Volume 47 | Number 12 | December 2014 | £3.50 €3.70

Screen and heardP&O ferry hosts trials of prototype safety systems24-25

Welfare spotlightLord Prescott gives keynote speech at MN welfare event23-24

NL nieuwsDrie pagina’s met nieuws uit Nederland32-34

Sewol sentences are condemned Ferry disaster case has taken criminalisation of seafarers to a worrying new level, Union warns

PNautilus International has voiced alarm at the lengthy sentences given to the master, three senior

offi cers and 11 other seafarers from the South Korean ferry Sewol, which sank in April with the loss of more than 300 lives.

Prosecutors had called for the death penalty to be imposed on the master, Cap-tain Lee Joon-seok, who was charged with homicide. He was alleged to have caused the disaster as he was in charge of the ferry, and had also been accused of failing to organise evacuation efforts and violating maritime law by leaving the ship before passengers.

Although he was acquitted of murder at the end of a fi ve-month trial, Capt Lee was found guilty of violating ‘seamen’s law’ and abandonment causing death and injury, and was sentenced to 36 years in prison. Park Gi-ho, the ferry’s chief engineer, was found guilty of murder and sentenced to 30 years. The remaining 13 crew members —including the chief offi cer and second mate — were sentenced to between fi ve and 20 years.

A total of 304 passengers and crew died when the ferry capsized during a routine voyage between Incheon and Juju. A Korean Coast Guard investigation said the ship had lost stability after an ‘unreasonably sudden turn’ to starboard caused a cargo shift. The vessel was also found to be carrying more than three times the amount of cargo than permitted.

Nautilus general secretary Mark Dickin-son said he was appalled at the severity of the sentences. ‘From the outset, there has been a concerted drive to criminalise the captain and crew in this incident,’ he said, ‘and these extreme penalties take the prac-tice of scapegoating seafarers to an unprec-edented level.

‘We have consistently raised concern about whether the crew would be given a fair trial,’ he added. ‘They weren’t, and we can’t expect a fair outcome. This isn’t jus-tice — it’s an act of shifting responsibility from a government agency and the oper-ating company for failings and outright illegality. Thus the sentences meted out are

about assuaging understandable public anger, and seem grossly unfair given the other known mitigating factors that have been highlighted in this case.

‘Issues including training, experience, safety management, ship design and con-struction, and the effectiveness of the regu-latory regime are all critical factors in this disaster,’ Mr Dickinson pointed out. ‘It is all-too easy for the South Korean authorities to pin the blame on the captain and crew, while ignoring deep-rooted underlying problems, and the rush to this kind of knee-jerk justice does no one any favours.’

The sentences also sparked a protest from the International Federation of Ship Masters’ Associations. General secretary Captain Hans Sande condemned the sen-tence of Captain Lee as ‘a travesty of justice’.

IFSMA said the treatment of the crew would not address the evidence of prob-lems affecting South Korea’s domestic shipping industry, and the captain and crew had been used as ‘pawns in a political game to divert attention from the industry’.

Capt Sande added: ‘The only good to come from this sentencing is the fact that the death sentence sought by the prosecutor was not upheld.’

IFSMA said Capt Lee had been ‘over-whelmed’ by what was taking place on his vessel as it capsized. ‘He did not react well, but should that be the reason for such a sentence? We are not born to be heroes, circumstances dictate those that do,’ Capt Sande stated.

The US-based International Organisa-tion of Masters, Mates, & Pilots (MM&P) also expressed concern at crew members being singled out for punishment while ‘systemic shortcomings’ in maritime regu-lations and enforcement were ignored.

‘Ferry disasters continue to occur with regularity around the world,’ said MM&P president Capt Don Marcus. ‘The concept that executing or imprisoning some sea-farers will in some way act to improve the national and international maritime standards that govern passenger vessel safety is as absurd as it is barbaric.’

FIt’s time for shipping companies to take corporate social

responsibility seriously, the former head of the International Maritime Organisation warned last month.

The industry increasingly needs to be able to demonstrate that it has adopted measures ensuring ‘a reliable and well-trained labour force’ and good environmental and health and safety policies, Efthimios Mitropoulos told the Capital Link Shipping & Off shore CSR Forum.

‘Shipowners need to be aware that, even if they themselves can manage to operate away from the glare of publicity and the pressure of consumer concerns, these are now becoming key issues for many of their customers,’ he said.

‘As a result, those customers will, increasingly, be looking to manage their exposure in this regard by selecting business partners that have clear and verifi able CSR policies.’

Mr Mitropoulos called on companies to demonstrate balanced

decisions based on the integration of social, economic and environmental considerations.

‘Business is not, and cannot be, divorced from the rest of society,’ he stressed. ‘If we are to build a better future, concepts such as CSR and diversity in employment must become more than simply the latest business trends or fads.

‘Those companies that are proactive in developing and adopting CSR are likely to fi nd that regulatory compliance fi ts comfortably and easily within such an ethos, at the same time being able to serve as a platform on which a CSR policy can be built,’ he pointed out.

The former IMO secretary-general said that no formally established international principles for CSR in shipping had existed until a few years ago, and this had led to the concept not being as widely accepted as it had been in other industries.

gFull conference report, see pages 20-21.

InsideFSkills driveShipping minister launches campaign to promote UK maritime training and education — page 3

FMedical recordMCA’s former chief medical adviser refl ects on a life devoted to workers’ health — page 19

FIsland fl ingMembers celebrate 25th anniversary of Royal Mail Ship St Helena — page 18

Cruise call: the 168,666gt Quantum of the Seas makes a maiden visit to the port of Southampton last month Picture: Gary Davies/Maritime Photographic

Owners must embrace CSR, ex-IMO chief says

01_front.indd 1 12/11/2014 16:41

FA delegation from the Union’s Switzerland branch took part

at the 55th SGB-Congress (the Swiss equivalent of the UK’s annual TUC conference).

Inland waterways professionals Stephan Sutter and Richie Bodenmann, and Nautilus national secretary Holger Schatz joined around 400 lay representatives from 16 Swiss trade unions to discuss priorities for trade union policies in the next four-year period.

The congress also welcomed colleagues from India and China reporting on their impressive labour movement campaigns against some Swiss companies and local authorities.

Mr Schatz addressed the conference on the role of the nautical industries in Switzerland and the work of the Union. A Nautilus motion on the Fair Transport campaign was passed by the conference.

Scaled-down SAR will add to pressures on merchant ships, operators warn

FResidents and staff at Mariners’ Park Estate in

Wallasey are pictured above taking part in the welfare centre’s annual Armistice Day service last month.

During the 11 November event, a special mention was made of the sacrifi ce of the merchant seafarers who lost their lives in the First World War. Nautilus has bought 14 of the ceramic poppies from the Tower of London installation — one for every 1,000 seafarers who died in the

confl ict — to create a permanent memorial at Mariners’ Park next year.

‘We wanted to particularly commemorate the centenary of the outbreak of the First World War, and in remembrance of their sacrifi ce the Rudyard Kipling poem My Boy Jack was read out,’ said head of welfare services Mick Howarth.

gRemembrance events in full, see page 29.

POwners have warned that a decision to scale down search and rescue

resources in the Mediterranean will put an increased burden on merchant ships operating in the area.

Shipowner groups raised concerns after the Italian Mare Nostrum operation — which has helped to save more than 150,000 lives — was replaced last month by Operation Triton, run by the European Union border control agency Frontex.

Triton’s budget is just one-third the size of Mare Nostrum’s and its patrol area will be confi ned to within 30 miles of the coast. Owners fear that its primary focus will be border control, and that search and rescue operations may be reduced in international waters.

The International Chamber of Shipping said it was ‘very con-cerned’ by the developments. Merchant vessels have been involved on a daily basis in going to the rescue of those in distress at sea — including illegal migrants — to meet their obligation under international maritime law, it noted.

‘It will clearly be much more diffi cult for merchant ships to save lives at sea without the ade-quate provision of search and rescue services by EU member states,’ the ICS warned. ‘Moreover, whenever a ship performs its legal and humanitarian obligations, it will continue to be incumbent on EU member states to ensure

that those who are rescued can be readily disembarked at the next port of call, even when they may lack documentation.’

The owners’ organisation said it was disturbed by reports that some EU ministers had spoken of search and rescue operations acting as a ‘pull factor’ for illegal migration, encouraging people to make dangerous crossings in the expectation of rescue.

‘Whatever may be decided by policy makers in EU member states, the legal and humanitar-ian obligation of merchant ships

to provide assistance to anyone in distress at sea will remain unchanged,’ the ICS stressed.

The UK Chamber of Shipping also warned that any reduction in government-led operations to rescue stricken refugees and migrants will lead to an increase in the need for commercial ships to intervene. ‘Such ships are equipped to rescue mariners in distress, but they cannot be expected to rescue hundreds of migrants at a time — and nor should they be expected to,’ it added.

The Swiss-fl agged chemical tanker MCT Breithorn rescued more than 100 refugees onboard an infl atable boat in the Mediter-ranean last month.

The 20,635dwt vessel, owned by Zurich-based Mega Chemicals Schiffahrt, was en route from Libya to Sardinia when the crew of 18 Filipinos, Croatians and Ukrainians responded to an Ital-ian coastguard request for assis-tance.

The 105 refugees, all men, orig-inated mainly from West Africa and were disembarked in Sicily.

Owners’ alarm at Med rescues

FNautilus membership gives you access to Nautilus Plus — a

portfolio containing money-saving discounts, designed to save you time and money in both your personal and professional life.

There is no sign-up process, nor any extra charge — you are automatically eligible to access Nautilus Plus simply by virtue of your membership. The service off ers a wide range of specialist savings including:

zTotal Motor Assist — Motoring accident cover free to you 24/7 as a Nautilus memberWhen a motoring accident isn’t your fault, TMA gives you vehicle recovery, repair and replacement, plus driver and passenger cover. You pay no excess and you don’t lose your no claims bonus*. Claim your free 12 months’ membership by quoting NAUT24.

zMyCashbackCards — retail cashbackWith MyCashbackCards you can earn between 5% and 15% cashback at more than 50 retailers including Sainsburys, ASDA, M&S, Currys PC World, B &Q, Argos, Homebase, Costa, New Look, Boots, House of Fraser and H Samuel to name just a few*.*Terms and conditions apply to all benefi ts. See website for details. Nautilus Plus is managed on behalf of Nautilus by Parliament Hill Ltd. Off ers subject to change without notice.

gAccess these benefi ts, plus many more, via Nautilus Plus at www.nautilusint.org

Get more out of Nautilus

02 | telegraph | nautilusint.org | December 2014

NAUTILUS AT WORK

Nautilus general secretary Mark Dickinson, right, is pictured with RMT general secretary Pat Cash and national secretary Steve Todd at last month’s Merchant Navy remembrance service at Tower Hill Picture: Andrew Wiard

Refugees rescued by the Italian Mare Nostrum mission, which ended last month Picture: UNHCR

FNautilus Council members have approved increases in key

membership benefi ts provided by the Union — the professional protection provided in the event of a certifi cate of competency being cancelled, suspended or downgraded following a formal inquiry.

The amounts payable, provided for in Rule 6 and detailed in Regulation 2 of the Union’s rulebook, are set out below and correct those published in last month’s Telegraph which, as a result of a production error, were incorrect. Our apologies for any confusion.

Subject to Council’s discretion in every case, the new payments take eff ect from 1 January 2015. The existing rates are shown in brackets:

zRegulation 2.1: £118,500 (£116,900)

zRegulation 2.2: £10,100 (£10,000)

zRegulation 2.3: £5,050 (£5,000)Regulation 2.6: £59,200 (£58,450)

zRegulation 2.7: £5,050 (£5,000)

zRegulation 2.8: £2,650 (£2,600)Council members also

approved increases in membership subscription rates, broadly in line with the level of the benefi t increases, which will also come into eff ect on 1 January 2015. Members will be notifi ed of the new rates by individual letter.

Benefi ts to increase in January

FThe UK government has approached the European

Commission to see if state aid can be given to ferry routes which are deemed to be at risk as a result of the forthcoming emission control rules.

Shipping minister John Hayes told MPs last month that the government has already helped owners and ports to gain support for the costs of new technologies — such as LNG bunkering infrastructure — to ensure compliance with the regulations.

‘I propose to take matters further and identify additional options for fi nancial assistance to the aff ected parts of the UK shipping and ports industries,’ he added. ‘It is my intention that this should come both from domestic and from EU sources.’

Mr Hayes said the government had published a draft assessment of the impact of the rules, but only two routes have been earmarked for closure and it had been given no information about the likely eff ect of the measures upon seafarer numbers.

Swiss unions back our Fair Transport call

UK seeks aid for ailing ferry routes

02-03_at work.indd 2 12/11/2014 16:41

shortreportsFRAUD ALERT: Nautilus International has voiced fresh concern at further reports of ‘job scammers’ off ering non-existent posts for seafarers. The Dutch shipping company Vroon says it has been alerted to further fraudulent activity via email and the internet, with criminals using the company’s name in a bid to obtain money from seafarers for UK or EU visas or other travel documents. Vroon said it never charges for recruitment and said the names being used by the scammers include Wayne Johnson and Patrick Jones.

CONTRACTS CALL: skilled seafarers are available in the job market — but companies should be off ering them longer-term contracts if they want to get them, a new survey has concluded. The study, carried out by Worldwide Recruitment Solutions (WRS), found that 55% of respondents stating a preference for permanent employment, while only 20% favoured contract work. The reality for seafarers is the opposite: just 26% of seafarers have permanent positions and nearly 58% are hired on contract.

BALLAST PLANS: the UK government is not planning to ratify the Ballast Water Management Convention, but will accede to it once it enters into force, shipping minister John Hayes has told Nautilus. In a letter to the Union, he said the UK believes there are still outstanding issues to be resolved with the convention — including procedures for sampling and analysis, and enforcement of its provisions.

DOVER ACCIDENT: Nautilus has provided advice and assistance to members onboard the DFDS ferry Dover Seaways following an incident last month. Four people were taken to hospital after the vessel made heavy contact with the harbour wall at Dover. The Marine Accident Investigation Branch is looking into the circumstances of the incident.

BIBBY VENTURE: Bibby Ship Management has announced a ‘strategic alliance’ with the Singapore-based company United Ship Management in a bid to tap into the expanding Chinese markets. The joint venture will mostly focus on providing technical management, off shore training and crew management.

EBOLA GUIDE: Videotel’s new video about Ebola safety is being off ered free to all seafarers worldwide in an eff ort to increase awareness of the precautionary measures that can be taken to guard against the spread of the virus. Further information is available on the website: www.kvh.com/EbolaSafety.

INNOVATION AID: the technology strategy board Innovate UK, is off ering up to £7.5m funding in collaboration with the Defence Science and Technology Laboratory to develop innovative ideas for delivering improved effi ciencies in the production, management and use of energy onboard ships.

WESTMINSTER JOBS: Nautilus has opened discussions with Boskalis Westminster after the company announced last month that is seeking redundancies after failing to secure further work for WD Mersey after the end of this year. Further talks have been scheduled for 4 December.

FATAL COLLISION: eight seafarers were reported missing, feared dead, following a collision between two cargoships in adverse conditions off Vietnam last month. The Vietnam-fl agged Phuc Xuan 68 sank after the collision with the Nam VY 69 some 15 miles SE of Nha Trang.

GREEN GROWTH: 88% of the maritime industry agrees that the ‘green agenda’ is good for the sector — but fewer than 46% say it actually off ers good value for money, according to an Institute of Marine Engineering, Science and Technology survey.

CHARTING CAT: Bibby Marine Survey Services has taken delivery of the 27.5m hydrographic research catamaran Bibby Athena. Built in France by Socarenam, the vessel is based on the design of the Bibby Tethra.

Minister bangs the drum for UK maritime skillsP

Nautilus has welcomed a week-long drive by UK shipping minister John

Hayes to promote maritime edu-cation and training and the career opportunities within the sector.

But the Union has also stressed the need for the government and the owners to do even more to ensure that recruitment and retention targets are met, to pre-vent long-term decline in British seafarer numbers.

General secretary Mark Dick-inson commented: ‘While it is good to see the minister devoting time to highlighting the impor-tance of British seafaring, it is clear that we need more than nice words. There has to be improved support for training and more proactive enforcement of meas-ures to prevent unfair competi-tion from low-cost crews in our waters.’

Mr Dickinson — who is due to meet the minister early this month — said the government needs to act on the recommenda-tions of the House of Commons transport committee report, which warned in March that there will be a shortage of some 5,000 UK offi cers by 2021 unless current trends are reversed.

Owners also need to boost their recruitment and retention efforts, he added.

Mr Hayes said the skills week had provided a ‘fantastic oppor-tunity’ to showcase the UK mari-time sector and what it has to offer internationally.

‘This government is rightly proud of our skills offer,’ he said. ‘The variety of our training pro-grammes, the breadth of career opportunities, our highly trained workforce and our outstanding maritime training institutions.’

The minister kicked off his campaign by launching the Open for Maritime Skills pamphlet at an event at the Trinity House headquarters in London.

The booklet — produced by the Department for Transport in partnership with Maritime UK — highlights the diverse career opportunities available across the maritime sector.

At the Trinity House launch Mr Hayes said that investing in the next generation of seafarers and other maritime professionals is ‘a national priority’.

‘Our world-leading expertise across the maritime sector is a pillar of our recovery,’ he said. ‘By equipping our workforce to meet the challenges of tomorrow, we can make both our economy

and our maritime industry even stronger.’

Mr Hayes warned that it requires ‘an incredible effort’ to ensure that UK maritime train-ing remains world leading, but he argued that there has been a healthy increase in cadet num-bers and the government had reversed a cut in the Support for Maritime Training budget.

‘The increase in funding means we are able to reinstate SMarT 2, which helps junior offi cers towards their second cer-tifi cate of competency – making them valuable assets in the global marketplace,’ he added.

‘Sea trade is expected to double in the next 20 years,’ the minister pointed out, ‘so I’m determined to continue building capacity in our maritime workforce so we can capitalise on every opportunity the market provides.’

Mr Hayes said the UK will be the fi rst country in the world to include ratings in a tonnage tax training commitment and described this as ‘a clear demon-stration that this government is determined to ensure that people have the opportunity and train-ing to access all levels of a career at sea’.

UK Chamber of Shipping CEO Guy Platten welcomed the book-let’s launch: ‘As a former seafarer, I know how important high qual-ity training is to the success of the industry. Open for Maritime Skills is another sign of how closely the industry and government is work-ing together.

‘There is a global shortage of seafarers, and that shortage will deepen as global seatrade increases dramatically over the forthcoming decades,’ he added. ‘The UK is well placed to bridge the gap and take advantage.’

During the week the minister also visited Warsash Maritime Academy at Southampton Solent University, where he tried out the state-of-the-art bridge simulator, watched fi re-fi ghting demonstra-tions at the purpose-built fi re school and toured the engine-room simulator and engineering workshops.

Mr Hayes concluded his week of events with a visit to the Lon-don Nautical School, where he spoke to sixth form maritime stu-dents undertaking the STCW and radio operators’ courses.

He promised to help make the case to the Department for Educa-tion for the development of a new maritime studies BTEC proposed by the school.

Union welcomes week-long promotion, but says more remains to be done

December 2014 | nautilusint.org | telegraph | 03

NAUTILUS AT WORK

...and having a go on the Warsash bridge simulator

...and at Warsash Maritime Academy’s engineering department

...with students at the London Nautical School

Shipping minister John Hayes with cadets and offi cers at Trinity House

02-03_at work.indd 3 12/11/2014 18:15

04 | telegraph | nautilusint.org | December 2014

NAUTILUS AT WORK

shortreportsCOASTELS CALL: a pay and conditions claim for a substantial increase above RPI has been submitted on behalf of members employed by Bibby Ship Management on the coastels agreement. The claim also includes pay diff erentials between electrical and maintenance technicians and annual increments for both. Industrial organiser Derek Byrne is currently seeking a meeting with the employer to discuss the claim. Members have also voted on moving to salaried employment and the outcome was a 50:50 split. Mr Byrne has informed the company and will be discussing the matter further.

SCOTTISH SUPPLEMENT: following a number of meetings between Steve Doran for Nautilus, Unite the Union representatives and Marine Scotland Compliance, a pay supplement has been secured for off shore marine staff . Members will be notifi ed shortly about the terms. Mr Doran said that whilst he was pleased that the claim for supplementary pay was successful, he will continue to call for much more to be done for maritime professionals within Marine Scotland.

SMIT CONCLUSION: a pay and conditions off er including a 2.2% increase from 1 April 2014 and CPI plus 0.4% from 1 April 2015 has been reluctantly accepted by members employed by Smit International. The off er had previously been rejected by members but following a refusal by management to improve it, they voted against being balloted on taking some form of industrial action.

LONDON MEETING: a meeting to discuss the pay and conditions claim on behalf of members employed by the Port of London Authority was due to take place on Thursday 20 November. The claim includes a substantial pay rise above RPI to refl ect members’ hard work and professionalism.

SERCO DISCUSSIONS: Nautilus national secretary Steve Doran and Serco Northlink Ferries liaison offi cers were due to meet with management at the end of last month to discuss a Maritime Labour Convention compliant terms and conditions of employment agreement.

HANSON PAY: industrial organiser Paul Schroder was due to meet with Hanson Ship Management, as the Telegraph went to press. The meeting will discuss members’ pay and conditions aspirations.

CROWN CONSULTATION: members employed by Crown Crewing are being consulted on a 2.5% overall pay and conditions off er. Members have until Friday 28 November to accept or reject the off er.

CAR CLAIM: a pay and conditions claim for an increase above RPI has been submitted on behalf of members employed by Anglo Eastern and serving onboard car carriers.

ANautilus national secretary Jonathan Havard and liaison

offi cer Russell Downs met Commodore Rob Dorey last month to discuss RFA members’ rejection of the pay off er and Future Development programme.

The meeting discussed the reasons behind members’ rejection of the off er and nine key areas for improvement which the Commodore fed back on where he was able.

The Union is now seeking a meeting with the command secretary at the Ministry of Defence. It was agreed that seeking a meeting would not prejudice any formal response to the meeting that the Commodore may make.

Mr Havard has requested that this meeting be arranged before Christmas, in order to move the matter forward.

Unions welcome Newhaven deal

PAverage UK wages rose by just 2.5% between August 2013 and July 2014 and

only one-third of increases were above the rate of infl ation, accord-ing to the latest pay survey from the Labour Research Department (LRD).

The latest report confi rms that economic recovery has yet to feed into pay packets of most workers, and the pay cap and spending cuts have continued to bite in the pub-lic sector.

The LRD database contains information on some 750 current pay settlements and more than 2,000 agreements. They con-fi rmed that RPI infl ation is still the yardstick most pay negotiators look to, and lower infl ation meant a positive outcome for some workers.

LRD pay and conditions

researcher Lewis Emery said that union negotiators were making headway but that there has not been a signifi cant recovery in pay settlements.

Over a third of pay rises resulted from long-term deals, typically lasting for two or three years, while 8% were explicitly linked to infl ation.

Transport, along with commu-nication, manufacturing, energy and water companies, generally had the highest pay rises while public administration, education and health employers had the lowest.

zGrowth in average pay for UK workers has overtaken Consumer Prices Index infl ation for the fi rst time in fi ve years, according to data from the Offi ce for National Statistics.

Wages excluding bonuses rose

by 1.3% in the year to September, beating the 1.2% CPI rate — although lagging well behind the RPI rate of 2.3%.

Commenting on the fi gures, TUC general secretary Frances O’Grady said: ‘It’s good to see an increase in real wages after so many years of falling living standards, but at today’s rate of wage growth it would take another 12 years for people’s pay to be worth what it was before the recession. And with the recovery looking as if it is already running out of steam, we cannot even be confi dent of that.

‘Huge concerns remain about the quality of many of the jobs being created,’ she added, ‘and, as the Chancellor has found out to his cost, many people are not earning enough to pay much tax, if any.’

TUC warns on pay recovery

FThe TUC has welcomed a ruling that overtime should be taken

into account when holiday pay is calculated.

The UK Employment Appeal Tribunal (EAT) ruled last month that under the European Working Time Regulations, non-guaranteed overtime should be factored in when calculating the amount of holiday pay that an employee is entitled to.

TUC general secretary Frances O’Grady commented: ‘Failing to count overtime when calculating holiday pay is quite simply wrong. This ruling marks a victory for people who work long and hard to make a living, and who deserve to be properly paid when they take their well-earned leave.’

Charles Boyle, director of Nautilus legal services, said there appears to be no reason why the judgement would not apply to any interpretation of the EU directive covering seafarers’ working time.

However, he added, as the case is about EU-derived leave, it would not apply to the eight extra days that seafarers get for public holidays, which derive from the Maritime Labour Convention.

Living standards to take another 12 years to be restored

FPictured above is Nautilus industrial organiser Lisa Carr

and GMSG liaison representatives Kerry Kirkwood and Rob Brenton (left), meeting Global Marine management representatives Paul Rose and Simon Hibberd (right).

The meeting discussed the Union’s claim for an above-RPI pay rise and improvements to other conditions. A formal off er made by the company at the meeting

was rejected by the Union and the Partnership At Work Committee — including those not pictured attending by telephone conference — as being too low to consider putting out to consultation.

At the end of the meeting it was agreed that the Union would provide more information to support the claim and a further meeting would be held before 19 November 2014.

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FNautilus and Stena Line liaison offi cers have met management

following the Union’s calls to re-engage over the future of Stena Line and its UK routes.

This was the fi rst opportunity to discuss the proposed future cost savings outlined in the company’s strategic plan since the announcement in May that key elements of the package were being reconsidered.

Nautilus senior national secretary Garry Elliott said that a detailed discussion took place during the meeting — covering issues including crew management, new starting salaries, current vacancies, study leave and the 2015 pay and conditions claim.

The Union urged management to consider making a two-year pay off er to allow for some stability. The company agreed to consider this request and a follow-up meeting was due at the end of November.

AUnions have welcomed an announcement that DFDS is

to continue running the Newhaven-Dieppe ferry service for a further year.

The contract was due to expire at the end of this year and the extension agreement was reached following talks between the company and SMPAT, the organisation which operates the cross-Channel route on behalf of the French Seine-Maritime council.

Under the deal, the ferries Seven Sisters and Cote d’Albâtre ships — which are owned by SMPAT — will continue to be operated by DFDS Seaways and new sailing schedules will be introduced during peak periods

in response to growing demand recorded in recent years.

Other key elements include plans to adapt the ships to meet the requirements of MARPOL VI directive, using cleaner fuels.

Nautilus has welcomed the agreement, which ensures continued employment for members working with shore-based services in Newhaven and ensures the award of a pay increase.

French seafaring unions said the agreement should give time for a lasting solution to be found for the provision of the ferry service, following long-standing concerns about its viability.

More talks on Stena Line future

Holiday pay judgement

More talks on RFA pay

FNautilus national secretary Jonathan Havard is pictured

above with delegates from other unions at last month’s meeting of the South East Region TUC (SERTUC).

The meeting sent support solidarity greetings to the Italian national trade union centre, CGIL, in Rome, where one million

Italian workers were staging a demonstration against their government’s proposal to weaken employment rights by making it easier for companies to sack workers.

Protestors were also demonstrating against the level of youth unemployment in Italy, which is at a record 44.2%.

Italian protests are backed

04-05_at work.indd 4 12/11/2014 18:16

shortreportsPNTL OFFER: Members employed by Pacifi c Nuclear Transport Ltd are being consulted on the company’s pay and conditions off er, which includes a 3% increase in salaries covering two years, and a move to a 1:1 leave ratio. Industrial organiser Gary Leech said he was very pleased with the off er, especially the leave ratio as this is equivalent to an extra eight days’ leave. ‘Moving to a one to one leave ratio is something that members have been calling for since I began representing them in 2008,’ he said. ‘It is thanks to the hard work and persistence of members over many years that we have fi nally realised this ambition.’ Members had until the end of November to accept or reject the off er.

TANKER CLAIM: a pay and conditions claim for a substantial increase above RPI has been submitted on behalf of members employed by PG Tankers. The claim also includes a request to increase broadband allowances, payment for attending training courses and a review of the exchange rates used. Industrial organiser Derek Byrne is currently seeking a meeting with the employer to discuss the claim.

MANX CLAIM: a pay and conditions claim has been submitted on behalf of members employed by Manx Sea Transport and working onboard Isle of Man Steam Packet Company vessels. The claim includes a substantial pay rise above RPI, a review of pay diff erentials between ranks, reimbursement of professional subscriptions and a review of accommodation provision.

MAC DEAL: members employed by Caledonian MacBrayne have accepted the company’s full and fi nal pay off er. The off er includes a two-year deal with a pay increase of 2.7% from each 1 October (2014 and 2015), a bonus scheme, and an agreement to set up a working party to address members’ concerns about accrued leave proposals.

TANKERS PAY: a pay and conditions meeting was held with Maersk Off shore on behalf of members serving onboard Tankers. An off er of a 1% increase in pay was rejected by the Partnership At Work committee at the meeting and national secretary Steve Doran is now waiting for a formal response to the meeting to be received.

MERIDIAN LINE: a pay and conditions claim has been submitted on behalf of members employed by Meridian Shipping Services and working onboard ro-ro and ro-pax ferries. The claim includes a substantial pay rise above RPI to refl ect members’ increased workloads and professionalism; and a review of pay diff erentials.

P&O PAY: a pay and conditions claim has been submitted on behalf of members employed by P&O Ferries, P&O Irish Sea and P&O North Sea. The claim includes a pay rise above RPI and an additional uplift in new start rates for chief offi cers and second engineers.

December 2014 | nautilusint.org | telegraph | 05

NAUTILUS AT WORK

PCrew wages are set to be one of the biggest drivers in increased ship oper-

ating costs over the next year, according to a new study.

Research conducted by the maritime accountancy fi rm Moore Stephens suggests that vessel operating costs are likely to rise by almost 3% in both 2014 and 2015. The study is based on feedback from leading own-ers, operators and managers in Europe and Asia.

Moore Stephens found that crew wages are expected to increase by 2.4% this year and 2.6% in 2015, with other crew-related costs forecast to increase by 1.9% and 2.1% in the same period.

Shipping partner Richard Greiner said that the predicted overall increases in operating costs for 2014 and 2015, at just under 3%, remain ‘way below many of those we have seen in recent years’ — such as the 16% increase in 2008.

‘Crew costs are once again the category of operating expenses predicted to rise most signifi -cantly,’ he added. ‘The only sur-prise would be if this were not the case.’

The report notes that a num-ber of companies taking part in the survey had raised concerns over the factors infl uencing crewing costs. One respondent described them as ‘a critical fac-tor’ and added: ‘There will con-

tinue to be a high level of demand for trained crew, especially for top-end ships.’

Others pointed to the impact of the full implementation of the Maritime Labour Convention — suggesting that this is likely to be ‘a signifi cant factor in higher labour and crewing costs’.

Moore Stephens also asked respondents to identify the three factors most likely to infl uence vessel-operating costs over the next 12 months.

One-fi fth of respondents iden-tifi ed fi nance costs as the most sig-nifi cant factor, followed closely by competition. Crew supply came third, with 18% per cent, followed by demand trends at 17% and labour costs at 13%.

The survey also showed con-cerns over the impact of the com-bination of low freight rates and increased operating costs, as well as tonnage over-supply.

Mr Greiner said ‘sensible’ own-ers are planning for the future by investing in eco-friendly ships. ‘Such initiatives will bring long-term benefi ts but are likely to increase costs in the short term because new technology and associated research and develop-ment costs do not come cheap,’ he pointed out. ‘On the plus side, oil and gas prices are falling, which should translate into savings for owners and operators, and ship-ping continues to attract new money from both internal and external investors.’

Crew wages set to grow by 2.6%Study suggests that seafarers’ salaries will be key factor in shipping costs

Nautilus publishes new guide on National Minimum Wage

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

DELIVERY WORLDWIDE

Braids Work Wear Tropical Wear Cadet Uniforms Officers Uniforms

FNautilus national secretary Jonathan Havard is due visit

more members serving with Fleet Maritime Services in the Princess Cruises and P&O Cruises fl eet in Australia this month.

Mr Havard will be visiting the following ships:

z16 December Sun Princess in Sydney

z17 December Pacifi c Pearl in Sydney

z18 December Pacifi c Jewel in Sydney

z19 December Sea Princess in Brisbane

z20 December Pacifi c Dawn in Brisbane

Mr Havard said he was looking forward to speaking to as many members as possible on issues of importance to them, for the Union to raise with management.

FNautilus International has published a new version of

guidance for seafarers on their entitlement to the UK National Minimum Wage (NMW).

The revised advice has been put together to refl ect changes in the rules and to support the Union’s Fair Ferries campaign against the exploitation of low-cost crews.

The leafl et points out that seafarers working on UK-registered ships who carry out at least some work within UK waters and who normally live in the UK are entitled by law to the NMW.

The rules governing eligibility for those serving on non-UK ships or on UK ships who do not meet the core criteria are less clear — and depend

largely on being able to establish a suffi cient individual link to the UK.

‘Every case is diff erent and

relates to individual circumstances, but our guidance aims to provide some background on the factors that can be crucial, and the diff erent ways in which seafarers can claim their rights,’ said Nautilus national ferry organiser Micky Smyth.

‘This is an important area, as we are concerned that many seafarers are not given the information that they are entitled to,’ he added. ‘Our advice underpins the campaign to prevent unfair competition in UK waters and to support the principles of decent work.’

Copies of the leafl et are being distributed to ships and seafarer centres around the UK and can also be obtained via the Nautilus website.

FScottish transport minister Keith Brown is pictured right visiting

the newest ship in the Caledonian MacBrayne fl eet — the 8,680gt ro-pax Loch Seaforth — following its arrival in Scotland from the German builders last month. He met the ship’s master and crew and toured the vessel at its berth in Inchgreen dry dock, Port Glasgow.

Built by Flensburger Schiffb au-Gesellschaft (FSG) at a cost of £41.8m, Loch Seaforth has been designed for 24/7 service on CalMac’s Stornoway-Ullapool route, carrying up to 700 passengers and 143 cars or 20 trucks. The vessel features a fuel-effi cient hybrid diesel electrical and diesel mechanical propulsion concept, specially designed for Caledonian Maritime Assets.

Ministerial visit for CalMac’s new arrival

FMS visits planned

04-05_at work.indd 5 12/11/2014 18:37

06 | telegraph | nautilusint.org | December 2014

OFFSHORE NEWS

shortreportsHAVILA OPTIONS: Havila Marine management has responded to members’ rejection of a revised pay and conditions off er by stating the company was surprised at the response and confi rming that no improvements can be made. Consultations with members had shown a majority in favour of rejecting the off er, which included a 3.5% increase in pay for offi cers and 3% for ratings. They were due to vote on whether to reluctantly accept the current off er as being the best that can be achieved through negotiations, or be balloted for some form of industrial action, as the Telegraph went to press.

FUGRO STAKE: the Dutch shipping company Royal Boskalis Westminster has acquired a 14.8% stake in the off shore operator Fugro, but says it has no plans to acquire the fi rm. Boskalis described Fugro as ‘an interesting company’ with strong similarities in the working environment and culture and said it wanted to explore possibilities for cooperation.

