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Dear Shiptalk Readers,

Welcome to this the July 2006 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.

Why not air your news views and opinions on the Shiptalk Forum at www.shiptalkforum.com

Shiptalk.com……reading you loud and clear

SHIPTALKIMAGES.COM

This month’s featured image from www.shiptalkimages.com is supplied courtesy of Tor Olsen and reminds us all of our everyday lives at sea.

Since launching ShiptalkImages.com in January this year more than 1000 excellent images of our industry have been uploaded to the site.

ShiptalkIMAGES.com provides media companies with a helpful image resource for the design and development of online and print media projects for maritime based companies and organisations

We are sure we can provide you with the image you have been looking for so not why not drop us an image enquiry at enquiries@shiptalkimages.com and we will see what we can do for you.

HEALTH AT SEA

Food and Think

The North of England P&I club (NEPIA) has reminded its international membership of the importance of ensuring the welfare of their ships’ crews, particularly with regard to diet.

‘A significant number of P&I claims relate to sub-standard performance or ill-health of seafarers,’ says North of England’s bon viveur Tony Baker. ‘Given it is widely accepted today that a well-nourished person is a healthy person, it is thus vital for the health and happiness of ships’ crews – and ultimately the safety of their ships – that individual crew members look after their bodies, both at sea and ashore.’

Common nutritional p rob lems reported to the club include obesity from eating too much, deteriorating health caused by consuming excessive sugar and processed food; and high cholesterol levels caused by eating excess amounts of saturated fats such as eggs, meat and cheese. Failing to observe regular meal times, especially missing breakfast, also leads to low performance after sleep.

According to Baker, proper nutrition – along with adequate rest and sleep, regular exercise and good hygiene – helps to prevent diseases and improves health, well-being and performance overall.

‘When referring to a proper nutrition, this means a balanced diet,’ says Baker. ‘There should be sufficient protein for the formation and repair of body tissues, adequate supply of minerals to reinforce body tissues and sufficient carbohydrates and the right amount of fats for energy. There must also be vitamins to keep the brain, nerves and other vital organs functioning.’

In conjunction with the SM Lazo medical clinic in Manila , which specialises in monitoring health and fitness of Filipino crews, North of England has created a recommended diet chart for seafarers.

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LEGAL

Past Conduct Haunts Accused

According to Maximus the Gladiator. “What We Do in life echoes through eternity” and it seems that the US Courts are taking it all a bit too literally as prosecutors have signalled their plans to introduce evidence of “prior wrongdoing” in cases.

This approach of “what you did in the past can be used to hang you out to dry” is to be used in the case of a Master charged with negligence in the death of a dockworker. The deceased, a port electrician died when a crane collapsed at the Alabama state docks in March 2006.

Federal court rules allow prosecutors to put on evidence about a defendant's past conduct if a judge determines it is relevant to the current charges. In this case, prosecutors cited four instances in which they say Wolfgang Schroder mishandled the vessel he commanded, the “ZIM Mexico III”, prior to the fatal accident.

A grand jury indicted Schroder on charges of misconduct or neglect by a ship officer in the March incident. Shawn Jacobs, a contract worker who was on the crane, died as a result of the accident.

A criminal complaint filed by the U.S. Coast Guard contends that the collision occurred when the vessel, chartered by Israel-based ZIM Lines, was manoeuvring to leave the port. The complaint states that the ship's bulbous bow struck the lower wood dock, while the upper bow collided with one of the support legs of the crane. The affidavit suggests that Schroder was responsible for the failure of the vessel's steering mechanism.

In the four previous incidents -- on Nov. 26, Dec. 17, Jan. 20 and Feb. 21 -- prosecutors contend that Schroder's use of the vessel's bow thruster caused the shaft generator to disengage.

Prosecutors will try to use evidence of those past failures to prove that the March collision was not merely an accident but the result of criminal neglect on the part of the Master. Since his arrest in April, Schroder has been allowed to remain free but cannot travel beyond certain geographic boundaries.

Schroder's attorney, Donald Briskman, said he has not had a chance to talk to his client about prosecutors' claims of previous misconduct.

In a separate court filing, prosecutors listed several expert witnesses they intend to call to the stand. They include George Quick, a ship captain who prosecutors say will testify that Schroder's communications with the bar pilot were negligent.

