A MARKED lull in pi-racy towards the end of 2011 followed a

rise in pirate attacks to record levels earlier in the year. So-mali-based gangs were behind 56 per cent of the 352 reported attacks, according to the In-ternational Maritime Bureau (IMB), which reported that in the first nine months of 2011 pirates killed eight people, in-jured 41 and took 625 hostages worldwide.

Commenting on the IMB’s latest global piracy report, issued in mid-October, the anti-maritime-crime body’s director, Pottengal Muku-ndan, said that figures for pi-racy and armed robbery at sea in the previous nine months had been higher than the IMB had ever recorded in the same period of any past year.

Following the relatively few attacks in September and October, the trend contin-ued into November when no successful hijackings were reported. It had been thought that attacks would increase, as usual, once the monsoon ended in September.

There has also been bet-ter news from Asian waters, including those around the Indian subcontinent, where piracy and armed robberies were down from 106 in the

first three quarters of 2010, to 87 in the same period in 2011.

An industry source cau-tioned, however, that this should not be taken to mean that the Somali piracy prob-lem had gone away. The source warned that the pirates were very clever and resourceful

and that they had not given up. “Recent attacks on fishing vessels suggest,” he said, “that they plan to obtain replace-ment mother ships for attacks far out to sea. Meanwhile, the

pirates are holding on to ves-sels for longer to extort larger ransoms.”

The IMB noted that during the first nine months of 2011 more Somali hijack attempts were being thwarted, thanks to strengthened anti-piracy measures. Although Somali pirates were initiating more

attacks – 199 in the first nine months of 2011 against 126 in the same period in 2010 – they were in fact managing to hijack fewer vessels. Only 24 vessels were hijacked com-pared with 35 for the same pe-riod in 2010. Hijackings were successful in just 12 per cent of all attempts, down from 28 per cent in 2010.

The IMB credited this re-duction in hijackings to po-licing and interventions by international naval forces, correct application of the industry’s latest Best Manage-ment Practice – including the careful consideration of the crews’ retreat to a “citadel” – and other onboard security measures.

“Somali pirates are finding it harder to hijack ships and get the ransom they ask for,” said Captain Mukundan. “The navies deserve to be compli-mented on their excellent work: they are a vital force in deterring and disrupting pirate activity. The number of anti-piracy naval units must be maintained or increased.”

Issue 215 jan/feb 2012

Los artículos en español aparecen en las páginas 6 y 7

The Sea Editor: Gillian EnnisNews: David HughesIt is distributed free to seafarers through chaplains and seafar-ers’ centres. However, if you want to receive it regularly, send us £3.50 or $5 for post and packing and we will mail it to you for a year (six issues).It is available from:Kathy Baldwin,The Sea, The Mission to Seafarers, St Michael Paternoster Royal, College Hill, London EC4R 2RL. Tel: +44 20 7248 5202Fax: +44 20 7248 4761 Email: pr@missiontoseafarers.orgWebsite: www.missiontoseafarers.org

�

MLC 2006 and crew welfarepage 6

Need for cost cuttingpage 3

Статьи на русском языке приводятся на стр. 6 и 7

ITF raises benchmark rate for ABs

IMB says naval presence must be maintained

Lull in pirate attacks off Horn of Africa

Pirates hold four crew after release of ship

Multi-languagehelpline 4/5

Registered in England and Wales: 1123613 The Mission to Seafarers in Scotland: SC041938

Founded in 1856, and entirely funded by voluntary donations, today’s Mission to Seafarers offers emergency assistance, practical support, and a friendly welcome to crews in 250 ports around the world. Whether caring for victims of piracy or providing a lifeline to those stranded in foreign ports, we are there for the globe’s 1.2 million merchant seafarers of all ranks, nationalities and beliefs.

THE International Transport Workers’ Federation (ITF) has set the benchmark rate for an AB on a vessel covered by an ITF total crew cost (TCC) agreement for the next three years. Currently US$1,675 per month, the benchmark increases by 2 per cent on January 1, 2012, to $1,709, and then in 2013 by 2.5 per cent to $1,752, before rising by 3 per cent to $1,805 in 2014. The staged increases mirror the July agreement for seafarers on vessels covered by the International Bargaining Forum.

ITF maritime co-ordi-nator Steve Cotton said the ITF now felt there was enough economic progress in the industry to justify an increase. “The benchmark applies not just to those under TCC agreements,” he said, “but also stands as an example that is widely taken notice of through-out shipping. So we are glad to set out this progressive improvement in what seafarers earn.”

SOMALI pirates took four South Korean seafarers off a hijacked tanker just before it was released at the end of November. Glory Ship Management said that its 29,871 dwt chemical tanker Gemini had been released by Somali pirates 215 days after it had been hijacked in African waters. But while 21 of the 25 crew on board had been released, the pirates had taken four South Korean seafarers, including the master, ashore at the last moment despite earlier promises to release the entire crew.

The released crew consisted of 13 Indonesians, five Chinese and three Burmese seafarers. All were said to be in good physical health and had not been ill-treated. Glory said that it was “expending all efforts to secure the release of the four South Koreans still held as hostages”.Continued on P2

CAPTAIN Seog Hae-gyun (left), the South Korean master of the chemical tanker Samho Jewelry, after receiving the International Maritime Organisation’s 2011 Award for Exceptional Bravery at Sea. Accompanied by his wife, he was presented with the award by outgoing IMO secretary-general Efthimios Mitropoulos (right) in recognition of his “decisive, brave and courageous actions” to protect his ship and crew during a vicious pirate attack in the Indian Ocean, an attack which had left him with serious and long-lasting injuries. Full story on P2

A SUSPECTED pirate motor boat and mother ship burn after being intercepted off the coast of Tanzania by the German frigate Koeln in November. Seven suspected pirates were taken aboard the frigate and the two boats were sunk. (Photo: Reuters)

However, fears have been voiced that the global economic crisis could lead to countries withdrawing warships from the Gulf of Aden and the Indian Ocean. For example, it was reported in the shipping newspaper Lloyd’s List that the EU naval force would be unable to maintain its normal minimum strength of four to six warships between

December 2011 and March 2012.At the time of the IMB report, the

West African coast off Benin was seeing a surge in violent piracy, with 19 attacks leading to eight tanker hijackings in the first nine months of 2011, up from zero incidents in 2010. The IMB said that a pattern had emerged “where armed pirates board and hijack the ship – sometimes injuring crew – then force the

masters to sail to an unknown location where they steal the ship’s property and cargo, and set the vessel free”.

In response, Benin began joint naval patrols with neighbouring Nigeria, another piracy hot spot. It appears that the naval action has been effective in stopping attacks off Benin. However, two attacks were reported in Nigerian waters in October and another in November.

2 the sea jan/feb 12

Welcome for UK move on armed guards

Continued from P1

‘Selfless actions during pirate attack nearly cost him his life’

Samho Jewelry master gets IMO award for bravery

Faroe Islands 2nd register declared an FOC

Collision master ‘fatigued’

Safer bulker a first

Cunard reflags fleet

CAPTAIN Seog Hae-gyun, the South Korean

master of the chemical tanker Samho Jewelry, was presented with the International Maritime Organisation’s (IMO) 2011 Award for Excep-tional Bravery at Sea at a ceremony at IMO’s headquarters in London last November.

IMO secretary-gen-eral Efthimios Mitro-poulos, who presented the award, said it was in recognition of the “decisive, brave and courageous actions” of Captain Seog to pro-tect his ship and crew during a vicious pirate attack in the Indian Ocean, an attack which had left him with seri-ous and long-lasting injuries.

When the Samho Jewelry was boarded by pirates in January 2011, the crew took cover in the designated citadel. But the pirates broke in, holding them on the bridge. For two days, Captain Seog steered the ship on a zig-zag course, so that the pi-rates would not realise that the vessel was actu-ally heading away from, instead of towards, So-mali waters. He also contaminated the fuel so the engines would not work normally and pretended the steering gear was malfunction-ing in order to slow the ship’s speed from 14 knots to six, to keep her out of Somali waters for as long as possible, so that the South Korean

Navy had a chance to attempt a rescue.

However, the pirates became suspicious of some of Captain Seog’s actions and brutally beat him up, causing

serious fractures to his legs and shoulders. Nevertheless he still managed to communi-cate useful information to his country’s navy in South Korea while ostensibly speaking in English to his shipping company via satellite phone.

When the Korean Navy stormed the vessel Captain Seog warned the boarding team by VHF that three pirates were on the bridge. The pirates then shot him four times, including twice in the abdomen, in revenge. All 21 crew members were eventual-ly freed, with eight of the pirate gang being killed and five captured.

