the sea issue 236

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Issue 236 Jul/Aug 2015

Need forcommonlanguageA REPORT by Germaninvestigators into anaccident involving the13,102 teu MSC Benedettasays bridge teams and pilotsneed to use a commonlanguage at all times.

The ship hit a pier whilecoming alongside inZeebrugge in May last yearafter the pilot misjudged theeffect of the current.

The report says the twopilots on board had usedFlemish when they spoke toeach other or to the assistingtugs but had spoken inEnglish when talking to theship’s crew. This meant themaster had not fullyunderstood what the pilotwas intending to do.

“Slipping back into thenative language is commoneverywhere, resulting in theship’s command often notunderstanding what is beingdiscussed,” the reportwarned.

MoreNigeriancadets in thePhilippines

Liberia isnamed “safestmajor flag”

THE Nigerian MaritimeAdministration and SafetyAgency (NIMASA) says it hasexpanded the scope of itsseafarers’ training pro-gramme in the Philippines.

Over 1,000 Nigerians arecurrently training thereunder the Nigerian SeafarersDevelopment Programme(NSDP), which is intended toaddress the manpowerrequirements in the country’smaritime sector.

THE Liberian Registry hasbeen named as the bestperforming major shipregistry worldwide over thelast three years, a periodduring which it has featuredon all port state control(PSC) White Lists and hasbeen included in the USQualship 21 programme.

The registry hasdeveloped a satellite-basedcompliance assistanceprogramme (CAP) which, itsays, has helped ensureregulatory compliance andprevent detentions in someof the world’s most activePSC areas.

During this sameperiod, the ParisMemorandum ofUnderstanding (MoU)statistics confirm thatLiberia had the lowestdetention rate of all thelarge major flag states.

Mission launches ManilaFamilies Support Network Pioneering welfare project could be extendedto other areas in the Philippines

SEAFARERS’ families inManila now have access toa range of key services

including counselling, advocacy,medical advice, IT support andfinancial guidance through TheMission to Seafarers Philippines’new Families Support Network.If successful, the project may beextended into other areas ofthe major seafarer-supplyingcountry.

This ground-breaking projecthas been driven by the RevdCanon Stephen Miller, theMission’s director of East Asia.He has been instrumental inthe design and developmentof the new service, which isbeing provided in partnershipwith the Iglesia Filipina

Independiente (The IndependentChurch in the Philippines orIFI).

The service was launched inApril, with the appointment oftwo full-time staff, both of whomhave family connections withseafaring. Edna Velasco is a seniorsocial worker while May Joseruns the Mission’s office in Manila.The IFI will provide volunteersupport from local parishes.

Mr Miller said: “This is a veryexciting development for TheMission to Seafarers, as we havenow opened a facility in Manila,which is the central location forthe main seafaring and crewingagencies for the world’s merchantfleet. Although these are earlydays, the project has been

designed to achieve deliverableoutcomes in the short andmedium term with the possibilityof expanding it through thenorthern and southern areas ofthe Philippines.”

He added: “We have partneredwith our friends in the local IFIChurch to ensure that we canprovide real outreach support,which will have positive outcomesfor families. Life at sea continues

to be a real challenge, especiallyfor ratings on low pay and longcontracts away from their lovedones. It will encourage andhearten many seafarers to knowthat there is now a dedicatednetwork to support their familiesback at home.”

The Families Support Network

follows the model of the UK’sCitizens Advice Bureau (CAB),which covers work issues, debtmanagement, relationshipbreakdown, law and rightsdisputes, as well as signpostingeducation.

“We plan to monitor closelythe inquiries we have comingin, and hope to develop thisservice over the next year as theneed arises,” said The Revd Miller.

In addition to the counsellingservices the project may sooninclude a local church-led creditunion for seafarers. This wouldwork on community co-operativeprinciples and one of the primaryaims would be to assist andencourage seafaring families tosave for the future.

Seafarers “happy with life at sea” PRELIMINARY results from a new surveybeing carried out as part of theBIMCO/International Chamber of Shipping(ICS) Manpower Report 2015 suggest thatmost seafarers are content with life atsea.

BIMCO is directly engaging seafarersin order to understand their views onlife at sea and the outlook for the industry’smanpower in the years ahead.

The survey of seafarers is the first ofthe targeted surveys for this year’s report.More than 500 seafarers have alreadyresponded to the survey, representingover 40 nationalities.

Timely wage payments and careerpromotion opportunities were the mostpopular responses when seafarers wereasked about the important factors thatinfluenced their decisions to stay withtheir current employers.

Sixty-six per cent of the seafarers whoresponded estimated that it would takethem less than three months to secureanother job in the industry if they choseto leave their current company.

Higher basic pay and better internetaccess were the most popular responseswhen seafarers were asked to nameimprovements in conditions at sea overthe past two years.

BIMCO says that, having provided

seafarers with an opportunity to provideinsight on seafaring as a career, one ofthe trends that resonated in the responseswas the importance and value of thetraining and skills that come withbeing a maritime professional. To quoteone response: “Life at sea is exciting,challenging and very educational. Theskills that anyone can receive from thisjob cannot be compared to anything elseashore.”

The BIMCO/ICS Manpower Report,which has been published every five yearssince 1990, has traditionally beenbased on two main quantitative datasources from which the current seafarersupply and demand situation isestimated: a questionnaire completed byshipping companies and a questionnairecompleted by national maritimeadministrations.

In addition to those sources, the newManpower Report will also ask for theopinions of a wider number of maritimeprofessionals with knowledge of the ‘sharpend’ of the manpower supply situation,including seafarers, lecturers at maritimeeducation and training institutions,manning agents, maritime unions, andport welfare workers.

Regular surveys have also beenlaunched by the seafarers’ social media

platform, Crewtoo, to monitor seafarers’satisfaction with their lives at sea withreference to the new Crewtoo Seafarers’Happiness Index.

Crewtoo says its first report using itsnew index shows a seafarer satisfactionlevel of 6.42 on a scale of 1 to 10 for keyissues including: general happiness;contact with family; shore leave; wagelevels; food; fitness and health; training;interaction on board; workload, andaccess to welfare facilities.

“It is all well and good to talk aboutseafarers and the realities of life at sea,but until now there has been verylittle confirmation as to how seafarersactually feel about their jobs”, said AnneleyPickles, head of Crewtoo businessdevelopment.

Crewtoo’s first report showed thatthe issues that concerned seafarers themost included the need for onboardinternet access, the risk of stress andfatigue from increasing workloads, andthe lack of shore leave. For example,seafarers mentioned that internet accesson board “makes life at sea easier” anda number of respondents expressed theconcern that “if connectivity does notbecome common on vessels, the industrymight be unable to attract any newseafarers in the future”.

Losartículosen españolaparecenen laspáginas 6 y 7

Статьи нарусском языкеприводятся на стр. 6 и 7

Registered charity in England and Wales: 1123613

The Mission to Seafarers Scotland Limited,Registered charity: SC041938

The Sea

Editor: Carly FieldsNews: David Hughes

The Sea is distributed freeto seafarers throughchaplains and seafarers’centres. You can alsoarrange to receive itregularly at a cost of £3.50or $5 per year (six issues).To find out more, contact:

Laura Hayes, The Sea, The Mission to Seafarers, St Michael PaternosterRoyal, College Hill, London,UK EC4R 2RL

Tel: +44 (0)20 7248 5202

Email: [email protected]

www.missiontoseafarers.org

Founded in 1856, andentirely funded by voluntarydonations, today’s Mission toSeafarers offers emergencyassistance, practical support,and a friendly welcome tocrews in 260 ports aroundthe world. Whether caringfor victims of piracy orproviding a lifeline to thosestranded in foreign ports,we are there for the globe’s1.5 million merchantseafarers of all ranks,nationalities and beliefs.

The Mission toSeafarers

Merchantships “mustrescuemigrants indistress” page 2

Studies point toMaritime LabourConventioninfringementspage 3

Renewedaction onenclosedspace dangers page 8

www.missiontoseafarers.org themissiontoseafarers @FlyingAngelNews

The IFI-MTS Family Network wasofficially inaugurated on 1 May

2 the sea jul/aug 15

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Merchant ships “mustrescue migrants in distress”

RINA scheme aids ro-pax crews

No ‘let out’ clause on legal obligations despite the risk of terrorist infiltration of refugees

AIDS mythslinger

High fire rateon passengerships THE Nordic Association ofMarine Insurers (Cefor) says theincidence of fires on passengerand car/ro-ro vessels stayedhigh in 2014.

