Nautilus, Op. 55, No. 7

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Whereas the Cleveland bronze seems to represent the moment when the Infant Hercules is about to be attacked, the Waddesdon Bequest nautilus-shell standing-cup depicts a triumphant figure carrying one of the dead serpents in his left hand. Furthermore, this triumphant Infant Hercules is very Italianate, both in style and in the details of modelling. A gap of more than fifty years has normally been assumed to separate the date of origin of these two objects.

The almost total loss of secular Renaissance silver of Venetian or North Italian origin makes it difficult to attribute unmarked - or illegibly marked - specimens to the Italian goldsmiths of the sixteenth century. Nevertheless, on the rare occasions when silver versions of Italian bronze plaquettes of the Renaissance have survived, they are unhesitatingly attributed to the appropriate Italian workshop.

Perhaps the most famous example is the bronze sculptor Moderno, who is now identified with the Veronese goldsmith Galeazzo Mondella active from c. In addition, there are the famous - and wholly exceptional - pair of silver partly gilt plaquettes by Moderno, both of which have been preserved in the Hapsburg collections, where they are first documented in at the Franzenburg in the park of the imperial palace at Laxenburg, near Vienna: 'The Flagellation of Christ', signed OP MODERNI Both are larger and in higher relief than any of Moderno's extant works and, indeed, the figures of St George and St Sebastian are separately cast in silver and attached by riveting to the background - a technique unique among Moderno's large oeuvre of plaquettes.

Despite these unparalleled features and the extraordinary skill in rendering the subtle details and variations in texture on the surface of the silver, Moderno's authorship of these two plaquettes - probably in Rome between and - has never been disputed see M. Almost as widely accepted as Italian are, for example, the less well-documented silver-gilt versions solid casts of a bronze plaquette of 'The Beheading of St Paul', generally agreed to date from the early sixteenth century, though whether from a workshop in Milan or in Rome is still uncertain see W.

Even Giovanni Bologna's magnificent bronze relief Both were medallists before becoming silversmiths see G. It is clear from the archives quoted by Dr Fock that several other statuettes modelled by Giovanni Bologna were also cast in silver by both Rancetti and Mazzafirri while working for the Medici Court.

In the light of these silver or silver-gilt Italian Renaissance plaquettes and figures - whether they be the work of bronze sculptors or trained goldsmiths - it may now seem timely to question the general reluctance of scholars to attribute any of the unmarked silver-mounted cups, like the Waddesdon Bequest Infant Hercules nautilus-shell cup, to the workshops of the North Italian goldsmiths, despite the very obvious links with, or dependence on, Italian Renaissance bronzes.

These two unmarked examples are, similarly, made to support two 'curiosities' - both bowls are made of horn and carved in the form of shells. In several significant respects, therefore, these two cups correspond with the London nautilus-shell standing-cup, and their presence in the Medici collections in Florence lends further weight to the proposition that some - if not all - silver-gilt versions of the Paduan bronzes in the form of an eagle's claw may be of North Italian origin.

I, Leipzig, , p. The shell of the Dresden cup is a replacement because the original was broken, but the silver-gilt mounts are substantially unchanged and in many respects they resemble those on the example in the Waddesdon Bequest. Although the sea-monster with its wide-open jaws is differently angled, the baluster-stem and eagle's claw foot are remarkably close, though not identical; even the ribbons and swags of fruit in relief on the baluster-stem knop are not the same in every detail. Alessandro Vittoria , who had entered Jacopo Sansovino's workshop in Venice in , became not only Sansovino's successor when the latter died in but also the dominant artistic personality in Venice, for, in addition to working in bronze, marble and stucco, he was an architect, a painter and a medallist, with a large studio and many imitators.

Venice, with its great mercantile prosperity and vast network of maritime trading posts, had probably become Europe's chief entrepot through which exotica from the East - like nautilus shells - reached the 'cabinets of curiosities' of the rich medieval collectors, even as early as the reign of Philip le Bel King of France, and his Constable, Raoul de Nesle died It is the earliest surviving tangible proof of the medieval practice of setting these rare shells in costly decorative mounts. Regrettably, the corresponding evidence from Venice and Northern Italy is sadly lacking, even during the Renaissance, although a recent study of several early Italian collectors of 'curiosities' offers ample proof of their serious interest in such rarities as these nautilus shells see G.

