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Dear Shiptalk Readers,

Welcome to this the June 2008 edition of the Shiptalk newsletter.

Please take your time to read what we have to say this month about issues affecting your everyday lives at sea and do let us know if you have an opinion or comments on any of this month's articles or other issues that you would like to air via Shiptalk.com.

Shiptalk.com……reading you loud and clear

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HEADLINE ARTICLE
If I were a Rich Man – Results of the 2 nd Shiptalk Recruitment - Life at Sea Survey

The results from the second in the series of Shiptalk “Life At Sea” surveys have just been released. The series of surveys is designed to obtain up-to-date perspectives on the issues that most concern modern serving seafarers, and to find out what they think about their lives at sea.

This second survey focuses on cold hard cash, or more correctly “salaries and employment benefits”.

The results from the survey prove, as one might have guessed, that money does indeed matter – and remuneration levels are of fundamental importance to seafarers. However it seems the message from the respondents is that seafarers generally feel “underpaid and undervalued”.

Before the survey was launched there was a school of thought, which suggested that the pure economics of supply and demand would drive salaries ever upwards – while there are isolated instances (certainly on some sophisticated trades, say LNG ), there is little evidence to support such sweeping salary spirals. In fact it seems that economics are actually detrimental to seafarer salaries – the current issues within the global financial market and the knock on effects on currency exchange rates have seen many seafarers' relative salary levels plummet. The lower the US dollar, the greater the pain for many seafarers it seems.

While theories are all well and good, it is facts that speak for themselves. Whilst certain ship managers like to suggest seafarers are beginning to gravitate towards the highest bidders, it would appear from this survey at least, that they are not the cash cows of the sea (yet). While the ill-informed (or those with their own agenda) bleat on about seafarers being as rich as “Kings and Presidents” in their home countries, it seems according to this survey at least, that such claims are simply hogwash!

Anyway see for yourself, as the survey report can be previewed freely online at: www.shiptalkjobs.com/survey_results/survey_2.php

Alternatively bound copies may be ordered online at:
www.shiptalkshop.com/lass2.asp

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CAREERS/MANNING
Running On Empty

The fact that each side of the recruitment fence seem to have wildly differing impressions of the riches and glamour on offer, it comes as no surprise that according to further recent studies, shipping faces a possible shortage of around 90,000 officers by 2012.

This damning verdict come courtesy of a hard-hitting assessment of the manpower crisis from Drewry Shipping Consultants in conjunction with Precious Associates Ltd ( PAL ).

Their latest “Manning 2008”, annual report contains some depressing reading – and while we shall gloss over the fact that they seem to have gotten it wrong about wages, they do sound the alarm bells over poaching of officers, and the very real phenomena of officers being promoted early, above and beyond their skills, experience and knowledge. In an industry where “competence” is King – we are seemingly being forced to promote too far and too fast.

The report says that already this year, the officer shortage may be as high as 34,000, a figure that could almost triple in the coming four years.

In the period 2008 to 2012, an additional 26,160 officers will be required for the dry-bulk fleet, 15,793 for containerships, 9,735 for chemical tankers and 8,088 for oil tankers.

According to the report, China remains the leading source of officers (51,800), though most of these are on local vessels and trades – whereas the major international powerhouse remains The Philippines with 50,400 hardy seafaring souls.

With the demand outstripping supply because of surging new buildings and negligible scrapping, new officer sources need to be tapped as a matter of urgency. "No crews mean no voyages, means no deliveries of raw materials, vital commodities and finished goods." quotes Drewry.

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Things Can Only Get Worse

This same song and dance was echoed at the inaugural Lloyd's List “Seafarers 2008” event in Singapore last month. Where shipping industry's greatest boom in living memory, was shown in stark, sobering and profoundly worrying contrast to the growing shortage of qualified senior officers.

Once again the spectres of ships being laid up because of lack of crews, and the almost inevitable groundings and collisions as poorly trained and inexperienced officers are employed, haunted proceedings.

The situation was grimly summed up by Intermanager president Ole Stene: “The lack of a pan-industry approach to long-term seafarer recruitment and nurturing has colluded with the short-term attitude towards the valuing and development of traditional seafarer recruitment grounds to create a sort of pillage mentality to the training and recruitment of seafarers into today's industry.”