Cefor says the mostnotable feature of the oceanhull claims statistics in 2014 wasthe substantially reducednumber of claims in excess ofUS$5 million. This, it noted,was reflected in the total lossfrequency, which was at analmost record low.

The overall claimsfrequency showed someincrease from 2013, but wasstill at a long-term low, with theexception of fires on passengerand car/ro-ro vessels.

THE UK’s Supreme Court hasdecided that oil company andtanker owner BP was wrong torefuse to pay US$260,000 incompensation to the widow ofa seafarer because it decidedthat he had committedsuicide. Chief engineerRenford Braganza disappearedin the middle of the Atlantic inMay 2009 while serving onboard the BP oil tanker BritishUtility.

A company inquirydecided Mr Braganza hadprobably committed suicide,so BP did not need to paycompensation under theterms of Mr Braganza’semployment contract. By athree to two majorityjudgement, the SupremeCourt held that “convincingevidence” was needed if acompany were to decide thatthe “inherent improbability” ofsuicide had taken place.

Charles Boyle, head oflegal services at maritimeunion Nautilus, commented:“This is a sensible andreassuring ruling from theHigh Court and the SupremeCourt, and a good outcomefor Mr Braganza’s widow.”

THE International TransportWorkers’ Federation (ITF) saysa new survey it has carried outhighlights the need forcontinuing work on HIV/AIDSand wellbeing amongseafarers.

In preparation for itsreport, A broader vision ofseafarer wellbeing: survey of ITFmaritime affiliates on HIV/AIDS,health and wellbeing, the ITFquestioned 34 trade unionsand 608 seafarers.

The ITF commented: “Theresults may be surprising.Despite all the work that hasgone into education aboutHIV/AIDS, many myths aboutits transmission remain,including in one laboursupplying country where only17 per cent of respondentsbelieved condoms are effectivein preventing it, and 46 percent believe it can be spread infood and drink.

“Other major findingscame in response to thequestions about generalwellbeing, with many of thosequizzed reporting worriesabout weight, depression andalcohol use.“

THE International Chamber of Shipping (ICS)recently rejected a controversial recommendationthat only commercial ships operating with

security personnel on board should assist in rescuingrefugees at sea.

The recommendation had been made by themaritime security company, ESC Global Security, asconcerns were aired that terrorists could enter Europeunder the guise of refugees crossing the Mediterraneanin small boats. The company’s chief security officer,Ivari Sarapuu, said: “Although merchant ships arebound by the Law of the Sea to rescue those in difficulty,they should exercise caution when taking on refugees,given the overwhelming numbers involved and thepolitical volatility in the countries from which thesepeople have fled.”

Mr Sarapuu, the former head of training for NATOprotection teams and the chief of the vessel protectiondetachment on an EU NAVFOR ATALANTA warshipoperating off the Somali coast, said that commercialvessels operating with minimal crew might not have

the training required to ensure the vessel remainedsecure.

He added: “Ship safety and security must remainthe number one priority. It will be difficult for a smallcrew on board a ferry, tanker or bulk carrier to remainoperationally effective if it has to provide humanitarianaid to hundreds of refugees. A shipboard security team,however, is able to monitor the boarding of the refugees,carry out any identification checks and ensure thattheir actions do not impact on ship operations.”

An ICS spokesperson told The Sea: “The UnitedNations Convention on the Law of the Sea (UNCLOS)and the International Convention for the Safety ofLife at Sea (SOLAS) are quite clear that ships are expectedto rescue persons in distress at sea. There is absolutelyno ‘let out’ clause that would allow a ship to sidestepthat requirement on the grounds that a securitydetachment is not embarked.”

He added: “We do not recommend that all shipstransiting the Mediterranean should carry securitydetachments because the situation is first and foremost

a humanitarian matter. Whilst it has been reportedthat one alleged terrorist did take a passage with mixedmigrants, it is by no means a major consideration.”

The controversy arose as large numbers of refugeescontinued to attempt to cross to Europe, with manydying in the attempt.

While industry bodies rejected the idea of shipsnot rescuing refugees in distress they did call onEuropean States to do much more. After merchantvessels took part in almost 1,000 migrant rescueoperations in the Mediterranean over a period of 16months, the global shipping industry welcomed therecent decision by EU leaders to triple the resourcesof the current Triton rescue operation. However, in astatement, industry organisations noted that OperationTriton remained within the mandate of FRONTEX,the EU border agency, and said that this raisedserious questions about the extent to which theseefforts would fully ensure the immediate preventionof further loss of life, “which should be the absolutepriority”.

ITALY-BASED classification societyRINA has l aunched an a s se tintegrity management schemefor ro-pax ferries that covers firer i sk reduct ion; s ingle- fa i lurerisk assessment; enhanced plannedmaintenance and condit ion-based monitoring, and also foodand bac te r io log ica l r i skmanagement.

The in i t i a t ive a l so cover sspecific training for ro-pax crews,including behavioural trainingin how to avoid and managecrises. The first company to usethe new package is Grimaldi Lines,which wi l l implement themeasures on the 22.5 knot 954-pas senger ro - ro pax ves se lFlorencia.

The package builds on workdone l a s t yea r wi th majorpassenger fleet operators includingCarnival, MSC Cruises and MobyLines to extend an approach tooperations and maintenance basedon r i sk -prevent ion , and theassessment and management ofrisk.

Pirate attacks increase in Q1 2015 A SMALL coastal tanker ishijacked by pirates in SouthEast Asia every two weeks onaverage, a report from theInternational Chamber ofCommerce (ICC) InternationalMaritime Bureau (IMB) hasrevealed. It says that, after asteady drop in global piracyover the last few years, attacksrose 10 per cent in the firstquarter of 2015 comparedwith the same period in 2014.

On the positive side, theIMB Piracy Report shows zeroincidents for Somalia in thefirst quarter of 2015. However,it advises masters tofollow the industry’s bestmanagement practices, asthe threat of Somali piracyhas not been totallyeliminated.

Worldwide, pirates took140 hostages in the first threemonths of 2015, three times

as many as during the sameperiod in 2014. A total of 13seafarers were assaulted andthree injured.

In West Africa, a hotspotfor violent piracy, one manwas killed in the hijackingof a fishing vessel offGhana.

Five crew members werekidnapped by Nigerian piratesin two separate incidents, inaddition to a small product

tanker being reportedhijacked.

South East Asia accountsfor 55 per cent of the world’s54 piracy and armed robberyincidents since the start of2015.

The IMB has recorded 23ship hijackings in this regionsince April 2014, with sixtaking place in the first threemonths of this year. Mostare carried out by armed gangs

targeting small coastal tankersto steal their cargoes of fuel.Five tankers and an offshoretug were hijacked in the firstquarter.

“The frequency of thesehijackings in South East Asiais an increasing cause forconcern. There’s a risk thatthe attacks and violence couldincrease if left unabated,”said IMB director PottengalMukundan.

Libya and Yemen remain danger areas The ports and surroundingwaters of both Libya andYemen are considereddangerous for merchant vesselsdue to civil unrest in the twocountries.

In May the Libya-flaggedproduct tanker Anwaar Afriqya,owned by the Libyan Dawngovernment in Tripoli, was

attacked while loitering inwaters off the Libyan port ofSirte, which is currentlycontrolled by the terroristgroup, ISIS. The rival, Tobruk-based government, whichcarried out the attack, claimedthe tanker was supplyingmunitions to ISIS. However,the National Oil Company

(NOC) said it was bringingfuel to a power station nearSirte, which is under the controlof the Libyan Dawngovernment.

The chief operating officerof the maritime security firm,MAST, Gerry Northwood, said:“Libya remains an extremelyvolatile country with ISIS

gaining more and more controlof areas not under the Tobrukgovernment or the Tripoligovernment. It is very clearthat the Tobruk governmentwill attack any vessel it believesto be delivering munitions orproviding support to any ISIScontrolled areas. Sirte andDerna are the two primary

ISIS areas and should beavoided at all costs.”

Meanwhile heavy fightingcontinues in Yemen, mainlyin the north around theSaudi border and in the southin Aden and Taiz. Militarybases on the outskirts of Sanaaare also being targeted by airstrikes.