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Impey and A. MacGregor, Oxford, , pp. The inventories of the historic collections of the Medici in Florence show that by silver-mounted nautili were being kept in the 'Guardaroba' the storeroom of the Palazzo Vecchio , having been transferred from the Galleria del Casino and, no doubt, acquired long before the end of the sixteenth century. Sadly, they contain no reference to any of the goldsmiths who made the precious mounts for these shells - nor do all of the twenty or so extant examples in Florence retain their original mounts, let alone bear punch-marks or inscriptions which might connect them with the workshops of Italian goldsmiths see Piacenti , pp.

One rare example that has survived intact is a fantastic ewer, the body of which is formed by joining two nautilus shells together and applying ornate silver-gilt mounts see Piacenti , no. This highly imaginative and light-hearted Mannerist essay in goldsmiths' work is very different from the Flemish Mannerist work of the Netherlands and may well have been executed at the Medici Court either by some northern craftsman working under the direct influence of Italian artists and goldsmiths or by a local goldsmith. The mounts are lightly constructed, with a particularly delicate handle of pierced strapwork through which a long, thin serpent glides, weaving its way in and out of the openings and finally resting its head on the collar encircling the middle of the silver-gilt neck with its finely engraved arabesque ornament in the mauresque manner.

Do we ban Sunday morning football in the park lest someone breaks a leg and blocks. No, of course not. Where would it all end? Perhaps, you might say, people who put themselves in danger should get themselves out of it. But just as we expect the Holy Island coastguard to rescue us if we miscalculate the tide, Susie Goodall is only reflecting the expectations of 21st century society, with all its advances, so she can hardly be blamed for that.

The spirit of adventure is part of the human condition and, by its very nature, demands challenge and excitement. Some of it. I am totally in agreement with Peter Bennison letters, February about his take on the arrogance of these yachties; my gripe in particular is about the Colregs. I remember meeting Sir Robin KnoxJohnston in Liverpool some years ago and when I asked him why should singlehanded sailors be exempt from the need to keep a lookout at all times. Policy vision The UK government has unveiled plans for a long-term policy approach to shipping and seafaring, with the publication of its Maritime strategy document.

What does it mean for Nautilus members? Find out in our special report on pages The NAO found that the government had looked at a range of options to provide extra. Pictured above is the 50,gt Irish Ferries vessel W. Yeats, arriving in the port of Holyhead last month after coming into service on the route from Dublin some six months behind schedule.

Experience exceptional performance, simplicity and reliability - wherever you operate in the world. WERE YOU AWARE that following the successul outcome of a judicial review in respect of two Seatax clients, brought before the Courts by Nautilus in collaboration with Seatax Ltd as expert advisors on the Seafarers Earnings Deduction , it was deemed that the two Seatax clients did have a legitimate expectation in applying the only published Revenue Practice with regard to the application of a day of absence in relation to a vessel sailing between UK ports.

HMRC did not want to accept this practice although referred to in their very own publications but have now accepted that expectations of a claim based on such practice would be valid until the published practice is withdrawn. Please visit our website for full details of the case.

Annual Return Tel: - Fax No: - E-mail: info seatax. Prospect Capital. Work on the year-old building is expected to begin soon. MoD to use ferries as RN battleships The UK government plans to convert ferries or containerships into a new class of assault vessel under a low-cost modernisation plan. The vessels would be on permanent deployment at exceptionally high readiness and used for a wide range of tasks, carrying troops, helicopters, fast boats and underwater automated vehicles, and providing crisis support.

But it is hoped that the ships could be brought into service within two years. They are ready to support UK naval operations. Happy site: the Mission to Seafarers has launched a new website — happyatsea. VDR found: hopes of finding the cause of the loss of the bulk carrier Stellar Daisy in have been raised after the support vessel Seabed Constructor recovered its voyage data recorder some 1,nm west of Cape Town last month.

Ensign offers new pension advice service The maritime pension specialist Ensign has launched a new service to enable members to take advantage of the pension freedoms introduced in The new service aims to ensure that members can fully benefit from the pension freedoms, without the hassle of transferring their pension. We must look at ways to simplify the customer experience, to support them in making informed financial planning decisions and ensure we prevent a whole generation from financial turmoil at retirement.

The project aims to streamline processes that can be slowed down by inadequate access to validated seafarer certificates, safety documentation and paper-based certificate management by using a digital certification and endorsement process, based on a digital repository for verified crew documentation, training logs and an approval system. Blockchain would enable individual seafarers to manage their certificate repository from original issuance, as well as allowing maritime administrations to manage the renewal and endorsement across jurisdictions. A way to address this is to bring together the multiple parties involved in the processes and build a system that works for them, establishing trust throughout the network.