SUBSIDY CLAIM: the UK government is providing £750m a year in tax breaks to North Sea operators, despite a pledge fi ve years ago to end fossil fuel subsidies, a new report has claimed. The study by the Overseas Development Institute argues that supporting exploration for new reserves is both environmentally and economically unsustainable.

RATES REPORT: the off shore broking specialist Seabrokers says rates for AHTS vessels in the North Sea have fallen from their summer highs, but have ‘held up pretty well’ — especially compared with the same period last year. It said demand remains high despite the recent return of vessels from the Russian market.

NKOSSA OFFER: Nautilus national secretary Steve Doran has met with Maersk Off shore management to discuss the pay and conditions claim submitted on behalf of members serving onboard Nkossa II. Members will be informed when a formal response to the meeting has been received.

VOS DELIVERIES: the fi rst pair in a series of 10 new Vroon Off shore multi-purpose platform supply vessels have been launched at the Fujian Southeast Shipyard in China. VOS Pride and VOS Prime are based on a KCM design and are to be delivered in spring 2015.

OCEAN RISE: a pay and conditions claim has been submitted on behalf of members employed by Deep Ocean (Guernsey). The Union is seeking a substantial pay rise above RPI, along with a signifi cant increase in the subsea allowance and bonuses.

SUBSEA MEETING: industrial organiser Gary Leech has met Subsea 7 management to discuss members’ rejection of a 2.6% pay off er. A bulletin will be sent to members when a formal response to the meeting has been received.

BP CUTS: BP has become the latest North Sea operator to announce a cost-cutting programme, blaming rising costs and tougher market conditions.

FOff shore leaders have called on the UK government for an urgent

tax cut, saying that without this they cannot aff ord to extract the remaining reserves from mature North Sea fi elds.

Recently the international price of oil fell to a four-year low, and operators say that tax levels need to be adjusted to refl ect the resulting fall in profi tability.

In a letter to the UK chancellor last month, Oil & Gas UK chief executive Malcolm Webb pointed to the deteriorating economics of the UK Continental Shelf (UKCS).

The Brent oil price has fallen $30 since its peak in mid-summer and shows no sign of recovery, he said, while industry unit costs rose by 26% last year.

‘Profi tability on the UKCS is insuffi cient to maintain the uncompetitive high tax rates of 62%-81% paid by production companies,’ he argued. ‘Last year total UKCS

expenditure exceeded post-tax revenues; this year it is heading in the same direction. This is not a sustainable situation. Without swift action, capital investment is set to halve by 2017.’

Oil & Gas UK is therefore urging the government to bring in the following fi scal reforms:

zimmediate removal of the increase in supplementary charge introduced in 2011 to refl ect the lower profi tability across the UKCS

zintroduction of a single, uniform capital investment allowance to embrace all capital expenditure including exploration and infrastructure

zcreation of tax incentives to make exploration on the UKCS more attractive, both by improving the potential returns, and by encouraging new entrants

zthe reduction to zero, over time, of the rate of Petroleum Revenue Tax

PSafety standards in the global off-shore industry are still not good enough, the industry watchdog

OPITO warned last month.The organisation’s fi fth annual safety and

competence conference (OSCC 2014) in Abu Dhabi heard that lost time incidents around the world increased by 12% in 2012, with a total of 88 fatalities in the sector.

Despite reports of good progress in the Middle East, where accidents have been sig-nifi cantly reduced between 2007 and 2012, the meeting heard calls for more effective leader-ship to prevent fatal accidents, lost time inci-dents and near-misses.

OPITO group chief executive David Doig described the global fi gures as ‘simply not

good enough’ and warned that inadequate standards are too often found to be a common causal factor.

‘This need not be the case if OPITO stand-ards, recognised as the best in the world, were adopted by every employer in every oil and gas region in the world,’ he added.

Mr Doig said OPITO’s standards framework has now been adopted by oil and gas compa-nies in 40 different countries and the organi-sation has been active in the Middle East since 2005. Its standards have been adopted by major employers in the region and it is also working closely with industry and govern-ments to develop a safer workforce through positive changes in behaviour.

‘I am not suggesting that this fi ve-year roll-

ing improvement in the region is all down to OPITO, but I do believe there is a correlation between the increase in uptake of our training standards and the decrease in fatal and other accidents,’ he added.

Mr Doig said that while OPITO can lay the groundwork, employers need to drive long-term, high-value change with ‘strong, com-mitted, courageous leadership’ that helps the workforce to embrace change.

‘The nature of our industry, which operates some of the most complex technology in some of the most hazardous areas in the world, dic-tates that there will always be risk,’ he added. ‘It is how we effectively prepare and support our people to reduce the risks that ultimately dic-tates our success.’

Offshore safety ‘is not good enough’Conference hears concerns over worldwide increase in lost time incidents

Union hits out over helicopter inquiry

Sri Lankan shipyard secures orders for two AHTS vesselsA

Sri Lanka’s Colombo Dockyard is building 150-tonne bollard

pull anchor handling off shore support vessels, pictured above, for an as-yet unnamed customer.

The contract for the pair of 78m vessels includes two options for sisterships, to be exercised by the beginning of 2015.

Designed by Finland’s Wärtsilä for anchor handling operations in off shore sector applications, the vessels will be powered by Wärtsilä integrated propulsion systems, including a 9-cylinder Wärtsilä 32 engine operating on marine diesel oil, controllable pitch propeller system and tunnel thrusters.

FThe UK airline pilots’ union BALPA has criticised the

government’s decision to reject a recommendation by the House of Commons transport committee to hold a public inquiry into off shore helicopter safety.

In its response to the committee’s call for an independent inquiry to investigate commercial pressures in the sector following a series of fi ve crashes since 2009, the government said it had not seen any evidence to suggest that safety is being compromised.

BALPA said it was ‘extremely disappointed’ that ministers had dismissed its safety concerns. ‘There is clearly a diff erence of opinion between pilots operating in the North Sea and the oil and gas industry as to whether commercial pressure in the awarding of contracts has a bearing

on safety and we will continue to press for full public inquiry on this issue,’ it added.

Transport committee chairwoman Louise Ellman commented. ‘This is a regrettable decision for the loved ones and relatives of people killed in off shore helicopter accidents. It sends the wrong signal to people who continue to work in the off shore industry.’

BALPA said it could not understand why operators were opposed to a public inquiry.

But Oil & Gas UK health and safety director Robert Paterson argued that neither the Civil Aviation Authority, the government nor the industry had found evidence of commercial pressures adversely impacting on safety. ‘This is an important reassurance for our workforce,’ he added.

UK operators seek urgent cuts in tax

ANautilus industrial organiser Gary Leech, centre, is pictured

with chief offi cer Vinit Vohra and second mate Kevin Gray during a visit to the Liberian-fl agged standby safety vessel VOS Trader in Aberdeen.

Following consultations with members employed by Deeside

Crewing, the Union has submitted a pay claim which includes a substantial above-RPI rise, an increase in seniority payments, and for signing off vessel days to be paid as a sea day.

Mr Leech was due to meet with the company again on Wednesday 19 November to discuss the claim.

Vroon claim goes in

06_offshore.indd 6 12/11/2014 18:12

December 2014 | nautilusint.org | telegraph | 07

NEWS

PNautilus has played a leading role in securing top-level agreement on

new measures to improve occu-pational health and safety stand-ards for the world’s seafarers.

The Union was among more than 100 delegates representing governments, seafarer unions and shipowners attending a week-long meeting at the Inter-national Labour Organisation to draw up new guidelines on the implementation of the safety and health provisions set down in the Maritime Labour Convention.

The guidance is aimed at fl ag states and gives details of supple-mentary practical information to be refl ected in national laws and other measures that imple-ment or enforce the MLC.

The guidelines emphasise the ‘special needs’ of seafarers and the particularly demand-ing working conditions at sea — including potentially hazardous tasks, isolation, long hours of work, rigid organisational struc-tures and high levels of stress and fatigue.

They cover a wide range of issues, including risk assess-ment, occupational health and

safety management, the respec-tive responsibilities of ship owners and masters, reporting and investigation of occupa-tional accidents and diseases — including a section underlin-ing the need to ensure seafarers are protected against coercion and intimidation during or after any maritime investigation and that they are not victimised as a result of making a complaint in relation to safety and health problems.

The guidelines highlight a range of particular risks faced by seafarers — including noise, vibration, non-ionising radia-tion, extreme temperatures, ergonomic, biological and chem-ical hazards, asbestos and work in enclosed spaces — and the steps that should be taken to minimise them. A section dealing with the risks of working on deck seeks to ensure safe practices, while also ensuring that vessels involved in operations such as emergency response and rescue can con-tinue their work.

A section on communicable diseases was inserted following discussion between Nautilus and shipowner representatives, while other sections deal with

smoking, drug and alcohol abuse, and fatigue. They also address the issue of violence in the work-place, and steps that should be taken by owners to reduce the risks of violence and aggression against seafarers, as well as emer-gency notifi cation procedures.

Nautilus senior national sec-retary Allan Graveson attended the meeting and said the new guidelines not only update and consolidate existing ILO occupa-tional safety and health advice, but also include signifi cant new sections addressing work-related stress and mental health, as well as the risks associated with work-ing with life-saving equipment and fi re-fi ghting appliances.

The guidelines also explain the purpose, composition and responsibilities of safety com-mittees onboard ships with fi ve or more seafarers, along with the role of safety representatives and safety offi cers.

‘Another important element that was included within the guidelines is safety familiarisa-tion onboard and, in particular, training and familiarisation for new seafarers or those returning after a long absence or changing duties,’ Mr Graveson added.

Patrice Caron, executive vice-president of the Seafarers’ International Union of Canada, also welcomed the agreement. ‘There will be many challenges to implement occupational safety and health in the maritime sec-tor and the guidelines should provide assistance,’ he said. ‘Minimising risk is a fundamen-tal concern to seafarers and for other persons working on ships.’

Tim Springett, spokesperson for the employers’ group, said owners were very pleased with the outcome of the meeting. ‘We believe in promoting compli-ance with the MLC, and the new guidelines that we have agreed will make an effective contribu-tion to this,’ he added.

Speaking on behalf of the government group, Julie Carl-ton, head of the UK Maritime & Coastguard Agency’s seafarer safety and health branch, com-mented: ‘The fi nal document provides fl exibility without compromising on standards of occupational safety and health to protect seafarers, and will be a useful resource for those set-ting up or reviewing their OSH frameworks in compliance with the MLC, 2006.’

ILO deal seeks to cut hazardsUnions and owners welcome agreement on MLC health and safety guides

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

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.

APictured right is the Dutch-fl agged general cargoship

Arklow Beacon visiting the port of Ipswich on its maiden voyage last month. The 5,065gt vessel loaded a cargo of 7,000 tonnes of wheat, to be shipped to Lisbon, in Portugal.

Built by Ferus Smit, Arklow Beacon is the fourth vessel in a series of six and will mainly be used to carry wheat, corn and other bulk commodities in European waters. The ship features a number of ‘green’ design elements, including a ‘bulbless’ bow.

ABP Ipswich deputy port manager Roger Arundale presented the ship’s master, Captain Robert Bijsterveld, with a decanter to commemorate the maiden call. ‘The port of Ipswich is a vital route to overseas markets for the region’s farmers and that’s why the arrival of the Arklow Beacon is so welcome,’ Mr Arundale said. ‘She represents a major investment in the grain export sector.’

FNautilus/ITF inspector Paul Keenan has welcomed the

launch of a new service to provide free wi-fi internet to seafarers on ships visiting the port of Ipswich — said to be the fi rst of its kind in the UK.

Mr Keenan joined representatives from the Merchant Navy Welfare Board (MNWB), Seafarers UK, the Felixstowe and Haven Ports Seafarers Service (FHPSS) and Associated British Ports at the inauguration event onboard the Thames barge Victor last month.

The joint project — which was formally opened by Rose George, author of the book Deep Sea & Foreign Going — was secured with grants of £10,000 from the MNWB and £5,000 from Seafarers UK, as well as £3,500 from the FHPSS and support from harbour master Captain Jerry Coleman and his team.

FHPSS chairman David Thurston said the project was developed in response to reports from port chaplains indicating that seafarers were increasingly unable to use the facilities at the seafarers’ centre in Ipswich because of the limited time spent in port. ‘This made them feel very isolated and it became apparent

that they would benefi t from having access to the internet without having to leave their vessel,’ he added. ‘Now that the system is operational at all commercial berths in Ipswich, the feedback from the visiting seafarers is exceptional.’

Mr Keenan said he was impressed by the service and he hoped other ports would follow suit. ‘In my role as ITF inspector, I think this is quite a leap forward in support for seafarers, particularly in smaller ports where welfare provision and communication is limited,’ he added. ‘Whilst the pressure of short turn-arounds remains, at least in Ipswich the seafarers will have free internet access to talk with family and friends without having to leave the vessel.’

Andrew Harston, ABP director of short sea ports, commented: ‘We all owe a huge debt of gratitude to the brave men and women who operate the vessels that keep this nation supplied. So we are really proud to be part of the team to deliver this vital service to crew visiting the port of Ipswich. It can be a lonely job working at sea and so this brings a little bit of home to people far from family and friends.’

FMarine insurers have expressed concern at the International Oil

Pollution Compensation Fund’s (IOPC) decision to wind up the so-called ‘1971 fund’ from the end of this year.

IOPC members voted by 29 to 14 to dissolve the fund following an English High Court judgement in a long-running and controversial case involving a US$60m claim by the Venezuelan government for clean-up costs arising from the 1997 grounding of the tanker Nissos Amorgos.

The court upheld the IOPC case that it had immunity from the suit and that the courts of England and Wales had no jurisdiction over a reimbursement claim by the Gard

P&I Club against the 1971 Fund for payments above the amount mandated by the Civil Liability Convention (CLC).

The International Group of P&I Clubs had warned that any move to dissolve the 1971 Fund would be ‘wholly premature and improper’.

The Group said that winding-up the fund would threaten future cooperation — potentially aff ecting future pollution claims. It cautioned that the 1992 fund — which has taken over from the 1971 fund — may have to set limitation arrangements if there is a prospect of payments or liabilities exceeding the CLC limits and no certainty of recovery.

Insurers warn on spill compensation fund

Free wi-fi scheme in port of Ipswich

Nautilus/ITF inspector Paul Keenan and author Rose George helped launch the free wi-fi service in the port of Ipswich

07_news.indd 7 12/11/2014 15:14

08 | telegraph | nautilusint.org | December 2014

LARGE YACHT NEWS

by Michael Howorth

HAlmost half a century after he became the fi rst sailor to single-

handedly circumnavigate the globe, former Merchant Navy offi cer Sir Robin Knox Johnson has become the oldest competitor in a solo transatlantic sailing race.

Sir Robin, who spent a decade in the MN serving with the British India Steam Navigation Company and gaining his Master’s certifi cate in 1965, is one of the 91 participants in the Route du Rhum race from Saint Malo to Guadeloupe.

The 3,542-mile challenge is testing sailors to the limits of their mental and physical endurance. At the age of 75, the former deck offi cer is by far the oldest person taking part.

Sir Robin, a grandfather of fi ve, is sailing the aptly-named 60ft yacht Grey Power and said he was

taking part in the race because he is ‘not ready for the slippers, pipe and television’.

‘There are bound to be questions about my age,’ he admitted. ‘They ask what I think of doing this at 75 and I say I am still 45 — that is how I feel. I think I am 45 and that is where I stay. I feel no diff erent from when I last raced. I am pretty fi t. I lead an active life. I think of myself as young and that is it.

‘The sea is where I feel most at home,’ he added. ‘I am just not ready to stop racing yet, and why should I?

An estimated quarter of a million people lined the shore at Saint Malo to watch the start of the race, which got off to a rough start, in winds averaging 20 to 25 knots, and gusts of 35 knots. In the fi rst three days of the race, 17 of the 91 racers were forced to withdraw due to a variety of disasters and mishaps.

PNautilus International has welcomed the launch of a new security training

programme aimed at superyacht crews.

The Union has long cam-paigned against piracy and armed attacks on merchant shipping, and has expressed concern at a number of incidents involving violent raids on superyachts and their crews.

Maritime e-learning company Videotel International aims to help superyacht crews to meet the standards required by the International Ship and Port facil-ity Security Code (ISPS) and the

STCW Convention — all part of its new Maritime Security Aware-ness training course, launched at the Fort Lauderdale International Boat Show last month.

The package covers a wide range of security issues that superyachts may encounter when alongside a dock or other vessel, at anchor, and at sea. Sub-ject matter includes key threats, plans of action, and the impor-tance of communication during a security threat.

The course is presented as one overview programme, and it ena-bles superyacht crew of all levels to meet the minimum standard

of competence in security aware-ness according to the STCW Code updates that came into effect ear-lier this year.

It forms part of Videotel’s Safety on Superyachts series, which tackles subjects such as crew familiarisation and safety awareness, the safety procedures and yacht layout information that new crew must have within 48 hours of arriving onboard, fi re and emergency drills including man overboard, muster stations, and lifeboat drills, safe working practices and how best to brief guests about the safety proce-dures of the vessel.

‘Superyachts require fully cer-tifi ed crews for maritime opera-tion and all those serving onboard must comply with regulations and be aware of their responsi-bilities,’ said Videotel CEO Nigel Cleave.

‘Our Maritime Security Aware-ness programme provides a basic understanding of maritime security for seafarers of all ranks to increase their awareness of potential security threats.’

The Videotel training courses are available in many formats and platforms, including video, com-puter-based training, and interac-tive e-learning programmes.

E-learners launch security package Union welcomes specialist ISPS and STCW training for superyacht crews

Dutch ferry fi rm takes stake in Royal Huisman

Concept vessel for Fincantieri

AThe Dutch superyacht designer Cor D Rover has produced a

new concept vessel for Fincantieri. The 80.4m Skyback, above, was unveiled at the Fort Lauderdale International Boat Show.

Skyback features a long foredeck with a relatively straight bow, but her aft main deck is longer to accommodate a large, undercover pool that can be used in any weather conditions. The pool can be fully enclosed by a cleverly designed glass structure which folds away

into the yacht’s superstructure when not in use.

The yacht is designed with a six-deck accommodation plan for just 10 guests in four large suites, along with a private deck for the owner on the upper deck and space for up to 27 crew.

Twin engines would deliver some 2,465kW propulsion power, through two controllable pitch propellers. Skyback is designed to have a cruising speed of 18 knots and a range of 6,000nm at 12 knots.

FA Dutch ferry fi rm has made a substantial investment to become a key shareholder in

the Vollenhove-based superyacht builder Royal Huisman.

Doeksen Shipyard Holding, led by Royal Doeksen, which operates a fl eet of four passenger/car ferries and two fast ferries on three routes across the Wadden Sea, has taken a signifi cant stake in Royal Huisman, which was founded in 1884.

Doeksen managing director Jan Willem Doeksen will join the board at Royal Huisman, and there will be complete continuity of the current management and operational teams.

In addition to their royal warrants, both companies are Dutch family-owned businesses with a long and successful track record in the marine industry.

‘Given the increasing level of investment necessary to maintain a leading custom yard such

as Royal Huisman, we recognised that we had arrived at the right time to seek a suitable partner,’ said CEO Alice Huisman.

‘There will be some exciting developments showcasing our expansion plans, not least our goal to establish a deep water facility in a Dutch coastal location,’ she added.

‘These plans will enable us to achieve further successful growth of our already healthy orderbook for both newbuild and refi t projects.’

Ex-MN offi cer defi es the years

Sir Robin Knox Johnson onboard his yacht Grey Power

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 certifi cation.

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.

Once your yacht service is verifi ed in our offi ce in Antibes, then the MCA accepts the Nautilus SRB as suffi cient proof of onboard and sea service and no further supporting documentation is required.

zContact the membership

department either via email or

telephone to receive your free SRB.

HOTLINE FOR YACHT CREWNautilus has established a dedicated phoneline in Antibes to off er advice and assistance:

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

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

ABuilt especially with the US market in mind, the Benetti

Veloce 140’ Cheers 46, above, made her world debut at the Fort Lauderdale International Boat Show last month.

The semi-custom yacht, with a D2P (Displacement to Planing) hull, boasts the largest engines ever mounted at the Viareggio

Benetti shipyard — two MTU 12V 4000 M93Ls. Off ering an energy-saving 12-knots cruising speed and a maximum speed of more than 21 knots, Cheers 46 can accommodate up to 12 guests and eight crew with a range of 1,250 miles at 12 knots.

Cheers 46 is the fi rst hull to be launched in the 140’ range, with four more commissioned since.

FLIBS debut for Benetti D2P

08_yachts.indd 8 12/11/2014 17:55

December 2014 | nautilusint.org | telegraph | 09

NEWS

PNautilus has repeated its advice for members to exercise caution in the

use of lifeboats and fast rescue boats following yet another fatal accident.

A Filipino seafarer died and a British bosun was taken to hos-pital with serious injuries when a rescue boat fell into the water while being hoisted onto the Bermuda-registered cruiseship Coral Princess in Colón, Panama, on 24 October.

Princess Cruises said the inci-dent occurred when the starboard rescue boat was being recovered, with the two seafarers onboard, after being used for maintenance work on the ship’s hull.

The boat fell into the sea when the fall wire parted as it neared the

davit head on deck 8 of the vessel.The crew members were recov-

ered from the water by one of the ship’s tenders and taken to the ship’s medical centre before being transferred to hospital ashore.

‘This has devastated everyone across the entire Princess Cruises organisation,’ Princess Cruises said in a statement on the inci-dent.

Nautilus senior national sec-retary Allan Graveson said he was concerned to see another serious rescue boat accident. Five seafar-ers died and three others were injured last February when a life-boat fell into the water during a drill onboard the Maltese-fl agged passengership Thomson Maj-esty, and research suggests that as many as 15% of all merchant

seafarer fatalities involve lifeboat drills.

The Union remains concerned at the long-standing dangers associated with lifeboats and FRCs, Mr Graveson added. ‘Own-ers should support their masters, offi cers and crews, the equipment should be “fi t for purpose” rather than satisfying a statutory car-riage requirement, and it should be used as intended,’ he said.

‘The FRC is required to be ready for immediate use,’ Mr Graveson added. ‘Wires, sheaves, davits and all associated equipment should be regularly inspected and maintained in accordance with manufacturer’s instructions and the safety management system. A further inspection should take place before routine drills.

‘Members should bring any concerns to the attention of the master and ship’s safety offi cer,’ Mr Graveson stressed. ‘If a mem-ber expresses a concern that, in their professional opinion, it is not safe and they do not wish to enter the FRC, other than in an emergency, this should be respected and they will have the full support of the Union.

‘Similarly, masters and safety offi cers who exercise their profes-sional judgement by taking a pre-cautionary position in support of their offi cers and crew will receive the full support of the Union.’

Nautilus is seeking a full and complete investigation into the Coral Princess incident, with the lessons learnt being made avail-able to the industry.

Seafarer killed in rescue boat fallUnion calls for full inquiry into fatal accident onboard Princess Cruises ship

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APictured above right as it became the largest ship to dock in Aberdeen Harbour is the 19,128gt general

cargo and container vessel Pacifi c Adventure.The 160m loa Cyprus-fl agged ship — which arrived

with a cargo of oilfi eld materials from Mauritania — took the record from the previous holder, the diving support vessel Skandi Arctic, by just 488 tonnes.

Aberdeen Harbour chief executive Colin Parker commented: ‘Our ability to accommodate vessels of this size is thanks to a programme of strategic engineering

work, completed in 2012, which widened and deepened the navigation channel.

‘It illustrates a trend towards bigger, more effi cient vessels requiring access to Aberdeen, and further reinforces the need for the development of a second, deeper port facility at Nigg Bay, if the NE of Scotland is to remain economically competitive.’

Consultations on the proposed £320m development at Nigg Bay are presently taking place and the Harbour hopes to start work on the project in 2017.

FThe master of a wind farm passenger transfer vessel which

collided with a fl oating target in a Ministry of Defence weapons testing range has been ordered to pay £9,702 in fi nes and costs after pleading guilty to a breach of the Merchant Shipping Act.

Michael Gallagher was in charge when the 17.25m workboat catamaran Windcat 9 struck the fl oating target in the Donna Nook range while en route to Grimsby with three crew and 12 passengers onboard in November 2012.

Southampton Magistrates Court heard that Windcat 9 was travelling at around 23 knots at the time of the collision. The port hull of the vessel was holed, causing extensive fl ooding, but there were no injuries.

An investigation by the Maritime & Coastguard Agency (MCA) found that Mr Gallagher was not keeping a proper lookout and had incorrectly set

his electronic navigation equipment.After admitting a breach of Section

58 of the Merchant Shipping Act 1995, Mr Gallagher was fi ned £1,500 and told to pay £8,082 in costs plus a victim surcharge of £120.

Following the case, Gwen Lancaster, surveyor in charge at the Hull Marine Offi ce, commented: ‘Mr Gallagher should have kept a proper lookout at all times using all available means and be competent in using all his electronic navigational equipment.

‘Luckily no one was hurt, but there could have been multiple fatalities as a result of this high speed collision,’ she added.

Nautilus senior national secretary Allan Graveson added: ‘The decision to bring the case to court is somewhat hypocritical of the MCA given the standards it, as the regulator, sets for vessels and personnel serving in this sector.’

FA yacht skipper who forced a ro-pax ferry to veer out of its

channel in the port of Milford Haven has been fi ned £200 and ordered to pay costs of £795.

Andrew Humble, of Haverfordwest, pleaded guilty to obstructing the 34,031gt Isle of Inishmore as he raced in the Dale Regatta in August, and his failure to heed the ferry’s warning signals forced it to veer off course.

The yacht skipper was privately prosecuted by the port authority and Milford Haven harbourmaster Bill Hirst said the Inishmore’s speed at the time of the incident was close to 20 knots. ‘Mr Humble would have had little time to react to a potential collision if the ferry had not altered course and left

the navigable channel,’ he pointed out.

The case should serve as a warning to all leisure users, he added. ‘Mr Humble’s prosecution highlights an extremely important issue of safety of which all users of the river need to be aware. In recent years there have been several incidents where leisure craft have impeded the ferry and other large vessels entering and leaving the Haven.

‘The Port of Milford Haven works hard to ensure all river users from kayaks to supertankers can share the waterway in safety,’ Mr Hirst stressed. ‘We work closely with leisure users to get this message out. But there are times when your safety and that of others becomes your responsibility.’

Master fi ned for lookout failure

UK gives new Ebola advice

Yachtsman in court for ferry near-miss

FThe UK government is producing further guidance for ports and

shipping companies on dealing with the risks of the Ebola virus, shipping minister John Hayes said last month.

Answering a Parliamentary question from Labour’s shipping spokesman Gordon Marsden, the minister said advice had been issued in October, produced in consultation with the Maritime & Coastguard Agency’s medical advisor and Public Health England.

Work on additional guidance has been under way for some time, he added, and he has asked for this to be made available as soon as possible.

Mr Hayes said the National Maritime Information Centre (NMIC) has identifi ed 67 ‘vessels of interest’ that have been in ports or anchorages in Guinea, Liberia or Sierra Leone in the last two months, but none of these had been found to have Ebola symptoms onboard.

FSix foreign fl agged ships were detained in the UK in October

after failing port state control inspections. The list included the Panama-registered general cargoship Blue Image, held in Immingham with problems including unpaid wages, and the Marshall Islands-fl agged bulk carrier Harvest Sun, detained in

Tyneport with 14 defi ciencies including false hours of work records.

The Antigua & Barbuda-fl agged general cargoship Apollo Lupus was detained for a week in the port of Southampton after an inspection found 16 defi ciencies, including incorrect and missing records of work and rest hours.

Six ships held in UK ports

09_news.indd 9 12/11/2014 15:14

Mercy Ship’s Madagascan mission

10 | telegraph | nautilusint.org | December 2014

NEWS

FWriters, fi lm-makers and other members of the media who have helped to highlight

the UK’s continuing dependence on the sea were recognised at an awards ceremony in London last month.

The annual Maritime Media Awards — organised by The Maritime Foundation charity — attracted a record number of entries this year, and the presentations included a new category for the best new digital media award contribution.

Maritime Foundation chairman Julian Parker commented: ‘It is enormously gratifying to see such an impressive array of talent focused on portraying the importance of the sea and seafaring in our way of life. There is no doubt in my mind that this extraordinary eff ort is having a very favourable infl uence on government thinking.’

This year’s awards included:

zThe First Sea Lord’s Award for best maritime digital media contribution went to the Aircraft Carrier Alliance ‘for an outstanding rendition of a website off ering the latest news on the delivery of the nation’s fl agship aircraft carriers’

zThe Donald Gosling Award for best maritime television or fi lm contribution was won by Ade at Sea, which the judges said had vividly highlighted the importance of the sea and trade to our way of life

zThe Mountbatten Award for best maritime literary contribution went to Andrew Adams and Richard Woodman for their ‘highly engaging and superbly illustrated’ Light Upon the Waters — a History of Trinity House 1514-2014

zThe Desmond Wettern Award for best maritime journalistic contribution was awarded to Sam

Bannister, defence correspondent at The News, Portsmouth

zThe Maritime Fellowship Award for ‘a truly outstanding contribution to stimulating public engagement in maritime issues’ — the Foundation’s highest honour — went to Richard Sadler, chief executive of the Lloyd’s Register Group, for working ‘tirelessly to raise the profi le of the maritime sector and drive his vision to bring government, business and academia together for the benefi t of society’

fThe theme of this year’s awards dinner was the maritime leisure sector, and a short fi lm called Boat Nation, made by the Foundation’s own Maritime Films UK, was shown to highlight the success of the boating sector.The fi lm can be viewed at www.bmcf.org.uk/fi lms

Maritime media honours

PAn ambitious plan to operate an ocean-going ship in support of a pro-

gramme to promote maritime trade and expertise within the Commonwealth was announced last month.

Launched at Trinity House, the Commonwealth Argosy pro-gramme is a commercial opera-tion to promote and strengthen business opportunities through-out the 53 member states — with a focus on the ‘blue economy’ and the marine environment.

Based in London, Common-wealth Argosy aims to develop strategic networks between com-panies, organisations and indi-viduals to develop growth and commercial opportunities. A proportion of the profi ts from its core operations go to the Argosy Foundation — a charity promot-ing economic development and environmental sustainability.

Founding director Alistair Wood said the Commonwealth offers huge opportunities — being the largest grouping of nations in the world, with a com-bined population of 2.3bn people and a total GDP of US$8.4tn.

Commonwealth countries account for some 13% of world trade, he pointed out, and 46 of the 53 member states are bounded by the sea. ‘This is not just about safeguarding our history and her-itage, but also about safeguarding our future,’ he added. ‘Trade not aid is the way to alleviate poverty, and ethical trade, social develop-ment and environmental hus-bandry are crucial for the future.’

Chief executive Brian Thomas — former head of education at the Marine Society — said the ‘blue economy’ is central to the Argosy Foundation’s aims and objectives. ‘The foundation is a facilitator for the common good — a centre of

global excellence promoting the principles of the blue economy in the marine and maritime con-text.

‘Underpinning the founda-tion’s work is the conviction that the challenges facing the world’s oceans call for an inte-grated response rooted in marine and maritime governance,’ he explained. ‘The blue economy offers the prospect of sustained, environmentally sound and socially inclusive growth.’

Mr Thomas said the founda-tion will promote cross-border collaboration and partnerships between businesses, NGOs and universities.

Marine knowledge is critical, he stressed, and the foundation aims to establish a register of marine ecologists, engineers and ocean scientists to help the devel-opment and application of new technologies in the marine envi-

ronment, as well as driving ini-tiatives to coordinate maritime research between nations.

The Argosy Foundation wants to help Commonwealth coun-tries recognise the potential of ‘blue economy’ industries and services such as shipping, cruise operations, offshore oil and gas, ship repair and maintenance, and deepsea rescue and surveil-lance, Mr Thomas explained. It also hopes to promote careers at sea and maritime education and training.

The operation of an ocean-going ship will be a core ele-ment of the foundation’s work; it is seeking to charter a vessel of between 70 to 80m to provide a platform for its work, with effect from October or November next year. Longer term, there are plans for a purpose-built ship of 90m or more, subject to budget and oper-ational experience.

Flagship plans for sea skills project

FSeafarers are being invited to help honour the best providers

of welfare services for crews around the world.

Nominations have opened for the International Seafarers’ Welfare Awards 2015, and can be made by any seafarer until 2 February at the website www.seafarerswelfareawards.org.

Managed by the Nautilus partner organisation ISWAN, and funded by a grant from the ITF Seafarers’ Trust, the awards recognise excellence in welfare services on ship and ashore

They showcase good practice in the industry, and highlight commitment and dedication by shipping companies, charities, ports and individuals.

Nominations can be made in one or more of these categories:

zseafarers’ centre of the year

zshipping company of the year

zport of the year

zthe Dr Dierk Lindemann welfare personality of the year

ISWAN executive director Roger Harris commented: ‘Seafarers make a massive contribution to all of our lives. Without them global trade would grind to a halt. They deserve to have excellent welfare services and facilities wherever they are in the world.

‘These awards recognise the considerable eff orts that organisations and individuals make to improve the lives of seafarers.’

The awards will be presented on 9 June by International Maritime Organisation secretary-general Koji Sekimizu at the IMO headquarters in London.

Trinity House launch for scheme to boost Commonwealth ‘blue economy’

Nominations sought for welfare winners

AThe world’s largest civilian hospital ship, the 16,572gt

Africa Mercy, is pictured arriving on the port of Toamasina (Tamatave) in Madagascar last month to begin an eight-month deployment to the island.

During the stay, teams from the Mercy Ships vessel will be providing around 1,700 surgeries for adult and

child patients onboard, along with dental treatment for some 8,000 people, and mentoring and training to local healthcare professionals.

Operated by a volunteer crew of 400 people from 40 diff erent countries, the ship will provide care in six surgical specialties (maxillofacial, plastic reconstructive, pediatric orthopedic,

women’s health, general and ophthalmic).

British maritime crew members include chief engineer Ananada Samaraweera, second offi cer Simon Purvis, electrician Alan Wade, operations admin assistant Sharon Tretheway, and protocol offi cer Alistair Jones. Dutch nationals include chief offi cer Jan Turnier.

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AThe European shipowners’ body ECSA has launched a

membership survey to examine the economic impact of the forthcoming 0.1% marine fuel sulphur cap in EU emission control areas (SECAs).

The owners’ organisation said it had decided to investigate the issues following concerns that the costs of implementing the rules could drive freight onto other modes of transport.

General secretary Patrick Verhoen commented: ‘As we get closer to the entry into force of the new rules, it becomes vital to move to fact-based analyses and take stock of what is actually happening in the market.’

The survey aims to get an accurate picture of the situation before and after the entry into force of the rules from ship operators who are wholly or partly active in the European SECAs.

Owners look at impact of sulphur cap

ITF Seafarers’ Trust gets a new headA

Pictured right is Kimberly Karlshoej, the former director

of the TK Foundation, who has been appointed as the new head of the International Transport Workers’ Federation Seafarers’ Trust.

