✪ newsfront2–13 ●✪ letters16–18 ●✪ reports31 ●✪ international14–15 ●✪ appointments36–45 ●✪ crossword32 ✪

Nautilus officials havebeen busy visiting UKcolleges to meet thenew intake of traineespages 28-29

THE CLASS OF 2008A top-level deal hasbeen reached to reflectthe serious risks ofpiracy off Somaliapage 48

PIRACY RISK AGREEDMajor new services andbenefits are under wayfollowing a review ofseafarer welfare needspage 9

WELFARE BENEFITS

Telegraphthe journal of

Volume 41 ●✪ Number 11 ●✪ November 2008 ●✪ £2.50

WHEN IS A SHIP NOT A SHIP?WHEN THE REVENUE SAYS SOGOVERNMENT ministers are fac-ing a mounting barrage of protestsagainst moves to further restrictthe entitlement to seafarers’income tax concessions.

Nautilus UK has staged amajor lobbying exercise in a bid tooverturn new HM Revenue &Customs rules that would preventmany more seafarers in the off-shore sector from benefiting fromthe measure.

And last month there were signsthat the united industry campaignbeing run by the Union with theChamber of Shipping and the RMTis forcing HMRC to retreat — withfinancial secretary Stephen Timmsoffering some important assur-ances on the plans.

The controversial moves toexpand the list of vessels notdefined as a ‘ship’ under theSeafarers’ Earning Deductionrules have been raised in theHouse of Commons — with ques-tions to ministers and twoParliamentary motions tabled inprotest at the restrictions.

As the Telegraph went to press,more than 1,000 people hadsigned a Downing Street petitioncalling for the government to re-think the changes. Nautilus is urg-ing all members to support this,and put pressure on their MPs tosign the Early Day Motions.

The campaign was also high-lighted on the BBC TV PoliticsShow last month, with Nautilusofficials and members being inter-viewed to explain the potentialdevastating impact of the changes.

Nautilus deputy general secre-tary Peter McEwen raised the

issue with shipping minister JimFitzpatrick at a Parliamentaryreception, and during what hedescribed as a ‘positive’ joint ship-ping industry meeting with oppo-sition transport and treasuryministers.

‘The response to the latestRevenue attempts to move thegoal posts has been overwhelm-ing, and it is clearly time for thegovernment to stop all the mess-ing around and ensure that SED

is allowed to meet its aim ofencouraging the employment andtraining of British maritimeprofessionals,’ said Mr McEwen.

He said the Treasury and thetax authorities have consistentlyfailed to appreciate the reasonswhy the measures were intro-duced in the first place.

‘Even worse, they have maderepeated attempts to disqualifyincreasingly larger numbers ofseafarers from eligibility for the

concessions — flying in the face ofthe Appeal Court and the House ofCommons transport committee,’he added.

‘The latest debacle shows onceagain that it is time for the confu-sion and anomalies created by thecurrent system to be eliminated,and for ministers to ensure thatSED complies with the purposes forwhich it was created — safeguard-ing the supply of British seafarers.’

Mr McEwen said the inde-

pendent Alexander Report on thetonnage tax had, back in 1999,called for urgent action to end theanomalies that prevent all seafar-ers from benefitting from the con-cessions.

And in the same year, the all-party Parliamentary transportcommittee had recommendedthat the government act ‘as a mat-ter of urgency’ to end what itdescribed as the ‘absurd’ situationsurrounding eligibility to SED.

‘It is now nine years since thesereports called for urgent action,and it is therefore high time thatthe Treasury introduced a coher-ent policy that supports the gov-ernment’s wider policy objectivesof promoting the training andemployment of British seafarersin all sectors of the industry,’ MrMcEwen added.

Mark Brownrigg, director-general of the Chamber ofShipping, said the HMRC guid-ance threatened to cause ‘a seriouscrewing crisis in the offshore sec-tor among companies operatingworldwide’.

And Bob Crow, general secre-tary of the RMT union, added:‘The industry needs more pressureon jobs like a hole in the head, so itis urgent that every side of theindustry works together to sortthis one out.’

Orkney and Shetland MPAlistair Carmichael said the finan-cial secretary had given assur-ances that ‘most people whocurrently benefit from seafarersearning deduction will continue todo so’ and that HMRC’s interpre-tations of the special commis-sioner’s decision should be done insuch a way to have the smallestpossible impact.

‘Most importantly of all,’ MrCarmichael added, ‘seafarersworking in the North Sea can con-tinue to file tax returns as they havepreviously been doing and thereshould be no question of anychanges which might be madebeing backdated.’✪ More reports — see centrepages

Storm of protest at HMRC bid to ‘move the goal posts’ on eligibility to seafarers’ tax concessions

In this issue:

Members serving on the Sealion Shipping dive support vessel Toisa Pegasus were interviewed by BBC TV for a Politics Show feature about the potentially devastating impactof the changes to the Seafarers’ Earning Deduction qualifying rules PICTURE: DEREK SANDS

2●✪Nautilus UKTelegraph●✪ NOVEMBER 2008

nautilus uk at work

NAUTILUS UK has called for gov-ernment action to give justice tomembers suffering from asbestos-related diseases.

The Union has responded to anofficial consultation launched fol-lowing last year’s Law Lords deci-sion that reversed 25 years ofentitlement to compensation forpeople affected by pleural plaques.

Charles Boyle, director ofNautilus legal services, said theUnion considers the House ofLords decision should be over-turned.

The judgement had promptedan outcry, he pointed out, becausepeople affected by asymptomaticpleural plaques ‘are under con-stant fear that the condition willdevelop into something more sin-ister, like mesothelioma orasbestosis’.

Mr Boyle said the issue is ofimmense importance to manyseafarers who were exposed toasbestos while serving on shipsand in UK shipbuilding yards inthe 1950s and 1960s.

The Union continues to regu-larly receive forms from membersfor filing on the special asbestosexposure register, which currentlycontains more than 300 names,he added, and as a result of theLords decision it had to discon-tinue several pleural plaquescases.

‘We anticipate that we will, formany years yet, be receiving infor-mation from members and theirdependants which indicates thatour members were negligentlyexposed to asbestos resulting inasymptomatic pleural plaques,

asbestos-related pleural thicken-ing, asbestosis and, sadly, deathsfrom mesothelioma,’ he added.

‘The presence of pleuralplaques must signify to personsthat they have been heavilyexposed to asbestos and they willbe caused much worry and anxietyin the knowledge that they have agreater risk than most of develop-ing mesothelioma or asbestosis —the “the aggregation theory”which in itself justifies compensa-tion.’

The Nautilus submission tellsthe government: ‘Justice requiresthat pleural plaques sufferers areadequately compensated and thisshould override any concerns thatlegislation is interfering withsome aspects of the common law,where statute has often inter-vened. If the Scottish Executivegoes ahead and overturns theHouse of Lords decision then it iseven more imperative for the sakeof consistency and fairness thatWestminster follows.’

It also suggests the introduc-tion of an open-ended ‘no fault’system, so that people with pleuralplaques — whether these werediagnosed before or after theHouse of Lords judgement — areentitled to compensation. Thiswould help to avoid litigation andlegal costs.

Compensation should be set at£7,000, which was the upper endtypically received by someone on aprovisional damages basis on an‘aggregation theory’ case. Andclaimants should still be entitledto take action if they later developmesothelioma or asbestosis.

A NAUTILUS member has been presentedwith a prestigious award in recognition of‘an outstanding feat of seamanship’ that ledto the rescue of 19 crew from a ship that sankin the South China Sea.

Captain Glenn Wostenholme, master ofthe UK-flagged containership MaerskKendal, received the Lady SwaythlingTrophy from the Shipwrecked Fishermenand Mariners’ Royal Benevolent Society lastmonth.

The award was presented at the Society’sannual general meeting to Maersk MarineServices MD Terry Cornick, as CaptWostenholme was away at sea at the time.‘We are all very proud of him,’ said MrCornick. ‘The ship had to battle against theheavy weather and the clock, and it was afantastic achievement, superbly handled.’

Capt Wostenholme was master of theUK-flagged ship when — on the maiden voy-age from Busan to the Malaysian port ofTanjung Pelepas in August last year — dis-tress messages were picked up from thestricken general cargoship Pailin Maritime.

The 30-year-old 3,000 tonne vessel — enroute from the Solomon Islands to Vietnam,fully laden with a cargo of logs — sent out a

distress call after the hull cracked and crewmembers were ordered to abandon thesinking ship.

Mr Cornick said it was disappointing thatother vessels in the area had chosen toignore the distress calls. ‘Our crew did agreat job, and we are pleased that theyupheld the best traditions of the sea,’ headded.

Working with another vessel, the car car-rier Rio Imperial, the Maersk Kendalorganised on-scene search and rescue oper-ations. Drift and leeway calculations weremade and a dead reckoning position for thesurvivors calculated.

A rescue boat from the Maersk Kendalrecovered two survivors, and the car carrierpicked up a further 13 from a liferaft. Asdarkness fell, the Maersk vessel found fourmore survivors and manoeuvred in strongwinds and a 4m swell to recover them froma liferaft.

Presenting the award, Society presidentAdmiral Sir Peter Abbott praised theMaersk Kendal for outstanding seaman-ship, navigational skills and excellent pro-fessional judgement which ensured therescue of 19 crewmen.

The Society also presented its EmileRobin Award for an outstanding rescue tothe crew of the RNLI Torbay lifeboat for sav-ing seafarers from the stricken general car-goship Ice Prince in appalling conditions 34nm SE of Berry Head in January this year. Inwinds of up to force 9, the lifeboat workedfor over 100 minutes to make more than 50alongside manoeuvres to rescue eight crewfrom the ship.

‘Outstanding leadership, exceptionalseamanship, teamwork and the consum-mate professionalism of all those involvedensured a successful rescue under arduousconditions,’ Admiral Abbot said.

A commendation was also presented toRAF Master Air Crewman Richard Taylorfor recovering passengers and crew fromthe ferry Riverdance after it lost power in asevere storm 10nm NW of Blackpool inJanuary this year.

He was praised for his ‘considerablecourage’ in helping to safely evacuate thevessel in storm force winds, sea state 7 and a10m swell. Crewman Taylor stayed onRiverdance until the last lift when he, alongwith the ship’s master, abandoned the vesselto her fate.

JUSTICE ISSOUGHT FORASBESTOSDISEASES

MARK COMPLETES RIDE OFA LIFETIME FOR CHARITIESNAUTILUS UK assistant general secretary MarkDickinson, pictured right, has completed his2,500km fund-raising motorbike trek throughSouth Africa.

Thanks to sponsors from all sections of theinternational shipping industry, he is set to raisemore than £20,000 for five charities in Africa andthe UK, including the NUMAST Welfare Funds,Riders for Health, Enduro Africa, and Unicef.

Mr Dickinson said the ride had taken himthrough stunning scenery and testing roadconditions. He suffered two falls, but managed tocomplete the fortnight-long ride with no seriousinjuries.

‘It can only be described as an epic ride in moresenses than just the physical,’ he added. ‘Whilstit’s over now, the memories will remain forever andnone of us who took part leave Africa the same aswhen we are arrived.’

Although Mr Dickinson has passed his £20,000fund-raising target, he would still welcome moresupport. It’s not too late to donate — just visit hisblog: http://enduro-africa-2008.blogspot.com/

Maersk Marine Services MD Terry Cornick, above left, received the Lady Swathling Trophy on behalf of Capt Glenn Wostenholme, master of the Maersk Kendal; and, right, RAFMaster Air Crewman Richard Taylor receives a commendation for his courage in rescuing passengers and crew from the ferry Riverdance in a storm in January

Maersk master receivesaward for skillful rescuein South China Sea storm

THE WRITE STUFFTHE TUC has launched acompetition to find budding tradeunion authors. Its learning andskills organisation, Unionlearn,has teamed up with Quick Readsto find up to 20 short stories(between 1,500 to 2,500 words)about working people’s lives —which could be published in2010. Find out more at:www.unionlearn.org.uk/QRcompetition

Union warns on compensation

NOVEMBER 2008●✪Nautilus UK Telegraph●✪3

nautilus uk at work

briefly...Shortage warning: the global shortage of experienced officersis set to grow even more, a leading ship manager warned lastmonth. Speaking at the Marine Money conference inSingapore, Jan Morten Eskilt, chairman of the OSM Group,said the industry was guilty of too much talk and not enoughaction. Mr Eskilt said wages would continue to spiral as theskills gap widens when new tonnage comes on stream, and heblamed owners for failing to provide sufficient cadet berths ontheir vessels.

Breaking news: the International Maritime Organisationhas approved plans for a new convention to improveshipbreaking standards around the world. The draft shiprecycling treaty approved by the IMO’s marine environmentprotection committee last month will require all new ships tocarry an inventory of hazardous material, and will set newrules for shipbreaking processes — including safety standardsfor workers.

Safety package: European Union transport ministers haveapproved a new set of safety proposals drawn up in response tothe Erika tanker disaster. The compromise package agreedlast month covers issues including port state control, vesseltraffic monitoring, ship inspection and surveys, and accidentinvestigation. Euro-MPs say they hope final agreement on themeasures will be secured by the end of the year.

Tanker tow: the Maritime & Coastguard Agency’s ETVAnglian Monarch towed a chemical tanker to safety after itbroke down in the approaches to the SW lane of the DoverStrait Traffic Separation Scheme last month. The 5,713gtMaltese-flagged vessel Ruth Theresa was towed to a point offMargate after suffering a loss of power while sailing fromImmingham to Brest.

Gas worry: skill shortages are the biggest worry for gas tankerand terminal operators, according to a new survey. Carried outby the recruitment company Faststream, the research warnedthat vacancy levels in the shore-based LNG sector are at arecord high and that competition for staff with relevantseagoing experience is becoming even tougher.

Boxship slump: global containership orders have slumped by49% so far this year in the face of declining trade and fallingfreight rates, according to London-based shipbrokerClarkson. It said just 179 ships were ordered in the first eightmonths of 2008, down from a total of 530 last year, 479 in2006 and 566 orders in 2005.

Dubai deployment: Royal Caribbean International is todeploy its vessel Brilliance of the Seas in Dubai, to operate aseries of cruises in the area between January and April 2010.

Trawler sunk: six crew were rescued when a French trawlersank after a collision with the Liberian-flagged car carrierNordic Spirit, some 13km NW of Le Havre last month.

INSTITUTE HONOURGIVEN TO ORRELLNautilus leader welcomes cooperation as Fellowship is awarded

NAUTILUS UK general secretaryBrian Orrell has been presentedwith a special award from theNautical Institute in tribute to hismany years of work on behalf ofseafarers.

At an event to mark WorldMaritime Day, held at the MarineInstitute of the University ofPlymouth, Mr Orrell was awardedhonorary fellowship of theInstitute — an award that is lim-ited to only 25 people, with nomore than two awards in any year.

Presenting the award, NI pres-ident Captain Richard Coates saidit had been bestowed by theInstitute’s Council in tribute to MrOrrell’s ‘lifelong work behalf ofseafarers in the UK and interna-tionally’.

The Nautilus leader ‘rightlyjoins an illustrious group of indi-viduals who have made a real dif-ference in our maritime world,including other engineers, navalarchitects, shipowners, a doctor, abishop and royalty, amongst otherprofessionals,’ he added.

Capt Coates said Mr Orrell washeld in the highest esteem withinthe maritime industry, the tradeunion movement and political cir-cles — even when he is on theother side of the negotiating table.

‘He is renowned as a straighttalker with high professional stan-dards, and he has been a majorchampion in the fields of trainingand welfare for seafarers through-out his Union work,’ he said.

Under Mr Orrell’s leadership,Nautilus UK and its predecessorshad worked increasingly closelywith the professional bodies andother organisations to try andsolve long-standing problemsaffecting the safety and welfare ofseafarers through cooperativeeffort, Capt Coates added.

‘I am a firm believer in the ben-efit of professional organisations

working together,’ he told themeeting. ‘In this way, our collec-tive voice will be heard more effec-tively as we strive for safer andmore efficient maritime services.’

Mr Orrell said he was proudand grateful to receive such a sig-nificant personal and professionalhonour — and said he hoped itreflected his ‘over-arching desireto leave the world of shipping andseafaring a better place’ and theshared objective of Nautilus andthe NI to improve things for mar-itime professionals.

Both organisations share manycommon goals, he added, andgreater cooperation and collabo-

ration could bring results.‘Never has the need to win

those objectives been so great,’said Mr Orrell. ‘For years, we havebeen shouting on the touchlineabout the coming crisis in themaritime profession. Yet the lackof response leaves us feeling as ifwe are voices in the wilderness.’

Issues such as recruitment,retention, criminalisation andfatigue were all areas in whichjoint campaigning is crucial, hesaid.

‘Our industry may be the mostimportant to world trade, yet con-versely it seems almost invisible inthe media and the minds of the

public and politicians,’ he pointedout. ‘In this context, Nautilus andthe Nautical Institute can,together, do much through theirshared aims of raising the profileand status of our members.’

Fellowship presentations werealso made at the meeting tomarine pilot Captain Colin Pratt,in tribute for his teamworking andhigh professional standards, andto Admiral Sir Mark Stanhope, inreflection of an ‘illustrious andwide-ranging’ naval career.

A dedicated service award waspresented to Captain Len Holder,one of the longest serving mem-bers of the Institute.

Nautical Institute president Captain Richard Coates, left, presents Brian Orrell with his honorary fellowship award

QE2 MAKES THELONG GOODBYE THE CUNARD liner QueenElizabeth 2 has been making aseries of farewell visits to UKports — including Southampton,left, and Liverpool, right (as seenfrom Mariners’ Park).

Thousands of people havebeen turning out to watch thevessel arrive and depart from

ports including Greenock,Belfast and Edinburgh, beforesailing from Southampton toNew York to make her 806th,and final, transatlantic crossing.

Following a 40-year careerwhich has covered more than5.6m nautical miles and 25circumnavigations of the world,QE2 is due to sail for Dubai laterthis month, where she is to retireas a floating hotel, retail,museum and entertainmentattraction. PICTURES: GARY DAVIES/MATT LOUW

nautilus uk at work

briefly...EMS changes: industrial officer Steve Doran has arranged hisfirst meeting with EMS Ship Management’s new fleetpersonnel manager, Tue Rossell. Mr Doran will raise variousmatters concerning members at the Danish-based company,which has seen considerable changes over the last year. TheUnion is also consulting members employed by EMS prior tosubmitting a 2009 pay claim to the company.

BW submission: following feedback from members servingwith BW Gas, Nautilus UK has submitted a claim seeking anabove-RPI pay rise, performance bonus, a contribution topension schemes, business class travel, and an increase todeath in service payments.

Stena talks: further talks on Nautilus UK’s 8% pay claim forStena Line officers were due to take place with managementlast month. National secretary Ronnie Cunningham said itwas hoped that the company would be tabling an offer at themeeting.

NLB offer: members serving with the Northern LighthouseBoard are being consulted on a revised pay and conditionsoffer, giving a 3% pay increase and a non-consolidatedperformance-related bonus of £1,200.

SFPA consult: members serving with the Scottish FisheriesProtection Agency are being consulted on a three-year payoffer that management say is equivalent to an average 4%‘headline value’ year-on-year increase.

Azalea bid: following consultations with members employedon Azalea’s car carriers, Nautilus UK has submitted a claim fora substantial pay increase to reflect members’ continuedcommitment and professionalism.

St Helena visit: Nautilus UK visited members onboard RMSSt Helena in Portland last month to discuss a number ofissues, including the contents of the forthcoming pay andconditions claim.

Carriers claim: Nautilus UK has lodged a claim for an above-inflation pay rise for members serving on Anglo-Eastern carcarriers.

4●✪Nautilus UKTelegraph●✪ NOVEMBER 2008

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‘FRUITFUL’ TALKSWITH SVITZERNAUTILUS UK industrial officerGary Leech is pictured right withSvizter Belfast liaison officer RoyFerguson, port master JackRichmond, and Scotland andNorthern Ireland port managerHazel Phillips.

The Union reps met Svitzermanagement in Belfast, to

discuss a review of the termsand conditions document, andalso to look at the possibility ofmoving a proportion of bonuspay to basic salaries.

Mr Leech described themeeting as ‘very useful andfruitful’ and said a furthermeeting will be held before theend of the year to considerproposals in more detail.

He said the Union is planningto meet as many members aspossible in the next few months.

BIG VOTE IN FAVOUR OFNEW HANSON OFFERMEMBERS employed by Hanson ShipManagement have signalled a big 46-6majority in favour of accepting a revisedpay and conditions offer.

Industrial officer Jonathan Havardwelcomed the high turnout in theconsultations on the improved package,and on the earlier offer, which had beenresoundingly rejected.

The agreement delivers a 3.5% riseeffective from 1 January 2008, and afurther 2% from April.

The company has agreed that theadditional seven days it wants will beused for training purposes only, and thattime and a half will be paid after sevendays.

‘The strength of the mandate given bymembers has been very importantthroughout these discussions, and hasundoubtedly resulted in the acceptableconclusion to the negotiations,’ MrHavard added.

THE SURGE in the value of seafar-ers’ pay increases slowed downlast year, according to a newreport.

Increases in crew wages in allsectors of the industry averagedout at 10% in 2007, says theOpCoost 2008 benchmarkingreport from the shipping account-ants Moore Stephens.

The report — based on ananalysis of actual running costs formore than 1,800 ships — saysincreases in crew wages last yearwere ‘significantly less markedthan in 2006’.

However, the report reveals

huge variations in the rate ofincreases — ranging from morethan 32% onboard main line con-tainerships to just 2.3% for seafar-ers on handymax bulkers.

Marked increases were alsonoted on ro-ros (23.2%), con-tainer feedermax vessels (22.6%),general containerships (18.9%)and product tankers (18%).

Moore Stephens said increasedcrew costs and higher prices forlubricants were the key factorsbehind an 11.2% average increasein owners’ running costs during2007.

The figure compares with 8.5%

in 2006 and 4% in 2005, andcomes at a time when the industryis facing increased financial pres-sures as a result of the creditcrunch, the slowdown in worldtrade and the decline in freightrates.

Other elements that hit theowners’ pockets last year includedincreased repair and maintenancecosts, stores and insurance.

Moore Stephens said its analy-sis showed that containershipschalked up the biggest increase inrunning costs last year — 18%,compared with 11.1% for tankersand 7.4% for bulk carriers.

JAMES Fisher Everard has imple-mented changes to the salaryscales for officers serving in itstanker fleet — giving themimproved terms and conditionseffective from 1 September.

But Nautilus UK has expressedconcern that it was not involved indiscussions on the changes — aconcern that has also been raisedby members.

In a circular to its fleet, thecompany explained: ‘The improve-ment in terms and conditions is amajor positive step forward in ourrecruitment strategy and isdesigned to enhance the retention

and recruitment of quality tankerofficers and to address issuesaround tours of duty.’

Nautilus industrial officer GaryLeech commented: ‘We are alwayspleased for our members toreceive an increase, but we do haveconcerns about the manner inwhich it was done, in that theUnion was not informed. There’ssupposed to be a dialogue.’

The company introduced thechanges following visits to agentsin Poland, Romania and the UK todetermine the present level ofwages being paid in the market fortanker officers.

NAUTILUS UK has rejectedproposals for two-year payfreezes for members employedon Maersk’s containerships andNedlloyd vessels.

The Union had submitted aclaim for a substantial increaseto present rates of pay, to reflectmembers’ loyalty and profes-sionalism.

But in talks last month man-agement said that UK officers’salaries were at the top end ofthe market rate, and the com-pany believed it was necessary tohold them back.

National secretary PaulKeenan said officer representa-tives at the partnership meetinghad expressed concern andanger at the company’s position.‘Members were shocked andastonished by these proposals.We do not accept management’scase, and reminded them of thepresent high levels of inflationfacing members and their fami-lies.

‘We also made it clear that atwo-year pay freeze would beinterpreted as a signal that thecompany does not have a long-term commitment to Britishofficers because it regards themas too costly,’ he added.

Management did offer toimprove the mileage allowanceand to consolidate the GMDSSbonus for masters on Maerskcontainerships.

The company has agreed toreconsider its position inresponse to the rejection, andfurther talks were due to takeplace late last month.

Pay surge slows NautilusrejectsMaerskfreeze

Nautilus UK recruitment assistant Tim Vernon is pictured above with Captain RobHinton during a visit to members on Red Funnel ferries last month

HOPES of averting the threatof disputes procedures beinginvoked with the Royal FleetAuxiliary receded last month afterthe failure to receive a detailed for-mal pay offer.

Nautilus UK had warned thatit would initiate dispute proce-dures if there was no meaningfulresponse to the claim by 29September, but managementindicated shortly before the dead-line that talks could proceed.

During the first of two meet-ings last month, an initial outlineof the offer was presented — basedon a three-year pay deal, in linewith government policy, consist-ing of an increase on basic salariesand a non-consolidated bonus ele-ment.

But a second meeting, as theTelegraph went to press, the RFAwas unable to make a detailedoffer because a Treasury remit hadnot been received.

National secretary PaulKeenan said the Union hadrequested a date for the disputescommittee to convene because ofthe lack of a formal response. ‘Weunderstand that the remit hasprogressed to ministerial level,but that is not far enough, and weneed a full response to go forward.’

✪Nautilus will this month startthe process of seeking nomina-tions for elections to the post offull-time liaison officer for theRFA.

The current liaison officer,Martin Troman, is due to stepdown next March after four yearsin the post.

RFA remit dispute

Concern as Fisherfails to negotiate

The Royal Fleet Auxiliary vessel Wave Ruler, above, made an historic five-day visit toCuba last month — the first of its kind for more than 50 years PICTURE: GARY DAVIES

Report reveals wide variations in wage increases

NOVEMBER 2008●✪Nautilus UK Telegraph●✪5

nautilus uk at work

briefly...Lothian deal: an improved two-year pay offer that would giveRPI plus 0.5% this year and RPI plus 0.25% with effect from31 December 2008 has been agreed by Nautilus afterconsultation with members employed by Lothian ShippingServices showed a big majority in favour of the deal.

UECC request: Nautilus UK is seeking talks with UECCmanagement after submitting a pay and conditions claimseking a substantial inflation-plus increase. Industrial officerGavin Williams said the Union also wants to discuss issuesincluding bonuses, increments and workloads.

Wyndhams submission: following consultations withmembers employed by Wyndhams Management Services,Nautilus UK has submitted a claim for a 5% pay rise. TheUnion is also seeking talks on issues including training andrecruitment of non-UK officers.

IoM meetings: the Union is consulting members serving onIsle of Man Steam Packet vessels about their 2009 payaspirations. Industrial officer Steve Doran was preparing tomeet liaison officer Tony Wright at the end of October todiscuss the claim.

Weir claim: Nautilus UK has submitted a claim for an above-inflation pay rise for members employed by BIS on AndrewWeir vessels. The Union is also seeking talks on issuesincluding recruitment and retention, workloads, and standby.

Foreland quantum: members serving with Foreland Shippinghave been consulted on how they wish to see the quantum ofthis year’s 3.6% award applied to their pay and conditionspackage, ahead of a partnership meeting early this month.

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UNION VISITS TORESEARCH SHIPSNAUTILUS UK industrial officerJonathan Havard is picturedduring recent ship visits tomembers serving on the NOCSvessel James Cook in Falmouth,right, and the BAS vessel ErnestShackleton in Hull, left.

The visits were staged as partof the consultation process for

this year’s pay and conditionsnegotiations.

Members serving with NOCS(NMFD) have been consulted onan improved two-year offer,which would compress payscales from 10 to five years thisyear, with 2.5% added to thescale along with an additional0.5% for staff disadvantaged bythe shorter scales. Salarieswould rise by 3% in 2009,together with improvements toannual leave in both years.

NAUTILUS UK is set to consultCaledonian MacBrayne memberson revised proposals for a singlecollective agreement on terms andconditions of employment for allmasters and deck and engineerofficers on the company’s Clydeand Western Isles routes.

The new draft agreement hasbeen put together in response tothe rejection of a previous packagelast year, and includes a number ofamendments introduced follow-ing negotiations with the Union.

Management says the singleagreement would standardiseterms and conditions for all itsmasters and officers, providinggreater efficiency and flexibilitywithin the fleet and allowingmembers to get experience on awider range of vessels.

The company says the agree-ment would widen the scope forpromotions, and would also helpit to move forward in preparationfor the next tender.

If no further changes arerequired following an initial con-sultation which began last month,the Union will this month begin toballot members on the proposals.If accepted, the new agreementwould be implemented with effectfrom 1 December. ✪Proposals for a three-year paydeal linking increases to RPI havebeen tabled by management inresponse to this year’s CalMac payclaim. Consultations will begin assoon as formal confirmation of thepackage is received.✪Members employed by North-link Crewing are being urged toaccept a three-year pay offer putforward in negotiations lastmonth.

If accepted, the agreementwould give RPI-related increasesbetween now and October 2010,as well as an additional two weeksof leave from January 2010, abonus scheme from July 2010,and superior certificate payments.

NAUTILUS UK is consultingmembers serving with P&OFerries after the company lastmonth revealed cost-cutting plansto change crewing arrangementsand cut jobs.

Almost 80 posts could be lostunder the proposals to restructuredeck and technical manning onDover-Calais ships and to reor-ganise onboard services manage-ment in all sectors.

The Union has expressed con-cern at the plans, and hasarranged consultative meetingswith officer reps to discuss theimplications and the response tomanagement.

A series of liaison officerforums have been convened,and industrial officer JonathanHavard said the company hadconfirmed that the formal consul-tation process will not begin untilan initial meeting has taken place.

P&O is seeking to reduce deckand technical manning on itsshortsea services by 48 posts. Thecompany said the move was beingmade in response to increasedcompetition and market changes— reflecting ‘the urgent need toidentify efficiencies in operatingcosts in view of lower operating

costs of competitors, economicrecession, and significant increasein fuel and associated costs’.

Proposed changes includereducing the number of watch-keepers at sea from three to two,and to operate with just oneelectro-technical officer onboard.

The company claimed the cuts

could be achieved withoutcompromising safety, training,safety equipment inspections, orplanned maintenance require-ments.