Captain Seog was transferred via a hos-pital in Oman to one in South Korea, where he underwent major

surgery. It was nearly a month before he re-covered full conscious-ness.

Mr Mitropoulos said that Captain Seog Hae-gyun had been

confronted not by the elements that nature can throw at men and ships, but by an even more insidious danger: that of pirates threaten-ing him, his crew and his ship. “In response,” Mr Mitropolous con-tinued, “he acted with quick thinking, coura-geously, decisively and with extreme bravery to protect all those whose lives depended on him and his decisions. His selfless reaction left him with severe inju-ries and nearly cost him his life.”

C a p t a i n S e o g ’s nomination for the award was one of 38 received by IMO. As well as the main award, special Certificates of Commendation were awarded to the Mari-time Rescue Co-ordina-tion Centres (MRCCs)

Falmouth, in the UK, and Stavanger in Nor-way, for their contribu-tion, on several occa-sions, over many years, to search and rescue operations unfolding

in distant areas. Certificates were

also presented during the ceremony to the following “highly com-mended” nominees or their representatives: n Wang Hao, rescue swimmer of the B-7313 SAR helicopter aircrew, Bei Hai Search and Rescue Flying Service, China, for saving an injured fisherman.n Captain Cao De-guang, master of the rescue vessel Bei Hai Jiu 111, for rescuing, in severe weather, all six crew members of the bauxite carrier, Li Zhou 8.n Guo Wenbiao, who set up the first self-financing, volunteer life-saving station in Zhejiang Province, China, in 2008 and who, in May 2010, attempted to rescue

seven crew members from a sunken fishing vessel, diving seven times and locating six bodies in the cabin after professional divers had given up the search. n The crew of the containership Charlotte Maersk for fighting and extinguishing an aggressive, fast-evolving fire aboard their ship. n Mexican Navy rescue swimmers third petty officer Jesús Damián Orta Sáenz and corporal Edgar José Iturriaga Cariño for rescuing seven people from the grounded fishing vessel, Hulkin V.n The master and crew of the general cargoship Momentum Scan for their “tireless and persistent efforts” in rescuing 226 migrants, including women and children, from a 20-metre-long wooden boat that was taking on water and sinking, in bad weather and heavy seas.n The crew of the US Coast Guard rescue helicopter 6022, with spec ia l indiv idual recognition to rescue swimmer AST2 Sara Faulkner, for rescuing, at night, all three people from the yacht, Arktur. n Chief engineer Anthony Gervasio and Louis Longlois, of the offshore supply vessel Damon B Bankston for placing their own lives at risk while rescuing survivors from the Deepwater Horizon mobile offshore drilling unit, in the Gulf of Mexico in April 2010.

MEMBERS of the Falmouth Maritime Rescue Co-ordination Centre with their Certificate of Commendation.

THE British Prime Minister, David Cameron, announced in November that gun laws would be relaxed to allow private armed guards on UK-flag ships. Mr Cameron told the BBC that Somali piracy was “a complete stain on our world”. Alastair Evitt, president of ship managers’ organisation InterManager, said it was a quantum leap in public perception to hear the issue of piracy and merchant shipping addressed by the UK Prime Minister so openly and frankly.

InterManager gave one of the most enthusiastic re-sponses to the move, saying it was delighted “after months

of campaigning, to hear the public vilification of piracy issued by the UK Govern-ment”.

The ship managers’ body went on to say that the UK Government’s recognition of the value of armed guards, and the right of the owner and manager to deploy them in the right circumstances, was a great lead and it be-lieved that this stance should be adopted by all flags and charterers that still didn’t support it.

Other shipping industry bodies were, however, more guarded. Gavin Simmonds, head of security and defence at the UK Chamber of Shipping

said: “We have supported the move to decriminalise the carriage of private armed security, but believe it needs to be the decision of individual shipowners to use them where they think appropriate.” But he warned that using armed guards risked escalating confrontations with pirates.

In a similar vein, the gen-eral secretary of seafarers’ union Nautilus International, Mark Dickinson, commented that there continued to be grave unanswered questions about liability and respon-sibility associated with the use of weapons on board merchant ships.

THE Maritime Piracy Humanitarian Response Programme (MPHRP), launched last September, has released its first good practice guides. The new guides are intended to help shipping companies and manning agents to offer the best possible support to seafarers and their families who are trying to cope with the physical and mental trauma caused by torture and abuse at the hands of pirates. They can be seen online at www.mphrp.org/publication.php Similar guides for chaplains and welfare workers, and for trade unions will follow in early 2012.

The MPHRP is a cross-industry initiative, funded by the ITF’s Seafarers’ Trust charity and the TK Foundation.

Lull in pirate attacks off Horn of Africa

Good practice guides

THE International Trans-port Workers’ Federation (ITF) has declared the Faroe Islands National and International Ship Register (FAS), the country’s second register, a flag of convenience (FOC).

The ITF said that Norlines, whose fleet was almost wholly Norwegian-flagged, had reflagged to the FAS and begun laying off Norwegian crew, who had been replaced with Philippine and Polish na-tionals. Only two of the Norwegian beneficially owned vessels were fully manned by Faroese crew. The ITF complained that a similar pattern had been identified with Swedish-owned vessels.

ITF maritime co-ordi-nator Steve Cotton said this was a move the ITF had taken reluctantly, and only after a lengthy search for a solution, which had involved the Faroese maritime unions. He added that the move was likely to mean a new age of scrutiny of vessels under the Faroese second register.

ICS links up with Oxfam and WWF

THE judgement of master of the contain-ership Boxford, which collided with the trawler Admiral Blake in the Channel earlier this year was “impaired to some degree by fatigue and stress” an inquiry has found.

The UK Marine Accident Investigation Branch also found nu-merous shortcomings on the Boxford’s bridge but praised her master for successfully rescu-ing one of the trawler’s crew from the sea.

THE International Cham-ber of Shipping joined forces at the United Nations Climate Change Conference in Durban, South Africa, with Oxfam and the World Wildlife Fund (WWF) to call on delegates to allow the International Maritime Organisation to work out the details of how shipping emissions could be tackled using Market Based Measures.

The three organisa-tions say that an effective regulatory framework for curbing emissions of CO2 from interna-tional shipping must be

global in nature and designed to reduce the possibility of “carbon leakage”, while taking full account of the best interests of developing countries and the Kyoto principle of “com-mon but differentiated responsibilities” and respective capabilities.

THERE could be a major downturn in the north-ern European ferry industry in 2015 if own-ers’ fears are borne out. Ferry owners’ association Interferry says that the region’s ferry operators face a near-impossible choice in trying to meet the 2015 deadline for ul-tra-low sulphur emissions from bunker fuel.

It warns that the low-sulphur legislation will prompt an environ-mentally damaging shift from short-sea to land transport, and will have severe financial impli-cations for the overall European economy.

It says the European Commission’s measures to assist the industry are unrealistic and will not stop this environmentally damaging shift.

A 27,200 DWT open-hatch bulk carrier being built at Japanese shipyard Naikai Zosen Corporation for Nissho Shipping has become the first vessel complying with the re-vised and now mandatory International Maritime Sol-id Bulk Cargoes (IMSBC) Code, which governs the carriage of cargoes which may liquefy, to receive approval from the Panama Maritime Authority.

The certification was obtained with technical assistance from ClassNK, which points to increas-ing concern over nickel cargoes linked to several sinkings last year.

Downturn warning for ferries

CUNARD Line, a UK-based subsidiary of Carnival Corporation, is switching its three-ship fleet to the Bermuda register. Reflagging the Queen Mary 2, Queen Victoria and Queen Eliza-beth to the UK overseas territory has been linked by the company to a ban on conducting weddings on UK-registered ships. The company also says that a change in the law, requiring EU citizens em-ployed on UK-flag ships to be paid at the same rates as UK residents, was also a factor.

THE European Harbour Masters’ Committee (EHMC) on mooring safety has launched a new DVD entitled The Missing Link, improving the mooring process. The new DVD has been produced in partnership with, among others, the Nautical Institute and the liability insurer, the UK Club, which the EHMC says, contributed “valuable input and knowhow”.

The UK Club says that it has for a long time been very concerned about the number and severity of

accidents which occur when ships are under tow or are engaged in mooring alongside. Even fatalities to crew and to shoreside mooring gangs are not rare occurrences, says the club, while far too many incidents result in injuries that will end a seafarer’s or stevedore’s career.