Grimaldi’s Florencia will be thefirst to implement the initiative

Compensationjudgement


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Studies point to Maritime LabourConvention infringementsBut Nautilus finds that legislation is still helping to “develop a culture ofco-operation” between port states and ITF inspectors

MARITIME union NautilusInternational says that thefindings of two recent reports

highlight the need to intensify globalefforts to improve seafarers’ workingconditions.

However, the International TransportWorkers’ Federation (ITF) commentedthat while the Maritime LabourConvention 2006 (MLC) had not yet hada dramatic effect on eliminating seafarers’complaints, reports suggested that it washelping to develop a culture of co-operationbetween port states – and occasionallyflag states – and ITF affiliates and inspectors.The ITF said it hoped this would lead toa shift towards compliance over time,

An ITF study found that almost onethird of ships checked by its inspectorsover a one-year time-frame were foundto have problems related to the MLC.Meanwhile, a report from port statecontrol authorities in the Asia-Pacificregion in May, warned that therecontinued to be “considerable room for

improvement” in seafarers’ workingconditions.

The ITF analysis of 9,646 inspectionswas carried out on almost 7,500 shipsbetween 20 August, 2013 and 19 August,2014, when the MLC was in force forthe first 30 ratifying countries. ITFinspectors found that 2,384 vessels, or32 per cent of the total, had MLC-relatedproblems. Almost 42 per cent of thoseconcerned owed wages, or had breachedcontract terms relating to dismissal,repatriation and victimisation.

About 15 per cent of issues reportedrelated to non-compliance withinternational standards. Problems includedsubstandard accommodation, food, safetyequipment and general vessel condition,as well as recruitment and placementissues, seafarer blacklisting, manninglevels, minimum age, medical certificates,training and qualifications.

The ITF noted that some flag statesand port state authorities “have beenbolder or more committed” to MLC

implementation and enforcement thanothers, with Australia and Canada standingout as “shining examples”.

Nautilus also welcomed the UKMaritime & Coastguard Agency’sconfirmation that failure to comply withMLC requirements on recruitment andplacement could result in a detainableoffence.

The ITF noted a move by SpanishPort State Control to require increasesin manning levels to ensure compliancewith MLC work and rest hour rules. Inwhat was seen as another positive move,Gibraltar withheld certification from acompany with a history of delayedpayment of wages.

Meanwhile, the Tokyo MoU annualreport on port state control inspectionswarned that while the number ofsubstandard ships detained in 2014 wasdown by almost 14 per cent from theprevious year, “significant deficiencies”were found in relation to workingconditions.

Sewolmaster’sappealrejected SOUTH Korea’s HighCourt has rejected anappeal by the master ofthe ferry Sewol, against hislife imprisonmentsentence, after ruling thathe was guilty of homicide.

Lee Joon-seok was incommand of the ferrywhen it sank in April 2014with the loss of more than300 lives, mostly children.However, the court didreduce the sentence ofthe Sewol’s chief engineerfrom 30 years in jail to 10.It also agreed to cut theprison terms for 14 othercrew members tobetween 18 months and12 years.

Maritime unionNautilus International’sgeneral secretary, MarkDickinson, said: “Onceagain, a captain has beenmade the scapegoat as aresult of political pressureand mediamisrepresentation.” Headded that pinning theblame on an individualhelped to obscure theunderlying causes of theaccident, includingregulatory failure,overloading and designchanges.

Bridge resource management video

NEAR misses, ‘allisions’ and collisions caused by poor bridgecommunication are costly and preventable, according to theUS-based Maritime Training Services (MTS) and MITAGS-PMI,who have launched a new 30-minute training video producedby Bridge Resource Management (BRM).

The video is designed to help seafarers learn about theterminology, BRM team roles, human factors, and situational

awareness required to implement a proper, accident-reducingBRM programme. It recreates maritime accidents by usingnavigational charts, accident photos, investigation reports,and navigational displays.

A free two-minute version can be viewed at:www.maritimetraining.com/Product/Bridge-Resource-Management

Hazard spotting competition opens SEAFARERS could win US$2,000 in anonline hazard spotting competition whichwill be open until the end of August. Inan initiative to raise awareness of potentialhazards at sea, The Standard Club andthe International Chamber of Shipping(ICS) have joined forces to launch a ‘Spotthe Hazard’ competition open to anyseafarer worldwide.

With US$10,000 of prize money, thecompetition has been designed to helpthose working at sea to identify hazards,and to promote the critical importanceof accident prevention. To enter thecompetition, seafarers need to visitwww.hazard-competition.com andfollow the instructions.

Seafarers entering the competition

will be asked to identify hazards shownon a series of images depicting typicalscenes on board ship and to submit asafety idea relevant to the image thatcan be shared throughout the industry.

In order to ensure that seafarers fromall ship departments and of all ranks canenter the competition, it features fiveseparate images: the bridge, engine room,main-deck, galley and a port terminalscene.

The instructions for entry into thecompetition have been translated intoSpanish, Portuguese, Tagalog, Hindi andMandarin. Seafarers can submit entriesfor as many of the five images as theywish, with the winner for each beingawarded a prize of US$2,000.

There are ten hazards in each of thefive images and to be chosen as a winnerentrants must spot all ten hazards correctlyand submit the best safety idea for thedepartment featured in that image. Thewinner will be decided by the judgingpanel, which will consist of The StandardClub, ICS and an independent third party.

ICS secretary general Peter Hinchliffesaid: “ICS is committed to the promotionof an effective safety culture throughoutthe global shipping industry. We thereforewant to help seafarers understand therelationship between unsafe acts andserious incidents. Our goal in launchingthis new competition is to encourage allseafarers to think about safety as a matterof course during their everyday duties.”

Training film aims to reduceaccidents caused by poor

bridge communication

Trainingguidance onECDISTHE UK’s Maritime andCoastguard Agency (MCA)has issued guidance onwhat training is requiredfor masters and deckofficers of UK-registeredvessels where an electronicchart display andinformation system (ECDIS)is being used as theprimary means ofnavigation.

It says the training mustrelate to the make andmodel of the equipmentfitted on board the ship onwhich they are working.

New navsystem trialled Ship managementcompany Euro Ship Serviceshas installed eLoran as aback-up to GPS for itsvessels operating off thecoast of the UK.

Last year the GeneralLighthouse Authorities ofthe UK and Ireland (GLAs)announced the roll-out ofeLoran stations to bolsternavigational safety at sevenof the UK’s busiest ports:Dover, Harwich, Thames,Humber, Middlesbrough,Firth of Forth, andAberdeen.

eLoran technology isbased on long wave radiosignals and is independentof, and complementary to,GPS. Full operationalcapability covering all majorUK ports is expected by2019 and other countriesare looking to set up eLorannetworks.

Bulk carrierofficers killed TWO Chinese officers ofthe Liberia-flagged bulkcarrier Qing May werekilled and another seriouslyinjured in a violentincident while the ship wasoff Zamboanga, thePhilippines, on passagefrom Australia to China inApril. Philippine policeboarded the vessel and theinjured man was taken tohospital.

Avoidingrocks anddocks MUTUAL marine liabilityinsurer North P&I Club haspublished a new guide tohelp ships’ bridge teamsavoid the mistakes thatlead to hitting rocks, docksand other fixed or floatingobjects (FFOs).

The new guide isdesigned to bring to theattention of bridge teamsthe key contributoryfactors of groundings andFFO incidents and toencourage them to thinkabout and discuss how tocut risks by following goodpractice.

It focuses on theimportance of: planningand monitoring a voyage;navigating with a pilot onboard; bridge teamcommunications;situational awareness;fatigue; speed and angleof approach, and weatherconditions. Real-life casestudies are included toprovide examples of poorpractice and a startingpoint for wide-rangingdiscussions.

North says that, in the2013/14 policy year, theclub had its two largestclaims ever. One involvedthe grounding of the bulkcarrier Smart in SouthAfrica in August 2013,while the other resultedfrom the tanker Wu Yi Sancoming into contact withan oil terminal in SouthKorea in January 2014.Potential liabilities for thetwo claims are estimatedto be over US$100 million.

Drunk bulkermaster finedTHE master of the 37,000dwt bulk carrier AfricanHarrier has been finedNZ$3,000 (US$2,145)after being caught almostfive times over the alcohollimit when the ship wasabout to leave Tauranga,New Zealand in March.The alarm was raised bythe pilot, who contactedMaritime New Zealand,who in turn contacted thepolice.