The Coast Guard's affidavit in federal court states that Walter Johnson, the bar pilot assigned to the ZIM Mexico, told investigators that Schroder told him there were no p rob lems of which he should be aware. He told authorities that he would have called for tug boat assistance had he known about the previous p rob lems with the bow thruster, according to the affidavit.

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SAFETY

ISM Is “Floored”

Kipling once said that “Old soldiers never die, they merely fade away”…or was it that “Old golfers never die, they just lose their balls”? Anyway, whatever happens, it seems that according to the ISM Experts ConsultISM, change is in the air with regards to The ISM Code.

According to Arne Sagan, ISM has, over the years divided the industry into three main categories.

In true bell curve diagram style there are the ‘well implemented’ good guys, representing about 20% of the industry. Next there are those who believed in ‘minimum compliance’ and were estimated to be about 60% of the industry. Finally, there were the unashamed ‘rule benders’, perhaps some 20% of the total.

In looking at these industry sectors more closely a major study of the Code, has been conducted by the Vaxjo University, Sweden in which they analysed “ISM goals and objectives versus reality”.

Their findings and conclusions are revealing, but perhaps not surprising. Here are some of their key points:

• The “broad terms” included in the ISM Code have led to “unwanted vagueness in the text”. In hindsight, the Code should have been far more descriptive. In particular, there is a great need for different standards for ship types and trades.

• Many Shore Staff aren’t good enough to facilitate The SMS system,

• Incident reporting systems are generally not working, p rob ably because of the dominant blame culture within the industry.

• The crucial IMS auditing function is very subjective, as the auditing procedures are not defined or agreed. Class societies do not work as a united group, but are divided into three groups: on the top are LR/ ABS /DNV, then the remaining IACS members and finally the other independent class societies.

• The competence level by the auditors varies from good to inadequate.

• In spite of the code’s statement about the company’s ultimate responsibility, it is surprising to see that when things go wrong responsibility too often rests upon the hapless Master. It’s called “Monopoly justice”…Go to jail, do not collect £200!

• Improvements in ship design and equipment have been cancelled out as some Ship managers look to cheaper and less qualified crew.

The final Swedish recommendation is that the ISM Code needs to be “straightened up” and revitalised…

So lets summarise their findings on the world’s premier maritime safety regime…

It’s too vague, with poorly equipped and trained people, enforced by a “police” force that bickers and isn’t as clever as it thinks it is, where cost cutting is seen as a virtue…and all this as every act is performed with the Sword of Damacles hanging over the poor neck of the Master.

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CHIRP - Time to Train!?

This month we continue our look into what is called the “Human-System Support Interface” and we’ve spent some time looking at the importance of access to and familiarity with appropriate procedures for the task in hand, so that our underpinning knowledge may be applied competently.

Competence then arises from underpinning knowledge and its proper application in the workplace using appropriate procedures and equipment. A failure to achieve a satisfactory standard in any of these areas can lead to a less than satisfactory outcome, so the standard of training the seafarer receives is very important.

A search of the CHIRP database for incidents involving issues related to “training” brought up a large number of incidents, but here are two to consider:

“I, and I am sure many other masters, now have to use a large proportion of time previously allocated to important training to undertake security drills required by the ISPS Code and anti-pollution training required, in particular by the United States. The old "board of trade sports day" once given for LSA/FFA training is no longer enough to cover all these issues and the time has come for legislators to require shipowners to set aside a proportion of seafarers working time to undertake everything which is now necessary. ……Unless the proper amount of time is allocated for each of these important issues, we should not expect seafarers to become proficient in any particular skill such as lifeboat handling.”

Here we have a familiar problem; yes, we have to train, but where do we find the time? What is the training like on your ship? Are you really taking the time to train effectively? Do you have access to training materials? Does your company provide/support training?

The next report shows a number of potential training opportunities!

“The duty officer had been giving the trainee helmsman steering practice. On approaching the pilotage area he made the initial report to port control giving ships details at the same time as telling the trainee helmsman to change back to auto-pilot. He did not observe the changeover and the trainee switched to bridge wing control on the 3 position switch.

The duty officer was making a logbook entry by then. It was observed that the ship was swinging off towards a drying bank ¾’ distant at full ahead (16 knots). When the officer was made aware of what was happening, he just said “No steering” and took no further action.

