and distribute these tasty treats for the British public to enjoy. That company was Elders & Fyffes Limited and its story forms the basis of Campbell McCutcheon’s book Elders & Fyffes: a photographic history. The text provides the history of the United Kingdom’s growing desire to import the humble banana from the West Indies — a desire led by the British government in a bid to boost trade with the Caribbean nations — and in doing so, the formation of Elders & Fyffes as the country’s importer and distributor of the fruit. Timeless pictures from these shores, out at sea and in the West Indies, paint a picture of the importance of the company, and how its sudden rise, and the growth of the banana market, saw its fleet of ships increase to manage demand. In just under 130 pages, Mr McCutcheon uses his fabulous collection of some 200 images to tell the story of this famous shipping line; from its inception to the sad demise of Elders & Fyffes fleet in the 1980s — even though the Fyffes brand remains strong today. It also explains how, during both world wars, the company’s ships served the country as armed merchant cruisers.

17/02/2016 17:44

34 | telegraph | nautilusint.org | March 2016

NL NEWS

Foto, v.l.n.r.: Brigitta Paas, vice-voorzitter ITF en bestuurder FNV Vervoer, Carl Krayenoord, Senior National Secretary Nautilus International, minister Asscher en Eduardo Chagas, general secretary ETF

Minister Asscher ook voor Fair Transport Europe Asscher van Sociale Zaken het C visiedocument ‘Fair Transport in

Begin februari ontving minister

Europe’ namens de ETF (European Transport Workers Federation), Nautilus International en FNV Vervoer. Fair Transport Europe is een Europees burgerinitiatief dat misstanden aankaart in het Europese vervoer en verbeteringsvoorstellen doet voor Decent Work in alle vervoerssectoren. Ook voor zee- en binnenvaart en waterbouw. Asscher deed dit in het maritieme gebouw in Amsterdam, voorafgaand aan de start van de

Europese Decent Work Conferentie. Asscher: “Deze conferentie vindt plaats onder het huidige Nederlands voorzitterschap van de EU. Decent Work, maar vooral ook de naleving ervan, is erg belangrijk voor ons. Dat geldt eveneens voor Fair Transport en wel voor alle vervoerssectoren. Dus ook in de zee- en binnenvaart en waterbouw.” g Het Fair Transport Europe initiatief is bezig een miljoen handtekeningen op te halen in geheel Europa. Teken zelf ook de petitie: www. fairtransporteurope.eu

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

Volg ons op Twitter

Geef uw mening Vorige maand vroegen wij: Denkt u dat er een toekomst is voor Zeemanshuizen?

Ja 69%

Van Bulb tot Spiegel: dagboek van een stuurman op reis A

…Week 1, dag 1: ‘Daar gaan we weer voor drie stuiver. Vanochtend om 6 uur opgestaan, en om zeven uur bracht buurman me naar het station. Vandaar moest ik, zoals afgesproken, naar Schiphol. Daar zou een chauffeur me oppikken en me naar Vlissingen brengen…’ Zo begint het (dag)boekverslag ‘Van Bulb tot Spiegel’ …Een reis op een modern droge lading schip, van Vlissingen tot Palm Beach, geschreven door Arend Zeebeer, pseudoniem van de 1e stuurman op de ‘gracht’-schepen van Spliethoff, Ermin de Winkel. Eerder al debuteerde hij 3 jaar geleden met ‘Van Potdeksel tot Luikhoofd’, eveneens in eigen beheer uitgegeven. In dit (dag)boek stapt Ermin in Livorno aan boord en besluit met de thuisreis vanuit Singapore. Scheepsjongens van Bontekoe

De inmiddels 57 jarige Ermin, zoon van een ambtenaar, was al jong in de ban van het maken van zeereizen en van het lezen van spannende verhalen als ‘de scheepsjongens van Bontekoe’. De in 1924 geschreven bestseller van Johan Fabricius, gebaseerd op het scheepsjournaal van Bontekoe over een zeereis in de Gouden Eeuw. Ermin: ‘Ik mocht als jong maatje al graag spannende en geromantiseerde jeugdboeken over zeereizen lezen. Daarom wist ik al op jonge leeftijd dat ik zeeman wilde worden. In 1978 behaalde ik op de zeevaartschool in Delfzijl mijn diploma stuurman 3e rang. Inmiddels bevaar ik al weer vele jaren met veel genoegen de wereldzeeën. De laatste jaren als eerste stuurman op de ‘gracht’schepen van Spliethoff. En nu schrijf ik zelf boeken ja. Neen, dat had ik bij het lezen van al die jeugdboeken nooit kunnen bevroeden… Dat ik zelf, zij het op heel bescheiden schaal, nu ook boeken schrijf. Ik ben al blij als ik er 50 verkoop hoor. Hat gaat mij niet om het geld. Ik vind het leuk om te doen. Om iets uit te leggen van wat je allemaal doet en meemaakt aan boord. Het is eigenlijk begonnen toen iemand mij op de site van ‘WaarMaarRaar.nl’ eens vroeg van… “dus jij bent zeeman, wat doe je nou zoal de hele dag aan boord?” Ook mijn moeder, die altijd zeer betrokken was bij mijn reizen, en waar ik veel brieven mee heb uitgewisseld, merkte nog wel eens op… “Maar jullie zijn altijd maar bezig op dat schip..!” En dat is ook zo. Dus daarom leek het me wel leuk om eens een dagboek bij te gaan houden. En dat zijn nu uiteindelijk alweer twee boeken geworden…’

z Minister Asscher in favour of Fair

pension scheme

z HAL Lay reps take part in CBA meetings

z Open day in Harlingen and Rotterdam

34-37_nl 16.2 (7).indd 34

Ermin: ‘Of ik er al eens over nagedacht heb om een gastles te geven op de zeevaartscholen? Niet echt neen, ik weet niet of ze mijn verhalen zo interessant vinden…Een gezamenlijke gastles met Nautilus samen? Ik zal er eens over nadenken onder de sterrenhemel…Zelf ben ik overigens gelijk al op de zeevaartschool lid geworden van de vakbond. Nu worden jongeren niet meer zo gauw lid ergens van. Maar ik zeg altijd tegen ze: ‘je kunt een vakbond zien als je verzekeringspremie; als er eens wat mis gaat met je baan en/of met jezelf aan boord, dan kun je altijd de bond bellen. Die staan je dan bij.’ Medio februari is de schrijvende stuurman weer uitgevaren . Op weg naar nieuwe kusten en naar nieuwe verhalen. ‘Ik heb nu al weer stof voor twee nieuwe boeken. Maar eerst maar eens kijken of mijn nieuwste boek ‘ Van Bulb tot Spiegel’ het verkoopcijfer van mijn eerste boek overtreft….geintje, want nogmaals, ik hoef er niet rijk van te worden. Ik vind het vooral leuk als mijn lezers het een boeiend boek vinden. Tot nog toe krijg ik vooral veel positieve reacties…’ …Dag 132: ‘Vandaag naar huis. Zal tijd worden. Vanochtend nog even met het schip binnenlopen in Palm Beach, afmeren, klaarmaken voor de lossing, een beginnetje maken met het lossen, overdracht doen…’ g Van Bulb tot Spiegel is te koop bij www.bol.com

Boeiende themamiddag Maritiem Platform Gepensioneerden

z Diary of a deck officer z FNV Waterbouw/dredging

De poll van deze maand is: Denkt u dat door de digitale technologie de sociale interactie aan boord vermindert? Geef ons uw mening online, op www.nautilusint.org