The vessel’s operator,MUR (Shipping), dismissedParmod Kumar forbreaching the Standardsof Training, Certificationand WatchkeepingConvention, and thecompany’s own drug andalcohol abuse policy.

Taking the 4 the sea jul/aug 15





NEWS MICHAEL GREY

CARLY FIELDS

IMO domestic ferry safety bid RESPONDING to increasingconcern over domestic passengerferries sinking with heavyloss of life, in particular lastyear’s South Korean Sewol disaster,the International MaritimeOrganization (IMO) held a specialconference in Manila, thePhilippines, in April.

The Conference on theEnhancement of Safety of ShipsCarrying Passengers on Non-International Voyages adoptedguidelines on assessing if a shipis fit for purpose in its intendedrole.

The Manila Statementadopted by the conferenceacknowledges “the urgent need

to enhance the safety of shipscarrying passengers on non-international voyages in certainparts of the world and urgesstates to review andupdate national regulations inrelation to their passenger ferriesand to apply the guidelines, inorder to address the continuingunacceptable loss of life anddamage to the environment andproperty due to marine casualtiesand incidents involving suchvessels”.

Speaking at the closingsession of the conference IMOSecretary-General Koji Sekimizusaid that domestic ferryoperations

played a crucial role in themovement of people and goods,and sometimes representedthe only possible and/orreasonably affordable means oftransport.

Tragically, the issue ofdomestic shipping safety washighlighted soon after the IMOconference by the capsize of theChinese river cruise vessel EasternStar on 1 June in the Yangtze,with the loss of 545 people.There were only 12 survivors,including the master and chiefengineer who were immediatelyarrested. The disaster, during astorm, was China's worst since1948.

Panama Canal achieves milestone THE massive Panama Expansionproject passed a key milestone inMarch, with the installation ofthe sixteenth and final gate forthe new locks on the Pacific sideof the Canal.

The final gate is one of the

heaviest and weighs 4,232 tons,is 57.6 metres wide, 10 metreslong and 33 metres high. Theinstallation of all eight gates onthe Atlantic side of the PanamaCanal has also now beencompleted.

Canal administrator JorgeQuijano said: “Once finished, theexpanded waterway will providenew possibilities for world maritimetrade and further position theCanal as a reliable route to theindustry.”

Seafarers told no fishing!FISHING for the galley appearsset to be a thing of the past.Shipowners have been warnedthey could face legal action forbreaching the United Kingdom’sFood Act by not exercising duediligence, if they fail to stop theircrews fishing.

Allowing seafarers to eat fishthey have caught off the side oftheir ship is a sure way for thecrew to contract food poisoningand it can take a whole ship out,according to Henry Anderson,consultant chef and founder ofMarine Catering Services.

In a Marine Catering Servicesstatement, the expert on foodquality and catering standards onboard ship responded to certainmedia reports that 14 crew froma Japanese bulker in Canada werehospitalised after they contracted

ciguatera fish poisoning, whichis caused by eating tropical fishthat have consumed toxin-producing algae.

Ciguatera poisoning is causedby eating certain reef fish whoseflesh is contaminated with toxinsoriginally produced by smallmarine organisms calleddinoflagellates, which live intropical and subtropical waters.The organisms stick to coral, algaeand seaweed, where they are eatenby small fish, which in turn areeaten by bigger ones. The toxinsmove up the food chain and buildup in the bodies of larger fish.From time to time dinoflagellatesoccur in such great numbers thatthey turn the sea reddish brown,causing so called ‘red tides’.

“When I am on board vessels,training the crew on menu

preparation and food hygiene, Igive clear instructions to all crewmembers not to go fishing forfresh fish when ships are at anchoras you don’t know if the fish hasbeen caught in red tides. Nor areyou able to detect whether anycaught fish have toxins withintheir system, as that can onlybe obtained by laboratoryexamination of the product,” saidMr Anderson.

He added that: “shipownersand managers should buy theirfish products from reputablesuppliers as this proves traceabilityof the product purchased andcomplies with due diligenceprocedures should anyone shouldbecome sick. This is also backedup by written food temperaturecontrols in which any meal canbe traced back to the menu.”

As our global motorways, highwattention back to the potential o

TAKE a look at themotorways and main roadsin most industrial

countries. Night and day theyare crowded, with a substantialamount of long-haul truck traffic.Whether you are considering thenorth-south European links, theeast-west trunk highways of thenorth coasts of the Mediterraneanor the huge interstate highwaysof countries like the US or Australia,they will be bunged up with trucks24/7. In a small overcrowdedisland like Great Britain, thegrinding flow of traffic just neverstops.

But in all these places, if youdodge the traffic and get to thecoast, you will be looking at alargely empty sea, with all theroom in the world for some ofthat freight to be diverted. Itwasn’t always like that. Go backa century and the most convenientway to carry freight was by sea,or barges, using the coastal andinland waterways much as weuse the roads today.

Could we not reverse the clockin this process and put in placepolicies that might give moreencouragement to coastal andshort sea shipping, and in doing

so free the overcrowded roadsfrom some of the sheer weightof freight transport? It is whatthe EU’s European Motorways of

the Sea schemeto do, providinstart-up funds tservices up

Mega ships bTT Club’s Peregrine Storrs-Focontainership sizes has pushed b

IT’S a race with no end in sightand too many runners: thesprint to order ever-larger

containerships continues atbreakneck speed bringing with itincreased safety concerns forseafarers and stevedores.

With ships more than doublingin size since the start of themillennium, legislators have turnedtheir focus onto the handling andstowage side in a bid to improvethe safety of all those involved,including seafarers.

Misdeclared and underdeclaredcontainers weights have been alongstanding safety concern fordockers and seafarers. Indeed, falsedeclarations on weights have beencited as a cause for some highprofile shipping disasters, such asthe grounding of the MSC Napoliin the English Channel. In its reporton the accident, Britain’s MarineAccident Investigation Branch(MAIB) pointed out that there weresignificant discrepancies betweenthe declared and actual weight ofthe 660 deck-stowed containers.The implications of this on seafarersafety are clear and the InternationalMaritime Organization (IMO) hasnow taken important steps tomitigate the threats.

“The IMO has acted oncontainer weights, amending theSafety of Life at Sea Convention(SOLAS) to require verification,”TT Club risk managementdirector Peregrine Storrs-Fox tellsThe Sea. “This is a significant moveto improve safety and cargointegrity. The SOLAS verificationof gross mass for containers (whichwill become mandatory inJuly 2016) will undoubtedly, ifadequately and consistentlyimplemented, bring aboutsome improvements in theincident rate through the supplychain.”

From 1 July 2016, it will bemandatory to weigh loadedcontainers before they aretransported by sea. From that date,loaded containers must not betaken on board a ship until theirweight has been determined. Thisso-called ‘verified weight’ can beestablished in two ways: throughweighing the loaded container atan approved weighing station orweighing the individual items inthe container and adding that tothe container’s net weight.

The move could reduce thelikelihood of container stack collapseand containers falling over board,

as well as help topresented by ov

“Now,” says larger container commonplaceturn attentionsecuring.”

Here, theOrganization fohas been tasked the strength of itcastings, twistlequipment amid‘racking and staof containers costresses. In onAustralian Transpreport on a fatalthe Vega Gotlanoperations in 2“gross overstresled to its compl

“Innovation, of containers hasmoving on fromto semi-automatautomatic (FATMr Storrs-Fox. “of such technolois to help imoperation and of the dangeropeople, machineheavy steel con






‘road’ less travelledways and interstates get increasingly clogged up, we should turn ourof short sea and coastal trade, says Michael Grey

e has been tryingng the necessaryto get freight ferry

and running,

persuading the previous users ofthe roads that the ship offers afeasible alternative. Several of theschemes, mostly in the

Mediterranean, have beensuccessful and operate withoutsubsidy and there are efforts beingmade to encourage more.

There is no getting away fromthe fact that road haulage is socheap and convenient that mostof its users, conditioned by forceof long habit, don’t think twiceabout booking their next lorryload. The only factor that mightmake them change their mind isif the roads become so bungedup by excessive traffic that it endsup in a gridlock, when theymight then contemplatealternative means of moving theirgoods. It is called ‘diversion bycoercion’ and it is not exactly arational way of producing transportpolicies.