As highlighted by Shiptalk in our latest Gangway Newsletter http://www.shiptalkjobs.com/common/Gangway_Edition_8_PDF.pdf , the provision of cadet berths, or more precisely the unwillingness of owners to provide them remains a major sticking point.

“Shipowners think nothing about investing $120m in a new ship. But you look at their eyebrows rise when you ask them to increase the management fee or worse still, pay for a cadet berth of one of their ships being delivered out of a shipyard into third party management,” says Mr Stene.

Intermanager is taking steps among its own members to try to ensure at least a minimum level of cadet berth provision. Each Intermanager member will be required to provide at least one cadet berth per ship it has under full management as a condition of membership of the trade association. While some owners, such as NYK, MISC and Thoresen Thai Agencies have been investing heavily in provisions for cadets.

Mr Stene added, “We need to get the message across that shipping is not about being cooped up in a cabin 16 hours a day. It is about being part of a vibrant, totally integrated and highly professional business that offers vast rewards in terms of high quality training, comradeship, value and a good rate of pay”.

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Insanity Beached

Given the fact that shipowners are up against the wall it was no surprise that Shiptalk Towers reverberated with some strange noises last month (even by our standards). First was a mass cooing as shipping's pigeons came home to roost (again), closely followed by what sounded uncannily like the slamming of the door on common sense. Bang…

What could possibly have caused such a cacophony? Well, we suspect it may have been the decision by India 's shipping regulator to temporarily relax their manning requirements for bulk carriers from four deck officers to three. Down, down, deeper and down…

The new rules are to be tested for six months, and are reportedly a response to “help the industry tackle a shortage of officers”. Which if that were really the case, surely we could just take the number to zero and then all go home and do something less boring instead.

This “relaxation” means the bulkers will carry a Master, one chief officer and a second officer. Though perhaps the word “relaxation” may be the furthest thing from the minds of the three poor deckies left behind.

Indian observers have been quick to stress that the country's shipping industry has around 1,000 officers less than it needs. In addition, the move will also help shipping companies save around US$5,000 a month in salaries. Hooray for slashed costs and standards…phew, at least there's an upside eh!

In a seeming case of the “tail wagging the dog” the move was prompted by pressure from Indian owners. Though of course, treating the symptoms and not the disease is a pretty short-sighted approach. This is a hugely worrying development, despite some upbeat owners' positive claims.

We need to attract more people by making it a job you'd actually want to do – not by cutting corners and hiding problems under the carpet. The poor existing Officers left to pick up the pieces will now be looking for the door marked exit with even greater haste. This is a disaster for common sense, and when the accidents start – as they surely will, it will also be a disaster for common decency.

This, my friends is the start of the end – oh and will the last one out turn the Nav lights off…

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SAFETY
Comfy One

Sat on our stark wooden benches, battering away at the keys on our Commodore 64, we were amazed to hear of the progress in providing vessels with ever more sumptuous and comfortable accommodation.

The story that piqued our interest, was that of NITC's new vessel “Marbat”, the first VLCC to receive DNV's highest “comfort” notation “COMF-V(1)”.

COMF-V(1) promises reduced levels of noise and vibration in the accommodation, and the lucky seafarers luxuriate in conditions similar to those on many of the world's cruise ships.

The rightfully proud press release went on to explain, “ this move reflects a growing trend amongst ship owners and offshore operators to improve the working conditions for seafarers aboard their ships. Most recognise that attracting and retaining well-trained crews …as of this month, there are now more than 400 vessels with DNV's comfort notation”.

COMF-V(1) …freakin' “comfy one”…is this stuff for real? Has someone really sat down and not only made up the worst pun since that lady walked into the bar, asked for a drink, and the barman gave her one, but has then managed to sell it to the industry as if we should all be ever so grateful that seafarers no longer shake their fillings out when going half ahead, and can hear the Cook a couple of decks below exchanging pleasantries with Madam Palm and her five lovely daughters.