Despite much publicity regarding the risks – the “do’s and do not’s” – when working as part of a mooring party, the club says the claims still keep coming in, often accompanied by horrific photographs.

jan/feb 12 the sea 3

Action call on HIV/AIDS awareness

Record book updated

Remarkable rescue after fatal sinking

Boxship sails on after crash

Guide to maintaining lifting appliances designed to prevent injuries

Spotlight on mooring safety

£6.5m in grants given to welfareprojects

‘Shipowners will have to cut costs to survive’

Fewer containership companies predicted as losses grow

World’s largest heavy lift ship under construction

SHIPOWNERS in all parts of the industry will have to concentrate on

cutting costs to survive over the next few years and there are likely to be fewer container shipping companies as their losses grow and lines are forced to merge or pull out, according to industry experts. The experts also warn that continuing low freight rates are likely to mean more shipowners getting into financial difficulties and that shipping’s problems could add to the global economic problems as ship values fall.

Martin Stopford, managing director of Clarkson Research Services Limited (CRSL), told delegates at a recent seminar that shipowners would have to concentrate on controlling costs in the face of overcapac-ity. He outlined three themes for the coming decade: ship-yard overcapacity, energy costs and the environment. All were linked, he said, and would lead to a renewed focus on costs.

Mr Stopford went on to say that shipbuilding overca-pacity would mean cheaper ships and greater willing-

ness to do innovative work, while lower ship earnings would push the strategic fo-cus towards cost control. He added that high energy costs would push up bunker prices while environmental pres-sure would increase because shipping was seen to have an oversized carbon footprint.

One sign of the pressure now on shipping companies was that the major US-based tanker owner Genmar filed for bankruptcy protection in No-vember. To add to the general gloom, in a grimly titled re-port, Dry Bulk Shipping – Capes of No Hope?, the accounting firm PwC has underlined the particular problems now fac-ing the capesize dry bulker fleet. It stresses the risks of a distorted shipping market as the capesize fleet soars in size while demand for seaborne iron ore largely stagnates. It notes that there are cur-rently 1,200 capesize vessels worldwide, with a total value of US$45 billion. However, PwC points out, it is estimated that a further 450 more are on order over the next three years,

which will flood the market and could cause ship values to go even lower.

David Smith, an assistant director at PwC Strategy, warns that dry bulker owners assume that Chinese demand for iron ore will continue to grow rapidly but the firm expects growth to be much lower in the future. It adds that low rates over a prolonged period will make it difficult for ship-owners to keep up payments to banks, pointing out that UK banks alone are thought to have lent over US$50 billion to shipowners.

Meanwhile, in the con-tainer trades, Malaysian own-er MISC has decided to pull out of container shipping entirely, to concentrate on its LNG, oil and chemical tanker fleets. It said that “with the pursuit of size being the centre of this change, lead-ing operators are now testing the size limits of vessels in order to maximise economies of scale and realise greater cost efficiency. This push for investments in larger vessels comes at a time when op-

erators are struggling to stay profitable with a depressed freight rate environment, which is not expected to im-prove any time soon due to the continued heavy delivery of new container vessels.”

The trend towards fewer companies operating con-tainerships is also likely to be driven by mergers, with the Japanese carriers openly talk-ing about the possibility of the country’s three main carriers coming together, something that has previously been seen as unthinkable.

Shipbroker Braemar Sea-scope said containership op-erators were ordering ever larger vessels even in the face of a weak freight-and-time charter environment during 2011. Although that might appear to go against common sense, according to the com-pany it reinforces a trend that is at least five years old. The shipbroker said containership operators could not control freight rates but could control the unit cost of shipping each container through economies of scale.

THE construction of the world’s largest heavy lift vessel, the Dockwise Vanguard, is under way at Hyundai Heavy Industries, South Korea. She will be the first semi-submersible heavy lift vessel to be built in accordance with classification society DNV’s new rules for this type of ship. Due for completion in late 2012, she will be able to lift and transport units of up to 110,000 tonnes.

The maximum capacity of an existing vessel is 75,000 tonnes.The vessel has no forecastle, which allows her to carry cargo

of “unlimited” length. Her deckhouse is mainly positioned outside the hull, allowing her to carry 70-metre-wide cargo. Her first cargo is already booked: the Jack St Malo platform hull is to be carried from South Korea to the Gulf of Mexico.

Injuries from mooring incidents

A NEW pocket guide to help shipowners and operators understand the importance of professional maintenance and survey preparation for marine lifting appliances has been published by Lloyd’s Register. Survey and Examination of Ships’ Lifting Appliances has been produced in conjunction

with the UK P&I Club and crane manufacturers MacGregor and Liebherr.

Karl Lumbers, the UK P&I Club’s loss prevention manager, stressed that breaking wires or a lack of maintenance on stores and cargo cranes could result in severe injuries to seafarers.

IN November last year the ITF Seafarers’ Trust, the charity arm of the International Transport Workers’ Federation, announced that grants totalling £6.5 million were to go to five differ-ent projects dealing with the welfare of seafarers, bringing the total to that point in 2011 to £9m.

The largest grant, of £5 million, was for Seafarers’ Rights Inter-national for its five-year programme aimed at advancing the legal rights of seafarers.

The cross-industry Maritime Piracy Hu-manitarian Response Programme, is to receive £750,000 over three years towards its £3.3 million programme ad-dressing the problems facing seafarers and their families affected by pira-cy. The other recipients were: SeafarerHelp, a 24-hour multilingual hel-pline for seafarers (see pages 4-5); a project to increase the capacity of the Philippines’ seafar-ers’ health services to deal with blood cancers, and the German Sea-men’s Mission hostel in Bremerhaven.

AN International Transport Workers’ Federation (ITF) survey examining the poten-tial impact of HIV/AIDS among port communi-ties, and their attitudes to it, has illustrated the need for union action and support, according to the ITF.

The survey found that HIV/AIDS is an issue of concern in the port sector, and that, as with other transport sectors, there is a need for behavioural change and for the gaps in awareness and knowl-edge that are identi-fied to be addressed.

FOLLOWING last year’s amendments to the International Maritime Organisation’s (IMO) Standards of Training, Certification and Watchkeeping (STCW) Convention, Marisec Publications has launched a new updated and expanded version of its widely used On Board Training Record Book for Deck Ratings. The 2010 amendments to the

IMO STCW Convention, which enter into force in 2012, will make it mandatory for trainee deck ratings to use a training record book to provide evidence of structured onboard training.

A similar On Board Training Record Book for Engine Ratings is to be published shortly. This will cover the new STCW grade of able seafarer engine.

THE Gibraltar-registered container feeder vessel Philipp failed to stop after colliding with a fishing vessel in April off the Isle of Man, ac-cording to a UK Marine Accident Investigation Branch (MAIB) report. There were no injuries or pollution but the fishing vessel Lynn Marie was badly damaged and was towed to Port St Mary, Isle of Man.

After the collision, neither her officer of the watch (OOW) nor her master tried to communicate with the Lynn Marie to see if she required assistance. The containership’s master only contacted the coastguard when his ship was some 20 miles away from the location of the collision.

The MAIB says Philipp’s OOW had not properly assessed the risk of collision and had contravened the colli-sion regulations. The Lynn Marie’s wheel-house watchkeeper did not notice Philipp’s alterations of course towards his vessel and did not realise that collision was imminent until it was too late to take effective avoiding action.

SIX seafarers died when the 26,589 dwt South Korean-flag bulk carrier, Bright Ruby, sank in heavy seas just south of Hong Kong in late November. The other 15 crew members were, however, saved in a remarkable rescue operation involving eight merchant ships, which responded to a distress call from the sinking vessel.

Five of the ships managed to rescue survivors. The Hong Kong-registered Jin Guang Ling rescued ten men, the Greek-owned Common Spirit, rescued two men and Evergreen Line’s Uni-Aspire rescued one man, as did the Liberian-flagged Cap Norte, and the Singapore-flag Maersk Cunene.

IN the UK, there’s an often-used proverb which runs: “a problem shared is a problem halved”.

For many people, the opportunity to discuss a problem with a friend is one way to help relieve the burden and possibly bring about a solution. But what happens when you’re a seafarer thousands of miles away from your friends and loved ones? Relationship worries, a family death, bullying, loneliness, fear and depression – these are the kinds of issues that seafarers can face, and many will seek out the help of a chaplain when they are in port. But sometimes a chaplain might not be available, or assistance might be needed in a different language. For

these occasions there is a telephone service called SeafarerHelp.

Andy Buxton is the business development manager of the London-based telephone helpline. “We don’t work in isolation,” he says. “We’re very much part of the international welfare response. The operators who run the switchboard speak many different languages and are trained to put seafarers in touch with someone who can help.”

SeafarerHelp is provided by the International Seafarers’ Assistance Network and has been in operation since 2005. It is a service that was set up by several organisations and is funded by the TK Foundation, Seafarers’ UK and the ITF Seafarers’

Trust – three groups dedicated to funding maritime welfare services.

