www.missiontoseafarers.org
themissiontoseafarers
@FlyingAngelNews
Issue 232 nov/dec 2014
Los
artículos
en español
aparecen
en las
páginas
6y7
Статьи на
русском
языке
приводятся
на стр. 6 и 7
New West
Africa piracy
guidelines
page 2
Human
Rights
at Sea
initiative
takes wing
page 3
MOL helps
in fight
against
Ebola
page 8
Call to end six on/six off
watchkeeping regime
Concerns that many watchkeepers falsify working
hours records and shrug off fatigue
T
H E U K ’s M a r i n e
Accident Investigation
Branch (MAIB) has
repeated its warnings that
fatigue is causing accidents
and that the six hours on,
six off watchkeeping regime
leads to unacceptable levels
of fatigue. The MAIB initiative
comes as recent research shows
widespread under-reporting of
working hours in the shipping
industry.
Several years ago the
MAIB triggered a UK attempt
to change International
Maritime Organization
(IMO) regulations to make
it mandatory to have two
bridge watchkeeping officers
in addition to the master. That
attempt failed to make any
headway.
Since then the MAIB has
had to investigate a succession
of serious incidents, mainly
groundings, caused by the
watchkeeper falling asleep on
watch. As a result it is once
again doing its best to raise
the issue.
At the recent International
Chamber of Shipping (ICS)
annual conference in
London, the MAIB’s principal
inspector of marine accidents,
David Wheal, warned that
extreme fatigue, leading to
watchkeepers falling asleep,
had caused several high profile
accidents in recent years.
He told the shipowners’
body that a bridge
watchkeeping officer working
a six hours on, six off watch
pattern was at particular risk
of becoming unacceptably
fatigued. Mr Wheal noted
that on many ships the
master was one of just two
bridge watchkeepers. He said
increased manning could
“provide the additional fix”
and he raised the possibility
of making it mandatory to
have two bridge watchkeeping
officers. The MAIB would
like the UK Government to
put such a proposal to IMO
although there has been
no confirmation that UK
politicians are willing to do
that.
The ICS response was
that it, and its member
associations, would consider
any such proposal from
the UK Government if and
when it was made to IMO.
It pointed out that new IMO
and International Labour
Organization work hour rules
had only just fully come into
force worldwide.
An ICS spokesperson said it
seemed “a bit premature” to be
thinking about making further
rule changes until the impact
of these new regimes had been
fully assessed. Instead, the
ICS spokesperson raised the
possibility that the situation
could improve without any
further rule changes.
They added: “If ships are
found unable to comply with
the new rules, which given
the strict record keeping
requirements can now be
readily seen by flag states
and port state control, then
shipping companies will have
to adjust manning levels
automatically without the
need for further rule changes.”
However, a new research
project indicates that officers
are understating their working
times in official records. The
research project, carried out
last year at Southampton
Solent University (SSU) by
deepsea pilot John Sanderson,
showed that more than 80
per cent of a sample of 177
masters, mates and bridge
watchkeeping ratings
admitted to falsifying their
work/rest records at some time
to understate their working
hours.
Capt Sanderson’s paper
noted: “Falsification may
appear to help a crew’s short
term problem of overwork
but it reduces the effectiveness
of the regulations when the
hours of rest are part of the
wider STCW-Manila
(the updated Convention
on Standards of Training,
Certification
and
Watchkeeping) and Maritime
Labour Convention (MLC)
regulations to overhaul
and improve conditions for
seafarers.”
The research also reveals
a cultural problem, namely
that some watchkeepers
worry about the reaction of
colleagues if they admit to
being fatigued. The ability to
stay awake and work when
fatigued is often seen as
admirable.
DNV GL concept ship removes need for people
DNV GL’s concept ship
takes the seafarer out
of the safety equation
(Photo: DNV GL)
The Mission to
Seafarers
Founded in 1856, and
entirely funded by
voluntary donations,
today’s Mission to
Seafarers offers emergency
assistance, practical
support, and a friendly
welcome to crews in 260
ports around the world.
Whether caring for victims
of piracy or providing a
lifeline to those stranded in
foreign ports, we are there
for the globe’s 1.5 million
merchant seafarers of all
ranks, nationalities and
beliefs.
The Sea
Editor: Carly Fields
News: David Hughes
The Sea is distributed
free to seafarers through
chaplains and seafarers’
centres. You can also
arrange to receive it
regularly at a cost of £3.50
or $5 per year (six issues).
To find out more, contact:
Laura Hayes, The Sea,
The Mission to Seafarers,
St Michael Paternoster
Royal, College Hill,
London, UK EC4R 2RL
Tel: +44 20 7248 5202
Email: Laura.Hayes@
missiontoseafarers.org
www.missiontoseafarers.org
Registered charity in England and Wales: 1123613
The Mission to Seafarers Scotland Limited,
Registered charity: SC041938
RESEARCHERS at classification society DNV GL think they may
have solved safety issues on ships – by taking away the seafarers.
They have designed a concept-ship, the ReVolt, that does
not require a crew, which, DNV GL claims, “goes a long way
in tackling one of the shipping industry’s weakest links: the
safety record”.
It said that with an average of 900 fatalities per year the
mortality rate in shipping was 90 per cent higher than in
comparable land-based industries and added: “Studies have
shown that the majority of these accidents are caused by
human error. Unmanned vessels take this factor out of the
equation and make the operation of these ships more costefficient.”
Instead of using diesel fuel, the six-knot cargo vessel,
intended for short sea routes of less than 100 nautical miles, is
powered by a 3,000 kWh battery. This reduces operating costs
www.missiontoseafarers.org
by minimising the number of high maintenance parts such
as rotational components. DNV GL added that, if the energy
required for such operating costs was harnessed from renewable
sources, this would eliminate carbon dioxide emissions.
With no crew, there is no need for crew facilities such as a
superstructure, on board the vessel. The resulting increase in
loading capacity, as well as low operating and maintenance
costs, mean that compared with a diesel-run ship, the ReVolt
could save up to US$34 million during its estimated 30-yearlifetime.
The concept-ship is currently still being tested. “Building
and operating this vessel would be possible with today’s
technology,” said Hans Anton Tvete, senior researcher at
DNV GL. “The ReVolt is intended to serve as inspiration for
equipment makers, ship yards and shipowners to develop new
solutions on the path to a safe and sustainable future.”
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Deal
reached
on EU
seafarers
SEAFARERS’ unions
and employers’
representatives have
reached an agreement
on the issue of the
exclusion of seafarers
from some EU labour
laws.
The agreement
aims to close some
legal ‘loopholes’ and
ensure that seafarers
are treated on an
equal footing with
land-based workers.
Although not binding,
the European Transport
Workers’ Federation
(ETF) and the
European Community
Shipowners’ Association
say the deal “may
be hailed as a very
positive outcome,
which demonstrates
the need for an active
and constructive social
dialogue at European
level”.
EU labour laws
generally apply to all
workers in all sectors
but, until now, certain
EU directives allowed
member states to
exempt seafarers on the
basis of the particular
nature of maritime
transport.
Seaman
Guard Ohio
crew face
re-trial
THE 35 crew members
of the Seaman Guard
Ohio are still unable to
leave India.
The men, arrested
over a year ago when
their anti-piracy vessel
allegedly strayed into
Indian waters during
a typhoon, were
found innocent by the
Indian High Court in
July and freed. They
were hoping to return
home in early October.
However, they now
face further detention
and a possible re-trial
after a last minute
appeal was lodged to
overturn the decision
of the court to drop all
charges.
The Mission
to Seafarers has
supported the crew
and their families
throughout and
has again appealed
for their release.
Seafarers are urged
to share the story via
www.facebook.com/
themissiontoseafarers
2 the sea nov/dec 14
Shipping Round Table tackles rising Gulf of Guinea risks
West Africa piracy guide updated
T
HE Round Table of international
shipping industry associations
has published an updated version
of Guidelines for Owners, Operators and
Masters for Protection against Piracy in the
Gulf of Guinea Region. The Guidelines
have been jointly developed by the
International Chamber of Shipping,
Bimco, Intertanko and Intercargo.
The associations say that piracy and
armed robbery in the waters off West
Africa have become established criminal
activities of very serious concern to the
maritime sector.
Incidents have recently occurred
as far south as Angola and as far north
as Sierra Leone. They warn: “These
attacks have become increasingly
violent, often involving firearms, and
cases of kidnapping for ransom have also
become more common.
