SB06 Quark 5 - ITF Global

InternationalTransportWorkers’ Federation no. 25/2011

Seafarers’Bulletin

English

CANYOUHEARUS?Nearlyonemillionsignupto

demandendtopiracy

BILLOFRIGHTSProgresstowardsputtingtheMaritimeLabourConventionintoforce

NEWERAFortheITFcampaignonflagsofconvenience

SB11En:SB06 Quark 5 7/3/11 14:48 Page 1

The ITF’s activities in themaritime industry are

spearheaded by the campaign by seafarers’ and dockers’

unions around theworld against the transfer of ships to

flags of convenience (FOCs) to evade national laws and

conditions and trade unions.

The campaign has two sides: politically the ITF fights

with governments and international bodies to ensure that

there is a “genuine link” between the owner of a ship and

the flag it flies; industrially ITF unions have fought to

establish acceptableminimumwages and social

standards on all FOC ships.

In effect, the unions seek to agree conditionswhich at

least reach the standards laid down by the ITF Fair

Practices Committee – the joint seafarer and docker body

which sanctions the FOC campaign. In recent years, the

ITF has negotiated an international collective agreement

with a large and growing group of ship operatorswithin

the International Bargaining Forum,which provides

comparable standards butwithmore flexibility.

Seafarerswho are hired towork on FOC ships are often

given strict instructions not tomake contact with the ITF.

Some aremade to sign contracts inwhich they promise

not to do so. There are even some employerswhowill sign

an ITF agreement and then defraud their crews by paying

lowerwages – a practice known as double book-keeping.

FOC seafarerswho have problemswith their pay and

conditions, or any other grievance about theway they are

being treated, can either get in touchwith the ITF directly

(see our addresses and numbers on page 21) or can

contact one of our inspectors based in ports around the

world (seemap on centre pages andmore details on the

reverse of themap).

TheITFflagofconveniencecampaign

www.itfseafarers.org

AlastairFyfeAhelpinghandforseafarers


QQQQQQQQ

T hemaritime industry, and the risksfacedby seafarerswho transportgoodsaround theworld, came to

public attention twiceduring2010 for twobad reasons.Onewas amaritimedisaster involving an

explosion on the oil rigDeepwater Horizonoff theUS coast. Someonemade a seriousmistake, hadinadequate training orwas driven bymanagement pressureto cut costs. The threat towildlife and fisheries quickly hittheworld’s headlines. And, as so oftenwhen amajor oil spillhappens at sea,much less attentionwas paid to the 11 rigworkerswhopaid for the failure in safety systemswith theirlives. The ITF’smessage is very clear. The human factor iscrucial to safety. Respecting seafarers’ rights, paying themadecentwage,making sure they are not too frightenedto complainwhen they see unsafe practices andrecognising genuine unions are all vital ingredients for asafemaritime industry.Andhuman riskswere equally serious in theother

maritime issue tohit theworld’s headlines –piracy. As thestory onpage 12makes clear, anunprecedented coalitionofthe ITF togetherwith all themajor shippingorganisationsgeneratedalmost 1million signaturesonapetition to “EndPiracyNow”whichwaspresented to the secretary-general oftheUNand the InternationalMaritimeOrganisationonWorldMaritimeDay.Unlessurgent action is taken to stoppirate attacks, responsible shipownersmay joinwith ITFunions to stopputting their seafarers at risk andwill avoidtheareaoff Somalia and theapproaches to theSuezCanalaltogether. If theydo, itwill haveamajor impact on thepriceof goods in the industrialisedworld andwillmake thepublicevenmoreawareof just howmuch their livesdependon thepeoplewhogo to sea.

ITFSeafarers’Bulletinno.25/2011

AlastairFyfe

�

�David CockroftITF general secretary

ITFSeafarers’Bulletinno.25/2011PublishedinJanuary2011bytheInternationalTransportWorkers’Federation(ITF),49/60BoroughRoad,LondonSE11DR,UnitedKingdom.FurthercopiesofSeafarers’Bulletin(publishedinEnglish,Arabic,Chinese,German,Indonesian,Japanese,Polish,Russian,Spanish,TagalogandTurkish)areavailablefromtheITFattheaboveaddress.

Coverphoto:AlastairFyfe

Tel:+44(20)74032733Fax:+44(20)73577871Email:[email protected]:www.itfseafarers.orgwww.itfglobal.org

ContributorsNinaEspeliAllen,TomHolmer,PennyHoward,JimJump,BrendaKirsch,FrankLeys,AnnaLlewellyn,SeanMaloney,AnaLiliaPérez,NicholaSmith

4Enteringanewera TheITF’sworldcongressrevisesthepolicyonflagsofconvenience

8Worldfleet The latest factsandfigures

8Campaignupdate TheITF’sefforts tohelpseafarersonflagofconvenienceships

12CoverstoryDemandsforanendtopiracy,alongwithpracticaltipsondealingwiththeproblem

19ITFinfoAdvice forseafarers,pluscontactdetails for ITFinspectors

27Philippines ITFExpodrawscrowds inManila

29Cruiseships Tradeunioninput for Indonesiantrainees

30MLCPuttingthe“Seafarers’BillofRights” into force

33Seafarers’ rightsWhyweneedourowncentre for legalexpertiseandresearch

34FerriesEuropeanunions launchcampaignfor fairemploymentandagainstdoingdockers’work

36ITFSeafarers’Trust30yearsof lookingafter thewelfareof theworld’sseafarers

37OffshoreAnotherDeepwaterHorizondisastercouldhappen

39FisheriesScandalofhumanrightsabusesonillegal fishingvesselsunder flagsofconvenience

41Containersafety Theregulationsarebeing ignored


Enteringanewera

InAugust2010theITFcongressinMexicoCityadoptedanewpolicyfortheflagof

conveniencecampaign.ANNALLEWELLYNgivesanoverviewofthenewpolicyand

whatitwillmeanforseafarers.

Flagofconveniencecampaign

StephenBruijneel/www.dockwork.be


TheITF’sflagofconvenience(FOC)campaignmightbemorethan60yearsold,butit isdefinitelynotabouttoretire. It

isstillasdynamicasever.Andthesecretbehindthisvitality isthatthecampaignhasconstantlyreneweditselfandchangedwiththetimes.Thislatestpolicyoverhaulwastheresultofa

four-yearreview.Carriedoutonthe50thanniversaryofthelaunchofthecampaign, itwasaprocessdesignedtoensurethatthecampaignwillcontinuetoprovideimprovementsformaritimeworkersinthe21stcentury.Muchhashappenedinthe12yearssincethe

previouscampaignreview,whichresultedinareport“FromOslotoDelhi”.Aswellaschangesandchallengestointernational law,globalisationhasgatheredpace,ownershipstructureshavebecomemorecomplexandtherehavebeenchangestointernationalregulations,suchastheintroductionoftheInternationalLabourOrganisation’sMaritimeLabourConvention–the“Seafarers’BillofRights”(seepages30-32).Anotheraimofthereviewwastolookathow

theITFanditsmemberunionscandoabetter jobforworkersinthemaritimeindustry.

UnionobligationsAkeynewfeatureoftheMexicoCityPolicy,whichhasreplacedthe1998DelhiPolicy, istheadoptionofanewSeafarers’Charter.ThissetsouttheminimumobligationstocrewmembersthatmustbemetbyunionsrepresentingthemunderITFcollectiveagreements. Itwillcomeintoforceon1January2012andunionswillneedtobefullycompliantby2014.Underthenewpolicy,allunionsmust,asa

minimum,provideseafarerswith:�amembershipcard�anewsletter�acontactsdirectoryofunionofficials�assistancewithclaimsunderthecollectivebargainingagreement�participationrights

�visitsbyunionrepresentativeswherepossible� informationontheresponsibilitiesofunions(wheretheagreementissignedbymorethanoneunion).Theseminimumstandardswillensurethat

seafarerscoveredbyITFagreementswillnotonlybenefit fromITFminimumpaylevelsandemploymentconditions,butwillalsohavethedirectsupportoftheunionthatholdstheagreementandtheopportunitytohaveasayinunionmatters.

TransparentwagesAnothernewfeatureforseafarersistheadoptionofaFundingandAuditPolicy.AswiththeSeafarers’Charter, thispolicycomesintoforcein2012,witha2014deadlineforcompliance.Theaimistoensurethatseafarersunderstandandreceiveall thebenefitsthatareduetothem.UndersomeITFagreements,seafarers’total

wagesaremadeupofseveraldifferentbenefitsinadditiontothecashwages.Thesecanincludeunion-runprovidentfunds,employer-runpensionschemesandmedicalcover.Thenewpolicywillensurethatwagescalesaresetoutinawaythatseafarersthemselves–andITFinspectorscheckingcompliance–canseeclearlywhateachelementofthewagesisandhowtheygetit,whether incashorasadeferredbenefit.Itwillalsomeanthatalldeferredbenefit

fundsandschemesthatformpartofthepaystructureofanyITFagreementwillhavetobeprofessionallyaudited.Thiswillmakesurethatfundsareproperlymanagedbytheunionorcompanyinquestionand

ensurethatseafarersreceivethebenefitstheyareentitledto.

ImprovementsfornationalflagcrewsTheITFcampaignhaslongbeenfocusedbeyondFOCsanditsobjectiveistoeradicatesubstandardshippingandwinimprovementsforallseafarers.However,theMexicoCityPolicyisthefirsttimethattheITFhashadadefinedpolicydealingwithconditionsforseafarersworkingon

ITFSeafarers’Bulletin2011

�www.itfseafarers.org

MexicoCityPolicyFivepositivesforseafarers�Minimumobligationsonunionstoseafarersunder ITFagreements

�Understandable ITFwagescales,clearlyshowingall theseparatewageelements

�Improvedtransparencyonhowdeferredbenefitschemesarerun

�Greater role for ITF laboursupplyunions, includingbilateralagreements

�Increasedmutualsupportbetweenseafarersanddockers

5

StephenBruijneel/www.dockwork.be

TheMexicoCityPolicyisthe

outcomeofafour-year,union-drivenexercisetomaketheITF’sflagofconveniencecampaigneffective,accountableandefficientinthechanging

worldofshipping.Itbuildsonthesuccessesofthelong-standingFOCcampaignandwillmakeitevenmoreeffective.Thepolicywillcontinuetoestablishcloser

relationshipsbetweenseafarersanddockersandtheirunionsanddevelopthemethodsthatcouldbeusedtoadvancetheir interests.Itbeginstoaddresslong-standingconcerns

aboutnon-domiciledseafarers.Andit includesanunderstandingthattheITF’sengagementwithnationalflagvesselsisinpartnershipandinconsultationwithunionsinthosecountriesandreflectstheirconcernsaboutprotectingtheirownmembers.Stephen CottonITFmaritime coordinator

Wewelcomethat thenewpolicycontinuestohighlight theprinciplesof

cooperationandmutual respect throughtherecognitionofbilateralagreements.Johnny Oca JrAMOSUP, Philippines

Traditionaldockworkmustbegivenbacktodockersbyseafarers.Dockers

will standbesideseafarers tohelpsecuregoodwagesandworkingconditions. It’sa fairdeal.Niek StamFNV Bondgenoten, Netherlands

Fromthepointofviewof thebeneficialownershipunions, thenew

policyhaspreservedthecornerstonesof theoldpolicy,namely thebeneficialownershipprincipleandnegotiationrights,andadaptedtheseprinciples toachangingindustry.Tomas AbrahamssonSEKO, Sweden

Whattheysayaboutthenewpolicy� �

�

�

“TheseminimumstandardswillensurethatseafarerscoveredbyITFagreementswillnotonlybenefitfromtheITFminimumpaylevelsandemploymentconditions,butwillalsohavethedirectsupportoftheunionthatholdstheagreement.