“We are able to help seafarers in their own language – our operators speak Tagalog, Russian, Turkish, Chinese, Arabic and Polish, among others, but these are the more popular ones,” says Andy as we chat about the work of the helpline.

“All of our cases are treated con-fidentially and we never name sea-farers. A lot of our requests for help are simple problems – lost papers, sickness, or help with contacting family members back home. Others are more sensitive and can involve one seafarer or a whole crew. We currently have 300 cases on our books dealing with a wide range of issues. In the past month we have had 77 new cases and assisted over 250 seafarers around the globe.”

Andy says that there are many ways that seafarers can contact the helpline. As well as a traditional tel-ephone number, they take requests for help by text message, mobile phone calls, email and letters.

“In many port centres we leave business cards for seafarers to pick up and chaplains often display posters which give our information. We know that telephoning can be expensive and so we offer to call seafarers back so that they don’t incur charges. We also have a Face-book page and receive quite a few requests for help through that.

“Our service is entirely impartial as well as confidential,” he says. “When a seafarer telephones us we assess the problem and see if we can help. If it’s an immediate issue, for example a crew needing food, then we can notify a local chaplain or ITF inspector who can take sup-plies to the ship. If the case is more complex then we can refer them to a specialist. We have good relations

with chaplains from all the faith-based missions, ITF inspectors and other groups dedicated to helping seafarers – we’re definitely not an island.”

For Andy, developing the call centre is a world away from his former job as a civil servant. But he has a lot of experience in marketing and managing organisations and really enjoys the work.

“In the future, we hope to expand our services to include as-sisting port chaplains by taking ‘out of hours’ messages for them and we have recently announced a merger with the International Committee on Seafarers’ Welfare which will strengthen our two organisations’ ability to assist crews.”

During our conversation, Andy

told me many stories about how the helpline has assisted seafarers. One was about a seafarer who wanted to go home because he was being bullied on board by his shipmates. Then there was help given to the wife of a mariner who had died in a foreign airport while waiting to fly home. The helpline’s translators were able to put the wife in touch with a local port chaplain who as-sisted in getting the seafarer’s body sent home.

A particularly dramatic tale concerned the recent Japanese earthquake and subsequent tsunami. “We received a telephone call late in the afternoon from a seafarer’s sister asking if we could help. She was from England and had found our website via Google. She knew that

her brother was working on a ship near Japan but didn’t know how to get hold of him to make sure he was all right. Our team immediately set to work and, despite the communication problems, managed to contact a local ITF inspector in Japan who could investigate. Within a few hours we could report that the woman’s brother was on board his ship and that everyone was safe. It was a miracle considering the seriousness of the earthquake and the damage it had caused, but it’s a story of which we are particularly proud.”

Of course, not all requests for help are that dramatic. “A request can be as simple as a seafarer want-ing to talk to someone in his own language,” says Andy. “We find that listening is the key – if you start a conversation then if there are other problems they will start to emerge.”

But the helpline isn’t just for seafarers. The translators can be particularly useful for port chap-lains. “We’re here to make sure everyone gets the best information and understands it,” Andy says. “I would definitely recommend that chaplains bear in mind the services we offer. If a seafarer needs help but there is a problem with comprehen-sion, then he can give us a call and we can relay the information he needs to know. We can help share the problem.”

4 the sea jan/feb 12

NEWS MICHAEL GREY

jan/feb 12 the sea 5

Mission to the rescue of stranded pair

Warning on reefer container danger

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Ask for it at your seafarers’ centre

A problem shared is a problem halved

Accidents sometimes happen...There is a feeling of sadness at any pollution, but there is an even greater sadness when the master and second officer of a wrecked ship have to be kept hidden for their own safety, says Michael Grey

The grounding of the container-ship Rena on an off-lying reef on the east coast of

New Zealand’s North Island has been a deeply regrettable accident. The feeling of sad-ness at such an event is only partly mitigated by the work of the salvors, who have done wonders pumping most of the oil off the wreck, and the ef-forts of huge numbers of local volunteers who have cleaned the polluted beaches.

It was a matter of even greater sadness to learn that the master and second officer of the wrecked ship, who have already faced criminal charges in the local court in connec-tion with the grounding and consequent pollution, have been kept at a secret location and their identity concealed for their own safety, while they await trial.

Any oil pollution is serious, and harm to wildlife or the en-vironment makes people very angry indeed in an age that is markedly intolerant of spilt oil. Many will be incandescent with rage about dead birds, while remaining relatively unaffected by news of dead seafarers. And

even though we now live in an age where accidents are rarely acknowledged as such and give rise to instant demands to know who is to blame, there remains such a concept as being innocent until proved guilty. And with an investiga-tion into the stranding of the ship still under way, nobody surely knows enough about the circumstances to take their anger out on the crew members who have been detained.

A certain amount of heavy oil washed ashore from the wreck on a fragile coastline just gearing itself up for the south-ern summer season, but it seems the situation was noth-ing like as bad as it could have been if all the bunkers had escaped. And while one should never attempt to minimise the effects of such spillages, it is worth pointing out that there is a well practised and highly developed system of compensation, and the world-renowned expertise of special-ist organisations such as the International Tanker Owners Pollution Federation will help to ensure that the harm done is minimised.

But it is worrying when we hear that seafarers caught up

in such incidents have to be protected from members of the public lest they take matters into their own hands. It is a measure of both the intoler-ance of those who live amidst a “blame culture” and the fact that there really is no such thing as an “accident” any more. Even more serious is the fact that the life and work of the seafarer is now so remote from shore life that nobody understands what life and work is like aboard a ship.

This is plainly obvious when seafarers find themselves arraigned before magistrates and judges who clearly have no idea whatsoever about ship operations. There was a classic case of such ignorance a few years ago in a French court when the master of a ship ac-cused of spilling oil in coastal waters was fined an enormous sum on the basis of an aerial photograph. This showed the ship steaming from south to north, moving through a wide

wind-blown slick (which may or may not have been oil) stretching from east to west. No other evidence was offered but the judge pronounced the master and the shipowner guilty, which was a ludicrous decision. One might think of other cases where there has been no attempt to consider mitigating circumstances such as the weather, or the fact that ships are large objects that cannot move around instantly and at will. The treatment

of the officers of the VLCC Hebei Spirit by the South Korean courts will long be remembered for the illogical-ity of their decisions and the injustice, which took a global outcry to reverse.

In pollution cases, sensible judgement seems often sus-pended by the need to reflect society’s abhorrence of spilt oil. It overrides any sense that shipping is a vital element in global trade, particularly so in places like New Zealand,

where dependence upon merchant shipping is almost total. An earlier generation, not brought up to believe that environmentalism was a religion, would look more charitably at the ships that brought them their manufac-tured goods and took all their produce to market. In those days, seafarers who made operational errors would not be regarded as criminals who had to be concealed for their own safety.

Some say that the gigan-tic amounts which are levied on insurers of ships that spill oil themselves act as a sort of spur to public outrage, hugely encouraging the compensa-tion lawyers to bid up the legal process through punitive and consequential damages in a way that would have seemed ridiculous in another age. And it is true that every oil spill is almost an “industry” in its own right, as a huge pot of “free” money is there to pro-vide compensation. The more rage and indignation that can be stoked up after a marine ac-cident, with the poor seafarers really just among the “collat-eral damage”, the better it will be for those seeking compensa-tion when these matters are finally decided in court.

It was said that a collision at sea “can spoil your entire day”. An oil spill can wreck lives and careers and require those who might have been responsible to be hidden “for their own safety”. Accidents do sometimes happen, and as long as ships are run by human beings on the hostile element that is the sea, we should perhaps be a little more understanding.

THE Rena aground off the coast of New Zealand (above) and a volunteer gathers dead seabirds killed by thick fuel-oil from the stricken vessel. (Photos: Reuters)

THE SeafarerHelp information card

Ben Bailey meets Andy Buxton of SeafarerHelp, the telephone helpline for seafarers

DAVID Dearsley (right), a former seafarer who was with the International Shipping Federation for many years, training new operators for SeafarerHelp.

THE International Transport Workers’ Federation (ITF) has warned of the danger of reefer containers exploding while be-ing carried on board ship. The warning came after Maersk Line quarantined some 900 reefer container units following three fatalities last year which were linked to maintenance work carried out on reefer containers in Vietnam.