Sadly it'll seemingly take more than a few throw cushions and brightly coloured MDF wall panels to make people flock back to sea. In fact surely all new ships should be “COMF-V”…

Is there anything our dear industry won't do for added kudos, or to distract from the real issues at hand? Heck, even Meat Loaf had his limits. We can just imagine the apoplectic reaction from some ship manager when they start getting applications from seafarers demanding “comfort rating numbers” of 2 or above…

The COMF-V notation, which comes in three different flavours, with 1 being the most lovely, follows extensive research which revealed a direct correlation between noise and vibration levels and the number of accidents. Hmm which means we're full circle back to the “F” word again…

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Watching the Watchers

Cats, so the poem goes, sleep anywhere – any table, any chair, etc, etc. However, it's not just cats that are super snoozers, a recent rash of accidents and near misses, seemingly caused by sleeping watchkeepers, suggests it is they that are dropping off with alarming regularity. Perhaps it's all these COMF-V ships?

The recent grounding of a Gibraltar-flagged vessel off the northern French coast , and a near-miss involving another vessel in the Dover Strait less than 48 hours later, have both been blamed on “watchkeeping failure”, with the OOW's reported to have been asleep.

The issue of fatigue just will not go away – but why? Well, because we never actually get around to really doing anything about it. There is much high-minded talk, and discussions on how to make life more tolerable and less stressful – but a more pleasing shipboard environment can only go so far – especially if there are too few people to share the joy with.

Sadly, and unavoidably, the answer is about people – where there are too few people, where there is no relaxation, where there is constant unremitting stress then fatigue begins to bite, and accidents happen.

No-one is suggesting a return to the old days of mass crews, of football tournaments and weeks in port – but heck, would it be so tough to put, say, an “Admin Officer” onboard to alleviate the burdens of modern shipping?

Time perhaps, for the return of the good old Purser…imagine, a person whose job is dedicated to getting the best from the ships paperwork, and who is there to make life better, food tastier, the environment more positive. It is amazing (and depressing) how far we travelled down a barren, rocky road that such a role and job description seems like pure nostalgic fantasy.

The current crews cannot cope with the workload they are burdened with over sustained periods - so we find that talented people simply don't want to return to sea. Not only are we not attracting new people in, we are leaching our existing, experienced human resources at an alarming rate.

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Flogging the Log

When things go wrong there are two options…the first, and perhaps the best, is to take all steps necessary to remedy the situation. The second is to find your pen and desperately start scribbling to make it look like you may have tried to do the right thing.

Sadly this “revisionist” approach to incident management appears to have been the technique employed by the Master of the “Pasha Bulker” after the 225-metre 40,000-tonne coal carrier wedged itself on a sandbar off Newcastle , NSW last year.

In the Australian Transport Safety Bureau report issued last month, it seems much of the blame has been laid squarely on the four striped shoulders of the unnamed South Korean Master.

In the catalogue of criticism, the Master was blasted for failing to heed gale warnings, for hesitating to request assistance as the vessel moved inextricably beachwards…oh, and for having popped for breakfast while the drama unfolded. This touch of Nero and his fiddle, was deemed a “lack of caution”…(oh, we've sailed with Cooks like that too).

The biggest criticism, however, was that the Master seemingly made a series of faked logbook entries. According to the report, after accident, the Master made "apparent retrospective logbook entries" that showed he tried to deploy emergency anchors despite there being "no audio data that indicates that deploying the anchors was considered at any stage".

Hmm…flogging the log. The oldest trick in the book, and while it may have worked fine in the past (and let's face it we should know…), today there is no place for “wishful thinking” on the Wheelhouse.

Let's face it, as the systems management approach is not simply about knowing what to do, but hinges on the ability to prove you've done it. Though, before we hang the poor Master out to dry – we should stress that others didn't exactly cover themselves in glory. The Newcastle Port Corporation was criticised for a slow response to the emergency, and was rapped for allowing a queue of 57 ships to develop.

However even more telling, and perhaps something that has been rather played down, has been the fact that “fatigue” reared its ugly head once again.

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QUALSH*T 21

The US Coast Guard has long been held (even by some outsiders) as a paragon of virtue and professionalism –but it seems this veneer of excellence was chipped a little recently when a few home truths were revealed.

In a damning report from the inspector general of the US Department of Homeland Security it was revealed that the USCG maritime safety inspection program is staffed by unqualified personnel, that proper procedures are not being followed, and that a backlog of thousands of unfinished investigations is cluttering the whole damn place up.