”


��www.itfseafarers.org

�

��

NOW INCHINESE, RUSSIAN, SPANISH AND ENGLISH

�your rights �maritime news�contact the ITF �advice on pay, jobs

This is a terrific site and,most importantly, ITF isthe best for every workerin the world, especiallyseafarers. sagos

Website is great. I can practice my Englishand keep in touch withmates.inday

Good website.Find it reallyuseful. dcn

News snippets on thefront page are alwaysuseful. Ross

It’s great –thanksITF. seahorse

and safety �look up aship �port profiles�flags of convenience�inspectors’ blog

�crewtalkforums

Keep in touch at sea or ashore

With advice onpreventing piracyattacks and onsurvival if taken

hostageDownload the ITF guide

“A Seafarers’ Billof Rights”


ITF Seafarers’ Bulletin 2011 7

Flag of convenience campaign


�

�The new chair of the

ITF seafarers’ sectionsays he is excited aboutthe challenges ahead,including implementingthe new Mexico CityPolicy on flags ofconvenience.David Heindel (left), a

national official with theSeafarers’ International Union of North America (SIUNA), was elected as section chairat the ITF’s 2010 Congress in Mexico City.“This is a great honour,” he noted. “With the

support of the ITF secretariat, its staff and theaffiliate unions, we can achieve great things.”Since 1997 Heindel has been the secretary-

treasurer of the US-based SIUNA, representingseafarers in the US and Canada. Born in NewOrleans, he graduated in 1973 from a SIUNA-affiliated training facility and went to work ondeep-sea vessels as an oiler, junior engineerand electrician. By 1980 he came ashore towork for the union, holding various positionsbefore his current role.In 2002 Heindel was elected as the vicechair

of the ITF seafarers’ section. Since then, he hasworked extensively both within the US and ininternational forums such as the InternationalLabour Organisation and the InternationalMaritime Organisation. Focusing on shipboardand port security issues as well as theinternational project for a new seafarer’sidentity document, he helped protect seafarers’rights under the International Ship and PortFacility Security Code (which took effect in July2004) and secure a new agreement for tens ofthousands of seafarers worldwide under theITF’s International Bargaining Forum.Speaking from the ITF’s London office during

his first meeting as chair, Heindel said: “I amconfident that the seafarers’ section willachieve its goals in the months and yearsahead. We will tackle those goals aggressively,but we also recognise that in general one key to our success will be the spirit of cooperationwhich is needed for progress in today’smaritime industry.”He added: “The maritime industry is the

engine of the global economy and seafarers are the fuel that keeps the engine running. It isimpossible to overstate the contribution theymake to economic stability and growth, not tomention the vital role they play in nationalsecurity in times of emergency.”

David Heindeltakes the helm

� Dancers greet delegates at the ITF congress in Mexico City.

The new flag of convenience policy –knownas the Mexico City Policy –was agreed at theITF’s 42nd congress, held in the Mexicancapital in August 2010.The congress is held every four years, when

delegates sent by unions around the worldrepre senting seafarers and other transportworkers meet to decide ITF policy until thenext congress. They also elect the officers ofthe ITF, as well as members of the sectioncommittees – such as the seafarers’ section.In Mexico City a total of 333 unions from

109 different countries were represented

by 1,196 delegates and advisers.The congress theme was “Strong Unions –

Sustainable Transport”, describing thechallenges facing unions and transportnetworks from the negative impact ofderegulation and privatisation. Delegates in Mexico City agreed that, with

globalisation and new technology leading toa greater integration of transport functions,unions must deliver a coordinated responsethat cuts across the various ITF sections,with, for example, seafarers campaigningtogether with dockers and other groups ofworkers.

For more about the 2010 ITF congresssee: www.itfcongress2010.org

Made in Mexico


national flag ships. Minimum conditions nowexist for non-domiciled seafarers employed onnational flag vessels. National unions signingagreements for these ships will also work moreclosely with unions from the crew supplycountries to ensure that all seafarers working onboard are protected and represented. Whilst the new policy cements the primary

role of the unions in the ownership countries, italso promotes greater involvement from labour

supply unions and encourages the signing of ITFagreements by partner unions.

A new era of solidarityThe core principles and goals of the FOCcampaign remain the same. But reviewing thepolicy has allowed the ITF to make them moreexplicit, for example the shared aims and mutualsolidarity between seafarers and dockers. This isfirmly at the heart of the campaign. Theachievements of the campaign for seafarerswould not have been possible without the activesupport of dock workers. Now dockers aroundthe world are themselves under attack and ITFunions are beginning the fight-back with acampaign against ports of convenience, drawingon the lessons and successes of the FOCcampaign.Unless these two campaigns support each

other, and unless seafarers stand united withdock workers, the end result will be disastrousfor dockers and seafarers alike. With the policychanges agreed in Mexico City, the ITF’s maritimeunions have restated their determination towork together to secure a brighter future for allmaritime workers, at sea and ashore.

� Anna Llewellyn is the head of maritime policyimplementation at ITF headquarters in London.

Have your sayVisit www.itfseafarers.org and…

�Tell us what you think about the newpolicy

�Find out if your ship is covered by anITF agreement

�See what your pay and conditionsshould be

�Check which union covers your ship

�Entering a new era


8 ITF Seafarers’ Bulletin 2011 www.itfseafarers.org

� ITF inspectors visited a total of 8,302shipsduring 2010.

�There are 32 flags of convenience (see list and flags on page 26). Most inspectionsundertaken by the ITF are on FOC ships.

�During 2010 the ITF flag of conveniencecampaign resulted in a total of more thanUS$23.7millionbeing recovered in back wagesand compensation for crews.

�The ITF has 135inspectors in the ports of 49countries around the world. This is eight moreinspectors in four additional countries, comparedwith 2009.

�Seafaring members of ITF-affiliated unionsand crews on flag of convenience ships tookindustrial action in support of the ITF campaign in32countries on four continents during 2010.

�The number of seafarers covered by ITFagreements in 2010 was 288,575–over 25,000more than in 2009.

The ITF campaign in numbers

The world fleet

1 Panama* 8,100 190.7 183.5 18

2 Liberia* 2,456 91.7 82.4 11

3 Marshall Islands* 1,376 49.1 42.6 8

4 Bahamas* 1,426 48.1 46.5 14

5 Hong Kong (China) 1,529 45.3 39.1 10

6 Singapore 2,563 41.0 39.9 9

7 Greece 1,517 38.9 36.8 22

8 Malta* 1,613 35.0 31.6 13

9 China 4,064 30.1 26.8 23

10 Cyprus* 1,026 20.2 20.1 12

11 United Kingdom 1,697 17.0 15.3 19

12 Italy 1,635 15.5 13.6 23

13 Germany 948 15.2 15.3 21

14 Japan 6,221 14.7 13.6 16

15 Norway (NIS second register) 560 13.9 15.0 15

16 South Korea 3,009 12.9 14.1 26

17 United States 6,546 12.0 11.3 27

18 Denmark (DIS second register) 490 10.8 10.1 16

19 Isle of Man (United Kingdom) 363 10.2 8.6 10

20 Antigua & Barbuda* 1,237 10.0 9.5 10

Source: Lloyd’s Register of Shipping. * Denotes flag of convenience.

1 Japan 3,751 123.9 82 Greece 3,150 109.3 143 Germany 3,627 77.5 94 China 3,633 65.9 195 United States 1,865 38.8 176 Norway 1,968 32.0 147 South Korea 1,200 28.3 168 United Kingdom 1,018 26.5 149 Denmark 944 25.3 1110 Hong Kong (China) 680 21.7 1111 Singapore 985 20.3 1312 Taiwan 637 19.1 1313 Italy 844 17.1 1414 Russia 1,987 14.3 2415 Canada 433 12.6 2016 Turkey 1,222 10.8 1817 India 509 10.2 1718 Malaysia 480 9.8 1419 Iran 165 7.7 1420 Belgium 234 7.6 14

Source: Lloyd’s Register of Shipping.

TOP 20 SHIPOWNING COUNTRIES

No. of Gross tonnage GT (m) Averageships (millions) 1January age

(over 100gt) 2009 (ships)

TOP 20 FLAG FLEETS

Ranked by tonnage 1 January 2010

No. of Gross tonnage Averageships (millions) age

(over 1000gt) (ships)

Ranked by tonnage 1 January 2010


ITF Seafarers’ Bulletin 2011 9

Over $200,000 wonin Baltic Sea blitzSupported by the ITF, seafarers on boardvessels in the Baltic Sea won substantialsums in back pay during an ITF week of actioncovering 10 countries in the region. From 27 September to 1 October 2010, ITF

inspectors went on board 258 vessels inDenmark, Estonia, Finland, Germany, Latvia,Lithuania, Norway, Poland, Russia andSweden.The inspectors helped secure US$212,955

in back wages owed to seafarers on board thevessels. Apart from advising seafarers with

payment complaints, the inspectors alsochecked conditions on board the vessels andmade sure that crew members were notcarrying out work that should be done bydockers; compensation was received fromone vessel owner for lashing carried out byseafarers.Andrzej Koscik, ITF inspector in the Polish

port of Gdynia, said: “Seafarers showed itwas possible to take action in each of theBaltic Sea countries. We showed the portauthorities and shipowners that thecoordinated action of seafarers and dockerscan bring benefits to both seafarers anddockers.” Seafarers’ unions in the Asia/Pacific region

held a week of action during the same week,

targeting flag of convenience andsubstandard ships. The campaign involvedITF-affiliated unions from Russia, Japan,South Korea, Taiwan and the Philippines.

Crew hold out inSpain for back paySeafarers stranded in a Spanish port sat in ontheir ship until they received, with the help ofthe ITF, more than US$98,000 in back wagesowed to them. The vessel’s owner alsopromised to pay repatriation costs.Thanks to their determination, the one

Georgian, three Russian and 12 Ukrainiancrew members on the Sierra Leone-flaggedEastern Planetwere paid back wages up to 31August 2010. This followed assistance fromthe ITF coordinator for Spain José ManuelOrtega.The crew was left in the southern Spanish

port of Algeciras on 22 July when the vesselwas arrested by the maritime authoritiesafter they found the condition of the ship tobe deficient. It was expected that repairswould take less than a month to complete,after which the ship would set sail for its finaldestination, the Congolese port of Matadi.The angry seafarers refused to cooperate in

discharging the ship’s cargo until they

�

Supplies being taken on board the EasternPlanet for the crew.