Combat Stress — which was established to help ex-servicemen and women — said it had provided assessment and treatment for 11 merchant seafarers over the past year, as well as support for a further 16 through its hour helpline. Nautilus welfare services manager Mick Howarth. They assist with financial matters, and help veteran mariners claim any welfare benefits and grants they may be entitled to, and access other services such as housing and care.

Kerry Ann — who began her seafaring career in the. The ,gt Sky Princess is now being fitted out and is due to enter service in October Research warns of emissions exposure Nautilus has expressed concern about a new study which warns that cruiseship crews and passengers are being exposed to dangerously high levels of exhaust emissions in certain areas onboard.

The study, commissioned by the environmental organisation Stand.

Researchers said they found particularly high levels of ultra-fine exhaust particulate matter UFP in the stern areas on the ships, with levels comparable to cities such as Beijing and Santiago. For those that live in these areas and for those living and working onboard, the sulphur cap cannot come soon enough. It has highlighted the need for shippers to meet their responsibility to ensure that the testing and sampling for transportable moisture limit and moisture content is carried out at the correct intervals. Breaking bad: last year was one of the worst ever for substandard ship scrapping, campaigners have warned.

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In brief Maersk offer: members serving with Maersk Tankers are being consulted on a 0. The company has initially proposed a pay freeze, citing continued economic pressures. Members serving with Technip Singapore are being consulted on an offer of a 1. Trinity pay: members employed by Trinity House are being consulted on a consolidated pay increase of 1. Unions meet minister on RFA pay concerns Nautilus has met defence minister Tobias Ellwood to discuss continuing concerns over Royal Fleet Auxiliary terms and conditions.

The talks came as members were voting on an improved offer which would give a 1. The results of the new consultation will be known early in March. Organised by the RMT union, the action was timed to coincide with the introduction of the new ferry WB Yeats and in support of calls for the company to do more to train and employ British and Irish seafarers. A similar demonstration was held in the port of Dublin, with unions warning of the unfair competition posed by the use of foreign crews paid below the British and Irish national minimum wage rates.

Future pay negotiations will be conducted by the Norwegian unions, with Nautilus continuing to have an active role in the process. The proposed package also includes a change in the date of annual negotiations and a review of healthcare benefits. Senior national organiser Garry Elliott said Mr Ellwood had made a constructive response to the unions. National ferry organiser Micky Smyth said he had held a constructive meeting to discuss the reasons why members had turned down the improved offer and to consider ways in which the pay talks could be resolved.


As a result of the meeting, management have agreed to meet liaison officers and a group of members to discuss the work rotas. If progress can be made, the Union will then seek to finalise the pay negotiations. Following the meeting, the company made a. Results of the consultation will be known early in March. The company said the decision had been made as part of a revised manning model which will also reduce its intake from the Philippines and increase recruitment from Denmark and India. Strategic organiser Lee Moon said the company had given welcome assurances on pay and conditions, cadet recruitment and training.

DFDS claim: Nautilus has met DFDS management to present a claim for an above-RPI inflation pay increase, together with an increase in company pension contributions and discussions on joining the Ensign Retirement Plan, as well as a reduction in annual duty days from Intrada submission: a submission seeking an aboveinflation pay rise has been made by Nautilus on behalf of members serving with Intrada Ships Management. Celtica Hav suffered extensive hull damage, with multiple breaches along its length after grounding in the approaches to the port of Neath Image: MAIB.

The Bahamas-flagged Celtica Hav grounded on a rock training wall in the approach channel to the port of Neath in March last year. The 1,gt ship suffered extensive shell plate damage to the bottom of its hull, leading to flooding of the engineroom and water ingress into several ballast tanks. The UK Maritime Accident Investigation Branch MAIB said the pilot did not have full positional awareness when Celtica Hav left the dredged channel and did not fully appreciate the risk of grounding on the training wall. This was probably because of its sparse content and a perception that it provided little assistance to either the pilot or master during the MPX and execution of the pilotage act.

Water from the compartment overflowed into the engineroom of the 11,gt cement carrier Goliath some 60nm NW of Devonport, Tasmania, in March On the day of the incident, the crew were involved in a number of tasks — including cargo inspections and onboard training across a number of shift changes — and navigation watches were adjusted to enable this to take place.

The report notes that a request to manually close the after peak tank ballast line valves had not been actioned or confirmed as expected because a crew member coming on shift had not been given information about the status of the valves. The report reminds operators and crew that careful attention to detail is required to complete tasks and ensure up to date information is provided at shift changeovers.

Fresh alarm raised over low-sulphur fuel hazards Renewed concerns over the safety problems being caused by the use of lowsulphur fuel have been raised by the International Union of Marine Insurance IUMI.