Gastlessen op zeevaartscholen

…‘Aan boord kennis gemaakt. M’n nieuwe schip is één van een serie van acht schepen, waarvan de laatste vier uitgerust zijn met extra accommodatie voor maximaal acht leerlingen en een leraar. De reder heeft samen met de overheid en het Onderwijs voor de Scheepvaart een project lopen om maar zoveel mogelijk mensen naar zee te krijgen. Dit schip, samen met drie van haar zusjes, is een onderdeel van dat project. Twee van de leerlingen had ik bij een voorgaande reis ook al eens meegemaakt…’ Ermin: ‘Ja, we hebben altijd wel zo’n 6 tot 7 studenten van de zeevaartscholen aan boord. De leraar is aangesteld door de reder. Wij noemen dat de “tutor”. Ik vind het leuk om aan jongeren het vak uit te leggen. En verder stellen ze je vaak vragen die je dwingen om weer eens over dingen na te denken. Ik werk inmiddels al weer zo’n 35 jaar op zee. Veel gaat dan op de automatische piloot. Voor zo’n jongere is alles nieuw. Ze vragen je uit over van alles. Dat houd je zelf ook weer scherp.’ …Dag 81: ‘Vanochtend was om vier uur één van de leerlingen erbij gekomen. Hij wilde sterretjes oefenen. Prima, maar dan moet hij niet wachten tot zonsopgang want dan zijn die dingen foetsie. Toen ik zijdelings aangaf dat het zo langzamerhand tijd begon te worden, schoof hij achter de computer om op de sterrenplotter te kijken wat hij zou gaan schieten…’

In this month’s Dutch pages: Transport

Nee 31%

Zeevaartstudenten aan boord

z Nautilus and education z Nautilus services z Nautilus Workers’ Council day z Good discussions on Pension Day

z Nautilus prize for most sociable student

z Stena Line: profitable 2015

Ruim 25 gepensioneerde Nautilus leden namen medio januari deel aan de Nautilus themamiddag van het Maritiem Platform Gepensioneerden in De Eenhoorn in Amersfoort. Het centrale thema was dit keer ‘Wijzigingen in pensioenland vanaf 2015’, met als gastspreker pensioendeskundige Hamadi Zaghoudi. Hij lichtte de belangrijkste wijzigingen toe die vanaf 2015 in werking zijn getreden op het gebied van het pensioen, zoals de nieuwe FTK (Financieel Toetsings Kader)-wetgeving en de nieuwe UFR (Ultimate Forward Rate). Duidelijk werd dat de nieuwe regelgeving leidt tot een lager te bereiken pensioen en door de strengere regelgeving zal het indexeren van pensioenen moeizamer worden. Op dit moment drukt vooral de lage rente

stand zwaar op de pensioenfondsen, wat leidt tot hogere premies, evenals tot een daling van de dekkingsgraden en een druk op de opbouwpercentages. Nieuwe bestuurder

Naast het thema werd ook de heer Cor van der Sluis gepresenteerd als kandidaat bestuurder namens de gepensioneerden in het Bedrijfspensioenfonds voor de Koopvaardij (BPFK). De heer Van der Sluis presenteerde zich aan de

vergadering en beantwoordde de gestelde vragen. De aanwezigen konden unaniem instemmen met de voordracht van de heer Van der Sluis als kandidaat bestuurder namens gepensioneerden BPFK. Het Maritiem Platform Gepensioneerden is de vereniging van de gepensioneerde leden van Nautilus International (Zeevaart, Binnenvaart en Waterbouw) en de gepensioneerde leden van de Nederlandse vereniging Kapiteins in de Koopvaardij (NVKK).

17/02/2016 15:29

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NL NEWS

Femke van Klink wint Nautilus prijs ‘meest sociale student’ de hoofdvestiging van de D STC-Group aan de Lloydstraat in Begin februari vond op

Rotterdam de jaarlijkse uitreiking van de certificaten MBO-Zeevaart plaats. Nautilus International communicatie adviseur Hans Walthie was erbij en reikte de Nautilus ‘prijs voor de meest sociale student’ uit aan winnares Femke van Klink. ‘Wat doe je als je eind 20 bent. Een leuke, gezellige baan hebt, veel van de wereld ziet, maar toch een nog leukere wereldbaan wilt en ook nog meer wilt verdienen? Word Zeeman… of Zeevrouw! Dat overkwam Femke, maar hoe pak je dat aan?’….zo begon de begeleidende speech… De 30-jarige voormalig kapster uit Leimuiden was blij verrast met

de prijs. ‘Ik ben eerst bijna 10 jaar kapster geweest waarvan 3 jaar op cruiseschepen. All over the world. Dat had ik op een gegeven moment wel gezien, maar het leven aan boord bleef me wel trekken. Dus besloot ik me in 2012 aan te melden bij STC om op te gaan voor mijn diploma MBO Koopvaardij officier alle schepen. Ze stonden in het begin wel raar te kijken, maar uiteindelijk hebben ze me toch aangenomen. En nu heb ik toch maar mooi al mijn benodigde certificaten! Begin maart begin ik aan mijn 2e stage bij de HAL. Wel erg leuk die prijs, had ik niet verwacht. Ik vind het uiteraard belangrijk om sociaal met elkaar bezig te zijn, ja. Je moet het toch allemaal met elkaar doen, vooral aan boord.’

De beste stagefoto van de STC-Group Rotterdam, MBOstudenten, gemaakt door Yannick Kamp, varende bij Spliethoff op één van de Big Lift schepen: Happy Delta. Yannick ontving een fraaie fotocamera en een afdruk van zijn foto in deze Telegraph…

Nautilus op Open Dagen Harlingen

Nautilus op Open Dagen STC Rotterdam Nautilus weer present op A de open dagen van de STCMedio februari was ook

Group op de hoofdvestiging aan de Maas in Rotterdam. Tal van aankomend studenten en hun ouders kwamen een kijkje nemen op de Nautilus stand. Ook liet een aantal studenten zich voorlichten over de voordelen van een Nautilus lidmaatschap. Nautilus International is immers

dé vakbond voor werknemers in de maritieme sector. En komt op voor de belangen van al zijn leden in de zeevaart, binnenvaart, offshore, waterbouw en aanverwant walpersoneel. Voor jong en oud. En dus ook voor studenten. Bijvoorbeeld als het gaat om adviezen bij vragen over stageplaatsen of studiefinanciering en/of over een (eerste) arbeidsovereenkomst.

Stageplaats gezocht: Karuna Lachman jongedames en zes heren F studeert de Surinaamse Karuna Samen met nog twee

aanwezig op de Open Dagen van F de Maritieme Academie Harlingen. Nautilus was op 29 en 30 januari

Tal van (aankomend) studenten, vaak vergezeld van hun ouders, kwamen een kijkje nemen in de Nautilus stand om zich te laten informeren over het lidmaatschap. Studenten betalen slechts 3,35 euro per maand. Hiervoor ontvangen zij ook het internationale maandelijkse vakbondsblad de Telegraph, evenals het vakblad SWZ Maritime. Leden in de Binnenvaart ontvangen ook 6x per jaar het blad Binnenvaartnieuws. Leden in de Waterbouw ontvangen ook 3 á 4 keer het blad Golf.

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Nautilus gastlessen

De komende maanden gaat Nautilus ook een aantal gastlessen verzorgen voor studenten van de Maritieme Academie Harlingen: een school voor binnenvaart, kustvaart en zeevaart. Met haar moderne schoolgebouw, twee nieuwe opleidingsschepen en vier zeevaartsimulatoren beschikt de Academie over een up to date instrumentarium om vele jongeren een goede maritieme opleiding te geven. Naast Vmbo en Mbo onderwijs verzorgt de Academie ook maritiem contractonderwijs. Nieuw zijn de opleidingen Haven en Vervoer en de Maritieme Mavo (gemengde leerweg).

Lachman aan de Maritieme Academie Harlingen, voor Koopvaardij officier kleine schepen. Dit in het kader van een uitwisselingsprogramma met het Surinaams Maritiem Instituut. Karuna: ‘Het is geweldig om hier te studeren. Docenten helpen je goed en staan altijd voor je klaar. Allemaal warme mensen hier in Harlingen ook.’ Karuna is nog op zoek naar een stageplaats. Het liefst op een multi purpose schip, maar een ander schip mag ook. In Suriname heeft ze een docenten opleiding gevolgd. Sterke punten: gedisciplineerd, doorzetter, oplossingsgericht en kan goed in teamverband werken. Ze spreekt Nederlands, Engels, Hindi en een beetje Spaans. g Reageren kan via docent: vkomen@novacollege.nl

Wilt u een groter publiek bereiken? Presenteer uw product of service aan meer dan 15,000 maritieme professionele lezers uit Nederland, ter land en op zee! Spreek met één van onze vertegenwoordigers om uit te vinden hoe wij u het beste kunnen helpen.