The global shipping industry has
therefore acted in concert to update its
existing Guidelines to take account of
what has become a totally unacceptable
security situation.”
The Round Table associations say
that, although the nature of the attacks
against shipping off West Africa differs
from that of Somalia-based piracy, the
basic principles of the Best Management
Practices – previously developed by the
industry to help protect against piracy in
the Indian Ocean – are also applicable.
However, the new Guidelines tailor the
existing advice to address the specific
threats off West Africa and provide
“comprehensive advice on avoiding
and deterring criminal acts and armed
robbery in the region”.
The updated Guidelines also take into
account new regional maritime security
initiatives in West Africa, in particular,
the Maritime Trade Information Sharing
Centre for the Gulf of Guinea (MTISC
GOG), which is now providing a
focal point for information on
countering piracy and maritime crime
in the region.
The Guidelines were intended to
coincide with the launch of the new
MTISC GOG website (www.mtiscgog.org), which will include regional
maritime security guidance and MTISCGOG reporting procedures. This is
intended to help ensure a co-ordinated
approach among ships operating in the
Gulf of Guinea. However, the website
was still under construction in early
October.
The revised industry Guidelines
can be downloaded free of charge
a t w w w. b i m c o . o r g / ~ / m e d i a /
Security/Piracy/Gulf_of_
Guinea/2014-10-01_20_RT_agreed_
GoG_anti-piracy_guidance.ashx
Joint initiative helps boost Somali job prospects
THE Joint Shipping Initiative (JSI) has given US$1.5 million of
additional funds to a United Nations Development Programme
(UNDP) project to improve the lives of Somalis and security for
seafarers. JSI is made up of major shipping companies Shell,
BP, Maersk, Stena and Japanese shipping companies NYK,
MOL and ‘K’ Line.
The UNDP’s Alternative Livelihoods to Piracy in Puntland
and Central Regions of Somalia project aims to reduce
piracy off the coast of East Africa through local economic
development, job creation, training, and business development
grants onshore in one of the world’s poorest countries.
“Development projects that provide an alternative
livelihood to would-be pirates are a vital element of the long
term solution to piracy,” said Dr Grahaeme Henderson, vice
president of Shell Shipping & Maritime, adding that they “have
been very encouraged by progress so far and look forward to
positive results from this new phase of work”.
According to JSI, a lack of jobs and legitimate business
opportunities for young people helps Somali pirate leaders to
attract recruits for attacks on merchant shipping. By offering
alternative livelihood options to the young, said JSI, they and
the UNDP were working to prevent the lure of piracy.
The Somalia country director of the UNDP, George Conway,
added: “Somalia has one of the world’s highest rates of youth
unemployment. Nearly 67 per cent of young people are
unemployed. To reverse this, we work with local authorities
and community groups to identify sustainable solutions – such
as infrastructure projects, livelihood training, or reintegration
projects – and tailor our support to match the need.”
Initiated by Shell in 2013, JSI’s first donation of US$1
million helped expand the market building in Adado – a town
in central Somalia – creating hundreds of jobs for retailers and
better sales options for farmers.
The latest additional funding meets the JSI’s 2012 pledge to
donate a total of US$2.5 million to the UNDP’s development
efforts in Somalia. It will allow them to start work in the towns
of Alula and Bargal, near the tip of the Horn of Africa, and in
Balanbal in central Somalia.
Flag states
‘must act
responsibly’
INTERNATIONAL
Maritime Organization
(IMO) secretary general
Koji Sekimizu has called
on flag states to step up
to their responsibilities
under global regulations.
Speaking at the
International Chamber
of Shipping International
Shipping Conference in
London in September, he
said he was concerned by
the slow progress being
made to implement
crucial Conventions.
He said both the Ballast
Water Management
Convention and the Ship
Recycling Convention
had “been on the
agenda” for too long.
He also said that,
following the Sewol ferry
disaster in South Korea
earlier this year, it was
time to take further
action to improve the
safety of domestic ferries,
and a major conference
on the issue was being
organised. It will take
place in the Philippines in
April 2015.
Drunk
master
jailed
A SCOTTISH court has
jailed a master for four
months after hearing
he had been almost
four times over the
alcohol limit while in
command of the 1,212
gt general cargoship
Frifjord when calling at
Dundee.
The pilot informed
the authorities that
Capt Andrejs Borodins,
was unable to carry
out instructions and
appeared unsteady on
his feet.
He later failed a
breathalyser test.
He said he had
been exhausted from
doing back-to-back
six-hour shifts and that
was why he had been
drinking.
‘Jones Act’
for Europe?
JSI’s US$1.5 million donation will help create onshore jobs for Somalis (Photo: Shell)
Hijacked Vietnam-flagged tanker resurfaces
THE Vietnamese-flag tanker Sunrise 689, with a crew of
18 onboard was hijacked by an armed gang on October 2
soon after leaving Singapore for Quang Tri province in
central Vietnam. She was carrying over 5,000 tonnes of gas
oil.
A week later the vessel was released after about a third of
her cargo as well as personal effects had been stolen.
Two of the crew were reported to have been “slightly
injured” by the pirates.
The Sunrise 689 is owned by Vietnam’s Haiphong Sea
Product Shipbuilding Co. This is the latest in a series of
hijackings of small tankers in South East Asian waters. Vietnam
worked with maritime authorities in Singapore, Malaysia,
Indonesia and the Philippines to locate the ship.
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@FlyingAngelNews
THE general secretary of
seafarers’ union Nautilus
told delegates at its UK
branch conference in
Belfast in September that
Europe needed to look
to the example of the US
Jones Act to protect jobs
on EU shipping routes.
Later, union official Micky
Smyth said the union’s
Fair Ferries Campaign
had been launched to
“address the recruitment,
retention, training and,
indeed, the very survival
of the British officer in
the ferry sector”.
According to the
union, the campaign
seeks to secure
government support for
regulations to secure
decent standards of
employment on ferries
operating services
within Europe, in order
to make sure that
officers and crew are
covered by conditions of
employment which are
on a par with, or superior
to, the countries which
they serve. This would
mean owners could no
longer cut wage bills
by employing seafarers
from outside the EU
at rates agreed by the
International Bargaining
Forum.
Three
strikes and
you’re out
THE Liberia-registered,
9,981 gt containership
Vega Auriga was banned
from Australian ports
for three months from
September when it
was detained by the
Australian Maritime
Safety Agency (AMSA)
for the third time since
July 25 last year.
Problems discovered
included improper
payment of wages,
inadequate living and
working conditions,
and substandard
maintenance.
AMSA general
manager Allan Schwartz
said it was important
that ships entering the
country’s ports met
minimum international
standards, including
those covering crew
welfare.
ICMA
appoints
general
secretary
The Very Revd Richard
Kilgour has been
appointed general
secretary of the
International Christian
Maritime Association.
Presently serving
as Provost of the
Episcopal Cathedral in
Aberdeen, Scotland,
Mr Kilgour brings
combined experience
of a naval career and
a life in ordained
ministry and ecumenical
mission.
He will take up the
post in January 2015.
Mr Kilgour has been
involved in planning
seafarers’ welfare
ministry in Scotland with
The Mission to Seafarers’
Scottish Council, and
The Scottish Episcopal
Church at national
level.
“At a time when
challenges to meet
the welfare needs
of seafarers are
continually increasing,
the ICMA membership
organisations provide
welfare services for
seafarers and fishers at
the point of need across
the world,” said Mr
Kilgour.
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@FlyingAngelNews
nov/dec 14 the sea 3
International programme seeks to better protect seafarers Tankers
through greater collaboration and co-ordination
‘not ready
Human Rights at Sea
initiative takes wing
A
NEW flagship project for Human
Rights at Sea (HRAS) will, if
“modest” funding is secured,
deliver a global online index of missing
seafarers over the next ten years.
HRAS founder David Hammond
said: “This concept has strong support
from the pastoral organisations and
we hope this will be supported in due
course by the entire maritime industry,
governments and international civil
society organisations.”
The HRAS international initiative is
expanding rapidly and now has a new
international head office in London.
In September, the HRAS web platform
and news feed, set up in April this year,
were followed by individuals from 76
countries and HRAS is now represented
by correspondents in 13 states.
The HRAS initiative is now
supported by over 36 international
organisations and is currently running
two international investigations into
the murder of seafarers on the high seas.
Mr Hammond told The Sea: “One
means through which we seek to
promulgate our message and underlying
proposition that human rights apply
at sea as equally as they do on land is
through collaboration with ‘supporting
entities’ on a global basis.”
