The Sea Newspaper

www.missiontoseafarers.org themissiontoseafarers @FlyingAngelNews

Issue 237 Sep/Oct 2015

Статьи на русском языке приводятся на стр. 6 и 7

Mediterranean migrant rescue crisis escalates page 2 Continuing piracy threat warning page 3 Mission comes to aid of abandoned crew page 8 The Mission to Seafarers Founded in 1856, and entirely funded by voluntary donations, today’s Mission to Seafarers offers emergency assistance, practical support, and a friendly welcome to crews in 260 ports around the world. Whether caring for victims of piracy or providing a lifeline to those stranded in foreign ports, we are there for the globe’s 1.5 million merchant seafarers of all ranks, nationalities and beliefs.

The Sea Editor: Carly Fields News: David Hughes The Sea is distributed free to seafarers through chaplains and seafarers’ centres. You can also arrange to receive it regularly at a cost of £3.50 or $5 per year (six issues).

To find out more, contact: Laura Hayes, The Sea, The Mission to Seafarers, St Michael Paternoster Royal, College Hill, London, UK EC4R 2RL Tel: +44 (0)20 7248 5202 Email: laura.hayes@ missiontoseafarers.org www.missiontoseafarers.org Registered charity in England and Wales: 1123613 The Mission to Seafarers Scotland Limited, Registered charity: SC041938

Officer shortfall to ease across international fleet But ship managers call for review of minimum manning levels

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HIPPING will require an additional 42,500 officers by the end of 2019 to cope with the growth in the main cargo-carrying fleet, which is expected to increase by seven per cent over the five-year period from the end of 2014 to the end of 2019. But the persistent shortage of officer crew is receding, according to the latest Manning Report published by UK-based shipping consultant Drewry.

However, the ship managers’ body, Intermanager, says there should be a review of minimum manning levels, which could increase demand for officers on some vessel types.

According to Drewry, current officer supply is in the order of 615,000 and there is a theoretical shortfall of approximately 15,000 officers, which is expected to remain the case until 2019. In the main the shortfall is made up by officers working longer shift patterns.

“There is still a shortage of officers but the gap between demand and supply has narrowed as the recent growth in fleet size is coming to an end,” says Drewry’s lead analyst, Malcolm Jupe.

Although ratings’ remuneration packages tend to follow the International Transport Workers’ Federation (ITF) standard terms, officer earnings are more market driven. However, Drewry notes, North West Europe is the

Credit: Oleksandr Kalinichenko

Los artículos en español aparecen en las páginas 6y7

Some 42,500 extra officers will be needed by 2019, says Drewry

principal exception to the rule.

In the shipping consultant’s opinion, in the current market, “most shipowners cannot afford significant increases in wage rises and any increases which have been seen between 2014 and 2015 have been modest in nature”.

It is also the case that ships are getting bigger and larger ships provide more shipping capacity for the same number of vessels.

This is also helping to ease some of the pressure on manning.

“Manning is normally the single largest cost head in ship operations. Keeping these costs under control remains very important to all shipowners, especially when trading conditions are weak, as is the case in some of the key shipping freight markets

– such as dry bulk carriers,” concludes Mr Jupe.

Meanwhile, Intermanager has called for an investigation into minimum manning levels for different types of vessels trading on different trade routes and carrying different cargo types.

Intermanager says this investigation is necessary in order to determine whether and how these need to be reviewed, and in order that their implications for safety and efficiency can be better understood. Intermanager then wants the findings of the investigation to be discussed at flag state level to take into account required rest hours as set under the Maritime Labour Convention (MLC).

The rules currently in place

stipulate the minimum number of personnel needed to move a ship safely from one port to another. Intermanager says it is concerned that these rules were not just meant to set a crew complement number but were intended to serve also as a mechanism to improve overall operational status. Given today’s operating realities, this may not actually be what is happening.

Intermanager plans to “engage with industry stakeholders to consider how best to ensure sustainable and safe manning levels, taking into account the current operating and legislative environment, onboard administrative burdens and fatigue issues”.

Mission congratulates new IMO head THE Mission to Seafarers’ port chaplain in Busan, Korea, the Revd Simon Ro, attended a celebratory seminar and party for Lim Ki-tack, president of the Busan Port Authority, in July, to celebrate Mr Lim’s election as secretary general of the International Maritime Organization (IMO).

At the event, which was hosted by the Korea Maritime and Ocean University (KMOU), Busan, where Mr Lim studied nautical science and graduated in 1977, Mr Ro congratulated

the secretary general-elect on behalf of The Mission to Seafarers.

Mr Lim takes over from Koji Sekimizu on 1 January next year, for an initial term of four years. In a ballot of the 40-member IMO Council, he beat candidates from Denmark, Cyprus, Russia, Kenya and the Philippines.

The decision of the council will be submitted for approval to the IMO assembly, which meets for its 29th session from 23 November-2 December, 2015.

www.missiontoseafarers.org

THE Seafarers’ union, Nautilus International, and the International Transport Workers’ Federation have issued warnings to seafarers to beware of job ‘scams’, especially those promising work in the cruise sector.

Bogus recruitment agencies have been trying to extract money from seafarers who believed they were applying to reputable companies.

The recent scams have involved companies pretending to be based in the UK, South Africa and Australia. They often give telephone numbers relating to those countries but in fact calls are redirected, usually to Nigeria.

In another recent case, a Ukrainian seafarer approached the ITF after he was asked to hand over US$600 for crewing agent services for a job on board a bulk carrier but never received any flight or embarkation details. Checks revealed the agency had no connection with the vessel.

Paris MoU targets enclosed space entry INSPECTORS working under the Tokyo and the Paris Memorandum of Understanding (MoU) on Port State Control are to carry out a Joint Concentrated Inspection Campaign on crew familiarisation for enclosed space entry.

About 10,000 ships are expected to be inspected between 1 September and 30 November, 2015. The aim is to ensure effective procedures and measures are in place to safeguard seafarers when entering and working in enclosed spaces and to check compliance with the applicable international regulations.

Mate jailed for dumping oil barrels IMO SG-elect, Lim Ki-tack and Revd Simon Ro at the congratulatory party

Gloomy outlook dashes upturn hopes EVEN before the Greek economic crisis came to a head and the Chinese stock market started falling, overall confidence levels in the shipping industry had fallen, according to the latest Shipping Confidence Survey from international accountant and shipping adviser Moore Stephens.

During the three months to May 2015 confidence dropped to a level equal to the lowest rating recorded in the past seven years.

There was also bad news for container shipping. In sharp contrast to earlier

Union issues bogus jobs warning

expectations that container shipping would generate significant profits this year a new report says a “toxic mixture of overcapacity, weak demand and aggressive commercial pricing is threatening liner shipping industry profitability for the rest of 2015”.

The warning, published in the Container Forecaster Report from global shipping consultant Drewry, came as a press report claimed Singaporebased container shipping line NOL is for sale.

Earlier this year Drewry forecast that container shipping carriers would collectively themissiontoseafarers

generate profits of up to US$8 billion in 2015, but its revised view is that they will be lucky to break even this year. This, Drewry says, means that some lines will be back in the red by the end of 2015.

According to the Moore Stephens report, in May 2015, the average confidence level expressed by respondents in the markets in which they operate was 5.3 on a scale of 1 (low) to 10 (high), down from 5.5 in February 2015. This equals the lowest figure recorded in the life of the survey, which was launched in May 2008 with a confidence rating of 6.8. @FlyingAngelNews

THE former chief mate of the refrigerated cargo vessel Murcia Carrier, Valerii Georgiev, 42, was sentenced to three months in prison by a US court in July for failing to maintain an accurate oil record book.

According to the US authorities, Mr Georgiev ordered crew members to dump overboard several barrels containing hydraulic oil. The US Government believes about 20 barrels went overboard while the vessel was sailing from Costa Rica to New Jersey.

The dumping was not recorded in the ship’s oil record book. In June the ship’s operator, Norbulk Shipping UK, was fined US$750,000 and placed on probation for three years for the same incident.

2 the sea sep/oct 15

Alcohol can kill, warns investigator

Mediterranean migrant rescue crisis escalates ‘Woefully insufficient’ search and rescue resources need to be urgently addressed, says ICS

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EARCH AND RESCUE (SAR) resources available to rescue migrants in distress in the Mediterranean are still “woefully insufficient and urgently need to be dramatically increased” according to the International Chamber of Shipping (ICS).

“It is unreasonable for governments to continue relying on merchant ships as a long term solution, placing civilian merchant seafarers at considerable risk. The current situation is neither sustainable nor tenable,” said ICS chairman, Masamichi Morooka.