Among a sample taken of 22 safety investigators, 15 were not fully qualified under U.S. regulations and four were not qualified at all, the investigation found. Though a senior Coast Guardsman defended the service's 136 maritime investigators as a group.

The inspector general's findings have revived old arguments over the USCG maritime inspection and rule-making powers, and whether they should transferred over to another federal agency or whether a new agency should be created.

Adding a new twist has been a move by the National Transportation Safety Board (NTSB) to increase its power in investigations of major maritime accidents. Currently, the USCG and the NTSB collaborate on investigations using an unofficial “memorandum of understanding,” but the agreement puts neither one in charge…something that has caused both confusion and paralysis in the past.

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SECURITY
Fancy That

The embarrassing details of an undersea prang involving a Royal Navy nuclear-powered submarine were revealed last month under the Freedom of Information Act.

During a court martial hearing, it was learnt that HMS Trafalgar struck the bottom of the sea at more than 14 knots because of “basic navigational errors” made during a training exercise for three students on board.

Ok, ok fair enough – we all make mistakes. However the truth is a little more awkward. It emerged that as part of the student submariners training, tracing paper was laid over the submarine's chart to protect it from being written on…a precaution which very nicely managed to cover up a host of useful titbits of information, oh you know such as the seabed topography and the small matter of a 2.5 knot current.

The report recorded: “On impact, the ship's head was forced to starboard and there was a rapid deceleration, forcing most people to lose their balance and causing at least three minor injuries.”

Once he had recovered his balance the commanding officer, (the wonderfully named) Commander Fancy, ordered the submarine to surface to check that the pressure hull had not been breached and to ensure that the nuclear reactor had suffered no damage.

The reactor plant was unaffected, but the hull needed repairs costing £5 million. Not unreasonably, the involvement of unsupervised student submariners in the navigation procedures and the use of tracing paper on the chart were criticised heavily by the board.

The three students, who were taking part in a submarine command course during the exercise, code-named “Cockfight” (“cock-up” more like), had prepared a navigation plan that assumed that transit would be at periscope depth and “with frequent visual fixes”. However, the senior officers changed the plan in order to test one of the trainees. Looks like he might have failed!

Commander Fancy, who was in charge of navigation, and Commander Ian McGhie, who was responsible for the training course, were court-martialled and reprimanded for negligence.

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Bonjour Matelot

The rather bizarre battering given to “HMS Trafalgar” was followed last month, in an incredible twist of fate, by another RN sub getting into trouble. “HMS Superb” was reportedly on a training exercise in the Red Sea when she too managed to hit something.  These incidents have lead to some rather appalling PR for the Royal Navy of late – add to that the “Iranian” hostage farce last year, and you would almost be forgiven for thinking that the grey funnel line would be better off in the hands of someone else…oooh say the French Navy for instance.

Actually, it seems that two hundred years after the battle of Trafalgar, the RN could indeed end up sharing the pride of its fleet with the French. Not so much Beau Geste, as boat jest, surely?

Sadly it seems that driven by spiralling budgets and the phasing out of existing resources, the two navies began talks last month aimed at sharing their aircraft carriers.

The French, who currently have only one carrier, the “Charles de Gaulle”, are questioning whether they can afford a replacement and are reportedly keen to explore closer co-operation with Britain instead.

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GENERAL
Busy, Busy…

“Flaming June” they call it, as the sun hits the high spot and the whole of Europe basks in a blazing heat (apart from the UK of course)…though perhaps it should be called “flaming busy June”, with the amount of activities filling the calendar.

First up is Posidonia – and our Sister company's Managing Director, Miss Anneley Pickles will be stalking the exhibition centre ready to dispense smiles, hand shakes and business proposals.

If you are lucky enough to see Anneley, please do say hello. However if it is after two in the morning, please still say hello, but then kindly point her in the direction of her hotel!

If you would like to meet Anneley at the event please email: anneley@shiptalkjobs.com to arrange an appointment.

Next up the attention switches from Athens up to Antwerp – as the first in the 2008 series of Nautical Institute International Command Seminars rolls into town on June 12th and 13th.

The events are set to travel the globe this year gathering evidence on the thoughts of industry about the role of the Designated Person, and of the interaction between the command team and the managers ashore.

