NAUTILUS P01 MARCH 09.qxd - Nautilus NL

2●✪ Nautilus UK Telegraph●✪ MARCH 2009RISK AGREEMENTEXTENDED AGAINNAUTILUS has agreed to afurther extension of a ‘high risk’zone agreement coveringseafarers serving in the Gulf ofAden on vessels operated by UKChamber of Shipping membercompanies.Under the agreement reachedbetween owners and unions atthe Warlike Operations AreaCommittee, the high risk zone inthe Gulf of Aden between 45°Eand 53°E, and north of a straightline connecting Cape Guardafuiand the western tip of the islandof Socotra, will remain in force fora further three months.The agreement covers specialpayments to all crew members,in respect of each day or half-dayduring which the ship is in thehigh risk zone, and recommendsuse of the MSPA transit corridor.PLA’SMARINESERVICES GETSNEW MANAGERPICTURED left is Nautilusmember Geoff Buckby, who hasjust been appointed as the Portof London Authority’s newmarine services manager, with arange of responsibilitiesincluding maintenance ofmoorings and navigationalbuoys, oil spill clearance, andsalvage operations.Mr Buckby started hisseagoing career in 1964 as acadet on HMS Worcester, andserved on Ben Line generalcargo and containerships from1968 to 1982, when hetransferred to the company’s oiloperations as master andinstallation manager aboardjack-up oil rigs and semisubmersibles.He left the oil industry in1997 to join the PLA asassistant marine servicesmanager, and with his promotionhe now heads a team of 64,made up of boat crews, divers,and shore staff, based at thePLA’s facilities at Denton Wharfnear Gravesend, Kent.‘With the development of theLondon Gateway port facilitiesand the increase in shipping itwill bring, life looks set to geteven busier,’ he said.nautilus uk at workUNION URGES RELEASEOF HOSTAGE MEMBERConcerns raised with Foreign Office over case of master held captive in NigeriaNAUTILUS has expressed concernabout the plight of a memberwho has been held hostage inNigeria for more than fivemonths.The Union has written to foreignsecretary David Milibandurging him to ensure the Foreign& Commonwealth Office is doingall it can to secure the release ofCaptain Robin Hughes, who wasserving on the St Vincent-flaggedanchor handling tug supply vesselHD Blue Ocean when it wasattacked by gunmen in the NigerDelta last September.Together with another Briton— diver Matthew Maguire — twoSouth Africans, a Ukrainian andeight Nigerian crew members,Capt Hughes was taken ashoreand then seized from their originalcaptors by members of theMovement for the Emancipationof the Niger Delta (MEND).The other crew members havebeen freed, but Capt Hughes andMr Maguire have been held captiveever since.General secretary Brian Orrellsaid the Union’s concern aboutCapt Hughes has increased, andwe are now extremely worriedabout his wellbeing followingreports that one of the two Britishhostages is very ill.He has asked Mr Miliband forassurances that the FCO is makingrepresentations to secure therelease of Capt Hughes.MEND says it is holding themen to broker the release of theirsuspected leader, Henry Okah. Hewent on trial for treason and gunrunning late last month.MEND — which last monthreleased a picture of the twoBritons to prove they are alive andwell — also demanded an end toBritain’s involvement with thetraining of Nigerian soldiers.Capt Hughes’s brother —The photograph released by the Nigerian rebel group MEND showing its two British captives, Captain Robin Hughes and diverMatthew Maguire, who were seized from the support vessel HD Blue Ocean last SeptemberPICTURE: REUTERSNautilus member Mark Hughes— said he was worried and frustratedby the continued lack ofprogress in securing the release ofthe two men.‘It has gone on and on, and it isvery difficult to find out informationand what the demands ofMEND are,’ he told the Telegraph.‘Recently, there was a French shiphijacked and their crew werereleased in just a few days — buthe has been there for months now.It is a nightmare really.’Mr Hughes said his MP, GwynProsser, had been supportive —but he wanted to maintain pressureon the Foreign Office over theefforts being made to secure hisbrother’s release.‘The money is there to pay aransom, but it seems that they willnot be freed until the MENDleader is released,’ he added.MEND released pictures ofCapt Hughes and Mr Maguire inJanuary, and said at the time thatthe two were ‘alive and well’ But aweek later it said the men hadbeen moved to another locationafter what it claimed was abotched rescue attempt by governmenttroops in which civilianswere hurt.‘Barry has been at sea sincestarting as a cadet with the NewZealand Shipping Company afterleaving school,’ Mr Hughes said.‘He is a very large character andthat is why the recent photosshocked me. He certainly lookedvery tired.‘Barry lives in Brazil with hiswife and daughter, but has workedout in Nigeria few times. He wasexpected back in the UK lastNovember to renew his dischargebook,’ he added.Mr Hughes said the HD BlueOcean is managed by a Nigeriancompany, HydroDive, who havealso been supportive. ‘Althoughwe do not know if the reports onone of the hostages being very illare true, it is very worrying,’ headded.There has been a markedincrease in both the number andthe severity of attacks on shippingand oil installations off Nigeria inrecent months. Since January2006, 44 Britons and more than200 foreigners have been kidnapped.The surge in violentattacks has seen Nigerian oil productioncut to some 2m barrels aday, compared with 2.6m in 2006.Mr Orrell told the foreign secretarythat the plight of CaptHughes underlines ‘the appallingrisks encountered by our memberswhilst serving on ships acrossthe world’ and showed the needfor them to be given better protectionwhilst going about theirduties.Big stepforwardfor the‘bill ofrights’NAUTILUS has welcomed significantsteps forward on theadoption of the MaritimeLabour Convention (MLC) —the so-called ‘bill of rights’ forseafarers.Norway last month becamethe first European country toratify the convention, joiningLiberia, Panama, the Bahamasand the Marshall Islands in signingup to the 2006 InternationalLabour Organisation measure.The MLC has now passed oneof the two hurdles requiredbefore it enters into force globally.It needs to be ratified by atleast 30 ILO member states,accounting for at least 33% ofworld gross tonnage.One of these conditions isnow met — with more than 40%of tonnage now falling under theconvention — and the ILO says itis confident that 30 memberstates will ratify it in time forentry into force by 2011.‘Ratification by Norway issignificant in that it is the firstEuropean country to do so,’ saidILO director-general JuanSomavia. ‘Its ratification willgive a strong signal to otherEuropean countries to continuetheir efforts towards ratificationand promoting decent workin the shipping industry.’Nautilus general secretaryBrian Orrell said he was encouragedto see the progress. ‘TheMLC will introduce many safeguards,including enforcementmechanisms, that should help toprevent the exploitation of seafarersand uphold their rights todecent working conditions.‘With the economic downturnhaving a serious impact onseaborne trade and the shippingindustry, it is more importantthan ever that we put the MLCinto practice,’ he added.Areas covered by the MLCinclude hours of work and rest,wages, leave, repatriation, andsafety and health protection.

MARCH 2009●✪ Nautilus UK Telegraph●✪ 3VIRTUAL TRIALSFOR TEES PILOTSPICTURED right is a scene froma ‘virtual’ model of PD Ports’planned new Northern GatewayContainer Terminal on Teesside— which pilots have been usingin vital safety tests.More than 30 pilots from theport have been carrying outsimulations at South TynesideCollege to examine turningcircles, berthing, maximumvessels sizes, and the number oftugs that will be needed to safelybring in certain containerships.PD Ports project directorFrans Calhe said the ‘invaluableproject’ had enabled the pilots totest out the limitations of theterminal in a safe environment.They were able to examinecritical navigation issues, hesaid, and establish if any furtherdevelopment work is needed.OWNERS WARNEDON STRIKE COSTSTHE STRIKE Club — whichprovides owners with insuranceagainst delays caused byindustrial disputes and otherproblems — has warned thatcompanies with poor loss recordswill have to pay more.Announcing a 15% increase inrates for the new policy year, theClub said owners withunsatisfactory loss records willface a further rise in premiumand deductibles.Mutuals are trying to maintainadequate reserves in one of thetoughest renewal periods everexperienced, said chief executiveBill Milligan.‘Shipping operations areundergoing cataclysmic changes,which means that the claimsenvironment will remainextremely volatile,’ he added.nautilus uk at workUNIONS ON THE ALERTAS ABANDONMENTCASES START TO RISECase shows need for crew ‘safety net’ agreement, says NautilusNAUTILUS UK has expressedconcern at an increase in the numberof stranded seafarers — highlightedby a case last month inwhich the operators of a Russianship effectively abandoned theircrew in the port of Liverpool.NautilusUK/ITF inspectorTommy Molloy has been workingin an attempt to recover morethan four months’ unpaid wagesfor the 14 seafarers on the 4,643gtgeneral cargoship Stalingrad.The Russian-flagged vesselwas arrested in the Port ofLiverpool by other creditors, whoare also owed significant sums ofmoney, on 19 December 2008, andthe crew have since added theirclaim for owed wages to the list.Mr Molloy said the seafarerswere owed more than S85,000,and did not even have the moneyto pay for a cup of coffee ashore.‘The owners have effectively abandonedthe crew, and are no longerfeeding the crew or taking care ofany of their basic needs,’ he added.The Admiralty Marshall hasbeen providing food and water,and fuel for heating and cooking.And volunteers at the MerseysideFire Museum, based at Crosby firestation, were so moved by thecrew’s plight that they organised afood appeal to boost provisionsand morale.Late last month, one of themain creditors, Dan Bunkering,applied for the judicial sale of thevessel, which is owned bySakhalinMor Trans LLC, ofRussia. Mr Molloy said he hopedthe company would ensure thatany proceeds for the sale gotowards the crew repatriationcosts.‘It is important to note thatThe Russian cargoship Stalingrad and some of its stranded crew last monththeir problems will not end oncethey are off the ship,’ he pointedout. ‘Their families have beenexpected to live off nothing, andthey will be going home with nowages to show for their work.’Nautilus says the Stalingradcase — one of a number beingdealt with by UK-based ITFinspectors last month — underlinesthe need for governments toback the proposed IMO/ILOagreement to protect abandonedseafarers.Crucial talks on the measures— which would provide a ‘safetynet’ for back pay, repatriationhome and owed wages — are dueto take place this month.In response to the expected risein downturn-linked abandonments,the ITF has issued guidelineson how to tackle the problemto its inspectors and affiliatedunions, and set up a crisis managementteam.The ITF has also urged operatorsto enter into dialogue with theunions if they run into financialproblems. Maritime coordinatorStephen Cotton said the case ofthe UK company Britannia Bulkwas an example of how workingwith the ITF can ease the impactof the credit crunch on seafarers.Unions helped to secure morethan US$1.4m in wages for some300 seafarers affected by the collapseof the company.‘We can offer help, especially ifwe’re involved at an early stage,’said Mr Cotton.‘After all,’ he stressed, ‘we usuallyshare the same aims — thatgood companies continue tradingand employing seafarers.‘And even if all else fails and thecompany is unable to continuetrading, then we can call on ourexpertise and resources to makesure that the seafarers who mightotherwise face penury and abandonmentactually get home,’ MrCotton added.briefly...Hebei campaign: Indian seafaring unions have warned thatSouth Korean ships visiting the country’s ports will besubjected to an intensive inspection campaign in protest at thecontinued detention of the master and chief officer of theVLCC Hebei Spirit. They have called for Korea to release thetwo men, who are due to come before an appeal court later thisyear.Antarctic accident: a rescue mission was mounted lastmonth after the Bahamas-flagged passengership Ocean Novaran aground in Antarctic waters. More than 70 passengerswere onboard the 2,183gt Danish-crewed vessel when it raninto difficulties a mile from an Argentine supply base.Tyneside home: the government has announced thatTyneside is to be the home of a new body to regulate andmanage the sea around England. The Marine ManagementOrganisation headquarters is to be sited in Tyneside, and thebody is expected to begin work in April 2010.Plymouth freedom: the Merchant Navy Association and theRoyal Naval Reserves are to be awarded the Freedom of theCity of Plymouth in a ceremony on 22 March. The honour hasbeen granted in recognition of their ‘critical and strategicroles, particularly in times of conflict’.Gas call: the tanker owners’ organisation Intertanko is urgingthe International Maritime Organisation to update inert gasregulations for new oil and chemical tankers. It wants therules to be made simpler and more consistent, and is alsoseeking enhanced training for crews.Mariners honoured: more than 100 merchant mariners werepresented with public service awards in New York City lastmonth in tribute for their role in rescuing 155 passengers andcrew from a US Airways jet that ditched in the Hudson Riverin January.LD launch: French ferry operator LD Lines has launched itsnew service between Dover and Boulogne and Dieppe almostsix months ahead of schedule. The company is operating tworeturn sailings daily using the vessels Seven Sisters and Coted’Albatre.Scrapping boom: a marked rise in ship scrapping has takenplace in response to the global economic downturn, with 200large vessels being broken up in the last three months of 2008,a conference in London heard last month.Sea Containers comeback: Sea Containers announced lastmonth that it had emerged from bankruptcy after transferringits maritime container interests to new business.Ramsgate link: UK-based Euroferries has announced theopening of a new route between Ramsgate and Boulogne, setto start later this month using a 98m fast craft.

MARCH 2009●✪ Nautilus UK Telegraph●✪ 7CRUISING TO AIDOCEAN RESEARCHTHE PASSENGER ShippingAssociation and theSouthampton-based NationalOceanography Centre (NOCS)have signed a partnershipagreement that should boostresearch into the role of theoceans in climate change.Under the agreement, the 54newscruise and ferry companies inthe PSA will collaborate on thecollection of water samples fromtheir ships to support climatechange-related studies of oceantemperature, salinity and CO 2content.Pictured, left to right,following the signing of theagreement are: Penny Guy, PSA;Garth Halanen, PSA; Cdr DavidLewis, NOCS; Bill Gibbons,PSA; Allan Bentley, Enviromar;and Jacky Wood, NOCS.QE2 PROJECT ‘ISSTILL ON COURSE’REPORTS that the conversion ofthe former Cunard liner QE2 intoa luxury hotel in Dubai may bescrapped because of the creditcrunch have been denied by thevessel’s new owners.The government-owned Dubaiinvestment company Nakheeldismissed media claims that theOWNERS HIT OUT AT LACKOF ACTION ON JOBS PLANplanned refit to turn the iconicvessel into a six-star hotel hasbeen shelved as a result of theeconomic downturn.Some reports suggested thecompany could sell or even scrapthe QE2 because of a shortage offunds for the scheme, butManfred Ursprunger, CEO ofNakheel’s QE2 Enterprises, toldthe Khaleej Times the project willgo ahead as planned. ‘We are notselling the ship,’ he added. ‘Weare still in the planning stages.’Alarm atdeadlockin globalpay talksChamber of Shipping says policy doubts have cost the UK register some 70 shipsTransport minister Geoff Hoon speaks to guests at the Chamber of Shipping’s annual dinner in London last monthUNCERTAINTY over governmentshipping policies has cost the UKregister more than 70 ships in thepast year, owners warned lastmonth.And, speaking at the Chamberof Shipping’s annual dinner inLondon, president MartinWatson criticised the continuedfailure to respond to the industry’sproposals for increasing the trainingand employment of Britishseafarers.Mr Watson said the ‘bold step’of introducing a tonnage taxregime back in 2000 had resultedin a fivefold increase in the UKflagfleet and had made shippingonce again a major UK industry.But, he warned, uncertaintyover the fiscal and employmentenvironment for the industry inthe UK has been ‘forcing membercompanies to re-evaluate theircommitment to basing their shipshere. And that was during thegood times’.Faced with a ‘shocking collapse’in freight rates, Mr Watsonadded, owners are looking for stability— and ships are very movableassets.‘Sadly, changes over the lastyear to the business environmentfor UK-based shipping — bothactual and threatened — havegiven rise to instability and uncertaintythat has led to a major slowingof growth in the UK-basedfleet,’ he continued.The ‘inconsistency’ of governmentmaritime policies meanttwo Chamber member companieshad decided to switch 70 largevessels to other registers.‘Some of these ships could stilljoin the UK-fleet if a belief in stabilitycan be restored,’ Mr Watsonstated. ‘Without that, other futureopportunities may also be lost, orothers may go further and leave.’The Chamber leader said thatwhilst the slump in shipping marketsmay provide some shorttermrelief to the skills crisis, theindustry should continue workingto attract a new generationinto maritime careers.‘The international shortage ofofficers, estimated at 35,000, is aserious long-term problem,’ hestressed. ‘It brings with it a riskthat standards in training andprofessional competence will sufferin the face of shipowners’ needto recruit and retain.‘It also poses a risk of spirallingwage costs that may result fromthe supply-shortage,’ Mr Watsonadded. ‘The UK is not isolatedfrom any of this. There is a crucialresponsibility on the industry —employers and unions — and alsoon government to ensure thattraining and employmentprocesses in Britain are competitive,while maintaining the highquality for which our mariners arerenowned.’Mr Watson argued that there isa joint responsibility to ensurethat, as far as possible, jobs areavailable for all newly-qualifiedpersonnel. ‘So it is disappointingthat, over the last few years, governmenthas not found a way toaddress the area of training costcompetitiveness — even thoughpractical training proposals fromthe Chamber and the maritimeunions have been before itthroughout,’ he added.Policy and regulatory stabilityand certainty is essential, MrWatson stressed. ‘If we can’t controlthe markets, we can at leastdrive our own fate in terms of policy.We have come so far in thiscountry in the last eight years — itwould be tragic to throw it allaway!’NAUTILUS has expressed concernat the failure to secureagreement last month onimprovements to the internationalminimum wage for seafarers.Talks arranged by the officeof the International LabourOrganisation ended in deadlockwhen the shipowners’ groupsaid it was unable to make anyincrease in the light of globaleconomic conditions.The meeting was presentedwith an ILO report whichshowed that the US$545 currentILO basic monthly minimumwage of an able seafarer(AB) should be increased by 19%to US$648 to maintain seafarers’purchasing power.The owners said they werewilling to reopen discussions ‘ifthe contours of the economic situationshow any improvements’or otherwise to meet again inFebruary next year.However, Nautilus generalsecretary Brian Orrell said hewas concerned at the owners’failure to negotiate in goodfaith. ‘It is simply not goodenough for them to turn up atthe meeting and say that theycan’t afford to pay,’ he added.‘The agreed collective bargainingprocesses requiremeaningful discussions, and wedo not accept that the poorestpaid seafarers should have tosuffer as a result of the mistakesof others.’

8●✪ Nautilus UK Telegraph●✪ MARCH 2009ABU DHABI SHOW AIMSTO DEFY DOWNTURNCOULD it be the new uber-coolinternational yacht show for the jet set or,in these tough economic times, a dampsquib? The inaugural Abu Dhabi YachtShow, scheduled to run from 12-14March looks set to be a dazzlingextravaganza of both luxury and wealth.Just 20 of the world’s most outstandingand spectacular yachts, ranging in sizelarge yacht newsfrom 30m to 100m, will be displayed atan event that seems to defy the messagesabout the global economic meltdown.The event will take part in two adjacentlocations, with the yachts mooring stern tothe marina, which has been purposelydesigned, dredged and constructed solelyto host the show.Organisers are hoping that more than100 yachting industry companies will beshowing off their products and services inthe exhibition hall, which is linked to themarine by a specially constructedfootbridge.NAUTILUS THE SUPERYACHTPICTURED left is the proposed new 50msuperyacht Great Nautilus, currently underconstruction at the Sultan Marine yard in Bodrum,Turkey.Due to be launched later this year, the vessel isdesigned to ‘blend the classic grace of a large sailingyacht with the luxury of a motor yacht’, and willaccommodate up to 12 passengers and 10 crew.The vessel has some 900 sq m of sail area, andSultan Marine says it will be able to achieve morethan 12 knots with minimal heel.YACHT CAPTAIN MURDEREDCrews seek security assurances from authorities in Antigua after robbers shoot captain onshoreCaptain Drew Gollan — killed while ashore in AntiguaPENDENNIS, the Falmouthbasedyacht building and repairyard, has recently announced itsplans to go ahead with the constructionof a new steel-framedshed to expand facilities for yachtsseeking undercover refit slots.The company says the newfacility will be perfect for a varietyof work, including full paint jobs,structural alterations, engineeringand interior joinery programmes.New land has also been purchasedadjacent to the company’s6.5 acre site to expand capacity.Joint MD Mike Carr explains:‘We are so confident in our refitoffering that expanding our facilitiesat this time of uncertaintyPICTURE: FRANCES HOWORTHSUE HOLMESMARINE TAX CONSULTANT LTDFor an annual fee of £180.00 (plus VAT) you can restin the knowledge that your 100% deduction claimwill be calculated by an expert in Marine Taxationwith over 20 years’ experience.Monthly Standing Order Payments availableTAX RETURNS LOGGED ELECTRONICALLYFOR PERSONAL, FRIENDLY ADVICE CONTACT:SUE HOLMES38 CARDIFF ROAD, DINAS POWYS,VALE OF GLAMORGAN CF64 4JSTEL: 02920/512029 Fax: 02920/515384E-mail: sue.holmes@btconnect.comWeb: www.marinetax.com✪by MICHAEL HOWORTHCONCERNS over the safetyof superyacht crews in theCaribbean island of Antigua havebeen raised following the murderof a captain in the area surroundingEnglish Harbour, where mostof the island’s superyacht activityis centred.Capt Drew Gollan — master ofthe 50m Perini Navi sailing yachtPerseus — was shot and killed inwhat appears to have been anunsuccessful robbery. Just dayslater Sara Kuszak, who worked asa chef aboard another yacht, wasmurdered in Puerto Rico afterbeing kidnapped and bundledinto the back of a car.Capt Gollan had been walkingCredit crunch fears fail tohalt yard expansion planswithin the industry doesn’t causeus concern at all.’In fact, he argued, the fallingvalue of the pound will make theUK refit slots particularly attractiveto US and European clients.In recent years the yard hasmade significant inroads into therefit sector, with heavy investmentin its infrastructure including astate of the art refit complex, completewith two 75m dry docks andpaint facilities, as well as a 400-tonne travel hoist with 1,500sq mof supporting hard standing.Pendennis is also continuing tooperate its newbuild business,with three sailing yacht projectsranging from 30m to 50m currentlyon the books.✪Mediterranean yard MonacoMarine is pushing ahead with itsdevelopment strategy despitefears that superyachts will reducethe frequency of their dockyardvisits in the economic downturn.Due to be completed by mid-2009, the company’s expansionplan will bolster its network of sixstrategically-placed shipyardsoffering complete refit and repairservice in the Mediterranean, foryachts of between 6m and 100m.The repair company wasfounded in Monaco in the mid-1990s as a service firm focusing onluxury yachts. Its six shipyardsserviced more than 100 yachts ofover 40m between May 2007 andJanuary 2009.GALAPAGOSYACHT LOSSSUPERYACHT losses are fairlyfew and far between, but in arecent accident the motor yachtParranda was lost to a fire whilecruising in the Galapagos.Built in 1965 by the JakobsonShipyard in Oyster Bay, New York,this 38m steel-hulled yacht carried16 guests and a crew of seven.At the time of the accident theyacht was carrying a full complementof passengers, including thepresenter, writer and comedianGriff Rhys Jones. All passengersand crew were rescued withoutserious injury.back from a local bar with his girlfriend,Alena Sitkova, and their21-month-old child when theywere approached by a man with agun demanding money.When Capt Gollan tried to preventthe attack, reports said hewas shot three times in the chest.He was pronounced dead onarrival at the hospital in St John,the island’s capital.Police later charged a localman, Sylvester Lindsey, with murderin relation to the shooting.Yacht captain Ian Cridland wasamong four people who were torturedand killed in a raid on theirvessel off Antigua’s sister island,Barbuda, in 1994. Now, as was thecase then, yachts are leaving theA NEW service to providesuperyacht owners supportwith all aspects of vesseladministration and operationhas been launched by the UKcompany Sunseeker.Founded by a superyachtcaptain, Ben Young (picturedright), Sunseeker SuperyachtManagement aims to offerowners a ‘one-stop shop’ forthe administration,maintenance and operation ofSunseeker yachts.Capt Young — who holds aClass IV, 3,000-tonnecertificate — commented: ‘Forthe first time, every aspect ofowning a superyacht will betaken care of — under oneroof.‘Take the worldwideshortage of adequate crewand berths, which can be areal problem for owners.Sunseeker SuperyachtManagement will not onlyhelp the owner recruit theright captain and crew, we’llalso train them, to ensure theservice the owners receive issecond to none.‘In addition,’ he said, ‘we’llhelp secure both home andvisiting berths, so that theyacht’s passage is seamlessand problem-free.’Believed to be the world’sfirst superyacht managementservice offered by a boatbuilder, SunseekerSuperyacht Management isbased in Port Camille Rayon,in the South of France, and willalso take care ofclassification, flag stateisland despite pleas from localcompanies that service the yachtingindustry declaring it was aone-off event.In a meeting chaired by JohnDuffy, president of the Antigua &Barbuda Marine Association,more than 100 concerned membersof the local business communityand visiting captains andyacht crew met and called on theauthorities to declare what thegovernment and police were goingto do to improve security.Minister for tourism HaroldLovell urged yacht crews to stay onthe island and the island’s primeminister promised that extrapolice would be deployed in thearea.matters, mini-ISM andfinancial administration.‘It’s no secret that aproperly managed andmaintained yacht retains amuch higher value long-term,’Capt Young said. ‘With ourThe second attack happenednear Puerto del Rey marina inFajardo, Puerto Rico, when a manapproached and kidnappedAmerican yacht chef Sara Kuszak.From the boot of the car that carriedher off she was able to use hermobile phone to call her captain,Cheshire McIntosh, and give hima description of the man who capturedher and car she was travellingin.The FBI was able to track thecar using cellphone signals — butby the time it was found it was toolate to save the woman, whosethroat had been cut.A man has been arrested and ishelping local police with theirinquiries.SUNSEEKER LAUNCHES ‘TOTAL CARE’ADMIN AND OPERATIONS SERVICEspecialist knowledge we canprovide exceptionalmanagement support —reducing the risk of incidentsonboard and making financialsavings in the day-to-dayrunning of the vessel.’

MARCH 2009●✪ Nautilus UK Telegraph●✪ 9TUC WARNS OVERUNEMPLOYMENTWITH UK unemployment nearingthe 2m mark, the TUC hasdescribed the situation as ‘anational emergency’ and hasurged the government to do moreto tackle the problem.Figures released last monthsaw the jobless total hit 1.93m— the highest level in almost anewsWoolly thinking supports seafarersSEAFARERS onboard theNorwegian research vesselSeisquest are pictured inAberdeen helping to show offthe ‘woolly hat week’ staged bythe maritime charity, Sailors’Society, last month.Organisers urged companiesto encourage their staff to takepart in the ‘Wear your woolly hatto work week’ and send indonations to help the Societyprovide assistance to seafarersin ports across the world.Fund-raising director JanWebber said the event aimed toraise awareness of the plight ofmany seafarers, and said theSociety would be sending some10,000 hats to Ukraine to begiven to seafarers visiting theeight ports serviced by itschaplains.SAFETY MEASURESBLOCKED AT IMONAUTILUS has expressed concernthat important proposalsto improve ‘human factor’safety issues are being blocked atthe International MaritimeOrganisation.The Union fears that progresson key issues such as minimumsafe manning, hours of workand rest, and training requirementsis being frustrated duringdiscussions on the revision of theIMO’s Standards of Training,Certification & WatchkeepingConvention.Following five days of intensivetalks last month, members of theIMO’s standards of training anddecade – and TUC generalsecretary Brendan Barber saidthe government must act asboldly on unemployment as it hason the banking sector.‘Benefits and redundancy payneed to be raised to cushion thefinancial blow to the newlyunemployed,’ he added.‘The government needsurgently to introduce a short-timeworking subsidy to helpcompanies avoid redundancies inthe first place.’Union concern over opposition to ‘human factor’ proposalswatchkeeping sub-committeefailed to agree on proposals to endthe ‘two-watch’ system linked tofatigue by requiring at least threedeck officers, including the master,on ships that currently operatewith just a master and mate.Delegates also failed to agreeon plans to bring the IMO workingtime rules into line with ILOrequirements, by extending theweekly hours of rest from 70 to 77hours.Nautilus UK senior nationalsecretary Allan Graveson commented:‘It should be in the interestsof the shipping industry andflag states to address such issues,yet once again safety considerationshave been made secondaryto economic considerations.’He pointed out that much ofthe opposition had come from EUmember states voting together.‘This is the height of hypocrisywhen many of these countrieshave been the ones complaining ofpollution, collisions and groundings,’he added.‘The “three-navigator” proposalcould have been one of themost significant steps to improvingsafety at sea, addressing theextensive evidence showing therole of fatigue on such ships,’ MrGraveson said.Another proposal that ran intoopposition was a move by India toincrease the number of trainingberths onboard ships. While supportingthe idea in general, somedelegations raised concerns overthe proposal to amend the 1969Tonnage Convention to exemptaccommodation of trainingberths from tonnage calculations.Nautilus welcomed the UKgovernment’s decision to opposeGerman proposals to make mastersresponsible for drug and alcoholchecks on their crew members.However, delegations gave generalsupport to the concept of anew mandatory, internationalblood-alcohol content limit of just0.05% — well below the existingnon-mandatory level of 0.08%.In a joint letter to the Maritime& Coastguard Agency, Nautilusand the Chamber of Shippingwarned that no justification hasbeen given for the tougher limit,and that the implications for shipboardreleations of making mastersresponsible for random testscould be very serious.Mr Graveson also expressedconcern at the lack of agreementon the recognition of electrotechnicalofficer training and certification.‘There have been totallyunrealistic suggestions that itcould be addressed as a set of competenciesfor chief engineers,’ headded.With so many areas of theSTCW revision still to be agreed,delegations have asked for anadditional intercessional workinggroup to resolve the remainingissues ahead of their next meetingin January 2010.However, IMO secretary-generalEfthimios Mitropoulos saidhe remains confident that theOrganisation is on track to completeits review of the STCWConvention and Code — with theaim of adopting amendments inJune 2010.Special airfares for marine personnelWe are able to offer discounted air travel for all staff employed in the marine industry from crew,shorebased staff to spouse’s travelling to and from vessels.Using our extensive marine fare programme we are able to provide changeable and refundable tickets.We are totally dedicated to providing an efficient and personal service.Please contact us today for a quoteViking Marine TravelTel: +44(0) 1304 240881 Fax: +44(0) 1304 240882www.vikingrecruitment.com Email: travel@vikingrecruitment.comNEW TONNAGE ONIRISH SEA ROUTEPICTURED left is the ClipperPanorama, the second of eightnew ships being introduced bySeatruck Ferries, which cameinto service on the Warrenpoint-Heysham route last month.The 14,759gt Cyprus-flaggedvessel is operating alongsidesistership Clipper Point on theNAUTILUS has given a cautiouswelcome to a new 10-year maritimepolicy plan revealed by theEuropean Commission lastmonth.Key elements of the packageinclude support for further actionto safeguard EU maritime skills,and an investigation into ways ofaddressing the competitive positionof European seafarers.The maritime transport policystrategy documents aim to ‘promotesafe, secure, clean and efficientshipping’ and the ‘long-termcompetitiveness of Europeanshipping and related maritimeindustries in world markets’.Announcing the package,transport commissioner AntonioTajani commented: ‘The financialcrisis and its impact on the maritimetransport sector demandsdecisive action. We need to lookahead and provide answers to themany challenges we face today,from keeping EU seamanshipcapacities, combating piracy andreducing the environmentalimpact of shipping.’The policy documents stressthe importance of shipping for theEU, pointing out that a substantialincrease in the Community’sinternal and international maritimetrade is likely over the nextdecade.They note ‘a genuine Europeaninterest in making maritime professionsmore attractive to youngpeople and thus improvingemployment of seafarers’ — andargue that this can be supportedthrough such measures as: promotingcareer prospects in themaritime clusters; enhancing theimage of shipping; supporting thework of the IMO and ILO on thefair treatment of seafarers; andservice — boosting annualcapacity to around 120,000freight units.The third and fourth ships inthe series — Clipper Pace andClipper Pennant — are set tocome into service this monthand in May on Seatruck’sLiverpool-Dublin route.The company says the 22-knot vessels — the first purposebuiltvessels for the Irish Sea in20 years — will cut crossingtimes from nine to seven hours.EU proposestask force tolook at crewcost issuesreducing the administrative burdenon masters and senior officers.‘We can give a guarded welcometo the package,’ saidNautilus senior national secretaryPaul Moloney. ‘It certainly incorporatesmany of the issues raisedby the Nautilus Federation in itsresponse to the policy green paper.‘The position of Europeanoperators is often undermined bysocial dumping and discriminationin seafarer employment practices,’he added, ‘and we arepleased that the Commission hasannounced a task force to lookinto unfair competitive advantagesand the need to ensure thatEuropean shipping established abalance between good social standardsand competitiveness.‘It is important to know whowill be on the task force, and thereally big question is how it willaddress the issue of terms andconditions onboard EU vesselsreflecting those in the nationswhere the vessels operate,’ headded. ‘This one simple changewould do more than any othermeasure to protect the job securityof Nautilus NL and UK membersserving on ships operating withinthe EU.’Philippe Alfonso, political secretaryof the European TransportWorkers’ Federation, said it wasgood that the Commission hadaccepted the need for urgentaction to protect EU seafaringemployment.But, he added, the ETF did notaccept the claims that the currentstate aid guidelines have generatedincreased jobs for Europeanseafarers and it wants to see ‘a bettersystem of incentives aimed atencouraging EU employment inthe maritime sector.’