Those who are advocatinggreater use of those empty seaspoint to the fact that when policiesare being considered, nobodyever factors in the costs of delayscaused by queuing trucks, or thecosts of wear and tear to thehighways, nor the cost of theterrible accidents in which heavyvehicles are involved.

They also point to the lack ofa ‘level playing field’ betweenroad haulage and sea transport,which manifests itself in so manydifferent ways. A port, for instance,derives all its revenues from theships which use it, whereas the

trucks come and go for free. InEurope, trucks freely cross bordersbetween countries without amoment’s delay, all the bordercustoms posts having been takenaway years ago with the arrivalof the open market.

By contrast, every time a shiptravels from one EU state toanother, agents and customs andall the paraphernalia of declarationsand clearances kicks in, occasioningcosts and delay. Why can’t a shipbe treated like an oversize lorry?The bureaucrats have been talkingabout it for years, but with nopositive results.

The ship gave way to the truckbecause the latter was cheaperand faster. But marine technologyhas advanced tremendously sincethen and is in a good place tomount a new challenge. We havehigh speed cargo handlingtechnology that could be a partof every port, given the business.We have containerships and ro-ro vessels that are state of the art,fast, economic and capable ofcarrying pretty well any sort ofload.

Even with coastal bulk wehave ships that can load anddischarge their own cargo in hours,

rather than days and could, at astroke, take thousands of largetrucks off the roads. There areshort sea tankers and gas carriersthat really are quiet, clean andhugely efficient in moving bulkliquids around the coasts. Andin most of these countries wherethe roads are congested and theseas empty, there are ports availablethat could take on the business,ports which could host moredistribution warehouses and greaterstockpiles of goods brought in bysea.

Moreover, the ship, in an erawhen we are getting more andmore excited about the environ-ment, is being constantly improvedto be more sustainable, withreduced emissions and with lessimpact upon our world.

It all makes such a lot of sense,so why aren’t policies being devisedthat might encourage more shortsea and coastal freight? Caution,vested interests and powerfullobbies all play a role in this, alongwith the inertia that tends to resistchange. Meanwhile, as road freightslows because of congestion, thereis a message that needs to berepeated, encouraging people tolook at that empty sea.

bring mega safety concernsox explains to Carly Fields why the drive to continually increasebox handling safety considerations to the foreo avoid the dangersverloaded ships. Mr Storrs-Fox, “astonnage becomes

e, it is time ton to lashing and

Internationalor Standardizationby IMO to address

tems such as cornerocks and lashing

d concerns that theacking’ capability

ould lead to unduene example, theport Safety Bureau’sl incident onboardnd during loading2010 found thatss” on a twistlocklete failure.since the inceptions been continuous,

m manual twistlockstic (SATL) and fully

TL) versions,” says“The main thrust

ogical developmentmprove speed of

remove elementsus interaction of

ery and unforgivingntainers.

“However, there is someevidence that the FATL concept isnot coping with the dynamicmotion and vibration that can beexperienced at sea, especially inheavy weather.”

The problem has become moreapparent with the drive for ever-larger containerships. Today’s 19,000teu giants amplify issues in stackingand securing containers, somethingthat raises concerns for insurers.

As yet, no international portshave invested in automatic twistlockplatforms, although the technologyis now there to undertake thisoperation automatically.

“With regards to the incidenceof bodily injury, what remains tobe addressed is whether SATLs orFATLs are handled on the quaysideor, as the manual twistlocks are,on board the ship,” says Mr Storrs-Fox.

“Lashing rods, however, canonly be handled on board and theneed to stack higher means thereis pressure on increasing the sizeof the already very long and heavyrods – which have been instrumentalin a number of serious accidentsand injuries.”

Seafarer and docker containerhandling safety is not restricted to

outside securing; the packing ofthe box itself also plays a role. Themulti-modality of the containersupply chain has inadvertentlyfostered an attitude of ‘out of sight,out of mind’. After the originalpackers of the container seal thedoors, they spare little if any thoughtfor the onward journey or on howtheir packing errors might affectsafety further down the chain.

A joint publication from IMO,International Labour Organization(ILO) and United Nations EconomicCommission for Europe (UNECE)has attempted to tackle this issue.Its Code of Practice for Packing ofCargo Transport Units (CTUs) –known as the CTU Code – coverssafe working environments;conditions of securing equipment;selection of cargo-appropriate CTUs;proper loading; and the use ofcargo-appropriate securing orprotection equipment, among otherthings.

The CTU Code applies totransport operations throughoutthe entire intermodal transportchain and provides guidance notonly to those responsible for packingand securing cargo, but also tothose who receive and unpack suchunits.

Commenting on the Code,Matthew Gore, senior associateat Holman Fenwick Willan, said:“The CTU Code will enhance thesafety of not only employees whocome into direct contact with CTU

but also the safety of the cargothat is transported within them.

“These measures shouldpromote more responsibleoperating and facilitate saferenvironments throughout the

maritime supply chain. This willhave the positive effect ofenhancing the economic efficiencyof trade as the percentage of cargothat is damaged should dropsignificantly.”

Container handling operations present inherent dangers to seafarers

Fast and efficient modern ro-ro ships present an attractive alternative to trucks on congested roads

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Financial rewards of saving property at seaONE of the oldest maritime customs is the moral obligation forseafarers to go to the aid of persons in peril at sea. Indeed, this ancientcustom has become a legal requirement in today’s maritime law.

International conventions and national laws now require seafarersto go to the aid of persons in danger of being lost at sea, so far as theycan do so without serious danger to their own vessels, shipmates orpassengers. Today’s conventions and laws also call for criminal penaltiesfor those who fail to render assistance to persons at sea when required.

Customary maritime law provides no financial reward for rescuingpersons; saving lives at sea has been considered a humanitarian dutyfor which rescuers should expect no financial reward. Customarymaritime law does, however, provide financial rewards for savingproperty at sea.

While maritime law requires seafarers to rescue lives at sea, thereis no such duty to rescue property at sea. For centuries, maritime lawhas motivated seafarers to try to save property in peril at sea byproviding them generous compensation for successfully saving theproperty. This right, called ‘salvage’, does not exist on land.

Under the law of salvage, volunteers have a right to claimcompensation from the owner of the property that they saved from

loss at sea. Salvage law was developed to encourage seafarers to quicklytry to save endangered property from destruction at sea and, throughthe provision of generous compensation, to discourage them fromstealing the property.

The customary maritime law requirements for a valid salvageclaim are:

l The vessel, cargo, or other maritime property must be in danger of being lost, destroyed, or damaged at sea.

l A volunteer who is not required by an existing duty or contract to save or protect the property must perform the salvage.

l The service provided by the volunteer must be successful in whole or in part, or be shown to have contributed to the success.

Many kinds of services can qualify for a salvage award so long asall three of the requirements for salvage are satisfied.

Some examples of salvage services include helping a vessel indistress, providing crewmembers for a vessel to enable it to navigate,giving navigation or ship handling advice, recapturing property frompirates, extinguishing a fire on a vessel, and supplying a vessel withstores.

The compensation for salvage is called an award or reward. Theaward is not intended to pay for the reasonable value of the servicesprovided. Rather, the compensation is intended to be a reward forperilous services and to induce seafarers to go out of their way, facingpossible danger, to save property at sea.

Maritime courts determine the reward based on the circumstancesof the particular salvage including such factors as the salvors’ labour,salvors’ skill and energy, the value of the property used for salvageand the danger to which it was exposed, the risks faced by the salvors,the value of the property saved, and the degree of danger to whichthe property was exposed.

Customary maritime law provided a reward only when property,not lives, were saved. In cases where one group of seafarers savedonly persons from a ship in distress and another group of seafarerssaved the ship and cargo, only those who saved the property wouldget a reward and those who saved lives would get nothing. Fortunately,international conventions, national laws, and court decisions havechanged this harsh rule. In today’s maritime law, seafarers who savelives at sea can expect to share salvage awards with those whosave property.

JUSTICE MATTERS n BY DOUGLAS STEVENSON

Recompensas financieras porsalvar bienes en el marUNA de las costumbres marítimasmás antiguas es la obligación quetienen los marineros de acudir alrescate de personas que seencuentren en peligro en el mar.De hecho, esta antigua tradiciónha pasado a ser un requerimientolegal en la legislación marítimaactual.

