Nautilus Telegraph January 2015

Volume 48 | Number 01 | January 2015 | £3.50 €3.70

Exchange ratesRoyal Navy seeks to boost its MN liaison scheme20

Training reviewedStudy will look into complaints about costs of UK cadets 22-23

NL nieuwsTwee pagina’s met nieuws uit Nederland34-35

Union accuses UK of safety failingsAuthorities condemned for decision not to prosecute in case which led to the loss of six lives

PNautilus International has con-demned the ‘abysmal failure’ to take any legal action against the

owners of a substandard ship that sank off the coast of Wales in 2011 with the loss of six lives.

The Union says the decision not to bring any prosecution over the loss of the Cook Islands-fl agged Swanland gives a green light to other shipping companies who compete by fl outing rules and regulations.

A Marine Accident Investigation Branch (MAIB) report concluded that the 34-year-old vessel had suffered a catastrophic struc-tural failure as a result of factors including poor maintenance, corrosion, overloading and poor distribution of its 3,000-tonne limestone cargo.

Nautilus general secretary Mark Dick-inson said the Union has spent more than a year questioning the Maritime & Coast-guard Agency, the Crown Prosecution Ser-vice and the police over the decision not to take any legal action against the ship’s UK-based owners and managers.

However, MCA chief executive Sir Alan Massey told the Union that ‘because the

ship was not within UK waters it was out-side our jurisdiction’.

The wreck of Swanland was found 12 miles off the Welsh coast, at a depth of approximately 80m, and the MCA argued that it would go against the principles of the UN Convention on the Law of the Sea to bring a prosecution when a ship had sunk outside UK territorial waters.

Sir Alan said the circumstances of the loss had been examined by the MAIB and a coroner’s inquest. ‘Given that report, and the verdict of the inquest, the issues regard-ing jurisdiction and the passage of time, and despite the fact that there has been tragic loss of life, I do not believe that embarking on a lengthy investigation into this matter is an appropriate use of resources, or likely to result in a successful prosecution,’ he told the Union.

Wales police told Nautilus that ‘there was no evidence of any serious criminal offences or gross negligence’.

The Crown Prosecution Service said it had not been asked to give advice to the police about the Swanland’s loss, but noted that the coroner had withdrawn an unlaw-

ful killing verdict ‘as he concluded that the ship met all regulatory, class and SOLAS requirements’.

The CPS told the Union it was ‘a moot point’ whether the ship has to be within UK waters when it sinks for Section 100 of the UK Merchant Shipping Act to apply, but said a case to needed to go before the courts for a judge to decide.

Mr Dickinson said he was appalled by the lack of action. ‘This was a truly shock-ing case, involving a ship that had been deliberately operated outside of accepted international standards, with an absence of effective safety management, appall-ing survey and audit processes, and long-term corrosion and wastage problems,’ he pointed out.

‘We reject the argument that a prosecu-tion cannot be brought because the ship might have sunk outside UK waters,’ he added. ‘It had sailed from a UK port, was owned and managed in the UK, and did not suddenly become unsafe at the point at which it sank, but must have been unsafe as it transited UK waters to that point. There-fore we say that section 100 applies, both in

accordance with the plain words of the stat-ute and what must be the underlying safety policy, aimed at criminalising such unsafe operations.

‘The way in which the authorities have shrugged off responsibility for this case suggests to us that there is no interest in taking effective action against those who brazenly fl out international minimum standards to gain unfair commercial advantage over those who abide by the rules,’ Mr Dickinson said.

‘The MAIB said it hoped the report would act as a catalyst for action to tackle serious safety problems in the general car-goship sector — with almost 250 general cargoship losses worldwide between 2002 and 2011, accounting for the deaths of more than 800 seafarers — but the absence of any will to impose deterrent punishment on substandard operators means, sadly, that this case is unlikely to be the last of its kind,’ he added.

Due to the failure of the authorities to bring any proceedings, Nautilus is now exploring whether a private criminal pros-ecution could be commenced.

Dutch fi rm claims a fi rst for LNG tankersF

With new shipping emission rules coming into eff ect on

1 January 2015, Dutch shipping company Anthony Veder has taken the lead in introducing two new LNG-powered tankers, pictured left, which are claimed to be the fi rst of their kind.

Named in Teesport last month, the 3,604dwt Coral Star and Coral Sticho are being chartered by the Saudi Basic Industries Corporation to carry Liquefi ed Ethylene Gas (LEG) from its Wilton facility on Teesside to manufacturing plants in NW Europe and Scandinavia.

The state-of-the-art Dutch-fl agged ships, with a cargo capacity of 4,768 cu m, will emit dramatically fewer pollutants than the vessels they are replacing — cutting NOx emissions by over 85%, with SOx

and soot particles reduced by nearly 100%, and CO2 by 20%.

‘By demonstrating their commitment to using LNG-powered vessels, SABIC and Anthony Veder are leading and embracing this cutting-edge technology,’ said company CEO Jan Valkier. ‘They could be at the forefront of opening up a whole new sector of sea-going transport.’

The vessels were part-funded by the European Union’s TEN-T programme, which aims to support effi cient transport infrastructure within Europe. It gave almost €4m towards the costs of constructing the UK’s fi rst LNG bunkering facilities at Teesport and the LNG propulsion system of the two ships, describing the project as ‘a real breakthrough’.

gOwners warn on new rules — see page 9.

Inside

FWeighty issuesMaritime medics’ meeting considers the growing problem of obese crews — page 25

FPilots in focusPhotographic essay puts the spotlight on the work of Mersey Pilots — pages 26-27

FMedallion menNautilus Council member among the recipients of the 2014 Merchant Navy Medal — pages 19 and 44

01_front.indd 1 10/12/2014 18:32

South Tyneside College trains a fourth generation seafarer

All present and correct…

Commissioners want to see more EU crews on EU ships

EU hints of jobs action

FAndrew Spawls, pictured above with his father, Jon,

was set to graduate in December as an engineering offi cer of the watch — starting a seafaring career just as his father, grandfather and great-grandfather did before him.

Andrew, who has been sponsored by Maersk, becomes the fourth generation of his family to go to sea when he completes his studies at South Shields Marine School, and he intends to follow his forefathers’ footsteps all the way through to chief engineer.

Andrew’s great-grandfather, John Henry, was born in 1887 and was the fi rst to become a chief

engineer — he was at sea for both world wars. His grandfather, Vic, followed his father to sea and served in the MN convoys of the Second World War, and Andrew’s father, Jon, is a chief engineer with OOC, working on platform supply vessels.

Andrew said he was proud to be carrying on the family tradition. ‘I don’t know if it runs in the blood, but the sea certainly seems to hold an attraction for us,’ he said. ‘I’ve never liked the idea of sitting still or working in an offi ce — I want to see the world and this career allows me to do that.

The family also has strong connections with the South Tyneside

college. Andrew’s grandfather was South Shields’ principal lecturer until retiring in 1983, and his father, Jon, joined the marine school in the late 1970s and returned there throughout his career until qualifying as a chief engineer in 1995.

‘The sea has given me a good life and I’ve enjoyed seeing the world, but I’ve no real idea why it has played such an important part in our lives,’ said Jon.

‘I know that my father would be very proud of what I have achieved and of what Andrew is setting out on. I only wish that he and my grandfather were around to see it.’

by Justin Stares

PNautilus has welcomed signs that the newly-installed European Com-

mission is gearing up to get more European seafarers working on European Union-fl agged ships.

Commissioners and civil serv-ants have been asking why so many non-Europeans crew EU-owned vessels, and stating pub-licly that something should be done about it.

Signs of a new policy push emerged during the European Parliament hearing of Slovak Maroš Šefcovic, who has ultimate responsibility for energy and transport in the new commission.

Without prodding by Euro MPs, Mr Šefcovic pointed out that there were tens of thousands of Filipinos working on EU vessels. Why are these ships not crewed by Europeans, he asked?

He also promised MEPs that he wanted to ‘enhance a culture of compliance, and improve the

effectiveness and consistency of social law enforcement practices in the transport sector to avoid a race-to-the bottom, preserve services of general interest and to make sure that employees in the sector are fully aware of their rights under EU legislation, in order to prevent social dumping’.

Slovenian Violeta Bulc, the new Brussels transport commis-sioner, made similar comments during her parliament hearing in late October. She said growth in the maritime industries was incompatible with Europe’s high levels of unemployment.

These comments were then followed up by Christine Berg, an offi cial in the Commission’s directorate-general for mobil-ity and transport. She told MEPs that the Commission was putting together an ‘action plan’, and that the fi rst step would be fi nding out just how many Europeans are employed today on European ves-sels. Current fi gures are estimates only.

Europe’s shipowners have been slightly alarmed by this talk, as many rely on low cost non-European labour to bolster prof-its. But those who have followed EU maritime policy for any length of time know these good inten-tions have until now never been followed up by concrete action.

The one real attempt to protect shortsea seafaring jobs for Euro-peans — the so-called manning directive — was launched more than a decade ago but was torpe-doed by national governments after shipowner lobbying.

However, Nautilus and other EU seafaring unions are stepping up campaign efforts to revive the idea of measures to safeguard employment standards on ships operating within EU waters. Unions have also called for a closer link between state aid and the employment and training of EU seafarers.

zJustin Stares is editor of Maritime Watch — www.maritimewatch.eu

BBC Radio gives a star role to Mariners’ Park

FIf the January blues are getting you down, then maybe

Nautilus Plus can provide you with some great reasons to get out and do some more shopping!

The exclusive range of off ers includes money-saving discounts designed to support Nautilus members both personally and professionally. There is no sign up process, nor any extra charge to access these benefi ts — you are automatically eligible once you have logged into the Nautilus website.

Some of the amazing off ers available this month include:

zCorporate gym membership *If your New Year’s resolutions include getting into shape, why not get a free voucher for access to a wide range of gyms across the UK?

Nautilus Plus off ers access to corporate gym membership at over 2,700 gyms including Virgin Active, Fitness First, Nuffi eld Health, LA Fitness, David Lloyd and DW Sports. You can also take a friend with a guest pass or take a free trial to experience the club prior to joining. If you join a David Lloyd leisure centre, you’ll receive one month free and get a free seven day family pass.

Use the online proximity report to fi nd your nearest participating gym or leisure centre and follow the instructions via Nautilus Plus to validate your discount for chosen health club.

zLifeSearch — life assurance*Nautilus Plus has teamed up with LifeSearch, one of the UK’s leading life insurance advisers, to provide members with all the guidance and advice to ensure they are properly protected in the event that they become unable to earn a living due to long term disability.

Nautilus Plus members will received two months’ premium back after purchase. Visit Nautilus Plus or call 0800 804 6814 and quote NTU

zCottage Holidays*Save 10% on cottage and short break holidays in the UK and Europe with CottageStayUK. They work with over 14,000 cottages and villas in the UK and Europe to give members maximum choice. So whether it’s a romantic break or a getaway with friends, CottageStayUK helps you fi nd the right property at a great price.

Access these benefi ts, plus many more, by logging into Nautilus Plus at www.nautilusint.org. Terms and conditions apply to all benefi ts, see website for details. Off ers are subject to change without notice.

g*Insurance is subject to underwriting. LifeSearch — two months’ premium will be repaid if you take out an insurance policy and your policy remains in place for 12 months from the date your cover starts, with all payments up to date.

gNautilus Plus is managed on behalf of Nautilus by Parliament Hill Ltd of 3rd Floor, 127 Cheapside, London, EC2V 6BT, which is authorised and regulated by the Financial Conduct Authority for non-investment insurance mediation only under registration number 308448. Details can be checked on the Financial Services register by visiting the FCA’s web site at www.fsa.gov.uk/register/home.do

AResidents at the Nautilus Mariners’ Park estate in

Wallasey were made famous last month, when the facilities were featured in the BBC Radio 4 series Lives in a Landscape.

Presenter Alan Dein visited the park and spoke to some of the 150 residents, including Captain Ronald Pengelly.

The programme told how living with other former seafarers in a

special community has given residents a new lease of life.

‘They track ships on the internet, take the ferry across the Mersey and throw themselves into a sports day,’ Mr Dein reveals. And he also notes that Mariners’ Park retains a strong attachment with today’s Merchant Navy.

gYou can listen again to this half-hour feature on BBC iPlayer at www.bbc.co.uk/programmes/b04stvxt

Why it pays to be a Nautilus member

02 | telegraph | nautilusint.org | January 2015

NAUTILUS AT WORK

AResidents of Mariners’ Park are known for their

community spirit, and some of them are pictured above last month as they joined the UK-wide eff ort to make sure that no seafarer would miss out on Christmas cheer.

Early in December, the Nautilus retirement estate saw a fl urry of festive activity, with 26 gift boxes

fi lled, wrapped and delivered to the Liverpool Seafarers’ Centre.

The boxes were destined for working seafarers who would not be home for Christmas, and contained a mix of practical items such as toiletries, warm hats and gloves — as well as much-appreciated yuletide treats such as chocolates.

ANautilus has launched its latest membership survey —

and is urging members to use the opportunity to tell the Union what they think of the services and benefi ts it provides.

The new survey is the third to be conducted by the Union to gather feedback on the services and support off ered by Nautilus. It asks members for their views on all aspects of the Union’s work, including recruitment and organising, collective bargaining, campaigns and communications, and legal and welfare services.

The survey is conducted and analysed by an independent organisation, and the results are assessed by the Union’s governing body — the Council — in determining whether changes and improvements need to be made.

Nautilus general secretary Mark Dickinson said he hopes that as many

members as possible will take part in the survey. ‘This is an extremely important exercise which we conduct on a regular basis to ensure that we continue to refl ect members’ views and experiences, and provide the services and support that meet their needs,’ he added.

‘Previous surveys have resulted in signifi cant changes to the way in which we work and the range of services that we provide for members,’ Mr Dickinson said. ‘We are never complacent, and this is your chance to let us know what we can do to serve you better. Please use this opportunity.’

gMembers can access the survey via the Union’s website and any members wanting to complete the questionnaire in hard copy form should contact the communications department at head offi ce or email [email protected]

ITF urges radical re-think of European ports policy

What do you think about your Union?

AThe International Transport Workers’ Federation (ITF)

has issued a strong warning to the European Commission over the future of the continent’s ports.

The ITF’s fair practices committee steering group has called for a radical re-examination of the way in which Brussels deals with ‘vital national and international resources’ — warning that the Commission appeared to be ‘actively promoting the infringement of procedures in ports where social

dialogue between employers and unions is working well’.

The committee said it was concerned that the measures were a response to the ‘justifi ed demise’ of the latest EU port reform plans.

‘We don’t know whether it’s sour grapes or a desire to smuggle in a new port package under another name, but it’s putting the whole model of successful and productive dialogue at risk,’ said Terje Samuelsen, Europe chair of the ITF dockers’ section.

02-03_at work.indd 2 10/12/2014 18:17

shortreportsTENDER CONCERNS: Nautilus has joined other unions in a Scottish TUC meeting to discuss concerns over the forthcoming tender for Caledonian MacBrayne services. National ferry organiser Micky Smyth said the issue of pension rights is at the top of the agenda and is being raised by MSPs. Unions are also seeking assurances on key elements of the tender specifi cation, including safeguards on employment, terms and conditions, training, and health and safety.

DUMPING DISPUTE: cruise ships dumped more than a billion gallons of sewage in the ocean this year, much of it raw or poorly treated, according to a report from the environmental group Friends of the Earth last month. It said the 16 major cruise lines are slowly getting greener, but more than 40% of the 167 ships analysed still rely on ‘antiquated’ waste treatment technology.

PORTS PLEDGE: the UK government is confi dent of securing an exemption for British ports from elements of the EU’s proposed ports regulation, shipping minister John Hayes said last month. He told guests at the UK Major Ports Group parliamentary reception that the UK would not agree to anything within the proposed port services directive that would damage the industry.

TEMPORARY PROBLEMS: a report by the TUC has found that zero-hours contracts and agency work are preventing young people from obtaining permanent positions. The TUC found that 81% of temporary agency workers in the UK are aged between 20 and 24, and that 64% of those aged 25 to 29 say they are in temporary work because they cannot fi nd a permanent job.

PIRACY DEATH: a seafarer was shot dead by pirates who attacked a Vietnamese tanker off the east coast of Malaysia last month. The Maritime Piracy Humanitarian Response Programme said the attack on the 3,100dwt VP Asphalt 2 was close to the position where another ship was attacked in October and it called for ‘very intense investigation’ of the incident.

FUTURE PROOF: ships’ offi cers are among 40 ‘jobs of the future’ identifi ed by the UK Commission for Employment and Skills (UKCES) as off ering the best opportunities for job-seekers. The Careers of the Future report used information including pay, business need and predicted job opportunities to produce the shortlist spanning which spans 10 diff erent sectors.

ECO ALERT: countries need to be careful about defi ning what an ‘eco-ship’ is, the International Chamber of Shipping warned last month. It told the Organisation of Economic Cooperation & Development that the formal defi nition could be mis-used to provide incentives to artifi cially boost shipbuilding in some countries.

SHIP BANNED: the Moldovan-fl agged general cargoship Mansour M has been banned from European ports for the third time in four years after jumping from a port state control detention in Greece last month. The 3,785gt vessel will now be subject to a 24-month exclusion order.

DRUGS BUST: cocaine with an estimated UK street value in excess of £40m was seized in a raid on a Singapore-fl agged refrigerated cargoship last month. The drugs were found concealed within a shipment of bananas onboard the 14,030gt Star Stratos.

STENA BOOST: Stena Line has announced an increase in capacity on its Holyhead-Dublin service, with confi rmation that the Stena Nordica will be replaced by the larger ro-pax Stena Superfast X early in 2015.

RULES BLAMED: Dutch owner Transfennica has blamed the new low-sulphur rules for a decision to axe its ‘motorway of the sea’ service between the UK, Spain and Belgium.

RESCUE GUIDE: new guidance on large scale rescue operations at sea has been published by the International Chamber of Shipping.

PNautilus has given a cautious welcome to the government’s

announcement of a wide-rang-ing review of the international competitiveness of the UK mari-time sector.

Launching the initiative, ship-ping minister John Hayes said the study will examine issues such as ship fi nancing, owner-ship and operation, maritime education and skills, and the government’s administration of maritime activities — including ship registration and the work of the Maritime & Coastguard Agency.

Due for completion by the summer of 2015, the review will identify potential areas of growth and will produce recom-mendations to the government on ways to improve the interna-tional competitiveness of the UK maritime sector.

Mr Hayes said he hoped the study will ensure that the mari-time sector ‘can succeed in the future. We want to keep the industry at the heart of the gov-ernment’s long-term economic plan: a great maritime sector for a Great Britain’.

The minister described the review as ‘a landmark for the industry’ and said he hoped it would keep the UK’s status as a world leader in maritime ser-vices.

‘This is a once in a lifetime opportunity to set the UK on a course to maintain its strength and grow its strength as a mari-time nation,’ he added. ‘I am con-fi dent the study will have a long-lasting effect.’

Mr Hayes said skills are likely to fi gure strongly in the review — both in terms of supply and in ensuring that training and edu-cation meets industry needs.

He said views will be sought from ‘interested parties’ across the maritime and business spec-trum. ‘Evidence is vital to make sound decisions to make change for the better,’ he added.

Nautilus general secretary Mark Dickinson commented: ‘There is no doubt that the UK maritime sector is facing huge challenges, especially from the Far East, and we welcome the government’s aim of averting complacency and looking for new opportunities.

‘However, we also need to be vigilant that this is not an exer-cise simply to cut costs and to

turn the UK register into just another convenient fl ag run-ning to international minimum standards,’ he added.

‘Nautilus is determined to make a substantive and con-structive contribution to the review and we will ensure that it refl ects the clear need for the future success of the maritime sector to be fi rmly rooted in the strong and sustained supply of skilled UK seafarers.’

The study will be chaired by Jeffrey Evans, a director at inter-national shipbroker Clarksons and the chairman of Maritime UK, which represents shipping, ports and business service sec-tors.

Its terms of reference include assessing the current competi-tive position of the various UK maritime sub-sectors, including:

zship fi nancing, ownership and operation

zthe provision of maritime business services

zmaritime education, skills, research and technology

zgovernment administration of maritime activities, including ship registration

zgovernment regulatory and policy activities affecting the maritime sector

zmarine manufacturing and engineering

The initiative aims to identify challenges to and opportuni-ties for growth and set out rec-ommendations to improve the future performance of the sector.

However, the terms of ref-erence make it clear that any recommendations have to be ‘fi scally neutral in line with the government’s wider economic strategy’.

The review will also be expected to produce recommen-dations to ‘allow ongoing assess-

ment of the sector’s performance into the future’.

And it will additionally con-sider ways in which the maritime sector can support the competi-tiveness of other UK industries.

Mr Evans said he was delighted to have been asked to chair the review as it was crucial that the UK is able to take a share of the predicted growth in global trade over the next 20 years.

He also stressed the need for a continued supply of maritime skills. ‘The maritime service sector provides high-skilled employment, high income employment, and is the driving force behind our status as a mari-time powerhouse,’ he added. ‘There is a global shortage of sea-farers and the problem will grow. The UK is best place to exploit opportunities for career devel-opment and we need to attract the right talent.’

Seafaring skills to be a key element in new drive to maintain a global lead

January 2015 | nautilusint.org | telegraph | 03

NAUTILUS AT WORK

Shipping minister John Hayes launches the competitiveness review at Lloyd’s Register Picture: Mat Curtis

UK bids to keep marine sector competitive

02-03_at work.indd 3 10/12/2014 18:33


NAUTILUS AT WORK

shortreportsHAL PENSIONS: an amendment to article II (pensions) for the collective bargaining agreement (CBA) expiring in 2015 is about to be signed on behalf of Nautilus members by the Union, Holland America Line and Marine Manpower Services (MMSG). Nautilus fully endorses the amendment as it improves retirement savings programmes for members who work for MMSG under the CBA. Nautilus national secretary Jonathan Havard advised any members with individual concerns to contact the Union, which will assess matters, and if appropriate, raise concerns on a case by case basis.

NORTHLINK TALKS: Nautilus national secretary Steve Doran and Serco Northlink Ferries liaison offi cers have taken part in two meetings with Serco Northlink management to discuss Maritime Labour Convention-compliant terms and conditions of employment. Mr Doran said that the meetings have been positive and a number of members’ concerns have been raised. The company is currently revising the draft based on these meetings and an update will be provided once the amendment is received.

HANSON PAY: industrial organiser Paul Schroder and a liaison offi cer representative have met Hanson Ship Management to discuss members’ pay and conditions aspirations and other issues. It was agreed at the meeting that the liaison offi cer structure would be amended to allow for one representative per vessel for future negotiations. Mr Schroder is due to meet the company once more on Thursday 8 January, where the company will present a formal response to the claim.

PG GUIDANCE: industrial organiser Derek Byrne has met with PG Tankers to discuss members’ pay and conditions claim. The claim included an above-RPI pay increase, a request to increase broadband allowances, payment for attending training courses and a review of the exchange rates used. Members will be informed when a formal response to the meeting has been received.

WESTERN ASPIRATIONS: members employed by Western Ferries are being asked for their pay and conditions aspirations ahead of the 1 April 2015 review date. Members should submit details of any increases in workloads and responsibilities that have taken place in the last 12 months.

TANKERS WAIT: national secretary Steve Doran is awaiting a formal response to the pay and conditions meeting held with Maersk Off shore on behalf of members serving onboard Tankers. Members will be informed when a formal response has been received.

CREWING CROWNED: members employed by Crown Crewing have accepted the company’s 2.5% pay and conditions off er in conclusion of the 2014 pay negotiations.

ANautilus International was due to meet Anna Soubry,

the minister of state for defence personnel, welfare and veterans, last month under stage three of the Royal Fleet Auxiliary’s avoidance of disputes procedure.

The Union has also received a formal response to the meeting which took place under stage two of the procedure at the end of November. The response confi rmed that the RFA could not alter the pay structure to accommodate the 8% increase requested by members, but did state that existing cadets would be retained on the current terms and conditions, and gave an assurance on the composition of the proposed career panel.

The RFA also confi rmed that whilst the disputes procedure was in eff ect, it will be continuing towards implementation of the Future Development programme in order to meet the government’s mandated timelines.

National secretary Jonathan Havard has also received correspondence from the RFA Commodore on proposed increases to study leave funding, a proposed expansion of the RFA special bonus scheme and the proposed amendments to new cadets’ terms and conditions.

Mr Havard said that he would welcome feedback from members on the new proposals which have been distributed.

Minister meets on RFA pay wrangle

PNautilus offi cials and Stena Line liaison offi c-ers have attended a series

of meetings with the company to discuss plans for future cost sav-ings and changes to terms and conditions.

During the talks, management confi rmed that progress is being made on the savings programme — but not as quickly as had been planned.

The company said it is approx-imately halfway through a pro-cess which it hopes will lead to a £1.3bn group-wide saving, based on around 170 individual improvement plans.

Nautilus senior national sec-retary Garry Elliott said that he is pleased that progress is fi nally

being made with the company but warned that there are still a number of concerns to be addressed.

Mr Elliott confi rmed that once a formal pay offer has been received he will be consulting members on the company’s pro-posals and undertaking a number of ship visits.

He agreed that despite the out-standing areas, there had been positive discussions around a number of areas, including con-cerns over the transfer of techni-cal management of Irish Sea ves-sels to NMF.

Nautilus was successful in get-ting Stena Line to reconsider its position on proposed new salary rates for junior offi cers, taking

account of the potential for sav-ings and against the impact on progression, study leave and pro-motion when vacancies arise.

The talks also covered arrange-ments for study leave and the fi ll-ing of offi cer vacancies on Irish Sea vessels.

Stena Line management indi-cated that the company would be making a ‘modest’ pay award from 1 January 2015, but added that this was unlikely to match current rates of infl ation.

The Union called on the com-pany to make a formal offer as soon as possible and advised that no formal consultation would take place on the proposed new starting salaries until this had been received.

More talks on Stena savingsNautilus calls for company to table a formal pay off er

Have your say on seafarer supply

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FNautilus members have been invited to have their say on

life at sea as part of a major new international research project into maritime labour supply and demand.

Views from the ‘sharp end’ have been sought as part of the latest study of global seafarer trends, conducted by BIMCO and the International Chamber of Shipping every fi ve years.

The collection of data for the BIMCO/ICS Manpower Report 2015 has now started, with the aim of establishing whether there is a shortage of seafarers, if the industry is recruiting and training enough seafarers, and what will the situation look like in 10 years’ time.

The survey will seek information from more than 100 major employers, as well as data from all maritime

administrations around the world on the certifi cates they issue. Information on ship types will be updated, as will the manner in which seafarer nationalities are recorded. Both changes will allow for a more selective and refi ned analysis of the results.

The 2015 survey will also use social media to gather opinions from a range of maritime professionals. The fi rst one targets seafarers, and researchers have been seeking views on a number of issues concerning life at sea — and feedback on job satisfaction, working conditions and retention, in particular.

gIf you are reading this before Christmas, there’s still time to take part in the survey at: www.maritimemanpower.com — or contact the project team by email: [email protected].

AA meeting of the combined P&O North Sea and Irish Sea

liaison offi cers, and management took place last month to continue joint discussions. The meeting covered a number of issues, including the issuing of permanent contracts, recruitment and retention, and step-up pay.

Pictured above, left to right, are back row: Dave Webb, P&O statutory compliance manager;

Jonathan Havard, Nautilus national secretary; Peter Capon, P&O fl eet HR manager; Clive Gossop, head of operations North Sea onboard services; Alan Tweed, Nautilus liaison offi cer. Front row: Phil Oestreich, Nautilus liaison offi cer; Micky Smyth, national ferry organiser; Eugene McMahon, Nautilus liaison offi cer; Phil Roache, Nautilus liaison offi cer; and Dave O’Neil, Nautilus liaison offi cer.

APictured above is Nautilus industrial organiser Paul

Schroder meeting Melanie Hall and Thomas Heier from Carnival UK.

The meeting took place at the Union’s South Woodford offi ce and discussed possible dates for furture Partnership at Work meetings, which will now be increased to every other month.

‘Talks were also held about the

programme for Nautilus ship visits in 2015, where the intention will be to visit all 11 ships around central Europe, as we did in 2014,’ Mr Schroder added.

‘These initiatives are intended to give more members the chance to be involved in the PAW process,’ he pointed out, ‘and members will be informed when the dates are confi rmed.’

FNautilus has expressed renewed concerns over employment

practices in parts of the growing off shore marine renewables sector.

Industrial organiser Paul Schroder recently represented a member who was summarily dismissed from his job as a skipper with a crew transfer vessel operator after eight months of service.

‘There were various issues with his employment and the company subsequently terminated his employment without an investigation or disciplinary,’ Mr Schroder said. ‘We challenged this, but the company stated that as he did not have two years’ service it was not willing to engage in any further dialogue.

‘We believe that just because you do not have two years’ service to be able to claim unfair dismissal, this should not be used by companies to dismiss people without following the proper procedures,’ he added. ‘This case does seem to highlight an attitude in the windfarm sector where some companies feel that they can hire and fi re without any recourse.’

Nautilus represented the member and ensured that he received all his notice pay and expenses.

Concern at windfarm dismissal

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04-05_at work.indd 4 10/12/2014 18:32

PNautilus International has welcomed an impor-tant step forward in

the long-running campaign to prevent seafarers from being excluded from key elements of European employment protec-tion laws.

General secretary Mark Dickin-son led the union team that nego-tiated with European owners to achieve a joint compromise agree-ment which was subsequently adopted by the Italian presidency.

‘The social partners worked hard to fi nd common ground on the exclusions and both sides are convinced that the compromise agreement can contribute to clos-ing some loopholes and ensur-ing that seafarers are treated on an equal footing with land-based workers,’ he said.

Mr Dickinson said the agree-ment between the European Community Shipowners’ Asso-ciations and the European Trans-port Workers’ Federation should help to pave the way for European Parliament approval of the plans to end exclusions from EU labour law for seafarers.

Following intensive discus-sions, both sides of the industry told MEPs last month that they were ready to accept a package which will ensure that seafarers are protected by directives cov-ering such issues as transfers of undertakings, collective redun-dancies, and rights to information and consultation.

Speaking at a European Parlia-ment employment committee hearing, Nautilus general secre-tary Mark Dickinson told MEPs that excluding seafarers from the rights enjoyed by shore-based workers was unjust.

He said unions and owners had worked hard to fi nd common ground and both sides are con-vinced that, while not perfect, the compromise agreement can con-tribute to closing some loopholes and ensuring that seafarers are treated on an equal footing with land-based workers.

Shipowners’ spokeswoman Pia

Voss described the agreement as ‘a fair but delicate balance between the interests and concerns’ of both sides. She said it refl ected the complexity of the industry ‘whilst aiming at avoiding any potential adverse effects, both for European seafarers and for European ship-owners’.

Talks within the Council of Ministers focused on the directive on the transfer of undertakings and another on collective redun-dancies — which will both apply to seafarers for the fi rst time.

Seafarers will be protected if a business is sold, provided that

the ‘transferee’ or part of the busi-ness ‘remains’ within the territo-rial scope of the EU Treaty. There was discussion within the Coun-cil about whether the law should also apply if individual ships, as opposed to businesses, are sold. In the end, national governments agreed with unions and shipown-ers that individual ship sales will be excluded from the scope of the directive.

On collective redundancies, it was agreed that ‘the employer’ of seafarers shall notify the ‘compe-tent authority of the state of the fl ag’ when laying off crew.

shortreportsCALMAC LEAVE: following the conclusion of the pay talks with Caledonian MacBrayne, a working party has been looking into the unused leave issue which was raised during negotiations. The company has written to all employees asking them to verify the amount of leave they have and confi rm what they would like to do with it (take it, cash it in, or a combination of both). Once all the preferences are received, the working party will work with management to ensure that as many of the requests can be accommodated as possible.

GLOBAL OFFER: members employed by Global Marine have rejected a pay and conditions off er from the company. The off er included two options — a one-year deal of 1.5% or a two-year deal worth 2% in 2015 and 2% in 2016 — and both were rejected. Industrial organiser Lisa Carr has advised the company to advise of the outcome and has requested a further meeting.

MANX MEETING: a meeting has been arranged to discuss the pay and conditions claim for members employed by Manx Sea Transport and working onboard Isle of Man Steam Packet Company vessels. The meeting was due to take place on Tuesday 16 December and members will be informed via a bulletin when an offi cial response to the meeting has been received.

LIGHTHOUSE ASPIRATIONS: members employed by the Northern Lighthouse Board are being asked for their pay and conditions aspirations ahead of the 1 April 2015 review date. Members should submit details of any increases in workloads and responsibilities that have taken place in the last 12 months.

CARRIERS CLAIM: Anglo Eastern has acknowledged the pay and conditions claim submitted on behalf of members serving onboard the car carriers. Industrial organiser Derek Byrne is waiting for a date to meet the company and discuss the claim.

MERSEY LAY-UP: Boskalis Westminster has confi rmed that the WD Mersey will be going into lay-up following the end of the Nigg project. The company was due to begin moves to seek voluntary redundancies as the Telegraph went to press.

PNTL DEAL: members employed by Pacifi c Nuclear Transport Ltd have accepted the company’s pay and conditions off er, including a 3% increase in salaries, covering two years and a move to a 1:1 leave ratio.

ASPIRATIONAL SHELL: members serving with Shell International Shipping Services and QGTC Shipping are being asked to submit their aspirations for the 2015 pay and conditions claim.

PLA PAY: members employed by Port of London Authority have voted to accept the company’s pay and conditions off er of a 2.3% increase in pay.


NAUTILUS AT WORK

EU move to end crew loopholes

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

DELIVERY WORLDWIDE

Braids Work Wear Tropical Wear Cadet Uniforms Officers Uniforms

Wightlink fl eet shake-up

Nautilus general secretary Mark Dickinson, second from left, is pictured with owners and unions at the European Parliament employment committee hearing on ending employment directive exclusions

FNautilus has welcomed UK government moves to introduce

new legislation that seeks to ensure that jobs are advertised in Britain before being advertised abroad.

The proposed new regulation will require employment agencies and businesses to advertise jobs locally if they also intend to advertise for foreign workers to work in UK jobs. It will prohibit agencies from advertising UK jobs in the European Economic Area unless the jobs are also advertised in English in Great Britain at the same time, or if the job has already been advertised in GB for at least 28 days beforehand.

The government hopes the new legislation will improve equality in the labour market. There is currently no legislation regulating where job vacancies are advertised, which means jobs in the UK could be advertised in other countries and not in Britain or in English.

Nautilus responded to the

consultation on the proposed legislation, stating that a defi nition of a ‘GB vacancy’ would be needed within the regulation to clarify its parameters. The government took this onboard and defi ned a GB vacancy as a ‘vacant position, the duties of which are ordinarily to be performed in Great Britain.’

Nautilus director of legal services Charles Boyle welcomed the new legislation and said that it was relevant for seafarers as it would mean that jobs working in UK territorial waters would need to be advertised in the UK.

‘Jobs undertaking cabotage or on UK ferry services will now need to advertised to UK seafarers for at least 28 days before they are advertised elsewhere in Europe,’ he explained. ‘This should help to draw attention to, and eliminate, those shipping companies who bring in low-cost seafarers from outside the UK to work in UK waters.’