10●✪ Nautilus UK Telegraph●✪ MARCH 2009PENINSULA AIDSTHE MISSIONPICTURED right is thepresentation of a £7,000donation to the Mission toSeafarers by the marine fuelssupplier Peninsula Petroleum.Managing director JohnBassadone said the companyhad decided to make thedonation because it recognisedthe need to support ships’ crewsand valued the work the Missioncarries out on their behalf.MtS secretary-general theRevd Canon Bill Christiansonsaid such support was welcomeat a time when demands on thecharity’s services are growing.Pictured left to right are:Peninsula manager ChrisBamford; the Revd CanonChristianson; MtS corporatepartnership officer KostaKirgianis; and Mr Bassadone.SHIPHANDLINGCHAMPIONSHIPA US seafarer training centre, theNortheast Maritime Institute, haslaunched an annual internationalshiphandling championship —with some $50,000 in prizemoney on offer.Fifty licensed and professionalmariners will have a chance towin a cash prize by displayingtheir shiphandling skills on fourdifferent vessels in four differentvirtual locations on Transassimulators. The first prize is$30,000, $15,000 for second,and third prize is $5,000.The event takes place at theNortheast Maritime Institutefacility, in Fairhaven,Massachusetts, between 5-7June this year. Only 50 spacesare available — and applicationforms can be downloaded from:www.shiphandlingchampion.comnewsUnions tojoin G20summitprotestsTRADE unions, developmentagencies, faith and environmentalgroups are planning a majordemonstration at the end ofMarch to tell world leaders attendingthe G20 summit that fair andsustainable policies are needed tolead the world out of recession.The alliance — which includesthe TUC, Oxfam, ActionAid,Friends of the Earth and CAFOD— is calling on people to join a‘march for jobs, justice and climate’in London on Saturday 28March, just five days before thesummit.Under the banner ‘Put PeopleFirst’, the groups will demanddecent jobs and public services forall, an end to global poverty andinequality, and a green economy.The organisations backing PutPeople First say: ‘Recession mustnot be an excuse for putting offaction for global justice or to stopclimate chaos.’The march will assemble on theEmbankment en route to HydePark for a rally to be addressed byspeakers and celebrities from theUK and around the world.TUC general secretaryBrendan Barber said: ‘People areangry at the job losses caused bythis recession made in the world’sbanks and at the slow response ofworld leaders to the challenges ofpoverty and climate change.‘But while these are going to bedesperately tough times,’ headded, ‘the collapse of free marketfundamentalism and the bigchanges already brought about byPresident Obama provide thehope that world leaders canchange course and start to build afair and sustainable world.’✪More information on the website:www.putpeoplefirst.org.ukLEADING global seafarer employersare set to launch a new DVDthat seeks to encourage a new generationof young people to take upa career at sea.Some 10,000 copies of theCareers in International ShippingDVD are to be distributed aroundthe world by members of theSK Tax Service LtdWe are a team of friendly and approachable tax adviserswith many years experience in Marine Taxation matters.In a seafaring world amidst rumours and speculation, why try and work outthe complications of the 100% claim yourself? Let us, the experts take theworry from your shoulders. Your leave is important to you and your family,don’t waste it trying to sort out your tax affairs.Receive personal attention and advice on:* 100% claims and constant advice on achieving this* All aspects of your self assessment tax return* National Insurance contributions* Non residency claimsWe now submit tax returns electronically, speeding up the refund processby an amazing rate.Initial Fee £170 — Re-Enrolment Fee £160Contact us or visit our webside for enrolment forms or advice on:Kingsway House, PO BOX 1504 Tel 01427 753400 info@sktax.co.ukHaxey, Doncaster, DN9 2WW Fax 01427 753665 www.sktax.co.ukSeatrade award forCunard’s longestserving four-striperPICTURED right is Nautilusmember John Duffy receivingthe Seatrade Insider‘Seagoing Employee of theyear’ award last month.Mr Duffy — pictured withChristopher Hayman ofSeatrade and Cunardpresident Carol Marlow — isCunard’s longest-serving ‘fourstripe’ officer and receivedthe award in recognition of hislong and distinguishedservice with the company andhis service onboard QueenElizabeth 2.Born in Aintree, Liverpool,in 1944, Mr Duffy joinedCunard Line in 1965 andbecame the company’syoungest hotel manager in1978 at the age of 33.He has served on a widerange of ships, includingCarinthia, Carmania,Franconia, CunardAdventurer, CunardAmbassador and CunardPrincess. In April 1981 hebecame QE2’s youngest hotelmanager, and servedonboard the vessel until herretirement last November.‘This award is welldeserved by John, who hasserved Cunard withdistinction since joining thecompany in 1965,’ said MsMarlow, ‘and we look forwardto his joining our flagshipQueen Mary 2 in March2009.’DVD GOES GLOBAL INRECRUITMENT DRIVEEmployers to distribute 10,000 copies of seafaring careers filmInternational Shipping Federation— which celebrates its centenarythis year.Due to hit the streets thismonth, the film is likely to bemade available in an online version,and the English-languageoriginal will be dubbed into theofficial International MaritimeOrganisation languages — Arabic,Chinese, French, Russian andSpanish.Developed by ISF with themaritime training companyVideotel, the film has been producedas part of the worldwide ‘Goto sea!’ campaign being run by theISF, ICS, IMO, ITF, Bimco,Intercargo and Intertanko.‘Produced to promote careersin shipping amongst young people,it should be remembered thatthis has been produced for a globalaudience, including potentialrecruits in developing nations,’explained ISF secretary generalTony Mason.Natasha Brown, IMO spokesperson,added: ‘In the face of agrave looming manpower crisis, itis important to reverse the trend,to portray shipping as an industrythat can provide a career path that‘Vital to have sufficient seafarers’ —ISF president Spyros Polemismatches the aspirations of theambitious and capable young peopleit urgently needs to attract andretain.’Well received by guests at apreview showing last month, thefilm points out that shipping is ‘atthe heart of globalisation’ and is‘by far the most efficient and environmentallyfriendly form of commercialtransport’.It stresses that seafarer training‘does not have to mean a lifetimeat sea’ — giving examples ofthe many professional jobs in theshipping industry ashore.ISF secretary Natalie Shawsaid there was very little evidenceyet of companies requiring fewerseafarers as a result of the economicdownturn and the organisation’smember associationsrecognised the importance oftraining.‘What I think will becomemore important is finding thatwe’ve got the right seafarers in theright place at the right time,’ shestressed.‘People do need raw materialsand finished products, even in adownturn,’ said ISF presidentSpyros Polemis. ‘Of course, shippingis not going to be as active asit was in the last few years, butshipping continues, because of thedemands of society.’In his opening address markingthe 100 years since the ISF wasfounded as an internationalemployers’ organisation in responseto growth of organisedlabour and increased coordinationamong seafarers’ unions, MrPolemis said it was ‘vital we have aproperly trained workforce in sufficientnumbers’.Skipperfailed indeathfake bidA FISHING vessel skipperfaked his own death in anattempt to evade fines of up to£1m for flouting fishing quotaregulations.Derek Atkins wrote his ownobituary and had it published inan industry magazine as part ofa plot to get out of an interviewwith Marine & Fisheries Agency(MFA) inspectors.But he failed, and last monthwas jailed for two and a halfyears for a series of criminalcharges including pervertingthe course of justice, deceptionand fraud, 20 offences of failingto submit proper landing logbook declarations, and failing toalert the authorities of a changeof name while on the sex offenders’register.The Maritime & CoastguardAgency also reported Atkins forobtaining five certificates ofcompetency by deception andsailing as an unqualified personunder Section 52 of theMerchant Shipping Act 1995.Portsmouth crown courtheard that the MFA suspectedAtkins had been failing to logfishing trips according to legalrequirements.The fishing vessel skipperinitially wrote a letter to theAgency — purporting it to befrom his partner, Lynda Flynn— asking it to halt prosecutionsbecause he had died from aheart attack.He then wrote his obituary,which was published in goodfaith by the weekly trade newspaper,Fishing News, in June2007.‘You are a determined identityfraudster who used a falsename to earn income as anunqualified skipper, who withsome limited experience endangerednot just yourself and thevessel but the crew and othervessels,’ Judge Ian Pearson toldAtkins, sentencing him to a totalof six-and-a-half years — someof which will run concurrently,meaning that he will have toserve a total of 30 months.Speaking after the case,Captain Andrew Phillips, ofthe MCA’s enforcement unit,commented: ‘Mr Atkins hadabsolutely no qualificationswhatsoever to sail as a skipper ofa UK fishing vessel. In doing sohe put at risk fishermen, his vesseland the integrity of the environment.He also put at riskinsurance cover for any vesselhe worked on.’

MARCH 2009●✪ Nautilus UK Telegraph●✪ 11FRENCH FLAGSHIP TO BEBROKEN UP IN THE TEESTHE KLYNE Tugs AHTS Anglian Earl ispictured towing the 32,780gt formerFrench aircraft carrier Clemenceau to theUK last month.The 52-year-old vessel was towed for713 miles from the French port of Brest tothe Tees estuary, where it is to be broken upat the Able UK Teesside EnvironmentalReclamation and Recycling Centre.health and safetyGreen campaigners had sought toprevent the ship from coming to the regionbecause of health fears about the toxicmaterials onboard — including 700 tonnesof asbestos.But Able UK chairman PeterStephenson said the demolition will becarried out under strict safety andenvironmental conditions.He said the £10m contract would create200 jobs in the region and put the company‘at the forefront of an industry which hasenormous potential for growth and jobcreation’.SAFETY FIRST FORNEW P&O FERRIESP&O HAS announced that twonew cross-Channel ferries beingbuilt in Finland will be the first inthe world to comply with newinternational ‘safe return to port’requirements.The 49,000gt vessels are setto enter into service on the Dover-Calais route in 2010 and 2011and are being built in line withthe new IMO principles, whichrequire all ships built after 1 July2010 to ensure that basicservices are provided and keysystems remain operational toenable a ship to return to portafter an incident.P&O Ferries fleet director JohnGarner commented: ‘There willbe many firsts in the design andconstruction of these two ships,and this is a particularlysignificant one.’Bid to cutlifeboataccidentsTHE NORTH of England P&IClub has launched a new DVDand poster campaign in a bid tocut the number of accidents duringlifeboat drills and operation.Entitled ‘Lifeboat Safety:Managing the Risks’, the 18-minute DVD and an accompanying12-page guidance bookletaim to boost the confidence ofseafarers and improve levels ofsafety when crew undergolifeboat training.It explores common causes oflifeboat accidents — such as notbeing able to release the lifeboatpainter — and explains thegrowing use of fall-preventerdevices to reduce serious incidentsfollowing inadvertentrelease of on-load lifeboat hookreleasemechanisms.‘Accidents during lifeboatdrills cause death and seriousinjury to seafarers,’ says North’shead of loss prevention, TonyBaker. ‘We fully support themaritime administrations andother organisations that areseeking to promote the use offall-preventer devices as aninterim safety measure.’The DVD and the set of eightposters are both available tonon-Club members for £30each, from Anchorage Press —www.anchoragepress.co.ukINSURERS FEAR SAFETYWILL SUFFER IN SLUMPFears that ‘maritime maelstrom’ could lead to cuts in training and maintenanceSAFETY at sea is set to slump asowners seek to cut costs inresponse to the downturn in shippingmarkets, marine insurerswarned last month.A combination of commercialpressures and collapsing freightrates has created a ‘maritimemaelstrom’ which means operatorscould skimp on maintenanceand prune operating costs, leadersof the International Union ofMarine Insurance said.However, the shipping slumpcould help to ease the globalseafarer skills crisis, IUMI presidentDeirdre Littlefield suggested,and it might even lead to anincrease in the amount of ageingsubstandard tonnage being sentto the breakers.Speaking after IUMI’s annualwinter meeting, Ms Littlefieldsaid the all-time historic profitsmade by owners in the last fiveyears had been ‘helped in no smallmeasure by driving ships andcrews as hard as possible’.Such a strategy will inevitablyhave a huge impact on insuranceclaims,’ she stressed. ‘We expectthat many ship repairs andonboard unit replacements,which have been deferred orignored during the skyhigh profityears, will start to surface, alongwith the results of skimped maintenance,leading to a further escalationof claims’ she added.IUMI is disturbed at shippingsafety trends over the past fewyears — with total losses in 2007up by around 10% from the previousyear, and major losses up bymore than one-third over thesame period. They expect lastyear’s figures to be even worse.‘Whether or not shipownerswill carry on the same level ofmaintenance and employ thesame crewing and training standardsremains to be seen,’ saidPeter McIntosh, chairman ofIUMI’s ocean hull committee.‘The experience of the last twoshipping recessions is that claimstrends tend to increase,’ hepointed out.Mr McIntosh promised thatinsurers would seek to ‘get underthe skin’ of owners by pressingthem on issues such as crewingand maintenance policies.‘We have got to ask the rightquestions and assess the informationcoming back and do our riskassessments accordingly,’ headded.‘The risk is reflected in terms ofthe premiums charged.’Ms Littlefield said IUMI isconcerned at the way in whichcriminalisation and piracy couldfuel further recruitment andretention problems.Fritz Stabinger, IUMI’s liaisonofficer with the United Nations,said the romantic public perceptionof pirates should be changed,and they should be seen as commoncriminals.‘Pirates are vermin,’ he added,‘they are nothing more than terrorists.’INVESTIGATIONS werelaunched last month into thecause of a collision between achemical tanker and a1,440TEU feeder containershipoff the United Arab Emiratescoast.A fierce fire broke outonboard the 45,003dwtKashmir, left, after two of itscargo tanks were ruptured inthe collision with theSingapore-flaggedcontainership Sima Saman inthe approaches to Jebel Ali.Inflatable booms wereplaced around the damagedMaltese-flagged tanker toprevent spillage of its cargo of30,000 tonnes of oilcondensates, but no pollutionand no injuries were reported.The incident occurred inreduced visibility, but bothvessels had pilots onboard atthe time.PICTURE: REUTERS✪Some 70% of Lloyd’s List readersfear that shipping industrysafety standards will be hit by theglobal economic crisis, accordingto a recent poll in the maritimeindustry title.News editor Richard Meadesaid insurers and regulators areconcerned about a ‘flight fromquality’ as they seek to cut costs.‘A collective maritime industryresponse on quality standards isbecoming more essential witheach passing day,’ he added.Shake-up for ship design?NAUTILUS has voiced concern about a new‘risk-based’ approach to the design of ships andtheir systems, unveiled last month following afour-year European project.The A20m Safedor project was establishedto investigate the feasibility of the alternativedesign approach, and it has resulted in guidelinesthat seek to take advantage of potentialflexibility in the SOLAS convention rules.Backed with EU money and support frommore than 50 maritime companies and organisations— including Carnival, STX Europe,Germanischer Lloyd, The Ship StabilityResearch Centre, SAM Electronics and theDanish Maritime Authority — the Safedorproject aims to pave the way for designs thatcan demonstrate lower risk and prove to be lesscostly.A concluding working group meeting inGermany last month heard that existing rulesprevent the adoption of some designs —including new bridge layouts — even thoughmanufacturers can prove that they are equivalentor even lower risk than existing systems.In a bid to address these issues, the projectcreated a framework for risk-based design,documented in a handbook for naval architectsand marine engineers. It also developed anapproval process for ‘risk-based ships’ which isbeing submitted to IMO.The project also produced a series of shipand system designs that seek to show the practicabilityof the Safedor approach, with formalsafety assessment studies and ‘novel design’assessment studies submitted for five key shiptypes: cruiseships; ro-ro/ro-pax vessels; gastankers; oil tankers; and container vessels.Dr Pierre Sames, chair of the Safedor steeringcommittee, said ship designers are able touse increasingly sophisticated methods to supportrisk-based ship design, and risk evaluationcriteria is increasingly accepted bymaritime administrations.However, Nautilus senior national secretaryAllan Graveson said the Union is concernedabout the project’s emphasis oncost-reduction, and had questions about themake-up of the Safedor working group.Come to Hull for all yourSTCW95 short coursesplusShip Security Officer, PSCRB,Efficient Deck Hand,Crowd Management,Crisis Management and Human BehaviourDates now available for 2009Tel: 01482 820567Fax: 01482 823202Email: bookings@hota.orgWebsite: www.hota.org

12●✪ Nautilus UK Telegraph●✪ MARCH 2009PILOT PREVENTSTANKER DISASTERA SHIP pilot was praised lastmonth for helping to avert anaccident when a tanker lostpower and drifted towards rocksnear San Francisco’s GoldenGate Bridge, pictured right.The 68,600dwt OverseasCleliamar lost propulsion andsteering while leaving the port inballast. Pilot Dave McCloyordered the crew to partiallylower the starboard anchor,which stopped the ship andallowed a tug to secure a line.Captain Peter McIsaac,president of the San FranciscoBar Pilots Association, said MrMcCloy had done ‘a great job’.The US Coast Guard said initialinvestigations indicated that theloss of power had been causedby blocked fuel lines on thetanker.PICTURE: US COAST GUARDNAV DEFECTS ON20% OF SHIPSNAVIGATIONAL safetydeficiencies were discovered on20% of the ships checked in aconcentrated inspectioncampaign in European ports.Provisional results of thethree-month programmeundertaken by the 27 memberstates in the Paris MoU on portstate control show that a total of1,872 ‘safety of navigation’deficiencies were detected during6,331 inspections.Inspectors said 81 checksresulted in a detention, and themost commonly found detainabledeficiencies were related tocharts, nautical publications, andvoyage data recorders.Flag states with the mostdetentions were Albania(28.6%), Egypt (18.2%), andSyria (14.29%).health and safetyDiver missed VSP blades by 3mCALLS for improvements inInternational Safety ManagementCode procedures have been made aftera diver came within just 3 metres ofthe rotating blades of a crane barge’spropeller — pictured right — in theChannel last June.The incident occurred when thediver’s air supply line got caught up inthe Voith Schneider propeller (VSP) ofthe Belgian vessel Norma during anoperation to replace a line marking theposition of a sunken German submarineoff the Varne Bank.The diver was dragged towards thepropeller after the ‘umbilical cord’ gotsnagged, and was just 3m from theblades when the vessel’s chief engineerstopped the propulsion motor. He wasrescued after cutting himself free andswimming to the surface.Accident investigators found thatthe vessel’s aft VSP had been left idlingon zero pitch, rather than beingstopped as intended. Although theDutch OOW had turned the steeringcontrol switch to the off position, thisdisengaged the control of the propellerpitch but did not stop it rotating.The officer did not know that theVSPs could only be stopped fromwithin the engineroom or by activatingthe emergency stop. Neither theOOW nor the master verified that thepropellers were stopped, or informedthe engineroom that diving operationswere about to commence.But investigations also revealedthat the propulsion control systemhad only recently been installed, andno procedures for its use had beendeveloped. No guidance on its operationwas available, and officers hadreceived no familiarisation training.A Marine Accident InvestigationBranch report on the case highlights anumber of shortcomings in the safetymanagement of the 2,371gt Norma,stating that ‘fundamental requirements’of the ISM Code had not beenmet. Although diving operations werea core element of the vessel’s work onthe wreck, references to them in thesafety management system lackeddetail and were not sufficiently robust.Diving operations had not beenidentified as a key shipboard operationby the ship manager or by externalaudit, and the MAIB also raisedconcern about the thoroughness of theshipowner’s internal ISM audit — asan interim DoC audit conducted justtwo days later raised 15 observations.The report urges the Maritime &Coastguard Agency to take a lead inimproving the guidance for divingoperations conducted from, or withinclose proximity to, merchant vessels.It also recommends that theInternational Association of ClassificationSocieties highlights to itsmembers the need to identify key shipboardoperations for vessels’ intendedand potential employment, and toensure that associated procedureshave been developed.Alert overfake unitsTHE SWEDISH marine safetyequipment manufacturer CMHammar has issued an alertafter fake copies of its H20hydrostatic liferaft release unitswere discovered on a number ofships.‘We have tested several ofthe copies. Not a single one ofthem worked properly accordingto SOLAS specification,’ itwarned. ‘The fake H20 will definitelynot release a life raft oran Epirb. We see this as a veryserious situation.’The company is urging seafarersand owners to check thattheir ships are not carrying thepirated parts. Serial numbersand production dates can be verifiedby contacting the companyat: info@cmhammar.comJ&N STACEYEx Tax Inspector at CardiffMarine – 20 years experiencewith seafarers’ tax● Personal attention● Electronic filing● Claims to FED & NR● Planning Service£150.00PER TAX RETURNCall us for a chat!D 08445 611 707 16 BURROWS CLOSE,WOBURN SANDS MK17 8SN⌨ EMAIL: info@taxaidforseafarers.co.ukFRIENDLY – FAST – ACCURATEUK FERRY FIRM TOLD TOREVIEW FLEET SAFETYMAIB ordered urgent checks following ‘chaotic’ scenes in Seatruck emergencyA UK ferry firm was told to makeurgent checks on the safe operationof its fleet following a groundingincident last year in whichaccident investigators highlightedchaos and complacency onboardone its vessels.A Marine Accident InvestigationBranch (MAIB) report onthe blackout and subsequentgrounding of the Seatruck Ferriesvessel Moondance last Juneuncovered problems including laxonboard routines, insufficientbridge and engineroom manninglevels, and poor communications,partly as a result of language andcultural problems between Britishand Polish seafarers.The Bahamas-flagged vesselgrounded following an electricalblackout while shifting from a laybyberth to the ferry linkspan atWarrenpoint in June last year.There were no injuries, but thevessel suffered severe distortion ofthe port and starboard rudderstocks.Investigators said the blackoutoccurred when the temperature ofthe freshwater cooling systemexceeded the trip threshold, causingthe generators to stop.They said the isolating valve forthe cooling system had been leftshut or only partially opened duringthe system reconfiguration fordeparture.Investigators said a better safety management system could have prevented last year’s grounding of the Moondance, aboveThe report describes the poorergonomics of the valve — pointingout that if it had been moreaccessible, and at waist or chestheight, it would have been easierto operate and to notice that it wasin a wrong position.But it also criticises checklistprocedures on the 5,881gt vessel— noting that engineers were inthe habit of carrying out the portdeparture procedures from memory,and filling in the form onreturn to the control room.It says the second engineerbecame ‘overwhelmed’ because hewas working under pressure andunsupervised during the criticaltime of preparing to leave theberth, and had failed to alert thechief engineer or master when thegenerator alarm went off.The report also criticises the‘potentially dangerous actions’ ofthe chief and third engineers instopping the main engines withoutapproval from the bridge, orknowing the navigational situation.Describing the ‘chaotic’ scenesin the engineroom, the reportsays the British chief engineerhad difficulty establishing hisauthority because the Polishengineers discussed fault-findingoptions in Polish without consultinghim.Adding to the problems was alack of lighting, because the emergencygenerator had failed to startautomatically as a result of a longstandingdefect that the chiefengineer was unaware of.The report highlights a seriesof ‘significant’ failures in the safetymanagement system, includinglack of guidance on bridge andengineroom manning levels, theuse and management of checklists,poor communications, andno advice on the CPP default pitchposition.As a result of the investigation,the MAIB chief inspector wrote toSeatruck Ferries calling for immediateaction to verify the safe operationof all its vessels — and inparticular to ensure they operateat all times with adequate reservesof stability — and to conduct anurgent review of its safety managementsystem.

MARCH 2009●✪ Nautilus UK Telegraph●✪ 13GROUNDED SHIP’SMASTER ‘TRYINGTO DO FOUR JOBS’A FLAG of convenience generalcargoship ran aground off theDanish coast because its masterwas trying to do four jobs at once,according to an investigation intothe accident.The Maltese-registeredMirabelle is pictured left aftergrounding at low speed soon afterleaving the port of Svendborgwith a timber cargo lastDecember. The 3,113gt vesselwas refloated two days later, andno damage was found.But a Danish Maritime SafetyAuthority report on the incidentrecommends changes to theship’s safety managementsystem to ensure masters areassisted on the bridge duringdepartures and arrivals.Investigators said the masterof the Norwegian-operatedMirabelle had been alone on thebridge because two other officersand the three ABs were on thedeck for mooring operations.He was unfamiliar with thearea, it was dark, the channelwas narrow, and the depth of thewater was close to the ship’sdraft, the report states. ‘He wasmanoeuvring the ship, he washelmsman, he was navigating inthe leading lights and using thesearchlight to see the dark buoys,which marked the boundaries ofthe fairway.’The Mirabelle grounded aftermaking a turn some 300m beforethe planned turning position.Investigators said the master wasunable to explain why thishappened — but the reportblames the accident on the factthat he was doing four things atonce.The report calls for the use ofpilots in such circumstances.health and safetySEAMANSHIP ALARM OVERANCHOR-DRAGGING CASESTanker grounding case off the Isle of Wight sparks MAIB call for improvements in officer trainingSTANDARDS of seamanshiphave been called into question followinga report on the groundingof a tanker which dragged itsanchor in severe weather off theIsle of Wight last year.Nautilus UK says the incident— which involved the 11,300dwtSwedish-flagged tanker Astral —highlights problems with the useof crewing agencies in the globalmaritime labour market.And the Marine AccidentInvestigation Branch hasresponded to the case by issuing asafety flyer to the industry,expressing concern at the numberof anchor-dragging incidents andcalling for improvements in companyprocedures.The MAIB said the frequencyof such accidents — 21 cases ofships grounding in UK watersafter dragging anchor since 1992alone — indicates ‘the possibilityof an absence of knowledgeamong many deck officers in theseamanship and navigation procedurerequired for safe anchoring’.The Astral incident occurred inthe early morning on 10 March2008 as the ship — which was carryinga 9,800 tonne cargo of dieseloil — was waiting to berth at theFawley terminal.The MAIB criticised the anchoring procedures adopted on the tanker Astral, aboveAs the wind increased to force10, Astral began dragging anchor— but investigations found thatthe watchkeeping officer was notaware of this until contacted bySouthampton vessel traffic services,and the vessel had been movingfor 20 minutes before theOOW alerted the master andasked the engineers to prepare theengines.Despite efforts to proceed tosea, the Astral continued to driftand grounded on Princessa Shoal.The hull was dented and there wasextensive damage to the rudder‘Bad habits’ blamed forblaze on containershipACCIDENT investigators haveblamed the ‘bad habits’ of a containershipcrew for causing apotentially catastrophic fire ontheir ship last year.They found that seafarersserving on the Marshall IslandsflaggedMSC Lugano had beensmoking in the engineroomagainst company policy and thata discarded cigarette butt was alikely cause of the blaze.The Australian TransportSafety Bureau (ATSB) probeconcluded that the fire probablystarted in an area where old oilyrags and cotton waste that hadbeen used to clean up theengineroom were being stored.The report notes that it wasan ‘extremely dangerous practice’to keep such waste in theengineroom — with the risks offire being increased because thestorage drums were kept nearother drums containing hot ashfrom the ship’s incinerator.The ATSB said the crew’sattempt to control the blaze withthe use of fire hoses was ineffectiveand a delay in closing a skylightallowed the fire to continueto grow in size and intensity.The report criticises the masterfor not using the carbondioxide fire-extinguishing systemuntil 50 minutes after thealarm had been raised. The3,032TEU MSC Lugano lostpower as a result of the blaze,and came within five miles ofgrounding on rocks off the westcoast of Australia.Investigations also revealedthat the ship’s emergency electricalpower distribution systemdid not meet SOLAS requirements.As a result, the fire interruptedthe supply of electricalpower to the emergency firepump.PICTURE: MAIBand steering gear, but the shipremained watertight and therewas no pollution.The MAIB report on theincident highlights a lack ofanchorage planning, ineffectivemonitoring of the ship’s position,and the vessel’s inability to departLeisure sailorsto face ‘drinkdrive’rulesTHE UK government haslaunched a consultation on plansto bring in ‘drink-drive’ rules forleisure mariners.The Department for Transportsays it plans to subject thoseresponsible for the navigation ofleisure vessels to the same rulesthat govern merchant seafarers —an alcohol limit of 80 milligramsper 100 millilitres of blood.The consultation seeks viewson proposals to exempt non-professionalmariners on ships whichare less than 7m and a maximumdesign speed of 7 knots or less.Announcing the consultation,shipping minister Jim Fitzpatricksaid the government took alcoholabuse at sea very seriously.the anchorage when required.Also questioned is the Swedishmaster’s decision to remain atanchor in winds forecast to exceedthat in which the vessel couldsafely recover anchor and leave.Another factor was the FilipinoOOW’s difficulties in fullycomprehending the VTSO’sEnglish. ‘While the inference ofthe VTSO’s language wouldnormally be understandable to anative English speaker, theimplications of the operator’squestioning were not recognisedby the Filipino 2/ON and vitalminutes were lost before he tookeffective action,’ the report says.The MAIB said the Astral’sowners, Rederi AB VeritasTankers, had experienced recruitmentproblems because of fleetexpansion.On the Astral, the senior officerswere all European — mainlySwedish — permanent employees,but all junior officers and crewwere Filipinos sourced throughmanning agents.The report says the ship’s managershave undertaken to ‘conductan additional pre-employmentassessment of all officers recruitedvia manning agencies’ and havetaken action to improve anchoringprocedures on their vessels. It calls on owners and operatorsto review their ship safetymanagement system proceduresfor anchoring, and on ABPSouthampton and the Portsmouthharbourmaster to provideguidance to their VTSOson the use of language andterminology.It also urges the InternationalAssociation of MarineInstitutes, and the Association ofMarine Educational and TrainingInstitutes Asia-Pacific Regions, toensure that deck officers gain‘effective’ instruction on navigationplanning for anchoring, thelimitations of anchoring systems,and command considerations forsafe anchoring.‘Such recommendations shouldnot be necessary for marineprofessionals, and are allcovered in UK certification training,’Nautilus senior national secretaryAllan Graveson pointedout.The incident, he added, ‘onceagain demonstrates a failure of theISM Code and auditing procedures,as well as the potentialproblems associated with employingofficers by a manning agencywhere cost considerations ratehigher than professional skills andprofessionalism’.