Meanwhile, HRAS has joined forces
with March on Stress to provide expert
psychological support for personnel in
the maritime industry. The collaboration
will see both organisations working
together in order to help build the
resilience of maritime personnel and
support their psychological wellbeing.
This includes the two organisations
working together to provide a bespoke
package of Trauma Risk Management
(TRiM) for the maritime industry. TRiM
is a peer-support system which seeks to
build resilience by keeping employees
functioning after traumatic events
by providing support and education
for those who require it. By training
practitioners at an operational level
throughout an organisation, TRiM aims
to identify those who are not coping
after potentially traumatising events
and to ensure they are signposted to
professional sources of help.
Professor Neil Greenberg, clinical and
managing director of March on Stress,
said that while “only about three per cent
for ECDIS’
of the UK population are likely to suffer
from Post-Traumatic Stress Disorder
(PTSD), personnel working in highrisk or trauma-exposed organisations
experience much higher rates of PTSD”.
Mr Hammond said that “the HRAS
partnership with March on Stress is
yet another step forward in further
developing the expanding scope of
HRAS support services within the
maritime environment and specifically
for seafarers who have been the victims
of abuse during their employment.
This new service also prepares maritime
businesses in identifying, training for
and dealing with emerging psychological
issues”.
Mr Hammond also said that HRAS
is assisting the UK Home Office in its
anti-slavery Bill campaign and sits on
the ethics committee of Seafish UK and
as such “is involved in investigating
the Thai fishing industry scandal and
subsequent development of best practice
for anti-slavery amongst global fishing
communities”.
An introductory film about HRAS can
be viewed online at www.youtube.
com/watch?v=Vct-BSHxW7I
Little comfort from MOL Comfort report findings
A STUDY by the Japanese
classification society, ClassNK, says
further investigation is needed
to ensure the safety of large
containerships. It was unable to
find out exactly why the 8,100 teu
containership MOL Comfort broke
in half in the Indian Ocean in
June last year. However, ClassNK’s
Investigative Panel on Large
Containers did find that the ship’s
double-bottom structure was less
capable of dealing with lateral
loads than those of similar vessels.
The crew abandoned the vessel
safely and the two parts of the ship
eventually sank in deep water.
The report found that it was
“actually possible that the load
of the vertical bending moment
exceeded the hull girder ultimate
strength at the time of the accident
when the effects of the deviations
of the uncertainty factors were
taken into account, although the
overlap between the strength and
the load was very narrow”.
It concluded: “To prevent
similar fracture accidents, it is
necessary to assess the hull girder
ultimate
strength
in
proper
consideration of the effects of
the lateral loads, and to assess
the buckling strength of stiffened
bottom panels in the middle part
of the loads.”
THE UK Hydrographic
Office (UKHO) has
warned tanker owners
and operators that
they must comply with
new International
Maritime Organization
rules requiring ECDIS
(electronic charts
systems) to be fitted
and operational on
tankers by July 1,
2015.
The majority of
ships in the global
tanker fleet have
yet to adopt ECDIS,
according to data
published by UKHO.
The new rules will
apply to some 8,500
tankers of over 3,000
gross tonnage. With
less than ten months
to go, UKHO says 58
per cent of these ships
do not yet use an
electronic navigational
chart service.
UKHO warned that
owners and operators
of tankers needed a
plan in place to adopt
ECDIS in a “thorough
and diligent manner”.
The chart provider
emphasised that:
“Whether it is the
physical installation
of ECDIS on board,
the delivery of typespecific training
for crew or the
necessary revisions
to bridge policies
and procedures, it
is a considerable
undertaking.”
New steel
offers better
protection
There are still more questions than answers over the containership casualty
IMO approves safe use of gas marine fuel rules
THE
International
Maritime
Organization (IMO) has agreed new
rules to ensure the safe use of gases as
marine fuels.
IMO’s Sub-Committee on Carriage
of Cargoes and Containers has
approved a draft International Code of
Safety for Ships using Gases or other
Low Flashpoint Fuels (IGF Code) as
well as proposed amendments to make
the Code mandatory under the Safety
of Life at Sea (SOLAS) Convention.
According to an IMO statement, the
basic philosophy of the IGF Code is to
provide mandatory provisions for the
arrangement, installation, control and
monitoring of machinery, equipment
and systems using low flashpoint fuels,
such as liquefied natural gas (LNG), to
minimise the risk to the ship, its crew
and the environment.
IMO says the proposed Code
addresses all areas that need special
consideration for the use of low
flashpoint fuels, based on a goalbased approach, with goals and
functional
requirements
specified
for each section forming the basis for
the design, construction and operation
of ships using this type of fuel.
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Big fines for
bad charts
@FlyingAngelNews
The new IGF Code is expected
to apply both to new ships and to
existing ships converting from the use
of conventional oil fuel to the use of
gases or other low flashpoint fuels, on
or after the date of entry into force of
the Code.
The IGF Code would not apply
to cargoships of less than 500 gross
tonnage, but the provisions of the IGF
Code could be applied to such ships
on a voluntary basis.
Governments would have the right
to extend the Code to such small ships
flying their flags, if they chose.
MAJOR Japanese shipowner Mitsui OSK Lines
(MOL) has announced
what it says is the
world’s first use on a
merchant vessel of the
highly ductile steel
plate, Nsafe-Hull.
The new material
has been developed by
Nippon Steel and Sumitomo Metal Corporation, and is being used,
among other things, to
protect areas around
bunker tanks. Plates
made of this new steel
will deform considerably
under pressure or if hit
by an external force,
before cracking.
According to MOL
the highly ductile steel
absorbs side impact
to the hull three times
more effectively than
conventional steel plate,
reducing the risk of
cracks in the hull and
significantly increasing
the safety of the vessel.
Construction of the
new bulker required a
total of about 3,000
tonnes of the special
steel for sections such as
the side plates of cargo
holds and fuel tanks,
where hull strength is
especially critical. The
206,600 dwt ship was
launched on August 2.
THE Chinese second
mate and master
of the Hong Kongflagged bulk carrier Bulk
Ingenuity were fined
A$85,000 and A$40,000
(US$35,000) respectively in July by an Australian court for failing to
carry relevant nautical
charts and publications.
The Great Barrier
Reef and Torres Strait
Vessel Traffic Service
(REEFVTS) detected the
ship sailing outside a
Designated Shipping
Area (DSA) on July 21.
The Australian Maritime
Safety Authority (AMSA)
then carried out a Port
State Control (PSC)
inspection, which identified several deficiencies.
AMSA said the deficiencies were evidence
of the failure of the
ship’s safety management system with
regards to the safety of
navigation. AMSA’s chief
executive officer, Mick
Kinley, said the vessel
had relied on photocopied charts for navigation
and had failed to carry
out proper passage
planning.
Loading
bulkers
safely
THE UK’s Maritime and
Coastguard Agency
(MCA) has re-published guidance on
the safe loading and
unloading of bulk
carriers.
The guidance
implements EU rules
aimed at improving
the safety of bulk carriers calling at terminals
in the EU, by reducing
the risks of excessive
stresses and physical
damage to the ship’s
structure during loading or unloading.
The guidance can
be found at: www.
gov.uk/government/
publications/safeloading-and-unloading-of-bulk-carriers
Enclosed
spaces video
THE offshore industry
body, the International
Marine Contractors
Association, (IMCA) has
reinforced its warnings
on the dangers of enclosed spaces in a new
training DVD.
The video, Working
in Confined Spaces, gives
examples of dangerous
enclosed spaces and
helps seafarers and
offshore workers identify
similar risks.
IMCA says there are
more deaths and injuries
in enclosed spaces than
from any other cause on
board. Available in ten
languages, the video
costs £20 plus VAT and
is available from www.
imca-int.com
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4 the sea nov/dec 15
MICHAEL GREY
NEWS
Shipping cuts Green House Gas emissions
TOTAL Green House Gas (GHG) emissions from
global maritime transport were 20 per cent lower
in 2012 than in 2007, the global shipping industry’s
trade association, the International Chamber of
Shipping (ICS), told the United Nations Climate
Summit in New York in September. GHG emissions
are widely accepted as being a major factor in global
climate change.