A further 31 posts would be lostas a result of changes to theonboard management servicesteams on all the company’s routes.

✪Nautilus has also requested ameeting in the week commencing17 November to begin discussionson its pay claims for members onthe shortsea, western Channel,North Sea and Irish Sea fleets. TheUnion is seeking above-inflationincreases, and talks on variousadditional issues.

P&O JOBS SHOCKConsultations on cost-cutting redundancy proposals for ferries

CalMac tables newplans for officers’single agreement

Redundancy risk: P&O is seeking to cut 48 deck and technical posts from its shortsea ferries PICTURE: GARY DAVIES/MARITIME PHOTOGRAPHIC

offshore bulletin

6●✪Nautilus UKTelegraph●✪ NOVEMBER 2008

briefly...Sealion claim: following feedback from members employedby Seahorse Maritime on Sealion’s specialist and supplyvessels, Nautilus UK has lodged a claim for an above-inflationpay increase. The Union is also seeking talks on issuesincluding increases to death-in-service benefits, pension fundcontributions, seniority payments, business class travel andconsolidation of the anchor-handling bonus.

Trico boost: Nautilus UK is consulting members serving onTrico vessels after securing a pay and conditions offer valued at10%. If accepted, the deal would give a 7.5% increase to basicsalary from 1 January 2009, discretionary performance andretention bonuses, improved leave arrangements, a 5%increase to anchor-handling bonuses, and extra pay forworking in holiday periods.

Subsea settlement: members serving with Subsea 7 haveoverwhelmingly rejected the company’s offer of 5% on pay anda first-time pension offer worth up to 6%. The Union methuman resources manager Gunnar Gjerde and vice-presidentSteph McNeill again last month, advising them of theconsultation result, and is now an awaiting improved offer.

CMA submission: at talks with management last monthNautilus UK presented a 10% pay claim for members servingon the CMA Ships UK vessels Geo Prospector, FugroMeridian, and Fugro Mercator. Industrial officer JonathanHavard said he hopes an offer will be tabled at the nextmeeting, due to take place in December.

Gulf deal: consultations with members employed by GulfOffshore (Guernsey) have shown a big majority in favour of atwo-year pay deal. Year one is worth 5.1%, and year two is‘front-loaded’, with 2% of the 5% award being implementedsix months early.

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APACHE DEAL FORNORTH STAR SHIPPICTURED left is the North StarShipping emergency responseand rescue vessel GrampianDefender, which is to bestationed around five Forties oilproduction platforms under atwo-year charter agreed with theUS oil firm Apache.

The £4m contract runs from

the start of next year untilFebruary 2011.

The North Star MD said thecontract increases the number ofoil companies with which hisfirm works to 10.

North Star now providesERRV services for a total of 42offshore installations, and has afurther six standby vesselsworking on the spot market.

The company’s fleet of 29ERRVs is to increase by six shipsover the next year.

STENA REVISION STENA Drilling has amendedproposed new terms andconditions of employment aftermeeting union officials at the endof September. RonnieCunningham and Gary Leechrepresented Nautilus and SteveTodd the RMT at the meeting,and a couple of minoramendments producedconsensus on the proposals.

FIRMS FINED £1.2mFOR FPSO DEATHSTHE HEALTH & Safety Executivehas warned operators of the needto properly manage lifting opera-tons on offshore oil and gas instal-lations following a case in whichtwo companies were fined a totalof £1.2m for a fatal accident lastyear.

Talisman Energy UK Ltd andAker Kvaerner Offshore PartnerLtd were each fined £600,000after pleading guilty to breachingsections of the Health & Safety atWork Act.

The fines included a 25% dis-count for tendering pleas of guilty.

The case was brought follow-ing the death of one man and theinjury of another when they werestruck by falling steel clamps onthe FPSO Bleo Holm in the outerMoray Firth when a lifting opera-

tion went wrong. Matthew Grey was killed and

Norman Jackson was injuredwhile they were working inside acargo oil tank 20m below the deckon the installation on 6 January2007.

The court heard that three menwere working in the tank, eventhough the hot work permit spec-ified that only two men shouldhave been in the confined space atone time.

Mr Grey and Mr Jackson werestruck by various items — includ-ing two steel beam clamps weigh-ing 21.5kg — that fell from a loadbeing lifted from the tank by apneumatic hoist.

Talisman admitted failing toprovide a safe system of work andfailing to identify the risks of

carrying out lifting and cuttingoperations, or that the procedurehad been planned properly by acompetent person.

Aker Kvaerner admitted failingto provide a safe system of workand failing to identify the conflictin the numbers of people allowedto work during the lifting and cut-ting procures.

Commenting after the case,HSE principal inspector ColinRichards said: ‘This tragic inci-dent should remind everyone inthe offshore industry and else-where that lifting operations arehazardous and must be carriedout in a safe manner.

‘The system of work mustinclude methods to prohibit per-sonnel from entering the dangerzone while the lifting operation is

taking place. It must also includean effective and agreed system ofcommunication among the per-sonnel involved. This system mustinclude the final confirmation thatthe lifting operation has beencompleted, and only then is it safeto allow personnel to enter thedesignated danger zone.

‘In this case visual signals werebeing used in conditions whichmade that inappropriate andwhen the permit-to-work stipu-lated the use of radios. The com-panies involved had not ensuredthat radios were supplied andused.’

Nautilus UK senior nationalsecretary Allan Graveson said thesize of the fines provided a starkcontrast with the penaltiesimposed on unsafe ship operators.

HSE says case should serve as a warning to other operators

Orelia isupgradedPICTURED left is the newlyupgraded 7,260gt Technip UKdive support vessel Orelia.

Nautilus UK has welcomeda programme of work toimprove accommodationstandards on the MarshallIslands-flagged vesselfollowing a series of problemsraised by members over thepast few years.

Originally built by SwanHunter in 1984, the vessel hasundergone an extensiveprocess of improvements in drydock — and, says industrialofficer Gary Leech, membershave been pleased by theresults.

BIBBY DSV CLAIMFOLLOWING consultations withmembers serving on Bibby DSVs,Nautilus UK has submitted aclaim for a substantial above-inflation pay rise. The Union isalso seeking talks on issuesincluding differentials, bonusesand pensions. Industrial officerGavin Williams said he hopes thecompany will table a responseearly in December.

CHARTER rates for North Sea support ves-sels have soared over the past month — withrecord daily payments of up to £175,000being reported for anchor-handlers.

And experts have warned that the boom— which has been caused by the tight marketconditions — could continue after the tradi-tionally busy winter season.

Offshore Shipbrokers Ltd (OSL)described the North Sea market as‘extremely active’ at present, and suggestedthat even if falling oil prices and reduceddemand cuts in the market for drilling rigslooks set to remain strong for at leastanother two years.

Its market report said PSV rates have

also been strong, set to continue running atbetween £30,000 to £40,000 as they havein recent weeks.

OSL said the biggest threat to the buoy-ant market could be the risk of overtonnag-ing, although it points to evidencesuggesting that newbuilding orders arestarting to dry up after the ‘ordering frenzy’.

Charter rates hit record levels

Honeymoon tripwas truly green

NOVEMBER 2008●✪Nautilus UK Telegraph●✪7

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MILLAR MOVES TOVIKING POSITIONFORMER engineer officer DonMillar, pictured right, has joinedthe Dover-based companyViking Recruitment as generalmanager.

Mr Millar joins Viking fromCarnival UK, where he wassenior manager for recruitment,training and cadets, following a

seagoing career spanning some30 years.

He has recently obtained anMBA from the Open University,and also holds a BSc intechnology.

Commenting on theappointment, Viking MD DieterJaenicke said: ‘Don’sappointment is a significant stepin our strategic growth plan. Itwill bring a wealth of experienceand support to the service whichwe provide to our valued clients.’

FIRST CHOICE FORISLAND CRUISESTHE UK-based travel group FirstChoice Holidays is buying RoyalCaribbean Cruise Line’s 50%stake in Island Cruises.

RCCL and the First Choiceparent group, TUI Travel, havealso agreed the early terminationof the charter of the Bahamas-flagged Island Star — one of two

ships in the Island Cruises fleet.The 47,427gt vessel is to betransferred to RCCL’s Spanishsubsidiary, Pullmantur.

The deal is subject toregulatory approval from theauthorities in Ireland.

RCCL said it had decided tosell its stake because its prioritieshad changed in the past year. Thecompany said it wants to focuson expanding its Royal Caribbeanand Celebrity Cruises brands inthe UK.

NAUTILUS UK member AnnTill and her husband, John,have had what could be calleda really rubbish honeymoon —a lavish trip paid for by theirrecycling efforts.

Mrs Till is a second matewith Maersk, while herhusband works for a railwaycompany, and the couplehave been committedrecyclers for some time.

So when the Tills saw anew automated recyclingmachine at their local Tescopetrol station in Petersfield,Hampshire, it gave them anidea. The machine wasoffering Tesco clubcard pointsin return for plastic bottlesand metal cans, and thesepoints could be exchanged forairmiles.

By scouring the streets ofPetersfield for rubbish forsome three months, thecouple managed to earnenough airmiles to pay formost of the return flights fromtheir US honeymoon — inbusiness class. ‘Luckily, I wason study leave at the time,working towards my firstmate’s ticket, so I was able toplay a full part,’ said Mrs Till.

The first leg of thehoneymoon was on the QueenMary 2. ‘Everyone’s beenasking if that was a busman’sholiday for me,’ laughed theofficer, ‘but being a cruisepassenger was very differentfrom my usual work at sea —really luxurious.’

In some ways, though, themost remarkable part of theexperience has occurredsince the Tills returned homeand a story about theirrecycling feat appeared intheir local paper.

‘It’s been picked up byevery news organisation youcan think of,’ explained AnnTill. ‘We’ve had several newscrews in our home, we’vebeen on the BBC Breakfast

programme and ITN news,and we’ve even appeared onsome American radio shows.Apparently we’re a good newsstory among all the creditcrunch misery!’

And now that she’s helpedto clean up Petersfield, MrsTill would like to see theshipping industry followingher example. ‘We do separateout the plastics and metalsfrom the rubbish on the ship,

and in Europe that meanseverything gets recycled whenit’s taken ashore. But I usuallywork in Africa, where they justdon’t have the facilities, so Isuspect it all just getsdumped.

‘I’d like to see Maersk setup a system where all therecyclable waste staysonboard its ships until it canbe taken to a place where itcan be dealt with properly.’

RETIRED seafarers are beingoffered a chance to join a neworganisation that will serve asboth a pressure group and a sup-port body for those concernedabout their pensions.

Being launched this month —initially with a mailing to allMNOPF members — the NautilusPensions Association (NPA) willprovide a new focal point for sea-farer pensioners, increasing theirinfluence within, and knowledgeof, the Merchant Navy Officers’Pension Fund and other schemeswithin the industry.

It will also serve as a channelfor professional advice on all kindsof pensions, as well as offering spe-cific information on legal and government developments onpensions, and supporting theUnion in lobbying the govern-ment as required.

It will offer a range of spe-cialised services and benefits tai-lored to meet the needs of retiredmembers, as well as providing a‘one-stop shop’ for advice on otherorganisations providing supportand assistance to pensioners.

‘In the present economic cli-mate, it is more important thanever that such a body is broughtinto existence,’ said deputy generalsecretary Peter McEwen. ‘It isclear that there is a very real needfor something like this, so thatretired seafarers have a means ofcollectively raising their concerns

in these uncertain times.’The creation of the NPA was

approved by Council earlier thisyear, and it will operate as aCouncil body — with the secretaryand secretariat being provided bythe Union.

It will be supervised by a com-mittee of nine individuals — fourelected by the NPA membershipand four nominated by the generalsecretary, plus the general secre-tary him- or herself.

The NPA will elect the fourcommittee members for a periodof office of four years, with halfbeing elected every two years. Twoof the four elected committeemembers will be nominated byCouncil as officer directors (i.e.trustees) of the MNOPF.

The NPA committee will meetat least once a year and will be ableto submit motions to Council, aswell as reporting back to a meet-ing of Council once a year.

The NPA will also build on theexisting highly popular Nautiluspension forums, continuing tohold at least four NPA forumsaround the UK each year, open toall NPA members. The forums willbe able to submit motions to theNPA committee and from there tothe Council — potentially shapingthe stance adopted at the MNOPFand MNOPP by the Union’s offi-cer directors.

There are at least five cate-gories of potential NPA member-

ship, including MNOPF activeand pensioner members, MNOPFdeferred members, active anddeferred MNOPP members, andactive and non-active members ofother pension schemes (eitherpersonal pension plans oremployer-provided).

Membership would cost thesame as the existing Nautilus affil-iate rate — just £3.35 per month.Existing affiliate (retired mem-bers) will automatically beenrolled in the NPA free of charge.Other Nautilus members can optto join the NPA and at no charge.✪A similar body exists in France— representing some 24,000retired seafarers. More than 700delegates attended the conferenceof France’s national association ofmerchant navy pensioners’ associ-ations (FNPMM) in Cherbourg todiscuss such questions as the pur-chasing power of retirement pen-sions.✪The MNOPF is continuing itsstrategic review of options toenhance the security of members’benefits in both the old and newsections, and the NPA will providean even better channel from mem-bers to the Trustee. ‘Clearly, therecent volatility in the financialmarkets has made the considera-tion even more complex, and thedecisions have not yet beenfinalised,’ said Mr McEwen. ‘Assoon as they are, the Fund willwrite to relevant members.’

A NEW VOICEON PENSIONCONCERNSNautilus Pensions Association gets under way

TOP: Ann and John Till collect for their honeymoon trip on Queen Mary 2, above

Debate onimpact ofILO rules

large yacht news

8●✪Nautilus UKTelegraph●✪ NOVEMBER 2008

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A YACHT skipper has been fined £6,000 andordered to pay more than £2,000 costs afterbeing caught sailing the wrong way up theDover Straits traffic separation scheme (TSS).

Folkestone magistrates court heard thatLee Choat had sailed a 36ft motor vessel some15 miles against the flow of traffic during adelivery voyage from Brighton to the riverCrouch in Essex in March this year.

Mr Choat — an experienced skipper hold-ing Royal Yachting Association qualifications— had been observed by Coastguard officers atthe Dover Channel Navigation InformationService (CNIS) entering the SW lane of the TSSand travelling for some 50 minutes in thewrong direction before re-entering the inshoretraffic zone.

During this period, the court heard, the ves-sel passed relatively close to three large mer-chant ships that were travelling in a SWdirection, and Coastguard officers made anumber of unsuccessful attempts to contactMr Choat by VHF radio.

A passing ship was able to describe to DoverCNIS the colour and type of craft, and aCoastguard aircraft was launched to identifythe radar target. Having left the lane, Mr Choatbecame aware of the aircraft activity andanswered a radio call from Dover CNIS.

Sentencing Mr Choat, the chairman of thebench said that there were four aggravatingfactors in the case, including: the speed anddistance of transgression, the significant errorin navigation, the experience of Mr Choat, and

the fact that it was a commercial voyage. Magistrates said that if Mr Choat had not

pleaded guilty at the earliest possible opportu-nity, the fine would have been significantlyhigher.

Following the hearing, CNIS managerKaimes Beasley commented: ‘Mr Choat wasperfectly entitled to use the Inshore TrafficZone for his transit from Brighton to the RiverCrouch. However, he failed to do so and, ineffect, ended up going the wrong way up theSW lane. This put himself and other users ofthe TSS at risk.

‘Safety in the Dover Straits TSS is depend-ent on all vessels, no matter what shape, size ordescription, closely following the require-ments of rule 10 of the colregs,’ he added.

RAYMARINE INTRODUCESTECHNOLOGY-PACKEDEQUIPMENT TEST VESSELWHO would want a powerboat with six radarantennas, 19 underwater transducers, 14 GPSsensors and enough wind director and speedsensors to make the average seagull go dizzy?

The answer to that question has to be theelectronics manufacturer Raymarine, whosenewly launch test craft Raymariner — pictured

left — carries this lot on deck, and a lot more kitdown below.

The vessel has been custom-built forcomprehensive testing of new equipment bythe company’s boffins, and the high-techinterior has a schoolroom feel about it. Thecabin is fitted out with rows of test benches,where up to 10 engineers at a time canevaluate systems and data independently.

The boat is a Commodore 42 from HardyMarine and, as a floating laboratory, enablesthe company to conduct rigorous year-roundtesting of prototypes and new products, underdemanding and variable sea conditions.

Her size allows the manufacturer to carryout relatively long-range sea tests, beyond theSolent and occasionally across the Channel.Removable sections in the hull allowunderwater transducers to be fitted without theboat being taken out the water.

Standard equipment includes anindependent generator, enabling a greaterrange of electronic equipment to be tested.Raymariner — the second UK-based test boatcommissioned from Hardy Marine — replacesRubeus, a Commodore 36, which waslaunched in September 2002, and will bebased at Port Solent.

Rugged mobilea ‘must have’for seafarersRECENTLY introduced into themarine market by electronicsspecialists Marine ElectronicServices, the new A25 mobilephone will be seen by manysuperyacht captains as theultimate ‘must have’ toy.

This rugged handset forglobal communication is amultifaceted tool that, had itbeen launched before theincredible iPhone from Apple,would have swept everyseagoing mobile phone userinto a store clamouring to getone.

The waterproof, drop-resistant quad-bandtelephone can be used withan existing SIM card, sothere’s no need to purchase anew one. The device can domuch more than simpletelephone calls — offering, forexample, the capability to beused as a personalcommunicator for usebetween crewmembers.

It is also a fully-fledgedPDA that can be used as forremote device management.The operating system isbased around the familiarWindows Mobile format, soincorporates all the normalfunctions such as webbrowsing, email and cut-downversions of Microsoft Officeproducts, including Word andExcel.

What makes it even moreexciting to seafarers is that itsintegrated GPS system can beused as a hand-held chartplotter capable of operatingworldwide, using chartssupplied by C Map. It will alsooperate with Maptechcharting, or any othersoftware designed for theWindows Mobile platform.

It even comes completewith a world folio of basiccharts and one detailed area ofchoice, with additional chartsbeing available as downloads.It is also capable of beingprogrammed to transmit anemergency signal should theoperator need rescuing. Theunit includes a distress buttonwhich, when activated, sends adistress message over the GSMnetwork with the last GPSposition directly to a callcentre, which offers 24-hourmonitoring.

Bristol-based MarineElectronic Services willlaunch a series of push dataservices in 2008, includingautomatic delivery of weatherand navigation information toAiro users. An optionalonboard fitting kit is availabletogether with externalantenna and cradle. Not at allbad for a unit that weighs just235g and fits into a good-sized pocket! The Airo PocketPC sells for £599 includingVAT.

NAUTILUS UK recently cele-brated the first anniversary of itspioneering strategic partnershipwith the Professional Yachtsmen’sAssociation — and once againshared a stand with the PYA at thebustling Monaco Yacht Show,from 23 to 25 September.

The stand was crewed byNautilus UK recruitment man-ager Garry Elliott (on the right ofthe picture above), head of HRand administration Mike Jess(centre), and PYA council mem-ber Graham St George (left).

The team welcomed numerousvisitors to the stand — includingexisting and potential members ofNautilus UK and the PYA — aswell as yacht service providers,

yacht managers and trainingproviders.

Mr Elliott and Mr Jess alsotook the opportunity to speak toother exhibitors, the Maritime &Coastguard Agency, seafarertraining colleges and ship reg-istries, to reinforce the messagethat Nautilus UK is now active inthe yacht sector and to explore fur-ther possibilities for collaborationand development. ✪The Red Arrows gave a spectac-ular performance during the 2008Monaco show. The RAF displayteam performed a 30-minute rou-tine in front of the outer breakwa-ter to celebrate the Britishsuperyacht industry.

The stunning display brought

the show to a virtual standstill asthe planes roared across MonteCarlo’s waterfront trailling red,white and blue smoke in theirpenultimate display of the season.

The initiative was set up bythe Cornish superyacht yardPendennis and supported bySuperyacht UK, a group that pro-motes the industry in the UKwhich employs more than 3,000people and had a turnover of£300m.

Toby Allies, head of sales andmarketing at Pendennis, said: ‘Ialways thought that having a RedArrows display at the MonacoYacht Show was just a pipe dream,but after some hard work behindthe scenes it has become a reality.’

CAPTAIN’S Day — a part of theMonaco Yacht Show — thisautumn staged a forum for some100 French and foreign yachtmasters to debate the long-awaited International LabourOrganisation Maritime LabourConvention.

Known as the ‘bill of rightsfor seafarers’, the conventionwill introduce a complete anddetailed system of protection forseafarers throughout the worldby consolidating the interna-tional conventions adopted overthe last 80 years.

It is expected to enter intoforce in 2011, once ratified bycountries representing one-third of world shipping tonnage.

The yacht captains reportedabusive dismissals, crew mem-bers abandoned abroad andproblems of repatriation. Thenew convention states that repa-triation is the responsibility ofthe operator.

SKIPPER FINED £6,000Experienced yachtsman went wrong way up Dover Strait TSS

Nautilus takes a stand atthe Monaco yacht show

NOVEMBER 2008●✪Nautilus UK Telegraph●✪9

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TUI SELLS HAPAG-LLOYDTHE GERMAN container shipping companyHapag-Lloyd — which has the world’s fifthlargest boxship fleet — has been sold in aM4.45bn deal that will keep the companyowned in the country. The line was boughtby a Hamburg-based consortium after theSingapore-based operator Neptune OrientLines pulled out of the running to acquirethe company from the Tui group. Theconsortium said it wanted to buy Hapag-Lloyd to protect jobs.

INSTITUTE MAKES50th AWARD FORDP TRAININGNAUTICAL Institute DP trainingmanager Captain Mark Pointonis pictured left with Dr RicardMari Sagarra, from the Facultatde Nautica de Barcelona (FND),after the Spanish collegesecured accreditation as a

dynamic positioning trainingcentre.

The award — which followeda visit to FND to inspect thefacilities, the course materialsand standard of lecturers —brings the number of NIaccredited DP training providersto an historic 50 centresworldwide.

‘The accreditation of the 50thDP training centre has been atime to reflect on the success ofthe Nautical Institute’s training

scheme, but also the importanceof a standardised and robustscheme to ensure a supply oftrained, skilled and certifiedDPOs,’ Capt Pointoncommented.

The Institute says there arenow some 9,000 DPOs certifiedunder its scheme, and demandfor training is continuing toincrease — with a number ofnewly-accredited centres due tocome onstream over the next sixmonths.

RADICAL improvements in wel-fare provision are on the way forseafarers and their families in theUK.

Details of a programme to bet-ter meet the changing nature ofmaritime welfare needs wererevealed at a Parliamentary recep-tion hosted by the shipping minis-ter, Jim Fitzpatrick, last month.

Nautilus officials were amongthe guests from the maritimecharity sector taking part inthe event to showcase the workof Seafarers UK and the Mari-time Charities Funding Group(MCFG), and to launch the newNautical Welfare Guide — a com-prehensive guide to some 145charities providing advice andsupport in the sector. An onlineversion is to be launched in thenew year.

Barry Bryant, director-generalof Seafarers UK, told the meetingthat research has shown the con-tinuing high level of demand formaritime welfare services. ‘It is aregrettable fact that deaths andaccidents in the commercial mar-itime world remain at an unac-ceptably high level, while deepseafishing maintains its unenviableposition as the most dangerous

occupation in the country,’ hepointed out.

‘Away from the more obviousdangers afloat, thousands of sea-farers and their families live a pre-carious existence ashore, living onbasic benefits and finding itincredibly hard to come to termswith the harsh realities of modern

life — problems exacerbated, ofcourse, in the present economicsituation,’ he added.

MCFG chairman CaptainDavid Parsons, who is also chiefexecutive of the Merchant NavyWelfare Board, said the researchhad identified that poverty anddebt among the seafaring popula-

tion — both serving and retired —was considerably greater than thenational average.

It also revealed that many sea-farers and their dependants suf-fered from social isolation, andlimited access to appropriatehousing, health advice and care —including rehabilitation — whilst

many with younger familieslacked emotional and parentingsupport.

Capt Parsons said ‘huge strides’are being made to respond to theproblems revealed by the study.The MCFG will be working withParentline Plus to try and get abetter picture of the support needsof families and how they could beaddressed, he added.

And in an effort to raise aware-ness of the support on offer, a newsingle point of contact is to beestablished where seafarers andtheir families will be offered‘seamless referrals to the organisa-tion, or organisations, best able tohelp’.

Improved training for welfarestaff is already being provided,and home visits will be offered toindividuals or families seekinghelp on issues such as bereave-ment, loneliness or even basicbudgeting skills.

Capt Parsons said the existingSeafarers’ Benefits Advice Lineis to be relaunched as SAIL —the Seafarers’ Advice andInformation Line — and MCFGwill be piloting an innovative proj-ect with Community Network andthe Retired and Senior Volunteer

Programme to try and addressissues of social isolation throughtelephone friendship groups forolder seafarers.

The Seamen’s Hospital Societyhas recently appointed a healthdevelopment manager who will beworking with maritime charitiesand other groups in an effort toimprove the provision of effectivehealthcare services, and develop-ing other health initiatives, forseafarers.

And MCFG will be working inpartnership with the BritishLegion, RAF Benevolent Fundand Citizens Advice to extend abenefits and financial advice serv-ice for the armed forces to all of theseafaring sectors.

Further research is to be car-ried out to investigate demand forseafarers’ homes — including thetype of homes and ideal locationsfor the future.

‘This is a challenging and excit-ing work programme,’ said CaptParsons. ‘After many years in themaritime welfare sector, I am con-vinced that among us all is aresolve to take this initiative for-ward and provide a very muchmore enhanced level of welfare inthe future.’

Shipping minister Jim Fitzpatrick, left, with Seafarers’ UK supporter Admiral The Lord Boyce and the Royal Marines band at themaritime charity’s Parliamentary reception last month

NAUTILUS has welcomed a cru-cial piece of progress towardssecuring European funding for amajor new project to study theimpact of seafarer fatigue.

The ‘Project Horizon’ proposalfor research to evaluate the ‘reallife’ impact of different workingpatterns on the performance ofwatchkeepers has passed its firstEuropean Commission fundinghurdle with flying colours.

The European Commission’sresearch directorate has assessedthe bid for support for the study,and ranked it joint top with threeother projects out of more than200 submitted.

With the directorate giving theproposals 14 out of 15 availablemarks, Project Horizon will nowgo into the next round of the fund-ing bids — with the Commission

likely to support around 70 of thestudies following the final phase ofevaluation.

‘This is a really important stepforward,’ said senior national sec-retary Allan Graveson. ‘Clearly,there is still some way to go, but itwould be disappointing if fundingwas not forthcoming, given thebid was evaluated as joint firstwith three other entries. It isimportant that shipping receivesits share of the European researchbudget.

‘Whilst there has been somesubstantial research into theproblem of fatigue at sea, thisproject aims to take things to a dif-ferent level — using simulators tomeasure the impact of fatigue inrealistic scenarios and to providepractical proposals for better waysof working,’ he added.

‘The Commission’s maritimesafety work has traditionallyfocussed strongly on the technicalside of shipping, and this projectrepresents an important opportu-nity for it to direct some resourcesat one of the most serious humanfactor issues that affects healthand safety at sea,’ Mr Gravesonpointed out.

The project’s proposers includeNautilus and the EuropeanTransport Workers Federation,the EC Shipowners’ Association,and Chalmers, Stockholm, andSouthampton Solent Universities.It is also supported by regulatoryauthorities, accident investiga-tors, a classification society and aP&I Club.

It is hoped that a final decisionon funding for the project will beknown by the end of the year.

Fatigue project clearsfirst funding hurdle

‘HUGE STRIDES’ BEING MADE TOIMPROVE SEAFARER WELFAREParliamentary reception told of new initiatives to overhaul support services for maritime families

Agencies unite to opennew seafarers’ centrefor port of Liverpool

WELSH SERVICENAUTILUS UK took part in theannual service for seafarers inWales, pictured right, which washeld at Llandaff Cathedral lastmonth. Industrial officerJonathan Havard representedthe Union at the event, whichincluded a collection formaritime charities. Next year’sservice will be held on Saturday10 October, starting at 1100hrs.

news

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ORPHAN CHARITYOFFERS HELP TOMN FAMILIESNAUTILUS UK/ITF inspectorTommy Molloy attended theannual meeting of the RoyalLiverpool Seamen’s OrphanInstitution, held in the LiverpoolTown Hall last month.

Mr Molloy commented: ‘It

really was a privilege to attendthe AGM. There were first-handaccounts from beneficiaries ofexactly how the assistance they’dreceived had made a difference totheir lives, and the RLSOI clearlydo excellent work.’

‘Our meeting is somewhatunique in that the people whobenefit from the Institution doactually play a major part in theday’s proceedings,’ said chiefexecutive Linda Gidman.

‘It is really important that all

those involved with merchantseafaring, particularly theirwelfare, are aware of theInstitution and what we are ableto do on behalf of the familiesafter losing a parent’ she added.‘People don’t realise that we are anational charity helping familiesfrom all over the UK, providingthat much needed financialassistance.’✪For further information contactLinda Gidman: 0151 227 3417or email enquiries@rlsoi-uk.org

THE INTERNATIONAL Mari-time Organisation is callingtime on the use of heavy fuel oils— with agreement last month ona programme to progressivelyreduce sulphur oxide (SOx)emissions from ships.

IMO leader EfthimiosMitropoulos described the deci-sion as ‘monumental’ and said itshowed the organisation’s com-mitment to setting global stan-dards for a global industry.

Under the timetable bro-kered at the IMO’s marine envi-ronment protection committeelast month, the global sulphurcap will be cut from the current4.5% level to 3.5% from 2012and to just 0.5% from 2020.

Limits in sulphur emissioncontrol areas will be reduced to1%, beginning on 1 July 2010(from the current 1.5%); beingfurther reduced to 0.1% fromJanuary 2015.

The week-long meeting alsoagreed a further timetable forthe gradual reduction of nitro-gen oxide (NOx) emissions —with the most stringent controlson so-called ‘Tier III engines’installed on ships constructedon or after January 2016, oper-ating in emission control areas.