Polish unions launch the Baltic week of action.

�ITF flag of convenience campaign news


received their wages. The shipowner finallyagreed to do so and also stocked the shipwith 40 tons of fuel and provided food. Inaddition, he agreed to repatriate any crewwho did not wish to remain on board until theship reached its final destination.Ortega commented: “After 42 days without

news of the vessel owner, the case is in theprocess of being resolved – it’s a happyending.”

Burmese seafarersseek help in EgyptWhen the Napht Al Yemen 3 arrived in SuezPort, Egypt, for repairs, the Burmese chiefengineer and second engineer found thatthey were owed money. They made contact with ITF staff in London,

who got in touch with the ITF inspector in PortSaid, Talaat Elseify. He then approached theYemen-based shipowners Overseas Shippingand gave them one week to solve theproblem. Otherwise action would be taken toarrest the vessel. One week later the shipowner came to the

ITF’s Port Said office and paid the delayedsalaries to crew members, with the amounttotalling US$76,021.

$112,000 forabandoned crewThe ITF has helped five Sri Lankan seafarerswin back pay of US$112,277 after they werestranded in Kochi, India, for 19 months.The Panama-flag tug Malakaswas

abandoned in August 2008 following damageto its engines. The owner, the Iran-basedTalaieh Jonoub Marine Service and TradingCompany, did not even allow the crew of 10 tobe rescued by a vessel that had responded toa distress call. The Malakaswas later towed to Kochi,

where five of the crew were paid andrepatriated. The ITF represented the

remaining five seafarers, who were finallypaid their owed wages, as well as US$6,849towards pay due, after the tug was auctioned.They were flown home on 15 April 2010.

Filipinos on freezingship call in the ITFThe 18 Filipino crew members of the Gorgonillaapproached the ITF in February 2010 tocomplain about the poor conditions on boardtheir Panama-registered ship, which wasmanaged by the Danish company Seaflex.Shortly after joining the vessel in Gibraltar in

January the crew found out that the chemicaltanker was in a very bad state. They informedSeaflex about the numerous deficiencies butwere told to start their scheduled voyage toKalundborg, Denmark.The main problem was no heating on the

vessel, although it was winter in Europe! Also,the toilets were not working and there wereproblems in the engineroom, on deck and onthe bridge. Soon after entering the Kiel Canal in February,

the ship’s engines broke down and the anchorwas dropped before the vessel was towed backto the port of Brunsbüttel, Germany.Following a tip-off from Hamburg-based ITF

inspector Ulf Christiansen, the port statecontrol authorities visited the ship anddetained it, citing various grave deficiencies. When Christiansen visited the ship, he found

the temperature in the crew cabins andaccommodation was minus 6 degrees Celsius.He immediately called the port doctor, whodeclared the whole crew unfit for duty. They leftthe vessel and stayed for nearly 10 days in theseafarers’ mission in Brunsbüttel.After long and difficult negotiations between

the ship’s owner and manager and Christiansenand the ITF inspector in Denmark, MortenBach, the crew received more than 50 per centof their outstanding wages in cash before beingflown home at the owner’s expense. The otherpart of their outstanding wages was remittedto their bank accounts. The total amount ofback pay received was US$59,066.The ship was eventually sold to Oceanlink

International of Port Said, Egypt, and in Maywas towed to the port of Kaliningrad, Russia,for repairs.

Japan protest overanti-union companyDockers and seafarers gathered outside thehead office of a Japanese shipping company inJuly 2010 to protest against the firm’s anti-union actions.The rally outside Dowa Lines’ head office in

10 ITF Seafarers’ Bulletin 2011

�



“It is a nice feeling toknow that we seafarersare not alone.

”

Crew members of the Gorgonilla check theirback pay. See “Filipinos on freezing ship”.

The crew of the Malakas. See “$112,000 forabandoned crew”.

ITF inspector Talaat Elseify hands over a paycheque. See “Burmese seafarers seek help”.


Tokyo, Japan, involved members of the JapanSeafarers’ Union (JSU) and the NationalFederation of Dockworkers’ Unions of Japan.They were demonstrating over the company’spersistent refusal to sign ITF agreements forits fleet of 24 mainly Panamanian-flag vessels,despite the fact that the majority of Japanese-owned flag of convenience vessels arecovered by the agreements. The unionmembers were also expressing their angerover the company’s court action against theJSU, with the union being sued for defamationover what it said in a leaflet.The ITF issued a letter of solidarity in

support of the rally, congratulating the unionson their perseverance. It said: “You have beensteadfast in your efforts to improve theworking conditions of seafarers on DowaLines vessels but, instead of negotiating,Dowa has responded by challenging yourlegitimate actions in court.The rally took place as part of the ITF’s East

Asia week of action on ports and flags ofconvenience from 12-16 July. During the week,seafarers’ and dockers’ unions across Japan,South Korea, Russia and Taiwan visited 124vessels, signed agreements with a number ofvessel owners and visited ports that were failingto negotiate with their local dockers’ unions.

Georgians stay putuntil they are paidThe nine Georgian crew members of theJasmine, who had been left without pay in the French port of St Louis du Rhône for two months, were repatriated on 1 September 2010.The Italian-owned, Georgia-flag cargo ship

had been in the port since 26 June, when thecrew refused to leave until they were paid sixmonths’ wages owed to them, totalling morethan US$99,000.

The ITF has helped them retrieve a third oftheir back pay.ITF inspector Yves Reynaud said that the

seafarers were “lucky to have arrived inFrance, where a solidarity system, viaassociations and the mayor, was able toprovide them with water and basicnecessities”.The ship, which was arrested, is expected to

be auctioned.

Justice for trio at riskof deportationThe ITF has congratulated the Danishauthorities for how they acted in averting apotential miscarriage of justice against threeseafarers on a flag of convenience ship.The men were innocent victims of a

shipowner who took their passports andabandoned them and their ship. They wereclose to being deported and given criminalrecords as illegal entrants to Denmark. Thiswould have seriously jeopardised theirchances of finding work again. But in February 2010 they learned that all

such charges had been dropped and they werefree to return home. Thus ended their six-month ordeal. According to the ITF, they werealso likely to receive the four months’ worth ofwages owed to them once the ship on whichthey were serving was sold.The three were promised work on the St

Vincent-registered Cormorant in August 2009.The vessel’s German captain/owner took awaytheir passports and other personal belongingsand prevented them leaving it. They and theship were abandoned in Frederiksvaerk,Denmark, in December 2009.ITF seafarers’ section secretary Jon Whitlow

commented: “We were inches away from

11ITF Seafarers’ Bulletin 2011

�www.itfseafarers.org

“We were inches awayfrom another case ofthe unfaircriminalisation ofseafarers. I am glad toreport that the Danishauthorities saw thewisdom of an urgentreview of what wasplanned and movedquickly to prevent thatinjustice fromhappening.

”

Crew members of the Cormorant: the shipowner took their passports. See “Justice for trio”.

Protesters rally outside Dowa Lines head officein Tokyo.


ITF Seafarers’ Bulletin 201112 www.itfseafarers.org

Alastair Fyfe

The ITF campaign toend the scourge of

piracy has beenboosted by a petition

with over 930,000signatures that waspresented to the UNon the 2010 Day of

the Seafarer.London-based

freelance journalistBRENDA KIRSCHreports on this andother developments

in the campaign.

another case of the unfair criminalisation ofseafarers. I am glad to report that the Danishauthorities saw the wisdom of an urgentreview of what was planned and movedquickly to prevent that injustice fromhappening.”Following their abandonment with no

wages, food or power the three men, twoGhanaians and a Russian, were dependent onlocal charities and ITF inspector Morten Bachfor help. Bach explained: “To all intents and

purposes these men were held as virtualprisoners on the ship. Almost unbelievablythey were then charged with having been inDenmark illegally, even though the captain hadtaken away their passports to stop themescaping from the ship. Had the authoritieshere not relented, they would have been hitwith at least a year’s ban from passing throughDanish territory, giving them a EuropeanUnion-wide criminal record. This was utterlyunacceptable and that message has beendriven home to the Danish authorities, who,I’m glad to say, have now acted to take thatmessage on board.”According to the ITF, the Cormorant case was

the latest example of the unfair criminalisationof seafarers. Previous cases such as the HebeiTwo have been roundly condemned by thewhole body of shipping organisations.The Cormorantwas built in 1965 and is

owned by Klaus Herman Juls of Rostock.

Waiter securesdisability pay-outValparaiso-based ITF inspector Juan LuisVillalón Jones is handling several cases ofseafarers on cruise ships who have hadaccidents but received no help from theircrewing agency.In one case, a waiter on theGrand Mistral

twisted his knee because the pantry floor wasslippery and he did not have the proper rubberfootwear. The ship’s doctors said he should berepatriated for surgery. Once home, thecrewing agent was less than helpful and only

gave him sick pay after a two-month delay.There were complications with the surgery andthe seafarer was referred to other doctors – atwhich point the crewing agency ordered a stopto the treatment and said the seafarer shouldreturn to work. Villalón Jones contacted the P&I insurers

and requested them to take care of the case.On the ITF’s insistence the insurers sent theseafarer to another doctor for a finalevaluation. The doctor concluded that a returnto work on board was not possible. Meanwhile, the agency had contacted the

seafarer and threatened to withhold anycompensation if he continued receivingassistance from the ITF. But after a year and ahalf, finally, the seafarer got his 100 per centdisability compensation.

Guided throughDutch pay mazeTwo Romanian seafarers expressed theirthanks to the ITF in Canada after they werehelped to retrieve pay owed to them by theirDutch employer.The chief officer and second engineer of

the Dutch-owned and flag Flinterstreamcontacted the ITF while the ship was berthedin Contrecoeur, Québec, Canada, to say thatthey were missing wages. The chief officerhad been disembarked for three weeks andhad not received his final salary and thesecond engineer, who was still on board, hadnot been fully paid.The missing pay, amounting to €7,476

(US$10,400), was the result of new rules inthe Netherlands that require foreignemployees to have a “sofinumber” to allowthem to work and pay taxes to the Dutchgovernment. ITF inspector Patrice Carondiscovered that the ship’s managing agents,Seacontractor, had applied for thesenumbers for the two crew members, but ithad taken more than eight weeks to getthem. “After Seacontractor received the

sofinumbers for the two crew members, theywere paid,” she added.In a message of thanks for the ITF support,

the chief officer said: “It is a nice feeling toknow that we seafarers are not alone.”


�

Problems with pay?Are you having problems with getting yourpay in full? If you are, this could be a signthat your company is in economic trouble.You should contact your union or the ITFdirectly as soon as possible to protect yourwages and employment.