Having worked with both fantastic DPA's, and some pretty woeful ones, it seems clear that there is much to be gained by understanding just what the role should provide for those onboard. Plus given the fact that no one seems to be too sure who should be the DPA, hopefully these events will point us all in the right direction.

Speakers at the June event will represent the views of owners, managers, insurers and the wider industry, and include Dr Phil Anderson, Angus Galbraith, Capt. P. Raes, and Pradeep Chawla,. This event also incorporates The Nautical Institute AGM and the crowning of a new President.

A limited number of places are still available, so for more information visit www.nautinst.org/command

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IMO Back Home

Ah, the joys of being back home after a long time on the road.

Putting the kettle on, going through the bills and junk mail, wincing as he opened the fridge door to find various unidentifiable greens festering in the recesses of the Salad drawer. Yes, Mr Mitropoulos must have been a busy Secretary General last month as the IMO returned home to the banks of the River Thames.

But such domestic drudgery was made all the more difficult as no sooner were the doors unlocked and pressed back against months of free newspapers and pizza menus, than the family were invited round to the 84th session of the Maritime Safety Committee ( MSC 84).

There is nothing that says you are home and the holiday is over than rolling your sleeves up and getting some chores done…which is exactly what they did.

The major fallout of the meeting was the introduction of a new Code of International Standards and Recommended Practices for a Safety Investigation into a Marine Casualty or Marine Incident (Casualty Investigation Code). Thereby prompting Flag States to actually dirty their hands looking at where and why things go wrong whenever there is a “very serious marine casualty”.

In addition there was also some reported progress made on the looming issue of Long Range Tracking and Identification (LRIT).

With LRIT supposedly fully operational with respect to the transmission of information by ships from 30 December 2008 , time is obviously of the essence. However, there seems to be no disguising the fact that whatever seeming momentum LRIT has the actual industry, the Flags and suppliers are really struggling to make this US-led dream a reality.

While the US has heroically stepped in to provide an interim data exchange, there are still many hurdles to leap. One interesting one, has been the small matter of some transmissions having rather more relevance than others. As one smart Alec quite rightly pointed out, when a ship is mid-Pacific there isn't actually that much to be gained by blasting away all these messages into the ether…put simply who cares?

Like the old question of whether falling trees make a sound if there is no one to hear…if a ship transmits and no one is monitoring, what is the point?

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Instant Karma

One night, when he was just 15 years old, Seb Green and a friend took a boat from a local Marina and went for a spin, as young scamps do.

They eventually ran aground and when no one responded to their shouts for help, Seb leapt over the side to seek assistance - and promptly sank up to his waist in mud.

His subsequent rescue involved the coastguard helicopter, an inshore lifeboat and an overnight stay in hospital. He estimates the bill for this teenage prank gone wrong was approximately £20,000.

Given this 20K burden on his young conscience, and in an attempt to still get into Heaven (the one in the sky, not the nightclub), Seb decided to embark on a fund raising trip to pay his debt of honour. So on 1st February 2008 , now 18, Seb set out on his attempt to walk round Britain in an attempt to raise £20,000 for charity.

His task to assuage his guilt involves walking 5,821 miles (9,367km) with only his dog for company. Flash, the Border Collie, is actually innocent of all maritime misdemeanours, but decided to go along anyway.

They apparently sleep in a tent most nights, and are currently in Scotland after three months' walking. He said: "Physically it's been all right, but the weather has been the toughest obstacle, we've had it all, wind, rain, hail, sleet, snow and sun. He added, "I don't quite know why I have undertaken such a huge task but I am committed to raising the cost of my rescue."

See, it's not what you do wrong– it's how far you are willing to go to put it right (well that's what we keep telling our Probation Officer …).

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Mast Raider

Even the very best Museums can be rather dull on occasions…you know the scene, hundreds of school kids traipsing around, all seeing how many bits of their packed lunches they can squeeze into the orifices of the “interactive displays”.

For one Brisbane man last month, it all seemingly became a little too much, and he decided direct action was the only way to make a protest. Not content with the “Suggestions Box” – he took his protest right to the top…the very top of HMAS Diamantina's mast at the Queensland Maritime Museum.