Nautilus welcomes UK plans for controls on job advertisements

ASolent ferry operator Wightlink has announced

plans to withdraw the Portsmouth to Fishbourne vessel St Helen, pictured above, which suff ered a deck collapse during the summer, and to replace it with one of the Yarmouth to Lymington ships early in the new year.

Wightlink said the changes were being made to refl ect a 15% reduction in passengers using the Yarmouth to Lymington route in the last four years.

‘Using our fl eet as effi ciently as possible next year is vital if we are to continue our programme of modernisation and investment,’ said Wightlink’s chief operating offi cer, John Burrows. ‘To secure the future of our service, we have a responsibility to match the capacity we provide with customer demand.’

Nautilus industrial organiser Lisa Carr said the company had assured her that there will be no job losses, but seasonal staff will not be recruited in the summer.

Nautilus backs proposals to stop seafarer exclusions from key directives

04-05_at work.indd 5 10/12/2014 18:32


OFFSHORE NEWS

shortreportsFPSO GUIDES: Oil & Gas UK has published two updated sets of guidelines for operators of FPSOs, FSUs, and off take tankers on the UKCS. The advice covers issues including the reliability of permanent mooring systems and enhanced management of mooring integrity and incorporates feedback from operators on various procedures for loading hydrocarbons from the stern of an FPSO to the bow of a shuttle tanker.

DEESIDE OFFER: a pay and conditions off er has been received on behalf of members employed by Deeside Crewing and serving on vessels operated by Vroon Off shore Services. The off er includes varying increases in pay, bonus payments, and an agreement to pay for STCW 2010 basic course costs. Members have until Monday 5 January to accept or reject the package.

PROJECTS ALERT: international oil and gas exploration projects worth more than $150bn could be delayed next year as a result of falling oil prices, a new report has warned. Norwegian consultancy Rystad Energy said the oil price has dropped by 40% in the last fi ve months, rendering many potential new developments uneconomic.

MAERSK DEAL: Rolls-Royce’s marine division has won its largest ever single contract for deck machinery with a deal from Maersk Supply Service to supply the equipment for six new anchor handlers in a deal worth £54m. Lloyd’s Register is to class the six ships, plus four options, which are being built by Kleven Verft in Norway.

NKOSSA HOLDING: Nautilus national secretary Steve Doran is awaiting a formal response to the pay and conditions meeting held with Maersk Off shore management in November on behalf of members serving onboard Nkossa II. Members will be informed when a formal response has been received.

SEAHORSE SITUATION: members employed by Seahorse Maritime and serving on Sealion vessels are being consulted on the company’s pay and conditions off er, which includes a 2% pay rise across all ranks, eff ective from 1 December 2014. Results were expected before Christmas.

HAVILA BALLOT: members employed by Havila Marine have voted to be balloted for some form of industrial action after the company refused to improve its pay off er. Members rejected the company’s off er, which included a 3.5% increase in pay for offi cers and 3% for ratings.

BIBBY CLAIM: a meeting to discuss the pay and conditions claim for members employed by Bibby Ship Management on the coastels agreement was postponed last month. Industrial organiser Derek Byrne is currently seeking a new date for the meeting.

FLETCHER NEWBUILD: Fletcher Shipping has taken delivery of the newbuild platform supply vessel FS Cygnus, boosting its PSV fl eet to four. Built by Simek in Norway, FS Cygnus is due to be followed by a sistership, FS Scorpius, in April 2015.

FPictured left is the 33,000gt deepwater fi eld development

vessel Ceona Amazon, which was christened in Bremerhaven at the beginning of December.

Built by Lloyd Werft within two years of the letter of intent being signed, the Gibraltar-fl agged ship is described as a ‘ground-breaking’ vessel purpose-built to perform in multiple pipelay and operational modes.

Capable of operating with minimal logistical support, the multi- function construction vessel can carry up to 8,500 tonnes of pipe, with a large under-deck storage capacity for line pipe, fl exibles or umbilicals, together with a deck area of 4,600 sq m.

Ceona Amazon is designed to operate in remote, harsh and deepwater environments, such as the waters of West Africa, the Gulf of Mexico and Brazil.

Following the christening, Ceona Amazon has gone to the Huisman yard in the Netherlands, to be fi tted out with a 570-tonne multi-lay pipe tower and two heavy duty 400-tonne off shore cranes.

Ceona CEO Steve Preston described the construction as ‘a stunning achievement by industry standards’ and he paid tribute to the company’s engineers and managers who developed the concept for the ship’s design in-house.P

UK offshore opera-tors have welcomed last month’s govern-

ment announcement of a raft of changes to the tax system for North Sea oil and gas in an effort to maximise investment in the sector rather than focussing on revenue for the Treasury.

In his autumn budget statement, chancellor George Osborne announced a 2% reduc-tion in the supplementary tax rate for the offshore oil and gas industry — and on the fol-lowing day Treasury secretary Danny Alexander announced plans for a consultation on dif-ferent options for long-term tax reform.

Ministers hope the measures will boost investment in the sec-tor by up to £9bn and encourage the exploitation of remaining, but harder to tap, reserves.

‘We’re incentivising and work-ing with the industry to develop new investment opportunities

and support new areas of explo-ration,’ Mr Alexander said. ‘This will help ensure that the industry continues to thrive and contrib-ute to the economy. This level of support is only possible because we can draw on the combined strength and resources of the United Kingdom.’

The proposals include an investment allowance to sim-plify and replace the existing sys-tem of offshore fi eld allowances, measures to stimulate explora-tion, and possible transferability of decommissioning tax reliefs.

They are in line with Sir Ian Wood’s review of the sector, which recommended a new regulator, and called for closer cooperation between industry, government and the regulator.

Industry association Oil & Gas UK welcomed the moves and said these were an important fi rst step which underlined the importance of the industry.

‘We are encouraged to note

that fi scal policy will now be framed in the context of the sec-tor’s wider economic benefi ts and will also take account of the global competitiveness of the industry in terms of commodity prices and costs,’ said chief exec-utive Malcolm Webb.

‘This move brings the off-shore [industry] in line with onshore oil and gas produc-tion and could help attract new entrants into the basin. How-ever, we will certainly need fur-ther reductions in the overall rate of tax to ensure the long term future of the industry.’

The industry is calling for a further 12% reduction in tax burdens to completely wipe out the 2011 windfall tax costs. ‘With strong commitment from HM Treasury, the swift imple-mentation of the Wood Review and industry action on cost and effi ciency, we can today be a lit-tle more optimistic about the future,’ Mr Webb concluded.

Tax breaks to boost UKCS

FCompanies operating in the North Sea need to make a

cultural shift to make the most of the its remaining reserves, a new study has argued.

The report from the business advisory fi rm Deloitte calls for off shore operators and the government to ‘adapt to a new reality in the basin’ to refl ect the fact that ‘the easy days’ are no more.

The study suggests that drilling activity on the UKCS needs to double to more than 90 wells per year over the next two decades to make the most of the estimated $1.3tn worth of oil and gas which potentially remains, and it also points to the need for closer collaboration between companies to drive effi ciency and cut extraction costs.

Derek Henderson, senior partner in Deloitte’s Aberdeen offi ce, commented: ‘Only about a third of the known recoverable resources in the UKCS are left. The “easy oil” days are gone and we need a fi scal regime that is more refl ective of the current state of the basin.

Ministers promise reforms to boost North Sea activity

‘Ground-breaking’ Ceona newbuilding

Study warns of threat to jobs

Seawell starts major re-fi tA

The UK-registered light well intervention and diving support

vessel Seawell, right, was due to begin a major upgrade at the Damen yard in Vlissingen in mid-December.

Work on the 1987-built vessel will include an exchange of all six gensets, including new foundations, overhaul of all thrusters and azimuths, replacement of two cherry pickers and swapping the twin-slewing cranes for a new single-boom 50T crane with active heave compensation.

All switchboards will be renewed and adjustments made to the operation of moonpool doors, winches and other equipment.

The existing derrick will be demolished and replaced with a new one, and Damen also promises that the ship’s accommodation ‘will be dealt with thoroughly’.

Work on the Helix-owned vessel — which will be carried out in the yard’s covered dry dock — will also include statutory dry-docking items.

FAs many as 35,000 jobs could be lost in the UK off shore sector

during the next fi ve years, a new study has warned.

Produced by the fi nancial consultancy EY for Oil & Gas UK, the training organisation Opito, and the Department for Business, Innovation & Skills, the report says employment in the sector could fall from 375,000

to 340,000 by 2019 if exploration and production continues to decline at current rates.

The report — titled Fuelling the next generation: a study of the UK upstream oil and gas workforce — found that oil and gas fi rms provide one in every 80 jobs in the UK.

It noted that with average salaries of around £64,000, the sector

compares well with the national average of £26,500.

The study found that just 13% of workers are over the age of 55 in the sector, which is lower than the national average of 32%, and it forecasts that the potential job losses could be off set by the need to recruit 12,000 new workers for decommissioning projects.

Culture shift is needed, study warns

06_offshore.indd 6 10/12/2014 18:34


NEWS

PSafety in shipping will not be delivered by mak-ing scapegoats out of sea-

farers, Nautilus told a conference organised by South Korean trade unions in the wake of the Sewol ferry disaster.

Council chairman Ulrich Jurgens was part of a panel of expert speakers taking part in a two-day symposium staged by the Korean Confederation of Trade Unions (KCTU) and relatives of the 295 people who died when the ship sank in April 2014.

The KTCU says the government’s decision, in 2009, to relax standards for passenger ships was one of the main factors behind the Sewol’s loss. Deregulation allowed older ships to remain in operation, and this was compounded by modifi cations to the Sewol and regular overloading.

The unions also pointed to the ‘precarious employment status’ of the Sewol’s crew, with more than 70% of the key seafarers employed on short-term contracts.

Mr Jurgens told the meeting that Nautilus is concerned about the issue of accountability within a highly complex industry. It can be hard to determine liability or apportion blame when there are so many parties involved in ship operation, he said, but using criminal law may simply apply an ‘end of the pipe’ principle to avoid future failures.

‘Focussing the attention on the master and crew, or some-times focussing on owners and operators, may just be looking for

an easy solution by identifying a scapegoat,’ he added. ‘This scape-goat may be the weakest, or most visible, link in the chain.’

Mr Jurgens said some reports suggested that the real culprits in the Sewol case may sit in govern-ment, the maritime administra-tion or the classifi cation society. ‘Seafarers do not design ships, they do not build them and do not issue certifi cates confi rming the ships’ seaworthiness. They have to work with what is provided for them,’ he pointed out.

He argued for greater trans-parency over the way in which fl ag states operate. ‘Too often, the maritime administrations oper-ate in a way which is often justi-fi ed by referring to “commercial confi dentiality” and we want to see complete transparency and accountability of all those people who are involved in surveying and certifying ships’ safety.’

Criminal law should be used sparingly against masters and

crew members when they unin-tentionally fail to discharge their duties to fully comply with the law, he argued. Professional pen-alties such as taking away their certifi cate or demotion and par-ticularly re-training should pre-vail.

‘On the other hand the appli-cation of the criminal law should be expanded to include all those public decision-makers who facilitate unsafe shipping for the sake of their own, or their organi-sation’s, perceived benefi t,’ he concluded. ‘Having the right rules is one thing, but enforcing them is another.’

Mr Jurgens said the KTCU had also organised meetings between the symposium speakers and MPs from two opposition parties, as well as a visit to the tent village erected in the middle of Seoul by the victims’ families.

‘It was very moving to hear one of the mothers talk about the loss of their son and the treatment

they have experienced from gov-ernment,’ he told the Telegraph.

Other speakers at the confer-ence included David Walters from Cardiff University, Ingrid Chris-tensen from the International Labour Organisation and Andrea Peart from the Canadian Labour Congress.

zThe captain of the Sewol and 14 other members of the ferry’s crew have fi led appeals against their convictions on negligence charges.

Capt Lee Joon-seok had been sentenced to 36 years in prison for gross negligence and dereliction of duty, chief engineer Park Gi-ho was sentenced to 30 years for homicide, and the other 13 crew were convicted and sentenced to between fi ve and 20 years on charges ranging from criminal negligence to accidental homi-cide.

Prosecutors, who had sought the death penalty for the master, have also fi led appeals.

Union warns on criminalisationNautilus Council chairman speaks at South Korean conference on Sewol

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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 above is the 162,000 cu m capacity Adam LNG —

delivered to the Oman Shipping Company (OSC) last month and described as one of the world’s most advanced fuel effi cient LNG carriers.

Built by Hyundai Heavy Industries (HHI) in South Korea, the vessel features an effi cient hull form design and dual-fuel electric diesel technology which enables its engine to run on ‘lean burn’ principles.

The ship will operate worldwide

with 25 crew, including four Omani cadets.

OSC now operates 43 ships and chief operating offi cer David Stockley said the expanding fl eet includes VLCCs, VLOCs, LNG carriers, LPG carriers, product tankers and multi-purpose vessels. The company has signed an agreement with the International Maritime College Oman to provide training berths to enable all its cadets to complete their required sea service onboard its vessels.

New LNG ship will help boost Omani training

FA welfare organisation caring for the victims of piracy has slammed a European court

ruling ordering France to pay damages to nine Somali pirates it arrested following attacks on a cruiseship and a yacht in 2008.

The European Court of Human Rights ruled that France should pay between €5,000 and €2,000 to each pirate for ‘moral damages’, plus amounts varying from €3,000 to €9,000 to cover legal costs, on the grounds that their human rights were disregarded when they were arrested.

The Maritime Piracy Humanitarian Response

Programme (MPHRP) described the ruling as ‘unbelievable’ and ‘an insult to the seafarers and yachtsmen they attacked’.

The Strasbourg-based court said France had been guilty of violating the pirates’ ‘rights to freedom and security’. The ruling acknowledged that the pirates had been arrested more than 4,000 miles from French territory, but said the authorities were wrong to keep them in custody for an additional 48 hours before bringing them before a judge on arrival in France.

MPHRP programme director Roy Paul said he

hoped EU member states would move to reverse the judgment. ‘These pirates, in my opinion, gave up any of their rights when they set sail to attack innocent seafarers who were simply doing their essential work,’ he said.

And Chirag Barhi, MPHRP South Asia regional director — who survived eight months at the hands of pirates in 2010 — added: ‘The seafarers held by pirates such as the ones caught by France have been held for up to four years and no court has ever awarded them anything for their “moral damages”.

FNautilus has written to UK shipping minister John Hayes to

express concerns over the potential for proposed new counter-terrorism laws to restrict or even outlaw the payment of ransoms to pirates holding seafarers hostage.

The Union has added its voice to fears raised by marine insurers about the way in which the measures could restrict or prevent future ‘general average’ or kidnap and ransom policy payments to secure the release of ships and seafarers held by pirates.

It has urged the minister to ensure that the government clearly retains the legal distinction between terrorism and piracy.

General secretary Mark Dickinson pointed out that a signifi cant number of Nautilus members have been held hostage in recent years — and as recently as October one was held captive for a fortnight in Nigeria before a ransom was paid for his release and that of other shipmates who were taken from his vessel.

‘This Bill is not the fi rst time that Nautilus has had to express serious concerns about this subject Mr Dickinson added. ‘It is a complex and contentious issue and it should be emphasised that, in most cases, negotiations on ransom payments are made between pirates and the

shipping company aff ected, and not necessarily the countries of origin of the hostages or the fl ag state of the ship.

‘We continue to believe that any attempt to make the payment of ransoms illegal — or even to delay the payments— would jeopardise the safety of seafarers held captive and that pirates would have little reluctance to carry through threats to kill and/or cause environmental damage if they are not paid. At no stage has any minister provided us with the requested assurances or information on what the alternative to non-payment of ransoms would be.’

zThe European Union has agreed to extend its counter-piracy initiative Operation Atalanta by two more years until December 2016.

Launched in 2008, the operation seeks to deter piracy off the coast of Somalia and to protect World Food Programme vessels delivering humanitarian aid to the country.

Announcing the decision to extend the mission, the EU Naval Force stated: ‘Despite the signifi cant progress that has been achieved off the coast of Somalia since the operation was launched, it is widely recognised that the threat from piracy remains; the pirate business model is fractured but not broken.’

Anger as court orders damages for pirates

Nautilus seeks assurances on ransom laws

Nautilus Council chairman Ulrich Jurgens, front left, at the South Korean trade union symposium last month

07_news.indd 7 10/12/2014 17:33


LARGE YACHT NEWS

by Michael Howorth

FAn investigation has been launched into the cause of an

accident in which the 49m superyacht Rockstar was damaged after a drawbridge crashed onto it as it was being towed into the port of Miami by two tugs.

An area of the yacht’s upper deck was badly damaged as it was struck while passing under the Broad Causeway Bridge.

There were 15 people reported to

be onboard at the time, but no one was injured.The Cayman Islands-registered yacht was trapped for 20 minutes before being allowed to push back from the bridge. It was then towed to another location

Local media suggested that the 60-year-old bridge may have suff ered a hydraulic system failure. CBS Miami has reported that the 60-year-old road causeway is expected to undergo a US$13m renovation soon and this will include replacing parts of the drawbridge mechanism.

PStatistics from the fi rst year of policing the Maritime Labour Con-

vention (MLC) demonstrate the importance of the measure for the superyacht sector — and the need for crew members to belong to Nautilus, the Union says.

Port state control authorities, fl ag states and the International Transport Workers’ Federation have all revealed details of the results of inspections since the MLC came into effect in August last year.

Some of the most common problems uncovered during these checks have been defi cient seafarer employment agree-ments, late payment of wages, no risk assessments for noise, vibration and chemical han-dling, poor hours of work and

rest records, and lack of aware-ness of onboard complaints pro-cedures.

An example of the scale of the problems is shown by the Isle of Man Ship Registry, which carried out 373 MLC inspections in the 12 months following the conven-tion’s introduction. Of these, 152 ships were found with defi cien-cies, and 33 yachts.

Nautilus national secretary Garry Elliott said the inspection results show how much the MLC was needed. ‘We are very famil-iar with many of the problems that have been uncovered, but the convention now gives a fi rm framework in which to check for compliance,’ he added.

‘With more and more yacht crew joining Nautilus, we are gaining an increasing amount of experience in making sure

that they receive their rights and entitlements,’ Mr Elliott pointed out, ‘and we can provide special-ist support and advice in dealing with breaches of the convention.’

He said the Union is now planning to stage some more of its poplar MLC training courses, which give seafarers an insight into their rights and their responsibilities under the con-vention.

zCharter yachts over 500gt — even those chartered for only a couple of days a year — are now subject to the MLC, a leading management fi rm warned last month. Smaller vessels need not be certifi ed, but are strongly advised to do so, it added.

Morpho Luxury Asset Man-agement said that owners and managers must put their house in order right now if they are

to avoid reputational damage down the line for breaching the requirements covering issues such as pay, medical benefi ts, hours of work, quality and size of accommodation, repatriation, the right to communicate with relatives, and social security benefi ts.

Inspectors now have the right to board vessels and check for compliance with the MLC, it pointed out. Those that do not comply, will have a wait of at least several hours and in extreme cases may even be detained.

‘From a charter point of view, that would be a disaster,” said Morpho founder Neil Anthony Richmond. ‘It could lead to a legal claim for breach of the charter agreement — with all of the reputational damage that implies.’

MLC fi ndings ‘show value of Nautilus’First year inspection results highlight the most common problems for crews

APictured above on a maiden voyage in the Norwegian

fj ords is the striking 48m classic sloop Wisp, recently delivered by the Dutch builder Royal Huisman.

The 252gt cutter-rigged yacht can accommodate up to six guests and six crew. There are three crew cabins, and following the owner’s brief to ensure the crew are well looked after, there is a small

forward cockpit reserved exclusively for their use.

Registered in the Cayman Islands, Wisp is fi tted with a Caterpillar C18 Acert engine and has a range of 5,570nm at 10 knots. Unusually for a sail boat, the engineroom has its own air-conditioned control room separated from a machinery space with full standing height and service spots.

FThe 75-year-old former Merchant Navy offi cer Sir Robin

Knox-Johnston, above, was given a standing ovation when he was presented with third prize in the 3,542-mile Route du Rhum single-handed transatlantic race,

He told the awards ceremony at the Salon Nautique in Paris that he was delighted to have secured a podium place. ‘I didn’t expect to get on the podium when I started the race,’ he admitted. ‘I was up against some damn good competition from lighter, more modern boats than mine that are easier to manage. My boat is hard work.

‘The top international solo sailors were racing, and it was tough. However, owing to considerable luck I did manage to get on the podium which was a delightful fi nish to a very enjoyable event.’

Sir Robin, who was the oldest entrant in the race, fi nished after 20 days, seven hours, 52 minutes and 22 seconds at sea — three days, 46 minutes and 19 seconds behind the winner. ‘It was wonderful to get back to sea again and participate in one of the classic ocean races,’ he added. ‘I might even do it again in four years’ time, but I think I would like a less heavy boat to handle by that time.’

US probe after falling bridge strikes yacht

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 [email protected] call +44 (0)151 639 8454

by Michael Howorth

HThe Dutch builder Heesen is claiming a ‘green’

breakthrough following sea trials of its latest newbuilding, the 42m Alive, pictured above.

The twin-prop vessel, powered by two MTU 12V 2000 M72 engines, delivering 1,080kW at 2,250rpm, has been fi tted with a specially-developed Hull Vane — an underwater foil system that harnesses waves to produce power.

The Hull Vane, in combination

with the already proven Heesen fast displacement hull form and conventional diesel engines, produces remarkable results.

During sea trials the yacht exceeded her contractual speed of 16 knots by 0.5 knots. The contractual fuel consumption prediction proved to be correct: 4,000nm at 12 knots. Heesen said this means that over 750 miles comes free of charge thanks to the remarkably frugal fuel consumption — some 30% less than on a conventional yacht of similar size and displacement.

Sir Robin takes third prize in transatlantic solo race

Vane helps deliver frugal fuel consumption on new yacht

Record-breaking 2014 METSby Michael Howorth

UThe 2014 Marine Equipment Trade Show (METS) chalked

up new records — with more than 21,000 visitors and almost 1,360 exhibitors over the three days.

Organised by Amsterdam RAI in association with the International Council of Marine Industry

Associations, the 2014 marine leisure industry trade fair attracted 6.5% more international visitors than the previous year.

The show featured three pavilions dedicated to superyachts, marinas and construction materials. 62% of the stand fl oor space has already been booked for METS 2015, which will be held from 17 to 19 November.

08_yachts.indd 8 10/12/2014 18:33


NEWS

PAlmost one in every three ships checked by International Transport

Workers’ Federation inspectors in the year since the Maritime Labour Convention (MLC) came into effect were found to have problems relating to the seafar-ers’ bill of rights.

A report presented to the ITF’s fair practices committee last month reveals that ITF inspectors uncovered MLC issues onboard 2,172 of the 7,482 vessels inspected between 20 August 2013 and 19 August 2014.

The most common problems included owed wages, employ-ment agreements, repatriation, medical issues, international standards (such as food and accommodation), salaries, and

dismissals and victimisation.Almost half the ships found

with MLC-related issues had three or more problems, and fi ve fl ags — Panama, Malta, Antigua & Barbuda, Liberia and the Marshall Islands — accounted for more than half of all the inspections with MLC problems.

The fl ags with the highest pro-portion of MLC problems were St Vincent (71% of vessels inspected), Russia and Turkey (both 61%), Sin-gapore (37%), Panama (28%) and Antigua & Barbuda (27%).

Russia was the country where ITF inspectors found the most ships with MLC issues (217), fol-lowed by Australia (192), Ger-many (168), Italy (162), Spain (143) and the UK (114).

zDefi ciencies related to the MLC

accounted for almost one in fi ve of all ship detentions in Europe over the past year, port state control authorities have revealed.

In the 12 months following the its entry into force, 113 ships were detained for MLC-related defi -ciencies by countries belonging to the Paris MOU on PSC.

The MOU secretariat said 7.4% of all 46,798 defi ciencies found on ships in this period were linked to the MLC, with the most common detainable defi ciencies being payment of wages (39.5%) and manning levels (28.6%). Hours of work and rest accounted for 7.7% of all detainable defi ciencies.

Inspectors also noted particu-larly high levels of defi ciencies associated with health and safety and accident prevention, food

and catering, and accommo-dation.

zThe MLC inspection results show that it is still ‘not quite time for pats on the back and high-fi ves’, the specialist insurer Seacurus cautioned last month. It said overall confi dence that the convention is being successfully implemented should not conceal the fact that there are grounds for continuing unease about the risk of seafarers being abandoned and owed wages.

‘MLC 2006 states that wages should be paid at least every month, so it is disappointing to see that so many seafarers have experienced delays,’ said Seacu-rus MD Thomas Brown. ‘There are clearly reasons for concern in this regard.’

MLC checks show wages problemsFirst results of ITF and PSC inspections reveal the most common defi ciencies

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FStena Line is to convert a 51,800gt ferry to be the fi rst

ship in the world to run on methanol in a €22m project supported by the European Union’s ‘motorways of the sea’ scheme.

During a six-week dry-docking at the Remontowa shipyard in Poland, the Stena Germanica — pictured above — will be fi tted with ‘dual fuel’ equipment developed by the engine manufacturer Wärtsilä in cooperation with Stena Teknik that will enable methanol to be used as the main fuel grade, with the ability to use marine gas oil as back-up.

Stena hopes the use of methanol will cut sulphur emissions by about 99%, NOx by 60%, particulate matter by 95% and carbon dioxide by 25%.

Chief executive Carl-Johan

Hagman said the results of the project will be closely assessed and other ferries could be converted to methanol if it proves successful.

‘Due to our size, we have a broad perspective on handling the new sulphur regulations and it is likely we will use some diff erent types of solutions in the coming years,’ he added.

Stena is trialling a number of alternative fuels and methods for reducing emissions — such as LNG, electric propulsion and scrubbers — but it believes methanol has the potential to be an important fuel for the shipping industry in the future. The emissions are similar to using LNG but the need for infrastructure is much less and handling is simpler, it points out.

F International Maritime Organisation moves to

introduce new controls on container weights have been backed by shippers.

The maritime safety committee has approved amendments to the SOLAS Convention which will require mandatory verifi cation of container weights — either by weighing the packed container or all the goods, packing and securing materials and tare weight of the container.

The Global Shippers’ Forum (GSF) said a Containerisation International survey had shown that 60% of shippers believe they will be able to comply with the IMO rules when they are introduced in July 2016 and almost 80% supported the idea of a blacklist for those who misdeclare cargo.

‘Robust’ policing is urged on SOx rules

Backing for controls on box weight

Southampton expansion completedA

The UK port of Southampton is now able to handle the

latest generation of ultra-large containerships, following the completion of a £40m dredging project.

The work to widen and deepen the approach channel to the port — which involved the removal of more

than 5m cu m of material — means that ships with a draft of up to 15.5m are now able to access DP World’s container terminal.

Associated British Ports said the project will also improve navigational safety for ships using Marchwood Military Port and Fawley Refi nery. ‘As the trend in

shipping is for ever-larger vessels, it is vital if Southampton wants to remain at the forefront of the industry that the port ensures its facilities adapt to handle them,’ said port director Nick Ridehalgh.

DP World’s SCT 5 berth is dredged to 16m and be further deepened to 17m to meet future demand.

F With the strict new shipping sulphur emission control areas

set to take eff ect on 1 January, a leading shipowners’ organisation has urged government to take a ‘robust’ approach to enforcement to prevent unfair competition.

BIMCO president John Denholm warned that eff ective controls will be crucial to maintaining a level playing fi eld for shipping companies operating in ECAs and ensuring that compliant companies are not left at a disadvantage.

Failure to crack down on operators who fl out the rules would distort competition and ‘seriously expose compliant shipowners and operators who are bearing the high cost of ultra-low sulphur diesel oil’, he added.

BIMCO is also worried about the

potential for fuel costs to rise even further if an international 0.5% sulphur cap is introduced in 2020.

BIMCO has also expressed concern at European Commission proposals for regulating CO2 emissions from ships. It complains that the plans — which are set to be introduced in 2018 — will force the reporting of commercially sensitive information about cargoes.

The scheme will require all ships over 5,000gt calling at European ports to monitor, report and verify both the CO2 emissions and the cargo work done on an annual basis. BIMCO warned that the system will ‘create additional red tape for shipping without any positive impact on the environment and may well negatively aff ect the prospect of an international agreement on the issue in IMO’.

Stena claims a world fi rst in methanol conversion

09_news.indd 9 10/12/2014 17:37


NEWS

Honorary degree for former BP master

PSeafaring unions and shipowners have wel-comed plans to reduce

red tape for shipping presented to the International Maritime Organisation (IMO) last month.

The proposals have been developed by a steering group established to examine ways in which the shipboard administra-tive burdens associated with IMO conventions and codes can be eased.

The report was drawn up to refl ect the fi ndings of the fi rst-ever public consultation under-taken by the IMO. Carried out between May and November 2013, this gathered the views of 3,229 seafarers and shipping industry personnel on the paper-work problem.

The feedback showed sig-nifi cant numbers of complaints about the impact of cuts in crew levels, combined with an increase

in the amount of rules, paper-work and checklists, along with duplication of documents and an increasingly litigious culture.

Analysis of the consulta-tion responses showed that 351 of the 563 mandatory require-ments were not perceived as an administrative burden by any of the respondents. The remain-ing 182 were each perceived as an administrative burden by at least one respondent — although the working group concluded that 148 of these did not meet the crite-ria for an administrative burden (unnecessary, disproportionate or obsolete).

The report recommended that 13 of the administrative require-ments should be reconsidered — in particular for potential harmo-nisation with other requirements — and 21 had the potential to be classed as obsolete and could be deleted.

It identifi ed the potential for many of the administrative requirements to be eased by using electronic documentation. The working group suggested electronic certifi cates and similar documents should be treated as the same as original paper certifi -cates.

The report also proposed an electronic ‘single window’ infor-mation exchange system to fulfi l multiple reporting requirements and said shipowners, administra-tions, classifi cation societies and commercial parties should accept electronic or software solutions as a suitable replacement for paper documentation.

It also called for work to iden-tify and reduce potential admin-istrative burdens to be carried out before approving new or existing IMO regulations.

Nautilus general secretary Mark Dickinson commented:

‘The workload pressures gener-ated by excessive paperwork and unneccessary duplication are one of the biggest complaints that our members have, and anything that can help to ease the burden on seafarers has got to be welcomed.’

BIMCO deputy general secre-tary Lars Robert Pedersen com-mented: ‘If the recommendations of this report are put into practice, they will establish an enhanced and modern platform for sim-plifying the daily work onboard ships as well as ashore.

‘Shipping needs to be able to use the latest technology for its reporting — and recognition of electronic certifi cates ought to be a prerequisite in this day and age,’ he added. ‘BIMCO therefore urges the IMO Council to make fi rm decisions on the basis of the recommendations and remove unnecessary administrative bur-dens.’

Backing for plan to cut ‘red tape’

FReliance on the traditional system of lighthouses around the coasts of England,

Wales and the Channel Islands has diminished, Trinity House has concluded following its latest review of aids to navigation.

‘With the exception of leading lights and “PELS”, landfall lights and passing lights are now less important and their primary function is for coastal navigation, confi rmation of position and spatial awareness,’ the GLA said.

Traditional aids to navigation can now be regarded as a secondary, but complementary, system to the primary navigation system of GNSS, it suggests.

Generally, having one AtoN in view is acceptable, the review proposes, and a maximum range of 18 miles is considered suffi cient for most lighted visual AtoNs.

The review has also concluded that fog signals are no longer considered to be AtoNs and will only be

used as hazard warning signals. The GLA says it has deployed 32 AIS stations at

a number of shore and buoy locations around the coast since the 2010 review. These transmit AtoN messages, and Trinity House says it will continue to deploy AIS as an aid to navigation ‘where there is seen to be added value in doing so’.

Trinity House is seeking comments on the initial results of the review process, which should be made by 14 January 2015.

Industry welcomes IMO proposals to ease the paperwork burden on crews

Trinity House consults on AtoN review

FLondon Gateway, the UK’s newest port, now has special

facilities for the crews of visiting ships. Centres for Seafarers chairman John Hughes is pictured right with DP World London Gateway CEO Simon Moore, at the offi cial opening of the building last month.

The DP World London Gateway centre is equipped with free wi-fi ,

computer space, telephones, woolly hats and a small library of books.

Visiting seafarers will also have access to port chaplains and a canteen.

The centre was opened by Mr Moore — himself a seafarer many years ago — following a blessing by Deacon Paul Glock, one of the visiting port chaplains.

Welfare centre at new port

APictured right receiving an honorary degree of Doctor

of Maritime Operations from Southampton Solent University is Captain Nigel Palmer, the former chairman of the Merchant Navy Training Board (MNTB).

Capt Palmer was presented with the award to honour his work to enhance maritime training while MNTB chairman, which resulted in the introduction of a foundation degree programme for UK offi cer cadets.

Capt Palmer began his career as a cadet with the BP Tanker Company in 1967 and was seconded to the

Australian NW Shelf LNG project between 1991 and 1997, when he returned to the UK to head up the BP Shipping fl eet.

After retiring as BP Shipping’s director of government and industry in 2004, he has served on the MNTB, as chairman of the Maritime Skills Alliance since its formation in 2004, and was non-executive director of the Maritime & Coastguard Agency from 2007 to 2011.

Capt Palmer is an Elder Brother of Trinity House, chairman of the Britannia P&I Club and chairman of the Marine Society & Sea Cadets.

King’s Lynn opens seafarers’ centreA

Apostleship of the Sea (AoS) port chaplain Sr Marian Davey

is pictured with a visiting crew member at the UK port of King’s Lynn following the opening of a new seafarers’ centre last month.

The centre was formally opened by Bishop Alan Hopes, Bishop of East Anglia, and Bob Jones, chairman of the Merchant Navy Welfare Board, which largely funded the new facilities.

‘It is the fi rst time in the port’s recent history that a space has been set aside specifi cally for seafarers to use,’ said Sr Marian. ‘This is a big fi rst. Up until now, crew had to go into town to buy top-up cards to be able to contact home. Now they

have free use of wi-fi and internet at the centre, because AoS is paying for that cost.’

With many ships docking at the port for less than 24 hours, access to facilities to contact home or to meet welfare workers used to be limited, she added. The site provided for the centre by Associated British Ports is a good location and works well for seafarers coming off their ships.

‘Everyone at ABP, from management and staff to the shipping agents, has been encouraging and supportive, and measures are in place to ensure that seafarers coming ashore have all the information they need about the AoS centre,’ Sr Marian added.

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10-11_news.indd 10 10/12/2014 18:18


NEWS

ANautilus concerns over fraudulent employment off ers

for seafarers have been highlighted once again — with a new recruitment ‘scam’ currently circulating, off ering seafarers bogus employment with Princess Cruise Lines in a wide variety of positions.

An email advertisement seen by the Union purports to come from ‘Management’ at Princess Cruise Lines Australia and asks applicants to submit resumes to Mrs Gloria Richardson at [email protected]. It lists jobs ranging from male nurses to youth counsellors, paying between $45,000 and $125,000.

Princess Cruise Lines has confi rmed that the email is bogus and all members are reminded that they should not be asked to pay to apply for any position.