14●✪ Nautilus UK Telegraph●✪ MARCH 2009OFFICERS FINED FOR OILYWASTE FALSIFICATIONSTHE MASTER and chief engineer of a flag ofconvenience bulk carrier have been fined bya US court after admitting the falsification ofoily waste records.Capt Nestor Alcantara, master of thePanamanian-flagged vessel Quantum, wassentenced to three years’ probation, andfined US$1,000. Chief engineer AlfredoOnita was also put on probation for threeinternational newsbriefly...Mixed results: French Channel ports have reported a mixedset of results for 2008. Calais passenger loads fell 4.5% to 11m,while freight was down 2.3% to 37.4m tonnes. Boulogne faredbadly, with a 26% freight traffic fall, and Caen-Ouistrehamrecorded a 7% slump in freight. Dunkirk said freight was upby 1%, and Dieppe announced a 21% rise in freight and 1.1%more passengers.Czech lead: the landlocked Czech Republic has sought thehelp of France and Sweden to chair the European Union’smaritime working groups during its presidency. The threecountries are expected to agree to a joint approach on suchissues as revision of the Marco Polo shortsea scheme andprogressing the EU’s long-term maritime policy package.Wärtsilä slump: leading ship engine maker Wärtsilä couldlose up to S800m as a result of cancelled orders. Although thecurrent orderbook is at a record high, around 11% of the total— which includes engineering services and shore powerplants — has been cancelled in response to the downturn.years and was ordered to pay a $500 fine.The two Filipino seafarers could have beenjailed for up to 11 years for the offences,which came to light after a US Coast Guardinspection of the 14,600dwt Quantum in theport of Philadelphia last July found evidencethat the pollution prevention equipment wasnot working properly and that the ship haddischarged oily waste directly overboard forat least the previous two months.The vessel’s Greek managers, PendulumShipmanagement Inc, were fined $1.3m forconspiring with the crew to falsify the oilywaste records.PICTURED right is the new BrittanyFerries’ vessel Armorique, whichentered into service on the Plymouth-Roscoff route last month.The company said the £100m‘cruise-ferry’ signals its confidence inthe route — which was the first to belaunched by Brittany Ferries, some 37years ago — at a time of economicgloom and uncertainty.Built at STX Europe’s Helsinki yard,the French-flagged vessel operateswith 120 crew and can carry up to1,500 passengers, 60 articulatedlorries, and up to 500 cars, with aservice speed of 23 knots.Specially designed for thePlymouth-Roscoff service, the22,542gt vessel features a hull designand state-of-the-art equipment tomaximise fuel efficiency and minimiseCO2 emissions.Amorique’s two joint masters —Capt Patrick Denez and Capt LionelBarbançon, both of whom joined thecompany in 1986 — said that they andthe crew were very happy with thequality of the equipment and facilitiesonboard which are ‘beyondexpectations’BROSTRÖM BOTHERPICTURED left is the French-flaggedchemical tanker Bro Etienne, one of 24Broström France Tankers. The seafaringunion CGT has expressed concern aboutthe jobs of French officers in the fleetfollowing the takeover of the Broström fleetby Maersk Product Tankers. The unionfears the deal — which makes Maersk theworld leader in refined products transport— will result in rationalisation of the twofleets and job losses.PICTURE: ERIC HOURIBRITTANY NEWBUILD BEGINS WORKSNCM addition: Marseilles-based ferry operator SNCM hasadded a new vessel to its Mediterranean fleet following theS75m purchase of the 29,968gt Pasiphae Palace from Greekoperator Minoan Lines.Breaking up: the ‘big three’ Japanese car carrier operators arereacting to the financial crisis by sending their oldest tonnageto be broken up — resulting in some 10% of their joint fleetsbeing scrapped.Grimaldi expansion: Grimaldi Naples — Europe’s largest rorocompany — has increased by nine to 30 the number of itsMediterranean ‘motorways of the seas’ routes.CMB delays: the Belgian dry bulk specialist CMB says it mayhave to delay delivery of some of the vessels it has on orderfollowing a fall in profits.French cuts: nine French seafarers have lost their jobsfollowing the sale of the La Navale Française chemical tankerfleet to Eitzen of Norway.NEW Centre now open in ANTIGUAALL THROUGH THE SUMMEROPENMARITIME TRAINING(PLYMOUTH)STCW ’95NVQ Marine Vessel Support Level 2 (Deck & Engineroom)NVQ Marine Vessel Operations Level 3 (OOW)NVQ Marine Vessel Operations Level 4 (Chief Mate)MCA Oral Exam PreparationShip/Port Security TrainingPSSR & Basic Safety TrainingMedical First Aid / Medical Care Aboard ShipGMDSS (ROC, LRC, GOC)Firefighting – Basic & Advanced • NARAS (O) and (M)ARPA and Ship Simulator • Efficient DeckhandMARITIME TRAINING (PLYMOUTH) LTDMarine Skills Centre • Cumberland Road • Devonport • Plymouth PL1 4HXTel No: 01752 606633 • Fax No: 01752 567436Email: mtp@plymouthmaritimetraining.co.ukJAILED OFFICER DIESCoral Sea’s chief mate was ‘a victim of criminalisation’, says ITFUNION officials have paid tributea Lithuanian ship’s officer who hasdied within a few months of beingreleased from prison in Greeceafter drugs were found in a cargoof bananas unloaded from his shipin July 2007.The International TransportWorkers’ Federation said it consideredthat Konstantin Metelev— chief mate of the refrigeratedcargoship Coral Sea — had been‘another victim of the undeservedcriminalisation of seafarers’.Union alarm overSeaFrance jobsSEAFARERS serving with theChannel operator SeaFrancehave expressed concern at plansto make up to 650 redundanciesas part of a cost-cutting scheme.In a letter to the company’semployees last month, newSeaFrance chairman Pierre Fasaid the firm expects its 2008result to show a S27m deficit andneeds to restructure its Calais-Dover operations in response tothe economic downturn.The restructuring planwould lead to the withdrawal ofthe SeaFrance Cézanne and theolder freight ferry Nord-Pas-de-Calais from service — reducingthe fleet to the three newest passengerferries.According to the letter, thiswould mean a reduction of 650of the operator’s 1,700 jobs —affecting both seafarers andshore staff.SeaFrance had originallyproposed a total of 300 joblosses, but the board of its parentcompany, SNCF, rejectedthis and called for a more radicalrestructuring.Meanwhile, while rumoursabound as to the possible sale ofSeaFrance to a private operator.Thierry Roy, the CGT union’srepresentative on the board,said SeaFrance must stay inSNCF to be able to fulfil its roleas an intermodal link to the railways.Together with the master andbosun, Mr Metelev had beendetained in Greece for a year andrefused bail after cocaine was discoveredin a shipment of bananasdischarged from the Coral Sea.Mr Metelev and the bosunwere both acquitted at trial lastJuly — but the ship’s master, CaptKristo Laptalo, was sentenced to14 years in jail. He served fourmonths of his sentence beforebeing freed last November afteran appeal court quashed his convictionand cleared him of allcharges.Although he was acquitted inJuly 2008, Mr Metelev was unableto return home to Croatia immediatelybecause of ill health. Hehad been transferred to theprison’s hospital ward in April,suffering psychiatric problems.ITF Croatia coordinatorPredrag Brazzoduro said the officerhad ‘shut himself off from theoutside world’, and been refusingfood and medical treatment.‘Due to irrational chargesbrought against him, Konstantinwas convinced there were nomeans whatsoever to prove thathe had not been and couldn’t havebeen aware that there were narcoticshidden inside the cargo, andconsequently he responded withanother irrational act,’ he said.‘As for me and all the seafarersaround the globe, the question is:how many more lives are yet to belost for seafarers to get protectionfrom criminalisation?’, he added.Over 70 years service443 Endyke Lane, Hull HU6 8AG Personal callers welcomeMerchantNavyUniformsBraidCadetsCollege WearALL FROM STOCKFull knowledge of uniform requirements, a complete & reliable service.Tel: 01482 852131 Fax: 01482 805850email: lenbeck@lenbeck.karoo.co.ukwww.lenbeck.co.uk

MARCH 2009●✪ Nautilus UK Telegraph●✪ 15DANISH UNION INBATTLE OVER TAXTHE DANISH navigators’ unionhas joined a broad range ofmaritime organisations opposingproposals to make seafarersserving under the country’s DISinternational register eligible for aspecial 8% labour market tax.A government-appointed taxcommission has recommendedinternational newsSEA MALTA SEVERANCEFIGHT GOES TO COURTSEAFARERS have gone to the courts in the lateststage of a long-running battle to secure severancepayments following the liquidation ofthe ferry company Sea Malta more than threeyears ago.A Maltese appeal court hearing before threejudges last month heard the case for the seafarers,including several Nautilus members, tobe paid their terminal benefits in accordancewith the collective bargaining agreement.Officers and ratings employed by the stateownedferry firm lost their jobs when theMaltese government controversially decidedto privatise the services, which link Malta withFrance, Italy and Tunisia.Sea Malta — which had run the services formore than 30 years — was replaced by theItalian operator Grimaldi. Sea Malta seafarerssaid that the crews on the new services werethat seafarers on DIS-flaggedships should pay the tax —introduced to raise additionalrevenue on top of income tax —along with the rest of thepopulation.But the union has warned thatthe proposal could lead to a lossof jobs for Danish seafarers —who currently pay no income taxunder the national net wageagreement — as it would makethem more expensive in theinternational labour market.Nautilus backs European Parliament protest over denial of rightsemployed on far less favourable conditionsthan those provided for in the ITF affiliatedGeneral Workers’ Union (GWU) collectivebargaining agreement with Sea Malta.The seafarers have been forced to take aseries of costly court challenges in an effort torecover the money — including having to fighttwo court appeals by the liquidators and a continuingclaim in respect of the proceeds fromthe auction of the vessel Maltese Falcon.At last month’s hearing, their lawyer arguedthat the court should uphold the MLira1.04m(£2.11m) awarded by a previous court judgement— and to reject counter arguments that itis not a ‘privileged claim’ in accordance withthe Merchant Shipping Act. This would ensurethat the seafarers are ranked before all othercreditors seeking a share of the sale of SeaMalta’s assets.The court of appeal was adjourned forjudgement, which is expected to be deliveredon 27 March.Nautilus UK assistant general secretaryMark Dickinson described the case as ‘outrageous’and said it was clear that the Malteseauthorities had sought to derail the seafarers’claim with the use of delaying tactics and complexlegal processes.‘It was bad enough that they were put out ofwork, but then they have been forced to fightfor what should be theirs by right, and naturaljustice demands that they are paid their entitlements,’he added.Some of the seafarers were Nautilus members,and the Union is now supporting movesto take the seafarers’ case to the EuropeanParliament, to highlight the breach of theirrights under local, EU and international laws.BUTTERFLY EFFECTFROM CMA CGMPICTURED left is the 9,660TEUnewbuilding CMA CGMButterfly, arriving in the Frenchport of Le Havre on its maidenvoyage last month.The 113,000gt Liberianflaggedvessel — which is one ofthe largest ships in the Frenchcompany’s 389-strong fleet —briefly...was built in South Korea byHyundai, is powered by a Sulzer12RTA96C main engine, andhas a 24-knot service speed.CMA CGM Butterfly has beendeployed in the company’s FAL2Asia-Europe service, which isoperated in partnership with theChina Shipping Container Line.Vessels on the FAL2 servicehave been adding seven days totransit times to avoid the cost ofsailing through the Suez canal.STORY & PICTURE: ERIC HOURIChannel concern: the future of HD Ferries’s services betweenFrance and the Channel Islands looks increasingly uncertain.The high-speed services were suspended last September andthe company, established in January 2007 following thewithdrawal of Emeraude Lines from the routes, claims theywill resume this spring but has given no further details.German switch: German owners say they have honouredtheir pledge to bring more than 500 deepsea ships back to thenational flag following the government’s agreement tocontinue providing tonnage tax and employment supportmeasures. But they have warned that the economic downturnmay make it hard to add a further 100 ships this year.Japanese pledge: ten Japanese shipping companies —including the three largest: NYK, MOL and KKK — havepromised to switch almost 100 ships to the national registerover the next four years after a tonnage tax scheme is broughtin next month.LD boom: French ferry firm LD Lines reports a ‘very good year’on its Le Havre–Portsmouth route, with a 57% increase inpassenger numbers in 2008. Freight traffic was up by 10%.Italian strike: dock workers in Italy staged a one-day nationalstrike last month to protest about poor workplace safety,which has led to a series of deaths in the country’s ports.New service: a new shortsea shipping service between Italyand Spain has been established with some S4m of EuropeanUnion backing to shift freight from roads to water.Norwegian dispute: Norwegian seafarers sailing under thecountry’s NIS international register were set to take industrialaction late last month after pay talks broke down.Chinese crew rewarded for fighting off piratesA SHANGHAI shipping company hasrewarded 30 seafarers with US$10,000each after they successfully fought off apirate attack in the Gulf of Aden.The seafarers were onboard the26,650gt heavylift vessel Zhen Hua 4 inDecember when nine pirates, armed withrocket launchers and machine guns,boarded their ship off Somalia.The seafarers locked themselves incabins, and used fire hoses and improvisedmolotov cocktails to keep the attackers atbay for six hours. Foreign warships andhelicopters were contacted and eventuallyhelped the crew of the St Vincent-flaggedvessel to force the pirates back to theirboats some five hours after the attackbegan.The crew received their rewards in aceremony at Changxing Island Port, aftertheir vessel returned to Shanghai lastmonth, to be welcomed by a big crowd.Guan Tongxian, president of theShanghai Zhenhua Port MachineryCompany said the rewards reflected thecourage of the seafarers.The ship’s master, Captain PengWeiyuan, said the response was the resultof careful training, with the crew beingdrilled on counter-piracy procedures morethan a week before Zhen Hua 4 entered thehigh-risk waters.China has since sent two navaldestroyers and a supply ship to the Gulf ofAden to protect Chinese merchant vesselsand crews.US seafarers protest over medical delaysUS SEAFARERS are being urged to protestover delays in their medical certification procedureswhich have caused a backlog of morethan 4,000 cases.The Masters, Mates & Pilots (MMP) unionsays changes to the system mean that the timetaken to process mariners’ medical evaluationshas more than doubled — from fewer than 40days to 89 days.MMP says the hold-ups are the result of aUS Coast Guard move to introduce centralisedmedical vetting procedures in the second halfof 2008. Under the new system, the agency’sNational Maritime Center determines seafarers’‘fitness for duty’ based exclusively on testresults, without ever actually seeing themariners.MMP, other seafaring unions and someindustry groups had warned the USCG that themedical review system would quickly becomeblocked by the volume of applications and theunnecessary medical tests and evaluations itrequires.The union — which warns that the delayscould mean lost work opportunities and financialhardship for mariners and their families —is backing proposals for new legislation to createa designated list of qualified medical examinersto perform physical exams and certifymariners as being fit for duty.Lairdside Maritime CentreGMDSS/SAR OPSHow up to date are your skills?Would you be effective in a Search and Rescue situation?GOC/ROC and Search & Rescue courses available• Escort Towing & TugSimulation• Ship Handling & PilotTraining• MCA Yacht Crew Training• ISPS Code (SSO, PFSO, CSO)• High Speed Navigation• Full range of STCW95courses including:ECDISBridge Team ManagementGMDSS (GOC, ROC, LRC)Basic Safety TrainingMedical First AidMedical CareAdvance Fire FightingPSC & RBTraining for InstructorsPLUSSimulator based study ofproposed Port DevelopmentsAccident investigation by simulationSpecial courses configured to client’srequirementsfor further informationwww.lairdside-maritime.comt: +44 (0)151 647 0494f: +44 (0)151 647 0498e: lairdside@ljmu.ac.uk

16 ✪ ●Nautilus UK Telegraph ●✪ MARCH 2009Have yoursay: onlineLast month’s poll asked:Do cases such as the jailing ofthe ‘Hebei Two’ cause you toquestion your future at sea? Asthe Telegraph went to press, thepoll showed an emphatic result:68.9% Yes31.1% NoThis month, we want yourviews about the research intothe officer shortage (page 1):Do you agree with theDrewry research reportconclusion that officershortages will continue todrive up wages?Vote now, onwww.nautilusuk.orgFather rose tothe top withoutsitting a ticketI WAS very interested to read theships of the past article by BobWilson regarding the ss Anglo-Canadian in last month’s edition.My father, Robert JohnRobertson, served on her asWhat’s on your mind?Tell your colleagues in Nautilus UK — and the wider world of shipping — through a letter to the Telegraph.Keep to a limit of 300 words if you can — though longer contributions will be considered.✪ You may use a pen name or just your membership number if you don’t want to be identified — say so in anaccompanying note — but you must let the Telegraph have your name, address and membership number.✪ Send your letter to the editor, Telegraph, Nautilus UK, 750-760 High Road, Leytonstone, London E11 3BB,or use head office fax 020 8530 1015, or email telegraph@nautilusuk.orgAB and latterly bosun. Thereare six entries in his dischargebook from 21/4/31 to 16/4/34.The various entries includeSouth Shields, Birkenhead,Sunderland, and Hull, and allare listed as foreign going andone notated as Australia andNew Zealand.He was born in Yell,Shetland, in 1908 and diedin 1990. After finally leavingher, he got a job on the Earl ofZetland, which traded fromLerwick round the north isles ofShetland, until he was appointedassistant harbour master atLerwick in 1948, until he retiredin 1973.He never sat for a ticket, butsuch was his knowledge that hewas left in charge of the port forsix months when the harbourmaster, Captain Inkster, wenton extended vacation to NewZealand about 1952.CECIL ROBERTSONmem no 997048HMRC to blame forattack on our taxIN RESPONSE to the OM’s letter that was publishedin the Telegraph letters page, January 2009.‘My’ boat (or should I really say ‘the company’s’boat) enjoys an excellent relationship between theproject and marine crew. We work together as ateam, to complete projects safely and profitably.Laurence’s comment on the choice of vesseldestination — being ‘his and not the master’s’ — isodd. There are very few masters in any part of theshipping industry who choose the vessel’s nextdestination; this is up to the charterer/client. In termsof the offshore industry, the OM is effectively theclient and therefore decides on the destination (thisis accepted on any offshore vessel I have worked on,and is not envied).As far as the disparity of wages between projectand marine; I agree that this shouldn’t be a ‘bone ofcontention’, as people who are so annoyed about itshould do what is available to anyone working in theindustry, and vote with their feet. However, Laurencecannot disagree that there are a lot of offshorecompanies who treat the marine crew as a necessaryevil, and not an integrated part of the company.Whilst I agree with most of the contents ofSED rulesTHE new HMRC SEDguidelines are due outthis month — more on thewebsite: www.nautilusuk.orgMARINETAX SERVICES(CARDIFF) LTD complete servicefor mariners run by certificatedex-officer qualified accountantsalways available computerised100% claims andforecast projection will writing serviceavailable26 High Street, Barry CF62 7EB,South Glamorgan, UKTel. Barry (01446) 739953MARINETAX@YAHOO.COMEstablished 1974PLEASE find enclosed a copy ofa letter I have written to LloydsTSB with regard to the shabbytreatment that we, as merchantseamen, receive from majorbanking establishments.I feel sure that other seamenand persons who work offshoreencounter similar problems. Themajor financial establishments,as far as I know, have nounderstanding of the difficultieswe endure with communicationswhen at sea.I feel that many financialproblems fellow seamenencounter are not necessarilycaused by negligence onthe seafarer’s behalf, but bythe lack of understandingof their predicament by theestablishment.Is there any way we canchange this?Further to my previouscomplaint dated 9 November2007, I unfortunately haveencountered an even greaterproblem of late.I have returned from sea andhave received my first ever bankstatement from my internationalaccount to this address. I have,Laurence’s letter, I find it unusual that he is‘surprised’ by comments made by my fellowseaman since the PSA case came to light (andthe subsequent threat of removal of the SED). I,personally, do not blame project personnel for thethreatened removal of the SED — I blame HMRC.The SED was originally provided to encouragemerchant seaman back to sea, to ensure thatthe necessary maritime skills were available intimes of conflict. The fact that some non-marinepersonnel use a loophole to claim the SED is fine byme (I would probably do the same). However, thegovernment wishes to close this loophole, and indoing so, will affect the very people that the SED wasintroduced for. Obviously, this is going to annoy somepeople!Yes, a united front is desirable at this moment intime. However, please don’t be offended if Nautilusmembers continue their support of the Union’s goal— the SED just for merchant seaman, regardless oftheir industry.To be surprised is to be uninformed.IAIN SINCLAIRChief Engineer, mem no 180233to my knowledge, informedLloyd’s TSB of my change ofaddress at least twice manymonths ago.It has only just come to myknowledge that a standingorder for the amount of 300pounds sterling has mysteriouslyceased. This was agreed by yourcollection department to payoff my outstanding credit cardarrears. I am now obviouslyconcerned that a huge amountof interest may have accruedwithout my knowledge.My point is this… whoauthorised my standing orderto be annulled? Why didn’tthat person contact me formy authorisation? Is thenincompoop responsible going topay the interest, if any, that hasaccrued on that account? I amcategorically informing you nowthat I refuse to pay any chargesor interest that have beenadded to that account withoutany person informing me ofchanges to my status. I willfight your establishment toothand nail with as much poweras I can muster in the way ofombudsmen, merchant seamenCOST-CUTTING CAUSING CARGO LOSS?ONCE again we see this business of a shiplosing her deck cargo (mv Sinegorsk, FebruaryTelegraph).Until my retirement, I was shore riggersuperintendent in Sheerness docks. My ladswere the best in the country, notwithstandingthat on many occasions we were directed andtold what requirements were in securing thecargo by the cargo superintendent, only to betold by the master or chief mate to cut back ongrounds of cost — despite the time of the year anddestination.Shabby treatment of seafarersunion, lawyers and governmentif it should so be!I telephoned long distancelast week to try to resolve thismatter, and, after being put onhold and queuing for the bestpart of half an hour, the bestresult I could achieve was forsomebody to investigate andcorrespond with me when aresult is established. The costof the call is phenomenal andI will produce the phone billif requested. I asked for youroperator to return the call, but,was refused. This grieves meas I am trying my hardest to getto the bottom of this problem,but, your establishment will onlycooperate at my expense!I am currently awaiting ordersto return to sea any day now soany correspondence coming myway will not be addressed untilmy return… Back to the oldproblem, eh?Please, I beg you toinvestigate this situation andput my mind at rest before I gocompletely insane!EDWARD KAYTHE annual Colwyn Bay WirelessCollege reunion will take place onthe weekend 20-23 March at theCounty Hotel, Llandudno.All ex-students and partners arewelcome.The losing of deck cargo is down to both thechief mate and the master, for not seeing that thecargo has sufficient lashing and securing claims.All deck cargo should be secured by claims, andthe people I found in my time to be the mostparticular in wanting just about everything wereIndian and German. You name it, they wanted it.As I see it, and read it in the Telegraph, theproblem is the owners — who, unlike yesterday,want blood and flesh. Nothing seems to alter.E.W. SHANNONA reunion for radio officersMore information from:dahdedah@wirelesscollege.freeserve.co.ukR. JENKINSmem no 428009The complete uniform solutionVisit our new website: www.miller-rayner.co.ukFor more information on how we can dress your officers & crewT +44 (0)23 8033 3771 E sales@Miller-Rayner.co.uk W www.miller-rayner.co.ukMiller Rayner.indd 10 x 2.indd 1 1 27/1/09 6/1/09 11:14:0 15:37:1

Privates on parade beforebeing allowed ashore in USTHE CURRENT difficulty with obtaining shore access in thenow paranoid USA affords me a wry smile.The reason is that during my early days at sea we werewarmly welcomed at US ports and granted unlimited shoreaccess. However, there were a few ports where grantingshore access to a seafarer depended solely upon what hecarried in his trousers. I cannot speak for female seafarers, asI didn’t sail with any.On arrival at such ports, the ship’s complement were linedup on deck and ordered by an immigration official to exposetheir genitals. These were then visually examined by a doctor,aided by prodding each set with a stick. The master andofficers were examined and prodded in private, of course.Those who showed no signs of what are noweuphemistically called ‘sexually transmitted infections’ weregranted shore access.Seafarers being seafarers derived enormous amusementfrom this practice, naming it ‘short arm inspections’.Carefree days!J.R. DURNFORDMaster Mariner (retd)MARCH 2009 ✪ ●Nautilus UK Telegraph ●✪ 17Shipmates reunitedWISH you’d kept in touch with that old colleague?Why not try Shipmates Reunited? Nautilus UK’s electronic friend-findingnoticeboard is still going strong after seven years, and it gets regular hitsfrom seafarers all round the world. Maybe someone’s looking for you. Tofind out, go to www.nautilusuk.org and click on the link from our homepage.And if you want to put a posting on Shipmates Reunited, simply send yourmessage and your contact details to webmaster@nautilusuk.orglettersThe view from MuirheadFatigue remains thegreatest risk at seaCase shows need forgood anchor watchMUCH has been written aboutthe outrageous treatment metedout by the Korean courts to the‘Hebei Two’, who I understandhave now returned to their lovedones on bail.However, the reasons forthis treatment appear to havebeen generally ignored — butI have read in one publicationthat the ‘court’ considers thatthe incident could have beenavoided if the Hebei Spirit hadslacked back on her anchorcable. Thus, the implication isthat the vessel was not in factmaintaining an anchor watch. Ifthis is so, then the Koreans havegood grounds for their actions.In my experience, it seemsthat many ships nowadays onlymaintain a gangway watchand the seamanlike practise ofhaving an officer of the watchon the bridge with a lookouthas been abandoned. This iscertainly the case in the KoSichang Deep Sea Anchorage,where I reside...ROGER WOMERSLEYmem no 310660Special Offer for Nautilus MembersFREE Sample Copy*Warships International Fleet Review is a monthly magazinewith a focus on the latest updates in the world’s navies.Price £3.80 from all good newsagents.Write to: HPC Publishing (NTL), Drury Lane,St Leonards-on-Sea, East Sussex,TN38 9BJOr Email: subs@hpcpublishing.comPlease mention Nautilus when replying*1 free sample copy per household.www.warshipsifr.comAS ALWAYS, I was pleased to receive mylatest copy of The Telegraph and was mostinterested to read the letter from member180282 (‘Safety slip-up marred an excellentTV show’ — February).When working in an engineroom, glovescan actually be a hazard, as they do notalways provide a firm grip on one’s tools. Theycan also get caught up on projections, etc,but in some circumstances they do have theiruses. Long sleeves are also hazardous as theycan also get caught up in moving machinery.In the days of the old steam reciprocatingengines nobody would dream of wearinglong sleeves when feeling around the bottomend bearings of a rotating engine, as onewas required to do, at half hourly intervals.This was to ensure that bearings were notoverheating, and a sleeve would have beencaught up and dragged the operator into themachinery.Incidentally, my maternal grandfather lostan arm when his overall sleeve was draggedinto a printing press he was operating, in1908. Hard hats can be most uncomfortable,especially in very hot conditions. But‘toetector’ shoes should always be worn ratherthat flimsy footwear.The article on enclosed spaces is also ofinterest. During my early days at sea someships in which I served carried a couple ofminer’s safety lamps. These were used to testthe atmosphere of enclosed spaces before anyentry was attempted. A bit crude, perhaps, butvery effective.In my later years in a tanker, we hadsome quite sophisticated gas testers tocheck for various gases and those who wereto enter first wore breathing apparatus andcarried a pocket-sized low oxygen alarm.These alarms could only be switched off byremoving the battery, by means of a specialkey. The batteries were removed after use andmaintained on a charger, to ensure that theywere always fully charged before use.The greatest hazard, at sea, is still fatigue,and I campaigned on this matter for manyyears, including my 22 years service onCouncil. Recent surveys have shown that adrowsy, or fatigued, driver is a greater roadhazard than a drunken one! Surely this alsoapplies to a ship operator, deck or engineroom.Keep up the good work and get some sort ofinternational rule on this matter.HENRY TOPPINGmem no 46178Belgian flag is an FoCWITH reference to the articleabout the Belgian merchantmarine published in theDecember issue of Nautilus UKTelegraph, I wonder whether it ismeant to be sarcastic or if you aregenuinely sharing the hypocrisyof the so called ‘experts’ youare referring to. Here is anotherexpert opinion, mine, a Belgianmaster of 30 years.That word, competitive,is used without moderationin the shipping industry.Competitive at what price tothe European seaman, whencalculated in human misery anddisappointments?Is it possible that you do notknow that millions of tons of bulkcarriers under the Belgian flagare sailing without one Belgianon board, not because thereare no candidates, but becauseBelgians are considered tooexpensive.The company which operatesthese bulk carriers, as well asthose of other Belgian owners,accept our CVs when we applyfor a job but never follow up. Thebranch manager, a woman, toldme that they had assured theirprincipals that they would notemploy any Belgians...There are Belgian reeferswithout one Belgian master, andno Belgian officers are employedthere. Then, what about awell-known ferry companyoperating between Belgium,the Netherlands and the UK.They have ferries sailing underthe Belgian flag with Ukrainianmasters and crew and they haveferries under the Luxembourgflag, some with a few Belgianmasters, remnants of a formerdisused parent shippingcompany. All this because theowners of that ferry company donot want new Belgian officersand they refuse to have anythingto do with the official Belgianemployment body: the Belgianpool for seamen, which may aswell be relocated to the maritimemuseum.What else is left to say?...That there is something rottenin the kingdom of Belgium?That the people of Antwerpknow no shame? It is certainthat everything there is for sale,including a so-called ‘tough tradeunion’. The few remaining goodguys, like the Maritime Police nolonger have a say anymore. Allorders come from Brussels, rued’Arlon.I have been talking to theseshipping company directors andapparently we do not understand‘The Great Plan’.Certainly too manyirregularities are committedthere in the name of economiccompetition. It is sickening.Where are the laws protectingthe Belgian seaman? Are theregulations just for show?It is the opinion of manyBelgian masters that the Belgianflag should be declared a flag ofconvenience instead of beingwaved as a flag of success.Capt CHRISTIAN ROSETHE ROYAL ALFREDSEAFARERS’ SOCIETYBELVEDERE HOUSE providesquality nursing care, residentialand sheltered accommodationprimarily for Seafarers and theirdependants offering modern ensuite rooms and sheltered flatsset in 14 acres of lovely Surreycountryside. For furtherinformation, please contact theChief Executive, CommanderBrian Boxall-Hunt OBE,Head Office, Weston Acres,Woodmansterne Lane, Banstead,Surrey SM7 3HA.Tel: 01737 353763www.royalalfredseafarers.comReg Charity No 209776 Est 18655 x 2.indd 1 27/1/09 16:00:53Royal Alfred 6 x 2.indd 1 11/2/09 09:17:1

Certificate No FS 30811BS EN ISO 9001: 200018 ✪ ●Nautilus UK Telegraph ●✪ MARCH 2009Offensive letter is not the sortof thing this industry needsIN THE January Telegraph there was a letter from a ‘Laurence’relating to SED. Is this letter fabricated by the Union tostimulate readers’ response? Or, is this guy real? Moreimportant, I very much doubt he is a member of our unionand, if such is so, I would like to know why the letter waspublished?I would also like to know his address, not so that I can goand visit him, but to actually find out where ‘Cuckoo Land’ is!I find the letter offensive, I find the man ignorant withreaders’ lettersideas way above his station in life (certainly above his stationonboard) and I think this is not the type of blatant troublemakingthat we, in this industry, need. He does not have aboat as he puts it, and after that letter he certainly does nothave any marine friends either.mem no 148241The editor replies: the answer is that we do publish lettersfrom non-members if they are judged to be of interest orrelevance to members. In this case, the debate over thegovernment’s latest move to restrict SED entitlements hadinitiated a lot of correspondence on the reasons why theconcessions were introduced, and about the abuse of thesystem by non-seafarers. As a result, it was decided the letterwould be of relevance in giving the views of a non-seafarer.Not a MickeyMouse job...NAUTILUS UK member TrevorBoult took this photograph ofsome super-efficient ratguardsbeing used by the passenger shipThomson Celebration.Do they work? Have you seenbetter? The Telegraph letters’pages would love to hear morefrom members...What is MCA policy towardssolo yachting and colregs?I AGREE wholeheartedly with D. Gresham’sletter and I took the trouble to write the MCA toask what their policy is on long distance singlehanded yachtsmen. I received the attachedreply which I will let members make up theirown minds what they think of it in comparisonto the quite correct strict adherence the MCArequire of Colreg 5 from British Merchantships. I am particularly amused by the ‘sleepdeprivation training’ as I have sailed with somany people who simply ‘die’ when they turnin.Capt A.B. FERGUSONmem no 062885Your letters of 12 January to Peter Cardy and22 December to the Chief Nautical Surveyorhave been passed to me for response. Iapologise that it has taken so long to respondto you, but I only received your letters today.Long distance single handed yachtracing has been undertaken for many years,however after Ellen MacArthur completedthe Vendee Globe event in 2002, it was feltappropriate for the MCA to have an agreedapproach to single handed races.Rule5 of the COLREGS requires a lookoutto be maintained at all times. When anincident has occurred and failure to maintainsuch a lookout has contributed to it, theMCA will investigate and when appropriateprosecute such breaches. This is irrelevantof whether the vessel is large or small ormanned by many or just a single person.The issue of concern of course is whena single handed yachtsman undertakes avoyage exceeding approximately 18 hours,when it becomes impractical for them tomaintain a continuous watch for longerthan this period. I will point out that theUK only has jurisdiction over UK vesselsand other vessels when they are within our12 mile territorial limit. In developing thepolicy line the MCA took the view that it isbetter to have some degree of control overthese activities than to attempt to ban themcompletely with the likely result that thevessels will register abroad and then claimnot to commit any offences whilst within theUK waters.The policy that was formulated and stilladhered to is:1) Allow organised events, that havean accepted safety regime, to take place.This includes items such as active radartransponders, routes that clear shippinglanes as quickly as possible and sleepdeprivation training, which enablescontrolled ‘cat napping’.2) Allow other single-handed operationsto take place provided they comply withnormal race requirements.3) Investigate and where appropriateprosecute all single-handed Masters whohave been involved in a marine incident.This last point equally applies to anyincident and upon completion of aninvestigation each case is considered on itsown merits against the tests outlined in theCode for Crown Prosecutors and only if itpasses both parts of that test does the mattergo forward to a prosecution.Since 2002 I have only been madeaware of one incident under UK jurisdictioninvolving a long distance single handedyachtsman. That incident (a collision) wasinvestigated, however although the matterpassed the evidential test, it did not pass thesecond part of the test, involving the publicinterest. The matter was therefore closedby means of a caution issued in compliancewith Home Office guidelines.I hope the above explains the MCAposition on these activities, but if you requireany further explanation on this or why werejected different approaches to the issue,I am happy to discuss.JEREMY SMARTEnforcement UnitMaritime & Coastguard AgencyA NEW C AREER ATGLA SGOW W COLLEGE COF NAUTICUTICAL STUDIESSWould you like to pass on your knowledge and experience to the seafarers of the future?21 Thistle Street Glasgow G5 9XB Tel 0141 565 2500 Fax 0141 565 2599 www.gcns.ac.ukAN EQUAL OPPORTUNITIES EMPLOYER A Scottish Charity No SC021195 RefNUMAST 22/1/09LECTURERMax. salary £33,494We have the opportunity to employ Lecturers in both “deck” and engineering subjects. You should possess a Class OneCertificate of Competency or a degree in a relevant subject area along with good communication skills and a desire to teach.Several opportunities are available, full time and also short term contracts (to accommodate time ashore whilst continuing aseafaring career). Please apply stating:REF: ENG01/09 ENGINEERING FULL TIMEREF: MAR03/09 DECK FULL TIMEREF: ENG02/09 ENGINEERING SHORT TERM CONTRACT REF: MAR04/09 DECK SHORT TERM CONTRACTWe offer an attractive package including 62.5 days holiday and a final salary pension scheme.Application packs are available from: The H R Section, Glasgow College of Nautical Studies, 21 Thistle Street, Glasgow G5 9XB.Telephone: 0141 565 2533 or website: www.gcns.ac.ukApplication forms should be returned as soon as possible.GCNS aims to employ a diverse workforce which reflects the people of Scotland. We particularly welcome applicants fromminority ethnic groups and people with disabilitieswidening horizonsNAUTILUS ADDRESSAT MARITIMEVOLUNTEERS’ AGMNAUTILUS industrial officer Garry Elliott, pictured above, was one of the speakersin a packed one-day programme at the Maritime Volunteer Service’s AGM at theGateway Hotel, Nottingham, in January.He made a presentation to the meeting explaining the relevance of Nautilusmembership to the volunteer mariners who operate a substantial fleet of smallcraft based around the UK coast.‘Like Nautilus, MVS is adapting to meet the challenges presented by themany changes within the maritime sector,’ Mr Elliott said, ‘and there are manysimilarities and synergies between the two organisations.’A wide range of topics were covered at the AGM. In the ‘official business’ partof the agenda, changes to the MVS Articles were considered — including theappointment of external trustees. Several delegates wondered out loud whetherany retired or shore-based Nautilus members would be interested taking on thisrole.Chairman Malcolm Guyatt said that when he moved on, he wanted to hand overa ‘happier and healthier MVS’ to his successor. He wanted the MVS to be a happyand focused, well administered organisation where volunteer members foundenjoyment and satisfaction; and where, as a result, there would be new membersforming a queue to join. And at the end of the AGM he assured delegates that hebelieved great progress was being made towards his goals.Recently appointed Chief Staff Officer, and master mariner, Elfyn Hughes gavebrief details of his visits to several units since his appointment last summer. Hehoped to visit all 30 or so units around the country in due course, but was mindful ofthe cost implications.Other presentations reflected the large amount of activity that is going on atunits around the coast and the potential for playing a larger role in contingencyresponse, and also a possible role during the Olympics in 2012.During the past year MVS volunteers around the country had provided safetycover at maritime events, large and small, supported the MCA during the Ice Princeincident, been involved in training youth groups and taken part in maritime careersevents — all in addition to carrying out unit training at regional and national level.As always, the MVS is keen to welcome experienced seafarers — servingand retired — into its ranks. In addition, right now, to help take the MVS forwardthe charity is particularly looking for people with financial and administrativeexpertise who could take voluntary positions in its national administration,including as treasurer. Nautilus members wishing to find out more should call 08453700701 or visit the MVS website: www.mvs.org.ukGlasgow College 16 x 4.indd 1 27/1/09 15:56:58