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Speaking in London last month, IUMI president Richard Turner said insurers are alarmed by the inconsistent quality of low-sulphur fuels and evidence of an increased risk of machinery damage. IUMI says low-sulphur fuels can contain a high level of cat fines which onboard systems and processes often fail to filter out. Differences in flashpoint and combustibility are also evident. Burning low-sulphur fuels brings the added risk of speed loss and the requirement for additional tank cleaning, Mr Turner added, and the switch-over from heavy fuels to low-sulphur alternatives increases the risk of a vessel losing power if this complex process is not managed correctly onboard.

IUMI is calling for regulations to force refineries to test and confirm delivery of compliant fuels.

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It also wants ship operators to enhance their systems, processes and training to protect vessels against the potential impact of using low-sulphur bunkers. IUMI said it is also disturbed by the increasing rate of fuel contamination incidents. This includes biofuels, it warns, where added substances such as Fatty Acid Methyl Esters are sometimes found.

If action is not taken to reduce contamination, IUMI warns that the shipping industry may face situations which insurance will not automatically cover, as vessels could be deemed as being non-compliant with IMO rules. Kongsberg Digital has unveiled the K-Sim Safety package — a simulatorbased system for advanced fire-fighting training. It includes a full-mission interactive 3D walk-through animation of the entire engineroom and four upper decks. Insurers warn over mis-declared cargo Marine insurers have called for action to tackle the risks of fires caused by mis-declared cargoes.

The International Union of Marine Insurance IUMI says it is concerned about the scale of recent shipboard fires, including those on the containership Maersk Honam and car carrier Sincerity Ace, in which a total of five seafarers died, as well as the blaze on the containership Yantian Express, which took more than a week to bring under control. In brief Honfleur hold-up: delivery of the first Channel ferry to be powered by LNG — the 42,gt Brittany Ferries vessel Honfleur — has been delayed. Problems at the Flensburger yard in Germany mean the 1, passenger capacity ship will not be able to come into service on the Portsmouth-Ouistreham route this summer as planned.

Cable cut: A ship has been blamed for leaving the South Pacific nation of Tonga with no internet services. Sicily stoppage: Italian seafarer unions have staged a 24hour strike in protest at the dismissal of 72 crew from the Liberty Lines high-speed ferry service between the Italian mainland and Sicily.

Shipmates stabbed: a crew member was handed over to authorities in Brazil after allegedly injuring three other seafarers onboard the Panamaflagged containership MSC Marta. No other ship register grew faster than the DIS flag last year. By November , merchant vessels with a total of John Ibsen, of the maritime section of the Dansk Metal union, said Denmark is seeking to compete with the less stringent regulatory standards offered by Singapore and some UK offshore jurisdictions. In the past three months alone, he said, the Danish Maritime Authority has issued 24 consultation papers on relaxing regulations.

It is a clear sign that years of hard work from authorities, politicians and the industry to drive down costs associated with running ships under the Danish flag are paying off. The Liberian-flagged ship was inspected by the Danish Maritime Authority and visited by ITF inspector Morten Bach, who said all crew members had received wages for December and had sufficient food onboard.

The number of Indian seafarers employed on ships worldwide increased from , in to , in , said shipping minister Mansukh Mandaviya. India now provides 9. The government says changes to certification requirements and the relaxation of a ban on opening new maritime training institutes has helped to boost seafarer numbers, and measures to secure further increases are planned.

Rule change plan to lure ships away from UK flag The French government is examining ways to make some rapid changes to the rules governing its RIF international register in a bid to attract tonnage presently operated under the UK flag. The French government has announced a series of decrees to deal with shipping-related issues arising from Brexit, and it is now considering how to amend the RIF rules to attract operators from the UK.

It accused the company of blocking requests for an ITF inspector to visit the Liberian-flagged Villa Deste at the Hay Point Coal Terminal in Queensland after complaints that crew were being poorly paid and badly fed. More spills: around , tonnes of oil was spilled into the oceans last year — the highest figure for 24 years, according to the International Tanker Owners Pollution Federation. More than two-thirds of the total was accounted for by the Iranian tanker Sanchi, which exploded and sank following a collision off China in January Panama continues to hold the top spot, with Hong Kong fourth and Singapore fifth.

Malaysia seeks 'fast track' sale of superyacht seized last year The Malaysian government is stepping up efforts to sell the Equanimity has been given a guide price. An initial attempt to sell the yacht through an auction failed last year. Burgess is reporting healthy interest in Equanimity, with as many as 20 interested buyers coming from the Middle East, Russia and other parts of Asia. Burgess says the sale of Equanimity is very different from that of the Indian Empress last year, in which Nautilus successfully fought to secure owed wages for the crew.