Las convencionesinternacionales y las leyes nacionalesahora exigen que los marinerosacudan al rescate de cualquierpersona en peligro de perderse enel mar, siempre y cuanto no ponganen peligro sus propias embarcaciones,compañeros o pasajeros. Lasconvenciones y leyes actualestambién prevén sanciones penalespara cualquier marinero que noles preste ayuda a personas en elmar cuando la necesiten.

La legislación consuetudinariamarítima no prevé recompensafinanciera alguna por el rescate depersonas: salvar vidas en el mar seha considerado como un deberhumanitario por el que los marinerosno deben esperar ningunacompensación económica. Lalegislación consuetudinaria marítimaprevé, no obstante, recompensasfinancieras por salvar bienes en elmar.

Aunque le legislación marítima

exige que los marineros salvenvidas en el mar, no hay exigenciade salvar bienes en él. Desde hacesiglos, la legislación marítima hafomentado que los marineros tratende salvar bienes en peligrorecompensándoles con unacompensación generosa cuandoconsiguen hacerlo. Este derecho,conocido como «rescate», no existeen tierra.

En virtud de la ley de rescate,los voluntarios tienen derecho areclamarle una compensación aldueño de cualquier bien que sesalve en el mar. La ley de rescatefue desarrollada para animar a losmarineros a tratar de rescatar conrapidez cualquier bien susceptiblede perderse en el mar. Asimismo,mediante la fijación de unacompensación generosa, se pretendíadesincentivar así los robos.

Los requisitos legales recogidosen la legislación consuetudinariamarítima para una reclamación decompensación por rescate de bienesson:

l Que una embarcación, buque de carga o cualquier otro bien marítimo esté en riesgo de perderse, destruirse o dañarse en el mar.

l Que será un voluntario que no haya sido requerido por

una obligación existente o contrato para salvar o proteger el bien en cuestión el que realizará el rescate.

l Que el servicio prestado por el voluntario resulte exitoso total o parcialmente, o que quede demostrado que haya contribuido al éxito del rescate.

Muchos tipos de serviciospueden ser candidatos a unacompensación por rescate, siemprey cuando se cumplan estos tresrequisitos mencionados.

Algunos ejemplos de serviciosde rescate incluyen ayudar a lasembarcaciones con problemas,prestarles miembros de la tripulaciónpara que puedan navegar, guiarlaso asesorarlas en su manejo, recuperarbienes robados por piratas, extinguirfuegos en embarcaciones ysuministrarles provisiones cuandosea necesario.

La compensación por rescatese denomina premio o recompensa.No tiene la finalidad de pagar porel valor razonable de los serviciosprestados. Se trata, más bien, derecompensar unos serviciosarriesgados y de propiciar que losmarineros se desvíen de su camino,enfrentándose a un peligro potencial,para salvar bienes en el mar.

Los tribunales marítimosdeterminan la recompensa enfunción de las circunstancias delsalvamento en particular, incluyendofactores tales como el trabajo, lashabilidades o la energía de losmarineros que acuden al rescate.Asimismo, considerarán tambiénel valor del bien usado para elrescate, el peligro al que este sehaya expuesto, los riesgos quehayan asumido los marineros, elvalor del bien rescatado y el gradode peligro al que el bien haya estadoexpuesto.

La legislación consuetudinariamarítima prevé una recompensacuando se salvan bienes, pero nocuando se salvan vidas.

En aquellos casos en los queun grupo de marineros salven soloa personas en un barco en peligroy otro haga lo propio con el barcoy la mercancía, solo estos últimosrecibirán una compensación, encontraposición con los primeros.Por suerte, las convencionesinternacionales, las leyes nacionalesy las decisiones judiciales hancambiado esta dura regla. En lalegislación marítima actual, losmarineros que salven vidas en elmar pueden contar con compartirlas compensaciones de rescate conaquellos que salven bienes.

Финансовые выгоды спасения имущества в мореОдной из старейших морских традиций является моральное обязательствоморяков прийти на помощь тем, кто терпит бедствие в море. Всовременных условиях этот древний закон обрел форму законодательноготребования.

Согласно международным конвенциям и национальномузаконодательству, моряки обязаны прийти на помощь тем, комугрозит опасность в море, если это не связано с серьезным рискомдля их собственных судов, других моряков или пассажиров. Кромеэтого, современные конвенции и законы содержат положения обуголовном наказании для тех, кто отказывает в помощи лицам,терпящим бедствие в море.

Обычное морское право не предусматривает финансовоговознаграждения за спасение людей: спасение жизни в море считаетсядолгом каждого человека без извлечения какой-либо материальнойвыгоды. Однако обычное морское право содержит положения офинансовом вознаграждении за спасение имущества на море.

При этом, хотя морское право и требует от моряков спасенияутопающих, оно не обязывает их спасать имущество. Много вековстимулом к спасению имущества терпящих бедствие судов было дляморяков положение морского права, предусматривающее для нихза это щедрое вознаграждение. На суше такого права спасения(salvage) не существует.

По закону о спасении спасатели-добровольцы вправе требоватькомпенсации от владельца имущества, спасенного ими в море. Закон

о спасении был разработан для того, чтобы стимулировать моряковк принятию оперативных мер по спасению имущества, подвергнувшегосяриску на море, от разрушения, а также чтобы отвести их отидеи кражи этого имущества за счет предоставления щедройкомпенсации.

Обычное морское право содержит следующие критерии законноготребования о выплате вознаграждения за спасение.

l Судно, груз или иное морское имущество должны находиться под угрозой потери, разрушения или повреждения на море.

l Спасение должен выполнить доброволец, чьи текущие обязанности или контракт не предусматривают действий по спасению или защите имущества.

l Действия добровольца должны быть полностью или частично успешными, либо он должен доказать, что внес свой вклад в успешное спасение.

На получение вознаграждения можно рассчитывать, совершивсамые разнообразные действия по спасению, однако три перечисленныхкритерия должны быть соблюдены.

Действия по спасению могут включать в себя оказание помощисудну, терпящему бедствие, предоставление экипажу другого суднадля выхода из зоны бедствия, обеспечение навигации иликонсультирование по управлению судном, конфискация имуществау пиратов, ликвидация пожара на судне и поставка на судно предметовснабжения.

Компенсация за спасение называется наградой или вознаграждением.Ее сумма не должна рассматриваться в качестве оплаты действийпо спасению. Вместо этого компенсация призвана выполнять рольвознаграждения за такие действия и стимула, который побуждаетморяков отклоняться от своего курса и подвергаться риску дляспасения чужого имущества на море.

Размер вознаграждения определяется морскими судами исходяиз обстоятельств конкретного акта спасения с учетом таких факторовкак приложенные спасателями усилия, их навыки и степеньактивности, ценность имущества, использованного для спасения, иуровень риска, которому оно подвергалось, а также риски дляспасателей, ценность спасенного имущества и степень опасности,которому подвергалось спасенное имущество

Прежнее морское право предусматривало вознаграждение толькоза спасение имущества, но не жизни людей.

В тех случаях, когда группа моряков спасала с терпящегобедствие судна только людей, а другая группа спасала само суднои его груз, вознаграждение получала только группа, спасшаяимущество, а те, кто спас людей, не получали ничего. К счастью,благодаря принятию международных конвенций, национальныхзаконов и судебных решений это жестокое правило было изменено.В соответствии с современным морским правом, моряки, спасающиежизни на море, могут рассчитывать на долю вознаграждения,получаемое теми, кто спас имущество.






Greater than the sum of its partsRECENTLY I have had the privilege of working with The Missionto Seafarers teams in both New Zealand and South Africa. Both aresuccessful teams that take pleasure from a job well done. Theirsuccesses are driven by port chaplains that are eager to agree onfuture work and are able to determinethe education and training needed to accomplish theirgoals. They are single-minded in their pursuit of knowledge andinspired to continuously improve on previousoutcomes.

In both teams there is a mix of cultures, languages and heritage,and all expressed their faith in their own unique ways. Our meetingsproved to be one of those occasions when ‘the total was more thanthe sum of the parts’.

It was a pleasure to witness the infectious laughter as they wentabout their allotted tasks. Equally rewarding was the way in whichsome were able to help others with the cross fertilisation of ideas,all the while listening intently to the opinions of others. Theirexchanges of ideas fashioned the way in which future work of theMission would be undertaken.

This, it seems to me, is the same model as for ships’ crew, wherethe team works together to ensure that the voyage is successful.Seafarers know very well the benefits of team work, where the skillsof one complements the competencies of others. Team work amonga well-educated, trained and happy crew ensures safe passage throughdifficult waters.