Ms Karlshoej, who qualifi ed as a nurse and a psychologist before helping to set up the TK Foundation in 2002, has also worked as a consultant to a number of maritime charities and has been an executive board member of the World Maritime University.

She said she was honoured by her appointment as head of the ITF’s charity arm. ‘Shipping is a low-profi le industry, and to the wider public, seafarers are practically invisible,’ she added. ‘There is a clear and pressing demand for programmes that can eff ectively alleviate their unique welfare needs, and I am delighted by the opportunity to take the ITF Seafarers’ Trust’s important and ambitious work forward.’

The Seafarers’ Trust was established by the ITF in 1981 as a body with charitable status under UK law. It is dedicated to the welfare of seafarers, irrespective of nationality, race or creed.

The trust’s funding comes from the investment income of the ITF welfare fund, which is used to provide trade union services to seafarers.

10_news.indd 10 12/11/2014 15:15

PNautilus has joined ship-owners in welcoming an International Maritime

Organisation move that could lead to new controls on the qual-ity of bunkers supplied to ships.

Following concerns over an increase in the number of engine breakdowns linked to the use of poor quality fuels, the IMO’s marine environment protec-tion committee has decided to develop draft guidance on qual-ity assurance for fuel oil delivered for use onboard ships, and to con-sider the adequacy of the current legal framework for fuel supplies.

A working group will be tasked to consider whether fuel suppliers should be licensed and monitored more closely by national govern-ments to prevent casualties and PSC detentions, and whether national administrations should have to take more responsibility for enforcing quality standards for bunker suppliers.

Nautilus senior national secre-tary Allan Graveson commented: ‘While this may be considered a commercial matter between the supplier and the user, it has poten-tially dangerous consequences for safety of life at sea and the environment. One certain way of improving bunker quality is to stop using heavy fuel oil, where quality and content are more dif-fi cult to establish.’

Katharina Stanzel, managing director of the tanker owners’ organisation Intertanko, wel-comed the decision. ‘However, this is only the beginning as we believe that control of compliance should be transparent along the entire supply chain,’ she added. ‘Our members and all ship owners

should be able to have confi dence, and documented proof, that fuels they receive are at or above the mandated standards.’

Intertanko, backed by fl ag states including the Marshall Islands and Liberia, warned that there is ample evidence that the current regime is falling short. But countries including the US claimed that new rules to improve control with bunker suppliers would be too ‘burdensome’ for many countries and would fun-damentally change the supplier-customer relationship.

Intertanko argues that ships should be given clear evidence at the outset that the quality of fuel supplied is compliant. There are particular concerns over the quality of low-sulphur fuels used within Emission Control Areas — with cases of mechanical failure potentially compromising safety as a result of the use of additives and excess catalytic fi nes.

‘Port authorities such as the EU member states will have a real challenge in demonstrating non-

compliance by testing fuels used by ships when ships may hold test results demonstrating that the fuel delivered to them was not compliant,’ said technical direc-tor Dragos Rauta.

To protect their ships, Inter-tanko has advised its members to issue a Note of Protest to the fl ag administration, bunkering port authority and to port state control at the next port whenever bunker suppliers do not use IMO guide-lines to take the MARPOL sample, and when that sampling is not witnessed by the crew.

Peter Hall, secretary-general of the International Bunker Indus-try Association (IBIA), described the IMO decision as an important step forward and added: ‘The ulti-mate safety risk to vessels using fuel “not fi t for purpose” is simply unacceptable in this modern day.

‘We believe that the authori-ties must provide sanctions on continuously underperforming suppliers. Without this, the cur-rent disquiet in the industry will continue.’

December 2014 | nautilusint.org | telegraph | 11

NEWS

AGlobal pirate attacks on merchant shipping are running

at almost half the level of three years ago, according to a new report from the International Maritime Bureau (IMB).

But the piracy watchdog has warned that the downturn masks a worrying rise in attacks in SE Asia — with small tankers carrying products such as gasoil or marine diesel oil being targeted by armed gangs who hold the crew hostage while they steal all or part of the cargo.

The IMB’s 2014 third quarter report reveals that global attacks have fallen for the third consecutive year, with a total of 178 incidents between January and the end of September — down from 352 for same period in 2011.

In the fi rst nine months of 2014, pirates killed three crew, kidnapped fi ve from their vessels and took 369 seafarers hostage. A total of 17 vessels were hijacked, 124 were boarded and 10 were fi red upon. There were 27 further reports of attempted attacks.

IMB director Pottengal Mukundan described the reduction in attacks as ‘encouraging’ — but he warned of a ‘worrying new rise in attacks against small coastal tankers in SE Asia’. Of the six vessels hijacked worldwide in the third quarter of 2014, fi ve were in SE Asia.

Indonesia recorded 72 incidents between January and September, including 67 armed robberies and fi ve hijackings. However, only 10 incidents were reported in the same period off Somalia — although the IMB advises seafarers not to underestimate the continuing threat in the area.

The number of incidents reported in Nigeria has dropped noticeably — down to 13 in the fi rst nine months of 2014, from 29 in the same period last year. Elsewhere in the Gulf of Guinea, Ghana recorded four incidents in 2014 compared with no incidents in 2013. This includes the hijacking of two product tankers — and theft of their cargoes — and a fi shing vessel, and the taking hostage of 86 crew members.

Worldwide piracy rate is halved

Plan to raise fuel qualityUnion welcomes IMO move to tighten bunker standards

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Don’t miss out on opportunities just because you’re at sea

AFrench containership operator CMA CGM says it is on course to halve its CO2 emissions between 2005 and 2015 as a result of measures such as

fi tting optimised bulbous bows, above, to 15 ships in its fl eet. Ten other ships will be fi tted with the new design, which is tailored to slow steaming speeds and aims to increase hydrodynamic effi ciency and cut fuel consumption.

Crew freed after four years held hostageF

Seven Indian seafarers have been released by pirates

more than four years after their Panamanian-fl agged vessel was hijacked off the coast of Somalia.

The 3,884dwt tanker Asphalt Venture had been seized in the Somali basin in September 2010, with a crew of 15. The seven men were taken ashore when eight other crew were released as the vessel was freed in April 2011.

They were fi nally able to go home last month after long-running negotiations resulted in an undisclosed and ‘modest’ payment being made to cover the logistical and transport costs of the group holding them.

Maritime Piracy Humanitarian

Response Programme (MPHRP) chairman Peter Swift welcomed the news. ‘We are delighted for them and their families after the terrible ordeal and hardship that they have suff ered.

‘The tremendous eff orts and generous support of all those who helped to secure their release and safe return are greatly appreciated, including the team at Holman Fenwick Willan who stepped in on a pro bono basis to help make this happen.’

MPHRP said that a total of 30 seafarers and fi shers are still held hostage by Somali pirates — some for more than four and a half years and the others for more than two and half years.

Industry alert over threat of terror attackF

Seafarers have been advised not to work in exposed positions

onboard their ships in areas thought to be at an increasingly high risk of terrorist attack.

The warning comes from the maritime security company MAST in the wake of reports that al-Qaeda is urging jihadists to attack tankers and other ships in strategic sea lanes — pointing to the ‘phenomenal’ consequences of scuttling or hijacking a ship in a key chokepoint.

Gerry Northwood, MAST chief operating offi cer, said the threat should be taken seriously as an attack would have a powerful impact on the shipping industry. ‘They have potential to do real harm to maritime activity in the Mediterranean, the Indian Ocean and particularly in the key strategic choke points — namely the Straits of Gibraltar, the Straits of Hormuz, the Suez Canal or the Bab El Mendeb Strait.

‘While al-Qaeda specifi cally threatened oil tankers, large cargo ships and cruise liners could also be at risk,’ he added. ‘If the terrorists have the audacity to attack a warship — earlier in September al-Qaeda tried to hijack a Pakistan Navy frigate — then they will surely think little of attempting an attack on a cruise liner.’

Mr Northwood said seafarers — especially those serving onboard ships with hazardous cargoes — need to be vigilant and have well worked-up securing procedures in place, with ‘risk-based mission planning’ for all stages of the voyage. ‘Crew training and awareness, citadel drills and understanding of how quickly events can unfold are essential,’ he stressed.

‘There is no replacement for a good lookout and knowledge of patterns of behaviour, especially when approaching choke points, harbours or any constrained area. These are the most vulnerable places where terrorists have a good chance of accurately targeting a vessel,’ he added.

‘In high risk areas such as choke points, and high density local traffi c, crew members should not be working in exposed positions or in areas where they cannot reach the citadel quickly,’ Mr Northwood advised. ‘Even if the terrorists are not intending to board, a bomb could be detonated alongside the vessel, which could injure personnel close by on the upper deck or in adjacent internal compartments.’

MAST also urged harbour authorities to be vigilant and to take ‘overt measures’ to restrict the movement of unauthorised vessels.

Maritime Piracy Humanitarian Response Programme regional director Chirag Bahri, left, with the freed Asphalt Venture crew members

11_news.indd 11 12/11/2014 17:53

HEALTH & SAFETY

12 | telegraph | nautilusint.org | December 2014

FClassifi cation societies are being urged to tighten up

requirements for controllable pitch propeller (CPP) systems following an accident in which a chemical tanker was damaged as a result of a delayed response to a full astern order.

Investigations into the incident — in which the Gibraltar-fl agged Key Bora made heavy contact with a jetty in the port of Hull — found that the ship’s CPP control system astern response was four times slower than the ahead response up to 50% pitch demand.

The 2,627gt vessel was arriving in the port last December after having sailed from Rotterdam in ballast. The vessel’s bulbous bow was holed in the

accident last December — pictured left —but there was no pollution.

Key Bora’s master was new to the vessel and he experienced a near-collision in Rotterdam as a result of the slow CPP response. The ship had visited Hull many times before and the port’s pilot and vessel information system noted that it had very slow astern power.

The UK Marine Accident Investigation Branch report points out that the problem dated back to the time when the CPP system was commissioned in 2005. ‘Fault-fi nding and assessment of the CPP system’s performance by the crew, the operator, independent technicians and surveyors was ineff ective due to

the lack of a performance standard against which to judge the system’s response,’ it notes.

‘At the time of delivery, and for the seven years since, the crews who operated Key Bora treated the poor astern response as a characteristic of the vessel and did not challenge it,’ the report adds.

The master’s lack of familiarity with the back-up control system meant that he was unable to intervene eff ectively to prevent Key Bora striking the quay once it was clear the ship was not slowing quickly enough.

As the ship headed towards the jetty, the pilot had also asked for the starboard anchor to be dropped — but the master had to repeat this

order fi ve times before the third mate acknowledged him and dropped the anchor. The MAIB said the delay may have been the result of the crew having to use UHF radios because of a defective — and much louder — talkback system which might have been heard more clearly.

Following the accident, the MAIB has written to the classifi cation society BV, recommending that it requests the International Association of Classifi cation Societies to introduce new requirements for the response times for ahead and astern pitch demand to be recorded and verifi ed during commissioning trials, in accordance with the values expected by the CPP manufacturer.

Call for tighter rules on CPP system tests

Officer was ‘distracted’ as tanker ran agroundAccident investigators voice concern about offi cer’s attempt to tamper with ‘critical evidence’

PAn incident in which a gas tanker ran aground in the North Sea earlier this

year should serve as a reminder to navigators of the dangers of operating in coastal waters and the need to maintain positional awareness, the UK Marine Acci-dent Investigation Branch (MAIB) has warned.

It has also expressed concern at fi nding evidence that the ship’s second offi cer had made two false fi xes on the chart after the acci-dent. Tampering with ‘critical evi-dence’ in this way is not uncom-mon and is often discovered during accident investigations, it added.

The Liberian-fl agged LNG car-rier Navigator Scorpio got stuck on Haisborough Sand on 3 Janu-ary while sailing from Le Havre to the Forth Estuary in ballast. The vessel was undamaged and refl oated two and a half hours later on the rising tide.

Investigators found the 18,311gt ship had grounded in restricted waters after the offi cer of the watch had become dis-tracted by undertaking passage planning and chart corrections,

causing him to miss a planned course change and lose positional awareness.

The ship had been sent new charts on the previous day, when its schedule was changed and it received orders to go to Scot-land. The MAIB said the charts were not up to date and had not been corrected before the ship sailed, without a complete berth-to-berth passage plan that had

been thoroughly checked by the master.

When the Filipino second offi cer took over his watch he was not aware of the navigational haz-ards ahead, nor of the signifi cant effects of wind and strong tidal streams, the report added.

During his watch, he recorded and plotted fi xes every 15 min-utes, and in between fi xes he con-tinued to work on the detail of

the passage plan, drawing up the charts and completing the out-standing corrections.

As a consequence, the MAIB said, he became distracted from his primary role of maintaining a lookout and monitoring the ves-sel’s passage — missing a planned turn into the Haisborough Gat and incorrectly plotting a GPS fi x one mile to the south of his ship’s actual position.

The report said the master had given ‘impractical’ instruc-tions to fi x the ship’s position at fi ve-minute intervals in an area that requires a high degree of positional awareness. ‘Given the proximity to danger, appropriate navigational techniques were not applied and the bridge manning was insuffi cient,’ it added.

The MAIB said an internal audit carried out by the vessel’s managers, Bernhard Shulte Ship-management, only three months before the grounding had identi-fi ed weaknesses in the crew’s nav-igation capability and had noted the ‘inadequate experience’ of the newly-promoted second offi cer. The accident showed that not enough had been done to address this, the report added, with the investigation showing that the offi cer’s performance failed to meet acceptable standards.

The company has subse-quently carried out additional assessments and training for the crew of Navigator Scorpio, as well as improving the safety manage-ment system, the MAIB said. As a result, no safety recommenda-tions were made in the report.

AA ship that listed to 40 degrees while manoeuvring to an

anchorage had been sailing in a dangerously overloaded condition, an accident investigation discovered.

The chief mate of the 1,999gt general cargoship Roseburg was tipped into the water when the vessel suddenly listed to starboard while turning in the anchor position near the entrance to the Kiel Canal in November 2013. More than half the cargo stowed on deck also went overboard as lashing straps broke.

The Antigua & Barbuda-fl agged vessel had sailed from the Latvian port of Riga three days earlier, bound for the UK port of Barrow with a cargo of sawn timber and cable reels.

Calculations by the German accident investigation branch (BSU) found that Roseburg had sailed from Latvia overloaded by around 300 tonnes and could have lost cargo in signifi cant wave heights of more than 5m. After draining the ballast tanks outside the canal, the ship’s stability was so diminished that a force 5.5 gust generated a heeling angle of 28 degrees.

The BSU described the vessel’s condition as ‘extremely dangerous’ and said other ships had been lost in such circumstances. The report stresses the need for seafarers to comply with stability requirements and warns that ships should not be permitted to sail when overloaded.

Club warns on lost ‘black box’ dataA

A leading P&I Club has warned masters and deck offi cers of the need to ensure

that ‘black box’ voyage data recordings are preserved following accidents.

In its latest StopLoss Bulletin, the London P&I Club highlights cases in which masters have failed to ensure that VDR data is saved or have failed to recognise circumstances in which such data — and particularly voice traffi c on VHF and on the bridge — may be very valuable in the defence of a claim.

In one case, a ship heading into port was presented with a ‘head-on’ situation as described in Rule 14 of the colregs. Although

it was a departure from the rules, a deal was struck on the VHF between the two ships, involving an alteration of course. The ships subsequently collided, resulting in a substantial claim on the club.

‘The master did not save the VDR data, presumably because the data could have been incriminating and used against him,’ the bulletin notes. ‘While the same information was not likely to have reversed any liability for the incident, it may have been useful evidence to assist in reaching an amicable settlement.

‘In an attempt to protect himself, the master may have exposed the owners to a larger

settlement,’ it points out.In another incident, a container ship was

forced, due to impending poor weather, to depart from a berth with many of its boxes unlashed. However, when the ship was exposed to the poor weather, a number of the unlashed containers were lost overboard.

‘In some ways, understandably, the master did not consider this situation to be one where VDR data ought to be saved,’ the club states. ‘But, during the handling of the ensuing claim, the club felt that the VDR data would probably have represented a valuable narrative of the exchanges between the port authorities and

the bridge team and could have helped greatly in the claim negotiation.’

The bulletin notes that onboard emergency guidance manuals usually contain aide memoir sheets to ensure that steps are not missed in an emergency, and it urges owners to consider the insertion or addition of VDR data saves in an appropriate position on such lists.

Nautilus senior national secretary Allan Graveson commented: ‘In addition to appointing the master, the company should provide the appropriate training. Interestingly, P&I fails to recommend appropriate training — presumably on cost grounds.’

The LNG carrier Navigator Scorpio ran aground in the North Sea in January this year Picture: MAIB

Overloaded ship listed by 40 degrees

12-13_h+s.indd 12 12/11/2014 15:15

HEALTH & SAFETY

December 2014 | nautilusint.org | telegraph | 13

PAccident investigators have raised renewed concern over watchkeep-

ers making excessive reliance upon AIS for collision avoidance.

In a report on a collision between a multipurpose dry car-goship and a crane barge which was being towed in the Dover Strait earlier this year, the UK Marine Accident Investigation Branch (MAIB) said the case added to growing evidence that many OOWs are using AIS as the pri-mary aid for collision avoidance.

The accident occurred in the SW lane of the Dover Strait traffi c separation scheme in January this year as the Liberian-fl agged cargoship Rickmers Dubai was overtaking the UK-registered tug Kingston, which was tow-ing the unmanned crane barge Walcon Wizard from Ipswich to Southampton.

Investigators said the cargo-ship’s second offi cer — who was alone on the bridge at the time — had not recognised that the tug was engaged in towing, and it col-lided with the barge.

The 15,377gt Rickmers Dubai then passed between the tug and the barge, catching the towline and swinging the tug around by 180 degrees — pulling it stern-fi rst through the water at 14 knots before the towline broke.

Walcon Wizard was badly damaged and Rickmers Dubai’s

hull was punctured above the waterline. ‘In the circumstances, it was extremely fortunate that Kingston did not capsize and that none of its crew were injured,’ the report notes.

Investigators said the aft lights of the tow would have been visible from Rickmers Dubai for at least 20 minutes before the collision and the radar targets were on the X-band radar display for almost an hour, but the Latvian offi cer had not used ARPA to determine if a risk of collision existed or looked out of the window to try and cor-relate the targets with visual sightings.

‘Rickmers Dubai’s OOW had ample time to detect, assess and take avoiding action,’ the report states. ‘However, it is evident from his alteration to port when only 2

cables from the tug, and his failure to see Walcon Wizard at all, that the OOW had not been keeping a proper lookout and had only seen the tug just before he altered.’

It adds: ‘He did not keep a vis-ual lookout or monitor the radar. Instead, he relied solely on AIS information for collision avoid-ance, which neither Kingston nor Walcon Wizard were transmit-ting.’

The MAIB said VDR analysis showed that offi cer had been relatively inactive during his watch, with the watch alarm sys-tem switched off, music being played through a computer and a failure to take note of two safety broadcasts advising of the tug and barge’s position in the SW traffi c lane.

When inspectors cloned the

USB dongle marked ‘only for use with the VDR’ they found that a movie had been deleted from it. ‘Such abuse of equipment has the potential to corrupt valuable data required to determine the circumstances of an accident,’ the report warns.

This evidence, and the circum-stances of the accident, indicated that the safety culture onboard Rickmers Dubai was ‘embryonic’ despite the comprehensive SMS and the lack of shortcomings identifi ed by internal and exter-nal audits, it adds.

The effective audit of bridge watchkeeping practices is a dif-fi cult challenge for operators, the MAIB notes, and some managers have addressed it by using ‘sea-riders’ or periodic checks on VDR data.

The report also raises further concerns about staffi ng at the Channel Navigation Information Service, pointing out that ‘a short-age of operators has occasionally adversely affected its effective-ness’.

In this case, there were only four operators on watch instead of fi ve, and the MAIB says the pressures on the operator at the time of the accident would have ‘contributed signifi cantly’ to his failure to make a scheduled safety broadcast that would have included the position and move-ment of Kingston and Walcon Wizard.

As a result of the incident, revisions have been made to the Brown Code on the safety of small workboats, to ensure that require-ments for emergency release systems now apply to towing winches as well as tow hooks.

The report also calls for the managers of Rickmers Dubai to ensure that OOWs follow guid-ance on avoiding over-reliance on ECDIS and AIS and using addi-tional lookouts.

Nautilus senior national sec-retary Allan Graveson said that while the navigational conduct onboard Rickmers Dubai lacked any professionalism, he was con-cerned that the report showed the CNIS is not fi t for purpose and issues of staffi ng have not been adequately addressed.

Deficiencies ‘not to blame’ for ship’s near-foundering in canal

OOW failed to spot towed crane bargeReport criticises safety culture onboard Liberian-fl agged ship involved in Channel collision

ADefi ciencies in the structure of a general cargoship that

listed to 40 degrees after a collision with a Dutch-fl agged gas tanker last year were not to blame for its near foundering, an accident investigation has found.

The Kiel Canal was blocked for three days last October following the collision between the 2,882gt Siderfl y and the 5,831gt LPG carrier Coral Ivory. The Dutch-registered ship was turning into the canal when it struck

the St Vincent & Grenadines-fl agged cargoship, causing a 6m by 4.5m crack in its shell plating.

Fears that the Siderfl y — which was written off as a result of the accident — would founder after developing further cracks and fl ooding rapidly were eased when two tugs pushed it against the canal bank, enabling emergency teams to stabilise the ship with chains and ropes.

A preliminary report from Germany’s marine accident

investigation board (BSU) concluded that possible defi ciencies in the vessel’s structure had not contributed to the rapid list of the vessel.

It said the Dutch ship had deviated too far into the northern part of the canal as it was manoeuvring to enter the waterway. The BSU said its investigations are now focussing on voyage data recorder information from the Coral Ivory, as well as communications between the ships and local vessel traffi c services.

The Siderfl y is stabilised against the bank of the Kiel Canal after last year’s collision Picture: Havariekommando

FDutch accident investigators have stressed the need for

caution when boarding sinking ships during rescue attempts, following the death of a seafarer during an attempt to save a historic sailing vessel.

A crew member from the Dutch-fl agged sail training ship Wylde Swan died while trying to prevent the 119-year-old Norwegian sailing vessel Wyvern from sinking during a race in July last year.

A report by the Dutch accident investigation authority said the Wylde Swan’s crew had ignored ‘multiple’ warning signals suggesting a need to reassess their rescue plan.

The crew of the Norwegian ship had been evacuated and the Swedish Sea Rescue Society had decided not to continue with eff orts to recover the vessel because of heavy weather.

The report stresses that ‘boarding a sinking ship is always extremely risky’ and warns that it should be done only when necessary, and that attempts to save sinking ships should be left to experienced professionals.

Shift work can lower your brain power F

Nautilus is urging the shipping industry to take note of a new

research project which found that working irregular shift patterns could cause long-term damage to mental abilities and powers of memory.

A study carried out by scientists from Swansea University and other European universities concludes that long-term shift work could be linked to impaired brain power — and especially among those who carry out shifts rotating between morning, afternoon and night.

The study, published in the journal Occupational & Environmental Medicine, notes that shift work — like chronic jet lag — can disrupt the body’s internal clock and has been linked to a range of health problems, such as ulcers, cardiovascular disease, metabolic syndrome and some cancers.

The researchers tracked the cognitive abilities of more than 3,000 people who were either working in a wide range of sectors or who had retired over three points between 1996 and 2006.

They found that those who currently or who had previously worked shifts had lower scores on memory, processing speed, and overall brain power than those who had never worked shifts.

The level of cognitive decline was most marked in those who had worked irregular shifts for 10 or more years — equivalent to around 6.5 years’ extra natural age-related loss.

On the positive side, the study found that the eff ects can be reversed — although this may take at least fi ve years.

The report warns: ‘The cognitive impairment observed in the present study may have important safety consequences not only for the individuals concerned, but also for society as a whole, given the increasing number of jobs in high hazard situations that are performed at night.’

Nautilus senior national secretary Allan Graveson commented: ‘This is one in a long line of studies that has identifi ed the health risks associated with irregular shift patterns. This is not restricted to mental health as shown in this study, but includes diabetes, heart disease, stroke and cancer. Some studies have identifi ed young persons and women as particularly vulnerable.’

FFailure to ensure a full release of halon gas meant that an

engineroom fi re ran for 12 hours before burning itself out, an Australian accident investigation has revealed. Work to determine the cause of the blaze onboard the 207,250dwt Panamanian-fl agged bulk carrier Marigold in Port Hedland in July, and the reasons for the partial failure of the halon system, is continuing.

Seafarer died while trying to save ship

Halon failure

The damaged crane barge Walcon Wizard after the collision with Rickmers Dubai Picture: MAIB

12-13_h+s.indd 13 12/11/2014 15:15

14 | telegraph | nautilusint.org | December 2014

INTERNATIONAL

shortreportsREEF SAFETY: a new scheme to manage shipping traffi c in the Great Barrier Reef area will improve safety and prevent pollution, Australia’s deputy prime minister Warren Truss has claimed. He said the new North East Shipping Management Plan will feature more proactive traffi c management services for high risk shipping and new ship routeing measures to cut the risks of collisions and groundings in the SW Coral Sea.

CORSICAN RECORD: the low-cost operator Corsica Ferries has announced record passenger levels on its services between France, Italy and Corsica — taking a 71% share of the passenger market in the summer season. The company’s ferries fl y the Italian second fl ag and make extensive use of low paid east European crews.

BUNKER BLOW: the world’s largest ship fuel supplier, OW Bunker, has fi led for bankruptcy after falling victim to alleged fraud. The Danish company, which supplies some 7% of the world’s bunkers, said it had lost around $275m through poor risk management and fraud by senior executives in Singapore.

ORDERS CANCELLED: the Belgian dry cargo shipping specialist Bocimar has cancelled orders for six new 37,500dwt bulk carriers at the Samjin Shipyard in China. The company dropped orders for four other ships from the same yard earlier this year and says dry bulk markets have failed to recover.

PONANT ADDITION: the Italian builder Fincantieri has launched a new 10,700gt luxury passengership for the French operator Ponant Cruises. Due for delivery in spring 2015, the 142m Le Lyrial will fl y the French fl ag and will accommodate up to 264 passengers and 139 crew.

BANK ALERT: European banks need to increase their provisions for bad shipping loans by 25%, the European Central Bank has warned. The alert was issued as a result of the ECB’s ‘stress tests’, which gauge the capacity of the 130 biggest Eurozone banks to weather another fi nancial crisis.

ASBESTOS ALARM: salvors dealing with the wreck of a bulk carrier which ran aground off Cape Breton, Nova Scotia, in 2011 have found fi ve times more asbestos onboard the ship than estimated when demolition work began, Nova Scotia’s transport minister revealed last month.

GAS FIRST: the Spanish operator Baleària is claiming to be the fi rst Mediterranean ferry operator to power its vessels with LNG. It has announced plans to retrofi t fi ve of its nine vessels with ‘dual-fuel’ engines.

STENA BOOST: Stena Line has launched a new freight service from the Swedish port of Nynäshamn to the Latvian port of Liepaja, close to the border with Lithuania.

AMSTERDAM LOCKS: Amsterdam City Council is considering funding for a project to build a new sea lock system at IJmuiden to accommodate bigger ships.

Study says Arctic route is set to remain a ‘niche’ sealane

by Jeff Apter

PThe French master and fi rst offi cer of the fast ferry Condor Vitesse

could face tougher sentences fol-lowing a prosecution decision to appeal over a manslaughter case relating to an incident in which their vessel hit a trawler in March 2011, leading to the death of its skipper.

In September last year, Cap-tain Paul Le Romancer was given an 18-month suspended sentence and banned from being in charge of a ship for fi ve years by a court in Normandy, northern France, and chief offi cer Yves Tournon was given a 12-month suspended term.

But the French public prosecu-tor has appealed against the sen-

tences, claiming that they were too lenient and arguing that there should be ‘a deterrent punish-ment and imprisonment’.

The appeal hearing, which is being heard in the port town of Caen, was told the ferry was trav-elling close to its maximum speed

in thick fog east of Jersey when it collided with the 9.2m fi shing boat Les Marquises. The skipper was killed and two other crew members were rescued.

The offi cers were discussing a television programme moments before the crash, the court heard.

Lawyers said the conversation was inappropriate given the con-ditions in which Condor Vitesse was travelling, and that it had been ‘madness’ to be sailing at up to 38 knots in the fog.

The captain, who retired from the sea after the accident, and the chief offi cer, who also left the sea and is now a lecturer, said they had seen no trace of the fi shing boat on their radar.

The court heard that Capt Le Romancer had been deeply psy-chologically affected by the acci-dent. ‘There is not one day that passes when I do not think of the man who died and of his crew members and of his widow and children,’ he said.

The appeal judge said he would deliver his verdict in mid-January 2015.

Condor offi cers face stronger sentencesProsecutors appeal against suspended jail terms in manslaughter case

AThe Dutch operator WEC Lines has boosted its services between

the UK and Portugal, with a new port rotation that will halve the previous eight-day transit time on the SPM2 route.

The service links the ports of Tilbury, Antwerp, Vigo, Leixões, Sines and Lisbon, and now includes a second loading call at Leixões, pictured left.

WEC, which operates a fl eet of 12 vessels, has introduced a surcharge to cover the extra costs arising from the new low-sulphur fuel rules.

AThe International Transport Workers’ Federation has

welcomed a move by Costa Rica’s government to reconsider controversial plans to award a foreign terminal operator with a monopoly agreement to run a new container terminal in the country.

The dock workers’ union Sintrajap agreed to suspend a 15-day strike last month after the government promised to reconsider the future of the ports of Limon and Moin and to

put an end to violent police attacks on the strikers.

The strike had been called in protest at the government’s decision to award a 33-year concession to operate a new Moin Container Terminal to the Dutch-based operator APM. Unions said the deal would eff ectively give the new operation a monopoly over all containerships — in breach of Costa Rican law and jeopardising the future of the state-owned port company, Japdeva.

The government agreed to reassess the proposals following protests from unions around the world over a series of attacks on striking dock workers, culminating in the arrest of 68 men and women and the use of strike-breakers — some from neighbouring countries.

The ITF said it was concerned that the concession would create a huge competitive advantage’ for APM, which would threaten Japdeva’s ‘explicit role’ in helping to fund

education and health services.ITF Americas regional secretary

Antonio Fritz said: ‘This achievement shows the power of national, regional and international trade union solidarity in a just cause, and the Costa Rica dockers should take great heart from it. We hope to see a proper negotiating framework that includes mechanisms to ensure the stability of Japdeva and the maintenance of resources that benefi t the province of Limon.’

ITF warns on Costa Rica port row

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Condor Vitesse was involved in a fatal collision in 2011 Picture: Eric Houri

FA new study has questioned whether the Northern Sea Route

(NSR) will remain ‘a niche trade route’ rather than becoming a major new shipping highway.

A report published by US-based Arctic Institute last month pours cold water onto the ‘high expectations’ that the NSR will rival traditional routes, such as the Suez Canal, for trade to and from Asia.

It points out that there were only 41 full transits of the NSR during the shipping season last year and only 30 of these involved ships carrying cargo.

A further 23 ships either departed or arrived at ports inside the NSR and did not fully transit it, while seven operated exclusively within the area.

Oil products accounted for 67% of all cargoes carried on the NSR last year, followed by iron ore at 15%, break-bulk at 7.4%, coal at 5.5% and LNG at 5%.

The report concludes that the NSR is ‘primarily utilised as a domestic supply and export route for Russia and much less as an international transportation corridor by countries in Europe or Asia.

While the export of Arctic hydrocarbon resources Is set to increase along the NSR, the report argues that ‘this will not establish the NSR as a true trade route but in contrast place even greater emphasis on one-directional traffi c from west to east’.

The Institute suggests that Russian president Putin’s hopes of establishing the route as ‘a northern export highway may yet be dashed by unfavourable market conditions, varying ice levels and the lack of available Russian icebreakers’.

Masters jailed for drinking

AThe Estonian master of a UK-fl agged ship has been

sentenced to three months in prison by a court in Sweden after being found guilty of being in command while under the infl uence of alcohol. The captain of the 1,585gt Scot Trader had been arrested after the Swedish Coast Guard spotted the vessel manoeuvring erratically.

In another case, the Latvian master of the Maltese-fl agged general cargoship Kaisa was jailed for a month after a court in Malmö heard that he had run his ship aground while attempting to berth under the infl uence of alcohol.

14-15_int.indd 14 12/11/2014 15:16

shortreportsEMISSION ESTIMATES: commercial shipping is responsible for 1bn tonnes of greenhouse gas emissions a year and this could rise by as much as 250% by 2050 unless new controls are agreed, a report from the Transport & Environment pressure group has warned. It is calling for a carbon tax or carbon credit market to be established for the shipping industry, and claims the International Maritime Organisation is impeding eff orts to secure an agreement.

ROTTERDAM RISE: cargo volumes handled by the port of Rotterdam during the fi rst nine months of this year were 0.3% up from the same period in 2013. Crude oil shipments were up 2%, but mineral oil products fell 11% and other liquid bulks were down 9%. The port handled 5% less dry bulk, with marked falls in iron ore and scrap, but container traffi c increased 4%. LNG throughput is still limited in scale, but has increased by 137%.

BOXSHIPS BLAZE: Malaysian authorities have launched an investigation into an incident in which fi re broke out onboard two containerships following a collision in Port Klang last month. The 13,470TEU Al Riff a, operated by United Arab Shipping Co, had to be towed out to sea to prevent the blaze from spreading ashore, while the fi re onboard the 8,714TEU San Felipe was quickly extinguished.

CRUISESHIP GROUNDS: the Bahamas-fl agged cruiseship Marco Polo was refl oated after running aground off the northern coast of Norway last month. The 22,100gt vessel, chartered by the UK fi rm Cruise & Maritime Voyages, had got stuck on sand near Gravdal in the Lofoten archipelago, but was freed at high tide with the help of two tugs and a coast guard boat.

POLISH MOVE: the Finnish shipping company Finnlines has expressed an interest in buying a stake in the state-owned Polish operator Polferries. Poland’s government is expected to make a fresh move to sell off a chunk of the company, which provides ro-pax services between Poland, Sweden and Denmark, within the next few months.

US RESCUE: three people were rescued from a damaged yacht some 800 miles off the coast of California last month. The crew of the 32ft Hale’s Revenge were picked up by the containership Hyundai Grace after activating an emergency beacon when the yacht was disabled in high seas and strong winds.

INDIAN ICE-BREAKER: India’s government has given the go-ahead for a US$175m plan to acquire an ice-breaking polar research and supply vessel. The ship will be used to support two Indian research bases in Antarctica to serve as a research platform for research in other sea areas.

MARITIME LINKS: Cyprus, Malta and Greece have discussed plans for increased cooperation on maritime issues and to promote a common strategy for their shipping registries.

December 2014 | nautilusint.org | telegraph | 15

INTERNATIONAL

AThe Dutch owners of a tanker which was caught cleaning its

tanks off the coast of France in 2013 were fi ned €50,000 last month by a court in Le Havre.

The Polish master of the 6,907dwt Oraluna was fi ned €25,000, of which €20,000 must be paid by the owners of the Gibraltar-fl agged vessel.