Piracy


ITF Seafarers’ Bulletin 2011 13www.itfseafarers.org

When the ITF – along with the leadinginternational shipping industry bodies– launched a worldwide petition on 20

May 2010 calling for governments to take actionto tackle the scourge of piracy, it set an ambitioustarget of collecting at least half a millionsignatures in the four months to World MaritimeDay, 23 September 2010. In the event, almost amillion people – 930,406 – signed up to the“Enough is Enough” petition, presented to theInternational Maritime Organisation.The response indicated the level of

international concern about the continuing andgrowing crimes taking place on the world’s seas.It also expressed universal support for theinnocent seafarers who are the victims, oftenheld captive for months on end with damagingconsequences for their lives and well-being, andthat of their families, friends and colleagues. Acknowledging the important signal that the

petition sent out, United Nations secretary-

general Ban Ki-moon pledged that the UN would“spare no effort to address the challenges arisingfrom the issue of piracy”.In response, ITF general secretary David

Cockroft said that he hoped for real action fromthe UN: “Only concrete, determinedcountermeasures will do any good against whatis well on its way to being a global problem.”His call came as the evidence was that piracy

was continuing and on the rise worldwide,despite fire-fighting measures to tackle the crimein the worst hotspots.The wave of Somali piracy, which has

disrupted shipping through the Gulf of Aden andeven further afield for the past few years, isintensifying. With the deployment of themultinational naval task force in the Gulf of Aden,Somali pirates have been spreading their area ofoperation out from the Horn of Africa east andsouth into the Indian Ocean – as far as theSeychelles and off the coast of Tanzania – and

north into the Red Sea. Not that the naval forcehas deterred them from making continuingattacks within the Gulf of Aden, including withinthe secure transit route. The opportunism of the pirates in seizing ships

to secure lucrative ransom pay-outs has meantthat no vessel is too large or too small to escapetheir attention. Whether it’s a gigantic containership or oil tanker, a small fishing trawler or even atwo-person yacht, all are seen as potentialsources of wealth in a community beset bypoverty and with no effective governance.What the naval presence has done, however,

along with the more widespread use of anti-piracy measures, is to reduce the Somali piratesuccess rate. Meanwhile, crime at sea has been on the rise in

other waters. The International Chamber ofCommerce’s International Maritime Bureau

Nearly a million voicessay enough is enough

�

Piracy

The ITF’s petition campaign was launched bythe unveiling of a banner (above) on the MSCSavona (inset) in the UK port of Felixstowe.


(IMB) has a Piracy Reporting Centre (PRC), basedin Kuala Lumpur, Malaysia, which collects reportsof pirate attacks as they happen and compilesregular monitoring data.In its report for the first nine months of 2010,

the IMB disclosed that there had been 289 pirateattacks around the world. Although Somalipirates were responsible for fewer than half ofthese – 44 per cent – they carried out the vastbulk of successful hijackings, capturing 35 of the39 ships worldwide seized in that period (andcompared with just 34 hijacks worldwide in thesame period of 2009). The number of hostagestaken worldwide was 773.In the first nine months of 2010, pirates

boarded 128 ships and fired at 52. They usedguns in 137 incidents and knives in 66, killing onecrew member and injuring 27. Seventy vesselsreported thwarting attacks.

Anti-piracy measuresDespite the rise in incidents, vessels have beenincreasingly successful in fending off hijacks andboardings. In the Gulf of Aden, the presence ofthe multinational naval taskforce has helped todeter pirates, and to rescue stricken vessels thathave raised the alarm.There have been calls to extend the area of

the naval operation and secure a transit corridorout into the Indian Ocean. However, even if thiswere to happen, it is hard to see how all attacks


�

Piracy

West AfricaNigeria and neighbouringcountries have seen a rise inattacks on shipping andpersonnel in recent years. As well as armed robbery,

the motive here is oftenexplicitly political, with manyincidents connected with theMovement for theEmancipation of the NigerDelta (MEND) – insurgentswho wish to see the resourcesfrom the oil rich delta arearedistributed locally.Also, unlike the Somali

pirates, the West Africaninsurgents, and those whocopy them, are more likely touse violence againstseafarers. MEND was responsible for

a wave of incidents in 2009.However, the groupannounced a temporaryceasefire when one of itsleaders was released fromprison in December 2009. Thismoratorium ended in early2010, with a further rise inincidents. The IMB reported 11piracy incidents in Nigeria inthe first nine months of 2010.However, it warns that the“real figures may be muchhigher in this particularlyviolent area”. Seafarers werekidnapped from two vesselsin neighbouring Cameroon inSeptember 2010.

SomaliaAction by Somali pirates isstill the major concern toglobal shipping andseafarers. They are heavilyarmed with automaticweapons and rocketpropelled grenades, and areprepared to attack vesselslarge and small. They seek outvictims – often deployingskiffs from mother shipsequipped with satelliteequipment (sometimespreviously hijacked ships) –with the aim of boarding andseizing control of vessels,which are then made to sail tothe Somali coast. Herecaptured seafarers aredetained as hostages,sometimes for many months. Somali pirates rarely harm

hostages physically, and veryfew have been killed over theyears. But the evidence of ex-hostages is that capture is atraumatic experience that canharm them for years to come.There is also the effect on theirdistressed family and friends. Hostage-taking is the

means to force huge pay-outsfrom shipping companies.Millions of dollars are askedfor and many millions havebeen paid out, althoughransom negotiations areveiled in secrecy and there areapparently no total figures ofthe ransom payments handedover to Somali pirates. At the time we went to

press, Somali pirates wereholding about 20 ships and400 seafarers hostage.

South China SeaIn the years before theemergence of Somali piracy,the South China Sea used tobe the hotspot for pirateattacks. But piracy reducedfollowing concerted efforts bySingapore, Malaysia andIndonesia. However, since thestart of the global recession in2008, there has been amarked rise in incidents.Piracy in these waters is

overwhelmingly for robbery,with attacks involving knivesrather than guns and somecases of violence againstseafarers.The IMB reported 30 piracy

attempts in the South ChinaSea in the first nine months of2010, with 21 successfulboardings – triple the numberof incidents reported in thesame period of 2009. TheIMB believes that only a smallnumber of groups isresponsible. The IMB also recorded 26

incidents around Indonesia,up from seven in 2009.

Other hotspotsOther areas that consistentlyfeature in IMB reports includeChittagong, Bangladesh,Callao, Peru and ports inVietnam, where thieves, oftenarmed with knives or sticks,board anchored vessels tosteal ships’ and crews’property.

The dangerhotspots

Callao

Chittagong

Vietnam

� ��

� �


could be prevented in such a vast area of water.An increasingly successful response has been

the use of secure areas, or citadels, within theship to where the crew retreat and lockthemselves in in the event of boarding. As well askeeping seafarers safe, this tactic frustrates thepirates who are unable to take control of theship. In several cases, the pirates have given upand abandoned the hijack when they cannot findthe crew.While some shipowners employ private

security guards on board ships sailing throughpirate waters, others – such as the Danish giantMaersk Lines and the European CommunityShipowners’ Association – have called fornational and international government actioninstead. The ITF firmly opposes the arming ofseafarers on board ships.

The legal situationThe complex international legal situation hasmade prosecution of pirates extremely difficult.However, there are signs of a breakthrough in thelegal impasse. Courts in the US, the Netherlandsand the Seychelles have now successfullyprosecuted pirates. Kenyan courts, which havetaken the legal burden in bringing cases, arecontinuing to take action – imprisoning 15Somali pirates in 2010 with 100 more in custody –as are courts in Yemen. To help step up prosecutions, Interpol (the


ON VIDEO:Sri Lankan crew members of theChantellebeing interviewed for the ITF video“What Piracy Really Means”. They were captured by Somali pirates in June

2009 and held for 41⁄2months before a ransom

was paid and they were released. The Antigua &Barbuda-flag ship had a crew of 10: seven SriLankans and three Filipinos.

Watch the video at: www.youtube.com/watch?v=Xe_VQkgypRw

Capt Veliko Velikov,master of the AsianGlory, writes…

On New Year’s Day 2010 myship, the Asian Glory, wassailing to join thewestbound transit operatedby UKMTO/EU-NAVFOR,when we were attacked. Atthe time I was in my cabin.Shortly after midnight Iheard gunshots andautomatic gunfire on boardand found three pirates onthe bridge. All were armedwith AK47 rifles or pistols.The attack succeededdespite the bestprecautions we had takento protect the ship and toavoid areas of danger.At that moment I and my

crew of 24 were captured bythe pirates. Shortly afterwards a total

of 15 pirates came on board,when their mother shipcame alongside the Asian

Glory. Our ship was forcedto set course for Garaced,which was about 820 milesdistant from the pointwhere we were captured.We arrived at Garaced on 4 January, when many morepirates came on board. Theyransacked the crew cabinsand stole all our personalpossessions.During the period of

capture, the majority of thecrew remained in theforward part of the bridgeunder armed guard.There were some pirates

who clearly seemed to be incharge, and one inparticular used the ship’ssatellite telephone tonegotiate with ourmanagers in London. Oneindividual conducted all thenegotiations.The pirates treated us

roughly. They wereunpredictable, and used acombination of physicaland mental intimidation.They often seemed to beunder the influence ofsubstances. However, we

were kept supplied withfood when our own foodreserves ran out. Unfortunately, on

7 March I was removed from the rest of the crewand locked in chains in mycabin, where I was kept inisolation until 16 April. I wasthen reunited with the crew,and discovered that thepirates had told them that Ihad been executed.I knew throughout that

we had the complete andunconditional support ofZodiac Maritime Agencies,and that they would ensurethat we were safelyreleased. In the meantime,it was a time of acutedistress for all members ofthe crew, who feared atdifferent times for theirlives. No human beingought to be subjected to theterror and inhumanity ofbeing held hostage bypirates.

Captured by Somali pirates

Petition powerEfthimios E Mitropoulos (left), secretary-general of the International MaritimeOrganisation, receives the petition withmore than 930,000 names demandingaction to end piracy. The petition states:“We, the undersigned, urgently call onGovernments to do everything possible toprotect the thousands of seafarers and thehundreds of ships at risk of attack bypirates by:�dedicating significant resources andconcerted efforts to find real solutions tothe growing piracy problem;�taking immediate steps to secure therelease and safe return of kidnappedseafarers to their families;�working within the internationalcommunity to secure a stable and peacefulfuture for Somalia and its people.”