MARCH 2009 ✪ ●Nautilus UK Telegraph ●✪ 19piracyMIKE GERBER talksto a member held bypirates for 57 days...NAUTILUS member James Grady was safely backat home in Scotland last month following a 57-dayordeal in which he was held captive by Somalipirates on the VLCC Sirius Star.The second engineer officer was one of twoBritish seafarers — the other was chief engineerPeter French — taken hostage when the 318,000dwtVela International Marine-owned tanker wasseized off the coast of Kenya in November.The 25 crew — which also included Polish,Saudi Arabian and Filipino nationals — were heldcaptive on the ship — which was carrying about2.2m barrels of oil worth some $100m — whileransom negotiations were thrashed out.‘It started on 15 November. By about 8.55 thepirates were onboard and at 09.12, there was anorder from the bridge to stop,’ recalls James. ‘Itwasn’t a total surprise. They were first spottedabout an hour before they got onboard, about twomiles away, in a speedboat, specks in the ocean.’What was surprising was where the invasiontook place — some 450nm SE of Mombasa, far tothe south of the world’s ‘hottest’ pirate zone offSomalia.‘Initially we were all scared about what wasgoing to happen next,’ James says. ‘We had visionsof being locked up in one cabin.’But to the crew’s relief, that never happened.However, the pirates soon got busy. ‘They starteddoing the stealing, going round the cabins takingmobile phones, cash, etc. They did that severaltimes. I was visited five times by them personally,’says James. ‘I had hidden most of my stuff, but Ilost about £100 in cash, various currencies, mywallet and watch.’Pirate raids on the engineroom were less frequent.‘We told them it was too dangerous to goround on their own, and they were always scaredwhen they came down. They only came down aboutfour times, just to rummage through drawers inthe control room for mobile phones, cash, notPirate boats at the stern of the Vela Maritime VLCC Sirius Starduring the ordeal off the coast of SomaliaPICTURE: US NAVYSirius Star second engineer officer James Grady took these pictures of pirates onboard his vessel. The orange canister contains the ransom money that was paid to secure their releasetools. When they took mobile phones, they gavethe sim card back. They weren’t interested in creditcards.’Sirius Star was made to sail some 500 miles tothe pirates’ anchor zone. ‘Once we were off Somalia,we didn’t know how many people were onboard,because we weren’t allowed outside, except aboutfive minutes,’ James says. ‘So we never got to seehow many there were, but my guesstimate is therewere about 20 to 25 at any one time. They didshifts; they changed about every four days. I thinkit was very much a cottage industry, no big cheeseashore, just the guys we could see. There were 33left on the ship onboard in the last two days,because I took photos of them from the funnel.’Relations varied with the pirates during the57-day ordeal, but mostly they treated crew membersquite well, James feels. ‘We went about normaldaily business without too much trouble,running the engine as normal, jobs that they couldnot do. A lot of it was making up jobs to keep thelads busy, to keep their minds off the situation theywere in.’Colleagues on the bridge were under greaterstress, James could see. ‘They [the pirates] werewith them all the time, they slept up there, they ateup there. The bridge weren’t at all happy about it,were quite stressed about it, you could see it inthem.‘These guys were going about with Kalashnikovs,and the guns would fall off their shoulderonto the deck. The biggest fear we had was thatsomeone would get shot by accident. They shot oneof their own guys by accident. We don’t know whathappened to that guy, we heard a burst of automaticfire, and they brought him in to see the chief matewith an injury to his arm, the bullet still in it.’Much of the time, the pirates chewed on a drugcalled mirra (or khat). This, says James, madethem ‘spaced out’ and calm. ‘When they had plentyof mirra, life was sweet. When they were withoutit, they were a bit more twitchy.’The hairiest incident, he remembers, was on thenight of 2 December. ‘There had been a shiftchange, five new guys onboard, and they thoughtthey were being attacked from the stern.’ Whatmade them jumpy was that they had spotted a lightflashing to the stern. In fact, the beam was comingfrom a lighthouse about 15 miles away.‘Stupid bandits,’ says James. ‘The captain persuadedthem it was a lighthouse because heshowed them the chart. That night I was the dutyengineer, and I got phone call from bridge, andwhen I got there I found Somalis very, very nervous.It took a long time to persuade them — theyalways thought we were up to something. That wasa very scary night; that really brought it home to uswhat they were. It calmed down again the nextday.’Crew members were worried about what theirfamilies were feeling. ‘They couldn’t see the day today situation, and imagination runs away withyou.’Occasionally, the pirates allowed calls homefrom the bridge. ‘The primary thing to convey thatwas that we were safe and in no immediate danger,because the pirates’ main thing was the ship; wewere an inconvenience in a way,’ James adds.‘They were supplying their own food most oftime; towards the end they ate more and more ofour food, but we were never short of food or water.The last few weeks they allowed us to go fishing,forward of the accommodation on the main deck.It did help food last longer.’The crew’s ordeal finally ended when $2m ransommoney was air-dropped to the pirates. ‘Wewere aware of the negotiations, but weren’t partyto it at any time. They [Vela] really were concernedabout our safety — that really came across, becausewhen the money was being dropped on 9 January,we were all on deck, 10ft apart so that plane couldcount us to make sure we were all there, and thenit passed a second time and dropped half the moneyby parachute into the sea. Then about two in theafternoon, the plane came back again with the secondhalf of the money.‘Half of them departed about 4.30 that afternoon,then there was a boat accident, one of theirboats capsized, at the time we were told there werefour guys missing. Because the boat capsized, thatdelayed us. The remaining pirates left on 10January.’Seafarers tend to be stoic; James believes PeterFrench put it well in a Mail on Sunday interview:‘At sea shit happens, and you deal with it.’Even so, Vela has employed an occupationaltherapist to advise crew members about the possibilityof post-traumatic stress.‘The doctor told us that sometimes this kind ofthing can happen months later,’ says James. ‘Forthe present, I know the five Europeans [crewmembers] are happy with their lot; the companyhas compensated us for the loss of personal gearand money.’James says he supports the deployment of morewarships to deter piracy. But the Sirius Star crewwere furious about an incident they learned aboutwhile being held hostage. ‘A German warship caughtpirates, and on orders of the German government,they disarmed them, according to the BBC, and sentthem back to Somalia. This made us very annoyedthat they should just disarm them and send themback, that they should let them off so lightly, becausethey just get new guns and come back again.’

20 ✪ ●Nautilus UK Telegraph ●✪ MARCH 2009safety at seaThe cargo manifestof one severelydamaged containerdecleared thecontents as toys,but in fact containedThiourea DioxideDr Chris FosterJH Burgoyne & PartnersMIS-STOWAGE and mis-declarationof containers and theircontents are presenting increasingrisks to the safety of ships andtheir crews. Evidence shows thatas many as half of all loads are upto 20% overweight or 15% underweight— and on modern ‘mega’boxships, such discrepancies canmean the difference between astable or an unstable vessel.This was one of the alarmingfindings presented to a seminaron the safe stuffing, stowage, andsecuring of cargo transport unitson ships, hosted by the SE ofEngland Branch of the NauticalInstitute.The event followed on fromthe success of an earlier seminar,entitled ‘undeclared hazardousgoods: causes and consequences’and attracted a most encouragingdelegate attendance fromseveral disciplines in the transportindustry.The keynote address wasdelivered by Captain John Leach,Maersk Line’s general managerof global dangerous cargo management,who asked the question‘Is trust enough?’.He illustrated in detail thechain of responsibility in thestuffing and carriage of containercargo, which starts with the“Topical andrelevant. “(Gavin McGarth, Cargill)16HoursCPDSolicitors RegulationAuthorityRef: EV/LSSL18 WeekOnline CourseCERTIFICATE INCHARTERINGDISTANCE LEARNINGCourse Programme1 Introduction, Market Context and Broking2 Time Charterparties I – Introduction and Owners’ Issues3 Time Charterparties II – Charterer Issues4 Time Charterparties III – Ports and Performance5 Voyage Charterparties I – Introduction and Owners’Obligations6 Voyage Charterparties II – Charterers’ Obligations7 Voyage Charterparties III – Laytime and Demurrage8 Conflict, Interaction and Resolutionwww.lloydsmaritimeacademy.com/chOfficialCharityOfficial PublicationCommences:21st April 2009Enrolling NowEnquiries tel: +44 (0)20 7017 5510COURSE DIRECTOR:Alex McIntoshPartner, Clyde & Co (Greece) LLPQuote VIP 064AA201Supported andApproved byLloyd's and the Lloyd's Crest are the registered trademarks of the Societyincorporated by the Lloyd's Act 1871 by the name of "Lloyd's"What’s in the box? The contents are frequently mis-declared, the NI SE England branch seminar was toldmanufacturer being responsiblefor the classification of dangerousgoods as per the IMDG Code.The links include the consignor/shipper and the consolidator (akastuffer) before the container ispresented for shipment.It is then the carrier’s responsibilityfor correct stowage anddeclaration — but if there is abreak in the trust in the chain,there is the risk of liability of anyonein that chain for their ownfailure.Keith Bradley, the Maritime &Coastguard Agency’s hazardousgoods advisor, gave informationon changes in the IMDG regulationsin the form of amendment34-08, which came into force ona voluntary basis from 1 January2009 and will be mandatory from1 January 2010.The significant change is themandatory need for training foranyone involved in the shippingof cargo subject to IMDG, and fortraining records to be maintained.Persons under training arerequired to work under supervisionuntil suitably qualified.Changes are also to be made inthe categories and the labelling ofmarine pollutants.‘What happens when thingsgo wrong?’ was a graphic presentationby Dr Chris Foster, of JHBurgoyne and Partners, whosecompany has the task of causalinvestigation into marine casualties.Many of his slides showedcontainers severely distorted dueto decomposition and extensivecontamination — not to mentionthe severe damage to the ship inway of the stowage position.We were introduced to a substancedeclared as ‘TjoptrfaDopxod’. It was alleged that aChinese manufacturer hadrenamed Thiourea Dioxide todisguise its true identity.The cargo manifest of oneseverely damaged containerdeclared the contents as toys, butin fact contained ThioureaDioxide. Such is the consequenceof the betrayal of trust.Jim Chubb, from BMT Marineand Offshore Surveys, describedthe damage caused to containersby the inappropriate stowage ofcargo within the container. Someof the examples clearly showed atotal lack of understanding of theshipping process and the rigoursof sea transport.Peregrine Storrs-Fox, riskmanagement director at the TTClub, said as many as one in threecontainers hold incorrectlystowed cargo but, if cargo issecurely packed, it can survivealmost anything. The cargo mustbe adequately prepared for orPICTURE: REUTERSprotected from all the motionalforces likely to be encounteredduring carriage, reasonable mishap(eg rough seas) and climaticchanges.However, the loss of a4,419TEU containership in theEnglish Channel in January 2007was caused by hull failure inheavy seas. Analysis showed thatthere was a weight mis-declarationof some 1,250 MT, and therewere mis-stowed or mis-declareddeck containers.In another case in February2007, in the Baltic Sea, heavy seascaused seven 30ft containers tocollapse. The maximum allowablestacking weight had beenexceeded by a considerableamount.The prime objective of thisseminar was educational, and itwas hoped that delegates leftwith increased knowledge and aformalised plan improve or seekto improve the safe carriage ofcargoes within container transportunits. The SE of EnglandBranch believe that the objectiveswere achieved, and wouldwish to place on record our appreciationof the generous supportfrom our sponsors — the Maritime& Coastguard Agency,NorfolkLine (Dover-DunkerqueFerries), Stena Line, and the Portof London Authority.Lloyds List 19 x 3.indd 1 12/2/09 08:42:50

MARCH 2009 ✪ ●Nautilus UK Telegraph ●✪ 21health and safetyIn the dark: shipping operations run right around the clock, but Nautilus says that is no excuse for seafarers not being able to get their rest entitlementsFATIGUE continues to be a major campaignissue for Nautilus — with mounting evidenceto show it presents a serious threat both tosafety and to the health and wellbeing of seafarers.Concerns over the scale of the problem —and the industry’s failure, so far, to address it— were discussed by members attending lastmonth’s Nautilus professional and technicalcommittee.The Union is now part of a Europe-wideproject to produce new research into the waysin which long hours impact on safe operations,and officials are also lobbying theauthorities for better enforcement of thenational and international regulations thatseek to control work and rest hours at sea.Considerable work is also being carriedout by the seafaring unions as part of theInternational Maritime Organisation’s reviewof the Standards of Training, Certificationand Watchkeeping Convention — with concertedefforts to improve the way in whichminimum safe manning levels are determined.‘Seafarer fatigue is a scandal, and continuesto feature as a key cause in far too manymaritime accidents,’ said general secretaryBrian Orrell. ‘We are ensuring that there is avery robust and proactive approach beingtaken in the IMO discussions ‘However, it isclear that the EU has been coordinatingmember states to oppose any radical changein the existing arrangements and we believethat it is abrogating its responsibilities forseafarers.‘There is now a wealth of evidence to showthat crew numbers must be made to properlyreflect the realities of operating demands atsea,’ he added. ‘It is evident, too, that majorefforts must be made to check compliancewith the existing regulations — with port statecontrol inspectors treating work and rest hourrequirements with the same sort of prioritygiven to structural defects onboard ships.’At present, ILO Convention 180 requiresflag states to fix maximum limits of hours ofwork or minimum rest periods for seafarerson their ships. The rules also require schedulesof service at sea and in port (includingmaximum hours of work or minimum periodsof rest per day and per week) to be drawnup in consultation with the crew, or their representatives,and to be posted onboard, whereall seafarers can see them. Records of hours ofwork or rest periods must be maintained, andmust be examined by the flag state. If suchrecords show evidence that the hours of workprovisions are being infringed, the competentauthority should require measures to be takenin response — including, if necessary, therevision of the manning of the ship.The European working time rules for seafarersset minimum rest periods of 10 hoursper day and 77 hours per week — allowingmaximum daily working hours of 14, and 91over a week.However, more than 2% of Nautilus NLand UK members surveyed in 2007 said theyworked 16 or more hours per day and 2.4%more than 100 hours a week. More than 30%were unable to regularly get 10 hours rest inevery 24, and almost 12% were unable to get atleast six hours of unbroken rest in every 24.Another study, recently published by theFinnish accident investigation board, showed17% of seafarers had fallen asleep at least oncewhilst on watch, and more than 40% hadbeen close to nodding off whilst on watch atleast once in the previous five years.Around 12% of those taking part in theNautilus Federation survey said their workinghours were always or frequently misrecorded,and a further 28.3% consideredthis to be the case at least occasionally.‘It really is essential that members keepaccurate, truthful and contemporaneousrecords of their hours,’ says senior nationalsecretary Allan Graveson.‘Not only is this required by national andinternational regulations, but such recordsmay also be an important defence for membersunfortunate enough to be involved in anincident,’ he points out.‘Members should not be frightened torecord hours in excess of the regulations,’ MrGraveson says. ‘Often there is a feeling that itis not what the company wants to hear — butfalse records can be a very serious offence insome countries, and in the US you could belooking at up to 10 years imprisonment iffound guilty.‘If the limits are being regularly exceeded,it should be brought to the attention of shoremanagement, and masters should be preparedto ask for additional resources,’ he adds,‘and an effective ISM process should alsoidentify the recording of hours of work andrest.’Members with concerns about fatigueshould raise them through onboard safetycommittees, or with the ISM designated personashore, the Union advises.If the problems persist, members shouldapproach the Union in confidence, or use theConfidential Human factors IncidentReporting Programme (CHIRP).WHY YOU NEED TOGET YOUR SLEEP...SLEEP is essential for health and safety at sea. Lack of sleep hasserious effects on the brain’s ability to function, reducing keycognitive skills such as speech, memory, and flexible thinking.After just one night without sleep, concentration becomes moredifficult and attention span shortens considerably. With continuedlack of sufficient sleep, the part of the brain that controls language,memory, planning and sense of time is severely affected, practicallyshutting down.In fact, 17 hours of sustained wakefulness leads to a decreasein performance equivalent to a blood alcohol level of 0.05% (twoglasses of wine) — the legal drink driving limit in the UK. OneAmerican study found that tired junior doctors were nearly six timesmore likely to make serious diagnostic errors than those who werenot tired.Long-term lack of sleep can also have serious consequences foroverall health and well-being, leading to a greater risk of a number ofdiseases, which include:✪ heart disease✪ depression✪ diabetes✪ obesityThere is no set amount of time that everyone needs to sleep, since itvaries from person to person. Research suggests that most peoplesleep anywhere between 5 and 11 hours, with the average being7.75 hours.An ICM research survey commissioned by Horlicks showed:✪ 75% of the UK population wake up exhausted each day✪ six out of 10 people in the UK do not wind down regularly✪ 42% of people sleep badly some or most nights✪ 64% of people get less than 8 hours sleep each night; 32% ofpeople get less than 6 hours✪ adults get an average of 7 hours sleep per night — at the turn ofcentury, the average was 9 hours✪ approximately one-third of people who visit their doctor complainabout their sleep

22 ✪ ●Nautilus UK Telegraph ●✪ MARCH 2009MARCH 2009 ✪ ●Nautilus UK Telegraph ●✪ 23MCA cuts ‘a threat to UK flag quality’safety at seaWith fewersurveyors, theAgency is nowstruggling toinspect theincreased fleet,which could putat risk the qualityadvantage of theUK flagTim BurrAuditor GeneralNational Audit OfficeTHE Maritime& CoastguardAgency is‘struggling’ tomeet inspectiontargets, says anofficial report...NAUTILUS UK concerns that the standardsof the red ensign fleet are being underminedby the rapid influx of foreign-ownedtonnage have been upheld in a report bythe government spending watchdog.The National Audit Office inquiry intothe Maritime & Coastguard Agency’sresponse to the growth of the UK merchantfleet warns that ‘there are signs thatthe quality advantage of the UK flag, whichcame from its high standing in internationalrankings, is starting to erode’.It also warns that shortages in surveyornumbers meant that the Agency failed lastyear to meet inspection targets for the firsttime, and is set to do so again in the currentyear.‘Failure to meet its targets will increasethe risk that UK vessels which do not complywith regulations operate without detectionin UK ports and waters,’ the reportadds.The NAO report was produced in anattempt to assess the way in which theMCA has handled the expansion in themerchant fleet following the introductionof the tonnage tax in 2000, while continuingto assure the quality of the UK flag.It points out that ‘the Agency faces significantchallenges as its capacity to meetship inspection targets is stretched; internationalcompetition for skilled marinersintensifies; and competing flags improvetheir performance, eroding the UK’s qualityadvantage’.The scale of the challenges is underlinedby figures showing that the numberof UK merchant ships increased from1,050 to 1,518 since the launch of the tonnagetax and the end of 2007.And, to match the growth of the fleet,the number of certificates of equivalentcompetency being issued by the MCA rose46% between 2003-4 and 2007-8.Even though owners had pledged toswitch significant numbers of ships to theUK flag if the tonnage tax was approved,the NAO found that that MCA had failedto make specific plans for handling theworkload associated with potential growthbefore the scheme was launched in 2000.No assessment was made by the MCAof likely fleet growth on its workloads andresource requirements — and it failed tocarry out any detailed work to forecastpotential fleet growth until 2006.‘The Agency has no plans for dealingwith any further increase in the merchantfleet,’ the report points out. ‘Its response toworkload pressures has been a mixture ofdelegation of some survey work to classificationsocieties, and annual prioritisationof inspections between broad classes ofUnder pressure: Nautilus says the NAO report has upheld its concerns that surveyor numbers have failedto match the increasing demands for ship survey and inspectionvessels at national level.’In fact, ship survey and inspection workrose by some 33% between 1999-2000and 2007-8. The MCA also took on anumber of new responsibilities, includingimplementation of the International Ship& Port Facilities Security Code, an extensionof the ISM Code to cargo vessels tradinginternationally, and the domesticpassenger safety management code.The NAO said inspection demandshave been added to because the tradingpattern of UK ships has changed — withmore than half of the fleet not calling in toUK ports in 2007, compared with onethirdin 2000. As a result, the MCA carriedout some 25% of its survey and inspectionwork for merchant vessels overseas in2007-8 compared with just 5% in 2000-1.Workload was also increased by thenumber of seafarer certificates having tobe issued for seafarers serving on the shipscoming to the UK register. Between2003-4 and 2007-8 alone, the total roseThe NAO looked at issues such as certificateprocedures and detention ratesGRAPHICS: NAOfrom around 6,400 to 7,700 — althoughthe NAO points out that this was ‘almostentirely attributable to growth in the issueof UK CECs’.Although the MCA still retains in-houseall the inspection work and the surveywork related to safety standards, theamount of statutory survey work beingdelegated to classification societies hasrisen from around 80% in 1999 to some85% now.The report notes concerns among surveyorsand some owners and operatorsthat ‘if the Agency delegated more of itssurvey work it would run the risk of losingthe core capacity essential to maintaininga strong flag state role’.MCA surveyors told NAO investigatorsthat shortages are ‘constraining their abilityto undertake comprehensive surveysand inspections, and to achieve targets’.The number of marine surveyors inpost in 2007-8 was 158, compared with acomplement of 178, while the marineoffices had a staff complement of 141, butonly 122 staff in post.The report warns that recruitment andretention problems are set to increase,with more surveyors heading for retirement,a reduction in the pool of suitablyqualified personnel, and difficulties incompeting on pay and conditions (aroundone-third of the surveyors who resigned inthe past four years gave pay as a reason).Industrial action over pay in 2007-8,the report adds, had ‘compromised theAgency’s ability to undertake inspectionsof high-risk overseas flagged vessels atweekends’.The NAO notes that in 2007-8 the MCAfailed to meet its targets for the inspectionof UK and dependent territory vessels —with the inspection shortfalls affectingsmall passenger and fishing vessels inparticular.It expresses concern about indicationsthat the quality of the UK fleet is beingeroded, with the gap between UK detentionrates and those of other flags narrowingin recent years. ‘The proportion of UKvessels detained overseas because they arenot fit to go to sea remains amongst thelowest for any flag state, but the rest of theworld is catching up,’ the report adds.The NAO found that since the start of2002, the MCA blocked a total of 91 shipsfrom joining the UK register because ofconcerns about their quality. However, thereport notes, ‘there is a legacy of poorerquality vessels from the early period ofgrowth when flagging-in tests were not asdemanding’.And, it warns, ‘It is not only legacy ships,however, which are found wanting at overseasinspections. Between January 2007and March 2008, nine of the 18 UK vesselsdetained or found to have more than 10deficiencies when inspected by a ParisMoU member state had joined the UKfleet since 2003.NAO investigators also examined thechecks carried out by the MCA when consideringapplications to sit officer examinations,or to be issued with CECs orcertificates of competency, and reviewed asample of applications to ensure that thesechecks are working.The investigation also included a surveyof ship masters, carried out with thesupport of Nautilus, which found that 80%of those responding felt the overall standardof MCA inspections and surveys wasgood — broadly similar to a similar surveyconducted in 2000.MCA URGEDTO MEETCHALLENGETHE National Audit Officereport makes a series ofrecommendations for the MCAto more effectively meet thechallenges it is facing, including:✪ assess the prospects for thesize and composition of the UKfleet over a rolling five-year period,and develop regularly updatedplans for carrying out its coreresponsibilities as a flag statewhich consider the likely range ofscenarios✪ develop a recruitment strategyto fill its current surveyorvacancies, aimed at fillingsurveyor posts at all levels ofexperience, including a graduate✪ recruitment scheme✪ make effective use ofsurveyors’ time by seeking toschedule survey work in advancethrough liaison with ship ownersand operators✪ in the face of difficulties inrecruiting and retaining enoughskilled surveyors to meet itsworkload, the Agency shouldadopt a strategic method fordelegating more survey work toclassification societies, ratherthan using delegation to covergaps as they arise✪ work with the Department forTransport to review survey andcertification fees regularly andset them at levels more likely toachieve full cost recovery✪ monitor inspection results toidentify deficiencies on UK shipsdiscovered by overseas inspectorswhich the UK does not appear topick up✪ analyse and advise surveyorson the reasons for increases in thedeficiency rate of UK vessels in theNorth Atlantic trading area✪ use data systems to identifyrisk trends and patterns, so thatthe Agency can target survey,inspection and assuranceactivities✪ increase the proportion ofinspections of UK merchantvessels which are performed onhigh-risk vessels✪ highlight deficiencies foundduring inspections of detained orheavily deficient UK vessels whichclassification societies shouldhave picked up during a recentsurveyUNION’S EVIDENCESHOWED PRESSUREFACING SURVEYORSNAUTILUS presented the National Audit Office with extensive evidenceto back up its concerns about the increasing pressures faced by theMaritime & Coastguard Agency in upholding high standards on UK ships.The Union warned of practical problems in responding to theadditional survey and certification requirements arising from the influxof tonnage to the UK flag, and highlighted the long-term impact offinancial pressures on the MCA.It highlighted the way in which the number of surveyors involved insurvey and inspection work has fallen at a time of continued increasesin demands on MCA professionals.Nautilus told the NAO that it believes cuts in MCA staffing andrestructuring of operations announced last year amount to cutbacks,which were driven by financial pressures.The Union said that while UK-flagged vessels have a markedlysuperior safety record than the world fleet average, and the UK registeralso boasts one of the world’s best port-state control inspection/detention ratios, ‘there is no room for complacency and that there area number of recent trends (supported by significant case histories),which give cause for concern’.It pointed to a rise in the rolling average of crew deaths on UKregistered merchant vessels (from 2.7 in 2000-2 to 4.0 in 2004-6), andan increase in the three-year rolling average of accidents involvingUK-registered merchant ships from 132 in 2000-2 to 150 in 2004-6NAUTILUS has welcomed theNAO report on the MCA — arguingthat it demonstrates the needfor the government to boost theAgency’s staffing and resources.‘State spending on shippinglags behind other transport sectors,despite its increasinglysignificant contribution to thenational economy,’ said generalsecretary Brian Orrell. ‘We areconcerned that the relatively lowlevel of government spending onthe maritime sector translatesthrough to severe economic pressureson the MCA, which in turnhave resulted in proposals forchanges in the way it delivers itsservices.’The Union argues that thesignificant expansion of the UKmerchant fleet, coupled with thegrowth in the issue of CECs andthe additional survey and inspectiondemands generated by thesurge in seaborne trade over thepast decade, should have led to amatching increase in the surveyand inspection resources at theMCA.In fact, surveyor numbers havefallen — and the Union fears thisreduces the ability of the MCA toenforce key safety regulations,including seafarers’ hours of workand rest, and onboard workingconditions.Mr Orrell said Nautilus doesA Maritime & Coastguard Agency surveyor at work. Nautilus said their numbers mustincrease to cope with new regulations, such as the Maritime Labour Convention(although this masks an improvement in the rolling average per 1,000vessels at risk).‘Nautilus is proud of the UK ship register’s long record as a flag ofquality and believes that the favourable loss and detention records area testament to the skills and professionalism of seafarers, and of theMCA’s commitment to maintaining standards in the face of intensepressure on resources,’ the submission stated. ‘However, whilst thePSC and loss rates are generally exceptional, we do note with concernthe statistics showing that the percentage of UK-registered shipsfound with deficiencies rose from 37.3% in 2005 to 40.7% in 2006,whilst the percentage detained rose from 1.8% to 2.6% in the sameperiod.’MCA chief executive Peter Cardy said he is planning to address recruitment issuesnot agree with the NAO’s call formore MCA work to be done byclassification societies. ‘Already,some 85% of statutory surveywork is delegated by the MCAand we are concerned that thisdilutes the Agency’s ability todirectly monitor and enforcesafety standards as well asremoving such responsibilitiesfrom a “state” framework whichis both independent and freefrom commercial or competitivepressures.’Mr Orrell said he was disappointedthat the NAO reporthad failed to analyse in depth theimpact of the increasing numbersof CECs being granted bythe MCA. ‘The MCA is meantto ensure that holders meet certainbasic standards, howeverNautilus is concerned that eventhese low level checks are failingto ensure the application of fundamentalsafety principles,’ hepointed out.However, if the issue of CECsis restricted to the numbers actuallyrequired by shipping companies,the administrative burdenon the MCA will be significantlyreduced, Mr Orrell pointed out.Tim Burr, head of the NAO,said the report had shown that‘with fewer surveyors, the Agencyis now struggling to inspect theincreased fleet, which could putat risk the quality advantage ofthe UK flag. Better recruitmentand succession planning will beneeded, along with more strategicdelegation to the classificationsocieties’.MCA chief executive PeterCardy said the NAO had shownhow the Agency had supportedthe growth of the merchantfleet without significant extraresources.‘Rightly, the NAO report alsodrew our attention to increasedworkloads and surveyor shortages,which will mean that theAgency needs to improve itsplanning of work and resources,’he admitted.Mr Cardy said the Agency isplanning to improve its recruitmentto address the difficulties infinding and retaining people withthe right skills, and the competitionfor experienced maritimesurveyors.And, he added, ‘In difficult andchallenging economic times, theAgency, like many other organisations,will find it difficult tomake long term predictions andplans. Our aim will be to remainflexible and adaptable to changesin the shipping industry, whilestill leading globally in customerfocus and service.’Nautilus UK said it was disturbed by signs that the MCA is undergrowing political and commercial pressure to attract tonnage to the UKflag, and that its role in promoting the UK Ship Register can inherentlyconflict with its role as safety watchdog.It also highlighted the cases of the Hyundai Dominion (where anMAIB report revealed problems such as breaches of the working timerules, communication difficulties amongst the multinational crew, anddeck officers unable to use the engine controls on the bridge), theMorning Miracle (where the Union contended that fire-fightingarrangements breached the intentions of the IMO International Safetyof Life (SOLAS) Convention 1974 as amended), and the Maersk Doha(where an MAIB report highlighted safety issues includingcommunication difficulties among the multinational crew andshortcomings in maintenance, emergency drills and procedures).The Union said there is a serious need for measures to address lowmorale and to recruit and retain sufficient numbers of skilled andexperienced professionals. ‘MCA surveyors and coastguards providevital safety and emergency support and it is unacceptable that theirconditions of service are such that they feel it necessary to embarkupon industrial action,’ the submission added.‘Given the recent adoption of the ISPS Code and a growing trendwithin port state control to focus on “human factor” issues, Nautiluswould question whether there has been further resources and supportto assist with the enforcement of regulatory initiatives in these areas,’it argued. ‘The commitment to adopt and implement the ILO’sMaritime Labour Convention 2006 will significantly increase the needfor surveyors to have competence in dealing with a very wide range of“human element” and social measures — ranging from terms andconditions of employment to hours of work and rest — and it isessential that there are sufficient surveyors, suitably trained andexperienced, to police these standards.’The Union told the NAO inquiry that shipping remains an essentialindustry for the UK, and given the huge potential costs, environmentaldamage and loss of life that can arise as a result of maritimeaccidents, it makes economic sense for adequate investment in theMCA to ensure the safe and efficient operations of all shipping runningin and out of UK ports.