Recruitment agencies listed in the Telegraph are verifi ed as genuine, although members are advised that some crewing agencies may not be advertising a specifi c position, but instead may be seeking to develop their database of job hunters.

FCaptain Francesco Schettino, who was in command of the

cruiseship Costa Concordia when it capsized off the coast of Italy in January 2012, has begun his defence against charges which could put him in prison for at least 20 years.

The Italian shipmaster — who is on trial on multiple counts of manslaughter, causing a maritime disaster and abandoning ship — took to the witness stand for the fi rst time last month.

32 people died when the ship struck rocks off the island of Giglio, but Capt Schettino told the court that he had helped to reduce the numbers of deaths on the night by delaying the order to evacuate.

He said he had deliberately delayed sounding the alarm in order to avoid causing panic among the 4,229 passengers and crew. While he regretted that 32 people had died, the death toll would have been much higher had he given the abandon ship order when the vessel was further from the shore.

Capt Schettino said he had decided that the prevailing winds would push the ship into shore, from where he calculated that an evacuation would be easier than had it remained out in the open sea.

Asked why he instructed crew to tell passengers that the ship had simply experienced a power blackout and that they had nothing to worry about, he replied: ‘I did that to calm the passengers down. I feared that otherwise there would be panic.’

Cross-examined by prosecutors, Capt Schettino insisted that he had been in control of the situation and had ‘a clear idea’ of what to do after the ship was holed, and he had been confi dent that the vessel could remain afl oat despite the rapid ingress of water.

Capt Schettino’s lawyers have stressed that no one died when the ship struck the rocks, and argue that evacuation problems arose as a result of a failed back-up generator and the fl ooding of supposedly watertight compartments.

The master denied that he had taken the ship close to the island to impress a dancer with whom he was having an aff air and he told the court that there was a ‘commercial aspect’ to performing such ‘sail-by salutes’ which were commonly carried out to please the passengers.

Capt Schettino said he had left the bridge barely half an hour after ordering the launch of lifeboats, as he needed to get a radio from his cabin. But as he walked back, the ship listed to starboard and he was left with no option but to disembark. ‘Either I had to throw myself into the water — perhaps that would have been better — or I had to get into the lifeboat.’

The master is the only crew member on trial, as others who faced charges had plea bargains accepted. Prosecutors have called for a prison sentence of more than 20 years if Capt Schettino is found guilty, and the trial is expected to continue into the new year.

Schettino takes to the stand for the fi rst time

PA Danish ferry master who was praised for his courage and

professionalism in leading successful attempts to fi ght a devastating fi re onboard his vessel has been presented with the 2014 International Maritime Organisation (IMO) Award for Exceptional Bravery at Sea.

Captain Andreas Kristensen was given the IMO medal and certifi cate on behalf of the crew of the 24,196gt ro-ro cargo ferry Britannia Seaways exactly one year after the incident in which the blaze broke out in heavy seas around 70nm off the coast of Norway.

The fi re burned for almost 13 hours and at one stage the fl ames were up to 30m high — and with the ship’s cargo including some 70 tonnes of diesel, aviation fuel and gasoline in jerry cans and tank containers, there were serious concerns for the safety of the 20 crew and 12 passengers onboard.

Capt Kristensen had decided not to evacuate all non-essential personnel by helicopter, on the grounds that slowing the ship and turning windward to help get them off would have exacerbated the fi re.

An explosion below deck caused the engine control system to break down — but the crew

succeeded in transferring opera-tions to manual mode and kept the engines, auxiliary engines and fi re pumps running, while controlling the huge amounts of water coming into the cargo holds from the fi re-fi ghting.

Capt Kristensen and his Dan-ish, Polish and Filipino crew man-aged to manoeuvre the ship to shelter, enabling a fi re-fi ghting vessel and specialist teams from ashore to help extinguish the blaze.

Presenting the award, IMO secretary-general Koji Sekimizu praised the crew for their ‘heroic teamwork’ — pointing out that they had put their own lives on the line to save others and to avert a major marine pollution inci-dent.

Capt Kristensen — who fi rst went to sea at the age of 17 and trained with the East Asiatic Company before serving with Maersk and DFDS — said he was ‘extremely proud’ to have been

in command of a ship where the crew had performed so well.

‘I was watching it from a safe distance on the bridge, but the crew were fi ghting the fi re on the open deck in high seas, or work-ing in the engineroom to avoid a blackout, which could have had fatal consequences,’ he added.

He said the honour should be shared with the ship’s passen-gers — Norwegian soldiers who had helped the crew during the fi re-fi ghting, and the Norwegian emergency services who sup-ported them.

Capt Kristensen had joined the ship only six days before the fi re and he said the incident under-lined the importance of high training standards and regular drills.

‘When the alarm goes off, you do not know how people will react — but in this case they did every-thing they were trained to do, and a bit more,’ he told the Telegraph. ‘This was defi nitely one of the bet-ter team-building exercises!’

The Britannia Seaways crew were one of 35 nominations sub-mitted to the IMO for this year’s bravery award. Five professional rescue workers from Argen-tina and two from South Korea were presented with certifi cates of commendation during the ceremony.

Master picks up bravery awardDFDS ferry crew praised for their ‘heroic teamwork’ in battling huge blaze

Brewer’s boost for Seafarers UKA

Cheers! The maritime charity Seafarers UK has been given a

boost worth almost £40,000 thanks to healthy sales of Seafarers Ale over the past year.

The brewer and pub fi rm Fuller, Smith & Turner presented the charity with a cheque for £38,676 at the opening last month of The Admiralty — its new HMS Victory-

themed pub overlooking London’s Trafalgar Square.

The donation was handed over to Seafarers UK’s director general Barry Bryant, accompanied by The Admiral Lord West of Spithead, a long-term supporter of the charity, by Fuller’s CEO Simon Emeny and sales director Richard Fuller.

Fuller’s acquired the Gale’s-

branded Seafarers Ale in 2005. Ever since, a donation per pint sold has been made to Seafarers UK. The total raised to date exceeds £170,000 — money that contributes to Seafarers UK’s annual grants of £2.5m, which are paid to charities, organisations and projects that support seafarers in need, their families and dependants.

IMO call to revise fatigue guide

Raising a glass for Seafarers UK, left to right: Simon Emeny, Admiral Lord West of Spithead, Barry Bryant and Richard Fuller

Capt Andreas Kristensen collects the IMO bravery award Picture: IMO

ANautilus has welcomed International Maritime

Organisation approval of proposals to revise the global guidelines on seafarer fatigue.

The existing guidelines were developed in 1999 and the IMO’s maritime safety committee (MSC) was urged to approve a comprehensive revision and update to ensure that they refl ect the latest scientifi c knowledge about fatigue.

A paper submitted by the International Federation of Ship Masters’ Associations, Australia, Dominica, the Marshall Islands, Norway and the Nautical Institute to last month’s MSC meeting was given unanimous support and will now be considered in detail by the human element, training and watchkeeping sub-committee.

The paper warns that fatigue continues to be a ‘serious safety hazard at sea’ and points out that ‘compelling evidence’ about the impact on human performance has been produced in research.

‘To date, the industry has taken a very fragmented approach to managing fatigue at sea,’ it adds. ‘Fatigue can no longer be viewed as an issue only for the individual seafarer — rather it is a multi-faceted hazard that requires a multi-faceted approach to ensure the associated risks are eff ectively managed.’

The paper argues that advances in scientifi c research since the guidelines were published have provided a much deeper understanding of the causes and consequences of fatigue, allowing for more targeted risk management approaches to be adopted.

Making sure that the latest research is refl ected in the guidelines will help to provide more eff ective fatigue risk management systems, it states, and such non-mandatory guidance will set the standard for ‘good practice’ in identifying, controlling and monitoring the risk factors associated with seafarer fatigue.

FThe Maritime Union of Australia (MUA) has condemned plans to

give the country’s ministers the power to secretly turn back merchant ships carrying rescued refugees and asylum seekers.

The Migration and Maritime Powers Legislation Amendment Bill — which went before the Australian Senate last month — would give the immigration minister the power to secretly decide whether Australia’s international obligations apply to any given ship.

MUA national secretary Paddy Crumlin said the measure would undermine the ability of seafarers to go to the aid of people in distress at sea and would threaten the governance of shipping ‘by removing a layer of accountability in a dangerous, unpredictable industry’.

Australian alarm at rescue law

Cruiseshipjob ‘scam’warning

10-11_news.indd 11 10/12/2014 17:44

FAustralian accident investigators have highlighted shortcomings

in safety systems and planned maintenance procedures as key factors in an incident in which a heavylift vessel struck a wharf in the port of Brisbane.

The Antigua & Barbuda-fl agged HC Rubina had sailed from Africa in October 2013 with its propeller pitch being manually operated from a local control station at the aft end of the engineroom after the CPP control system failed while leaving the port of Beira in Mozambique.

While the 8,821gt ship was being manoeuvred off its berth, a fl exible coupling for the shaft alternator that was providing power to the bow thruster suddenly failed. The aft end of the engineroom rapidly fi lled with smoke, forcing the engineer controlling the propeller pitch to leave the local station — with the propeller pitch setting left at between 3% and 5% ahead. The vessel suff ered minor damage after making heavy contact with the wharf.

The Australian Transport Safety

Board (ATSB) found that the vessel’s shipboard planned maintenance system provided no guidance for the

maintenance of the shaft alternator’s fl exible coupling.

Investigators concluded that the

coupling had exceeded its prescribed service life by two years, but they found no records of its maintenance before mid-2008.

The report said the ship’s managers did not ensure that the defective propeller pitch control system was reported to the fl ag state, the coastal state or the classifi cation society, and the method used by the ship’s agent in Brisbane to collect information for the port’s online booking system did not ensure that such defects were reported and passed to the pilotage service.

Investigators also noted with concern that there had been a serious breakdown in communications onboard as the incident began to develop.

‘At a critical time during the incident, the crew used Russian instead of English — the required language on the ship’s bridge,’ the report states.

‘As a result, the pilot was left out of the communication loop and his ability to make informed decisions at those times was limited.’

Training package for man overboard rules

HEALTH & SAFETY


PSeafarers are playing a pivotal role in a pioneer-ing new project launched

by a leading P&I club last month in a bid to cut the risk of the most common accidents.

The ‘self-assessment’ scheme unveiled by the UK Club claims to move beyond ‘tick-box compliance’ to a proactive system that will help owners pinpoint and control the most frequent onboard hazards.

The programme — claimed to be the fi rst of its kind in the industry — draws on an extensive database of more than 12,000 major claims to provide bench-marks against seven primary haz-ards and 76 major threats with the potential to develop into an inci-dent. The risk matrix scheme ena-bles operators to check against some 450 potential control meas-

ures that have been identifi ed by the Club.

It aims to offer owners a simple system to score against these risks and compare their performance against the aver-ages for similar trades and similar ship types, or even between differ-ent ships in their own fl eets. The self-assessment kits are based on the ones used by the Club’s sur-veyors and cover areas including personal injury, pollution, cargo, collision and third party property claims.

Under the scheme — which is being trialled with 20 of the UK Club’s 400 members — crew members are being asked to score the effectiveness of the control measures onboard their ships on a scale from one to fi ve, ranging from very good control of risks to very poor or non-existent control.

Each member’s scores will be analysed by the Club, with the effectiveness of each con-trol benchmarked. A formal risk assessment report will be pro-vided to the company, showing the risk expressed as a percent-age. Detailed specialist claims prevention advice will be given by the Club in response to particular fi ndings.

UK Club loss prevention director Karl Lumbers said the scheme has already generated signifi cant interest among seafarers and it should help them to play a more active role in identifying and controlling risks. ‘The aim is to encourage crews to identify the issues and our inspectors have found that they want to take responsibility and ownership for the risks onboard.

‘The seafarers want something

like this and can see how it will help them to reduce accidents onboard their ships,’ he added. ‘By involving the crew in this way, we are encouraging them to take more pride in their professionalism and their ships.’

Mr Lumbers said he was confi dent the programme would not be a ‘tick-box’ exercise and would not increase the workload of masters and offi cers. ‘With this system we are hoping that we can prove what we do has an effect,’ he added.

He said the scheme will give shipowners the tools to take an active part in preventing costly claims and the Club will reduce the frequency of mandatory surveys for ships in cases where the self-assessment results are broadly in line with its own gap analysis.

New scheme aims to cut at-sea risksInsurers seek seafarers’ support for trial project to combat common hazards

FPictured above is a scene from a new training package which

has been produced to help seafarers comply with new SOLAS Convention ‘man overboard’ requirements.

The Videotel Recovery of Persons from the Water (Man Overboard Edition 2) programme aims to ensure that all crew members are properly prepared for such situations, in line with the SOLAS requirements that came into force in July 2014.

Videotel chief executive offi cer Nigel Cleave stressed the importance of planning and practice. ‘As with any incident, the fi rst response is crucial,’ he pointed out. ‘The actions of every member of the crew are vital to a positive outcome. Best practice has

been developed over a number of years using the experiences of many generations of seafarers and the introduction of new rescue equipment — our role is to ensure that expertise is brought into play when needed.’

The new programme — which is available through VOD (Videotel On Demand), VOD Online, and e-Learning CBT, and features an accompanying workbook — covers prevention, planning, initial action to take when a person goes overboard, the responsibilities of the watchkeeper and master, the processes involved in searching for the casualty, preparing to rescue the casualty, recovering the casualty into the craft, recovering the craft and caring for the casualty.

AAn aframax tanker carrying 87,000 tonnes of crude from Scotland ran aground off Germany

because the pilot failed to get the latest sounding charts for the area, an investigation has revealed.

The 97,220dwt Bahamas-fl agged Katja grounded on a sandbank in the Jade Fairway while sailing towards the port of Wilhelmshaven in August 2012. The tanker was refl oated with tug assistance on the next tide and the German investigation body BSU said the ship’s double hull had helped to ensure there was no pollution.

Investigators said the pilot had misjudged the situation when he took the ‘unwieldy’ tanker too close to the edge of the dedicated corridor within the 300m-wide fairway after a course alteration. With a strong ebb current combining with the tanker’s slow manoeuvring response, the accident had become ‘unavoidable’.

The BSU report said investigations had failed to clarify why the pilot had not been aware of the latest current sounding chart before joining the ship. ‘Such accidents could be avoided if it was ensured that

sea pilots always have access to current sounding data,’ it adds. ‘This could be achieved by means of so-called portable pilot units. Ideally, sounding data could be made retrievable on such devices not only in portable data format but also in converted data format, this enabling their display on an electronic chart.’

The BSU said the pilot had also left the ship’s bridge team ‘in uncertainty’ over the exchange of information with vessel traffi c services ashore, as these communications were carried out in German.

Poor safety management cited in report on heavylift ship accidentClub concern over

masters’ orders

HC Rubina after the accident in Brisbane in 2013 Picture: ATSB

FShip masters need to improve the standard of their night

orders, a P&I club has warned.The London Club says its ship

inspection department has recently observed a number of negative fi ndings in connection with masters’ night order books — and most notably in respect of preparations for entering ports.

In the latest issue of its StopLoss Bulletin, the club notes, ‘The value of

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masters’ night orders should not be under-estimated in the quest for the effi cient and safe performance of a ship, particularly during port calls.

‘Invariably,’ it adds, ‘deepsea masters function as “day-workers” and, with an early morning ETA at the pilot station, there is a great deal for ships’ offi cers and crew to prepare after a long voyage. Effi cient planning in advance can help an operation to be carried out in a controlled and safe manner with the minimum of stress for all parties.’

The club says night orders should cover points such as:

zcalling the master with suffi cient time available to appraise the full navigational situation and to develop proper night vision before reaching the pilot station or taking the con

zcalling the pilot station to confi rm ETA and berthing prospects

zensuring that day crew are called at a reasonable time so that items such as anchors are cleared, pilot boarding arrangements are safely in place, and fl ags/call signs are ready to be run up

‘Consideration should also be given to calling the duty engineer to ensure that engines are on standby suitably in advance of being required for manoeuvring. It is also important to endeavour to ensure that bridge manning is increased as required, that mooring ropes are prepared, and that bridge arrival checklists are completed, and required systems checked,’ it adds.

Pilot lacked latest sounding charts

12-13_h+s.indd 12 10/12/2014 18:19

HEALTH & SAFETY


Warning over shortcomings of Polar Code P

An investigation into an incident in which a passenger died after a

cruiseship was struck by a huge wave in February 2014 has criti-cised the vessel’s safety manage-ment system.

One passenger was killed and 16 passengers and crew were injured when two restaurant win-dows were shattered by the wave that hit the 22,080gt Marco Polo in the approaches to the Channel, some 8nm from the entry point to the NE-bound lane of the ‘off Ushant’ TSS.

An investigation report pub-lished by the Bahamas Maritime Authority (BMA) concludes that the ‘phenomenal’ wave which struck the ship could have been as high as 19m.

The 46-year-old ship was sailing from the Azores to the UK port of Tilbury with 735 pas-sengers and 349 crew onboard at the time of the accident. Inves-tigators said the crew had been ‘actively managing’ the vessel’s course and speed and had con-ducted the voyage planning with a high degree of professionalism, with the aim of running ahead of the worst of the predicted storm area.

However, the report notes, the storm moved much faster than forecast and was also sig-nifi cantly more intense than forecast — developing into one of ‘extraordinary violence and energy’, with reported wind speeds of 70 knots.

The BMA said the extreme wind and sea conditions had made it hard for the ship to main-tain its course. Its exposure to the yawing effect of the wind and

waves was exacerbated because the ship’s speed had to be reduced to prevent engine damage from propeller ‘racing’ — and this also increased its exposure to beam seas.

Investigators said they had discovered ‘fundamental weak-nesses’ in the documented safety management system on the ship. ‘In fact, the conclusion was drawn that in some respect the documented procedures inter-fered with the professional man-agement of safety and pollution prevention onboard the ship by

providing confl icting, irrelevant or inaccurate information,’ the report adds.

The BMA notes that the com-pany had not implemented a proactive weather management system to support the master. At the time of the accident, the ship was using offi cial Inmarsat-C SafetyNET and unoffi cial inter-net sources for meteorological information.

The report calls for the ship’s operator to review the meteoro-logical information provided to the master and to take a more

proactive approach to weather management by using a dedi-cated information provider. It also recommends a review of the SMS to improve plans and procedures for anticipating and encountering heavy weather.

The report points out that this is ‘by no means the fi rst passen-gership to suffer window break-age in bad weather’ — with at least 16 such reported incidents since 2000, one of which involved two passenger fatalities.

Investigations found that the rectangular windows in the Marco Polo’s restaurant had probably been installed between 1991 and 1993, replacing the orig-inal circular portholes.

The report notes that the Load Line Convention does not set impact resistance requirements for window glass or window assemblies and the classifi cation society rules at the time also con-tained no strength standards.

Post-accident inspections of the windows in the restaurant and in other locations onboard the Marco Polo called into ques-tion the adequacy of the classifi -cation society’s annual load line survey, carried out in December 2013, the report adds.

It said there was evidence of ‘long-standing weaknesses’ in the class survey regime in respect of load lines.

The report recommends a fl ag state review of the guidance on the protection of passenger-ship windows and side scuttles by deadlights and storm covers, and also calls for the Bahamas to review the effectiveness of classi-fi cation society loadline surveys and ISM audits.

Fatal wave was not a ‘rogue’, report concludesInvestigation points to safety management problems on passengership

Above, a view of the sea conditions shortly before the Marco Polo was struck by a ‘phenomenal’ wave in February 2014 and, below, the damaged restaurant windows Pictures: Bahamas Maritime Authority

The Kiribati-fl agged general cargoship Baris, pictured above, was found drifting by the Greek Navy last month with more than 700 refugees crammed onboard, more than 500 of whom were women and children from Syria, Afghanistan and Iraq. The ship was towed to Crete after being kept at sea for three days until all aboard were proved to be free of Ebola Picture: Reuters

FNautilus has expressed concerns over the adequacy of the Polar

Code, which was adopted by the International Maritime Organisation’s maritime safety committee last month in an eff ort to control the safety of the increasing amount of shipping in polar waters.

The product of several years of negotiation, the Code covers all aspects of the navigation of passengerships and cargo ships of 500gt and above in polar areas — from the construction of ships, the training of crews and navigation, to improved coordination of search and rescue operations.

The SOLAS-related provisions of the Code are now in place, and the environmental elements are expected to be agreed early in the new year, which will mean the Code is likely to come into force in January 2017.

However, speaking at the IMO meeting on behalf of the International Federation of Ship Masters’ Associations, Nautilus professional and technical assistant David Appleton said that while the provisions for ships designed, built, operated and manned for service in polar waters are adequate, there are grounds for considerable concern for other vessels that enter these waters.

‘The production of the Polar Code, in our opinion, has achieved very little in terms of improving safety in such a hostile environment,’ he added. ‘For example, the inadequacy of life-saving appliances on cruiseships including

the absence of a lifeboat seat for every person. This places a great burden on shipmasters — who no doubt will be held responsible when an incident occurs.’

Green groups also warned that the regulations do not go far enough to adequately protect the fragile Arctic and Antarctic environments. They are particularly concerned that the Code does not outlaw the use of heavy fuel oil in polar regions and will allow vessels with inadequate ice-strengthening to operate in the area.

John Maggs, president of the Clean Shipping Coalition, commented: ‘Sadly, the negotiations have resulted in a Code that falls far short of what is required. Without urgent further strengthening, it is just a question of when, not if, an incident occurs, with serious consequences for the delicate Arctic and Antarctic environments.’

‘We have concerns that lessons are not being learned from recent shipping incidents, and Polar Code’s adoption will do little to reduce risks to the Antarctic environment,’ said Sian Prior, shipping advisor to the Antarctic & Southern Ocean Coalition.

‘The Polar Code should demand that ships sailing in Antarctic waters are adequately strengthened and stabilised for dealing with ice collisions, that they report their positions on a regular basis to a centralised system, and that they are routed away from important wildlife sites.’

gThe salvors’ view — see page 29.

FLegal experts have echoed Nautilus concerns over the

safety issues for merchant shipping arising from the scaling back of search and rescue operations in the Mediterranean.

Seafarers’ Rights International (SRI) warned about the implications for ship masters following the decision to launch the EU Frontex operation Triton in November — with a reduced budget and a focus on border control— in place of Italy’s Mare Nostrum mission, which helped to save the lives of more than 150,000 migrants in the Mediterranean.

SRI executive director Deirdre Fitzpatrick pointed out that the SOLAS Convention places a responsibility on ships to go to the aid of anyone in distress at sea.

‘This is a serious obligation on masters and under many national laws, the master who fails to render assistance to any person in danger of being lost at sea could face prosecution, and on conviction, a jail sentence,’ she added.

‘However,’ she stressed, ‘a master must be equally cognisant of his duty

to protect the lives of his own crew and passengers and not to expose them to risks including risks of infection such as Ebola that may arise when he rescues people at sea.’

More than 600 merchant ships have diverted from their routes to rescue people at sea during 2014 and SRI warns that any reduction in SAR by governments could increase the number of incidents to which merchant ships have to respond — with consequent burdens and legal responsibilities on masters and crews.

Former Nautilus general secretary Brian Orrell, who chairs the SRI advisory board, added: ‘The obligation of masters to assist persons in distress at sea is steeped in maritime tradition and legal history.

‘It is therefore of concern if budgets for search and rescue in the Mediterranean are being reduced,’ he added. ‘This may increase the number of search and rescue missions that masters have to undertake, as well as their risks of criminal prosecution for any perceived failure to attend to persons endangered at sea.’

‘Cuts in Med SAR will increase the pressure on ships’

12-13_h+s.indd 13 10/12/2014 17:38


INTERNATIONAL

shortreportsITALIAN RESCUE: the creation of a second register for Italian merchant vessels has saved the fl eet, the country’s shipowners have claimed. The owners’ organisation Confi tarma said that 18m gt of the 19m gt of Italian-owned tonnage is now on the international register. Of the 38,500 seafarers working in Italian shipping, 23,000 are Italian and 15,000 from non-EU countries.

COLOR CONCERN: Norwegian maritime unions have voiced concern that the ferry operator Color Line is considering a switch of fl ag on the Oslo-Kiel route, from the national NOR fl ag to either the Norwegian international register, NIS, or Denmark’s international register, DIS. NIS or DIS would mean a loss of up to 700 Norwegian jobs as cheaper foreign crews could be hired.

CHINESE CRUISES: China is encouraging shipping mergers and acquisitions to further boost its maritime sector and expand its cruise industry potential — including building its fi rst self-developed luxury cruiseship. Some reports forecast that China will account for about half the world’s cruise passengers by 2020.

DENMARK RAPPED: the International Labour Organisation has again raised concern with the Danish government over its failure to amend a law that prohibits Danish unions from representing foreign seafarers working onboard ships on the country’s DIS international register.

BIG ORDERS: the Canadian company Seaspan says it is planning to order some ultra-large containerships of between 18,000 to 20,000TEU. The expanding operator presently has six 10,000TEU and eight 14,000TEU newbuildings due for delivery between now and the end of 2016.

AUSSIE BAN: Australia has banned the Indonesian-fl agged multi-purpose ship Territory Trader from its waters for three months under its ‘three strikes and you’re out’ rule. It said the ship had been shown to have a history of malfunctions and breakdowns. CHILE SWITCH: Chilean shipowner Ultragas, which operates 21 LPG carriers, has registered its fi rst vessel on the Danish international ship register, DIS. More vessels are to follow, according to the Danish Shipowners’ Association.

WATER SKILLS: in a new waterborne transport policy paper, the European Research Association has called for ambitious emission reductions, new high-tech vessels and improved training standards for crews.

SHORTSEA DEAL: the French containership company CMA CGM has bought the German shortsea shipping operator OPDR.

Owner fi ned for dumping

FThe International Transport Workers’ Federation has accused

the Panama Canal Authority (PCA) of a ‘classic case of union-busting’ in its attempts to close down the country’s tugboat captains’ union, UCOC.

The ITF had already accused the PCA of violating international agreements by failing to provide decent pay and safe working conditions for more than 9,000 affi liated maritime workers in the canal zone.

Last month it said the authority had been using ‘tortuous and opportunistic tactics’ to try to force the closure of the tugboat captains’ union by seeking a court ruling to suspend it as a ‘precautionary measure’ and to seize and freeze its assets.

‘This is a classic case of union busting and a fundamental breach of

the International Labour Organisation principles of freedom of association, which the Panamanian government rightly adopted,’ said ITF general secretary Steve Cotton.

‘The PCA is acting like a state within a state. It is impossible to avoid the suspicion that behind its legal submission is a particularly drastic attempt to avoid having to negotiate a collective bargaining agreement with the UCOC — with a side helping of revenge for trade unions’ rightful attempts to question the PCA’s behaviour.’

The ITF said it appeared that the authority was also seeking to distract attention from the delayed canal expansion project and to cover up the ‘substantial safety and operational issues arising from the waterway’s current operation’.

French unions accuse ministers of failures on maritime policy

ITF slams attack on Panama tug union

by Jeff Apter

PThe French prime min-ister has assured unions that he will seek to

protect jobs after the troubled Mediterranean ferry operator SNCM was last month placed into administration by a court in Mar-seilles.

The commercial court has put the company into ‘observation’ for six months, during which time potential buyers can exam-ine its fi nances before bidding for all or part of its business.

French prime minister Manuel Valls said the govern-ment is watching developments closely and he would work to ensure that as many jobs as pos-sible are protected. But, he added, the bankruptcy of SNCM was ‘an unfortunate but inevitable out-come’ after a decade of decline.

Daniel Suzzoni, of the Mar-seilles branch of the FOMM-CGT offi cers’ union, said that serious concerns remain over the fi nanc-ing of the company during the next six months. There are par-ticular fears over the European

Commission’s demand for the repayment of €440m it claims SNCM received illegally when it was privatised in the mid-1990s.

He said the union is also alarmed by questions of whether SNCM’s recent 10-year public service lifeline contract to run services to Corsica can be transferred to a potential investor.

‘As things stand now, failure to solve these vital issues prevent

any serious progress being made on the SNCM question and could lead to its liquidation,’ he warned. ‘Strangely, the court’s judge-ment has put a company with €43m in its current account into six months observation based on the simple fact that Trans-dev, the majority shareholder, asked SNCM to reimburse loans it granted just fi ve months previ-ously.’

A spokesman for the CFE-CGC offi cers’ union added: ‘The task will be diffi cult, but we count on the chairman of the court to give priority to any restructuring of SNCM that keeps it afl oat and not heed the shareholders that seek its bankruptcy.’

Some potential investors have already come forward. French businessman Daniel Berrebi, owner of Mexico-based Baja Fer-ries, has written to the court and the administrators with a ‘fi rm offer’ to take over parts of SNCM.

His bid would provide a mini-mum of 800 full-time employees in a ‘new company offering indi-vidual contracts with respect for merchant navy collective agree-ments’. SNCM presently employs 1,800 people, 1,500 of them on permanent contracts.

Marseilles businessman Christian Garin — a former shipowner and chairman of the Marseilles port authority, who is acting with a group of unidentifi ed investors — said he was seeking access to the company’s fi nancial data with a view to preparing a fi rm offer.

PM’s promise on SNCM jobsUnions seek assurances as court puts French ferry fi rm into administration

The new biggest boxship A

Pictured right during sea trials last month is the 187,541gt China

Shipping Container Lines vessel CSCL Globe, which has claimed the title of the world’s largest containership.

Built in Japan by Hyundai Heavy Industries, the 19,000TEU vessel is the fi rst in a series of fi ve ordered in May 2013. The ship is 400m loa and has been deployed on the Asia-Europe trade loop.

The Hong Kong-fl agged CSCL

Globe is powered by a high-effi ciency 77,200bhp electronically-controlled main engine which burns around 20% less fuel per TEU in comparison with 10,000TEU containerships.

CSCL Globe and its sisterships will have Route Specifi c Container Stowage (RSCS) notation developed by DNV GL to provide more effi cient usage of cargo capacity with more fl exibility and more laden containers onboard on specifi c routes.

Under a banner reading ‘scandal of the state’, union members meet to discuss the SNCM crisis Picture: Thibaud Teillard

AFive French seafaring unions have written to the country’s

prime minister, Manuel Valls, expressing grave concern at the government’s neglect of merchant shipping.

The CGT, CFDT, CFE-CGC and CFTC unions complained that employment was barely covered in the new transport minister’s recent communication to the cabinet on the country’s maritime policy.

The unions pointed out that two French product tanker operators had folded during the two years the government had spent trying to reform the 1992 oil transport act. And they further criticised the

government for its failure to include the maritime sector in its energy transition policy.

‘Merchant shipping continues to be a major consumer of heavy fuels while northern European countries are investing in their fl eets’ conversion to LNG propulsion,’ the letter stresses. ‘The present loss of maritime jobs derives from the shipwreck of the SNCM that has been torpedoed by unregulated and uncontrolled competition. This has aff ected ferry activity in northern and southern France which already report the country’s highest unemployment rates.’

The unions warned that the

absence of an eff ective national maritime policy and subservience to shareholders will result in further attacks on all parts of the maritime industry. They said the sector had become a testing ground for extreme free market practices, including the adoption of France’s International register (RIF).

The letter calls for the prime minister to deliver on promises made by previous governments and to set out genuine ambition and concrete measures against growing unemployment in the French shipping industry. ‘Other countries are doing it and so must France as a maritime nation,’ they argued.

AA Chinese shipping company has been fi ned A$20,000 (€13,557)

for illegal dumping of waste off the coast of Australia.

The case followed an Australian Maritime Safety Authority (AMSA) investigation which found that plastic bags full of waste had been thrown overboard from the Panama-fl agged bulk carrier Xin Tai Hai in June 2013.

The ship’s master was fi ned $6,000 on charges of illegally discharging garbage and failing to record it in the garbage record book.

Following the case, an AMSA spokesman warned: ‘Ship owners and their masters need to understand these incidents are investigated and will lead to prosecution, if ships are found to have disposed of garbage illegally.’

14-15_int.indd 14 10/12/2014 17:05

shortreportsNIGERIAN APPEAL: the Nigerian Association of Master Mariners (NAMM) has added its voice to calls for urgent action to increase the number of Nigerian seafarers working on ships in the country’s shipping trades. NAMM president Captain Ade Olopoenia said master mariners are ‘greatly worried by the dearth of indigenous seafarers’ and said the country should adopt an integrated development programme to boost the training and employment of Nigerian nationals.

WRECK REQUEST: the owners of the containership Rena are seeking the approval of New Zealand authorities to leave the wreck of the vessel in place on the reef where it ran aground in 2011. The operators claim that while full removal of the wreck from the reef is ‘technically possible’, the risks associated with such an operation — including extensive further damage to the reef and further discharge of contaminants — are too high.

NIGERIAN ATTACK: two Turkish seafarers were kidnapped from the Maltese-fl agged tanker Basat off the Nigerian coast. Armed pirates fi ring weapons boarded the Dutch-owned ship, operated by Tune Chemical Tankers, and stole personal belongings from the 14 Turkish crew. Two seafarers who were unable to take refuge in the ship’s citadel were taken hostage. The operator declined to comment on the question of a possible ransom demand.

DANISH DEAL: Danish maritime unions have welcomed a ‘landmark’ court case which ruled that a Filipino seafarer injured while working on a Danish ship should receive the same amount of compensation as a Danish crew member. The government’s appeals panel had wanted to pay the seafarer less than half the amount that a Danish crew member would have received, on the basis of an estimate of what he would have earned in his home country.

INDIA SIGNS: Indian seafaring unions have welcomed the country’s ratifi cation of the Maritime Labour Convention last month. Abdulgani Serang, general secretary of the National Union of Seafarers of India, described the decision as ‘an important development’ that would give crew members more safety and security in discharging their professional duties.

US CHECKS: ships visiting US ports are to face a coordinated inspection campaign by the US Coast Guard and the US Environmental Protection Agency to check compliance with North America and the Caribbean emission control area rules which require the use of 0.1% sulphur fuel within 370km of the US and Canadian coastlines with eff ect from 1 January 2015.

PENSION PROTEST: Spanish seafarers who have worked on Norwegian ships and paid taxes to Norway for many years have protested about their lack of pension rights. Both Norway and Spain have turned down their requests for national pension entitlements and the seafarers claim that this is a breach of the European declaration of human rights.


INTERNATIONAL

AMaritime unions around the world gave their backing last

month to the Australian crew of a tanker who had staged a 20-day sit-in onboard the ship in protest at the use of low-cost seafarers in the country’s coastal trades.

The 18 seafarers serving on the 50,760dwt Tandara Spirit took the action in response to fears that their jobs would go as a result of a decision by the energy fi rm Vitol to end the charter for the vessel to ship fuel between its Geelong refi nery and Adelaide and replace it with a Vietnamese-fl agged ship.

The strike was called off when the seafarers agreed to ‘avoid the threat of destructive legal action’ being brought against them by the vessel’s owner, Viva Energy, through the federal court.

‘We are ordinary working people,’ the crew wrote in a statement. ‘We’re not trying to be political activists. We

just want to do our jobs in Australian waters. So although we are ending our sit-in for now, our conviction that we are doing the right thing — both for ourselves and for the nation — is unbent.