At their recent annual general meeting ICS members welcomed recent efforts by EU member states to increase resources for migrants in distress in the Mediterranean, and the subsequent decrease in the numbers of lives lost, but said that still not enough was being done.

Speaking after the meeting, Mr Morooka said: “It is simply not acceptable that merchant ships are still being routinely called upon by rescue co-

ordination centres to assist with the majority of rescue operations currently taking place, having already assisted with the rescue of more than 50,000 people since the crisis started to escalate last year.

Apart from the fact that commercial ships are wholly unsuitable for rescuing hundreds of people at a time, the SAR obligations that exist under international law were never created with the current situation in mind.”

ICS members agreed that governments must urgently find a solution to the crisis. In the meantime, while it continues to be necessary for the international community to rescue tens of thousands of people, state-backed SAR resources must, the ICS asserted, be increased immediately.

However, reflecting the reality that merchant ships will often have to rescue migrants, the global shipping industry, represented by a wide crosssection of international shipowners’ associations and seafarers’ unions, has collectively updated the

industry’s Guidelines on Large Scale Rescue Operations at Sea. The Guidelines were drawn up in response to the continuing crisis in the Mediterranean but they are also relevant to other regions where ships may have to assist with rescue operations involving large numbers of migrants or refugees, including South East Asia.

The new Guidelines update those originally produced by the ICS at the end of 2014, but now take account of the considerable recent experience gained by shipping companies and their crews.

An important aspect of the revised Guidelines is the additional attention given to ensuring that rescued people are looked after safely once they have been embarked on board commercial ships, while also ensuring the safety, security and welfare of the seafarers undertaking such rescue operations, which often involve a significant degree of risk.

Philippines acts on injury claims A NEW law in the Philippines is expected to clamp down on unscrupulous practices by lawyers representing seafarers in personal injury cases, according to a Seatrade Maritime News report.

As The Sea went to press the Anti-Ambulance Chasing Act was expected to become law before the

end of the year. The report notes that Filipino officer level seafarers are entitled to US$250,000, and ratings $125,000, in compensation if judged to be fully disabled when injured at work.

As a result ambulance-chasing lawyers have been bringing inflated injury claims that have become of

increasing concern to shipowners and managers.

At present ambulance-chasing lawyers can take up to 50 per cent of awards as their fees, and can also lend money to the claimant while cases are ongoing. As a result claimants can end up receiving well under 50 per cent of the compensation paid

out. In one case a widow entitled to $80,000 in compensation received just $23,000.

Under the new Act, which is expected to become law in the next two to three months, lawyers’ bills will be capped at 10 per cent of the compensation, and lending to claimants outlawed.

Panama Canal expansion set for completion next year Credit: Panama Canal Authority

Expanded Canal expected to open in April 2016

A UK Marine Accident Investigation Branch (MAIB) investigation into two deaths connected with the workboat GPS Battler has highlighted the dangers of drinking alcohol ashore.

The vessel was operating along the Spanish coast in August last year and in January this year. In the first case the master drowned when the open tender returning from the marina was overwhelmed in choppy seas. In the second casualty, a mate fell into the water from the quay while waiting for access arrangements to the workboat to be rigged.

The master in the first accident was 25 per cent over the UK’s drink-drive limit and the mate in the second accident was almost four times over the limit.

The MAIB said its investigations identified that elements of the safety management system on board GPS Battler were not followed.

Notably, the alcohol consumption by the deceased and other crew members, which was a factor in both accidents to varying degrees, was contrary to the workboat’s drug and alcohol policy.

Malta criticises blast yard A MALTESE Marine Safety Investigation Unit report into an explosion on board the 1,102 teu, UK-managed containership Munich Trader while undergoing repairs in July last year has criticised the Boluomiao Shipyard, Guangzhou, China for not cooperating with its investigation.

The explosion was caused when an oxyacetylene torch being used by a welder ignited flammable gases from a bunker tank.

One of the ship’s crew and a shipyard welder suffered serious injuries. The report says that language problems between the crew and the yard workers “severely hindered effective communication” and as a result the master was unaware of the full extent of the work being carried out.

MOL Comfort lessons learnt IN A new promotional video the Panama Canal Authority (ACP) has announced that the project to expand the canal is now “91 per cent complete”, while major contractor Xylem Inc has

said the work should be completed in the second quarter of next year.

The canal expansion involves creating a new traffic lane and building two new lock complexes, one on the

Atlantic Ocean and the other on the Pacific, allowing for the passage of ‘New Panamax’ ships, and doubling the capacity of the canal. The expanded canal is expected to present fresh

opportunities for certain oil trades, for medium-haul Aframax tankers between the Atlantic and Pacific sides of the canal, and for longer-haul Suezmax voyages.

MAIB criticises lack of safety culture THE dangers of not encouraging a safety culture on board and of not taking proper precautions before undertaking engineering repairs at sea have been highlighted in a new UK Marine Accident Investigation Branch (MAIB) report.

In March last year the master of the Barbados-registered general cargoship, Sea Breeze, managed by the Moscow-based company, Shipmar, contacted Falmouth Coastguard to

report that the ship’s engine room was flooding. A ballast pump in the vessel’s engine room was being maintained when water began to enter the space.

The crew were unable to stem the flow and the engine room was evacuated. The crew did not deal effectively with the emergency as they had not been trained. Despite assistance from a UK Royal Navy warship and a Royal National Lifeboat Institution lifeboat the situation worsened and

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the crew were taken off without serious injury.

Eventually a team of professional salvors were able to bring the flooding under control and the vessel was kept afloat and eventually taken into harbour.

The MAIB says its investigation “identified a very poor standard of engineering being carried out on a ship in materially poor condition”.

The MAIB says key safety issues included the fact that the master, who

was the officer on watch at the time, was not aware that the work was taking place and no permit to work had been issued. Also, no risk assessment had been completed prior to work commencing, basic contingency preparations were not taken and good engineering practice was not applied.

Crucially, no onboard training or drills had been completed, which hampered the crew’s ability to respond effectively to the flooding.

THE International Association of Classification Societies (IACS) has adopted new Unified Requirements (UR) that incorporate lessons learnt from the 2013 loss of the containership, the MOL Comfort, which broke in two in the Indian Ocean.

IACS said the UR “will further improve the safety of large containerships by enhancing consistency between pre-existing class society provisions in this area”.

The new requirements cover a number of technical construction issues, including bi-axial stresses, induced external pressure on the bottom shell, and the whipping effect. They will enter into force on 1 July, 2016.

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3 the sea sep/oct 15

Continuing piracy threat warning Increased hijacking risks for coastal tankers transiting South East Asian waters

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HE International Chamber of Commerce’s (ICC) International Maritime Bureau (IMB) has highlighted a “continuing trend” in the hijacking of small coastal tankers by maritime pirates in South East Asia, averaging one attack every two weeks.

According to the IMB’s latest quarterly report, five small tankers were hijacked in South East Asian waters in the second quarter of 2015 alone, bringing the total number of vessels hijacked globally in 2015 to 13.

The IMB has stressed, however, that enhanced co-operation between regional authorities is paying off and that early detection of approaching skiffs has resulted in attacks being aborted.

The report highlights the tracking and arrest off Vietnam of an eight-man Indonesian gang responsible for the hijacking of a Malaysian tanker last month. The IMB also praised the Malaysian authorities for the June conviction of nine Indonesian pirates, arrested after the January hijacking of an anchored product tanker off Johor.

IMB director Pottengal Mukundan said: “Information sharing and co-ordinated action between concerned coastal states is crucial in responding to this threat. We commend the effort that caught one gang and also the hefty custodial sentences imposed on another which will help deter further incidents.”

The latest global report reveals that a total of 134 incidents of piracy and armed robbery against ships were reported to the IMB Piracy Reporting Centre (PRC) in the

first six months of 2015; an increase on the 116 reports for the corresponding period in 2014.

Pirates managed to board 106 vessels and were responsible for 13 hijackings and 15 attempted attacks worldwide. So far in 2015, 250 crew members have been taken hostage, 14 assaulted, 10 kidnapped, nine injured and one has been killed.

According to the latest statistics, while more than a third of incidents reported to the PRC took place off the coast of Indonesia, the majority of these related to low-level, opportunistic thefts from vessels.

The IMB report notes a significant increase in the number of incidents off Bangladesh and Chittagong in particular, with 10 reports made in the second quarter

of 2015 compared with only one in the first quarter. Again, these attacks related to armed robberies from vessels.