24 ✪ ●Nautilus UK Telegraph ●✪ MARCH 2009MARCH 2009 ✪ ●Nautilus UK Telegraph ●✪ 25New drive to push shipping careerstrainingTRIALS of aplanned newscheme topromote MNcareers in apositive andconsistentway tookplace inLondon lastmonth.Mike Gerbermet thememberstakingpart in theproject...Many seafarers we note are under the illusion that to qualify for the 100%foreign earnings deduction, all they have to do is spend 183 days out ofthe country on foreign going voyages.Many have found to their cost, when investigated by the Revenue that it isnot that straightforward and of course it is then too late to rectify.Make sure you are not one of them by letting Seatax Ltd plan your futureclaim step by step.Can you afford not to join Seatax?Seatax offers advice on all aspects of Personal Taxation with special emphasis on:★ All aspects of self assessment★ 100% Claims★ Non Resident Claims★ Completion of Income Tax returns★ A full Tax service for Mariners’ spouses, starting from £25★ Now including online filing for speedier settlementOUR FEES ARE AS FOLLOWS:Annual Return ............................................................................................................ £165.00 including VAT at 15%No commission charged on refunds gained.NAUTILUS UK members sailing under a foreign flag agreement on gross remuneration can obtain a 10% reduction onthe above enrolment fee by quoting their NAUTILUS UK membership number and a 5% reduction on re-enrolment.Write, orphone nowfor moredetails:The Careers at Sea Ambassadors get stuck in at their training workshopVOLUNTEERS in a pilot schemeto enlighten young people aboutshipping careers know now whatthey’ll be walking into when theyvisit secondary schools this spring— organised chaos!But, far from being deterred,the eight ‘Careers at SeaAmbassadors’ who attended aninaugural training workshop onthe scheme last month are eagerto get out there and promoteawareness of the excellent education,training and career opportunitiesin the Merchant Navy.The Careers at Sea Ambassadorspilot project was set up bythe Merchant Navy TrainingBoard (MNTB), with supportfrom Nautilus and The MarineSociety & Sea Cadets (MSSC),and part-funding from theDepartment for Transport.The project aims to ensurethat a clear and consistent messageabout MN careers is given toyoung people, and last month’smeeting evaluated the effectivenessof a PowerPoint presentationand other resources thathave been produced for theambassadors to use with theirtarget audiences.The new promotionalresources were produced forMNTB by the educational consultancyEBC, who will evaluatethe pilot project based on feedbackfrom the ambassadors andfrom separate questionnairesdistributed to teachers, othergroup leaders, and to the targetElgin House, 83 Thorne Road, Doncaster DN1 2ES.Tel: (01302) 364673 - Fax No: (01302) 738526 - E-mail: info@seatax.ltd.ukwww.seatax.ltd.ukaudience. This will ensure lessonscan be learned from the pilotbefore the scheme is rolled outnationally from September.Careers at Sea Ambassadors’resources will then be made availableto anyone interested in raisingawareness about MN careersin their local area.All pilot ambassadors haveextensive seafaring experience,though some now work ashoreand others are retired. Their aimduring the pilot will be to deliverpresentations to one or two targetaudiences between March andMay — which may include schoolvisits, and youth, church, scoutand guide groups, sailing clubsand army cadets, and Duke ofEdinburgh award events.Mike Ahlquist, EBC’s managingdirector, advised the ambassadorsthat schools may seem like‘organised chaos’ — but assuredthem that they are actually veryhighly structured environments.‘This isn’t only about youngpeople,’ said Glenys Jackson,MNTB head of education, trainingand careers. ‘Because as aCareers at Sea ambassador, you’rean ambassador anytime you’realongside any group of people. Sodo take whatever opportunitiesyou get to talk to people. It doesn’tmatter if it’s the Women’sInstitute, because they’re going tohave children, grandchildren,nephews and nieces.’And Beth Richmond, MNTBcareers coordinator, said theambassadors could present manypositive messages — includingdegree-level training without thecosts faced by most other students.All the training routes aresponsored, she added, and onqualification trainees will getearly responsibility and salariesstarting at between £20,000 to£25,000.Other key messages will includethe use of high-tech equipment,the variety of the work, andthe wide range of marine-relatedopportunities ashore.‘But you do need to rememberthat we’re not just putting a glosson the whole thing,’ concludedGlenys Jackson. ‘We need to tell itas it is.’✪ The Telegraph asked Careersat Sea Ambassadors at the pilotproject workshop why they hadvolunteered.Steuart Barlow, a Nautilusmember serving on FalklandIslands Fishery Patrol vessels,said he faced problems in findinggood careers advice when hewanted to join the MN a decadeago. ‘Because of my experiencesof finding how hard it was to jointhe MN with no informationabout it, I thought well it wouldbe good for me to go round theschools.’Nautilus member CaptainEmma Tiller, first went to sea 20years ago as a Trinity House cadetand now works ashore as BPmarine superintendent atHamble Terminal, Southampton.‘I think it’s very important thatwe excite young people about thesea because it is a great opportunityto be part of this massivemaritime industry,’ she said.‘When you go to sea you learna lot of skills and trades whichwill help you in shore-sideemployment. When I cameashore I didn’t really know whatwas out there, and there wasn’tthat much help given to me. So ittook me a while to find a jobwhich I could do and adore.’Another member, Rick Rouse,began his MN cadetship aged 18then worked for Holland America.Six months ago he was recruitedas second officer working on a2,000-tonne Saudi royal yachtwith 24 other crew. ‘I’m anapprentice with the HonourableCompany of Master Marinerswho have helped me a lot over theyears with support from my mentor.So I wanted to give a little bitback. They contacted me andasked me if I’d do this. I thought Icould use my connections, as mystep-mum is a head-teacher.’Other ambassadors at lastmonth’s pilot meeting includedIan Spreadborough, formerly atsea, and now MD of the Ship SafeTraining Group (SSTG). Hisinvolvement in the project cameabout mainly through his workwith his local Sea Cadet unit inGillingham. Nautilus memberJames Langley, now manningand training adviser at theInternational Shipping Federation,volunteered to be a Careersat Sea ambassador, as has MSSCdirector (Merchant Navy) CaptIan Smith, retired officer NevilleCresdee, and retired memberCapt Peter Swift — who commented:‘I would love to introduceyoung people to somethingthat, for me, has been a fantasticcareer.’trainingGlasgow College of Nautical Studies cadets get their taste of life at sea onboard the CalMac ferry Caledonian Isles last monthCALMAC GIVES CADETS THEIR SEA LEGSCALEDONIAN MacBrayne has once againhelped to give Glasgow Nautical Collegecadets a taste of life at sea.A total of 28 phase one deck cadets lastmonth completed two round-trips onboardthe CalMac ro-pax vessel Caledonian Isles,which operates on the Ardrossan-Brodickroute.During their time onboard, the cadetswere able to make supervised visits to thebridge, engine control room and passengerareas. They also got the chance to view atypical officer’s cabin, as well as the ship’soffice, mess rooms and other domesticfacilities.SIGNS of growing interest inseafaring careers have beenreported by South TynesideCollege — which has reported athree-fold increase in numbersattending its annual marine‘open day’ this year.Following a marketing campaignthat included TV, pressand online advertising, morethan 300 potential recruitsfrom all over the UK visited theevent — with some coming fromas far away as Belfast andKent.Potential students got thechance to talk to major maritimeemployers — includingCarnival, Ship Safe TrainingGroup, James Fisher, Maersk,Viking Recruitment, TrinityHouse, Royal Fleet Auxiliary,The cadets were shown mooringoperations during docking and undockingoperations, and were taken on tothe vehicle deck to be shown vehiclestowage, mezzanine decks, vehiclesecuring arrangements and fire-fightinginstallations.Accompanied by Greg Maitland,from GCNS, and Jim Downie andLesley Blanch from Clyde MarineTraining, the cadets were welcomedonboard by CalMac’s marine and trainingmanager Captain Norman Jones, andcompany training officer StephenHorne.Clyde Marine Training andBibby International, — as wellas meeting experts from theMerchant Navy TrainingBoard, and having the chanceto try out the college’s marinesimulators.Gary Hindmarch, head ofthe marine college, said: ‘Wehave been overwhelmed at thesuccess of our marine recruitmentcampaign. Last year’sevent attracted 120 people —the highest number for manyyears — but on Saturday thisrecord was well and truly shatteredwith a staggering 310youngsters through our doors.‘We’re confident that thevast majority of these youngsterswill go on to sign up for amaritime career.’Mr Maitland said the visit gave thecadets — many of which had not set footon a ship before — a good insight of whatthey might expect when they join theirfirst vessel. It also helped to put intoperspective much of what they had beenlearning at college. The cadets certainlyasked many questions and showed greatenthusiasm for the event.Capt Jones said he was particularlygrateful to Captain Colin Bain, chiefengineer Jim MacAuley, onboard servicesmanager Alistair Gillies, and the officersand crew for making the event a greatsuccess.Serving Merchant Navy officers helped to promote maritime careers at SouthTyneside College’s open day last month. Prospective officer trainees travelled fromas far away as Northern Ireland and Kent to attend the event, with overall numbersup threefold from the previous yearREVEALED:A SCHOOLPUPIL’SVIEWS ONSHIPPINGFOURTEEN-year-old London school pupil ESTHER COLLINS,above, spent a week with Nautilus last month gaining somework experience. We asked her what she knew about theshipping industry, and what the industry could do to make itan attractive career choice for young people...1. Before coming to Nautilus,what did you know about theshipping industry?I didn’t know much — in fact Iknew barely anything aboutthe industry, except it wasmassive and ships wererouted going from one side ofthe world to the other!2. Do you think it is right todescribe it as an invisibleindustry for young people?Well I think the onlyrecognition of the shippingindustry by young peoplewould be if they ever orderedsomething from anothercountry — or even throughcertain TV programmes, inwhich I have seen cargo shipsand workers being involved.3. Can you have a guesswhat percentage of Britain’simports and exports comeand go on ships?I would estimate around 55%perhaps? Or even slightlymore.4. What sort of jobs do youthink the shipping industryoffers to young people?Off the top of my head, Iwould say engineeringpossibly and anything involvedin keeping the ship afloat andloading the ship up with cargoand so on.5. Have you ever heard of thesort of jobs that are on offer inthe maritime sector?No, I am afraid to say, Ihaven’t.6. Would you think they arewell paid?Probably not, it doesn’t seemlike the sort of job that offersa lot of pay.7. What sort of things do youthink would be good aboutworking in the shippingindustry?Travelling would be good, andtaking in all that fresh air,plus you know you are doingsomething to help out otherpeople in a way because youare delivering items thatpeople need.8. …and what things wouldbe bad?Maybe being far away fromhome/families would be adrawback, plus if somethingwere to go wrong then I’d beslightly put off by the concept.9. What do you think theshipping industry should do toattract young people?Maybe if they went around toschools and did workshopsthat involved the childrengetting a feel for what it’s likeworking in the industry, orperhaps a competition thatwould be publicly advertisedaround schools, shoppingcentres, libraries, etc.10. What sort of things wouldmake you think about workingat sea?Definitely things like pay,which locations I would begoing to, and possibly sickleave or something alongthose lines.11. Do you think it is a goodidea for seafarers to go toschools to talk about theirjobs and let young peopleknow about life at sea?Yes in many ways, it mayinspire children or begin theirinterest in shipping12. If you thought aboutworking at sea, wherewould you go to find outinformation?I would use the internetprobably — it’s usually reliableand easy to use.13. Would you describeshipping as a high-tech orlow-tech industry?I don’t know enough aboutit to start judging it, but at aguess I would say low-tech ifyou class jobs like a nuclearphysicist high-tech!14. Any other thoughts aboutcareers at sea?None come to mind — maybewhat’s the age ofretirement?Seatax 16 x 4.indd 1 27/1/09 15:45:12

26 ✪ ●Nautilus UK Telegraph ●✪ MARCH 2009safety at seaSEAFARERS need to be properly trained andsupported if the transition from paper to electroniccharts is to be safe and successful, theInternational Maritime Organisation waswarned last month.In what Nautilus described as a ‘milestone’agreement, the IMO recently agreed a sixyeartimetable for the phasing-in of mandatoryrequirements for Electronic ChartDisplay and Information System (ECDIS)carriage, starting in July 2012.And in a presentation at the IMO’s standardsof training and watchkeeping sub-committee,Nautical Institute technical managerCaptain Harry Gale said the switch to ECDISneeds to be handled very carefully if it is to besuccessful.‘The ECDIS concept is a total change fromusing paper charts and the transition frompaper charts to electronic charts will pose achallenge for the industry, particularly forthose who have no current experience of electroniccharts,’ he explained.Research conducted by the NI has shownthat those using electronic charts consider thepositive aspects of ECDIS as:✪ easier voyage planning✪ simpler chart correction✪ continuous monitoring of depth safety contoursand soundings✪ readily available information whenapproaching busy ports or navigational areasHowever, they also identified potentialproblems for seafarers:✪ too much information on the screen can bedistracting✪ sub-menus can be very complex✪ the size of chart displayed on the screenmonitor is very much reduced compared withthe paper chart✪ some symbols are open to misinterpretationdue to unfamiliarity✪ automatic position plotting can lead tocomplacency‘Mariners should be aware that ECDIS ismore than just a digital version of a paperchart,’ Capt Gale told the IMO meeting.‘Important bridge procedures are significantlyaffected, and these require carefulanalysis and consideration if ECDIS-assistedgroundings are to be avoided.’‘It is important that traditional navigationskills are not lost and that navigators becomeconfident, but not overconfident, in the use ofECDIS,’ he warned.‘All of this technology will be of very littlebenefit in enhancing navigational safety if thewatchkeeping officer is not fully trained andproperly qualified in its use.’Capt Gale said there is a danger that manyofficers may place unquestioning trust inECDIS displays. ‘The need for bridge watchkeepersto remain vigilant and continuouslymonitor a vessel’s position in relation to navigationalhazards remains valid, regardless ofthe electronic aids available,’ he added.ECDIS should not become a substitute forgood seamanship, nor used as a replacementfor trained and experienced navigators. ‘Toensure the safety of navigation, it is imperativethat the shipping community acknowledgethat the training and experience ofwatchkeepers are critical factors in mitigatingthe risk of collisions and groundings,’ saidCapt Gale.‘However,’ he warned, ‘ECDIS requires adifferent way of thinking for the mariner, andthis will not be immediately picked up byattending an ECDIS course lasting only a fewdays.’The Nautical Institute says the move from paper to electronic charts, above, maycut watchkeeper workloads, and ease voyage planning and chart corrections — ifseafarers are properly trained in the use of ECDISPICTURES: ERIC HOURITHE NAUTICAL Institute haspublished guidance to theindustry on the transition to helpnavigating officers meet thesechallenges. ‘From Paper Chartsto ECDIS — A Practical VoyagePlan’ includes contributionsfrom serving seafarers withECDIS experience, as wellas trainers and students atmaritime colleges. It is aimedat shipping companies andtheir crews, and is intendedto augment an IMO safety ofnavigation circular.The guidance urges ownersand operators to addresstraining needs when makingthe switch to ECDIS, andto ensure there are clearprocedures in place which take system limitations into account.They should also ensure that systems have sufficient back-up, areapproved by the flag state, and use official hydrographic data.Masters are urged to ensure that watchkeepers are familiarwith the restrictions and procedures for the use of ECDIS, and thattraining and familiarisation are carried out in accordance with STCWrequirements. They should also advise companies if the level oftraining or familiarisation is deemed to be inadequate.The guidance explains some of the key differences betweenpaper charts and ECDIS — including displays and symbols, andstresses the need for good use of safety contours, zoom andscroll facilities, and the need to be aware of the limitations of theequipment.It argues that generic training needs to be given so that officersunderstand the principles of ECDIS, its overall constraints, and thesupporting systems. Only after generic training should they receivetype-specific training to become familiar with the layout, menus andfunctions of the particular system in use onboard ship.The guidance says it is particularly important that officers knowwhat the vector system means, what layering of information is, andwhen and why to switch on and off certain layers.‘ECDIS is a system that is meant to help the watchkeeper tomake informed decisions,’ Capt Gale stressed. ‘It is not infallible,nor a replacement for sound judgement. The watchkeeper shouldbe aware of information overload when using ECDIS, and set thedisplay level accordingly.’The 22-page NI guide also gives detailed advice on loading andupdating ECDIS charts, and using them for passage planning — andin particular the need to make use of the inbuilt check functionsprovided by ECDIS when validating and approving the voyage.Capt Gale said there is already evidence the electronic chartswill reduce workloads — although this will require watchkeepersto remain alert and engaged and not to become distracted orcomplacent.✪ From Paper Charts to EDIS — A Practical Voyage Plan by CaptainHarry Gale FNI, (ISBN 978 1 870077 98 9) costs £15, and isavailable from The Nautical Institute — www.nautinst.org/publications

MARCH 2009 ✪ ●Nautilus UK Telegraph ●✪ 27A case for statusnautilus at workCOUNCIL member Malcolm Graves, a seniorsecond officer serving with NERC NationalMarine Facilities, considers the need topromote the professional status of seafarers inthe modern Merchant Navy…THERE HAS been much talkabout cutting numbers of seastaff to reduce costs — but whohas looked at ways of reducingshore-based office space, where‘six-figure’ sums could beinvolved?It follows that a new managementmodel should be examinedto make better use of seafarers’management skills! Perhaps aninterested maritime organisationwould agree to help commissionthe necessary research?At the 2007 Nautilus UKBiennial General Meeting, I proposedthe motion: ‘This BGMmoves that Council shoulddevelop a policy to furtherenhance the professional statusof mariners and, more importantly,to obtain more recognitionof their experience as managers,in a modern Merchant Navy.’I have also participated in thework of the Union’s resolutionscommittee during the past twoyears, when this was one of theissues addressed. On such anoccasion, the need for an articlewas suggested with scope toestablish the background andprinciples that are proposed.There are already initiatives,through various organisations, toenhance the high internationalstanding of Nautilus UK members’qualifications and trainingstandards, so as to include managerialqualifications.However, many of these marinersare already not only highlyqualified, but have up-to-date seaexperience and job skills. Thequestion therefore arises, howshould these seafarers’ skills andqualifications be employed infuture? Surely there is the needfor a cultural change to complementcurrent initiatives toenhance seafarers’ qualificationsand to recognise their skills asmanagers?I suggest that a cultural changeshould recognise, respect andproperly reward the professionalstatus of mariners. I believe thatthose organisations and individualdirectors ultimately responsiblefor the direction of a modernMerchant Navy should perhapsconsider new management modelsthat could employ mariners tobetter effect than at present.As a seafarer since 1968,appointed at sea by a variety ofBritish shipping companies andSeafarers can offer valuable management skills PICTURE: GARY DAVIES/MARITIME PHOTOGRAPHIC Malcolm Graves: moved a motion on the status of seafarers at the last BGMemployers, I have noted a numberof problems inherent within —and in some cases created by —shore management. I feel that ifthe mistakes of the past could beproperly recognised andaddressed, British and Europeanshipping interests could be readyto provide the management skillsneeded to help lead the world in afuture trade resurgence.For instance, I feel that it is amistake for shore management toadopt its own agenda to such anextent that its objectives areobscure to sea staff. As a NautilusUK liaison officer, some membershave expressed to me concernsthat they have been treated withcontempt by shore managementand that their morale has beenaffected.In my view, the senior officersof a vessel should not be put in aposition where they can be overruledby relatively inexperiencedshore managers.Furthermore, financial decisionsare usually made by shorestaff that can directly affect thesafety of a vessel. However, ifthere should be a consequent failureonboard, then shore managementshould not be allowed toescape attributable blame. Itwould be a disgrace, for instance,if shore management should failto provide senior officers with allthe support that they wouldrequire, in the event of an incident.It should be remembered, inthe event, that it is usually ship’sstaff that would be required toprovide the MCA inspectors withstatements and could be chargedwith an offence, under some circumstances.Consequently, thereshould be more respect and recognitionfor the responsible roleof sea staff.It should be remembered thatthe skills and knowledge of shoremanagers gained at sea wouldfade, in time, so they will dependheavily upon advice from seniorsea staff.Also, there may be considerablepay differences betweenshore-based superintendents andsenior ships’ officers. Therefore,it is likely that less experiencedpersonnel will be attracted to ashore role and that could have adetrimental effect within thedecision-making heart of a business.Perhaps these anomalies couldbe resolved through establishingan understanding that certainsenior sea and shore-based managementroles are interchangeable,in order to lend and updateupon ship knowledge, respectively.I feel that in the event of anyshore-based organisationalchanges affecting shore managementthe operational supportfunction towards the vesselsshould not be neglected. Shoremanagers should not necessarilyregard themselves as superior tosea staff, within a remote officeenvironment. To do so wouldignore the qualifications andexperience of sea staff which areunder constant test and renewal,by the sea itself.This article should not detractfrom the contributions to theindustry of shore managers thathave provided exceptional service.The case of the Sea Empressdisaster off the west Wales coastin 1996 comes to mind — where ashore manager, Captain Cooney,kept the media appraised in amost authoritative and impressiveway, as though he was thecaptain of the ship herself!It is clear that with moderncommunications and internettechnology there are many managementfunctions which cannow be fulfilled onboard, perhapsmore objectively than fromashore.Instead of reducing the numbersof ship’s staff, perhaps thechief officer could perform awider management role, whilerelieved from watchkeeping andon day work, while a trainingberth could be made available fora junior watchkeeping officer.If more management functionscould reasonably be fulfilledwithin the design of modern vessels,then corresponding officespace ashore could be relinquished.Such economies inproperty ashore could amount tosix-figure sums, in comparisonwith five-figure sums in the cuttingback of sea staff!Management ashore areunlikely to take such an altruisticview of such suggestions, so Ibelieve that the cultural changesreferred to will not be without thesupport of the leaders of theMarine EngineeringWe offer the following Marine CoursesIndustry themselves.Faced with the projected manpowerand skills shortages withinthe Merchant Navy, there arecompelling reasons for offeringto young people a profession withenhanced status and with trainingberths onboard, as suggested.It is hoped that this article willinspire the further research andconsideration necessary to enablethe management skills of seafarersto be employed more effectivelyand to promote theMerchant Navy as a worthwhilecareer.• Engine Room Rating• Cadet Training for Engineering and Electro Technical programmes• Foundation Degree, BENG and BENG(Hons), Marine Engineering• MNTB Workshop Skills• Engineer Officer of the Watch (Class 4) by NVQ or non NVQ routes, including new e-learning option• Second Eng. Restricted (Class 3) Certificate of Competency• Full programme for Second Eng. Certificate of Competency• Second Eng. Certificate of Competency with exemptions from Chief Eng. and Academic Subjects• Full programme for Chief Eng. Certificate of Competency• Distance Learning for Chief Eng. and Academic Subjects• Short courses in Welding Appreciation, Control Systems, All Tanker Safety Courses, Engine Room Simulationand special courses to customer requirements• Short courses in Electrical Maintenance, Radio Maintenance, ENEM, GMDSS, Electric Propulsion,Electrical Equipment for Hazardous Areas and High Voltage• Short bespoke courses in subjects such as Instrumentation and Control, Refrigeration HydraulicsFor further information on marine courses,tel: +44 (0)191 427 3568 | e-mail: engine@stc.ac.uk | web: www.stc.ac.ukSouth Tyneside College , St. George’s Avenue, South Shields, Tyne & Wear, NE34 6ETand Mill Lane, Hebburn, Tyne & Wear, NE31 2ER.With moderncommunicationsthere are manymanagementfunctions whichcan now befulfilled onboard,perhaps moreobjectively thanfrom ashoreMalcolm GravesS Tyneside 12 x 3.indd 1 28/1/09 16:15:03

28 ✪ ●Nautilus UK Telegraph ●✪ MARCH 2009THE growing legal andsocietal pressure to be‘green’ is stoking upstress among ships’crews, according to astudy carried out byMohab Abou-Elkawam,left, at the Seafarers’International ResearchCentre in Cardiff...members at workRules ‘add to stress’SEAFARERS are being placed under increasing levelsof stress in struggling to comply with the growingweight of environment-related rules, accordingto a new research report.A study carried out by Mohab Abou-Elkawam,from the Seafarers International Research Centre(SIRC) at Cardiff University, warns that crew membersare facing conflicting pressures of stricter regulationand patchy provision of waste receptionfacilities.His paper — presented to the SIRC-NipponFellow maritime conference last month — says thatwhile most seafarers see illicit dumping as nonprofessionaland non-ethical, they often face commercialand operational pressures in complyingwith marine pollution regulations.In the bin: the SIRC study found that seafarers are keen tosupport environmental initiatives PICTURE: DANNY CORNELISSENThe study was based on in-depth interviews with40 seafarers from different parts of the world, andconducted as part of a research project examininghow maritime professionals perceive and experiencethe global growth in environmental concerns.‘At the shipboard level, the argument is that seafarersare experiencing a number of difficulties intheir daily interactions with complex technology intheir attempt to fulfil their statutory and professionalenvironmental protection obligations,’ MrAbou-Elkawam concludes.‘On the wider global, national, and institutionalcompliance levels, seafarers are also affected by thedifferent — and occasionally deficient — environmentalenforcement strategies of various flag states,port states, and shipping companies,’ he adds.The study warns that the way in which mostregulation relies upon an assumption of a homogenousinternational shipping sector creates ‘chronicimplementation and compliance problems forcountries, companies and seafarers’.It says seafarers’ trust in the regulatory frameworkcan be undermined by the cost-cutting practicesadopted by some shipping companies and theunwillingness, or inability, of some governments tomeet their MARPOL Convention obligations.‘For example,’ it explains, ‘where companiesattempt to save on the expense of installing reliabletechnical equipment and display a reluctance to useshore reception facilities, some seafarers see suchbehaviour as providing an excuse to resort to dumpingoily residues at sea.’The research found that most seafarers recognisethe need for action to protect the environmentand are supportive of marine pollution regulations.However, it became clear that many are linking theissues of global warming, greenhouse gases and therole of the shipping industry ‘in a rather confusedway’.Media attention, combined with public andpolitical awareness, means ‘seafarers are consideringthe rising demands to save the environment asanother sort of moral pressure exerted on them asSTCW95 basic training (PST, EFA, FP&FF and PS&SR)PSCRB, PFRB, GMDSS, Advanced Firefighting, First Aid, Medical Care on Board, Efficient Deck Hand,MCA Approved Engine Courses, RYA Qualifications, Ship Security Officer Courses. Refrigeration andAir Conditioning Courses available from the Hall Training Centre. All Superyacht courses undertaken.Maritime Open Learning Courses:NVQ Level 3 Deck and Engineering courses leading to STCW. 95 officer of the watch certificates.Surveying courses available through the school of Marine Surveying.Distance Learning courses for Marine Surveying, Ship Management and Ship Superintendency,offered in partnership with Lloyds Maritime Academy.Good reception: collecting waste from ships in Southampton — but the quality of port reception facilities varies dramaticallyindividuals that is added to their professional obligations’,the report adds.Masters and officers fear that increasingly stringentmarine environmental regulations are addingto ‘their daily compliance difficulties and could evenlead to them being prosecuted’.Mr Abou-Elkawam said his research showedthat perceptions about the varying levels of internationalcompliance with the regulations can lead tonegative assumptions being adopted by seafarers —with concern that waste can be dumped in somecountries’ ports and territorial waters without riskof detection or prosecution.‘As a consequence, this leads to more distrust anddespair in the validity of the marine environmentallegal system in general, opening the window formore non-responsible environmental behaviours incertain parts of the world,’ the report warns.‘This study also suggests that feelings of helplessnesseither by seafarers from developed ordeveloping countries usually result in complacencytowards the witnessed pollution activities, as someseafarers conclude that they have no role to play inrectifying the deteriorating situation,’ it adds.Seafarers taking part in the research often linkedthe political will of coastal and port states to protecttheir waters from pollution with the availability ofeconomic resources to monitor the shipping movementsin their territorial waters using costly surveillancetechnologies.Similarly, at company level seafarers often differentiatebetween ‘good’ and ‘bad’ companies interms of their will to spend money on installing newequipment onboard or according to their policyregarding the use of port reception facilities.The report says the continued lack of adequatereception facilities — even in many ‘developed’areas — ‘puts many seafarers in a critical professionalsituation’.One European chief officer working on a shiptrading in EU waters complained of the limitedavailability and high cost of appropriate facilities inmany of the ports his ship visits.He also talked about the multiple difficulties thatseafarers face in trying either to treat the oily effluentsonboard tankers using old versions of oily waterseparators or in legally discharging them using oildetector monitoring systems.Crews on ships operated by companies with poorenvironmental and safety management policies areexposed to additional pressures, which ‘in turnresults in feelings of tension, anxiety, contradiction,confusion, and distrust,’ the study adds.‘It is important to highlight that even seafarersworking in precarious conditions onboard FoCships in the developing world voiced very similarconcerns to their European peers,’ it stresses. ‘Theyall felt that they needed to have a role in protectingthe marine environment but they felt in despair atdiscovering their inability to participate practicallyand “do their bit” for the sake of their children, theircountry, and future generations.’Mr Abou-Elkawam said new regulations usuallyresult in new inspection and audit schemes, or theuse of high-tech equipment that seafarers are unfamiliarwith.‘Clearly, both choices are perceived problematicto seafarers who are already complaining frombeing over-regulated and over-inspected,’ the studypoints out.‘Such divergent perceptions of environmentalrisk between seafarers and policy-makers not onlyalter preferences for environmental decision-makingonboard ships, but also aggravate disparities,confusion, and the general sense of distrust in thelegitimacy of the legislation,’ it adds.The report recommends that regulators makemore of an attempt to understand how seafarers areaffected by the rules — warning that crews areincreasingly ‘fearful of their future capability tocomply with the growing number of such instruments’.NW Kent College 10 x 3.indd 1 27/1/09 15:38:21

MARCH 2009 ✪ ●Nautilus UK Telegraph ●✪ 29Better by degreesmembers at workA NAUTILUS member tellshow he secured anotherMaster’s qualification —through the Open UniversityI thoroughlyrecommend theOpen UniversityBusinessSchool routeto anyoneconsideringfurthereducationCapt DavidTurnerNautilusmemberCELEBRATING its 40th anniversarythis year, The OpenUniversity is the UK’s largest university— boasting a student andteaching alumni that includesUK prime minister GordonBrown, comedian Lenny Henryand writer Bill Bryson.More than 2m people havestudied with the OU since itbegan in 1969 and, in that time,the OU has grown to develop aninternational reputation for itsquality of teaching, leadingresearch and innovative educationalmethods.Many of the OU students havebeen seafarers and the MarineSociety, which played a part inthe foundation of the OU, hasbeen running its exams at sea andproviding underpinning logisticalsupport for its programmesever since.The Society recently got OUagreement to offer academiccredit for seafarers’ HNDs inNautical Science or MarineEngineering. This is a significantstep that will benefit seafarerswho wish to continue their educationwith all providers, such isthe perception of the OU as a goldstandard in terms of academiccredit transfer.The method of teaching whichthe OU has developed is called‘supported open learning’ andthis gives students an entirelyflexible way to study. Studentsreceive course books, DVDs andaccess to course-based websites,but there is also an assigned tutorto guide their studies, and occasionallyface to face tutorials andresidential schools.The time taken to complete anOU course can vary from studentto student. Generally, an entrylevel 10 point course would takebetween six and eight hours aweek, for 20 weeks. Most studentscomplete 60 points a year and setaside around 16 hours a week forstudy. If you completed 60 pointsa year, you would take six years tocomplete a degree with honours(360 points), or five years withouthonours (300 points).The flexible nature of studyingwith the OU is one of the reasonsmany people choose this particularroute to higher education.Over 70% of OU students have afull-time job and study in theirown free time and it is an economicalway of gaining qualifications.The typical cost for an undergraduatedegree for instance,depending on courses selected, isbetween £3,150 and £4,225.Those who study whilst stillworking are able to develop theadvanced skills they need fortheir career development, and atthe same time apply their newabilities straight away to theirworkplace.Working with professionalbodies has led to a number ofcourses being designed specificallyfor industry needs. The OUhas an agreement in place withthe Marine Society & Sea Cadets,which means the student membersof the organisation canreceive 10% off ContinuingProfessional Development (CPD)courses. Each course takesaround 30 hours to complete andoffers new skills, knowledge andideas that can be applied in theworkplace. There are currently70 courses offered, but this is agrowth area.To mark this 40 years of partnership,the OU has launched aBA/BSc Open Degree expresslyfor seafarers, with a focus onbusiness, leadership and management.The degree programmecomprises pre-selected, recommendedstrands that are seafarerfriendlyand tailored to the needsof the maritime sector.The degree has been mappedfor credit transfer against a seafarer’sHND and attracts a verygenerous 120 points at Level 1and a further 60 at Level 2. Thatmakes the qualification achievablewithin just two years and farmore affordable than would otherwisebe the case.Also on offer is a similararrangement in respect of adegree programme billed as‘International Affairs & CulturalUnderstanding’.The OU has pioneered onlinelearning resources, developingits own YouTube channel, providingdownloadable podcasts foriTunesU and spearheading freeeducational content withOpenLearn and Open ResearchOnline. Online learning hasevolved into web-based seminars,remote access to field based study,and a community of like-mindedlearners who are able to shareexperiences and support eachother.A long-standing partnershipwith the BBC also provides educationaltelevision programmes,which sometimes form part ofcourse materials as DVDs.Captain David Turner celebrates his graduation from the Open University’s Business SchoolNAUTILUS member Captain David Turner isa recent Open University graduate — and ispictured after being awarded his Master’sdegree in Business Administration (MBA) ata ceremony held at the Palais de Congress, inVersailles.Capt Turner began his OU Business Schoolstudies whilst still serving as chief officeron ro-ro ferries in 1993. He was awarded aprofessional certificate in management in 1997,and progressed to a professional diploma inmanagement in 2000.‘The hardest part of undertaking an MBA bydistance learning is trying to find a time eachday when you are not too tired or wound up bythe day’s events to settle down and open thebooks,’ he told the Telegraph. ‘Luckily, my wife isa teacher and is the most patient person I haveever met.’Capt Turner’s career began in 1977, as adeck cadet with P&O Steam Navigation, servingon general cargo, reefer, container, tanker/orecarriers, and passenger vessels.Although web-based routes tolearning are becoming more popular,the University can workaround challenges of studentswith limited access to the internet.Course materials which areposted online are downloadable,and iTunesU lectures can be puton an iPod and listened to anywhere.In the past, students haveMarine Trainingwww.aset.co.uk• Dynamic Positioning training for Induction/Basic and Simulator/Advanced courses,accredited by Nautical Institute using Kongsberg & Alstom equipment. In addition, wenow have a Converteam (Alstom) Duplex Series C DP System, allowing delegates to trainon the latest equipment. We also now offer a 2 day Conversion course for those wishingto convert from Alstom to Converteam equipment• Stability and Ballast Control training for semi-submersibles (utilising ASET’s uniquehigh-fidelity Marine Simulator). Training meets IADC & IMO Guidelines. We are the onlycommercial training centre in the world to have achieved both Class ‘A’ and Class ‘B’Accreditation from the IADC for Stability training• Marine Operations of Self-Elevating Platforms (Jack-Ups)• Radiotelephony – CAA, ROC, GOC, GMDSS.Aberdeen Skills and Enterprise Training LimitedT +44 (0)1224 896196 |E asetbookings@aset.co.uk |W www.aset.co.ukOil & GasTechnician TrainingEmergencyResponse TrainingMarineTrainingElectrical & ExTrainingAfter his cadetship, he joined P&O Cruisesand served on Canberra, Uganda, IslandPrincess and Royal Princess, including two toursof duty to the Falklands on the troopship Uganda.He left P&O to work on high-speed passengercatamarans in the early 1990s and then toBritish Channel Island Ferries, working fromPoole.In 1997 he moved to P&O Ferrymasters,where he served until retiring from the sea asmaster of the ro-ro ferry Elk (later Tor Baltica).After 25 years at sea, and having reached theage of 40, he moved ashore into the cargo riskmanagement business for 18 months beforejoining the Maritime & Coastguard Agency in2003, where he is presently human elementpolicy manager.‘I thoroughly recommend the Open UniversityBusiness School route of study to anyoneconsidering further education,’ he adds, ‘andwish to thank all those who have supported mealong the way — especially my lovelywife Nicki!’Health & SafetyTrainingTransportationTrainingstudied with the OU whilst onsubmarines, ships and naval vessels,and sat exams overseas byprior arrangement where this hasbeen necessary. Generally, anindividual approach is arrangedwherever there are special circumstancesand each student’stutor will help organise the solution.The Open University’s growingrecognition and reputationsince it was established 40 yearsago means that qualificationsawarded by the OU are recognisedby academic institutionsacross the globe.✪ For more information go to:www.open.ac.ukwww.ms-sc.org/ouwww.ms-sc.org/cpdor email: education@ms-sc.orgBusinessComputingPeople & BusinessManagementASET 8 x 3.indd 1 30/1/09 09:36:52