‘We believe that there can and should be a role for hardworking Australians in shipping fuel to this country. We do not believe our industrial system should be

undermined by companies who would prefer to pay foreign crew slave wages.’

The Maritime Union of Australia (MUA) claimed that the crew were set to be replaced by seafarers earning as little as A$2 (€1.4) an hour.

MUA Victoria branch secretary Kevin Bracken said it was wrong that Australian workers could be undermined by such ‘disgraceful’ practices and he called for the

country’s government to adopt a national fuel security plan to ensure that Australian cargo is carried around the coast by Australian ships with Australian seafarers.

The union points out that Australia imports more than 90% of its fuel on foreign tankers — up from 60% in 2000.

Five Australian-crewed tankers have been operating between domestic refi neries, it says, but two of these vessels are under threat of removal.

Delegates attending the International Transport Workers’ Federation fair practices committee last month agreed a motion supporting the crew, expressing concern at ‘the consistently poor standard of ships’ that have been chartered in to replace Tandara Spirit, and calling for an investigation into whether Vitol uses substandard shipping on a global level.

PGerman seafarers have voiced alarm at a deci-sion by one of the coun-

try’s biggest shipowners to fl ag out all its vessels in a drive to cut costs.

Reederei NSB — which has more ships under the German fl ag than any other operator — said it would switch the regis-try of 38 vessels over the next 18 months, putting more than 480 German and European seafarers out of work by 2017.

The containership operator claimed that remaining under the German fl ag would threaten its existence at a time when mar-ket conditions are ‘persistently poor’. It said that it was no longer ‘economically feasible’ to employ German or European crews.

Chief fi nancial offi cer Lutz

Weber commented: ‘We regret that, even with the involvement of politics and associations, we weren’t successful in bringing the framework of support for the German fl ag to another level, which would ensure a European employee at sea the long-term ability to compete internation-ally and secure maritime knowl-edge in Germany.

‘Unfortunately,’ he added, ‘Germany, as a maritime location, offers European and German sail-ors no prospects.’

NSB said it would make a total of 179 redundancies at short notice, with the remainder of jobs to go on a phased basis as three ships will be re-fl agged every two months.

Klaus Schröter, from the Verdi union, said there are concerns

that NSB’s move will mark a ‘downward spiral’ and other ships will follow out of the German fl ag. The union is calling for the gov-ernment to increase the support for the employment of German seafarers, he added.

He said statements from independent auditors showed the company is healthy, but it is facing pressure to improve its returns and action is needed to align the German fl ag seafarer employment regime with coun-tries like the Netherlands and Denmark.

Verdi is critical of the failure to link state support to the employ-ment of German seafarers, Mr Schröter added. ‘Our marine policy demands to show what needs to be done so that German seafarers have a future and career

opportunities on German ships,’ he said.

The German shipowners’ asso-ciation, VDR, warned that the country’s operators are facing a ‘bitter choice’ between employ-ing German crews and the sur-vival of the companies and more could follow NSB without action by the government.

VDR president Michael Behrendt said it costs owners as much as €500,000 a year extra to keep their ships on the German fl ag and they needed measures such as increased income tax con-cessions to promote the employ-ment of German seafarers. ‘We do not solicit crisis support for our company, but support for the sustainability of the maritime business location of Germany,’ he added.

Flag-out threat to German shippingUnion and owners warn on jobs as biggest operator leaves national register

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Australian seafarers stage a sit-in to protest at lost jobs

The Tandara Spirit’s crew during their 20-day sit-in last month

APictured right is the new Orange Marine cable-layer Pierre de

Fermat, which entered into service last month.

Built by the Vard shipyard in Romania and completed in Braatvaag, Norway, the 8,488gt French-fl agged vessel can carry 2,300 tonnes of cables and accommodate 80 people. The ship can lay and repair telecommunications and power cables, particularly in off shore wind farms. Its fi rst project is working in the Scottish Highlands & Islands for British Telecom.

Orange gets a new cableship

14-15_int.indd 15 10/12/2014 17:05

YOUR LETTERS


MASTER’S GUIDE TO SHIPBOARDDISCIPLINARY PROCEDURESCODE OF CONDUCT FOR THE MERCHANT NAVY

ESRESRCHANT NAVY

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

Tel No: +44(0)1506 463 227Fax No: +44(0)1506 468 999Email : [email protected]: www.witherbyseamanship.com

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 [email protected]

What’s on your mind?

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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 [email protected]

What’s on your mind?

This month’s poll asks: Do you think it is right that the shipping industry should be facing the strict new controls on sulphur emissions? Give us your views online, at nautilusint.org

Yes88%

No12%

Last month we asked: Do you think Europe should introduce US-style ‘Jones Act’ controls over the crewing of ships operating services within EU waters?

Have your say online

There’s no lack of passion here at the WaverleyP

I write in response to the letter in the November

Telegraph regarding the latest in a long line of publications about my current command — P.S Waverley.

There seems to be a misconception that the company became far more corporate with ‘unheard of’ fi nancial security in the year 2000. In fact, the funding from the HLF and others was spent entirely on the fabric of the ship during her major rebuild.

Whilst it was envisaged

that this rebuild would reduce maintenance costs, there was no tangible benefi t, as the desire to keep the ship in her newly restored condition proved costly — as were increasing statutory costs and the increase in insurance premiums for what was now virtually a new ship.

The operation of the ship remains as fi nancially precarious as ever and no fi nancial security was or is discernible. We remain in operation due to hard work and determination.

Royalist retires after decades of good service to Sea Cadets F

The Marine Society & Sea Cadets training ship Royalist is

pictured arriving in Portsmouth for the fi nal time last month — to take part in a decommissioning ceremony to mark the end of 43 years of service.

More than 30,000 cadets have sailed onboard the Cowes-built vessel since it began operating in 1971 and

it has covered some 212,850nm on off shore voyages around the UK and Europe.

TS Royalist is due to be replaced in March by a new 32m ship — bearing the same name — which is being built in Spain at a cost of £4.8m.

MSSC chairman Captain Nigel Palmer said: ‘The spirit of adventure

that our current fl agship represents is hard to match, but after 43 years it’s time to move on.

‘The new ship is an exciting development both technically and in the journey Sea Cadets, as a charity, is making.’Picture: Gary Davies/Maritime Photographic

The Telegraph reports many instances of ship detentions due to mechanical, navigational, safety and crew defi ciencies. Unpaid crew wages also are mentioned.

When offi cial inspections reveal unkempt food stores, dirty refrigeration spaces, serious lack of engine and deck maintenance and obvious safety related issues, who is to blame?

According to media outlets including the Telegraph and the ITF, it appears that owners are being punished for the failings of the ship’s staff . I can only off er sympathy to owners whose crews have not performed and are obviously not fi t for purpose.

I accept that there are exceptions and some owners have proved to be very negligent in many ways.

However, from fi rst-hand experience I have observed the couldn’t care less attitude and complete ignorance of certain crew members of multinational origin, lacking in leadership, who think that they are only there to operate in the most basic manner as possible. R.J. HARROP(former chief engineer and retired surveyor)

Owners should not have to take the blame for failings of crew

There was no new regime and indeed no senior personnel changes within the organisation in 2000, and the only funding received by the organisation in that year was a grant which represented less than 1% of operating costs.

In response to the alleged constant changes in management structure and frequently changing offi cers and crew, there was little or no change to the management structure until the end of the 2011 season.

Among present-day employees are the technical superintendent with 24 years of service, chief executive with 17 years’ service, and myself as senior master with eight years’ service. None of the above were approached or invited to contribute to this book.

Still acting in relief roles on the ship, and all easily accessible, are two former senior masters and a former chief engineer.

Perhaps most conspicuous by his absence as a contributor is the man, who in my opinion, did more for the preservation of Waverley than any other, with his Waverley career spanning 25 years as chief engineer, operations director, chairman and project director of Waverley’s rebuild. He left the company in 2011, but was likewise easily contactable until his tragic and untimely death in late July this year.

I fi nd it strange therefore that the compilers were unable to source the information necessary when the people who could have provided it are contactable onboard Waverley or through the company’s telephone number which is both public knowledge, and I understand, noted in their own publication.

In short, I can see no reason why this book did not cover the years from 2000-2014 other than the unwillingness of the authors/contributors/compilers to print the opinion of anyone other than a chosen few.

I can also assure those who yearn for the halcyon days that there is no lack of passion among those who remain within the management team today. We are perhaps though tinged with a measure of reality, which by necessity comes with modern day ship management.Capt. A.T. O’BRIANSenior Master, P.S. Waverleymem no 178124

Where’s my Telegraph?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 member-ship department on +44 (0)151 639 8454 or [email protected].

16-18_lets_SR edit.indd 16 10/12/2014 17:06

YOUR LETTERS


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 [email protected]

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

tel: +44 (0)20 7880 6200email: [email protected]: 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:[email protected]

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legal:[email protected]

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Nautilus International also administers the Nautilus Welfare Fund and the J W Slater Fund, which are registered charities.

telegraph

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 [email protected] 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

PEarlier this year I had the displeasure of being

dropped like a lead weight by a large company, despite having received a written offer of employment from them and resigning from my previous employer.

After attempting to digest the news, I felt that I had two choices a) to let it go and move on or b) stand up to the company involved. I of course wanted to stand up and reclaim what I had lost during my period of unemployment, but I immediately felt intimidated and over-shadowed when I considered the size of the company involved; especially as this was only the third employer I had dealt with since qualifying as an OOW in 2013.

As a result I immediately looked to Nautilus International for help.

In response to my plea for help, Lisa Carr, one of the Nautilus industrial organisers, emphatically committed herself to fighting my case with me and immediately reinstalled a level of confidence which I had previously lost.

Throughout the ordeal, Lisa and her team worked hard to help prepare my case for tribunal and

later conducted tough negotiations resulting in a fair and just outcome.

I therefore want to take this opportunity to publicly thank Lisa and her team for their continued support throughout the last eight months and convey my deep appreciation for everything they have done for me.

The entire organisation should never be undervalued and I would, and have, recommended that seafarers — whether a rating or officer, young or old — join Nautilus. By doing so you will ensure that your voice is an effective and powerful beat of a larger banging drum, and never an ineffective whisper in a complex international playground.

Readers of the Telegraph, I talk from experience when I say that for a small price per month, the value of membership with Nautilus International is priceless. I urge seafarers internationally to never cow to the immoral and bullying practices of some businesses and collectively promote and defend the rights that we enjoy on land, at sea.JOE BOWRYmem no 202943

Union subs are worth every penny

One rule for us, another for yachties?In December’s edition of the Telegraph, on page 8, there is an article about Sir Robin Knox-Johnson sailing from St Malo to Guadeloupe single-handed — a distance of 3,542 miles. Well done Sir Robin.

On page 9 opposite there is an article about the master of a wind

farm transfer vessel being fi ned £9,702 for not keeping a proper lookout. It has always baffl ed me how these lone yachtsmen seem to be exempt from the International Rules for the Prevention of Collision at Sea which very clearly states that ‘all vessels’ must keep a proper lookout

at all times. Letters to ‘them wot know’ have all

come up blank, with no one wishing to get involved in this argument.

Do any other seafarers have views on this?Capt. NAIRN LAWSONmem no 997665

THE VIEW FROM MUIRHEAD

Experience is what matters most I have the same problem as Capt Fillingham (‘Onerous new requirements have put paid to my career’ — letters, December Telegraph).

As I wasn’t working when the ETO STCW regulations came into force, I didn’t have a company which might have paid for the various courses

required — so, despite having been a radio offi cer and electrotechnical offi cer for 40 years, I have had to call it a day.

If I invested in all these courses, would it be an investment? I am 65 and would be older by the time I fi nished getting the paperwork. Who would then give me a job? Ageism is a fact of life: you can legislate against it, but

you can’t legislate against employers’ perceptions.

The STCW certifi cate for ETOs was a good idea for the new entrants, but not so good for those of us who started as ROs and then learnt on the job.

I can do the job, but I may not.ROSE KINGmem no 428796

As a captain and master mariner, I am curious if any other members are becoming frustrated by the experience requirements of shipping companies for seagoing positions.

How did the industry reach a position where it is now impossible to re-train and go on a diff erent ship type; why is this now the case? British seafarers are extremely resourceful and adaptable people.

For some time now, I have not seen an advertisement for British offi cers for tankers, bulk carriers, anchor handlers, heavy lift, general cargo or container ships. There are still some advertisements for the off shore industry — however, even these are reducing in numbers as new state of the art Scandinavian-fl agged vessels come out, manned completely by Scandinavians working freely in the UK sector. Fair play to them — at least they treat their seafarers well and are looking after their interests.

I was one of many who invested in courses such as the Nautical Institute DP induction course only to be told it is not enough or, even worse, just completely ignored. The experience requirements don’t appear to stop there: every advertisement requires previous

experience on a specifi c ship type.I, along with many others I suspect,

am in now in a chicken and egg scenario where not even one shipping company is willing to re-train me. I am not looking for special treatment and have even off ered to work for free during any training period. To me and so many others it is so obvious there is no shortage — I doubt very much if even one personnel manager will write in reply to this letter.

Needless to say, this will have an eff ect on shore positions as fewer British offi cers will have the required experience on ship types to fulfi l the roles of pilots, consultants and surveyors. It’s now too late in my case — I am leaving the industry completely fed up with begging people to give me a job.

It’s yet more fuel to the fi re of the shipping companies’ case to open more colleges training people to British standards in some far-off country. I believe there is not a shortage of offi cers; the shipping companies’ lack of interest in planning strategically for the future and governments’ fl ag state policy are both to blame for the situation. If it causes them major inconvenience in the future, they really deserve it.mem no 181112

‘Officer shortage’ reflects industry’s failure to train

16-18_lets_SR edit.indd 17 10/12/2014 18:19

YOUR LETTERS


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: [email protected]

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

PIn response to the Young Maritime Professionals

Forum call for experiences, here are mine from the engineroom, I imagine it will encourage dialogue with older seafarers and hopefully offer insight for cadets and new offi cers.

Newspapers and magazinesMost ships now have the internet, but it still nice to take the latest newspapers or magazines you enjoy onboard. These will provide some entertainment during smokos.

ConductYou will make mistakes, forget things and make a mess. However, persistence in these negative activities will cause unnecessary aggravation for yourself. I was told before my first trip ‘Don’t let things get out of hand.’ If you are flagged for not having completed a report — get it done. If your cabin was a mess during the master’s weekly inspection, clean it up and do not let it happen again.

It sounds very simple and it is, but it’s also easy for things to get blown out of proportion. Manage your commitments and you can get the most out of your valuable trips as a cadet.

Show respect to others and you will be shown respect. Newly qualified officers should remember that if you speak to the chief engineer like he is a moron, you will not get respect from any of the other engineers either. Just because you passed your orals does not mean you are God’s gift to marine engineering!

I was strongly advised by people not to loan any money to anyone onboard as it has the potential to cause problems further down the line.

Build good working relationship through little gestures whilst on watch/day-work etc. If you are working with one of the crew on a job, getting the soft drinks during your break will create a stronger bond and help you achieve your objectives.

I remember when I was in charge of a riding squad and engineroom crew during crisis-management to keep the lights on due to jellyfish being sucked into the cooling sea water system. After swapping over strainers from sea-chests continuously for hours, everybody was very tired. It was hot, humid, smelly and fairly unpleasant conditions, so during the respite period I grabbed soft drinks on my own account and gave them out to everyone. This is an instance where a small gesture really helps to keep your team motivated and focused.

BullyingThis is a sad reality of being at sea. Bullying takes on many forms and it is important that you learn to seek help and escalate any issues immediately — Nautilus can help with this and you should also try to find someone onboard to talk to. It is important to manage your mental health whilst onboard, as an issue early on in your career may come back to bite you later on without you even realising.

I had an issue during my first trip as a fourth engineer which was out of my control but gave the chief engineer a reason to act

extremely aggressively towards me. This was witnessed by all of the engineering staff, yet nobody spoke out. Two trips later, on my last day onboard, I started to act in auto-reaction mode due to the incident which happened a year and half before and had a very bad accident which was out of character for me and a ‘freak’ accident.

If you witness any bullying, it is important to record it and if necessary escalate it. It should not happen but it is easy for senior officers to forget what it is was like to be at the bottom of the ladder.

Personal diary/log keeping — very importantIn my opinion keeping a personal log is one of the most important tools for long term development. When you are a cadet you have your training portfolio as your log of work and learning, but once you are an officer it is good practice to maintain this.

Apart from a stamp in your discharge book and sea-service testimonial the only thing you will take away from a three-month trip could be memories... which will fade with time. The long-term benefit of a log means you have a body of work that you can reflect back on to see what you were doing and when.

I am currently making a shore-side transition but I plan to return to sea, and being able to reflect on my trips will prove to be invaluable. In the medium-term it will help with problem-solving if you document problems and solutions, so that on future trips you can see what problems you had, what you did to fix it and most importantly why.

In the short-term it is evidence of all of your activities, thoughts, issues and solutions, which could be invaluable in the event of on an issue onboard. I record every engineering incident and any issues as I witness them. I put it in my notepad with the date, days onboard, days till pay off, duty engineer, location, destination, condition (loaded/empty/sailing etc.) and ER or SW-temp.

Try to solve issues for yourselfWhen you come across a problem, do not panic. If it is a dangerous situation or highly-concerning then escalate it to senior engineers immediately, and keep your head.

Think through the system or component and think about what questions another engineer would ask you, ‘Did you check x, y or z?’, ‘What was the pressure/parameters?’, ‘What does the planned maintenance history say?’, ‘What does the manual say?’

This will allow you to explain any engineering issues and answer queries in more depth, in turn helping you with problem solving. Taking five minutes to slow down and explore an issue will usually resolve panic situations.

What to packAs a cadet, you do not need to take any personal tools onboard, but as an engineering officer it is critical. It will save you time and make you the go-to person if other engineers are in a mess or are not as prepared as you! Here’s a list of my essentials:

ztorch — make sure it is intrinsically safe and carry spare batteries

zmulti-tool — my preference is Leatherman Skeletool CX with extra-bit collection

zwide-head (plumber) shifter with thin jaws — worth its weight in gold

zstandard shifter, normal jaws — use in combination with above to loosen/tighten nuts and bolts simultaneously

zsmall shifter

z15cm steel rule

znotebook — make sure you have a good bag to put it in that will stop it from being destroyed from constant sweating

zbicycle hex-key set-tool — get one with a 8mm hex key attached

zsmall flat head screwdriver — ideal for picking out seals and cleaning out O-ring seats, but use a rag to stop scratching surfaces

zlarge flat head screwdriver.

zPTFE thread-tape and electrical tape

zcombination electrical locker/cabinet key — to save time looking for a key to access a breaker

zcamera — I use an old phone left in airplane mode

ztweezers— you will get nasty splinters

znail cutter —as above.

zsocks — find a good manufacturer; I like Helly Hansen for the hot engineroom

BARI KHANmem no 192926

Advice from the engineroom

Warsash celebrates its 2014 graduates F

Pictured right are the 61 new navigation offi cers who celebrated the completion of their three-

year training and education programme at Warsash Maritime Academy at the autumn passing-out ceremony.

The event marked the qualifi cation of offi cers from September 2011 Deck HND and January 2012 Foundation Degree cohorts and was attended by representatives from companies and organisations including: Anglo Eastern (UK); the Government of Bermuda - Ministry of Home Aff airs; BP Maritime Services (Isle of Man); Carisbrooke Shipping; Carnival UK; Chiltern Maritime; Clyde Marine Training; Concordia Maritime AB; Graig Ship Management; Maersk Crewing; Princess Cruises; RCL (UK); Ship Safe Training Group; Thomas Miller & Co; and Viking Recruitment.

The ceremony rounded off another successful year for the academy, with forecasts that some 300 new offi cer cadets are set to start their studies there in 2015.

In the latest of a series of letters off ering guidance to trainees and junior offi cers, we hear some wise words about the best way to handle yourself below decks...

16-18_lets_SR edit.indd 18 10/12/2014 17:06

MEMBERS AT WORK


AWhen Norman Martin was a cadet in the 1960s, it was all very much

‘chores before breakfast’. Taking the hold temperatures wasn’t too bad, but removing the rats from the traps might put you off your porridge a bit. Think of this, though: young Norman was on a ship with space for 12 fi rst trip cadets. 12 whole cadets. It’s enough to make today’s lonely trainees weep into their feeble broadband connections.

‘I was lucky that British and Commonwealth had recently set up fi ve new training ships when I joined,’ explains Norman. ‘I was only just 17 when I went away to sea on the SS Clan Sutherland, but having all the other cadets there meant I didn’t really feel homesick, and I was very excited about all the travel. We were also fortunate to be in the care of a dedicated training offi cer, David Morris, who was an experienced second offi cer holding his certifi -cate as master.’

British and Commonwealth was the parent company of Clan Line and Union–Castle, where Norman’s uncle Ronnie Wright from Millport was already a ship-master. He had seemed a glam-orous fi gure to a teenage boy at a time when international travel was relatively uncommon. ‘I always used to visit his ship when he came to Glasgow, and that’s what made me want to go to sea,’ recalls Norman.

Happily for the aspiring offi cer trainee, he had done well in mathematics at school, and British and Commonwealth thought he had what it took to follow in his uncle’s footsteps. The owner of the company, Sir Nicholas Cayzer, made a point of interviewing all the applicants for cadetships at the head offi ce at St Mary Axe in London, which Norman thinks with hindsight is quite amazing, and suggests that modern employers should con-sider following suit.

The training programme

proved to be interesting and varied, with spells on Clan Line general cargo and refriger-ated vessels to Australia and around Africa, Hector Whaling tankers worldwide, and Union–Castle passenger vessels to South Africa. During the apprentice-ship scheme, much of the written work took place onboard along-side the practical training, but there was also a six month mid-apprenticeship release at War-sash nautical college.

Thanks to this excellent foun-dation, it was a straightforward matter for Norman to get his second mate’s certifi cate. ‘I did it after three weeks at the college in Glasgow the week I turned 21,’ he remembers. ‘It was a great step up to be taking a watch on the bridge instead of dealing with the rats.’

For a change of scene, he decided to join Blue Star Line, taking passenger ships to South

America and fruit and meat car-goes from Australia and New Zealand to Fiji, Samoa, Bermuda, Barbados and the east and west coasts of the USA and Canada. Later he worked worldwide on refrigerated fruit ships and bulk carriers with Whitco Marine, including voyages to Japan, Greenland and a thousand miles up the Amazon.

The young mariner loved his deepsea work, but when the time came to get married and start a family, he realised it would be wise to fi nd a job closer to home. He tested the waters in the early 1970s with two summer seasons on the MacBrayne ferries at Mal-laig — the Loch Seaforth and Clansman — and enjoyed the experience. ‘It was fascinating to be using a magnetic compass and steering in quarter points through the inner channels and across the Minch to Stornoway and out to South Uist and Barra.’ So in 1976 he joined the company full time. It was a move that would defi ne his career, as he still works on the Scottish lifeline ferries today, with 30 years in command.

ANorman had signed up with the Nautilus pre-decessor union MNAOA

back in 1965, thanks to a rep visit-ing his ship in the Port of London. But he didn’t become an active unionist until the early 1990s (the NUMAST days), when a team of volunteers was needed to consoli-date and harmonise the payment system at Caledonian MacBrayne.

The problem was that the employees had a relatively low basic salary, and the rest of the pay was made up of ‘extras’. Over-all, the job paid fairly well, but the employees lost out because their company pension contributions were based on the basic salary, and the employers too were hav-ing some diffi culties in recruit-ing good crew members with the package on offer. ‘The quoted salary did not impress mortgage providers,’ points out Norman

drily. With a keen awareness of these issues, he got his teeth into the challenge of consolidating the extras into a higher basic sal-ary, and found the work very sat-isfying.

He realised he had developed a taste for union activity, so in 1997 he stood for election to the NUMAST governing Coun-cil. ‘Clever people like Brian Orrell and Derek Bond have a way of drawing you in,’ he says slightly ruefully, remembering the Union’s redoubtable former general secretary and deputy GS. ‘But I did want to be part of the Union’s campaigns on issues like piracy and fatigue. It would be easy to sit up here in the islands and let the heather grow out of your ears, but Union work keeps you in touch with the wider world.’

Jumping ahead to the present day, Captain Norman Martin is now the master of the CalMac

ferry Hebridean Isles, he has vol-unteered numerous times on sail training vessels such as the Lord Nelson and the Stavros S Niarchos, and he is the longest-serving member of the Nauti-lus Council. ‘I’m not sure if that makes me the father or grandfa-ther of the group,’ he chuckles. Why has he stayed so long, and what does he think of the Union these days?

Not surprisingly, he believes Nautilus is very much a force for good. ‘We have such a dispersed and fragmented industry that it’s important for members to have someone at the centre to speak for them. I think the Union secre-tariat do an excellent job, but it’s vital that we have serving seafar-ers on the Council to guide their work and feed in the latest infor-mation and members’ views.’

Norman takes his role as a representative seriously. After 11 years worldwide, he says he is still at heart a deepsea man as well as a ferryman, and always tries to bear in mind that he is there to speak for all members, and indeed to represent the industry as a whole.

‘I’m lucky at my company,’ he continues. ‘I get relieved on time, I get paid on time, I get holiday leave and sick leave, and the company pick up training costs — which is vital with all the revalidations needed now. But I know that when companies have good conditions, that didn’t hap-pen by magic. People before us fought for what we have, and it’s our responsibility to stay vigilant and fi ght for others following on.’

He feels that Nautilus has been far-sighted in its interna-tional outlook, and agrees that the Union should spend some of its time campaigning to improve conditions in the wider industry: ‘When you protect the rights of

vulnerable people, you protect the rights of everyone. When standards are raised across the board, Nautilus members benefi t too.’

He also praises the Union’s timely actions in its role as a pen-sion trustee, pointing out that former deputy general secre-tary Peter McEwen and his team identifi ed potential problems in the UK pensions industry over 10 years ago, and quickly started putting measures in place to secure the MNOPF scheme.

ANow Norman's thoughts are starting to turn, some-what reluctantly, to his

own pension years, and he will stand down from the Nautilus Council in 2015. His wry humour and thoughtful contributions will be much missed on the governing body, although he is likely to con-tinue to serve the Union in other capacities, such as on the Nautilus Welfare Fund Committee.

It’s important to try and make some plans to fi ll his retirement, he acknowledges. Although he’s always made an effort to main-tain a good family life and home friendships in Oban, it will inevi-tably be a huge change to come ashore full time after some 50 years at sea. ‘I’ll still want to be out on the water, and I'll be happy to accept if anyone wants to invite me to come sailing!’

And what of the Merchant Navy Medal? He was surprised and touched to have his life’s work recognised, and it was a very proud moment for Norman and his family to attend the award ceremony at Trinity House in London. But he was never in the seafaring game to win prizes. ‘I get paid to handle ships and keep them safe,’ he says simply, ‘and that’s a wonderful thing.’

“It would be easy to sit up here in the islands and let the heather grow out of your ears, but Union work keeps you in touch with the wider world”

Speaking up for seafarersNautilus Council member Captain Norman Martin has recently been honoured with the Merchant Navy Medal for his Union activities and services to the Western Isles ferries. He tells SARAH ROBINSON about a rich and fulfi lling life devoted to the sea…

Norman Martin: then and now

Deepsea in the 1970s...... and in command of the Hebridean Isles today

Captain Norman Martin, right, is presented with the Merchant Navy Medal by former First Sea Lord Admiral Sir Lord West of Spithead during a ceremony at Trinity House last month

19_norman_martin_SR edit.indd 19 10/12/2014 17:39

MEMBERS AT WORK


IThe Royal Navy has been enjoying a close rela-tionship with the Mer-

chant Navy for many years. And since the rise of piracy in the Gulf of Aden and elsewhere this has been rather more visible to the merchant seafarer afl oat.

The welcoming sight of a warship patrolling and inter-cepting pirates before they can attack merchant ships has been a great comfort to many of us. I include myself in this, as a Merchant Navy master sailing through the Gulf of Aden every year now since 2008.

In recent years many RN officers have been given the opportunity to sail on a mer-chant ship to acquaint them-selves with the different aspects of ships that do not have grey funnels.

During the period between 2009 and 2010 I was able to facilitate three such voyages, supported by my company and the Royal Navy. My com-mand was an LNG carrier, with RN officers sailing onboard and seeing first hand just what a modern merchant ship is like. We were engaged in a trade of utmost strategic importance to the United Kingdom — that of gas from Qatar to Milford Haven, on which we in Britain so greatly depend.

The Royal Navy’s duty of ‘pro-tecting our nation’s interests’ is helped hugely by shipping com-panies and their seafarers sup-

The Royal Navy’s new Merchant Navy liaison officer, Master Mariner Lt Cdr David Carter RNR, explains how he hopes to boost links between the ‘Grey Funnel Line’ and commercial shipping — and how you might be able to help…

Two sides of one coin

porting us with these Merchant Navy liaison voyages.

It will come as no surprise to many merchant seafarers that fighting naval officers will be the first to admit that their knowledge of merchant ship-ping — our ships and the way we go about our Merchant Navy business — is something of a mystery to them.

I know for sure many mer-chant seafarers will say as much of warships. Those RN officers who have been able to perform MN liaison voyages in the past are now rising up the naval lad-der, and their experiences are helping the Royal Navy greatly. I saw myself the professional interaction on the bridge of my ship between RN and MN coun-terparts, each learning from the other, and how well this was mutually received. There is real ‘win-win’ for both navies to be had from such voyages.

The RN has an aspiration from 2015 onwards to maxim-ise the number of deck offic-ers from its ‘warfare’ branch to have, as part of their training, the opportunity to make such a voyage on a merchant ship. Their familiarisation with mer-chant shipping and merchant seafarers will become part of their professional skills.

I think all of us agree that the best way for any seafarer to gain familiarisation is to sail on ship and to do it themselves. The scale of this aspiration will

be challenging and it has come to me, with first hand great per-sonal enthusiasm for this, to see what can be achieved and know-ing there are mutual benefits for all.

The RN has a significant number of such officers per year that would benefit from, and give their perspective and enthusiasm to, the Merchant Navy. A month’s voyage in a spare MN berth will enable both the Merchant and Royal Navy to benefit from this for years to come. The personal contacts, the professional understand-ings and, without doubt, the realisation that we have more in common than differences will ensure the better safety and security of merchant shipping

HDavid Carter fi rst went to sea as a deck cadet with Shell Tankers (UK) in 1980 and gained his

Master Mariner’s certifi cate in 1992, followed by his fi rst command in 1998. During 34 years at sea he has commanded 300,000dwt VLCC tankers, product tankers and a variety of LPG and LNG carriers.

In 2008 he undertook the role of lead master in the QatarGas LNG fl eet, managed by Shell International and the largest shipbuilding programme since World War Two.

He stood by, delivered, performed the maiden voyage and carried the fi rst LNG cargo of the QatarGas fl agship Mozah, the fi rst 266,000 cu m Q-Max LNG carrier and the largest gas carrier ever built.

He subsequently delivered a second Q-Max, Shagra, and achieved the top scoring fl eet command in Q-Max Al Mafyar in 2012. Latterly, he performed the sea trials and a voyage in service in Dynagas’s Clean Ocean and Arctic Aurora, tri-fuel diesel-electric ice-class LNG carriers designed for the Arctic Northern Sea Route to the Far East.

David joined the Royal Naval Reserve in 1998 as an Amphibious Warfare offi cer attached to Commander United Kingdom Task Group, and performed the Ship to Objective Manoeuvre roles with the Royal Marines on HMS Ark Royal, HMS Illustrious, HMS Bulwark and all four of the Royal Fleet Auxiliary’s landing ship dock (auxiliary) vessels on Exercise Joint Warrior(s) and also Exercise Cougar 11, 12, 13 and 14. He also undertook the

Senior Naval Offi cer (Commercially Chartered Ship) roles on Foreland Shipping’s strategic ro-ros Hartland Point, Hurst Point and Anvil Point.

David joined the Maritime Warfare School, Warfare Training Group at HMS Collingwood on 1 October 2014, directly from deployment with the Response Force Task Group on Exercise Cougar 14 as the Royal Navy’s Merchant Navy liaison offi cer.

He has been a member of the Merchant Navy & Airline Offi cers’ Association, NUMAST and now Nautilus International since his fi rst trip to sea.

Nautilus member’s background makes him the perfect choice for the RN-MN liaison role...

Lt Cdr David Carter RNR

HMS Diamond escorts the merchant ship Ark Futura during Operation Recsyr in June 2014 Picture: MoD

Two RN Sub-Lieutenants, in the blue shirts, with Captain David Carter and offi cers onboard the LNG carrier Shagra during a RN-MN exchange voyage from Milford Haven to Fujairah

for the future. This is one of many next steps forward for the security of merchant shipping and seafarers that we aspire to into the 21st century.

I am also looking to increase

opportunities for the MN to spend more time with the RN for equal benefit. We have much to offer, and for engineers and managers too!gIf you are able to assist in

increasing the number of RN officers on MN liaison voyages, please contact me by email [email protected] would be delighted to hear from you.

20_RNMN_SR edit.indd 20 10/12/2014 17:07

SEAFARER TRAINING


MLeading semi-submersible accommodation vessel owner and operator Prosafe is claiming

an industry fi rst with the launch of a new scheme to train UK cadets.

The company — which is the world’s biggest owner and operator of semi-sub accommodation vessels — has spent more than 18 months devising the pro-gramme to ensure it contributes to the new generation of British maritime pro-fessionals.

Prosafe presently has a fleet of 11 dynamically positioned and anchored vessels, with two worldwide-compliant newbuilds designed due to come into ser-vice during 2015, and another pair that will be capable of worldwide operation excluding Norway due to be introduced in 2016.

At present, five of the Prosafe fleet are on long-term bareboat charter in Mexico. The other six are manned by the Singa-pore-based Prosafe Offshore Employ-ment Company, which is where all the ves-sels are registered. Two of these six vessels operate in DP, three are anchored and one is capable of operating in either mode.

The company currently employs around 580 seafarers — but the number is growing as it recruits for the newbuild programme. Prosafe vessels operate worldwide, but those serving on its North Sea units must have the unrestricted right to work in the UK and Norway. In practice, this means that the most of its seafarers are European — with the over-whelming majority being British.

To help meet the increased demand for skilled seafarers in the fleet, the com-pany has just taken on two deck cadets, two engineer cadets and two ETO train-ees. Nautilus member Captain Michael Jubb led the team which developed the scheme, which he believes is the first to be undertaken by a company operating only semi-submersible vessels.

‘We have been discussing the idea of taking cadets for a number of years,’ he said. ‘Although it is cyclical, finding can-didates with the correct experience can be challenging, and the current challenge seems to be engineers.

‘There is no tonnage tax benefit for us in taking the cadets. By training cadets, we see a benefit as they will be exposed to

our vessels, safety management system, equipment, processes and procedures early in their careers,’ Capt Jubb added.

He said the company had been con-scious that it was recruiting STCW-qualified officers from the Merchant Navy and, although it provides a signifi-cant amount of offshore training and encourages its officers to go for higher certification, it was keen to contribute to the skills base by taking on cadets.