According to press reports in November, at least four refriger-ated containers, used by differ-ent lines, exploded during 2011. Although as yet unconfirmed, it is suspected that some reefers may have been topped up with contaminated gas, causing them to be potentially explosive un-der certain conditions

ITF seafarers’ section secre-tary Jon Whitlow said the ITF was extremely concerned for the welfare of workers on ships who might be unaware that a

defective container was being carried on board. And while the organisation acknowledged that the maritime community was moving fast to provide the necessary information and advice on how to handle the contaminated containers in ports, it said it hoped that the same approach and priority was being given to adequately in-forming onboard safety officers in order to protect the integrity of seafarers and ships.

“While, of course, the explosion of a container ashore is a tragic event,” Mr Whit-low added, “we think that a similar explosion on board a vessel could have potentially catastrophic effects on workers, ships and the environment.”

Meanwhile, another global container shipping line, APL, has confirmed that its refriger-ated container fleet is safe and announced new precautions to

prevent equipment mishaps.The declaration followed re-

ports of incidents on other lines. Eric Eng, vice president of APL’s Global Refrigerated Trade, said they had reviewed their inspec-tion records and procedures and were fully confident that their refrigerated containers were safe and in cargo-worthy condition. “But to allay concerns, we are adding new certification require-ments, stepping up our inspec-tion programme and strength-ening maintenance procedures.”

The ITF has informed its docker, seafarer and road and rail affiliates of the safety con-cerns and advised them to fol-low up with their local health and safety authorities. General safety advice includes not con-necting suspect reefer units for recharging and keeping them in isolated zones where there are no people or crossing vehicles.

“YOU’RE the best possible Christmas present, Daddy”, grinned seven-year-old Michele, hugging the seafarer who had just walked unexpectedly into the home he had not seen for many months.

This joyful reunion had looked impossible even one day before. Stranded for months in the port of Falmouth in the west of England, George and his fellow Romanian, Florin, had been innocent victims of their shipowner’s failure to pay their wages, leaving them destitute in a strange land.

The two were employed as watchkeepers on a reefer laid up in the River Fal. Each was owed thousands of dollars and the conditions on board were deplorable.

“The generator kept break-ing down so we didn’t have electricity, and we had to

shower using rain water. It was cold on the ship at night and hard for us to sleep. We had no fridge so couldn’t keep food fresh. We were living out of tins – the chandler only delivered food every two weeks, but that stopped when he didn’t get paid. We were panicking. We found a rod on board and caught fish from the river for food,” said George.

When The Mission to Seafar-ers discovered the men’s plight, its Falmouth chaplain, the Revd Mark Mesley, visited them, provided pocket money and a heater, and liaised with other agencies to find a solution. In due course, the Maritime and Coastguard Agency ordered the men off the insanitary vessel.

“Father Mark was very important. If he hadn’t helped us our problems would not have been identified and we would

still be on the vessel. The Mis-sion was a huge help. We are very grateful,” said George.

But as claims were lodged against the shipowner, the vessel was arrested by the UK’s Admi-ralty Marshal. George and Flor-in’s backpay would now be part of any deal brokered by lawyers for the shipowner and creditors. This could take months, while in Romania, their families were in debt and hungry, running up new debt daily.

“It was extremely difficult,” George’s wife Simina said. “I have no words to describe how bad it was. My telephone line was cut for non-payment, and I lost the only direct way to contact George. We were living on leftovers from the neigh-bours. The electricity was cut off and I couldn’t afford heating. I had no support – I would have had to start begging to give the children a Christmas. I couldn’t face the possibility that my hus-band would come home with no pay. It had been four months and he was the only hope we had to pay the debts. If I’d been alone, I’d have contemplated suicide but I had responsibilities towards my young sons.”

The Mission, which pro-vides emotional and practical support for seafarers and their families, decided to step in with an interim payment to enable George and Florin to return home to their families. “For us, the Mission really is a Flying Angel,” said George

ABOVE: George and Florin, seen with The Mission to Seafarers’ Falmouth chaplain Mark Mesley (far right), faced an uncertain future until the Mission stepped in and made their return home possible. Right: George’s wife and family show their delight at the happy outcome of the case. (Photos: Ben Bailey)

К моменту написания этой статьи еще десять стран должны ратифицировать Конвенцию о работе на водах 2006 года (Maritime Labour Convention, MLC 2006), после чего она сможет полноценно защищать права моряков. Конвенция вступит в силу спустя год после ее ратификации тридцатью странами.

Конвенция MLC-2006 является самым значимым документом в истории защиты прав моряков. В ней приведено подробное описание их прав как в историческом аспекте, так и с точки зрения реалий современных морских перевозок. Конвенция устанавливает стандарты в отношении условий занятости, часов работы и отдыха, условий проживания, объектов развлекательной инфраструктуры, питания и провизии, здравоохранения, медицинской помощи, благосостояния и социальной защиты моряков, регулирует условия труда и размещения, а также рассматривает системы контроля стран флага. Конвенция MLC-2006 стала первой конвенцией Международной организации труда, которая предусматривает права моряков, распространяющиеся на увольнение на берегу. Кроме того, конвенция обеспечивает морякам механизм подачи жалоб как на борту, так и на берегу. Наиболее важными аспектами конвенции стали ее основополагающие принципы уважительного и достойного отношения к морякам.

Положения о соблюдении и применении Титула 5 стали одними из самых значимых нововведений конвенции MLC-2006. Каждое

судно подлежит досмотру и сертификации на соответствие MLC-2006 инспекционными органами страны флага. Кроме того, такое соответствие должно подтверждаться инспекционными органами страны порта.

Однако в положения о соблюдении и применении Титула 5 не включен один важный аспект конвенции MLC-2006, касающийся обязанностей стран порта предоставлять морякам доступ к культурным и социальным объектам на берегу.

Нормативный акт 4.4 конвенции MLC-2006 содержит целый ряд требований и рекомендаций в отношении расположенных на берегу культурных и социальных объектов и услуг для моряков. Даже несмотря на то, что это не указано в требованиях к соблюдению нормативного акта, страны-члены в равной степени обязаны полностью выполнять положения об обеспечении культурно-бытовых потребностей моряков на берегу, как и все прочие положения MLC-2006 (см. Титул 5.1.).

Целью нормативного акта 4.4 и его руководящих указаний и стандартов является «обеспечение доступа моряков, находящихся на борту судна, к культурным и социальным объектам и услугам на берегу, призванным служить охране их здоровья и благополучия». В этой связи страны-члены обязаны возвести в своих портах объекты удовлетворения культурно-бытовых потребностей моряков, а в тех портах, где такие объекты уже есть, обеспечить их доступность для моряков. В

частности, страны-члены должны: требовать, чтобы существующие объекты удовлетворения культурно-бытовых потребностей были доступны для использования всеми моряками, независимо от их национальности, вероисповедания, политических взглядов, социального происхождения или от страны флага, установленного на судне их работодателя; совместно с владельцами судов и организациями по защите прав моряков содействовать строительству объектов удовлетворения культурно-бытовых потребностей; способствовать формированию комитетов по вопросам бытового обслуживания для проведения проверок соответствия таких объектов и услуг изменяющимся потребностям моряков.

В большинстве портов мира обязанности по строительству и эксплуатации объектов удовлетворения культурно-бытовых потребностей на берегу возлагаются на добровольческие организации по обеспечению бытового обслуживания моряков.

Основной проблемой для большинства таких организаций является сбор достаточных средств для поддержания работы по оказанию соответствующих услуг морякам. Конвенция MLC-2006 требует от стран-членов способствовать работе таких объектов, однако не требует их финансировать. Согласно нормативному акту В4.4, финансирование

6 the sea jan/feb 12

JUSTICE MATTERS BY DOUGLAS STEVENSON

El CTM 2006 y el bienestar de los marinos

MLC 2006 and seafarers’ welfare

Продолжение на стр. 7

MLC-2006 и обеспечение культурно-бытовых потребностей моряков

AS I write this, only ten more countries are needed to ratify the Maritime Labour Conven-tion 2006 (MLC 2006) before it can reach its full potential of protecting seafarers. It will come into force one year after 30 countries have ratified it.

MLC 2006 is the most significant development in the history of seafarers’ rights law. It provides a compre-hensive statement of seafar-ers’ rights that reflects both historic seafarers’ protections, and the realities of modern shipping. It includes stand-ards for conditions of employ-ment, hours of work and rest, accommodation, recreational facilities, food and catering, health protection, medical care, welfare and social secu-rity protection for seafarers,

regulating recruitment and placement services, and flag state inspection systems. For the first time in any ILO convention, MLC 2006 includes seafarers’ rights to shore leave. It also provides seafarers with a mechanism for making complaints both on board and ashore. The most important aspects of the convention are its underlying principles of respecting and honouring seafarers.