The “con” was taken from the duty officer and both engines put full astern, before investigating the steering using a torch. The duty officer expressed the view that the ship could not go astern as the vessel was on shaft generator. However, this is not so and indeed the vessel did not black out.

The duty officer was asked to inform the master and call an anchor party and the engine room to start a generator, none of which he did.

It was found that the steering selector switch was on “bridge wing”; the steering was put back to hand and the cadet on the wheel.

The vessel was by now less than 1 cable from the bank and just about stopped. She managed to steer away, helm hard over and resume towards the buoyed channel.”

Try and identify what training issues are highlighted in this report. Have you been trained in those areas? Do you have the time?

Safe sailing,

Mike Powell

Director (Maritime) CHIRP

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SECURITY

Mass Debate On AIS

The Nautical Institute (NI) has been debating the true role of AIS, and questioning whether concerns over the free and easy dissemination of vessel movements is a security risk.

AIS is necessarily an open system, with equipment to receive it is readily available and the information is provided freely to all. The whereabouts of the vessel, its identity, course, speed, destination and estimated time of arrival could conceivably be of considerable benefit to a terrorist or pirate, able to afford a modest expenditure…or having already stolen a receiver!

Should there be concern about this?

AIS was initially introduced as a collision avoidance aid, and for the benefits it afforded vessel traffic services. It was in this close proximity to ports that the information was regarded by security services for the benefits it would have for them, as they looked to know more of the vessel movements in their jurisdiction.

It took little imagination to consider that the sort of information useful to the forces of law, could be of equal benefit to those of crime, and worse.

A balanced assessment of the risks, and the reality of the threat that may be provided to shipping, has been debated by The Nautical Institute in its Seaways magazine. Dr Peter Lehr, of the Centre for the Study of Terrorism and Political Violence at the University of St Andrews asked the question whether the fears of mariners have been overstated, or are realistic.

He recalls that when the NI conducted a survey among serving masters as to the security threat represented by AIS, an overwhelming 77% of those polled were concerned, while almost half considered switching off their equipment in areas of risk from piracy.

Nearly one fifth of the masters were quite unequivocal and actually did switch off the AIS if they were operating in an area where pirates they considered their vessel to be at risk of attack.

Should mariners consider switching off the AIS in various parts of the world? Dr Lehr suggests that waters off the Horn of Africa are those which offer the greatest pirate threat, it being not unlikely that these villains, who have attacked a large number of ships may have the ability to use real time data from AIS. One would like to think, wishfully perhaps, that recent efforts of navies in these waters, might begin to make some impression on the pirate and hostage takers' activities.

What about Long Range Information and Tracking (LRIT), which will eventually become mandatory? Because it is a 'closed' system and will be available only to the forces of law and order and those involved in Search and Rescue operations, the possibility of this data reaching the international terrorist are believed to be remote. There is, however, always that nagging doubt ... especially as coastal states will have access to data about vessels in or near their waters out as far as 1000 miles. Lest we forget, not all countries can perhaps be “trusted” with such sensitive data.

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IoM Ship Raided

A vessel registered in the Isle of Man caused much consternation last month in Turkey and was subjected to a raid by security personnel.

Turkish coastal security agents seized six military vehicles, heavy artillery and spare parts from a ship heading for the United Arab Emirates , and Iraq .

The officers of the "Scan Bothnia" are understood to have misreported the contents of two containers as general merchandise, the Anadolu News Agency reported. After the military equipment was removed from the ship, it was ordered to remain anchored in the port of Derince , which is about 60 miles east of Istanbul on the Gulf of Izmit .

The investigation of Turkish Coast Inspectors revealed that the equipment belonged to the Iraqi Ministry of Defence. Turkey requires all vessels passing through the Turkish straits, which connect the Black Sea to the Mediterranean , to report all explosive or otherwise dangerous cargo.

The ship was fined according to the “240th article of the customs law” and Turkey demanded legal action be taken against those deemed to be responsible for the non-reporting of this rather delicate cargo.

The vessel “Scan Bothnia”, has long been involved in the legitimate carriage of such equipment, and is a regular vessel in the US Sealift programme. This incident does cause issues of concern, as these weapons and equipment could easily fall into the “wrong hands” if the vessel was subjected to attack…especially as her intended voyage route takes in the dangerous waters of the Horn of Africa.

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With A Crew Mate like this...