See video of the delivery of the anti-piracy petition to the IMO at www.

youtube.com/watch?v=qJHSLFNt_HM

�

�

�



Wikimedia Com

mons

Nautilus International

Day 1At 08:55, armed with machine-guns and an RPG, Somali piratesboarded the ship. By 09:02 they hadcontrol of the wheelhouse andinsisted the ship was stopped. Twoboats and eight men were then takenon board. At 15:00 we stopped againand picked up a third boat. I think atotal of 10 armed men are now onboard. They keep the satellite phonebusy so we can’t use it to contact anyhelp. Not that there is any help tocome. Heading for Somalia.Everyone is nervous about what willhappen. At 10:00 they started withthe captain’s cabin, then went toevery cabin one by one. Stealing allmoney, mobile phones, watches andanything of value they wanted. Theywere in my cabin twice. Stealing.

Day 2Anchored close to the coast ofSomalia at “Pirate Cove” (we call itthat). Got a visit in the engine roomfor the first time. They searched allthe engine control room for anythingvaluable. Stole a company-suppliedlaptop and other things.

Day 5We are not sure how manypirates are on board. We think it’sabout 20 to 25. We are not able to gooutside so it’s difficult to tell.

Day 7 One of the pirates got shot, inan AK47 accident outside. Thepirates went to the chief officer to getmedical attention. They wanted himto remove the bullet. He told them:“I’m not a doctor, I can’t do it.” COwas afraid the pirate would diethrough loss of blood if he tried to

remove the bullet. The woundedpirate was then taken ashore. Wenever saw him again.

Day 8 We moved anchorage todayapproximately 15 miles along thecoast to “Pirate Bay”, Somalia. Theykeep wanting us to go closer to theshore. They don’t understand thatthe ship is too big to go closer.

Day 10 Peter [crew member] and Iwere interviewed by ITV News on thesatellite phone. We both gave thepirates good press. No choice as theywere standing close and listening.The pirates promise we will get callshome tomorrow morning.

Day 13 A helicopter has been circlingus once or twice a day for the pastfew days. Again today. Just beforelunchtime a Spanish (we think)warship cruised past about five milesaway. A subtle message to thepirates maybe.

Day 17 Five new pirates joined today.At 21:00 they ordered everyone tothe bridge to be real hostages. Theythought that they were going to beattacked. Everyone ended upsleeping in the officers’ recreationroom. With armed guard at the door.It was very uncomfortable and cold.The attacking craft was a bloodylighthouse about 15 miles aft.

Day 18 A very bad night for ushostages. Locked in the officers’recreation room no fun. By 06:00 thepirates were stealing from cabinsagain. At 09:00 they were againstealing from cabins. Went from doorto door every cabin, every store. Thatmakes it five times my cabin hasbeen searched. I must be popular.

Day 21 Helicopter passed early

today. Pirates gave some stuff backthat they didn’t want. We all got tophone home today.

Day 22 Helicopter passed earlyafternoon. I like to see the helicopter,it makes me feel we are not alone.

Day 24 The European Union takesover from Nato patrolling the Somalicoast but they don't know what to dowhen they catch a pirate. We all knowwhat to do with them.

Day 29 Galley staff getting morepissed off with the pirates eating ourfood.

Day 32 01:15: pirates pushed a life-belt into the sea and fired bullets at it.06:30: a fishing boat came close toaft end. Pirates fired heavy machinegun at it. 08:05: helicopter passedby, first time in three days.

Day 35 A no helicopter day. Crewlockers broken into early morning.Two weeks now and no phone callshome for everyone. Not good.

Day 38Helicopter circled ship earlymorning. Pirates stealing fromchanging room lockers. And tried tobreak in to one of the crew’s cabins.

Day 40No helicopter. Crew andpirates went fishing today and gotsome fish.

Day 42 Helicopter again today. Bossman pirates came on board thismorning. I think to speed up talkswith Vela International Marine [theshipowner]. So we have four extraSomalis on board. We all got to phonehome today. First time in three weeks.

Day 50 Some head men came onboard and said: “Negotiations are

completed.” We are only waiting forthe money to be transferred. Whichwill take up to three days. Marek[crew member] was able to phonecompany and they confirmed the story.But say it may be seven to 10 days.

Day 54Tomorrow we are all to be ondeck, forward of port manifold. Byship’s rail three metres apart to becounted by a small plane at about06:30. It will then drop 50 per cent ofmoney. It will return about six hourslater with the other 50 per cent.Marek will count the money. About$3 million total. More theft going ontoday, almost anything will do.

Day 55Everyone up at 05:00. At07:30 we all went out on deck alongthe rail at port side. 08:05: twinengine plane passed stern to bow atlow level to count us all. It passed asecond time, higher up anddropped a capsule with a parachuteinto the sea. Half the money. Twopirate boats picked it up andbrought it on board. We all thencame inside. The plane returned at 14:10 and dropped off theremaining money. The money wason board by 14:20. 16:00 and thebloody pirates are still stealing. Whywon’t they just go? 16:30: 17 of thepirates got off.

Day 56Most people up by 04:00. At05:34 the last pirate left the ship. At05:36 stand by, and at 06:42 fullaway on passage to freedom.Heading east away from Africa. BBCreported that a pirate source saidfive pirates died when their boatcapsized as they sped ashore withthe ransom money. Very good newsto us all. 14:00: helicopter passedagain but a lot further away. Lookingout for us. Much appreciated. 15:30:we now have orders for Kalba.

British second officer James Grady (pictured, right, with the ITF-sponsored anti-piracy petition) was held bySomali pirates on the Saudi tanker Sirius Star from 15 November 2008 to 10 January 2009. He kept a secret diaryduring his ordeal. Here are extracts from it…

Diary of ahostage


international police agency) held a meeting withshipping industry bodies in mid 2010 to discuss acentralised piracy investigation structure andways to ease the burden on crew memberscalled upon to make witness statements.

The costsPiracy has cost millions of dollars, not just inransom payments but also in damage to ships,care of seafarers, anti-piracy measures and re-routeing of shipping to avoid the danger areas.A report by the General Insurance Research

Organisation in October 2010 put the averagecost of each piracy attack on shipping at aboutUS$9 million – with a kidnap and ransom rate ofabout $57,000 per vessel using the Suez Canal. More locally, the government of Yemen has

said that piracy in the Gulf of Aden and Red Seacaused US$150 million losses to the local fishsector in 2009.But most of the costs fall on the seafarers

involved and their families; that is incalculable. In the case of four Danish seafarers kidnapped

and held hostage for 83 days when their ship, theDanica White, was hijacked by Somali pirates in2007 – and only released following a campaigninvolving their union, 3F – only one is still workingat sea. One has since died, one is mentally ill andone is no longer working. To add insult to theinjury of their ordeal, in October 2010, a Danishcourt ruled out their claims for compensation.

Helping seafarers and familiesCare for seafarers and their families involved inpiracy and armed robbery attacks is now on theagenda for shipowners, crewing agents andunions, working together to formulate astrategy to be adopted by the whole industry.In July 2010 the ITF Seafarers’ Trust agreed to

provide funding towards a £150,000 (US$233,000)programme entitled “Maritime Piracy –ahumanitarian response”. This follows on fromother work on piracy and seafarers beingundertaken by the ITF in the IMO and with otherorganisations, such as the End Piracy Now petition.Bringing together trauma experts from

different maritime nations, the programme isresearching best practice policy andprocedures, covering pre-departure training,fear of attack, the aftermath of a failed attackand the release of captured seafarers. Working with a steering group containing

the ITF, leading maritime employers’associations and welfare bodies, the ITFSeafarers’ Trust is currently drawing upsuggestions for best practice in the treatmentof seafarers and their families following apiracy or armed robbery incident.


Piracy

The ITF has been working hard persuadeshipowners and governments to takefull responsibility for the safety of

seafarers from piracy and to ensure thatseafarers are not left to cope with piracy ontheir own.

Employers’ duty of careThe ITF believes that ships should onlytransit the Gulf of Aden and the coast ofSomalia in exceptional circumstances. Therisk of attack is now so great that puttingseafarers in harm’s way amounts to a breachof the shipowner’s duty of care. Ships should only transit the area with the

protection of naval vessels, or if the ship isclassified as low risk and has certainprotection measures in place.

High Risk Area agreementThe ITF’s International Bargaining Forum(IBF) collective agreement covers 4,000ships and contains a designated High RiskArea, in addition to the existing WarlikeOperations Area. The IBF High Risk Areaincludes the entire Gulf of Aden and extends

400 miles east of Somalia (see map above). Seafarers on ships covered by the ITF IBF

collective agreement have the right to berepatriated at the company’s expense beforetransiting the High Risk Area, except whenthe ship transits only through theInternational Recommended TransitCorridor (IRTC) patrolled by internationalnavies.Seafarers sailing into the High Risk Area

who are covered by the ITF IBF collectiveagreement are entitled to receive:�a bonus equal to 100 per cent of your basicwages;�double compensation in case of death orinjury.The bonus and enhanced compensation

apply during the entire period of transitthrough the High Risk Area, regardless ofwhether the ship is inside or outside theIRTC.Similar provisions exist in the ITF TCC, ITF

standard, and many national collectiveagreements.

�

�

Coping with piracy –guidance for seafarers

International RecommendedTransit Corridor (IRTC)

Pre-existing High Risk Area

205 nautical miles due east ofSuqutra

New High Risk Area: maintainsdistance of 400 nautical milesfrom coast

400 nautical miles due east ofSomali/Kenyan border

Somalia High Risk Area effective from 1-30 November2009, as defined by International Bargaining Forum



Your 8-page pull-out guide

Piracy

Seafarers can find out what kind ofagreement covers your ship by checking atwww.itfseafarers.org and then clicking “Lookup a ship”.

Better employment rights Through the IBF negotiations, the ITF hasreached an agreement to improve thesupport and protection offered to seafarersat risk from piracy. These improvements willcome into force during 2011 and include: �Ensuring that all IBF ships follow BestManagement Practices (see below) to deterpiracy and that companies havecontingency plans in place to supportseafarers in case of piracy.� If seafarers are held hostage, ensuringthat their wages are paid and their familiesare kept informed.�Ensuring that companies pay the wagesand expenses for any seafarers who arerequired to testify about acts of piracy.

Preventing attacksThe ITF has helped to develop BestManagement Practices (BMP) on theprotection of seafarers and ships at riskfrom piracy. These outline the proceduresthat companies and crews should follow inorder to prevent ships from being attackedand hijacked.Naval authorities recommend that ships

follow the BMP for the entire time they arein the Voluntary Reporting Area (VRA),where ships are considered to be at highrisk of piracy. The VRA stretches from the Suez Canal

east to India (78˚E), and south to theSeychelles and Chagos (10˚S). Crews should be aware that the

following factors increase the risk of avessel being captured:� low freeboard – especially below 8mhigh� slow speeds – especially below 18 knots�good weather – especially below seastate 3� the crew and the ship not being prepared� the ship not reporting in to the navalauthorities.Vessels whose full speed is below 18

knots should stay out of the High Risk Area.A risk assessment should be conducted

for each vessel and companies should havea full contingency plan in place. Crewtraining sessions and drills should be

organised. An emergency communicationsplan should be in place. In allcircumstances, crew safety is paramount.Crew should not put themselves at risk infollowing any defensive procedures.Ships transiting the VRA must report to

the naval authorities (UKMTO) when theyenter the area and follow their instructions.