The Title 5 compliance and enforcement provisions are among the most impor-tant innovations of MLC 2006. Every ship must be inspected and certified for compliance with MLC 2006 by its flag state. Compliance is also verified through port state control inspections.

However, one impor-tant aspect of MLC 2006 is not included in the Title 5 compliance and enforcement provisions: port states’ obliga-tions to provide seafarers with access to shore-based welfare facilities.

Regulation 4.4 of MLC 2006 contains a number of re-quirements and recommenda-tions on shore-based facilities and services for seafarers. Even though not included in the enforcement requirements, member countries are as obli-gated to fully implement the shore-based seafarers’ welfare provisions as any of the other MLC 2006 provisions. (See Title 5.1.)

The purpose of regulation 4.4 and its guidelines and standards is to “ensure that

seafarers on board a ship have access to shore-based facilities and services to secure their health and well-being”. To this end, member countries are obligated to promote the development of seafarers’ welfare facilities in its ports, and where such facilities exist, to ensure that they are easily accessible to seafarers. Specifi-cally, member countries must: require that existing welfare facilities are available for use by all seafarers irrespective of nationality, religion, political opinion or social origin, or the flag state of the ship on which they are employed; promote the development of welfare facilities in consul-tation with shipowners’ and seafarers’ organisations; encourage the establish-

ment of welfare boards to review welfare facilities and services to ensure that they are appropriate to the chang-ing need of seafarers.

In most ports around the world, obligations to estab-lish and operate shore-based seafarers’ welfare facilities are satisfied by voluntary seafar-ers’ welfare organisations.

An on-going challenge for most voluntary seafar-ers’ welfare organisations is getting enough money to maintain their services for seafarers. MLC 2006 requires member countries to promote shore-based seafarers’ welfare facilities, but it doesn’t require them to actually pay for them. Guideline B4.4.4 recognises that funding for port welfare facilities can come from a variety of sources, including public funds, port levies, and voluntary contributions.

Member countries and welfare committees can do a lot to encourage voluntary do-nations by publicising seafar-ers’ and shipping’s contribu-tions to economic prosperity, by validating the importance of providing seafarers with appropriate facilities in ports, by encouraging donations to non-profit seafarers’ welfare organisations, and by creating tax and other incentives for donors.

Maintaining appropriate port welfare facilities is not just the obligation of member states, and shipowners’, sea-farers’ and voluntary seafar-ers’ welfare organisations. All maritime stakeholders, and the wider public which benefits from shipping, must ensure that MLC 2006 is fully implemented, especially by providing seafarers with proper port welfare facilities.

EN el momento en que escribo esto solo hace falta que diez países más ratifiquen el Convenio sobre el trabajo marítimo de 2006 (CTM 2006) para que pueda alcanzar todo su potencial en cuanto a la protección de la gente de mar. Entrará en vigor un año después de que lo hayan ratificado treinta países.

El CTM 2006 es el avance más significativo en la historia de la legislación de los derechos de los marinos. Ofrece una declaración exhaustiva de los derechos de los marinos que refleja tanto los recursos que siempre han existido para la protección de la gente de mar como las realidades de la navegación moderna. Incluye normas relativas a las condiciones de empleo, las horas de trabajo y de descanso, el alojamiento, las instalaciones de ocio, la alimentación, la protección sanitaria, la atención médica, el bienestar y la seguridad social para los marinos. Además, regula la contratación y los servicios de colocación, así como los sistemas de inspección de los países de abanderamiento. Por primera vez en un Convenio

de la OIT, el CTM 2006 incluye el derecho de los marinos al permiso en tierra. También ofrece a los marinos un mecanismo para presentar quejas tanto a bordo como en tierra. Los aspectos más importantes del convenio son sus principios subyacentes de respeto hacia los marinos.

Las disposiciones de cumplimiento y ejecución del Título 5 suponen una de las novedades más importantes introducidas en el CTM 2006. Todos los buques deben ser inspeccionados por el país de abanderamiento, que deberá certificar el cumplimiento del CTM 2006. El cumplimiento también se comprueba mediante inspecciones por parte de las autoridades portuarias.

No obstante, hay un punto importante del CTM 2006 que no está incluido en las disposiciones de cumplimiento y ejecución del Título 5: la obligación del Estado titular del puerto de ofrecer a los marinos acceso a instalaciones de bienestar en tierra.

La regla 4.4 del CTM 2006 contiene una serie de requisitos y recomendaciones sobre las instalaciones y los

servicios en tierra para los marinos. A pesar de que no se incluyen en los requisitos de ejecución, los países miembros tienen la misma obligación de ofrecer esos servicios de bienestar en tierra para los marinos que de cumplir cualquiera de las otras disposiciones del CTM 2006. (Consultar el Título 5.1.)

El propósito de la regla 4.4 y sus pautas y normas es “velar por que los marinos tengan acceso a instalaciones y servicios en tierra a fin de proteger su salud y bienestar”. Con esta finalidad, los países miembros tienen la obligación de promover la construcción, en sus puertos, de instalaciones de bienestar para los marinos y, cuando dichas instalaciones ya existan, garantizar que sean de fácil acceso para la gente de mar. En particular, los países miembros deben: exigir que las instalaciones de bienestar existentes estén a disposición de todos los marinos, independientemente de su nacionalidad, religión, opiniones políticas u origen social, y de cuál sea el Estado del pabellón que enarbole el buque en el que trabajan;

promover la construcción de instalaciones de bienestar en consulta con las organizaciones de armadores y de marinos; alentar el establecimiento de comisiones de bienestar encargadas de examinar las instalaciones y los servicios de bienestar a fin de cerciorarse de que sean apropiados a las necesidades cambiantes de la gente de mar.

En la mayoría de los puertos en todo el mundo, son las organizaciones voluntarias para el bienestar de los marinos las que satisfacen la obligación de establecer y dirigir las instalaciones de bienestar en tierra para marinos.

Para esas organizaciones, contar con suficiente dinero para mantener sus servicios a los marinos es un reto constante. El CTM 2006 exige a los países miembros que promuevan las instalaciones de bienestar en tierra para marinos, pero no les exige que las financien. La directriz B4.4.4 admite que la financiación de instalaciones de bienestar en los puertos puede proceder de diversas fuentes, como los fondos

públicos, los impuestos portuarios y los donativos.

Los países miembros y las comisiones de bienestar pueden hacer mucho por fomentar los donativos. Pueden, por ejemplo, publicitar la contribución de los marinos y la navegación a la prosperidad económica, validar la importancia de ofrecer a los marinos instalaciones adecuadas en los puertos, fomentar los donativos a las organizaciones sin fines de lucro que trabajan por el bienestar de la gente de

mar e introducir incentivos fiscales y de otro tipo para los donantes.

La obligación de mantener instalaciones de bienestar adecuadas en los puertos no corresponde solo a los países miembros, los armadores, los marinos y las organizaciones voluntarias para el bienestar de los marinos. Todos los agentes del sector marítimo y la población en general, que se beneficia de la navegación, deben velar por que el CTM 2006 se aplique en su totalidad, en particular mediante la provisión de instalaciones de bienestar en tierra adecuadas para los marinos.

Этот год пролетел очень быстро, и вот на пороге уже Новый год, который для многих из нас, в том числе и для меня, знаменует начало чего-то нового.

Я часто задумываюсь над тем, как много моряков несут службу в море. Некоторые из них годами работают на одной и той же судоходной линии или на одном и том же судне, но ведь и в этом случае часто бывает так, что маршруты меняются и они уже никогда не возвращаются в однажды покинутый порт.

За те пять лет, что я прослужил в Феликсстоуве, я повидал много моряков — некоторых лишь однажды, но большинство все же много раз, когда их суда регулярно возвращались в порт.

Все эти годы я наблюдал, как моряки уходили в увольнение в отличном настроении, а по возвращении выглядели чуть менее счастливыми, но тем не менее довольными тем, что подписали новый контракт на девять или более месяцев. На службе они часто вспоминают о чудесных моментах, проведенных с семьей. Эти моменты редко, но все же бывают и огорчительными.

Для моряков, которые в разное время служат на разных судах, возвращение на борт может стать тяжелым испытанием, так как, вероятнее всего, они не встретят там своих знакомых. Но насколько я знаю моряков, эти люди способны прекрасно адаптироваться в незнакомых обстоятельствах, быстро строить новые взаимоотношения и осваивать новые правила.

Теперь пришло время и мне сменить свое «судно», то есть как минимум место работы и проживания. Я с удовольствием вспоминаю время, проведенное в качестве портового священника в Феликсстоуве, Ипсвиче, Мистли и Харвиче, но и мне, как и морякам, нужно будет налаживать новые связи и адаптироваться к новому образу жизни.