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

17/02/2016 15:30

36 | telegraph | nautilusint.org | March 2016

NL NEWS

Nautilus International en FNV Waterbouw

In deze rubriek worden steeds vakbondszaken belicht, waarin Nautilus en FNV Waterbouw een actieve rol spelen ten behoeve van haar leden.

Dit keer gaat het over: Onderwijs Goed nautisch beroepsonderwijs van groot belang

Nautilus International en FNV Waterbouw hechten groot belang aan goed nautisch beroepsonderwijs. De Nederlandse branch besteedt veel tijd en aandacht aan overleg met het bedrijfsleven en onderwijsinstellingen. En tevens aan het besturen van scholen en andere relevante organisaties. De inhoud van het MBO onderwijs wordt sinds kort bepaald in de Stichting Samenwerking Beroepsonderwijs Bedrijfsleven (SBB). Hier wordt bepaald wat de juiste inhoud is van de kwaliﬁcatiedossiers en de keuzedelen. Ook worden stagebedrijven hier geregistreerd, beoordeeld en goedgekeurd. Vakbonden worden in SBB onder ‘bedrijfsleven’ geschaard. Uiteraard neemt Nautilus hier haar verantwoordelijkheid in. Via onze vakcentrale FNV zitten wij in het bestuur van SBB. Samen met de nautische werkgevers hebben wij een zetel in de sectorkamer mobiliteit, waar maritiem een deel van uitmaakt. En zelf zitten we in het ‘marktsegment maritiem’. De Nautilus bestuurder daar behartigt de belangen van (toekomstige) werknemers bij een goed op de arbeidsmarkt aansluitende inhoud van het beroepsonderwijs. Maar zij kijkt bijvoorbeeld ook naar de werkbaarheid van het leerprogramma voor studenten. In de praktijk zijn wij het vaak eens met de werkgevers als het om deze belangen gaat. Voorop staat immers dat de opleiding van toekomstige maritieme professionals optimaal aansluit op de arbeidsmarkt. Nautilus bestuurders hebben zitting in de bedrijfstakcommissies en beroepenveldcommissies. Deze commissies geven de scholen gevraagd en ongevraagd advies en bestaan meestal uit vertegenwoordigers uit de wereld van werkgeversen werknemersvertengenwoordigers, regelmatig aangevuld met individuele reders en zeevarenden. Daar bespreken zij met vertegenwoordigers van scholen en bedrijfsleven periodiek de stand van de sector en of het onderwijs daar nog goed op aansluit. Er zijn aparte bedrijfstakcommissies voor de zeevaart, de binnenvaart en de waterbouw.

Pensioenbijeenkomsten vakbonden: pensioenregeling behouden A

In de voorbije weken hebben FNV Waterbouw en CNV Vakmensen een drietal bijeenkomsten gehouden over de toekomst van het Bedrijfspensioenfonds Waterbouw. Aan de hand van de resultaten van het vervolgonderzoek, uitgevoerd door het bureau Towers Watson, werden de opties voor de toekomst van het Bedrijfspensioenfonds Waterbouw besproken. De opties die onderzocht zijn, waren het Bedrijfspensioenfonds Koopvaardij en het pensioenfonds voor de Graﬁsche sector/ Graﬁmedia ( PGB). Directe aanleiding tot het onderzoek was de druk die op het Bedrijfspensioenfonds Waterbouw staat. Dit wordt enerzijds ingegeven door de relatief kleine omvang van de uitvoeringsorganisatie van het Bedrijfspensioenfonds Waterbouw en de steeds zwaardere eisen die De Nederlandse Bank stelt. Om aan de zwaardere eisen te kunnen voldoen zal men steeds meer afhankelijk worden van externe expertise. Anderzijds heeft het bestuur van het Bedrijfspensioenfonds Waterbouw aangegeven dat de uitvoeringsorganisatie kwetsbaar is.

Zeebenen in de klas

Beoordeling onderzoeksresultaten

In het project ‘zeebenen in de klas’ werken werkgevers en werknemers al enige jaren succesvol samen om door inspirerende schoolvoorlichting door (ex) zeevarenden de instroom van Nederlandse jongeren naar het nautisch beroepsonderwijs te promoten. Eigenlijk is dit project bijna té succesvol. Inmiddels zijn er namelijk meer studenten dan dat er stageplekken zijn. Deze stageproblematiek is nu een belangrijk gespreksonderwerp tussen Nautilus, de werkgevers en de overheid. Samen proberen we hiervoor oplossingen te vinden en worden er nu waar mogelijk extra stageplaatsen gecreëerd. De inhoud van nautische beroepen en de opleidingen die professionals daarvoor klaarstomen wordt nationaal, Europees en internationaal afgestemd. Nautilus zit aan al die overlegtafels, onder de noemer ‘Professional and Technical’ werk.

FNV Waterbouw voorzitter Charley Ramdas: ‘FNV Waterbouw vindt het niet verstandig om al deze ontwikkelingen te negeren. Het gaat immers om het huidig of toekomstig inkomen, afhankelijk of men gepensioneerd of nog werkzaam is. Daarom hebben wij de onderzoeksresultaten op basis van de hieronder staande vragen beoordeeld.

Opleidings- en Ontwikkelingsfondsen

Nautilus zit ook in het bestuur van de zogenaamde Opleidings- en Ontwikkelingsfondsen (O & O) in de zeescheepvaart, de binnenvaart en de waterbouw. Dit zijn fondsen waaruit sectorale scholingsactiviteiten kunnen worden bekostigd en ook werkzaamheden op het gebied van instroom in de sector. Een uitdaging voor alle O & O fondsen is momen teel of het nog houdbaar is om zich alleen op de eigen sector te richten. Intersectorale mobiliteit is een belangrijk gespreksonderwerp. Net als de positie van ﬂexkrachten in O & O fondsen. Nautilus NL werkt rond onderwijsbeleid nauw samen met zowel de collega’s van Nautilus UK en Nautilus CH als met de collega vakbonden binnen de FNV. Beleidsadviseurs uit de FNV voorzien ook Nautilus NL van nuttige adviezen. Zodat we samen ervoor zorgen dat ook onderwijswerk vakbondswerk is. En zodat ook dit bestuurswerk bijdraagt aan Decent Work (Gewoon Goed Werk), koopkracht en echte banen in de nautische sectoren.

z waar is de kans op indexatie het grootst? z waar is de kans op korten het kleinst? z waar kan de regeling integraal het beste worden uitgevoerd?

z wat zijn de effecten van het gevoerde

premiebeleid voor de premieontwikkeling ? Uit onze beoordeling komt het pensioenfonds PGB ongunstig uit de bus. De kans op indexatie is gegeven de lagere dekkingsgraad het kleinst. Ook kan het pensioenfonds PGB de Waterbouwregeling niet integraal uitvoeren. Er zijn aanpassingen nodig om bijvoorbeeld de spaar- en arbeidsongeschiktheidsregelingen uit te kunnen voeren. Bovendien zal de premie op basis van het gevoerde beleid ﬂink stijgen.’

Wetsvoorstel Klijnsma

Inmiddels zijn tijdens één van de bijeenkomsten honderden handtekeningen van werknemers (inmiddels 450) uit de Waterbouw overhandigd. Daaruit blijkt dat zij

Controle Loonstrook kan veel opleveren

Nabetaling van duizenden euro’s

Iedereen krijgt met regelmaat een betalingsstrook. Dit kan zijn een loonstrook, dan wel een uitkeringsspecificatie. De ervaring leert dat voor de meeste mensen de loonstrook een stuk papier is waarvan enkel de cijfers onder de streep worden gecontroleerd. Als deze enigszins bekend voorkomen, dan wordt al snel aangenomen dat alles in orde is. De waarheid is dat met regelmaat fouten worden gemaakt bij het uitbetalen van het juiste loon, vooral als er bijzondere situaties optreden. Dit kan zijn omdat er extra uren gewerkt zijn, of omdat u ziek bent geworden. In de arbeidsvoorwaarden die dan van toepassing zijn, staan de regels op welke manier de loonbetaling dan plaats dient te vinden. Het is dus van belang om te weten waar u recht op heeft.