The revised MARPOL AnnexVI — which enters into force inJuly 2010 — will allow memberstates to present proposals todesignate emission controlareas for SOx and particulatematter, or NOx, or all threetypes of emissions.

The agreement was given afurther boost when the UnitedStates announced that it willratify MARPOL Annex VI.

A leading US-based lobbygroup, The EnvironmentalDefense Fund, said the new lim-its would be especially impor-tant to people living near ports.

NAUTILUS UK has welcomedthe launch of a newecumenical centre forseafarers visiting the port ofLiverpool, pictured left.

The a state-of-the-artfacilities at Colonsay Housewere officially opened lastmonth following a £700,000project overseen by theCatholic Apostleship of the Sea(Liverpool) and the AnglicanMersey Mission to Seafarers.

A substantial grant from theInternational TransportWorkers’ Federation helped tocover the costs of transformingthe former Mersey Mission toSeafarers centre in Waterloointo the new ecumenicalseafarers’ centre.

Facilities at the LiverpoolSeafarers Centre — which isexpected to be used by around1,000 seafarers every month —include up to 10 internet and30 phone access points, alibrary, TV lounge, games

room, a bar and a chapel. Thecentre was opened by the LordLieutenant of Liverpool, DameLorna Muirhead,following aspecial rededication ceremonyfor the chapel of St Nicholas,presided over by ArchbishopPatrick Kelly of Liverpool andAnglican Bishop James Jones.

Mersey Mission secretaryCaptain David Nutmancommented: ‘We are confidentthat our work for the care andwelfare of all seafarers will beenhanced by the new centre,and hope that our efforts herein Liverpool may act as anexample for other missionsacross the world.’

And AoS ship visitor PeterDevlin added: ‘The benefit ofthe partnership is that therewill now be one message andone place of welcome toseafarers. Together, we cancover more ships and havecontact with more seafarersthan we can do separately.’

IMO agrees totighter curbson emissions

BRITISH ports and shipownershave attacked a new system ofbusiness rates for harbourauthorities — warning that themove could threaten shippingservices and lead to job losses.

The new business rates forports involve a direct levy sys-tem, instead of the turnover-based payments that havetraditionally been applied.

In Hull, for example, the billhas increased from £3m to£20m this year alone.

The 55 ports affected by the

changes claim the extra costscould lead to the loss of £20bnworth of business and as manyas 150,000 redundancies.

The One Voice organisation,representing a broad rangemaritime companies and serv-ices, is lobbying MPs on theissue. House of Commons trans-port committee chairwomanLouise Ellman has promised totake up the case with theTreasury — condemning themove to backdate the extra coststo 2005 as ‘grossly unfair’.

THE MARITIME & CoastguardAgency has withdrawn its ISOcertification services for qualitymanagement and environmentalmanagement systems, the Unionhas learned.

The Agency said it had volun-tarily suspended the service asit wished to concentrate resourceson work to improve safetyand pollution prevention bymonitoring implementation ofthe International and DomesticSafety Management Codes.

‘The MCA has considered therationale behind providing certifi-

cation services for companies’ ISO9001:2000 (quality manage-ment) and ISO 14001:2004(environmental management)systems, which was to react toshipping companies’ desire tohave a single auditing body able toundertake both ISO managementsystems and ISM Code auditingon ships,’ a spokesman told theTelegraph.

‘After seven years of operation,the take-up of the service amongstUK shipping companies has beenlow — with only five companiescurrently utilising the service,’ he

added. ‘Having considered thevalue for money for the UK tax-payer, we have decided that we canno longer continue to put effortinto this work and have informedthe UK Accreditation Service thatwe are voluntarily suspending ouraccreditation.’

This will not impact on the sta-tus of current clients’ certification,the spokesmen said, although itwill mean that during the suspen-sion the MCA will be unable tocertify new systems or renew — orextend the scope of — certificationfor existing clients.

Certification services for ISO9001 and ISO 14001 are readilyavailable in the commercial sector,the MCA pointed out.

And the spokesman stressed:‘The issue of the withdrawal of thisservice does not affect our abilityto register new tonnage to the flag.’

Nautilus UK senior nationalsecretary Allan Graveson com-mented: ‘The fact that this is a sus-pension of service begs thequestion as to when it will be rein-stated, and what effect there willbe upon potential customers whodemand this level of service.’

Quality management certificateservice is suspended by MCA

ACCIDENTS in and around EU waters haverisen by more than 40% over the past year, theEuropean Maritime Safety Agency haswarned.

In an analysis published last month, EMSArevealed that a total of 762 vessels wereinvolved in 715 accidents in 2007 — comparedto 535 vessels and 505 accidents in the previousyear.

The organisation said the figures — whichcover merchant ships and fishing vessels —reflect the results of similar monitoring by clas-sification societies and P&I clubs.

‘The progressive increase in the number of

accidents around the world is one of the great-est concerns at the moment,’ the report pointsout.

And EMSA warned that failure to recruitand retain sufficient skilled seafarers liesbehind the fall in safety. ‘It is argued that rap-idly increasing commercial pressures, plus anincreasing regulatory burden, result in higherworkloads per seafarer, a shortage of experi-enced crew, and existing officers being pro-moted before acquiring the necessaryexperience,’ the report adds.

The study shows collisions and contacts tobe the most common accidents — around 40%

of the total. Around 26% were groundings,12% fires and explosions, and 7% sinkings.More than 80 seafarers died in accidents lastyear, compared with 76 in 2006.

General cargoships accounted for some45% of all the accidents last year, but EMSAraised particular concern about the 140 inci-dents involving passengerships, up from 90 inthe previous year.

‘The figures suggest there is room for signif-icant improvement, as this was the secondhighest category for vessel accidents, andaccounted for almost 20% of the total aroundthe UK coast during the year,’ the report notes.

Alarm over EU accidents

Rate rises threaten jobs,UK ports warn Treasury

Safmarine appoints itsfirst female shipmaster

NOVEMBER 2008 ✪ ●Nautilus UKTelegraph ●✪11

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SOUTH African seafarerLouise Angel, above, hasbecome the first woman totake command of aSafmarine vessel. Aged just29, she is also the youngestmaster in the company’s fleetof 19 owned and 39 charteredvessels.

Capt Angel, who is marriedand lives in Durban, tookcommand of the 2,474TEUcontainership SafmarineNgami last month, operatingservices between South Africaand North America.

She started her career atsea as a Portnet cadet, andjoined Safmarine one year

later. Her first vessel was theSafmarine Nomzi, which shejoined in February 1998, andshe rose to the rank of chiefofficer at the age of 26.

Capt Angel says she enjoysthe challenges of working atsea. ‘I was drawn to sailingfrom an early age,’ she added.‘While at school, I worked on atug in Durban to gainexperience and through this,found out about maritimestudies.’

Asked what advice shewould offer to women aboutseagoing work, she said: ‘Themost important characteristicin my view is to have

confidence — and to never beafraid to ask questions. Youneed to be determined, showinterest in all aspects of thejob and have a “I can do that”attitude. Everybody is here todo a job, and you can’t expectto be treated differentlybecause you are female.’

Safmarine has a number offemale cadets and senior andjunior officers in its fleet andnow has its first femaleengineering cadet, KellyClaasen.

The company also trainsthird party cadets for theindustry, of which the majorityare female.

WHALES GO-SLOWSHIPS are facing a 10-knot speedlimit when operating within20nm of major US mid-Atlanticcoast ports under new regulationsintended to protect right whalesdue to take effect in December.

The North Atlantic right whalehas been protected as anendangered species since 1970,and only 300 to 400 are thoughtto remain in the wild.

IRIDIUM OFFERSNEW LOW-COSTCALLING CARDSA NEW crew calling systemoffering what is claimed to be‘unmatched global service’ andlow charges throughout the dayhas been launched by thecommunications companyIridium Satellite.

GoChat, Iridium’s new plan,eliminates off-peak value pricingin favour of a single round-the-clock standard per-minute rateusing larger denominationprepaid cards with progressivediscounts, available in 30-, 45-and 60-minute capacities.

The Iridium serviceautomatically notifies the callerwith a warning tone and voicemessage when one minute oftime remains on the card.

During a transition period to

full application of the newservice, existing calling cardswill be honoured, with theIridium GoChat discountsautomatically applied.

‘By removing time-of-dayrestrictions for discountedpricing, we are making it moreconvenient for crew members tocall home during their off-watchhours,’ said Greg Ewert,executive vice president ofIridium Global ChannelDistribution.

SKILL CRISIS‘COULD STOPSHIPPING’

INTERNATIONAL shipping is being affectedby an increase in strikes and disputes as a resultof the continuing turmoil in world financialmarkets, insurers warned last month.

The worst financial climate seen in some 80years is fomenting labour unrest in an increas-ing number of countries as workers strike inattempts to obtain better pay and conditions,says the Strike Club, which provides cover fordelays and stoppages to shipping services.

The summer months were ‘peppered withstoppages’, the Club said, with ‘flashpoints’ insuch countries as Argentina, New Zealand,India, Bangladesh, Greece, Canada (St

Lawrence Seaway), Brazil and France(Marseilles), Congo and Uruguay.

‘Shipping trade is slowing in many markets,ships are being operated at reduced speeds tosave fuel costs, and the whole industry facesuncertainty,’ said chief executive Bill Milligan.

‘The financial and credit crisis is making thesituation worse and is clouding futureprospects,’ he pointed out. ‘All this spells indus-trial unrest.’

The Club said it handled a total of 302claims in the 2007-8 underwriting year —including 98 industrial dispute claims arisingfrom incidents at 48 ports in 25 countries.

Delay-related incidents accounted for 204claims and were spread across 106 locationsand 51 different countries.

Net claims of US$13.2m were ‘appreciablyhigher’ than the $9.8m total a year earlier.Total claims related to industrial disputesamounted to $2.8m — with Canada and Indiatopping the list.

Claims for delay incidents totalled $7.7m.Of these claims, 43% related to grounding andstranding, 12% to machinery damage, and theremainder to such factors as port closures,storm and tempest, obstruction of navigablewaterways, and mechanical breakdowns.

SHIPS could come to a halt if theglobal seafaring skills shortage isallowed to get much worse, thehead of the international ship man-agers’ association has warned.

Speaking in Hong Kong lastmonth, InterManager presidentOle Stene called for owners andmanagers to collaborate throughthe development of a long-termstrategy to recruit and retain mar-itime professionals.

He said the industry needs tofind some 400,000 new ratingsand 45,000 officers just to crewthe 10,000 ships set to come intoservice over the next three years.

Even if the global economicslowdown cuts demand, Mr Stenesaid the industry will still face a‘daunting and very worrying’ chal-lenge to find sufficient seafarers.

Pointing to growing recruit-ment problems in major labour-supplying areas such as thePhilippines, India and China, MrStene added: ‘Seafarers are nolonger a commodity that can betraded and undervalued. They area valuable asset that is in decline.’

He said owners and managersmust move away from short-termthinking and develop a long-termstrategy to attract seafarers with adefined sea to shore career path.Without such action, Mr Steneadded, the industry could soonface the situation of some shiplying idle because competentcrews could not be found.✪The drift from seafaring to workashore is now so strong that theaverage seagoing career of an offi-

cer has halved in the past decade,a conference was warned lastmonth.

Bob Bishop, head of shipmanagement at V.Ships, toldthe International TransportIntermediaries Club Forum lastmonth that the officers are nowspending just 7.5 years at sea, com-pared with around 15 years in the1990s.

The rapid ‘churn’ amongst offi-cers is leading to a significantreduction in skills and experienceonboard, he added, and it isfuelling unrealistic promotionprospects amongst younger offi-cers.

The decline in levels of experi-ence will lead to more accidentsand will in turn fuel moredemands for tighter regulation ofthe shipping industry, Mr Bishopsaid.

Increased pay could help toboost retention rates, he sug-gested, but the fees paid to shipmanagement companies will notsustain this at present.

And Karl Lumbers, from theUK P&I Club, produced similarstatistics — comparing a 1995 sur-vey which showed that 25% ofship officers had less than twoyears’ experience with follow-upresearch last year that revealed thefigure had risen to 50%.

He warned that the failure totrain sufficient new officers will fil-ter through to a shortage of super-intendents — leading to evenmore problems for the industrydown the line.

MerchantNavy getsTV seriesof its ownCAREERS at sea are gettingsome rare TV exposure thanksto a new six-part peak-time doc-umentary series which gotunder way last month.

Said to be the first TV pro-gramme to explore the work ofseafarers, the series — titled‘The Merchant Navy’ — is theresult of a collaborationbetween Scottish TV (STV), theMerchant Navy TrainingBoard), Maersk Line, P&OCruises, and BP Shipping, withfilming at Glasgow College ofNautical Studies and WarsashMaritime Academy.

Filmed over a 12-monthperiod, it follows cadets throughtheir college training and ontoships such as the BP tankerBritish Progress, the container-ship Maersk Gateshead, and theP&O cruiseship Ventura.

Glenys Jackson, head oftraining, education and careersfor the MNTB says: ‘We arereally pleased with the qualityand content of the programmes.The series really conveys theexcitement and diversity of theMerchant Navy, and reveals justhow unique and intensive theMerchant Navy training is.’

The documentary will beshown on STV and will be avail-able on the STV website, as wellas being accessible on Sky. Visit:www.stv.tv/content/tv/featuredprogrammes/the_merchant_navy/index.html to viewa trailer for the series andinformation about the sixepisodes.

Insurers warn of risein industrial unrest

‘Churn’ cuts sea careers by half

health and safety

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SOUTH Tyneside College staffmember Steve Elliott ispictured right launching aspecial new course that aimsto cut the number ofseafarers being killed inenclosed spaces onboardtheir vessels.

The dedicated course hasbeen created in response to aseries of recent tragicincidents which havehighlighted the fact thatenclosed spaces remain oneof the industry’s biggestkillers, despite wideawareness of the dangers. Arecent Marine AccidentInvestigation Branch reportshowed that 15 deaths and31 reportable injuries haveoccurred on UK-registeredvessels, or in UK waters, since1997.

The one day ‘enclosed entryawareness’ course is primarilyaimed at marine engineersand ratings to highlight the

dangers of enclosed spacesand how to deal with them.Subjects covered includeatmosphere analysis,breathing apparatusdemonstrations and guidanceon legislation — including the1997 International MaritimeOrganisationrecommendations for enteringenclosed spaces.

John Roach, head ofmarine engineering at thecollege, commented:‘Although the dangers ofenclosed spaces are coveredon a number of differentcourses, we wanted tointroduce a stand-alonecourse to highlight theimportance of the subjectand focus students’ minds.

‘Hopefully this will ensurethat the knowledge gained onthe course will becomeingrained and help to avertmany of these unnecessarytragedies.’

SHIPS WITH NO ONE TO STEERNAUTILUS has raised grave concernabout the number of ships arriving in UKports without competent helmsmenonboard.

The situation is so bad that the MarineAccident Investigation Branch has had toissue a warning to owners and masters ofthe need to have sufficient crew memberscapable of operating the steering andpropulsion systems.

The warning comes after an investiga-tion into the grounding of a UK-flaggedgeneral cargoship on the river Trent inthick fog in February. The 1,382gt SeaMithril damaged an azimuth propulsion

pod after touching the river bottom threetimes within a half hour period beforemooring at Flixborough.

Investigations revealed that the ship’sLithuanian master was acting as helms-man because he was the only person ableto control the vessel’s azimuth propulsionsystem when in hand steering.

They also discovered that it has beencommon practice on the Humber andTrent — and some other UK rivers — forpilots to steer vessels themselves. One ofthe reasons most commonly cited hasbeen the lack of competent crew onboard.

Noting that pilots should be provided

with adequate support through appropri-ate manning, crew competency andequipment availability, the report states:‘It is evident from the pilotage of SeaMithril without a competent helmsmanother than her master, and the commonpractice of piloting other vessels withoutany competent helmsmen, that even themost basic level of support is frequentlynot provided.’

And it adds: ‘It is equally evident thatadequate levels of support for pilots arenot always demanded by either the portauthorities that have a responsibility forthe safe navigation of vessels in their

areas, or by the pilots themselves.’Ports should be clear about the stan-

dards required for operations within theirlimits, the MAIB says, and pilots shouldbe instructed not to commence pilotage ‘ifthose standards are not demonstrablyachieved’.

Recommendations made in the reportinclude a call for ports to establish con-trols to ensure that embarked pilots canassess the ability of vessels to navigatewithin harbour limits and to identifyships that are unable to provide the nec-essary levels of support to pilots.

‘This report provides a damning

insight into the low standards of opera-tion on many of the ships operating in UKwaters,’ said Nautilus senior national sec-retary Allan Graveson.

‘It is particularly appalling that thisincident involved a UK flag ship, and itcertainly raises questions about the way inwhich the Maritime & CoastguardAgency discharges its responsibilities forthe safety of operations under the redensign,’ he added.

‘Ports need to complete a full riskassessment and ensure that pilots are fullysupported and, if not, entry should bedenied,’ he said.

CLASSIFICATION societiesare set to review rules governingthermal oil heater fire-fightingarrangements following a blazeonboard an Irish Ferries ship inJuly.

The incident occurred whenflames were seen coming fromthe starboard uptakes of the34,031 Isle of Inishmore as itarrived at Pembroke carrying 87crew and 227 passengers.

Whilst crew members triedto isolate the fuel supply — fear-ing that thermal oil was leakinginto the heater’s furnace from

the heater coils — fire broke outin the heater and flames ignitedlagging and other materials inthe engineroom.

Although the external firewas extinguished quickly, theMAIB said the fire inside theheater furnace took muchlonger to completely extinguishbecause there was no means ofclosing off the air intake to theburner, and no injection pointinto the furnace for an extin-guishing medium.

The MAIB also found thatthermal oil in the coils could not

be drained away because theheater was mounted horizon-tally.

Following a preliminaryexamination, the MAIB saidLloyd’s Register has agreedto review the rules governingthermal oil heater fire-fightingarrangements and to take upthe issues arising from thisaccident with the InternationalAssociation of ClassificationSocieties.

The MAIB also wrote to thevessel’s managers to highlightthe safety issues.

CHANNEL RESCUETRIAL OFF DIEPPETHE Newhaven-Dieppe ferrySeven Sisters is pictured lefttaking part in an exercise stagedby the French authorities lastmonth to test the readiness oftheir emergency services to dealwith a major Channel ferryemergency.

Coordinated by the Cap Gris

Nez rescue centre, the Manchex2008 exercise was staged some10nm off Dieppe and was basedon the scenario of a full-scaleevacuation of the Transmancheferry following an engineroomfire.

Four search and rescuehelicopters, a fleet of lifeboatsand patrol vessels, together withthe French emergency towingvessel Abeilles Liberté, took partin the day-long event.

PICTURE: ERIC HOURI

MAIB seeks action after incident reveals shortage of skilled seafarers to take the helm of vessels

Course aims for safer spaces

CAR CARRIER ISTOWED TO SAFETYTHE MARITIME & CoastguardAgency’s emergency towingvessel Anglian Monarch came tothe aid of a 4,500gt car carrierwhich had broken down and lostpower in the Channel last month.

The ETV instructed the masterof the Danish-flagged vesselVictoria VI to accept the tow after

the MCA exercised its powers ofintervention when the 28-year-old vessel had to anchor aftersuffering a broken crankshaftbearing in the approaches of theSW lane of the Dover Strait TrafficSeparation Scheme.

Hugh Shaw, the Secretary ofState’s representative formaritime salvage andintervention said: ‘There wasconcern that due to the highdensity of shipping transiting thearea, there was a risk of collision.’

Class societies urgedto act after ferry fire

NOVEMBER 2008●✪Nautilus UK Telegraph●✪13

health and safety

RIVER Thames passengerboatoperators are under pressure toimprove safety, following a fatalaccident this summer.

The Marine Accident Investi-gation Branch has published asafety bulletin on the incident,in which a passenger died afterfalling overboard while disem-barking from the Class V vesselHurlingham at WestminsterPier on 17 August.

The MAIB says the caseraised concerns about the safeoperation of Class V vessels —with the initial investigationshowing key areas where therequirements of the domesticsafety management certificate

and the licence to operate from London piers were notachieved.

Investigators also found‘strong evidence’ to suggest thatthe practice of using a singlemooring line and engine powerto hold a boat alongside is wide-spread on the River Thames.This is inappropriate when dis-embarking large number of pas-sengers, the MAIB points out.

It has recommended that theMaritime & Coastguard Agencyand London River Services takeurgent action to ensure thatoperators of Class V passengervessels on the Thames haveeffective safety systems in place.

HOW MANY MORE?Shortcomings revealed in fatal accident show need for compulsory port safety code, says Union

NAUTILUS UK is renewing itscalls for the Port Marine SafetyCode to be made mandatory fol-lowing a report on the fatal capsizeof a River Clyde tug.

Three men — including aNautilus member — died whenthe 287gt Flying Phantom becamegirted and sank whilst towing abulk carrier in dense fog on theriver Clyde last December.

A Marine Accident Investi-gation Branch report on the inci-dent highlights a series ofshortcomings in the port’s safetyprocesses — including the failureto respond to a similar incidentseven years earlier — and alsowarns that UK ports are notlearning lessons from accidentsin other ports.

Only one of the four crewmembers onboard the Svitzer-owned Flying Phantom survivedwhen it suddenly capsized afterproblems developed with the tow of the Panamanian-flag,76,596dwt bulker Red Jasmine onpart of a 16.5nm river transit.

Accident investigators foundthat whilst the tug’s emergencyrelease mechanism had been acti-vated, it did not act quicklyenough to prevent the vessel girt-ing as the towline was taken later-ally across the rug’s beam.

The report also identifies com-mercial pressures behind the deci-sion to allow the bulker to betowed up the river in reduced visi-

bility. The bulker had already suf-fered three days of delays inberthing and discharging its cargoand the MAIB said ‘heated con-versations’ had been held betweenthe cargo receiver’s agents and theharbourmaster’s office on the daybefore the accident.

Although ships over 200mwere meant to conduct thepilotage passage in daylight, thereport notes: ‘Acutely aware that adaylight passage would not beavailable until Friday, the pilotagreed a compromise that as longas he had completed the firstsharp bend in the river in daylight,he was content to transit the restof the river in evening darkness.’

Investigators also discoveredthat the tug had been involved in avery similar accident in December2000, when — in thick fog — thetug had run aground and almostsunk after being struck by the shipit was towing.

‘Tragically, the few resultingcontrol measures that were put inplace as a result of the previousaccident were ineffective,’ thereport notes.

‘Consideration of the risks oftowing in fog, even after the acci-dent to Flying Phantom sevenyears previously, had not resultedin robust control measures. Therewas a lack of any procedures,training or limits for towage oper-ations in restricted visibility,’ itadds.

Many of the recommendationsto improve safety made after the2000 accident had not been fol-lowed up adequately or even actedon at all.

Installation of a fog detectionsystem, for instance, had beenrejected on the grounds of the£30,000 estimated cost.

The report criticises Clydeport’s

‘immature’ risk assessment —with some key issues under reviewhaving no target date for comple-tion and some ‘inappropriate’ con-trol mechanisms in place.

It describes the port’s safetymanagement system proceduresfor operating in restricted visibil-ity as ‘ineffective’ — with the des-ignated layby berth being too

small for a vessel of the RedJasmine’s size.

The MAIB said inconsistenciesin Clydeport’s SMS documenta-tion had the potential to causeconfusion and permitted toomuch flexibility in interpretation.

And the report also warns thatthe Clydeport board was receivinga false impression of safety per-

formance — because it was relyingon the ISO9001 system acting asthe designated person.

‘Given the safety shortcomingsidentified in this investigation, itis considered essential thatClydeport needs to appoint anappropriately qualified individualto the post of designated personunder the Port Marine SafetyCode,’ it adds.

Recommendations include acall for the port to conduct anurgent review of its risk assess-ment and SMS, for the BritishTugowners’ Association to high-light the importance of tug crews’emergency preparedness, and forLloyd’s Register to develop a stan-dard for tug tow line winch emer-gency systems to ensure lines canbe released effectively whenunder significant loads in anemergency.

Nautilus senior national secre-tary Allan Graveson said theMAIB findings were ‘shocking’and provided further evidence ofthe need for the PMSC [to bemade compulsory] and an appro-priate level of VTS.

‘There have been too manyaccidents and incidents like this,and we have to ask how manymore needless deaths must therebe before the government decidesto abandon its “light touch”approach to regulating port safetythat amounts to self-regulation,’he added.

Three men died when the Svitzer tug Flying Phantom capsized in the river Clyde last December PICTURE: MAIB

GREEK DEAL FORMARTEK MARINETHE UK company Martek Marinehas secured a deal to fit itsMariNOx emissions controlsystems to seven ships in theMetrostar Management fleet.

The Greek tanker and bulkeroperator had previously fitted thesystems to four of its ships, andthe company says it has chalked

up fuel savings ranging from 2%to 3% during trials on two VLCCs.

The MariNOx systemincreases fuel efficiency byallowing operators to re-tuneengines from the IMO ‘low-NOx’mode to the economy modewhile remaining within emissionslimits.

Martek Marine says it has nowcaptured more than 90% of theglobal emissions-monitoringmarket, with more than 100MariNOx units now installed.

BW SHIP TRIALSBALLAST SYSTEMTHE LNG carrier Berge Danutahas begun trials of an innovativenew ballast water treatmentsystem, pictured left.

Specially designed to fit the49,288gt vessel’s 800 cu m perhour ballast pump capacity, theUnitor Ballast Water Treatmentsystem was launched in

September at Hamburg’s SMMship technology show.

The system is predominantlybased on ultrasonic cavitation,supported by electro-chlorination and ozonation— a combination which, WSEclaims, makes it efficient insaltwater, freshwater, anddiverse other water conditions.

The system requires noadditional storage facilities, asthe disinfectants are producedfrom within.

AUSTRALIAN accident investi-gators have raised concerns abouta ‘hit and run’ case in which aKorean LPG tanker failed to go tothe aid of a fishing vessel followinga collision last November.

A report by the AustralianTransport Safety Bureau says thewatchkeeping officer of the3,676dwt Namhae Gas hadwrongly assumed there had beenno contact.

The ATSB said the gas tanker’sOOW and lookout were failing tokeep a proper lookout before thecollision, made no effort to contactthe fishing vessel and had failed tonotify the master of the incidentfor almost one hour.

The fishing vessel was badlydamaged by the collision, butmanaged to make it back to port.Both the second mate and thelookout on the gas tanker toldinvestigators that they did not see,feel or hear a collision nor hear anyof the VHF Channel 16 messagesfollowing the incident.

The ATSB said the crew of theNamhae Gas had failed to makeany real effort to ascertainwhether a collision had actuallyoccurred and therefore did not fol-low the practices of good seaman-ship. They also disregarded theirlegal and moral obligations toensure the safety of the fishing ves-sel’s crew following the collision.

Thames passengervessel safety call

LPG tanker accusedin ‘hit and run’ case

14●✪Nautilus UKTelegraph●✪ NOVEMBER 2008

international news

briefly...Med rescue: the French luxury cruise sailing vessel LeDiamant diverted its course by 50 miles to rescue 65 illegalimmigrants on board a rickety boat off the coast of Italy lastmonth. The boat’s occupants, who had not eaten or drunk forthree days, were cared for by the cruise vessel’s doctor andnurse before being handed over to the Italian coast guard.

Freighter sinks: eleven seafarers were feared dead last monthafter the North Korean registered cargoship Tolstoy sank inthe Black Sea, some 15 miles off the coast of Bulgaria. Only twoof the 13 mostly Russian and Ukrainian crew were able to getinto the lifeboat after the 37-year-old Russian ship capsized inhigh winds.

Bremerhaven boost: the German port of Bremerhaven hasopened new container terminal facilities that add some1.68km of quays to give its Stromkaje container port a total5km of wharfs, one of the longest in the world. The newterminal raises Bremerhaven’s annual capacity to 7m TEU.

Cyprus growth: officials at the Cyprus merchant shippingdepartment are promising further growth of the flag afterannouncing that it has topped the 20m gt mark, with morethan 1,800 ships on its books — making it the world’s 10th-ranking fleet and the third largest in Europe.

Hurtrigruten fear: the Norwegian coastal ferry operatorHurtrigruten has warned that it might lay up two of its 11 shipsif talks with the country’s government fail to secure anincrease in subsidies to offset increasing losses being made bythe lifeline services.

Italian job: the Italian ferry operator Grimaldi has takendelivery of a new vessel, Cruise Barcelona, which can carry upto 2,300 passengers and 3,000 lane metres of vehicle capacityon a service between Barcelona and Rome’s port,Civitavecchia.

Tunisian link: OM Roro Lines, a new Netherlands-basedoperator is set to open a new route between France andsouthern Tunisia using two chartered freighters, Roro Lennaand Roro Noor.

TUG OF WAR IN FRANCEA LEADING French maritime union hasexpressed concern at a restructuring planannounced by the French subsidiary ofthe Spanish firm Boluda, which controlsmost of the tug operations in France. Arepresentative of the Le Havre branch ofthe CGT seamen’s union said the arrivalat the port of three new tugs, picturedleft, this year was a major step forwardbut concern remains that a reorganisationcould lead to job losses. PICTURE: ERIC HOURI

THE US government has beenurged to invest in coastal shippingas a way of protecting the environ-ment, boosting the national econ-omy and supporting security.

A report published by theInstitute for Global MaritimeStudies (IGMS) last month setsout recommendations for policy-makers to put coastal shipping atthe heart of domestic transportstrategy.

Titled ‘Deep Blue Highway’, thestudy argues that in many casesthe greenest and cheapest way toship goods is by sea, rather than byland, and that moving moredomestic trade by coastal shippingwould cut the cost of many of thegoods in US shops.

‘This report shows how coastalshipping could improve America’seconomic competitiveness byreducing traffic congestion, airpollution, and infrastructuremaintenance costs,’ said US ship-ping industry leader PerHeidenreich.