Off Nigeria, 11 incidents were reported in the first half of 2015, though no incidents were reported in the month of June. However, 10 crew kidnappings in three separate events were reported in and around Nigerian waters.

Encouragingly, in the second quarter of 2015, no reports were received of any pirate activity off the coast of Somalia.

Nevertheless, the IMB advises that the security situation in the Horn of Africa remains uncertain. It urges masters to remain vigilant when transiting these waters and to adhere to the industry’s Best Management Practices.

Perils of Libyan waters highlighted IN A situation update in late July global security company MAST reported attacks on shipping in Libyan waters. Two ships were attacked by aircraft in waters off Mareesa near Benghazi, Libya, and one was sunk.

The Tobruk Government conducted the attacks and stated that both ships were carrying men and munitions to Benghazi in order to fight against them. It appears that both vessels were small, similar in size to fishing boats. However, three tankers were also attacked while trying to enter ports held by the terrorist group, ISIS. The Tripoli-based branch of the National Oil Corporation (NOC) has criticised the

Tobruk Government for the attacks on vessels.

MAST warns that any commercial agreements with the NOC should be scrutinised to confirm which branch (Tripoli or Tobruk) of the NOC has approved it. Entering a port without permits from the branch with jurisdiction for that port could result in the vessel being attacked or arrested.

Meanwhile Yemen’s official government re-took Aden in July. As a result the first aid shipment in four months was delivered to the southern port city. At that time the Houthi rebels were being pushed north up to the town of Taiz but were using large artillery against towns around Aden.

Fighting piracy off West Africa

Blacklist Kitesurf to proposed for raise Mission box weight funds cheats Pacific Basin shipping executive THE Global Shippers’ Forum (GSF), quoting from a Containerisation International survey, says almost 80 per cent of firms sending goods by sea containers support the idea of a blacklist for those who misdeclare cargo in containers.

However, the survey also found that just 60 per cent of shippers believe they will be able to comply with new International Maritime Organization (IMO) rules requiring the weight of containers to be declared, when they come into force in July next year.

Gas fuel code adopted Reflecting the increasing use of LNG as ship fuel, a new mandatory code for ships fuelled by gases was adopted by the International Maritime Organization (IMO) in June, when IMO’s Maritime Safety Committee (MSC) adopted the International Code of Safety for Ships using Gases or other Low-flashpoint Fuels (IGF Code).

IMO notes that the use of gas as fuel has increased in recent years due to its having lower sulphur and particulate emissions than fuel oil or marine diesel oil.

“But,” it says, “gas and other low-flashpoint fuels pose their own set of safety challenges, which need to be properly managed. The IGF Code aims to minimise the risk to the ship, its crew and the environment, having regard to the nature of the fuels involved.”

Costly garbage dumping incident

The Ghana-based information sharing centre provides crucial support

INTERNATIONAL Maritime Organization (IMO) official Chris Trelawny visited the Maritime Trade Information Sharing Centre (MTISC-GoG), located in the Regional Maritime University of Accra, Ghana in July.

The multinational centre provides advice and information to merchant shipping operating in the Gulf of Guinea (GoG).

The centre is funded by the Oil Companies International Marine Forum, IMO member governments and by the IMO West and Central Africa Maritime Security Trust Fund. At the

time of the visit over 630 ships were sharing information with the centre.

In recent months the centre has provided support to ships and authorities to assist them in countering piracy and illegal fishing, as well as supporting search and rescue operations.

The watchkeeping staff who operate the centre come from the navies of Congo, Ghana, Nigeria, Sierra Leone and Togo, the Liberian Maritime Authority and from private companies, and are supported by Merchant Navy liaison officers.

Heavy weather deck work alert MARINE insurer UK P&I Club has warned of the dangers of working on deck in heavy weather. It stresses that operations on deck in heavy weather are dangerous, and should only be considered if essential to the safety of the ship and crew.

Linda Wright, claims executive for the UK P&I Club, notes: “Masters and owners have an obligation to provide a safe workplace. Heavy seas and raging winds try to defeat any attempt to be ‘safe’.

However, if a loose anchor is pounding the hull, or unsecured nylon lines on deck threaten to wash overboard and potentially

tangle in the ship’s propeller, the master must make a decision as to whether the potential danger to the ship outweighs the high risk of sending crew members on deck.”

She continues: “If the decision is that work on deck is necessary, procedures must be completed for a full risk assessment.

Reference to the Member’s ISM Guideline and the Code of Safe Working Practices for Merchant Seamen should be considered.

Although this code originates in the UK, the practical advice should be reviewed by any master or crew member,

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so unexpected dangers can be planned for.”

Ms Wright concludes: “Members should always be prepared for the unexpected.

Always consider the power of the sea, and the practical ways to follow safety measures in heavy weather. Members should consider having a permanent list of items specifically identified for safety when on deck in heavy weather. First and foremost, is the task absolutely essential for the safety of the ship and crew? If the answer is no, then wait for calmer sea conditions or the next port.”

THROWING just 0.03 cubic metres of food waste over the side within Australia’s Great Barrier Reef led to a A$500 fine for a ship’s master and a A$5,000 penalty for the ship’s owner. The case, which involved the Asteria Leader, was one of three recent prosecutions brought by the Australian Maritime Safety Authority (AMSA) following separate marine pollution incidents within the Great Barrier Reef Marine Park.

The illegal disposal of garbage from the Asteria Leader was discovered when a routine port state control inspection by an AMSA marine surveyor at Fisherman Island in the Port of Brisbane revealed a record of the discharge of 0.03 cubic metres of food waste within the Great Barrier Reef on 8 October, 2014.

AMSA chief executive officer Mick Kinley said it was disappointing that ships were failing to adhere to the measures in place to protect sensitive marine areas, such as the Great Barrier Reef.

Jacob Bliksted Sørensen embarked on a 1,000 km kitesurf challenge between Mozambique and Somalia in July, in aid of The Mission to Seafarers and Adeso (African Development Solutions).

General manager at the Hong Kong-based shipowner Pacific Basin and the founder of Mission: Safe Ocean, Jacob intended to kitesurf solo along the coast of East Africa relying solely on wind and wave power. The challenge was expected to take up to four weeks.

The aim of the campaign is to raise awareness of the root causes of piracy and to support long-term efforts to improve the safety of the Indian Ocean.

All proceeds raised from Jacob’s expedition will go directly to The Mission to Seafarers and Adeso.

Jacob and Mission: Safe Ocean are supported by a number of leading shipping industry organisations, including Neptune Maritime Security, Pacific Basin, Sturrock Grindrod Maritime, Thuraya and Univan Ship Management.

Donations to The Mission to Seafarers and Adeso can be made at: www.justgiving.com/teams/ missionsafeocean

Collision due to lack of lookout DESPITE there being two deck officers, a helmsman, and a pilot on the bridge of the containership Kota Wajar when she was sailing in Moreton Bay, Australia, in July 2014 nobody saw the yacht Blazing Keel before the two vessels collided.

The Australian Transport Safety Bureau’s report on the incident says there was no dedicated lookout on the Kota Wajar, while the master/owner of the yacht and his wife were both below deck at the time, with nobody looking out.

Fortunately there were no serious injuries and the yacht, though damaged, survived the collision.

Anger at pirate pay-out THE Maritime Piracy Humanitarian Response Programme (MPHRP) has criticised a European Court of Human Rights ruling ordering France to pay damages and costs to nine Somali pirates arrested following attacks on a cruise ship and a yacht in 2008.

The men were captured and taken to France but the court said it was wrong to have held the men for an additional 48 hours after they arrived in France before being brought before a judge. The MPHRP said the ruling favouring the pirates was “an insult to the seafarers and yachtsmen they attacked”.

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4 the sea sep/oct 15

NEWS

MICHAEL GREY

No UK seafarer deaths in 2014 FOR the first time in at least 50 years, there were no deaths of seafarers as a result of accidents at sea in 2014 on UK merchant vessels of 100 gross tonnage (gt) or over, but more of the country’s fishermen died last year than in 2013.

In his annual review the UK’s Marine Accident Investigation Branch (MAIB) chief inspector of marine accidents, Steve Clinch, says: “2014 was another busy year for the MAIB. Thirty-one investigations were started and 33 investigation reports were published.

“Two Safety Digests and three Safety Bulletins were also published.

In comparison to 2013, the average time taken to complete an

investigation decreased slightly from 10.9 to 10.2 months.”

According to the report, for the fifth year in succession no UK merchant vessels of 100 gt or over were lost. The overall accident rate for UK merchant vessels of 100 gt or over was unchanged from 2013, at 88 per 1,000 vessels.