The ship’s position should be reported atleast once a day. Ships reporting in will begiven the latest advice on how to avoidpiracy attacks. All vessels must use theInternational Recommended TransitCorridor. Extra lookouts should be posted. The

BMP advice encourages vessel owners toconsider increasing the number of crew onboard to enhance the number ofwatchkeepers and lookouts.

The BMP advice also containssuggestions on how to secure the ship andprevent pirates from boarding. It alsooffers advice on a safe muster station and acitadel for crew in the event of an attack.Armed guards and the use of firearms are

not recommended.A copy of the latest BMP advice isavailable at www.itfseafarers.org/

deterring-piracy.cfm

Surviving a piracy attack The European Union Naval Force has issued advice on how to cope safely withthe experience of being held hostage. Most hostages are not subject to violence if they cooperate with their captors,although they may be held hostage for long periods of time in very difficultconditions. It is important that seafarers talk about

hostage experiences (to the relevantauthorities, to their unions, and to theircompanies) after they are released andaccept whatever medical and psychologicalassistance may be offered.

The European Union Naval Force leafletis available in Arabic, Chinese, English,

Hindi, Japanese, Russian and Tagalog at:www.itfseafarers.org/surviving-piracy.cfm

�

ADVICE:Leaflets produced by the European Union Naval Force patrolling waters off Somalia.

Report piracy incidentsAttacks and suspicious sightings canbe reported to the InternationalMaritime Bureau Piracy ReportingCentre. Call the 24-hour anti-piracyhelpline on +60 3 2031 0014 or email:[email protected]


Photos: Alastair Fyfe & Stephen Bruijneel/www.dockwork.be

Your 8-page pull-out guide

info


Q

�Don’t start work on a ship without having

a written contract.

�Never sign a blank contract, or a contract

that binds you to any terms and

conditions that are not specified or that you

are not familiar with.

�Check if the contract you are signing

refers to a Collective Bargaining

Agreement (CBA). If so, make sure that you

are fully aware of the terms of that CBA, and

keep a copy of it along with your contract.

�Make sure that the duration of the

contract is clearly stated.

�Don’t sign a contract that allows for

alterations to be made to the contractual

period at the sole discretion of the

shipowner. Any change to the agreed

duration of the contract should be by mutual

consent.

�Always ensure that the contract clearly

states the basic wages payable and

make sure that the basic working hours are

clearly defined (for example 40, 44 or 48 per

week). The International Labour

Organisation states that basic working hours

should be a maximum of 48 per week (208

per month).

�Make sure that the contract clearly

stipulates how overtime will be paid and

at what rate. There could be a flat hourly rate

payable for all hours worked in excess of the

basic. Or there may be a monthly fixed

amount for a guaranteed number of overtime

hours, in which case the rate for any hours

worked beyond the guaranteed overtime

should be clearly stated. The ILO states that

all overtime hours should be paid at a

minimum of 1.25 x the normal hourly

rate.

�Make sure that the contract

clearly states how many

days paid leave per month you

will get. The ILO states that

paid leave should not be less

than 30 days per year (2.5

days per calendar month).

The best guarantee of properconditions of employment atsea is only to sign a contractdrawn up in accordance withan ITF-approved collective

agreement. Failing that, hereis a checklist to follow.

Lookcarefullybefore

you signITF advice onyour contractto work at sea

�Make certain that the payments for

basic wages, overtime and leave are

clearly and separately itemised in the

contract.

�Never sign a contract that contains any

clause stating that you are responsible

for paying any portion of your joining or

repatriation expenses.

�Don’t sign a contract that allows the

shipowner to withhold or retain any

portion of your wages during the period of

the contract. You should be entitled to full

payment of wages earned at the end of each

calendar month.

�Be aware that an individual employment

contract will not always include details

of additional benefits. Therefore, try to

obtain confirmation (preferably in the form

of a written agreement or contractual

entitlement) of what compensation will be

payable in the event of:

�Sickness or injury during the contractual

period

�Death (amount payable to next of kin)

�Loss of the vessel

�Loss of personal effects resulting from the

loss of the vessel

�Premature termination of the contract.

�Don’t sign a contract that contains any

clause that restricts your right to join,

contact, consult with or be represented by a

trade union of your choice.

�Ensure that you are given and retain a

copy of the contract you have signed.

�Check that your contract states that you

are entitled to the costs of your

repatriation.

�Check the conditions for terminating

your contract, including how much

notice the shipowner must give you to

terminate your contract.

�Remember… whatever the terms and

conditions, any contract/agreement

that you enter into voluntarily would, in most

jurisdictions, be considered legally binding.

Alastair Fyfe


Q Q

Contact one of ourinspectors if you need helpand you work on either a flagof convenience ship or on aforeign-flag ship notcovered by a unionagreement. If an inspector isnot available, contact theActions Team at ITF headoffice or your nearest ITFoffice (see left).

ARGENTINABuenos Aires�Rodolfo VidalTel/Fax: +54(0)341 425 6695Mobile: +54(0)911 4414 5911Email: [email protected]�Roberto Jorge Alarcón*Tel/Fax: +54(0)11 4331 4043Mobile: +54(0)911 4414 5687Email: [email protected]

AUSTRALIAFremantle�Keith McCorristonTel: +61(0)8 9335 0500Fax: +61(0)8 9335 0510Mobile: +61(0)422 014 861Email: [email protected]�Matt PurcellTel: +61(0)3 9329 5477Fax: +61(0)3 9328 1682Mobile: +61(0)418 387 966Email: [email protected] Sydney�Dean Summers*Tel: +61(0)2 9267 9134Fax: +61(0)2 9267 4426Mobile: +61(0)419 934 648Email: [email protected]�Graham BraggTel: +61(0)7 4771 4311Fax: +61(0)7 4721 2459Mobile: +61(0)419 652 718Email: [email protected]

BELGIUMAntwerp�Joris De Hert*Tel: +32(0)3 224 3413Fax: +32(0)3 224 3449Mobile: +32(0)474 842 547Email: [email protected]�Marc Van NotenTel: +32(0)3 224 3419Fax: +32(0)3 224 3449Mobile: +32(0)475 775 700Email: [email protected]�Christian Roos Tel: +32(0)2 549 1103Fax: +32(0)2 549 1104Mobile: +32(0)486 123 890Email: [email protected]

BRAZILParanaguá�Ali ZiniTel/Fax: +55(0)41 3422 0703Mobile: +55(0)41 9998 0008Email: [email protected] de Janeiro �Luiz de Lima*Tel: +55(0)21 2516 4301Fax: +55(0)21 2233 9280Mobile: +55(0)22 9423 5315Email: [email protected]�Renialdo de FreitasTel/Fax: +55(0)13 3232 2373Mobile: +55(0)13 9761 0611Email: [email protected]

CANADAHalifax�Gerard BradburyTel: +1(0)902 455 9327Fax: +1(0)902 454 9473Mobile: +1(0)902 441 2195Email: [email protected]

Hamilton�Mike GivenTel: +1(0)905 227 5212Fax: +1(0)905 227 0130Mobile: +1(0)905 933 0544Email: [email protected]�Patrice CaronTel: +1(0)514 931 7859Fax: +1(0)514 931 0399Mobile: +1(0)514 234 9962Email: [email protected]�Peter Lahay*Tel: +1(0)604 251 7174Fax: +1(0)604 251 7241Mobile: +1(0)604 418 0345Email: [email protected]

CHILEValparaiso�Juan Villalón JonesTel: +56(0)32 221 7727Fax: +56(0)32 275 5703Mobile: +56(0) 9250 9565Email: [email protected]

COLOMBIACartagena�Miguel SánchezTel: +57(0)5 666 4802Fax: +57(0)5 658 3496Mobile: +57(0)3 10 657 3399Email: [email protected]

CROATIADubrovnik�Vladimir GlavocicTel: +385(0)20 418 992Fax: +385(0)20 418 993Mobile: +385(0)98 244 872Email: [email protected]�Predrag Brazzoduro*Tel: +385(0)51 325 343Fax: +385(0)51 213 673Mobile: +385(0)98 211 960Email: [email protected]�Milko KronjaTel: +385(0)22 200 320Fax: +385(0)22 200 321Mobile: +385(0)98 336 590Email: [email protected]

DENMARKCopenhagen�Morten BachTel: +45(0)33 36 13 97Fax: +45(0)33 91 13 97Mobile: +45(0)21 64 95 62Email: [email protected]

EGYPTPort Said�Talaat ElseifyTel/Fax: +20(0)66 322 3131Mobile: +20(0)10 163 8402Email: [email protected]

ESTONIATallinn�Jaanus KulvTel/Fax: +372(0)61 16 390Mobile: +372(0)52 37 907Email: [email protected]

FINLANDHelsinki�Simo Nurmi*Tel: +358(0)9 615 202 55Fax: +358(0)9 615 202 27Mobile: +358(0)40 580 3246Email: [email protected]�Kenneth BengtsTel: +358(0)9 615 202 58Fax: +358(0)9 615 202 27Mobile: +358(0)40 455 1229Email: [email protected]�Ilpo Minkkinen Tel: +358 (0)9 615 202 53Fax: +358 (0)9 615 202 27Mobile: +358 (0)40 728 6932Email: [email protected]

Turku�Jan ÖrnTel: +358(0)9 613 110Fax: +358(0)9 739 287Mobile: +358(0)40 523 3386Email: [email protected]

FRANCEDunkirk�Pascal PouilleTel: +33(0)3 28 66 45 24Fax: +33(0)3 28 21 45 71Mobile: +33(0)6 80 23 95 86Email: [email protected] Havre�François Caillou*Tel: +33(0)2 35 26 63 73Fax: +33(0)2 35 24 14 36Mobile: +33(0)6 08 94 87 94Email: [email protected]�Yves ReynaudTel: +33(0)4 91 54 99 37Fax: +33(0)4 91 33 22 75Mobile: +33(0)6 07 68 16 34Email: [email protected] Nazaire�Geoffroy LamadeTel: +33(0)2 40 22 54 62Fax: +33(0)2 40 22 70 36Mobile: +33(0)6 60 30 12 70Email: [email protected]

GEORGIABatumi�Merab Chijavadze**Tel: +995(0)222 70177Fax: +995(0)222 70101Mobile: +995(0)77 46 03 11 / 93 26 13 03Email: [email protected]

GERMANYBremen�Susan LinderkampTel: +49(0)421 330 3333Fax: +49(0)421 330 3366Mobile: +49(0)151 1266 6006Email: [email protected]�Ulf ChristiansenTel: +49(0)40 2800 6811Fax: +49(0)40 2800 6822Mobile: +49(0)171 641 2694Email: [email protected]�Hartmut KruseTel: +49(0)381 670 0046Fax: +49(0)381 670 0047Mobile: +49(0)171 641 2691Email: [email protected]