The cadets were recruited through Bibby Ship Management — although one was already employed by Prosafe as a technical Intern. Capt Jubb said he had been impressed with the credentials of the cadets and the experience that they have already gained to prepare for their training. The deck cadets will study at Warsash, the ETOs at South Tyneside, and one engineer cadet will study at Glasgow and the other at Fleetwood.

While the engineer and ETO cadets can get all their seatime on Prosafe units, the deck cadets need to get half of their 12 months of seatime on merchant ships and they will be placed through Bibby Ship Management to get this.

Capt Jubb said the Maritime & Coast-guard Agency had been very helpful in tailoring the training to statutory requirements. ‘We met them in South-ampton in January 2014 and presented a proposal and gap analysis of what we believed the deck cadets could achieve on our vessels and what we felt they would

need to be on other vessels for. ‘The meet-ing was constructive and they took the information away to assess,’ he added. ‘This was followed up by a fact-finding visit by a deck and engineer examiner to our vessel Safe Caledonia whilst she was anchored off Burntisland in the Firth of Forth. We then received the proposed seatime arrangement and approval in August.’

Capt Jubb said Prosafe will closely monitor the progress of its cadets, and will provide mentoring with the support of Bibby Ship Management. ‘If all goes well, the idea would be to take another six cadets in January 2017,’ he added.

Once they are qualified, the company hopes to offer the cadets good opportu-nities to progress up the ranks. ‘The prob-lem once again is the sea time for deck officers on MODUs, where it can be lim-ited to 50% accrual rate with a cap at 50% of the of the required sea time,’ Capt Jubb explained. ‘We are trying to work around this by having agreements in place with other companies to allow us to second our officers to them to gain the seatime.

‘We have one firm arrangement in place with a leading offshore vessel oper-ator in Aberdeen and are in advanced negotiations with a ferry company. We feel that we can also assist these compa-nies with their engineers gaining heavy engineering experience on our vessels when they are in yard periods so it can be a win-win situation.’

The six new cadets taken on by Prosafe to start in January 2015 are:

zBethany Reece, from Aberdeen, who has worked for Prosafe since July 2013 in the role of technical intern in the technical department where she has been involved in archiving and project work. She has a National Certificate in Mechanical Engi-neering and spends part of her spare time helping to restore a Mk 1 Volkswagen Golf.

zLee Oddy, from Lee on Solent, who completed an apprenticeship with BAE Systems in 2012 and worked in shipyards, where he became interested in marine engineering. He also has experience of working as a third engineer on the 47m motor yacht Big Aron.

zLuke Cornwall, from Washington, Tyne & Wear, who has been a Sea Cadet since a young age and was the Lord Lieutenant’s Cadet of 2013.

zJoshua Revy, from Fareham, who has a BTEC level 2 in vehicle systems and main-tenance and a BTEC level 3 in Mechanical Engineering (extended diploma) with a distinction.

zThomas Wright, from Harrogate, who has worked as a deckhand on private yachts since 2011. His most recent assign-ment was to the 210ft yacht Lady M, as leading deckhand.

zOliver Barnsley, from Cornwall, who successfully completed Coast Guard Navi-gation courses whilst a volunteer Coast Guard Watch Keeper for the National Coastwatch Institution.

New opportunities offshoreA pioneering scheme has been developed to train British cadets on semi-submersible accommodation vessels — and a Nautilus member is at the heart of the operation…

The Prosafe cadets, left to right: Bethany Reece, Ollie Barnsley, Lee Oddy, Thomas Wright, Luke Cornwall, and Joshua Revy

in association with Viking Recruitment Ltd is a centre of excellence for STCW and professional specialist courses in safety, leadership and other essential maritime skills.

MARITIME SKILLS ACADEMY

www.maritimeskillsacademy.com+44(0)300 303 [email protected]

MARITIME SKILLS ACADEMYINTRODUCING THE...

Courses currently running include:

• STCW 5-part Basic Safety Training

• Updating Training (FP&FF – PST)

• Crisis Management & Human Behaviour

For a full list of course availability visit us at maritimeskillsacademy.com or give us a call.

• Bespoke Fire Team Training

• Security Awareness, Designated Security Duties, Ship Security Officer

• GMDSS

• HELM

• Yacht Interior Training

The 454-bed semi-submersible accommodation vessel Safe Caledonia was visited by the Maritime & Coastguard Agency as part of the training plan approval process

21 Prosafe_SR edit.indd 21 10/12/2014 17:40

PWhy do shipowners not recruit more UK cadets? Are training courses meeting the needs of seafarers and employers? Can the system be improved to ensure

the nation gets the supply of skilled seafarers it requires for the future?

These are just some of the questions posed at an industry seminar last month which kicked off a major review of UK Merchant Navy education and training. Nautilus will be part of the process and will seek to ensure that it safeguards stand-ards while also boosting training levels.

Opening the seminar, Chamber of Shipping CEO Guy Plat-ten said the review will examine the current state of UK sea-farer training and education systems and consider whether they could be made more effective — and especially more cost-effective.

Merchant Navy Training Board (MNTB) chairman David Squire said seafarer training is one of five key strategic goals set by the Chamber — with the aim of securing the ‘appropri-ate number of qualified maritime professionals’ to meet the needs of the UK maritime sector. With growing global demand for skilled seafarers, he said there is ‘a huge opportunity’ for the UK to help stave off worldwide shortages.

Nigel Palmer, chairman of the Maritime Skills Alliance, said the review will be taking place against the background of

an increasingly stronger relationship between the shipping industry and the government. Over the next 12 to 18 months, the strategic partnership programme will focus on the com-petitiveness of the UK maritime sector, he explained, and the financial package for training will be considered as part of this.

Training has come a long way from the dark days of the 1990s, when the annual cadet intake was limping along at around 300, he added. ‘Tonnage tax was a real game-changer, but it is now over 10 years since it came into effect and if we stand still there is a danger that we will end up where we were before. We will lose our competitive edge and we will not be fulfilling what we have agreed as strategic targets.

‘If we are not delivering the right people and not delivering them in the right way, then we will not be meeting our objec-tives,’ he warned.

MNTB head Glenys Jackson said shipping companies are seeking to attract ‘a good proportion of the better qualified school leavers and graduates’ because of the high level of tech-nical and management skills required for the masters and chief engineers of the future.

However, she stressed, ‘multi-point’ entry routes remain important — with the target mainstream FD/SPD pro-grammes being backed by HND and HNC courses. While the

aim is to have around half of all recruits following FD/SPD programmes, the relative cheapness of the HNC scheme may have resulted in ‘some erosion’ of the target in recent years, she added.

Of the 781 new-starters in 2013-14, 374 were on FD/SPD pro-grammes, 404 on HNCs and three on degree courses. In con-tract, of the 879 officer trainees starting in 2010-11, 433 were on FD/SPD programmes, 412 on HNCs, 28 on degree courses and six were experienced seafarers on conversion courses.

Gemma Griffin, vice-president HR & crewing for DFDS Sea-ways UK, said her company had taken positive action in response to the disturbing demographic profile of the British seafaring workforce. ‘The average age of the ABs on our three ships is 51,’ she said, ‘and it is not just about replacing these

people, but about replenishing texperience and knowledge is a mthreat to our business.’

DFDS has helped to pioneer a gramme, with the first deck trainea first batch of engineroom trainsteps. The company has also wdevelop Merchant Navy ‘trailblazengineroom and catering crew —establish apprenticeship standarelectrotechnical ratings.

P&O Ferries fleet director Johemploys more than 2,000 seafaalso investing in the maritime ski

MARITIME EDUCATION


IImproving maritime education and training to better meet the needs of seafarers will also deliver major benefi ts for their employers, Nautilus International

professional and technical assistant David Appleton told the MNTB seminar.Drawing from his own experience as a cadet and an offi cer, and from feedback from

members, Mr Appleton pointed to a number of areas in which the current system could be improved.

Looking at the ‘bigger picture’ — and the needs of seafarers over their whole career, rather than exclusively at what is required by legislation — shows much closer alignment with the needs of employers, he suggested.

When offi cer trainees qualify, the company needs to know it has competent, skilled, and knowledgeable offi cers who are capable of using that knowledge and skill to make decisions in real-life scenarios, without supervision, he pointed out.

‘What the seafarer needs is a job! And in order to get that job, they need a qualifi cation which proves to any potential employer that they have the required level of skill and knowledge, and they are able to apply that independently to real-life scenarios,’ he added.

‘What we have to ask ourselves is, does the current system provide either party with 100% with of what they require and, if not, how can the system be improved?’

Although the system works well in many cases, Nautilus increasingly hears concerns from newly-qualifi ed seafarers about the problems in fi nding work because of insuffi cient experience, he said. At the same time, some owners complain of a perceived lack of experience of junior offi cers and their ability to apply their knowledge in the real world.

Mr Appleton told how — ‘despite applying for countless jobs, everything from off shore support vessels to bulk carriers to superyachts’ — it had taken him eight months to get his fi rst job after passing his orals and a further month to get his fi rst pay cheque.

‘You hear the same story repeated over and over — the only diff erence is that not everybody is in a position to hang on for nine months before they give up and go and do something else,’ he added.

Faced with such feedback, he suggested, the industry needs to consider what is taught, how it is taught and how it is assessed in a way that meets the needs of both parties.

This could include such questions as whether the amount of time a trainee spends learning celestial navigation and manual radar plotting is proportionate in today’s world where the offi cer will be working on a ship using ECDIS, ARPA and AIS. ‘Could the short amount of time available be better spent by reducing the amount of time spent on these subjects and focusing more on more relevant subjects?’

Attention should also focus on ways to ensure that an offi cer’s knowledge is up to date and relevant when they arrive on the ship, Mr Appleton said. ‘For example, when a newly qualifi ed engineer arrives on a ship, how much is he or she going to know about exhaust gas scrubbers and ballast water treatment systems? Probably very little, but the reality is that this is the equipment that they will be using on a daily basis.’

The industry should look outside the traditional rigid framework and consider novel solutions — such as a requirement for cadets to conduct a research project and presentation on issues that are likely to aff ect the industry in the fi rst few years of their career. ‘This would at least introduce the requirement that the student has done some reading and kept abreast of developments in the industry,’ he pointed out.

Mr Appleton said radical thought is also needed in the way that trainees can demonstrate their competence. ‘We have been assessing candidates for OOW by written and oral exam since around 1850. Is it not time, 160 years down the line, that we take another look and decide if this is still the most appropriate form of assessment? Perhaps a more appropriate form of assessment would be to put them in a simulator and assess if they are capable of taking charge of a watch?

Similarly, he argued, the endpoint of training should not seen as the point at which the candidate proves their theoretical knowledge, but instead should be the stage at which they demonstrate their practical knowledge in real life.

‘To do this, you simply move the endpoint back,’ he explained. ‘The candidate

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ofseenNautilus professional and technical assistant

David Appleton speaking at the MNTB seminar

Pictured starting their training at NW Kent College in Gravesend last month are the PLittle (deck), Jake Coyne (engine); Toby Scrivener (deck); Sam Williams (deck) and A

To make a great career even betterNautilus is taking part in an important and wide-ranging review of UK seafarer training. The programme got under way last month with a top-level Merchant Navy Training Board seminar to consider some of the key issues…

Appleton: do we need so m

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22-23 centre.indd 22 10/12/2014 18:35

hing the skills base. To lose their is a major challenge and a future

eer a ratings apprenticeship pro-rainees now qualified as EDH and trainees following in their foot-

also worked with the MNTB to lblazer’ apprenticeships for deck, ew — along with further plans to

andards for onboard services and

or John Garner said his company seafarers on its 21 vessels and is

me skills base. Six deck and engine-

room apprentices have started this year, and the company has more than 50 cadets — who all get a job when they qualify.

The high age profile of the workforce is a concern, Mr Gar-ner said, and while some officers are now choosing to serve beyond the traditional retirement age the low levels of train-ing in the 1980s mean there is something of a ‘generation gap’ — with the pressure on supply being increased by demand from the offshore sector.

Mr Garner said companies are concerned about flag state ‘gold plating’ of training requirements — warning that type-specific ECDIS training could cost ‘millions’ while also reduc-ing the flexibility to assign seafarers to different ships within a fleet.

Captain Andrew Cassels, VP safety and operational risk

with BP Shipping, explained his company’s accelerated devel-opment programme — which aims to identify potential high-fliers among the junior officers and to give them the skills they need to transfer to management posts ashore.

‘We have invested a lot in talent and we want them to stay with the company,’ he said. ‘We look at ways to give them the training and the tools to move into senior positions, and the programme gives them the breadth of experience in the office and the understanding of how the company works to be able to properly take on senior roles.

‘Our expectation is that some of these officers will be the future senior marine and engineering managers in the com-pany, and maybe the future senior leaders too,’ Capt Cassels added.

MARITIME EDUCATION


spends time understudying the OOW, they prove their theoretical knowledge through assessment and they return to sea for a period on cadet wages, but taking charge of a watch as they normally would, with the added safety net that they are supervised whilst they gain confi dence.

‘This way both parties win. The recruiting company can be confi dent that the candidate is actually able to apply their knowledge, the seafarer has a qualifi cation that has enabled them to truly prove their competence, and a seafarer with a UK CoC is suddenly an even more attractive prospect to industry than one from another country who has no further sea time since their oral exam.’

Such offi cers will either progress to the highest ranks at sea or seek to go ashore at some point and use the skills and knowledge they have acquired at sea in specialist maritime roles ashore. ‘The only scenario where the employer or the industry as a whole does not benefi t is the scenario where the seafarer comes ashore and leaves the industry altogether,’ Mr Appleton pointed out.

However, he warned, similar questions also need to be asked about seafarer training at later stages of their career. ‘Is the emphasis placed on certain topics still proportionate and is the way that it is assessed still the most appropriate? For example, I believe formal management and business qualifi cations for somebody sitting their master’s ticket would be of benefi t both onboard and ashore.’

Depending on which route is followed, achieving the second certifi cate of competence can require anything from six weeks to nine months at college and cost anything from approximately £3,000 to £8,500, Mr Appleton added. ‘This is without taking into consideration accommodation, travel and living costs and if the seafarer is provided with paid leave, the cost of providing cover while they are at college.

‘Off the top of my head, I cannot think of many other industries where the process of training and promoting your employees is potentially so arduous,’ he said. ‘For some seafarers and their employers this will be too signifi cant a hurdle, so in some cases we will end up losing talented individuals unnecessarily.’

One way to make the process less arduous for seafarers and their employers, whilst meeting all of the requirements of the STCW Convention, would be to reassess the entry point.

‘If you are looking at the bigger picture and planning for the whole career of a seafarer, what benefi t is there of sending somebody on a course where a few years down the line they will need nine months at college in order to gain their next certifi cate when there is a course readily available that will only require six weeks?’ he stressed. ‘Admittedly the fi nancial outlay at the beginning will be slightly larger, but in the long run a few months extra on cadet wages pales into insignifi cance when compared to the costs mentioned earlier.

‘For some, the current system of going to college for however long is required before taking their exams makes perfect sense — but why should this be the only route available?’ If I can achieve a master’s degree or even a doctorate by correspondence what possible reason is there that somebody cannot achieve a chief mate’s or second engineer’s by correspondence, completing modules in their leave and then sitting the assessment once they are ready?

‘By allowing more fl exibility and removing barriers to progression, both at sea and ashore, not only will you improve the overall level of competence in the workforce but you will increase retention as well,’ Mr Appleton concluded. ‘You can have the best training in the world — but if a person becomes disillusioned with the system, then all of the time, eff ort and money that has gone into their recruitment and training is wasted because they are either going to leave the industry altogether, or they will plod grudgingly stay and get on with job whilst never reaching their full potential.

‘This is why, perhaps even more important than delivering the right content to the right people, it is important to deliver it to them in the right way. In a way that they perceive as helping them rather than hindering them, where they feel they are included in the process rather than having it dictated to them and, where they feel it is delivered in an effi cient and eff ective way.’

KNautilus members Matthew Parker and Jodi Le Breton have helped

to give a group of Year 8 school pupils the chance to sail a containership and a superyacht — on the simulator at Warsash Maritime Academy, pictured.

The pupils from Sandown Bay Academy were chosen after they were awarded the ‘Most Innovative Project’ prize in a regional competition called ‘My School

is an Island’. Their project focused on using renewable energy and low-carbon transportation.

The two chief officers, who both serve with the ferry operator Red Funnel, assisted the students with their projects as mentors in the Go4SET programme, which promotes STEM subject-based careers to schoolchildren.

Matthew said: ‘It was a privilege to

work with such an enthusiastic team of young people and I enjoyed sharing with them what makes working at sea such an interesting and varied career.

‘I’m delighted that several of the pupils are interested in pursuing a career in the Merchant Navy, and spending the day at Warsash Maritime Academy provided them with a valuable insight into the range of opportunities available to them.’

KThe pricetag for training British offi cers is among

the highest in the world and it’s time to consider whether cadets should contribute to the costs, the MNTB seminar heard.

‘The days of companies footing the whole bill may be over,’ said Viking Recruitment MD Matthew Jaenicke. ‘Individuals may have to contribute to their cadetship and have a responsibility to put some funding in.’

The meeting heard that attitudes towards student debt have changed in recent years, with young people now much more open to starting their working lives with large loans to pay off . One speaker said that there are already clear signs of potential offi cers ‘voting with their pockets’ — and there are 34 self-funded cadets at Plymouth University, for instance.

Chamber of Shipping employment and legal policy director Tim Springett said studies showed that some 96% of cadets who get their OOW certifi cate go on gain employment at sea — a ‘success’ rate that many other courses would struggle to match. Owners said the bill for UK offi cer trainees has risen sharply in recent years as a consequence of the

government’s Support for Maritime Training (SMarT) scheme failing to keep pace with the signifi cant increases in tuition fees. SMarT used to cover around 43% of cadetship costs, Mr Springett said, but its value has now fallen to barely 20%.

Graeme Thomson, head of Maersk Crewing’s UK offi ce, complained that UK cadets are the second costliest in the world — with their training (including salaries and travel to and from ship) adding up to $68,000, compared with $30,000 in Denmark, $14,000 in Russia and the Philippines, and between $6,500 to $12,000 in India.

‘Maersk would train more UK cadets if the costs were lower,’ he added.

Chamber of Shipping chief executive Guy Platten suggested that the forthcoming review should include a working group to examine diff erent funding models for training.

MNTB chairman David Squire said a wide range of ideas need to be considered. ‘This is a very important period for us to review all of this,’ he pointed out. ‘We don’t know if the next government is going to continue giving us SMarT and we have to be prepared to come up with other options.’

the P&O ratings apprentices Oliver Skiggs (engine), Bradley Heath (deck), Harry nd Ashley Hawkes (engine)

much celestial navigation?

Unsimulated delight for pupils taking the helm

Jaenicke: cadets should chip in for their training

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22-23 centre.indd 23 10/12/2014 18:35

MARITIME SECURITY

JThe pirates came onboard the ship shortly after midnight. The alarm was

raised by the watch team only after the pirates were spotted already onboard and quickly gaining access to the bridge, and so only 12 of the 14 crew managed to get into the citadel.

They had used a big hammer to smash their way onto the bridge and around the vessel and then we could hear them moving about outside the citadel. The 12 crew members who had made it to the citadel spent two hours inside it while the pirates sought to break in. They were trying to break the door down and everyone was very scared as there was nowhere else to hide.

They spent half an hour trying to penetrate through the steer-ing gear watertight door before another nightmare started and they began hammering on a sky-light. At some point they man-aged to lift it up by about 5cm and then they used a metal saw to break in and come inside.

The four non-Nigerian crew on the ship — one Romanian, two Filipino and one Indonesian — were taken ashore with one local seafarer. I don’t know how they managed to navigate through the darkness and heavy rain, but it took us about an hour and a half to reach the Niger delta and then we steamed through creeks for about another hour before reach-ing their base in the jungle.

The group holding us included

fi ve young gunmen who were responsible for guarding the hos-tages, 10 ‘senior gunmen’ (the assault team responsible for the attacks and kidnapping), and six leaders supervising and fi nanc-ing the activities of the group. Although it was diffi cult to deter-mine who the leaders were, we learned that the group had been responsible for hijacking three other offshore support vessels and a tanker in recent times.

Negotiations began two days after we were taken from the ship. When they hijacked us, there was a lot of excitement about the money they would be getting and they were initially expecting to get very big amounts of money. Unfor-tunately for us, we knew that the company could not afford to pay anywhere close to the expected ransom… thus our worries for our lives were big. The pirates even bit the Nigerian crew member when he confi rmed that the vessel belonged to a small local company.

The pirates knew the process of negotiation very well: amiable settlement with the owner in the initial stage, followed by threat-ening the owner, disclosing the event to families, authorities, government bodies, etc, persuad-ing the payment settlement.

At this point of the story, hav-ing got home and got help and advice from Maritime Piracy Humanitarian Response Pro-gramme (MPHRP) through assis-tance from Nautilus, I must share

my thoughts on what I’ve learnt from my experience.

It was awful that someone was treating you as merchandise, but in that situation there were signs to consider:

zthere was no company insur-ance coverage for this kind of event, and, in most cases, the risk for ransom payment will not be covered

zfrom the moment of kidnap-ping until release is concluded, any media coverage of the event will severely jeopardise efforts to release hostages. This is because the ‘deal’ is made with an untrusted party that can break the agreement at any point if they consider that they could get more

zfrom the morality point of view, any amount of money (big or small) paid to the pirates for release of the hostages will in fact be used for new pirate attacks, endangering more lives

zthus the negotiating process will take time, during which it is up to you to survive

Eventually — some 14 days after we were taken hostage — a payment of about 50 times less than the initial demand was agreed, along with the pirates receiving new electronic laptops, smartphones and keeping valua-bles they had seized from the crew members and from the vessel.

But even when we thought we were being freed, our ordeal con-tinued. There was another scary moment in the day of our release,

when the extract team of two peo-ple, representing the owner, came to deliver the ransom and retrieve us from the Niger delta. Because the pirates were not happy with the ransom fi nally agreed, they stripped the two men of all their belongings, watches, mobile phones, wallets and jewellery, then started drinking whiskey received as part of the ransom, fi ring their weapons, then calling the owner and asking for more. The transfer and release of hostages took some-where from three to four hours at the meeting point, and during that time our survival was very uncer-tain.

Even the boat driver, who was taking the hostages and the extract team, after completing the handing over from the pirates, to the point where a car escort was awaiting, tried to demand some extra money. Knowing that no one in the boat had any phone, the driver stopped the boat in the remote location and called some fellow boat drivers to help him get more than agreed initially, and there was another alarming stand-off before we fi nally made it to safety.

J Looking back at the expe-rience, I would say it is important not to show

anger or fear. My big concern was for the well-being of my wife and children, and I would advise any-one in that position to try to keep smiling and not think about any-thing. We were quiet and coop-erative — we washed the dishes, swept around the base camp and dug a drainage channel around the hut of leaves — but they were all constantly taking drugs and carrying guns, with their fi ngers on the trigger all the time. Any attempt to free us by force would have been a disaster — all they were waiting for was a commercial solution: the ransom payment.

We had been kept in very poor conditions in the jungle, and I had been unable to sleep for three days when the camp fl ooded due to continuous rainfall. The crew were concerned because they did not have access to their malaria tablets, and after release all but one have been diagnosed with malaria infection. There were all

kind of dangers in the jungle, and malaria is just one of them.

I urge seafarers working in the region to check their insur-ance cover — even if the ransom is not part of the company cover, make sure your life is covered well enough so that is not only you and your family interested in your sur-vival. Discuss with your employer what contingency plan they have in place in the event that the undesirable happens. Decide for yourself if it is good enough.

Before getting to the high-risk area, prepare a list of personal contact details to be used in case it is needed; leave it with your employer and with your nearest embassy in the region. Seafarers should familiarise themselves with the security systems and equipment onboard their vessels.

The Best Management Proce-dures were useful and if you follow all the precautions and restrict

access as much as possible, you will buy yourself more time.

I’ve worked at sea for 15 years, starting out on Maersk container-ships. This was my fi rst time work-ing in west Africa, although I had visited ports in the area before. My work for the company that owned the AHTS was to help train the crew and also to set up proce-dures to stop any illegal trading of the fuel onboard.

When we spoke to the pirates a lot of them were talking about payback time, saying how the west had been taking their money, keeping them in slavery for centu-ries and now stealing their fuel.

I felt that I lived through about seven life or death situations throughout this period in captiv-ity. You get through day by day and you have to be certain that you will get through to tomorrow, because the uncertainty will destroy your mental health otherwise.

A Nautilus International member who was freed in October having been taken hostage and kept in captivity by Nigerian pirates has urged other seafarers to learn from his experience. The master — who does not wish to be identifi ed — was serving onboard an AHTS vessel when he and four other crew members were kidnapped by pirates who had boarded the ship off the coast of Nigeria during the hours of darkness. He describes how the events unfolded and off ers advice to others who might face a similar ordeal…

How to survive as a hostage


Nigerian naval police with a group of suspected pirates arrested after they attempted to hijack a barge and its crew near the port city of Calabar Picture: Akintunde Akinleye/Reuters

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24_pirates_v1dt.indd 24 10/12/2014 17:41

SEAFARER HEALTH


KObesity, to coin a phrase, is something of a weighty problem for the shipping industry — it accounts for more than one in four of all

restricted, time-limited or failed UK seafarer medi-cal examinations.

So it was little surprise that the issue of ‘fi t or fat’ dominated discussions at this year’s Maritime & Coastguard Agency maritime health seminar last month.

More than 100 MCA approved doctors met to consider the issues raised by the apparently growing girth of many crew members, and to hear some expert evidence on the challenges that obesity may present onboard ships today.

In 2013 UK medical examinations, obesity resulted in 1,567 seafarers receiving time-limited medical certifi cates, 53 restricted, 275 restricted and time-limited, 75 being declared temporarily unfi t and two failures.

Over the past year, the MCA has been asking the doctors to focus on seafarers with a body mass index (BMI) over 35, to help improve data and understand-ing of the medical decision-making process — with the aim of ensuring greater consistency on poten-tially contentious assessments of fi tness.

Seafarers, of course, are not alone in facing the battle of the bulge. Globally, more than 2.1bn people, or nearly 30% of the world’s population, are over-weight or obese, and on current trends almost half of the world’s adults will be fat by 2030.

In the UK, obesity rates have risen four-fold over the past decade and the country now ranks third in the global overweight ‘league table’, consultant phy-sician Dr Rob Andrews told the conference.

Not only does excess weight increase the risk of many life-shortening diseases — including cancer, heart problems, diabetes, high blood pressure and musculo-skeletal conditions — it presents particular

risks for seafarers, he added, and most notably if sud-den illness or other health problems develop at sea.

Obese crew members are more likely to become short of breath and to get tired more quickly, as well as being more prone to have trips and falls. They may also face problems in emergencies, evacuations and entering or leaving enclosed spaces — risks which may also compromise the safety of other crew members.

Dr Andrews said doctors should also focus on obstructive sleep apnoea — a condition which is more common among obese people and can severely disrupt sleep patterns, leading to increased risks of fatigue-related accidents.

He said there are many myths about the best ways to lose weight, but low calorie diets, drug ther-apy and bariatric surgery (gastric bands) have been shown to be the most effective.

Andrew Neighbour, who runs The Physical Initia-tive, said he has built up data on more than 10,000 seafarers who have taken part in the maritime health and fi tness programme. This has revealed some wor-rying statistics, he added, with as many as 70% hav-ing been shown to be unable to satisfactorily com-plete a three-minute 10-inch step test — although the programme can reduce this total to around 20%.

Mr Neighbour said that emergency duties onboard ship are presently allocated to crew mem-bers irrespective of their fi tness. ‘I think that a safety assessment and physical ability test refl ecting the size, shape and function of the seafarer will be a much better way to proceed in the future,’ he added.

Lt Cdr Alan Cartwright, from Warsash Maritime Academy, pointed out that the STCW 2010 Manila Amendments will introduce many new require-ments for training — including refresher courses for personal survival, fi re-fi ghting and rescue boats — which will place physical demands on seafarers, with

extremes of heat and cold, whole body vibration and issues of mobility.

David Riley, team leader at the Academy’s fi re school, said the advanced fi re-fi ghting training in particular requires seafarers to be relatively fi t and agile. In total, he pointed out, a fi re kit can amount to 22kg of additional weight to be carried around.

Marine consultant Neil McNabb, a master mari-ner with cruiseship and tanker experience, said par-ticipation in a fi re party can be very strenuous and can leave even a fi t seafarer feeling exhausted after 30 minutes.

He said the marked increase in the average size of ships is also adding to the physical demands on sea-farers — especially when this coincides with reduc-tions in crew complements.

Dr Sally Bell, who was appointed as the MCA’s chief medical advisor in March 2014, said the ques-tion of ‘fi t or fat’ is a diffi cult one and can be a com-mon source of complaint arising from seafarer med-ical examinations — especially if seafarers or their employers consider there have been unfair or unsafe decisions — and the Agency is seeking to ensure that assessments are as consistent as possible.

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Maritime medics met last month to discuss the growing problem of overweight seafarers. Why is obesity a big issue for crew members – and does it boil down to the simple question of fi t or fat?

Wearing bulky breathing apparatus in confi ned spaces

poses additional challenges for overweight crew members

Obesity can lead to many conditions that may require a seafarer to be medically evacuated from a ship

25_Meds_v1dt.indd 25 10/12/2014 18:20

MARITIME PHOTOGRAPHY


IPhotographer Colin McPherson joined Liverpool pilot James Smart as he was helping to take

the Panama-fl agged containership MSC Sandra outbound from the Seaforth container terminal.

The 43,575gt vessel is a regular visitor, operating a service linking Montreal, Liverpool, Antwerp, Bremenhaven and Le Havre. The pilotage takes around fi ve hours in good weather from going onboard, sailing into Gladstone lock, running down to the River Mersey and disembarking approximately 11nm outside the port, clear of the main channel.

‘I am an appropriated pilot for MSC and go onboard their ships regularly,’ James explains. ‘That way we become familiar with the vessels and crew, gain experience and build a good working relationship with MSC. We are then able to provide the best possible service to them.’

He has served as a Liverpool pilot for nearly eight years following a seagoing career that began at the age of 16 as a deck cadet with P&O/Princess Cruises. He spent 12 years with the company and attended Warsash Maritime Academy

in Southampton for all his studying through to his Master Mariner CoC.

James left P&O in 2006, having had an interview with Liverpool Pilots, and he did agency work on aggregate and maintenance dredgers and onboard a science/survey vessel to gain some ship handling experience before joining the pilot service — continuing something of a family tradition.

‘We have quite a long seafaring history in our family, but the pilotage side began with my dad’s uncle, Eric Smart, who was a Liverpool pilot during the war,’ he says. ‘That got my father, Roger Smart, and my two uncles, Ray and Mike Smart, interested and they all became Liverpool Pilots. Ray and

Mike later became pilots in the port of Southampton.

‘I can’t say I was ever destined to be a pilot, but as soon as my family told me about their careers I knew I wanted to go to sea,’ he says. ‘The priority was to get my master’s and then decide what to do. I had a fantastic career with P&O/Princess, but the opportunity to join Liverpool Pilots came about and I feel very lucky to be in this job now.

‘I really enjoy the satisfaction of sailing a large ship in or out of Liverpool. I recently became appropriated and do a lot of containership work, and still can’t believe that I actually get to handle these large ships under sometimes challenging conditions,’ he adds.

‘I remember being nervous about my fi rst small coaster out of Garston, but we have an excellent training system that builds you up steadily and with support from my colleagues over the years it’s been a wonderful start to my career.

‘When you start with us, you have six months’ initial training, accompanying pilots on jobs that we call leadsmans. Once you have completed the required number of leadsmans, you present yourself for your Class 4 oral exam. The

process is the same all the way up the classes to Class 1 and it takes seven years to become an appropriated pilot.

‘During the training, we spend time on the tugs to experience the job from their point of view and also spend time in VTS, so we get a full picture of other areas that support pilotage.

‘Our training meets A960 international standards and we were one of the fi rst pilotage services in the UK to be accredited with ISPO by Lloyds Register,’ James points out. ‘Several years ago we invested in our very own simulator to enable trainees and also current pilots to practise on different types of vessels under varying conditions, and recently we added a tug escort simulator. We now offer external training, tug and azipod workshops as well as the MRM Human Factors training course.’

IThere are around 9,000 acts of pilotage in Liverpool each year and each pilot does an average of

approximately 185 movements a year. The main challenge for pilots is the

size of the tides in Liverpool. ‘We have a 10.5m range on a spring tide, with 5.5

Positive images of pilotage

Nautilus International is launching its 2015 photo competition this month, with the ever-popular theme of ‘life at sea’. To show how it’s done, professional photographer Colin McPherson took his camera out on the water last month with Liverpool pilot James Smart. If you think your photography skills could match up to Colin’s, turn to page 36 and find out how you could win up to £1,000...

“There are around 9,000 acts of pilotage in Liverpool each year…”

26-27_pilotd_SR edit.indd 26 10/12/2014 18:21

knot rates,’ James explains. ‘Owners want to bring their vessels in with maximum cargo and it’s our job to make sure they get in safely with suffi cient under-keel clearance. We time the approaches to pass Liverpool Bar safely. It can be diffi cult manoeuvring large ships in these tides and we get fantastic support from the two tug companies, Svitzer and Smit, who have lots of experience.

‘The other challenging aspect of piloting ships in Liverpool is the weather. As we are located on the Irish Sea we get some very strong winds and, combined with the tides, this can make the job even more challenging.’

There is a wide range of tonnage using the port, including tankers, general cargo, cruise ships, barges, RFA and Royal Navy, tall ships, offshore and wind farm support vessels.

At present, there are 55 pilots — with number 56 due to start training soon. ‘We are always monitoring the number of pilots we need against how busy the port is,’ James adds. ‘Recently we have seen the port becoming very busy with projects like the Gwynt y Mor windfarm construction, and Cammell Lairds have been busy with their RFA maintenance

programme and the Queen Elizabeth aircraft carrier project.

‘There are more and more cruiseships visiting year on year and of course we are involved with the new Liverpool 2 container terminal project,’ he says. ‘When the new river terminal is completed we will be able to bring in the post-panamax containerships that other ports are now receiving. We are currently involved in the dredging campaign for the deep-water channel leading up to Liverpool 2 and also with the construction of the berth, with barges carrying piles being towed into the river. We are already training on our simulator, which is based at our offi ce in Birkenhead, for the arrival of these larger ships.’

These developments are fuelling demand for new pilots. ‘There are lots of good jobs at sea now and also new jobs in areas such as the private yacht industry,’ James refl ects. ‘Wages and time at home have improved and so we have to make sure a job at Liverpool Pilots is an attractive career to come in to. If you are young and have your master’s ticket with command experience, then we want to hear from you.’

MARITIME PHOTOGRAPHY


“The main challenge for pilots is the size of the tides…”

26-27_pilotd_SR edit.indd 27 10/12/2014 18:21

MARITIME SAFETY


wNeglecting safety man-agement is like leaving your garden to run wild.

That was the message from John Wright of the maritime training company Wrightway, speaking on HQS Wellington in London last month.

Mr Wright told the Maritime Human Element Training con-ference that getting a pristine garden takes a lot of time, effort and continual care — and the shipping industry should take a similar approach to safety.