The ICS expects emissions to be cut further as
new International Maritime Organization (IMO)
rules come into effect. The ICS secretary general,
Peter Hinchliffe, said: “The shipping industry fully
recognises that governments expect even greater
CO2 efficiency improvements in the future. Given
the very high cost of fuel, which is soon set to
increase by around 50 per cent due to separate new
rules on sulphur, the industry already has every
incentive to deliver this.”
The global shipping industry, which transports
around 90 per cent of all world trade, is thought
to have produced only about 2.2 per cent of the
world’s total GHG emissions, mainly carbon dioxide
(CO2), during 2012 compared with 2.8 per cent in
2007.
The estimates are contained in the latest
comprehensive study of the shipping industry’s
GHG emissions, which was prepared by IMO
for consideration by its Marine Environment
Protection Committee in October.
Mr Hinchliffe said: “The latest IMO study,
which uses satellite tracking, suggests there’s been
a significant reduction in absolute CO2 emissions
from ships due to the introduction of operational
efficiency measures across the whole fleet. This
includes operating at slower speeds, combined
with more fuel efficient designs on board the large
number of new build vessels that have recently
entered the market.”
He added: “The reduction in CO2 per tonne
of cargo carried per kilometre by ships is even
more impressive than the headline IMO figure for
absolute GHG reduction because cargo moved by
sea has continued to grow since 2009.”
The ICS said the shipping industry is committed
to delivering further CO2 emission reductions,
but points out that shipping is already the only
industrial sector to have mandatory global
regulations in place to reduce its CO2 emissions.
The regulations entered into force worldwide in
2013.
Bunkering flowmeters gain ground
Building a
Crew interaction is an increasing
a functional career at sea. Micha
S
OME say it is all about
connectivity, and just as
soon as seafarers have
a hot-line to home through
cheap communications everyone will be falling over themselves to get a job afloat. Others are a little more cautious,
noting that life on board a ship
may not be entirely improved
when the outside world, in
the shape of family problems,
comes crowding aboard.
People in the shipping
industry never stop worrying
about recruitment, where the
next generation of seafarers is
going to come from, and how
the experienced people that
have been trained can be persuaded to stay. They endlessly
debate about the ‘image’ of
the shipping industry and how
the people who use ships can
be encouraged to value them
more.
But just recently, more
people have been talking about
the ‘sea life’ and whether this
is due for some close attention
in order to put rather more
enjoyment into the business.
And why not, if we bear in
mind that for a substantial part
of the year, the seafarer’s home
is the ship and perhaps it
ought to be made rather more
homely?
Sea life should be about
more than working, eating and
sleeping and somehow there
needs to be a social dimension
to it. There have been some
outside observers taking trips
on commercial vessels and
this should be welcomed, even
though the picture they paint
is not one that should make
people in the industry ashore
complacent. The author and
journalist, Rose George, who
voyaged to the east on a large
containership, pictured this
perfectly: she wrote of the tiny,
multinational crew rattling
around in their huge vessel,
with almost no social life
aboard ship at all.
A cadet, who sailed on a
big ship where almost nobody
spoke his own language, said
that being at sea “must be
what it is like in prison” and
found the loneliness unbearable. Others have spoken
about their experience aboard
these multinationally manned
ships as “living in a bubble”,
with no particular friends, no
conversation at the meal table
Mess rooms ar
and much of th
undertaken in a
Off watch, peop
their cabin door
live on their lap
CARLY FIELDS
Legally speakin
Carly Fields speaks with Seafarers’ Ri
curtain on seemingly over-complicated
S
Engine room staff need to be ready for routine flowmeter use (Photo: ExxonMobil)
THE use of flowmeters when
taking bunkers is set to become
a familiar routine for engine
room staff, as the deadline
for the mandatory use of
such equipment in Singapore
came into effect on January
21, 2014.
ExxonMobil Fuels said it
had already delivered more
than one million tonnes of fuel
in Singapore since June 2012
using a Maritime and Port
Authority of Singapore (MPA)
approved mass flowmetering
system.
ExxonMobil said mass
flowmetering saved an
estimated three hours and
up to US$7,000 per delivery.
It added that the majority of
ExxonMobil marine fuel in
Singapore is now delivered via
a mass flowmetering system.
According to ExxonMobil,
the onboard mass flowmetering
system delivers a more efficient,
simplified and accurate refuelling
process for vessel operators.
It said: “Mass flowmetering
is a proven technology that
considerably enhances quantity
transparency.”
Ethane carriers ‘within two years’
AN ETHANE carrier using boiloff gas as fuel could be sailing
within two years according
to a new Lloyd’s Register (LR)
report on the technology
required for very large ethane
carriers (VLECs).
LR says that a new trade in
ethane is emerging as a result
of increased US gas production.
Its report says that, as with
LNG, the cargo can be used
to power an ethane carrier’s
engine but there are specific
risks that must be addressed.
LR
and
engine
manufacturer MAN Diesel
have worked together on an
ethane engine project and
LR has already issued an
‘approval in principle’ for the
ME-GI engine burning ethane.
MAN Diesel will supply the
machinery for the first ship
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late next year, with delivery in
June 2016.
Ethane is isolated on an
industrial scale from LNG
for use by the petrochemical
industry. LR says US ethane
production capability, as a byproduct of total increased US
gas production, is under-used.
It says potential annual US
exports of ethane could be as
high as one million tonnes.
EAFARERS can face any number of difficulties when at sea,
many of which can lead to a
tangle of legal issues that seafarers
may not appreciate or understand.
Sometimes a seafarer can fall at the
first hurdle in that all-important
search for the most appropriate,
and affordable, legal person to
represent them.
Seafarers’ Rights International
(SRI), an organisation launched in
2010, has worked hard to remove
the shroud of mystery around the
legal profession to give seafarers a
chance to address problems related
to contracts, unpaid or underpaid
wages, abandonment, discrimination, personal injuries or deaths
from accidents at work, healthrelated issues, criminal charges,
piracy, and access to shore leave,
among others.
“Seafarers are an invisible workforce,” explains Deirdre Fitzpatrick, SRI’s founder and executive
director. “As mobile workers, they
operate within and across different
national jurisdictions and they are
subject to different laws. In some
cases, there may be doubt as to
what, if any, law is applicable or
enforceable. Generally they are excluded from domestic labour laws.
Yet the nature of their work means
that seafarers are vulnerable to exploitation and mistreatment. They
need expert advice and assistance.”
SRI exists as a research centre,
undertaking research on a variety
of issues that affect seafarers and
using that research to produce a
range of free resources available to
both seafarers and those who support seafarers such as missions, unions, NGOs and others in the field.
SRI’s ultimate aim is to try to assist
the seafarer – primarily by helping
those who help the seafarer. “We
help the people who help you,”
says Ms Fitzpatrick to seafarers. SRI
makes a variety of resources freely
available through the internet,
through printed material, and via a
new Seafarers Rights app available
at m.seafarersrights.org
A key SRI initiative is to provide
help for seafarers looking to consult a lawyer. Seafarers often find
it difficult to source a reputable
lawyer who is knowledgeable about
seafarers’ rights issues, and who is
willing and able to represent them
at a reasonable cost.
To support seafarers in this
regard, SRI has embarked on a project to create a network of lawyers
worldwide who have subscribed
to a Charter of Good Practice for
the Provision of Legal Services to
Seafarers – a set of professional
ethics to bind lawyers working in
any jurisdiction around the world,
taking into account the particular
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nov/dec 15 the sea 5
more social sea life
gly rare occurrence as a lack of a common language takes the fun out of
ael Grey asks whether greater attention should be paid to socialising
re not the social hub they once were
he work being
a solitary state.
ple just shut
rs and, it is said,
ptops, between
sleep and work.
What is going wrong here?
It is surely something to do
with the ridiculously small
numbers that satisfy manning
criteria. Everyone is stretched
to the limit as the economic
situation drives a permanent
cost-saving regime. But it is
also something to do with
the way that many ships are
manned with no real thought
about social cohesion and
the fact that almost everyone on board speaks a different language. All seafarers
are supposed to understand
English – the ‘language of the
sea’ – but understanding is no
guarantee of fluency and if
you spend your days thinking
in one language, you probably won’t want to have long
conversations with a shipmate
who only has a slight idea of
what you are trying to communicate. This leads to that
reluctance to stay long at the
meal table and to chat in the
messroom, and those closed
cabin doors.
Those of a certain age will
recall more generous manning
levels and crews that were
interested in participating in a
bit of social life, even if it was
just a few beers with the opposite number at the end of a
night watch or a game of cards
in the messroom.