Zo kwam onlangs één van onze leden bij ons met het verzoek zijn betaling tijdens zijn ziekteperiode te controleren. Uiteraard hebben wij zijn verzoek in behandeling genomen en wij kwamen er al snel achter dat de betalingen niet correct waren uitgevoerd. In plaats van betaling over het volledige loon, werd enkel het basisloon volledig uitbetaald. Het verschil in betaling was inmiddels al in de duizenden euro’s opgelopen. Na uitvoerig overleg en raadpleging van juristen van beide partijen, bleek uiteindelijk ook de werkgever tot het inzicht te zijn gekomen dat zijn betalingssysteem met betrekking tot de betaling van ziekengeld niet correct bleek te zijn ingesteld. Inmiddels is de software bij dit bedrijf aangepast aan de cao-tekst, zodat naar de toekomst toe dergelijke fouten niet zo snel meer

34-37_nl 16.2 (7).indd 36

de regeling willen behouden. Voortzetting van de huidige regeling Waterbouw zou via aansluiting bij bijvoorbeeld Bedrijfspensioenfonds Koopvaardij door het aangekondigde wetsvoorstel door staatsecretaris Klijnsma , heel goed moeten kunnen. Het wetsvoorstel komt erop neer dat de bedrijfstakpensioenfondsen, dus ook Bedrijfspensioenfonds Koopvaardij, zich zodanig kunnen omvormen, dat zij meerdere ﬁnancieel gescheiden pensioenregelingen kunnen uitvoeren. Dat heet technisch: omvormen van een Bedrijfspensioenfonds (bijvoorbeeld BPF Koopvaardij) tot een Algemeen Pensioenfonds (APF) met ‘ringfencing’. Anders gezegd: met het wetsvoorstel kan de Waterbouwregeling, met het daaraan gekoppeld vermogen , gescheiden worden ondergebracht bij een tot een APF omgevormd Bedrijfspensioenfonds. Dit Bedrijfspensioenfonds verzorgt de uitvoering. Inmiddels is duidelijk dat het pensioenfonds PGB zich niet gaat omvormen tot een APF met ringfencing. Charley Ramdas: ‘Echter op dit moment is dit alles nog niet mogelijk, omdat de wet er nog niet is. Daarom willen we als vakbonden de

voor zullen komen. Ons lid kreeg een nabetaling van de genoemde duizenden euro’s en was begrijpelijkerwijs blij met onze hulp. In dit geval was ook de werkgever blij met onze controle, omdat deze nu maatregelen heeft kunnen treffen, die ertoe leiden dat er geen claims meer komen wegens foutieve betalingen. Foute toekenning vakantie/verlofdagen

Dit is slechts één van de vele gevallen die wij bij controles van loonstroken tegenkomen. Wat ook vaak gebeurt, zijn foute toekenningen van vakantie/verlofdagen. Ook hier zien wij dat - met name tijdens ziekte - de vakantiedagen niet correct worden opgebouwd. Hopelijk doet dit stukje tekst ook u besluiten uw loonstrook/uitkeringsspecificatie wat nader te bestuderen.

invoering van de wet eerst afwachten, omdat wij daardoor de Waterbouwregeling en de identiteit in stand kunnen houden. Tot die tijd lijkt het ons verstandig om het huidige pensioenfonds in stand te houden. Tijdens de pensioenbijeenkomsten heeft een overgrote meerderheid van de aanwezigen het voorstel van de vakbonden gesteund om tot een APF te komen, zodat onze Waterbouwregeling en onze identiteit in stand blijven.’ Werkgevers willen ook wachten op nieuwe wetgeving

‘Inmiddels hebben wij de werkgevers medegedeeld dat we 450 solidariteitshandtekeningen (met dank aan de initiatiefnemers) hebben ontvangen. En hebben we met hen gesproken over de voortgang van dit pensioentraject. Dit heeft er onder meer toe geleid dat de werkgevers zich bereid hebben verklaard de planning van deze wetgeving nu eerst af te wachten, daar waar zij eerder een duidelijk andere voorkeur hadden uitgesproken. Ook willen zij als de wet er door komt bij nog meerdere pensioenfondsen, die omgevormd zullen worden tot een APF, laten onderzoeken waar de Waterbouwregeling het beste kan worden ondergebracht.’

Hoewel gelukkig in de meeste gevallen alles correct wordt uitgevoerd, kan het lonen. Neem bij twijfel gerust contact met ons op, dan zullen wij u van harte van dienst zijn. Nautilus advies en begeleiding

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

17/02/2016 15:30

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NL NEWS

Heeft u uw emailadres al aan ons doorgegeven..? en sneller van dienst te zijn, F beschikken we graag over hun Om onze leden nog beter

email adres.

Heeft u uw emailadres nog niet aan ons doorgegeven? g Mail ons uw emailadres dan s.v.p. naar infonl@nautilusint.org

Positieve geluiden over HAL kaderleden bij cao onderhandelingen A

Positief 2015 voor Stena Line voor het eerst na een aantal F jaren van verliezen in geslaagd ’In het jaar 2015 zijn we er

als Stena Line op de Noordzee een positief resultaat neer te zetten. We zien al een aantal jaren onze volumes groeien. Dat hebben we voornamelijk te danken aan onze bestaande –trouwe- klanten die onze hoge standaard en kwaliteit onderschrijven. Een belangrijke factor is natuurlijk de positieve economische ontwikkelingen in voornamelijk de UK, maar ook in Nederland. Daarnaast heeft de dalende brandstofprijs een duidelijke bijdrage geleverd. En natuurlijk speelt de situatie rond Calais de laatste tijd ook een rol. Dat zorgde voor veel extra vraag naar ferry transport op de Noordzee. We zouden dit nooit goed hebben kunnen opvangen zonder de toewijding, het harde werk en professionaliteit van onze medewerkers. Ik ben dan ook ontzettend trots op onze organisatie. Voorts wil ik al onze klanten hartelijk danken voor het in ons gestelde vertrouwen.’ Aldus Route Manager Stena Line Noordzee Annika Hult in haar nieuwjaarsspeech medio januari aan boord van de Stena Hollandica. Nieuwe ligplaats Europoort

Ruim 200 klanten en genodigden, waaronder ook Maarten Keuss, Industrial Officer Nautilus en Hans Walthie, communicatie adviseur Nautilus, luisterden naar de volledig

in het Nederlands speechende Zweedse algemeen directeur. ‘Was ik voor 2015 nog ‘voorzichtig optimistisch’ in mijn vorige nieuwjaarsspeech, nu ben ik ‘vrij optimistisch’ als ik vooruitkijk naar de beoogde resultaten in 2016.’ Hult deelde ook nog mede dat er hard wordt gewerkt om begin 2017 een nieuwe, 2e Stena Line ligplaats te realiseren in de Europoort. Loyaliteit en werkdruk

Gevraagd naar haar kijk op het belang van de samenwerking met Nautilus in het nieuwe jaar, stelde Hult na enig nadenken: ‘Ik verwacht van een vakbond vooral een realistische opstelling. Daarvoor is ook commercieel inzicht vereist en een pragmatisch besef. Ik vind het belangrijk dat een vakbond niet alleen maar ideologisch te werk gaat, maar ook oog heeft voor de langetermijnbelangen. Hoofdzaak is dat we een goed resultaat willen neerzetten en winstgevend blijven. Daar heb ik ook het volste vertrouwen in. Evenals in het voeren van een open en constructieve dialoog tussen Stena Line en Nautilus. Of de werkdruk niet soms wat te hoog kan worden, zoals sommige werknemers u vertellen? Natuurlijk kan het soms erg druk zijn aan boord. Maar dat hoort ook bij de aard van onze business. Onze medewerkers gaan daar naar mijn beleving uitstekend mee om. Wij beschikken over fantastische mensen, die professioneel en loyaal zijn naar het bedrijf.’