The metaphors and similes came thick and fast from Mr Wright as he spoke about atti-tudes to safety. ‘Behaviour is the tip of the iceberg because we can see it,’ he explained. ‘But what drives those behaviours is the much bigger issue of attitudes, and these are hidden beneath the surface.

‘Changing collective beliefs, attitudes and values is difficult — normally a five to 10 year period — but it’s worth it to get a perfect garden.’

Mr Wright said attitudes across the industry need to be reversed — going back to a time when captains were trusted to run their ships rather than being treated like ‘boys in short trou-sers’ and being required to defer every major decision to those working ashore. ‘This is not a good way to run a business,’ he added. ‘Companies pay captains a lot of money to run ships; why not trust them to do that job?’

He said that human element training is the best way to bring all staff together to learn how to change attitudes and trust each other — and simulator activity is the best way to carry out that training.

‘The best courses have a mix of five senior engineers, five bridge team and two shore-side staff,’ he added. ‘This way there can be two simulators running together in a realistic set-up. We can then properly examine what happens to each area when there is a prob-lem with one.

‘One of the key learning out-comes is getting all three areas talking together so that no issues are hidden.’

If you ask the crew what’s

wrong and why safety attitudes are the way they are, they will tell you, Mr Wright added. Then it is just a matter of taking their concerns, issues and solutions onboard and making an invest-ment for change. ‘People know the cost of things; you won’t hear ridiculously expensive solutions — you’ll hear real ideas, which will make a significant difference. If you follow your crew, I guar-antee you will see a three to one return on investment, and you

won’t get that sort of return from any other business investment.’

He added that in order for the industry to grow it must shift away from the ‘18th cen-tury “I talk, you listen” manage-ment style’, to one where ideas and strategy are driven from the ground up. Managers need to ask how they can help their staff to realise their potential and allow them to drive a safety culture which is adopted at all levels, he concluded.

Monica Lundh, a lecturer at Chalmers university in Sweden, agreed that the solutions to many safety issues on ships lie with the crew, and added that the industry needs to change the way it views engineroom teams — adopting polices which have been devel-oped under human element training for bridge teams.

Ms Lundh has conducted research to compare the changes in bridge design with the changes in engineroom design. She explained that you could see a logical pattern of development in bridge design, with ergonomics becoming more central to layout.

‘When we look at engine-rooms, starting in the 1970s when there were no computers, the engineroom was not designed to contain one and worked reason-ably well. When the first comput-ers arrived they were generally put in the corner and people accepted this on the basis that they were retrofitting.

‘By the 1980s there were the beginnings of enginerooms being designed for computers, but they were still in the corner because engineers were still not really expected to spend much time sitting in front of them,’ she added. ‘By the end of the 2000s a large amount of the analogue machines have gone and there is a lot of computerisation, which had been expected at the build stage and planned for,’ Ms Lundh continued. ‘But for some reason we don’t touch the engineroom control panel. This means some of the computer screens are still tucked away in the corner. We have not seen the same rate of ergonomic development in the engineroom that we have in bridge design.’

Ms Lundh said that during her research she had come across many examples of poor engin-eroom design — including one job that used to be undertaken by pressing one button and which then required 17 mouse clicks,

and especially enginerooms with too many alarms.

She agreed with Mr Wright that the answers to these prob-lems could often be found within the engineroom crews — but that because of their nature, engineers are often more likely to devise their own immediate workarounds rather than offer strategic solutions for the future.

‘There is so much knowledge there, everything we need to know is already known. But the problem is engineers don’t just sit back and say they can’t do something unless fundamen-tals are changed,’ she argued. ‘They make it work, and by doing so they put themselves at risk.

We need to change enginerooms to support crew.’

Ms Lundh concluded that resolving engineroom design should be easy. ‘We could simply take SOLAS V 15 and adapt it,’ she said. ‘And by “adapt it” I mean take the words “bridge team” and change them to “engineroom team”.

‘Training teaches seafarers about situational awareness, but how can they have situational awareness if all the information is only available to the one per-son sitting right in front of the screen?’ she asked. ‘If you know what’s going on, you can use your training to know what to do about it.’

Nautilus senior national sec-retary Allan Graveson said he agreed that engineroom design is a problem and some engineers should be ‘given running shoes because of the amount of dis-tance they have to cover’.

But he argued that amending SOLAS guidance is not the way forward. ‘All we ever get is non-mandatory guidance — it is seen as the answer to everything,’ he said. ‘These are just excuses to avoid actually doing anything about safety.’

Listen to your crews!

“Engineers tend to try and solve problems themselves instead of speaking out”

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.

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NAUTILUS members in the UK sailing under a foreign fl ag agreement on gross remuneration can obtain a 10% reduction on the above enrolment fee by quoting their NAUTILUS membership number and a 5% reduction on re-enrolment.

Human element training can pay for itself many times over, a conference heard last month, and enginerooms need special attention. DEBBIE CAVALDORO reports…

As Allan Graveson of Nautilus told the conference , some engineers need running shoes because of the distances they cover Conference speaker John Wright of Wrightway

28 engine rooms_SR edit.indd Sec2:28 10/12/2014 18:21

FThe International Maritime Organisation formally adopted the Polar Code last month, and Freddie Ligthelm, master

mariner and staff surveyor at Braemar, says it’s now the moment for the shipping industry to carefully consider its implications.

Climate change has led to the opening up of Arctic and Antarctic waters for shipping during a much longer period of the year than had previously been possible. However, using these trade lanes presents many challenges — both in terms of demands on equipment in low temperatures and the training of crew not used to working in such testing conditions.

‘Salvage operations in the Antarctic are made problematic purely because of the vast distances to safe ports,’ said Mr Ligthlem from the Cape Town offi ce of Braemer (which incorporates the Salvage Association). ‘We have seen ships having to overwinter in the Antarctic, where temperatures may go down as far as -86°C and ice conditions become really harsh, which most vessels are not designed to encounter.

‘Most vessels currently venturing there do so in the summer months and are fully designed and capable of handling the ice conditions,’ he added. ‘However, the increasing number of passenger vessels and chartered cargo vessels which support the scientifi c fraternity domiciled there pose risks for salvage should they become beset, trapped or damaged by ice.

‘There are few, if any, ice escort vessels south of the equator that could be summoned to rescue or salvage vessels in trouble in the Antarctic,’ he pointed out. ‘This was evident late last year when the Russian passenger vessel Akademik Shokalski was beset in ice approximately 1,500nm south of Hobart. Another example is that of the Magdalena Oldendorff, which became caught in ice in July 2002, and had to overwinter in the Antarctic.’

Mr Ligthelm says that the Arctic would be better equipped, since several countries in the northern hemisphere have strong designated ice breakers at their disposal. ‘Countries such as Finland, Norway, Russia and Canada are known to assist vessels during winter months to reach ice bound ports,’ he explained. ‘However, the northern shipping routes would open up remote areas such as Alaska and Greenland, which would take some time for ice-breaking escort vessels to reach in the event of a vessel casualty.’

At present the Arctic shipping routes are only navigable by non-ice classed vessels for around 50 days a year, he says. But the Northern Sea Route (NSR) is predicted to provide up to 125 days per year suitable for navigation by 2050, with most of the increased demand coming from tourism.

Mr Ligthelm has raised concerns over the risks from a lack of adequately trained and experienced crews operating in polar regions.

‘Navigating in ice poses extreme risk and training and experience is of utmost importance,’ he stressed. ‘Understanding the formation, strength, movement and permeability of ice is perhaps something that can be taught in a classroom, but it requires fi rst-hand experience to fully understand and appreciate it.

‘I undertook many Antarctic voyages during my

career at sea and learnt many valuable lessons, the most important of them being: “If you can avoid sailing through sea ice, do so”. The new Polar Code will call for vessels travelling to the Arctic or the Antarctic to have a designated ice navigator/ice pilot onboard. However, the exact criteria to qualify as an ice pilot is still a work in progress and the IMO should avoid excluding old hands who have gathered years of experience in the fi eld.’

Mr Ligthelm cited the investigation into the Explorer casualty — during which over 100 passengers and crew took to lifeboats following an ice-induced collision — which suggested that the master, while experienced in ice bound waters, was unfamiliar with the kind of ice he encountered in

Antarctic waters.In polar regions sea spray could result in icing,

making life for those onboard very challenging. ‘Sea spray causing ice accretion on deck poses a signifi cant stability hazard,’ he explained. ‘The effects can be reduced by good voyage planning and weather route adaption, but these might prove costly.

‘Vessel design plays a big role in the amount of sea spray that would be generated from the vessel ploughing through inclement weather and seas. The more the vessel is exposed to sea spray, the greater the chance the vessel will experience icing. The heading, speed and direction of the vessel in relation to the waves and wind affects how ice

accretion would occur.‘It should also be remembered that a standard

liferaft has very little survivability in ice-infested waters, and personal protective aids and lifeboat safety requirements will need to be redesigned to overcome the remoteness of the areas of operation,’ he concluded.

Insurers Marsh recently reported that underwriters are supportive of the development of Arctic shipping routes, but wary about incurring large, high profi le losses with the market in its infancy — and Mr Ligthelm thinks they are justifi ably concerned.

‘These ice-infested waters could cause additional claims both from a hull and machinery point of view, and that of protection and indemnity,’ he added. ‘It should be considered that the previously “ice locked” areas would not have the necessary resources to deal with large scale pollution cases or wreck removals, which will be costly.’

The International Association of Classifi cation Societies (IACS) has devised uniform ice classes aiming to categorise vessels according to their capabilities to navigate ice infested waters. The rules cover structural requirements, machinery requirements and low temperature equipment and safety systems (winterisation).

‘Owners, classifi cation societies and vessel underwriters will need to consider the risks involved with the intended operation of each vessel and design them to a higher level than would normally be required,’ Mr Ligthelm continued.

Tug designs will also need to take into consideration the area of operation of the vessel. The ice formation around the Finnish and Swedish coasts is very different from that of the greater polar areas due to the density of the water being almost that of fresh water, making the ice formed from it that much denser and stronger. ‘Sea ice retreats and disperses signifi cantly in the Antarctic, and due to the two main gyres — the Weddell and the Ross — very little multi-year ice survives the summer. In the Arctic, sea ice survives many summer seasons and multi-year ice ridges could build to impenetrable levels,’ he added.

Mr Ligthelm concludes that the Polar Code is an essential development, but he believes there must be regulations in place to govern vessels planning voyages to the Antarctic and the Arctic. ‘The Polar Code is the starting point, which will evolve as time goes by, and hopefully its requirements will minimise casualties within polar areas.’

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The research ship SA Argulhas engaged in cargo operations against the ice shelf Picture: Braemar

Time to keep a cool headHow should the new IMO Polar Code be implemented, and how well do we understand the risks of Arctic and Antarctic waters? An expert in the field shares his informed opinions with the Telegraph…

Freddie Ligthelm, master mariner and staff surveyor at Braemar

29_arctic.indd 29 10/12/2014 18:22

MARITIME POLICY


wThe head of one of the world’s biggest flags of convenience and the

head of the European Commis-sion’s maritime safety unit went head-to-head in a debate over the regulation of the shipping indus-try last month.

Organised by the London Shipping Law Centre, the 13th annual Cadwallader debate was staged to explore the conflicts in maritime law which force ships to navigate ‘between a rock and a hard place’ as a consequence of the tensions between global and regional regulation.

Opening the discussion, Ms Berg described shipping regula-tion as ‘a child of its time’ – with the need for global regula-tion growing as a result of the increased ‘offshoring’ of shipping operations.

However, she added, regula-tors have become increasingly frustrated by ‘industry inertia’ and the failure by owners and operators to see the political necessity of regulations, and regional rule-making is the con-sequence of this.

But Clay Maitland, managing partner of International Regis-tries Inc, said shipping had made

great strides since the 1970s when the Amoco Cadiz tanker disaster had resulted in the adop-tion by the IMO of the MARPOL Convention – the first measure to embody the concept of port state control.

‘Do we continue burdening seafarers with the pressure of filling in forms and checklists?’ he asked. ‘We have got safer ships and cleaner seas, and the industry is working constantly to improve its record.’

But Ms Berg countered by arguing that there continues to be no level playing field in ship-ping. ‘Regional regulation is sometimes seen as parochial, but it depends on the perspective,’ she said. ‘We talk to the industry and we listen to the industry, but we also have to defend European taxpayers’ money and protect the coastlines and the safety of our citizens.

‘We are committed to inter-national rules and we have done a lot in the past 20 years to enforce them,’ she added. ‘We have the tightest enforcement programme in the world, which seeks to create a level playing field especially for those who are the leaders and don’t want to

be punished by those who take short-cuts on safety and other regulation.’

Ms Berg said shipping should not view measures such as the emission controls in a negative way, as reducing fuel use will help to bring down costs.

However, Mr Maitland said regional rule-making is inten-sifying. He said the process had begun in the United States, withe the Oil Pollution Act being devel-oped as a response to the Exxon Valdez disaster. Subsequent incidents – such as the Erika and the Prestige tanker losses – had resulted in a ‘welter’ of new regu-lations in Europe.

‘This has often put the EU at loggerheads with the IMO, and sometimes even in conflict with some of its member states on matters such as the governance

of classification societies and the administration of conventions by flag states,’ he added. ‘This has the potential for real trouble.’

But Ms Berg argued that if the shipping industry wants to avoid kneejerk regulation, it needs to raise its visibility and demon-strate that has a ‘progressive’ approach to safety and the envi-ronment.

Europe had avoided the temp-tation to impose new rules in response to the Costa Concordia accident, she said, and with the creation of the European Mari-time Safety Agency it had inten-sified its work to ensure the even-handed enforcement of global regulations.

However, Mr Maitland replied, port state control should not continue growing on the basis of new regulations from Brussels;

politicians should instead focus on new approaches to tackling problems that could not always be dealt with through the inspec-tion process.

And he complained that the shipping industry has not been given the credit it deserves for dramatically improving its safety record over the past 25 years.

Ms Berg said she agreed with the argument that ship-ping should move away from a ‘checklist mentality’ to a more risk-based approach to safety. The European Commission is conscious of the paperwork bur-den on seafarers, she added, and is taking active steps to ease ship-board bureaucracy by simplify-ing administrative requirements.

Jean Richards, from Quantum Shipping, accused politicians of devising new regulations without

thinking of who will pick up the costs of compliance. And ‘paro-chial’ rule-making often results in a blame culture that sees sea-farers being jailed, she warned.

But Ms Berg said she did not accept the argument that regu-lators should take a light touch to the shipping industry on the basis of its economic difficulties. She said operators had been com-placent in their response to the sulphur directive and the indus-try had sent mixed messages about its response to the regula-tions.

Mr Maitland rejected the allegations of complacency. While accepting that some own-ers might take an ‘ostrich-like’ approach, he argued that regu-lations need to be introduced in such a way that they do not cause disruption.

Getting the rules rightWhat is the best way to deliver an effective regulatory regime for a global industry like shipping? And how can rule-makers prevent unfair competition from operators who flout the laws? These were among the issues debated by experts at two special meetings last month…

KNon-compliance with shipping rules and regulations can pay dividends for dodgy operators,

a discussion forum attended by lawyers, shipping companies and fi nancial institutions heard last month.

Hosted by the maritime PR agency Blue Communications, the event concentrated on the forthcoming sulphur regulations — and the implied conclusion appeared to be that if one regulation was poor, then all regulations must be poor, and compliance should therefore be taken under consideration.

Philip Roche, a lawyer with fi rm Norton Rose Fulbright, said that the shipping industry had faced a ‘constantly rising tide’ of new regulation in the last few years, and this new set was just another ‘inevitable’ addition.

He suggested that in the UK the Maritime & Coastguard Agency would struggle to ensure compliance due in part to the public sector cuts of recent years and also because the merchant seafarers who conduct ‘tick box’ inspections would not understand what happens in bunker tanks and engines.

Luis Benito, global strategic marketing manager at Lloyd’s Register, argued that emission reduction measures need to be global to refl ect the worldwide nature of the shipping industry. He felt that the issue was only being taken seriously in Europe and the United States, and that the commercial balance may be altered in favour of those in other areas.

Niels Mortensen, a director at Maersk Maritime Technology, told the audience that rumours had begun to surface three years ago that a large number of companies would not comply. He said Maersk had become concerned about the potential for an un-level playing fi eld emerging

between those who paid to comply and those who did not.

‘We looked into the statistics provided by port state control,’ he added. ‘We found wide non-compliance and a lack of enforcement. We also received a statement from the European Commission which said they believed only one in 1,000 ships were expected to be compliant.

‘There is reward in non-compliance and cheating is very easy — as long as you don’t get caught,’ he argued.

As a result of this research, Maersk set up the Trident Alliance to lobby with other prominent shipping companies for robust enforcement of the regulations. Mr Mortensen said progress had been made in the last three years and Maersk is now generally more positive that compliance would be achieved.

The only voice from the panel coming down on the side of compliance was Paul Davies, a partner with the international fi nancial company PwC. He described the maritime industry as ‘pretty useless’ at self-regulation, which had in turn had resulted in lots of new rules coming into force at one time.

‘There has been no appetite [in the industry] for energy-effi ciency measures, even though the pay-back is only three to fi ve years,’ he added. ‘Companies are only looking at scrubbers now because they have no choice. Sadly, unless you regulate nothing will happen.

‘From a fi nance point of view [regulatory compliance] is a no-brainer,’ he said. ‘Compliance is not an option. I predict that the regulators won’t put an inspector on every vessel; they will fi nd one or two key transgressions,

fi ne those companies to the hilt and the remaining companies will then comply.’

Mr Davies suggested that pressure from charterers will dictate whether shipping companies use low sulphur fuels or install scrubbers, and said that the latter is clearly going to be the preferred option.

‘Therefore, I don’t know why there is still a debate about what to do about these regulations,’ he added. ‘And In my view there have been a number of market failures which have led us to this point.’

Most of the ‘failures’ cited by Mr Davies stem from the very way the maritime industry operates, from relying on day rates to fi nancing developments — and, as he put it, ‘the classic shipping problem of “why should I do it if no one else is going to?”.

The perennial challenge of compliance

Speakers at the Blue Communications debate, left to rig ht: Philip Roche, Paul Davies, Alisdair Pettigrew and Niels Mortensen

Tradewinds editor Julian Bray, left, chaired the London Shipping Law Centre debate between Clay Maitland, managing partner of International Registries Inc, and Christine Berg, head of the European Commission’s Maritime Safety Unit

30_LSLC_SR edit.indd 30 10/12/2014 18:23

MARITIME FICTION


K2 0 1 5 w i l l s e e t h e centenary of the sinking of the Lusitania, a British-

flagged liner which succumbed to a torpedo attack by a German submarine in the First World War. The incident is seen as significant because it presaged the widespread changes in the practice of warfare during the 20th century — changes which increasingly saw ‘enemy’ civilians become fair game as military targets. At the time, though, the American people were said to have been so shocked at the attack on a passenger ship carrying innocent women and children that the incident prompted the neutral USA to join the war on the side of the Allies.

The analysis of events these days tends to be more nuanced, not least because the Americans did not actually become involved in combat until the Axis powers threatened them more directly in 1917. And some feel that the Lusitania was a legitimate military target by any standards, given the likelihood that she had been carrying US-made ammunition and/or weaponry destined for use by British forces.

Author Greg Taylor has come up with an even stronger theory about why the Lusitania could have been a target, and in a new novel, Lusitania R.E.X, he cleverly weaves together fact and fi ction to make a plausible case that the vessel could have been carrying secret rocket technology — the forerunner to the V1 and V2 ‘flying bombs’ of the Second World War and of all human space exploration.

It’s a good yarn in the Dan Brown vein, with g l a m o r o u s s e t t i n g s , wartime peril, political machinations, millionaires, aristocrats and royalty, and a generous helping of sex and romance. The effort to develop the rocket technology and keep it out of the wrong hands is given added spice by the involvement of a secret society, Yale University’s Skull and Bones fraternity.

‘I’ve always thought the Lusitania was more intriguing than the Titanic,’ Mr Taylor told the Telegraph. ‘There are the same extremes of wealth onboard — which I try and show in the book — but the wartime situation gives an

added dimension to the story. And in terms of what happened during the sinking, I noticed interesting parallels with the modern Costa Concordia disaster, where the list of the ship made it diffi cult for the passengers and crew to reach and board the lifeboats.’

This is Greg Taylor’s fi rst foray into novel-writing, but he was well-placed to tackle the subject matter, thanks to his history degree from Yale and a knowledge of the world of high fi nance gained from his work as an asset manager. ‘I’ve always been fascinated by the Lusitania,’ he says, ‘and I thought about writing a straight history book, but then I was inspired to give the story a fi ctional treatment by something I once read about the ship in the Economist magazine.’

Mr Taylor kept the inspirational quote, and even reproduces it in the opening pages of Lusitania R.E.X:

Disasters evoke powerful, if contrary, emotions: horror, fascination, sympathy — and wondering how well we would do. Unfortunately, the names of victims blur, it being hard in non-fiction to take us inside people’s heads during a panic. Novels — think of Joseph Conrad’s Lord Jim — tend to do it better.The Economist, 18 April 2002

Of course, even a fictionalised account of real events needs to have a sound historical foundation, and before starting his story, Mr Taylor read everything about the Lusitania that he could get his hands on — spending large amounts of time in the Imperial War Museum archives and the New York City public library. He found out the names of the passengers in First Class, and, on studying them further, noticed that more than one had been associated with the Skull and Bones society. This led him to fi nd out more about the fraternity (which he had been vaguely aware of during his own years at Yale University), and it transpired that its members tended to be extremely rich and well-connected — perfect characters for a plot-driven thriller.

The billionaire Skull and Bones member Alfred Vanderbilt particularly caught the author’s eye, as he seemed at fi rst to be a spoilt heir to a fortune who had achieved little of note. Yet he was said to have given his lifebelt to another passenger when the

Lusitania was sinking, at the expense of his own life. Greg Taylor therefore decided to make this character central to his novel, following his journey from playboy to hero . He hypothesised t h a t V a n d e r b i l t c o u l d have matured thanks to his involvement in the rocket technology project, developing a belief that it could help to end the war and pave the way for peaceful space exploration.

To find out more, you will — in the tried and tested way — have to read the book, which is available now as an e-book and is due to be released in paperback next month.fLusitania R.E.XBy Greg TaylorFilament Publishing£12.95 on Amazon Kindle

‘A way inside their heads’The German attack on the Cunard liner Lusitania 100 years ago proved to be a pivotal event in the First World War. Now the story of its loss has been re-imagined by a novelist who presents a new theory about the decision to target the passengership…

econd n space

l , , g e

et it is

he et ull

he ng lor are

alth and the

s an

R.E.X: LusitexpeTaylmakto hjouhert h ahavhisrocdeitwape

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Lusitania passenger Alfred Vanderbilt

LThe subject of merchant shipping in wartime is rich and complex, and novels like Lusitania R.E.X

don’t pretend to tell the whole story. We are inviting Telegraph readers to fi ll in the gaps by exploring the experiences of merchant seafarers involved in confl ict, and any take on this is welcome — whether it’s to do with the convoys of the First and Second World Wars, or perhaps the supply ships for the Falklands or the Gulf.

zPlease send in your poem about the merchant marine in wartime to: The editor, Nautilus Telegraph, 1&2 The Shrubberies, George Lane, London E18 1BD, or email your entry to [email protected], marked ‘Poetry competition’. The deadline for entries is 31 March 2015. Winning entries will be published in the Telegraph, and the winners will receive signed copies of the hardback author’s limited edition of Lusitania R.E.X.

Telegraph poetry competition: the merchant marine in wartime

Author Greg Taylor reads from Lusitania R.E.X at the book’s London launch Picture: Alex Conte Photography

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Find out more at our SHIPPING DAYon Saturday, February 7, 2015, 10am – 3pm

T: 0191 427 3772 W: www.stc.ac.uk E: [email protected]

YOUR ROUTEINTO THE

31_Lusitania R.E.X_SR edit.indd 31 10/12/2014 17:11

by Trevor Boult

FUnion-Castle Line was one of Britain’s great shipping

companies. Its origins were in the Union Line, established in 1855, and Castle Line, which began trading in 1862. The two companies merged in 1900 and developed passenger liner and cargo services from Britain providing a double halo of routes which circled the continent of Africa and regularly touched the remote and romantic islands of St Helena and Ascension in the South Atlantic.

The elegance of the mail ships was enhanced by the distinctive lavender colour of their hulls, whilst the punctuality of their scheduled departures from Britain became a byword by which it was possible to set clocks.

As international airline services developed in the 1950s a downward trend in sea travel on passenger ships began — a process which resulted in the numbers of ships and services declining.

Union-Castle made strategic fl eet-wide changes. An innovation was the building of two sistership cargo liners — the fi rst cargo-only vessels built for the mail service. Their powerful engines enabled them to maintain their places in the schedules and they became known as ‘mini mails’.

Southampton Castle was the fi rst of the new ships, launched in October 1964, and it was followed four months later by Good Hope Castle. They were later fi tted with 12 passenger berths, an alteration underwritten by the British government, as they alone called at Ascension Island and St Helena. At the time, their visits were among the very few links with Britain. Deck passengers were also carried on the inter-island route.

Powered by twin 8RD90 Sulzer engines, capable of a combined power of 35,000bhp, these two ships were the fastest diesel-powered cargo liners afl oat — designed for a service speed of 22.5 knots but capable of more. The hull form incorporated a cruiser stern and raked stem with bulbous bow. The single extremely large funnel, which appeared to overwhelm the superstructure, housed two waste heat boilers used to supply steam for a turbo-alternator providing electrical power whilst on passage.

Deadweight exceeded 11,000 tons, with large capacities for deciduous and citrus fruits. With temperature control, a

wide range of chilled or frozen products could also be carried. There were four holds forward and three aft, served by an impressive suite of derricks. Several of the hatches were capable of carrying containers. Wine could also be carried in bulk, with 13 permanent tanks and associated piping to handle 60,000 gallons.

Good Hope Castle’s delivery was delayed by labour shortages at the builders and was taken into service four months behind schedule, her place being temporarily fi lled by Capetown Castle. This ship retained the distinction of being not only the largest motor-driven liner in the company, but the longest

of her type in the world. When this ship was relieved by Good Hope Castle, she was refi tted and continued for two years in a ‘one class’ extra service calling sometimes at Ascension, St Helena and Walvis Bay.

The disposal of Union-Castle ships continued and was to mark the demise of its passenger trade to the East Africa coast. Practically all colonies of the British Empire had reached independence, with a consequent rundown of the colonial offi cers, administrators and civil servants who had helped to fi ll passenger lists. Those that remained now used the ever-expanding air services.

On 1 July 1973 St Helena reported that Good Hope Castle, which should have arrived there the previous evening, had been in radio silence since leaving Ascension. Neither could she be raised on the radio by her sistership. Fears were confi rmed in a later message from Ascension. A machinery-space fi re had spread to the accommodation; the ship was ablaze and had been abandoned, burning and listing, but everyone was safe. The 82 passengers and crew spent some 36 hours in lifeboats before being taken aboard the Liberian tanker George F. Getty and landed at Ascension.

The stricken ship was attended by the West German ocean salvage tug Albatros, which towed the vessel to Antwerp. Another Bugsier tug, Heros, took the ship to Bilbao. After extensive repairs Good Hope Castle resumed service in May 1974.

Offi cially the Southampton to South Africa mail service ended with the arrival of Southampton Castle on 24 October 1977, over 120 years after inauguration. The two fast cargo liners were sold to an Italian company and traded for a further six years between Italy and South America.

OFFWATCH ships of the past

QUICK CLUES Across1. Royal (11)7. Fastener (3)9. Arizona city (9) 10. Steal (5)11. Watch (7)12. Detonate (7)13. Flashing lights (10)16. Tablet (4)18. Church service (4)19. Junk (5,5)22. Satirical sketch (7)23. Archaeological work (7) 25. Transport (5)26. Monarch ship (5,4) 27. (See 2 down)28. Grace (11)

Down1. Gang members (7)2. & 27. Biblical craft (5,3)3. Limit (8)4. Pull (5)5. Refectory (9)6. Film dog (6)7. Historical mood (9)

8. About lung membrane (7) 14. Get off (9) 15. Method (9) 17. Dreamed up (8) 18. Army (7) 20. Extras (3,4) 21. Fraternise (6)23. Attire (5)24. Angry (5) CRYPTIC CLUES Across1. And he learnt to adapt to

being an early 12 (11)7. Because, in short, it’s a lettuce (3)9. Ditch a hill dweller constructed

as cutting (9)10. Complain about water given

to baby (5)11. Copy distributed around two

hours before midnight for strength (7)

12. Being in the house for short time with identifi cation (7)

13. Richard taking small measures with Scotsman has a novel feel about it (10)

16. Put up with gloom in the market (4)

18. In the nursery to steal someone’s work (4)

19. Move to and fro with bacon producer and one mixed up bird (4,6)

22. It’s against the law to have a sick bird of prey we hear (7)

23. Muscles appear in an instant, one fi nal word (7)

25. Sharp breath has nothing on performance without the mime (5)

26. Large house with spirits … (3,6)27. … small one in reserve (3)28. Let me in tent anyway, no

more than I deserve (11) Down1. Turned over school with

helicopter landing space to fi nd jotter (7)

2. Skilful at downsizing a department (5)

3. In which to prepare wine of France at a certain pace (8)

4. Prepared from bread yeast extract (5)

5. Leave eggs and reverse car (9) 6. Plant secretion in the

sheltered part (6)7. Customers caught short with

28 to have TV (9)8. Slight old Bob, creditor (7)14. Note fi sh dish is actually off al (9)15. Notice adding little weight to

main beam (9)17. Spruce up but I ate it, TV

broken (8)18. Used by Cutty Sark barber

perhaps (7)20. Promising as a creation, not

applicable to perfume (7)21. Pay no heed to disturbed

reign, nothing in it (6) 23. Principle number X and in

Latin (5)24. ‘if he --- us there, Enforce him

with his envy to the people’ (Coriolanus) (5)

J Crossword answers are on page 42.

Telegraph prize crosswordThe winner of this month’s cryptic crossword competition will win a set of the Adland Coles Maritime Classics (reviewed on the facing page).

To enter, simply complete the form right and send it, along with your completed crossword, to: Nautilus International, Telegraph Crossword Competition, 1&2 The Shrubberies, George Lane,

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

Closing date is Friday 16 January 2014.

Name:

Address:

Telephone: Membership No.:

1 What are the top fi ve shipowning nations in the world?

2 What percentage of the world merchant fl eet is owned in the ‘top fi ve’ nations?

3 Which country’s owners currently have the largest

number of ships on order?

4 Which fl ag has the largest share of the world orderbook at present, in ship number terms?

5 How many heavylift vessels are there in the world fl eet?

6 Dutch yards built 23 superyachts last year. What was their total worth?

J Quiz answers are on page 42.

50 YEARS AGOIn the past 10 years, the number of seafarers on the UK register has declined by over 25,000 to about 123,000 while the tonnage has increased by approximately three million tons to some 21.5m tons gross. At the same time, carrying capacity has grown as a consequence of increased speed and vessel design changes. This trend can only increase further and the increasing amount of cargo being carried by a decreasing number of seafarers can be rightly described as increased productivity. Technological developments are transforming ships, more skills are being required, all of which are having a real impact on standards of entry and training, and we have cooperated with the changes on the understanding that our members shared the benefi ts MN Journal, January 1965

25 YEARS AGOFerry companies should make a contribution to UK cadet training, NUMAST Council members said last month. With a growing shortage of skilled offi cers — particularly in the junior ranks — it is now time for ferry companies to play a role in training, said Gwyn Prosser. Executive offi cer Jack Bromley told the meeting that ferry fi rms are ‘creaming off ’ the best offi cers from elsewhere in the industry and there was no reason why they could not use ships in other sections of their groups to give foreign-going seatime. Senior assistant general secretary Derek Bond said there had been disappointingly little take-up following a relaxation in the endorsement which was intended to help training in the ferry sector but it is hoped that further proposals might emerge in a new Department of Transport report on future certifi cation structures The Telegraph, January 1990

10 YEARS AGONUMAST has welcomed an announcement that should pave the way for the introduction of high-tech seafarer identity cards. The International Labour Offi ce said last month that the system for issuing security identity documents for the world’s 1.2m seafarers is ready for implementation as a result of successful shipboard tests of biometric ID equipment. Carried out onboard the cruiseship Crystal Harmony, the trials showed that two fi ngerprint recognition products met the ILO’s ‘global interoperability’ standards. NUMAST general secretary Brian Orrell said he hoped that proving the system reliability would enable the rapid introduction of the 2003 Seafarers’ Identity Documents Convention, which is intended to improve security while also protecting the rights of crew members and is due to come into force in February 2005 The Telegraph, January 2005

THEQUIZ

Distinctive mail ships were South Atlantic lifeline


32_offwatch.indd 32 10/12/2014 17:12

MARITIME BOOKS


Diving guide deserves wide readershipDive Truk Lagoon: The Japanese WWII Pacifi c ShipwrecksBy Rod MacdonaldWhittles Publishing, £30ISBN 978 18499 51319fwww.whittlespublishing.com

KThis is author Rod Macdonald’s eighth book on the world’s

great shipwreck dive locations, and he describes Truk Lagoon as ‘quite simply the greatest wreck diving location in the world’ — so readers of his previous books will know they are in for a treat.

Shipwreck enthusiasts may be more familiar with wreck sites such as Scapa Flow, and could be forgiven for forgetting that there were more wrecks in the Second World War than just those around the British coast. Truk Lagoon is especially unknown, as the area had been largely forgotten until 1969, when an expedition by intrepid explorer Jacques Cousteau located and fi lmed it for a TV documentary.

Truk was the main forward anchorage for the Japanese Imperial Navy and merchant fl eet during the early days of WWII, and there are 38 wreck sites featured in the book. Being located in a 140-mile coral barrier reef, each wreck has become an artifi cial reef teeming with life, so divers can enjoy both wreck and fi sh dives.

The book is split into two, with the fi rst section being a well-crafted history of the area and the American

attack which led to so many ships and aircraft being sunk. This provides a good background for the latter pages and also makes the book interesting for those who like WWII history — especially given the site’s relatively recent re-discovery.

The second section looks in detail at each wreck. There is information on each vessel’s use before its untimely demise, essential information about the wreck site and photographs, paintings and recreations of the site today.

This is an interesting read, with strong attention to detail and use of imagery, ideal for history buff s and divers alike — especially those unlikely to be heading to this remote corner of the Pacifi c Ocean any time soon.

Well-handled facts and fi gures from the golden age of sailTropic Suns: Seadogs Aboard an English GalleonBy James Seay Dean

The History Press, £20ISBN 978 07524 50971fwww.thehistorypress.co.uk

KThis is not one of your information-lite picture history

books; Tropic Suns is a scholarly work that shows off its academic credentials proudly. Essentially, James Seay Dean does the research so you don’t have to, analysing hundreds of documents and producing an easily readable digest of 16th and 17th century maritime history.

The book’s stated aim is to ‘convey the realities of everyday life

aboard the galleons sailing between England and the West Indies’. Each chapter looks at a diff erent aspect of the seafarer’s experience — comparing the performance of the various ship-types, for example, or looking at the food available to the crews (spoiler alert: it wasn’t very nice).