He has denied the claims, but has refused to return to Malaysia because he says he will not get a fair trial. The 2,gt vessel can accommodate up to 23 guests and a maximum of 33 crew members. It will undertake sea trials shortly, with delivery expected before the start of the summer season. It will have a cruising speed of 16 knots and a maximum speed of The scheme — which is backed by a dozen companies from the maritime sector — would see facilities constructed in the western part of the Rijnhaven to handle up to 50 yachts of up to m length.

Developers say the project — which has been presented to municipal authorities for approval — could turn Rotterdam into an. The facilities could be used to accommodate newly-built superyachts awaiting delivery or preparing for sea trials, as well as those undergoing refits or maintenance work. If the plans are approved, the backers say the marina could come into operation as early as Research published in the journal International Maritime Health shows that only 7. Carried out by experts at universities in Germany and Denmark, the study was conducted in a pilot programme to investigate the impact of the MLC since it entered into force in Working at sea comes with particular pressures that are just starting to be understood Pictures: US Coast Guard.

Knowledge of the impact of the MLC is very limited, the researchers pointed out, and what research there is has presented a largely critical or ambivalent view. In an attempt to redress this gap, the researchers carried out an. The research showed that Researchers said they had identified a number of issues of particular concern to seafarers. There were also negative reports of stress, lack of motivation, boredom and a feeling of not being good enough, it adds. Focus group participants — senior Danish officers — complained that the MLC had increased paperwork and administrative tasks, and also highlighted problems with low manning, high workloads and the difficulty in adhering to rest hour requirements.

The researchers said the results should be treated with caution because of the limitations of the study. But, they stressed, it is important that more work is done to assess the impact of the MLC. But manufacturers say these decisions have been taken too hastily and could lead to more problems than they solve … ith a growing number of port authorities moving to impose bans on open-loop scrubber wash water discharges, the European Commission has called for urgent international action to introduce harmonised rules on their use.

Meanwhile, scrubber manufacturers have urged ports and maritime administrations not to make quick decisions to ban the use of open-loop scrubbers. However, one recent research report published by the German Environment Agency warned of the potentially damaging impact of polyaromatic hydrocarbons and heavy metals, such as zinc, cadmium, lead and nickel, in washwater. The cutting-edge ship and port simulation centre at the East Park Terrace campus will include six full-mission navigation bridge simulators and a fullmission engineroom simulator, as well as HV training.

Everything will be networked for joint exercises between bridge and engine departments, or ship and shore. The simulation centre will also feature hundreds of ship models, which will be used by cadets and maritime professionals alike. Students will be able to test their designs. The new simulation centre will do exactly that. The campaign has been organised ahead of European Parliament elections — and it includes a Fair Transport manifesto calling for politicians to prevent European transport workers from being undercut on pay by those sent from other countries, and to tackle dangerously long working hours and the use of short-term contracts.

The campaign is set to climax with a demonstration in Brussels on 27 March, with some 5, transport workers from all over the EU expected to come together to call for quality jobs for transport workers and safe, reliable and affordable services for customers. The motion notes that seafarers are disproportionately affected by low.

A river cruise event in Basel, Switzerland, will be held jointly by Nautilus and the ETF on 25 March to highlight exploitation of crew in the booming inland navigation sector. Many transport workers across different industries face similar issues, so it is important for us to join each other and show that collectively we want better standards throughout the continent and worldwide.

We want to see a real improvement in working and living conditions for millions of transport workers. COM Established To plan your ad campaign in Telegraph magazine contact: Jonny Knight t: e: jonathan centuryonepublishing. Eligible RN. Lieutenant Thomas StapleyBunten is the first to benefit from the new scheme.

He is set to leave his role on the training staff at. The year-old, who has previously served as the commanding officer of HMS Example, is being sponsored by Trinity House in its capacity as a maritime charity. After I have gained my OOW Unlimited qualification through the scheme, my intention is to continue with a varied career at sea whilst also studying to become a chartered master mariner.

The Royal Navy has served me well and given me an exciting and varied career so far, and I intend to retain my links to the RN by applying for Operation. This is part of a wider maritime-focused apprenticeships application in the Royal Navy that will be recognised by and transferable to the maritime industry. Multiple retention-positive pathways will in due course ensure absolute full seamless resettlement transfer capability and with MCA qualifications directly into Merchant Navy roles where applicable. Highly-trained ex Royal Navy personnel are a desirable fit into the wider maritime sector, and in an environment that fits well with the Navy ethos.