There were no crew deaths on UK merchant vessels of 100 gt or over, and a review of available records from the last 50 years suggests this has never happened before.

The average number of deaths over the last 10 years is four per year.

Six small UK vessels, of less than 100 gt, were lost in 2014 and five crew lost their lives. Four of these were lost in a single

accident when the yacht Cheeki Rafiki suffered a detached keel and capsized in the North Atlantic.

Twelve commercial fishing vessels were lost in 2014 compared with 18 in 2013. This compares favourably with the average of 19 losses a year during the past 10 years.

The report notes that 75 per cent of the losses in the commercial fishing sector were in the small, less than 15 metre, sector. However, the death toll in the commercial fishing sector was higher: eight fishermen lost their lives in 2014 compared with only four lives lost in 2013. The average number of fishermen who lost their lives each year over the last 10 years is 8.5.

Africa chaplains adopt constitution Chaplains from the region benefited from crisis training

Droning on

The shipping industry has the te ships, but it’s the ‘softer’ issues t

S

CARCELY a day goes by without some new and exciting example of what we used to call “remote control”. On the domestic front we have software that will enable you to turn on your oven and central heating before you leave your office desk. Amazon is only waiting for clearance to start to deliver your parcels by small “quadricopters”, which might be an alarming experience when the doorbell rings and you expect to meet a postman.

We have marvelled at unmanned probes probing the secrets of comets, millions of miles from earth and carrying out complex scientific analyses on the surface of Mars.

There are several keen teams of automobile engineers developing remotely controlled cars where all the occupants will be able to relax with a good book as the onboard electronics safely conduct them to their destination. Surely remotely controlled, unmanned ships are just around the corner.

There are a growing number of enthusiasts for this technological development, which some might suggest, compared to space exploration, should be a piece of cake. Ships don’t go very fast, don’t

sail into extreme temperature conditions, and don’t have to accelerate to several times the speed of sound to escape the pull of gravity.

They don’t have to worry about colliding with seagulls or space debris, or a lorry coming in the opposite direction with the driver asleep. There is surely an awful lot of sea for them to happily navigate in?

The proper term for “unmanned” – which sounds somewhat neglectful, as if the crewing department just went on holiday – is “autonomous” – which seems a lot more purposeful and deliberate. There are already some autonomous craft around now, if you count various devices used by oceanographers to probe the sea bottom, underwater kits used in the offshore energy sector or maritime military derivations, mostly undertaking classified tasks.

We already have robots of various types working in shipbuilding and ship repair, where among other things they very efficiently clean the weed and barnacles off ships’ bottoms.

The ability to control ships from the shore is already proven, so perhaps the exciting pictures we

see around us speeding alo accommodation might be not t future. There is on impression sh containership p bulk carrier on t with Canary Wh in the backgroun entirely fanciful, societies, mar companies and undertaking res remaining tech unmanned co operation migh There is a so hum’ of encou from various par industry to all research. Many to a recent Drew estimated that th will require 42, in the next five y quite a lot o autonomous shi that sentence, w it the ‘baggage’ of shortages cou manpower cos through the roo It is also wo

CARLY FIELDS

Abandonment p CHAPLAINS from The Mission to Seafarers – Africa gathered together in June for the Mission’s regional triennial conference.

Joined by the chairman of the management committee and other invited guests from ports that

make up the African Region, the group heard reports from the various stations and adopted of a regional constitution – a milestone event in the history of The Mission to Seafarers – Africa.

Two newly appointed chaplains

from Saldanha and Mossel Bay were welcomed to the meeting for the first time.

The conference was preceded by a week of training on crisis intervention, peer support and mental health education and training.

ITF trust launches welfare vehicle effectiveness survey THE ITF Seafarers’ Trust, which often pays for vehicles for seafarers’ welfare bodies and missions, has announced it will be surveying their uses and effectiveness so as to use its grants as effectively as possible. The International Christian Maritime Association (ICMA) and the North American Maritime Ministry Association (NAMMA) will partner the Trust in the survey.

Granting service providers the funds to purchase appropriate vehicles to provide seafarers’ centres/ships’ visitors a means of transporting themselves and seafarers to and from ships is one of the Seafarers’ Trust’s main areas of funding.

The Trust has provided over

£2.5 million for this over the last 34 years.

The Trust says that “to make grant giving in this area more fair and equitable to the service providers”, it will partner with ICMA and NAMMA “for a short programme of data-gathering on current usage and needs of vehicles in ports around the world”.

The data to be collected focuses on the number of seafarers served, the current state of vehicles being used for seafarer welfare purposes, the distance from ships to services, and the mileage per year.

Once the information is collected, the organisations that the Seafarers’ Trust decides are likely to get a vehicle grant will

be contacted and invited to apply for a grant. Neither ICMA nor NAMMA will be involved in the granting decisions: they will only take part in gathering data and sharing information.

The Revd Richard Kilgour, general secretary of ICMA, commented that: “The longstanding and strong relationship between the ITF Seafarers’ Trust and ICMA members is a great asset. ICMA supports the gathering of information in this way for planning years ahead to target funds fairly and equitably to best effect for vital van replacement.

That ICMA has been asked to help with data-gathering is another example of how we are partners in this work.”

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Carly Fields speaks with Seacur 2006 will improve the financial s

I

N existence for nine years and in force for the last two, the Maritime Labour Convention, 2006 (MLC 2006) can no longer be rightly described as a fledgling regulation. Covering all seafarers working on board ships that fly the flag of countries that have ratified the Convention, MLC 2006 was ushered on to the shipping scene promising a set of unified labour standards for seafarers.

It has delivered that and more, complementing the conventions of the IMO that deal with safety and security of ships and protection of the marine environment. But what does this mean for seafarers?

Does it mean that the issue of abandonment has gone away?

Far from it says Thomas Brown, managing director of specialist marine insurance intermediary Seacurus, pointing to weekly stories in the mainstream shipping press and the International Labour Organization (ILO) abandonment database as proof of the continuing problem. However, it was never designed to negate the risk of abandonment, but rather to mitigate the suffering of those who become victims of abandonment, he adds.

“It is hard to see how a

regulatory instrument could ever extinguish this risk altogether,” he says. “That said, the aspects of the Convention which impose upon the employers of seafarers an obligation to provide financial security should be applauded, as the regulators have, by making financial security an international requirement, recognised the very grave and real consequences of abandonment.”

ILO has provided the framework; it is for industry stakeholders to determine how it is implemented and their actions will ultimately decide if the Convention’s well-meaning intentions are ever realised.

Financial security is currently called for in two sections of the Convention namely regulation 1.4 and regulation 2.5, which will soon be amended.

Regulation 1.4 attempts to address the risks inherent within the global seafarer recruitment and placement industry. This regulation obligates member states to ensure that seafarer recruitment and placement services operating from their jurisdiction can demonstrate that they have in place an adequate system of financial security to indemnify the financial losses of seafarers

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they place at se the contractua employer.

“The success will be determin of the member that such com says Capt Brown have seen littl evidence to ma member state int place on a glob The second security can be fo 2.5 of MLC 20 more specifical of abandonmen is subject to amendment, e into force in Jan will reinstate th shipowners to vessels to which have on board an of financial sec accrue a benef that vessel in t abandonment.

“Until thi mandated global is enforced glob control, we wil well-meaning i draftsmen and w in trying to find issue of seafare

5 the sea sep/oct 15

n about unmanned ships

echnology and the wherewithal to develop autonomous commercial that will prove much harder to overcome says Michael Grey (perhaps unfairly) that the world’s shipbuilders are going through a terrible time at present, as owners try and digest the enormous surplus they recklessly ordered on account of ships being cheap. A yard or design organisation that could offer a viable autonomous ship would, it is assumed, take an enormous commercial leap forward, as every owner on earth will surely want to take advantage of such a vessel.

But sadly, despite all the futuristic illustrations and encouraging talk, there are enormous obstacles which still have to be overcome before the first ship remotely opens its hatches or cargo valves to load its inaugural cargo. There are enormous legal mountains to climb if anyone wants to sail one of these ships internationally, let alone do a trip in domestic waters, which might be marginally easier to accomplish.

Enthusiasts for drones like to tell us about the success of driverless trains, but such vehicles operate on rails and can be reasonably assured that they won’t meet another train with an incompetent driver aboard, approaching from the port side on a steady bearing. Obviously a ship can be built with the same precision and reliability as a space

probe. It can be constructed in such a way that it can withstand the dynamic effects of storms and the onset of corrosion and structural deterioration. But what will the cost of this be compared to a standard ship, with a competent human crew aboard?