The public prosecutor had been seeking a €100,000 fi ne for the operator and €50,000 for the master

for causing maritime pollution in territorial waters.

The court heard that the tanker — which was sailing to Amsterdam after unloading 5,000 tonnes of rapeseed oil in Dunkirk — had been spotted by a Belgian surveillance aircraft trailing a 12km long and 100m wide ‘grey slick’ just 12nm from the French port.

During the investigation the master admitted cleaning the tanks and discharging the cargo residue

into the sea, prosecutors said. The defence claimed that ‘only 133 litres of vegetable oil’ had been emptied into the sea.

The court was told that such an amount is allowed if a ship is more than 12nm from the coastline — but the Oraluna had not respected this rule, and if it had observed the 12-mile limit in French waters then this could have resulted in a similar situation within UK waters.

by Jeff Apter

PFrench seafaring unions have voiced concern at a decision to put the Medi-

terranean ferry operator SNCM into receivership in an effort to protect the company from credi-tors and to buy time to fi nd a new owner.

Management of the Mar-seilles-based company — which runs services between the French mainland, Corsica and North Africa — have applied for court protection to shield it from any claims.

The order may also protect the company from European Commission demands to repay €440m in state aid that was ruled to have been illegal, but could also lead to the sale of a chunk of the eight-ship fl eet, the closure of key routes and the loss of up to half of the 2,200 full-time and seasonal jobs.

Frédéric Alpozzo, head of the Marseilles joint committee of the CGT offi cers’ and ratings’ unions, which oppose the receivership option, said meetings will be con-vened to consult the workforce on a response to the court’s deci-

sion. He did not rule out industrial action.

Pierre de Maupoint Vandeul, of the CGC-CFE offi cers union and a workforce representative on the SNCM board, said management recognised that ‘only a thin line separates court protection from liquidation’.

The court order was sought

after its principal shareholder, the transport fi rm Transdev, decided to seek repayment of €104m that it had ‘loaned’ SNCM.

Transdev — which is a joint venture between Veolia and French state bank CDC — con-trols 66% of the shares in SNCM, and for months has claimed that receivership is the only option to

prevent the complete disappear-ance of the ferry fi rm.

Transdev says there are fi ve or six companies considering bids for all or part of SNCM, but it is not clear whether they will be able to take over the 10-year public service contract for the ‘lifeline’ services between the French mainland and Corsica — some-thing that probably needs the green light from the European Commission.

Transport minister Alain Vidalies said that the government is holding ‘complex discussions’ with the European Commission on the issues. The French govern-ment retains a 25% stake in SNCM, but in the past few months it has made a policy U-turn, dropping its support for a recovery plan that included investment in four new LNG-powered ferries.

It is thought that it could take as long as fi ve months for the court to sort out the future owner-ship of SNCM. Companies which have expressed interest in taking on at least some of its services include the rival low-cost Italian second register operator Corsica Ferries and the Mexican fi rm Baja Ferries.

Ferry firm files for court protection

FThe union representing Norwegian offi cers has joined

the country’s shipowners’ association to make a formal protest over plans to close the state-run maritime welfare service.

Hans Sande, director of Norway’s NSOF offi cers’ union, and Norwegian Shipowners’ Association director Jørgen Vatne held talks with transport minister Monica Mæland over the controversial proposals to phase out book, fi lm and library services for seafarers and to close port-based welfare centres.

NSOF says the plans would be a breach of the Maritime Labour Convention, which Norway has ratifi ed. Mr Sande argued that the service, which was started in 1947, should instead be modifi ed.

Unions consult members as SNCM starts legal move to stave off bankruptcy

Concern at takeover of lifeline fi rm

Owners fi ned for French spill

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CGT union leader Frédéric Alpozzo says industrial action is not ruled out in the struggle to safeguard the future of SNCM Picture: Thibaud Teillard

ANorwegian offi cers’ union NSOF has reacted with dismay to the

news that venture capitalists are to acquire the national Hurtigruten ‘lifeline’ ferry service.

The independent directors of the company said they had recommended a takeover off er led by the UK private equity fi rm TDR Capital and two of its board members. The off er values Hurtigruten, which operates a fl eet of 12 ships, at NOK 2.9bn (US$444m).

The off er points to ‘the opportunity to accelerate the growth of the business, building on its strong platform in the Nordic region, and investing across the fl eet’,

NSOF director Hans Sande said the union ‘fi nds it regrettable that Hurtigruten is ending up in foreign hands’. He said there is concern that the investors have off ered a 55% premium on the last traded share price, which could lead to tough demands on the returns required from operations.

While NSOF had noted assurances that this will not lead to changes in operations or for the employees, Mr Sande said it is concerned about the possibility of cost reductions linked to crewing of the vessels or fl ag selection.

AThe 29,579dwt Chinese-fl agged general cargoship Da De is pictured arriving in the Kenyan port of Mombasa to deliver seven RTG cranes

in the fi rst stage of a major upgrade scheme to boost container handling capacity. Because of the port’s heavylift and daylight operating restrictions, it took a three-day operation, overseen by Inchcape Shipping Services, to complete the discharge of the Kalmar cranes, which have a maximum lifting capacity of 45 tonnes. A further fi ve cranes were due to be delivered in late November by the Cosco vessel Da Qing Xia.

Union fears for welfare

14-15_int.indd 15 12/11/2014 15:16

YOUR LETTERS

16 | telegraph | nautilusint.org | December 2014

Tell your colleagues in Nautilus International — and the wider world of shipping. Keep your letter to a maximum 300 words if you can — though longer contributions will be considered. Use a pen name or just your membership number if you don’t want to be identifi ed — say so in an accompanying note — but you must let the Telegraph have your name, address and membership number. Send your letter to the Editor, Telegraph, Nautilus International, 1&2 The Shrubberies, George Lane, South Woodford,London E18 1BD, or use head offi ce fax +44 (0)20 8530 1015, or email telegraph@nautilusint.org

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Tell your colleagues in Nautilus International — and the wider world of shipping. Keep your letter to a maximum 300 words if you can — though longer contributions will be considered.

Use a pen name or just your membership number if you don’t want to be identifi ed — say so in an accompanying note —

but you must let the Telegraph have your name, address and membership number.

Send your letter to the Editor, Telegraph, Nautilus International, 1&2 The Shrubberies, George Lane, South Woodford, London E18 1BD, or use head offi ce fax +44 (0)20 8530 1015, or email telegraph@nautilusint.org

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Last month we asked: Is the shipping industry doing enough to protect itself from attacks by ‘cyber-pirates’?

Have your say online

This month’s poll asks: Do you think Europe should introduce US-style ‘Jones Act’ controls over the crewing of ships operating services within EU waters? Give us your views online, at nautilusint.org

Yes19%

No81%

Shipping connections inspire new musical

I read with great interest the letter by Tim Barker in the November Telegraph, regarding standards of training.

He mentions one of his second mates having problems with working out a compass error. I had a similar problem with a third mate from one of the European Union countries. I noticed from the compass error book that he was repeatedly using the same transit bearings.

When I told him that I required a compass error using celestial bodies as well as transit bearings, he replied that he didn’t know how to use celestial bodies. If this being the case, what were his qualities of celestial navigation in order to fi x the ship’s position?

I have also had problems with deck offi cers who have altered course to port, when in fact they are the stand-on vessel. Others couldn’t tell the diff erence between the lights displayed for a vessel ‘Not Under Command’ and a ‘Vessel Aground’. This is scary and I often wonder where these so-called bridge watchkeepers have been trained, and by whom. Needless to say, these offi cers were replaced at the earliest opportunity.

Today’s young navigators rely heavily on electronic navigation systems, which are fi ne, but let’s not

forget how to navigate if the electronic systems fail.Capt. DAVID MCNAMEEmem no 138347

Tell your colleagues in Nautilus International — and the wider world of shipping. Keep your letter to a maximum 300 words if you can — though longer contributions will be considered. Use a pen name or just your membership number if you don’t want to be identifi ed — say so in an accompanying note — but you must let the Telegraph have your name, address and membership number. Send your letter to the Editor, Telegraph, Nautilus International, 1&2 The Shrubberies, George Lane, South Woodford,London E18 1BD, or use head offi ce fax +44 (0)20 8530 1015, or email telegraph@nautilusint.org

What’s on your mind?

Follow us on Twitter

Tell your colleagues in Nautilus International — and the wider world of shipping. Keep your letter to a maximum 300 words if you can — though longer contributions will be considered.

Use a pen name or just your membership number if you don’t want to be identifi ed — say so in an accompanying note —

but you must let the Telegraph have your name, address and membership number.

Send your letter to the Editor, Telegraph, Nautilus International, 1&2 The Shrubberies, George Lane, South Woodford, London E18 1BD, or use head offi ce fax +44 (0)20 8530 1015, or email telegraph@nautilusint.org

What’s on your mind?

Not Triple E and not the largest on the Thames!P

I’m sure I am not the fi rst to point this out, but your

picture of the Edith Maersk on page 11 of the November issue has a mistake in the caption.

Edith Maersk is in fact an E-class ship. The Triple-E class is even larger at 400m x 59m, with a nominal capacity of 18,340TEU.

I always enjoy reading the Telegraph. Keep up the good work. BRYAN CHIPPERFIELD(RETIRED MASTER, P&O NEDLLOYD)mem no 091186

PThe Maersk vessel shown is not a Triple E

class vessel, as they have twin funnels separated from the accommodation block. Also, she is defi nitely not the largest vessel to enter the Thames. That, I believe, was the Trident Tanker Ardshiel of some 214,000dwt tonnes in 1971.

I know: I was on her when we went up the Thames.

Ardshiel was one of four VLCCs built by Trident Tankers (P&O Group company) — Ardtaraig, Ardlui and Ardvar —

all of the same size. I do not know if any of the other three had been up the Thames. But others that did in the early 70s were ships of the Shell group, known as the ‘M’ Class (Mactra, etc) and they were 206,000 dwt.

Ardshiel was on charter from when she was built in 1969 to Shell. And we always met the Shell M class on our travels because we were trading for the same company, with the Thames being one of the European ports, and Rotterdam. Lightering of these VLCCs in Lyme Bay and off

Anglesey to Drupa and Darina was common.

There were Shell tankers modifi ed for lightering the VLCC fl eet due to the ships drawing some 63ft draft and limited for many ports. The early 70s were an exciting period for VLCCs, but there was a signifi cant setback when the Shell tankers Mactra, Marpessa and another Kong Haakon VII all blew up within a very short period of each other. All were empty tankers and all were tank cleaning.Capt NIGEL VAUSEF

Pictured above is Nautilus member Captain Kevin Oprey

welcoming rock star Sting onboard Cunard’s Queen Mary 2 in New York last month. The musician had embarked for a performance in the ship’s Royal Court Theatre, featuring songs from his new Broadway musical The Last Ship and hits such as Message in a Bottle and An Englishman in New York.

Set in his hometown of Wallsend on Tyneside in NE England, The Last Ship draws on Sting’s memories of growing up next to the Swan Hunter shipyard. Over the years, 15 of Cunard’s ships were built at the yard, including the four-funnelled Mauretania, once the biggest ship in the world.

‘My earliest memories are of ships being built and launched into

the river,’ said Sting. ‘You couldn’t escape Swan Hunter — there was a coal mine at one end of town and Swan Hunter at the other, so these ships loomed over our houses.

‘With The Last Ship, I thought I would try and honour the community that I came from. Because everyone around me worked in the Swan Hunter shipyard. My grandfather worked in the shipyard. All his brothers worked in the shipyard. My family has had things to do with the sea for many years.’

The Last Ship opened to strong reviews and is now playing at the Neil Simon theatre in New York. Songs from the show will also be performed by Sting in Tyneside next April, in a Cunard-sponsored fundraising concert in support of the Sage theatre, Gateshead.

Who is training these inexpert navigators?

GUIDELINESFOR L I Q U I D C H E M I C A L HOSE MANAGEMENT

Witherby Seamanship International4 Dunlop Square, Livingston,Edinburgh, EH54 8SB,Scotland, UK

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

Deck hand trainees get to know NautilusF

The Scottish Maritime Academy, the nautical centre of excellence

at North East Scotland College, welcomed Nautilus to its bespoke campus in Peterhead recently where Lee Moon, pictured, met up with delegates from the Trainee Deck Hand programme — a 12 week course designed for new entrants into the merchant fl eet and supply/standby industry.

The Deck Hand programme off ers all the relevant starting skills and knowledge to access opportunities within the off shore industry, with a large emphasis on practical skills.

Centre manager Linda Hope commented: ‘Many of the delegates who join this course are at the very beginning of their careers at sea. This is a popular 12-week course which is typically run at least three times

a year. We work with a number of shipping companies who are heavily involved in shaping the curriculum and recommending adjustments to meet the needs of the dynamic marketplace, providing guest speakers and allowing access to their vessels for learners and staff . The shipping companies provide interview practice and approximately 80% of students who complete the course have found employment.’

Students attend from all over the country. Many are eligible for college bursaries, while others fund the tuition fees and accommodation themselves. The next intake begins the week commencing 12 January and further information can be obtained at www.smaritime.co.uk or by email via sma@nescol.ac.ukLINDSEY HATHERLEYNorth East Scotland College

16-17_lets.indd 16 12/11/2014 17:53

YOUR LETTERS

December 2014 | nautilusint.org | telegraph | 17

Giving you a voice on your future

1 & 2 The Shrubberies, George Lane, South Woodford, London E18 1BDt +44 (0)20 8989 6677 f +44 (0)20 8530 1015 npa@nautilusint.org www.nautilusint.org

Worried about your retirement? Join us!

The Nautilus Pensions Association is a pressure group and support organisation that:

z provides a new focal point for seafarer pensioners — increasing their infl uence within, and knowledge of, the Merchant Navy Offi cers’ Pension Fund and other schemes within the industry

z serves as a channel for professional advice on all kinds of pensions, as well as off ering specifi c information on legal and government developments on pensions, and supporting the Union in lobbying the government as required

z provides a ‘one-stop shop’ for advice on other organisations providing support and assistance to pensioners

z off ers a range of specialised services and benefi ts tailored to meet the needs of retired members

z operates as a democratic organisation, being a Nautilus Council body — with the secretary and secretariat provided by the Union

STAFFeditor: Andrew Liningtondeputy editor: Debbie Cavaldoroproduction editor: June Cattini-Walkersenior reporter: Sarah Robinsonweb editor: Deborah McPherson

ADVERTISINGRedactive Media Group17 Britton Street, London EC1M 5TP.

Display adverts: Jude Rossettel: +44 (0)20 7880 6217Jude.rosset@redactive.co.uk

Recruitment adverts: John Seamantel: +44 (0)20 7880 8541

tel: +44 (0)20 7880 6200email: info@redactive.co.ukwebsite: 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 off ered in advertisements. Organisations off ering fi nancial 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 byNautilus InternationalPrinted by Polestar Colchester2 Wyncolls Road, Severalls Industrial Park, Colchester,Essex CO4 9HU.

GENERAL SECRETARYMark Dickinson MSc (Econ)

HEAD OFFICE1&2 The ShrubberiesGeorge Lane, South Woodford London E18 1BDtel: +44 (0)20 8989 6677fax: +44 (0)20 8530 1015www.nautilusint.org

NETHERLANDS OFFICESchorpioenstraat 2663067 KW RotterdamPostbus 8575, 3009 AN Rotterdamtel: +31 (0)10 4771188fax: +31 (0)10 4773846

NORTHERN OFFICENautilus House, Mariners’ ParkWallasey CH45 7PHtel: +44 (0)151 639 8454fax: +44 (0)151 346 8801

SWITZERLAND OFFICEGewerkschaftshaus, Rebgasse 14005 Basel, Switzerlandtel: +41 (0)61 262 24 24fax: +41 (0)61 262 24 25

DEPARTMENT EMAILSgeneral:enquiries@nautilusint.org

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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.

telegraph

PWith reference to the case of the Sewol, maritime

professionals should voice their alarm at the reports of the South Korean prosecutors seeking extreme penalties; this takes the practice of scapegoating seafarers to an unprecedented level.

One does not want to understate the pain and anguish of the families and loved ones of the 300-plus people that lost their lives, nor do I wish to suggest the captain and his crew acquitted themselves particularly well that day.

However, taking the families’ suffering and channelling it solely in the direction of a ‘relief’ master and the company-appointed officer of the watch does not serve anyone’s best interests, except perhaps those most at fault.

We do not read in the media that the prosecutor asked for the death penalty of the incompetent managers and regulators of the ferry, and it is clear they were aware of malpractices and the disregard of internationally-accepted safety regulations.

Surely common sense says they should be the first in the dock; after all, they had ultimate control. The safety management system failed to deliver an adequate level of safety for the fare-paying passenger customers.

My message to any seafarer with concerns over any hazardous occurrence that is caused by inadequate training, ineffective onboard safety management, poor ship design and ineffectiveness of regulatory regimes; please use the CHIRP

hazardous occurrence/near-miss reporting programme — all reports are treated as confidential and the reporter’s name is always withheld from any investigation. Try online reporting, it is easy — www.chirp.co.uk/reporting-Mform.asp

Seafarers not submitting a report in such circumstances may well encourage unexpected events in the future and possibly live to regret it. Without these reports, making any change happen is all the more difficult to achieve. Without these reports,

we are unable to advise other seafarers on the safety lessons learnt and these in turn could help raise awareness in others. In my experience, too few people use this system and too often I read that an accident was preceded by near-misses that went unreported.

Fellow seafarers, CHIRP Maritime provides a tool to help enable change in the approach to safety onboard a ship and it’s free to use, so the choice is yours.Capt. JOHN ROSE CHIRP Director (Maritime)

Preventing another Sewol

THE VIEW FROM MUIRHEADOnerous new requirements have put paid to my career

In memory of Claire Walsh MA, maritime journalist

I revalidated my UK Masters’ Certifi cate 12 months ago and it is valid until 2019. I have just joined a Liberian-fl agged tanker with a new employer; a CRA was issued, but the Liberian authorities will not issue me with a Liberian certifi cate or Seaman’s Book until I attend the following courses:

zBasic Safety Training

zOil Tanker Specialisation

zProfi ciency in Survival and Rescue Craft

zMedical Care

zInert gas and Crude Oil washing. This means I have to sign off the

ship within 90 days of joining. It would take about six months and a lot of money for me to attend these courses and to continue my employment.

So after 40 years at sea, with 25 years in command, I have to call an end to my seagoing career. In the October Telegraph article headlined ‘UK consults on STCW shake-up’ it mentions that the cost of the STCW Manila amendments will be borne by the ship owners; I feel the greatest cost will be to the seafarer. Capt. NEIL FILLINGHAMmem no 140236

Nautilus was represented at the funeral in London last month of former Telegraph editor Claire Walsh, who has died of cancer at the age of 73.

Claire worked for the Merchant Navy & Airline Offi cers’ Association from 1981 to 1987, when she moved on to become a senior press offi cer with the classifi cation society Lloyd’s Register.

She later worked for the Nautical Institute for 14 years, as editor of the Seaways magazine, and was awarded an Honorary Fellowship before she retired in 2010.

Born in Surrey, Claire worked in publishing, publicity and PR before taking up her post with the MNAOA in 1981. She was an active member of the National Union of Journalists and a keen student — obtaining fi rst class BA and MA degrees in art history, as well as studying for a doctorate at the time of her death.

Natty hats for nautical causes…F

The statue of a seafarer outside the International Maritime

Organisation’s London headquarters sported the appropriate headwear for the Mission to Seafarers Woolly Hat Day on 24 October.

And pictured above right are just some of the woolly hats knitted

in recent weeks at the Nautilus Mariners’ Park retirement estate in Wallasey, Merseyside. Crafted by the Park’s residents and staff , the hats are destined to be worn by hard-working seafarers in need of some warm clothes.

There was a big upsurge of knit-ting associated with the MtS event, reports activities coordinator Audrey Stocker. ‘But we’ve still got hats com-ing in,’ she notes, ‘and we must be getting up to 30 or 40 now.’

Woolly hat events have become a popular way of fundraising in the British maritime community, and there is a whole Woolly Hat Week planned by the Sailors’ Society for 8-14 February 2015. Those who are less handy with the knitting needles can take part in these charity drives simply by wearing a woolly hat and making a donation.

16-17_lets.indd 17 12/11/2014 17:54

25 years at the heart of island lifeYOUR NEWS

18 | telegraph | nautilusint.org | December 2014

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

Name: _________________________________________________________________________________

Address: _______________________________________________________________________________

_________________________________________________________________________________________

_________________________________________________________________________________________

Email: _________________________________________________________________________________

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

Fund can help you to climb career ladder

If you’re a Merchant Navy rating, electrotechnical officer or yacht crew member looking to move up the maritime career ladder, Nautilus may be able to help you…

We have just increased the value of the support on offer to help with the costs of studying for your first ticket — with up to £17,500 now available, plus a discretionary £1,500 bonus payment for those who successfully obtain an approved OOW certificate!

The support is provided through the JW Slater Fund, named in honour of a former general secretary of the Union, which has been awarded to over 1,400 seafarers since it was launched in 1997.

The scheme provides help for selected UK-resident applicants

towards the costs of any necessary full-time or part-time education, as well as some financial support during college phases for those having to go off-pay while they study for a certificate.

Administered by Nautilus International, the scheme can provide assistance worth up to £17,500 to help ratings study for their first certificate, as well as offering similar assistance for ETOs and yacht crew to gain STCW 2010 certification.

Nautilus International is now inviting applications for the 2014 Slater Fund awards.

gIf you are keen to get your officer qualifications, don’t leave things to chance. The Slater Fund is just the ticket — fill in the form or apply via the website: www.nautilusint.org

By Nautilus member Adam Williams, chief offi cer of RMS St Helena

POn 31 October 2014 the Royal Mail Ship (RMS) St Helena

marked the 25th anniversary of her launch in Aberdeen by HRH The Duke of York. Built by A&P Appledore Aberdeen Limited as a replacement for the fi rst St Helena, the vessel provides the only link with the outside world for the tiny British Overseas Territory of St Helena, in the middle of the South Atlantic Ocean. Initially designed to carry 132 passengers and 1,800 tonnes of general cargo and containers, the vessel’s keel was laid on 15 June 1988. She was fi nally delivered on 26 October 1990 and commenced her maiden voyage on Friday 16 November that same year.

The previous St Helena (former Northland Prince, GRT 3,150) had been bought for £1 million in 1977 and converted to foreign going class 1 standard, but in the early 1980s it became apparent that she would have to be replaced to meet the growing demands of the market. The St Helena government and the managers at the time, Curnow Shipping Ltd, managed to persuade the British government that a larger

replacement vessel was necessary. After years of protracted negotiations, the British government finally agreed to finance the building of a new vessel, and this was announced on the island’s local radio on St Helena’s national day, 21 May 1986.

Throughout her 25 years, the RMS, as she is affectionately known, has had to evolve in her role to meet the continual changes and demands of the island as it too faces economic challenges in its quest to secure its future in this modern world. She has gone from making six calls a year to the UK to being solely based in the South Atlantic, and she has increased her passenger capacity to 156 and container capacity from 54 to 92 units. While retaining the onboard ambiance, style and traditions of the true ocean liner era of beef tea, frog racing, deck cricket, sunset quizzes and other yesteryear entertainment, the RMS has kept pace with time and technology, providing up-to-date communication access and modern facilities. As the grand old lady of the South Atlantic outposts, there is an entire generation of people who have grown up knowing only this ship as the gateway to the wider world. It once said that the only calendar

relevant to the island is the RMS shipping schedule.

Until its long-awaited airport finally opens, the island’s survival depends entirely on the RMS. Other than petrol, the vessel delivers every item the community needs, be it baked beans, beer, boats or beds, and most importantly the Royal Mail. In the past 25 years she has carried pigs, sheep, turkeys and Red Island

Roosters, as well as judges, top politicians, experts, policemen and the all-important tourists, who are so central to the island’s economy. She also frequently transports islanders who require medical treatment in Cape Town. To mark the quincentenary of the island in 2002, HRH The Princess Royal travelled onboard to and from the island.

Proudly flying the red ensign

since her maiden voyage, the vessel was originally manned by British and St Helenian officers and St Helenian crew. However, with the shortage of British officers and the St Helenian crew leaving to be employed in the construction of the island’s first airport, the vessel is now staffed by a mixture of loyal and long serving British, St Helenian, European, South African and Indian crew throughout the ranks, with both Masters being British (St Helenian). Even with this rich diversity of nationalities, the RMS prides herself on maintaining a family atmosphere. It is not unusual to find siblings, mother and daughter, father and daughter and a husband and a wife among her crew; and both masters — Captains Andrew Greentree and Rodney Young — and a chief officer share a great great grandfather.

Coincidently this anniversary also marks the 25th anniversary of the opening of the Prince Andrew High School on the island, which was attended by many of the ship’s 25 cadets. Among those who were educated prior to the opening of the school are Capt Rodney Young and chief engineer David Yon, who were in the first intake of cadets from the island in 1980 and served on the former St Helena. They then stood by in Aberdeen during the building of the new vessel and sailed on the maiden voyage of the ship. While some crew members have moved on to other shipping companies and shore-based employment, many have stayed throughout their entire careers, and three have been with the service for 36 years, including chief engineer Tim Walpole — who is also a long-standing Nautilus member.

The vessel has an active charity fund which is supported by events held at sea and when at anchor. These include a popular annual quiz night ashore, cheese and wine parties, and carols afloat. Even the activities centred on the ship’s anniversary are helping to raise much needed money for local charities. These included an event held earlier in the year where the ship’s company organised and participated in the carrying of a 300m ribbon up the famous Jacob’s Ladder, which raised over £3,500 for cancer charities.

On 30 October, almost exactly 25 years since the St Helena entered service, an anniversary reception was held onboard the vessel, which was attended by His Excellency the Governor, dignitaries, past and present crew members and veterans of the Falklands conflict. In addition, the island’s post office will be issuing a first day cover and stamps picturing the RMS to mark the historic event.

When the airport opens in 2016, the RMS will be replaced by a freight-only vessel, which will have the luxury of berthing alongside the island’s new jetty. It will be the end of an era of British mail boat shipping and sea travel with a purpose that started over 150 years ago with Union Castle Line and continued with the two RMS St Helenas under the management of Curnow Shipping and Andrew Weir Shipping. The sun will finally set on this last relic of the British Empire and the crew will return to their island — hopefully to be employed in the developing tourism sector and, quoting Governor Mark Capes’s speech at the anniversary party, ‘ensuring that the iconic RMS brand lives on’.

St Helena particularsCall sign: MMHE5

Length: 105m

Breadth: 19.2m

Draught: 6.0m

Displacement: 7,030 tonnes

GRT: 6,767 tonnes

Cargo capacity: 1,800 tonnes

Containers: 92 TEU

Passenger capacity: 156

Crew compliment: 55

Engines: 2 x Mirrlees Blackstone K6

Generators: 2 x Ruston Diesels

Service speed: 14.8 knots

The ship’s company helped raise over £3,500 for cancer charities this year by carrying a 300m ribbon up the famous Jacob’s Ladder

Nautilus members in the St Helena crew: Adam Williams, Merril Lawrence, John Hamilton, Derek O’Connor, Mia Henry, Rodney Young, David Yon, Christopher Henry, Andrew Henry

The 25th anniversary party in full swing... Picture: Darrin Henry

St Helena Island’s post offi ce is issuing special 25th anniversary stamps

18_your news_SR edit.indd 18 12/11/2014 15:16

SEAFARER HEALTH

December 2014 | nautilusint.org | telegraph | 19

Our formidable friend

ADr Tim Carter recently stepped down as chief medical adviser to the UK Maritime & Coastguard Agency, and the industry has

taken the opportunity to honour his life’s work by awarding him the Merchant Navy Medal. But he doesn’t exactly seem to be retiring, even at the age of 70. Somehow, as he wryly points out, there are always new projects to tempt him away from the daytime TV and comfy slippers.

His expertise is still in demand at the Interna-tional Labour Organisation, for example, and he is continuing as a professor at the University of Ber-gen’s Norwegian Centre for Maritime Medicine. In addition, he’s been developing a sideline as a mari-time historian, picking up a history MA in his spare time and turning his research into a book, Merchant Seamen’s Health, 1860-1960 (reviewed on page 31).

Nevertheless, it seems a good moment to look back at the main body of his career — which has been characterised from the start by an interest in workers’ health. ‘When I was a medical student in the 1960s, I soon realised that I didn’t much like hospi-tals,’ he recalls. ‘But as part of my training, I did a placement with ICI, and I found industry much

more appealing. I learned a lot about protecting workers from chemical exposure, and met a great variety of people involved in occupational health, from scientists to union officials.’

After qualifying as a physician, Dr Carter was keen to see what was happening in medicine around the world, and from 1969 to 1973 he took up various posts in far-flung places, including a memorable stint in New Guinea: ‘I worked in outpatients, and we’d see such a variety of people, from ex-pats strug-gling with living in a tropical developing country to local people with arrow injuries after a fight.’

There followed an MSc in occupational health at the London School of Hygiene and Tropical Medi-cine, and this eventually led to a job as a medical officer with BP. During eight years with the oil and chemical company, Dr Carter’s work focussed mainly on the effects of exposure to harmful sub-stances. ‘An important thing I learned there,’ he notes, ‘was how to take reasonable care without being over-zealous. I found the chemical industry in the 1970s to be strongly committed to protective measures — way ahead of the maritime industry, for example. We were also keen to monitor the health of employees working with hazardous chem-icals, but you don’t want to be testing for every pos-sible condition all the time. It’s intrusive for the employee and might lead you to make false assump-tions about their ability to do their job.’

Having picked up much useful knowledge from industry, Dr Carter was recruited to a civil service job with the UK Health & Safety Executive (HSE). In the 1980s and 1990s, he was director at various times of medical services, health policy and field services, and there was always a substantial political element to the work. ‘At the beginning,’ he says, ‘the unions were strong and there was a consensus that safety, in particular, needed to be improved in the workplace. We were able to introduce sensible regulations and establish inspection regimes with widespread support.’

The ‘health’ side of the work was always more of a challenge, though, and didn’t have as much buy-in from politicians and industry. However, Dr Carter says he is proud of the way that he and his team increased acceptance of the idea that occupational health isn’t just about accident prevention; employ-ers need to pay attention to the way that the work environment can cause sickness. This can some-times happen even after the employee has left the company, as in the case of diseases related to asbes-tos exposure.

Nobody now thinks it’s safe to work unprotected with asbestos, of course, and that is thanks in part to Tim Carter and the HSE. But people can be unenthu-siastic about other measures designed to reduce harm at work, such as manual handling techniques. As the Thatcher and Major years went on, Dr Carter felt that the political climate turned against govern-ment intervention on public health matters, and the HSE started to get the reputation in some quarters as an instrument of the ‘nanny state’.

You have to be sensitive to public opinion in a job like that, and sometimes you have to be pragmatic about what can be achieved, he notes. ‘There’s often an economic reluctance to acknowledge risk, and a high risk to a few people is a stronger incentive to act than a lower risk to more people. You have to think about how regulations will be enforced, as well — are you placing too much of a burden on factory or environmental health inspectors?’

These challenges haven’t stopped him from vig-orously pursuing measures to improve the health of the workforce; he has simply learned that there are ways and means to get things done, and some-times it’s about patience and persistence, pressing for change over a long period until you win people over to your cause.

By the late 1990s, when his work at the HSE had come to involve things like making colleagues redundant, Dr Carter felt almost ready to retire. But then an interesting job in Monserrat came up, help-

ing to rebuild the Caribbean island’s health service after a devastating volcanic eruption. This was fol-lowed by another offer he couldn’t refuse: to become chief medical adviser at the UK Department for Transport. The DfT role initially covered road trans-port as well as the shipping industry, but from 2009 onwards he was fully focussed on seafaring and the MCA.

ASo what has Tim Carter done for you? Well, remember that period at BP where he real-ised that testing employees for health con-

ditions could have unintended consequences? This led to a conviction that fi tness standards needed to be fl exible, and should not be applied in a way which excluded large swathes of people from employment. When updating seafarers’ fi tness criteria, therefore, Dr Carter and his team introduced the principle that mariners could continue to work after, say, a heart attack or a diagnosis of diabetes, provided the condi-tion was well managed and certain measures were in place: not working more than a certain distance from shore, for example. And after revising the UK fi tness criteria, he helped to get similar standards adopted worldwide by the IMO.

Dr Carter is also proud of the way he supported and professionalised approved doctors (the people licensed to pass or fail you for fitness at sea). He introduced maritime familiarisation training for these physicians, as well as quality and audit proce-dures, and over the years he visited every one of them in the UK — plus many overseas in major mar-itime centres such as the Philippines.

We don’t have space here to go into the academic career which has run in parallel with his work in industry and government, but suffice it to say that Dr Carter (BA MA MB BChir MSc DIH FFOM FRCP FIOSH PhD MA) has carried out a great deal of study-ing, lecturing and writing over the years, and his work is far from done.

He believes that the next big step in maritime health should be the improvement of care for sea-farers who fall ill onboard ship, and he is using his position at the University of Bergen to develop his ideas. ‘I would like to see better use of telemedicine,’ he says, ‘and better training for ship’s officers in medical care.

‘The mental health of seafarers is also a neglected issue, and we should be trying to gain a better under-standing of how particular watch patterns or man-agement styles could have an impact on a person’s wellbeing.’

Another pet project relates specifically to the UK, where he feels that the special healthcare needs of mariners are not well met. ‘It is all too common for seafarers here to experience delays in diagnosis and treatment that can threaten their livelihoods,’ he points out. ‘I would like the Seamen’s Hospital Soci-ety to take a more active role in identifying and rem-edying shortcomings.’

There is also unfinished business at the IMO, he adds: ‘The adoption of common international tests and standards on colour vision is proving very chal-lenging’. But he says this with his typical enthusi-asm, not weariness. Why retire when there are such important and interesting things still to do?

Even if you’re not familiar with Dr Tim Carter’s name, you will have felt his infl uence. SARAH ROBINSON meets a man who has made a diff erence to the lives of seafarers in the UK and around the world…

Dr Tim Carter: don’t be fooled, he’s not really putting his feet up…

“I have learned how to take care without being over-zealous. You don’t want to be testing for everything, all the time”

19_dr tim_SR edit.indd Sec1:19 12/11/2014 17:54

ETHICAL SHIPPING

20 | telegraph | nautilusint.org | December 2014

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‘Doing the right thing is good for us’Corporate Social Responsibility is a relatively new concept in shipping. Debbie Cavaldoro went along to the fourth CSR in Shipping conference to see how the industry is adopting the principles…

MIn his keynote address to the fourth annual shipping corporate social responsibility (CSR) forum, former International

Maritime Organisation (IMO) secretary general Efthimios Mitropoulos said that the IMO had adopted a set of standard principles to defi ne CSR. However, he admitted that the concept had been defi ned differently by different organisations and industries.

Richard Clayton, chief maritime analyst at IHS Fairplay, told the audience of more than 100 shipping and offshore representatives that he felt the industry still lacked a real understanding of what CSR was, and how companies should put the principles into practice.