Two men suffered minor injuries when they were stabbed by a crewmate aboard the " POS Auckland " moored off Geelong , Australia .

The attacker, Allan Yordan then locked himself in the ship's engine room and told the crew he would ignite fuel, which would have been disastrous. This threat allegedly forced the ship's Master to initiate a Level Three Security alert, as the vessel sought emergency security guidance from the company and flag and port State authorities.

As a result of the attacks crewmember, Yordan was sentenced to six months' jail after being found guilty of stabbing one colleague and attacking another with a hammer.

Initially the incident passed without too much concern, until Union officials highlighted details of the vessel’s cargo and the true risk that any fire could have sparked.

According to police reports the ship was loaded with 33,000 tonnes of the fertilizer, Urea , and the Maritime Union of Australia (MUA) has blasted the Australian Government over security in the shipping industry, claiming that the government had ignored warnings by the union about the "imminent security threat posed” in many Australian ports.

The MUA claimed that the "threat" posed by the drunken crewman had been quashed by Police and harbour authorities, as their version of events states that the “blast scare” was simply untrue.

They instead claim that the sailor on board the " POS Auckland" did not at any stage threaten to blow the ship up.

The International Transport Workers' Federation (ITF) stood by their allegations, and added that they would be pushing for a full report into the incident. ``It's remarkable the police are saying there was not a threat,'' he said.

``Our information is very clear in that he (the sailor) threatened to blow the ship up. Why would the captain put the ship on alert if there was no threat?''

However local police, and the port authorities beg to differ. Detective Senior Constable Damian McKeegan, who interviewed Yordan and the ship's Master, said, ``It has been blown out of proportion. There was talk that if the fertiliser and the fuel were mixed together it could cause an explosion. My understanding is the fertiliser was not volatile,'' he said.

Police confirmed that the Master had put the ship on a Level Three international maritime security warning, the highest possible. But claimed the warning was issued because Mr Yordan had stabbed one of his crewmates and assaulted another.

``He (the ship's Master) was trying to resolve it and sort out what was happening. He called the alert to a level three more for the fact the man was intoxicated and had stabbed someone. It had nothing to do with any threat.''

The Port also played down claims the Filipino sailor threatened to blow up the ship. Toll Geelong Port general manager Lindsay Ward said there was no such thing as “ammonia nitrate urea fertiliser” and the incident involving the crewman did not present a security risk.

Shiptalk believes that this debate and subsequent confusion highlights the lack of understanding and clarity surrounding the issue of maritime security - it also, sadly, stresses the political manoeuvring that occurs whenever authorities feel under pressure.

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Tigers On The Prowl

A security alert was placed across Sri Lanka last month after Tamil Tiger rebels vowed to retaliate following fierce battles on land and sea that left more than 50 people dead.

The Tamil Tigers have accused the government of backing a breakaway faction of fighters and using them to mount attacks on the mainstream rebels. The government denies it, but some diplomats are increasingly sceptical.

As the programme of rebel retribution began, a police vessel was blown up in a mine attack in the north-central district of Anuradhapura, killing three constables.

A military spokesman said they believed the Liberation Tigers of Tamil Eelam (LTTE) carried out the bombing. According to the military reports LTTE were attempting to deploy a new type of sea mine against a naval patrol, however five divers laying the mines were arrested. One died after committing suicide by swallowing a cyanide capsule. Police have questioned the four men.

The mines are similar to limpet mines. They stick magnetically to a ship’s hull and can be triggered to explode by a time-delay fuse or remotely. The military report added, “These are improvised sea mines weighing about 10 to 15 kilograms (33 pounds) and were transported in a freezer truck used for moving fish”.

A Sri Lankan Navy spokesman said it was the first time they had come across the use of magnetic mines by the Tigers who have recently stepped up their use of “Claymore” mines to target military and civilian vehicles.

The Tamil Tigers have warned that the country will be pushed back to a “fatal war” if air strikes continue.

It should be remembered that the Tigers’ use of maritime terrorism is seen by many global terrorist organisations as a blueprint for future action. The more widespread and successful the Tamil Tiger attacks are, then the greater the likelihood that groups such as al Qaeda will look to follow their strategies into the future.

The LTTE’s use of mines and divers against shipping means that such attacks may soon be coming to a port near you…as security experts have said, “what the Tigers did yesterday, others will do tomorrow”!