It is worth recalling that while the sea is naturally hostile and never gives up its attacks upon your ship, there are other major concerns, which range from liabilities and the ‘insurability’ of autonomous ships, to worries about pirates, sundry other criminals and hackers.

You can airily dismiss these problems and accuse the nay-sayers of Luddism, but convincing answers to these problems have not been forthcoming. And when they do come, those answers better be convincing because sceptical politicians and an even more sceptical, safety conscious, public will be the final arbiters of any technical proposals to send such craft to sea. There may be a few places where all objections might be overcome, but I suspect that we are still going to need those tens of thousands of new seafarers, along with those who make their living today, afloat.

Credit: Rolls Royce Holdings

s showing ships ng with their n islands omitted, too far off in the ne particular artist’s howing a large passing a sizeable the River Thames, harf and the Dome nd. None of this is with classification rine technology d shipbuilders all earch on how the hnical barriers to ommercial ship t be overcome. ort of ‘background uraging comment rts of the shipping l this specialised people latched on wry report which he global industry 500 extra officers years. There seems of incentive for ip development in which carries with skill and experience upled with the ts that are going of. orth pointing out

It has proved difficult to move autonomous ships off the drawing board

protection can’t come soon enough

rus’ Thomas Brown about how amendments to the all-important MLC security of all serving seafarers

ea, in the event of l default of their

s of this regulation ned by the actions r states to ensure mpanies comply,” n. “To this end we le demonstrable ke us believe that tervention is taking bal basis.” pillar of financial ound in Regulation 006, which deals lly with the issue nt. This regulation an important xpected to enter nuary 2017, which he obligation on o ensure that all h the MLC applies, n in-force certificate curity which will fit to the crew of he event of their

s obligation is lly and compliance bally by port state l not know if the intentions of the women of the MLC d a solution to the er abandonment

Seafarers need help to better understand their employment terms and where to seek abandonment protection

will be achieved. For now, it is very much as we were pre-MLC when the valuable work of charitable organisations such as The Mission to Seafarers continue

to represent the only real and tangible relief to seafarers caught in the abandonment trap.”

While there is little on an individual level that seafarers can

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do to encourage their employers to purchase abandonment cover at this time, there is no substitute for education at an individual level.

“Seafarers need to know their rights. With the right education they will better understand the basis upon which they are employed and to which party they should look for abandonment protection. Ironically, as the regulation stands at present in its un-amended form, a seafarer employed on a direct basis by a shipowner will be afforded less protection than a seafarer employed by a crew management company (CMC) and/or placed on board a vessel by a seafarer recruitment and placement service (SRPS).”

Once the amendments are mandated, seafarers can at least check if their employer has invested in abandonment insurance through the certificate that must be displayed. This certificate will provide details of the security and who to call in the event of abandonment.

Seacurus already issues CMC/SRPS insureds with a certificate which they retain in their office and it is in the final development phase of creating an individual seafarer assistance card which links through to an online database where insured seafarers can check for cover and/or notify Seacurus of a claim. “We

believe we are one of the first insurers to offer individual seafarers this level of service and security.”

Given the slow moving nature of international legislators, seafarers could be forgiven for doubting that the all-important amendments will actually ever come into force.

But Capt Brown is resolute: “We are very confident the amendments will be unopposed and will come into force in January 2017. This will be an historic moment for all seafarers as they will at last have real protection against the risk of abandonment. This should also negate the need to rely on charities such as the MtS to provide for the welfare of abandoned seafarers, as has been the case on so many occasions to date.

“In the 21st century, a global workforce should not have to rely upon charitable relief due to their employers’ financial mismanagement. As consumers we do not contemplate booking an overseas holiday without the security of an ABTA certificate of financial responsibility, so why then should it be assumed that seafarers will assume this very same risk themselves, largely on our behalf as the consumers who rely on them getting our goods from A to B?”

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6 the sea sep/oct 15

JUSTICE MATTERS n BY DOUGLAS STEVENSON

Getting ashore in the United States The United States is a frequent destination for commercial ships and seafarers. Every year, foreign seafarers, that is seafarers who are not US citizens or permanent residents, account for more than five million arrivals at US ports.

The Center for Seafarers’ Rights recently published a report of its 2015 survey on seafarers’ shore leave in US ports, which can be accessed here: http://seamenschurch.org/article/2015-seafarershore-leave-survey The survey found that about 17 per cent of all foreign seafarers had been denied shore leave in US ports. Of the 17 per cent who were denied shore leave, about 78 per cent couldn’t go ashore because they didn’t have valid US visas.

The US has a complicated approach to entry for seafarers. It is one of the few countries in the world that require foreign seafarers to have a visa for shore leave; information on how to obtain D-1 crew member visas can be found at http://www.seamenschurch.org/usd-visa These visas are needed for, but do not guarantee, shore leave in the US. All seafarers on ships that call at a US port after sailing from a foreign port must undergo an immigration inspection by a US

Customs and Border Protection (CBP) officer. In determining eligibility for shore leave, CBP officers consider several factors in addition to visas. Foreign seafarers who are granted shore leave are provided a CBP Form I-95 Crewman’s Landing Permit.

Under the 29-Day Rule, a Form I-95 Crewman’s Landing Permit authorises shore leave in the US for up to 29 days, so crew members must depart the US within the 29-day authorisation period. If their vessel remains in the US for more than 29 days, they will not be allowed to go ashore until they depart the US. CBP will not re-inspect the vessel until after it returns to the US from a foreign port.

Special rules apply to seafarers on cruise ships as the CBP allows the 29-day period of admission to be calculated on an aggregate, rather than calendar day, basis for crew members on cruise ships.

CBP inspects crew members on cruise ships every 90 days.

Maritime Labour Convention 2006 (MLC 2006) in Standard A1.4 Paragraph 5(b), requires shipowners to pay for seafarers’ visas.

This year’s shore leave survey revealed that about 81% of the seafarers who were denied shore leave because they did not have a visa were serving on ships registered in countries where the MLC 2006 was in force. Seafarers who are not provided visas may wish to report a

MLC 2006 deficiency to their vessel’s flag state as authorised by Standard A5.1.4, Paragraph 5.

There is also the option of Transit Visas, where foreign seafarers who join their ships in the US enter the country on a C-1 Transit Visa instead of a crew member D-1 visa. When seafarers enter the US on a C-1 Transit Visa, usually at an airport, they are issued a CBP Form I-94 Arrival/Departure Record.

Prior to 2013, CBP provided I-94 in paper form, but now the forms are issued electronically at airports and seaports. Electronic I94 forms are available online at: https://i94.cbp.dhs.gov/I94. Seafarers who enter the US in a C-1 transit status are authorised immediate and continuous transit from the port of entry to their vessel for up to 29 days. CBP takes the position that once seafarers join their vessels, their transit status ends. In addition, they cannot be re-inspected by CBP or change their status from a C-1 transit to a D-1 seafarer.

Therefore, once a seafarer joins the vessel in the US, shore leave is not allowed until after the ship departs the US and returns from a foreign port. The seafarer then enters as a D-1 crew member.

Seafarers should ensure they have the correct visa and/or permit for entry to the US or risk being denied entry.

Pisar tierra firme en Estados Unidos EE. UU. es un destino frecuente de marineros y buques mercantes. Cada año, los marineros foráneos, es decir, que no son ciudadanos ni residentes permanentes en EE. UU., suman más de cinco llegadas a los puertos estadounidenses.

El Centro de los Derechos del Navegante (The Center for Seafarers’ Rights) publicó recientemente un informe de su estudio de 2015 sobre los permisos para bajar a tierra en puertos estadounidenses, que puede leerse aquí: http://seamenschurch.org/article/2015-seafarershore-leave-survey El informe halló que aproximadamente un 17 % de todos los marineros extranjeros habían visto su desembarco denegado en puertos estadounidenses. De ese 17 %, en torno a un 78 % no pudo bajar a tierra por no disponer de un visado estadounidense válido.

EE. UU. tiene un enfoque complicado a la hora de gestionar la entrada a los marineros.

Es uno de los pocos países del mundo que exige que los marineros extranjeros cuenten con un visado para poder bajar a tierra (más información sobre cómo obtener visados de tripulante D-1 en la siguiente dirección: http://www.seamenschurch.org/us-d-visa).