‘We have heard that a loyal crew is a safe crew, and a that a safe crew is one of the key elements of sustainable shipping, which in turn is one of the key elements of CSR,’ he said. ‘Clearly the seafarer has a massive role to play in CSR, but quite what that role is has not been defi ned either.’

He questioned whether it would be better for money to be spent on educating seafarers and improving their workplaces, rather than having policies to manage the CSR ‘risk’.

He asked a panel of speakers what they thought needed to be done to improve the loyalty of seafarers and thereby improve the company’s CSR credentials, and the overwhelming answer from those who had been to sea was that respect for seafarers and the work they undertake needs to be increased.

‘As a seafarer, I liked to be respected, and that is missing from everybody who deals with the shipping industry,’ said Kuba Szymanski, secretary general of InterManager.

‘If we could bring back what we had when I joined the industry 28 years ago it would be great. Being a shipmaster back then meant something; today I’m not so sure.’

He called on the audience to put themselves in the place of the master and imagine how they would feel if they had to go through vetting inspections every three weeks, having their professional integrity constantly called into question.

Pay is not the issue, Mr Szymanski argued, and there is not a shortage of seafarers. ‘If there was a shortage of seafarers what would happen to salaries?,’ he asked. ‘What we have is a shortage of cheap seafarers, which is what shipping companies want.’

Constantinos Galanakis, from the Elvictor Group, added that it is skilled seafarers who are in short supply, and some shore staff seem to be afraid to promote and develop seafarers.

‘Shipping today is different to that of old,’ he said. ‘We have non-traditional shipping companies in the market and we have not fully understood what the effect of this will be.

‘Companies need to keep seafarers at the heart of their business. Crewing agents especially need to remember that, after the shipowner, the seafarer is the most important customer.’

Mr Galanakis said that the European Maritime Safety Agency (EMSA) had failed seafarers by not getting to grips with international standards of training.

Michael Grey, from Lloyd’s List, added from the fl oor that CSR should include ethical behaviour in a human element context and this should include not mixing a large number of nationalities onboard.

‘CSR should mean treating crew like human beings and not commodities,’ he added. ‘It means not putting so few people on a ship that it cannot operate as a social unit.’

MIn another panel discussion focussing on CSR in a regulatory context, Clay Maitland, managing partner at International Regis-

tries, said that corporate social responsibility should be part of a shipping company’s risk management policies.

He told the audience that the new version of the three wise monkeys could be ‘hear all evil, see all evil and post all evil’. He warned that not only are the press a threat these days, but companies should be aware of the power of social media including Twitter. He compared whistleblowers to ‘angry birds’ and said employees often go online after casualties, so a good CSR programme will increase employee loyalty and reduce the social media fallout.

‘Loyalty is important — a sense that we are all part of a business venture which isn’t just out to make money,’ he argued. ‘Loyalty becomes a major problem during highly political times when talk often turns to the disparity in executive compensation, and the gap between the wage earners and the bosses. The politics of resentment is always there.’

Mr Maitland said he believed that in some recent casualties there had been a sense that the people who made the decisions that caused them were not the bosses. They were the people ‘in the trenches’ who perhaps ‘didn’t care as much as they should have’ about the tasks they were undertaking.

He said this was important as it underlined why CSR is important in the shipping industry — companies must remember that public opinion is a big part of today’s society, where ‘everyone has a vote’.

David Peel, of the ship vetting information system Rightship, said he supported the notion that

Left to right: Clay Maitland, conference chairman; Konstantinos Mpikas, Ambassador for Greece in the UK; Efthimios Mitropoulos, former IMO secretary general; Spyros Polemis, past chairman, ICS; Nicolas Bornozis, Capital Link Pictures: Capital Link

Richard Clayton, chief maritime analyst at IHS Fairplay

20-21_csr.indd Sec2:20 12/11/2014 18:14

ETHICAL SHIPPING

December 2014 | nautilusint.org | telegraph | 21

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JChristian von Oldershausen, business development m anager with the

classifi cation society DNV GL, provided the CSR in Shipping conference with a stark overview of the global risks from the environmental damage already present today.

‘We are in the middle of a great and historical change on a global scale,’ Mr von Oldershausen warned. ‘In times of transition, those that understand and adapt will preserve and rise and those who do not will vanish.’

He said that while we now have the knowledge and the capital to be able to determine the future we want, the outcomes of the changes already infl icted make predicting the future very diffi cult.

‘The world population continues to grow,’ he added. ‘We still emit far too much

greenhouse gas, we release high amounts of pollutants into the soil and waterways and economic growth has stagnated.

‘These changes have real consequences,’ he continued. ‘Rises in temperature will produce more extreme weather; we expect to see a 3-6°c rise, causing storms, heatwaves and extreme rainfall.

‘Over 65% of “mega-cities” will be at risk of rising sea levels and these cities will be home to 10% of the world’s population. Air pollution will be responsible for six million deaths every year, and one billion people will be forced to leave their homes due to climatic changes, such as droughts.’

Not a bright picture, Mr von Oldershausen said. He warned that society is set to become unstable with a crowded, unequal population.

Water and food shortages, loss of homes and lack of income could trigger unrest and violence in many developing countries.

Mr von Oldershausen concluded that shipping would not be able to avoid the eff ects of these changes, and it is at the heart of eff orts to become more sustainable.

‘Corporate social responsibility is not just about pollution,’ he added. ‘It covers three dimensions — social, environment and economics.

‘Many shipping companies have identifi ed CSR as an important management tool but not in all cases is the motivation to follow these principles led by a desire to be socially responsible.’

Mr von Oldershausen said it was important for the industry to properly embrace CSR.

Because 80% of world trade moves by ship the industry cannot distance itself. While it is accepted that shipping is a very effi cient mode of transportation compared to the other means and has improved its environmental credentials recently, he said that there are still signifi cant challenges ahead.

DNV GL has selected three key indicators to track shipping’s progress towards becoming more sustainable. These cover safety, economy and the environment and include a 90% reduction in fatalities in shipping, a 60% reduction in CO2 emissions, and to maintain or reduce present freight cost levels.

‘The targets are based on acknowledged climate targets and current safety levels in land-based industries,’ he explained. ‘We believe that meeting these ambitions will have

a profound impact on sustainability and help to clarify what the shipping industry must do in the future.’

Mr von Oldershausen explained that there are currently an average of 900 deaths in shipping per year and that the crew fatality rate is 10 times the OECD (Organisation for Economic Co–operation and Development) average for industry workers. He added that shipping is responsible for around 3% of the world’s manmade emissions and in order to reach the agreed targets there needs to be a worldwide reduction of 60%. Finally he acknowledged that the shipping industry facilitates global trade and must remain viable and therefore the current rate of between 7% and 11% of the costs of cargo should be maintained or reduced.

CSR applies to the environment too

CSR was part of risk management and that this was the founding principle of his organisation.

‘We reward proactive companies who go beyond compliance,’ he said. ‘Regulatory compliance is the entry level position and we want to highlight those companies that do more.

‘At boardroom level, companies are making a commitment to CSR and are not using high polluting ships. However, this responsibility must go all the way down through the company. There is no point having a CSR statement on a company website if this ethos is not carried through. This is where companies are hung out to dry.’

Mr Peel said he believed the only way to reduce CO2 emissions was to get rid of the polluting ships, and that carbon trading will not be the answer.

Dr Phillip Belcher, environmental manager at Intertanko, said adherence to going beyond regulations is vital if companies are to incorporate CSR into everything they do.

He said that the Prestige disaster in 2002 had led

to Intertanko’s establishing the ‘three zeros’ scheme — zero fatalities, zero detentions and zero pollution — and that this had resulted in 2012 being the fi rst year when there were no major oil tanker spills.

‘This has been achieved by going beyond regulatory compliance,’ he said. ‘We have shown that the shipping industry can embrace CSR, can apply it on a day-to-day basis, and can achieve results that are demanded by society.’

‘There is no tolerance for any form of pollution from ships, especially oil tankers,’ he stressed. ‘Any drop of oil is reported and the industry has taken great steps to stop that drop being spilt as it is in no one’s interest for ships to sink, oil to be spilt, or lives to be lost.’

George Tsavliris added from the fl oor that whilst shipping companies welcome regulation there is a greater need for the right legislation in the right place. He said that the sulphur regulations are a prime example, as the mechanisms had not been put in place to make the regulations workable.

‘When we go to the European Union and criticise the regulations they take it that we don’t want regulation,’ he added. ‘But we do. We just want regulations that can be complied with, that come into force in a realistic timescale.

Peter Townsend, the head of London marine for Swiss Solutions, questioned who within the industry would pay for having socially responsible policies. ‘Shipowners are very traditional,’ he pointed out. ‘International regulation is therefore crucial. No one wants to be out on a limb, spending money which others are not. International regulations “persuade” shipowners to make improvements which result in better and more environmentally friendly policies.’

Mr Townsend agreed that Nautilus’s Fair Transport initiative could help the industry cover the costs of environmental responsibility in the same way as the Fair Trade Mark had.

fFor more information about the Union’s Fair Transport initiative visit www.nautilusint.org.

Clay Maitland, managing partner at International Registries

Graphic: DNV GL

20-21_csr.indd Sec2:21 12/11/2014 18:14

The work that really matters

MARITIME WELFARE

22 | telegraph | nautilusint.org | December 2014

PHow can welfare organisations best care for the crews of visiting ships? What are the biggest challenges facing maritime

charities? And how will the future needs of serv-ing and retired seafarers be met?

These were among the issues in the spotlight at the UK Merchant Navy Welfare Board’s two-day mar-itime welfare conference, staged in London last month and attended by representatives from Nauti-lus and a wide range of charities and other agencies supporting seafarers.

The meeting opened with a keynote speech from Sir Stuart Etherington, chief executive of the National Council for Voluntary Organisations (NCVO), who explained how austerity measures introduced in response to the economic downturn have driven increased demand on charities.

MNWB deputy chief executive Peter Tomlin told the conference that welfare organisations need to keep updated with the changing needs of visiting seafarers.

Social media is increasingly important, he said, and the Watch Ashore is embracing the opportuni-ties this offers with a new project to train members to help them provide better information to seafar-ers and their families.

Mr Tomlin said work is continuing on a vehicle replacement programme to ensure that port wel-fare organisations have access to cars, vans and peo-ple carriers to pick up and transport seafarers. So far,

87 vehicles have been replaced, he reported, and he will be going back to the charities that funded the project to seek further financial support to continue the scheme.

Mr Tomlin added that the Seafarer Help service continues to provide vital information on welfare, taking more than 2,225 calls in 2014 and with more than 120,000 unique visitors to its website. It had also been decided to keep producing port informa-tion leaflets in hard copy rather than online, and these are currently available in 40 ports.

The big project for next year will be carried out in conjunction with Southampton Solent University and will look into providing a complete database of UK seafarer welfare services.

MNWB chief executive Captain David Parsons and Seafarers UK director-general Commodore Barry Bryant presented the conference with an update on the grants made to support seafarer welfare.

Larger grants awarded for 2015 include £46,000 towards a partnership programme with ITF Seafar-ers’ Trust, Seafarers UK and Trinity House to replace vehicles used in port-based welfare, and £15,000 for

improvements and refurbishment of the seafarers’ centre in Liverpool

Cmdre Bryant said that Seafarers UK funding is now split 50% to the Merchant Navy, 20% to Royal Navy and 30% to fishing charities. The organisation is starting to look at global initiatives on the basis that the UK and the Commonwealth represent 30% of global trade, as well as supporting any efforts to assist UK seafarers operating around the world.

The Maritime Charities Funding Group works alongside these organisations — notably in the three key areas of elderly seafarers and their depend-ants, seafarers of working age and their families and maritime youth groups. The MCFG continues to conduct research into these areas, and this is tied to plans to rename the organisation as the Maritime Charities Group early next year.

Capt Parsons said the MNWB would seek to find other maritime organisations who may be inter-ested in sharing administration resources and spending more time meeting with maritime acade-mies to encourage the next generation.

Capt Martyn Clark and John Wilson gave their ‘chairman’s perspective’ of port welfare committees

(PWC). Capt Clark, from Central and West Scotland PWC, said that communication is at the heart of port welfare: ‘In my days at sea the seafarers’ centre was the first watering hole outside the port and the place where you sent your postcards and called your family.

‘Nothing changes,’ he added. ‘Seafarers still need to communicate and we act as an information gath-ering, networking and communication point.’

Capt Clark said PWCs should remain focused on seafarers’ welfare, and whilst financial considera-tions and other issues are sometimes a distraction, welfare is what it’s about and they need to keep up with any changes needed.

Mr Wilson, from North West PWC, added that pas-sion, cooperation, and enthusiasm are key to pro-viding quality welfare services in port; and that if PWCs work together with local groups who share those values they will be able to provide the best ser-vice to visiting seafarers.

‘We work with KVH Media Group in Liverpool who can provide us with international news in 32 languages to take onboard,’ he said. ‘This could be provided to any port in the country so that there is

always sometpresent.’

In the qutalks, Revd HSeafarers Cencould have acwhich nationthat they canity newspapeITF inspectorsimilar systemcostly to put i

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IOwners should step up eff orts to ensure decent onboard internet

access for the crews of their vessels, UK Chamber of Shipping CEO Guy Platten told the Merchant Navy Welfare Board.

In a keynote address at the MNWB annual dinner, he praised the organisation’s ‘persistent eff orts to stick up for those in need, those who are lonely, those who are struggling to make ends meet’.

Mr Platten described the MNWB as ‘a vital part of our maritime family’ and said it provides a reminder of the sacrifi ces made by seafarers and the fact that ‘whilst the sea provides us with countless opportunities, it can provide us with real dangers too’.

A career at sea can be lonely and the long periods spent away can and do have a negative impact on home life, he pointed out. The internet can off er ‘a cure for loneliness at sea’, he added, and small things such as being able to send a message home, chat with friends on Facebook, or even just check

the football results can have the most profound impact on the mental health of seafarers.

‘The industry has made signifi cant progress, but that progress needs to be speeded up,’ Mr Platten warned. ‘Ships that have internet access allocate very little bandwidth for recreational use. There are legitimate technological reasons as to why this is the case, but as that technology develops and improves we need to ensure our seafarers enjoy the full benefi t.’

Mr Platten said many seafarers have to rely on port-based services to contact home and he told how his seafaring daughter had inadvertently racked up a huge phone bill while on shore leave.

‘She didn’t do anything wrong. She called home. She sent a few emails, checked social media. But still, it cost £1,700. That is unfair, it is unsustainable, and the fear of it happening will drive people further into loneliness,’ he stressed. ‘It’s 2014. Problems like this can and should be overcome.’

Platten: internet access improves mental health

KAwards to honour two stalwarts of the UK maritime welfare system were made at this year’s MNWB

conference.Chief executive David Parsons paid tribute to ‘those who work

at the coal face of seafarer welfare to welcome seafarers into this country and to provide them with fi rst class welfare services’.

He presented one Seafarers’ Welfare Award to Revd Howard Drysdale (pictured above left), paying tribute to his perseverance in ensuring facilities for crews visiting Aberdeen. ‘It’s safe to say that if it hadn’t have been for Howard, there would have been no seafarers’ centre in Aberdeen,’ said Capt Parsons. ‘It will have been open for three years in December, and it is very popular

among seafarers, giving and relax in a friendly atm

He also presented an Apostleship of the Sea’s pyears, praising the ‘exemship visitors and the regio

Port chaplains lauded for ‘coal face

Biennial maritime welfare conference showcases good practice, hears from industry leaders and sparks impassioned debate among its delegates...

Lord Prescott, centre, fl anked by Capt David Parsons and Bob Jones of the MNWB Picture:

22-23_spread.indd 22 12/11/2014 18:14

MARITIME WELFARE

December 2014 | nautilusint.org | telegraph | 23

omething in the seafarer’s own language to ’

he question and answer session after the evd Howard Drysdale, from the Aberdeen s Centre, said that it would be useful if PWCs

ave access to a shared resource to tell them ationalities were onboard which vessels so y can be prepared with the correct national-spaper before the vessel arrived. Nautilus/ector Tommy Molloy said inspectors have a system, but he was aware it had been quite

o put in place.d Dickens, chief executive of the Fisher-

Mission, said many of the welfare issues ad been covered for seafarers under the MLC

critical for those working in the fishing y.e of the living conditions experienced by an leave me speechless,’ he said. ‘In broad

better ships have led to better safety and cidents but poor contracts of employment number of issues.’

aid that welfare organisations should focus ymptoms rather than the cause when con-how to support beneficiaries. ‘The friendly

m around the shoulder, interest in someone cularly when loneliness is involved — can big a difference as £500 to buy a new carpet.’so called on organisations to work together e ethical supply chains in the industry.

iving them an opportunity to come ashore dly atmosphere.’ed an award to Tony McAvoy (above right), the Sea’s port chaplain in Tees & Hartlepool for 16 ‘exemplary’ work he has done to support local e regional maritime community.

ce’ work

Improving lives throughout the MN communityK

Since its launch in 2012, the Merchant Navy Fund

has helped hundreds of former seafarers. Grants administered by Seafarers UK through its collaborative initiative with the Merchant Navy Welfare Board have been paid to a wide range of charities supporting those who have served in the UK Merchant Navy.

One of the projects benefiting from MN Fund assistance was a scheme to build a wheelchair-accessible garden at the Nautilus Mariners’ Park welfare complex, specially designed to meet the needs of dementia sufferers.

Meanwhile, a grant to the Merchant Navy Welfare Board enabled the ‘Digital Inclusion’ pilot project to be started in three homes for ex-seafarers — Mariners’ Park, Care Ashore’s Springbok Estate, and Sir Gabriel Wood’s Mariners’ Home in Greenock. Providing user-friendly internet access for beginners, with ‘hands-on’ introductory training, this project utilises innovative software that makes IT less

intimidating for older people. The Fund also helped the

Sailors’ Children’s Society to add a new holiday caravan to its small fleet around the UK. The mobile home at Prestatyn offers respite accommodation for UK Merchant Navy families who need a break.

In Surrey, Care Ashore (previously known as The Merchant Seaman’s War Memorial Society) provides sheltered housing and residential care for ex-seafarers. A grant from the Merchant Navy Fund enabled the charity to provide new recreation and exercise facilities for residents.

fThese grants were only possible thanks to the generosity of donors to the Merchant Navy Fund. If you would like to arrange a one-off payment or regular donation to support British Merchant Navy men and women and their families when they need help, contact Julie Behan at Seafarers UK, phone 023 9269 0324, email julie.behan@seafarers-uk.org, or visit www.merchantnavyfund.org.

IFormer deputy prime minister Lord Prescott

gave the keynote address to the Merchant Navy Welfare Board (MNWB) seafarers’ welfare conference — delivering a warning about government plans to change accident investigation rules.

Lord Prescott, who was made the fi rst patron of the MNWB at the meeting, told the audience that he had taken part in a House of Lords debate on the deregulation bill that week, and he was concerned that it could remove the current requirement to re-open inquiries into shipping losses if signifi cant new evidence emerges.

He warned that making the power discretionary will make it less likely that ministers will stage a further inquiry.

Lord Prescott also raised concerns about the lack of acknowledgement given to the relatives of those involved in maritime incidents when considering whether to hold an inquiry, even though the outcomes of such investigations can often give comfort to the familes of those injured or lost at sea.

He said that he had ordered three out of the four re-inquiries which had taken place — the Gaul, the Marchioness and the Derbyshire — and argued that even when the second inquiry reinforced the original outcome, it was still important to carry it out; often to put the minds of relatives at rest.

Lord Prescott told the welfare organisations that because he had gone into politics after working at sea, he had been able to match his seafaring experience with what actually needed to be done. ‘We went on to make a lot of changes,’ he concluded. ‘And I am proud of what I achieved, even if I didn’t achieve everything I would have liked.’

Prescott:warns of threat to inquiries

ure: Debbie Cavaldoro

KHow much of a diff erence will the Maritime Labour Convention make to seafarers’

lives? This question sparked an interesting debate at this year’s Merchant Navy Welfare Board conference in London last month.

Maritime & Coastguard Agency chief executive Sir Alan Massey told the meeting that the MLC is at the heart of welfare and there had been an ‘overwhelming case’ for its introduction, consolidating and modernising regulations that dated back almost a century.

A key feature of the ‘bill of rights for seafarers’ is a complaints procedure, enabling crew members to raise problems in a systematic way onboard, and to port state and fl ag state authorities, he explained.

‘We have not seen a rapid rise in complaints from seafarers, but the ones we have received have proved to be very time-consuming and diffi cult to resolve,’ he added. ‘That shows it is worth it.’

Sir Alan said the convention is starting to bite and is having a positive eff ect on seafarers’ living and working conditions. He cited the case of a UK-fl agged ship, the ferry Olympus, which had been detained in Egypt after the bareboat charterers went into liquidation.

‘The crew were not being paid and they had

to shut down the generator because they had no fuel,’ he added. ‘Three crew members were refused access to go ashore for medical treatment.’

While the case took a long time to resolve, Sir Alan said it had demonstrated ‘how when governments, unions and shipowners pull together, you can get a good result’.

But Nautilus/ITF inspector Tommy Molloy questioned how the case would have been handled had the ship been registered in Panama. He told how the Panamanian authorities had failed to take responsibility for the crew of the bulk carrier Donald Duckling, when it was detained in

Tyneport in November 2013, with crew members owed more than $90,000 and lacking fresh food.

As well as being detained with 12 defi ciencies, the ship had been held in its two previous ports after failing inspections. In Tyneport, excellent work by members of the port welfare committee and cooperation between organisations such as the MCA, port health, police, and the Border Force had helped to ease the ordeal faced by the crew, and the local community rallied round to donate food and water to them, while the port provided fuel for the ship.

‘The ship was MLC-certifi cated and had been

issued with documents of compliance only fi ve weeks before it arrived in the UK,’ Mr Molloy said. ‘I might be excused for being a bit sceptical about the MLC and the opportunities it off ers.

‘In the end, the ITF repatriated the crew,’ he pointed out. ‘My question is why should we? It is all right having the legislation, but who enforces it? Panama was the fi rst fl ag state to adopt the MLC, but it doesn’t do anything when it needs to be done.’

Andrew Dalrymple, chairman of the Humber Seafarers Service, said he felt an opportunity had been missed to include a requirement in the MLC for the funding of port welfare facilities.

‘I believe that one of the major failures of the MLC was in not placing the responsibility for providing the appropriate welfare facilities for seafarers on the port authority, thereby allowing the port authority to levy the ships for the services they provide,’ he added.

In Immingham, around 40% of visiting ships pay a voluntary levy — while barely 3% of vessels visiting Hull make the payment, Mr Dalrymple said. ‘The levy is small change — just £16 per ship visit — and a skip costs £75 a day, which means the shipowner is often prepared to pay more to take away the rubbish than they are for the welfare of their seafarers,’ he added.

Massey: MLC is starting to make a difference

Nautilus/ITF inspector Tommy Molloy (above) took issue with some of Sir Alan Massey’s thoughts on the Maritime Labour Convention

22-23_spread.indd 23 12/11/2014 18:14

MARITIME SAFETY

24 | telegraph | nautilusint.org | December 2014

LThe North Sea region is home to some of the busiest shipping lanes in

the world, yet the demand in this stretch of water is ever increasing, leading to the navigable space becoming smaller.

It is a busy region not only for shipping, but also for energy extraction — both wind and oil — and an area where many wildlife associations are looking to protect natural environments. These factors, in combination with a rise in larger vessels on the waters and a higher volume of traffi c, lead to a real safety risk in the area, which could have an impact on shipping effi ciency in the future.

ACCSEAS is a three-year project funded by the European Union’s Interreg IVb programme, which aims to improve maritime access to the North Sea Region by minimising navigational risk. It is rooted in the belief that eNavigation will eventually make the mariner’s job easier by taking information from several different systems and platforms and displaying it in an easy to use and integrated way.

The project comprises organisations from Germany, Sweden, Denmark, Norway, the Netherlands and the UK. This group has pooled knowledge and resources to develop a prototype portfolio of services and solutions to make navigating the North Sea safer, simpler and more effi cient. The technologies have been developed by the project members and trialled in a number of simulations and test environments.

October 2014 marked a new milestone for the ACCSEAS project. While a number of simulation tests and demonstrations have been conducted individually, ACCSEAS ran its fi rst integrated demonstration onboard a working ship in the area. ACCSEAS prototype equipment was installed on the bridge of the P&O ferry Pride of Hull and at Humber Vessel Traffi c Services (VTS) to demonstrate and trial ACCSEAS solutions with the operators at both sites.

A briefi ng was delivered to the ship’s chief offi cer, Joop Loonstra, who would be using the equipment on the approach to Humber Estuary and participating in a live communication set-up between the ship and VTS Humber, where deputy VTS manager Shane

Winterton was ready to test the equipment from a VTS centre viewpoint.

During the voyage, the crew tested a number of prototype technologies developed by the ACCSEAS project, including the No-Go Area Service, Resilient Position Navigation Timing (PNT), Tactical Route Exchange, Inter-VTS Exchange Services and Maritime Safety Information/Notices to Mariners Services (MSI/NM).

The main source of safety information for mariners is currently NavTech, which provides good quality information, but often takes time to send to vessels. It also requires a lot of labour from the crew to process and address any concerns that are highlighted from notices as it is not integrated with any other system on the bridge.

ACCSEAS’s MSI/NM service allows this information to be captured and delivered to mariners in an electronic form for quick display on an ECDIS or eNavigation display. The solution was developed to harmonise Maritime Safety Information (MSI) and Notices to Mariners (NM) and provide timely and relevant information. The information could be prioritised according to the vessel’s position — or uncertainty regarding its position — and helps seafarers

to improve their situational awareness and reduce the chance of mistakes that could lead to collision or grounding.

In the Humber testing exer-cise, chief offi cer Loonstra fol-lowed his standard procedure, calling VTS Humber from the bridge of the ship to provide stan-dard information on location,

number of passengers, etc. During this call to the VTS centre, he was alerted to the fact that there had been an oil spill in the area and that a new route would be provided by the VTS manager. On return to the navigation system, safety information about the incident could be seen clearly on screen, along with a suggested alternative route, allowing plenty of time to re-plan his navigation.

The process was quick and easy to navigate. ‘Although there are systems in place to alert mariners to live safety issues in the area, these are often not as responsive as we would like; they take time to use and require time to plot information against maps,’ Mr Loonstra explained. ‘This software brings it all together in an easy, usable way for mariners and marine pilots.’

Although many ships will be taking the same routes frequently and crews are likely to know the area in which they are

travelling, this cannot account for the fact that information and circumstances can often change in minutes. With 24/7 transportation and natural incidents happening, it can frequently be the case that routes will need to change.

Route Exchange enables seafarers to communicate their intended routes with each other and VTS. It also allows the VTS centres to suggest the most effective or safe routes to the vessel. It works as part of the ECDIS/VTS screen and appears as an overlay — allowing mariners to read the information and compare before accepting. This could be used for ship-to-ship communication, allowing one vessel to let another know its intended path, or for ship-to-shore communication where VTS operators can advise mariners of a route using information on what lies ahead.

Route Exchange is comp-

lemented by the No-Go Area service. This is another virtualisation technique that appears as a layer on the main ECDIS screen and provides a live picture of where it cannot safely go along its intended route, or routes that are being considered. The No-Go Area service uses current hydrography information; it considers tidal data and water depth, then automatically applies this to the information it has on the dimensions of the ship, creating a personalised map of access points. The tool can be turned on and off as needed and can save mariners from making complicated calculations or navigating diffi cult areas by sight and creating a risk of grounding.

LAs the Pride of Hull neared the Humber Estuary, a high-traffi c

warning was delivered to the ship from VTS Humber, stating that the canal that was intended to be used would no longer be accessible. Chief offi cer Loonstra received a recommended route from VTS Humber and was able to check it over, using the No-Go software to take in the full picture of the path ahead.

‘It was great to be able to see the route planned out ahead and integrated with the other software such as No-Go Area Service and Safety Information,’ Mr Loonstra said. ‘Being able to use the route planner at any time to change the route while in motion is very helpful and allows easier adjustment to the surroundings and live issues. The topology data that is used traditionally is often quite old; knowing that this data is from the most recent couple of months makes it easier to trust, safer and more reliable.’

These technologies have been developed to enhance the navigation experience, but they are all underpinned by a need to know the whereabouts of the ship in the fi rst place.

While GPS is the most

Software takes to the seas

“ACCSEAS brings all the data together in an easy, usable way for mariners and pilots”

‘Real world’ trials onboard a P&O ferry in the North Sea last month have demonstrated how a new package of technology could help make navigation safer in the increasingly busy North Sea region — and beyond. BRYONY CHINNERY reports…

Pictured above: Phillip Cruddace (General Lighthouse Authority); chief offi cer Joop Loonstra (P&O); Alwyn Williams (General Lighthouse Authority); and Mads Bentzen Billesø (Danish Maritime Authority)

The eNavigation prototype display image as the Pride of Hull makes the approach to the Humber

24-25_accseas.indd Sec2:24 12/11/2014 17:54

MARITIME SAFETY

December 2014 | nautilusint.org | telegraph | 25

com mon source of position navigation and timing (PNT) information, it is open to vulnerabilities which could lead to outages. Issues of GPS jamming are becoming more frequent; for example, North Korea has staged a number of GPS jamming attacks on South Korea in recent months to cause malicious damage to their infrastructure. Another common cause is motor vehicles which drive close to the water using GPS jammers — perhaps a delivery driver blocking the signal so his company doesn’t know that he is using the van for private use. Such cases are more common around ports, a time when a ship’s positioning is critical.

There are also natural causes affecting service — the Sun can knock satellite systems offl ine too. During solar storms, the Sun starts to transmit radio noise so intense that it either sends GPS positions off-track or causes GPS to be lost across any sunlit areas

of the Earth.Previously there has been

no back-up system for GPS and during an outage the ship’s positioning would usually just disappear from the map. ACCSEAS is developing a number of supplementary sources of positioning collected into a bespoke receiver. This receiver detects a GPS failure and switches seamlessly into the most accurate alternative source of positioning. eLoran, a low-frequency terrestrial navigation system, was the back-up to GPS used in this demonstration. The eLoran system provides a signal around one million times more powerful than those from satellite signals.

While there were no GPS outages on this particular trip, chief offi cer Loonstra clarifi ed that, although not an everyday occurrence yet, the ship had experienced one just days before this voyage, while on its way into Rotterdam. In order for Mr

Loonstra to experience an outage for testing the eLoran technology, the GPS signal to the system was deliberately removed and the eLoran system automatically took over.

Mr Loonstra was impressed, stating: ‘The transition from GPS to eLoran was seamless, with just a small message on screen alerting you to the changeover of input. I think this would cause less panic on the bridge as it meant there were no alarms and you don’t lose your positioning on the map.’

LLast month, the General Lighthouse Authorities of the UK and Ireland (a

partner on the ACCSEAS project) announced the initial operational capability of UK maritime eLoran, with seven differential reference stations now in operation along the east coast of the UK. Any vessel fi tted with an eLoran receiver will benefi t from this service when navigating in the North Sea Region. This is a step that other countries are looking to follow, and one that will further boost the capabilities of eLoran for navigation.

The real-life simulation testing has served as a key stepping stone for the ACCSEAS programme, bringing the solutions into the fi eld and allowing a working crew to experience them. The tests onboard Pride of Hull and at VTS Humber have shown that the technology which has been developed is a key opportunity to transform the way data is delivered to mariners.

The suite of solutions will not only increase the effi ciency of navigation, but also allow better interaction with VTS centres. Shane Winterton, deputy VTS manager, Humber, said: ‘ABP Humber Estuary Services has been proud to assist ACCSEAS in the development and testing of their new electronic navigation system here upon the Humber. ACCSEAS have created a well designed and resilient system, with valid functions of real worth to the wider navigational community. The enhanced safety of vessel movements within confi ned waters provided by the system is achieved through a thoughtful process of route exchange and dynamic no go area under keel clearance modelling.’

He continued: ‘ACCSEAS should be congratulated on the very successful trial of their system which they tested in real world scenarios between the Pride of Hull and VTS Humber on one of the busiest and most important estuaries in the UK.’

Onboard the Pride of Hull, the crew particularly appreciated

the integrated design of the technology and the speed at which the information is channelled. Chief offi cer Loonstra said: ‘The system is easy to use and can be picked up in around 10 minutes.

Although we would continue to use our normal charts and tools, this is a great addition and provides very useful information that is delivered straight away right to your system and saves

a mariner having to go and look for the information themselves. With the added support of eLoran there will be less need to worry about systems failing and more options for how our navigation is supported.’

The results of this testing show a successful outcome for the ACCSEAS project, which will be showcasing its results at its fi nal annual conference in Rotterdam’s World Trade Centre on 17-19 February. The conference will address the navigation challenges in the North Sea, demonstrating how these solutions can provide practical eNavigation options for mariners. As the conference marks the close of the current ACCSEAS project, the event will also look at who will take these solutions forward and how they

will be made available to the industry.

Although technology has come a long way, it is often easy to overlook where some of the simplest improvements can be made. ACCSEAS is making use of existing ideas and infrastructure, but adding new intelligence and operability improvements.

These solutions will make any mariner’s job of navigating the North Sea, or indeed any region, a much safer, more effi cient task. The future of eNavigation is upon us, and by supporting the ACCSEAS project, seafarers will be helping to ensure a safer, better future for all. fFor more information about ACCSEAS and to register for the conference Navigating the North Sea Region into the Future, visit www.accseas.eu

“The system is easy to use and can be picked up in around 10 minutes”Chief offi cer LoonstraPride of Hull

UrsaNav, the resilient Position Navigation Timing (PNT) interface

The eLoran system used in the trials… …and a GPS outage occurring

24-25_accseas.indd Sec2:25 12/11/2014 17:55

MARITIME TECHNOLOGY

26 | telegraph | nautilusint.org | December 2014

www.seafarersupport.org

Freephone 0800 121 4765

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former UK seafarers and their families in times of need

“Research suggests that ‘dynamic route planning’ could result in signifi cant cost savings and reduced emissions…”

IShipping could move to an aviation-style traf-fic control system as

a result of a €24m European research project.

The Monalisa 2.0 initiative is examining ways in which ship-ping safety and efficiency could be improved by the use of vessel data to define and develop the concept of Sea Traffic Manage-ment (STM) along the lines of the air traffic control.

‘The vision is to shake up and sharpen the whole transport chain by making real-time infor-mation available to all inter-ested and authorised parties,’ says project manager Magnus Sundström. ‘It is like introduc-ing the smartphone — at first no

one really knows what they need it for, and then they cannot live without it.’

The two-year study — which is being run by partners in 38 countries including Sweden, Denmark, Germany, the UK, Greece and Norway — forms the second phase of the Monalisa project to find ways of boosting ‘motorways of the sea’ within Europe by increasing the effi-ciency of shipping.

Research carried out to sup-port the project suggests that ‘dynamic route planning’ could result in significant cost savings and reduced emissions from shipping.

In a practical demonstration of the STM concept, the project

recently claimed a world first in connecting different brands of maritime simulators in Spain and Sweden to demonstrate the feasibility of sharing real-time

vessel data using an agreed standard voyage plan exchange format.