It has been suggested that
more effort should be made
by masters to encourage a
more pleasant atmosphere, but
if everyone finds it difficult
even to talk about the football
results among themselves, and
the master is up to his ears
in perpetual paperwork, this
might be asking rather too
much!
Perhaps the problem is all
those personal laptops that
occupy seafarers’ attention,
when they might otherwise
be persuaded into more social
activities, but you probably
can’t ration laptop time in the
same way that you stop five
year olds watching TV.
It is quite a challenge to
know what could be done to
put a bit more fun into seafaring, in such a lean, cheeseparing existence. Some still
manage it through an active
ship’s social club, or through
some useful investment from
the owners in a more comfortable existence.
Perhaps one of the officers
– although it doesn’t have
to be an officer – should be
appointed as the ship’s ‘social
organiser’ to get people out of
their cabins and doing something collectively. But what
happens if nobody wants to
join in?
It is time we started to
think about these things, and
think about some sensible
solutions.
The design of modern ships
does not entirely help: great
towering islands, surrounded
by eight high container stacks
and scarcely a square metre of
deck to walk about on.
You get the impression
that the seafarers and their
accommodation were something of an afterthought, to be
stuck on a bit of the ship that
could not otherwise be used to
generate profits. There is not
even anywhere to sit in the
sun on so many ships, with the
accommodation itself so small
that there is often no spare
berth to ship a trainee. But
that’s another story.
There are clever people out
there who, if they put their
minds to it, could come up
with some ideas that would
lead to a more pleasant life
afloat. Couldn’t they consider
the social dimension and the
dividends in efficiency from a
happier sea life? Would it cost
so much more to have people
aboard who all spoke the same
language? Answers, as they say,
on a postcard.
ng: making sense of the law
ights International’s Deirdre Fitzpatrick about how seafarers can draw back the
legal issues
erns of seafarers. The Charter
que to SRI, and seeks to proreassurance that the seafarer
t will be treated in a certain
Subscribers to the Charter are
ers, professionally licensed to
ise in their respective jurisdic.
The response to the Charter so
as been excellent and over 100
ers from 50 different law firms
s 34 countries worldwide have
mitted to it,” says Ms FitzpatThe list of subscribing lawyers
e accessed via the new SRI
The list is an evolving one and
ng expanded to include other
ers working in other fields that
mpact on seafarers: for examn the field of criminal law, if
arer faces criminal charges in
ourse of his work,” she adds.
RI is also keen to disseminate
nformation on seafarers’ legal
s and has issued a series of
pth country specific online
s on seafarer-related subjects.
thirty national guides are
able on the SRI app and webSubjects include: Using lawMaritime liens for seafarers’
s; Arrest of ships for seafarers’
s; Abandonment of seafarers;
Personal injuries and deaths.
These guides have been written
of direct use to seafarers; no
similar material exists elsewhere,”
says Ms Fitzpatrick, adding that
more guides are under way. SRI also
produces short non-country specific Fact Files on the same subjects,
containing key points of advice
and a checklist on each subject.
One of SRI’s other commitments is to education and training. During 2013, SRI facilitated
intensive work experience in this
area for law students. During 2014,
SRI organised more activities to
promote knowledge in the area
of seafarers’ rights among law
students, welfare workers, union
officials and others who work to
assist seafarers. In June, SRI held
a dedicated seminar on seafarers’
rights that attracted over 70 law
graduates from around the world.
Seafarers facing legal problems
can obtain immediate support and
advice, even when they are at sea
without an internet connection,
through the SRI app. This contains information and advice for
seafarers: on their rights under the
Maritime Labour Convention; on
how to deal with the legal problems most commonly encountered
by seafarers; and on how to find
the right lawyer wherever they are
in the world.
Explains Ms Fitzpatrick: “The
app has been designed to operate
offline so it can be used at those
Many issues that seafarers face can call for legal assistance
times when there is no web connectivity. This means that once
loaded, the information contained
within the app is immediately
available even when the seafarer is
at sea.
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In addition it contains a unique
‘Find a lawyer’ feature which is
not reliant on an internet connection, allowing the seafarer to seek
assistance from anywhere in the
world.”
SRI produces a regular e-newsletter Forward which includes updates about SRI’s research activities
and new material for seafarers.
To subscribe please email legal@
seafarersrights.org with your details.
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6 the sea nov/dec 14
JUSTICE MATTERS  BY DOUGLAS STEVENSON
Young seafarers and how the MLC 2006 affects them
ONE of the greatest challenges for the maritime industry
today is recruiting and retaining talented men and women for
seagoing careers.
Historically, the maritime industry has prepared new
entrants to seagoing careers through cadet and other at-sea
training programmes for young people. The Maritime Labour
Convention 2006 acknowledges the value of employing young
people on ships, but at the same time affords them special
protection.
The Convention strictly prohibits employing anyone
under 16 years of age on a ship (Standard A1.1, paragraph
1), and it requires countries to regulate shipboard work for
seafarers under 18 years of age. The following are MLC 2006
requirements and recommendations for young seafarers.
Night work is prohibited for seafarers under 18. However,
individual countries define night for this purpose. It must be
at least nine hours, starting no later than midnight and ending
no earlier than 0500 hrs. Countries can make exceptions to
this requirement for training purposes, or if it determines, after
consultations with shipowners and unions, that the work will
not be detrimental to a young person’s health and wellbeing.
The kinds of work that countries should consider hazardous
for young persons are recommended in Guideline B4.3.10,
paragraph 2. They include lifting, moving or carrying heavy
loads or objects; entering boilers, tanks or cofferdams; exposure
to harmful noise and vibration levels; operating hoisting and
other power machinery and tools, or acting as signallers to
operators of such equipment; handling mooring or tow lines or
anchoring equipment; rigging; work aloft or on deck in heavy
weather; servicing electrical equipment; exposure to potentially
harmful materials; cleaning catering machinery, and handling
or taking charge of ship’s boats.
Medical certificates for seafarers under 18 years of age
are valid for one year, as compared with certificates for
other seafarers, which are valid for two years (Standard A1.2,
paragraph 7).
Regarding hours of work, the MLC 2006 recommends that
seafarers under 18 years of age work no more than 40 hours per
week and that overtime is limited to work required for safety
reasons. Young seafarers should be provided with sufficient
time for meals, including at least one hour for the main meal of
the day. They should also be given a 15-minute break after two
hours of work. Exceptions, which should be recorded by the
master, can be made for watchstanders and shift workers and
for established training programmes (Guideline B2.3.1).
Under leave recommendation guidelines, seafarers under
the age of 18 serving on foreign-going ships should be allowed
leave after serving at least six months away from home,
provided that the ship will not return home for at least three
months. Repatriation should be provided at no expense to the
seafarer (Guideline B2.4.4, paragraph 1).
A further guideline on repatriation recommends that
young seafarers under 18 years of age should be repatriated at
no expense to themselves, if it becomes apparent that they are
not suited to shipboard life after serving on a ship for at least
four months during their first foreign-going voyage (Guideline
B2.5.2, paragraph 3).
Regarding the position of ship’s cook, no seafarer under the
age of 18 can be employed or work as a ship’s cook under the
MLC 2006 (Standard A3.2, paragraph 8).
Each country must develop preventative laws, regulations
or other measures to promote occupational health and
safety on board ships. The national occupational health and
safety programmes must give special attention to the health
and safety of seafarers under the age of 18 (Standard A4.3,
paragraph 2b).
Lastly, the MLC 2006 also recommends that the
occupational health and safety provisions for seafarers under
the age of 18 include provisions on medical examinations,
restrictions on hazardous work, education and training on
accident prevention and health on board ships, and guidance
on the detrimental effects of substance abuse and HIV/AIDS.
La gente de mar joven y el CTM 2006
UNO de los grandes retos
actuales para el sector
marítimo es contratar y
conservar hombres y mujeres
con talento para carreras
profesionales en el mar.
Tradicionalmente, el
sector marítimo preparaba a
los nuevos candidatos para
carreras profesionales a través
de programas de cadetes y
otros planes formación en
el mar para gente joven. El
Convenio sobre el trabajo
marítimo de 2006 reconoce el
valor de contratar a personas
jóvenes para el trabajo en
buques, pero al mismo tiempo
les brinda una protección
especial.
El Convenio prohíbe
estrictamente contratar a
personas menores de 16 años
para el trabajo en buques
(Norma A1.1, apartado 1), y
exige que los países regulen el
trabajo a bordo de un buque
para la gente de mar menor
de 18 años. A continuación,
se exponen los requisitos y las
recomendaciones del CTM,
2006 para la gente de mar
joven.