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Happy Birthday ISPS

July 1 st 2006 sees the second anniversary of ISPS…and this date will see many companies having to go back to their security plans as they ready themselves for a their “Intermediate Verification” audit by their flag State.

As Administrations turn their gaze back to ISPS will many company or vessel security regimes stand up to more determined and aggressive flag State examinations?

The certification process went surprisingly smoothly up to the July 2004 deadline, as most of the shipping industry managed to meet the standards required. Many observers thought that this relatively “easy ride” was due to the political pressure exerted on flags to get their vessels certified.

However, as they approach the second and third anniversaries of certification, and as flags now have more time and experience to “separate the wheat from the chaff”, can companies be so confident of success, and will they have the budget and resources in place to deal adequately with any potential p rob lems?

Thankfully advice is at hand as The Nautical Institute (NI) has just launched their latest book entitled “Maritime Security: A Practical Guide”.

It provides guidance to the shipping industry on how to guard against security threats and how to mitigate the commercial risks posed by the International Ship and Port Facility Security (ISPS) Code.

The book has already proved extremely popular and has become a vital text for companies and personnel as they wrestle with the renewed demands of certification.

“Maritime Security: A Practical Guide” is not just about the rules of security, it is also about the realities. One of the primary aims of the book being to encourage and foster an enthusiasm for security onboard ship, and to remind crews that the vessel is their home and should be protected as such.

There are three basic elements to the book:

• Why do we need security? Looking at the threats, and the profile of shipping and world trade.
• What do we need to do? The legislation, from the IMO and the unilateral rules which have emerged from the USA and EU.
• How can we do it? A guide to best practice and operational guidance.

The text offers helpful and up-to-date advice on current security practices both at sea and in ports. It covers developments in regulations, describes how security equipment can be used to best advantage and what new equipment is becoming available.

The author, Steven Jones, is a mariner with direct knowledge of both physical security and also of the ISPS Code. He has written numerous Ship Security Plans, audited many vessels and companies, and his expertise in both security and safety management ensure he is well placed to get the best out of these seemingly opposed areas of operation.

Jones has first hand experience of the threats posed to shipping, as he was subjected to a pirate attack when serving at sea – an experience that has shaped his rationale for applying security realistically onboard ship, and for making it work in reality not just on paper.

Mr Mitropoulos, Secretary General of The International Maritime Organization ( IMO ) has written the foreword, and has taken the opportunity to thank all across the industry for their contribution in making the adoption and first two years of ISPS such a relative success – though he stresses that there can be no complacency, and that the work must continue unabated.

Title: Maritime Security: A Practical Guide
Author: Jones, Steven
ISBN: 1 870077 75 X
NI Catalogue Ref: 0291
Published 22 June 2006

Priced £27.50 (30% discount for NI members), the book can be ordered from The Nautical Institute directly, online or via email.

The Nautical Institute
202 Lambeth Road
London SE1 7LQ
United Kingdom

Tel +44 (0)20 7928 1351
Fax +44 (0)20 7401 2817

Email: pubs@nautinst.org
Online: http://www.nautinst.org/pubs/search.cfm

Shiptalk are marking the 2 nd Anniversary of ISPS with a Shiptalk News Special on Maritime Security – we have gathered numerous specialists from around the world into an “Experts Forum”, and they will be telling of their experiences of ISPS, and also where they see the future of maritime security.

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GENERAL

Meet My Buoy Friend

The iconic liner, “Queen Mary 2” is to be taken over for a gays-only cruise across the Atlantic .

Up to 2,620 homosexual and lesbian passengers will complete the six-day crossing from New York to Southampton .

A specialist gay holiday company has booked the huge vessel in a show of support for the change in UK law that now allows gay marriages. It will be the highest profile gay cruise ever.

The trip has been organised by RSVP Vacations, which caters for gay men and. lesbians from all over the world.

Boss Jeff Soukup said the voyage would be a holiday where they would feel protected among their own. "It is going to be a once-in-a-lifetime trip that takes the best the straight world can offer and makes it even better," he said.

"The QM2 charter provides an opportunity for gay men and lesbians to experience luxury in an environment where they can feel completely safe."

Prices for next May's cruise are £900 for a basic cabin but run into thousands for more luxurious accommodation.

Every one of the 1,310 cabins on board has been booked, and passengers will be able to enjoy QM2's sumptuous surroundings, including 10 restaurants, a grand ballroom, a spa and fully-equipped gymnasium.