Captain José Anselmo, senior policy officer at the European Commission, said this exer-cise had demonstrated huge potential for other applications. ‘Researchers at various institu-tions can cooperate in projects at a completely new level, offer-ing unlimited possibilities for the future exchange of training among various maritime train-ing centres,’ he pointed out.

Project leaders are building on this to create the European Maritime Simulator Network (EMSN) — linking up some 30 simulators from 10 sites across Europe — to test and validate core elements of the STM frame-work.

The tests will focus on carry-ing out a formal safety assess-ment of the STM concept, and simulations are expected to run until the end of 2015 when the project is planned to end.

STM is based upon a pro-posed network of Sea Traffic Coordination Centres (STCCs) that would monitor traffic and provide ships with up-to-date local information and proposed alternative routes to avoid haz-ards or vessel traffic congestion.

Researchers stress that STM will uphold the ‘advisory prin-ciple’ for VTS and would be involved in decision-making in any colreg situation. ‘The time-scales on the advice are longer,’ they point out. ‘In close situa-tions the ships themselves solve it, but STM can supply them with the possibility to see each other’s intended route.’

That’s because another cor-nerstone of the project is the concept of Route Exchange — the sharing of detailed route information between vessels to help navigating officers plan ahead, foresee possible inci-dents, and avoid dangerous situations.

The data can also be used by STCCs to more closely monitor

traffic and to advise ships about optimal routes. This dynamic route planning also offers the potential to improve the effi-ciency of port calls, with the information being used by ships to adjust their speed to ensure ‘just in time’ arrivals that avoid costly waits for tugs, pilots and available berths.

‘During earlier projects when discussing the route exchange idea, we found that other par-ties could be helped by the same information,’ Mr Sundström explains. ‘The port planning involving tug boats, quay opti-misation, pilots, intermodal con-nections and more, will profit from better information regard-ing the vessels approaching.

‘Coast guard operations can be more precise, when mak-ing it easier to identify the “bad guys” — ships taking suspicious routes or making detours from intended routes,’ he adds.

The Monalisa 2.0 researchers also point to the scope for huge savings through more dynamic route management, with Bal-tic-based studies showing fuel consumption on some coastal routes could be cut by up to 12%. ‘The potential improvements are huge, even if just a fraction of the

potential is realised — 2% equals approximately 200,000 tonnes of bunker oil, 600,000 tonnes of CO2-emission, and $25m in fuel cost annually, and that is just in the Baltic Sea. To get European figures, multiply by 10.’

The project is also looking at ways of using the data to improve search and rescue oper-ations and the management of maritime emergencies through better coordination and reduced response times. In addition, risk and vulnerability analyses, coordinated planning and mass evacuation from passenger ves-sels will be conducted.

Researchers plan to contrib-ute to updating the qualifica-tions of personnel involved in SAR, evacuation and port con-tingency plans and to improve interoperability among SAR services, passengerships, VTMIS and mission control centres. The project aims to develop risk analysis to support tactical deci-sions with intelligent tools and decision-making systems.

The Monalisa 2.0 team is work-ing closely with other European projects, including the SESAR pro-gramme to examine improved air traffic management systems and the DG MARE CISE-programme (Common Infor mation Sharing Environment) to support the control of sea areas under coastal states’ responsibilities.

Ann-Catrine Zetterdahl,direc tor-general of the Swed-ish Maritime Administration, says the project is vital at a time which vessel traffic is increas-ingly intensive, leading to a growing risk of accidents.

‘With a superior decision-making base for shipping and a new concept for Sea Traffic Man-agement, the Swedish Maritime Administration — in coopera-tion with its partners through-out Europe — aims to raise mari-time safety. The need to manage and support shipping is decisive in guaranteeing safety for navi-gation and the environment,’ she stresses.

One day we might take it for granted that ship movements can be supervised in the same style as aircraft. And it all starts right here, as a major European study promises to shake up shipping with a new traffic management system…

In a ‘fi rst’ for the shipping industry, the Monalisa 2.0 team linked up a Transas bridge simulator in Gothenburg, Sweden, with a Kongsberg bridge simulator in Gijon, Spain, to conduct tests including a vessel overtaking scenario, above

How did we live without it?

26_monalisa_SR edit.indd Sec2:26 12/11/2014 16:41

MARITIME TRAINING

December 2014 | nautilusint.org | telegraph | 27

KDouble Jeopardy: Trial by media, trial by law is an interactive stage production devised by international shipping associa-

tion BIMCO to teach about the realities of a shipping casualty involving pollution.

The day-long production opens with a message from the master of the fi ctitious Idle Star explaining that the ship has run around in a US river. The morning session is devoted to the immediate after-math, beginning with a call at 3.30AM to the ship’s owner, played by real-life maritime professional John Tsatsas.

The faceless master explains that the Idle Star hit an underwater obstruction and ran hard aground. The crash has split the hull and fuel oil is leaking into the river, although there are no casualties onboard.

We learn that Mr Tsatsas owns just one vessel, which is on a one-year time charter to a large multi-national shipping company. The charterer had ordered the master to sail the vessel and her cargo of sugar up the river because they wanted the cargo unloaded as soon as possible.

At this stage the audience participation begins, with a poll to fi nd out how many would have allowed their ship to be sailed up the river in these circum-stances. The result at the London showing was an almost even split, with 48% saying that they would and 52% that they would not.

We return to the stage as Mr Tsatsas is calling his good friend and employee of the chartering com-pany, real-life shipowner Han van Blanken, to inform him of the situation. The scenario then unfolds through a series of videos showing the calls the two men make to various P&I clubs, lawyers, classifi ca-tion societies, hull and machinery insurers, local agents and representatives.

What is striking at this stage is that both parties are told to obtain separate advice and representa-tion, and much of the focus is immediately on limit-ing liability to themselves and their companies. There is a real sense that masters should learn from this advice. Always ensure you have access to some-one devoted solely to your interests following an accident — like Nautilus International — rather than relying on the company’s lawyers and their priorities.

Within six hours of the incident being reported, the owners and charterers have lawyers briefed, asalvage company instructed, insurers ready to deal with any third party claims and a PR company on standby to fi eld any media interest. Again you worry that the master’s media profi le is probably not high on the ‘to do’ list.

It’s now time for another audience vote — would they support a master who refused to take his ship into a discharge area? It’s rather frightening that only 67% of the audience said that they would, with the remainder being evenly split between a straight no or undecided.

With media interest in the crash ramping up, the

profi le of the owner’s company is not helped when Mr Tsatsas, on his way to ‘the club’ for lunch, tells pro-testors outside his company building that he ‘wants his life back’ and that they should think about the damage the situation is doing to his company instead of telling him about their problems.

This is where the relationship between Mr Tsatsas and Mr van Blanken begins to break down. Each blames the other for the accident, the damage to the company stock valuations and the deteriorating media situation. The situation also provides a poign-ant lesson to seafarers — don’t rely on past friend-ships to protect you when things go wrong. This could apply to the company which has reliably employed you for the previous 10 years as much as the individuals you count as friends.

The audience is then asked to vote on whether companies should make a public apology following an accident or pollution. This time 63% of the audi-ence voted yes, while 28% went for the ‘BP option’.

The narrator next reveals more about the events leading up to the incident, including the master’s repeated concerns about sailing following conversa-tions with those working in the area, and heavy rain-fall which led to movement in the river bed.

There develops a strong impetus to fi nd ‘some-one’ to blame. The owner wants to blame the char-terer for insisting that the vessel sailed, the charterer blames the master as being ‘ultimately responsible’ for the vessel; and both want to blame the coast-guard, pilot and harbour master. In a slightly more positive audience vote, it is revealed that 75% have never had to over-rule a master in the face of char-terer or commercial pressures.

At the end of the morning session, and with the benefi t of hindsight, the audience are once again asked if they would have allowed the vessel to pro-ceed up the river in the circumstances. This time 63% said they wouldn’t.

KThe afternoon ‘Trial by Law’ session moves the story on three months to an arbitration where the shipowner is claiming costs from

the charterer, whom he believes is ultimately respon-sible for the accident.

The audience is given a pack of information which includes agreed facts, witness statements, rel-evant case law and copies of contracts between the two parties.

A panel of three maritime arbitrators hears the barristers’ cases, which hinge on a number of issues, including whether the port was unsafe, did the char-terer order the ship to proceed knowing this, was there an agreement to ‘hold harmless’ the owner in the event of a problem if they did proceed, should the master have loaded less cargo, did the master make the correct calculations for the voyage, and ultimately who was to blame for the grounding.

Before the arbitration commenced, the audience voted on whether liability for the accident lay with the owners or charterers — the result was 50/50.

The owner’s legal representatives claimed that a fi nal email between from Mr Tsatsas to Mr van Blanken set in place a ‘hold harmless’ agreement as the charterer wished the vessel to proceed in order to unload on schedule, despite the master’s concerns.

They claimed that the charterer was responsible for the amount of cargo loaded and had withheld information on previous near-misses in the area. They concluded that the grounding was due to the charterers insisting on sailing to an unsafe port and they were therefore liable for the loss.

The charterer’s lawyer claimed that the port was safe at the time of nomination and the captain had a responsibility to ensure the vessel was laden appro-priately to ensure safe passage. They claimed that the grounding was not related to the cargo or the weather, but was in fact a result of the master miscal-culating squat. They claimed that the fi nal email was vague and no promise to ‘hold harmless’ had been made.

The charterer’s case did nothing to appease the audience and by the close of evidence the audience were voting 70% in favour of it being liable.

However, the arbitrators returned with a verdict entirely in favour of the charterer — agreeing that the fi nal email was not clear and could have been deliberately written to be vague. They dismissed evi-dence around cargo loading and weather as irrele-vant and said their decision was based on the master and his incorrect squat calculations. This had been detailed in the paper evidence for the eagle-eyed audience members, but only briefl y mentioned at the hearing.

The arbitrators found that the master had been negligent as his calculations for squat were based on speed over land, not water, and were therefore fun-damentally fl awed. The three arbitrators agreed that

this error was one that no ‘reasonable’ seafarer with normal training would have made — although the narrator did concede that this decision was rather hard on the one person not at the inquiry to defend himself!

A lively question and answer session proved how engaged the audience were in this unusual method of training. There are plans for more showings next year, and seafarers are strongly advised to go along and sample life from the other side of the corporate table.gVisit www.bimco.org for details.

Making a drama out of a crisis

“This also provides a poignant lesson to seafarers — don’t rely on past friendships to protect you when things go wrong”

T: 0191 427 3772 W: www.stc.ac.uk E: marine@stc.ac.uk

Merry Christmasand a Happy New Year

Nevil Philips, lawyer for the charterer

Mr Tsatsas wants his life back and he doesn’t care who knows it...

Arbitrator Jude Benny fi nds in favour of the charterer

Owners’ organisation BIMCO has come up with an unusual way to inform its members about the importance of crisis management. Debbie Cavaldoro went along to the London showing of Double Jeopardy to find out more…

27_jeopardy_SR edit.indd 27 12/11/2014 15:17

MARITIME CAREERS

28 | telegraph | nautilusint.org | December 2014

wFraser Yachts is the world’s biggest full ser-vice company in the

superyacht sector — providing charter, crewing, construction, management and sales support. And its recently-appointed exec-utive chairman, Roberto Giorgi, has a strong commercial ship-ping background.

Mr Giorgi studied at the nauti-cal college of Genoa and the Naval Academy of Leghorn. He spent two years in the Italian navy before moving onto merchant vessels, beginning as a deck cadet onboard the iconic passenger liner Raffaello.

He then served onboard a car-goship operating in Asia before joining Sitmar Cruises as a sec-ond officer. Six years after obtain-ing his master mariner’s quali-fication in 1974, Mr Giorgi went on to become a ship manager for Alexandre Vlasov — the man who launched the vessel manage-ment company V.Ships in 1984.

Working at the V.Ships Monte Carlo headquarters, Mr Giorgi was instrumental in the creation of the group’s leisure division in 1994, specialising in the manage-ment of cruise and passenger ferry vessels.

He became V.Ships CEO in 2005, a position he held until 2011 when he became company president.

V.Ships became involved with Fraser Yachts in 2003 when, together with Azimut/Benetti, the company decided to buy and merge the activities of V. Yachts with Fraser Yachts. In his role as executive chairman, Mr Giorgi has responsibilities including com-pany strategy and business devel-opment. Here is his take on the current state of two intertwined industries.

How does superyachting com-pare with merchant shipping?Shipping is an almost invisible industry from the general pub-lic’s perception, and this is par-ticularly true of the younger gen-eration. The sea and the ships that sail on it are so very important to world trade, far more so than most people realise. Without ships plying their trade, many in the world would starve to death, yet most people take the ships as doing their job and nobody much thinks about how important they are. However, yachting is much more visible and seemingly more glamorous, and because of

that, crew are moving away from working on ships to yachts — but not the other way. What is impor-tant is that these crews have the same passion and love for the sea.

You talk a lot about training. How important is it from your point of view?Essential! People ashore and those onboard ships and yachts are real assets for any service company. These human resource assets need to be nurtured; peo-ple need training and captains need to be trained to become the trainer too. Shipping is a great platform for yachting to grow from, and the reverse needs to become true. We are seeing more and more regulations being enforced and you cannot help but notice how that is changing the future. People need to be trained so that they understand the new maritime regulations and can then embrace these changes.

How can you instigate these changes?We believe that the captain has the same role as the managing director of a small company, but he has never been trained to take on this role. In the past he was

taught navigation, ship construc-tion and stability; now he needs people management skills and training in human resources. He needs to spend time ashore work-ing in offices, he needs to work on other types of ships, he needs to be completely engulfed in how things operate, and I believe that experience is the best way forward. Mega-yachting has to become much more like the

cruise business; more stream-lined and better disciplined.

Does that mean that, as managers, Fraser Yachts will employ crew in much the same way as V.Ships does and send crew to different yachts?No, it would be impractical to send crew to constantly work on different yachts. It is important from both the safety perspec-tive and a teamwork perspec-tive that crew work on the same yacht for a good period of time. Crew on yachts work in much smaller teams and they need to gel together to provide the best service, plus it’s important that the owner feels comfortable with the people employed on his ves-sel as he will be interacting with them directly. However, there are other areas of crew management that could change in time. At V.Ships we have 35 offices around the world managing over 37,000 seafarers; not just placing crew onboard ships but also train-ing them and developing their careers. This is something I would like to see more of in yachting. Crew are important to the man-ager and they need be cared for. Even though it’s not nice to refer to them as assets, that is indeed what they are, and good manag-ers look after their assets.

Do you believe that this, in time, will reduce the amount crew are paid?Not necessarily. The pay depends on the type of boat you are on and its schedule, plus what you do and how long you do it for. For exam-ple, crew working on rig supply vessels servicing the offshore oil industry get far more than crew working on superyachts, but then those working on bulk carriers get less than superyacht crew.

Would you like to see yacht crew get the same rotation as Merchant Navy crew?On superyachts the crew do not necessarily need rotation — their

work is seasonal. True, when the owner or guests are onboard, they work hard and that’s when the pressure is at its greatest. But then on many yachts the owner leaves and the pressure of work drops away. It is not like a cargo ship where the crew are work-ing non-stop and that’s why they need to have a well-defined rota-tion plan. Of course, there are a number of yachts that work both the Med and the Caribbean sea-son, and here there is a greater demand for rotation as there is no break for the crew, likewise for private yachts where the own-ers may be onboard a lot more throughout the entire year.

Currently there is little or no job security when working directly for the owner of a superyacht. Will there ever come a time when it makes sense for a yacht man-agement company to employ crew rather than the owner? The manager will always employ the crew on behalf of the owners and, with the owners, will estab-lish a customised roster with salaries, social contributions and other welfare benefit. No doubt the manager will secure a career path for the crew in its roster, together with proper training and certification. In such a case the rotation plan and pro-motions will be carried out by the manager, always in line with the owner’s needs.

Bringing us togetherRoberto Giorgi, the head of one of the biggest crewing agencies in the shipping industry, is now taking a leading role with the world’s biggest superyacht service company. He tells MICHAEL HOWORTH what the two sectors can learn from each other…

“Shipping is a great platform for yachting to grow from, and the reverse needs to become true”

Roberto Giorgi : a man unusually well-placed to share insights Picture: Michael Howorth

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 confi rmed that this Practice is withdrawn as of the 14 February 2014. Seatax was the only Advisory Service that challenged HMRC on this point.

WHY TAKE CHANCES WITH YOUR TAX AFFAIRS?Let Seatax use their knowledge and 35 years experience to

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28_yacht rob_SR edit.indd Sec2:28 12/11/2014 15:17

REMEMBRANCE EVENTS

December 2014 | nautilusint.org | telegraph | 29

Above, Captain John Foster and Nurse Offi cer Denise Hill at the Festival of Remembrance and below, left, chief engineer Simon Jewell at the Cenotaph and Trinity House offi cer Keith Lock at Westminster Abbey

Trinity House deputy master, Captain Ian McNaught, third from left, laid a wreath at the Cenotaphy on behalf of the MN Picture: MoD

Nautilus members at the Westminster Abbey Service

First offi cer David Sigley and the RFA’s contingent for the Cenotaph

Members pay tribute to the MN’s wartime role F

Nautilus members and offi cials played a big part in the national

remembrance events last month.Joining Nautilus senior national

secretary Allan Graveson at the Westminster Abbey service were Captain Christopher Eyre, from Maersk, Captain Christopher Heap, from Boskalis Westminster, Captain Paul Roche, from P&O Irish Sea Ferries, and second engineer Keith Lock, from the Trinity House Support Vessel Service.

Trinity House deputy master Captain Ian McNaught laid the wreath on behalf of the Merchant Navy at the Cenotaph, in recognition of the GLA’s 500th anniversary and of the members of the lighthouse and vessel service that were lost during the world wars.

Simon Jewell, currently a chief engineer with P&O/Princess Cruises, also laid a wreath at the Cenotaph on behalf of Carnival UK, Cunard, P&O and Princess Cruises seafarers and

shore staff . ‘It was a moving event and I am glad that the eff orts of the Merchant Navy are being recognised nationally,’ he said.

The Merchant Navy was also well represented at the Festival of Remembrance at the Royal Albert Hall. Participants included Warsash Maritime Academy cadets Rhiannon Lazenby-Pritchard, Marianne Clapton, Constantin Stoica, and Jonathan Marvin, along with serving seafarers Petty Offi cer Andrew Wells and Keith Lock, both from Trinity House, and Captain John Foster and Nurse Offi cer Denise Hill, both from Princess Cruises.

‘It was an amazing opportunity granted by the Royal British Legion to represent those of the Merchant Navy, past and present,’ Denise said. Five MN veterans also took part in the festival: Captain Alexander Buchan; Peter Harness; Donald Hunter; Alfred Leonard and Frank Scanlon.

Warsash cadets at the Festival of Remembrance

29_photo special.indd 29 12/11/2014 18:21

by Trevor Boult

FIn the 1960s and 70s many enquiring young readers

would eagerly scan the latest weekly issue of Look & Learn magazine. They would often be enticed by the stunning image on the front cover and be infl uenced by its contents more than they might know. One such picture featured the British tug Lloydsman. The accompanying article is headlined with the eye-catching and exciting title THE TROUBLE-SHOOTER OF THE HIGH SEAS:

An urgent message fl ashed over the wires from the South African port of Cape Town. ‘Italian tanker Anita Monti broken down in False Bay. Tugs required to tow the vessel to Europe for repairs.’

This was a job for United Towing Ltd., a British fi rm which specialises in moving anything from an oil rig to a crippled ship. And it was a job specifi cally for two tugs, the Statesman and her sister-ship, the Lloydsman.

Together these two powerful salvage tugs brought the disabled Italian ship with her load of black oil home through the stormy Atlantic. It was the fi rst overseas job for the Lloydsman which, with its rating of 10 000 h.p. is the most powerful tug built for a British owner.

Sharing the towing of the 224,932 d.w.t. (dead weight tons) ship was child’s play for the Lloydsman, for on her trials this tug showed such promise that her owner was confi dent that a 300,000 d.w.t. loaded tanker could be towed without trouble.

Large tugs of this size fi nd much of their work on the principal tanker routes of the world, acting as trouble-shooters for the crippled oil-laden giants that ply from the Gulf to Europe.

Twin engines power the Lloydsman, driving the propeller through a gearbox. Each engine also drives a generator through another gearbox, and the main machinery can be controlled from a number of positions. These include the engine room, the machinery control room, the bridge and the after control position.

This versatility is useful when picking up a tow. Another asset is its radio station, which is as vital to a salvage tug as its towing winch. Manned by a crew of 22 from Hull, which can be increased by 14 if necessary, the Lloydsman is doing vital

work and earning praise for British ship building.

The article is supported by an oblique cutaway of the ship, labelled to reveal many aspects of her interior and working deck. A detail illustrates and explains her steering mechanism: ‘The tug’s steering gear is composed of fi ve rudder vanes which give fast, precise control, moving ahead or astern. The fi ve small vanes give better control than one big rudder and also decrease the size of the steering system.’

Lloydsman was intimately involved in the confl ict known as the Second Cod War with Iceland in the 1970s. She was one of four British ocean-going tugs

sent as protection vessels for the fi shing fl eet, followed later by Royal Navy frigates. Tug crews had to endure the hardships of a doubly-hostile environment in maintaining a watching brief with daily uncertainties of events, recorded on occasion for news and documentary purposes by a BBC fi lm crew on Lloydsman.

Lloydsman was a victim of an early incident with the Icelandic gunboat Odinn. Lloydsman’s master, Captain Norman Storey, recorded the event: ‘Whatever his intentions he was getting too close to me. I put the telegraph full speed ahead. If he was going to hit me, better aft (my strongest construction) not midships. The two ships collided, my starboard quarter and his stem. We had felt only the slightest bump...yet six foot of the Odinn’s bow had been rolled to starboard, like an opened sardine can, even though she had an ice reinforcement bow.’

Odinn departed for drydock. Lloydsman’s damage was restricted to the top of a full fuel tank being ruptured by a bulwark stanchion.

In December 1975 Lloydsman was party to an incident with the gunboat Thor, demonstrating how the ‘war’ had escalated. In what has been referred to as The Battle of Seydisfjord, Lloydsman was fi red at and collided with Thor, in what appeared to have been an attempt at boarding. In Britain, a statement by the foreign secretary, James Callaghan, publicised in the Daily Express, demonstrated a possible lack of appreciation of what was actually being endured. ‘Both sides of the confl ict are showing valour, but there is no need for anyone to show their virility’.

After invaluable years of service to ocean towage and salvage, the former Lloydsman was scrapped in 1988.

OFFWATCH ships of the past

QUICK CLUES

Across7. Spread (8)9. Hedge (6) 10. Dickens character (5)11. Ear buzzing (8)12. Drug-taking (9,5)15. Dagger symbol (6)16. Licence (6)18. Completely trendy (5,9)20. Jawbone (8) 22. Bid (5) 24. Itching (6) 25. Extra work (8)

Down1. Deep (8)2. Cosy (4)3. Electricity (6)4. Car ride (4)5. Not so loud (10)6. Lease (6)8. Lying (9) 13. Climbing aid (10)

14. Spiderlike (9)17. Dendrochronological unit

(4,4) 18. Country (6)19. Objecting (6)21. Annoying child (4)23. Northern hill (4)

CRYPTIC CLUES

Across7. Approximate shelf-life of bran

(8)9. Impressive thirty-one day spell

(6)10. Tweeter’s fi rst and last letters

put a stop to fashion (5)11. Want IPhone to include choral

response (8)12. Search reveals trick in art

movement (14)15. Looking good since reshuffl e

put before Cabinet chief (6)

16. More impulsive, a bit of bacon perhaps (6)

18. Mannequins keeping up appearances (6,8)

20. Get us to bear before it turns destroyer (8)

22. Artist set back levels of commission (5)

24. Herb found in marshland, the north east and Lincolnshire capital (6)

25. Demon ale mixed with this to make shandy (8)

Down1. In favour of lock being made

for stronghold (8)2. Ailment when silver

overturned Brussels group (4)

3. Of a mountainous country with somewhat Alpine appearance (6)

4. His philosophy might sound like sanctimonious guff (4)

5. Lily with stove and cooking vessel, therefore (10)

6. Burned remains and source of mineral thrown together onto the beach (6)

8. Also colonist batting on a duck, getting the tempo (9)

13. Suffi ciently seaworthy to go canoeing in a storm (10)

14. The beat could constitute entrapment (5,4)

17. Besides boxers what’s desiring changing? (8)

18. A bird in the tree worth one in the mill (6)

19. ‘Now we see through a glass, ---, but then face to face’(1 Corinthians, XIII) (6)

21. Refi ned lees to go in the jelly (4)

23. Geordie fl ower (4)

J Crossword answers are on page 42.

Telegraph prize crosswordThe winner of this month’s cryptic crossword competition will win a copy of the book Dönitz & The Wolf Packs by Bernard Edwards (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, UKor 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.

Closing date is Friday 5 December 2014.

Name:

Address:

Telephone: Membership No.:

1 The German yard Meyer Werft has the biggest share of the world orderbook for cruiseships. Which builder is in second place?

2 The top three shipbuilding nations are China, South Korea and Japan. Which country lies in fourth place, in terms of tonnage completed?

3 In terms of value, what

percentage of world trade is carried by containerships each year?

4 On average, how many major oil spills (over 700 tonnes) were there from shipping in the period 2010-2013 and what was the annual average in the 1970s?

5 Which port is the busiest in Africa?

6 In which year did the Suez Canal open to shipping?

J Quiz answers are on page 42.

50 YEARS AGOThe Ministry of Transport’s principal examiner of masters and mates has criticised some of the candidates in the examinations for second mate for their laxity in dress and deportment. Captain A.C. Manson said examiners had on occasion thought it necessary to remind a candidate that when attending an examination centre he was identifi able as a Merchant Navy offi cer and his manner and appearance thus refl ected adversely on the profession as a whole. There was an impression that the number of such incidents had increased. Capt Manson said he had heard it suggested that the IQ of candidates had fallen somewhat, but he was pleased to report that the year had produced a slight, but nevertheless signifi cant, increase in the percentage of those who passed at the fi rst and second attempts MN Journal, December 1964

25 YEARS AGOBritish shipping companies are likely to fall about 20% short of their cadet recruitment target this year, despite intensive publicity eff orts. Figures obtained by NUMAST show that a total of 375 cadets have begun training this year, compared with a total of 280 recruited last year. Although the owners claim inquiries about recruitment have risen eight-fold, it is unlikely this year’s total will pass the 400 mark. Owners had wanted to recruit at least 500 cadets and the government had set aside subsidies to help train 500. Senior assistant general secretary Derek Bond said he was concerned by the shortfall. There is evidence to suggest that at least 1,000 cadets are needed each year to meet the demands of the seagoing and shore-based marine establishment, he pointed out The Telegraph, December 1989

10 YEARS AGONUMAST has expressed concern at a P&I Club’s warning that seafarer safety is being jeopardised by the increasing amount of unfamiliar tasks being imposed on crew members. Extra duties being generated by new regulatory requirements such as the International Ship & Port facilities Security Code mean added workloads at a time of decreasing crew levels, the North of England club has warned. It says there has been a rise in personal injury accidents because many of these responsibilities — particularly on deck — are being carried out by inadequately trained crew members from the catering and engine departments. NUMAST says the problems underline the importance of its long-running eff orts to improve the way in which minimum safe manning levels are determined to better refl ect actual rather than theoretical onboard workloads The Telegraph, December 2004

THEQUIZ

How the trusty Lloydsman saved the day!

30 | telegraph | nautilusint.org | December 2014

30_offwatch_SR edit.indd 30 12/11/2014 15:18

MARITIME BOOKS

December 2014 | nautilusint.org | telegraph | 31

Fascinating study of the home frontThe Workers’ WarBy Anthony BurtonThe History Press, £19.99ISBN: 978 07524 98867

KThe many centenary commemorations of the First

World War rightly refl ect on the massive death toll among those who fought on land and at sea. But the confl ict also had a huge impact on those who didn’t fi ght, and whose contribution to the outcome was nevertheless critical.

This thoughtful and well constructed book examines how the war re-shaped many workplaces — not least through the successful deployment of women in a lot of hitherto men-only roles, and also as a result of the technological advances made during the period. It includes a fascinating section looking at social trends — the restrictions on licensing laws, for instance — and the way in which people tried to maintain some semblance of normal life.

Whilst the book is largely land-focussed, there are many references to the maritime sector and the importance of merchant shipping in keeping Britain supplied. The third chapter is devoted to ‘water transport’ and, as well as referring

to the sorry tale of the killing of the Harwich ferry master Captain Charles Fryatt, it summarises the scale of the war at sea and also the somewhat overlooked role of the inland waterways system.

Another chapter is devoted to the shipbuilding industry, and it explores both the design and construction challenges presented by the demands of the confl ict, as well as delivering a reminder that not everyone approved of the war — with the Clydeside workers taking a particularly strong stand to defend their pay and conditions in the face of patriotic fervour.

The closing chapter refl ects on the way in which many things went into reverse in the post-war period — with merchant shipping and shipbuilding facing catastrophic decline in the economic downturn that was to run for many years to come. Indeed, the author argues, the UK’s shipbuilding industry would never recover properly and the seeds of its demise were sown at this time.

Mr Burton concludes by pointing out that wars are won not just on

battlefi elds, and he argues that ‘the eff orts of working men and women should be remembered with pride’.

History of French fl air avoids rose tinted specs Great French Passenger Ships By William H. MillerThe History Press, £19.99ISBN: 978 07524 91523

KThe inter-war years saw passenger shipping work its

way into the public consciousness as a glamorous and luxurious mode of travel — and France led the fi eld in creating some of the most stylish ships ever to have operated.

William Miller continues his seemingly constant stream of shipping histories with this canter through half a century of French

maritime panache, focussing on around a dozen classic vessels that start with the 1912-built fl agship France.

Rather more than a mere wallow in nostalgia, the book recounts some interesting stories — such as a fatal accident during a lifeboat launch on the L’Atlantique in 1933, the Birkenhead-built liner De Grasse and the somewhat sorry story of the 1962-built France — as well celebrating the often remarkable design features of ships such as the Normandie, which sparked a deep national pride.

Not surprisingly, there are some fi ne illustrations — including a 24-page full-colour section — and

some previously unpublished photographs from private collections. The text is concise but informative, and it delivers a coherent narrative that runs right up to the present day, telling how two small operators — Ponant and Paul Gauguin Cruises — seek to meet the still strong French demand for sea travel.

There is, however, one editing error at the tail end, with a repeated suggestion that such ships deserve further recognition. This lack of care in production is off -putting: maritime publishers take note.

Familiar cruise nostalgia for light coff ee table perusal P&O-Orient Liners of the 1950s and 1960sBy William H. MillerAmberley, £19.99

ISBN: 978 14456 38133fwww.amberley-books.com

KAha! Now we see why that British India book last month

had its title changed at the last minute — it must have been so it could form a mini-series with this liner history. So P&O-Orient Liners of the 1950s and 1960s is the same sort of product: glossy paper, nice colour photographs, reproductions of old posters, not too much text.

This time the fondly-remembered vessels include the Oriana, Canberra, Oronsay, Arcadia and Orsova. If you liked them, and you enjoy a bit of ship nostalgia, you could do a lot worse.

Merchant Seamen’s Health, 1860-1960By Tim CarterBoydell & Brewer, £75ISBN: 978 18438 39521

KThe recent concerns about the spread of the Ebola virus have served to highlight the

way in which seafarers are often in the frontline of health scares — and this thorough and timely examination of a century of work to address the most critical threats to the wellbeing of crews provides a strong reminder of the seemingly constant challenges that confront maritime medics.

Dr Tim Carter recently retired as the chief medical adviser to the UK Maritime & Coastguard Agency, and his time in that post, combined with his previous work as medical director of the Health & Safety Executive, has given him a deep understanding of the complex factors that infl uence the health of seafarers. He brings impressive historical insight to the subject, using a wealth of research material to explain how the struggle to improve maritime welfare developed in this formative period.

The timescale chosen by Dr Carter runs from the fi rst integrated attempts at introducing laws in

Britain to reduce the health risks faced by seafarers to the point in time where the demise of the UK fl eet and the rise of open registries saw a shift to globalised regulation of the shipping industry.

Underpinning his narrative is a clear passion to redress what he sees as neglect of the very important issues affecting the health of seafarers — and most notably the lack of solid and reliable data about the risks they face. With ‘the evidence-based rationale of public health’ emerging in the mid-19th century, the paucity of coherent information on patterns of disease among crews resulted in a lack of focus in the case for change and provided ammunition to owners who argued that there was no evidence to justify the costs of making improvements.

However, Dr Carter explains how the gradual accumulation of decent data and campaigns by social reformers and medical experts resulted in the 1867 Merchant Shipping Act — which served as a foundation stone for much subsequent national and international maritime health regulation. He makes some fascinating parallels with public health policy ashore — showing in particular how concerns about the spread of epidemic and ‘exotic’ diseases through ports and the prevalence of VD served to stigmatise seafarers.

The book traces the way in which unions and associations for ratings and offi cers started to provide a voice for seafarers and an increasingly effective infl uence on rules and regulations, in such areas as colour vision tests, food and accommodation, and medical examinations.

It also explains how medical advances resulted in shifts in the nature of the most common diseases affecting seafarers — moving from infectious conditions to problems such as heart disease or peptic ulcers.

Despite the book’s stated timescale, Dr Carter runs right into the present day with a concluding chapter which examines the changes since 1960 — with many advances such as fewer accidents, better onboard medical care and improved food being offset by new problems, including HIV, stress and fatigue. Worryingly, in the light of his case for knowledge-based medical advances, Dr Carter points to a contemporary dearth of research into seafarer health issues — something, he argues, which ‘confi rms that few countries now regard their seafaring population as an essential national resource, as was the case in wartime’.

This is an authoritative, readable and highly illuminating study, written with deep conviction and rooted in sound research. Dr Carter concludes by noting that whilst looking to the past for answers today is a controversial approach, important gains could be made by taking some of the lessons from the 1860s to address the way in which seafarer health continues to be treated as a marginal subject. J Author profi le, see page 19.

Dönitz & The Wolf PacksBy Bernard EdwardsPen & Sword, £19.99ISBN: 978 14738 22931

KFormer shipmaster Bernard Edwards has a fi ne pedigree in producing insightful

accounts of the Merchant Navy at war, and his latest title is an excellent examination of the most testing confl ict that British merchant ships have faced.

The sheer horror of the damage wreaked by the U-boat ‘pack’ tactics adopted by Admiral Karl Dönitz is vividly captured, and Mr Edwards also demonstrates how Britain came close to losing the Battle of the Atlantic.

The book goes back to the First World War to trace the history of U-boat operations and tactics, as well as the career development of Karl Dönitz and his relatively rapid rise to the head of the U-boat Arm. It also gives an explanation of the way in which he rapidly tore up the rules of engagement, making the order — in October 1939 — that all merchant ships could be

torpedoed without warning.The statistics of the confl ict are arresting —

some 2,759 merchant ships and almost 60,000 seafarers fell victim to the U-boats — but the details behind the statistics are profoundly shocking. Bernard Edwards writes fl uently, with well-drawn descriptions of the key events, and the book uses contemporary accounts — including Dönitz’s — to convey the stark reality of the war at sea in a powerful and dramatic way which emphasises the initially one-sided nature of the remorseless attacks on the convoys.