This will give the MCA qualifications to match. Merchant Navy companies wishing to support the Fastrack Maritime Scheme by including it within their existing SMarT funded training programme, and Royal Navy personnel seeking resettlement with this pathway, please contact David Carter at david. There have been worrying indications in recent years of a global rise in the seafarer injury and death rates — with particular concern about suicides.

But when leading maritime academics tried to assess the true scale of the problem, they found themselves hampered by poor record-keeping in the industry…. Seafaring, the report notes, is often cited as one of the most dangerous occupations. SIRC has been seeking to tackle the problem through a long-term initiative to persuade flag states to collect and share accident and injury data.

In four years, SIRC received figures from four administrations, and in one year only three provided statistics. Despite these challenges, researchers were able to determine that there had been a decline in the rate of seafarer fatalities between and With the shipping industry increasingly concentrating on the wellbeing of crew, the study sought to identify accurate figures on suicide rates amongst seafarers. However, SIRC said this was not an easy task.

When reported suicides are compared with the overall level of deaths at work from accidents and natural causes, the study suggests that suicides constituted a relatively small proportion of total fatalities in the period between and Of a total of 1, fatalities over the 17 years covered by the study, 3. Normally, they note, there is a pyramidal relationship between minor injuries, major injuries and fatalities in workplaces — with fatalities accounting for a very small percentage of total incidents the peak of the pyramid and minor injuries representing the majority of incidents the base of the pyramid.

However, under-reporting becomes even more evident when comparing the percentages of injuries as a proportion of all incidents recorded by each maritime administration. Failure to maintain decent data on the health and safety of seafarers means vital lessons are being lost, the SIRC report warns Image: Eric Houri.

Trends in seafarer fatality rates since , as shown in the SIRC study 16 14 Sucides as a percentage of fatalities. Data on seafarer suicide rates under seven different flags, drawn from the patchy records kept by the authorities. SIRC said the availability of information about seafarer safety has been a concern since its launch in — and things are little better now.

Having seen a decline in the numbers of seafarer deaths reported in the first eight years of the period , the data indicate that seafarer fatalities have increased, and for combined administrations where we have data for the whole 17year period there were more fatalities, in numeric terms, in than there were in To make a proper assessment of the risks associated with working at sea, the report argues that much more reliable information is required on the number of seafarers and more consistent ways of reporting and recording of deaths and injuries should be in place.

Only then, SIRC warns, will it be possible to gain an accurate insight into death, injury and suicide rates and a proper understanding of the health and safety challenges facing seafarers. Maritime is truly global and will move where business is best. Therefore, we must maintain and improve our offering.

We will be at the forefront. The report sets out recommendations for short, medium and long-term priorities on each of these 10 points. It pledges that the government will work with industry to develop a maritime innovation hub in a UK port, bringing together expertise to support technology development and boost regional productivity. The report predicts that there will be significant changes in the skill sets required for seafarers over the next 30 years, with increasingly specialised roles and a strong focus on IT expertise.

It proposes that professional development plans should be built into training programmes from the outset, so that seafarers are fully aware of all the routes open to them and the qualifications required. The report proposes action to improve internet connectivity at sea — for both welfare and training purposes — and pledges UK support for more effective regulations to combat seafarer fatigue. There are also promises of longawaited action to introduce National Minimum Wage rules for all seafarers working in UK waters, and to secure global recognition and standardisation of seafarer ID cards.

The policy package received a generally warm welcome from the industry. We ought to have clear commitments to deliver the numbers of cadets needed to sustain not just the shipping industry but also shorebased services and the wider maritime infrastructure. There are immense opportunities out there for the maritime sector, not least in the huge technological revolution that is well underway. That will strengthen our hand as we work together to put the industry in the best possible position to grab the opportunities ahead.


But objectively, how much difference does it make to bring the same team of senior officers back to a particular ship for more than one voyage? She said there had been very little recent research into the crewing. A group of cadets from Warsash Maritime Academy attended the Effective Crewing launch event and are pictured with conference chairman Captain Kuba Szymanski.

The study examined crewing arrangements on a variety of ship types, with the focus on bulk carriers, containerships, tankers and car carriers. Dr Pike said the research had shown how the shipping industry has no standard crewing pattern — with manning differing across multiple vessel types, multinational seafarers, and varied contractual arrangements. Crewing policies are also shaped by factors such as market conditions, regulatory requirements, charterer and client requirements, trading patterns and the state of the seafaring labour market, she added.

Phil Barton, head of fatigue and risk management with Easy Jet, said his company seeks to keep crew together on the same aircraft, on paired day duties, as much as possible. In aviation, he explained, crewing is determined by operational requirements and moderated by the use of fatigue risk management analysis, as well as collective bargaining agreements.