Jesus relied on a team to carry his words to many more peoplethan he could manage to reach himself. There were twelve disciplesin particular that formed a cohort of committed men, dedicated tothe task of disseminating news of what Jesus said and did.

Their common goal was to ensure that Jesus was heard, andwhile listening they learned so much of their leader’s thoughts anddeeds. No doubt there was great happiness among them, feeling asthey most surely did the liberation and freedom of accepting theprinciples of life that Jesus himself pursued.

The ‘infection of fellowship’ gave a value-added dimension totheir relationships. Their relationships held them together in thedifficult times of Jesus’ arrest, trial, condemnation, punishment andcrucifixion. They were emboldened and empowered to witness theirfaith. That does not mean that they never strayed from their path,or were less than honest about their commitment to Jesus and eachother. Rather the whole experience was one of growth, which enabledthem to overcome their doubts and to witness the power and gloryof God.

You may believe you are strong on your own, but reach out toyour shipmates and work as a team and you will find that you tooare more able to accomplish the task in hand and go beyond thelimitations of individuality. When the team is called by God, thestrength to witness faith is powerful and you will become infectedwith laughter and joy, finding peace and calmness in the midst ofdoubt.

FOCUS ON FAITH n BY KEN PETERS

If you have any questions about your rights as a seafarer, or if you want moreinformation or help, you can contact:Douglas B Stevenson, Center for Seafarers’ Rights, 118 Export Street, Port Newark, NJ 07114, USA. Tel: +1 973 589 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 (0)20 7248 5202 Fax: +44 (0)20 7248 4761 Email: [email protected]

Más que la suma de sus partesRecientemente, tuve el privilegio de trabajarcon los equipos de la Mission to Seafarers(«Misión para marinos») en Nueva Zelanda yen Sudáfrica.

Ambos son equipos exitosos que se deleitanen el trabajo bien hecho. Sus éxitos son guiadospor los capellanes de los puertos, que se muestrancon ganas de ponerse de acuerdo sobre el trabajofuturo y capaces de determinar la educacióny la formación necesarias para cumplir susobjetivos. Se encuentran concentrados en subúsqueda del conocimiento e inspirados paramejorar continuamente en base a los resultadosya obtenidos.

En los equipos de ambos países hay unamezcla de culturas, lenguas y tradiciones, conuna expresión particular de su fe. Nuestrosencuentros demostraron ser una de esas ocasionesen las que «el todo es más que la suma de suspartes».

Ha sido un placer presenciar la risa contagiosamientras llevaban a cabo sus tareas encomendadas.Igual de gratificante resultó el modo en el quealgunos fueron capaces de ayudar al prójimo,gracias al intercambio de ideas, escuchando

también sus opiniones con atención. Susintercambios de ideas idearán la manera en laque deberá realizarse el trabajo futuro de laMisión.

Esto, me parece, es extrapolable a la tripulaciónde los barcos, en donde el equipo trabaja enestrecha colaboración para asegurar que latravesía sea un éxito. Los marineros conocenmuy bien los beneficios del trabajo en equipo,donde las habilidades de uno complementanlas competencias del otro. El trabajo en equipodentro de una tripulación bien educada, formaday feliz garantiza una travesía segura por aguasturbulentas.

Jesús confió en un equipo para llevar suspalabras a mucha más gente de la que por sísolo hubiese podido. En concreto, eran docediscípulos que formaban un grupo de hombrescomprometidos, entregados a la tarea de difundirla nueva de los hechos y palabras de Jesús.

Su objetivo común era asegurar que Jesúsera escuchado y, mientras escuchaban, aprendíanmuchísimo sobre los pensamientos y obras desu maestro. Sin duda, se respiraba una granfelicidad entre ellos, sintiendo como seguramente

habrán sentido la liberación y la libertad deaceptar los valores vitales que el propio Jesúspersiguió en vida.

El «germen del compañerismo» les brindóun valor añadido a sus relaciones. Sus relacionesles mantuvieron juntos en los tiempos difícilesdel arresto, juicio, condena, castigo y crucifixiónde Jesús. Se vieron envalentonados y empoderadospara dar testimonio de su fe. Eso no significaque nunca se desviaran de su rumbo o que noflaquearan en alguna ocasión en su compromisocon Jesús y con los demás. Más bien la experienciaen su totalidad fue de crecimiento, lo que lespermitió superar sus dudas y dar testimoniodel poder y la gloria de Dios.

Uno puede creer que es fuerte por sí mismo,pero a partir del momento en el que cuentacon los compañeros de travesía y trabaja enequipo queda claro que también puede cumplirsus tareas de mejor manera e ir más allá de laslimitaciones de la propia individualidad. Cuandoel equipo es llamado por Dios, la fuerza paradar testimonio de la fe es poderosa y uno desiente invadido por la risa y la alegría, encontrandola paz y la tranquilidad en medio de la duda.

Единство – не есть совокупность единицНедавно я имел честь работать с сотрудниками«The Mission to Seafarers» (Миссии для моряков»)в Новой Зеландии и ЮАР.

Обе команды успешно трудятся и получаютудовольствие от качественно выполненнойработы. Их успех поддерживается портовымисвященниками, которые всегда готовы прийтина помощь и предоставить советы и консультациидля достижения поставленных целей. Они единыв своем стремлении к получению знаний ипостоянному совершенствованию.

Обе команды представляют собой смесьразнообразных культур, языков и традиций,где каждый человек находит свои, уникальныепути религиозного самовыражения. Наша встречав очередной раз доказала, что «единство – неесть совокупность единиц».

Я с удовольствием прислушивался к тому,как заразительно они смеялись, обсуждаяпорученные им задания. Не менее приятно быловидеть, как отдельные члены команд помогалидругим обмениваться идеями, внимательновыслушивая мнения окружающих. Такой обменопытом обрисовал контуры будущего сотрудничества

в рамках Миссии. Мне кажется, что этосотрудничество будет развиваться по тому жепути, что и работа экипажей морских судов,которые трудятся бок о бок для того, чтобыплавание было успешным. Моряки высоко ценятработу в команде, когда навыки одного членакоманды способны дополнить знания других.Работа в высокообразованной, прекраснообученной и счастливой команде – залогуспешного преодоления обширных водныхтерриторий.

Иисус также во всем полагался на своихсоратников, благодаря которым Его словауслышали еще больше людей, чем если бы Ондействовал в одиночку. У Него было двенадцатьучеников, образовавших когорту преданныхлюдей, которые посвятили свою жизньповсеместному распространению знаний обИисусе.

Внимая словам своего Учителя, все онистремились сделать так, чтобы о делах и помыслахИисуса услышало как можно больше людей.Нет никаких сомнений, что в их обществецарило великое счастье и ощущение свободы

принятия тех жизненных принципов, по которымжил сам Иисус. Чувство единения, которое онипередавали друг другу, еще более укрепляло ихсвязь. Именно это чувство помогло им держатьсявместе в тот тяжелый период, когда Иисус былсхвачен, осужден, обвинен, наказан и распят.Именно это чувство придало им смелости исилы для того, чтобы засвидетельствовать своюверу. Это не значит, что с тех пор они ни разуне сбились с верного пути или были не абсолютночестны в своей приверженности Иисусу и другдругу. Дело в том, что полученный ими бесценныйопыт личностного развития помог им поборотьсомнения и засвидетельствовать силу и славуГоспода.

Каждый из вас может считать себя сильнымчеловеком, но обратившись к своим соратникамна судне и начав работать как одна команда,вы обнаружите в себе больше сил для выполнениясвоих задач и преодоления личностных рубежей.Если вашу команду созывает Бог, то на вашейстороне будет сила веры и вы также заразитесьсмехом и радостью, найдя островок покоя иумиротворения посереди океана невзгод.


Renewed action onenclosed space dangers Paris and Tokyo MoU Port State Control inspection campaignto target implementation of new IMO regulation

COUNTRIES belonging to the Parisand Tokyo Memorandums ofUnderstanding on Port State Control

plan to run a co-ordinated inspectioncampaign on crew familiarisation withenclosed space entry, between Septemberand November this year.

The campaign will check on theimplementation of a new InternationalMaritime Organization (IMO) regulationwhich came into effect on 1 January thisyear, requiring all persons involved inenclosed space entries, and/or those assignedenclosed space rescue duties, to take partin enclosed space entry and rescue drillsat intervals not exceeding two months.The new regulation prescribes both thefrequency and content of such drills.