Está prohibido el
trabajo nocturno para la
gente de mar menor de 18
años; cada país definirá el
término «noche» para este
fin. Deberá comprender
un período de al menos
nueve horas, contado a más
tardar desde la medianoche
y que no podrá terminar
antes de las cincohoras de
la madrugada. Los países
podrán hacer excepciones en
cuanto a este requisito para
fines de formación, o si se
determina, previa consulta
con armadores y sindicatos,
que el trabajo no perjudicará
la salud ni el bienestar de la
persona joven.
Los tipos de trabajo que
los países deberían considerar
peligrosos para personas
jóvenes se indican en la
Pauta B4.3.10, apartado 2.
Dichos trabajos incluyen
los que implican elevación,
desplazamiento o transporte
de cargas u objetos pesados;
entrada en calderas, tanques
y coferdanes; exposición a
niveles nocivos de ruido y de
vibraciones; manipulación
de dispositivos de izada
y de otras máquinas o
herramientas motrices, o
trabajos como señalero para
los operadores de dicho
equipo; manipulación de las
estachas de amarre o de cabos
de remolque o de equipo
de anclaje; aparejamiento;
trabajo en la arboladura
o en el puente con mar
gruesa; mantenimiento
del equipo eléctrico;
exposición a materiales
potencialmente nocivos;
limpieza de los aparatos de
cocina; y la manipulación
o la responsabilidad de las
lanchas.
Los certificados médicos
de marinos menores de
18 años tienen un periodo
de validez de un año,
en comparación con los
certificados para otros
marinos, que tienen una
validez de dos años (Norma
A1.2, apartado 7).
En cuanto a las horas
de trabajo, el CTM, 2006
recomienda que la gente
de mar menor de 18 años
no trabaje más de 40 horas
semanales y que las horas
extraordinarias se limiten
a trabajo necesario por
razones de seguridad.
También recomienda que los
jóvenes marinos dispongan
de suficiente tiempo para
las comidas, incluyendo
al menos una hora para la
comida principal del día.
Además, deberían disfrutar
de un período de descanso
de 15 minutos después de
cada dos horas de trabajo
ininterrumpido. Se podrán
hacer excepciones —que
deben ser registradas por
el capitán— en el caso de
jóvenes marinos asignados
a turnos de vigilancia o que
trabajen según un sistema
de turnos preestablecido, o
para fines de programas de
formación establecidos (Pauta
B2.3.1).
De acuerdo con las
recomendaciones sobre
vacaciones, los marinos
menores de 18 años que
trabajen en un buque con
destino al extranjero deberían
poder disfrutar de vacaciones
después de haber cumplido al
menos seis meses de servicio
en un buque que no vaya a
volver al país de residencia
de esos marinos en el curso
de los tres meses de viaje
siguientes. Se debería ofrecer
la repatriación a los marinos
sin gastos para ellos (Pauta
B2.4.4, apartado 1).
Otra de las pautas sobre
repatriación recomienda que
los marinos jóvenes menores
de 18 años sean repatriados,
sin gastos para ellos, si resulta
evidente que no son aptos
para la vida en el mar después
de haber prestado servicio
al menos durante cuatro
meses en su primer viaje al
extranjero a bordo de un
buque (Pauta B2.5.2, apartado
3).
En cuanto al puesto de
cocinero en un buque, de
acuerdo con el CTM, 2006, los
marinos menores de 18 años
no podrán ser empleados
ni contratados ni trabajar
como cocineros en un buque
(Norma A3.2, apartado 8).
Cada país debe introducir
leyes de prevención,
reglamentos y otras medidas
para promover la seguridad
y salud laboral a bordo
de buques. Los programas
nacionales de salud y
seguridad laboral deben
prestar especial atención a
la salud y la seguridad de la
gente de mar menor de 18
años (Norma A4.3, apartado
2b).
Por último, el CTM, 2006,
también recomienda que las
disposiciones relativas a la
salud y la seguridad laboral de
la gente de mar menor de 18
años incluyan disposiciones
sobre exámenes médicos,
restricciones en relación
con trabajos peligrosos,
educación y formación para
la prevención de accidentes
y para la salud a bordo de
los buques, y orientación
sobre los efectos nocivos del
consumo excesivo de ciertas
sustancias y sobre el VIH/
SIDA.
Молодые моряки и КТМС 2006 года
Одной из самых больших проблем для морской отрасли на
сегодняшний день является проблема привлечения в нее
талантливых юношей и девушек.
Исторически сложилось, что морская отрасль готовит новые
кадры посредством кадетских и других практических учебных
программ для молодежи. Конвенция о труде в морском судоходстве
2006 года признает значимость привлечения молодых людей к
работе на судах, но в то же время обеспечивает им особую защиту.
Конвенция категорически запрещает занятость лиц моложе
16 лет на корабле (Стандарт A1.1, пункт 1), и требует от странучастниц регламентации судовой работы для моряков в возрасте до
18 лет. Ниже приведены требования и рекомендации КТМС 2006
года для молодых моряков.
Работа в ночное время запрещена для моряков моложе 18 лет;
отдельные страны в этих целях дают определение ночного времени.
Это должно быть, по крайней мере, девять часов, начинающиеся не
позже полуночи и заканчивающиеся не ранее, чем 05:00 часов утра.
Страны-участницы могут делать исключения из этого требования
для учебных целей, или в тех случаях, когда, после консультаций
с судовладельцами и профсоюзами, работа признается не
причиняющей вреда здоровью и благополучию юношей и девушек.
Виды работ, которые следует рассматривать как
представляющие опасность для молодых людей, представлены
в Положении B4.3.10, пункт 2. Они включают в себя подъем,
перемещение или переноску тяжелых грузов или предметов; вход
в котельные отделения, баки или коффердамы; подверженность
воздействию опасных уровней шума и вибрации; работу на
подъемном и другом машинном оборудовании, а также работу
в качестве сигнальщика для операторов такого оборудования;
работу со швартовыми или буксирными тросами, а также с
якорным оборудованием; такелаж; работу на высоте или на
палубе в штормовую погоду; обслуживание электрооборудования;
подверженность воздействию потенциально вредных материалов;
чистку кухонного оборудования; управление или принятие на себя
ответственности за судовые шлюпки.
Медицинские свидетельства для моряков в возрасте до 18 лет
действительны в течение одного года, в отличие от свидетельств
других моряков, являющихся действительными в течение двух лет
(Стандарт A1.2, пункт 7).
В отношении рабочего времени КТМС 2006 года рекомендует
морякам в возрасте до 18 лет работать не более 40 часов в
неделю и ограничивать сверхурочную работу лишь соображениями
безопасности. Молодым морякам должно предоставляться
достаточное время для приема пищи, и не менее одного часа для
основного приема пищи в день. Им также должен предоставляться
15-минутный перерыв после каждых двух часов работы.
Исключения, которые должны быть записаны капитаном, могут
быть сделаны для вахтенных и сменных рабочих, а также для
установленных программ обучения (Руководство В2.3.1).
В соответствии с рекомендациями в отношении отпусков,
моряки в возрасте до 18 лет, служащие на судах заграничного
плавания, должны иметь право на отпуск после, как минимум,
шести месяцев службы вдали от дома, при условии, что судно не
вернется домой в течение минимум трех месяцев. Репатриация
должна осуществляться без каких-либо расходов со стороны моряка
(Руководство B2.4.4, пункт 1).
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Дальнейшее руководство по репатриации рекомендует
репатриацию моряков в возрасте до 18 лет, без каких-либо расходов
с их стороны, в случае очевидности того, что они не подходят для
судовой жизни, после как минимум четырехмесячной службы на
судне в первом заграничном плавании (Руководство B2.5.2 , пункт
3).
В соответствии с положениями КТМС 2006 года позицию
судового повара не могут занимать лица моложе 18 лет (Стандарт
A3.2, пункт 8).
Каждая страна должна разработать превентивные законы,
постановления и другие меры по обеспечению безопасности и
гигиены труда на борту судов. Национальные программы в области
охраны и безопасности труда должны уделять особое внимание
здоровью и безопасности моряков моложе 18 лет (Стандарт А4.3,
пункт 2b).