На своем новом посту я буду работать с регионами Темзы и Медуэя, а также портом Тилбери, где я надеюсь встретить своих старых друзей и обрести новых. Я понимаю, что не сразу научусь хорошо ориентироваться на новом месте; кроме того, этот регион превышает по площади тот, в котором я работал ранее. И тем не менее я знаю, что у всех нас в жизни бывают трудности, и с Божьей помощью надеюсь преодолеть их.

Когда Иисус начал свое служение, он постоянно просил людей обратиться к Богу, ибо Царство Божье было рядом (Евангелие от Матфея 4:17). Некоторые из двенадцати собранных Им апостолов были рыбаками. Они оставили все, что у них было, и последовали за Ним.

Кем бы мы ни были, переезжая на новое место, мы не должны менять свои цели или образ жизни. Христианам следует остерегаться соблазнов, которыми полон мир. В нем всегда будут люди, которые будут стараться повлиять на наши убеждения и веру и обратить нас в свою, но мы не должны позволять им отвратить нас от нашего пути и от нашей веры. Иисус просит нас обратиться к Нему, и если мы не изменим своей вере, нам удастся избежать таких соблазнов. Это может быть нелегко, но мы должны это сделать.

Иисус спросил своих учеников, последуют ли они за Ним, оставив все, что у них есть. Безусловно, это серьезная просьба, и выполнить ее нелегко. Следование за Христом не может быть легкой задачей, но когда Господь просит нас прийти к Нему, Он требует от нас оставить все наши идеи и пути, которые противоречат Его любви и службе Ему, чтобы следовать Ему в вере, доверии и послушании, — туда, куда Он ведет нас.

If you have any questions about your rights as a seafarer, or if you want more information or help, you can contact:Douglas B Stevenson, Center for Seafarers’ Rights, 241 Water Street, New York, NY 10032, USA. Tel: +1212 349 9090 Fax: +1212 349 8342

Email: csr@seamenschurch.org or Canon Ken Peters, The Mission to Seafarers, St Michael Paternoster Royal, College Hill, London EC4R 2RL, UK.

Tel: +44 20 7248 5202 Fax: +44 20 7248 4761 Email: justice@missiontoseafarers.org

jan/feb 12 the sea 7

FOCUS ON FAITH BY GEOFFREY MOORE

Moving on

Hacia adelante

Жизнь продолжаетсяПродолжение со стр. 6

TO me the last year seemed to pass very quickly and we are now into a New Year which for many of us, includ-ing myself, brings with it a fresh beginning

I have often wondered how many ships seafarers serve on during their time at sea. Some stay with the same shipping line or ship for many years but, even so, very often the routes change and they never go back to the same port.

In the five years that I have served in Felixstowe, I have met many seafarers – some only once, but others many times, as their ships re-turn to the port on a regular basis.

Over those years I have seen crew going on leave look-ing very happy and excited and then have seen them on their return, looking a little

less happy, but trying to make the best of it as they face a new contract of nine months or longer. It is often when they are returning to work that they talk most about the happy times they had with their family, or sometimes the not so happy times.

For seafarers moving from one ship to another, the return to work can be dif-ficult as it’s likely they won’t know anyone on board. But in my experience of seafarers, they tend to be very adapt-able, forming new relation-ships and becoming familiar with different routines very quickly.

And now it is my time to change “ship”, or at least job and location. I have enjoyed my time as port chaplain in Felixstowe, Ipswich, Mistley and Harwich but, as with sea-farers, I too will need to form

TENGO la sensación de que el año pasado pasó rapidísimo y ya estamos en el nuevo año, que para muchos de nosotros, y me incluyo, trae un nuevo comienzo.

A menudo me pregunto en cuántos barcos trabajan los marinos durante su vida en el mar. Algunos permanecen durante muchos años con la misma compañía naviera o el mismo buque, pero, incluso en esos casos, a menudo las rutas cambian y nunca vuelven al mismo puerto.

Durante los cinco años que llevo trabajando en Felixstowe he conocido a muchos marinos. A algunos de ellos solo los he visto una vez, pero a otros muchas veces, pues sus barcos regresan al puerto de manera habitual.

Durante esos años veía a marinos que se iban de vacaciones y parecían muy contentos y emocionados,

y después los veía cuando volvían, menos contentos pero tratando de poner su mejor cara frente a un nuevo contrato de nueve meses o más. A menudo, al volver al trabajo hablan de los momentos felices que han vivido junto a su familia, o, a veces, de los momentos no tan felices.

Para los marinos pasar de un buque a otro, la vuelta al trabajo, puede ser difícil, ya que es probable que no conozcan a nadie a bordo. Pero según mi experiencia, la gente de mar suele ser muy adaptable y rápidamente establece nuevas relaciones y se familiariza con rutinas diferentes.

Ahora me toca a mí cambiar de «barco», o al menos de trabajo y ubicación. He disfrutado de mi labor como capellán de puerto en Felixstowe, Ipswich, Mistley y Harwich pero, al igual que los marinos, yo también voy

new relationships and adapt to different routines.

In my new post I will be covering the Thames and Medway and the port of Tilbury, where I will look forward to meeting some new and some old friends. I know it will not be easy finding my way to different locations and becoming familiar with new port layouts. It is also a larger area to cover than I had before. However, we are all set these challenges in life and I know that with God’s help I will overcome these difficulties.

When Jesus began his public ministry, he repeat-edly asked people to turn to God because the kingdom of heaven was near (Matthew 4:17) and he also began to gather his disciples together – 12 full-time followers some of whom were fishermen. They left everything behind to follow him.

Whoever we are, as we move around we don’t have

to change our ways or act dif-ferently. Those of us who are Christians have to be wary of any temptations we find out in the world. There will always be people who will try to change our beliefs and our faith and urge us to follow them in theirs. But we must not allow them to distract us or turn us away from our faith. Jesus asks us to turn to him, and keeping true to our faith is one way we can resist such temptations. It may not be easy, but it is what we must do.

Jesus asked his disciples if they would follow him and give up every thing, which was truly a big ask, and it can’t have been easy. Indeed, discipleship is never easy, but when God asks us to join him, he demands that we lay aside all our ideas and ways that go against his way of love and service in order to follow him in faith, trust and obedience wherever he may lead us.

a tener que establecer nuevas relaciones y adaptarme a rutinas diferentes.

En mi nuevo puesto voy a trabajar en las zonas del Támesis y Medway y en el puerto de Tilbury, donde espero encontrarme con algunos viejos amigos y conocer a otros nuevos. Sé que no será fácil encontrar los nuevos sitios y familiarizarme con el trazado de los nuevos puertos. Además, se trata de un área más grande que todas las que he cubierto antes. Sin embargo, sé que a todos nos llegan estos desafíos en la vida y que con la ayuda de Dios superaré estas dificultades.

Cuando Jesús empezó su sacerdocio siempre pedía a la gente que se acercase a Dios porque el reino de los cielos estaba cerca (Mateo 4:17) y también empezó a reunir discípulos: doce seguidores a tiempo completo, algunos de los cuales eran pescadores. Dejaron todo atrás para seguirle.

Seamos quienes seamos, cuando cambiamos de sitio

no tenemos que cambiar nuestra forma de actuar ni de ser. Los que somos cristianos debemos ser cautelosos ante las tentaciones que encontramos en el mundo. Siempre habrá gente que trate de cambiar nuestras creencias y nuestra fe, y que intente hacernos seguir las suyas. Pero no debemos permitir que nos distraigan ni nos alejen de nuestra fe. Jesús nos pide que acudamos a él, y mantenernos fieles a nuestra fe es una forma de evitar caer en tentaciones. Puede que no sea fácil, pero es lo que tenemos que hacer.

Jesús pidió a sus discípulos que le siguiesen y dejasen todo por él. Fue una petición bastante exigente y no debe haber sido fácil. Efectivamente, ser un discípulo no siempre es fácil, pero cuando Dios nos pide que le sigamos, nos exige dejar de lado todas las ideas y los actos que se alejan de su amor y servicio para que le sigamos con fe, confianza y obediencia a donde Él quiera llevarnos.

объектов бытового обслуживания в портах может поступать из различных источников, в том числе общественных фондов, налоговых средств, поступающих от портов, а также добровольных вкладов.

Страны-члены и комитеты по вопросам бытового обслуживания способны сделать многое для того, чтобы обеспечить добровольное поступление средств, пропагандируя участие моряков и владельцев судов в повышении экономического благосостояния, признавая важность обеспечения моряков необходимыми им портовыми объектами, способствуя привлечению пожертвований в пользу некоммерческих организаций бытового обслуживания моряков, а также устанавливая меры налогового и иного стимулирования для финансирующих лиц.