There are also sections on the navigation techniques of the period, the health of seafarers, the weather conditions encountered, the weaponry used and the booty seized. All the chapters are enhanced by accounts of particular voyages and well-chosen quotes from contemporary fi gures; and as you might expect, there is a thorough index and formidable bibliography.

It seems strange to be saying this about a history book, but in some ways Tropic Suns could actually do with being a bit less academic. The central chapters of the work are so interesting and engagingly written that it would have been good to get stuck into them right at the beginning, but instead you have to wade through a preface, ‘notices to mariners’, acknowledgements and an introduction before you can really get started. Next time, cut to the chase, Professor Dean — your material is worth it.

Poignant tale of success and decline on the Clyde100 Years of Shipping on the River ClydeBy George O’HaraWitherby Publishing, £9.99ISBN 978 09930 79306

KPublished to commemorate the centenary of the Scottish

Shipping Benevolent Association (SSBA), this substantial book comes at the bargain price of just under a tenner — and you can buy it with the satisfaction of knowing that all proceeds go towards the seafarer welfare work the Association undertakes.

With just over 190 pages and more than 220 pictures, the book leaves few stones unturned in tracing the signifi cance of the Clyde — not just for Glasgow and Scotland, but for the wider UK maritime sector — and explaining the reasons for its remarkable expansion during the late 19th century and the similarly rapid decline towards the end of the 20th century.

The book describes how the port and its ancillary services developed — with their impressive scale highlighted by a superb overhead shot of the docks, taken in 1965. There are potted histories of the key shipping companies, also supported with some fi ne shots showing the wide range of tonnage that they owned or managed.

It’s hard not to feel sad when seeing other pictures showing the extent of the shipbuilding facilities on the Clyde during the peak years and the many examples of the fi ne ships they produced. The author notes later the shocking pace at which such a strategic industry declined within the UK.

Other sections look at the infl uence of the RN and RFA, yacht building and ferries, and there is a fascinating piece dealing with maritime education and training along the river. A closing chapter off ers a thoughtful, though somewhat depressing, analysis of the wider social, political and economic policies which have helped to shape the mixed fortunes of Clyde shipping over the period.

The Story of Cunard’s 175 YearsBy Eric Flounders and Michael GallagherFerry Publications, £24.50ISBN 978 19066 08859fwww.ferrypubs.co.uk

KIn their introduction to this splendid new book, Eric Flounders and Michael Gallagher

refl ect on a problem which affects many who seek to tell the history of British shipping companies — the ‘peculiarly cavalier attitude’ to their own heritage, compounded by decades of downsizing, fl agging out and restructuring.

However, with more than 50 years of combined experience as Cunard PR offi cers, the pair were well placed to access archives and plunder the remaining resources for this lavishly produced history of the company. And what riches they unearthed — not least some stunning photography, which is presented to good effect in this quality book.

Whilst the loss of historical material may have

presented a challenge, the authors admit that there are plenty of other books that have tackled Cunard history and a fair number of autobiographies by former Cunard captains and commodores. However, they contend, few books have sought to tell the story in full.

So, they took on an ambitious task, and they concede that their work concentrates on Cunard’s passengerships rather than its cargo and tanker operations, and also omits much of the complex commercial history of the company.

The book is written with style and it boasts a wealth of tremendous illustrations, all of which help to underpin one of the core themes — of how Cunard’s history has been so closely intertwined with wider social, political and economic history.

In particular, it offers some fascinating refl ections on past government support for the shipping industry and some interesting insights into wider technical developments affecting ship design and operation.

Confl ict is also a recurring theme — from

service in the Boer War and Crimea to the Falklands — and most notably in the two world wars. The sinking of the liner Lusitania is covered well (particularly in its account of the way in which the ship’s master, Captain William Turner, narrowly escaped being scapegoated for the loss) but the book also notes the signifi cance of the loss of the Laconia in February 1917 and touches upon the horrifi c casualty rate on the Lancastria when it was bombed in 1940.

The fraught construction process for the QE2 is told in great detail, along with later tribulations such as its grounding off the US (thanks to outdated charts), the hubris of its detention in the US in 1994 and the ‘freak wave’ incident of 1995. The story is brought up to date with accounts of the commissioning of the Queen Mary 2, Queen Elizabeth and Queen Victoria — although the decision to switch their fl ag to Bermuda gets only a brief mention.

There are appendices detailing individual ships,

war service, links with the royal family and even a useful bibliography for further reading. Another appendix gives information about the seven Cunard commodores who received knighthoods, and you get the sense that each of these could have merited a book in itself. Indeed, if there is one criticism of what is generally a shining example of how to produce a good shipping history book, it is the shortage of accounts from those who operated the ships that made Cunard such a success.

fAdlard Coles Maritime Classics:SouthBy Sir Ernest Shackleton20,00 Leagues Under the SeaBy Jules VerneMutiny on Board HMS BountyBy Captain William BlighThe Sea WolfBy Jack LondonBloomsbury Publishing, £8.99 each

KMaritime publisher Adlard Coles has launched a new

collection of maritime classics, each with a brand new foreword from a modern-day hero.

The books in this collection need no introduction and remain as good today as they have ever been. The style of printing refl ects the age of the books, and the smell alone will be enough to drive the most loyal e-reader users back to the printed word.

The forewords make a nice addition to the books, highlighting how relevant and loved they remain. 20,000 Leagues Under the Sea is credited as the novel that launched the science fi ction genre, and in her foreword, television presenter Miranda Krestovnikoff (famous for natural history programmes and ice diving) says it continues to inspire generations of people. ‘[Jules Verne] had a profound infl uence on engineers, inventors and designers, especially as submarine technology

was in its infancy,’ she writes. The publishers have used the

original, and often criticised, fi rst translation into English of Verne’s book, as this is the version that popularised the novel in the English language.

If Verne is credited with science fi ction, then the story of the Mutiny on Board HMS Bounty can certainly claim credit for the centuries of adventure novels which have followed. This book is surprisingly small by today’s standards and

brings Bligh’s account of the mutiny together with the contradictory testimonies from Bounty’s crew.

Explorer Sir Ranulph Fiennes fi ttingly provides the introduction for Sir Ernest Shackleton’s South, the true story of his 1915 Imperial trans-Antarctic expedition. And adventurer Bear Grylls draws on his own experience of dealing with a crisis at sea in his foreword for Jack London’s The Sea Wolf — the story of Wolf Larsen, the terrifying captain of a seal schooner who rescues a man lost overboard following a ferry collision.

Adlard Coles intends to add more novels to its new classic maritime collection in the future, but this is a great start. Whether these books help you re-live your childhood, or you are coming across some of them for the fi rst time, you will not be disappointed.

Classic nautical works are as good as ever

2 war service links with

The forewords mmake a nicema was in its infancy ’w ’ she writes’ sh 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.

Classy Cunard chronology seeks to tell whole story

33_books_SR edit.indd 33 10/12/2014 18:23

NL NEWS


ANautilus heeft eind november leden-vergaderingen georganiseerd in Rotterdam, Amersfoort en Haren om

de aanpassingen van de pensioenregeling koopvaardij per 1 januari 2 015 te bespreken. De ledenvergaderingen werden goed bezocht. In totaal bezochten bijna 100 leden één van de vergaderingen.

De pensioenregeling moest aangepast worden doordat de overheid de spelregels voor het pensioen met ingang van 2015 drastisch wijzigt. Werkgevers en Nautilus hebben naar aanleiding hiervan intensief overleg gehad over aanpassing van de regeling en hebben hierover begin november een akkoord bereikt.

De adviserend actuaris van het fonds de heer Bas van Boesschoten gaf aan de hand van een presentatie een toelichting op alle veranderingen. De leden werden in de gelegenheid gesteld hun vragen en opmerkingen naar voren te brengen.

De belangrijkste afspraken op hoofdlijnen zijn:- De pensioenrichtleeftijd stijgt van 65 naar 67 jaar. - Het opbouwpercentage daalt van 2,15% naar 1,875% per jaar bij leeftijd 67. Dit is het maximum percentage dat belasting vrij mag worden opgebouwd. - De franchise daalt van € 13.104,- naar € 12.642,-. De franchise is het onderste deel van het inkomen waarover geen pensioen wordt opgebouwd en is gekoppeld aan de hoogte van de AOW. -De defi nitie van het pensioengevend loon wordt aangepast. -De netto prepensioenregeling komt met

ingang van 1 januari 2015 te vervallen. De reden hiervoor is dat deze regeling niet meer verplicht mag worden voorgeschreven . Opgebouwde netto aanspraken blijven behouden en komen tot uitkering bij pensionering.- Alle bestaande rechten aan tijdelijk en levenslang ouderdomspensioen worden omgezet naar rechten op 67 jaar. Uitgangspunt is dat de waarde van de geconverteerde rechten gelijk blijft. Door middel van uitruil bestaat de mogelijkheid om eerder dan 67 jaar met pensioen te gaan. – Het premiebudget blijft gelijk aan het budget 2014 inclusief de premie voor het prepensioendeel.

– De toeslag ambitie voor deelnemers, gepensioneerden en slapers is 100% van de prijsindex. De fi nanciering van de toeslag vindt uitsluitend plaatst vanuit het behaalde rendement van het fonds. Naast de wijzigin-gen werd door de actuaris uitvoerig ingegaan op het feit dat ondanks dat de opbouw daalt er geen ruimte is voor een verlaging van de pensioenpremie. Redenen hiervoor zijn de spelregels onder het nieuw fi nancieel toetsingskader in combinatie met de lage rentestand. Deze zorgen ervoor dat sparen voor het pensioen duurder wordt.

Aan het eind van de presentatie werd aan leden gevraagd of de leden kunnen instem-men met de aanpassingen, met inachtneming van het gegeven dat de regeling het maximale is dat binnen de nieuwe ( fi scale) regels mag worden opgebouwd. Deze vraag werd door leden met een ja beantwoord. Ook de werk-gevers hebben inmiddels met de wijzigingen ingestemd. Er zijn nog een aantal punten die door sociale partners de komende tijd nog nader uitgewerkt of onderzocht moeten worden waaronder premievrijstelling bij arbeidsongeschiktheid en de mogelijkheid van deeltijdpensioen.

De presentatie van de adviserend actuaris van het fonds is terug te vinden op de website van Nautilus. Ook het Pensioenfonds voor de Koopvaardij zal de komende tijd de nodige aandacht besteden aan alle veranderingen in zijn communicatie naar de deelnemers, ex- deelnemers en gepensioneerden.

Leden stemmen in met aanpassing pensioenregeling BPF Koopvaardij

FDe Minister van I&M heeft de Tweede Kamer toegezegd te

komen met een rijksbrede Maritieme Strategie, een handelingskader voor het maritieme beleid. Doel van deze strategie is om Nederland als sterke maritieme natie blijvend op de kaart te zetten.

Door de ministeries van Infrastructuur en Milieu, Economische Zaken, Buitenlandse Zaken, Veiligheid en Justitie, Defensie, Sociale Zaken en Werkgelegenheid, Onderwijs, Cultuur en Wetenschap en Financiën is in de afgelopen maanden samen gewerkt aan een rijksbrede Maritieme Strategie. Daarbij zijn vele partijen

uit de maritieme cluster, waaronder Nautilus, geraadpleegd vanwege hun kennis en kunde. Doel van de strategie is om Nederland als sterke maritieme natie blijvend op de kaart te zetten en een handelingskader te bieden voor het maritieme beleid in den brede. Belangrijk uitgangspunt is dat de maritieme strategie gedragen wordt door sectorpartijen. Een toppositie van de maritieme cluster vereist immers een actieve rol van overheid én sector. De basis voor maritiem handelen ligt bij sectorpartijen en de overheid werkt vooral voorwaardenscheppend. De maritieme strategie bevat daarom ook acties en verantwoordelijkheden van

andere partijen dan de overheid.In algemene zin bestaat er binnen

Nautilus waardering voor het initiatief Maritieme Strategie en de mogelijkheid die voor de maritieme sectoren is ingeruimd voor het leveren van input. Er gaat een zeker elan en ambitieniveau van uit dat onontbeerlijk is voor de gezonde toekomst van de maritieme cluster en daarmee een gezonde basis voor de werkgelegenheid en onder gezonde loon-en arbeidsvoorwaarden. Wel zou het ambitieniveau naar de mening van Nautilus nog wel een tandje hoger mogen uiteraard zonder daarbij het realistische gehalte van de voornemens aan te tasten. Bij realisme

doelt Nautilus dan met name op de keten beleid, uitvoering en inspectie. Het is algemeen bekend dat door de bezuinigingen van de overheid de nodige druk is ontstaan op deze diensten waardoor voornemens steeds moeizamer en steeds vaker met veel vertraging tot stand komen. Ook waardeert Nautilus de rol die in de rijksbrede beleidsagenda is ingeruimd voor de bonden. Nautilus heeft inmiddels toegezegd dat zij een concrete bijdrage zal leveren aan deze uit de strategie voortkomende beleidsagenda alsmede de onderliggende sectorale werkprogramma’s (vooralsnog zeevaart en binnenvaart).

Nederlandse Maritieme Strategie

CMet een jarenlange werkervaring bij onder meer

CNV Hout en Bouw en FNV Bouw, haalt Nautilus International met Carl Kraijenoord een ervaren vakbondsman in huis. Kraijenoord zal in zijn functie als bestuurder de belangen van de leden met verve behartigen nationaal en internationaal.

De nieuwe bestuurder is goed bekend met het vakbondsgebeuren. In 1999 verhuisde hij van Katwijk aan Zee naar Drachten om bij CNV Hout en Bouw als bestuurder aan de slag te gaan. Vervolgens haalde Kraijenoord zijn bachelor in HRM en werkte hij bij FNV Bouw. Tot voor kort, want sinds 1 december zet hij zich in voor de leden van Nautilus International. ‘Ik heb er ontzettend veel zin in en ik denk dat mijn werkervaring en gevoel voor rechtvaardigheid goed aansluiten bij de vakbond,’ aldus Kraijenoord. ‘Bovendien heb ik een grote passie voor alles wat op het water gebeurt, wat natuurlijk een extra dimensie geeft aan het werk.’

Internationaal karakterDe dynamiek en het internationale aspect van Nautilus wordt door de kersverse bestuurder als een groot voordeel gezien. ‘Nautilus is een relatief kleine organisatie met korte lijnen waar alle disciplines in teamverband opgepakt kunnen worden’, zegt Kraijenoord. ‘Daarbij wordt het steeds belangrijker om internationaal te opereren. En zeker in de scheepvaart speelt het internationale aspect een grote rol; alles wat vaart gaat immers ook over ’s lands grenzen heen. Dat betekent tegelijkertijd dat bonden ook onderling (meer) afspraken met elkaar moeten maken. Nautilus beseft zich dat terdege. Ik hoop in mijn functie als bestuurder een wezenlijke bijdrage te kunnen leveren en Nautilus goed voor het voetlicht te brengen, waarbij de belangen van de leden zowel individueel als zeker collectief goed behartigd (blijven) worden!’

Nautilus versterkt de gelederen met nieuwe bestuurderCarl Kraijenoord is een vakbondsman in hart en nieren

De poll van deze maand is: Vindt u het juist dat de zeescheepvaartsector wordt geconfronteerd met stringente nieuwe regels voor zwaveluitstoot? Geef ons uw mening online, op www.nautilusint.org/nl

Geef uw meningVorige maand vroegen wij: Vindt u dat Europa voor het bemannen van schepen die opereren in EU wateren een US-achtige ‘Jones Act’ moet invoeren?

Ja73%

Nee27%

Volg ons op Twitter

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

DIn het Regeerakkoord Rutte II is ingezet op vermindering

van regeldruk. Gestreefd wordt naar een structurele verlaging per 2017 met 2,5 miljard euro ten opzichte van 2012. Ook in het logistieke bedrijfsleven kunnen veel kosten bespaard worden op de regeldruk. Met de zogeheten Maatwerkaanpak Regeldruk Logistiek (MAR L) kan dit op termijn zelfs een jaarlijkse kostenbesparing opleveren van ongeveer 250 miljoen euro.

In tenminste vijftien regeldichte sectoren wordt geprobeerd via de MAR L de minder meetbare, maar zeer merkbare regeldruk, te verminderen. Kenmerkend voor de maatwerkaanpak is onder meer dat gezichtspunten en belevingen van de doelgroepen bepalend zijn en dat overheid en bedrijfsleven in het gehele traject samenwerken.

In het logistieke bedrijfsleven wordt veel regeldruk ervaren en de maatwerkaanpak wordt ook hier toegepast.

wijzigingenSinds maart 2014 geeft de Stuurgroep MAR L leiding aan het proces dat moet leiden tot een Actieplan vermindering regeldruk logistiek. De verwachting is dat het actieplan in december 2014 door de minister van Infrastructuur en Milieu, mede namens de minister van Economische Zaken, aan de Tweede Kamer is aangeboden. De Stuurgroep is publiek-privaat samengesteld. Hierin zijn het Topteam/Strate-gisch Platform Logistiek, de ministeries van Infrastructuur en Milieu en Economische Zaken, de brancheorganisaties en het logistieke bedrijfsleven vertegenwoordigd.

wijzigingenHet samenwerkingsverband heeft in totaal 70 knelpunten geïdentifi ceerd waar een verlichting van de regeldruk bewerkstelligd kan worden. Na een eerste selectie bleven er 50 knelpunten over. De partijen verwachten binnen twee jaar op minimaal 23 van de benoemde knelpunten een merkbare verlichting van de regeldruk te realiseren. Van de 50 knelpunten zijn 17 knelpunten elders belegd.

wijzigingenVan tien knelpunten, waaronder het verwijderen van asbest aan boord van zeeschepen, wordt echter voorzien dat deze niet binnen een termijn van twee jaar opgelost kunnen worden. Tijdens een startbijeenkomst bij de EVO bleek dat er op het eerste gezicht zowel aan werkgevers- als werknemerskant

bereidheid is te werken aan een gezamenlijk gedragen toekomstbeeld over de wijze waarop omgegaan moet worden met de verplichte verwijdering van asbesthoudende producten op thans varende zeeschepen. Dit betreft met name de schepen die gebouwd zijn tussen 2002 en 2011.

wijzigingenInmiddels is er een eerste bijeenkomst van Nautilus International en de KVNR geweest om tot een gezamenlijk standpunt ter zake te komen. Beide partijen gaan nu helder inventariseren welke artikelen zij in de ILT instructie aangepast zouden willen zien. Dit zal teruggekoppeld worden naar de EVO waarna een overzicht kan worden gemaakt van het probleem, de doelstelling, het tijdspad én de te nemen acties.

Samenwerking biedt perspectief:MAR L moet bijdragen aan vermindering regeldruk logistieke bedrijfsleven

34-35_nl_final.indd 34 10/12/2014 18:54

NL NEWS


ADe FNV (Federatie Neder-landse Vakbeweging) is een vereniging van

vakbonden, waarbij ook Nautilus International is aangesloten. Elk jaar wordt door de FNV een concept loon- en arbeidsvoorwaardenbeleid opgesteld en ter goedkeuring aan de aangesloten bonden rondgestuurd. Bij zowel Nautilus International als bij FNV Waterbouw gebeurt de beoordeling in de Raad van Advies . Voor 2015 streeft de FNV in haar Loon- en Arbeidsvoorwaardenbeleid naar meer koopkracht door echte banen én (pro) centen voor een gelijkwaardige samenleving. Hieronder een aantal punten uit dit concept beleid:

Voor 2015 zet de FNV in op een maximale looneis van 3% die de koopkracht zoveel mogelijk in stand houdt. Daarnaast is er veel aandacht voor vakmanschap, onzeker werk en naleving van afspraken, zoals

gelijk loon voor gelijk werk. Gezien het al jaren oplopende koopkrachtverlies is 3% een verantwoorde maximale looneis. De FNV en haar aange-sloten bonden kunnen ook de mogelijkheid benutten de maximale looneis gelijkwaar-diger in te zetten; zij kiezen dan voor centen in plaats van procenten. Als iedereen er ‘ín centen’ evenveel bijkrijgt, is de loonsverhoging voor mensen met weinig loon percentueel hoger.

Kwaliteit van werkDe kwaliteit van het werk staat in veel sectoren onder druk door aanbestedingen, voortdurende reorganisaties en kostenverla-gingen. Daarbij hebben veel mensen het gevoel dat ze hun werk niet meer goed kunnen doen, doordat ze met steeds meer regels geconfronteerd worden. Bovendien stellen werkgevers kosten centraal en dat gaat weer ten koste van de kwaliteit, de

vaktrots en de zeggenschap van werknemers over het eigen werk. De FNV wil meer aandacht voor vakmanschap, een betere doorstroming naar normale vaste banen en schijnconstruc-ties tegengaan.

WerkgelegenheidWerkgelegenheid is van groot belang. De FNV wil dat iedereen kan werken, ook mensen die aangewezen zijn op beschermd werk. Wie werkloos dreigt te worden, moet geholpen worden naar ander werk; dit moet dan wel gewoon goed werk zijn met normale arbeidscontracten. De FNV investeert in werkgele-genheid door het afspreken van sectorplannen. Daarin wil de Federatie bijvoorbeeld afspraken maken over ouderen die (deels) plaatsmaken voor jongeren.

Gezond de eindstreep halenWerknemers zullen in Nederland langer moeten werken dan tot 65 jaar. Maar wellicht nog belang-

rijker is dat werknemers tijdens hun loopbaan gezond blijven, zodat ze met plezier hun werk kunnen blijven doen en niet door ziekte of ongeval eerder moeten uitstappen.

Binnen de zeevaartsector is tussen Nautilus International, de Vereniging van Werkgevers in de Handelsvaart (VWH) en het Sociaal Maritiem Werkgeversver-bond (SMW) een overeenkomst getekend om aanbevelingen in het kader van levensfasebewust personeelsbeleid verder uit te werken. Hiervoor is een werk-groep ingesteld die de opdracht heeft na te gaan welke maatrege-len en oplossingen (best practices) er (al) zijn om rederijen en werknemers inzicht te geven in de mogelijkheden om onbalans te voorkomen.

gNa overleg hebben zowel de Raad van Advies van Nautilus International als FNV Waterbouw ingestemd met het concept Loon- en arbeidsvoorwaardenbeleid 2015.

FNV Loon- en arbeidsvoorwaar-denbeleid 2015: Meer koopkracht door echte banen

DDe leden in dienst van Maersk Ship Management

BV gaan niet akkoord met het voorstel van de werkgever om de jaarlijkse verhoging voor de kapiteins en HWTK’s te vervangen door een prestatieafh ankelijke beloning. Dat betekent dat de CAO niet opengebroken zal worden en de thans gemaakte afspraken ongewijzigd blijven.

Eind september was er een bijeenkomst tussen Nautilus en de rederij op het hoofdkantoor van Maersk in Kopenhagen waar de werkgever een voorstel deed over de beloning van de top 2 (kapitein en hoofdwerktuigkundige) voor Nederlandse en Britse zeevarenden. In plaats van de jaarlijkse verhoging wil de werkgever naar een systeem van persoonlijke beloning per 1 april 2015. Op welke wijze dit precies plaats moet vinden is nog onduidelijk. Wel is helder dat de onlangs afgesloten CAO, die doorloopt tot 2017, opengebroken zou moet worden als het beloningssysteem verandert. Nautilus heeft vervolgens een enquête uitgestuurd naar de desbetreff ende leden met de vraag of zij een prestatieafh ankelijk beloningssysteem willen. De uitslag hiervan is binnen: een ruime meerderheid is tegen het voorstel van de werkgever.

Voorlopig blijft de jaarlijkse verhoging dan ook intact. De werkgever wordt nu geïnformeerd over de uitkomst.

Gelijkloop EngelandTijdens de eerdere CAO-onderhandelingen is met de werkgever afgesproken dat de gageverhogingen gelijk lopen met Engeland gedurende de looptijd van de CAO. Als de gages voor de Engelse zeevarenden tijdens de looptijd van CAO extra worden verhoogd bovenop wat is afgesproken binnen de huidige CAO, dan geldt deze extra verhoging ook voor de Nederlandse leden. In juni hebben de Engelse leden het bereikte resultaat echter afgewezen. Hierin zijn dezelfde gageverhogingen vastgelegd als voor de Nederlandse leden. Onlangs is in Engeland opnieuw overleg geweest, maar dat heeft niet geleid tot aanpassing van het resultaat. Hoewel de Engelse leden niet instemmen met het eindbod, is er onvoldoende draagvlak voor het voeren van actie om tot een beter resultaat te komen. Het eindbod zal daarom gewoon worden doorgevoerd.

Voor de Nederlandse zijde betekent dit dat de afgesproken gageverhogingen over een periode van drie jaar en drie maanden onveranderd blijven, 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 er tussentijds tóch overeenstemming worden bereikt over een extra gageverhoging aan Engelse zijde, dan worden de gages met hetzelfde percentage in Nederland verhoogd.

Huidige CAO Maersk blijft ongewijzigd Persoonlijk beloningssysteem voorlopig van de baan

F Als je in loondienst werkt, kun je vaak via de werkgever een

werknemerspensioen opbouwen. Een pensioenregeling die de werkgever aan zijn werk-nemers toezegt, maakt deel uit van de collectieve of individuele arbeidsvoorwaarden. Bij de meeste regelingen maakt de werkgever maandelijks een bedrag over aan de pensioenuitvoerder voor de opbouw van jouw pensioen. Dat had ook het geval moeten zijn bij een van onze leden in onderstaand voorbeeld. De praktijk wees echter anders uit…

Door de werkgever van ons lid was een pensioentoezegging gedaan conform de geldende Collectieve Arbeids overeenkomst (CAO). In het reglement stond dat de rederij voor de werknemers, die dienstdoen op schepen onder buitenlandse vlag , zal bevorderen dat de deelname aan het Bedrijfspensioenfonds voor de Koopvaardij vrijwillig voortgezet wordt. Indien dit niet mogelijk is, zal door de rederij elders een gelijkwaardige verzekering worden afgesloten.

Ons lid had twijfels over de juiste uitvoering van de pensioenafspraken en meldde zich bij Nautilus. Uit nader onderzoek bleek al snel dat de werkgever voor hem geen pensioenpremie voor een vrijwillige voortzetting had afgedragen, noch

een gelijkwaardige regeling had getroff en.

Gaten in pensioenopbouwNautilus vroeg zich toen vervolgens af of het voor de andere werknemers wel geregeld was, aangezien de afspraak collectief was gemaakt. Om dit voor de betreff ende werknemers en leden in kaart te brengen, heeft Nautilus International een oproep gedaan. Leden die het vermoeden hadden dat bovengenoemde situatie op hen van toepassing was, konden zich bij ons melden met alle (originele) arbeidsovereenkomsten, alle monsterboekjes, alle beschikbare gageafrekeningen en alle informatie over hun pensioenopbouw tot dan toe. Hierbij moet u denken aan overzichten met deelnemersdagen, Uniform Pensioen Overzichten (UPO) en overige informatie met betrekking tot het pensioen.

PensioenfondsAan de hand van de ontvangen gegevens is Nautilus International voor de leden nagegaan of er gaten in de opbouw van de pensioenen zaten. Dat bleek voor enkelen inderdaad het geval te zijn. Vervolgens hebben wij in overleg met en na goedkeuring van de desbetreff ende leden contact opgenomen met de werkgever om

dit pensioengat met terugwerkende kracht te laten repareren. Zo ook voor ons lid die als eerste bij ons aan de bel had getrokken. Nadat wij hadden geconstateerd dat er onterecht een pensioengat was ontstaan, hebben we een berekening gemaakt van de nog af te dragen pensioenpremie gebaseerd op het aantal deelnemersdagen en de bijbehorende gages. Op basis van onze opgave werd door het pensioenfonds de ontstane rente berekend. Deze bedragen bij elkaar leverde het totaal van de nog af te dragen pensioen-premie op. Hierna werd door ons, namens het lid, met de rederij de reparatie van het pensioengat afgesproken en na uitvoering gecontroleerd op juistheid.

Advies en begeleidingHet voorgaande geeft maar weer aan dat het belangrijk is en blijft de gegevens in uw Uniform Pensioen Overzicht over uw pensioenopbouw te controleren. Bij twijfel over de juistheid hiervan is het altijd verstandig om contact met ons op te nemen. Nautilus International kan u hierin adviseren en begeleiden. Wij helpen u graag verder. Onze contactgegevens en meer informatie over een lidmaatschap kunt u vinden op onze website: www.nautilusint.org/nl

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FOp woensdag 26 november stemde een overgrote meerder-

heid op het fusiecongres van FNV Bondgenoten alsnog voor de fusie van FNV. De opluchting onder de FNV bonden is groot: zeker in deze moeilijke economische tijden is een sterke vakbond van groot belang. FNV bonden FNV Bouw, FNV Sport en Abvakabo FNV

hadden in oktober al voor de fusie gestemd. Op 8 oktober was de teleurstelling echter groot toen het Congres van FNV Bondgenoten geen vereiste tweederde meerderheid verkreeg voor de fusie. In het FNV Ledenparlement enkele dagen later riepen de afgevaardigden van de diverse FNV bonden, waaronder ook afgevaardigden van FNV

bondgenoten, hun medeleden op, soms geëmotioneerd, om alsnog voor de fusie te stemmen. Ook kaderleden zetten zich in om handtekeningen te verzamelen en in gesprek te gaan met de nee-stemmers. En bij het hoofdbestuur is de weken daarna hard gewerkt aan het goed inhoudelijk informeren over de fusie, omdat er blijkbaar bij

enkele FNV Bondgenoten leden nog onduidelijkheid bestond over met name fi nanciële consequenties van de fusie. Op grond hiervan heeft FNV Bondgenoten besloten om een tweede congres uit te roepen. Dat er tijdens dit tweede congres wel vertrouwen en duidelijkheid over de fusie bestond blijkt uit het feit dat 91% van de aanwezigen instemde met de fusie.

Een JA voor 1 sterke FNV!

Liberia, Sierra Leone en GuineeDe aanwijzing is ingegaan op 25 september jl. en had een looptijd tot 25 november 2014.

Op 24 november 2014 is overeenstemming bereikt over een verlenging tot 25 januari 2015.

Libië en SyrieOok van deze landen waren alle

havens aangewezen als gevaarlijk bestemmingsgebied voor de periode 25 september tot 25 november 2014. Op 24 november 2014 werd ook hiervoor een verlenging overeengekomen tot 25 januari 2015.Mocht er tegen het eind van die periode aanleiding toe zijn, dan zullen partijen wederom bijeenkomen om te bezien wat voor stappen genomen moeten worden.

Aanwijzingen gevarengebieden verlengd

34-35_nl_final.indd 35 10/12/2014 18:36

PHOTO COMPETITION


Out of sight, out of mind?Not this year!

A selection of entries from the 2011 competition

ASeafarers and shipping rarely seem toget the attention they deserve.

So here’s your chance to put yourself and the sector in which you work into the spotlight — and win up to £1,000 in the process!

Nautilus is once again running its popular ‘life at sea’ photo-graphic competition, and has teamed up with the satellite communications company Inmarsat to launch the 2015 contest. The aim is to fi nd the best photographs showing the very varied aspects of life at sea today — both the good and the bad.

The 2011 competition proved to be the most successful ever staged — attracting a record number of entries, with thousands of images ranging from stunning sunsets to dramatic rescues, from tropical

storms to Antarctic waters.So the search is once again on

for the best pictures focussing on the theme of ‘life at sea’ — an area that is much neglected by professional photographers, but one that you can interpret as you see fi t. We have kept the rules as simple as can be. Judges will be looking for images that not only display photographic merit but also capture the reality of life and work at sea — any aspect of modern seafaring that you like.

You can submit your shots in colour or black and white, and as prints or e-mailed high-resolution JPEG electronic images (300dpi is preferred).

The competition’s closing date is Monday 1 August 2015 and the prizes will be presented at the Nautilus International General Meeting in October, where an exhibition of the best entries will

be on show. First prize is £1,000, second

prize is £750 and there is £400 for the third-placed entry.

All you have to do to enter is complete the form on this page and send your pictures to: Nautilus/Inmarsat Photo Competition, The Telegraph, 1&2 The Shrubberies, George Lane, South Woodford, London E18 1BD or email them to [email protected].

If emailing, please supply your contact information in the same way as on the printed entry form, and do not send fi les totalling more than 10MB at a time, as this will exceed the server limit.

If posting hard copies, please don’t forget to state whether you want us to return your photographs. There is no limit to the number of entries that you can submit — so get clicking!

Share your images of life at sea and win up to £1,000…

Photo competition2015 Name: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Address: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Home tel: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Email: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Mem no.: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Photos to be returned: YES / NO

36_photo 14-42-05.indd Sec2:36 10/12/2014 18:48

APPOINTMENTS


Shore-based: +44 (0)23 8020 [email protected]

Seagoing: +44 (0)23 8020 [email protected]

Search for ‘Faststream Seafarers’

@faststreamsea

www.faststream.com

SHORE-BASED

Marine SuperintendentAberdeen - £50K + Car + Package

Technical SuperintendentAberdeen - £60K + Car + Package

Technical SuperintendentGlasgow - £55-65K + Benefits

Technical SuperintendentCyprus - €65-70K + Benefits

Marine Operations Manager LPGLondon - £70K

Vessel Manager LNGLondon - £65K

Technical SuperintendentLondon - £45-60K

Project ManagerGermany - Attractive Pkg + Benefits

Offshore Vessel ManagerCroatia - €60K + Benefits

Marine SuperintendentSurrey - £65K + Package

OFFSHORE Master - PSV - £64K

Master - ERRV - £40K

Chief Officer - PSV - £300/day

Chief Officer DPO - AHTS - £43K

2nd Officer DPO - PSV - £34K

Master - Jack-Up Dumb Barge - $1050/day

Crane Op/AB - DSV - £400/day

YACHTSecond Engineer Unlimited50m+ Shadow Yacht - $6K/mth

2nd Officer70m Yacht - €6K/mth

Y2 Chief Engineer60m+ Sailing Yacht - $15K/mth

Y3/Y2 Sole Engineer40m High Speed Motor Yacht - €7K/mth

Chief Officer w Masters100m+ Yacht - €neg

Y3 Second Engineer60m+ Motor Yacht - $neg

Carpenter/Lead Deckhand B1/B2100m Yacht - $3.5K/mth

Y3 3rd Engineer60m+ Sailing Yacht - €6.5K/mth

PASSENGER/WORKBOATChief EngineerCruise - $10K/mth

Staff Chief EngineerCruise - $8.2K/mth

2nd EngineerCruise - $48K

Hotel EngineerCruise - €55K

Refrigeration EngineerCruise - $5.5K/mth

MasterWorkboat - £250/day

Chief EngineerWorkboat - £250/day

Chief EngineerDredger - £52K

2nd EngineerDredger - £45K

Chief OfficerFerry - £54K

OOWFerry - £177/day

MasterWorkboat - £255/day

Engine OOWWorkboat - £190/day

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

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/

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: [email protected]

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.

DEEP SEA & COASTAL PILOTS LIMITEDWe currently have several vacancies for Deep Sea Pilots, both full and part me, and are looking to recruit Masters with STCW II/2.

You will need to have a minimum of three years deep sea command experience and be required to meet the criteria

for Cer ca on by the UK Trinity House. A knowledge of the English Channel/North European water will be

of requirement to your applica on.