В завершение, КТМС 2006 года также рекомендует, чтобы
положения по охране здоровья и безопасности моряков в возрасте
до 18 лет включали предписания о прохождении медицинских
осмотров, об ограничениях по опасным работам, о прохождении
обучения в отношении предупреждения несчастных случаев и охране
здоровья на судах, а также руководство по вредным последствиям
злоупотребления запрещенными веществами и ВИЧ/СПИДа.
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nov/dec 14 the sea 7
FOCUS ON FAITH  BY KEN PETERS
Maintain good standards and
nurture right relationships
INSPECTIONS are the norm for seafarers: being examined by
officials is a frequent occurrence for anyone at sea. It may be
the customs official boarding the vessel on arrival at port or
immigration, port health, post state control, classification,
or any number of other inspectors. The list of those wanting
information is seemingly endless.
For the majority of crew and ships this is routine and
something to be expected. More often than not the outcome
of the inspection is a ratification that it is in order, the ship
complies with the applicable standards, the crew is properly
trained and qualified and the ship can continue on the voyage. If something is found to be not up to standard, the crew
are tasked with putting right the deficiency.
In between inspections standards are maintained because
there is a discipline about work routines, attention is paid
to the job and seafarers have pride in operating a safe and
seaworthy ship. It is normal to have a ‘good ship’ because
seafarers are familiar with ‘good’ practices. When there is a
problem it is rectified efficiently and the ship can continue
on course to its destination.
That said, ensuring that the voyage continues safely does
not depend just upon inspections and the examination of
systems. There also need to be the right relationships on
board. Respect for one another, appreciation of each other’s
contribution to the wellbeing of all on board and caring for
each other is the mark of a crew that is truly in harmony.
“Do to others as you would have them do to you” is one of
the more often quoted texts from the Holy Bible. This should
appeal to you as a standard of behaviour that should be
expected and examined.
We should have inspections from time to time, but we
should not be maintaining standards just because we may be
inspected. We need to maintain good standards of behaviour, nurture the right relationships with others and remain
in harmony with God for no other reason than this is what
God wants.
The reason for our ‘good behaviour’ should not be that
we are afraid of failing an inspection; rather it should be
because God has shown us the standards that we should
match up to and what it is just and right to do. We should
continually seek to put this into practice: “Do to others as
you would have them do to you” and in so doing know that
we uphold the very best standards God expects of us.
When you reflect on your own voyage through life can
you say that you care for those around you? Would you behave differently if you were being inspected? Do you maintain God’s standards? If the answer to any of these questions
is no then it is time to seek God’s help.
Mantener un buen nivel y fomentar
relaciones correctas
LAS inspecciones forman parte de la vida de la gente de mar:
someterse a exámenes oficiales es algo habitual para cualquier
persona que trabaje en buques. Puede tratarse de un funcionario
de aduanas que sube al buque cuando llega al puerto o de un
inspector de inmigración, de sanidad portuaria, de control de las
autoridades portuarias, de clasificación o cualquier otro tipo de
inspector. La lista de quienes buscan información es, aparentemente, interminable.
Para la mayoría de las tripulaciones y de los barcos, esto es
algo rutinario y previsible. En la mayoría de los casos, el resultado
de la inspección es una confirmación de que todo está bien, que
el buque cumple con las normas pertinentes, que la tripulación
tiene la formación y cualificaciones adecuadas y que el buque
puede continuar su viaje. Si se encuentra algo que no cumple con
las normas, la tripulación debe encargarse de remediarlo.
En los periodos entre cada inspección, las normas se siguen
cumpliendo porque existe disciplina en cuanto a las rutinas de
trabajo, se presta atención a las labores y los marinos se enorgullecen de estar a cargo de un buque seguro y apto para la navegación. Es normal tener un buque en buenas condiciones porque
los marinos están familiarizados con las buenas prácticas. Si
hay algún problema, se remedia con eficiencia y efectividad y el
buque puede continuar viajando hacia su destino.
Aún así, la seguridad del viaje no depende enteramente de las
inspecciones y el examen de los sistemas. También es necesario
que existan las relaciones adecuadas a bordo. El respeto mutuo,
el agradecimiento por la contribución de cada quien al bienestar
de todos y la preocupación por los demás son la marca de una
tripulación que realmente está en armonía. Una de las frases más
citadas de la Biblia es: «Trata a los demás como te gustaría que te
tratasen a ti». Esto debería ser una actitud habitual, que debería
ser la norma y someterse a examen.
Debemos someternos a inspecciones de vez en cuando, pero
no debemos cumplir siempre las normas solo por la posibilidad
de una inspección. Debemos mantener las buenas normas de
conducta, fomentar las relaciones apropiadas con los demás y
permanecer en armonía con Dios simplemente porque es lo que
Dios quiere.
El motivo de nuestra ‘buena conducta’ no debería ser que
nos preocupe no superar una inspección, sino que Dios nos ha
mostrado las normas que debemos cumplir y lo que es correcto
hacer. Debemos tratar de poner esto en práctica en todo momento: «Trata a los demás como te gustaría que te tratasen a ti» y, al
hacerlo, ser conscientes de que estamos cumpliendo de la mejor
forma con las normas que Dios espera de nosotros.
Al pensar en tu propio viaje por la vida, ¿podrías decir que te
preocupas por quienes te rodean? ¿Te comportarías de un modo
diferente si te estuviesen sometiendo a una inspección? ¿Cumples con las normas de Dios? Si la respuesta a alguna de estas
preguntas es negativa, es el momento de buscar la ayuda de Dios.
Поддержание высоких стандартов и
развивать правильные отношения
Инспекции являются нормой для моряков. Для каждого, кто
выходит в море, проверки должностными лицами – привычное
явление. Вас могут проверять работники таможни, сотрудники
иммиграционной службы, портовой медико-санитарной службы,
инспекции государства порта, или любые другие инспекторы.
Список желающих получить информацию бесконечен.
Для большинства экипажей и судов это рутина, которой
следует ожидать. Чаще всего исходом инспекции является
подписание заключения, что все в порядке, судно отвечает
действующим стандартам, экипаж имеет надлежащую подготовку
и квалификацию, и корабль может продолжать рейс. Если что-то
оказывается не на должном уровне, экипажу предписывается
исправить недостатки.
В период между инспекциями стандарты поддерживаются там,
где существует дисциплина рабочих процессов, работе уделяется
должное внимание, и моряки считают делом чести заботиться о
безопасности судна и его пригодности к мореплаванию. Иметь
«хороший корабль» в порядке вещей, потому что моряки знакомы
с «хорошими» практиками. Возникающие проблемы решаются
быстро и эффективно, позволяя судну продолжать свое плавание.
Тем не менее, благополучное плавание не зависит лишь от
инспекций и проверки работы систем. Необходимым условием
являются также правильные отношения на борту. Уважение
друг к другу, признание вклада каждого члена экипажа в
общее благополучие и забота друг о друге является показателем
гармоничных отношений на борту судна. «Поступайте по
отношению к другим так, как вы хотели бы, чтобы поступали
с вами» – это один из наиболее часто цитируемых текстов из
Библии. Он должен привлекать нас как стандарт поведения,
который следует соблюдать и ожидать от других.
Проведение проверок необходимо время от времени, но мы
не должны поддерживать стандарты только потому, что нас
могут проверить. Мы должны поддерживать хорошие стандарты
поведения, строить правильные отношения с другими людьми и
оставаться в гармонии с Богом лишь по той причине, что этого
желает сам Бог.
Наше «хорошее поведение» не должно проистекать из того,
что мы боимся не пройти проверку. Оно должно основываться
на том, что Бог явил нам стандарты, которым мы должны
соответствовать, и показал, как поступать справедливо и
правильно. Мы должны постоянно стремиться действовать по
принципу: «Поступайте по отношению к другим так, как вы
хотели бы, чтобы поступали с вами» и при этом знать, что мы
придерживаемся тех стандартов, соблюдения которых Бог
ожидает от нас.
Когда вы оглядываетесь назад на пройденный вами жизненный
путь, можете ли вы сказать, что заботитесь о тех, кто вокруг
вас? Вели бы вы себя иначе, если бы вас ожидала проверка?
Поддерживаете ли вы заповеди Бога? Если ответом на любой из
этих вопросов является «нет», то пора искать Божьей помощи.
Life@Sea
A picture is worth a
thousand words.