Although many companies fail to carry out consistent financial analysis of their crewing policies, the project had shown that stable strategies are linked to improved. Former seafarer Nikkie Butt underlined the importance of stable crewing for safe and efficient operations. There are challenges in running a stable model, Mr Wincott admitted. It can mean reduced flexibility for owners and managers, especially in a period of fast change, and there can be issues around travel and visas for some seafarers — particularly when there is uncertainty about where their vessel will be going — as well as a risk of reduced promotion prospects.

Impact Crew director Karen Passman was also part of the research team. She said the project had showed how stable crewing could improve crew wellbeing, with more opportunities to develop good working relationships, improve communications, and undertake mentoring and on-the-job training. Although there are concerns that returning to the same ship may lead to complacency, cliques and over-familiarity, she suggested these risks could be avoided by setting a limit — optimally between two and two-and-a-half years — for keeping teams together. Solent University senior lecturer Nikkie Butt, herself a former seafarer, said clear links could be seen between safety, technical competence and a positive onboard culture.

Feedback from seafarers to the research team had underlined the importance of stability in establishing and maintaining that culture, she added. Dr Pike said the study had shown the importance of supporting and developing senior officers to effectively lead and manage crew through regular leadership training and evaluation.

There were also first-hand accounts from maritime employers about their experiences of stable crewing… he Effective Crew conference heard from some leading shipping company managers who spoke of the gains that can be made from stable manning strategies. MOL LNG Transport Europe managing director Andy Hill said his company has returned to stable crewing after a period of rapid fleet expansion had led to a more flexible approach.

With some of its ships now training on Arctic routes, significant investment is being made in training to meet the requirements of the Polar Code. Stability has improved accountability and has helped to develop greater levels of trust between crews and clients, Mr Hill noted. Back-to-back arrangements have given senior officers greater flexibility in their assignments and the ability to improve family and social life. While stable manning may not be so cheap, it has delivered improved recruitment and retention rates, improved record-keeping and improved SIRE inspection results, as well as savings on operational and maintenance costs.

Zodiac Maritime crew personnel manager Rebecca Hughes said it was difficult to measure the effect of manning policies. But she said stability seems to have a positive effect on motivation and can reduce lost time and off-hire incidents. Teekay Shipping managing director John Adams said companies need to develop crewing strategies that look ahead to the next 10 years.

But the big problem is that we are building so many ships and need so many new people that stable manning is almost impossible. But with stable crews, you can develop this over time. The ultimate responsibility starts with the regulator, which needs to set the standards that enable crews to be safe and happy. A lot of companies undermine the role and authority of the master, even though their position is critical to the success or failure of an effective crewing strategy, he argued. Jae Jones, from the UK Marine Accident Investigation Branch, said stable crewing — especially among the top four posts — can make a big difference to safety.

If we want to keep people at sea, we need to make ships happier places to work. The event was organised by former Bibby Line cadet Andrew Cowderoy, who now runs the specialist maritime fitness firm ZS Wellness after his seagoing career was prematurely terminated by a serious illness in Mr Cowderoy organised the think-tank meeting — which was attended by representatives from Nautilus, maritime charities, welfare organisations, crewing agencies, trainers and health experts — in a bid to identify ways of building on recent discussions about seafarer suicides, mental health and physical wellbeing.

But almost two-thirds of junior crew leave because of poor leadership, she noted. Steve Cameron, from the CMR consultancy, said wellness is much more than being free from illness — and it was generally accepted that a fit, happy and healthy crew would be safer and more productive. However, he pointed out, the Seafarers Happiness. Seafarer medical examinations presently fail to address psychological conditions, he added, and there is a need for seafarers to be trained to recognise the signs of mental health problems among colleagues.

Followup support is also needed for post-traumatic stress issues following accidents and incidents onboard. Freedom Training and Consultancy director Tracey Keane described another programme providing practical support to seafarers. Developed for the Royal Fleet Auxiliary following an earlier programme for the Merchant Navy Welfare Board, the safeguarding and suicide prevention scheme was launched in June and has already provided mental health awareness training for around people. Ms Keane said the scheme aims to get seafarers talking to each other and to empower them to openly.

Karen Waltham, managing director of HR Consulting at Spinnaker Global, closed the meeting with a call for shipping companies to adopt clear and consistent approaches to personnel issues. In a further attempt to coordinate and collaborate on seafarer wellbeing issues, he has launched the Global Maritime Wellness Network to bring everyone actively involved or interested into online communities, organising regular webinars with experts from around the world.