Bernard Edwards describes how a combination of refi ned tactics, shipbuilding power, North Atlantic storms and the ‘grim determination’ of merchant seafarers ultimately defeated the wolf packs, and he concludes his well-researched and passionately-written study by refl ecting somewhat bitterly on the fi nal outcome. Remarkably, given Dönitz’s orders to U-boat commanders for the ‘annihilation of enemy ships and crews’, Mr Edwards notes that the admiral was sentenced to just 10 years at the Nuremberg war crime trials, and he was buried with full military honours after his death in 1980.

Remorseless attacks vs grim determination

torpedoed without warning.

BOOK SAVINGSTelegraph readers can buy the books reviewed on these pages at a whopping 25% discount on publisher’s price through the Marine Society’s online shop.

gTo qualify for this off er, readers need to make their purchase at www.marinesocietyshop.org. Click on the ‘Books of the month’ button with the Nautilus logo to see the books featured in the Telegraph, and use the promotional code Nautilus when buying your book.

If a book reviewed in the Telegraph isn’t listed yet in the Marine Society shop, just use the website’s ‘contact us’ button to request the title. The Society aspires to respond the same day with the best price and availability. Most titles can be secured within 24 hours.

In the shipping industry, the past is all too familiar

31_books.indd 31 12/11/2014 16:42

NL NEWS

32 | telegraph | nautilusint.org | December 2014

AHallo, Mijn naam is Myriam Chaffart en ik werk als politiek secretaris voor de Europese binnenvaart en logistiek

bij ETF. Maar misschien begin ik beter bij het begin: wie of wat is ETF?

De Europese Transportarbeiders Federatie is een pan-Europese federatie van transport-vakbonden die in de Europese Unie, de Europese Economische ruimte en Centraal en Oost-Europa gevestigd zijn. ETF is zowel de Europese arm van de Internationale Trans-portarbeiders Federatie (ITF) als de transpor-tafdeling van het Europees Vakverbond (ETUC).

ETF is offi cieel erkend als sociale partner in acht Europese sociale dialoogcomités, vertegenwoordigt en verdedigt de belangen van alle transportwerknemers ten aanzien van de Europese Commissie, de Raad van Ministers en het Europees Parlement.

Als ETF formuleren en coördineren we op Europees niveau het transport en sociaal beleid, we organiseren gecoördineerde vakbondsactiviteiten, staan in voor vorming en opleidingen, promoten vernieuwend onderzoek naar een brede waaier van sociale onderwerpen zoals veiligheid en gezondheid van werknemers en tewerkstellingsimpacts-tudies.

ETF stelt alles in het werk om tot een versterking te komen van de Europese sociale dialoog en bindende akkoorden af te sluiten met een toegevoegde sociale waarde voor de werknemers.

Onze leden zijn nationale transportvak-bonden zoals Nautilus International en dit voor alle vervoerstakken: spoorwegen, wegvervoer, openbaar vervoer, maritiem transport, havens, binnenvaart, burgerlucht-vaart, logistiek, visserij en toerisme.

Tevens coördineren we tal van Europese ondernemingsraden in de transportsector.

In totaal vertegenwoordigt ETF meer dan:

z240 transportvakbonden

zUit 41 Europese landen

z2,5 miljoen werknemersDe vervoerssector in de Europese unie is

niet zo maar de eerste de beste sector. De

gehele vervoerssector vertegenwoordigt ongeveer 7% van de totale economische markt. In Europa zijn er ongeveer 45.000 werknemers actief in de binnenvaart, en een veelvoud daarvan is actief in de binnenhavens en de administratieve dienstverlening van de sector. Ongeveer 7% van alle goederen in Europa worden via de binnenvaart vervoerd. Ongeveer 16% van de werknemers zijn vrouwen. In totaal vertegenwoordigt ETF 39 nationale organisaties die werknemers uit de binnenvaart vertegenwoordigen, waarvan 89% mannen en 11% vrouwen.

De Europese binnenvaart wordt geken-merkt door een groot aantal kleine (micro) ondernemingen — particulieren of zelfstan-digen. Een dermate gefragmenteerde sector die transnationaal actief is, heeft nood aan een kordate aanpak op Europees niveau om afdoende sociale bescherming en degelijke arbeidsvoorwaarden te kunnen waarborgen.

De ETF binnenvaartsectie tracht de belangen van de werknemers uit de sector

naar best vermogen te behartigen via tal van vertegenwoordigingen binnen gevestigde organen zoals de diverse Riviercommissies (Rijn, Donau) alsook via deelname aan tal van workshops, conferenties, seminaries en noem maar op.

Maar er wordt in de eerste plaats veel tijd en energie besteed aan het Europese Sociale Dialoog comité voor de binnenvaart. Dat is een Europees overlegorgaan waarin werkne-mers- en werkgeversorganisaties zetelen. Samen met EBU (European Barge Union) en ESO (European Skippers’ Organisation) geeft ETF vorm aan de sociale wetgeving van de sector. Zo werd op 15 februari 2012 een akkoord bereikt over het organiseren van de arbeidstijden binnen de sector. Deze regeling geldt voor zowel vracht- als passagiersver-voer, en zowel voor het nautisch als hotelper-soneel. Dat akkoord werd voorgedragen aan de Europese Commissie om door middel van een Raadsrichtlijn omgezet te worden in Europees recht.

Binnenvaart is momenteel een ‘populair’ dossier en staat hoog op de politieke agenda van de Europese Commissie. Via NAIADES II en het actieplatform PLATINA II worden tal van maatregelen uitgewerkt om de sector vleugels en ademruimte te geven.

Wie binnenvaart zegt, zegt eveneens infrastructuur. Binnenvaart zonder degelijke waterwegen is als een trein zonder spoor. Zo worden er in de nabije toekomst vele miljoenen euro’s geïnvesteerd in het uitbouwen van een eerste klas waterwegen-netwerk dat het volledige Europese vaste land doorkruist.

Als alle bestaande plannen voor de Europese binnenvaart worden uitgevoerd, staat er ons nog een rooskleurige toekomst te wachten. Maar vooraleer het zover is, zal er eerst nog aardig wat water door de Europese rivieren en stromen moeten vloeien.

gVolg je het graag allemaal mee op? Neem dan regelmatig een kijkje op onze website: www.etf-europe.org/inland-navigation.cfm.

We wensen jullie alvast een behouden vaart. Myriam

Even voorstellen:Myriam Chaffart van de ETF

CNadat de leden in dienst van Wijnhoff & Van Gulpen &

Larsen B.V. (WGL) het voorstel voor een nieuwe CAO in het voorjaar afwezen, zijn Nautilus en de werkgever in de zomer opnieuw rond de tafel gaan zitten. En met het gewenste resultaat, want WGL besloot water bij de wijn te doen waardoor er nu toch een CAO-akkoord is.

Eerder stelde de werkgever een CAO voor met een looptijd van één jaar en een loonsverhoging enkel op basis van de afgeleide prijscompensatie. De leden vonden dat echter te mager en uiteindelijk was de werkgever toch bereid om de medewerkers wat extra’s te geven en de CAO-looptijd te verlengen. Deze loopt nu van 1 januari 2014 tot en met 31 december 2015.

LoonsverhogingenNaast loonsverhoging op basis van prijscompensatie, ontvangen de leden nu ook een extra verhoging van totaal 1%. De loonsverhogingen zijn als volgt opgebouwd:

zPer 1 januari 2014 worden de lonen verhoogd met de afgeleide prijscompensatie (0,134%);

zPer 1 juli 2014 worden de lonen

ook verhoogd met de afgeleide prijscompensatie (0,714);

zPer 1 oktober 2014 is de loonsver-hoging 0,5%;

zPer 1 januari 2015 worden lonen verhoogd met de afgeleide prijscom-pensatie;

zPer 1 maart 2015 bedraagt de loonsverhoging 0,5%;

zTot slot ontvangen de leden per 1 juli 2015 wederom loonsverhoging met de afgeleide prijscompensatie.

Overige arbeidszakenDe werkgever biedt elke medewerker de keuzemogelijkheid om de zogenaamde Kerst-/Nieuw-jaarsbonus om te laten zetten in vrije dagen wanneer deze minder dan 100 vakantie-uren heeft. Verder is afgesproken dat de kilometerver-goeding omhoog gaat naar €0,35 (was €0,29) als medewerkers met zijn tweeën gebruik maken van een privéauto. Ook wordt de kilo-metervergoeding opgetrokken naar €0,35 als een medewerker alleen reist én hij of zij OR lid is of lid is van een werkgroep. Het aantal personen in de auto is dan niet relevant.

De leden zijn inmiddels akkoord gegaan met bovengenoemde resul-taten waarmee de CAO nu een feit is.

Nautilus en WGL bereiken akkoord voor tweejarige CAO

De poll van deze maand is: Vindt u dat Europa voor het bemannen van schepen die opereren in EU wateren een US-achtige ‘Jones Act’ moet invoeren? Geef ons uw mening online, op www.nautilusnl.org

Geef uw meningVorige maand vroegen wij: Doet de scheepvaartsector genoeg om zichzelf te beschermen tegen aanvallen door ‘cyber-piraten’?

Ja21%

Nee79%

FDe Council van Nautilus International heeft besloten om de contributies licht te verhogen. Hieronder vindt u de per 1 januari 2015 geldende contributiebedragen:

Aan onze leden die hun contributie betalen via een automatische incasso laten we hierbij weten dat de maandelijkse contributie ronde de vijfde van elke maand zal worden afgeschreven van hun bankrekening.

Contributie 2015

Categorie Contributie Categorie Contributie per maand per maand

001 23 jaar en ouder €17,85 024 bg lid + swz €11,20

002 23 jaar + swz €20,35 030 leden walgroep < 30 uur €9,40

003 23 jaar > €3.000 €20,05 032 idem en swz €11,90

004 23 jaar > €3.000 + swz €22,55 101 22 jaar €13,15

005 aspirant (incl. swz) €3,00 102 22 jaar + swz €15,65

010 gratis €0,00 201 21 jaar €12,10

012 gratis + swz €2,50 202 21 jaar + swz €14,60

013 Pensioen €7,70 301 20 jaar €11,40

014 Pensioen + swz €10,20 302 20 jaar + swz €13,90

015 Werkeloos €7,70 401 19 jaar €10,90

016 Werkeloos + swz €10,20 402 19 jaar + swz €13,40

017 Arbeidsongeschikt €7,70 601 t/m 18 jaar €7,15

018 Arbeidsongeschikt + swz €10,20 602 t/m 18 jaar + swz €9,65

023 bg lid €8,70

FHoewel via diverse media een overvloed aan informatie

over het Ebola-virus te vinden is, leek het ons toch goed om de informatie, specifi ek afgestemd op de zeevarenden, onder uw aandacht te brengen.

Via de website van Nautilus (www.nautilusint.org -> ebola) vindt u met een paar klikken de voor u relevante informatie wanneer u naar een land afreist dat getroff en is door het Ebola-virus. We hebben de symptomen, risico’s en aanbevelingen om besmetting te voorkomen voor u op een rijtje gezet. De informatie is afk omstig uit diverse betrouwbare bronnen zoals de Wereld Gezondheid Organisatie, de Internation-ale Maritieme Organisatie en de Interna-tionale Transportworkers’ Federatie.

Aangewezen gevarengebiedDaarnaast willen wij u graag verwijzen naar de nieuwste versie van het ‘Protocol Dienstdoen in Gevarengebieden’. Hierin kunt u precies lezen wat uw rechten en plichten zijn bij het aandoen van door de sociale partners aangewezen gevaarlijke gebieden. Zo werden Liberia, Sierra Leone en Guinee onlangs aangewezen als gevarengebied, voorlopig voor een periode van twee maanden (tot 25 november). Via de website zullen we u op de hoogte houden van de nieuwste ontwikkelingen.

Ebola: herken de symptomen en voorkom besmetting

32-34_nl.indd 32 12/11/2014 17:56

NL NEWS

December 2014 | nautilusint.org | telegraph | 33

ARuim 6000 invullers van de FNV Belastingservice

wachten op uw komst om gratis en deskundig uw aangiftebiljet vóór 1 mei 2015 in te vullen!

Vanaf 1 maart 2015 start de FNV Belastingservice weer met de gratis hulp bij het invullen van uw belastingaangifte en uw toeslagen.

Vanaf begin februari vindt u op www.fnv.nl/belastingservice per provincie en woonplaats de contactgegevens van de invullocaties bij u in de buurt.

Met een groot aantal locaties kunt u direct online een afspraak maken.

Op dezelfde website vindt u ook de lijst van gegevens die u moet meenemen naar de invullocatie.

Beschikt u niet over internet, neem dan contact op met Nautilus International (tel.nr. 010-4771188) om het adres en het telefoonnummer van de dichtstbijzijnde invullocatie op te vragen. Vervolgens kunt u rechtstreeks een afspraak maken met de belastinginvullers bij u in de buurt. Wij zullen u dan de lijst

van gegevens toezenden die u moet meenemen naar de invullocatie.

Let op: Nieuw in 2015 Aangifte doen met de elektronische vijfcijfers- code is NIET meer mogelijk. U moet nu jaarlijks de machtigingscode bij de gegevens voor uw aangifte meenemen of meesturen.De machtigingscode ontvangt u in 2015 en is 1 jaar geldig.

zAangiften worden vanaf 1 maart 2015 samengesteld en moeten worden ingeleverd bij

de Belastingdienst vóór 1 mei 2015

Heeft u een erg ingewikkelde aangifte en komt u er zelf niet uit, dan kunt u zich wenden tot Nautilus. Samen met u vullen wij de aangifte dan in. Hiervoor moet u wel een afspraak maken. Let wel: dit is een beperkte mogelijkheid en de kans bestaat dat niet alle afspraken voor 1 mei gemaakt kunnen worden waardoor de aangifte niet op tijd wordt ingevuld. In dat geval zult u zelf uitstel moeten aanvragen bij de Belastingdienst (u krijgt uitstel tot 1 september 2015) en een afspraak met Nautilus moeten maken ná 1 mei 2015.Een andere mogelijkheid is om de aangiftebrief en volledige gegevens aan Nautilus toe te zenden. Ook hiervoor geldt dat Nautilus onmogelijk de garantie kan afgeven dat de aangifte vóór 1 mei 2015 wordt samengesteld. Het is dus van groot belang dat u, als u gebruik maakt van deze mogelijkheid, zelf eerst uitstel aanvraagt en dat ook aan ons meldt!

De eenvoudigste manier om dit te doen is door te bellen naar

nummer 0800-0543. U kunt ook een kort briefje sturen aan de Belastingdienst, Postbus 253, 6401 DA HEERLEN o.v.v. uw BSN nummer.

Zelf de aangifte samenstellenNatuurlijk kunt u zelf de aangifte invullen en dat is minder lastig dan het in eerste instantie misschien lijkt. Met uw DigiD inlogcodes (aan te vragen via www.digid.nl) kunt u vanaf 1 maart 2015 via www.belastingdienst.nl een vooraf ingevulde aangifte downloaden. Uw persoonlijke gegevens en die van uw partner zijn hierin al ingevuld, net als bijvoorbeeld de jaaropgaven, WOZ waarde van de eigen woning, hypotheken en saldi van uw rekeningen.

Met de uitgebreide toelichting, verwerkt in het aangifteprogramma, zal het snel duidelijk worden dat een aangifte invullen goed te doen is.

Maak nu ook weer gebruik van de landelijke FNV Belastingservice

FIn de Telegraph van september 2014 kon u lezen dat de Nederlandse leden in dienst van Maersk

Ship Management (MSM) instemmen met de CAO met een looptijd van drie jaar en drie maanden, echter onder een aanvullende voorwaarde. Deze voorwaarde is dat, indien de CAO geldend voor de zeevarenden op de containerschepen van Maersk onder Engelse condities een hogere invulling van de loonruimte wordt overeengekomen, dit meerdere ook in de Nederlandse CAO moet worden geïmplementeerd. Inmiddels zijn er vervolgonderhandelingen in Engeland geweest en zijn er nieuwe ontwikkelingen.

Na afwijzing van de CAO door de leden in Engeland, heeft daar opnieuw overleg plaatsgevonden tussen de onderhandelingspartijen. Helaas leidde dit niet tot aanpassing van het resultaat. Na terugkoppeling naar de Engelse leden, blijkt dat zij weliswaar niet instemmen met het bod van de werkgever, maar ook dat er geen draagvlak is voor het voeren van acties voor een beter resultaat. De rederij zal haar eindbod in Engeland wel gewoon doorvoeren.

ConsequentiesVoor de Nederlandse kant heeft deze uitkomst ook gevolgen. Zo blijven de afgesproken gageverhogingen voor de CAO bij MSM over een periode van drie jaar en drie maanden onveranderd, namelijk: 1,6% per 1 januari 2014, 0,4% per 1 januari 2015, 1,7% per 1 april 2015 en 1,8% per 1 april 2016. Mocht gedurende de looptijd van de CAO in Nederland echter toch een extra verhoging aan Engelse zijde worden afgesproken, dan neemt Nautilus International Nederland namens de leden hierover contact op met MSM en worden de leden hierover geïnformeerd.

Nieuwe ontwikkelingenEind september 2014 is er op uitnodiging van het hoofdkan-toor van Maersk in Kopenhagen een bijeenkomst geweest waarin de werkgever een voorstel heeft gedaan over de beloning van de top-2 (kapitein en hoofdwerktuigkundige) aan boord van Nederlandse (en Engelse) vlagschepen.

Voorstel wijziging beloning top-2Dit voorstel bestaat uit het gelijktrekken van de beloning voor de kapiteins en hoofdwerktuigkundigen op dezelfde wijze als reeds bij Maersk in de walorganisatie van toepassing is. De betreff ende ledengroep van MSM wordt hierover geïnformeerd en verzocht aan te geven of men de huidige CAO 2014-2017 hiervoor wil openbreken óf dat dit voorstel pas mee gaat lopen met de volgende CAO-onderhandelingen.

Wij houden u op de hoogte van de voortgang en uitkomst van dit proces.

Maersk Ship Management komt met voorstel beloning top-2Mogelijke aanpassing in huidige CAO

Wij hebben Facebook.

Volg ons ook!

Bezoek www.nautilusint.org

WILT U EEN ADVERTENTIE PLAATSEN IN

DE TELEGRAPH NEEMT U DAN

CONTACT OP MET:

Jude Rosset at Redactive Media

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

E: jude.rosset@redactive.co.uk

CDe gevolgen van de nieuwe pensioenregeling per 1

januari 2015 worden nu ook bij Heerema Fleet Personnel B.V. (HFP) zichtbaar. Van een middelloonregeling wil de werkgever overstappen op een premieregeling. Wat betekent dit voor de werknemers?

Bij een premieregeling verschuift het risico van de werkgever naar de werknemer en weet deze niet precies wat hij straks aan pensioen zal ontvangen. De beschikbare premie wordt namelijk door de pensioenverzekeraar belegd in (lifecycle) fondsen. Bij de gekozen verzekeraar is geregeld dat werknemers vanaf 50 jaar kunnen kiezen om hun opgebouwde gelden geheel of gedeeltelijk om te zetten in pensioen.

CompensatieOndanks onzekere factoren, lijkt de premieregeling voor de medewerkers in dienst van HFP niet negatief te zijn: het verwachte rendement is berekend op een laag niveau en het totale premiebudget toereikend. Daarbij heeft de werkgever een aantal maatregelen getroff en ter compensatie. Zo worden medewerkers die op of na 1 januari 2015 een pensioengevend salaris hebben dat hoger is dan

€100.000,-, gecompenseerd voor de maximering van het pensioengevend salaris waarover fi scaalvriendelijke pensioenopbouw mag plaatsvinden vanaf 1 januari 2015.

Verder krijgen de medewerkers compensatie voor de fi scale versobering van de pensioenregeling (van 2,25% opbouw op basis van 65 jaar naar 1,875% opbouw op basis van 67 jaar). Dit vindt plaats door middel van een verplichte netto pensioenregeling.

Vervroegd pensioenBovendien wordt het totale pensioenbudget van HFP aanzienlijk verhoogd met als consequentie dat vervroegd met pensioen gaan, mogelijk blijft. Met de zogeheten netto bijspaarregeling ontvangen medewerkers vanaf hun 21ste tot en met de pensioendatum een percentage van de pensioengrondslag om te sparen voor vervroegd pensioen of extra pensioen vanaf 67 jaar.

De leden van Nautilus en werknemersvereniging VOC konden hun stem uitbrengen op de nieuwe regeling. Zij zijn inmiddels akkoord gegaan met de nieuwe pensioenregeling.

Effecten nieuwe pensioenregeling:Heerema Fleet Personnel wil premieregeling

32-34_nl.indd 33 12/11/2014 17:56

NL NEWS

34 | telegraph | nautilusint.org | December 2014

AEuropese Richtlijnen verplichten Europese lidstaten om het door de Richtlijn voorgeschreven resultaat

in hun wetgeving op te nemen. Het staat lidstaten daarbij vrij om voor de werknemers gunstiger bepalingen in te voeren. In enkele Europese Richtlijnen is voor de toepassing van de Richtlijn een uitzondering gemaakt voor (de bemanning van) zeeschepen.

Een voorbeeld daarvan is de Europese Richtlijn 98/59/EG betreffende collectief ontslag. In deze richtlijn is voor onderne-mingen, die overwegen om tot collectief ontslag over te gaan, de verplichting opgenomen tijdig de vertegenwoordigers van de werknemers en het bevoegd gezag (UWV) te raadplegen. De raadpleging van de werknemersvertegenwoordigers moet minimaal betrekking hebben op mogeli-jkheden om ontslag te voorkomen, de omvang te verminderen of de gevolgen daarvan te verzachten door afspraken te maken voor sociale plannen. In artikel 1 lid 2c van Richtlijn 98/59/EG staat echter dat deze richtlijn niet van toepassing is op de bemanning van zeeschepen. Zoals hiervoor aangegeven staat het lidstaten vrij om voor de werknemers gunstiger bepalingen op te nemen. De Nederlandse wetgever heeft in de Wet Melding Collectief Ontslag deze uitzondering niet opgenomen, zodat deze wet ook gewoon van toepassing is op de bemanning van zeeschepen. Andere Europese lidstaten hebben mogelijk wel in hun wetgeving de toepassing voor zeevar-enden uitgesloten conform de Richtlijn.

BaanverliesEen ander voorbeeld van een Europese Richtlijn, die zeevarenden uitzondert van toepassing, is Richtlijn 2001/23/EG betref-fende het behoud van rechten van werkne-mers bij de overgang van onderneming. Deze uitzondering heeft de Nederlandse werkgever wel opgenomen in haar wetgev-ing, namelijk in artikel 666 lid 2 van boek 7 van het Burgerlijk Wetboek, waarin het behoud van rechten van werknemers bij de overgang van een onderneming wordt uitgezonderd voor zeeschepen.

Waar andere werknemers hun dienstverband en arbeidsvoorwaarden behouden als hun bedrijf wordt overgenomen door een nieuwe werkgever, verliezen zeevarenden hun

dienstbetrekking. Dit heeft al veel zeevarende werknemers hun baan gekost. Met name zeevarenden in lage rangen konden daarna weer moeilijk aan het werk komen. De uitzondering geldt overigens niet wanneer sprake is van de overdracht van een rederij of wanneer een binnenvaartschip wordt verkocht.

RechtsongelijkheidOok de Europese Richtlijnen 2002/14/EG betreffende de informatie en raadpleging van werknemers en Richtlijn 2009/38/EC betreffende de instelling van een Europese ondernemingsraad of procedure ter informatie en raadpleging van werknemers, maken een uitzondering op de toepassing van de Richtlijn voor zeevarenden.

Aan deze rechtsongelijkheid heeft de Europese Commissie een einde willen maken. Hiertoe heeft zij voorstellen gedaan tot wijziging/aanpassing van deze richtlijnen om het verschil in behandeling tussen zeevarenden en andere werknemers weg te nemen.

CompromisvoorstellenIn het Europese recht is het initiatief om tot wetgeving te komen niet alleen weggelegd voor de Europese Commissie die de Sociale Partners raadpleegt. Ook Sociale Partners kunnen op grond van artikel 155 van het Verdrag betreffende de werking van de Europese Unie, op het niveau van de Unie tot contractuele betrekkingen komen en het initiatief van de Commissie overnemen. In dit geval heeft de Commissie voorstellen gedaan tot wijziging van de Richtlijnen. Naar aanleiding hiervan hebben de Europese Sociale partners (de European Community Shipowners’ Association (ECSA) en de European Transport workers’ Federation (ETF)) vervolgens de volgende compromisvoorstellen hebben gedaan:

zMet betrekking tot Richtlijn 98/59/EG betreffende de raadpleging van werknemersvertegenwoordigers en bevoegd gezag bij collectief ontslag, hebben de Europese Sociale partners, evenals de Commissie, voorgesteld de uitzondering van bemanning van zeeschepen te laten vervallen, mits de bevoegde overheidsinstantie is gevestigd binnen de EU.

zMet betrekking tot Richtlijn 2001/23/EG betreffende het behoud van rechten van werknemers bij een overgang van onderneming hebben de Sociale Partners, evenals de Commissie, de uitzondering van zeeschepen genuanceerd. Voorgesteld wordt om de regels van overgang van onderneming van toepassing te verklaren indien de verkoop van het schip deel uit maakt van een overname van het bedrijf of bedrijfsonderdeel. Wanneer het slechts de enkele verkoop van een schip of meer schepen betreft, worden deze regels niet van toepassing verklaard.

zBovendien stellen — in navolging van de Commissie — de Sociale Partners met betrekking tot Richtlijn 2009/38/EG betreffende Europese Ondernemingsraden (EOR) voor de uitzondering van bemanning van koopvaardijschepen te laten vervallen en op te nemen dat de bemanning van zeeschepen, die lid zijn van de werknemersvertegenwoordiging, het recht heeft om de vergaderingen van de EOR bij te wonen. De betreffende zeevarenden moeten dan niet op zee zijn of in een haven verblijven anders dan de haven van de vestigingsplaats van de werkgever.

zMet betrekking tot Richtlijn 2002/14/EG betreffende de informatieverstrekking en raadpleging van werknemersvertegenwoor-digers, stellen de Sociale Partners tenslotte voor de uitzondering voor bemanning van schepen op volle zee te laten vervallen. Reden hiervoor is dat zowel werknemers als werkgevers het er over eens zijn dat raadpleg-ing van werknemers op zee ook via elektron-ische weg (o.a. internet) mogelijk is.

BesluitvormingDe Raad en het Europese parlement zullen nu over deze voorstellen moeten besluiten. Wanneer zij instemmen met de voorstellen zal de wetgeving in de lidstaten hierop moeten worden aangepast; het verschil in behandeling tussen werknemers in de zeevaart en overige werknemers zal op het gebied van collectief ontslag, overgang van onderneming, Europese ondernem-ingsraden alsmede informatieverstrekking minder worden. In sommige gevallen zal het verschil zelfs geheel weggenomen worden. En dat is een goede zaak voor zeevarenden!

Gelijke monniken, gelijke kappen:Europese Sociale Partners streven naar vermindering ongelijke behandeling zeevarenden

FInterstream Barging B.V. wil de chemie en minerale vloot

uitvlaggen naar Luxemburg. Het vlootpersoneel gaat dan mee onder andere loon- en arbeidsvoorwaarden, inmiddels is hierover met de onderne-mingsraad een principeakkoord bereikt. Desondanks wil Nautilus de leden toch wijzen op een aantal zaken die door de verhuizing van invloed kunnen zijn op de individuele arbeids-situatie van de medewerkers.

Het overplaatsen van personeel en de exploitatie van de schepen naar Luxemburg brengt enkele wijzigingen met zich mee. Het stelsel van belasting en sociale zekerheid is anders geregeld

dan in Nederland en dat heeft grote impact op werknemers die vanuit Nederland in Luxemburg gaan werken.

Als Nederlands ingezetene (u woont in Nederland) moet u gewoon uw inkomstenbelasting in Nederland betalen. U bent voor uw sociale zekerheid echter verzekerd in Luxemburg. Ook uw pensioen bouwt u op in Luxemburg. Dit alles hoeft geen nadelige gevolgen voor u te hebben in sommige gevallen zijn de voorzienin-gen in Luxemburg beter geregeld. Een ander belangrijk onderwerp dat wijzigt is uw bescherming als werknemer. In de meeste Europese landen is de be-scherming van de werknemer minder

goed geregeld dan in Nederland, u moet hierbij onder andere denken aan de regels bij ontslag. Hoewel Neder-land in negatieve zin zich lijkt te willen aansluiten bij de overige Europese landen is dat nu nog niet het geval en moet zeker worden meegewogen in een beslissing van de werknemer om mee te gaan met een werkgever naar een andere Europese Staat.

Tussen de Ondernemingsraad en de werkgever is nu een principe akkoord bereikt die veel zaken lijkt te verzachten. Zo worden geconstateerde verschillen zoveel mogelijk gecom-penseerd. Inmiddels heeft Interstream Barging haar personeel geïnformeerd

over de gevolgen van de overstap naar Luxemburg.

VakbondsadviesNautilus wil de medewerkers erop wijzen dat de OR formeel geen bevoegd-heid heeft beslissingen te nemen over het arbeidsvoorwaardenpakket. De werknemer moet individueel instem-men met de overgang en daarmee gemoeide wijziging van hun loon- en arbeidsvoorwaarden. Voordat deze handtekening door de werknemer gezet wordt kunnen zij zich individueel of collectief laten voorlichten bij hun vakbond. Uiteraard is dit alleen een recht dat bestaat voor leden.

Interstream verhuist naar Luxemburg

Collectieve arbeidsovereenkomst HAL erkend door Nederlandse overheid Op 2 oktober jl. heeft het Nederlandse Ministerie van Sociale Zaken en Werkgelegenheid de loon- en arbeidsvoorwaarden voor de zeevarenden in dienst bij HAL Beheer B.V. erkend waardoor hun arbeidsvoorwaardenpakket 2013 — 2015 nu echt de formele status van CAO heeft gekregen.

New bridge teamDe huidige CAO is destijds afgesloten door de heer Joost Kaper (namens Nautilus NL) en Paul Keenan (namens Nautilus UK). Beide vakbondsbestuurders hebben elders een mooie en andere uitdaging gevonden. Dit betekent dat er zowel aan de Engelse zijde als aan Nederlandse zijde een nieuw bridgeteam gevormd moest worden. Het nieuwe Nautilus team wordt gevormd door Lisa Carr en Jonathan Harvard (namens Nautilus UK) en Maarten Keuss en Marcel van Dam (namens Nautilus NL).

Goede voorbereiding is het halve werkTijdens de vorige CAO-onderhandelingen is er door de UK en NL gezamenlijk opgetrokken en niet zonder succes. Ook bij de komende CAO-rondes zal er weer gezamenlijk opgetrokken worden.

Ter voorbereiding op het komende CAO-traject heeft op 23 oktober jl. de eerste video conference reeds plaatsgevonden tussen Rotterdam en Londen.

Participatie mogelijkOm onze leden bij de HAL zo veel als mogelijk erbij te betrekken, zullen in 2015 door de vakbond diverse activiteiten georganiseerd worden. Zo zal Nautilus een aantal vlootbezoeken gaan afl eggen aan de state-of-the-art passagiersschepen om kennis te maken met de bemanning. Uiteraard zal er ook een offi ciële ledenvergadering georganiseerd worden teneinde samen met de leden de voorstellenbrief vast te kunnen stellen. Last but not least.

Adviseurs/kaderleden gezochtVeel van onze leden werken met tevredenheid al vele jaren bij de Holland America Line. Nautilus zou graag gebruik maken van de opgebouwde kennis en ervaring van deze leden. Daarom is Nautilus op zoek naar enkele enthousiaste kaderleden die ons met raad en daad willen en kunnen bijstaan. Mocht u hier interesse in hebben, dan vernemen wij dat graag van u! Zeevarenden die lid zijn van Nautilus en een arbeidsovereenkomst hebben met HAL Beheer B.V. kunnen zich hiervoor opgeven via: infoNL@nautilusint.org

Holland America Line nieuws

32-34_nl.indd 34 12/11/2014 17:56

APPOINTMENTS

December 2014 | nautilusint.org | telegraph | 35

4 December 2014 is the closing date for January 2015. You can still advertise

online at any time.

NOTICE TO READERSNautilus 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.

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

www.seamariner.com ISO9001:2008 accredited

and KvK and MLC compliant Reg Co number: 2745210

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

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

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

Seagoing: +44 (0)23 8020 8820seagoing-uk@faststream.com

Search for ‘Faststream Seafarers’

@faststreamsea

www.faststream.com

SHORE BASED

Technical Super - Tankers Cyprus - €75K + benefits

Vessel Manager - LNG London - £65K + benefits

Contract Technical Superintendent4 Months - €300/day

Technical Superintendent Aberdeen - £60K + car

LNG Technical SuperintendentGlasgow - £65K + benefits

LPG Technical SuperintendentGlasgow - £65K + benefits

Safety ManagerSouth East England - £60K

Technical SuperintendentSouth East England - £55K

Offshore Vessel AuditorAberdeen - £70K + benefits

Technical Superintendent London - £55K

OFFSHOREMaster - PSV - £64K

Master DPO - ROV - $600/day

Chief Officer DPO - ROV - $450/day

Master - ERRV - £48K

Chief Engineer - PSV - £55K

2nd Officer DPO - PSV - £34K

YACHTSY3 Engineer 60+m yacht - €7K/month

Y3 2nd Engineer Cruise Rotational yacht - €66K

Bosun with OOW 60m Motoryacht - €5.5K/month

Y3 Engineer 50+m yacht - €5.5K/month

Chief Engineer Y1 Rotational yacht - €9K/month

Chief Stewardess 60m Motoryacht - $8.5K/month

Y2 Engineer 80+m yacht - €8K/month

OOW Engine 30 Motoryacht - €4.5K/month

FERRYChief Engineer - Ferry - £55K

2nd Engineer - Ferry - £45K

OOW - Ferry - £21/hour

WORKBOATChief Engineer - Tug - £260/day

Master - Workboat - £200/day

2nd Engineer - Dredger - £45K

CRUISE Entertainment ManagerCruise - €50K

Hotel Cost ControllerCruise - €33K

Hotel DirectorCruise - €55K

General ManagerCruise - £60K

2nd Exec ChefCruise - $40K

2nd EngineerCruise - $67K

2nd ETOCruise - €37K

CaptainCruise - £65K

Are you a highly motivated person? Are you looking for a career with promotional possibilities?

Can you work as part of a team? Are you experienced in offshore activities?

Are you computer literate? Would you like to enjoy a one for one work/leave ratio?

Do you hold a UK Certi cate of Competence or Equivalent?Sentinel Marine PTE Limited are recruiting seafarers who can answer yes to the above questions and who would like to be part of the increasing eet operated by Sentinel Marine Ltd.