30 ✪ ●Nautilus UK Telegraph ●✪ MARCH 2009 MARCH 2009 ✪ ●Nautilus UK Telegraph ●✪ 31Coal trade left a legacy for shipsmaritime historyThedifficulties ofthe navigationof the CoalTrade givethe seamenderivedfrom it anincontestablesuperiorityReport to Parliament19th centuryTHE SAILING colliers of England’seast coast were regarded ashumble craft in their day. Yet theexistence of such a great fleet engagedin the domestic coal tradeto London and ports south hadprofound effects on many aspectsof maritime development aroundthe world — the legacies of whichwe take for granted today.The same can be said for thecrews. A report to Parliament atthe beginning of the 19th centuryreminds us: ‘The difficulties ofthe navigation of the Coal Tradegive the seamen derived from it,in point of skill, expertness,patience of fatigue, and hardshipan incontestable superiority overthose drawn from other maritimetrades.’It was from the arduous anddangerous conditions underwhich the collier crews laboured,and the protracted grassrootscampaigns to improve the seaworthinessof the ships — instigatedfrom coal-trade interestson Tyneside rather than bynational government — thatmany advances in maritime safetywere made.The River Tyne coastal communitiesof both North and SouthShields were, by the late 1800s,made up substantially of coastalseamen and their families —reflected to a lesser degree inWARSASH MARITIME ACADEMYCertificates of CompetencyMERCHANT VESSEL ENGINEERINGEngineer Ofcer of the Watch (EOOW)Specialised route to certicationExamination route to certication- 27 April 09, 7 September 09,4 January 10Chief EngineerEngineering Knowledge - General & Motor- 26 May 09, 19 October 09, 1 February 10Engineering Knowledge - General & Steam- 26 May 09Applied Heat- 20 April 09, 14 September 09, 19 April 10Applied Mechanics- 20 April 09, 14 September 09,19 April 10Electrotechnology & Naval Architecture- 7 September 09, 4 January 102nd EngineerEngineering Knowledge General & Motor- 26 May 09, 19 October 09, 1 February 10Mathematics- 20 April 09, 14 September 09, 19 April 10Engineering Drawing- 20 April 09, 14 September 09, 19 April 10Marine Revision (independent study option)Availability on requestFor more information: www.warsashacademy.co.uk, e-mail: wma.nautilus@solent.ac.ukWarsash Maritime Academy, Newtown Road, Warsash, Southampton, SO31 9ZLTel: +44 (0)1489 576161 Fax: +44 (0) 1489 573988neighbouring Blyth andSunderland.The regular delivery of coalfrom the pits to the riversideloading shutes was bedevilled bydifficulties — mines could flood,and the fleet could be hamperedby foul winds or storms. All conspiredto herd the ships and crewstogether in ways not generallyseen in ocean trades.Such gatherings afforded therare opportunity for a whole sectionof the community to voiceand discuss any work grievances.Quietly aware of their contributionto the nation’s well-being,they sought counsel and evolvedforms of industrial action —doubtless inspired by the historicexample of the river keelmen whowere unswayed by the emotiveterm ‘mutiny’ levelled at them bythe authorities.Suffering the effects of undermanningand low wages — andthe prospect of poverty if overtakenby wreck or infirmity — theseaman found solidarity in such amass movement. However,owner-captains encouraged thevictimisation of the union leadership.It was well into the 19th centurythat civil authorities bandiedthe threat of the press-gangagainst collier seamen, to aid inbreaking strikes over poor conditions.MERCHANT VESSEL OPERATIONS(DECK)Ofcer of the Watch (OOW)Examination route to certication- 7 September 09, 4 January 10,Chief Mate and MasterHND & SQA Examination Route- 20 April 09, 7 September 09, 4 January 10Chief MatePost HND Examination route to certication- 2 September 09, 20 April 09, 4 January 10Post HND Level 4 route to certication- 20 April 09, 2 September 09, 4 January 10Master’s MCA Oral Examination- 27 April 09, 5 October 09, 25 January 10Revalidation of Deck Ofcers Certicatesof Competency- Availability on requestDeck Revision-Availability on requestUKLAP- 8 June 09001In the dark: port and starboard lights for ships came about as a result of problems with the coal fleetIn contrast, it was the exceptionalqualities of earlier colliersthat attracted notable explorersof the age to look no further thanthe sturdy north country collierbarks of Whitby for their missions.Captain James Cook himself— who first went to sea in theeast coast coal trade — stipulatedsuch a vessel. The collier Earl ofPembroke, which had spent somefour years in the coal trade, wasacquired by the Navy in 1768 andwas to become the Endeavour, oflasting fame.Cook knew that to successfullyconduct an expedition intouncharted seas, remote from anyaid, survival relied principally onthe vessel’s abilities. An honestcollier was built specifically toendure the harshest of treatmentand be repaired easily. They wereflat bottomed, with ample storeroomin the hull. Although slow,they were sturdy, seakindly andsafe — even in rough weather.Another collier — the 1796-built bark Fram, later Xenophon— also undertook great voyagesof discovery, after becoming theexpedition ship Investigator.Commanded by MatthewFlinders, Investigator becamethe first vessel to circumnavigateAustralia, charting and surveyingthe entire coastline.At home, the sailing collierfleets traversed a challengingroute off the east coast of England.The extensive areas of shoalingsands were a perpetual hiddenhazard. Largely unmarked untilthe 19th century, they could belethal in thick weather, especiallywhen tidal sets ran across them.Storms claimed huge numbers ofvessels: in 1692 nearly 200 shipssuccumbed in one night on theeast coast. Scarcely any of thecrews were saved.If the journey was perilous, sotoo were the destinations.Crossing the infamous Tyne barbrought disaster to many colliers,and the approaches to the ThamesEstuary claimed many victims.At the Tyne entrance, from thevantage above the Black Middenrocks or on the Herd Sands, theplight of colliers fighting a losingbattle for life often provided aharrowing sight.As a response it was here, atSouth Shields, that WilliamWouldhave and Henry Greatheadjointly designed and built theworld’s first self-righting lifeboat.Called Original, for 40 years thisdedicated craft saved hundreds oflives from colliers. Further southat Redcar, the oldest survivinglifeboat in the world — theZetland — is exhibited with prideat the waterfront museum.Boats such as these, and theirPICTURE: DANNY CORNELISSENsupporting stations, were to multiply.By the 1850s a chain of lifeboatstations spanned the NEcoast. For rescues in theapproaches to the ThamesEstuary, where offshore sandsposed an equal menace, the eastcoast sailing and pulling lifeboatsevolved. Out of a specific desire tosave lives from sailing colliers wasspawned the service that eventuallybecame the RNLI.Those vessels driven to withinsight and sound of the shore alsoprovided the impetus to developthe rocketline and breeches-buoy.Witness to such disasters, CaptainGeorge Manby of Great Yarmouthbegan what was to be a lengthyquest to devise a practical solution.By the mid-19th century thismethod of rescue was officiallyrecognised and improved sufficientlyfor the Coastguard to beequipped with the apparatus.The coming of steam powerand the appearance of paddletugs at the northern coal portsfound these versatile new craftassisting the lifeboats, as well asinaugurating the techniques andpractice of towing vessels. Theywere to become as important asthe collier fleet, which now foundthat they could depart for seaagainst head winds or in airs. Ifconditions at harbour mouthswere dangerous, the tugs couldmaritime historytow the colliers into safe water;1818 is the date which records thefirst commercial vessel to betowed across the Tyne bar bysteam power.To a sailing collier master, theproblems of navigation offshorewere meagrely alleviated by theprovision of guiding lights whichmarked only the worst hazards. Acommentator considered thelighting on the coast ‘inadequateand conducted with a cynical disregardfor the service it providedto mariners’ — despite the factthat the huge volume of the coaltrade contributed heavily to theirupkeep through dues.The principal dangers of hiddenshifting sands lying off a lowand featureless coast could onlybe marked by buoys and lightvessels,which could be repositionedas required. It was largely left toprivate enterprise to prove that‘floating lights’ were a soundproposition. The first lightvesselto be built was stationed at theNore Sand, in the middle of theThames Estuary, in 1732 — aninnovation opposed by TrinityHouse, which saw it as challengingits monopoly. The undoubtedsuccess of the Nore eventuallyprompted Trinity House to adoptthe station and provide lightvesselsof its own at key locations.Their names became instilled inthe navigational psyche of thecolliers, and of today’s coastwisemariners: Dudgeon, Happisburgh,Newarp, Cork.The collier fleet suffered thedisadvantage of being almostexclusively a one-way traffic forthe carriage of coal between thestaithes of the loading ports andthe quays and hythes of theThames. Solid ballast needed tobe taken onboard, to stiffen theships for their otherwise emptypassages north, and laboriouslydischarged before cargoworkThe HM Bark Endeavour — a modern-day version of the north country collier adapted by Captain James Cook for his legendary explorationscould begin again.The demand for ballast wasthus insatiable. It continued to begathered from the Thames riverbed, but in an inefficient, timeconsumingand archaic manner.Disposing of the solid ballast atthe coal ports traditionally tookplace at official ballast quays, selfevidentby their ever-expandinghills of grimy gravel. By the mid-19th century almost one milliontons of ballast was grudginglybrought into the Tyne each year.It was at this time, possiblydriven by desperation, that theidea of using water for ballast wasexplored. Canvas bags were filledwith water before being loweredinto the hold. These would eventuallybe discharged into the bilgeand then pumped out by hand.The process was still laborious,but nevertheless marked animprovement on using solid ballast.Such early use of this newform of ballast acted as a precursorto the later development ofdedicated tanks and pumpingarrangements for water ballast inearly iron vessels designed as colliers— an innovation which wasto benefit all other ships in thefuture.The first successful sea-going,iron-constructed screw propelledcollier was the Tyne-built JohnBowes. Her hull incorporateddouble-bottom tanks for waterballast, which was pumped out byher main engines. A furtherdesign innovation was a lengthycargo hatch to facilitate loading.The vessel could be ranged foreand aft under the loading shute,thus avoiding the time-consumingand expensive manual trimmingof cargo.Such modern features indesign, operation and speedwould have largely been negatedif the John Bowes and others ofher ilk arrived for discharge andbeen forced to rely on the gangs ofcoal whippers and their restrictionson the quantity of coal thatcould be handled in a day. It waspioneer — William Armstrong —that efficiencies in cargo handlingadvanced significantly. He haderected a clutch of hydrauliccranes on the quay of the WestIndia collier dock. These dischargedcoal into railway wagons,with the capacity to deliver up to2,000 tons a day.Iron steam colliers came torevolutionise and ultimately savethe trade in seaborne coal, andcontribute to the prosperity ofregions north and south. Supplywas always notoriously fickle aslong as the trade depended onsail.A damning observation wasmade of East Coast sailing colliersin the early 17th century that‘for thrift’s sake’ they carried dangerouslysmall crews. To thiscould be added that they alsooverloaded and were woefullymaintained, with rotten hulls andpoor cordage and sails. It was nottill some 250 years later thatreformers of the age took serioussteps to address these issues.Particular colliers found theirway onto Samuel Plimsoll’s ‘BlackList’ of ships presented to theBoard of Trade in 1873, to supporthis allegations of sea-goingdeath traps.Concern had been raised byothers before Plimsoll. In 1866James Hall, a Tynemouth shipownerand insurer, had maderepresentation to the Board ofTrade, suggesting that governmentinspectors of shippingshould be stationed at all principalports. He proposed that allThe Plimsoll mark owes much to campaigning by the Tyneside shipping community to the efforts of another Tyneside A painting of the world’s first self-righting lifeboat, the Original PICTURE: RNLIvessels be subject to examination,with permission to proceed to seabeing conditional on the result.Many complicating factorsfrustrated progress towards legislation,especially to what wasconsidered the crux of all shippingreform — a means of determininga ‘line of extreme loading’.It was the combination of Hall’smethodical gathering of factscombined with Plimsoll’s determinedpressure in Parliamentthat finally produced results. In1890 the compulsory load linewas enacted. It has been suggestedthat the Plimsoll line couldas justly be called the Hall mark.During the period of transitionbetween sail and steam inthe coal trade, another situationhad become critical. More surprisingly,it took nearly as muchdiscussion and lobbying to deviserules governing the use of navigationlights at sea. Confusion anddamage were caused to sailingcolliers working to windward bysteamers driving through thefleet. Sailing vessels were notobliged to carry any form of warninglights prior to 1858. Afterthat, a simple lantern at the mastheador at the end of the bowspritwas thought sufficient.The red and green sidelightsalmost universally displayed byall classes of vessel today, whichso effectively indicate the aspectof approach, owe their origin to aNorth Shields mariner. CaptainJames Whitehead was the ownermasterof a collier-brig and nostranger to the sense of terrorinduced at hearing the thrashingapproach of a screw-ship in thedarkness, with no way of ascertainingits course.Whitehead relinquished hiscommand to devote his full-timeefforts to bring his cause to officialnotice, and boarded all vesselsentering the Tyne to seeksupport and endorsement of hispetition. He had a sympatheticlistener in the MP for Tynemouth,William Lindsay, who successfullybrought the proposals beforeParliament. In due course, theybecame incorporated into theRules for the Prevention ofCollision at Sea.Much of maritime worth isowing to the extraordinary natureof the centuries-old east coastseaborne carriage of ‘black diamonds’,the collective effort andloss of countless individuals, thestoicism of communities and thechampioning pioneers of namesdimmed by the passing of timeand, not least, the humble workadaycolliers at the heart of the coaltrade.ACKNOWLEDGMENTThe author kindly acknowledgesthe material assistance ofRoger Finch and the LocalStudies Centre at North ShieldsLibrary.Southampton 12 x 3.indd 1 28/1/09 16:19:51

32 ✪ ●Nautilus UK Telegraph ●✪ MARCH 2009HOW DO women seafarerscope with working in sucha male-dominated industryas shipping? Research byMomoko Kitada, right, hasexamined the different waysin which they deal with theissues — and suggests ways inwhich the industry could makethings better for them...women at seaMinority report...ATTEND any conference on the worldwide short-behind’, the study shows. Portuguese captainage of seafarers and the need to attract more womento work on ships — particularly as officers — willinevitably come up. And, sure enough, an increasingnumber of women are choosing seafaring for acareer, while more are being encouraged to do so— not only by employers, but also such organisationsas Nautilus through its involvement with theMerchant Navy Training Board, and in its visits toschools, colleges and careers fairs.But women that do go to sea inevitably findthemselves working in what is still very much amale-dominated environment — so how do theydeal with that?The answer is that women seafarers tend to ‘feela need to minimise signs of femininity onboard theship’, new research, presented at the 2009 SIRC-Nippon Maritime Conference, reveals.Many then encounter problems having to adjustto gender-specific roles, such as being a wife ormother, when they return home.And as the title of this study — ‘Risking marriageand family: the maintenance of women seafarers’gender identities — suggests, the domestic consequencescan be heartbreaking. Momoko Kitada, thestudy’s author, explores how women seafarers cope.Ms Kitada, whose research was conducted at theSeafarers International Research Centre at CardiffUniversity, previously trained as a deck cadet aftergraduating in Japan from the Faculty of MaritimeSciences, Kobe University.What women seafarers require is industry andwider community support, she argues. As sheexplains, shipping is not unique: ‘It is often reportedthat women or men in the non-traditional occupationsare likely to be masculinised or feminised to a Women remain very much in the minority within ships’ crews — and the shipping industry should do more to support them inVidonia was intent upon continuing at sea when shedisembarked seven months into her pregnancy:‘However, the minute I looked at my baby I realisedthat I was being foolish and irresponsible. Childrenneed care, emotional stability.’Swedish senior deck officer Rebecka resolvedthings after childbirth by getting a shore-based jobin the industry. Sisi, the Ghanaian master, remainedat sea but discovered that, as a consequence, herchildren got emotionally closer to the father than toher. ‘At sea costs me love of my children… I realiseduntil I (stopped sailing and) came home’.There are instances where both parents are seafarersand the father is the one that sacrifices hisseagoing career — for example, a father who took ajob ashore because he was lower rank and a lowerearner than the mother. But such instances are ‘veryrare’, the study says.As Ms Kitada makes clear, the difficulties facedby female seafarers present ‘an extreme version’ ofthose experienced by women in other male-dominatedworkplaces, while also requiring even greateradjustments in their homes lives.‘The real issue underlying this series of problemsis a lack of suitable support,’ she argues.The problems for women seafarers caused byprolonged absence from home could be eased withthe implementation of shorter or more flexible workpatterns, she suggests: ‘For example, some of themore forward-thinking companies allow seafarersto opt for a particular length of trip with those workingshorter contracts earning relatively less butmore time for family.’ Companies could also considerallowing them to work part-time during theearly years of child-rearing.certain extent in order to fit into the workplacewhere the opposite sex is dominant.’But there was very little prior research on womenat sea, Ms Kitada found. She notes that there is verylittle information about women seafarers in general,and practically nothing on how many are actuallyworking at sea.A 1992 IMO estimate suggested that only 1 or 2%of the total global seafaring workforce were thenwomen. The figure is likely to be slightly highertoday, but women are still very much a minorityaboard ship.The only significant research on women seafarers— a 2003 International Labour Organisationstudy — revealed that many of them found it difficultto work on the male-dominated ships becausetheir gender often became an issue.How women coped with the situation was anunknown, but there were clues from studies of othertraditionally male occupations — including engineeringorganisations — where women ‘defeminisedtheir appearance to be regarded seriously by malecolleagues’ and kept a low profile ‘to make themselvesas invisible as possible’.Ms Kitada observed a similar phenomenon inher research on women seafarers, but points out:‘There is a crucial difference… between seafaringand other similarly “male” jobs, namely, thatwomen seafarers are required to work away fromhome for an extended period. Importantly, thiswork-related absence limits their opportunity tofulfil certain domestic roles, such as being a wifeand/or a mother.’their careers, says researcher Momoko KitadaDuring her fieldwork, in 2006 and 2007, shecontacted 36 women currently or previously at sea,mainly from Sweden, Germany and Portugal. Allwere heterosexual, almost half were married orcohabiting, a third were mothers, some two-thirdsworked in the navigational department, including athird who held a captain’s licence, and the rest wereengineers and radio officers. Nearly half had morethan 10 years’ sailing experience.Vicki, 20, a German deck officer trainee, describedhow aboard ship she managed her appearance todeflect attention from her femininity: ‘I always tiedup my hair. Always no make-up, nothing.’Marina, another German deck officer trainee, 22,‘tried not to show emotions and feelings’ whenonboard. That, she felt, would be viewed as toowomanly. On returning ashore, she found it difficultto display her emotions and feelings with her boyfriend‘because you are not used to it any more’.Some women assumed a masculine-type identityat sea, including Sue, a 45 year old Swedish engineer,who did so because she had experiencedunwanted attention from male colleagues. ‘I havebeen more macho than many men actually… if theyare rude, I am a bit ruder. If they swear, I can sweartoo’.These masculinised women, also ‘experienceddifficulties when attempting to switch out of theirshipboard mode of behaviour,’ writes Ms Kitada.Another finding was that the nature of seafaringwork inhibited the women from forming lastingPICTURE: ERIC HOURIrelationships. If their partner is shore-based, he maynot understand why his girlfriend leaves him totravel with other men. ‘The men I meet now are verysuspicious about this strange work,’ confided seniordeck officer Vera, 54, from Sweden.If their partner is a seafarer and the couple’s shiftsdo not match, they rarely see each other. The relationshipwill almost certainly wane, yet manywomen married seafarers ‘because they couldunderstand this unusual lifestyle,’ the study says.Maintaining a balance between seafaring andmarriage presents women with ‘a significant andunique challenge’, it shows. Ghanaian captain Sisi,52, encountered problems with her husband: ‘…hefelt that when I come home, I like to control everybody.I try not to… It is difficult trying to play tworoles.’Leaving children behind for several months istough regardless of a seafarer’s gender, but becauseof social pressures, far more so for seafaring mothers— so much so that Gloria, a German trainee deckofficer, at 22 had ruled out the possibility of combininga career at sea and having a family.Junior engineer Olivia, aged 36, from Sweden,commented that a mother seafarer would be criticisedas irresponsible: ‘…society does not allow girls(to) go away for three months… the neighboursometimes or family would think that you are a badmother’.Mothers with a seafaring background tend to feel‘they are very “selfish” if they… leave their childrenOther ideas the study puts forward include: theintroduction of internet and email services inwomen seafarers’ cabins to help families stay intouch; organising gatherings of seafarers’ families toshare experiences, perhaps taking the form of a webbasedcompany forum; and owners deployingwomen seafarers on the same vessel.From her research, Ms Kitada says it is clear thatmany women see absence from sea during childrearingas a temporary phase in their seagoing careers.The industry, she argues, could be encouraged tofacilitate their ongoing service by providing shorebasedemployment or helping them return to sea.‘For example, companies could be encouraged toprovide loans or supernumerary positions onboardto allow women seafarers to revalidate their certificatesof competency.’Finally, the study addresses society’s attitudestowards women seafarers, suggesting that socialsupport could be provided by governments — forexample, reduced rates for using nurseries, andnational (or alternatively company) insurance forseafarers’ families. ‘Such benefits and support willencourage both male and female seafarers to stay atsea for a longer period.’All the women seafarers Ms Kitada interviewedasserted that they were proud of their professionand enjoyed working at sea, but ‘further sustainedconsideration’ had to be given to their needs. Itwould, she concludes, ‘be to the shame of the industryif, because of the difficulties associated with theneed to manage their gender identity, women wereprevented from continuing their career’.

MARCH 2009●✪ Nautilus UK Telegraph●✪ 33Leden Holland AmerikaLijn wijzen eindbod afDE leden van zowel Nautilus NL alsNautilus UK hebben met overgrotemeerderheid van stemmen het CAOeindbod van de maatschappij afgewezen.Al eerder in dit blad publiceerden wijover de onderhandelingen tussen de tweeNautilussen met de Holland Amerika Lijn(HAL), waarbij het niet eens tot een goedeinhoudelijke bespreking van devoorstellenbrief met de maatschappijnetherlands newskwam. Onder het mom van de kredietcrisisen de economische problemen voorspeltHAL een bijzonder somber 2009, terwijl2008 nog als ‘goed’ jaar de boeken ingaat.Gesloten beursAanvankelijk was het tegenvoorstel om deCAO met gesloten beurs een jaar teverlengen. Na aandringen was de rederijbereid een algemene loonsverhoging van1% aan te bieden plus een diensttijdverhogingvan 0%, 1% of 1,5% afhankelijkvan de beoordeling. De CAO van HAL kentnamelijk geen automatischediensttijdverhoging meer.Negatief eindbodNa diverse pogingen tot onderhandelen bleekdit écht het eindbod, dat overigens voor de inEngeland woonachtige officieren nog slechteruitpakt dan voor de in Nederland wonendeofficieren, simpelweg omdat de inflatie inEngeland veel hoger is.Nautilus UK en Nautilus NL besloten diteindbod van de rederij schriftelijk ieder aanhun eigen achterban voor te leggen. Zowel inEngeland als Nederland leidde dit totafwijzing door de leden. Niet alleen wezenveel leden het bod af, ook lichtten zij de redenvan afwijzing toe. Natuurlijk passeerdenverschillende argumenten de revue, maarvaak werden het enorme tekort aan officierenen het verloop bij HAL genoemd. Ook werdgewezen op het feit dat de cruise-industriezich volgens diverse publicaties nog redelijkstaande houdt in de economische malaise.VervolggesprekkenNa afwijzing van het eindbod deden devakbonden een klemmend beroep op HALom toch weer aan te schuiven aan deonderhandelingstafel en met een beteraanbod te komen. De onderhandelingsdelegatieshopen de vervolggesprekkenmedio maart te hebben, voorafgegaan doorvlootbezoek.NAUTILUS NL SHIP VISITS EXPANDWELL BEYOND ITS BORDERSJAGER’S LINKS PROVE USEFUL TO UNIONShip visitor Peter Jager has become an importantlink between Nautilus and seafarers on boardships. With his father being a seafarer, Peter wasliterally born into the trade and his experiencehas been highly beneficial to the Union.Mr Jager’s core business is to visit ships acrossThe Netherlands, as well as Antwerp in Belgium,and seek the needs of Nautilus members. His roleis to also serve as a PR contact between the Unionand potential members. Two key aspects examinedwhile onboard are communication andsafety. He has expressed how small gangwayswithout railings can pose fatal consequences toriver barge crew.Nautilus NL hopes that its members will meetMr Jager at some stage during his visits and voicetheir praise and concern so that he may bringthese factors to the attention of the AdvisoryBoard. In turn, Nautilus can continue dialogueand negotiations with shipowners, government,tertiary institutes and other organisationsSINDS begin 2009 heeft FNVWaterbouw zijn werkgebied uitgebreid.Zoals u in het januarinummervan NMM heeft kunnen lezen,is Willem Grooff weer als vlootbezoekerin Singapore teruggekeerd.Behalve schepen van de koopvaardijzal Willem ook namensFNV Waterbouw schepen van debaggervloot bezoeken.Veel werknemers op de koopvaardijvlootdie Singapore aandoen,zijn inmiddels bekend met hetfenomeen vlootbezoeker. De medewerkersdie al langer in deze wereldstadkomen, kennen Willem vast welvan de periode dat hij daar verbleef inde jaren ‘90. Ook toen stapte de vlootbezoekergeregeld aan boord van dedaar werkende en in dok liggendebaggerschepen. Maar met deoprichting van FNV Waterbouw is ernatuurlijk echt een goede reden omde baggeraars eens op hun schepeneen bezoek te brengen.LedenbehoefteIn de afgelopen weken heeft Willemal enkele baggerschepen in dokbezocht. Deze bezoeken waren nunog vooral bedoeld als een eerstekennismaking en om te horen wat erzoal leeft aan boord van de schepen.Door te horen wat er speelt, kanFNV Waterbouw inspelen op debehoefte van leden en zo zijn dienstverleningop een zo hoog mogelijkniveau houden. Juist in deze tijdhebben de leden legio vragen die zijaan de bond willen stellen. Veel vandeze vragen zijn onder het genot vaneen kopje koffie te beantwoorden.Indien meer uitwerking of onderzoekgewenst is, zal de vlootbezoekerper e-mail contact zoeken met deNederlandse kantoren van FNVWaterbouw.related to the maritime industry in TheNetherlands.HAL REFUSES NEW DEALNautilus UK and Nautilus NL members recentlyreceived a blow with regards to a final offer for anew collective bargaining agreement by HollandAmerica Line (HAL). Under the cloak of the creditcrunch, HAL resisted negotiations and only offeredto extend the present terms. An overwhelmingmajority rejected the proposals.Continuous pressure brought a 1% raise and,dependent on a positive assessment and period ofservice-related raises of 0%, 1% or 1,5% areoffered. UK members are worse off due to largerinflation in the country. ‘Not fair,’ say members, ‘Ifyou take into account that there is a worrying shortageof officers and a high turnover of seapersonnel.’According to Nautilus NL, despite the constantmedia coverage of the global credit crunch, thecruise ship industry is not doing too badly on theOp prijs gesteldDe medewerkers op de reedsbezochte schepen lieten weten verheugdte zijn om iemand van “deBond” aan boord te krijgen.Ondertussen zijn ook de vragen dienader onderzoek vergen naarWoerden gezonden.Onze vlootbezoeker werd aanboord van een van de schepen geattendeerdop een collega die een paardagen voor het bezoek wasopgenomen in een Singaporeesziekenhuis. Willem heeft deze collegavervolgens opgezocht en datwerd zeer op prijs gesteld. Het mogeduidelijk zijn: de dienstverlening vanFNV Waterbouw gaat dus zo ver alsmaar nodig is.Aanvragen voor het vlootbezoekkunt u doen via de website van FNVWaterbouw (www.fnvwaterbouw.nl) ofper e-mail: info@fnvwaterbouw.nlGezocht: Contactpersonen aanboordFNV Waterbouw heeft een kadergroepvan betrokken leden die regelmatigin de Raad van Advies de gangvan zaken bespreken en het bestuuren de bestuurders adviseren. Ditvergt de nodige inzet van de leden enniet iedereen beschikt over voldoendetijd.Daarom is FNV Waterbouw opzoek naar contactpersonen aanfinancial front. The unions now urge HAL to reenternegotiations.FNV WATERBOUW EXPANDS BUSINESSSince January of this year FNV Waterbouw(dredging industries branch of the FNV union)expanded. Nautilus ship visitor Willem Grooffalso supports FNV Waterbouw now. Grooffreturned as fleet visitor in Singapore since he leftthere in the 1990s.Most of the employees of the merchant fleet inSingapore are already familiar with the ship visitor.The birth of FNV Waterbouw has been a goodoccasion for Grooff to pay the dredgers a visit.The employees who met with the ship visitorwere enthusiastic that someone representing ‘theunion’ came aboard. In the meantime some of thequestions that needed deeper investigation havealready been sent to FNV headquarters. Grooffalso seized this opportunity to visit a colleaguewho had been admitted into a Singapore hospital.A highly appreciated personal touch.FNV WATERBOUW BREIDT WERKGEBIED UITboord van de schepen, mensen die debond kunnen informeren over zakendie spelen aan boord en binnen hetbedrijf. De bond kan op zijn beurt decontactpersonen informeren over deontwikkelingen binnen waterbouw.Op deze manier ontstaat er eengoede en heldere communicatietussen FNV Waterbouw en de ledenaan boord waardoor zaken nóg betergeregeld kunnen worden. Wilt u zichaanmelden als contactpersoon?Stuur dan een emailbericht naarinfo@fnvwaterbouw.nl. Wanneer u twijfeltof nog vragen heeft, dan kunt unatuurlijk altijd contact opnemenvia de waterbouwlijn, telefoonnummer:088- 575 77 60.VLOOTBEZOEKER PETER JAGER:DÉ SCHAKEL TUSSEN NAUTILUSNL EN DE LEDEN AAN BOORDDE vaste vlootbezoeker komt op elk type schip in de binnenvaart enzeescheepvaart. Peter Jager fungeert als ogen en oren van NautilusNL. Zo informeert hij de medewerkers aan boord over de laatsteontwikkelingen en neemt tips, adviezen en klachten mee terug naarhet bestuur. Dankzij zijn jarenlange werkervaring kent Peter Jagerhet klappen van de zweep waardoor hij een uitstekendegesprekspartner is.Als zoon van een stuurman in de koopvaardij kreeg devlootbezoeker het varen met de paplepel ingegoten. De jonge Peterwas vaak aan boord en tijdens vakanties mocht hij meevaren. Al snelwas de liefde voor het vak geboren. Een liefde die nooit meer overging,want in 1979 begon Peter zelf als matroos bij passagiersrederijKöln-Düsseldorfer (KD) op de Rijn. ‘Hier kreeg ik de smaak te pakken’,vertelt Peter enthousiast. ‘Na een half jaar varen en militaire dienstheb ik ruim drie jaar op de grote handelsvaart (bananenvaart)gevaren als bediende/matroos bij Dammers & van der Heide.Vervolgens terug naar de KD als matroos. Na drie jaar varenprobeerde ik het aan de wal als beveiligingsbeambte. Maar toen ik alsgangway wacht werd ingezet op Afrikaanse zeeschepen lonkte hetvaren weer.’ Peter ging wederom aan de slag bij de KD, waarna hijachtereenvolgens stuurman werd op een Rijncruiseschip enduwsleepboot. Peter: ‘De vaart met duwbakken had iets bijzonders enpuurs; het vergde fysiek veel van je en je was toch vooral op jezelfaangewezen. Hierna volgde een interessante periode met eentankduwbak. Ook leerde ik in deze jaren het werk in demachinekamer. Een mooie tijd.’Waardevolle bezoekenDe vlootbezoeker heeft inmiddels bijna alle takken van sportmeegemaakt, want na een periode bij de Stena Line eindigde hij alsmatroos op een kleine zeegaande hopper vanuit Breskens. ‘Juistdankzij mijn brede ervaring kan ik de bond goed vertegenwoordigen’,zegt Peter. ‘Ik begrijp wat er speelt bij de leden aan boord en spreekdezelfde taal.’ Peter is alweer bijna negen jaar vlootbezoeker vanNautilus NL. Hij reist het hele land door — en pakt Antwerpen er netzo makkelijk bij — om aan boord van zowel binnenvaart- alszeegaande schepen te horen wat zich allemaal afspeelt. ‘Zo informeerik de werknemers over ontwikkelingen in de CAO of in de scheepvaarten koppel zaken die aan boord spelen terug aan het bestuur’, vervolgtde vlootbezoeker. ‘Ook klachten omtrent de ISPS-Code geef ik door.Verder breng ik de bond onder de aandacht van niet-leden én ledendie onvoldoende op de hoogte zijn van onze activiteiten. Sinds 1 juli2007 behartigt Nautilus NL namelijk ook de belangen van dewerknemers Rijn- en binnenvaart, maar nog niet iedereen is zichdaar even goed van bewust. Ik zie het als mijn taak om de vakbondhelder onder de aandacht te brengen.’Naast gesprekken die Peter met leden voert kijkt hij hoe het metzaken als veiligheid en communicatie is gesteld. Zo maakt devlootbezoeker zich onder meer zorgen over het ontbreken van eenreling op binnenvaartschepen met smalle gangboorden en hoge den.‘Veel binnenvaartschepen beschikken niet altijd over een relingwaaraan opvarenden zich kunnen vasthouden als zij hun evenwichtverliezen. De kans dat iemand overboord slaat is erg groot. Helaasverdrinken hierdoor nog altijd mensen. Dit zou absoluut niet mogengebeuren.’Binnenkort kunt u Peter wellicht ook bij u aan boord verwachten.Zaken die u aan het scheepvaarthart gaan kunt u dan bij hem kwijt. Devlootbezoeker geeft zijn bevindingen door aan het vakbondsbestuurwaarna deze eventueel worden meegenomen in gesprekken metbijvoorbeeld werkgevers, maritiem onderwijs of de overheid.