Поддержание работы соответствующих портовых объектов является обязанностью не только стран-членов, но и владельцев судов, моряков и организаций добровольного бытового обслуживания моряков. Все заинтересованные лица в сфере морских перевозок, а также представители широкой общественности, извлекающие выгоду из морских перевозок, должны обеспечить выполнение всех положений конвенции MLC-2006, особенно в части предоставления морякам необходимых им портовых объектов бытового обслуживания.

Конвенция MLC-2006

8 the sea jan/feb 12

‘Case of the Silent Assassin’

Problem of rescuing refugees

‘Let’s hug seafarers first’

Gaps in newtechnologytrainingNew training

package for safe boarding

Survey reveals what seafarers read

Long-service awards for 42 MOL seafarers

Moving on ... a thank you from the editor

Company ‘takes back’ pay for a second time

Eyewitness reports crew were effectively ambushed at airport

THE International Transport Workers’ Federation (ITF) has alleged that the crew of the

Gibraltar-flagged container vessel Philipp (ex-Beluga Meditation) were robbed of the owed wages recovered for them, following intervention by the ITF and the Gibraltar flag authority.

ITF inspector Tommy Molloy first exposed what the ITF says was deliberate double bookkeeping on the vessel in early October last year. At the time, confronted with evidence of the US$230,000 underpayment, both the owner, Vega-Reederei Friedrich Dauber, and its Philippine-based subsidiary, Vega Manila Crew Management, agreed to make payment in Liverpool on October 4.

However, a representative of the crewing agent, Vega Crewing, arrived and reportedly took back the money. This was reported to the Gibraltar Maritime Administration and, following

its intervention, the company was forced to make a repayment of the owed wages to the crew in Liverpool on October 18. Payment was overseen by the ITF and witnessed by UK Port

State Control (MCA) on behalf of the Gibraltar Register.

Subsequently, however, eyewitnesses to the arrival of the crew in Manila reported that they were effectively ambushed as they were leaving the airport. They were then bundled into two vans, taken to Vega Crewing’s office and the money taken from them under duress, the ITF alleges. Only one crew member, who had left the airport by a different exit from the others, escaped.

An ITF spokesperson told The Sea that “the case is still open, the offence still unpunished. Thankfully we were able to expose what happened. Currently the Gibraltar flag, with whom we’ve been in contact throughout, is investigating further, as is Amosup [Philippine seafarers’ union], at our request.”

The ship has also been the subject of a Marine Accident Investigation Branch inquiry following an incident in April. See story on P3.

HAPPIER times: the Philipp crew with ITF inspector Tommy Molloy after receiving repayment of their wages in Liverpool. (Photo: Nautilus International)

CAPTAIN Myne of Vega-Reederei (at rear) and Captain Vicente Fedelicio of Vega Manila Crew Management (left foreground) after paying back wages to the crew in Liverpol and before the money was reportedly taken back. (Photo: Nautilus International)

ON page 7, Geoff Moore writes about moving on. He is not alone. After 35 years of editing The Sea, I too am moving on.

When I took over the paper in 1976, the shipping industry was a very different place. There were some upsides, such as larger crews and more time in port for most ships. But it was also less regulated. There were far too many stories of seriously bad conditions and The Sea

itself was criticised by some for shining a light into dark corners and accused of “bringing the industry into disrepute”.

Much has changed. Al-though, regrettably, The Sea still carries stories of appalling treatment of seafarers, it is heartening that in this, my last issue, Douglas Stevenson writes on P6 that only ten more coun-tries are needed to ratify MLC 2006, which he describes as

“the most significant develop-ment in the history of seafarers’ rights law”.

Before leaving the paper in the capable hands of my successor, Anna Emerson, I would like to thank the many seafarers who have sent The Sea letters of support and apprecia-tion over the years. It has done so much to encourage all of us who are involved with it.

Gillian Ennis

NEW research commissioned by the International Transport Workers’ Federation (ITF) Sea-farers’ Trust has highlighted that The Sea is second only to the ITF’s own publication when it comes work-related publications read by seafarers. Sixty-two per cent revealed that they read the ITF Seafarers’ Bulletin. This was followed by The Sea at 48 per cent, Balita at 46 per cent, another ITF publication, Transport Inter-national at 37 per cent, while other seafarer/industry related publications such as Lloyd’s

List, Fairplay and Seaways were read by 17 per cent. National union publications such as the Nautilus Telegraph were read by 6 per cent.

Carried out by London Metropolitan University’s Working Lives Research Institute, the project surveyed 1,000 seafarers to find out the best ways to contact them, and how they communicated at sea and on land.

The survey once again underlined the importance of email and web access to seafarers. It also found that

the best opportunity for communicating with seafarers was either when they were at home or on shore leave. The most popular ways for seafarers to communicate with their friends and family while at sea were by phone from seafarers’ centres (85 per cent), by mobile phones (82 per cent) and via texting (74 per cent).

Onboard access to email has risen three-fold since 2007 but remains limited. Fifty two per cent of seafarers, and 68 per cent of ratings, said they had no access to email on board.

TRAINING-film maker Vide-otel has launched a new training programme, Board-ing and Leaving a Vessel at Sea.

“Seafarers often have to deal with hazardous situa-tions before they even get on to a vessel,” says the com-pany’s CEO Nigel Cleave. He adds that not only is the actual boarding itself sometimes difficult and haz-ardous, but the equipment, from the launch itself to the personal protective equip-ment (PPE) supplied, may not meet required standards. “This is especially hard to control”, says Mr Cleave, “when contractors and third parties are involved.”

The programme has been designed in conjunc-tion with gas carrier opera-tor BG LNG Services and is intended to help inviduals board ships at sea in a safe manner.

MITSUI OSK Lines (MOL) held a commendation ceremony for long-serving Filipino seafarers at the headquarters in Manila of MOL Group seafarer manning company, Magsaysay MOL Marine, in November last year, and hosted a gathering for seafarers’ families the following day.

Commendations went to seafarers with 20 years of service aboard MOL-operated vessels. Thirty-seven of the 42 recipients were present at the ceremony. The family gathering the next day attracted over 3,500 people – mainly seafarers, their families, and others involved with the company.

MOL president Koichi Muto expressed his gratitude for the families’ understand-ing of, and support for, MOL seafarers and said Filipino mariners would play an increas-ingly important role in the company’s future growth and success.

THE American P&I Club has launched an e-learning package on entry into enclosed spaces.

The Case of the Silent Assassin highlights the hazards of entering enclosed spaces, which all too often causes seafarers’ deaths, despite being a routine activity. The module is a new case study developed and produced by IDESS IT, showing how two seafarers were killed by “almost nothing”.

MODERN corporate so-cial responsibility (CSR) should include measures to care for crew as well as the environment, according to InterMan-ager secretary general Captain Kuba Szymanski.

Discussing corporate social responsibility at this year’s InterManager annual general meeting, Captain Szymanski said people talk of “hugging trees. I say let’s hug seafarers first!”

Captain Szymanski urged ship managers to embrace crew concerns when implementing a CSR programme. “Why”, he asked, “do we care more about

birds and whales than we do about seafarers?

“Educate do not regulate,” Captain Szymanski urged international organisations such the International Maritime Organisation and the European Union, vowing to ensure that InterManager members would work to self-regulate to ensure mandatory regulation was minimised.

He later explained that he was, of course, all in favour of protecting wildlife and the environment, but he wanted to make sure it was achievable and manageable. “I am a great believer in empowering ships’ crew and masters to make sensible and correct operational decisions on board without fear of unfair criminalisation.”

A NEW report from the Seafarers International Research Centre (SIRC), Cardiff, UK, has high-lighted possible gaps in the training of seafar-ers in new technology and an over-reliance on manuals. The report, New Shipboard Tech-nology and Training Provision for Seafarers, found that training is regarded as important by seafarers in relation to the acquisition of knowledge relating to new equipment and the on board application of new technology.

Such training is not, however, always “optimal” according to SIRC. Seafarers report that training is often provided after they have first been required to use equipment and that they are rarely involved in the identification of their own training needs.

AT a meeting convened in Djibouti last No-vember by the United Nations High Commis-sioner for Refugees, the International Chamber of Shipping (ICS) said the shipping industry was committed to meeting its moral and legal responsi-bilities to save lives. But it highlighted the continu-ing failure of port states, especially in the Medi-terranean, to facilitate rapid disembarkation of potential asylum seekers at the next convenient port of call.

The ICS also un-derlined the problems created by genuine fears that small boats in distress in the Indian Ocean and South East Asia might be pirates.