En EE. UU. este visado, aunque no garantice el permiso para bajar a tierra, es necesario. Todos los marineros de buques que hagan escala en un puerto estadounidense procedentes de un puerto extranjero deben someterse a una inspección de inmigración por parte de un funcionario del Servicio de Aduanas y Protección de Fronteras de EE.UU. A la hora de determinar la eligibilidad para recibir el permiso para bajar a tierra, los funcionarios de este organismo tienen en cuenta varios factores, aparte del visado. A los marineros extranjeros que se les

concede el permiso para bajar a tierra se les facilita el Formulario I-95 (Permiso de desembarque para tripulante).

Según el criterio de los 29 días, este formulario permite desembarcar en territorio estadounidense por un período de hasta 29 días, por lo que los miembros de las tripulaciones deben abandonar EE. UU. antes de que se agote dicho plazo. Si su embarcación permanece en EE. UU. durante más de 29 días, no podrán volver a desembarcar hasta que abandonen el país. Los funcionarios del Servicio de Aduanas y Protección de Fronteras de EE. UU. no volverán a inspeccionar de nuevo la embarcación hasta que regrese a EE. UU. procedente de un puerto extranjero.

Se aplican regulaciones especiales a los marineros de cruceros, puesto que el Servicio de Aduanas y Protección de Fronteras de EE. UU. permite que el período de admisión de 29 días se calcule de forma agregada en vez de por día natural en el caso de las tripulaciones de cruceros. El Servicio de Aduanas y Protección de Fronteras de EE. UU. inspecciona a los tripulantes cada 90 días en los cruceros.

El Convenio sobre el trabajo marítimo, 2006 (CTM, 2006) exige en su Norma A1.4, Párrafo 5(b) que sean los armadores los que paguen los visados de los marineros. El estudio de este año sobre los permisos para desembarcar reveló que aproximadamente el 81 % de los marineros que vieron su desembarque denegado por carecer de visado estaban trabajando en embarcaciones registradas en países en los que el CTM, 2006 estaba en vigor. Los marineros que no reciban visados tendrán la posibilidad de dar parte de incumplimiento del CTM, 2006 al Estado de su pabellón, en virtud de la Norma A5.1.4, Párrafo 5.

También existe la opción de obtener un

visado de tránsito. En este caso, los marineros extranjeros que suben a sus embarcaciones en EE. UU. entran en el país usando un visado de tránsito C-1 en vez de un visado de tripulante D-1. Cuando los marineros entran en EE. UU. usando un visado de tránsito C-1, el Servicio de Aduanas y Protección de Fronteras de EE. UU. les expide un Formulario I-94 (Registro de llegada/salida), normalmente en el aeropuerto.

Hasta 2013, el Servicio de Aduanas y Protección de Fronteras de EE. UU. facilitaba físicamente los formularios I-94 en papel, pero en la actualidad se emiten electrónicamente en puertos y aeropuertos. Los formularios I-94 electrónicos están disponibles en la siguiente dirección web: https://i94.cbp.dhs.gov/I94. Los marineros que entren en EE. UU con un visado de tránsito C-1 válido están autorizados a desplazarse inmediata y continuamente desde el puerto de entrada hasta su embarcación, por un período máximo de 29 días. Según el criterio del Servicio de Aduanas y Protección de Fronteras de EE. UU., una vez que los marineros llegan a sus embarcaciones, su estatus de tránsito deja de estar vigente. Asimismo, no pueden ser sometidos de nuevo a una inspección por parte del Servicio de Aduanas y Protección de Fronteras de EE. UU. ni cambiar el tipo de su visado (de C-1 a D-1). Por consiguiente, una vez que un marinero sube a su embarcación en EE. UU. no tendrá autorización para bajar a tierra de nuevo hasta que abandone EE. UU. y regrese desde un puerto extranjero. En ese caso, el marinero entrará de nuevo en EE. UU., esta vez con un visado de tripulante D-1.

Los marineros deberían cerciorarse de contar con el visado y/o con el permiso correcto para entrar en EE. UU. o podrían ver denegada su entrada.

Увольнение на берег в США США часто становятся пунктом назначения как для коммерческих судов, так и для самих моряков. Каждый год в порты Соединенных Штатов прибывает более пяти миллионов иностранцев – моряков, которые не являются гражданами или постоянными резидентами США. Центр по правам моряков недавно опубликовал отчет по результатам исследования за 2015 год, посвященный увольнениям моряков на берег в портах этой страны. Ознакомиться с отчетом можно здесь: http://seamenschurch.org/article/2015-seafarer-shore-leave-survey По данным исследования, около 17% иностранных моряков получили отказ в предоставлении увольнения на берег в американских портах. Из 17% получивших отказ около 78% не могли сойти на берег, так как не имели действующей американской визы. В США действуют довольно сложные правила предоставления въезда в страну для моряков. Это одна из нескольких стран мира, которые требуют от иностранных моряков наличия визы для увольнения на берег; информацию о порядке получения визы D-1 для членов экипажей можно получить здесь: http://www.seamenschurch.org/us-d-visa Эти визы необходимы для увольнения на берег в США, но не являются гарантией его получения. Все моряки, сходящие со своих судов в портах США после прибытия из иностранного порта, должны пройти иммиграционную инспекцию, которую проводит сотрудник Таможенно-пограничной службы США (US Customs and Border Protection, CBP). При вынесении решения о предоставлении увольнения на берег сотрудники CBP исходят из нескольких факторов (помимо

наличия визы). Иностранным морякам, получающим увольнение на берег, выдается разрешение CBP на выгрузку для членов экипажа по форме I-95. Согласно правилу 29 дней, разрешение CBP на выгрузку для членов экипажа по форме I-95 дает право на увольнение на берег на территории США в течение не более чем 29 дней, поэтому члены экипажа должны покинуть США в течение разрешенных 29 пребывания в этой стране. Если их судно остается в США более чем на 29 дней, им не будет разрешено сходить на берег вплоть до покидания судном США. CBP не будет проводить повторную инспекцию судна до тех пор, пока оно не вернется в США из иностранного порта. Для моряков круизных судов действуют особые правила, т.к. для них CBP допускает расчет разрешения на 29-дневное пребывание на совокупной основе, а не исходя из количества календарных дней.

CBP проводит проверки среди членов экипажей круизных судов каждые 90 дней. Согласно параграфу 5(b) стандарта A1.4 Конвенции о труде в морском судоходстве от 2006 года (MLC, 2006), оплату виз для моряков должен взять на себя владелец судна. Исследование увольнений на берег за текущий год показало, что примерно 81% моряков, получивших отказ в предоставлении увольнения на берег по причине отсутствия визы, служат на судах стран, где действует Конвенция MLC 2006 года. Моряки, которым отказали в визе, могут обратиться в официальные органы государства, которому принадлежит их судно, с жалобой на невыполнение положений MLC 2006 года, руководствуясь

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параграфом 5 стандарта A5.1.4. Также существует возможность получения транзитных виз, по которым иностранные моряки, заходящие на борт своих судов на территории США, въезжают в страну по транзитной визе C-1, а не по визе D-1 для членов экипажа. Моряки, въезжающие в США по транзитной визе C-1 (обычно через аэропорт), получают справку о прибытии/убытии по форме CBP I94. До наступления 2013 г. служба CBP выдавала формы I-94, на бумаге, однако сейчас эти формы выдаются в электронном виде в аэропортах и морских портах. Электронные формы I-94 можно получить в Интернете по адресу https://i94.cbp.dhs.gov/I94. Моряки, въезжающие в США с транзитным статусом C-1, незамедлительно получают официальное разрешение на продолжительный транзит от порта, в который прибыло их судно, сроком до 29 дней. CBP полагает, что как только моряки заходят на борт своих судов, они теряют свой транзитный статус. Кроме того, они не подлежат проверке сотрудниками CBP в США и не должны менять свою визу с транзитной C-1 на визу для моряков D-1. Следовательно, как только моряк заходит на борт судна в США, увольнение на берег не предоставляется ему до тех пор, пока судно не покинет США и не вернется в порт зарубежного государства. Затем этот моряк считается членом экипажа с визой D-1. Моряки должны убедиться в наличии у себя правильно оформленной визы и/или разрешения на въезд в США, в противном случае им могут отказать во въезде.

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7 the sea sep/oct 15

FOCUS ON FAITH n BY KEN PETERS

Help in times of trouble AT SEA and currently in the Mediterranean I have been reminded of some very real issues confronting the world’s seafarers. Engine failure can, in so many cases, escalate beyond the capacity of the seafarers to contain it, leading to delays to the schedule and the potential for missing berthing slots.