According to IMO, enclosed spaces arecharacterised by having limited openingsfor entry and exit, inadequate ventilation,or a design not intended for continuousworker occupancy. Examples include cargospaces, double bottoms, fuel tanks, ballasttanks, cargo pump-rooms, compressorrooms, chain lockers, and any other confined

spaces that may be oxygen deficient orhave unsafe atmospheres.

There has been mounting concernover enclosed space dangers in recentyears, highlighted by the deaths of twoofficers on the UK-registered cargoship,Sally Ann C, in April.

It was reported that the chief officerand chief engineer both died from fumesencountered in a cargo hold containingtimber and that another mariner lostconsciousness but survived. Timber isknown to create a toxic atmosphere in aconfined space because of the carbonmonoxide released when the wood isoxidised.

The inspection campaign wasannounced as UK-based maritime unionNautilus pressed the UK minister forshipping and ports, Robert Goodwill MP,to lead regulatory reforms to protectseafarers from the dangers of enclosedspaces. The general secretary of Nautilusrecently wrote to the minister to pointout the high incidence of death whenentering enclosed spaces, where more

seafarers die than during any other activityon board.

The union’s calls were backed bymaritime e-learning training programmesprovider Videotel, whose CEO, Nigel Cleave,said the dangers of seafarers enteringenclosed spaces without the necessarytraining and equipment were of the utmostconcern. “Seafarers are dying unnecessarilyand we will continue to hammer homethe need for the industry and governmentto work together to ensure such incidentsare a thing of the past. One death fromsuch a situation is one death too many,”he said.

Videotel produces a suite of trainingprogrammes in interactive CD-ROM andVideotel on Demand (VOD) formats, withsupporting booklets. The trainingprogramme, Entry into Enclosed Spaces,covers the IMO requirements.

Marine liability insurer London P&IClub has produced a new Bulk CarrierHold Safety poster, which is intended tounderline the precautions required inorder to enter a cargo hold safely.

www.missiontoseafarers.org themissiontoseafarers @FlyingAngelNews

Shipefficiencyclaims THE InternationalChamber of Shipping(ICS) has dismissed arecent claim by theEuropean environmentallobby group, Transportand Environment (T&E),that modern ships aresomehow less CO2

efficient than those builtover 20 years ago, as“fanciful”.

T&E were supportinga bid to persuade theInternational MaritimeOrganization (IMO) tobring in stricter thanplanned efficiency rulesbased on IMO’s EnergyEfficiency Design Index(EEDI). The attempt toimpose tougher EEDIcriteria was not, however,supported at the IMOmarine environmentprotection committee’smeeting in May.

T&E based its claimson a report it hadcommissioned from therespected consultancy, CEDelft, but ICS said thatT&E had used thefindings very selectively.ICS pointed out that theactual data, on which thereport is based, comesfrom the time before theworldwideimplementation of theEEDI in 2013 as part of anIMO mandatory packageof CO2 reductionmeasures. Also, the ICSsaid, the CE Delft studydid not take into accountimprovements in engineefficiency.

Engineerinjured inlifeboataccident AN AUSTRALIAN TransportSafety Bureau (ATSB)investigation into theunintentional release of afree-fall lifeboat andconsequent serious injuriesto a crew member foundthat when the on-loadrelease had last beenoperated before theincident, it had not beencorrectly reset.

The bulk carrierAquarosa was on passage inthe Indian Ocean on 1March, 2014 when anengineer entered thelifeboat and operated themanual release pump toinspect the equipment,causing the boat to launch.

The simulation wires,designed to hold thelifeboat during a simulatedrelease, failed and thelifeboat launched.

Eleven yearsjail forarsonist

Hughes caused £800,000worth of damage aboardthe DFDS King Seawaysafter dropping his cigarettelighter on a pile of clothes,while smoking cannabis asthe vessel sailed from NorthShields to Amsterdam.

Six of those on board,including a pregnantwoman, had to beevacuated by helicopterand 27 passengers neededtreatment for smokeinhalation. Part of thesentence was for a separateoffence of conspiracy tosteal copper cable.Announcing the court’sdecision, Mr Justice Coulsonsaid: “Setting fire to acrowded passenger ship isan especially grave form ofarson – with potentiallydisastrous consequences.”

EUshipownersand unionsagree keyissues THE European CommunityShipowners’ Associations(ECSA) and the EuropeanTransport Workers’Federation (ETF) haveagreed a joint positionpaper on the EuropeanCommission’s Mid-TermMaritime Strategy Review.

ECSA spokesperson PiaVos said: “I am particularlypleased that the socialpartners have managed toexpress a common viewon a number of social-related key issues, such asworking and livingconditions on board shipsor measures to stimulateseafarers’ recruitment andemployment.”

The paper stressed theneed to ensure thoroughenforcement of theinternational Conventionon Standards of Training,Certification andWatchkeeping forSeafarers (STCW), and theMaritime LabourConvention.

Global shipping tackles cyber security THE major global shipping industryorganisations are working to protectships’ computer systems from attackby criminals or terrorists. The RoundTable of International ShippingAssociations, comprising BIMCO, ICS,Intercargo and INTERTANKO, says itis developing standards and guidelinesto address the major cyber securityissues faced by the shipping industry.

According to the Round Table,protection against malicious attackson computer-based systems on board

ships is now hitting the top of theagenda for shipping organisations inal l corners of the world. TheInternational Maritime Organization(IMO) has already heard calls foraction and the insurance industryrepeatedly lists the issue as one forconcern.

Protecting a ship’s electronicsystems is complicated and is not justabout operating a firewall on a shipor installing virus-scanning softwareon the onboard computers. The Round

Table points out that all of the majorsystems on a modern ship arecontrolled and monitored by software;these include the main engine, steeringand navigation systems, and the ballast-water and cargo-handling equipment.

The Round Table’s guidance toshipowners and operators includeshow to: minimise the risk of a cyberattack through user accessmanagement; protect onboard systems;develop contingency plans, and alsomanage incidents if they do occur.

Stranded seafarers head for homeTHE Mission to Seafarers played a keyrole in the return to their homes in earlyMay, of 16 seafarers stranded on theMongolia-flagged tanker Surya Kuber inBahraini waters since December last year.

The ship’s operator, 7Seas ShipManagement, allegedly owed shipyard,Asry, and ship’s agent, Kanoo Shipping,a total of more than US$220,000 andboth companies took legal action,preventing the vessel from leaving Bahrain.Eventually, in April, Asry arrested theship and took the matter to court seeking

payment for work carried out. While thiswas going on the crew of 14 Indian andtwo Myanmar nationals were not beingpaid and by May were owed about$118,000. To make their situation worse,food and water supplies started runningout in January.

The crew contacted The Mission toSeafarers’ chaplain in Bahrain, the RevdStephen Thanapaul, who arranged practicalsupport for them. In addition RevdThanapaul contacted Douglas Stevenson,of the US-based Center for Seafarer’ Rights,

who “immediately responded to our call,and notified two lawyers who could dealwith the seafarers”.

The Indian Embassy paid for the airtickets for the 14 Indian seafarers andalso managed to raise the money – throughcommunity donations – for air ticketsfor the two Myanmar citizens.

As the crew flew out Revd Thanapaulsaid: “The sailors are leaving the countrywithout receiving their salaries, but theirlawyer has the power of attorney so thathe can follow up the case in court.”

Do not enter an enclosed spaceunless you are sure it is safe to do so

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Threat of“indirectexposure” topiracy A study from OceansBeyond Piracy has foundthat seafarers are sufferinghealth problems andturning down work becauseof fears of piracy and armedrobbery, even if they havenot previously beeninvolved in an attack.

The study, inpartnership with theMaritime PiracyHumanitarian ResponseProgramme and Ateneo deManila University in thePhilippines, claims that“indirect exposure” toviolent incidents can causehealth problems similar tothose of seafarers who havebeen held hostage orattacked.

This indirect exposurecan stem from the fear ofattack when transiting ahigh risk area, having heardof an attack, or even fromknowing a former hostage.

A PASSENGER who started amajor fire on a North Seaferry while “so drunk hecould barely stand” richlydeserved his 11-year jailsentence, UK Appeal Courtjudges have ruled. Twenty-seven-year-old Boden

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