GREECEPiraeus�Stamatis Kourakos*Tel: +30(0)210 411 6610 / 6604Fax: +30(0)210 413 2823Mobile: +30(0)69 77 99 3709Email: [email protected]�Costas HalasTel: +30(0)210 411 6610 / 6604Fax: +30(0)210 413 2823Mobile: +30(0)69 44 29 7565Email: [email protected]

ICELANDReykjavik�Jónas GardarssonTel: +354(0)551 1915Fax: +354(0)552 5215Mobile: +354(0)892 7922Email: [email protected]

INDIACalcutta�Chinmoy RoyTel: +91(0)332 459 7598Fax: +91(0)332 459 6184Mobile: +91(0)98300 43094Email: [email protected]�K Sree KumarTel: +91(0)44 2522 3539Fax: +91(0)44 2526 3343Mobile: +91(0)44 93 8100 1311Email: [email protected]

Haldia�Narain AdhikaryTel: +91(0)332 425 2203Fax: +91(0)332 425 3577Mobile: +91(0)94345 17316Email: [email protected]�Thomas SebastianTel: +91(0)484 233 8249 / 8476Fax: +91(0)484 266 9468Mobile: +91(0)98950 48607Email: [email protected]�Kersi ParekhTel: +91(0)22 2261 6951 / 6952Fax: +91(0)22 2265 9087Mobile: +91(0)98205 04971Email: [email protected]�Hashim SulaimanTel: +91(0)22 2261 8368 / 8369Fax: +91(0)22 2261 5929Mobile: +91(0)9819 969905Email: [email protected]�BV RatnamTel: +91(0)891 2502 695 / 2552 592Fax: +91(0)891 2502 695Mobile: +91(0)98481 98025Email: [email protected]

IRELANDDublin�Ken FlemingTel: +353(0)1 874 3735Fax: +353(0)1 874 3740Mobile: +353(0)87 647 8636Email: [email protected]

ISRAELHaifa�Michael ShwartzmanTel: +972(0)4 852 4289Fax: +972(0)4 852 4288Mobile: +972(0)544 699 282Email: [email protected]

ITALYGenoa�Francesco Di FioreTel: +39(0)10 25 18 675Fax: +39(0)10 25 18 683Mobile: +39(0)331 670 8367Email: [email protected]/Livorno�Bruno NazzarriTel: +39(0)58 60 72 379Fax: +39(0)58 68 96 178Mobile: +39(0)335 612 9643 Email: [email protected]�Paolo SerretielloTel: +39(0)81 26 50 21Fax: +39(0)81 56 30 907Mobile: +39(0)335 482 706Email: [email protected]�Francesco SaittaTel/Fax: +39(0)91 32 17 45Mobile: +39(0)338 698 4978Email: [email protected]�Giovanni Olivieri*Tel: +39(0)54 44 23 842Fax: +39(0)54 45 91 852Mobile: +39(0)335 526 8464Email: [email protected]�Gianbattista LeonciniTel/Fax: +39(0)99 47 07 555Mobile: +39(0)335 482 703Email: [email protected]�Paolo SiligatoTel/Fax:+39(0)40 37 21 832Mobile: +39(0)348 445 4343Email: [email protected]

JAPANChiba�Shigeru FujikiTel: +81(0)50 1291 7326Fax: +81(0)3 3733 2627Mobile: +81(0)90 9826 9411Email: [email protected]

HEAD OFFICE49/60 Borough Road, LondonSE1 1DR, United KingdomTel: +44(0)20 7403 2733Fax: +44(0)20 7357 7871 Telex: 051 8811397 ITF LDN GEmail: [email protected]: www.itfglobal.org

AFRICAN REGIONAL OFFICEPO Box 66540, Nairobi, KenyaTel: +254(0)20 444 80 19Fax: +254(0)20 444 80 20Email: [email protected]

AFRICAN FRANCOPHONE OFFICE1036 Avenue Dimbdolobsom, 3rd floor ex immeuble CEAO,11 BP 832, Ouagadougou,Burkina FasoTel: +226(0)50 30 19 79Fax: +226(o)50 33 31 01Email: [email protected]

ARAB WORLD OFFICEPO Box 925875, Amman 11190,JordanTel/Fax: +962(0)6 569 94 48Email: [email protected]: www.itfglobal.org/itf-arab-world

ASIA/PACIFIC REGIONAL OFFICE12D College Lane, New Delhi110001, IndiaTel: +91(0)11 2335 4408/7423Fax: +91(0)11 2335 4407Email: [email protected]

ASIAN SUB-REGIONAL OFFICETamachi Kotsu Building 3-2-22,Shibaura, Minato-ku, Tokyo 108-0023, JapanTel: +81(0)3 3798 2770Fax: +81(0)3 3769 4471Email: [email protected] Website: www.itftokyo.org

EUROPEAN REGIONAL OFFICEEuropean Transport Workers’Federation (ETF), Galerie Agora,Rue du Marché aux Herbes 105, Boîte 11, B-1000 Brussels,BelgiumTel: +32(0)2 285 4660Fax: +32(0)2 280 0817Email: [email protected] Website: www.etf-europe.org

EUROPEAN SUB-REGIONALOFFICE21/1 Sadovaya Spasskaya, Office729, 107217 Moscow, RussiaTel: +7 495 782 0468Fax: +7 095 782 0573Email: [email protected]

INTERAMERICAN REGIONALOFFICEAvenida Rio Branco 26-11 Andar,CEP 20090-001 Centro, Rio deJaneiro, BrazilTel: +55(0)21 2223 0410/22332812Fax: +55(0)21 2283 0314Email: [email protected] Website: www.itf-americas.org

ITF inspectors

�Continued on reverse of map


U

Durban+27(0)31 706 1433

Uza

Buenos Aires ++54(0)341 425 6695

Rosario +54(0)11 4331 4043

Santos +55(0)13 3232 2373 Rio de Janeiro +55(0)21 2516 4301

UU

U

U

U

U

ra

br

rch

copa

pr

mex

Cartagena +57(0)5 666 4802

Los Angeles +1(0)562 493 8714

San Juan +1787(0)783 1755

Manzanillo +52(0)314 332 8834

U

U

UU

Baltimore +1(0)410 882 3977

Morehead City +1(0)252 726 9796

Houston +1(0)713 659 5152

Miami +1(0)321 783 8876

New Orleans +1(0)504 581 3196

New York +1(0)718 499 6600 (ext 240) Portland +1(0)503 286 1223

Seattle+1(0)206 533 0995

U

U

Panama City +507(0)264 5101

U

Cleveland +1(0)216 781 7816

U

U

U

U

U

U

usa

cdn

Halifax +1(0)902 455 9327 Hamilton +1(0)905 227 5212

U

UU

Appleton+1(0)207 785 4531

U

U

Kochi+91(0)484 233 8249

Mumbai+91(0)22 2261 6951

U

african regional officeR

Cape Town +27(0)21 461 9410

eak

Rbf

ngr

african francophone office

Vancouver +1(0)604 251 7174 Montreal +1(0)514 931 7859

UU

U

Tampa +1(0)321 784 0686

Veracruz +52(0)229 932 1367

Rinteramerican regional office

Paranaguá +55(0)41 3422 0703

For full contact details of ITF inspectors go to www.itfglobal.org/seafarers/msg-contacts.cfm

Rarab world officehkjet

il

itf head officeRR

european regional office (etf)

tr

R

european sub-regional office

ITF HEAD OFFICElondon+44 (0)20 7403 2733

INTERAMERICAN REGIONAL OFFICErio de janeiro +55 (0)21 2223 0410

EUROPEAN REGIONAL OFFICEbrussels+32 (0)2 285 4660

EUROPEAN SUB-REGIONAL OFFICEmoscow+7 495 782 0468

International Transport Workers’ FederationHelping seafarersaround the world

Valparaiso+56(0)32 221 7727

ULagos+234(0)1 793 6150

U

Haifa+972(0)4 852 4289

Port Said+20(0)66 322 3131

ITF inspectors

Las Palmas+34(0)928 467 630 U

e

Reykjavik+354(0)551 1915 U

is

gb

b


Q

QQTokyo +81(0)35 410 8330asian sub-regional office

U

Chiba +81(0)50 1291 7326U

Yokohama +81(0)45 451 5585Osaka +81(0)66 612 1004 U

U

rc

UU

UInchon

email: [email protected] Pusan+82(0)51 469 0401/0294

Seoul+82(0)2 716 2764

Vladivostock+7(0)423 251 2485

U

rok

Manila +63(0)2 536 82 87

Cebu City +63(0)32 256 16 72

U

U

rp

asia/pacific regional office

UU

U

U

ind

sgpmal

Fremantle+61(0)8 9335 0500

Melbourne+61(0)3 9329 5477

Sydney +61(0)2 9267 9134

Townsville+61(0)7 4771 4311

U

U

U

U

aus

Wellington+64(0)4 801 7613U

nz

Durban+27(0)31 706 1433

U

U

Keelung+886(0)2251 50302

Taichung+886(0)2658 4514

U

U

Kochi+91(0)484 233 8249

UMumbai+91(0)22 2261 6951

R

R

Tuticorin+91(0)461 2326 519

Colombo+94(0)11 243 8326

Visakhapatnam+91(0)891 2502 695

UChennai +91(0)44 2522 3539

USingapore +65(0)6379 5666

UPort Klang +60(0)12 292 6380

Calcutta +91(0)332 459 7598

Haldia +91(0)332 425 2203

african regional office

For full contact details of ITF inspectors go to www.itfglobal.org/seafarers/msg-contacts.cfm