In a recent incident a failure was rectified quickly and professionally: the skill and competency of the engine room crew quickly recovered the position and put the ship back on schedule. In other cases when containment is not always possible, escalation can lead to life-threatening situations.

This aspect of seafaring life cannot be underestimated.

How do we cope when there is no escape, when there is no retreat, and when we have to confront the looming danger?

Much is made of the ‘fight or flight’ response where some people are predisposed to tackle danger head on while others, confronted with the same set of circumstances, choose not to confront danger and to run for safety. When there is no option and we ignore the reality of the danger, we allow the danger to become an even bigger threat; what, then, do we have that can sustain us?

At such times when there is danger and we are insecure, when we are not sure that we have the resilience to remain calm and professional, how do we cope? Yes, we may be well trained and be schooled in professional attitudes and responses, but so much depends on our character. Often

military personnel think of those who buckle under the strain or become dysfunctional as ‘lacking in moral fibre’. I prefer to acknowledge that while some believe themselves to be self-sufficient, others may have the courage to admit that they need help.

That help can come from many places. On board, colleagues within the crew can often be the source of friendship. At home, family and friends will often come to your aid, offering advice and wise counsel to the very best of their ability in a genuine attempt to help. Regardless of whether those people are available to you or not there is always one who will reach out to you and remind you of the help He can give. One of the main themes of the Christian scriptures is that God is on hand to help. The book of Psalms especially reminds us of His help: ‘Blessed be the lord, for he has heard the sound of my pleadings. The lord is my strength and my shield; in him my heart trusts, so I am helped and my heart exults and with my song I give thanks to him.’ (Psalm 28, verses 6 and 7) Here we have the promise of support, a very real help in time of trouble, and all that is required of us is to acknowledge His willingness to help and to call upon Him. So when there is a sudden and unexpected confrontation, do not worry about retreat but remember the presence of the Lord and trust in Him.

Auxilio en las tribulaciones EN EL MAR y, actualmente, en el Mediterráneo se me han venido a la mente varias problemáticas muy reales a las que se enfrentan los marineros de todo el mundo. Un fallo en el motor puede, en tantas ocasiones, complicarse más allá de la propia capacidad de contención de los marineros, traduciéndose en retrasos en el calendario previsto y en una potencial pérdida del tiempo asignado para realizar el amarre portuario.

En un incidente reciente se logró rectificar un fallo de manera rápida y profesional: la destreza y la competencia de los miembros de la tripulación de la sala de máquinas consiguieron revertir la situación velozmente y hacer que el barco no se saliese del horario establecido. En otros casos en los que la contención no resulta siempre posible, el agravamiento de la situación puede conducir a situaciones que ponen en peligro la vida de los marineros.

Este aspecto de la vida del marinero no puede infravalorarse. ¿Cómo podemos reaccionar cuando no hay escapatoria, cuando no hay retirada posible y cuando tenemos que plantarle cara a un peligro que se cierne sobre nosotros?

Se le da mucha importancia a la respuesta de «lucha o huida», en la que algunas personas están predispuestas a enfrentarse directamente al peligro mientras que otras, ante las mismas circunstancias, deciden no confrontarlo y huir para ponerse a salvo. Cuando no hay opción e ignoramos la realidad del peligro, permitimos que el peligro se convierta en una amenaza todavía mayor: ¿cuál es entonces nuestro sostén?

En esos momentos en los que hay peligro y nos sentimos inseguros, cuando no tenemos la certeza de contar con el aguante necesario para permanecer calmados y profesionales, ¿cómo podemos abordarlos? Sí, puede que estemos bien entrenados y formados a nivel de actitudes y respuestas profesionales, pero en gran parte todo depende de nuestro carácter.

Con frecuencia, los militares piensan que los que ceden ante la presión o se convierten en personas disfuncionales «carecen de fortaleza moral». Prefiero reconocer que aunque algunas personas se consideren autosuficientes, otras puede que tengan el coraje de admitir que necesitan ayuda.

Esa ayuda puede proceder de muchos lugares. A bordo, los compañeros de la propia

tripulación en muchas ocasiones pueden ser fuente de amistad. En casa, la familia y los amigos a menudo acudirán en nuestro auxilio, ofreciéndonos los mejores consejos que pueden ofrecernos en un intento genuino de ayudarnos.

Al margen de si estas personas están disponibles o no, siempre hay alguien al que podemos acudir y que nos recordará la ayuda que Él puede brindarnos. Uno de los temas principales de las escrituras cristianas es que Dios está disponible para ayudarnos siempre. El libro de los Salmos nos habla especialmente de Su ayuda: «Bendito sea el Señor, porque oyó la voz de mi plegaria; El Señor es mi fuerza y mi escudo, mi corazón confía en él. Mi corazón se alegra porque recibí su ayuda: por eso le daré gracias con mi canto» (Salmos 28, versículos 6 y 7).

Aquí se nos hace la promesa del apoyo, de un auxilio muy real en tiempos de tribulación, y todo lo que se nos pide es que reconozcamos Su voluntad de ayudarnos y clamemos a Él.

Así que cuando surja una confrontación súbita e inesperada, no nos preocupemos de la retirada, sino que recordemos la presencia del Señor y confiemos en Él.

Рука помощи в часы невзгод Сейчас, когда мы идем в Средиземном море, действительность напомнила мне о реальных угрозах, с которыми приходится сталкиваться морякам, выполняющим международные рейсы. Во многих случаях неполадки в машинном отделении могут привести к более серьезным проблемам, чем могут взять на себя моряки, к опозданиям, а возможно – и к удалению из графика погрузочных окон. В недавнем инциденте поломка была устранена быстро и профессионально: навыки и компетенция работников машинного отделения помогли быстро восстановить позицию и нагнать график движения судна. В других случаях, когда быстрая ликвидация чрезвычайной ситуации невозможна, ее нарастание может привести к угрожающим жизни ситуациям. Никогда нельзя недооценивать этот аспект жизни моряков. Что делать, если из ситуации нет выхода, если нельзя отступать и приходится противостоять страшной опасности? В случае стресса наша психика вырабатывает реакцию типа «борись или беги», когда одни люди «хватают быка за рога», в то время как

другие в тех же самых обстоятельствах предпочитают не встречаться лицом к лицу с опасностью и спасаются бегством. Когда выбора нет и мы игнорируем реально существующую опасность, то мы позволяем этой опасности вырасти в еще большую угрозу: как мы тогда сможем противостоять ей? Что делать в те моменты, когда мы остаемся с опасностью один на один, когда мы не уверены в том, что нам хватит сил сохранить самообладание и профессионализм? Да, возможно мы имеем навыки и знания, необходимые нам для адекватного отношения к чрезвычайным ситуациям и профессионального реагирования на них, но ведь многое зависит и от нашего характера. В военной среде тех, кто не способен противостоять трудностям или теряет способность правильно на них реагировать, называют «потерявшими моральный дух». Я же предпочитаю считать, что в то время как одни считают себя самодостаточными личностями, другие имеют смелость признать, что им может понадобиться помощь. Эту помощь можно получить из разных

источников. На борту судна помощь могут оказать другие члены экипажа. Дома к вам на выручку придут члены семьи и друзья, которые дадут вам совет и поддержку – искренне стремясь помочь вам и делая для этого все возможное. Независимо от того, есть ли эти люди рядом с вами сейчас, всегда есть тот, кто рядом с вами и напомнит вам о той помощи, которую Он может дать. Одним из основных мотивов Нового завета является то, что Господь всегда может прийти на помощь. В частности, об этом говорит Книга псалмов: «Благословен Господь, ибо Он услышал мои молитвы. Господь – моя сила и мой щит; в Него верит мое сердце, и я получаю помощь, и мое сердце ликует, и песнью своей я благодарю Его». (Псалом 28, строки 6 и 7) Здесь мы видим обещание поддержки, настоящей помощи в часы невзгод, и все, что от нас требуется, – это признать Его готовность помочь и призвать Его. Поэтому, столкнувшись с внезапной, неожиданной проблемой, не ищите путей отступления, а помните о том, что Господь с вами, нужно лишь верить в Него.