Take a look at photos
and video clips from
other seafarers on our
website and share yours
to show us what your
life at sea is really like.
www.missiontoseafarers.org/lifeatsea
themissiontoseafarers
@FlyingAngelNews
Photo submitted by Rhannel Alaba
If you have any questions about your rights as a seafarer, or if you want
more information or help, you can contact:
Douglas B Stevenson, Center for Seafarers’ Rights, 118 Export Street, Port Newark, NJ 07114, USA. Tel: +1973 589 5825
Fax: +1973 817 8656 Email: [email protected] or Canon Ken Peters, The Mission to Seafarers, St Michael Paternoster Royal,
College Hill, London EC4R 2RL, UK. Tel: +44 20 7248 5202 Fax: +44 20 7248 4761 Email: [email protected]
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вопросы? замечание? Пишите нам!
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@FlyingAngelNews
8 the sea nov/dec 14
Connection with national ship register prompts shipping line
pledge to aid battle to contain deadly virus in Liberia
MOL donation will aid
fight against Ebola
T
HE major Japanese shipowner,
MOL, has given US$10,000 to help
Liberia cope with the rapid spread
of the Ebola virus.
MOL says it has been building a
relationship with Liberia, where the MOL
Group has registered its ships over the
years. MOL has arranged for the Liberian
ship registry company, LISCR, to allocate
the donation towards much needed
materials and medical equipment, such as
surgical gloves, face masks, soap, chlorine
and antibiotics.
Scott Bergeron, chief executive of the
Liberian registry said: “We appreciate
that our client, one of the world’s most
powerful shipping companies, is donating
resources to the critical situation in Liberia.
LISCR will co-ordinate and airlift the
medical supplies from the United States
to Monrovia, and ensure that all materials
are physically received and transferred to
hospitals as directed by the Ministry of
Health.”
The Ebola outbreak has been increasing
sharply in West Africa. The World Health
Organization (WHO) projects the number
of people infected will reach 20,000 in the
next six to nine months, and is appealing
to the international community for
support totalling US$490 million.
Meanwhile, the Panama Canal
Authority (ACP) is taking measures to
reduce the risk of an Ebola outbreak by
checking any vessel arriving in Canal
waters whose ten previous port calls
includes an Ebola-affected country. If Ebola
is diagnosed, the vessel will be placed in
quarantine.
As reported in the last issue of The
Sea, three global shipping organisations
have issued guidance to their members
on the risks posed to ships’ crews calling
at countries affected by the Ebola virus.
Similar alerts have been issued by P&I
clubs.
The International Chamber
of Shipping (ICS), the International
Maritime Employers’ Council (IMEC)
and the International Transport Workers’
Federation (ITF) urgently advise that on
all such vessels:
l the master should ensure that
the crew are aware of the risks,
how the virus can be spread and how to reduce the risk;
l the International Ship and Port
Facility Security Code (ISPS Code) requirements on ensuring that unauthorised personnel do
not board the vessel should be
strictly enforced throughout the
duration of the vessel being in port;
l the master should give careful consideration to granting any shore leave while in impacted ports;
l the shipowner/operator should avoid making crew changes in the ports of an affected country, and
l after departure the crew should be aware of the symptoms and report
any occurring symptoms immediately to the person in charge of medical care.
More information on the virus is
available from the World Health
Organization at www.who.int/
mediacentre/factsheets/fs103/en
Ship
groundings
hit insurers
SHIP groundings have
overtaken fires, aviation
crashes, earthquakes
and storms as the biggest cause of insurance
losses, according to a
new report covering the
period 2009 to 2013
from business insurer,
Allianz Global Corporate
& Specialty. The Costa
Concordia incident was,
however, largely responsible for pushing up the
cost of ship-grounding
losses.
So far in 2014, 80
per cent of the major reported losses have come
from aviation incidents
or from fires, particularly
in the energy sector.
Bosphorus
Helmsman
blamed
THE Luxembourgflagged general cargoship Bosphorus went
aground at Lytton
Rocks Reach, Brisbane,
Australia, after the
helmsman repeatedly
put the wheel to
starboard instead of,
as ordered, to port.
An Australian
Transport Safety
Bureau report into
the October 29, 2013
incident says that
helm orders and their
application by the
helmsman were not
effectively monitored
by the bridge team.
The bridge watch was
being handed over at
the time and it was
not clear who should
have been checking
the helmsman.
Slight
increase in
crew costs
The shipowner’s contribution will help fight the spread of the deadly disease
The Mission supports injured seafarer
IN July this year, able seaman Mahesh
Kumar was badly injured in a mooring
accident at Port Hedland, Western
Australia. Paramedics were quickly on
the scene and Mahesh was air lifted by
helicopter to hospital. Unfortunately
doctors were unable to save Mahesh’s
lower right leg.
Port Hedland’s Mission to Seafarers
chaplain Garry South was at Mahesh’s
bedside within three hours and also
helped the ship’s master and crew deal
with the incident. Garry spent several
days moving between hospital and ship,
supporting both the 27-year-old seafarer
and the rest of the crew. After the ship
had sailed Garry continued to visit
Mahesh daily until he was repatriated to
India, some ten days later.
While Garry was giving ‘hands-on’
support, senior chaplain Alan Mower
created a support fund for Mahesh via
Facebook. This generated a massive
public response, as well as a very
generous response from local port users
and unions. In just one month the appeal
raised A$43,000.
In September, Alan and Garry
travelled to India to present the proceeds
to Mahesh and his young wife, Sruthy.
As well as the significant amount they
presented to Mahesh, he will also receive
a larger amount as compensation for the
loss of the lower part of his right leg. This
will enable the couple to set up a small
business that should secure their future.
Videotel updates two security courses
TRAINING company Videotel has
expanded and enhanced its Ship Security
Officer and its Designated Security Duties
training courses to meet the latest IMO
Convention on the Standards of Training,
Certification and Watchkeeping (STCW)
regulations.
The firm’s chief executive, Nigel
Cleave, explains: “The ever increasing
threat to maritime security is behind
the decision to enhance our security
training for ship security officers and the
important issue of designated security
duties.
www.missiontoseafarers.org
“The
courses
meet
legislative
requirements but will also help seafarers
feel more confident when dealing with a
security threat.”
The courses include the very latest
anti-piracy measures and advice on best
practices.
www.facebook.com/themissiontoseafarers
OWNERS paid almost
the same to man their
ships in 2013 as in
the previous year. The
international accountant
and shipping consultant, Moore Stephens,
says the firm’s ship-operating costs benchmarking tool, OpCost
2014, indicated a 0.2
per cent overall average
rise in 2013 crew costs
compared with the
2012 figure. The very
small increase reversed
a similar small decline in
2013.
Total annual operating costs in the
shipping industry fell
by an average of 0.3
per cent in 2013. This
compares with the 1.8
per cent average fall in
costs recorded for the
previous year. Moore
Stephens said: “Crew
costs was the only
category this time to
show an increase over
the 12 month period,
@FlyingAngelNews
indicating that shipowners continued to focus
on managing costs
and conserving cash in
2013.”
Arctic
risks still
too great
IF more Arctic shipping
routes are to be used
commercially, more
capable vessels and
expanded support
facilities are needed,
according to the insurance broker and risk
adviser, Marsh.
Marcus Baker,
chairman of the firm’s
Global Marine Practice, said: “Currently,
the majority of ships
and their crews lack
adequate experience,
are unprepared, and
the support facilities
are not yet in place for
full-scale commercial
voyages through the
Northern Sea Route
and the Northwest
Passage.”
He added that, “in
the absence of hard
facts”, it was extremely difficult for marine
insurers to put a price
on insurance for voyages in the Arctic, or
even to cover a voyage
at all.
Fiction
strikes a
chord
SHIP’S master Michael
Lloyd’s latest book,
Convoy Ship, will interest
all those who wonder
how seafarers react
under extreme pressure.
This fictional account,
based on a real World
War Two incident, focuses on the people on
board one of the ships
in a convoy that met
with disaster.
Capt Lloyd makes
full use of his great
knowledge of the sea
and of his experience of
sailing for many years
with the veterans of
the convoys. He brings
to life the desperate
days of the Battle of the
Atlantic in 1941 in a
way that that will strike
a chord with today’s
seafarer.
LNG carrier
rescues
fishermen
THE Mitsui OSK
Lines-operated,
103,022 gt LNG carrier
Senshu Maru spotted
and rescued three
Indonesian fishermen
in the Celebes Sea
off Indonesia on
October 6.
The survivors’ boat
had been hit by a large
wave and sunk. The
Japan-flagged Senshu
Maru then landed the
men in Indonesia.