Closing the event, HR Consulting managing director Karen Waltham said shipping has a long way to go to catch up with other industries. If operators are to recruit and retain the skilled seafarers they will continue to require, they need to have clear and consistent approaches to HR strategies, she continued. Ms Waltham ended on a positive note. Seafarer Support is a free confidential telephone and online referral service helping to support serving and former UK seafarers and their families in times of need.

PA chief executive Richard Ballantyne is perfectly correct in highlighting the slipping of seamanship standards. This is as much regretted by those of us responsible for the seamanship in our profession as by himself. Seamanship is neglected in our colleges, owing to the limited time allowed for training in the required subjects for written examination. The subject of seamanship is left more for the oral examination, which is also limited in time, and the standard of the examiners has declined.

However, it would also be good if he helped to put his own house in order. If the ports accepted responsibility for plotting designated anchorage positions, sending advisory broadcasts of arriving and departing ships, and providing weather reports when particularly severe conditions are anticipated, this would all help in reducing anchorage accidents.

The situation of mooring gangs is also problematic. Once upon a time, the mooring gangs were trained and sufficiently manned to secure ships properly in good time. Now, this is often reduced to a few stevedores who are only capable of taking one line at a time and worse, only sufficient men to moor one. As a reminder, there should be sufficient personnel in the mooring party to enable a ship to send two lines at a time from each end.

In poor weather with high wind conditions and large light ships, proper and timely mooring is essential for safety. While on this subject, many ports have failed to add or change their bollards to cope with the increasing length of ships — often causing head and stern lines to become breast lines or worse, springs.

Crews must ensure the ship is secured in such a way that she is ready in all respects to proceed to sea regardless of the weather, and at the time this may cause delays to the interests of the port. However, pressure on the ship to sail must be avoided at all costs, and recent accidents may possibly have shown why. A berth should be cleared of gantries and cranes until the ship is alongside. Fenders should only. This causes cracking to the gangways and turntables, and in many cases provides unsafe access to the ship. What would also help is if your cranes and gantries had a weight alarm system that would indicate immediately to port and ship whether any container or cargo was over the declared weight.

Cranes all over the building sites in London have these, along with wi-fi transmitters to those responsible for the loading. As such alarm systems are purely wire stress meters, the cost and time to fit is minimal. Mind you, I am cognisant that the fitting of these would not please certain shippers. Purely from a crew point of view, the berth should be clear of debris from the last ship, thus allowing a safe passage from the ship to the shore. Where a port requires safety gear to be worn while on port premises, then a changing room should be provided for people to leave this equipment when they go.

Of course, it would be particularly thoughtful if the ports could provide internal transport for the crews, but we have been asking for this for the last 50 years to no avail except in exceptional ports. So you see, Richard, we both have houses to put in order. Possibly both sides need to get together and see if we can find a common approach with a memorandum of understanding between ship and port, with a common reporting system to highlight all perceived problems to the advantage of all. But then again, we have been calling for such an approach for years with no movement from either side.

Do understand that this is not directed purely at BPA ports. It is in generalisation at all ports, good and bad, and while congratulating the good ports that try to accommodate ships with understanding, there, regrettably, are far too many that do not. Captain Michael Lloyd Nautilus Council member. Fifteen students headed to ABP Port of Fleetwood last month for a programme designed to equip them with a deeper understanding of port operations.

In its sixth year of operation, an up-and-coming British container port has turned its attention from building the business to supporting visiting seafarers. Amenities include free wi-fi, a television, a pool table, comfortable seating and a vending machine to re-stock essentials such as phone cards and toiletries. Visitors are welcome to help themselves to woolly hats and scarves knitted for them by volunteers, and can read a good selection of magazines, including of course the Nautilus Telegraph. In the new centre, seafarers can help themselves to woolly hats and scarves knitted for them by volunteers.

User Info: dkgerbil2. Pretty sure they just need to give Naut some more reliable wave clear to make him instantly good in the top lane. They've spent so much time trying to buff everything else and we all know they'll eventually buff his E damage again, making him a top tier pick because of everything else they also added. All my friends are in bar bands. User Info: civid. Will Fiora be worth playing now?

The buffs will help, but I just don't see it making a huge difference. User Info: JMunkholm.

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Renekton buffed again? It is really that time of the month? More topics from this board Keep me logged in on this device. Forgot your username or password? Camille Base attack speed increased from. User Info: Supp1 Supp1 5 months ago 2 Nautilus buffs? User Info: typhone typhone 5 months ago 6 Bramble vest shouldn't get the grievous wounds duration buff, but thornmail should.