Begin januari deed het Holland America Line cruiseschip de MS Rotterdam de Rotterdamse haven aan. Veel familieleden, vrienden en studenten van diverse zeevaartscholen brachten een bezoek aan het imposante cruiseschip. Ook Nautilus International Adjunct-bestuurder Maarten Keuss en Nautilus International communicatie adviseur Hans Walthie waren van de partij. En raakten in gesprek met tal van Nautilus leden (en ook niet-leden) over onder meer de nieuwe HAL cao. En dan met name over nut en noodzaak van het direct betrekken van Nautilus (HAL) kaderleden bij de onderhandelingen. In december 2015 sprak een meerderheid van de Nautilus leden die hun stem hebben uitgebracht zich uit voor het nieuwe HAL cao akkoord 2016 – 2018. Leden van Nautilus hebben gedurende enkele weken hun stem kunnen uitbrengen via een online enquête. Eerder al gingen de Engelse leden akkoord met het aan Engelse zijde afgesloten HAL cao akkoord.

Vakbond heeft meerwaarde

‘Het is goed dat er kaderleden direct mee hebben gepraat over de nieuwe cao’, stelt staff chief engineer Bart Peters. ‘Zij komen toch direct in aanraking met alles wat zich afspeelt aan boord. Hoe wij de schepen beheren en ook hoe wij de werkdruk ervaren. En die werkdruk is af en toe behoorlijk hoog. Daarom is het nu ook goed dat we langere rustperiodes hebben, dankzij de nieuwe wachtsystemen. Je kunt nu ook meer de wal op, als de kans zich voordoet.’ Ook de in Engeland wonende hoofdwerktuigkundige Marco Sneep, die onder de Engelse HAL cao valt, is tevreden met de nieuwe cao afspraken. En ook met de aanwezigheid van kaderleden bij de cao besprekingen. ‘Je werkt aan boord en je leeft ook aan boord. Je schip is het bedrijf voor je. Ik vind het ook goed dat de bond zich aan boord laat zien. Zo hoor je natuurlijk het nodige en het toont betrokkenheid. Overigens hoor ik soms wat kritische signalen over de automatische anciënniteitstappen; die vinden sommigen te klein. Wat dat betreft vind ik ook dat je automatisch door moet kunnen groeien binnen je schaal op basis van behaalde diensttijd. Aan de andere kant is die loonsverhoging van 3% per jaar wel een goed resultaat. Of ik vind dat een vakbond nog altijd meerwaarde heeft? Ja, dat vind ik zeker. Je moet het met elkaar doen en daarom is het goed dat de bond de cao-onderhandelingen doet. Je moet er toch niet aan denken, dat iedereen dat voor zichzelf moet gaan doen. Dat is een belangrijke taak voor de vakbond. En nu, met het betrekken van onze kaderleden erbij, maakt het het ook gelijk allemaal weer een stuk moderner en doeltreffender.’

Snelst afgesloten cao aller tijden

HAL kapitein Vincent Smit was één van de Nautilus kaderleden die bij de caoonderhandelingen waren betrokken. ‘Dat is goed bevallen ja’, stelt hij. ‘En met een goed resultaat ook, bovendien was de snelst afgesloten HAL cao aller tijden, volgens mij, althans in de 25 jaar tijd dat ik lid van de bond ben. Zelf moest de HAL wel even wennen, merkte ik, aan de aanwezigheid van ons als kaderleden erbij. Maar dat liep op een gegeven moment best goed. Wij weten toch immers het best wat er aan boord speelt. En het resultaat mag er toch zijn. De meeste leden hebben ook voor gestemd. OK, je hoort ook wel eens kritiek, maar ja, dat houd je altijd. Je kunt ook niet in alles je zin krijgen. Dat irriteert me soms wel eens bij een aantal jonge gasten aan boord. Die denken dat je alles wat je verzint, wel even snel ingewilligd krijgt bij de directie. Dat is natuurlijk wel erg makkelijk gedacht. Maar als je het dan later nog eens

goed uitlegt aan ze, dan draaien de meesten toch wel weer bij. Overigens is het voor jezelf ook leerzaam, om bij die onderhandelingen betrokken te zijn. Daar komt toch heel wat bij kijken. En je moet je natuurlijk overal goed in verdiepen. En met goede argumenten komen ook. Maar daar zijn onze Nautilus onderhandelaars natuurlijk erg goed in. Nogmaals, ik denk dat we zo gezamenlijk een prima cao resultaat hebben behaald.’

Beste cruisemaatschappij voor het tweede achtereenvolgende jaar F verkozen tot beste cruisemaatschappij van

Holland America Line is door consumenten

Nederland. Tijdens het jaarlijkse Reisgala, dat begin februariplaats vond in Aalsmeer, mocht de Nederlandse cruiserederij de Vakantie Award voor beste cruisemaatschappij van 2016 in ontvangst nemen.

OR Contactdag in maritiem Museum Rotterdam A

Op woensdag 16 maart 2016 organiseert Nautilus International voor de 9e keer de OR Contactdag; dit keer in het Maritiem Museum in Rotterdam. De OR-contactdag is een goede gelegenheid om de banden met de Ondernemingsraden in de Binnenvaart, Zeevaart, Offshore en Waterbouw aan

34-37_nl 16.2 (7).indd 37

te halen en onderlinge ervaringen in de Medezeggenschap uit te wisselen. Zoals gebruikelijk worden er een aantal actuele thema’s behandeld. De thema’s worden behandeld door de juristen van Wybenga advocaten. De thema’s zijn: z Actualiteiten WOR z Arbeidsomstandigheden en

aansprakelijkheid na ongeval z De rol van de OR bij faillissement De thema’s hebben betrekking op alle sectoren in de Maritieme wereld. g Tijdens het ter perse gaan van dit nummer waren er nog enkele plaatsen vrij. De toegang voor (OR) leden is gratis. U kunt zich aanmelden per e-mail infonl@nautilusint.org (vol is vol!).

17/02/2016 15:30

38 | telegraph | nautilusint.org | March 2016

APPOINTMENTS

/calmacferries

@calmacferries

@calmac_updates

@calmacferries

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

www.calmac.co.uk

Located in the North West of Northern Ireland, Foyle Port is primarily a bulk port and a major importer of oil, coal, animal feed and fertiliser, all essential commodities for the region. The total value of trade passing through the Port is estimated at £1 billion per annum which supports 20,000 farms in the North West and various local business sectors including the fuel/oil and construction industries. Supporting an estimated 1000 jobs, the port plays an important role in the economy of the North West, as a major gateway and signiƓcant local employer. The organisation is now seeking to recruit two new marine personnel to join the growing Port team.

Berthing Master

The postholder will be an integral member of the Port Operations team reporting directly to the Harbour Master. S/he will be responsible for coordinating shipping movements and associated marine activities, in accordance with local and maritime regulations and operational procedures. Essential to this post are: a recognised marine qualiƓcation at a minimum of OfƓcer of the Watch (OOW) unlimited, or equivalent; at least three years relevant experience in a marine environment; full current driving licence; and a current seafarer medical certiƓcate (ENG1 or ENG11).

Marine Engineer

As a member of the Engineering team, the postholder will be responsible for coordinating and implementing marine engineering and maintenance to ensure delivery of safe and efƓcient operations both on and off shore. Essential to this post are: a minimum STCW Chief Engineer for motorships under 3000kW; at least three years relevant experience in a marine environment; full current driving licence; and a current seafarer medical certiƓcate (ENG1 or ENG11).

Full details including an application form are available from our website at www.londonderryport.com/careers.htm or by email to info@londonderryport.com

Closing date for receipt of completed applications is Monday 21st March 2016 at 5:00pm. We are an equal opportunities employer.