US AUTHORITIES appear to havereplaced their hardline approachto seafarers with a new ‘fair treat-ment’ policy to respect maritimeprofessionals, according toshipowners and marine insurers.

Research by the internationalowners’ organisation BIMCO hasrevealed a marked decrease in thenumber of seafarers complainingof problems during ship inspec-tions in US ports.

A survey of seafarers on aselected group of more than 200ships compared each respondent’slatest US ship inspection withtheir most recent non-US shipinspection and found that 95%considered their last inspection inthe US to have been ‘professionaland respectful’.

More than three-quarters ofthe seafarers who had visited theUS since February this year hadnoted an improvement in the atti-tude of US Coast Guard person-nel.

In contrast, almost one-thirdof the respondents said they hadexperienced unprofessional ordisrespectful inspections some-where in the world within the past24 months.

BIMCO said the survey reflectsa directive sent out to all US CoastGuard districts by USCG com-mander Admiral Thad Allen inFebruary following complaintsabout the way in which some

inspections were being carriedout.

The directive referred to theprofessionalism of ships’ crewsgenerally and urged USCG board-ing teams to refrain from any

action that could be interpreted as‘haughtiness, rudeness or insult’.

John Lyras, chairman of theLondon P&I Club, said there hadbeen cases of ‘heavy-handedboardings’ by US governmentagency representatives. These haddistracted crew from safety-criti-cal duties — potentially affectingthe wellbeing of ships, he warned.

‘I am not aware of such a caseactually resulting in an accident,but these sorts of stories have notbeen isolated and have been ofconcern to both the shipping andP&I insurance industries,’ headded.

‘Those conscious of specificcases have hesitated to bring themto the attention of senior officialsfor fear of the shipowners con-cerned being penalised in somemanner.’

However, Mr Lyras said, theUSCG directive had sent a clear signal that harassment of seafarers will not be tolerated. ‘This forthright recognition thatimprovements can be made andthat partnership is the way for-ward is immensely reassuring andit deserves publicity and a positiveresponse,’ he added.

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Breathe in!PICTURED LEFT is the 122,000gtRoyal Caribbean Cruises newbuildCelebrity Solstice leaving theMeyer Werft shipyard in Germanyto begin trials off the Netherlandslast month.

The largest ship to have beenbuilt in Germany — at a cost ofUS$900m — Solstice is the first ina series of five that will each becapable of carrying 2,850passengers and 1,255 crew.

RCCL says the vessel is the firstto be completed using theprobabilistic method of damagestability assessment laid down bythe IMO SOLAS conventionrequirements for keels laid from2010 onwards.

Other notable features includeenergy-saving technology that willcut consumption by as much as30%, and the cruise sector’s first‘Lawn Club’ — a half-acrerecreation area with real, growinggrass.

Due to be named in Florida thismonth, Celebrity Solstice willoperate Caribbean cruises over thewinter before switching to theMediterranean next spring.

$125,000 rewards for‘whistleblowing’ crewTWO ‘WHISTLE-blowing’ Fili-pino seafarers have beenawarded US$125,000 each foralerting authorities to illegaldumping of part of an oil-con-taminated grain cargo fromtheir vessel.

The pair had told US CoastGuard officers how six 55-gallondrums, 30 plastic-lined ricesacks and about 200 garbagebags containing the fuel oil con-taminated grain were thrownfrom the deck of the bulk carrierPan Voyager in July.

A US judge awarded the twomen $125,000 each from the$500,000 fine imposed on theSouth Korean shipping com-

pany STX Pan Ocean under aplea bargaining agreement. Theoperator has also agreed to pay$250,000 damages to a marinewildlife charity after pleadingguilty to failing to accuratelyreport the dumping of garbagein the Pacific Ocean.

US Coast Guard district com-mander Rear Admiral JohnCurrier commented: ‘I sincerelyhope that the message to othersis clear: the US Coast Guard willuse all available resources andexpertise to identify, investi-gate, and pursue the prosecu-tion of those who deliberatelycause harm to our marine envi-ronment.’

SURVEY SHOWS FEWERHASSLES IN US PORTSOwners and insurers welcome change in Coast Guard policies

US coastalfleet call

HOLIDAYING PILOTPRAISED FOREMERGENCY ACTA SHIP pilot has been praised forhelping to avert a ferry disasterwhile he was on holiday in the USstate of North Carolina.

Mississippi River pilot JasonBosley took over the controls ofthe ro-ro Cape Point — which

was carrying 60 passengers and26 vehicles — after the mastersuffered a fatal heart attack.

Mr Bosley — who was onholiday at the time — said hewent to the wheelhouse after hesensed something was wrong,and had found the mastercollapsed on the bridge.

‘At that point in time, it wasinstinctive to take the wheel, atleast to keep the ferry in thechannel,’ he told journalists.

The pilot managed to keep the

vessel away from danger in theHatteras Inlet until assistancearrived from another ship.

The company which operatesthe ferry was questioned as towhy no other members of thecrew were able to take the conafter the master collapsed.

Jack Cahoon, director of theNorth Carolina ferry division saidthe steering-qualified mate hadbeen dropped off at a previousport call, although other crewcould have taken the helm.

NOVEMBER 2008●✪Nautilus UK Telegraph●✪15

international news

briefly...Certificates bust: following a three-month investigation,Indian police claim to have cracked a fraud ring producingfake seafarers’ continuous discharge certificates purporting tohave been issued by flag states including Liberia, Panama,Bahamas and the Marshall Islands. Nine people were arrestedfollowing the discovery of the racket, which operated atlocations outside Mumbai on the west coast.

French jobs: the French government, the head of the navy andthe president of the country’s maritime cluster have signed aprotocol agreement to assist seafarers in making the move toshore-based employment. A new body, Marine Mobility, hasbeen set up to give professional advice to encourageemployment in the sector, which presently provides 310,000direct jobs.

SeaFrance record: the partial closure of the Channel tunnelfollowing a fire has enabled Dover–Calais ferry operatorSeaFrance to break its record for the number of daily Channelcrossings. On each of the three days following the blaze, theoperator’s six ships effected a record 56 crossings daily,carrying 40% more cars and 20% more lorries than usual.

Brittany boost: western Channel operator Brittany Ferriesreports a 35% increase in passengers during the last financialyear, despite increasing competition from low-cost airlines.The company last year carried 2.7m passengers, and said thatwhilst cargo volumes stagnated across the Channel, there wasa big increase in freight between England and Spain.

Orders surge: for the first time, more than 1,000 ships of80,000dwt-plus are on order throughout the world, of which123 are 220,000 dwt or over. Revealing the figures, leadingshipbroker Barry Rogliano Salles questioned how the worldmarket will be able to absorb the volume of vessels to bedelivered in the next two years.

Galileo progress: the European Commission and theEuropean Space Agency have pre-selected 11 candidates tooperate the six segments of the European satellite navigationsystem, Galileo. The first four satellites in the 30-satellite set-up will be launched in 2010 and the remaining 26 in 2013.

Gulf collision: the Maersk-owned containership SealandIllinois was damaged in a collision with the Liberian-registered LPG tanker SCF Tobolsk some 70nm north ofDubai last month.

BULKER BROKENOFF GIBRALTARPICTURED left is the Liberian-flagged bulk carrier Fedra, whichbroke apart after losing powerand running aground off EuropaPoint, Gibraltar, last month.

A major salvage operationinvolving several tugs failed toprevent the 64,000dwt vesselfrom running aground after

suffering engine failure anddragging its anchor in force 11conditions. All 31 crewmembers were taken to safety bySpanish emergency services andlocal rescue services who riggedup a form of breeches buoy towinch the men to land.

Inquiries into the incidentwere launched immediately,and three officers weresubsequently detained by policeon suspicion of contraveningport regulations.

German owners urgedto flag-in their ships

FRANCE WARNS SHIPSOF ‘ZERO TOLERANCE’✪by JEFF APTERFRANCE has revived its crack-down on ships causing pollutionin the country’s waters following arelatively quiet period for the spe-cial maritime courts at Brest andMarseilles.

And on a visit to a detainedrustbucket in the port of LaRochelle last month, the country’stransport minister has alsowarned that substandard opera-tors will not be tolerated.

Cases brought before thecourts over the past monthinclude the car carrier City ofParis, in which the Rennes appealcourt confirmed the 200,000fine on the operator for negligenceand an inadequate oily wateralarm system.

The ship’s master is liable for10% of the fine, which wasimposed following an incidentthat caused pollution off the Ile deSein, Brittany, in January 2007.

The court in Brest is dealingwith the case of the Egyptian-flagged general cargoship AlEsraa, which was spotted by aFrench navy vessel allegedly trail-ing an 11km-long, 300m-wideslick of oil 80km NW of Brittanywhilst sailing from Antwerp toBarcelona at the end ofSeptember. The Brest prosecutorordered the 12,232gt vessel intothe port and fixed a bond ofS350,000 for its release.

Two days later the same courtbegan examining the evidenceagainst the Liberian-flaggedreefer Ecuador Star, which wasspotted by French customs

allegedly trailing a 24km-long,100m-wide slick of oil products offthe Brittany coast. The operatorhad to pay a bond of S400,000 tosecure the ship’s release.

Meanwhile, transport ministerDominique Bussereau took theopportunity to slam substandardshipping and attack the lack ofsafety and anti-pollution meas-ures on many vessels flying flags ofconvenience.

He made his comments duringa visit to the 2,205gt general car-goship Brustel, which wasdetained at La Rochelle after

arriving to load a cargo of phos-phates.

Port state control inspectorsdescribed the Cambodian-flaggedships as an ‘environmental safetyhazard’ after 40 deficiencies wereidentified onboard, includingfaulty electronics, holed ballasttanks, non-watertight doors, anddefective navigational and fire-fighting equipment.

The 31-year-old ship was heldafter its engine broke down 30mfrom its berth, nearly hittinganother ship on the way. The ves-sel is owned by Georgian interests

and operated by a Syrian com-pany. It was classified by aCambodian company whose onlyinspector for Europe is a Syrianwho declined to visit La Rochelledue to visa difficulties.

The vessel had already beendetained at Sète and in Croatia,since when the name and theoperator were changed. An ITFinspector said the 18-strong crewof Albanian, Egyptian and Syrianseafarers are paid £300 a month,and arrangements had been madeto repatriate two crew members attheir request.

Maritime courts resume crackdown against polluting vessels

REPORT SHARESCOLLISION BLAMEFRENCH marine accidentinvestigators have shared theblame for a collision off theChannel Islands in January 2006in which five fishermen died.

The investigation body,BEAmer, has concluded jointresponsibility for the sinking ofthe fishing vessel Klein Familie

following the collision with theMaltese-flagged chemical tankerSichem Pandora in the Casquetstraffic separation scheme.

BEAmer said the main reasonfor the tragic incident was thefailure of the tanker’swatchkeeping arrangements anddeficient equipment and badlyfunctioning radar reflectors onthe fishing boat. Non-respect ofnavigation rules by both vesselsin the TSS aggravated thesituation, the report added.

Inspectors onboard the detained Cambodian-flagged ship Brustel in the port of La Rochelle last month PICTURE: REUTERS

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THE GERMAN-owned mer-chant fleet has doubled in size overthe past four years and is now at anall-time record of more than3,200 ships.

In return for support meas-ures, the country’s owners havepromised to get at least 500 shipsunder the national flag by the endof this year — which means theflagging-in of around 100 shipsover the year.

Final updated figures for the

re-flagging campaign, promotedby the German shipowners’ asso-ciation VDR will be released at thecountry’s National MaritimeConference in March 2009.

Some German owners are fac-ing a serious challenge in findingsufficient skilled seafarers.

The OSM ship managinggroup says it alone needs to recruit1,000 officers in the next fiveyears. The company — whichmanages 300 vessels and offshore

units — refuses clients who do nothave training schemes, and insiststhat every vessel it manages car-ries one or two cadets on board.

However, VDR says the short-age of EU officers has not been abarrier to its members re-flaggingand owners are hopeful that newrules currently being drafted bythe transport ministry will makethe German register more attrac-tive to owners based outside theEU.

ITF ACTION ONBALTIC SHIPSINTERNATIONAL TransportWorkers’ Federation organisersclaimed success in a week-longconcentrated ship inspectionprogramme in the Baltic lastmonth.

Maritime unions in Sweden,Denmark, Estonia, Finland,Germany, Poland, Lithuaniaand Russia checked pay andconditions on more than 250ships visiting ports in the region.

They dealt with complaints ofpoor conditions, mistreatmentand unfair dismissal, as well asnegotiating to secure almostUS$160,000 in owed wages, andsigning several new agreements.

What’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 an accompanying 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.org

16 ✪ ●Nautilus UK Telegraph ●✪ NOVEMBER 2008

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Genuine case for those to benefit

Have your say: onlineLast month’s poll asked: should seafarers have the right to sign off ships bound for high-risk piracy areas? As the Telegraph went to press, the poll showed a clear result:

This month, we want your views on the seafarer tax row (see front and centre pages):

Do you think the Treasury should change the SED rules so that seafarers in all sectors can benefit from the concessions?

Vote now, onwww.nautilusuk.org

Thvi(s

DDDDDDsssssssshshsssrrrrrruuruiiiiiinnnnnffffffffr

94.7% Yes

5.3% No

Disappointed that more special rules have been made up for seafarersI SEE yet again the Inland Revenue is making up special rules for seamen who work in the oil industry. I work on a DP drilling rig and am required to be fully STCW 95 compliant to do my job legally, as it is a ship. I have been an engineer at sea for many years now. I was told by

the Inland Revenue that they had special rules for us, ie no tax break, unlike Sweden and other countries, and I now read that they may be going to penalise dive ships.

Is the Union going to do anything about this?I enquired a few years ago to the then oil industry rep, and was told to get in touch with the Inland Revenue as they knew more!

If the Union was on the ball, they would have been in discussions about this as they seem to be about about most other things. I am very disappointed to say the least.P. MACKAYmem no 180935

WITH reference to the bulletin Changes to Seafarers’ Earnings Deduction (SED) recently sent out by Nautilus to its members, I would like to make the following comments:

We (the Union and its members) have to fight these plans to exclude even more seafarers from being able to claim SED, using all resources and means available to us.

I would not have thought that a government department (ministers or civil servants) would have the authority to re-define what is and what is not a ship, acting alone and without changing legislation in parliament.

Surely we can challenge their authority to act unilaterally in this reckless manner (the fact that they are considering doing it retrospectively and without any notice), without first going to parliament.

Surely we can challenge in the courts what constitutes the definition of a ship under existing law.

We should encourage the government to concentrate rather on what constitutes a ‘seafarer’, than what constitutes a ‘ship’.

By doing so, bona-fide seafarers should be entitled to claim SED regardless of what type of vessel they serve on — that is real seafarers certified to STCW 95, holding Certificates of Competency in the Merchant Navy, or other appropriate qualifications which prove they are real seafarers.

The issue of Seamen’s Discharge books to all and sundry (dive superintendents, divers, ROV pilots, riggers, surveyors,

offshore managers etc, etc — the list is almost endless) is an absolute disgrace and should be stopped immediately, and all non-genuine Merchant Navy people holding them, should have them recalled and confiscated.

These people almost always earn far more than any genuine marine crew on the vessel. This is where the real problem lies, and the Inland Revenue are losing millions of pounds as a result, and hence trying to claw it back from real seafarers.CHRIS RYANMaster Marinermem no 151011

HAVING read over the proposals for change within the seafarers FED scheme, would it make any sense that those seafarers that are signed on to the crew agreement and given a Crew Reference Number (Ship’s OLB), and a statement of their position regarding the manning of the ship, are those entitled to the benefit — providing that they fulfil all other aspects of the claim?

I am totally in agreement with member 185910 with regard to their question relating to the issue of British discharge books.The crew aboard ship is exactly that: the crew who are required to man the ship in compliance

with the safe manning document. I could very well be wrong, but have yet to come across a SMD with the requirement for a diver or ROV operator to be signed on to ensure the everyday running of the ship is carried out safely.

Perhaps there is a diver or some other seabed monitor out there who can enlighten us as to why they require British discharge books?

Maybe Nautilus UK can check the membership records and let us bona fide seafarers know how many divers, ROV technicians etc they have details of. I don’t think it will be very many...mem no 186710

AS A seafarer working in the offshore sector, worldwide, l am in turmoil as to the implications to my family life as regards this severe threat to my livelihood and lifestyle.

Having qualified for SED for 14 years now, to suddenly face tax bills — even backdated to Jan 08 — l am lost for words. Obviously, we’ll not get any sympathy from the general public, but hey, they don’t do our particular job along with its risks and regime.

My wife is a low earner (by definition) and l cannot see how we could avoid becoming bankrupted, repossessed, therefore homeless, all in our

mid 50s, with no time to recover before finally trying to retire (if ever). I can see the decimation of the shipping industry in this move by the government.

Thinking back and comparing it with the demise of our industry in the late 70s into the early 80s, at that time l was forced to take shore employment.

It devastated my career back then, seeing me ashore for 12 years but then returning to sea for the last 16 years when times had changed.

This is the biggest test of strength for the Union. I will, like many others, be watching to see how it is handled and how my dues/fees are utilised.

Again we see another panic action from this government, along with a quick fix as regards trying to generate money to the Exchequer. Needless to say, many could possibly be claiming benefits long term after any potentially devastating effects that could render them unable to continue work at sea for whatever reason or circumstance.

Hopefully there will be some positive resolve and withdrawal of such untoward measures by this government, but in these economic times, they are blinkered to the plight they are causing.CARL JEAPESmem no 147714

Abuse of discharge books is the issue

IN RESPONSE to the recent letter from Nautilus and the article in the Telegraph, I have sent the attached letter to Gordon Brown and members of the press, and also my local MP:

I have recently heard through Nautilus UK that your government is trying to reduce the number of vessels on which seafarers can claim for seafarers’ earnings deductions.

I have understood ever since I started as a cadet with Andrew Weir shipping in 2001 that, through the SMART funding and tonnage tax reductions, it was this government’s policy to try and increase the number of vessels registered under the UK flag and increase the number of British seafarers. I also understand that this has all come about due to the government realising that the demise of the Merchant Navy was liable to cause big strategic problems.

So far, this government has increased the number of cadets going through to be trained each year, and has increased the number of vessels that are on the UK register. If it were not for the government putting these policies into place, I would not have a job and would not be living in my own house with my wife and son.

Now the shipping industry is becoming very paperwork orientated, due to ISM and other legislation, making it more of a desk job and less appealing than before. Also the conditions of work are not as attractive as they used to be, due to the short port

visits and the fact that most merchant ships are now dry ships. Cadets and other crew members often find themselves onboard for maybe months at a time with no way of getting off the ship or any form of social outlook. Furthermore, where the bar on a ship was a place for the whole crew to get together in off duty moments, now they tend to stay in their cabins watching DVDs or reading, resulting in loneliness and a lack of team spirit. Obviously no one wants to see people drinking so that they are not fit to do their job, but the bars could sell low alcohol beers.

The shipping industry did have three positives, that would attract new and young people to it, but these are reducing.

While over the years our leave ratios have improved, the idea that you go away on a ship and get paid more than someone of equal professionalism and education in their field who works ashore, is slowly becoming less true. Prime example of this is my brother and I; Anthony works on the Thames barrier doing flood map planning, and I work away on ships for Gulf Offshore on the Angolan coast. This year he got a pay rise that put him £4,000 better paid than I am.

The third thing that will attract someone is the fact that we can claim back our income tax when out of the country for 183 days or more, this as I said earlier is being cut back by your government.

As far as I can see, this

contradicts what your government has been trying to do since it got into power. If this tax is removed, then the attraction to go to sea will reduce even more, and shipping companies will have less to attract young people to do this job.

If you were a 16-year-old who was making a choice between going to university or going to sea, and you were told that if you go to sea you will earn less than your peers, you will miss birthdays and Christmas and for months on end you will be imprisoned on a ship, would you choose to go to sea? But with the deductions in income tax it immediately puts the wages up as every year you will get a lump sum, which in turn attracts people to a career at sea.

If this is a way of attempting to stop shore personnel from abusing the system, why does the government not just make all people applying for the deductions prove they have a contract with a shipping company or agency and proof of CoC? If this is an attempt to get more money for the country through tax, then surely you are barking up the wrong tree as seafarers in this country are a small minority.

So to conclude, I and probably a lot of us, can see your strategic problem getting worse, not better, as the job has not got much to attract people to it without the seafarers’ earnings deductions.ALEX HAMMOND

This decision leaves me in turmoil

6. The established culture within these companies has led to ‘marine crew’ being considered in disparaging terms such as ‘taxi drivers’ who lose company money not make it. We are considered as a necessary evil.7. At no time does anyone within the marine department receive productivity or safety bonuses, nor receive any recognition for their role in the successful outcome of a project — quite the opposite.8. Wage levels in the ‘marine department’ are always lower than project as Nautilus will attest to. Nautilus representatives themselves tell us on an annual basis that our wage claims are taken into context against other seamen and not offshore project workers. By their own admission, companies base our wages on the marine market rate.9. The sole purpose of the marine department is to facilitate and maintain the vessel in compliance with IMO and company regulations. As such, the marine professionals are fully MCA, IMO, ISM & STCW compliant; what Offshore Project Worker has these qualifications? 10. We are required under international maritime law to be certified to operate a ship, we are needed to operate this ship in order to take it from ‘A’ to ‘B’. Offshore project workers do NOT require any STCW qualification, nor are they required onboard for flag state minimum manning requirements, which by exclusion implies they are supernumeraries

to the running of the vessel. So why are offshore project workers receiving an allowance allocated to British merchant seamen?11. Offshore project workers have no emergency function onboard as required by maritime law. Only the ‘Marine Crew/seafarers’ deal with shipboard emergencies, project crew becoming superfluous untrained bystanders (in fact a hindrance).

In conclusion, by association with project personnel we have been drawn into the net of offshore mineral extraction rights and are being penalised.

We believe the inclusion of their discipline is not within the original spirit of the seafarers’ tax concession and as such we are being persecuted and disadvantaged by association. We are world leaders in this marine offshore specialism and such a draconian measure will destroy what little dominance within merchant shipping we retain.

It is your responsibility as our Union representative to make it clear to HMRC the difference between an offshore project worker and a seafarer. We demand that we are considered as seafarers and therefore qualify for SED.

We are British merchant seamen.Nautilus members, DSV Kestrel KEVIN GRIFFIN 186330ANDREW SWAN 186358ALLAN HUNTER 179288HUGH BALE 165349LES HUDSON Master 140245

HAVING now discussed this matter at length, Union members onboard this ship believe that the Commissioners of HMRC wilfully neglected to inform relevant parties as to the change of policy decided in January 2008. This allowed individuals to file their tax claim for this period within the existing lawful tax regime.

The method employed in revealing this change of income tax policy after the effect was fundamentally dishonest and by itself should be subject to a counter-claim by Nautilus of criminal negligence/deception against the Commissioners of HMRC.

We, the British marine crew on the DSV Kestrel, having read the appeal made earlier this year, understand that HMRC have chosen to interpret this ruling so as to include other offshore vessels. We require as a matter of urgency a definition on their decision detailing when a vessel (such as our DSV) is subject to this ruling and when it is not. We also wish Nautilus to consider representing our case regarding the withdrawal of SED for offshore seafarers with the following argument:

As ‘marine crew’/seafarers, we believe we can prove we are not involved in the exploration and exploitation of subsea mineral wealth in the context of the judicial review of Lord Penrose earlier this year. We wish to delineate our case between ourselves as ‘marine crew’/seafarers and offshore project workers so as to achieve an exception to this ruling. Our argument is based upon the following points:

1. The ‘Pride South America’ case was centred on a definition of a vessel within the context of exploiting/exploring mineral wealth, not the definition of a seafarer within the spirit of SED.2. The companies involved in subsea mineral exploration/exploitation require vessels manned by ‘marine professionals’ in order to conduct their business.3. These companies either charter vessels from shipping companies or establish their own ‘marine department’ to reduce costs.4. Our purpose, as ‘marine crew’, is to facilitate the vessel on behalf of the ‘project department’. In other words, we must provide a vessel which complies in all respects with international maritime conventions.5. Marine departments are famously junior in the project company structure, given no seniority or credence within the internal company set-up. It is considered a ‘dead end’ discipline.

JUNE 2008 ✪ ●Nautilus UK Telegraph ●✪ 17

lettersHMRC is guilty of criminal negligence and deception

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Revenue rules must change to reflect original purpose I HAVE just read the news about the Inland Revenue’s attempt to re-classify ‘ships’. I work onboard DSVs, but shall be seeking alternative employment until the matter is sorted out.

One way of doing this would be to stop

all non-seamen from taking advantage of the present rules that allow them to claim their tax back — ie, surveyors, ROV personnel, riggers, LSTs and techs of any kind.

The regulations’ initial purpose was to preserve and encourage employment and the skills in the British Merchant Navy, be that either deck officer, engineer officers or catering staff, necessary for the running of any vessel.

In my opinion, the foreign port call ruling should be abandoned. In its place a new rule, stating that if the rank you have signed onto the vessel and is in your discharge book

is on the minimum manning certificate as issued by the MCA, then you qualify (of course if you satisfy the other rules as well).

This will satisfy the original purpose of the ruling, and the Inland Revenue by receiving the tax income from those that it was never intended for. It will also repay all the merchant seamen who work out of UK ports in the UK sector of the North Sea but never have the opportunity to call into a foreign port.MARK WALKER(Master Mariner)mem no 186529

Members serving onboard the DSV Kestrel, above, fear they will be affected by the new HMRC rules on seafarer tax

I WAS dismayed reading the October Telegraph report about the decision by HMRC to deny all seafarers who work on offshore vessels their tax break. This, I believe, will be one of the final nails in the British Merchant Navy’s coffin.

I currently work as a chief officer/DPO on a DSV working worldwide. This move basically halves my wages, in a sector where we are fighting to keep in work, with cheaper foreign labour — mainly the Polish, who do not have any tax to pay but who work for the same wages as the British.

I understand why HMRC is taking this step when you see the obscene wages for the project personnel working onboard our vessels, especially when you have secretaries earning £100 per day more than the master, with no responsibility except to write the morning meeting minutes and is one of the lesser paid project crew, and — you have guessed it — they all have British discharge books and claim their tax back.

ROV, survey, clients, dive support personnel, riggers etc, do not berth the ship, fight fires, do any watchkeeping or run any part of the ship. I accept these people are bending the rules, not

breaking them, but I have always been under the impression that the SED was to retain seafarers — the people who are used as crew of a ship.

I can’t for the life of me see how HMRC can say that I am less worthy of my tax concession. I carry out the same duties as a deepsea officer, work a minimum of 12 hours watch, plus having to do overtime, I have the same certification, plus extras such as helicopter escape, extra medicals and DP certification. The vessel I work on is a ship that produces no oil or gas or minerals, is never connected to a platform and has to follow all maritime rules and is designated a cargo ship on the minimum manning certificate.

What is the Union going to do about this, as I honestly believe that the majority of British watchkeepers work on DP vessels and your membership will drop significantly if this is brought in?

Maybe you could insist that the tax concession is only granted to vessels that have a mono hull, and maybe we should have to submit our certificate of competency along with our tax return, to stop the project personnel getting their tax back.mem no 180850

Dismal decision could be the nail in the coffin for UK shipping

IT HAS been reported in the media that the Royal Navy is advising merchant ships to employ mercenaries to protect themselves against pirates. This would appear to suggest that the Royal Navy is not prepared to provide this protection themselves.

Some months ago it was reported that the Foreign & Commonwealth Office advised the Royal Navy not to engage pirate vessels for fears this would infringe the pirates’ human rights and because prisoners may claim asylum in the UK.

One of the primary tasks of the Royal Navy is to protect merchant shipping.

Why, therefore, should British-flag merchant ships have to employ mercenaries to protect themselves? Moreover, who is going to pay for the mercenaries?

As every Nautilus member is aware, the carrying of firearms on British-flag merchant ships is illegal. We have to obey exactly the same laws onboard ship as if we were employed in a factory or office ashore. Therefore, the idea of carrying gun-toting mercenaries is just a little far-fetched, not to say illegal.

However, imagine that our mercenaries decide to fire upon a pirate boat and kill most of the crew. Of course, in retrospect it will be claimed that the pirates were just fishermen going about their lawful business. Who will

be charged for their murder? I suspect it will be the British master and not his mercenaries who will carry the can.

The armed forces of the United Kingdom are employed to protect British civilians. The idea that civilians should take up arms to protect themselves or employ mercenaries in the workplace is so silly that the Royal Navy should be forced to apologise for making such a stupid suggestion.

It is time for the Royal Navy to get off their fat arses and start fighting for their country as their brave comrades in the Army and Royal Air Force are doing so courageously. If not, we should employ mercenaries to fight at sea, but only after raising the white ensign at our sterns.

PETER NEWTONmem no 158963

18 ✪ ●Nautilus UK Telegraph ●✪ NOVEMBER 2008

readers’ letters

RN must protect us

Ship was flying the flag and not the jack!PERHAPS before Talbot Clark begins ‘naming and shaming’ (Letters, August Telegraph), he should make sure that he gets the terminology right. The Cape Osprey (right) is actually flying the Union flag and NOT the Union Jack. The Union Jack is only flown from the bow of a vessel from the jack staff. LOU PRICEmem no 184632

Crew agreement could be usefulNAUTILUS calls for the government to introduce regular controls on the pay and conditions of the increasing numbers of foreign seafarers on UK ships.

But there is already regulatory control in the form of the UK Crew Agreement. A UK ship has to have a crew agreement approved by the

MCA. There is an approved scale of wages as part of this agreement, which is agreed between the shipping company and an approved union.

Because the UK is not regarded as a ‘flag of convenience’, the ITF expects Nautilus to supervise these arrangements. If the UK crew agreement is not fair and just it is the fault of the MCA and Nautilus. The controls are already in place if those responsible want to use them.mem no 153191

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TELEGRAPH readers who are serving seamen might benefit from reading about my situation and checking over the terms of service they have agreed with their employer.