If you have any questions about your rights as a seafarer, or if you want more information or help, you can contact: Douglas B Stevenson, Center for Seafarers’ Rights, 118 Export Street, Port Newark, NJ 07114, USA. Tel: +1 973 589 5825 Fax: +1973 817 8656 Email: csr@seamenschurch.org or Canon Ken Peters, The Mission to Seafarers, St Michael Paternoster Royal, College Hill, London EC4R 2RL, UK. Tel: +44 (0)20 7248 5202 Fax: +44 (0)20 7248 4761 Email: Justice@missiontoseafarers.org 评论? 质问? 给我们发送电子邮件! themissiontoseafarers

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8 the sea sep/oct 15

Mission comes to aid of abandoned crew Non-payment of wages left seafarers with financial concerns

The Sunflower E crew endured months without pay

T

HE Mission to Seafarers (MtS) chaplain in South Wales, the Revd Nicholas Jones, and his team played a key role in supporting the crew of the Italy-flagged, 8,604 gt general cargo vessel Sunflower E when they were stranded on the vessel without pay for four months in Newport, UK. The ship arrived in Newport on 11 March and Mr Jones visited the vessel the same day. The crew did not mention any issues at that point. The ship should have left port on 13 March but departure was later postponed to 23 March.

During that time, members of the crew, including the master, made use of the MtS centre each evening.

Fr Noel Mullins of the Apostleship of the Sea (AoS) was subsequently told that the ship had been arrested and that one of the crew was ill. He visited the ship and discovered that creditors, including the bank holding a mortgage on the vessel, were demanding to be paid. The crew members told Mr Jones they had not been paid since January

and that some who were due to go on leave were unable to do so.

There was considerable uncertainty about who represented the crew. Mr Jones contacted the International Transport workers’ Federation (ITF) and their Southampton-based inspector, Darren Procter, took up the case.

Originally a crew of 17, several senior officers had been taken off, leaving the second officer, from the Philippines, as senior officer on board, with a second engineer from Romania and 11 other crew from Indonesia.

Mr Jones said: “Having no pay since January meant that the crew had little spending money for their prolonged stay in port and the time was filled with anxious thoughts about family back home. Crew with children knew they would be withdrawn from school because of unpaid school bills, rent was not being paid and so there was concern about where their families would be. Also, families at home had to borrow money in order to meet their

needs. One crew member spoke of the death of his mother who had been looking after his 11-year-old daughter; he was concerned about her welfare.

The cook was due to go home to be married but that was now delayed.”

Mr Procter spent a great deal of time with the crew, updating them on the current legal situation, and local shipping agents supplied cigarettes and top-ups for the crew’s phones.

Other communication needs were met through the Mission’s centre WiFi and the mobile WiFi unit on the ship.

The crew eventually left for their homes on 25 June, after it was agreed they would be paid in full on the sale of the ship.

The crew greatly appreciated the support given to them in the port. Mr Jones commented: “On a number of occasions they expressed how blessed they were that this unwanted situation took place in Newport. They said ‘if it had to happen anywhere, this was the best place to be’.”

‘New’ Suez Canal open for business CONVOYS of ships in both directions passed through the expanded Suez Canal for the first time on Saturday 25 July, a few days before its official opening. The 146-year-old canal has been widened and deepened, adding bypasses on its western side. The expansion roughly doubles the canal’s daily capacity from 49 to an estimated 97 ships and is expected to cut waiting times.

The Egyptian newspaper, Al-Yawm

al-Sabi, reported on its website that the first trial of north-south and south-north convoys, with three large ships in each, had passed through the canal with no problems.

Officially called the Suez Canal Axis, the new 45-mile section was built by the Egyptian Army. About half of the new length was dug out of dry land while the rest comprises newly dredged waterway.

The head of the Suez Canal Authority, Muhab Mamish, was on board the first

ship of the convoy heading to the Mediterranean from the Suez end. He said: “We declare that the new Suez Canal is safe for all kinds of vessels. We call on all the international maritime carriers to use the current and the new Suez Canal.”

The ambitious project took only about a year to complete and is intended to turn the Suez Canal region into an industrial and commercial hub, as well as boost revenues as traffic increases.

Award for Mission’s Ken Peters THE Revd Canon Ken Peters, director of justice and public affairs at The Mission to Seafarers, has received the Judges Special Award for Outstanding Services to Seafarers from the International Seafarers’ Welfare and Assistance Network (ISWAN).

Canon Peters said: “I am delighted and deeply honoured to receive a Judges Special Award from ISWAN. I am especially pleased that one of the awards is named after the late Dr Dierk Lindemann. He was a personal friend of mine and I

worked with him for many years. I remember the work Dierk did to bring to fruition the Maritime Labour Convention 2006 whilst serving as managing director of the German Shipowners’ Association and the Shipowners’ Group spokesperson at the ILO from 1976-2006.”

He added: “In all of my 36 years with The Mission to Seafarers, the MLC is the most significant for the wellbeing of seafarers addressing their living and working conditions. One of the Mission’s

www.missiontoseafarers.org

key strategic objectives is to ‘champion seafarers who have suffered due to injustice and mistreatment’ and the Mission continues to be an ardent and persuasive advocate for seafarers at the IMO and the ILO, championing their wellbeing.

Our port chaplaincy teams and loyal ship-visiting volunteers around the world look after seafarers and their families in need every day. Last year our welfare casework increased by seven per cent, with around 3,000 cases being managed in 2014.” themissiontoseafarers

Intermanager Concern at targets grounding ‘paperless cover up THE UK’s Marine Accident ship’ SHIP managers’ body, Intermanager says it intends to examine the issue of “the paperless ship” and draw up guidelines aimed at reducing the amount of paperwork officers and their crew have to undertake while at sea. Executive members are keen to seek ways to reduce this burden and improve the flow of formfilling between the ship and shore.

President Gerardo Borromeo said: “The burden of administrative tasks falling on seafarers in today’s shipping industry is significant. Industry surveys have indicated that the volume of red tape is one of the factors adversely affecting recruitment.

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

Crew not to blame for outbreak A GROUP of 43 passengers lost a case in an English court in which it was alleged that poor hygiene and outbreak response practices by the crew were to blame for them contracting gastroenteritis while on board the Thomson Spirit, which had been chartered by TUI UK limited and operated by Louis Cruise.

Maria Pittordis of solicitor Hill Dickinson said the court had accepted that the illness was caused by Norovirus and that the systems on board had been fully implemented by the officers and the crew to bring the virus under control. She said the court decision was influenced by the documentation produced to support the case, the fact that Louis tested for pathogens and the deployment of systems beyond the levels that were required for the numbers taken ill.

Dynamic positioning worries A NEW Marine Safety Forum report highlights safety concerns over offshore support vessels. It says that a series of accidents point to a lack of dynamic positioning (DP) vessel handling skills and experience.

In the latest case, a DP vessel lost its position-keeping ability while transferring deck cargo to a self-elevating three-leg jack-up platform in 25-knot winds and 3.5 metre waves and hit one of the rig’s legs. The report says the officer of the watch should have moved the vessel away from the rig to either settle the DP sensors or wait until the weather conditions improved. @FlyingAngelNews

Investigation Branch (MAIB) has expressed concern that the master of the UK-registered general cargo vessel Vectis Eagle attempted to cover up a grounding that occurred while entering Gijon, Spain.

The vessel refloated under its own power two minutes later.

The grounding was reportedly due to a steering system failure but this cannot be verified.

The MAIB notes: “It is of concern that Vectis Eagle’s master did not immediately report the grounding. Instead he attempted to conceal its occurrence. In addition, the master did not save the information recorded on the voyage data recorder. Six days earlier, Vectis Eagle had struck and caused significant damage to a lock gate in the Kiel Canal.

This accident influenced the master’s decision-making and actions in Gijon.”

New Philippines ferry disaster THE owner and crew of the small passenger ferry Kim Nirvana were arrested on suspicion of murder after the vessel capsized on 2 July off Ormoc City, Philippines.

Reports say that over 60 people died.

The small wooden vessel is believed to have had at least 199 people on board, five more than its passenger certificate allowed. The United Filipino Seafarers (UFS) union issued a statement criticising the local maritime authorities for approving the design and accreditation of the ferry. It said that photos of the craft were proof enough that the motorised ‘banca’ (outrigger canoe) was not seaworthy and there was an obvious stability issue on the double deck ferry.

Call for window strength review AN INVESTIGATION by the Bahamas Maritime Authority (BMA) into severe weather damage to the cruise ship Marco Polo in February last year has highlighted the issue of window strength and protection.

One passenger died and other passengers and crew were injured when a very large wave hit the forward-facing windows of one of the ship’s restaurants.

Investigations found that the rectangular windows in the Marco Polo’s Waldorf restaurant had probably been installed in the early 1990s, replacing the original circular portholes. The report notes that the Load Line does not set impact resistance requirements for window glass or window assemblies and that the classification society rules at the time also contained no strength standards.

The report recommends that the BMA reviews its guidance on the protection of passenger ship windows and side scuttles by deadlights and storm covers.