Nautilus recruitment.indd 38

Fleetwood - a top UK Nautical College with a long established reputation for being a leading provider of training to the Maritime industry. MARITIME Tanker Safety Course 11 Apr | VTS Refresher 22 Mar, 16 & 28 Jun | VTS Operators (2wks) 4 Jul | Bridge Team Management 7 & 21 Mar, 2 May, 27 Jun, 11 Jul | HELM (M) 28 Mar, 4 & 18 Apr, 18 & 25 Jul | HELM (O) 22 Mar, 1 Jun, 13 Jul | NAEST (M) 4 & 11 Apr, 25 Jul | Chief Mate Unlimited 2 May | Deck OOW Unlimited 2 May | Master’s Orals 3 May, 20 Jun | HNC and HND NSc By Blended Learning Flexible Enrolment

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

STCW UPDATING Manila Amendments deadline 1 Jan 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 2016 AVAILABLE COURSE WEEKS 18, 5 Apr | 2, 9 ,16, 23 May | 6, 13, 20 Jun | 4, 11, 18 Jul | 1, 15, 22 Aug | 12, 9, 26 Sep | 3 Oct, 24, 31 Oct | 21, 28 Nov

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

16/02/2016 10:22

March 2016 | nautilusint.org | telegraph | 39

APPOINTMENTS NOTICE TO READERS:

Worldwide Travel & Skills to Last a Lifetime

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.

8 March 2016 is the closing date for April 2016. You can still advertise online at any time.

Secure your future with Holland America Line and Seabourn Cruises We are currently recruiting for the following positions: (IGO 3J½GIVW SJ EPP PIZIPW )RKMRI 3J½GIVW SJ EPP PIZIPW IWTIGMEPP] MRXIVIWXIH MR LSPHIVW SJ 'PEWW 'S' *EGMPMX] 1EREKIVW LSXIP WIVZMGIW IRKMRIIV 6IJVMKIVEXMSR )RKMRIIVW )PIGXVMGEP )PIGXVSRMG 3J½GIVW ,SWTMXEPMX] +YIWX 7IVZMGIW 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]

All UK candidates please contact us using the following details and quoting reference VRL03/16: Seabourn seacareers@seabourn.com Holland America Line seacareers@hollandamerica.com

Technical Manager Western Ferries operates a Ûeet of four intensively utilised Class V passenger and vehicle ferries on the Firth of Clyde between Gourock and Dunoon. Due to a forthcoming retirement we have a permanent full time vacancy for a suitably qualiÚed and experienced individual to be responsible for overseeing the day to day technical requirements of the vessels and shoreside infrastructure. Reporting directly to the Technical Director, candidates will be ideally STCW qualiÚed with at least 5 years marine engineering experience in a senior supervisory role. Experience of passenger vessel operations and managing reÚt and repair scenarios would also be beneÚcial. Proven technical capability, sound leadership skills and a good understanding and working knowledge of statutory regulations and the ISM code will be required to ensure all areas of work comply with the Company s SMS. Please apply in writing enclosing your c.v. to Graeme J Fletcher, Technical Director, Western Ferries (Clyde) Limited, Hunter s Quay, Dunoon, Argyll, PA23 8HJ, or, email your details to enquiries@western-ferries.co.uk

ENGINEERING INSTRUCTOR CSMART, which was established in 2009, has grown with recognised success prompting Carnival Corporation to commit to a €85 million investment in a new, custom designed Maritime Training Centre located in the Netherlands. The new Maritime Training Centre will use the very latest, state-of-the-art technology and methodology. It will consist of Bridge/Engine Room Full Mission & Part Task Simulators, practical Electrical Training Laboratories with switchboards similar to those found onboard. The number and range of engineering and electrical training courses will more than double in the coming years. CSMART is currently looking for high quality maritime professionals who want to develop their skills and motivate and train others by becoming professional Engineering Instructors. DUTIES & RESPONSIBILITIES As an Engineering Instructor you are an integral part of the CSMART team, being a role model for Carnival’s engineering staff. Key responsibilities include: • • • •

Delivering training to ship-board personnel Developing courses/new procedures to be implemented on board ships Keeping up-to-date with current practices and technology Occasional ship visits to maintain/update practices onboard

REQUIREMENTS • •

Typically be, or have been, in the role of Chief Engineer/Superintendant, Senior Electrical Technical Ofﬁcer to First Engineer/ETO. Cruise Ship experience is preferred Experience in teaching/instructing would be an asset

As part of our remuneration package, CSMART is able to offer successful candidates a competitive salary & beneﬁts that would include international schooling for children. Further details are available on the CSMART website www.csmartalmere.com and for expression of interest please contact Petra Kendall, Recruiter at recruitment@csmartalmere.com cc: Brendan O’Keeffe, Principal Engineering Instructor Brendan.OKeeffe@carnivalukgroup.com

Nautilus recruitment.indd 39

16/02/2016 14:14

40 | telegraph | nautilusint.org | March 2016

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

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

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

www.seamariner.com

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

NOT A MEMBER OF NAUTILUS INTERNATIONAL?

Join now

Join now on our website Fill out the online application at:

www.nautilusint.org

NAUTICAL INSTRUCTOR CSMART which was established in 2009 has grown with recognised success, prompting Carnival Corporation to commit to a €85 million investment in a new, custom designed Maritime Training Centre which is located in the Netherlands. The new Maritime Training Centre will use the very latest, state-of-the-art technology and methodology. It will consist of Bridge/Engine Room Full Mission & Part Task Simulators, including dedicated Assessment Part Task Simulator & rooms. CSMART is currently looking for high quality maritime professionals who want to develop their skills, to motivate and train others into becoming professional Nautical Instructors. DUTIES & RESPONSIBILITIES As a Nautical Instructor, you are an integral part of the CSMART team, being a role model for Carnival’s Deck Staff. Key responsibilities include: • Delivering training to ship-board personnel • Developing courses/new procedures to be implemented on board ships • Keeping up to date with current practices and technology • Occasional ship visits to maintain/update practices onboard REQUIREMENTS • •

Typically be or have been in the role of Safety Ofﬁcer/Staff Captain/Captain or Pilot. Cruise Ship experience is preferred. Experience in teaching/instructing, especially in simulated environment, would be an asset

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

Nautilus recruitment.indd 40

16/02/2016 14:14

March 2016 | nautilusint.org | telegraph | 41

APPOINTMENTS THE WORLD’S LEADING MARITIME RECRUITER. SHOREBASED:

SUPERYACHTS:

CRUISE:

Technical Superintendent (LNG) Glasgow - £65,000

Deckhand 100m+ Motor Yacht - €2700 p/m

Tech Superintendent - £75,000

Asst Technical Superintendent (Tanker) Glasgow - £45,000 + Package

Chief Stewardess (Rotational) 100m+ Motor Yacht - €6000 p/m

Marine Planning Officer - £30,000

Marine Superintendent (Chemical) Glasgow - £65,000 + Package

Chief Engineer 60m+ Motor Yacht - €8000 p/m

2nd Engineer - £39,000

LNG Project Engineer London - £60,000

3rd Officer 80m+ Motor Yacht - $5000 p/m

2nd ETO - €49,000

Electrical superintendent (LNG) London - £60,000 + Package

Sole Engineer 45m+ Sailing yacht - €7000 p/m

Chef de Partie - €25,000

Technical Superintendent (Container) Various European Locations

Chief Officer 100m Motor Yacht - €9000 p/m

QHSE Manager (Tankers) Netherlands - €70,000 + Package

Chief Stewardess 100m+ Motor Yacht - €8000 p/m

Assistant Harbour Master Channel Islands - £45,000 + Package

Deckhand 50m+ Motor Yacht - €2500 p/m

Marine Superintendent (Chemical) Hamburg - €70,0000

Lead Deckhand 70m+ Sailing Yacht - $3600 p/m

Tech Superintendent - €75,000 1st Engineer - €66,000 Refrigeration Engineer - €34,000 Shorex Manager - $34,000 Hotel Manager - £45,000

GAS / OIL / CHEMICAL TANKERS: Master - £85K Chief Offi cer - £65K 2nd Engineer - £65K 4th Engineer - $52K 3rd Offi cer - $52K

WORKBOAT / ROPAX / CONTAINER VESSELS: Chief Engineer (Dredger) - £55K

Chief Engineer (Container) - £60K

2nd Engineer (Dredger) - £42K

2nd Engineer (Container) - £47K

SEARCH FOR MORE JOBS ON

Master (Workboat) - £250 /day

Chef (Ferry) - £110 /day

WWW.FASTSTREAM.COM

Chief Officer (ROPAX) - £50K

Talk to us about shorebased jobs:

Talk to us about seagoing jobs:

Tel: +44 (0) 23 8020 8840

Tel: +44 (0) 23 8020 8820

Email: shipping-uk@fastrstream.com

Email: seagoing-uk@fastrstream.com

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

Nautilus recruitment.indd 41

10 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.