It all seems so simple — until the unusual happens. I was a deckhand on the Caledonia Master in 2001 when I was involved in an accident that resulted in a damaged finger. As ever, crew members were quick to give me all the aid they could — but the damage required that I be put ashore to get hospital treatment.

The treatment was ongoing so I had to stay ashore (as I am still). My employer had a detailed report from the first mate and the master of the vessel.

With no permanent base ashore and no firm date of going to sea again, I asked the Caledonia owners to consider my losses and recompense me. The company acknowledged my request and passed it — with a police report, the master’s report, two hospital reports

and photographs — to ‘The Shipowners’ Protection Limited’. That organisation, after faffing around for a year, declared that my claim was ‘time-barred’.

It was not sufficient that I claimed recompense for an industrial injury. I was required to have ‘sworn a claim in court’ — whatever that means. I had not submitted the ‘appropriate claim form’. I had not provided relevant ‘quantum’ (that seems to mean ‘how much’).

My solicitor, watching from the sidelines all this time, came up with the helpful comment that ‘time barred comes in earlier if the injury was incurred on the high seas — the admiralty clause, you know’.

Truth is, none of this was set out in my signing-on contract — not with Caledonia or with any previous shipping company I have been employed by.

I say to seagoing Telegraph readers: have a read of your signing-on papers — now — if you can remember where you put them!TONY GREEN

Signing-on papers should be checked

THE print and broadcast media seem to be uncertain about the spelling of ‘bail out’, and have often resorted to news of ‘bale outs’ in relation to the financial markets (although my dictionary gives both spellings as correct for wet meanings, the more usual is the first). This may betray pig-ignorance of matters watery and agricultural. So, no change there then, two hard-work, vital industries have never been understood by the urban, London-based media village.

But what is this? On page 43 of the October Telegraph, Matchtech advertise a position for a Deputy Haven Master — (ooh! ‘Haven’ — there’s posh!). The candidate will be ‘Master with previous experience’ who will be responsible for ‘the operation and birthing (sic) of ships’.

Noting the media’s favourite picture of the typical seafarer I suppose we can say this is a Freudian slip.Capt A. IAN HALEmem no 089709

Great expectations for spelling

OBVIOUSLY it is understandable that due to recent developments within the HMRC with respects to SED, you have received numerous queries from Union members working within the offshore SHIPPING industry.

However this is not a query as it has become quite apparent that the HMRC intends to enforce this new guidance. Therefore surely our response should be slightly more than a letter written in the ’strongest terms’, to the Chancellor of the Exchequer and the shipping minister.

Although I appreciate that there are certain protocols to follow in any circumstance, I feel that an immediate statement of intent is required to unite members throughout the industry. Obviously we’re not talking industrial action! But surely we should be considering mounting an immediate challenge to the Special Commissioners’ report.

Having read the report, it appears that the outcome is influenced by the ‘Offshore Installations and Pipelines (Management and Admin) Regs 1995’ — in particular Regulation 3 ‘Meaning of Offshore Installation’. However there appears to be no mention of the Merchant Shipping Act 1995, which is the law that all offshore vessels operate under, for example:

Consider a diving support vessel operating in the North Sea, engaged in diving operations on a subsea structure:✪at no time is the vessel exonerated from complying with the International Regulations for the Prevention of Collisions at Sea✪at all times a full navigation and engine room watch is maintained

✪ the bridge and engine room are manned by professional seafarers who have obtained professional seafaring qualifications✪all seafaring personnel onboard are required by law to comply with the requirements of the Merchant Shipping Act 1995 and STCW 95, amongst various other regulations and codes✪all seafarers are paid a wage that is far below what is considered the average in the offshore industry. I believe that this point has a direct relationship to why SED was introduced in first place; ie to assist in maintaining a reasonable standard of living for seafarers whilst ensuring that shipping companies could remain competitive

The few points listed above are only an example of a list that could be considered as endless in comparison with fixedinstallations, Mobile Installations and vessels engaged in offshore support work of any description. Seafarers who have made the conscious decision to cross over to semi-subs, jack-up rigs and fixed installations, normally receive a remuneration package in relation to their new position; therefore they should accept that they are no longer classed as a seafarer by the rules and are therefore not eligible for SED.

A further point to be considered is that the HRMC has issued changes to the guidance with respects to SED and who qualifies for it. Has there actually been a change to the actual law or are they acting upon one person’s (Theodore Wallace the appointed Special Commissioner) interpretation of the law?

Is this not the opportunity that Nautilus has been waiting for? An opportunity for the Union to gain the support of all the seafarers working in the offshore oil and gas industry? I may be wrong in my opinion, but I would imagine that the majority of British Merchant Navy officers are now employed in the offshore industries around the world. Is this not the time to try and encourage non-union members in this sector to join Nautilus, so as you can approach Parliament with the support of the entire industry?

Nautilus should be canvassing for the support from all areas of the shipping industry. If the HRMC can close the door on seafarers working in the offshore sector, surely they will shortly be looking at ruling out SED completely. If this happens:✪will shipping companies be prepared to offer substantial pay rises to their employees when cheaper labour can be found elsewhere? ✪will there be a need for a Union representing British seafarers if there is no British shipping industry?

On a final note; the government has only recently been requesting that people in all types of employment try to be reasonable when negotiating for pay increases. However, they have just wiped out approximately 25% of our income, so what do they expect we are going to ask for in forthcoming pay negotiations? As a rough figure it would take a pay rise of approximately 50% to secure my current gross income if SED is taken away.A.P. YORKE mem no 179369

The US Navy ship Whidbey Island escorts the tanker Golden Nori following its release by pirates PICTURE: US NAVY

Union should challenge this terrible ruling by Revenue

NAUTILUS UK member Andy Cole is chief engineer officer on the world’s largest non-governmental hospital ship, the Africa Mercy. And where he goes, his wife Brenda and five children go too!

Brenda, the ship’s HR manager, and the rest of the family — Matt (21), Steve (19), Emma (16), Chris (15) and Josh (12) — are all living and volunteering onboard the ship, which is presently working in Monrovia, Liberia.

The Telegraph caught up with the family last month, via email…

Telegraph: How long have you been involved with the Africa Mercy project?Cole Family: Eight years (after reading about Mercy Ships in the Telegraph in May 2000).

T: Andy, how do you feel about having your whole family with you onboard ship?CF: Andy: It is a wonderful experience all serving together. The big-gest advantages are knowing that we have a small part to play in mak-ing a difference in the lives of those less fortunate than us. We get to meet so many different people and make many new friends. The dis-advantage is that we make friends of many short-term crew, but then they leave and so we are constantly saying goodbye to friends which is very hard at times.

We can at times feel cut off from England and all that is going on back home. We miss our relatives and it is a challenge to be able to afford to see them. (Now nearly seven years since last visit down under.) We both have married brothers and sisters with children we’ve not met living in Australia and New Zealand. I miss the Premier League and Match of the Day and wish they were available on podcast.

T: How did the younger children feel about it? CF: Leaving family and friends is never easy and they do still miss friends back home, but have settled well into community life and are as involved as they can be outside of their time in school. They go to the school onboard the ship during the day and come to the orphan-ages with us at the weekends. They are also involved in visiting patients regularly down on the ward, especially the child patients. They enjoy the adventure of sailing and seeing different countries.

T: What are your living quarters like onboard the ship? CF: We live in a large, comfortable six-berth family cabin with three bedrooms, lounge, toilet and shower room and kitchenette area. We eat most of our meals, however, in the crew dining room, though at the weekends we bring our food up to the cabin to eat or cook our own food in the well equipped crew galley (separate from the main galley). There are several areas onboard the ship for socialising with the many differ-ent age groups and over 30 nationalities. There is the midships lounge area, internet café, Starbucks café, youth lounge, library (books and video/DVD) and recreational area on Deck 8 including play area and small swimming pool. Alongside the ship we have a spacious dock which we have exclusive use of. At the end of our dock we have a UNMIL base with a sports ground which is kindly offered to Mercy Ships crew, and we have regular soccer games, ultimate Frisbee, touch rugby and other fun activities.

T: Could you outline a typical day in Liberia for the younger children?CF: They start school at 8 am each day. There are approx 50 children in the school (academy, as it’s known onboard). They come to the din-

ing room and meet with us to eat their midday meal and then return to school for their afternoon lessons. They finish school at 3:20 and work till approx 5pm on homework. After our evening meal they get involved in some of the social activities or play with friends in our cabin on their X Box 360 or watch a family movie. Thursday evening we attend the shipboard community meeting, which includes a time of communication, worship and a Christian biblical message. During the weekends we try to go off the ship and visit local markets, have a meal out at a local restaurant or go to church. Every Saturday we go to a local orphanage and lead games and fun activities with the 65+ children. This time includes a Bible story followed by a related craft activity.

T: Andy, how do your own seafaring/engineering skills help you con-tribute to the Africa Mercy’s work?CF: Andy: As a professional seafarer my qualifications and skills are essential requirements to my role onboard. All my years deepsea, on cross Channel ferries, drill rigs etc. have helped me in a variety of ways to be flexible and able to work with many different races. We have some challenges not found on most other ships: we are a specialised hospital vessel, and the engineering team look after the medical O2

concentrator and gas supplies, vacuum extraction system, incinera-tion of medical waste etc. Also we stay in one place for up to 10 months of a year which is not so easy for a seafarer who likes to sail!

T: What has each family member enjoyed most about living on the Africa Mercy and/or working in Liberia?CF: Andy: Being together as a family. Using my engineering skills to keep the ship functioning in a challenging environment and knowing that in doing so I am playing my part in serving the poor and needy of West Africa. Putting my Christian faith into action daily.

Brenda: Living and working alongside such a wide diversity of nationalities and cultures provides for a rich experience. Being able to work alongside my husband and family after many years of his work taking him away from home.

Matt, 21: Coming out to Africa to work and spend time with my family. I enjoyed working with the African day workers and visiting them in their homes.

Steve, 19: Being with my family. The banter I have with the African day workers; they are a lot of fun.

Emma, 16: I have made some very close friends and they are all living in the same place together so you get to hang out with them and don’t have to go far to find them! Mixing with friends from all over the world and learning about their cultures has been great.

Chris, 15: Always being close to your friends who live just down the hallway.

Josh, 12: I enjoy visiting the patients on the ward and making them laugh and smile even when they are in pain.

✪ The Mercy Ships charity provides medical care and infrastructure support to some of the world’s neediest countries. Like other long-term Mercy Ships volunteers, the Cole family are supported financially by church groups, extended family and friends. Some seafarers also vol-unteer for shorter periods. To find out more, see www.mercyships.org.uk

NOVEMBER 2008 ✪ ●Nautilus UK Telegraph ●✪ 19

members at work

The family way

THE seven members of the Cole family tell Sarah Robinson about their life together on the hospital ship Africa Mercy....

The seagoing Cole family: Matt, Chris, Andy, Steve, Emma (back row), and Josh and Brenda (front row)

It is wonderful to be making a difference to the lives of those

less fortunate than us Andy Cole Andy Cole Chief engineer, Africa MercyChief engineer, Africa Mercy

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20 ✪ ●Nautilus UK Telegraph ●✪ NOVEMBER 2008

shipping regulation

‘LOWEST common denominator’ law-making for the international shipping industry is driving the move towards regional regula-tion and the unwarranted crimi-nalisation of seafarers, Nautilus warned at a top-level meeting of maritime lawyers last month.

Speaking at the Cadwallader Memorial Lecture in London, senior national secretary Allan Graveson said the process of con-sensus used to develop International Maritime Organ-isation conventions has resulted in ineffective global shipping standards.

One example, he added, was the Stockholm Agreement on ro-ro stability which had resulted in a two-tier set of standards for northern Europe and the rest of the world. Non-compliant ships had moved outside the area of the regional agreement, and the end result was accidents such as the Al Salaam Boccaccio ferry disas-ter in the Red Sea, in which more than 1,300 passengers and crew were killed.

But IMO leader Efthimios Mitropoulos defended the way in which the organisation produces regulations. The IMO is commit-ted to the highest possible stand-ards, he added, but the standards had to be practical and take account of the fact that some member states may take longer than others to attain them.

The Stockholm Agreement had been produced in response to the Estonia ferry disaster, Mr Mitropoulos argued, and reflected the ‘special circum-stances’ in the Baltic and the North Sea.

The IMO had shown through such initiatives as the International Ship and Port Security Code that it could act quickly when needed, he added. However, any action had to be rooted on the basis of consensus and ‘level playing field’ regula-tion.

Held at the IMO headquarters and organised by the London Shipping Law Centre (LSLC), this year’s Cadwallader lecture

posed the question ‘Lawmaking and implementation in interna-tional shipping — which law do we obey?’

LSLC founding director Dr Aleka Mandaraka Sheppard opened the meeting by arguing that an agreed set of cross-border rules for international shipping is absolutely essential.

However, she warned, these principles are being undermined by recent legislation which had created a conflict of laws — to the detriment of legal certainty and the harmonisation of law between countries.

As a result, shipowners, legis-lators and lawyers are facing the challenge of developing and implementing the law in a com-plex, global industry and decid-ing which rules should apply when there is conflict between international treaties and regional laws.

Challenges included the EU directive on ship-source pollu-tion which, Dr Sheppard stated, conflicts with international law,

being out of line with principles laid down in the MARPOL con-vention.

‘Such law is hardly consistent with legal certainty,’ Dr Sheppard

NAUTILUS joined leading maritime lawyerslast month for a lively debate about the problems of regulating international shipping

warned. ‘It does not assist the development of coherent rules, since EU members will, inevita-bly, be bound by two conflicting laws: the EU directive and MARPOL. Which law should apply?’

In the face of such uncertainty, the need for harmonised uniform laws for shipping is more impor-tant than ever, she argued. And the emergence of new independ-ent maritime states with diverse cultures and legal systems means there is an even greater need to adopt internationally recognised standards.

Birgit Solling Olsen, shipping policy director at the Danish Maritime Authority, said the establishment of the IMO 60 years ago was a recognition of the need for globally applied stand-ards for shipping.

But, she added, ‘it is not enough to set standards at an international level if these stand-ards are not applied or imple-mented by states.’

And, she warned, ‘there is increasing impatience among quality flag states with those who do not take on their responsibili-ties.’

Pressures on the IMO’s tradi-tional consensual approach to determining regulations are ris-ing as a result of the growing demand for safer ships, better qualified crews, and increased liability for owners, Ms Olsen pointed out. Additional pressure is being created by environmen-tal concerns.

However, she warned, it was ‘not a reassuring sign’ that some key conventions — such as the

ballast water management treaty — have not entered into force and others have failed to gain suffi-cient support from IMO member states.

‘If the IMO does not continue to act promptly on current issues, such as reducing emissions from ships, it will become extremely difficult to ensure the necessary support for global rules, and regional or national rules will prevail,’ she added.

Dr Thomas Mensah, former presiding judge of the International Tribunal for the Law of the Sea, said conflict between international and regional or national regulation is inevitable — especially in such areas as the penalties for seafar-ers breaching the rules.

But, he argued, there are legal provisions and procedures avail-able to address such conflicts — including a dispute settlement mechanism for the UN Convention of the Law of the Sea.

Sir Michael Wood, a member of the International Law Commission, said the inadequacy and unevenness of enforcement of IMO rules, as well as the slow pace of adoption of conventions, lies behind many of the proposals for regional regulation.

But, he warned, the tempta-tion to develop fast-track local legislation could lead to long-term damage. ‘If Europe does what seems good to Europe, we may quickly find other states and other regions taking action which seems good to them but which is gravely harmful to shipping around the world,’ he stressed.

IMO leader Efthimios Mitropoulos, left, and Nautilus senior national secretary Allan Graveson, right, offered differing views on the variation in standards governing ro-ro ferries such as the ill-fated al Salam Boccaccio 98

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THE DEEPENING gloom sur-rounding world shipping indus-try is rapidly having a knock-on effect in many directions — not least in the service sectors sup-porting the industry.

In the front line is the marine insurance market, including P&I clubs. In both camps — the com-mercial market and the mutuals — the forthcoming renewals are going to be tough, with both sides eager to force up premium rates.

Faced with a relentless surge of claims — and the increased cost of those claims — hull under-writers in particular, as well as the clubs, want more money on the table.

Added to insurers’ woes, and especially dangerous for the clubs, is the virtual disappear-ance of investment returns as the global economic downturn becomes ever more vicious.

For the moment the market is not boxed into a corner, as long as underwriters maintain under-writing discipline and write for profit rather than market share. Easily said, but very difficult to achieve when there is too much capacity in the market.

At the recent annual confer-ence of the International Union of Marine Insurance in Vancouver, Lloyd’s franchise performance director Rolf Tolle warned dele-gates: ‘The insurance cycle is not working in our favour and we are seeing significant softening across all lines of business. Almost with-out exception, terms and condi-tions are under increasing press-ure and rates are either falling or are already at very soft levels.’

On a more technical front, IUMI conferences invariably focus on one or more areas of critical interest to seafarers. This year was no exception. ‘Pilot error’ has been much in the news — something which the P&I clubs seek to closely monitor.

Some significant statistics were revealed by Mark Williams, of the International Group of P&I Clubs (IG) during one of the IUMI workshops. A major IG study of pilotage incidents was started in 2005, dealing with incidents known or believed to have been caused by pilot error

and limited to claims with a value of $100,000 or more.

Originally the study examined five policy years (February to February) from 1999 to 2003 inclusive, but the figures have since been updated to the end of the 2006 policy year.

Mr Williams stressed that a detailed analysis was not possible at this stage, but the figures served to demonstrate the scale of the problem — with as many as 65 incidents in one year (2001) and the total value of claims reaching the somewhat staggering figure of around US$90m in 2003 alone.

Collisions are a common fea-ture a feature of pilot error casual-ties, and the IG’s statistics showed 17 such incidents in 2003 and 10 in 2006. Grounding incidents were significantly lower, but FFO (fixed floating objects) incidents totalled around 45 in 2002, nearly 40 in 2003 and 15 in 2006.

The number of incidents (1999-2006) by country totalled 61 in the US, 23 in China and 20 in Japan. Bottom of the table were Germany and the UK (nine each) and Australia (eight). However, it must be added that there were an estimated 377,600 pilotage moves per annum in the US, 190,000 in China and 157,066 in Japan. Against this, the bot-tom-of-the-table countries showed up well: Germany 168,412, UK 156,800 and Australia 55,000.

To illustrate a typical pilotage incident, Mr Williams described a serious grounding of a large containership in conditions of almost zero visibility in New York harbour in 2006. Repair costs totalled nearly $2m, the vessel was off-hire for 24 days, and the charterers deducted approxi-mately $500,000 from the hire costs.

An accident investigation report found that the required exchanges of information between master and pilot were brief and lacking in detail. The probable cause of the grounding was determined to be the error of the docking pilot in not using all available resources to determine the vessel’s position.

The IG study concluded that whilst the frequency of major incidents arising from pilot error is not high, the consequences may be serious — including significant environmental and economic damage.

It found that common incident causes were inadequate master/pilot exchanges, failure to discuss the passage plan in detail, and failure to follow the principles of bridge resource management.

IMO Resolution A.960 (which are recommendations or guide-lines only) states: ‘Every pilot should be trained in bridge resource management, with an emphasis on the exchange of information that is essential for safe transit.’

So the debate continues. But perhaps the P&I clubs’ new focus on pilot error will at least go some way towards reducing the number of incidents...

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NOVEMBER 2008 ✪ ●Nautilus UK Telegraph ●✪ 21

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Insurers worried

CIstsinh

The insurance cycle is not

working in our favour and

we are seeing signficant softening across all

lines of business

Rolf Tolle

Lloyd’s franchise performance

director

Last November’s incident in which the containership Cosco Busan collided with San Francisco Bay Bridge is one of a series of pilotage accidents that are causing concern to marine insurers. The ship’s pilot is to go on trial next April PICTURE: US COAST GUARD

FAIR trade should mean fair treat-ment for seafarers as well as food producers. It’s a simple message, yet one which can be surprisingly difficult to put across to the retail sector and the general public.

Last month we outlined how Nautilus UK has been working to raise awareness of the issue and campaign for change. ‘It’s the usual problem of the invisibility of merchant shipping,’ points out assistant general secretary Mark Dickinson.

‘We have all these excellent fair trade schemes to improve the lot of poor farmers by guarantee-ing them a decent price and a reli-able income. But the schemes don’t cover the seafarers who transport the fair trade produce, meaning that ethically-produced goods can be carried on vessels with poor safety records and badly-treated crews.’

The worst thing, he continues, is that few people outside the maritime world seem to be aware of the problem: ‘At Nautilus, we believe that ordinary consumers would be horrified if they knew what goes on. They are happy to pay a little extra for their fair trade bananas, coffee or choco-late, knowing that this money will benefit developing-world farmers. But on the way to the supermarket, the goods could have been carried by seafarers enduring vermin-infested living conditions, or rock-bottom wages that aren’t paid on time.’

To address this problem, Nautilus wants to see clauses inserted into Fairtrade Mark licensing agreements which would oblige retailers andsuppliers to transport Fairtrade goods only on vessels meeting internationally-recognised crew-ing standards. ‘This simple prac-tical step could make a big difference to seafarers,’ notes Mr Dickinson.

Meanwhile, pressure for change has also been mounting from a number of international sources. Policies supporting the fair treatment of seafarers carry-ing fair trade goods have been adopted by the TUC, the ITF and the International Federation of Shipmasters’ Associations, whilst a thoughtful debate on the issue was held at the European Fair

Trade Fair in Lyon earlier this year.

The main speaker in the debate was Raphaël Baumler, a serving shipmaster with Maersk. Drawing on the work of econo-mist François Lille — himself a former ship’s officer — Capt Baumler made an impassioned plea for a new way of organising maritime transport along fair trade lines.

While researching his presen-tation, Capt Baumler came across Monsieur Lille’s December 2005 article for Equité (a French-language fair trade journal), which argued that shipboard conditions often evoke the slave galleys of the past, with crewing agencies acting as traders in human misery.

In what other workplace in the world, he asked, could workers of different nationalities be employed on such different terms and conditions, with some paid so much less than others, and working longer hours?

Shipping has the potential to be a ‘dream’ form of transport, points out M. Lille: it is inher-ently friendlier to the environ-ment than air or road freight and has advantages of scale and reli-ability. Yet the dream has turned into a nightmare, thanks to a so-called regulatory system which puts vessels out of the reach of national and international laws alike.

Flags of convenience are one of the biggest problems, he stresses, but ‘reputable’ flag states have become complicit in the drop in standards through the establishment of second registers like the French RIF.

Given this parlous situation, the fair trade movement really cannot go on ignoring transport,

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It’s the usual It’s the usual problem of problem of

the invisibility the invisibility of merchant of merchant

shippingshippingMark DickinsonMark Dickinson

Assistant general Assistant general secretarysecretary

Nautilus UKNautilus UK

22 ✪ ●Nautilus UK Telegraph ●✪ NOVEMBER 2008

nautilus at work

Fight for a fairerFight for a fairernautilus at work

NOVEMBER 2008 ✪ ●Nautilus UK Telegraph ●✪ 23

shipping systemshipping systemsays the economist. But what are the alternatives to the current set-up? This was the question tackled in detail by Capt Baumler in his speech to the European Fair Trade Fair.

Capt Baumler pointed out that fair trade relies on intermediaries linking the producer to the con-sumer. There are five links in the chain: producer, middleman, transporter, distributor and con-sumer. As the main objective of fair trade is to help — and restore dignity to — disadvantaged work-ers, we should check that this principle is being applied to all the ‘links’. Another aim of fair trade is to distribute the benefits of commerce in a more equitable way, and it is often closely allied to the principle of sustainable development.

Unfortunately, shipping rarely lives up to any of these ideals, which creates a problem for the whole fair trade chain. Indeed, says Capt Baumler, ‘the question of fair trade’s credibility is at stake when it comes to transport.’He adds: ‘Why should some cat-egories of workers be considered and not others? Does fair trade stop at the gates of the port?’

Raphaël Baumler, like François Lille, sees uncontrolled deregulation and mismanaged globalisation at the root of the problem. Leaving the industry entirely to market forces, they argue, has created a system of fierce competition which issuccessful only on one level. Certainly, money is made (by some), but human rights are left out of the equation, and the sys-tem makes accidents, breaches of security and pollution incidents more likely.

Moreover, even the money-making aspect of shipping can be uncertain under the present model, says Capt Baumler: ‘Maritime transport is a highly speculative activity which would benefit from a more stable form of trade.’

The time has come, he believes, for the shipping industry to seri-ously consider adopting many of the practices found in the fair trade movement. Greater open-ness, improved working condi-tions, long-term agreements on pricing and salaries, a commit-ment to high safety and environ-mental standards; all of these would benefit the industry as a whole and restore its image in the eyes of the general public.

These ideas are not new, he acknowledges. In fact, there are numerous regulations already aimed at improving standards. But enforcement of the regula-tions is a major problem. It’s easy for vessels to fall through the cracks when the responsibility for enforcement is spread between flag states, classification societies and employers. Some bodies are

doing a good job, and some aren’t. In the oil industry, for example, charter companies are often vet-ted by the parent company to ensure the charter vessels are of a high enough quality to carry a well-known name, but the vet-ting system is not foolproof, as was demonstrated by the Erika incident.

The work of the ITF is invalu-able, and the ILO Maritime Labour Convention 2006 is an important step in the right direc-tion, says Capt Baumler, but the international community must press harder for ratification — and indeed for the genuine enforcement of all maritime reg-ulations throughout the world. This is the pragmatic approach being taken in the Nautilus UK fair trade campaign, which would see retailers and suppliers become accountable for the working con-ditions of the seafarers in the fair trade chain.

Enforcement and accounta-bility are the key issues in the short- to medium-term, agrees Capt Baumler. But why not take inspiration from the fair trade model and allow our imagina-tions to range further? Instead of simply trying to patch up the existing system, he says, we could instigate an entirely new way of working which could show a dif-ferent way forward.

The idea is deliberately remi-niscent of developments in the retail sector, in which fair trade companies such as the chocolate-maker Green & Black’s set an early example eventually fol-lowed by larger firms, as increas-ing numbers of people saw the social and economic advantages of the fair trade model.

In the shipping industry, therefore, Capt Baumler envis-ages the creation of a high-per-forming independent freight line dedicated to alternative trade. Besides improving working con-ditions, this company would be able to free itself from the con-straints of existing transport markets — as well as certain geo-graphical constraints. There is great potential for such an organ-isation to act as a powerful pro-motional tool for the industry as a whole, especially if it made a point of adopting sustainable development and alternative energy sources, such as modern sail technology.

It won’t be an easy idea to put into practice, he acknowledges, but it would be worth making the attempt to escape the global ‘mar-ket’ which is failing so many peo-ple, and to effectively try a new form of capitalism. As François Lille said, the shipping industry should have so much going for it. Could we not now use fair trade principles to escape the night-mare and feel proud of the dream?

Stranded crewmen get homeStranded crewmen get homeWriter plotting to put Writer plotting to put seafarers on screenseafarers on screenWRITER Elizabeth Clegg is pictured left working on a project to put the plight of abandoned seafarers onto the big screen.

Elizabeth — a senior lecturer in creative writing at Roehampton University — is developing a dramatic screenplay telling the story of a foreign crew stranded in a UK port after their flag of convenience ship fails a port state control inspection.

Based on a mix of real-life stories from the UK and the rest of the world, the drama is being written with the support of Mission to Seafarers staff and chaplains, who have provided detailed evidence and case histories.

Elizabeth, who has successfully created a number of scripts for radio and TV, has spent a year researching the issues and is now condensing a 2ft-high pile of notes and papers into her drama.

She says that when she first learnt how common it was for seafarers to be abandoned — and how little people knew about their plight — she immediately knew she had found a story.

‘Once I have carved out the drama — which for now is called Stranded — I will begin writing the screenplay and begin the arduous process of finding the right producer and director to make it,’ she adds. ‘It may take some time for it to reach a screen near you as movie making is a business that can move slowly.’

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 of the country on foreign going voyages.Many have found to their cost, when investigated by the Revenue that it is not 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 future claim step by step.

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THE last 10 crew members of a cruise liner stuck in Mombasa for five months have finally been repatriated after being helped by the Mission to Seafarers.

The seafarers, pictured right, were part of a 130-strong multinational crew operating the 5,067gt Bahamas-flagged Royal Star, which ran cruises in the Indian Ocean.

When the owners hit financial problems earlier this year, the majority of the crew were repatriated with only part of the wages they were owed.

The crew contacted the Mission to Seafarers chaplain, the Revd Michael Sparrow, in the vessel’s home-port of Mombasa and asked him to negotiate with the company on their behalf. Mr Sparrow met with management and was told that the company was suffering financial problems due to a downturn in Kenyan tourism.

The 10 men who stayed behind as lay-up and dry-docking crew were given repeated assurances that their wages would be paid and that they would be sent home. Instead, the shipowners stripped the vessel of anything valuable and fuel ran so low that the men were forced to sleep on an upper deck because of a lack of lighting and air conditioning.

‘The crew cabins were in darkness because of the lack of power, and the seafarers had very limited access to fresh water,’ Mr Sparrow said. ‘At the end

of July the shipping company stopped supplying food and the Mission to Seafarers in Kenya had to feed the men.’

The Kenyan High Court had ordered the ship to be sold to pay the crew and other creditors. But when the seafarers heard the sale could not be completed before October at the earliest, morale fell so low that Fr Sparrow asked the International Transport Workers’ Federation to fund their repatriation.

‘There was great solidarity among the men,’ Mr Sparrow said. ‘Nine of them could have been flown home by their crewing agency in the Philippines, leaving their Indonesian colleague

behind. But they preferred to wait for the ITF so they could all leave together.’

The seafarers finally left for home on September 16 and are hoping that the sale of the ship will settle their outstanding wage claims. Crew members who left in May are also banking on the sale to get their outstanding wages paid.

‘When a company pays its crew late, they take it for granted that they can get away with treating them badly,’ said Mr Sparrow. ‘Seafarers are the life-blood of the shipping industry and, as such, should be afforded the same care and attention as the cargo or people the ship they are working on is carrying.’