With 8 new build Multi Role Offshore Support vessels and new build Platform Support Vessels delivering into the eet in the coming months, interested applicants are requested to send their CV to the Human Resource department by either emailing hr@sentinel marine.com or applying online via our website http://sentinel marine.com/

Sealion Shipping manages a eet of platform supply, anchorhandling tug supply, o shore construction/ROV support/saturation diving

and well testing vessels.

We are now recruiting for various positions across this modern,

mainly DP2, eet.

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

www.farnhammarineagency.co.uk

35-41_rec.indd 35 12/11/2014 08:30

36 | telegraph | nautilusint.org | December 2014

APPOINTMENTS

2nd EngineerThe British Antarctic Survey (BAS), part of the Natural Environment Research Council, aims to undertake a world-class programme of scientifi c research, and to sustain for the UK an active and infl uential regional presence and a leadership role in Antarctic affairs.

BAS currently has a vacancy for a 2nd Engineer on board the RRS James Clark Ross commencing January 2015

To make the most of this exciting opportunity, you will need to hold an STCW95 2nd Engineer 111/2 CoC, ideally a STCW95 Chief Engineer 111/2 CoC. You will need to have an excellent working knowledge of ISM code, and demonstrate strong management, communication, presentation and problem solving skills.

Qualifi cations: Second Engineer CoC

The post holder will be expected to join in January.

Salary: We offer a competitive salary as well as a generous benefi ts package including a defi ned salary pension scheme, 300 days leave/365 worked, back to back working is the normal arrangement.

On-line application forms and further information are available on our website at www.antarctica.ac.uk/employment. These are also available from the Human Resources Section, British Antarctic Survey, High Cross, Madingley Road, Cambridge, CB3 0ET. Tel: (01223) 221508. Please quote reference: BAS 103/14

Closing date for receipt of application forms is: 7th December 2014Interviews are scheduled to be held during December.BAS values diversity and is committed to equality of opportunity.You will need to be physically capable and medically fi t to work in Antarctic conditions.

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APPOINTMENTS

December 2014 | nautilusint.org | telegraph | 37

Viking Recruitment Limited

Viking House, Beechwood Business Park, Menzies Road, Dover, Kent, CT16 2FG

T +44 (0) 300 303 8191 (option 2)

Embark and expand your career in 2015 with Holland America Line and Seabourn Cruises

We are currently recruiting for the following positions:

Benefits package includes:

Season’s Greetings far and wide...

Candidates need to complete our online database via our website or email us at applicants@vikingrecruitment.com quoting reference VRL12/14

vikingrecruitment.com

ISO 9001

35-41_rec.indd 37 12/11/2014 08:30

38 | telegraph | nautilusint.org | December 2014

APPOINTMENTS

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APPOINTMENTS

December 2014 | nautilusint.org | telegraph | 39

Pritchard-Gordon Tankers (Guernsey) Ltd

Pritchard-Gordon Tankers Ltd, a family owned and managed company, operating British and Isle of Man registered oil tankers of between 5,000

and 12,000 dwt, are seeking experienced and suitably quali ed, high calibre:

Senior Deck and Engineering Of cersWe lay great importance on teamwork and continuity, with a

number of senior of cers having been with the company over 20 years. Our company ethos is to offer a superior service and level of

professionalism to our Major and National Oil Company customers in challenging operational conditions.

Voyage lengths are of 10 to 13 weeks duration followed by an equal period of leave. Terms and conditions are competitive and

commensurate with rank and experience. Applications in the rst instance to -

Head of Personnel,Pritchard-Gordon Tankers Ltd, 6 Coronation Street,

South Shields, Tyne & Wear, NE33 1AZTel 0191 427 0303 Email personnel@pgtankers.com

Website www.pgtankers.com

Watch Offi cer (Radio Offi cer Grade III) in the Irish Coast GuardWatch Offi cers are responsible for watch-keeping on the emergency frequencies and are required to act as Marine Alert, Notifi cation and/or SAR Mission Co-ordination Offi cers. They also process marine communication traffi c and respond to ship casualty, pollution incidents and vessel traffi c monitoring.

The closing date for receipt of applications is Thursday 4th December, 2014

For more information on this post and how to apply, visit www.publicjobs.ie

We are committed to a policy of equal opportunity and encourage applications under all 9 grounds of the Employment Equality Act.

Cuirfear fáilte roimh chomhfhreagras i nGaeilge.

35-41_rec.indd 39 12/11/2014 08:30

40 | telegraph | nautilusint.org | December 2014

APPOINTMENTS

Merry Christmas & Happy New Year from all of the Nautilus team

OFFSHOREBOSIET (3 days) - Every Mon and Wed from W/C 20 Oct | MIST (2 days) - Every Mon and Thurs from W/C 20 Oct |

FOET (1 day) - Every Tues from W/C 20 Oct | EURO (3 days) - Every other week starting W/C 27 Oct | EURO REFRESHER (1 day) - W/C 17 Nov | TEMPSC COXSWAIN (3.5 days) - Every other Mon from W/C 27 Oct | TEMPSC COXSWAIN

REFRESHER (1.5 days) - Thurs W/C 6, 27 Nov | GWO BASIC SAFETY (3 days) - W/C 10 Nov, 8 Dec | MST (Renewable UK) (2 days) - W/C 10, 24 Nov, 1, 8 Dec | RUK/GWO Working at Height (2 days) - Monthly from Sept (see web) | NEBOSH

Oil and Gas - W/C 9 Feb (2015) | NEBOSH General - W/C 7 Jan (2015) | IOSH Managing Safely - on request | IOSH Working Safely - on request

For more information E offshore@blackpool.ac.uk T 01253 779 123 W blackpool.ac.uk/offshore

Facebook/FleetwoodNauticalCampusOffshoreOperations

MARITIMEShip Bridge Simulator Courses NAEST Management - W/C 24 Nov, 1 Dec, 12 Jan (2015) | Ship Security Officer

– W/C 30 Mar (2015), 27 July (2015) | Advanced Training for Oil Tanker Cargo Operations - W/C 8 Dec, 6 Apr (2015) | Advanced Training for Liquefied Gas Tanker Cargo Operations - W/C 15 Dec, 13 Apr (2015) | HELM Management

- W/C 24 Nov, 1 & 8 Dec | ECDIS - W/C 10 Nov, 16 Mar (2015), 13 Jul (2015) | VTS Refresher - W/C 17 Nov, 6 Apr (2015), 20 Jul (2015) | VTS 103 - W/C 1 Dec, 23 Mar (2015), 6 Jul (2015)

For more information E maritime@blackpool.ac.uk T 01253 779 123 W blackpool.ac.uk/nautical

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

Fleetwood - a top UK Nautical College with a long established reputation for being a leading provider of

training to the Maritime industry.

WWW. BLACKPOOL. AC.UK

Senior Deck Officer / Safety Officer£competitive + excellent benefits

Each time we hit the seas, there’s one thing we never, ever compromise on – the safety of our passengers and crew. And as Safety Officer on board, you’ll make sure that it always stays that way.

As the most senior deck officer after the Deputy Captain, you will investigate all major and serious accidents and incidents, manage a small team of Deck Crew on the maintenance of safety and emergency equipment, and maintain oversight of the shipboard emergency response organisation. You will remain fully competent as a watch keeping Officer, and may be required to supplement the Bridge

watch and to take ‘the charge’. Professional

at all times and absolutely calm under

pressure, you’ll lead by example proactively

driving the safety culture.

To join us as Safety Officer, you’ll need your

Master Unlimited (II/2) certificate as well as

experience as a first officer or higher rank.

If you’re driven and determined, develop

your future with a world-leading company

that includes the prestigious P&O Cruises

and Cunard Line brands.

To find out more and apply, go to

www.carnivalukcareers.co.uk or

call 02380 655374

Seeking applications for an Operations ManagerWestern Ferries (Clyde) Limited provide a non-subsidised passenger and vehicle ferry service between Gourock and Dunoon on the Firth of Clyde. The Company operates a eet of four modern Class V ferries and carries approximately 1.3m passengers and 0.7m vehicles every year. Reporting to the Managing Director, the successful candidate will be required to manage the day to day marine operations of the Company s vessels and terminals. Ensuring compliance with all relevant legislation, duties will include control and monitoring of crew rotas, training and recruitment. As Safety Of cer you will be responsible for maintaining and improving on a strong safety culture, undertaking operational risk assessments and verifying compliance with the Company s ISM Safety Management System. Candidates should have a sound knowledge of passenger vessel operations, proven ship handling skills and

experience of operating within the ISM code. Terms and conditions are competitive and commensurate with experience.

Applications and full CV should be sent to the Managing Director, Western Ferries (Clyde) Limited, Hunter s Quay, Dunoon, PA23 8HJ

Closing date for applications 19 December 2014.

CV Professionals

Maritime & o shore specialists

www.cvprofessionals.co.uk

ANGLIAN MARINE

RECRUITMENT LTD Marine Placement Agency

Ongoing vacancies for all offi cers and ratings deep sea, coastal, st.by,

supply, ahts, etc. To register send cv and copies of all

certifi cates to: 6 Birch Court, Sprowston,

Norwich NR7 8LJ Tel/Fax: 01603 478938

Email: malcolm@anglianmarine.co.uk www.anglianmarine.co.uk

Contact Paul Wade on 020 7880 6212

or email paul.wade@redactive.co.uk

to find out how the Telegraph can work for you.

35-41_rec.indd 40 12/11/2014 08:30

APPOINTMENTS

December 2014 | nautilusint.org | telegraph | 41

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

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

Where’s my Telegraph?

©Colin Jarvis Foundation Degree in Photography and Digital Design

A number of exciting opportunities have arisen to join us in our School of Maritime Operations here at Blackpool and The Fylde College. We are one of the leading colleges in the UK, with Outstanding Ofsted outcomes, Commended QAA Review and a reputation for leadership and innovation in curriculum development. We have a strong track record in employer engagement and we’re one of the UK’s largest providers of HE in FE. With a turnover of £50 million, we are an ambitious college with high aspirations for our learners and the community we serve. With a University Centre in the heart of Blackpool, the College provides seamless progression from the 14-16 phase through to FE and HE.

The School of Maritime Operations provides a high quality learning environment reflecting advanced industry facilities with programmes endorsed and supported by employers. The School enjoys a reputation for curriculum innovation which is delivered by staff committed to learning, teaching and assessment as our core business.

The expansion of the School has meant that the following posts have become available. The expectation is that the successful applicant will become an integral part of the professional team that has built this forward thinking and innovative Maritime centre.

Team Leader (Renewables and Safety) (CCORS)Salary £36,000 Ref: 14053To support the Operations Manager in managing staff, resources & compliance within the School with a strategic overview of a designated area of training & course delivery, taking responsibility for business processes that ensures a high quality learning experience for all learners. The CCORS will implement strategy & development for their Training / Course Delivery areas and lead and monitor the effectiveness of this provision.

Programme Leader (Lecturer 2) – Maritime OperationsSalary within the range £30,596 - £34,441 Ref: 14059This position would ideally suit someone with sea-going experience in a senior rank who has a desire to teach and educate fellow seafarers. The role is exciting and rewarding, crossing all ranks from Cadet to Master; the successful applicant will be expected to work with a group of specialists in delivering all aspects of seafarer training and education. For further details and job specification please feel free to contact the School direct.

Closing Date for above posts: 10th December 2014 Interview Date for above posts: 18th December 2014For more information on the above posts and on how to apply, please visit: www.blackpool.ac.uk/jobs

The College is committed to the safeguarding and welfare of all our learners. Successful appointment will be subject to an Enhanced Disclosure and Barring Service and pre-employment safeguarding checks.

For Shore-based Jobs visit Red The Consultancy:

For Sea-going Jobs visit Clyde Marine Recruitment:

www.clyderecruit.com

www.redconsultancy.com

Glasgow +44 (0) 141 427 6886 Gdynia +4858 665 3860Southampton +44 (0) 2380 223 546 Riga +371 6733 1357

Glasgow +44 (0) 141 231 1170 Singapore +65 6850 7881Southampton +44 (0) 2380 181 020

Singapore +65 6299 4992

Sea-Going Jobs...

...Shore-Based Jobs

What’s on the horizon for 2015?Get in touch and see where your career will take you.

A Very Merry Christmas and a Happy New Year from all at Clyde Marine Recruitment and Red the Consultancy.

RYAN OFFSHORE LTD RYAN SHIP MANAGEMENT LTD

SHIPPING CONNECTIONS

CONTACT DETAILS T E L: +44 (0) 1 9 1 5 4 8 8 8 5 9 FAX: +44 (0) 1 9 1 5 4 88 425

EMAIL: office@ryan-shipmanagement.co.uk, office@ryanoffshore.net, office@shipping-connections.com

WEBSITE: www.ryan-shipmanagement.co.uk, www.shipping-connections.com, www.ryanoffshore.net

RYANSHIP, P.O.BOX–1282, SUNDERLAND, SR5 9HX, UNITED KINGDOM

• REQUIRE:-MASTER - DPOs,

CHOFF-SDPOs,1ST OFF-DPO, 2ND OFF–DPOs,

CHENGs, 2ND ENGs, 3RD ENG, ETOs, CRANE OPTRs

FOR - DP3/ DP2-DSV/ DP- AHTS/

DP- PSV/ DP3 PIPELAYER/DP2 CLV

• REQUIRE:-MASTERs, CHOFF, 2ND OFF, CHENG, 2ND ENG, 3RD ENG, DP ENG, ETO

FOR JACK UP BARGE / RIG: OIM, ETO, SAFETY OFF

FOR - 4-PT MOORING DSV

/ AHTS/ PSV

• REQUIRE:-OPTN MANAGER, ENG MANAGER, TECH MANAGER,

MARINE SUPT, TECH SUPT, PORT CAPTAIN, PORT ENG,

HSE MANAGER, QHSE

FOR - SHORE BASED FOR

OFFSHORE FLEET

35-41_rec.indd 41 12/11/2014 08:30

SHIP TO SHORE

42 | telegraph | nautilusint.org | December 2014

Quiz answers1. Fincantieri, of Italy, has the second largest share of the world cruiseship orderbook.2. The Philippines is the world’s fourth largest shipbuilding nation.3. Global seaborne container trade accounts for around 60% of all world seaborne trade, and was valued at around US$5.6 trillion in 2010.4. There was an average of 2.0 major oil spills a year between 2010 and 2013, compared with an annual average of 24.5 in the 1970s.5. Durban is Africa’s busiest port, handling 44.8m metric tons of cargo in 2013-14.6. The Suez Canal opened in November 1869.

Crossword answersQuick AnswersAcross: 7. Transmit; 9. Privet; 10. Fagin; 11. Tinnitus; 12. Substance abuse; 15. Diesis; 16. Carnet; 18. Fully fashioned; 20. Mandible; 22. Off er; 24. Eczema; 25. Sideline.Down: 1.Profound; 2. Snug; 3. Static; 4. Spin; 5. Diminuendo; 6. Tenure; 8. Mendacity; 13. Stepladder; 14. Arachnoid; 17. Tree ring; 18. France; 19. Averse; 21 Brat; 23. Fell.

This month’s cryptic crossword is a prize competition, and the answers will appear in next month’s Telegraph. Congratulations to Nautilus member Captain C. Simmons, who won the prize draw for the November crossword.

Cryptic answers from NovemberAcross: 1. Successful; 6. Flee; 9. Phonograph; 10. Ague; 12. Hubble-bubble; 15. Collision; 17. Éclat; 18. Ocean; 19. Sphincter; 20. Hairsbreadth; 24. Beer; 25. Endearment; 26. Also; 27. Fertiliser.Down: 1. Sips; 2. Clot; 3. Elocutionist; 4. Shrub; 5. Umpteenth; 7. Legibility; 8. Elementary; 11. Supernatural; 13. Acrophobia; 14. Sleepiness; 16. Insurance; 21. Adept; 22. Lens; 23. Star.

M-Notices, Marine Information Notes and Marine Guidance Notes issued by the Maritime & Coastguard Agency recently include:

MSN 1850 (M) — Maritime Labour Convention, 2006: health and safety reporting of occupational diseases This notice sets out the legal requirements for reporting occupational diseases under UK regulations implementing the Maritime Labour Convention. Failure to comply with the legal obligations in those regulations is a criminal off ence.

The regulations require employers to report occupational diseases which are identifi ed in seafarers serving on UK ships. This requirement arises only where a written diagnosis of a specifi ed disease has been provided by a registered medical practitioner.

MSN 1850 details the reporting arrangements and includes at Annex 1 the table of reportable diseases and related work activities. The form for reporting a disease is MSF 4159.

MGN 474 (M) — Retention of crew agreements for vessels not subject to the Maritime Labour Convention requirement to have seafarer employment agreements Most UK seagoing vessels which operate commercially will, by virtue of the MLC Minimum Requirements Regulations, be required in future to have individual seafarer employment agreements (SEAs) in place of the crew agreements which were used previously.

The MLC Minimum Requirements Regulations do not, however, apply to the following:

zpleasure vessels (except those operating commercially)

zfi shing vessels

zships of traditional build

zwarships or naval auxiliaries

zvessels which are not ordinarily engaged in commercial activities.

The UK Crew Agreement Regulations will continue to remain in force for those vessels in the above categories which were previously required to have crew agreements.

MGN 474 sets out, in detail, the information that must appear in crew agreements, and provides a suggested format for these.

It also points out that vessels currently required to maintain a crew agreement may voluntarily adopt SEAs for each seafarer in place of crew agreements.

To do this, the employer will need to submit the proposed SEA to the MCA for approval, to ensure it provides protection for seafarers that at least equals the protection aff orded by a crew agreement.

MGN 484 (M) — Maritime Labour Convention, 2006: health and safety published accident statistics; information and adviceUnder UK regulations implementing the Maritime Labour Convention, the employer and shipowner are required to make a suitable and suffi cient risk assessment of risks to the health and safety of workers and other seafarers, arising during the normal course of their duties.

This requirement does not apply to pleasure vessels, fi shing vessels, warships or naval auxiliaries, ships of traditional build, or ships not ordinarily engaged in commercial operations.

When carrying out a risk assessment, shipowners are required to have regard to the statistical information and associated advice referred to in MGN 484, for example:

zthe latest MAIB annual report giving summary statistics of reported accidents

zMAIB safety bulletins and safety digests

zthe quarterly CHIRP feedback newsletters

zMCA safety alertsThe MCA expects shipowners to

use the relevant information available to maintain awareness of hazards and risks which are causing accidents onboard ships, and of recommended best practice to avoid occupational accidents. The Agency intends over the next two years to develop more detailed analysis of existing data with a view to improving its value to the industry for the purposes of informing risk assessments and mitigating safety measures.

MGN 522 (M+F) — Merchant Shipping and Fishing Vessels (Health and Safety at Work) Regulations 1997 and Merchant Shipping (Maritime Labour Convention)(Medical Certifi cation) Regulations 2010: new and expectant mothersThis note provides guidance on the Merchant Shipping and Fishing Vessels (Health and Safety at Work) Regulations 1997 as they relate to new or expectant mothers. It points out that pregnancy should not be regarded as an illness, and that many women continue to work while they are pregnant and return to work while breastfeeding.

As part of their usual risk assessment procedures, shipowners and employers are required to take into account the safety and health of new or expectant mothers, in particular if the woman is required to do night work. MGN 522 sets out the procedures to be followed for this.

If there is a signifi cant risk at work to the safety and health of a new or expectant mother, which

goes beyond the level of risk to be expected outside the workplace, then the following actions must be taken to remove her from the risk (given here in the order in which they should be considered):1. temporary adjustment of working conditions and hours of work2. provision of suitable alternative work, if any available, at the same rate of pay3. suspension from work on paid leave for as long as necessary to protect her safety or health or that of her child

These actions are only necessary where there is genuine concern as the result of a risk assessment; if there is any doubt, the employer may want to seek professional advice before off ering alternative employment or paid leave.

MGN 522 contains further details of the legal requirements and entitlements for the employer and employee, including the right to appeal.

MIN 490 (M) — Navigation: safety of navigation: voyage data recorders (VDRs); inappropriate or counterfeit batteriesThis note reports that the MCA has become aware of inappropriate or counterfeit batteries being fi tted to VDR equipment for the purpose of providing the dedicated reserve power source. Certain aftermarket replacement battery packs have been shown to be of inferior quality, and the use of such batteries may pose a safety risk and/or result in the failure of the equipment to function properly. Counterfeit products also pose a risk, and the source, description, product markings and anti-counterfeit measures should be considered.

When obtaining battery replacements, owners should ensure that the parts fully comply with the manufacturer’s specifi cation and if necessary consult with the manufacturer or an approved service centre.

zM-Notices are available as electronic documents or as a set of bound volumes.

zA consolidated set of M-Notices is published by The Stationery Offi ce. This contains all M-Notices current on 31 July 2009 (ISBN 9780115530555) and costs £210 — www.tsoshop.co.uk

zIndividual copies can be electronically subscribed to by emailing a request to mnotices@ecgroup.co.uk or downloaded from the MCA website. Go to www.gov.uk/mca and click on Find marine (M) notices.

M-Notices

Quiz and crossword answers ACDB

g Professional & Technical ForumTuesday 2 December 2014at 1300hrs for 1330hrsat the Royal Cinque Ports Yacht Club4-5 Waterloo CrescentDover CT16 1LAThe Forum deals with a wide range of technical, safety, welfare and other professional topics of relevance to all members, including training and certifi cation. The meeting is open to all members (UK, NL & CH).Contact Sue Willis:+44 (0)20 8989 6677protech@nautilusint.org

g Women’s ForumSaturday 7 March 20151000hrs to 1300hrsJury’s Inn, Southampton The Forum provides guidance to Nautilus Council on the challenges facing women in the industry and encourages female participation in Union activity.Open to all female members.

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

g Young Maritime Professionals ForumSaturday 7 March 20151000hrs to 1300hrsJury’s Inn, SouthamptonThe Forum provides guidance to Nautilus Council on the challenges facing young people in the shipping industry and on the issues that matter to them.Open to all young members (UK, NL & CH).Contact Paul Schroder:+44 (0)20 8989 6677ymp@nautilusint.org

Member meetings and seminarsNautilus 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:

College contactsInduction visitsSee www.nautilusint.org/news-and-events for dates of upcoming college visits by the Nautilusrecruitment team (scroll down to ‘latest events’).

For further information, email recruitment@nautilusint.org or call Garry Elliott on +44 (0)151 639 8454.

Industrial support for cadetsAn industrial offi cial is appointed to each of the main nautical colleges. In addition the industrial depart-ment is responsible for representing

trainee offi cers 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 youremployer/sponsoring company.The union also facilitates a YoungMaritime Professionals Forum toprovide an opportunity for young members to engage in discussions on the specifi c challenges facing young workers in the maritimeprofession.For further information members/ trainee offi cers should contact Paul Schroder at ymp@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 offi ces 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.

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

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

Swiss Maritime Navigation Offi ce+41 (0)61 270 91 20www.smno.chSwiss maritime authority.

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

Merchant Navy Training Boardwww.mntb.org.ukUK organisation promotingmaritime education and training,and providing careers guidance. Administers the Careers at Sea Ambassadors scheme, underwhich serving seafarers canvolunteer to give careers talks inUK schools.

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

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

International Seafarers’ Welfare and Assistance Network +44 (0)300 012 4279www.seafarerswelfare.orgGlobal organisation providing a24 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 0921www.sailine.org.ukUK-based citizens’ advice service helping seafarers and their families with issues such as debt, benefi t

entitlements, housing, pensionsand relationships.

Seamen’s Hospital Society+44 (0)20 8858 3696www.seahospital.org.ukUK charity dedicated to thehealth and welfare of seafarers. Includes the Dreadnought health service.

Seafarers’ Link+44 (0)20 7643 1385www.csv-rsvp.orgTelephone friendship project connecting retired UK seafarers at home through a fortnightlytelephone conference service.

Seatax Ltd+44 (0)1302 364673www.seatax.ltd.ukCompany providing specialist tax advice for merchant seafarers.

Marine Society+44 (0)20 7654 7050www.marine-society.orgUK charity dedicated to thelearning and professional development of seafarers.Off ers 120,000 books to ships through its library service, plus distance-learning programmesand scholarship schemes including the Nautilus-administered Slater Fund.

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

UK Head offi ceNautilus International1&2 The Shrubberies, George LaneSouth Woodford, London E18 1BDTel: +44 (0)20 8989 6677Fax: +44 (0)20 8530 1015enquiries@nautilusint.org

Northern offi ceNautilus InternationalNautilus House, Mariners’ ParkWallasey CH45 7PHTel: +44 (0)151 639 8454Fax: +44 (0)151 346 8801enquiries@nautilusint.org

Off shore sector contact pointMembers working for companies based in the east of Scotland or UK off shore oil and gas sector can call: +44 (0)1224 638882

THE NETHERLANDS Postal AddressNautilus InternationalPostbus 85753009 An RotterdamPhysical AddressNautilus InternationalSchorpioenstraat 2663067 KW RotterdamTel: +31 (0)10 477 1188 Fax: +31 (0)10 477 3846infonl@nautilusint.org

SWITZERLANDGewerkschaftshaus, Rebgasse 14005 Basel, SwitzerlandTel: +41 (0)61 262 24 24Fax: +41 (0)61 262 24 25infoch@nautilusint.org

SINGAPORENautilus International10a Braddell Hill #05-03Singapore, 579720Tel: +65 (0)625 61933Mobile: +65 (0)973 10154singapore@nautilusint.org

FRANCEYacht sector offi ce in partnership with D&B Services3 Bd. d’Aguillon06600 Antibes, FranceTel: +33 (0)962 616 140nautilus@dandbservices.comwww.dandbservices.com

SPAINYacht sector offi ce in partnership with dovastonC/Joan de Saridakis 2, Edifi cion GoyaLocal 1A, Marivent07015 Palma de Mallorca, SpainTel: +34 971 677 375recruitment@nautilusint.orgwww.dovaston.com

42-43_infospread.indd 4242-43_infospread.indd 42 12/11/2014 17:5712/11/2014 17:57

JOIN NAUTILUS

December 2014 | nautilusint.org | telegraph | 43

Pay and conditionsNautilus International is the fi rst truly trans-boundary trade union for maritime professionals, refl ecting 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 servicesNautilus 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 offi cials provide expert advice on work-related problems such as contracts, redundancy, bullying or discrimination, non-payment of wages, and pensions.

Certifi cate protectionMembers are entitled to free fi nancial protection, worth up to £116,900, against the loss

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

Extra savingsMembers can take advantage of many additional discounts and benefi ts 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 signifi cant part of their contributions back.

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

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

In touchAs a Nautilus International member, help is never far away — wherever in the world you are. Offi cials 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 offi ces in London, Wallasey, Rotterdam and Basel. There are also representatives based in France, Spain and Singapore.

Your union, your voiceThe 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 membersNautilus 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.

Join today so we can be there for you too!

Wherever you are, so are we

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

Join us today…Call +44 (0)151 639 8454

Visit www.nautilusint.org

Email membership@nautilusint.org

gFor the full range of member benefi ts visit www.nautilusint.org

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

gDominique Maurer is the administrator for the Union’s Switzerland branch, based in

Basel — and says that she, like all people from the city, have the Rhine in their blood.

‘People in Basel go into one of two jobs,’ she explains. ‘They either work in the chemical industry next to the Rhine or they work in transportation on the Rhine.

‘Both industries date back many hundreds of years and have developed thanks to our connections and our ethos of entrepreneurialism.’

Domi herself worked for many years in freight forwarding, shipping to South America.

Her father had worked in the chemical industry around the world and always took the family with him. This meant that Domi spent 10 years in Brazil

and Chile and used this knowledge when she returned to Basel as an adult.

‘It has given me a number of languages,’ she said. ‘I can speak Spanish, Portuguese, English, French and, of course, German. This gave me a great advantage working in shipping.’

Domi also used her knowledge of many diff erent cultures to work on social and health projects in Basel, including schemes to develop better links with the countries bordering Switzerland.

‘Now that I am at Nautilus I feel I am in a perfect position, as it uses all of my past experiences,’ she explains.

‘I understand shipping, of course, but I also understand the social aspects of supporting people

when they have problems at work or need advice. I know a lot of the people who work in the industry in Basel and it’s nice to be able to keep in touch with them’

Outside of work, Domi teaches fl amenco dancing and runs a little fl amenco studio. She says it has changed a lot in recent years in response to the diff erent cultures coming into Switzerland.

‘Dancing is my passion,’ she says. ‘I also inherited this from my parents — my mother was a gymnast and my father was a drummer.’

Domi has also worked in many countries — including Basel — as a tourist guide, so next time you fi nd yourself in the Union’s Swiss offi ce, make sure you ask her about the best places to visit before you go!

The face of NautilusDominique Maurer, administrator

42-43_infospread.indd 43 12/11/2014 16:43

44 | telegraph | nautilusint.org | December 2014

NEWS

PCalls for the UK to tighten up crewing requirements for ships

fl ying the red ensign have been rejected by the head of the Mari-time & Coastguard Agency.

Questioned over the frequent absence of British seafarers on UK-fl agged ships during a pres-entation to the All-Party Ports & Maritime Parliamentary Group last month, MCA chief executive Sir Alan Massey argued that the UK could not introduce unilateral crew nationality rules.

‘We do encourage the take-up of UK offi cers and ratings, but we have no control over nationality because what we do is in the con-text of the European Union,’ he pointed out.

Sir Alan suggested that there is an element of ‘give and take’ in the labour market — with many foreign-fl agged ships operating with substantial numbers of Brit-ish offi cers onboard.

He told the meeting that the MCA is looking at ways to encour-age more foreign owners to use the UK ship register. ‘There was unprecedented growth following the introduction of the tonnage

tax, but as other states have intro-duced such schemes our unique selling point has been eroded,’ he added.

The amount of UK-fl agged tonnage has dropped from 18m gt in 2011 to about 14m gt now, Sir Alan warned. ‘That is quite a decline in a three-year period and we don’t intend to observe it pas-sively any more,’ he added. ‘We have to look at ways of making it easier for ships to use the UK.’

The MCA has established an expert panel to give advice on ways to improve the attractive-ness of the register, Sir Alan said. ‘We have to do more than tell a good story. We also have to raise our game and improve our offer to shipowners.’

He dismissed concerns that the UK fl ag’s quality could be sacrifi ced in the drive to grow the register, arguing that the MCA remains committed to safe-guarding standards and that the UK often ‘sets the pace for oth-ers to follow’ — with the devel-opment of the Large Yacht Code being one example. ‘We need to remind people of the benefi ts of being under a quality fl ag rather

than one which is just merely convenient,’ he added.

Sir Alan said the MCA shares concerns over ‘human element’ issues, including the problem of

seafarer fatigue, and it is ‘press-ing in certain areas for minimum manning to be reversed’.

The MCA will also resist pres-sure to reduce seatime require-

ments for seafarer training, he said. ‘The aviation industry has taken simulation to huge lengths and the quality of simulation is extraordinarily high now,’ he noted. ‘However, we are very scep-tical of initiatives to reduce sea-time any further. People have got to amass the visceral experience of what the sea is actually like.’

Sir Alan said he was concerned by the growing evidence of prob-lems associated with electronic navigation systems — including the potential for their misuse, the lack of standardised displays and shortcomings in training.

But he assured the meeting that the Coastguard modernisa-tion programme is ‘making real progress in establishing a joined-up coordinated response and an effi cient, cost-effective and resil-ient system’.

He acknowledged concerns that staffi ng levels in rescue centres have fallen below risk-assessed levels, but said the sys-tem of station pairing enabled skills and resources to be shared to ensure comprehensive ser-vices could be maintained at all times.

MCA chief rules out tighter crew rulesAgency head tells Parliamentary maritime group that UK must ‘up our game’ to attract ships

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Scotland seeking powers over coastguard servicesA

Scottish politicians are calling for the reinstatement of one of

the emergency towing vessels (ETVs) that were withdrawn in 2012 as a result of government cutbacks.

And they are also pressing for the devolution of Coastguard powers to the Scottish Parliament, warning that station closures and understaffi ng are putting lives at risk.

Calls for assurances on the future of ETV cover for Scotland came after an incident in October in which a ship carrying radioactive waste lost power and drifted in the North Sea following an engineroom fi re, causing a rig to be evacuated as a safety precaution.

The Danish-registered ro-ro cargoship Parida was towed to safety after the owners agreed a commercial tow with the off shore support vessel

Pacifi c Champion. MSPs also pointed to two other recent incidents where ships have had to be towed to safety after breaking down.

Labour MSP David Stewart tabled a motion in the Scottish Parliament stating that the incident highlighted the need for ETVs to protect seafarers, off shore workers and communities around the Scottish coast.

He said there was a ‘clear case’ for the urgent reinstatement of the ETV covering the west and north of Scotland and for a commitment to fund the Kirkwall tug beyond 2016.

‘The solitary ETV for the north and west would take an estimated eight hours to reach the north Minch and 12 hours to reach Barra Head from its Orkney base,’ he pointed out.

The Scottish National Party says

it will seek a Westminster debate on the devolution of power over coastguards. Western Isles MP Angus MacNeil said new fi gures showed critical levels of understaffi ng across Scotland, and the worst aff ected area in the UK was Aberdeen — which saw 97% of shifts in September below the agreed minimum risk-assessed level.

The Scottish Government has called for full responsibility for maritime transport — including the coastguard —in its submission to the Smith Commission.

‘Along with responsibilities for the operation of the Northern Lighthouse Board, devolving the powers would provide a joined–up approach to shipping and harbour policies and enhance confi dence and job creation incentives,’ Mr MacNeil said.

Five fl ags lead ‘list of shame’F

Just fi ve fl ags account for more than half of all the ships

detained in the UK after failing port state control inspections over the past fi ve years.

Figures given to Parliament by shipping minister John Hayes last month reveal that a total of 142 ships registered with Panama, Antigua & Barbuda, Malta, the Bahamas and Liberia led the detention ‘league table’ between 2009 and 2014.

In total, a total of 280 ships fl ying 47 diff erent fl ags were detained in this period, according to the statistics given in a written answer in the House of Commons.

Panama was top of the list with 46 detentions, followed by Antigua & Barbuda (39), Malta (26), the Bahamas (16) and Liberia with 15.

Whilst fl ags of convenience accounted for six of the ‘top 10’ registries with the most detentions, the Netherlands (11) and Norway (8) were the traditional fl ags with the highest rates of unseaworthy ships.

No overall trend, upwards or downwards, could be discerned over the fi ve years — with 62 ships detained in 2009, 54 in 2010, 46 in 2011, 64 in 2012 and 54 last year.

Nautilus general secretary Mark Dickinson commented: ‘These fi gures remind us that there is a continuing hard core of rustbucket ships running in and out of our ports. They demonstrate the importance of maintaining a strong, well-funded and fully-staff ed port state control team and for the utmost vigilance to enforce proper standards for all tonnage using our waters.’

Sir Alan Massey said the MCA remains committed to quality operations

The Danish cargoship Parida berthed at the end of Saltburn Pier, Invergordon, after being towed to safety by the Swire Pacifi c off shore support vessel Pacifi c Champion Picture: Aberdeen Press & Journal

44_news.indd 44 12/11/2014 15:18