The holiday firm says the trip reflects the importance to business of the "pink pound" now that homosexuality is more acceptable and same-sex civil marriages are being allowed in the UK .

Passengers can take part in gay events in New York before the ship departs on May 29 2007 , plus celebrations and tours after reaching Southampton on June 4.

Guess there’ll be big queues for getting ashore on the bum boats...

While we’re on the subject of, ahem, specialist cruises…the latest holiday to be offered on the vessel “Saga Rose” is proving to be a real hit with holiday makers of a certain age.

The reason for it’s popularity? Well it’s a “Mystery Cruise”…yes, according to the company only the Ship’s Captain will know the destination of the vessel, as it calls into 28 ports over the duration of the cruise.

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In Poor Taste

P&O Cruises has been forced to apologise for an advertising campaign that featured bikini-clad women with the catchphrase "Seamen wanted", which ran the year following Dianne Brimble's death.

Mrs Brimble was on board the P&O-owned "Pacific Sky" in September 2002 when she died from toxic levels of or the so-called party drug 'GHB', or gamma hydroxybutyrate,

A lawyer representing Mrs Brimble's family told an inquest into her death the family was "absolutely outraged" by the "sexist" postcard marketing campaign.

As well as the "Seamen wanted" catchphrase, the postcard featured an image of the “Pacific Sky” and the slogan, "More girls. More sun. More fun. There's nothing else a guy needs to know!"

Anti-rape campaigners condemned P&O for running such a campaign.

Women's Health NSW executive officer, Denele Crozier, said the postcards "encouraged [men] to treat women like a piece of meat."

NSW Rape Crisis Centre manager Karen Willis described them as "misogynistic" and "sexist in the extreme".

"What they do is create a culture where at the extreme end some people may think that violence against women is somehow condoned," Ms Willis said.

"My suggestion to all cruise ship owners would be that they very sincerely look at their culture, processes and practices, and then come out with very clear policies about how they are going to ensure safety for women who pay to go on their boats."

In a statement today, P&O said the postcards were "insensitive".

"These advertisements, which were produced as part of a limited regional campaign that ran for a short time in late 2003, are unacceptable and are not the way we represent our company today."

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Cunning Stunt

Cruise Ships are amazing aren’t they…you can do anything your heart desires, from watching huge Las Vegas style shows to frolicking in a Jacuzzi with 3000 homosexuals, and all with as much food and drink as you like.

Perhaps the one activity that was lacking on the average cruise schedule was water-skiing.

Thankfully it seems that this oversight by Carnival. P&O, Stelios et al has now been rectified as someone has finally managed to water-ski behind a cruise liner.

The stunt was recorded by a German TV show last month after a viewer wrote in disputing an earlier claim on the show that it would be theoretically possible to water-ski behind an ocean-going cruise ship.

TV Reporter, Dirk Giontook up the challenge "to prove it could be done" and to reportedly win a bet.

He was brought up to the correct velocity by a speedboat and then switched over to a line pulled by the 575 foot cruiser "MS Deutschland".

The intrepid reporter managed to stay afloat behind the vessel as it travelled at 17 knots for over five minutes.

Having seen some of your average Cruise passengers, many of whom have waist sizes to match their advanced years –we somehow don’t think that it’ll be an activity that many will indulge in. Thankfully…

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WHAT’S ON WHERE?

ISF Manning and Training Conference 2006

The International Shipping Federation is holding its an annual one-day Manning and Training Conference in London on Wednesday 6 th September 2006 at the Royal Society of Medicine.

This event has become well-established and popular in the maritime industry and is aimed at personnel directors and senior managers from international ship operating companies, or anyone interested in maritime manpower issues. It is attended by about 240 people and viewed as a principal event for those involved in employing seafarers.

The keynote speaker this year is Mr Kari Tapiola, Executive Director at ILO. Other topics include the fatigue and safe manning, reviewing STCW 95, seafarer health checks, dealing with a blame culture and more…

Full details can be found at:

/www.marisec.org/isfconference

or by contacting:

Mrs Shantel Ryan
ISF
12 Carthusian Street
London
EC1M 6EZ

Tel: +44 20 7417 2855
Fax: +44 20 7417 8877
Email: shantel.ryan@marisec.org

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