WHAT GOES WHAT GOES ON IN THE ON IN THE REST OF EUREST OF EU

BRITISH seafarers have been covered by special tax rules for several decades — reflecting the fact that their job takes them out of the country for significant periods, that they work in one of the world’s most competitive labour markets, and that there is a requirement for a supply of seafarers for strategic defence needs.

For a long time, seafarers were covered by the income tax concessions that were available to all members of the public who worked overseas for substantial amounts of a tax year.

But that all changed in 1984, when the government radically revised the provisions governing entitlement to the concessions.

This move was roundly condemned by the shipping industry, and after four years of lobbying by maritime unions and the owners, the 1988 Finance Act introduced an amendment that enabled many more seafarers to be eligible for the 100% deductions.

Three years later — following a series of problems in securing sufficient UK ships and seafarers to transport military equipment to the Gulf after Iraq invaded Kuwait — the 1991 Finance Act brought in further improve-ments to the tax rules for seafarers, effectively doubling the period (to 183 days) that seafarers were able to spend in the UK.

Announcing the decision in the House of Commons, the then Chancellor — Norman Lamont — stated: ‘The Gulf hostilities have reminded us of the important con-tribution which our Merchant Navy can make to our defence. I recognise that there is a strategic case for measures to encourage shipping companies to draw their crews from seamen in the UK who would be will-ing and able to serve in time of war.’

The new ‘183–day rule’ was warmly welcomed by all sides of the industry as a useful measure that would help to safeguard the employment and training of British sea-farers and bring the UK seafarer tax regime into line with most other major maritime nations.

However, it soon became clear that the Inland Revenue was allowing the abuse of the rules by some non-seafarers working onboard certain types of vessel or installation.

In an attempt to address these problems, the Inland Revenue introduced new guidance on eligibility follow-ing the 1998 Finance Act.

The issues at stake revolved around the definition of the worlds ‘seafarers’ and ‘ship’ under the income tax rules.

The word ‘seafarer’ is given a special meaning for Foreign Earnings Deduction purposes. ‘Employment as a seafarer’ is defined as: ‘Employment consisting of the performance of duties on a ship (or of such duties and others incidental to them).’

‘Ship’ does not have a statutory definition. In con-sequence, a working definition has been derived from case law involving merchant shipping legislation. The situation was less than clear, and so in 1998 the Inland Revenue acted to clarify the meaning of ‘ship’ as used in the FED rules.

The definition takes no account of the job that a ‘sea-farer’ does nor of any maritime qualifications that they have. So, if someone works on a ‘ship’ they are classed as a ‘seafarer’ for SED purposes. But if a seafarer works on a floating structure that is not accepted as a ‘ship’, then they are excluded from the ‘seafarer’ rules — even if they have marine qualifications and perform the duties of a mariner.

The general principles applied in determining if a

ship is a ‘ship’ for the tax rules include that it must be:1. capable of navigation2. used in navigation, and 3. navigation is more than incidental to its function

(‘More than incidental’ means navigation that is not regular and not limited to adjustments that maintain a drilling location. Movement from a port or site of refit to a drilling location will not be regarded as incidental.)

In March 1998 the law was clarified so that anything that fell within the definition of an ‘offshore installation’ could not be classed as a ‘ship’ for FED purposes — even if it satisfies the general conditions set out above. The ruling excluded such things as:✪ fixed production platforms✪ floating production platforms

✪ mobile offshore drilling units✪ flotels

The Revenue also argued that the following are not offshore installations and may be accepted as ‘ships’ for FED purposes if they satisfy the general conditions:✪ heavy lifting vessels✪ diving support vessels✪ shuttle tankers✪ well-service vessels✪ dredgers✪ survey vessels✪ pipe-laying barges

These stricter rules were challenged in an Appeal Court case in 2001, which overturned a High Court judgement that three men who worked on the jack-up rigs Santa Fe Magellan and Santa Fe Monarch were not entitled to the seafarers’ tax concessions as the rigs were not considered to be ships.

In giving the Appeal Court decision, Mr Justice Carnwarth said the rigs ‘undoubtedly fulfilled’ the key characteristics of the dictionary definition of ‘ships’ — being both large and seagoing.

Following the judgement, the Union wrote to Treasury ministers to request that the government implement changes to the FED system to reflect the ruling and to recompense those members on similar vessels who had been denied the tax concessions.

Sadly, the Treasury did not follow this course. Indeed, since that judgement the Inland Revenue and now HMRC have pursued an even more hardline approach to the interpretation of the rules.

Treasury officials sought to argue that the FED arrangements had been introduced to provide support for the use of UK crew on strategically useful UK-owned ships — distinctions and qualifications that were never specified in the original rules.

Indeed, this Union argued, the measures were specifi-cally aimed at encouraging the recruitment and reten-tion of seafarers. The sector in which they serve should be immaterial, not least because of the mobility of labour within a highly globalised and diverse international industry.

However, the clampdown continued — with HMRC introducing a stricter interpretation of the qualifying periods — a move that Nautilus has challenged through a judicial review.

And now the latest controversy has developed as a result of new guidance issued by HMRC in response to a Special Commissioners’ ruling earlier this year. Nautilus is calling for an end to the constant moving of the goal posts, and is urging ministers to act to ensure that the rules do what they were always intended to do — protect the recruitment and retention of all British seafarers…

NOVEMBER 2008 ✪ ●Nautilus UK Telegraph ●✪ 2524 ✪ ●Nautilus UK Telegraph ●✪ NOVEMBER 2008

nautilus at work

JUST about every other European country offers some form of seafarer tax relief. And many go even further than the UK, making seafarers exempt from national insurance and other social costs.

The 2005 European Registers Study notedthat support for crew costs is ‘the economically most important measure’ in most European Economic Area member states — and all the measures have to be approved as compatible with the European Commission’s state aid guidelines for maritime transport.

Among the major European countries operating schemes to offset crew costs are:

✪Belgium: tax and social security exemptions

✪Denmark: reduced rates of income tax

✪Finland: income tax refunds and reduced rates of social security contributions

✪France: all social charges for seafarers reimbursed to employers

✪Germany: tax-free bonuses for seafarers and 40% refunds to owners

✪Greece: reduced rates of tax and social security contributions

✪ Ireland: special income tax allowances for seafarers and social cost refunds to owners

✪ Italy: full exemption of social contributions and no income tax requirements for seafarers on IIR second register ships

✪Lithuania: zero income tax for seafarers

✪Netherlands: taxes and social contributions not payable for personnel on Dutch-flagged ships if operating company is based in the country

✪Norway (EEA member): tax refunds andconcessions for Norwegian-resident seafarers

✪Portugal: no income tax or social contributions for seafarers on Portuguese second register ships

✪Spain: reduced rates of tax and social costs for seafarers on second register ships

CHANCELLOR of the Exchequer Alistair Darling, right, is facing a united shipping industry campaign to safeguard the special income tax rules that were brought in to protect the supply of skilled UK seafarers

NAUTILUS UK is urging members from all sectors to join the campaign against HM Revenue & Customs’ plans to ‘move the goalposts’ on the seafarers’ income tax (SED) rules.

Members are urged to use the information on theses pages to write — in their own words — to their MPs, seeking political support on the issue.

Ask your MP to sign the special Early Day Motion on SED — EDM 2197 — which highlights concern at HMRC’s move to reclassify certain seagoing vessels supporting the North Sea oil and gas industry as offshore installations, condemns the financial hardship this will cause, and calls on the government to clarify its position on the SED as it affects the oil and gas industry as a matter of urgency.

Members are also invited to sign a special Downing Street petition: http://petitions.pm.gov.uk/MerchantSED/

It reads: ‘We the undersigned petition the Prime Minister to reverse the HMRC Seafarers’ Earning Deduction income tax decision, in order to protect the Merchant Navy and British shipping.

We, the undersigned, petition the government to reverse the HMRC decision in relation to claims submitted under Seafarers’ Earnings Deduction income tax concessions. This decision and its retrospective application to SED claims will have a devastating impact on the British Merchant Navy, the United Kingdom offshore industry, offshore sectors around the world and more importantly the

personal lives of the thousands of families involved. We seafarers believe the decision to be fundamentally wrong. We have had a concession that was given to protect our position as seafarers of an island nation removed, a concession given so we are there, should we be required again in times of sovereign need. We have been heavily penalised in times of global economic crisis. We carry your trade, we facilitate your communications and energy sectors, we support your industry, we supply your armed services and we risk our lives to do so.

Thousands have sacrificed their lives without official recognition.

We are considered the most professional in the world. We are the British Merchant Navy.’

WHAT YOU CAN DO TO SUPPORT THE CAMPAIGN...

Making the case for seafarer tax

ru

Fapo

I recognise I recognise that there is a that there is a stategic case stategic case for measures for measures to encourage to encourage

shipping shipping companies companies

to draw their to draw their crews from crews from seamen inseamen in

the UK the UK Norman LamontNorman Lamont

Chancellor in Chancellor in 1991, announcing 1991, announcing

the ‘183-day’ the ‘183-day’ income tax rulesincome tax rules

THE TOUGH new approach to Sea-farers’ Earnings Deduction has been taken by HM Revenue & Customs in response to the outcome of an appeal to the tax authorities late last year.

Five seafarers who worked onboard the semi-submersible Pride South America off the coast of Brazil took their claims for entitlement to the con-cession to the HMRC Commissioners.

The case centred on the issue of whether the vessel could be classed as a ship or an offshore installation whilst conducting well workover operations in the Campos Basin — one of the larg-est deepwater oilfields in the world.

The men served as master/ISM coordinator, master/DPO, chief mate, chief electrician, second officer and second mate.

Built in 1987, Pride South America is a 12,314gt self-propelled, dynami-cally positioned, semi-submersible vessel, originally designed as an off-shore drilling unit.

During the periods of the appeal, Pride South America operated as a workover/support vessel, and the hearing was told that the vessel fre-quently had to move to conduct differ-ent operations — with the work history showing 18 movements in 2002-3, 24 in 2003-4 and 26 in 2004-5.

Work included platform refurbish-ment and installation of subsea mani-folds, subsea Xmas tree installation and recovery, and workover duties such as cleaning seabed flow lines and Xmas trees of hydrates and similar substances.

The Commissioner was told that it was wrong to class the Pride South America as an offshore installation — thus disqualifying the seafarers from SED — because it was acting as a serv-ice vessel and was not used whilestanding or stationed in relevant

waters, nor engaged in the exploita-tion of minerals resources.

However, the Revenue argued that the vessel was being used as an integral part of mineral exploitation and that in order to be ‘stationed’ a vessel does not have to be totally static (Pride South America had been kept in posi-tion by dynamic positioning when work was being carried out).

This argument was accepted bythe Special Commissioner, Theodore Wallace, who concluded that ‘Pride South America was used for the exploi-tation of mineral resources, notwith-standing that the wells were killed or

shut down while it was being used’.He also ruled that when the vessel

was dynamically positioned, it could be classed as being ‘stationed’.

And, in dismissing the appeals, he added: ‘While the logic of applying health and safety legislation to per-sons employed on offshore structures in British waters or the Continental Shelf is clear, the logic of denying for-eign earnings deduction to seafarers working on offshore structures in the South Atlantic is not apparent. How-ever, while I have considerable sympa-thy with the appellants, my duty is to interpret the law as enacted.’

The semi-submersible Pride South America, which was at the heart of the latest ruling

Ruling on semi-sub caused clampdown

Tax on one vessel, but possibly not on another? The Chancellor has been urged to clear up the confusion PICTURES: ANDREW WIARD (LEFT)/BLUEWATER (ABOVE)

CARTOON: ANDREW MUIRHEAD

Tax on one vess

IN THE September Telegraph, I read an article about the Cunard cruiseship Queen Victoria reporting recommendations that there should be a review of the visual displays fitted on the vessel’s bridge wings. As far as I know, there are no ship squat curves or data displays on the bridge of this vessel.

On the same page, Nautilus senior national sec-retary Allan Graveson argues that ‘there is a very real need to pay more than lip service to such con-cepts and to involve maritime professionals at all stages in the development of their ships’.

I agree with Mr Graveson. I strongly feel that all senior officers on bridge duty should be aware of the problems and dangers of ship squats in shallow waters.

I have a database of 91 vessels that have recently gone aground in the period up to September this year, attributable wholly or in part to squat.

This shows not what could happen, but what has happened. It could happen with the Queen Victoria. Fore-warned is to be fore-armed.

Consider now the phenomena of ship squat for the Queen Victoria by way of text, tables and graphics.

What exactly is ship squat?When a ship proceeds through water, she pushes water ahead of her. In order not to leave a ‘hole’ in the water, this volume of water must return down the sides and under the bottom of the ship. The streamlines of return flow are speeded up under the ship and cause a drop in pressure. This leads to the ship dropping vertically in the water.

As well as dropping vertically, the ship generally trims forward or aft. Ship squat is thus made up of two components, namely mean bodily sinkage plus a trimming effect. If the ship is on even keel when static, the trimming effect depends on the ship type and block coefficient (CB) being considered.

The overall decrease in the static underkeel clear-ance, foreward or aft, is called ship squat. It is not the difference between the draughts when stationary and the draughts when the ship is moving ahead.

If the ship moves forward at too great a speed when she is in shallow water, say where this static even-keel underkeel clearance was 1.0 to 1.5m, then grounding due to excessive squat could occur at the bow or at the stern.

For full-form ships such as supertankers or OBOs, grounding will occur generally at the bow. For fine-form vessels such as passenger liners (sim-ilar to the Queen Victoria), the grounding will gen-erally occur at the stern. This is assuming that when stationary, they are on even keel.

If CB is > 0.700, then maximum squat will occur at the bow. If CB is < 0.700, then maximum squat will occur at the stern (like the Queen Victoria). If CB is very near to 0.700, then maximum squat will occur at the stern, amidships and at the bow. Squat will consist only of mean bodily sinkage. There will be no trimming effects.

When static, if a ship has trim by the stern, then when underway she will develop further trim by the stern. The dynamical trim will add to the static trim. Maximum squat will occur at the stern.

Likewise, when static, if a ship has trim by the bow, then when underway she will develop further trim by the bow. The dynamical trim will add to the static trim, and maximum squat will occur at the bow.

Open water and confined channelsWhen a vessel is operating in water with no breadth restraints, such as riverbanks or canal sides, she is said to be in open water conditions. Shipping per-sonnel sometimes refer it to being in restricted waters; ie restricted in water depth only.

When a vessel is operating in water with breadth restraints, she is said to be in confined channel condi-tions. As a ship proceeds along a river or canal, the forces will be reflected from these banks back onto the vessel. It has been found that squat in confined chan-nels can be over twice that measured in open water.

The width of influence is where the ship changes from being in a confined channel to being in open water conditions. It can be given as a multiple of the vessel’s breadth moulded, perhaps later transposed to a distance in metres. Width of influence changes with ship type and block coefficient.

Squat curves for Queen VictoriaFigure 1 shows parabolic squat curves for when Queen Victoria is in open water and in confined channel conditions. The (CB) used is 0.600. It was assumed that when static, there was 1.75m under-keel clearance even keel, extending from her bow to

her stern. When static, this vessel was also assumed to be upright with zero angle of heel. Ratio of the water depth (H)/static draft (T) was assumed to be 1.10. For example, H/T is, say, 8.80m/8.00m.

Figure 1 indicates that Queen Victoria would go aground at the stern in open water at a forward speed of 17.08 knots, and would go aground at the stern in a confined channel at a forward speed of 12.08 knots. This lower speed when grounding is because of the influence of adjacent riverbanks pro-ducing greater squats.

Figure 1 also shows how the squats at each for-ward speed in a confined channel produce twice the squats for when Queen Victoria is in open water. Because the CB is less than 0.700, all these maxi-mum squats are at the stern. Figure 2 illustrates what happens if the H/T was changed to 1.20, to 1.30 and to 1.40. The greater the value the H/T, the less will be the corresponding squats. Maximum squats will vary directly with the inverse of H/T. Again, the CB is 0.600 and again the vessel is in open water conditions.Figure 3 portrays the maximum squats between the conditions of open water and confined channels for the Queen Victoria. This time H/T is 1.20, water depth/static draft of 9.60m/8.00m. Again, the CB is 0.600 and the vessel is in open water conditions.

For Figure 3, the river is assumed along its length, to range in width from 100m up to and beyond 351m. For the Queen Victoria, anything greater than 351m water width constitutes a confined channel. Beyond 351m, water width is akin to an open water situation.

Why has ship squat become so important in the last 40 years?Ship squat has always existed on smaller and slower vessels when underway. These squats have only been a matter of centimetres and thus have been inconsequential.

However, from the mid-1960s and into this new millennium, ship size steadily has grown until we have supertankers of the order of 450,000dwt and above that have almost outgrown the ports they visit, culminating in small static even-keel under-keel clearances of only 1.0 to 1.5m.

As well as increasing ship size, many ship types now have increased service speeds. Containerships, for example, have gradually increased from 16 knots up to about 25 knots. Passenger liners can have serv-ice speeds greater than 28.5 knots.

As the static underkeel clearances have decreased and as the service speeds have increased, ship squats have gradually increased and can now be of the order of 1.5 to 2.0m. These squats are of course no longer inconsequential!

Recent ship groundings attributed to ship squatTo help focus the mind on the dangers of excessive squat, one only has to recall the following grounding incidents in recent years:✪ the ro-ro Herald of Free Enterprise in 1987✪ the passenger liner QE2 off Massachusetts, 1992✪ the tanker Sea Empress in Milford Haven, 1996✪ the tanker Heidrun in Nantes, France, 1996

SQUAT CURVES FOR QUEEN VICTORIASQUAT CURVES FOR QUEEN VICTORIA

26 ✪ ●Nautilus UK Telegraph ●✪ NOVEMBER 2008

safety at sea safety at sea

NOVEMBER 2008 ✪ ●Nautilus UK Telegraph ●✪ 27

Special squat tables could benefit ships such as the Queen Victoria, Dr Barrass argues PICTURE: CUNARD

✪ the VLCC Diamond Grace in Tokyo Harbour, 1997✪ the tanker Neptunus, Maleren lake, Sweden, 2002✪ the VLCC Eastern Honour, Marsden Point, New Zealand, 2003✪ the tanker Tasman Spirit, Karachi Harbour, 2003✪ the chemical carrier Iron King, Port Headland, Australia, 2008

Over the last 40 years the Department for Trans-port (DfT) has shown its concern by issuing eight M-Notices to alert mariners to the problems of squat and accompanying problems in shallow water.

Signs that a ship has entered shallow water1. Mean bodily sinkage increases.2. For the Queen Victoria, generally there will be trim by the stern.3. The ship develops increases in squat.4. Wave-making increases, especially at the for-ward end of the ship.5. Ship becomes more sluggish to manoeuvre — ‘almost like being in porridge’, one pilot said.6. Draught indicators on the bridge or echo-sounders will indicate changes in the end draughts.7. Propeller rpm indicator will show a decrease. If the ship is in ‘open water’ conditions i.e. without breadth restrictions, this decrease may be up to 15% of the Service rpm in deep water. If the ship is in a confined channel, this decrease in rpm can be up to 20% of the service rpm.8. There will be a drop in speed. If the ship is in open water conditions this decrease may be up to 35%. If the ship is in a confined channel such as a river or a canal then this decrease can be up to 75%.9. The ship may start to vibrate suddenly. This is because of the entrained water effects causing the natural hull frequency to become resonant with another frequency associated with the vessel.10. Any rolling, pitching and heaving motions will all be reduced as ship moves from deep water to shallow water conditions. This is because of the cushioning effects produced by the narrow layer of water under the bottom shell of the vessel.11. The appearance of mud could suddenly show in the water around the ship’s hull, say in the event of passing over a raised shelf or a submerged wreck.12. Turning circle diameter increases — by as much as 100% in shallow water.13. Stopping distances and stopping times increase, compared to when a vessel is in deep waters.14. Effectiveness of the rudder helm decreases.15. Width of the wake increases considerably.

What are the factors governing ship squat?The main factor is ship speed, V. Squat actually var-ies as speed to the power of 2.08. However, we can say that squat varies approximately with the speed squared. In other words, we can take as an example that if we halve the speed we approximately quarter the squat. Put another way, if we double the speed we quadruple the squat!

In this context, speed V is the ship’s speed relative to the water. Effect of current/tide speed with or against the ship must therefore be taken into account. We can state that squat varies directly to the power of 2.

Another important factor is the block coefficient CB. Oil tankers will therefore have comparatively more squat than passenger liners. Squat varies directly with CB.

The blockage factor ‘S’ is another factor to con-sider. This is the immersed cross-section of the ship’s midship section divided by the cross-section of water within the canal or river. Range of ‘S’ isfrom 0.100 to 0.250.

If a ship is in open water, the width of influence of water can be calculated. This ranges from about 8.25b for supertankers, to about 9.50b for general

cargoships, to about 11.75 ship-breadths for con-tainerships. For the Queen Victoria, her width of influence in open water as previously shown is about 10.87 times ship breadth of 32.3m, equivalent to about 351m.

Water depth (H)/ship’s draft (T) also affects ship squat. Approximately, we can say squat will vary as the reciprocal of H/T. Range of H/T is from 1.10 to 1.40. Squat will vary as T/H.

The presence of another ship in a narrow river (passing, overtaking or simply moored) will also affect squat — so much so that squats can double in value as the other vessel is passed or crossed.

Procedures for reducing ship squat1. Reduce the mean draft of the vessel if possible by discharge of water ballast. This causes two reduc-tions in one:

a. at the lower draft, the block coefficient CB will be slightly lower in value. For the Queen Victoria, it will not make for a significant reduc-tion. This is because of the boot-topping depth being a lot less than for many other ship types.b. at the lower draft, for a similar water depth, the H/T will be higher in value. It has been shown that higher H/T values lead to smaller squat values.

2. Move the Queen Victoria into deeper water depths. For a similar mean ship draft, H/T will increase, leading again to a decrease in ship squat.3. When in a river, if possible, avoid interaction effects from nearby moving ships or with adjacent riverbanks. A greater width of water will lead to less ship squat. This will be so, unless the vessel is in water greater than her width of influence.4. The quickest and most effective way to reduce squat is to reduce speed. Remember, halving the speed will quarter the squat values.

Summary and conclusionsIf we can predict the maximum ship squat for a given situation, then the following advantages can be gained:1. The OOW or pilot will know which speed to reduce to in order to ensure the safety of the vessel. This could save the cost of a very large repair bill (estimated at £20m for the Sea Empress in 1997).2. Officers could load the ship up an extra few cen-timetres (except of course where load-line limits would be exceeded). If a 100,000dwt tanker is loaded by an extra 30cm or an SD14 general cargo-ship is loaded by an extra 20 cm, then the effect is an extra 3% onto their dwt. This gives these ships extra earning capacity.3. If the ship grounds due to excessive squatting in shallow water, there is also time ‘out of service’, lead-

Get to the bottom Get to the bottom of squat dangersof squat dangers

ing to loss of vessel earnings that can be well over £300,000 per day. How much would it be for a ves-sel like the Queen Victoria?4. When a vessel goes aground there is always a possibility of oil leakage resulting in compensation claims pollution and fees for clean-up operations. 5. Any ships grounding in a busy river are a con-stant worry for harbour masters, potentially caus-ing serious loss of income for a port authority. When the Iron King ran aground at Port Headland in Western Australia in July this year, the vessel closed the river to traffic for 12 hours.6. Being able to safely predict ship squat at any speed could mean that cruiseships like the Queen Victoria could visit more ports on their itinerary. Ports previ-ously thought to have inadequate depths of water might be shown to be acceptable ports of call.

Summarising, it can be stated that because max-imum ship squat can now be predicted, it has removed the ‘grey area’ surrounding the phenome-non. In the past, ship pilots have used ‘trial and error’, ‘rule of thumb’ and years of experience to bring their vessels safely in and out of port. In other words, personal working experience.

Empirical formulae quoted in this study, plus squat curves modified and refined by the author over a period of more than 36 years’ research give firmer guidelines. By maintaining the ship’s trading availability, a shipowner’s profits margins are not decreased and, more important still, can help pre-vent loss of life. In a marine court hearing, igno-rance is not acceptable as a legitimate excuse!

It would be ironic for the Queen Victoria to go aground due to ship squat in shallow waters. Bridge officers must understand ship squat for this high prestige vessel costing £300m. Greater assistance can be given, via graphical laminated displays placed on the bridge, as displayed on QE2 and the QM2.

A final thought: turning circle diameters, stopping distance and stopping times information is regularly supplied to ships for onboard use. In the interests of safety, I strongly suggest that ship squat data be added to this list.

Above all, do not forget that the quickest method for reducing the danger of grounding due to ship squat for the Queen Victoria and any other vessel is to reduce speed.

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For more information: www.warsashacademy.co.uk, e-mail: wma.nautilus@solent.ac.ukWarsash Maritime Academy, Newtown Road, Warsash, Southampton, SO31 9ZL Tel: +44 (0)1489 576161 Fax: +44 (0) 1489 573988

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Southampton 12 x 3.indd 1 1/10/08 10:06:54

Squat has been blamed for more than 90 shipping accidents in recent years, including the grounding of the Maltese-flagged tanker Tasman Spirit at the entrance to Karachi port in Pakistan in July 2003. An estimated 30,000 tonnes of crude spilled from the vessel after it broke in two just over a fortnight after grounding PICTURE: ZAHID HUSSEIN/REUTERS

LIVERPOOL boasts one of the UK’s longest and proudest claims to be a major maritime city. And in the past year the tradition of Merchant Navy cadet training has been revived by Liverpool John Moores University’s Maritime Academy.

Last month, Nautilus officials visited the university as part of the programme of contact with members — and potential mem-bers — studying on the growing range of maritime-related courses around the country.

LJMU — which has over a century’s experience of maritime training — now offers a variety of programmes for people wishing to become deck or engineer offic-ers, including the Foundation and BSc degrees in nautical sci-ence and a BEng in mechanical engineering.

To promote the range of poten-tial career opportunities opened up by such courses, LJMU held a Merchant Navy careers day in March, with such companies as Bibby Line, the Safe Ships Training Group and the Conway Maritime Trust taking part.

Former P&O officer Barbara Kelly is now LJMU programme leader for its foundation degree and BSc nautical science courses. She says the renewed awareness of Merseyside’s maritime herit-age and its present-day relevance has fuelled greater interest in nautical courses.

‘Things like the Twelve Quays development and the growth in cruiseship visits (we have had about 15 over the past year) are attracting lots of interest,’ she told the Telegraph. ‘These things have a very visible impact: you can see the ships coming in and out, and it really makes a differ-ence.’

Officer training never really went away, she adds, as LJMU has retained a role through its Lairdside Maritime Centre in Birkenhead and its links with Blackpool.

Dr Charles Roberts, head of admissions and recruitment, says the university presently has some 250 students — from countries as diverse as Korea, China, Libya, Pakistan and Panama — follow-ing maritime-related courses ranging from cadet level to PhDs. As well as nautical science, MSc courses include maritime opera-tions, port management, inter-national transport and logistics, maritime industries and man-agement.

The Merchant Navy Training Board’s launch of the foundation degree scheme has had a big impact, Ms Kelly says. ‘The whole training package has improved immensely in recent years, and the FD scheme gives a slightly different focus from HNDs which meets the changing expectations of students today.

‘The other fantastic thing is that it allows us to give academic credit to the students for the training element of the course, which we couldn’t do before,’ she adds.

Officer trainees presently studying at LJMU are sponsored by companies including Viking Recruitment, Clyde Marine, Bibby Line and SSTG.

This year’s intake includes Andrew Hines, who has just started studying for a BSc innautical science, supported by the Conway Trust. He has an uncle who serves as a shipmaster, and became interested in going to sea after attending a careers event. ‘I would like to go all the way and be a captain. It sounds like a good career, seeing the world and with good money,’ he says.

John Nicholson, sponsored by Maersk, became interested in working at sea following his involvement in sailing with the Ocean Youth Trust in Liverpool. ‘The job is different — getting away from the normal nine to five,’ he says. ‘I know you don’t get to stay in port the way you used to, but it is still a lot better than most jobs.’

James Hannon had originally thought about joining the Royal Navy, but decided the MN offered more opportunities. He is now studying with sponsorship from SSTG and also aims to become a master.

Daniel Lopez, from Gibraltar, is following in the footsteps of his father — a master working for Maritime Gibraltar. ‘I went on ships a few times with him and I would like to be like him — but even better!’

28 ✪ ●Nautilus UK Telegraph ●✪ NOVEMBER 2008

training

Liverpool revivalLiverpool revivalUNION meets officer trainees on university’s re-launched Merchant Navy cadet courses

LJMU programme leader Barbara Kelly says the resurgence of maritime business in the Merseyside area has helped to generate increased interest in marine-related training and education

Nautilus calls: officials meet students starting off on the LJMU’s BSc nautical science course last month

COMPLETE THIS FORMAND SEND IT TO:

The Marine Society & Sea Cadets, 202 Lambeth Road London SE1 7JW.

I am over 20 years of age and arating normally resident in the United Kingdom.

Please send me details of the John Slater Award.

Are you a Merchant Navy rating considering career progression?

MN RATING WANTING TO MOVE AHEAD?Collect up to £15,000

to help your studies…

The JW Slater Fund, administered by Nautilus UK, offers awards of up to £15,000 to help ratings study for a first certificate of competency.

And there is now a bonus of £1,000 for completing the course.

Over the past decade alone, Slater Fund awards have been given to more than 800 individuals.

Named in honour of former MNAOA general secretary John Slater, the awards are made to

selected UK-resident ratings aged 20 or over.

The money can be used towards the costs of any necessary full- or part-time education, and to provide some financial support during college phases for those off pay.

Nautilus UK is now inviting applications for the 2008 awards. If you want to make the next move, don’t leave things to chance — fill in the form on the right, or apply via www.nautilusuk.org

Name: __________________________

_________________________________

Address: __________________________________

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This form is also available online at www.nautilusuk.org

or email your name, addressand request for Slater Fund

details to Captain Ian Smith at ismith@ms-sc.org

Ref: 500

nautilus at work

NOVEMBER 2008 ✪ ●Nautilus UK Telegraph ●✪ 29

The Mission to Seafarers

Life in the shipping industry today can be

pressured and stressful. The Mission to

Seafarers is there to give help and support

to seafarers around the world.