It is alleged the man, 28, scaled a fence to break into the Maritime Museum site. Once inside he allegedly tried to start a number of fires before scrambling up the mast and holding the police at bay.

During the high-level police standoff the man threatened officers before eventually returning to ground. The nature of the threats were not made clear, though it is hard to imagine what a drunken man clinging to the rigging could actually do.

When he eventually gave up and came back down to earth, he was arrested and charged with three counts of serious assault and one count each of wilful damage, threatening violence, carrying dangerous goods on a vehicle, trespassing and “unregulated high-risk activities”.

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NEW PUBLICATIONS
Shipboard Access Control – What you need to know!

With the five-year span of the first International Ship Security Certificates ( ISSC ) now reaching an end, and with the prospect of revalidation looming, the pressure to apply the basics of maritime security has never been more pressing.

Yet many ships are still failing to properly implement the most fundamental requirement of maritime security, policing access to the vessel. In fact according to The United States Coastguard (USCG), 33% of security deficiencies have been related directly to access control.

The guidance within "Shipboard Access Control" is based on the requirements of the ISPS Code, and also best industry practice - it provides background guidance to work in tandem with the Ship Security Plan ( SSP ) for each vessel, while encouraging personnel to ask questions and to engage in discussions on how gangway and access control is managed.

The aim of the guide is to support proper and effective access control, and is designed to give crews the confidence to act, an appreciation of their role and the huge importance it carries. It is written in basic terms to be easily understood by all, even those for whom English is a second language.

“Shipboard Access Control - What you need to know!”
by Steven Jones (ISBN 978-0-9556513-3-5) - is available from Shiptalk Shop priced £10 for single copies (with bulk and fleet discounts available), email: enquiries@shiptalkshop.com or visit www.shiptalkshop.com for more details or CLICK HERE to order your copy today.

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SECAs and SOx - what you need to know! 2nd Edition

Following the success of the publication "SECAs and SOx, What you need to know!" and in response to evolving regulation, Clyde & Co in conjunction with Shiptalk have published a revised version of the legal guide.

The authors Cris Partridge and Andrew Preston have expanded this latest edition to cover the recent unanimous decisions made by the International Maritime Organisation ( IMO ) with regard to reducing sulphur emissions and amending the MARPOL Annex VI Regulations. It also looks at the current position in California and their proposed clean air legislation and initiatives.

“SECAs and SOx - what you need to know! 2nd Edition ”
by Andrew Preston and Cris Partridge (ISBN 978-0-9556513-4-2) - is available from Shiptalk Shop priced £10 for single copies (with bulk and fleet discounts available), email: enquiries@shiptalkshop.com or visit www.shiptalkshop.com for more details or CLICK HERE to order your copy today.

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SEAGOING VACANCIES
Current Seagoing Vacancies

Jobseekers Register Here    Recruiters Register Here

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SHORE BASED VACANCIES
Current Shore Based Vacancies

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The Complete Guide to International Time & Voyage Charterparties
Monday 30th June - Friday 4th July 2008 - Lloyds Maritime Academy

These combined seminars ensure a solid foundation in this key aspect of shipping practice and present an invaluable opportunity to develop and update existing knowledge. The blend of detailed presentations, inter-active case studies and practical discussion sessions ensures that these established seminars remain dynamic, stimulating and highly relevant.

Gain an essential all-round understanding of both Time and Voyage Charterparties – book your place without delay as spaces are limited to ensure a valuable learning forum, with plenty of networking opportunities.

Who should attend:
Ship Owners/Operators • Charterers • Claims Handlers • Claims Managers • Brokers • Underwriter • Maritime Lawyers • Logistics and Operation staff

“The seminar gives a chance to everyone to reconsider many issues and clauses and to avoid future mistakes” (Navigation Maritime Bulgare Ltd, 2007)

“Great value for all involved daily with time charters deals like lawyers, shipowners and operators” (Star Shipping AS, 2007)

“A good way to get the key issues on the matter” (Filhet-Allard Maritime SA, 2007)

“Very helpful and informative, well worth attending” (Gard UK Ltd, 2007)

For further information or to register contact Drew Edwards on +44 (0)20 7017 4400 , by email on visit drew.edwards@informa.com or visit our website on www.lloydsmaritimeacademy.com/lm1990

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