All applicants will be required to a ain a valid license issued by Trinity House (London, Newcastle or Hull).

All applicants must have exis ng EU working en tlement and be able to demonstrate a legal right to take up residence in the UK.

Applica ons to be sent to [email protected] for the a en on of Patricia Brooks or by post to Deep Sea & Coastal Pilots

Limited, PO Box 201, Gravesend, Kent, DA12 3WB.

For background on our company pro le please refer to www.deepseapilots.com

37-41_rec.indd 37 10/12/2014 17:43


APPOINTMENTS

NOTICE TO READERS

Nautilus International

advises members that some crewing agencies may not

be advertising specific positions,

but instead may be seeking to develop their databases of

job hunters.

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: [email protected] www.anglianmarine.co.uk

Applications are invited from experienced, motivated and knowledgeable crew to work on coastal oil tankers operated by

John H. Whitaker (Tankers) Limited

At present we have vacancies for the following:Minimum RequirementsChief Engineers - CoC less than 3000kW (Motor), with Oil DCE 2nd Engineer - CoC less than 3000kW (Motor), with Oil DCEContract Type - Permanent/TemporaryLeave/Work - 4 Weeks on/4 Weeks OffSalaries - will be discussed at Interview stage

Please forward all applications to:Mrs Elaine Wilson, Personnel Offi cer, Crown Crewing (UK) Ltd, Payroll Bureau for Crown Crewing (Jersey) Ltd, Crown Dry Dock, Tower Street, HULL HU9 1TY Email: [email protected]

To register with us for all marine sectors, please send CV to:C P Marine UK Ltd, PO Box 314, Hull HU10 7WG United Kingdom

Telephone: +44 (0) 1482 650279 Fax: +44 (0) 1482 [email protected] www.cpmarineuk.com

C P Marine UK Ltd are specialists in worldwide shipand shore based marine recruitment.

We provide a professional, dedicated and quality personal servicein connecting seafarers to shipping companies and also placements

to shore based marine positions.

Temporary and permanent vacancies are available worldwide for:

• Captains• Chief Engineers• Deck Officers• Driving Mates• DPO’s• Engineering Officers

• ETO’s• Crane Operators• Deck and Engine Room Ratings• Cooks• Offshore Personnel• Shore based Personnel

www.humber.comwww.abports.co.uk

MARINE PILOT

ABP Humber Estuary Services (HES) are seeking to recruit additional Marine Pilots.

Associated British Ports is the UK’s largest port group operating 21 ports across the UK including various locations upon the Humber. The Humber is the UK’s busiest commercial waterway with a diverse range of shipping from coasters to VLCC’s. ABP currently employs in excess of 110 Pilots on the Humber.

Following planned changes in working arrangements pilots will be generally

clear of duty.

competency, have the right to work in the UK and an enthusiastic and motivated approach to learning a large and complex district.

Applications will also be considered from candidates currently holding an RN

relevant experience.

comprehensive training programme, excellent salary, structured career progression, private medical insurance and competitive pension.

If you feel you have you have the energy and commitment to meet thechallenge then write including your CV to the Assistant Personnel Manager, Associated British Ports, PO Box 1, Port House, Northern Gateway, Hull, HU9 5PQ or visit our web site www.abports.co.uk/careers to download an application form. Should you wish to discuss opportunities in Pilotage on the Humber further, please contact the Pilotage Operations Manager on (01482) 617200.

37-41_rec.indd 38 10/12/2014 17:43

APPOINTMENTS


BROADEN YOUR HORIZONSJoin us in welcoming our newest stars to the fleet, having commenced with the Star Pride in 2014 and the two additional vessels in 2015.

www.windstarcruises.com

ISO 9001

Viking House, Beechwood Business Park,Menzies Road, Dover, Kent, CT16 2FG T: +44 (0) 300 303 8191

vikingrecruitment.com

Soon to be cruising alongside our current luxury sail assisted yachts, our fleet will travel worldwide taking our passengers to some of the most unique and exotic ports there are to be found.

With the fleet doubling in size, Windstar

Cruises are currently looking for suitable

candidates for the following positions:

· Captains and other Deck Officers

· Engineering Officers of all ranks

· Electricians, ETO’s & IT Officers

· Hotel Officers, Guest & Destination

Service Professionals

Benefits package includes

· Competitive wages paid in GBP and USD

· One for One Rotation for Staff Officers

· Contributory Medical / Dental Insurance

· Retirement Savings Plan / Pensions

(subject to eligibility)

· Annual & Return Bonuses (dependent on rank)

· Company Sponsored Study Leave Programme

· Officer Cadet Training

· Excellent Spouse Policy

Prospective candidates need to

complete our online candidate database

via our website or email us at

[email protected] quoting reference WSC 01/15

37-41_rec.indd 39 10/12/2014 17:43


APPOINTMENTS

Other courses: BTMT, GMDSS, NAEST, BRM, PST, PSSR, LICOS, Advanced Ship Handling, Tanker Fam, Specialised Gas, Specialised Chemical, Freefall Lifeboat. For further Marine enquiries please contact Alison Bryce (as above).

STCW, MCA & SPECIALISED MARINE SHORT COURSES

ECDIS: 02/02/15, 23/2/15, 9/3/15/, 23/3/15, 25/5/15, 1/6/15, 22/6/15, 29/6/15 HELM Management: 26/1/15, 2/2/15, 9/2/15, 23/2/15, 9/3/15, 30/3/15, 6/4/15, 27/4/15. 4/5/15, 18/5/15, 1/6/15, 15/5/15 Specialised Oil Tanker: 12/01/15, 23/02/15, 6/4/15, 18/5/15Shipboard Security Officer: 16/02/15, 25/5/15

Safety Officer: 02/03/15, 1/6/15 Designated Security Duties: 26/01/15, 23/2/15, 23/3/15, 11/5/13 Proficiency in Security Awareness: 27/01/15, 24/2/15, 24/3/15, 12/5/15CPSCRB: 15/6/15, 22/6/15EDH: 23/02/15, 11/5/15

Contact: Alison Bryce 0141 565 2700 - [email protected]

DECK COURSES START DATESClass 1 Orals Preparation Course 4/5/15 & August 2015 Chief Mate Full Reg II/1 Booking for September 2015 Chief Mate Post HND 19/01/15 & September 2015OOW Post HND 30/03/15 & September 2015

Contact: [email protected]

MERCHANT NAVY OFFICER TRAINING COURSES

City of Glasgow College SC036198

ENGINEERING COURSES START DATESChief and Second Engineer (III/2) Motor EK Prep Course: 12/01/15, 05/05/15Contact: [email protected]

EOOW (III/1) & IAMI Prep Course: 09/02/15Contact: [email protected]

For other Engineering enquiries please contact: Caroline Alderdice 0141 271 6545/6548 [email protected]

Based in Glasgow city centre, the college has a long standing reputation as one of the UK’s leading providers of nautical courses.

www.cityofglasgowcollege.ac.ukAi rpor ts | Automot ive | Communicat ions | Defence | Educat ion | Emergency Serv ices | Mar ine

M i n i n g | N u c l e a r | O i l & G a s | P o w e r | R a i l | R e n e w a b l e s b a b c o c k i n t e r n a t i o n a l . c o m

The world’s best Navy needs the world’s best trainersBabcock Flagship has a well deserved reputation for maritime training excellence and is looking for experienced professionals to drive the organisation towards greater success.

Navigation Instructor for Astro/Celestial Navigation and Tidal Calculations

Teaching Astro/Celestial Navigation and Tidal theory and practice to a wide variety of RN and international students. Additional duties require setting command examinations and contributing to wider navigation instruction.

Bridge Simulator Controller

Controlling and supporting the full range of training conducted in the world class CONSORT bridge simulator and preparing simulator training scenarios and supporting materials.

You’ll be part of a team supporting the Royal Navy’s Navigation Training Unit in the Maritime Warfare School, HMS COLLINGWOOD at Fareham, near Portsmouth.

You will hold a STCW II/1 or II/2 qualification or an RN Specialist Navigation qualification (or equivalent) and have learned your trade at sea.

You should share our motivation, professionalism and commitment to excellence. A competitive salary and a range of additional extra benefits are all on offer to the right candidates. For further information or to send your CV please email [email protected] before 30 January 2015.

TThhee wwoorld’s best Navy the world’s best traine

b k l h h ll d d f

OFFSHOREBOSIET (3 days) - Every Mon and Wed from W/C 1 Dec | MIST (2 days) - Every Mon and Thurs from W/C 1 Dec |

FOET (1 day) - Every Tues from W/C 1 Dec | EURO (3 days) - Every other week starting W/C 8 Dec | EURO REFRESHER

(1 day) - W/C 12 Jan, 9 Feb (2015) | TEMPSC COXSWAIN (3.5 days) - Mon W/C 8 Dec 19 Jan | TEMPSC COXSWAIN

REFRESHER (1.5 days) - Every other Thurs W/C 5, 19 Jan (2015) | GWO BASIC SAFETY(7 days) - W/C 8 Dec, 12 Jan (2015) |

MST (Renewable UK) (2 days) - W/C 8 Dec, 12 Jan (2015) | RUK/GWO Working at Height (2days) – Fortnightly from Sept

(see web) | NEBOSH Oil and Gas - W/C 9 Feb, 11 May (2015) | NEBOSH General - W/C 7 Jan, 7April (2015) | IOSH Managing

Safely - on request | IOSH Working Safely - on request

For more information

E [email protected] T 01253 779 123 W blackpool.ac.uk/offshore

Facebook/FleetwoodNauticalCampusOffshoreOperations

FLEETWOOD NAUTICAL CAMPUS CAREERS DAY SATURDAY 14 FEBRUARY 2015, 10AM - 4PM

Fleetwood Nautical Campus | Broadwater | Fleetwood | FY7 8JZ

MARITIMEShip Bridge Simulator Courses NAEST Management - W/C12 Jan, 16, 23, 30 Mar, 20 April (2015) | NEAST Operational

- W/C 05 Jan, 27 Apr (2015) | Ship Security Officer - W/C 30 Mar, 27 July (2015) | Advanced Training for Oil Tanker Cargo

Operations - W/C 13 Apr (2015) additional dates on request | Advanced Training for Liquefied Gas Tanker Cargo Operations - W/C

15 Dec, 13 Apr (2015) | HELM Management - W/C 16, 23, 30 Mar, 13 Apr, 13, 20, 27 Jul (2015) | ECDIS - W/C 16 Mar, 13 Jul (2015)

| VTS Refresher - W/C 7 Apr, 21 Jul (2015) | VTS Induction – 23 Mar, 29 Jun (2015) | VTS Operator Simulator – 30 Mar, 6 Jul (2015)

| Masters Orals – W/C 12 Jan, 2 Mar, 27 Apr, 29 Jun | FD Chief Mates - W/C 05 Jan, 2 Mar, 13 Apr, 29 Jun (excluding short courses)

For more information

E [email protected] 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

37-41_rec.indd 40 10/12/2014 17:43

APPOINTMENTS


15 January 2015 is the closing date for February 2015.

You can still advertise online at anytime.

WHO ARE WE?North Tugz Limited provides the towage and pilotage services to the New Zealand Refi ning Company and Northport Limited at Marsden Point.

THE ROLE:An exciting opportunity has arisen to join North Tugz Limited to fi ll a combined role of a Marine Offi cer and allocations duties, shipping coordination and undertaking general offi ce management. This is a varied role which will be involved in training on various craft including ASD tugs, as well as fulfi lling other operational and allocations duties.

DESIRED CANDIDATE:The successful candidate must have an ILM or a MEC6 engineering qualifi cation and current/valid Class 1 Master Foreign Going Certifi cate as well as a current STCW Medical Certifi cate. They will ultimately also undertake pilot training and pilotage duties. A Graduate Management qualifi cation would also be advantageous to this role. Preference will be given to those with experience in both small boat and ship handling along with BRM training and experience with DUKC programs and navigational software.To be considered for this role, the applicant will need to be able to re-locate and live within a 20km radius of Northport Limited, at Marsden Point on the southern side of the Whangarei Harbour.The ideal candidate will need:

• Strong communication skills• Customer focus• Think laterally and provide tailored solutions • Positive attitude• Strong technical skills• Commitment to quality and safety management.

To apply for this role please send a covering letter advising how you meet the requirements outlined and a CV to [email protected].

Marine Offi cer/Operations Coordinator

RYAN OFFSHORE LTD RYAN SHIP MANAGEMENT LTD

SHIPPING CONNECTIONS

FOR - DP3/ DP2- DSV/ DP- AHTS/ DP- PSV/ DP3 PIPELAYER/DP2 CLV REQUIRE MASTER-DPOs, CHOFF-SDPOs, 1ST OFF-DPO, 2ND OFF-

DPOs, CHENGs, 2ND ENGs, 3RD ENG, ETOs, CRANE OPTRs - STG 2 / 3

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: [email protected], [email protected], [email protected]

WEBSITE: www.ryan-shipmanagement.co.uk, www.shipping-connections.com, www.ryanoffshore.net

RYANSHIP, P.O.BOX–1282, SUNDERLAND, SR5 9HX, UNITED KINGDOM

FOR - 4-PT MOORING DSV / AHTS/ PSV/ MRV/ ERRV REQUIRE MASTERs, CHOFF, 2ND OFF, CHENG, 2ND ENG, 3RD ENG,

DP ENG, ETO

FOR - SHORE BASED FOR OFFSHORE FLEET REQUIRE OPERATION MANAGER, ENGINEERING, MANAGER, TECH MANAGER, MARINE, SUPT, TECH SUPT, PORT CAPTAIN, PORT ENG,

HSE MANAGER, QHSE, COMPETENCE ASSESSOR/TRAINER

Who we are?CEMEX UK Marine is a leading supplier of marine aggregates to the British and European construction industry and is part of CEMEX a global building materials solutions provider.

Dedicated to building a better future, we believe in balancing financial achievement with a firm commitment to sustainable development. We currently operate a fleet of five UK flagged vessels ranging from 1251gt/1080kW to 6534gt/4920kW delivering to customers in the UK and near continent. We believe in realising individual potential and encouraging personal progression. If you are looking for an opportunity to develop your skills and move forward within a leading organisation in its field, then please contact [email protected]

CEMEX Marine (Guernsey) are currently seeking for employment on CEMEX UK Marine Ltd vessels enthusiastic individuals who are committed to working safely to join our fleet in the following ranks:

Masters Competitive salary and benefits package including Pilotage payments where applicable• A key leadership position, you will have already sailed in command and be a competent ship handler. CEMEX are seeking candidates able to

demonstrate exemplary management and leadership skills to act as a critical link between the Company Management ashore and seagoing operational staff.

• You will be expected to function in a hands on role in addition to safely implementing Company systems and procedures whilst motivating and engaging those under your command.

Chief Officers • We are looking for experienced Chief Officers. Candidates should hold Chief Officers unlimited UK CoC/CeC. Experience of dredging would be

an advantage.

Chief Engineers (Unlimited) • A pivotal role, we are looking for people with a ‘can do’ and ‘hands on’ approach to the job with effective leadership skills. Candidates should hold

Chief Engineer unlimited UK CoC/CeC. Whether you’ve sailed in rank or looking for your first Chief’s position, we would like to hear from you.

Chief Engineers (Domestic Trade) • Candidates should hold minimum Chief Engineer 1500kW domestic trade UK CoC/CeC.

• -his is a specific position on a smaller two watch vessel working within a limited trading area.

2nd Engineers • We are looking for both experienced and recently qualified 2nd Engineer Unlimited candidates with a UK CoC/CeC who wish to progress their

careers further to Chief Engineer. Both of the above positions offer the possibility of paid study leave for higher certificates to selected candidates following a qualifying period of sea service.

In addition to salary we offer:

• three week on/off work leave rotation;

• company Pension Scheme/MNOPF for existing active members;

• company performance related bonus scheme.

Interested candidates should enquire in the first instance to Susie Taylor at [email protected]

Contact Paul Wade on 020 7880 6212

or email paul.wade@

redactive.co.uk to find out how the Telegraph

can work for you

Happy New Year from all of the Nautilus team

37-41_rec.indd 41 10/12/2014 17:43

SHIP TO SHORE


Quiz answers1. The top fi ve shipowning nations are China, Germany, Greece, Japan and the Republic of Korea.2. The top fi ve shipowning nations own 58.5% of the world fl eet.3. Singapore’s shipowners have the largest number of ships on order — a total of 641, according to IHS Fairplay.4. The Marshall Islands is the fl ag with the largest share of the world orderbook — a total of 682 ships, according to IHS Fairplay.5. There are presently just over 530 heavylift vessels in the world fl eet.6. The 23 superyachts built in Dutch yards last year were worth a total of €807m.

Crossword answersQuick AnswersAcross: 1. Monarchical; 7. Zip; 9. Flagstaff ; 10. Swipe; 11. Observe; 12. Trigger; 13. Indicators; 16. Pill; 18. Mass; 19. Scrap metal; 22. Lampoon; 23. Digging; 25. Train; 26. Queen Mary; 27. Ark; 28. Blessedness.Down: 1. Mafi osi; 2. Noah’s; 3. Restrict; 4. Heave; 5. Cafeteria; 6. Lassie; 7. Zeitgeist; 8. Pleural; 14. Disembark; 15. Technique; 17. Imagined; 18. Militia; 20. Leg byes; 21. Hobnob; 23. Dress; 24. Irate.

This month’s cryptic crossword is a prize competition, and the answers will appear in next month’s Telegraph. Congratulations to Nautilus member Peter Coull, who has won the prize draw for the December cryptic crossword.

Cryptic answers from DecemberAcross: 7. Roughage; 9. August; 10. Trend; 11. Antiphon; 12. Reconnaissance; 15. Scenic; 16. Rasher; 18. Window dressing; 20. Saboteur; 22. Rates; 24. Fennel; 25. Lemonade.Down: 1. Fortress; 2. Ague; 3. Nepali; 4. Kant; 5. Agapanthus; 6. Ashore; 8. Andantino; 13. Oceangoing; 14. Snare drum; 17. Ringside; 18. Weaver; 19. Darkly; 21. Eels; 23. Tyne.

M-Notices, Marine Information Notes and Marine Guidance Notes issued by the Maritime & Coastguard Agency recently include:

MGN 470 (M) — Maritime Labour Convention, 2006: list of Merchant Shipping Notices and Marine Guidance NotesThis note lists all the Merchant Shipping Notices and Marine Guidance Notes relating to the UK implementation of the Maritime Labour Convention, 2006. The list of notices is divided into three sections — those relevant to:

zshipowners and operators

zseafarers

zmanning agents or agenciesThe annex to MGN 470 summarises the implementing legislation and related notices.

MGN 490 (M) Amendment 1 — Maritime Labour Convention: application to small vessels of less than 200GT that are ordinarily engaged in commercial activitiesMGN 491 (M) Amendment 1 — Maritime Labour Convention: application to workboats of 200gt to less than 500gt

These amendments update and replace the information contained in MGN 490 (M) and 491 (M), previously published in August 2013. Between them, the two amended notes provide detailed guidance on the following:

zwhich vessels the MLC applies to and how it applies

zthe substantially equivalent accommodation standards agreed by the UK Tripartite Working Group for UK vessels under 200gt, and UK workboats of 200gt to less than 500gt

zthe procedures for having vessels inspected and certifi ed

zthe sections of the MCA to contact with particular queries

MGN 519 (M) — Life saving appliances: controlled means of descent at embarkation stations; replacement for embarkation ladders; and access to remotely located liferaftsThis note reports that the MCA has received enquiries about the use of various types of equipment intended to provide a controlled means of descent (CMD) down ships’ sides to reach survival craft.

The types of proposed equipment diff er greatly in design but include both passive and active systems, such as ladders and mechanical descent devices. The principal objective of CMDs is the safe access to survival craft after launching, but they also serve a role in abandonment when

the launch of survival craft is limited or inhibited by, for example, the angle of heel of the ship.

There is no internationally specifi ed design standard, nor an internationally agreed testing procedure for such equipment, but there is a UK policy. It applies to CMDs when used either as a replacement for embarkation ladders, or as the means to access remotely located or ‘throw-over’ liferafts. MGN 519 explains this policy and sets out the procedure for gaining approval of CMD equipment.

MGN 524 (M) — Life saving appliances; Category C medical kits; wholesale distribution authorisation; wholesale dealers licence This note provides guidance to all marine companies procuring, storing, distributing or supplying Category C medical kits (either as stand-alone kits or contained within packed survival craft). It explains the requirements and process for obtaining a wholesale distribution authorisation in accordance with the Human Medicines Regulations 2012 (SI 2012 No. 1916) (as amended). MGN 524 also gives details of the organisations to which the regulations apply and the process of obtaining the required authorisation.

MIN 482 (M) — Human Element, Leadership and Management trainingThe 2010 Manila Amendments to STCW introduced a requirement that ship’s offi cers must be profi cient in Human Element, Leadership and Management (HELM). There has been previous information about this from the MCA, but MIN 482 is the most up-to-date guidance for UK seafarers, and replaces MIN 455. The main points are as follows:Holders of a Certifi cate of Competence (CoC). If you are revalidating your CoC using sea service or time spent in an acceptable occupation, you will not be required to undertake additional HELM training. You are considered to have gained suffi cient knowledge, understanding and profi ciency in HELM and bridge/engine room resource management. This will not alter after 31 December 2016. However, if you are revalidating your CoC through the alternative route as per MIN 443, your knowledge of leadership and management skills, and resource management, will be assessed during your revalidation oral examination. To revalidate through the alternative route after 31 December 2016, you will be required to undertake the relevant HELM training programme.

Applying for a new CoC. If you are following an MNTB approved offi cer training scheme leading to the issue of an Offi cer of the Watch, Engineer Offi cer of the Watch or Electro-Technical Offi cer CoC, then no additional training for HELM is required because it is included in your curriculum. If you are following any other route to obtain a UK CoC (e.g. engineer graduate entry, Royal Navy transfer or approved overseas collaborative programme), you may need to provide a certifi cate of HELM training with your CoC application. Further details are given in MIN 482.Applying for a new CoC at the management level. For most higher-level CoCs (e.g. Master unlimited, Chief Engineer unrestricted), including those in the yacht sector, you must include a certifi cate of completion of an approved HELM (M) course with your application. MIN 482 gives a full list of the CoCs to which this applies.Applying for a new CoC at operational level. To apply for restricted CoCs allowing you to work on tugs and near-coastal waters, or on small yachts, you must include a certifi cate of completion of an approved HELM operational level course. MIN 482 gives a full list of the CoCs to which this applies.Providing HELM training. The full criteria for the provision of education and training for the HELM programmes are available from the Merchant Navy Training Board. Training centres seeking approval for operational and management level HELM programmes should seek approval through their local Marine Offi ce.

MIN 494 (M) — Revalidating a certifi cate of competency: new requirements for masters and offi cersThe regulations for the revalidation of an STCW Certifi cate of Competency are about to go out to consultation. This note extends the validity of the information from MIN 423, with some minor amendments and updates to references.

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 [email protected] 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 3 February 2015at 1300hrs for 1330hrsNovotel, Southampton 1 West Quay Road Southampton SO15 1RAThe 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 [email protected]

g Women’s ForumSaturday 7 March 20151000hrs to 1300hrsJury’s Inn Hotel Charlotte PlaceSouthampton SO14 0TB 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 [email protected]

g Young Maritime Professionals ForumSaturday 7 March 20151000 to 1300hrsJury’s Inn, Southampton The Forum provides guidance to Nautilus Council on the challenges facing young people in the shipping industry and on the issues that matter to them.Open to all young members (UK, NL & CH).Contact Paul Schroder:+44 (0)20 8989 [email protected]

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 event section for dates of upcoming college visits by the Nautilusrecruitment team (scroll down to ‘latest events’).

For further information, email [email protected] 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 [email protected].

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 [email protected]

UK Head offi ceNautilus International1&2 The Shrubberies, George LaneSouth Woodford, London E18 1BDTel: +44 (0)20 8989 6677Fax: +44 (0)20 8530 [email protected]

Northern offi ceNautilus InternationalNautilus House, Mariners’ ParkWallasey CH45 7PHTel: +44 (0)151 639 8454Fax: +44 (0)151 346 [email protected]

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 [email protected]

SWITZERLANDGewerkschaftshaus, Rebgasse 14005 Basel, SwitzerlandTel: +41 (0)61 262 24 24Fax: +41 (0)61 262 24 [email protected]

SINGAPORENautilus International10a Braddell Hill #05-03Singapore, 579720Tel: +65 (0)625 61933Mobile: +65 (0)973 [email protected]

FRANCEYacht sector offi ce in partnership with D&B Services3 Bd. d’Aguillon06600 Antibes, FranceTel: +33 (0)962 616 [email protected]

SPAINYacht sector offi ce in partnership with dovastonC/Joan de Saridakis 2, Edifi cion GoyaLocal 1A, Marivent07015 Palma de Mallorca, SpainTel: +34 971 677 [email protected]

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JOIN NAUTILUS


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 [email protected]

gFor the full range of member benefi ts visit www.nautilusint.org

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

gSenior national organiser Ronnie Cunningham has just chalked up his

20th anniversary of starting work with the Union — and he remains as enthusiastic about his job as when he began.

‘It’s actually a few months until I pass the milestone of this being my longest time in a job, but it’s hard to believe that it has gone so quickly — they say that time fl ies when you are having fun and I have thoroughly enjoyed these past 20 years; I am still very happy here,’ he says.

Ronnie joined NUMAST after 20 years with the Communication Workers’ Union — 16 of them spent as a representative on full-time secondment release. ‘I had been

living in London from Monday to Friday for 14 years, so it was great to get a job working in Wallasey,’ he adds.

As senior national organiser, Ronnie heads up the Nautilus industrial organising department, which covers such areas as pay and conditions negotiations, recruitment and representation of members.

He has, of course, witnessed a lot of change over the past two decades. ‘One of the biggest changes since I started is the way in which we communicate,’ he notes.

‘As industrial organisers, we used to have to stop on the way up to Aberdeen to put 10p in the phone box so the offi ce could call us back to let us know if there was

anything we should be aware of — now everything is instant.’

However, he points out, technology has also resulted in a big increase in cases where members have got themselves into trouble through the mis-use of social media.

‘There’s been a huge change in the way we work for members, with less collective negotiations and meaning that we now spend the vast majority of our time on individual casework. We are a small professional union, so offi cials need to be a jack of all trades — and master of them all as well.

‘There are also a lot of companies who used to employ British seafarers that now

have non-domiciled crews, and we’ve also seen a big increase in cases involving territorial jurisdiction,’ he adds.

Ronnie says his experience of taking part in employment tribunal cases as part of the ‘industrial jury’ panel gives him a deep insight into some of the big issues that aff ect workers. In his spare time, he continues to be closely involved with his local amateur boxing club and keeping fi t on dog walks.

So, what keeps him enjoying the job? ‘The best thing is that you are doing something diff erent every day and that you are helping people and making a diff erence,’ he says. ‘If that doesn’t give you job satisfaction, I don’t know what would.’

The face of NautilusRonnie Cunningham, senior national organiser

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NEWS

PNautilus International Council member Cap-tain Norman Martin

was one of the 19 recipients of the 2014 Merchant Navy Medals, which were presented by former First Sea Lord Admiral Lord West of Spithead during a ceremony at Trinity House last month.

Capt Martin, presently serving as master of the Caledonian Mac-Brayne ferry Hebridean Isles, was presented with the award for ser-vices to Western Isles ferries and to the Nautilus Council, on which he has served for 17 years.

Other recipients of the medal this year include:

zCaptain Kevin Oprey, master of Cunard’s Queen Mary 2, received the award for services to the prestige and growth of the cruise industry. He has spent some 40 years in shipping – starting with the Pacifi c Steam Navigation Company, before going on to serve with companies including Mobil and Geest Line, and onboard ferries.

Capt Oprey worked ashore for several years after an accident onboard a sail training ship, but after recovering from his injuries he moved into the cruise sector —working for Royal Caribbean for 10 years before switching to Carnival UK.

He took command of Queen Mary 2 four years ago and said: ‘It is a terrifi c job — I still have to pinch myself every day to remind me that I am in command of the ship. When I fi rst started in the Merchant Navy, I was very proud to be in the shipping industry — and I still am today. We are at the hub of the nation and I fi nd it quite sad that it is not as appreci-ated as it should be.’

zJohn Grant, a chief offi cer serving with James Fisher Ship Services, for services to the Merchant Navy and especially to seafarer training. Mr Grant fi rst went to sea at the age of 13, on the training ship Mercury, and served with Blue Funnel before joining James Fisher.

He has served as training offi cer with the company since 1979 and during his career he has supervised the loading and discharge of almost 2,000 car-

goes totalling around 6m tonnes, without incident. With more than 50 years of seagoing experience, Mr Grant said he still enjoys work-ing at sea — but never wanted to become a master ‘because of the paperwork’.

zJames Bartnett, chief electrical engineer onboard Cunard Line’s Queen Elizabeth, for services to the cruise sector and especially in his work on the construction and commissioning of the company’s three Queens.

Mr Bartnett joined Cunard in 1978 and has served on almost all the Cunard vessels since then, including work on the re-engin-ing of QE2 in 1986 — the biggest and most complex project of its kind ever undertaken.

zJohn Davies, senior fi rst hotel offi cer onboard Queen Victoria, for services to the prestige of the cruise sector. Mr Davies has worked for Cunard for 43 years, including time on Queen Mary, the original Queen Elizabeth and on the QE2 during the Falklands confl ict. ‘I’ve had a truly enjoyable career at sea, meeting celebrities

and royalty, and all sorts of different people,’ he said.

zDavid Dearsley, marine consultant, for services to the International Maritime Employers’ Committee and services to industrial relations in the shipping industry. In a 45-year career which began as a cadet with British & Commonwealth, Mr Dearsley was also extensively involved in the development of the Maritime Labour Convention and in a wide range of work for the welfare of seafarers.

zCaptain Len Clarke, for services to lighterage on the Mersey and to historic vessels in the area. He retired in 2013 at the age of 73, following a career which started in 1956 with John Harker. He spent 23 years as a master with Viaduct Shipping and his time in command of Mersey lighterage vessels is described as ‘unparalleled’.

zCommodore Bill Walworth, the former head of the Royal Fleet Auxiliary, for services to the Chamber of Shipping and to the Marine Society & Sea Cadets.

Cmdre Walworth joined the RFA in 1978 and retired in 2013 at the end of a seagoing career which began as a BP Tanker Company cadet in 1961.

zCaptain Christopher Wells, master of the Cunard liner Queen Elizabeth, for services to the prestige and growth of the cruise line sector. Capt Wells has spent 39 years at sea, joining Cunard in 1992 after serving with Shell Tankers.

He became fi rst staff captain onboard Queen Mary 2 in Decem-ber 2003 and was made master of the Oriana in 2006. He has subse-quently commanded Queen Vic-toria, Queen Elizabeth and Queen Mary 2.

zPhilip Davies, principal lec-turer at Liverpool John Moores University, for services to the Merchant Navy Training Board and to Lairdside Maritime Centre — including work for the Association of Marine Electronic & Radio Colleges and training in GMDSS.

zGary Hindmarch, principal of South Shields Marine School, for

services to marine engineering and seafarer training. Mr Hindmarch started his career as a cadet with Canadian Pacifi c in 1975, and has worked at South Tyneside College since 1993.

zDr Chris May, former vice-chairman of the Merchant Navy Training Board, for services to offi cer cadet training, marine safety and marine engineering. Dr May worked for more than 30 years at South Tyneside College and was also the founding secretary of the International Association of Marine Insti-tutions.

zCaptain Keith Millar, senior lecturer at Liverpool John Moores University, for services to maritime training, especially in the study of ship stability. Following a 35-year seagoing career, he has worked in maritime education since 1996.

zBurnie Powell, former Mari-time & Coastguard Agency surveyor, for services to the Merchant Navy — especially in the provision of international marine engineering qualifi cations and

progressing ETO certifi cation. Mr Powell served at sea with companies including BP Tankers, Common Brothers and Kent Line before joining the MCA in 1999.

zLt Cdr Chris Trelawny, senior deputy director with the International Maritime Organisation’s maritime safety division, for services to counter-piracy strategy and to RN-MN liaison.

zAlexander Campbell, chief executive of the Queen Victoria Seamen’s Rest, for services to the care and welfare of retired seafarers.

zGraham Hall, for services to the Mission to Seafarers Falmouth Centre — and especially for his ‘outstanding contribution’ to seafarer welfare, creating and maintaining the seafarers’ garden and a Second World War memorial.

zGraham Yarr, grants manager with the Shipwrecked Mariners’ Society, for services to the welfare of serving and retired merchant seafarers and fi shing vessel crew and their families.

gNorman Martin — page 19.

Medallion men praised for services to shippingServing and retired seafarers, maritime college staff , and welfare organisation workers receive 2014 MN Medal

The 2014 Merchant Navy Medal winners pictured at Trinity House with former First Sea Lord Admiral Lord West of Spithead following last month’s awards ceremony

Training courses for the maritime and offshore industriesMerchant Navy Operations (Deck)Certificate of CompetencyOfficer of the Watch (Unlimited) Jan, May & Sept intakesChief Mate/Masters (Unlimited) Jan & Sep intakesMaster Mariner (Unlimited) Orals Prep Mar & Oct intakesMaster Mariner (200Gt) Orals Prep (2 weeks)

STCWSafety5 day STCW Basic Safety TrainingPersonal Survival TechniquesPersonal Safety & Social ResponsibilitiesElementary First AidFire Prevention & Fire FightingAdvanced Fire FightingEfficient Deck HandMan Over Board / Rib Capsize DrillsIMDG awareness

Shipboard Safety OfficerShipboard Security Officer

Medical and First AidMedical First Aid Onboard ShipMedical Care Onboard Ship (and Refresher)HSE Offshore First Aid (and Refresher)HSE First Aid at Work (and Refresher)HSE Emergency First Aid at Work

RadioGMDSS GOC/ROC/LRC/CAAVHF Short Range Certificate

NavigationNAEST (O) & (M)ECDIS generic and type specificBridge Team ManagementPre ARPA and ARPASVNR

TankerTanker FamiliarisationSpecialist Tanker Training (Oil)

Dynamic PositioningDP InductionDP SimulatorDP Introduction

Offshore Oil & GasOIM Management of Major EmergenciesCRO Controlling EmergenciesCommand & Control for ERRVs Masters & MatesOil Spill Crisis Management (OPRC)COMPEX EX01 to EX04

Offshore Wind5 day Wind Energy Safety TrainingWorking at Height & Rescue (RUK)Advanced RescueClimbing AwarenessMarine TransferConfined Space Entry & Rescue

Facilities for HireEnvironmental Pool (wave, wind, rain)Marine Transfer LadderFull Mission Ship’s Bridge SimulatorDynamic Positioning SimulatorOffshore Control Room Simulator

Lowestoft College, St Peters Street, Lowestoft,Suffolk NR32 2NB United Kingdom

Tel: 00 44 1502 525025Email: [email protected]: www.lowestoft.ac.uk/maritime.asp

Accredited by

May & Sept intakes

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Nautilus Telegraph January 2015

Documents

Transcript of Nautilus Telegraph January 2015