34●✪ Nautilus UK Telegraph●✪ MARCH 200950 YEARS AGOAMONG the working parties setup by the Ministry of Transportto consider what revisions, ifany, are required to the existingInternational Convention onSafety of Life at Sea, is onedealing particularly with therules of the road at sea. For thetime being, the proceedings areconfidential — but it is veryobvious, however, that thequestion as to whether or notthere should be amendments tothe collision regulations hasaroused an intense interestamong those who are likely to beaffected by them. Oneshipmaster who has put himselfon record is Captain A.G.Graham, of the United StatesLines, who has called for clarityover the interpretation of‘moderate’ speed in Rule 16.— MN Journal, March 195925 YEARS AGOGeneral secretary Eric Nevin hasrenewed the MNAOA’s campaignfor more British ships to be usedin the south Atlantic. He haswritten to armed forces ministerJohn Stanley complaining aboutthe defence ministry’s continuedrefusal to discuss details of itschartering policies. And the issuehas been taken up in parliamentby Labour MP Tam Dalyell — apersistent critic of thegovernment’s ‘Fortress Falklands’developments. Speaking in theHouse of Commons last month,Mr Dalyell criticised thegovernment for ‘taking refuge’ onthe grounds of commercialconfidentiality when presentedwith straightforward questions onthe issue by the MNAOA, andsaid he ‘passionately believe thatBritish ships should be involved’.— The Telegraph, March 198410 YEARS AGOBRITAIN’s biggest shipownercould double the volume of itstonnage under the red ensign ifthis month’s Budget approvespolicy proposals for theintroduction of a UK tonnagetax. As NUMAST joined ownerslast month to meet ChancellorGordon Brown to stress the vitalimportance of the measures,P&O gave the clearestdemonstration of how thesupport package couldrejuvenate the UK flag and boostBritish seafarer recruitment andtraining. P&O chairman LordSterling said the company —which presently has 55 shipsunder the UK flag — is activelyexamining how many vessels itwould bring back to the redensign if the tonnage tax getsgiven the green light by MPs.— The Telegraph, March 1999ships of the pastHard life under sail✪by BOB WILSONTHE MEDEA was a typicalexample of a British sailing ship ofthe 1860s. Although she was ofno great size, her iron hull wasstrongly built and her owners,Carmichael’s of Greenock, had areputation for the quality of theirfleet of fine full-rigged ships.She enjoyed a long life —narrowly escaping destruction in1883 after being caught in thevicinity of Krakatoa when thevolcano ‘blew’.With her iron hull decoratedwith the traditional painted ports,and the main skysail adding atouch of class, she was a wellproportionedship and verypleasing to the eye.The Medea cost £15 a ton tobuild and was an immediatesuccess. On her maiden voyageshe crossed the line at 21 days outand arrived at Bombay 80 daysout. In three round voyages to Indiaand the West Indies, she cleared£10,000 profit. Carmichael’s wereoffered £18 a ton for her from rivalLondon shipowners, but declinedthe offers.A description of two voyagesthat the ship made in 1888 and1889, complied from noteswritten by one of the apprentices,describes very harsh conditions— although similar experiencewere common enough in the daysof sail.Medea left Penarth, Wales, inAugust 1888 with a cargo of coalfor Sourabaya, Java. Although theship had made some goodpassages in her time this particularone was to prove rather slow —with the outward voyage beingmade in 110 days. During thispassage one of the apprenticesdied and was buried at sea, castinga gloom over the ship.On the homeward run, theship was becalmed some 60The Quiz1. There are two UK ports inthe list of top 20 Europeancontainer ports — whatare they?2. Roughly what proportion ofthe world’s ferry fleet arepassenger-only vessels?3. Which country’s shipownershave the largestnumber of ships on order?miles south of the equator andtook six weeks to move a mere 40miles — becoming short of wateras well as running low inprovisions — and life onboardwas anything but comfortable.Medea eventually made it to StHelena, where fresh provisionswere taken on. The voyage endedat Glasgow, and the crew paid off.A new captain was appointed— a brute of a man, and life onthe Medea took a turn for theworse under his command. Afterleaving the Clyde, the shipproceeded to Liverpool to loadgeneral cargo for the Talcahuanoon the west coast of SouthAmerica, and at the end ofsummer 1889 Medea leftGeneral detailsYear built: 1868Original name: MEDEABuilt by: Barclay, Curle, GlasgowOwners: A. & J.H. Carmichael, GreenockType: Iron full-rigged shipTonnage: 1,066Dimensions: Length 217ft 2in; Breadth 34ft 6in; Depth 21ft4. What is China’s busiestcontainer port?5. How is the title donkeymanthought to have originated?6. In which year was theMarine Society founded?✪Quiz and quickcrossword answersare on page 42.Liverpool bound for Cape Horn.The ship made good progressdown the Atlantic, but received asevere beating off the Horn —struggling for five weeks to roundthe infamous Cape. Afterunloading in Talcahuano, theysailed down to Iquique to load forthe UK.On this voyage, they ran intomountainous seas and winds sofierce that they could not stow thetopsails and so had to set themagain. For a whole week theMedea ran before the storm,averaging 15 knots, but oftenmaking far more than that. Theremainder of the voyage wasuneventful, but they were all kepthard at work. Even going up theEnglish Channel in mist anddrizzle, the apprentices were atwork during their supposedafternoons below. On arrival atOstend, most of the crew left andat least one of the apprentices hadhad enough of Carmichael’sMedea had his indenturestransferred to another company.The Medea was eventuallysold to Sweden about the turn ofthe century and reduced to abarque by removing the squaresails from the mizzen mast. Aftera long and successful career, shewas broken up in 1910.Telegraph prize crosswordThis month’s Telegraph cryptic crossword is a prize crossword!The winner of this month’s cryptic crosswordcompetition will win a copy of the book The New CunardQueens (reviewed on the facing page).To enter, simply complete the form below and send it,along with your completed crossword, to: Nautilus UKTelegraph Crossword Competition, Oceanair House,QUICK CLUESAcross1. Scots cloths (6)5. Angry (6)9. Capital punishment (7)10. Want (6)12. Commercial law (6,3,6)13. Vintner’s dregs (4)14. Meeting (10)18. Battle craft (10)19. Photographed (4)21. Blood cells (5,10)24. Covered with metal (6)25. Tide after Sunday (7)26. Drawer (6)27. Stand up to (6)Down1. Vintner’s extractor (9)3. Cut oneself off from mainland (6)4. One who agrees to document (9)5. Dulled (5)6. Old gunfire (8)7. ‘Goodbye --- Jean’ (5)8. Scots weed seeds (11)11. Commercialism (11)15. Destructive capability (9)16. Believer in nothing (9)17. Author Joseph (8)20. Cerebral power (6)22. Lazybones (5)23. Of yore (5)CRYPTIC CLUESAcross1. Superior able-bodied black horse (6)5. Let USA transform as a gesture tothe military (6)9. Where communists can be left orright wing, in Belgrade … (3,4)10. … United — no longer so (6)12. … Victorian edifice as venue forCrewe and Crystal FCs (9,6)13. ‘makes us rather bear those --- wehave/ than fly to others we know notof’ (Hamlet) (4)14. Grail cult I was thrown out of forworshipping in public (10)18. Latest denture for vampire showedthe way in fashion (10)19. Catch on branch, that’s a hold-up (4)21. Does he carry the rack or the victim?(9-6)24. Taleteller of early English poet — orlate American playwright (6)25. Replace Ben as he is over the hill. (3-4)26. Individual identified by maleoffspring (6)27. To give Russian flower, then dinedon it (6)Down2. Often a strange acquaintance for asleeping partner (9)750–760 High Road, Leytonstone, London E11 3BB,or fax 020 8530 1015.Closing date is Wednesday 11 March 2009.You can also enter by email, by sending your list ofanswers and your contact details totelegraph@nautilusuk.org by the same closing date.Name: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Address: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Telephone: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Membership No.: . . . . . . . . . . . . . . . . . . . . . . . . . . . .3. Tattered net and hard blowenough to effectdodgy arrest (6)4. Papers are taken in by this securityprocess (9)5. Bob, junior scout with article ofdiving gear (5)6. Try Helga, though in astate (8)7. A letter from Greece (5)8. Genesis of a belief system (11)11. Hostile ringer, one exampleoverturned and torn (11)15. Dug up plug with only two wires? (9)16. Similar to grunt, once brokendown (9)17. Until USA became a Union (8)20. Add a little relish to spring(or summer etc.) (6)22. Splashed about in her river … (5)23. ... on her reemerging a wader (5)

MARCH 2009●✪ Nautilus UK Telegraph●✪ 35MEMBER PICKS UP ONPIRACY AS THEME OFRATTLING NEW NOVELWITH PIRACY and armed attacks onshipping at long last generating someintense public interest, and with thesubject combining crime and intrigue, itwas perhaps only a matter of time beforean author picked up on the topic as thebasis for a novel.In fact, it’s actually a Nautilusmember who is first off the press with afictional — or should that be‘factional’? — tale of modern-daypiracy. Captain Archie Coulter says hisbook, Shadow on the Moon, is drawnfrom his experiences sailing to westAfrica in the 1980s.Set largely in Nigeria, it’s a grimlycompelling tale of crime andpunishment that moves between Lagos,London, New York, Hong Kong andAntwerp as the action unfolds.Following one particularly brutalattack that finally prods the UnitedNations into action, setting Interpol onthe hunt for a vicious and ruthlesspirate gang, a valiant British cop setsout to crack the case operating indisguise as a P&I club surveyor.The old Merchant Navy & AirlineOfficers’ Association even gets apassing role, supplying vital briefinginformation, as the police inspectorgets to grips with the enormity of thecrime he is confronting.It’s a rattling yarn, in which ArchieCoulter combines evocativedescriptions of Nigeria andauthoritative scenes of shipboardoperations, with pages full of twists andturns right up to the final paragraphs.✪Shadow on the Moon by Archie Coulter(ISBN 9781425 121822) is publishedby Trafford Publishing. Copies areavailable, price £14 including UK p&p,from Capt Archie Coulter, 100 ChapelLane, Hale Barns, Cheshire WA15 OBP— www.archwayvideo.co.ukbooksFine tribute for ConwayLOVELY GUIDEFOR LEISURESAILORSIF YOU’RE one of the manymerchant seafarers who enjoyyachting while on leave, you’lllove The Sailing Bible, whichcomes out this month.It lives up to its billing as ‘thecomplete guide for all sailorsfrom novice to experiencedskipper’ in style, and couldhardly be better conceived orproduced.The book is a hardbackpacked with 400 magazinesizedpages of clearly explained,well organised practicalinformation with such sectionsas starting out; dinghy sailing;cruiser sailing; navigation;weather; maintenance; andsafety at sea. It’s laid out onsilky, impressively designedpages, with full colourphotographs and other graphicsthat not only make the book lookattractive, but also very effectivelyunderpin the guidance given tosailors in the text.✪The Sailing Bible: The CompleteGuide for all Sailors from Novice toExperienced Skipper, (ISBN 9781 4081 0249 7), price £24.99,published by Adlard ColesNautical — www.acblack.comMANY seafarers have written theirmemoirs for publication, but JohnPerry’s Quit Ye Like Men is a bitdifferent. Because although hismaritime career has lasted morethan 50 years, Mr Perry focusesentirely in his book on hisinauguration as a cadet, followedby his three years at sea as a P&Oapprentice.He subsequently worked as aP&O officer, was a lieutenant inthe Royal Naval Reserve, thenmoved ashore into shippingmanagement and ports sales andmarketing, and is now involved inmarine consultancy.But the era Mr Perry evokeswith vivid recollection, from theperspective of a trainee officer, isthe 1950s and early 1960s,which, as his friend Captain K.H.Davie says in the foreword, arelooked back upon as ‘golden yearsof the British Merchant Navy’.These were years, Capt Daviewrites, when the UK fleet wasrapidly expanding following theloss of so many ships and✪by MICHAEL HOWORTHTHERE can be few schools thatlong after they have closed theirdoors to pupils will evoke emotionenough to produce a book, letalone a definitive volume thattraces the school’s history from itsinception to closure. But then,there are few schools that matchthe standards of HMS Conwayand the achievements of thosewho served aboard the famousMerchant Navy Training School.It is probably right and propertherefore that someone from theback end of her career as awooden mother to shiploads ofapprentices, deck and enginecadets should take the time andeffort to record, for generations tocome, the history of what was avery proud school indeed.Former Conway cadet AlfieWindsor has done a sterling job increating the most splendid andseafarers during world war two‘and there were exciting careersand opportunities for young menof the time in all aspects ofshipping’.Mr Perry recalls: ‘MerchantNavy training ships were then thespawning grounds for MerchantService, and were largelydependent for sponsorship upondetailed history book whichdetails the founding of the ship onthe River Mersey, her contributionto two world wars, her move firstto Bangor North Wales and thenonto her final demise as a shoreestablishment inside the groundsof the estate owned by theMarquis of Anglesey.Despite being in FocsleDivision (the reviewer served as aForetopman when he wasonboard), Alfie Windsor hasfaithfully recorded every nuanceand political wrangle that went onbehind the scenes to create out ofnothing a sea training ship thatset the standards for pre-sea andonboard cadet training thatprevails even today.His chapters that detail theloss of the vessel that was HMSNile and the one that served asthe last of three wooden-hulledships the school used must be thethose shipping companies thatwould in turn draw their graduateproducts to officer their ships.That they have now disappearedis yet another function of an endof an era.Training ship vied withtraining ship in much the sameway as public schools… to keepthe pipeline full and the feesrolling in.’The last five chapters captureMr Perry’s experiences on P&Ocargo ship runs to India, the FarEast, Australia, and on thecompany’s Mediterraneancruises. He appreciates how luckyhe was to be indentured to P&O,stating that the company ‘wentabout its business of creating theirnew officers in a dedicated andprofessional manner, allowingthem a dignity that was seldomseen in other merchant fleets…The easiest course was to haveCadets, cheap labour as could beconsidered, doing or achievingnothing but deckhands’ work withbut the occasional view of thenavigating bridge… this coursemost concise and accurateaccount of one of the mostfascinating shipwrecks of moderntimes, detailing as it does whatwent wrong as the ship wastowed through the Menai Straitsand was lost during the voyage.She eventually broke her backand was ultimately destroyed byan accidental fire.Cadets, however, continued totrain in a brand new purpose-builtshore establishment opened inMay 1964 by HRH the Duke ofEdinburgh, who has returned tothe subject by writing the forwardto this well written andmeticulously researched book.✪HMS Conway 1859-1974by Alfie Windsor (ISBN 978 19053331 31 4) is published byWitherby SeamanshipInternational, price £40, withdiscounts for former Conwaycadets.Recollections from trainingin the MN’s ‘golden years’was indeed followed by too manycompanies to their greatdetriment, and indeed disgrace’.The author brings the periodalive with anecdote. Such as thestory of the cadet, newly joined toa ship Mr Perry was assigned to,who while acting on anti-pilferageduty, was duped by a ‘clothcapped,smiling and friendly’London docker.‘You’re too smart for me,mate,’ the docker assured theconscientious cadet. ‘Severalweeks later,’ writes Mr Perry, ‘atdestination discharge, four emptywhisky cases were found behindthe stacked goods and to addinjury to insult, two dozen emptybeer bottles languished in theiropened cardboard cartons havingbeen casually consumed inLondon to keep throats variousfree from dust!’✪Quit Ye Like Men, by John WPerry, (ISBN 978 1 84104 1933), costs £12.50, and ispublished by The Memoir Club —www.thememoirclub.co.ukCunard’schangesinto thespotlightEVEN THOUGH it is titled TheNew Cunard Queens, aconsiderable proportion of NilsSchwerdtner’s new book isdevoted to the company’shistory and setting the context inwhich Queen Elizabeth 2, QueenMary 2 and Queen Victoria weredeveloped.Well produced and lavishlyillustrated, it provides extensivedetail on the company’sevolution, and the technical,industrial and politicalbackground to the design andproduction of the new vessels —demonstrating the mix oftradition and radical change thathas transformed the Cunard fleetover the past 30 years inparticular.These changes, MrSchwerdtner writes, have notalways gone smoothly —sometimes as a result of the innateconservatism of passengers, orsometimes (as in the case of theinter-mixing of Cunard andPrincess staff) the traditionalismof seastaff. The author notes thedemise of the ‘pure’ Cunardofficer, and he also offers up aninteresting interview withCaptain Paul Wright whichtouches upon this subject.✪The New Cunard Queens byNils Schwerdtner (ISBN 9781848320109) costs £25 and ispublished by Seaforth Publishing— www.seaforthpublishing.comTO ADVERTISEYOUR PRODUCTS& SERVICES INTHE TELEGRAPHCONTACTRedactivetel: 01727 893 894email: ollie@centuryonepublishing.ltd.uk

42●✪ Nautilus UK Telegraph●✪ MARCH 2009The face of Nautilus UK: Mike Quinn, Council memberROYAL Fleet Auxiliary navigator Mike Quinn is standingfor re-election to the Nautilus Council in May — butstrongly hoping one of his RFA colleagues gets voted oninstead.It’s not that he hasn’t enjoyed representing memberson Council from 1999 to 2007 — including severalyears on the NUMAST Welfare Committee — and now asa co-opted member of the general purposes committee.Co-opted because, he explains, though he stood down in2007, ‘due to not enough people standing for election Iwas immediately back on’. He now thinks it’s timesomeone else had a go.Mike’s from Manchester, still his home. His fatherhad served in the Royal Navy during the Korean war, butwhen Mike expressed a wish to go to sea, paternal advicewas to join the Merchant Navy. ‘He had long periods inPortsmouth and Plymouth. He thought if you wanted togo to sea, you should go to sea most of the time.’So Mike went to sea with Booker Line, working ongeneral cargo ships from Liverpool to the West Indies.He then worked outside the industry for several years,including at Granada TV: ‘Various administrative jobs,nothing very exciting — I wasn’t in Coronation Street.’In 1992, he returned to sea with the RFA, initially asthird mate, the same rank he finally held with BookerLine. ‘The basics of pointing a ship in the right directionwere the same,’ he says, ‘but because of the differencesin what the RFA do with the military aspect and the rankstructure, it must have taken me about a year to think“I actually know what I’m doing”!’TelegraphIncorporating the merchant navy journal and ships telegraphISSN 0040 2575staffeditor: Andrew Liningtonproduction editor: June Cattinireporters: Sarah Robinson/Mike Gerberweb editor: Matthew Louwadvertising managersRedactive Media Group17 Britton Street, London EC1M 5TPSales Executive: Claire Barbertel: +44 (0)20 7880 7668fax: +44 (0)20 7880 7553email: claire.barber@redactive.co.ukwebsite: www.redactive.co.ukAlthough the Telegraph exercises care and caution before acceptingadvertisements, readers are advised to take appropriate professional advicebefore entering into any commitments such as investments (including pensionplans). Publication of an advertisement does not imply any form ofrecommendation and Nautilus UK cannot accept any liability for the quality ofgoods and services offered in advertisements. Organisations offering financialservices or insurance are governed by regulatory authorities and problemswith such services should be taken up with the appropriate body.Published by Nautilus UK, Printed by College Hill Press Limited,37 Webber Street, London SE1 8QW.general secretaryBrian Orrellhead officeOceanair House, 750–760 High Road,Leytonstone, London E11 3BBtel: +44 (0)20 8989 6677fax: +44 (0)20 8530 1015telex: 892181 DIAL G(marked for the attention of Nautilus UK)website: www.nautilusuk.orgnorthern officeNautilus House, Mariners’ Park,Wallasey CH45 7PHtel: +44 (0)151 639 8454fax: +44 (0)151 346 8801department e-mail addressesgeneral:enquiries@nautilusuk.orgmembership:membership@nautilusuk.orglegal:legal@nautilusuk.orgTelegraph:telegraph@nautilusuk.orgindustrial south:industrialsouth@nautilusuk.orgindustrial north:industrialnorth@nautilusuk.orgcentral services:centralservices@nautilusuk.orgwelfare:welfare@nautilusuk.orgprofessional and technical:protech@nautilusuk.orgIn ordertobetterservethemembershipefficiently andcost-effectively,Nautilus UKhasstartedto compilealist of members’ emailaddresses.Itwouldbehelpful ifmembers withemailaddressescouldnotifythemtothe IT Department,indicatingtheirmembership number.Nautilus UK also administers the NUMAST Welfare Fundsand the J.W. Slater Fund, which are registered charities.Nautilus UK meetings with members: diary datesNAUTILUS UK has always had afirm commitment to dialogue with itsmembers and that commitmentcontinues to this day, with the Unionplacing a high priority on contactbetween members and officials.Officials make regular visits toships, and a variety of differentmeetings are held by the Union toencourage a healthy exchange ofviews.The Union also offers the chancefor members to meet Nautilus UKofficials when they make regular visitsto ships in ports and nautical colleges,or stage specialist forums around theUK. These visits aim to give membersthe chance to get advice onemployment and other problems thatcannot easily be dealt with by letter oremail. Times and venues formeetings in the next few months are:M–NoticesM-Notices, Marine InformationNotes and Marine GuidanceNotes issued by the Maritime &Coastguard Agency recentlyinclude:MGN 382 (M) — Fire Protection of Balconies andOther External Areas of Passenger ShipsAmendments to the SOLAS global safety of life at searegulations entered into force on 1 July 2008, applying tocabin balconies on passenger ships. The changes aredetailed in this marine guidance note, and are applicableto new ships constructed on or after that date, and toexisting ships on the date of the first subsequent survey.The International Maritime Organisation has alsoproduced guidelines for evaluating the fire risk of otherexternal areas, which are also covered in the M note.The regulatory amendments affect the designrequirements for balcony fire detection and firesuppression systems.They require divisions between individual balconiesto be of non-combustible material in existing and newships, and capable of being opened on new ships to allowaccess from adjacent balcony or deck areas.Surface finishes, except for hardwood decking,must be of low-flame spread type, as defined in IMOresolution A.653 (16). Such finishes other than for deckcoverings must be limited to calorific potential on existingand new ships, measured in line with ISO 1716.On new ships, surface finishes must also beincapable of producing excessive smoke and toxicproducts of combustion. And primary deck coveringsmust be incapable of producing smoke, toxic or explosivehazards.On new and existing ships, balcony furniture andfurnishings should comply with restricted fire riskspecifications, or else fire detection, fire alarm and fixedpressure water spraying systems should be fitted.The Marine & Coastguard Agency recognises thatsome shipowners may have installed fire detection orextinguishing systems on cabin balconies before IMOadopted the relevant circulars. Such systems, providedthey remain effective, can continue top be used on UKships provided they meet the following requirements.Water-spraying fire extinguishing systems must be ableto demonstrate effective spray coverage of the deck areaof any balcony, and the system flow rate should besufficient to simultaneously supply three or moreadjacent balconies.And fire detection and alarm systems should beoperated by heat, smoke or other product of combustion,or by flame on each balcony. They must also be arrangedto give a visible or audible alarm at a crewed controlCOLLEGE VISITSNautilus UK’s recruitment team isnow holding regular meetings withtrainees and members at all the UK’smaritime colleges. Contact SteveDoran or Garry Elliott at the Wallaseyoffice for visiting schedules andfurther details.SHIP VISITSIf you have an urgent problem on yourship, you should contact Nautilus UK(enquiries@nautilusuk.org) to ask for anofficial to visit the ship. Wherever possible,such requests will be acted uponby the Union and last year more than200 ships were visited by Nautilus UKofficials as a result of contact frommembers. If you need to request avisit, please give your vessel’s ETA andas much information as possible aboutthe problem needing to be discussed.station or similar crewed space, and the detector headsmust comply with a recognised standard, and be capableof being tested for correct operation and restored tonormal surveillance without renewal of any component.External areas on passenger ships have routinelybeen assumed to have little or no fire risk, so till now theirdesign has not needed to comply with the SOLASrequirement applicable to interior spaces. But theguidance note points out: ‘While this assumption may beaccurate for general open deck areas, the continualevolution of new types of passenger amenities on opendeck areas may be introducing levels of fire risk.’Guidelines have been developed to provideadministrations and designers with a tool that may beused early in the design process to assess the fire risk ofexternal areas. Risk assessments should consider suchfactors as: what the space is used for, including who hasaccess to it, and any restriction of access due to securityreasons; presence of combustible materials, and ofsources of ignition; ready accessibility for fire-fightingoperations; ease of escape; proximity of ventilationintakes; proximity to essential systems; the possibility ofan external fire spreading to more than one internal firezone; and relationship to escape routes, assemblystations and evacuation routes to survival craft.Recommended mitigation measures to be used inconjunction with the risk assessment are also covered inthe M note.MIN 343 (M+F) — Changes to MCA’s 2002 SOLAS VPublication, Arising Out of Amendments to SOLASChapter VThis M note gives guidance on the survey, certificationand compliance implications for ships required totransmit LRIT long range identification and trackinginformation, under changes to SOLAS regulationsimplemented in the UK on 31 December 2008.In advance of published European LRIT policy andUK legislation, the note provides information on therequirements for onboard provision and testing offunctional LRIT systems. The UK has appointedauthorised testing application service providers (ATASP)to carry out conformance testing. On completion ofsuccessful testing, ATASPs issue conformance testreports on the MCA’s behalf. The reports should becompleted within a suitable period prior to the date of thefirst radio survey after 31 December 2008, the notepoints out.To comply with minimum requirements, shipborneradio equipment forming part of the GDMSS globaldistress and safety system should: be capable ofautomatically transmitting, without onboard humanintervention, the ship’s LRIT information at six-hourintervals to a LRIT data centre; be capable of beingconfigured remotely to transmit LRIT information atvariable intervals; be capable of transmitting LRITinformation following receipt of polling commands;SCOTLANDMembers employed by companiesbased in the west of Scotland shouldcontact Nautilus UK at NautilusHouse, Mariners’ Park, WallaseyCH45 7PH (tel: +44 (0)151 6398454). Members employed in theoffshore oil sector, or by companiesbased in the east of Scotland, shouldcontact +44 (0)1224 638882. Thisis not an office address, so memberscannot visit in person.Future dates and venues for NautilusUK meetings of the NationalProfessional & Technical andNational Pensions Forums include:✪ National Professional & TechnicalForum — deals with technical,safety, welfare and other professionaltopics relevant to shipmaster andinterface directly to the shipborne global navigationsatellite system equipment, or have internal positioningcapability; be supplied with energy from the main andemergency sources of electrical power; and be tested forelectromagnetic compatibility taking account of IMOrecommendations. Exemptions and equivalence will beconsidered on a case by case basis, says the note.It also contains information on port state control anddetentions relating to LRIT, including what should happenif a ship is not transmitting due to outside failure of theLRIT system. In such circumstances, contractinggovernments should ‘not impose sanctions… nogrounds arise for either delaying or detaining the ship’ aslong as its conformance test report and related radiocertificate are valid, the note says.The ship should notify the port state of the situation,but to do so the ship needs to be made aware of thefailure of the system or the circumstances involved.‘Those causing the failure of the system or those involvedin the prevailing situation should advise the shipaccordingly,’ the note adds. And it suggests thatadministrations should determine the maximum durationof such failure beyond which the ship would need toinform the contracting governments.MIN 341 (M+F) — MCA Occupational Health andSafety Leaflets and PostersThis lists the MCA’s occupational health and safetyleaflets, and its posters, which are available in A4 or A3size. These can be ordered free of charge from: MCACustomer Line, EC Group, Europe Park, Magnet Road,Grays, Essex RM20 4DN; tel: 0845 6032431; fax: 01375484556; email: mca@ecgroup.uk.comMIN 344 (M) — Boatmasters’ Licence Regulations:General ExemptionVessels in the circumstances given in this note areexempt from the Boatmasters’ Licence Regulations.The notice relates to vessels operating commerciallyon inland waterways and in limited coastal areas.✪M-Notices are available in three ways: a set ofbound volumes, a yearly subscription, and individualdocuments.✪A consolidated set of all M-Notices current on30 July 2007 (ISBN 9780115528538) is published byThe Stationery Office for £195 —www.tsoshop.co.uk/bookstore.asp✪Annual subscriptions and copies of individual noticesare available from the official distributors:Mail Marketing (Scotland), MCA, PO Box 87, GlasgowG14 0JF. Tel: +44 (0)141 300 4906; fax: +44 (0)141950 2726; email: mca@promo-solution.com✪Individual copies can be collected from MCA offices,electronically subscribed to or downloaded from the MCAwebsite — www.mcga.gov.uk — click on ‘Ships andCargoes’, then ‘Legislation and Guidance’.chief engineer officer members. Thenext meeting is being held at theNautilus UK northern office, Mariners’Park, Wallasey, on Tuesday 21 April,starting at 1300hrs.✪ National Pensions Forum —established to provide a two-way flowof information and views on allpension matters and pension schemes(not just the MNOPF). This forum isopen to all classes of Nautilus UKmember, including associate andaffiliate. The next meeting will be heldat Best Western Churchill Hotel, DoverWaterfront, Dover, Kent CT17 9BP, onWednesday 1 April, starting at 1100hrs.All full members of the relevant rankor sector can attend and financialsupport may be available to somemembers by prior agreement. Forfurther details contact head office.Quiz answers1. Felixstowe (sixth place) and Southampton(ranked 13) are the only two UK container ports inthe European top 20.2. Just over 47% (3,094 ships) of the world ferryfleet are passenger-only vessels.3. Germany’s shipowners have the largest numberof vessels on order — a total of 1,189 at the startof this year.4. Shanghai is China’s busiest container port,handling some 28m TEU last year.5. The term donkeyman is derived from the relatedduties of tending the auxiliary engines(or donkey engine or donkey boiler) in port.6. The Marine Society was founded in 1756.Crossword answersQUICK ANSWERSAcross: 1. Tweeds; 5. Fuming; 9. Hanging;10. Desire; 12. Supply and demand; 13. Lees;14. Conference; 18. Destroyers; 19. Shot;21. White corpuscles; 24. Plated; 25. Whitsun;26. Crayon; 27. Resist.Down: 2. Winepress; 3. Enisle; 4. Signatory;5. Faded; 6. Musketry; 7. Norma; 8. Thistledown;11. Advertising; 15. Firepower; 16. Nihilists;17. Priestly; 20. Brains; 22. Idler; 23. Olden.This month’s cryptic crossword is a prizecompetition. The answers will appear in nextmonth’s Telegraph. Congratulations to theFebruary crossword winner — Nautilus UKmember George Matthews.CRYPTIC ANSWERS FROM FEBRUARYAcross: 1. Galilee; 5. Compact; 9. Ringo;10. Animation; 11. Arresting; 12. Wheel; 13. Denim;15. Terrified; 18. Open-ended; 19. Extra; 21. Lewis;23. Whalebone; 25. Gastropod; 26. Tweed;27. Dreamer; 28. Dilated.Down: 1. Garland; 2. Long-range; 3. Looms;4. Emaciated; 5. Cling; 6. Meanwhile; 7. Alive;8. Tangled; 14. Maelstrom; 16. Red-handed;17. Introvert; 18. Obliged; 20. Amended; 22. Waste;23. Wiper; 24. Extol.