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42 | telegraph | nautilusint.org | March 2016

SHIP TO SHORE

M-Notices M-Notices, Marine Information Notes and Marine Guidance Notes issued by the Maritime & Coastguard Agency recently include: MSN 1870 (M+F) — The Merchant Shipping and Fishing Vessels (Personal Protective Equipment) Regulations 1999 This notice provides updated safety standards covered by the Merchant Shipping and Fishing Vessels (Personal Protective Equipment) Regulations 1999 (S.I. 1999/2205). The regulations require shipowners and employers to ensure that personal protective equipment (PPE) is provided for seafarers and other workers who are engaged in, or at risk from, a hazardous work activity onboard a United Kingdom ship. They also apply to non-UK ships in UK waters. The general rule that use of PPE is always a last resort, to be used where risks cannot be avoided or reduced to a safe level by means of collective protection, or safe systems of work. PPE must be provided to the seafarer free of charge, except where use of the equipment is not exclusive to the workplace, in which case seafarers and other workers may be required to contribute towards the cost. The equipment issued must be ‘suitable’ which is defined as: z in relation to any work process described in MSN 1870, of the kind and to the standard specified in this notice, in relation to that work process z appropriate for the risks to which the seafarer or other worker is exposed and to the task which they are performing, without itself leading to any increased risk z correctly fitting the seafarer or other worker, or capable of being adjusted to fit z taking into account ergonomic requirements and the seafarer’s or other worker’s state of health z compatible with any other equipment the seafarer or other worker has to use at the same time, so that it continues to be effective against the risk Where traditionally seafarers and other workers provide or choose to supply their own PPE, it must meet the appropriate standard and be used when engaged in work of the types outlined in Annex 1 to MSN 1870. This will not exempt the shipowner and/or employer from their duty to supply PPE free of charge and they will remain responsible for ensuring that seafarers and other workers are correctly equipped with suitable PPE.

In addition, the shipowner and employer must ensure that the PPE supplied is easily accessible, properly stored and maintained, and where appropriate, instructions are available to seafarers and other workers who are required to carry out any maintenance. The equipment must be regularly inspected in accordance with the manufacturer’s instructions, and its operation checked. Respiratory protective equipment must always be checked after use. The shipowner and employer must ensure so far as practicable that PPE is used as instructed — i.e. that it is only used for the purpose for which it is designed, and that it is put on and worn correctly. Seafarers and other workers should receive adequate and appropriate training so that they are aware of the risks against which the PPE is designed to protect them, how and when to use it, and how to look after it correctly. They are required to wear and use the PPE which has been issued to them when appropriate, and to comply with any instruction provided. Specifications for PPE are set out in Annex 1 to MSN 1870. The standards of equipment given in this notice do not apply to life saving appliances or other equipment which is subject to the Merchant Shipping (Marine Equipment) Regulations 1999 (S.I. 1999/1957). MIN 517 (M+F) — Relocation of Orpington Marine Office This brief note gives the new address, phone number, fax number and email address for Orpington Marine Office. MIN 518 (M) — Boatmasters’ Licence Regulations: examination arrangements for the Port of London local knowledge endorsement This note advises of revised arrangements for the conduct of oral assessments for revalidation of the Port of London Local Knowledge Endorsement. The revised arrangements take effect from March 2016. Boatmasters’ Licence holders working in the Local Knowledge Endorsement (LKE) area of the River Thames between Margaretness and Putney Bridge are required to qualify for the Thames Watermen (Port of London) LKE, which is valid for five years from the date when the applicant successfully passes a new entrant’s oral assessment. The LKE must be revalidated every five years by passing a shorter revalidation oral assessment.

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:

The assessment panel for revalidations is led by a Port of London Authority (PLA) examiner and has traditionally included an MCA examiner. However, from 1 March 2016 the MCA examiner will cease to be routinely present at revalidation oral assessments, which will now consist of a PLA examiner and a Thames Practitioner from a list agreed between the PLA and Company of Watermen and Lightermen (CWL). Where assessment pass rates or the conduct of an individual assessment give cause for concern to either the PLA or CWL the MCA must be notified as soon as reasonably possible. The MCA undertakes to investigate on receipt of notification and will communicate any findings to both the CWL and PLA. Full details of how candidates can apply for their revalidation oral assessments are given in MIN 518. MIN 519 (M+F) MARPOL — Amendments to MARPOL Annex VI — Chapter 3 The purpose of this note is to inform industry of the amendments to Chapter 3 in Annex VI of the International Convention for the Prevention of Pollution from Ships, 1973 as modified by the Protocol of 1978 (MARPOL 73/78), which entered into force internationally on 1 September 2015. The amendments in Chapter 3 relate to Regulation 13 — Nitrogen oxides (NOx). This regulation sets out the required specifications for marine diesel engines used in Emission Control Areas and explains how the regulations apply to different categories of vessel. The amended sections of text are given in full in MIN 519.

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.

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

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

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

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

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

Offshore sector contact point Members working for companies based in the east of Scotland or UK offshore oil and gas sector can call: +44 (0)1224 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.

Quiz and crossword answersACDB Quiz answers 1. A total of 17,483 ships transited the Suez Canal in 2015. 2. A total of 13,771 ships transited the Panama Canal in 2015. 3. V. Ships is the world’s largest ship manager, managing around 1,700 vessels in total. 4. The Marshall Islands has the biggest share of the world LNG fleet — a total of 17% under its flag. 5. Mitsui OSK Lines is the biggest beneficial owner of LNG carriers — accounting for 8.2% of the world fleet. 6. The port of Rouen is on the river Seine. Crossword answers Quick Answers Across: 8. Hastings; 9. Nelson; 10. Poor; 11. Volleyball; 12. Pascal; 14. Tickseed; 15. Cyanide; 17. Impinge; 20. Carriage; 22. Age-old; 23. Touchpaper; 24. Ants; 25. Rigour; 26. Karenina. Down: 1. Mahogany; 2. Star; 3. Snivel; 4. Isolate; 5. Intercom; 6. Plebiscite; 7. Collie; 13. Contractor; 16. Diaspora; 18. Gelatine; 19. Bespoke; 21. Adonis; 22. Aurora; 24. Anna. This month’s cryptic crossword is a prize competition, and the answers will appear in next month’s Telegraph. Congratulations to Nautilus member Derek Forward, who has won the prize draw for the February cryptic crossword. Cryptic answers from February Across: 1. Turn down; 5.Shadow; 9. Delegates; 11. Stair; 12. Unparalleled; 15. Lead; 16. Conference; 18. Sweetheart; 19. User; 21. Frontiersman; 24. Overt; 25. Driftwood; 26. Detest; 27. Detritus. Down: 1. Tide; 2. Rule; 3. Dog-end; 4. With a sore head; 6. Hustlers; 7. Deadliness; 8. World-weary; 10. Staffordshire; 13. Flash flood; 14. Malevolent; 17. Statutes; 20. Batter; 22. Post; 23. Ides.

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

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

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

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

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

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

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

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

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

Useful organisations

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

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

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

g Professional & Technical Forum Tuesday 12 April 2016 at 1300hrs for 1330hrs at the FNV Bondgenoten, Pegasusweg 200, 3067 KX, Rotterdam, Netherlands The Forum deals with a wide range of technical, safety, welfare and other professional topics of relevance to all members, including training and certification. The meeting is open to all members (UK, NL & CH) Contact Sue Willis: +44 (0)20 8989 6677 protech@nautilusint.org

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

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

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

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March 2016 | nautilusint.org | telegraph | 43

JOIN NAUTILUS

The face of Nautilus Steven Gosling, UK operations manager

Steven Gosling first took to the water at the age of 12, joining his local sailing club for youth sessions during school summer holidays. ‘We lived in quite a tough part of east London,’ he explains, ‘and my parents were keen for my sister and me to have healthy interests, so one of the things they introduced us to was water sports’. Steven returned every summer up to the age of 18, becoming a skilled sailor and qualified RYA instructor. However, this was not his inspiration to go to sea. ‘I remember someone suggesting the Merchant Navy at that time, but I thought it was connected to the armed forces and I knew the military was not for me’ he recalls.