Our centres offer an opportunity to relax

and to use the telephone and email facilities

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We also assist with more serious problems

such as being stranded far from home when

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We depend entirely on donations to continue

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Mission to Seafarers 12 x 3.indd 1 1/10/08 10:10:37

IT’S THAT time of year again — summer has passed and the leaves are falling from the trees, and the UK’s network of nautical colleges and universities have their largest annual intake of new trainee offic-ers.

Continuing the renaissance of the British ship-ping industry at college level, around 750 students will this autumn embark on deck, engineer orelectro-technical officer training courses — up from 637 at the same time in 2007.

Nautilus UK has been busy visiting the colleges and universities to talk with the new phases and to induct them into the Union. Many of the students had already heard about Nautilus through The Tele-graph — but some were not aware of the importance of joining whilst at college.

Although the majority of trainee officers will have a successful academic career and will enjoy their

time at sea, others are less fortunate and need the assurance of being a member of a specialist mari-time trade union.

Seldom does a week pass when I am not contacted by a concerned cadet (or parent) who is having prob-lems at sea, or with their studies. Given our experi-ence in handling such issues, we are able to advise or intervene where necessary and therefore relieve some of the pressure from a potentially vulnerable cadet’s shoulders.

As an added incentive, Nautilus also offers a reduced price membership for trainee officers — because we are aware of the financial pressures they face whilst training.

So far this autumn Nautilus has visited Warsash Maritime Academy, Glasgow College of Nautical Studies, Banff and Buchan College, John Moores University and the NAFC Marine Centre. A class of

students from Fleetwood took the opportunity to visit the Union’s welfare facilities at Wallasey, and a visit to the RFA vessel Fort Rosalie in dry dock in Birkenhead was also organised.

The past few weeks have provided a great insight into what the trainee officers expect from their career and what fears they may have, and I hope to meet many more students over the coming weeks and months. It is worth checking when Nautilus will be at your college or university so that we can do our best to answer any questions that you may have dur-ing one of our regular surgeries.

Forthcoming planned visits include: Glasgow college of Nautical Studies, 31 October and 13 November; Fleetwood Nautical Campus, 4 Novem-ber; Warsash Maritime Academy, 2 December.

Visits to Plymouth University and NMCI will also be made before the end of the year.

A DOZEN new trainee deck cadets from Banff & Buchan College are pictured above when they were given a taste of life onboard emergency response and rescue vessels.

The cadets — all in the first stage of their training on the college’s new Merchant Navy deck cadet programme — were taken on a tour of North Star Shipping’s Grampian Talisman and Ocean Mainport’s Ocean Spey to give them

an idea of what they can expect when they commence their sea training.

The programme is part of the ‘Nautical: the Next Step’ initiative — supported by North Star Shipping, Ocean Mainport and Vroon Offshore Services — and aims to encourage young people to consider a career at sea. All three companies provide sponsored training to the cadets during their time on the course.

BANFF & BUCHAN CADETS GO VISITING

TIM VERNON reports on Nautilus UK’s work to reinforce its links with members at colleges around the country…

College contacts...College contacts...

Officer trainees from Fleetwood pictured above left visiting Nautilus UK’s Wallasey welfare complex, and right, watching refit work on an RFA vessel at Birkenhead. Below right, Tim Vernon meets members Raul van den Bok and Dale Lakes at Warsash

HET gros van onze leden krijgt er gelukkig directof indirect nooit mee te maken, maar het zal jemaar gebeuren. In dit artikel gaan we nader inop de inspanningen die diverse partijen leverenin de strijd tegen piraterij. Soms met succes,maar helaas nog veel te vaak met een gevoel vanonmacht.

Het verschijnsel piraterij is waarschijnlijk nietveel jonger dan de zeevaart zelf. Piraterij kent doorde geschiedenis heen perioden van bloei en vanneergang. Één ding staat echter vast: weggeweestis deze verderfelijke activiteit nooit. Ook duidelijkis dat het grote publiek wereldwijd niet echt door-drongen is van het probleem. Waar de collectieveverontwaardiging enorm kan zijn, zoals bij eenvliegtuigkaping bijvoorbeeld het geval is, ont-breekt deze nagenoeg geheel in het geval van eenkaping of poging daartoe van een schip. Hetgeengeldt voor het grote publiek geldt maar al te vaakook voor reders en overheden. Zonder dit weten-schappelijk te hebben onderzocht, is de neiginghier een link te leggen groot.

Het begrip piraterij kent vele vormen. De meestvolledige definitie biedt waarschijnlijk artikel 101van UNCLOS.Piracy consists of any of the following acts:(a) any illegal acts of violence or detention, or anyact of depredation, committed for private ends bythe crew or the passengers of a private ship or a pri-vate aircraft, and directed: (i) on the high seas,against another ship or aircraft, or against personsor property on board such ship or aircraft; (ii)against a ship, aircraft, persons or property in aplace outside the jurisdiction of any State; (b) anyact of voluntary participation in the operation of aship or of an aircraft with knowledge of facts making it a pirate ship or aircraft;

(c) any act of inciting or of intentionally facili-tating an act described in subparagraph (a) or (b).

In de definitie worden schepen en vliegtuigen inéén adem genoemd waardoor het verschil inbenadering van partijen nog maar weer eens wordtonderstreept. Hoe het grote publiek reageert is onsbekend, maar hoe zit het nu met de partijen die watdichter bij het vuur zitten? Met de wetenschap dateen Dutch Page in de Telegraph hiervoor te weinigis, doen wij toch een dappere poging...

OverhedenHet lijkt een open deur, maar ambtelijke molensdraaien langzaam. Wanneer de zaken niet te veeluit de hand lopen, hebben zowel nationale alsinternationale overheden de neiging zich niet tewillen branden aan allerlei tijdrovende en arbeids-intensieve oplossingstrajecten. Uit humane gron-den is dit slecht te verteren, vanuit economischemotieven bezien onbegrijpelijk. Negentig procentvan alles wat we met elkaar gebruiken heeft min-stens één keer de reis in een scheepsruim meege-maakt. Valt de zeescheepvaart stil, dan valt dewereldhandel stil en daarmee de geordendesamenleving. Wat we uit het verleden — en helaasook in het heden — bij overheden zien, is dat ervooral veel wordt gedaan aan window dressing.Doe iets waaruit betrokkenheid blijkt, maar doehet met mate. Of het zoden aan de dijk zet is min-der belangrijk; je argumenteert en discussieert watmet de buitenwacht en de kosten blijven gering.Goed voorbeeld hiervan is de situatie in de Straatvan Malakka. De kuststaten pretendeerden quaaanpak van alles, maar als het om resultaten gingviel er nauwelijks iets te vieren. Pas toen de

Londense assurantiemarkt de Straat tot oorlogsge-bied verklaarde én daardoor de pijn direct in deeigen portemonnee voelde, kwam men pas echt inactie…ditmaal met echte resultaten. Nu de situatiein Somalische wateren en ver daarbuiten geheel uitde hand dreigt te lopen, komen daar nu ooklangzaam pijnscheuten op. De Somalische piratenzetten de wereldleiders volkomen in hun hemd. Zijleggen heel duidelijk de farce van het windowdressen bloot. Er zijn gelukkig naties die dezevernedering niet langer kunnen verdragen.Frankrijk toonde al met twee spectaculaire bevrij-dingsacties aan dat de maat vol was. Deze instellingbegint opvolging te krijgen. Tegen de tijd dat u ditartikel onder ogen krijgt bestaat er in de Golf vanAden een systeem van konvooivaren met beperktemilitaire bijstand. Verwachting is dat in EU-ver-band voor het einde van het jaar nog meer militairebescherming wordt geleverd. De rol van deNederlandse overheid is ten opzichte van de rol vande meeste naties te prijzen. Men probeert pro-actief het onderwerp op de internationale agenda’ste houden en doet waar mogelijk aan acties mee,zorgde voor het draaiboek piraterij, sloot zich alseerste niet Aziatische land aan bij de RegionalCooperation agreement on Combating Piracy andArmed Robbery against Ships in Asia (ReCAAP)en zorgde door marinebijstand maandenlang voorhet escorteren van UN-voedseltransporten naarSomalië.

RedersReders zetten vooral in op preventie en geven debemanningen instructies over de handelswijze. Erworden cursussen gegeven en veel ingepraat opoverheden. Daar blijft het echter bij. Over het alge-meen wordt weinig aandacht besteed aan dehuman interest aspecten, enkele goede redersdaargelaten. Maar al te goed weten zeevarendenwereldwijd dat het maken van afspraken met re-ders over speciale regelingen voor bijvoorbeeldoorlogsgebieden enorm moeizaam verlopen. Dezaken worden vaak oeverloos lang vertraagd metals gevolg dat de vrede meestal eerder is getekenddan het verdrag dat zeevarenden meer rechtengeeft. Zeevarenden kunnen daarom keer op keerfluiten naar het recht om te weigeren te werken in

oorlogsgebieden zonder hun baan te verliezen. Ooklopen ze daardoor elke keer het recht op compen-satie mis voor de te lopen risico’s. Soortgelijketaferelen spelen zich af rondom het verschijnselpiraterij. Waarom wel accepteren dat het verze-keren van je schip in gevaarlijke gebieden duurderis maar niets extra’s doen voor het grootste kapi-taal aan boord, de bemanning? Ook zijn reders nietscheutig waar het de aanschaf betreft van systemenom de bemanning beter te beschermen. Neembijvoorbeeld het goed werkende schrikdraadsy-steem dat nauwelijks afnemers wist te vinden. ‘Alsde concurrentie het niet doet, dan kunnen wij hetook niet…LEVEL PLAYING FIELD’.

VakbondenOver het algemeen weten de maritieme vakbondenwereldwijd elkaar goed te vinden. Dit is zeer zekerhet geval bij het onderwerp piraterij. Al sinds jaaren dag binden deze bonden nationaal, en via hunaansluiting bij de ITF internationaal, de strijd aantegen piraterij. Het is ook deze eensgezindheid dierecent zorgde voor een doorbraak in de onderhan-delingen met een grote groep reders. Onder leidingvan Nautilus UK collega Brian Orrell, wist een ITFonderhandelingsdelegatie onder de noemer vanhet International Bargaining Forum overeenstem-ming te bereiken met de reders verenigd in de JointNegotiation Group. Meer dan 100.000 zeevaren-den krijgen sinds 8 oktober jl. financiële compen-satie als ze door de Golf van Aden varen. Tevensmogen zij, als het schip niet de “safe” corridorgebruikt, van boord stappen om kosteloos te wor-den gerepatrieerd. Wij dringen er momenteel bijonze reders op aan dit goede voorbeeld te volgenwaarbij het vrijwilligheidprincipe bij ons op af-stand de meeste aandacht heeft. Uiteraardbeperken wij onze inzet niet alleen tot de Golf vanAden. De wereld kent immers nog meer gevaarlijkegebieden. Over de voortgang van deze besprekin-gen hopen wij u binnenkort nader te kunnenberichten.

Nautilus voorzitter Marcel van den Broek sprakop 9 oktober jl. de leden van de vasteKamercommissie van Verkeer en Waterstaat toeover de gevolgen van piraterij. Op de Nautilus web-site vindt u de integrale tekst van zijn speech terug.

FORTUNATELY the majority of Nautilus NL’s members havenot been subject to piracy attacks. Let’s hope it stays that way.Piracy is a global concern and it is often underestimated bymany. Even today, the fight against piracy continues.

Not much younger than the nautical world, piracy has prettymuch been around since the beginning of time. Although thereis no concrete evidence, it may be justifiable to state that lackof involvement by government bodies and shipping companiesis why piracy continues to be a problem in today’s shippingindustry.

In the definition of piracy, according to UNCLOS Section101, no distinction is made between aeroplanes and ships,which makes the real difference between these craft invisible.Although it may not be just a few words, Nautilus NL sketchesthe stance on piracy from three different angles:The governmental angle

The approach taken by governments on piracy may often comeacross as being too soft. There also seems to be a tendency to notact unless a situation gets completely out of control.

Almost 90% of what people consume and use has beentransported by ship. It is not difficult to imagine what theconsequences would be to world trade if shipping was restricted dueto the measures taken against piracy, hence the softer approach.

It is no surprise eyes have finally opened now that the piracysituation in the Gulf of Aden is getting out of hand.

It is comforting to know that not all nations are ‘taking a backseat’. France set a clear example with two spectacular rescueoperations. Others are now following suit. A European Unionresolution is predicted which aims to offer more armed navalsupport. The Dutch government has also become actively involvedby including the issue of piracy on international agendas and byescorting food aid to the poverty-stricken area.

The shipping companies’ angleShipping companies focus mainly on prevention. The crew is briefedon how to deal with a piracy situation, training is provided,governmental services are contacted, but that is usually where itends. For example, many crewmembers know how challenging it canbe to forge agreements between shipping companies on the basis ofoperating in a ‘war zone’. Special measures, compensation, andacknowledgement of risk for the seafarer is often seen as of minorimportance when compared to the benefits of the shipping

companies. A higher insurance premium is sooner accepted thanlosing personnel on the basis of risk. This factor alone clearlydemonstrates the stance taken on piracy by shipping companies.

The union angleMaritime unions across the globe communicate well on a range ofissues, including that of piracy. A major milestone was recentlyreached during negotiations with several shipping companies (JointNegotiation Group), whereby Brian Orrell of Nautilus UK led theseafarers’ side of the negotiations. Over 100,000 seafarers will becompensated when sailing through the Gulf of Aden. Seafarers whoserve on ships that choose not to use the Maritime Security PatrolArea should have the right to refuse to make the transit and to berepatriated at owners’ expense. At present, Nautilus NL is urgingshipping companies to follow this example and enlarge this initiativeto other ‘danger zones’ as well.

Heading for a new season...The ball is certainly rolling for several collective labour agreements(CAO’s) between Nautilus NL and several maritime companies.Subject to review, this year the CAO’s will include Bore, Dirkzwager,Dockwise, Holland America Line, Svitzer, Broere, Heerema, P&ONorth Sea Ferries, Smit, Hatenboer Neptunus, Radio Holland andZenitel.

30●✪Nautilus UKTelegraph●✪ NOVEMBER 2008

Aflopende CAO’s... Nautilus NL loopt zich warmvoor nieuwe seizoenHoewel de inkt van een aantal CAO’s nauwelijks isopgedroogd en sommige andere CAO’s (zoals deCAO voor de Binnenvaart) nog niet eens zijnafgesloten, lopen de bestuurders van Nautilus NLzich al weer warm voor het nieuwe seizoen. Mitsopgezegd, eindigen nog dit jaar de CAO’s metBore, Dirkzwager, Dockwise, Holland Amerika

Lijn, Svitzer, Broere, Heerema, P&O North SeaFerries, Smit, Hatenboer Neptunus, Radio Hollanden Zenitel.

Meestal rond de derde dinsdag van septemberbepalen de vakcentrales FNV en CNV het te voerenloon- en arbeidsvoorwaardenbeleid voor hetkomende jaar. Dit jaar hebben de vakcentrales datexpres niet gedaan. Eerst is namelijk hetnajaarsoverleg met werkgevers, werknemers enoverheid afgewacht, dat in oktober werd voorzien.De overheid wil namelijk de loonstijging beperkenen in ruil daarvoor de premielast voor werknemersverlagen. Zo zou de WW-premie helemaal

afgeschaft kunnen worden, waardoor natuurlijk ookeen netto voordeel ontstaat zonder loonsverhoging.

NajaarsoverlegInmiddels heeft het najaarsoverleg plaatsgevonden enhebben werkgevers, werknemers en overheid elkaargevonden op een beperkte loonstijging van 3,5% . Datis prijscompensatie plus een kleine initiële verhoging.In ruil wordt de werknemerspremie voor de WW op0% gesteld en zal de eerder aangekondigde BTWverhoging niet doorgaan. In het geweld van deinternationale kredietcrisis en de onvoorspelbaregevolgen voor de gehele maritieme sector daarvan, is

het misschien wel beter als partijen snel goedeafspraken maken. Natuurlijk kan grote krapte op demaritieme arbeidsmarkt weer een prijsophogendeffect hebben, doch die uitzondering valt per CAO tebezien. Overigens is ook denkbaar dat bedrijvendermate slecht gaan, dat zelfs die 3,5% overvraagd is.

In november wordt aan de Raad van Advies vanNautilus NL gevraagd advies uit te brengen over hette voeren beleid. Ondertussen wordt met de leden indienst van de bovengenoemde bedrijven vergaderdom te besluiten welke brief met voorstellen bij debetreffende rederij zal worden ingediend. Wordtvervolgd.

netherlands news

PIRATERIJ:Wat doen we ermee?

A NEW SEASON AND ANEW ANGLE ON PIRACY

NOVEMBER 2008 ✪ ●Nautilus UK Telegraph ●✪ 31

life at sea competition

Nautilus UK / Endsleigh Insurance ServicesPhoto Competition 2009

Name: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Address: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Home tel: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Email: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Mem no.: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Photos to be returned: YES / NO

THERE’S A TOTAL OF £1,500 TO THERE’S A TOTAL OF £1,500 TO BE WON FOR THE BEST PHOTOSBE WON FOR THE BEST PHOTOS

NW Kent College 10 x 3.indd 1 1/10/08 09:51:10

ENTRIES for the latest Nautilus/Endsleigh Insurance

Services ‘life at sea’ photographic com-petition are

flowing in — and here’s a selection of just some of

those received in the past month.

Top right is ‘LNG’ by Andrew Corrie, below right is

a striking sunset shot by Mark McLuckie, and below

left is an evocative image submitted by second

mate Julian Bilchik.

Do you think you can do better? The hunt is now

on to find the best images portraying life at sea

today. And Nautilus and Endsleigh are offering prize

money totalling £1,500 for three lucky winners.

Judges will be looking for photographs that are not

just technically good, but also capture the rich vari-

ety of life at sea — the good and the bad.

You can submit your shots in colour or black and

white, and as prints, slides or emailed JPEG elec-

tronic images (preferred resolution of 300dpi).

Closing date for entries is Wednesday 1 April,

and the prizes will be presented at Nautilus UK’s

Biennial General Meeting in May 2009, where an

exhibition of the best entries will be on show.

First prize is £750, second prize is £500, and

there’s £250 for the third-placed entry.

All you have to do is fill in the form, right, and

send it to the Telegraph, Oceanair House, 750-760

High Road, Leytonstone, London E11 3BB, or email

your entries to: telegraph@nautilusuk.org.

If posting entries, please don’t forget to say if you

want us to return your pictures.

32●✪Nautilus UKTelegraph●✪ NOVEMBER 2008

ships of the past

50 YEARS AGOON REACHING the age of 65,Captain W.H. Coombs hasretired from the position ofpresident of the Officers’(Merchant Navy) Federationafter a lifetime of tremendousactivity and unstinted service onbehalf of his brother officers inmany fields. Younger, post-warofficers may not realise it quiteso vividly as their seniors, but

Captain Coombs started beforethe war what has since becomevirtually a revolution so far asthe pay and conditions of MNofficers are concerned. And hiswork in urging the introductionof the Merchant Navy Officers’Pension Fund in 1938 has beenregarded as perhaps his mostoutstanding service. His namewill surely be remembered formany years to come — MNJournal, November 1958

25 YEARS AGOTHE DEPARTMENT of Transporthas announced a review of thenew medical standardsregulations following strongobjections from the MNAOA. Theimpact of the new scheme is tobe examined by the Royal Collegeof Physicians and the Associationwill present evidence to theinquiry, which is expected toreport next July. The MNAOA has

protested about the standards asthey are laid down. Their severityand lack of flexibility has come infor particular criticism, and theUnion has also called for fargreater safeguards for memberswho appeal against a decisionthat they are unfit. Transportminister Lynda Chalker has alsoacknowledged concerns aboutthe cost of appeals which isborne by the seafarer — TheTelegraph, November 1983

10 YEARS AGODEPUTY prime minister JohnPrescott has given a renewedpledge of action againstsubstandard shipping in UKwaters. Speaking at the launchlast month of the new Maritime& Coastguard Agency, MrPrescott said the organisationwoudl operate as a ‘one-stopshop’ for safety at sea —enabling the government to

make more effective use ofresources and providing ‘a muchsmoother, high-quality servicefor all seafarers and coastalusers’. The deputy primeminister said the MCA wouldcoordinate marine safety work ina way that has not been donebefore, and a key priority wouldbe the development of policies to‘stamp out substandardshipping’ — The Telegraph,November 1998

✪by BOB WILSON

THE PAMPA was one of the laststeel three-masted full-riggedships built for the famous ‘FlyingP. Line,’ of Hamburg. She was alofty and beautifully proportionedship carrying double topsails anddouble t’gallants on all threemasts.

The crew were housed in asteel deckhouse abaft theforemast, and the captain, matesand steward in the poop. Twocapstans were provided on thepoop, one on the maindeck andanother on the forecastle. A smallcargo winch (worked by hand)was fitted at the after end of themain hatch, but there was nodonkey engine!

By all accounts, she could bevery tender and hard to handle.The Laeisz officers were generallyyoung men, chosen with care, theintention being that by the timethey came to command, theywould be the finest seamen thatGermany could produce.

The famous Captain RobertMiethe declared that the Pampa— although there was nothingessentially wrong with her —could throw a scare into him fromtime to time. By the time he cameto command some of the largestLaeisz ships, he was grateful thathe had learned sound seamanshipas mate of the Pampa.

On one occasion, they weredischarging nitrate in Hamburgwhen a sudden squall sweptacross the harbour, and althoughthe ship wasn’t even within 300tons of critical stability, she wentover at an alarming angle —prompting the stevedores to comepouring up from the holds.

Despite a less than perfectreputation, the Pampa wasgenerally quite a fast ship.Between 1892 and 1903, hershortest and longest passages toor from the west coast of SouthAmerica were between 64 and 79days.

Towards the end of her careerwith the Flying P Line, her bestpassage was 61 days from theElbe to Valparaiso.

She was sold to Finland in1913. By 1913, most Europeanowners were abandoning sail, orat least not building more ships.Laeisz did not follow this trend,but went on to build three morefour-masted barques between1918 and 1926. These werePola, Priwall and Padua. The

latter vessel still sails the seas asRussia’s Krusenstern.

When J Tengstrom of Abo,Finland, took over the Pampa,they painted the hull white, butmaintained the name.

It was whilst under the Finnishflag that the Pampa suffered atragic mishap. During the courseof a stormy night, the younghelmsman endured the horror ofseeing the watchkeeping mate,together with the entire watch ondeck, taken overboard by a roguesea whilst heaving on the braces.

To leave the wheel of a sailingship unmanned at the height of astorm was suicide. All he could dowas shout for help as he struggledto keep the ship under control,but above the roar of the storm, hewas not heard.

It was only next morning whenthe watch below finally appeared,that they found the exhaustedseaman alone at the wheel andthe braces trailing in the seaalongside!

In 1922, she was dismastedoff the south coast of Britain andtowed into Plymouth. Somereports say that she was re-rigged, but that was not the case.Shortly after the dismasting, shewas towed round to Sunderlandand broken up.

Beautiful, but trickyto handle ‘Flying P’

General detailsYear built: 1891Original name: PampaBuilt by: A. G. Neptun, RostockOwners: F. Laeisz, HamburgType: Steel full-rigged shipTonnage: 1,777Dimensions: Length 259ft 10in; Breadth 40ft; Depth 22ft 2in

This month’s Telegraph cryptic crossword is a prize crossword!The winner of this month’s cryptic crosswordcompetition will win a copy of the book Ferries andPleasure Steamers (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,

750–760 High Road, Leytonstone, London E11 3BB, or fax 020 8530 1015. Closing date is Friday 7 November 2008.You can also enter by email, by sending your list ofanswers and your contact details totelegraph@nautilusuk.org by the same closing date.

Telegraph prize crossword

QUICK CLUESAcross

1. Cooking guide (6)4. Theatrical reminder (6)9. Mast (4)

10. Sweeper (10)11. Dinner-jacket (6)12. Follower (8)13. Cold (9)15. Walked (4)16. Weakest of litter (4)17. Government area (9)21. Sea creature (8)22. Open with key (6)24. Food poisoning (10)25. Tea Earl (4)26. Skirmish (6) 27. Young cat (6)

Down1. Delight (7)2. Bend (5)3. Bagpipe arrangement (7)5. Out of order (6)6. Maternal figure (9)7. Amused (7)8. Bangers in Yorkshire (4-2-3-4)

14. Know-nothing (9)16. Take back (7)18. Tidal wave (7)19. Stage stand (7)20. Message (6)23. Run off (3,2)

CRYPTIC CLUESAcross

1. & 4. Scam at Wimbledon involving equipment (6,6)

9. Room for Albert (4)

10. Resistance discovered crossing this bridge with cereal and rock (10)

11. Naughty business (6)12. Heraldic position showing worker on

sofa (8)13. See my cost change to take in the

environment (9) 15. One of seven amongst ten vying (4) 16. Underground television part (4)17. Big rib she re-fashioned, what

nonsense! (9) 21. Sort out tours, they’re all over the

place (8) 22. (See 5 down)24. With finances at rock bottom (5,5)25. Modern art, sugar (4)26. Midshipman’s joint (6)27. A maths problem to leave one

breathless (6)

Down1. Crashed car in tiff with other drivers (7)2. Invalid with a club down-under (5) 3. Fashionable hospital

accommodation through the door (7)5. & 22. across Dickens of a crook (6,6)

6. Cook’s here with Queen, the victor of Khartoum (9)

7. Occupation shared by Lawrence and Mrs Reagan (7)

8. Spring offensive to secure Simon is botched (6,7)

14. Position taken on U-boat to content of 26 perhaps (9)

16. Racehorse called Pig’s Foot (7)18. Members of the underground set (7)19. Multi-coloured new carpets (7)20. & 23. Language of the low country

spoken in Holland, 17 in fact (6,5)

Name: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Address: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Telephone: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Membership No.: . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1. What is the proportion of the world merchant ship orderbook that is due to be built in Asian yards?

2. John Prescott is the most famous seafarer turned politician. With which shipping line did he serve?

3. How many ‘supersize’ containerships (10,500TEU-plus) are set

to join the world fleet over the next three years?

4. What is Latin America’s busiest container port?

5. Roughly how many deck and engineer cadets began training in the UK in 1968?

6. What was a triquetrum?

✪ Quiz and quick crossword answers are on page 46.

The Quiz

BOB WILSON, author of theTelegraph’s popular ‘ships of thepast’ series, is — as theaccompanying photographs to hisarticles demonstrate — anaccomplished ship modeller,carrying on a long tradition ofseafarers producing miniatureversions of the vessels they haveserved on.

That tradition is celebrated andanalysed in Miniature ShipModels: A History and Collector’sGuide — an authoritative and wellproduced book that contains somespectacular images of the bestexamples of the modellers’ art.Lavishly illustrated, it includes notonly scores of often stunningmodels, but also some of thedioramas that show them at theirbest.

Author Paul Jacobs begins bydescribing the roots of thetradition and some of the oldestknown models — woodenreplicas found in the tombs ofEgyptian pharaohs and nobles, aswell as lead, clay, stone, bronze,iron and wood models made bythe Greeks as far back as theBronze Age.

He traces how modellingmoved from religious roots, intoartistic or educational roles, anddeveloping into toys with a

military purpose as maritimepower became a political andstrategic imperative towards theend of the 19th century.

The book also explains howthe use of models as identificationaids and gunnery training for themilitary in the first world war ledto the creation of majormanufacturing companies whichwent on, in peacetime, to targettheir products at a burgeoningcollectors’ market.

Paul Jacobs writes well, andhe offers vibrant descriptions ofthe companies, the charactersand the trends that shaped shipmodelling over the 20th century.He explains how the 1:1200 andthe 1:1250 metric equivalentscales came to be regarded as aninternational standard forminiature ships, and of thechanges in technology, casting,moulds and materials thatresulted in increasingly

sophisticated and detailedmodels. It’s fascinating to seehow modelling matched the times— whether it be the switch frommerchant shipping to navalvessels during the war, or thesocial factors that drove thegrowth in model collections fromthe 1960s.

Paul Jacobs — who has beencollecting for more than 50 years,since the age of 11 — givesadvice on how to start acollection, how to display it, andeven how to make your ownmodels.

He concludes by reflecting onthe way in which the increasingsophistication of ship models hasdriven prices well beyond pocketmoney level — excluding theyoung from the hobby. And whilethe increasingly low profile ofnaval and commercial shippingmay also diminish interest, hesuggests that there will always besome who will discover thesatisfaction ‘and the joys ofcollecting these interesting andbeautiful little models’.✪Miniature Ship Models: AHistory and Collector’s Guide byPaul Jacobs (ISBN 978 1848320031) costs £35 and ispublished by Seaforth Publishing— www.seaforthpublishing.com

NOVEMBER 2008●✪Nautilus UK Telegraph●✪33

AN UNASHAMED NOSTALGICWALLOW IN THE RICH ANDVARIED UK FERRY ROUTESTHE LATEST in a series of lovely books looking backat aspects of British shipping with the aid of firstclass photos from leading lensmen of the time hasjust been published.

Ferries and Pleasure Steamers: A ColourPortfolio focuses primarily on the period from 1950to the early 1970s, offering a fascinating and rich

range of vessels serving on an amazing array ofdifferent routes.

Authors David Williams and Richard de Kerbrechacknowledge in their introduction that this is anunashamed ‘indulgence in pictorial nostalgia’. Andwhy not? With photographs of the quality includedhere, together with informative accompanying texton the features vessels and services, this is a highlyenjoyable read.

The authors also stress the broad spectrum ofshipping services that developed in direct responseto the UK’s geography, and this book vividly displaysthat variety — anything from the chunky Ellerman-

Wilson vessel Borodino, operating between Hull andDenmark, to what was surely Sealink’s smallestvessel, the Tilbury-Gravesend ferry Edith.