MARCH 2009●✪ Nautilus UK Telegraph●✪ 43Stick up for Nautilus UK’s Sea Sense campaign!NAUTILUS UK offers a range of free stickers to help youshow your support for British shipping.The ever-popularSea Sense car stickers have been spotted all over the world— why not put one in your back window? We also havesome smaller paper Sea Sense stickers to put onenvelopes.There is also the ‘delivered by ship’ selection, showingthe variety of products that reach our shops thanks tomerchant ships and seafarers. These are ideal for handingout at schools and festivals.All the stickers promote Nautilus UK’s specialcampaign website www.seasense.co.uk, designed to raisepublic awareness of the need for maritime skills — andwhere you can sign an electronic petition urging thegovernment to take more effective measures to supportBritish shipping and seafarers.If you’d like some free stickers, simply contact NautilusUK’s Central Services department and let them know howmany you need. Call Central Services on +44 (0)20 89896677 or email centralservices@nautilusuk.orgIndicatorsLATEST figures show a further fall in the UK inflationrate, but the level of wage increases remainingrelatively stable.Figures from the Office of National Statisticslast month showed that consumer price inflation(CPI) fell in January to an annual rate of 3%, downfrom 3.1% in December. The modest decline wasless than most commentators expected.The headline retail prices index (RPI) —normally used as the basis for pay talks — fell to0.1% from December’s 0.9% to hit the lowest levelsince 1960. RPIX inflation — the ‘all items’ RPIexcluding mortgage interest payments — was 2.4% inJanuary, down from 2.8% in December.The ONS also revealed that the annual rate ofgrowth in average earnings, excluding bonuses, was3.6% in the three months to December 2008 —unchanged from the three months to November.Including bonuses, it was 3.2%, also unchanged fromthe previous month.Figures from the independent Labour ResearchDepartment showed pay deals in January averaging3.5% — but also warned of an increase in the numberof pay freezes.10 REASONS WHY YOU SHOULD BE A NAUTILUS UK MEMBER…1. Pay and conditionsNautilus UK negotiates on your behalf with an increasingnumber of British and foreign flag employers on issuesincluding pay, conditions, leave, hours and pensions. TheUnion also takes part in top-level international meetings onthe pay and conditions of seafarers in the world fleets.2. Legal servicesWith the maritime profession under increasing risk ofcriminalisation, Nautilus UK provides specialist support,including a worldwide network of lawyers who can providefree and immediate advice to full members on employmentrelatedmatters. Members and their families also haveaccess to free initial advice on non-employment issues.3. Certificate protectionAs a full member, you have free financial protection, worthup to £102,000, against loss of income if your certificate ofcompetency is cancelled, suspended or downgradedfollowing a formal inquiry. Full members are also entitled torepresentation during accident investigations or inquiries.4. CompensationNautilus UK’s legal services department recovers more than£1m every year in compensation for members who havesuffered work-related illness or injuries.5. Workplace supportNautilus UK officials provide expert advice on work-relatedproblems such as contracts, redundancy, bullying ordiscrimination, non-payment of wages, and pensions.6. Safety and welfareNautilus UK plays a vital role in national and internationaldiscussions on such key issues as hours of work, crewinglevels, shipboard conditions, vessel design, and technical andtraining standards. The NUMAST Welfare Funds charity runsa 15-acre welfare complex in Wallasey providing homes andcare for retired seafarers, and administers welfare pensionsand grants to seafarers in need. Nautilus UK has a major say inthe running of the Merchant Navy Officers’ Pension Fund andthe Pension Plan. It also launched The Maritime StakeholderPlan to meet the needs of seafarers and others working in theshipping industry, at sea and ashore, who are unable toparticipate in the MNOPF or MNOPP.7. SavingsBeing a Nautilus UK member costs less than buying anewspaper every day and gives you peace of mind at work,with access to an unrivalled range of services and support.It’s simple to save the cost of membership — by takingadvantage of specially-negotiated rates on a variety ofcommercial services ranging from tax advice to credit cards,and household, motoring, travel and specialist insurance.8. In touchAs a Nautilus UK member, help is never far away — whereverin the world you are. Officials regularly visit membersonboard their ships and further support and advice isavailable at regular ‘surgeries’ and college visits throughoutthe UK.9. Your union, your voiceNautilus UK is the voice of more than 16,000 maritimeprofessionals working in all sectors of the shipping industry,at sea and ashore. As one of the largest and most influentialinternational bodies representing maritime professionals,the Union campaigns tirelessly to promote your views.10. Get involved!Nautilus UK is a dynamic and democratic union, offeringmembers many opportunities to be fully involved and haveyour say in our work — both at local and national level.Join Nautilus UK todayTo: General Secretary, Nautilus UK, Oceanair House,750-760 High Road, Leytonstone, London E11 3BBPlease complete this form in BLOCK LETTERSI would like to join Nautilus UKSurnameAddressPostcodeDate and placeof birthNext of kin:SurnameAddressEmployingcompanyShip nameIf cadet, statecadetship start dateand whetherdeck/engine/ETOIf certificated officer, please statedetails of main certificate No.Issued bypersonalemailFirst namesIMO no.FOR OFFICE USE: REF.First namesRelationshipDischargeBook noRankPhone no.Mobile no.PostcodeGenderMFPlease fill in the whole form including For Nautilus UK Official UseOnly Box using a ball point pen and send it to:Originator’s Identification NumberNautilus UKOceanair House750-760 High RoadLeytonstoneLondon E11 3BBName(s) of Account Holder(s)Instruction to yourBank or Building Societyto pay by Direct Debit9 5 3 3 6 4For Nautilus UK Official Use OnlyThis is not part of the instruction to your Bank or Building SocietyPlease tick instalment method required:ANNUALQUARTERLYHALF-YEARLYMONTHLYYour preferred week in the month for debit:1st 2nd 3rd 4thEnd dateGradeDate ofissueBank/Building Society account numberBranch Sort CodeInstruction to your Bank or Building SocietyPlease pay Nautilus UK Direct Debits from the account detailed in thisInstruction subject to the safeguards assured by the Direct DebitGuarantee. I understand that this Instruction may remain withNautilus UK and, if so, details will be passed electronically to myBank/Building Society.Have you previously been a member of NUMAST/MNAOA? YES NOIf known, please state previous membership numberand date ofleavingIf you are or have recently been a member of another union/association, please state:Name of union/associationSubscription paid untilBranch/mem noDate of resignationI apply for membership of Nautilus UK and undertake to observe all Nautilus UK rules. I further undertake to pay subscriptions regularlyand be liable for all subscriptions as they fall due. I agree that my personal data can be used for furthering the interestsof the Union, providing services to me direct and via third parties, as covered by the Data Protection Act.SIGNEDDATEName and full postal address of your Bank or Building SocietyTo The ManagerBank/Building SocietyAddressPostcodeReference Number (for completion by Nautilus UK)Signature(s)DateEQUAL OPPORTUNITIESNautilus UK wants to provide the best possible service to all our members, and target information to meet your needs.All information will be treated in the strictest confidence and will not be revealed to any third party.To which broad ethnic group do you belong? White Asian Afro-CaribbeanOther Please specifyDiscounted monthly subscription rates from 1 January 2009 formembers paying by direct debitPlease tick membership category required:Full member (Marine sea-going) £18.50*Full member (Shore, salary over £23,600, Trawler officer or ITES) £14.50*Full member (Shore, salary under £23,600) £5.70Full member (Marine Ratings) £13.75*Full member (Cadet) £5.70***The full rate if you are paying by cheque or postal order is £19.85, £15.60 and £14.50 respectively.**Cadets joining in their first year and paying by direct debit £8.50 for that year.The full membership classes listed here are only for those in regular employment in the industry.If you are in regular employment in the large yacht sector contact Membership Services for current rates.NB. If you are uncertain as to your appropriate membership class please ring the Membership Services Team at Head Office or email: membership@nautilusuk.orgBanks and Building Societies may not accept Direct Debit Instructions from some types of accountPlease retain this portion for your own recordsDirect Debit paymentsPayment by direct debit means your subscription to Nautilus UK will be paid on time, every time.You will be spared the nuisance of getting reminders and the inconvenience of having to alter your standing order whenever the subscriptionchanges. This is because direct debit allows for variations in the amount paid by your bank on your behalf.You can also pay your subscription in instalments and decide which week in the month they are to be taken on, if you prefer. Tick the appropriatebox on the form.If no preferences are shown we will assume monthly payments on the 1st week of each month.This guarantee should be detached and retained by the PayerThe Direct Debit Guarantee✪This guarantee is offered by all banks and building societies that take part in the direct debit scheme.The efficiency and security of the scheme is monitored and protected by your own bank or building society.✪If the amounts to be paid or the payment dates change Nautilus UK will notify you 10 working days in advance of your account being debited oras otherwise agreed.✪If an error is made by Nautilus UK or your bank or building society, you are guaranteed a full and immediate refund from your branch of theamount paid.✪You can cancel a direct debit at any time by writing to your bank or building society.✪Please also send a copy of your letter to us.

44●✪ Nautilus UK Telegraph●✪ MARCH 2009UK CLUB MOVES TO CUTGROWING RISKS OFMOORING ACCIDENTSSEAFARERS are facing a growing risk ofdeath and injury as a result of a long-termincrease in mooring-related accidents.That’s the warning from the UK P&I Club,which has just published special advice in anattempt to cut the rising toll.The Club said mooring-related claimsrose from around 4% of the total in theperiod between 1987-97, to around 14%over the following decade. It said there isalso evidence that injuries suffered inmooring incidents tend to be more severethan in other types of accidents — with 14%resulting in death.In a special advisory newsletter —‘Understanding mooring incidents’ — theClub calls for risk assessments to be made ofall mooring areas onboard to highlightpotential hazards.It stresses the need for mooringoperations to always be undertaken withsufficient crew to do the job safely — at leasttwo people for each mooring station.It urges seafarers to take special care inthe snap-back zone when a mooring line isunder tension and to wear personalprotective equipment during mooringoperations.The guidance emphasises the need formooring equipment, rope and wires to beinspected regularly. It also warns of the needfor care to be exercised in mooringarrangements, and says masters shouldprotest to port authorities if there areinsufficient mooring arrangements ashore.newsMINISTER WARNEDON POLICY DELAYSUnions come together to voice concern at the lack of positive action for shipping‘Safetyat riskfromcreditcrunch’CONCERNS over the lack of governmentaction on key maritimepolicy matters were raised whenNautilus UK — together with officialsfrom the TUC and RMT —met shipping minister JimFitzpatrick last month.In talks with the minister andDepartment for Transport officials,the union officials expressedtheir frustration at the failure tosecure progress on the shippingindustry’s joint proposals for seafareremployment and training —which were submitted almost twoyears ago.The unions also highlightedcontinuing disquiet about theexploitation of foreign seafarers —presenting evidence of foreigncrew members being paid lessthan one-third the UK NationalMinimum Wage on one ship operatingbetween two UK ports, andas little as £1.63 an hour on an offshoresupport vessel running outof Aberdeen.Mr Fitzpatrick said the governmentwas still not in a position toaddress the issue, because interdepartmentaltalks have failed sofar to secure a unified position onthe legal implications of applyingthe UK minimum wage to foreignships in UK waters.But the minister did, however,provide assurances of longawaitedaction on the RaceRelations Act, which presentlypermits pay discriminationbetween seafarers on UK ships onthe grounds of their country ofresidence.Mr Fitzpatrick said the governmentplans to include measureswith the Single Equality Bill,which is likely to go beforeAssistant general secretary Mark Dickinson presents the shipping minister with a Nautilus briefing on maritime policiesParliament some time afterEaster.Nautilus assistant general secretaryMark Dickinson said thehour-long meeting reflected theunions’ strong disappointment atthe absence of any new positivemeasures to support British shippingand seafarers during the pasttwo years.‘Action on the employment andtraining package is needed morethan ever in the current economicclimate,’ he added.‘And it is incredible that, in the21st century, we are still having tomake the case for governmentmeasures to deal with discriminationagainst seafarers purely onthe grounds of their nationality,’he said.The unions also urged the governmentto do more to promoteshortsea and coastal shippingas an environmentally-friendlyalternative to road transport, andMr Dickinson expressed concernat new figures showing a markedfall in the amount of UK freightbeing carried by water.He told the minister thatNautilus is disturbed by a reductionin the level of governmentsupport for new ‘green’ shippingschemes, and at a 30%-plus fall inthe volume of freight carried byUK-flagged ships — a figure thatis likely to increase with thedemise of the British operatorCoastal Bulk Shipping.‘The government’s approachseems to be hands-off, when itshould be matching other EUmember states in proactivelyidentifying ports and routes thatcan serve as motorways of theseas,’ Mr Dickinson added.Mr Fitzpatrick said the governmentremains committed to its‘modal shift’ objectives, and saidthe shipping industry had failed totake up the support availablethrough the freight facilities grantsystem to promote new waterbasedservices.The minister admitted that thegrants scheme was cumbersome,but pointed out that it was boundby European state aid rules.FEARS that the global economicproblems could prompt adecline in shipping quality havebeen raised by the head of theEuropean Maritime SafetyAgency (EMSA).Outlining the Agency’s 2009work programme last month,chairman Jørgen HammerHansen warned that the creditcrunch will undoubtedly put‘significant economic pressureon the maritime industry’.Quality operations could besqueezed as shipping companiescut costs to survive, he predicted.‘Some may postpone maintenanceand installation of newequipment, or otherwise jeopardisesafety, security or theenvironment,’ Mr Hansenadded.The EMSA chairman said theEU ‘faces an important challengein ensuring quality shippingand compliance withinternational and European legislation,and at the same timemaking it as easy as possible forthe industry to meet therequired standards in a costeffectiveway’.This year’s EMSA workprogramme covers such developmentsas the launch of thevessel traffic monitoring toolSafeSeaNet and the LongRange Identification andTracking data centre.It is also stepping up work tocheck on training and certificationstandards in some 50 keyseafarer-supplying countriesoutside the EU.✪Insurers voice alarm at downturn— page 11St Peters StreetLowestoftSuffolkNR32 2NBPhone: (0044) 1502 525025Fax: (0044) 1502 525106Website:www.lowestoft.ac.ukEnquiries and bookings:maritime@lowestoft.ac.ukDYNAMIC POSITIONING TRAININGDP OPERATOR TRAININGDP-capable vessels are the fastestgrowingsector of the marine market.We offer DP Induction and Simulator(Advanced) courses using the latestsimulation systems from Kongsbergand Alstom.We also offer manufacturer approvedDP Maintenance training onKongsberg and Alstom systems.2 and 3 day Familiarisation training onspecific systems available.Lowestoft College has been training DP staff for over 20 years andis recognised worldwide as the leading DP training establishment.We are able to tailor courses to the requirements of individualclients, and will be happy to discuss this with you.COURSES FOR THE MARINE & OFFSHORE INDUSTRIESAccredited by

MARCH 2009 ✪ ●Nautilus UK Telegraph ●✪ iBGM 2009uniting maritime professionalsnautilus at workTHIS year’s Nautilus BiennialGeneral Meeting will make abit of history and generalsecretary Brian Orrell wouldlike you to be there...WOULD you like to help make history? Come to the Biennial GeneralMeeting (BGM) this year, and you will be there for the launch of apioneering new union — Nautilus International.The BGM takes place every two years, and it is the forum for fullmembers of the Union to help determine policies and to debate thekey issues affecting the industry in which you work.And this year’s BGM — which takes place over three days in May— will mark the creation of the new trans-boundary union for maritimeprofessionals, with the formal coming together of Nautilus NLand Nautilus UK at the end of the meeting.Following the success of the 2007 BGM, which was staged inLiverpool, we have once again decided to locate the meeting in amajor maritime centre — with this year’s event being held at theNewcastle Gateshead Hilton Hotel.Members will assemble for the meeting on the afternoon andevening of Monday 11 May, with the conference business takingplace on the Tuesday, Wednesday and Thursday, and membersdeparting on the morning of Friday 15 May.We’ve done more to listen to feedback from members attendingpast BGMs, so we have once again chosen a maritimerelatedvenue, streamlined the debates, and provided more relaxedopportunities for you to participate in the proceedings.This special supplement gives you a taste of what to expect at theconference, including the motions submitted by members for considerationat the meeting.From the skills shortage to maritime safety, from training to pensions,you can see that these address some of the most criticalissues affecting masters, officers, cadets and other mari-time professionals.These are tumultuous times for the shipping industry, and theBGM is your chance to shape the future of your Union and the sectorin which you work.And don’t forget that the BGM is not just about business. It willinclude speeches from leading figures in the shipping industry, aswell as offering opportunities to socialise with other maritime professionals.We have once again lined up a series of VIP speakers from themaritime and trade union world — including shipping minister JimFitzpatrick, International Transport Workers’ Federation leaderDavid Cockcroft, the head of the Marine Accident InvestigationBranch, Stephen Meyer, the president of the Chamber of Shipping,Notice of Nautilus RGMNotice has been given under the Rules for a Rules GeneralMeeting of Nautilus UK to be held at the close of BGMbusiness on Thursday 14 May 2009 at the Hilton NewcastleGateshead Hotel.and Philippe Bourgogne-Verney, of the European Commission’sDirectorate-General for Energy and Transport (DG-TREN).We want you to be there — to contribute your views, your experienceand your ambitions to debates and discussion that will have asignificant impact on the Union’s work at local, national and internationallevels.The form on the right is your chance, as a full member, to getfinancial assistance to attend. Nautilus UK provides this support —the payment of hotel costs and a contribution towards UK travelexpenses — to ensure that a broad cross-section of full membersfrom all sectors the industry are able to attend.Nautilus has done much since the last BGM to deliver on thepolicies agreed by members in 2007. From fighting the case for anemployment link to the tonnage tax, to highlighting the dangersposed by fatigue, there is much that we have achieved and muchthat we can be proud of.But we must never be complacent and never stand still. The battleto increase the recruitment and training of maritime professionalshas never been more important.And in the present economic climate it is increasingly importantthat we continue the fight to ensure that maritime professionals getthe pay and conditions they deserve.That’s why Nautilus UK needs you — please come and join us atthe BGM and take the new union into the future with policies fit forthe challenges that confront us.Please use these opportunities to get involved!FINANCIAL AIDattendance at BGM 09This form should be completed and returned to Peter McEwen,deputy general secretary, Nautilus UK Head Office, 750-760 High Road,Leytonstone, London E11 3BB.I wish to apply to attend the 2009 BGM under the arrangements madeby Council for full members to receive assistance towards the costsof attendance.Please complete in BLOCK CAPITALSNameAddress (for all BGM correspondence)PostcodeTel no.Membership no.CompanyRankPresent shipSelection will be made from the categories below. Please circle the one thatapplies to you.FG = foreign-going; NCVA = near-coastal voyage areaA Master FG I Purser/catering NCVAB Master NCVA J Radio officer FGC Engineer FG K Radio officer NCVAD Engineer NCVA L Electrical officer FGE Cadet (all trades) M Electrical officer NCVAF Deck FG N Shore staffG Deck NCVA O Ratings — FGH Purser/catering FG P Ratings — NCVAPlease give details of involvement with Nautilus, eg as a liaison officer orhonorary delegate, or if you have attended a Nautilus Education course or aprevious BGM.

ii ✪ ●Nautilus UK Telegraph ●✪ MARCH 2009MARCH 2009 ✪ ●Nautilus UK Telegraph ●✪ iiiIt’s time to second that motion...nautilus at workNAUTILUS UK policy isdiscussion at the 2009determined by the Union’sBiennial General Meeting.membership — and theseMake sure you are thereare the motions that— fill in the form on page ihave been submitted byto apply for financialmembers for debate andassistance to attend...BGM 2009uniting maritime professionals12-14 MayHilton Newcastle Gateshead HotelThe BGM is yourchance to shapethe future of theUnion and theindustry in whichyou workBrian OrrellGeneral secretaryNautilus UKA. LIAISON OFFICERTRAININGCongratulates Nautilus UK on securing funding from theGovernment’s Union Modernisation Fund for a series of threeLiaison Officer Training Courses held at Ruskin College,Oxford. This BGM recognises the significant role that LiaisonOfficers play in the functioning of the Union and the importanceof ensuring that they have access to the right trainingfor that role. This BGM therefore calls for a continued commitmentto provide Liaison Officer training in the future.B. TELEGRAPHThis BGM acknowledges the work undertaken by theTelegraph Department of this Union in producing a worldclass paper for the membership and the shipping industry.This BGM further acknowledges the high quality of editorialand the commitment of the staff to its monthly production.In so doing acknowledges the attention in detail inarticles of industrial, legal, professional and technical, andwelfare issues affecting the membership.This BGM calls upon this Union to ensure that the TelegraphDepartment is adequately resourced in terms of staff andinformation technology so as to ensure it maintains its positionas a leading union and shipping paper.This BGM further calls upon this Union to widen the distributionof the paper to more ships, companies, colleges,administrations and other maritime organisations, andincrease the number of copies sent to each ship where numbersjustify this.C. ETO QUALIFICATIONThis BGM acknowledges the work undertaken by this Unionin successfully setting up of an Electro Technical Course(ETO) at South Tyneside College, and its subsequent adoptionby Warsash Maritime Academy.This BGM further acknowledges the work undertaken bythis Union in order to achieve international recognition ofETOs by placing the issue of Certification on the agenda ofthe International Maritime Organisation in its review of theStandards of Training, Certification and WatchkeepingConvention 1978 as amended.This BGM recognises the limitations of the current course,in the United Kingdom, that includes both an EOOWCertificate and ETO qualification and calls upon this Unionto pursue an ETO qualification at the operational and manageriallevel to meet the challenges faced by the industryfrom new technology.This BGM further calls upon this Union ensure that the ETOqualification in the United Kingdom is aligned to bothFoundation Degree and/or Honours Degree so as to ensureequal standing with Deck and Engineering Officers.D. GENERAL MEETINGSThis BGM notes that members who supported the creationof the new Union with Nautilus NL had no choice but to supportthe change from a General Meeting every two years toone every four years.This BGM further notes that this means members willonly be able to influence the policy of the new Union onceevery four years and recognises that members who may beat sea and miss a General Meeting will only get the chanceto attend and influence the work of the Union once everyeight years.This BGM believes this is an unacceptable reduction inmembers’ rights and calls on Council to urgently review thisdecision with a view to reverting to a General Meeting everytwo years as soon as possible.E. ENCLOSED SPACESRISKSThis BGM expresses grave concern over the continued lossof life in ‘enclosed’ spaces’.This BGM call upon the Union to work for the compulsorycarriage of O 2 Testing Equipment.This BGM further calls for mandatory pre-entry drills onall ships and additional training at Nautical Colleges.F. MANDATORY CARRIAGEOF DEFIBRILLATORSThis BGM proposes that carriage of an automated externaldefibrillator be made mandatory aboard all vessels.G. SCOTLAND’S FERRYSERVICESThis BGM notes with concern the decision of the EuropeanCommission to investigate the lifeline subsidies paid toCaledonian MacBrayne and other ferry companies inScotland.The BGM believes this represents another attempt toundermine the provision of good quality, safe and reliableferry services in Scotland.This BGM therefore calls upon Nautilus to continue tocampaign against attempts to attack any of Scotland’s publiclyowned ferry routes. This campaign should involve otherunions through the STUC, and should seek to ensure that EUaction does not undermine the ability of the ScottishExecutive to provide publicly owned, publicly accountablelifeline ferry services.H. THE MCAThis BGM notes that the past few years has seen increasedindustrial unrest at the Maritime and Coastguard Agencyand a high rate of turnover amongst senior experienced professionalstaff. The BGM notes these developments withgreat concern and urges Nautilus to lobby the governmentto ensure that the MCA has the resources and staffingrequired to discharge its increased responsibilities for thesafety of ships, the marine environment and decent workfor seafarers, including the requirements of the MLC2006.I. ETF FERRY CAMPAIGNThis BGM congratulates Nautilus UK on the leading roleplayed in the European Transport Workers’ FederationCampaign to enhance the job security of EU Seafarers.This BGM notes the need to focus this campaign on the EUFerry Sector and supports activity to create a sector of excellencein which low cost competition is eradicated.This BGM also notes recent announcements of job lossesin the ferry sector and calls on Nautilus to ensure this campaigncontinues to bring an end to competition based onwage dumping and discrimination, in favour of fair competitionbased on quality and safety.J. JOB SECURITYThis BGM recognises that shipping has not been immunefrom the global economic downturn following the creditcrunch and Stock Market crashes last year.This BGM calls on Nautilus to continue to work to ensurethat members are not adversely affected either by beingforced to accept low pay increases, or through job losses.This BGM therefore calls on Nautilus to conduct a detail-edanalysis of the likely effects for members of this downturn andthen to put in place strategies to ensure members terms andconditions and job security are fully protected.K. PIRACY AND ATTACKSON SHIPPINGThis BGM expresses its concern at the continuing increasein the rate of pirate and armed attacks on shipping and atthe increase in the levels of violence and intimidationagainst seafarers.The BGM condemns the general failure of shipowners toinvest in adequate security measures, including increasedcrew levels.The BGM welcomes the deployment of naval forces offSomalia, but reiterates concern at the lack of effective rules ofengagement to combat piracy in a proactive manner.The BGM therefore calls on Nautilus to redouble itsefforts to secure political action at national, European andinternational levels to tackle the threat and to convinceship-owners to improve the levels of protection for seafarersand the standards of security on their ships.L. FATIGUEThis conference notes the continuing high levels of fatiguewithin the shipping industry. It also notes with profoundalarm the continued failure of the authorities to deal withthe resulting risks to health and safety.The BGM therefore calls upon Nautilus to increase itswork to secure improved enforcement of hours of work andrest regulations and to lobby governments and the IMO formore realistic manning levels.M. EMPLOYMENT ANDTRAININGThe BGM records its concern at:✪ the government’s lack of action on the joint shipping industryproposals for an employment link to tonnage tax✪ increasing evidence of serious skill shortages, underminingsafety at sea and in UK ports and waters✪ UK seafarer statistics which show that despite the recentincrease in cadet numbers, the total of UK officers is set tohalve over the next 15 yearsThe BGM therefore calls for Nautilus to step up its campaigningon maritime skills and use every opportunity tolobby the government for policies to further encourage theemployment and training of British seafarers.N. SEAFARERS EARNINGSDEDUCTIONThis BGM notes with concern the judgement in the PrideSouth America case and with outrage the HMRC decision toattempt to extend the judgement to remove many seafarersin the offshore sector from qualifying for the SED.This BGM recognises the work already done by NautilusUK to protect the interests of members affected by this unilateraland damaging ruling and forcing HMRC to withdrawthe original decision. However the BGM also notes thatsome seafarers have had the SED removed at a cost tothem and the sector.This BGM therefore calls upon HMRC to end the confusionthat now surrounds SED by making clear that any seafareremployed in that capacity will qualify for SED regardlessof which type of vessel they serve on.SED was reintroduced, as a result of pressure from theUnion, in the early 1990s to protect the UK’s maritime skills.The need to protect these skills is more important than everand this BGM therefore calls on Nautilus to campaign vigorouslyto have the government amend the relevant legislationto give effect to the original policy objective of providing supportto all seafarers with foreign earnings.O. INLAND NAVIGATIONThis BGM notes that once Nautilus International is establishedthe union automatically becomes a major player inthe inland-navigation sector of mainland Europe.This BGM also notes that the European inland-navigationsector is in the process of standardising important issuessuch as social security, hours of work and rest regulationsand the quality of educational systems.This BGM further notes that the maritime professionalsactive in the European inland-navigation sector are poorlyunionised and could therefore be considered as an importantpotential for recruitment.The BGM therefore calls on Nautilus to play a proactiverole in the European inland-navigation sector and to findways to increase membership levels of Nautilus Internationalin this sector.Motions from the National Pensions Forumapproved by Council for submission to theMNOPF and MNOPPBGM under BGM Standing Order 2.This BGM notes that one result of the current economic crisisis the seeming long term reduction in the market values ofpension fund investments including those of the MNOPF andMNOPP. The BGM further notes that the welcome improvementin the life expectancy of scheme members increasesthe level of liabilities and that both factors, together, put pressureon the finances of pension funds.The BGM urges the Council to ensure that the pensionswithin the MNOPF are maintained, that active members areallowed to continue contributing and every effort made bythe Trustee Board to make discretionary pension increaseswhen finances permit.Efforts should also continue to increase the employercontributions into the MNOPP to significantly improve theamounts available to purchase pensions on retirement.NAUTILUS PENSIONSASSOCIATIONThis BGM strongly supports the Council decision to establishthe Nautilus Pensions Association (NPA) and its launch in late2008. The NPA will encourage many more seafarers andtheir dependents to become involved in their own pensionarrangements including an opportunity to propose to Counciltwo persons to become trustees of the MNOPF.The BGM believes that the Council should continue tosupport the NPA and help it to expand to include a highproportion of the members of the various maritime pensionfunds and thus, through Council, expand even further memberinvolvement in pension issues.

iv ✪ ●Nautilus UK Telegraph ●✪ MARCH 2009life at sea competitionDON’T miss thischance to takea share of theprize money forthe best shotsof life and workat seaARE YOU handy with a camera? If so, don’tmiss this last chance to share in the £1,500prize money being offered in the Nautilus/Endsleigh Insurance Services ‘life at sea’photography competition.Closing date for entries is Wednesday 1April 2009 — so don’t delay if you want yourshots to go before the judges.As in previous years, there will be very stiffcompetition for the three top prizes. Entrieshave been pouring in — many of a very highstandard. Can you do even better than theexamples on this page?The theme of the competition is ‘life at sea’— which you can interpret in any way you wish.Nautilus and Endsleigh stage the contest to helpshow the wider world what life at sea is like — thegood and the bad (and the ugly!).Remember, having a good idea is just asimportant as high technical standards. Judgeswill be looking for originality just as much asartistic merit.Generous prize money totalling £1,500 ison offer for the winners — with £750 for thetop photo, a second prize of £500 and a thirdprize of £250.Nautilus UK /Endsleigh InsuranceServicesPhoto Competition 2009Name: ........................................................................Address: ...................................................................................................................................................................................................................................................................................................................................Home tel: ..................................................................Email: .........................................................................Mem no.: ...................................................................Photos to be returned: YES / NOTOP LEFT: the‘full monty’ isperformed by shipmates for theentry from Michal KwiatkowskiCENTRE: one of a series of picturessubmitted by Laura Hughes froma portfolio that she feels bestcaptures her three years of workingat sea. ‘It’s nice to share them soothers can see what I see,’ she saysBOTTOM LEFT: a Coastguardhelicopter comes in over the FarTurbot at Dover, by Lee PattenBELOW: what could be called ‘seallife’ — a marine mammal finds agood place to rest in this picturetaken in the Ribble Estuary in earlyFebruary 2009 by Nautilus memberClive CorderThe prizes will be presented at the Nautilus2009 BGM (don’t worry if you can’t make it!)and the event will feature an exhibition of thebest entries. To enter the competition, you cansubmit shots in colour or black and white, andas prints, slides or electronic images. Slides andprints should be sent, along with the completedform top right, to Nautilus UK/Endsleigh PhotoCompetition, The Telegraph, Oceanair House,750-760 High Road, Leytonstone, London E113BB.If you want to enter electronic images,please email JPEGs (300dpi preferred) totelegraph@nautilusuk.org, marking your entryNautilus UK/Endsleigh Photo Competition.Your email will need to include the informationin the form top right: your name, your address,your home telephone number, your emailaddress and your membership number ifapplicable.Please don’t forget to send us the officialentry form or equivalent information by email,as we must be able to contact you if you arechosen as one of the winners. We look forwardto hearing from you by 1 April.