On leaving school, he declined an offer to study law at university and instead started work in a merchant bank in the City of London, but after nine months he was desperate to move on. ‘The routine of working in an office crunching numbers all day drove me crazy,’ he admits. Then he spotted an advertisement for cadetships with P&O Cruises and realised the Merchant Navy could be a good option after all. He joined P&O Princess Cruises as a deck cadet at 19, and stayed for 10 years, reaching the rank of senior second officer and gaining his Master’s certificate. He also took an MSc in Maritime Operations and Management during leave periods at home.

‘I always knew that I wanted to serve at sea just long enough to obtain the certificates and enough experience to be taken seriously by employers ashore,’ he says, and in 2011 he took up a position as training and quality manager with the Nautical Institute. His next move was to Nautilus in 2015, becoming the Union’s first UK operations manager. ‘I liked the idea of a new role that could be shaped around my abilities as a manager and former mariner,’ he says. The work so far has included supporting heads of department to implement the Union’s new strategic plan, and representing Nautilus in maritime organisations around the UK. ‘I’m here to take an overview, to

think “how can we achieve our goals and how do we bring the right people together to achieve that?”’ he explains. Based at Nautilus head office in London, Steven is now back living close to where he grew up, and still goes afloat when time allows. He also wants to give something back. ‘When I hear what has happened to some of the kids I grew up with, I count myself very lucky that I was given the opportunities I had at that time. If I can do some volunteering or fundraising now to help youngsters find their course in life, it might just be the inspiration they need to do well at school and achieve their potential, perhaps even by going to sea!’

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.

17/02/2016 17:44

44 | telegraph | nautilusint.org | March 2016

NEWS

UK warned against withdrawal of ETV Nautilus adds to calls for the government to keep emergency tug in place in northern Scotland

Nautilus is backing calls from Scottish politicians for the UK Maritime & Coastguard Agency to retain emergency towing vessel cover in the Northern Isles amid concern that it could be cut when the current contract comes to an end on 31 March. The Kirkwall-based tug Herakles is the last of four ETVs that were stationed around the UK in response to recommendations made after the Braer and Sea Empress tanker disasters. The other three were withdrawn as part of a plan to save £32.5m in line with the 2010 government spending review and in November last year ministers decided funding for the ﬁnal vessel was not a spending priority. But ministers are facing increased pressure to keep Herakles in place until alternative ways of providing ETV cover are agreed. Scotland’s environment secretary Richard Lochhead has written to transport minister Patrick McLoughlin to urge the government to rethink its ‘worrying’ plans — warning that the loss of the ETV will threaten seafarers’ lives and the safety of the environment. Orkney & Shetland MP Alistair Carmichael took part in a consultation meeting with the MCA in Edinburgh, and said the Agency’s approach to future provision appeared ‘incoherent and incomplete’ — warning that a study had shown the risk of losing the ETV was unacceptably high. ‘They seem to expect the private sector to ﬁll the gap that they are intending leaving, but can not identify where that is going to come from,’ he said. Shetland Isles MSP Tavish Scott added: ‘The recommendation that a salvage tug needs to cover the northern and western waters of the UK is as relevant today as it was following the Braer.’ Shetland Islands Council deputy leader Billy Fox said it would be ‘foolhardy and reckless’ to remove the ETV. ‘Our coastline is now far busier and the seas around Shetland are more congested, and our weather can be extreme, particularly to the west

Salvage team saves stricken car carrier renewed concerns over the design and A operation of ro-ro ships following a dramatic

Nautilus and marine insurers have raised

near-disaster when a Panama-flagged car carrier nearly ran aground on the French coast after developing a sudden 40° list in stormy conditions in the Bay of Biscay last month. The 22 crew onboard the 33,381gt Modern Express were evacuated by helicopters after sending out a distress call when the ship listed some 130nm off the coast of Spain in high seas and force 8 winds. of the islands. I do not understand what has changed from the review of ETV provision published in 2000, which stated ETV cover in the existing geographical locations should be provided on a year-round basis,’ he added. Western Isles Council convener Norman MacDonald described the situation as ‘absolutely incomprehensible’ and

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The vessel came within 23nm of the coast before salvors managed to tow it to safety. The Hong Kong-owned Modern Express had been en route from Gabon to Le Havre with cargo of 3,600 tons of wood and heavy machinery when the list developed. Two attempts to attach a tow were unsuccessful, before salvors managed to board the vessel and secure a line to Spanish tug Centaurus, which towed the ship to Bilbao. Nautilus senior national secretary Allan Graveson said this was the latest in a long line of incidents demonstrating the vulnerability of car

said local authorities believe there is a case for more ETV provision, not less. ‘I believe that the number of incidents over the past few years highlight the very serious risks around our coastal waters,’ he added. ‘It is absolutely essential that we have an additional ETV, based on the west coast, so that we have adequate safety measures in

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carriers. ‘The construction of these vessels needs to be addressed and the stability data produced requires re-examination,’ he added. Dieter Berg, president of the International Union of Marine Insurance, described the case as ‘worrying’ and part of a recurring pattern. ‘These vessels are very high on the waterline and very difficult to navigate,’ he said. ‘They have certain structural issues, and problems with stability and ballast water, and if you get an ingress of water you are in big trouble.’ Picture: Marine Nationale

place to respond swiftly to incidents, to protect lives and minimise the risk of environmental damage.’ Nautilus senior national secretary Allan Graveson said the government was mistaken if it thinks the market will be able to provide proper protection. ‘There is little point looking to the market for an ETV when there is no market,’

he pointed out. ‘With a properly negotiated time charter this need not be a cost to government.’ The Dutch-ﬂagged cargoship Schokland had to be towed by the Orkney Towage tug Einar to Kirkwall for repairs last month after it suffered an engine breakdown and began drifting shortly after passing through the Pentland Firth.

EU bid to ensure places of refuge of shipping organisations F welcoming the European

Nautilus is among a wide range

Commission’s agreement on guidelines for the provision of places of refuge for vessels in distress. The guidelines set out the responsibilities of coastal states, owners, crew, salvors and insurers when handling requests for places of refuge. They aim to ensure quicker responses in casualty situations and to prevent stricken ships from being denied a place to shelter. The guidelines stress that coastal states should not refuse a place of refuge on commercial or financial grounds. ‘Unless deemed unsafe, there should be no rejection without inspection,’ the document adds. The Commission said the policies had been developed ‘in the interest of human life, maritime safety, security and the environment’ and to give EU members states a ‘pragmatic’ decision-making and risk assessment process to follow when a place of refuge request is received. The guidelines emphasise the master’s role to report incidents before they turn into a place of refuge situation and stay in control of the ship until an appointed salvor takes over. The master should also keep coastal states informed, providing an appraisal of the situation and any threats that a casualty situation poses to their shores. They set out responsibilities for the ship’s operator, charterer and shipper to open a line of communication with the competent authority and coordinating member state, with a particular responsibility to keep them informed of the cargo and other potential dangers. Coastal states are urged to have an independent competent authority to assess applications for places of refuge, and the guidelines also cover procedures for managing requests when an incident occurs on the high seas or outside of the jurisdiction of any one member state. Nautilus senior national secretary Allan Graveson commented: ‘While welcomed, it is disappointing that this has taken so long. It is important that no master or crew is abandoned to the sea without assistance, and that a prompt decision is made without political interference in the best interests of safety of life at sea and protection of the marine environment.’ Christophe Tytgat, of the European Community Shipowners’ Association, described the document as ‘very useful’ and said recent examples of ships in need of assistance had shown the value of the guidelines.

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