Strongly recommended, this lovely book portraysa pivotal period for this key sector of Britishshipping. It not only underlines the country’s deepreliance upon the industry, but also the sweepingsocial, industrial and technological changes thathave affected it over the past half-century.✪Ferries and Pleasure Steamers: A ColourPortfolio by David Williams and Richard deKerbrech (ISBN 978 0 7110 3272 9) costs £14.99and is published by Ian Allan.

MEDICAL severance following adomestic accident ended Unionmember Dan Williams’ seafaringcareer, after which he ‘literallydreamed of ships and missed thecamaraderie’. He has relived hisseagoing days as a radio officer intwo published memoirs. Hislatest, Ferry Destiny, is a sequelto Dots, Dashes and Spindrift.

The earlier book, whichcovered the first phase of hiscareer at sea, ended with himvowing never to set foot on a shipagain so he could dedicate moretime to his family.

There followed a series of non-

maritime jobs ashore, and the first50 pages of Ferry Destiny coverthis period of Williams’ life.

The last of these shore jobs, asa Post Office radio officer, re-connected him with shipping:‘During my time at GNF weaveraged an emergency situationonce per day. The coastguardwould listen in on theirradiotelephone channels.’

A colleague who secured a jobwith British Rail Ferries in Doverconvinced the author to apply,and he became a ships’ radioofficer again. The ferry workpattern meant he wouldn’t have to

sacrifice the joys of his growingfamily. ‘It was always a great thrill,and challenge, joining a newship,’ he recalls.

One scary chapter tells how aferry he was on got caught in ahurricane off Dover during whicha wave ‘stove in the guillotinedoor’, causing water to pour intothe lower car deck. Williams’ feelfor an anecdote and eye for detailbring this and the otherrecollections in his book alive.✪Ferry Destiny by Dan Williams(ISBN 978 1 4241 3677 2) costs£9 and is published by TraffordPublishing: www.trafford.com

Charming insight intothe modellers’ world

RETIRED bosun Bill George’saccount of his two-year term ofduty on a tanker bound fromSouth Shields to the Far East inthe mid-1960s, On the Bridge: aStory of King Billy and the DerbyGrange, is not only anentertaining read. It will also helpraise funds for the Mission forSeafarers.

George and an old chiefengineer chum were one eveningdiscussing captains they hadsailed under, including a ‘veryunhappy’ cargo ship where thecaptain ‘seemed to have nounderstanding or relationshipwith his chief officer or anymembers of his crew’. Then anew man took over and it wastransformed into one of thehappiest ships the author workedon. This, George says, shows ‘theimportance and influence themaster of a ship has over thesuccess of a voyage’.

While comparing notes aboutother captains, the name of ‘KingBilly’ kept coming up, the authorrelating to his friend ‘theextraordinary incidents thathappened during my time in theDerby Grange’. His friendsuggested he George write aboutit, and the result is this book.

As with other main crewmembers drolly captured in the180-odd pages, Captain William‘King Billy’ Royal was not theDerby Grange’s master’s realname. That is not because theauthor thinks lowly of him; ‘KingBilly’ is depicted as a handsome,charismatic ‘ladies’ man’, but theauthor says: ‘First and foremost

King Billy was a first class seamanand Ship’s Master…He had theknack of being on friendly termswill all his crew, but was a strictdisciplinarian.’

Not least of this memoir’smerits is that it opens the portholewide on what life was like workingin Britain’s Merchant Navy half acentury ago. As Reverend CanonBill Christianson, secretarygeneral of the Mission toSeafarers’ notes in his preface,seafarers working on today’smodern highly-mechanised ships‘would probably blink withastonishment at the 50-strongcrew of the Derby Grange and itsleisurely progress around theworld’.✪On the Bridge: a Story of KingBilly and the Derby Grangeby Bill George (ISBN 978 09558914 0 3) costs £7.50 and can be ordered from: Seaman Publications, Unit C10, Station Estate, Thame, Oxfordshire OX9 3UH.

Bosun’s tale givesa glimpse of life atsea in the 1960s

books

“The History of the Supply Ship”Hardback with 124 colour

illustrations.

£37.50 plus £3.60 P&P from

“Ships and Oil Ltd”,Bon Accord House, Greyhope

Road, Aberdeen AB11 9RD or from

www.shipsandoil.com

Lively account of ferry work

34 ✪ ●Nautilus UK Telegraph ●✪ NOVEMBER 2008

nautilus at workWILL YOU STAND UP FOR SEAFARING BY SEEKING A SEAT ON NAUTILUS COUNCIL?

MANY members are concerned about the challenges that face our

industry and many have ideas for helping Nautilus UK to meet them.

Members are therefore encouraged to stand for election to the

Council, which is the Union’s governing body.

The Council is also the Trustee of NUMAST Welfare Funds — the

registered charity administered by Nautilus UK.

This year is a particularly exciting time to stand, since members will join

Council just as the new transnational Union comes into being.

The Council is made up of serving members like yourself, each

elected to serve a four-year term. Within the new Union, 24 of the 32

places will be for members of the UK branch and eight places will be

for members of the Netherlands branch.

Elections are held on a rolling basis, which normally means that

just about half the Council places come up for election every two

years.

The situation is different this year, to provide for the start of the

new Union. The table above shows the number of seats and also those

vacancies which are for a two-year period and those for a four-year

period, so that the rolling election system is in place for the future.

The table also shows the split between NL and UK.

Full paid-up members in categories for which there are vacancies

(see box above) are entitled to stand for election.

Nomination forms for the elections are also printed right, and cop-

ies have been sent to full members’ home addresses.

First, check there is a vacancy in your category. Then fill in the top

half of Form A and get two other full members — also in financial

benefit and in the same category as you — to add their names,

addresses, membership numbers, signature and date of signing in

the appropriate space, to reach head office by 1700hrs on Wednesday

10 December 2008.

If you can’t personally get the signatures of your supporters (they

may sail on different ships, for instance) fill in the top half of Form A

yourself and send it to head office. Ask your supporters to fill in Form

B and send it in separately — both forms must reach head office by

1700hrs on Wednesday 10 December 2008.

Members whose nominations are accepted will be asked to supply

a certain amount of information about themselves for inclusion in the

ballot paper.

Ballot papers will be posted to eligible members by Friday 13

February 2009, for completion and return to the scrutineer by 1700hrs

on Thursday 7 May 2009. The results will be declared on Thursday 14

May 2009 during the general meeting.

The independent scrutineer appointed by the 2007 BGM for the

conduct of this election is the Electoral Reform Society (Ballot

Services) Ltd.

NOMINATION PAPERS

ALL eligible full members were sent Council and General Secretary

election nomination papers by the deadline of 11 August 2008.

Further copies are available from Peter McEwen at head office.

Category

1. Navigators, inc. Shipmasters one of whom will, in NL, be a dual certificated officer

2. Engineers, inc. ETOs/Elec/RO

3. Ratings

4. Inland Navigation

5. Other Particular Categories, inc. Hotel Services and Shore-based members

Totals

NL

3

2

11

1

8

UK

11

10

10

2

24

NL

2

1

01

0

4

UK

6

5

00

1

12

NL

1

1

10

1

4

UK

5

5

10

1

12

2009 Elections 2 year Vacancies in 2009 4 year Vacancies in 2009 Agreed Number of Seats Election for 2009 - 2011 Election for 2009 - 2013

FOR SUPPORTERSnomination form B

This form can be completed by one or more supporters. More than oneform can be used. The candidate MUST, in addition, complete, sign andreturn a Form A. Forms MUST be returned, by 1700hrs on Wednesday 10December 2008, to:

Nautilus UK Head Office, 750-760 High Road, Leytonstone, London E11 3BB tel: 020 8989 6677 fax: 020 8530 1015

Please complete in BLOCK CAPITALS

TO BE COMPLETED BY SUPPORTERS

Electoral Category

Name of Candidate I wish to support

Candidate’s address

Postcode Candidate’s Mem No

1. I wish to support the nomination of the above named for election to

Council in the election category shown. I confirm that I am a full member

in the same electoral category.

Name Mem No

Address

Postcode Tel no

Rank Company

Signature Date

2. I wish to support the nomination of the above named for election to

Council in the election category shown. I confirm that I am a full member

in the same electoral category.

Name Mem No

Address

Postcode Tel no

Rank Company

Signature Date

3. I wish to support the nomination of the above named for election to

Council in the election category shown. I confirm that I am a full member

in the same electoral category.

Name Mem No

Address

Postcode Tel no

Rank Company

Signature Date

FOR CANDIDATESnomination form A

This form MUST be completed by the candidate and in addition may be used by one or more supporters. It MUST be returned, by 1700hrs on Wednesday 10 December 2008, to:

Nautilus UK Head Office, 750-760 High Road, Leytonstone, London E11 3BB tel: 020 8989 6677 fax: 020 8530 1015

Please complete in BLOCK CAPITALS

TO BE COMPLETED BY THE CANDIDATE

Electoral Category

Name Mem No

Address

Postcode Tel no

Rank Company

I wish to stand for election in the 2009 Council elections. I declare that I am

a full member of Nautilus UK in the above mentioned category and am in

conformity with the rules of the Union.

Signature Date

TO BE COMPLETED BY SUPPORTERSI wish to support the nomination of the above named for election to Coun-

cil in the election category shown. I confirm that I am a full member in the

same electoral category.

1. Name Mem No

Address

Postcode Tel no

Rank Company

Signature Date

2. Name Mem No

Address

Postcode Tel no

Rank Company

Signature Date

3. Name Mem No

Address

Postcode Tel no

Rank Company

Signature Date

BGM 2009

(incl 1 dual)

32 32

NOVEMBER 2008 ✪ ●Nautilus UK Telegraph ●✪ 35

nautilus at work

BGM 2009uniting maritime professionals

BGM MOTION:

To General Secretary, Nautilus UK Head Office, 750-760 High Road, Leytonstone, London E11 3BB (to arrive no later than 1700 Friday 13

February 2009).

We, as full members, wish to submit the following motion for discussion at the 2009 Biennial General Meeting of Nautilus UK:

This BGM

(Continue on separate sheet if necessary)

1. Name Mem. No. Company

Address Postcode

Signature Date

2. Name Mem. No. Company

Address Postcode

Signature Date

FINANCIAL AIDattendance at BGM 09

This 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 made by Council for full members to receive assistance towards the costs of attendance.

Please complete in BLOCK CAPITALS

Name

Address (for all BGM correspondence)

Postcode

Tel no.

Membership no.

Company

Rank

Present ship

Selection will be made from the categories below. Please circle the one that

applies to you.

FG = foreign-going; NCVA = near-coastal voyage area

A Master FG I Purser/catering NCVA

B Master NCVA J Radio officer FG

C Engineer FG K Radio officer NCVA

D Engineer NCVA L Electrical officer FG

E Cadet (all trades) M Electrical officer NCVA

F Deck FG N Shore staff

G Deck NCVA O Ratings — FG

H Purser/catering FG P Ratings — NCVA

Please give details of involvement with Nautilus, eg as a liaison officer or

honorary delegate, or if you have attended a Nautilus Education course or a

previous BGM.

THE NAUTILUS Biennial General Meeting is the Union’s main policy-making forum — and it is here that new strategies and initiatives can be developed and old ones reviewed.

The BGM is the place for members to come together to debate and discuss the issues that affect maritime professionals at work today.

The next BGM is due to take place between 12-14 May and is being held at the Newcastle Gateshead Hilton Hotel. It is an open meeting, and full members who are in benefit are welcome to attend.

And the way to make sure that the meeting’s agenda includes the issues that matter to you is to submit a motion to the conference.

The forms on this page are your chance to play a part in the demo-cratic processes of your Union.

The form below enables you to submit a motion to the meeting. The

2007 conference discussed issues including training, tonnage tax, fatigue, piracy and employment. What’s the hot topic for you right now? Make sure it’s on the agenda next May by completing and returning the form at the foot of this page.

The form on the right is your chance to get financial assistance to come to the BGM. Nautilus UK provides this support — the payment of hotel costs and a contribution towards travel expenses — to ensure that a broad cross-section of full members from across the industry attend.

And the BGM is but one way in which you can help to shape the future of your Union. The forms on the left hand page are for candidates seeking to stand in the elections for Nautilus UK’s governing body — the Council.

Please use these opportunities to get involved!

DON’T WASTE THIS OPPORTUNITY TO PUT THE ISSUES THAT REALLY MATTER TO YOU AND YOUR COLLEAGUES AT THE HEART OF THE AGENDA FOR DEBATE AND DISCUSSION AT THE NEXT NAUTILUS BIENNIAL GENERAL MEETING...

46●✪Nautilus UKTelegraph●✪ NOVEMBER 2008

Quiz answers1. Some 86% of the present world orderbook is set to

be built in Asia — including 35% in South Korea,

31% in China and 16% in Japan.

2. John Prescott served as a steward with Cunard

between the ages of 17 and 25.

3. A total of 158 containerships of 10,500TEU-plus

are due to come into service between now and

early 2012.

4. A total of 1,200 deck and 800 engineer cadets

were accepted by the UK shipping industry in 1968.

5. Panama is Latin America’s busiest container port,

handling more than 4m TEU last year.

6. A triquetrum was an ancient navigational

instrument for measuring the sun’s altitude.

Crossword answersQUICK ANSWERS

Across: 1. Recipe; 4 Prompt; 9. Spar;

10. Broomstick; 11. Tuxedo; 12. Disciple;

13. Perishing; 15. Trod; 16. Runt; 17. Whitehall;

21. Starfish; 22. Unlock; 24. Salmonella; 25. Grey;

26. Tussle; 27. Kitten.

Down: 1. Rapture; 2. Curve; 3. Pibroch; 5. Remiss;

6. Matriarch; 7. Tickled; 8. Toad-in-the-hole;

14. Ignoramus; 16. Retract; 18. Tsunami;

19. Lectern; 20. Signal; 23. Leg it.

This month’s cryptic crossword is a prize

competition. The answers will appear in next

month’s Telegraph. Congratulations to the

October crossword winner — Nautilus UK

member Charles Simmons.

CRYPTIC ANSWERS FROM OCTOBER

Across: 8. Wind farm; 9. Avenue; 10. Here;

11. Deckchairs; 12. Bottle; 14. Enshrine; 15. Tbilisi;

17. Titanic; 20. Tipstaff; 22. One-off; 23. Chlorinate;

24. Harp; 25. Alpine; 26. Reappear.

Down: 1. Dive-bomb; 2. Idle; 3. Paddle; 4. Smacker;

5. Narcissi; 6. Remarriage; 7. Outrun; 13. Telescopic;

16. Spadices; 18. Infernal; 19. Affairs; 21. Inhale;

22. One-way; 24. Hope.

The face of Nautilus UK: Danny Kenny, maintenance supervisorDANNY Kenny began working at Nautilus UK’s Wallaseywelfare complex in 1979. His first post was as a juniorgardener, which formed part of his three-yearapprenticeship.

After undertaking further training, Danny waspromoted to head gardener, and in 2006, took over thepost of maintenance supervisor for the Union’s extensivewelfare facilities.

In that role, Danny is the main point of contact for thefacilities and landscaping for the Mariners’ Park Estate

and its 103 properties. ‘Everything about the role ischallenging,’ he says. ‘No day is the same. One daythere’ll be a boiler breakdown that needs repairing andother days it may be a leaking roof.’

Born in Birmingham, Danny moved to Wallasey withhis parents in 1972, and lived in a house approximately100 yards from Mariners’ Park. His father was a factoryworker and his mother a housewife. To this day, Dannystill lives in Wallasey in his family home, and he ismarried with two children.

A keen Everton supporter, Danny has a love forfootball and, in his spare time, he pursues an interest ingeneral photography.

Danny also serves on the board of the WallaseySwimming Club, which involves bi-monthly meetings todiscuss various matters relating to the club.

‘The most rewarding aspect of being maintenancesupervisor is making sure the residents on the park arebeing looked after and are satisfied with their facilities,’Danny added.

NAUTILUS 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:

COLLEGE 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 pos-sible, 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.

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 and

chief engineer officer members. Thenext meeting is being held at NautilusUK’s head office, in Leytonstone,London, on Tuesday 2 December,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 held at Leytonstone public library, London,on Friday 14 November, starting at1100hrs.

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.

Nautilus UK meetings with members: diary datesIncorporating the merchant navy journal and ships telegraph

ISSN 0040 2575

Telegraphstaffeditor: Andrew Liningtonproduction editor: June Cattinireporters: Sarah Robinson/Mike Gerberweb editor: Matthew Louw

advertising 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.uk

Although the Telegraph exercises care and caution before accepting advertisements, 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 of recommendation 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 Orrell

head 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.org

northern officeNautilus House, Mariners’ Park, Wallasey CH45 7PHtel: +44 (0)151 639 8454fax: +44 (0)151 346 8801

department 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.org

In order tobetter serve themembershipefficiently andcost-effectively,Nautilus UKhasstarted to compilea list of members’ email addresses.Itwouldbehelpful ifmembers withemail addressescouldnotify themtothe IT Department, indicating theirmembership number.

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

M–NoticesM-Notices, Marine InformationNotes and Marine GuidanceNotes issued by the Maritime &Coastguard Agency recentlyinclude:

MIN 327 (M) — Vessel Traffic Services V103Course Dates 2008-2009This notice sets out the course dates of IALA V103courses at the MCA-accredited VTS trainingestablishments South Tyneside College and WarsashMaritime Academy for the academic yearcommencing 1 September.

MIN 334 (M) — Written examination dates2008/09: Engineer Officers (Yachts and SailTraining Vessels)In accordance with the MCA Large Commercial YachtCode (LY2), it has been agreed with the industry thatcertificates of competency will be issued for serviceas engineer on commercially operated yachts, largeprivate yachts and sail training vessels (see MGN156 for further details).

Some examination titles changed fromSeptember 2005 due to revision and updating of thesyllabuses. The syllabuses are available on the MCAwebsite under Working at Sea/Training andCertification/Yachts/Yachts syllabus.

The examinations are administered by theScottish Qualifications Authority (SQA) on behalf ofthe MCA and are held at their examination centres inthe UK, or by special arrangement at overseascentres. The dates of the examinations and locationsof the centres for the academic year 2008/09 aregiven in MIN 334.

MIN 335 (M) — Research Project 540:Effectiveness of DEFRA-approved surfacecleaner for use in spill responseThis research project was conducted to establish themost effective methods for the removal of oil fromvarious hard surfaces. The volume of heavy oilsonboard ships entering UK waters is projected totreble over the next three years — representing asignificant increase in the risk of an incident affectingthe British coastline.

The overall aim of the project was to produce amanual for oil spill responders to refer to whencarrying out clean-up operations on contaminatedhard surfaces, whether rocks or man-madestructures. An important feature of the research wasthe need to avoid simply dispersing the oil into thewater, where it would harm wildlife and be impossibleto retrieve.

A secondary aim of the project was to establish aprotocol for the use of DEFRA-approved surfacecleaning agents. A series of trials were conducted toidentify the most appropriate and effectivetechniques for a range of hard surfaces and oilproperties. The trials were carried out using severaloil types, oil weathering states, various hard surfacesand a range of cleaning techniques.

The results from these trials have been used toproduce a guidance manual, which describesprotocols for the selection of clean-up techniquesspecific to each oil type and hard surface, and also forthe use and application of surface cleaners. Theresults from the trials suggest that there is a place forprudent application of approved surface cleaningagents with certain response techniques. A summaryof the techniques evaluated can be seen in section 4.

MGN 366 (M+F) — Offshore pirate broadcastingThis note reminds all seafaring personnel that it is anoffice under UK law to establish and use anunlicensed radio station on a ship either within oroutside UK territorial limits. Since the WirelessTelegraphy Act 2006, it is also an offence to supplygoods or transport personnel to such radio stations,and offenders could face an unlimited fine, two years’imprisonment and vessel confiscation.

MGN 371 (M+F) — Offshore renewable energyinstallations (OREIs): Guidance on UKnavigational practice, safety and emergencyresponse IssuesThis guidance note highlights issues that need to betaken into consideration when assessing the impacton navigational safety and emergency responsecaused by offshore renewable energy installationdevelopments.

The recommendations in the note should beused, primarily, by offshore renewable energyinstallation developers seeking consent to undertakemarine works. Specific annexes address particularissues as follows:✪Annex 1: Site position, structures and safety zones✪Annex 2: Developments, navigation, collisionavoidance and communications✪Annex 3: MCA’s wind farm shipping template forassessing wind farm boundary distances fromshipping routes✪Annex 4: Safety and mitigation measuresrecommended for OREI during construction,operation and decommissioning✪Annex 5: Search and Rescue (SAR) matters.

These recommendations should be read inconjunction with the Methodology for Assessing theMarine Navigational Safety Risks of Offshore WindFarms published by the Department for BusinessEnterprise and Regulatory Reform (BERR).

MGN 372 (M+F) — Offshore renewable energyinstallations (OREIs): Guidance to marinersoperating in the vicinity of UK OREIsOffshore renewable energy installations present newchallenges to safe navigation, but proper voyageplanning and access to relevant safety informationshould ensure that safety is not compromised.

At present most OREIs are wind farms, thoughprototype installations using wave or tidal powerhave been established off the UK coast. In general,the number of OREIs is on the increase.

Information is provided in MGN 372 to enableappropriate voyage planning decisions to be made.The guidance covers numerous possible hazardsassociated with OREIs, including the obscuring ofshore marks by offshore structures, the effects ofOREIs on wind and wave forces, and any likelyinterference with communication and navigationsystems.

Guidance is also provided on safety/exclusionzones, ways of identifying the locations of OREIs, andaction to be taken in an emergency. The note shouldbe read in conjunction with MGN 371.

MGN 373 (M+F) — Radio survey service:delegationThis note announces that Selex Communications hasbeen contracted to provide a radio survey service forall UK ships in the UK, and at least one in five UKships abroad (the rest being carried out byclassification societies).

Selex Communications is the first point ofcontact for all radio survey work in the UK andabroad. MGN 373 gives phone, fax and postaladdress contact details for the firm. Please note thatthese contact details may differ from those publishedin previous documents concerning SelexCommunications. MGN 373 also sets out the fees tobe charged for the surveys.

✪M-Notices are available in three ways: a set ofbound volumes, a yearly subscription, and individualdocuments.✪A consolidated set of all M-Notices current on 30July 2007 (ISBN 0115528539) is published by TheStationery Office for £195 —www.tsoshop.co.uk/bookstore.asp✪Annual subscriptions and copies of individualnotices are available from the official distributors: Mail Marketing (Scotland), MCA, PO Box 87, GlasgowG14 0JF. Tel: +44 (0)141 300 4906; fax: +44 (0)141 950 2726; email: mca@promo-solution.com✪ Individual copies can be collected from MCAoffices or downloaded from the MCA website —www.mcga.gov.uk — click on ‘Ships and Cargoes’,then ‘Ship Regulations and Guidance’.

NOVEMBER 2008●✪Nautilus UK Telegraph●✪47

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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 employment-related matters. 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 £95,400, against loss of income if your certificate of

competency 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 runs

a 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 some 18,000 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.

10 REASONS WHY YOU SHOULD BE A NAUTILUS UK MEMBER…

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Indicators LATEST government figures show a fresh rise in therate of inflation — now rising at the fastest rate inmore than 16 years — contrasting with a fall in thelevel of average wage growth.

According to the Office of National Statistics,the government’s preferred CPI rate of inflationstood at 5.2% in September, up from 4.7% inAugust.

The RPI rate, normally used as the basis for paynegotiations, rose to 5.0% in September, up from

Stick 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.org

4.8% in the previous month. RPIX — the all-items rateexcluding mortgage interest payments — was 5.5% inSeptember, up from 5.2% in the previous month.

However, the ONS figures show wages growthremaining at comparatively modest levels. The annualrate of growth in average earnings, excluding bonuses,was 3.6% in the three months to August — down0.1% from the previous month. Including bonuses, itwas 3.4% — also down from 0.1% from the previousmonth.

Figures from the independent analysts, IncomesData Services, put the average settlement in the threemonths to the end of August at 3.8%, edging up by0.2% from the previous month.

9 5 3 3 6 4

48●✪Nautilus UKTelegraph●✪ SEPTEMBERNOVEMBER 2008

news

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‘HIGH-RISK’ AGREEMENT PUTIN PLACE FOR GULF OF ADENSEAFARERS serving on thou-sands of ships covered byInternational Transport Workers’Federation agreements are toreceive special ‘high risk’ pay-ments in the Gulf of Aden follow-ing an emergency meeting of theInternational Bargaining Forumlast month.

In response to the continuingintense threat — which has seenmore than 60 ships attacked andmore than 30 hijacked off Somaliaso far this year, and as many as 370seafarers held hostage at one timelast month — owners and unionsagreed to establish a high risk areacovering the major part of the Gulfof Aden with immediate effect.

The agreement covers the area12.13N to 15.22N, 43.39E to53.10E and 11 degrees N to 14.10Nand 44.05E and 54 degrees E.

It will ensure that seafarersserving on ships covered by IBFagreements will receive a bonusequal to 100% of their basic wagewhile the vessel is in transitthrough the area. The normalrates of death and disability com-pensation for seafarers will be

doubled during this period.Both sides said the growing

effectiveness of the channelthrough the Gulf provided bythe designated, IMO-approved,Maritime Security Patrol Areahad been recognised by the com-mittee, and the intervention of

armed naval forces in the regionwas welcomed.

The committee therefore agreedthat seafarers on ships that usethis corridor for the transit shouldcontinue to be expected to serveon their vessels during transits.However, seafarers who serve on

ships that chose not to use theMSPA should have the right torefuse to make the transit and tobe repatriated at the owners’expense.

Speaking after the meeting,Nautilus general secretary BrianOrrell — who led the seafarers’

side in the talks — commented:‘We have been very seriously con-cerned about the reports from theGulf. The pirate attacks seem to beescalating and covering a widerarea of the Gulf. This agreement isbreaking new ground in recognis-ing that seafarers face serious risks

at sea besides just the possibility ofbeing asked to sail into an areawhere wars are in progress. This isa major step forward for the IBF.’

And Captain Manji, thespokesman for the employers’group added: ‘We are pleased thatthe efforts being made to improvesecurity in the Gulf by providingpatrols by armed naval vesselsseem to be helping the situation,and we urge those responsible toincrease the number of ships inthe area and to strengthen therules of engagement. We appreci-ate that the IBF has not desig-nated a “high risk area” before, butthe special factors in this situationjustify this measure.’✪Piracy in the Gulf of Aden hascost shippers between $18m to$30m so far this year in ransomsand is threatening global busi-ness, a report by the ChathamHouse think-tank warned lastmonth. It urged the internationalcommunity not to ignore theproblems and to be aware of ‘thedanger that Somali pirates couldbecome agents of internationalterrorist networks’.

International owners and unions agree on double-pay deal as pirate attacks continue off Somalia

COLLEGE OFFERS HIGHERCLASS OF FOOD FOR ITSMARITIME STUDENTSSEAFARERS attending short courses atSouth Tyneside are tucking in to gourmetgrub cooked by the college’s cateringstudents, pictured left.

Under an initiative which aims to providean enjoyable eating experience for its marinecustomers, the college is offering lunch in its

‘Clipper Suite’ restaurant or in a privateconference room rather than in the refectory.

In a move which will also give valuablework experience to catering and hospitalitystudents, seafarers will be able to choosefrom a wide range of menu options — suchas stuffed breast of chicken with pancetta,Moroccan spiced fish with mint, lamb stewor Quiche Lorraine and salad, followed byapple crumble and custard, sticky toffeepudding or cheesecake.

Chris Thompson, head of the college’smarine simulation unit said staff wanted toensure that the standards of food served at

lunch match the standards of training.‘Many of our customers come from highprofile companies such as P&O, V. Ships orCarnival Cruises, and are used to anextremely high standard of food andcatering.

‘This initiative gives our catering studentsa chance to show off their culinary skills toreal paying customers and hopefully givesour marine clients a fine dining experience.’

Captain John Wright, from WrightWayTraining, was one of the first visitors tosample the menu. ‘I had fish pie for lunchand it was delicious,’ he said.

Hire mercenaries, Navy tells ownersSENIOR naval officers running the maritimesecurity patrols in the Gulf of Aden have urgedshipping companies to hire mercenaries to pro-tect their ships from the growing threat of piracyin the region.

And they have also suggested that the industryshould consider arming merchant ships to deterattacks by the increasingly organised attacks bySomali pirates.

Vice Admiral Bill Gortney, commander of thecombined maritime forces in the area, warnedthat the naval ships can only provide limited pro-

tection and owners should consider hiring secu-rity teams for their vessels.

‘The coalition does not have the resources toprovide 24-hour protection for the vast number ofmerchant vessels in the region,’ he said. ‘The ship-ping companies must take measures to defendtheir vessels and their crews.

‘This is a problem that starts ashore andrequires an international solution,’ he added. ‘Wemade this clear at the outset — our efforts cannotguarantee safety in the region.’

Danish Royal Navy Commodore Per Bigum

Christensen, who commands the Combined TaskForce running the maritime security patrols, saidthere had been several incidents in which thecrews of merchant ships had managed to preventattacks by adopting such measures as good look-outs, increased speed and tactical manoeuvres,and using fire hoses to deter boarders.

‘Mariners must remain vigilant,’ said CmdreChristensen. ‘A ship’s master and her crew are thefirst line of defence for their own ship.’

The maritime security patrol area — whichinvolves air and sea surveillance — was estab-

lished in August in response to the InternationalMaritime Organisation’s call for internationalassistance to tackle the threat of piracy in the Gulfof Aden. Naval commanders say it has helped todeter more than a dozen attacks on ships since itwas set up.

The naval presence in the region is set toincrease, following a decision by NATO to send anumber of warships to help patrol the waters offSomalia and to escort ships carrying food suppliesfor the World Food Programme. ✪See readers’ letters, page 18

LEFT: pirates board the Panama-flagged vessel Faina last month. They threatened to blow up the ship if their US$20m ransom demand was not met, but the vessel and crewwere freed following a gun battle involving troops from a semi-autonomous area of Somalia. RIGHT: the ‘high risk’ area agreed by the IBF.