arab world office

UUTallinn

URiga

U

U

U

UGdyniaUDelfzijlUDublin

BristolU

U

UUBremen

U

U

DunkirkU

MarseilleBilbao UVigo U

U

LisbonU

BatumiU

UBarcelona UValencia

USt Nazaire

Genoa U

U

U Piraeus

UConstanta

U Istanbul

Gävle U

Turku

StockholmU

Gothenburg U

Tilburygbirl

n

s fin

UCopenhagen

Helsingborg

Hamburg

d

dk

Rotterdam UZeebrugge

UAntwerp

U

U

LiverpoolU

b

nl

Le Havre

U

f

UU

ep

U Taranto

U Algeciras

Naples U

Bar U

PalermoU

ULivorno

Ravenna

i

gr

U SibenikURijeka

hr

mne

ro

ua

ge

tr

pl

lv

est

UHelsinkiSt Petersburg

rus

rus

rus

Porsgrunn

Stavanger

Oslo

Rostock

U

U

Bergen

U

U

U

UAberdeen

U

Kaliningrad

Szczecin

Dubrovnik

Odessa

Trieste

european sub-regional office

ARAB WORLD OFFICEamman+962 (0)6 569 94 48

AFRICAN REGIONAL OFFICE nairobi +254 (0)20 444 80 19

AFRICAN FRANCOPHONE OFFICEouagadougou+226 (0)50 30 19 79

ASIA/PACIFIC REGIONAL OFFICEnew delhi+91 (0)11 2335 4408/7423

ASIAN SUB-REGIONAL OFFICEtokyo+81 (0)3 3798 2770

International Transport Workers’ Federation

Q

Aberdeen+44(0)1224 582 688

Algeciras+34(0)956 657 046

Antwerp +32(0)3 224 3413

Bar +382(0)30 315 105

Barcelona+34(0)93 481 2766

Batumi +995(0)222 70177

Bergen +47(0)55 230 059

Bilbao +34(0)94 493 5659

Bremen +49(0)421 330 3333

Bristol +44(0)151 427 3668

Constanta+40(0)241 618 587

Copenhagen+45(0)33 36 13 97

Delfzijl +31(0)10 215 1166

Dublin +353(0)1 874 3735

Dubrovnik+385(0)20 418 992

Dunkirk+33(0)3 28 66 45 24

Gävle +46(0)10 480 30 00

Gdynia+48(0)58 661 60 96

Genoa +39(0)10 25 18 675

Gothenburg+46(0)10 480 31 14

Hamburg+49(0)40 2800 6811

Helsingborg+46(0)31 42 95 31

Helsinki+358(0)9 615 202 55

Istanbul +90(0)216 347 3771

Kaliningrad+7(0)401 265 6840

Le Havre+33(0)2 35 26 63 73

Lisbon +351 (0)21 391 8150

Liverpool+44(0)151 639 8454

Livorno +39(0)58 60 72 379

j

ITF inspectors

Novorossiysk

South Shields

Marseille+33(0)4 91 54 99 37

Naples +39(0)81 26 50 21

Novorossiysk+7(0)861 761 2556

Odessa +380(0)482 429 901

Oslo +47(0)22 82 58 00

Palermo +39(0)91 32 17 45

Piraeus +30(0)210 411 6610

Porsgrunn+47(0)35 548 240

Ravenna+39(0)54 44 23 842

Riga +371(0)7 073 436

Rijeka +385(0)51 325 343

Rostock+49(0)381 670 0046

Rotterdam+31(0)10 215 1166

St Nazaire+33(0)2 40 22 54 62

St Petersburg+7(0)812 718 6380

Sibenik +385(0)22 200 320

South Shields+44(0)191 455 1308

Stavanger+47(0)51 840 549

Stockholm+46(0)8 791 4100

Szczecin+48(0)91 423 97 07

Tallinn +372(0)61 16 390

Taranto+39(0)99 47 07 555

Tilbury+44(0)20 8989 6677

Trieste +39(0)40 37 21 832

Turku +358(0)9 613 110

Valencia+34(0)96 367 06 45

Vigo +34(0)986 221 177

Zeebrugge+32(0)2 549 1103


Q

Osaka�Mash TaguchiTel: +81(0)66 612 1004 / 4300Fax: +81(0)66 612 7400Mobile: +81(0)90 7198 6721Email: [email protected]�Shoji Yamashita*Tel: +81(0)35 410 8330Fax: +81(0)35 410 8336Mobile: +81(0)90 3406 3035Email: [email protected]�Fusao OhoriTel: +81(0)45 451 5585Fax: +81(0)45 451 5584Mobile: +81(0)90 6949 5469Email: [email protected]

KOREAInchon�Jang Kyoung-WooEmail: [email protected]�Sang Gi GimTel: +82(0)51 469 0401 / 0294Fax: +82(0)51 464 2762Mobile: +82(0)10 3585 2401Email: [email protected]�Bae Jung HoTel: +82(0)51 463 4828Fax: +82(0)51 464 8423Mobile: +82(0)10 3832 4628Email: [email protected]�Hye Kyung Kim*Tel: +82(0)2 716 2764Fax: +82(0)2 702 2271Mobile: +82(0)10 5441 1232Email: [email protected]

LATVIARiga�Norbert PetrovskisTel: +371(0)7 073 436Fax: +371(0)7 383 577Mobile: +371(0)29 215 136Email: [email protected]

MALAYSIAPort Klang�Rafiq Ramoo**Tel: +60(0)12 292 6380Fax: +60(0)37 955 1058Mobile: +60(0)12 292 6380Email: [email protected]

MEXICOManzanillo�Honorio AguilarTel/Fax: +52(0)314 332 8834Mobile: +52(0)1 314 122 9212Email: [email protected]�Enrique LozanoTel/Fax: +52(0)229 932 1367 / 3023Mobile: +52(0)1 229 161 0700Email: [email protected]

MONTENEGROBar�Tomislav Markolovic**Tel: +382(0)30 315 105Fax: +382(0)30 341 818Mobile: +382(0)69 032 257Email: [email protected]

NETHERLANDSDelfzijl�Ruud Touwen*Tel: +31(0)10 215 1166Fax: +31(0)10 423 3933Mobile: +31(0)65 331 5072Email: [email protected]�Debbie KleinTel: +31(0)10 215 1166Fax: +31(0)10 423 3933Mobile: +31(0)65 318 2734Email: [email protected]�Aswin NoordermeerTel: +31(0)10 215 1166Fax: +31(0)10 423 3933Mobile: +31(0)65 333 7522Email: [email protected]

NEW ZEALANDWellington�Grahame McLarenTel: +64(0)4 801 7613Fax: +64(0)4 384 8766 Mobile: +64(0)21 292 1782Email: [email protected]

NIGERIALagos�Henry AkinrolabuTel/Fax: +234(0) 1 793 6150Mobile: +234(0)803 835 9368Email: [email protected]

NORWAYBergen�Tore SteineTel: +47(0)55 230 059Fax: +47(0)55 900 152Mobile: +47(0)90 768 115Email: [email protected]�Kurt Inge Angell*Tel: +47(0)22 825 800Fax: +47(0)22 336 618Mobile: +47(0)90 826 926Email: [email protected]�Angelica GjestrumTel: +47(0)22 825 824Fax: +47(0)22 423 056Mobile: +47(0)97 729 357Email: [email protected]�Truls M HellenesTel: +47(0)35 548 240Fax: +47(0)35 548 023Mobile: +47(0)90 980 487Email: [email protected]�Aage BaerheimTel: +47(0)51 840 549Fax: +47(0)51 840 501 / 502Mobile: +47(0)90 755 776Email: [email protected]

PANAMAPanama City�Luis FrutoTel: +507(0)264 5101Fax: +507(0)269 9741Mobile: +507(0)6617 8525Email: [email protected]

PHILIPPINESCebu City�Joselito O PedariaTel: +63(0)32 256 16 72Fax: +63(0)32 253 25 31Mobile: +63(0)920 970 0168Email: [email protected]�Rodrigo AguinaldoTel: +63(0)2 536 82 87Fax: +63(0)2 536 82 86Mobile: +63(0)917 811 1763Email: [email protected]

POLANDGdynia�Andrzej KoscikTel: +48(0)58 661 60 96Fax: +48(0)58 661 60 53Mobile: +48(0)602 233 619Email: [email protected]�Adam MazurkiewiczTel: +48(0)91 423 97 07Fax: +48(0)91 423 93 30Mobile: +48(0)501 539 329Email: [email protected]

PORTUGALLisbon�João PiresTel: +351 (0)21 391 8150Fax: +351 (0)21 391 8159Mobile: +351 (0)91 936 4885Email: [email protected]

PUERTO RICOSan Juan�Felipe García-CortijoTel: +1787(0)783 1755Fax: +1787(0)273 7989Mobile: +1787(0)410 1344Email: [email protected]

ROMANIAConstanta�Adrian MihalcioiuTel: +40(0)241 618 587Fax: +40(0)241 616 915Mobile: +40(0)722 248 828Email: [email protected]

RUSSIAKaliningrad�Vadim MamontovTel: +7(0)401 265 6840 / 6475Fax: +7(0)401 265 6372 Mobile: +7(0)906 238 6858Email: [email protected]�Olga AnaninaTel/Fax: +7(0)861 761 2556Mobile: +7(0)988 762 1232Email: [email protected] Petersburg�Sergey Fishov*Tel/Fax: +7(0)812 718 6380Mobile: +7(0)911 096 9383Email: [email protected]�Kirill PavlovTel/Fax: +7(0)812 718 6380Mobile: +7(0)911 929 0426Email: [email protected]�Petr OsichanskyTel/Fax: +7(0)423 251 2485Mobile: +7(0)423 270 6485Email: [email protected]

SINGAPORESingapore�Daniel Tan**Tel: +65(0)6379 5666Fax: +65(0)6734 5525Mobile: +65(0)9616 5983Email: [email protected]�Gwee Duan**Tel: +65(0)6396 0123Fax: +65(0)6339 5436Mobile: +65(0)9823 4979Email: [email protected]

SOUTH AFRICACape Town�Cassiem AugustusTel: +27(0)21 461 9410Fax: +27(0)21 462 1299Mobile: +27(0)82 773 6366Email: [email protected]�Sprite Zungu*Tel/Fax: +27(0)31 706 1433Mobile: +27(0)82 773 6367Email: [email protected]

SPAINAlgeciras�José M Ortega*Tel: +34(0)956 657 046Fax: +34(0)956 632 693 Mobile: +34(0)699 436 503Email: [email protected]�Joan Mas GarcíaTel: +34(0)93 481 2766Fax: +34(0)93 298 2179Mobile: +34(0)629 302 503Email: [email protected]�Mohamed ArrachediTel: +34(0)94 493 5659Fax: +34(0)94 493 6296Mobile: +34(0)629 419 007Email: [email protected] Palmas�Victor CondeTel: +34(0)928 467 630Fax: +34(0)928 465 547Mobile: +34(0)676 057 807Email: [email protected]�Juan Ramón GarcíaTel: +34(0)96 367 06 45Fax: +34(0)96 367 1263Mobile: +34(0)628 565 184Email: [email protected]�Luz BazTel/Fax: +34(0)986 221 177Mobile: +34(0)660 682 164Email: [email protected]

SRI LANKAColombo�Ranjan PereraTel: +94(0)11 243 8326 / 248 3295Fax: +94(0)11 278 5091Mobile: +94(0)77 314 7005Email: [email protected]

SWEDENGävle�Peter LövkvistTel: +46(0)10 480 30 00Fax: +46(0)87 23 18 03Mobile: +46(0)70 626 77 89Email: [email protected]�Göran LarssonTel: +46(0)10 480 31 14Fax: +46(0)31 13 56 77Mobile: +46(0)70 626 77 88Email: [email protected]�Göran NilssonTel: +46(0)10 480 31 21Fax: +46(0)31 13 56 77Mobile: +46(0)76 100 65 12Email: [email protected]�Sven SaveTel: +46(0)31 42 95 31Fax: +46(0)31 42 95 01Mobile: +46(0)70 57 49 713Email: [email protected]�Carl Tauson*Tel: +46(0)8 791 4100Fax: +46(0)8 212 595Mobile: +46(0)70 59 26 896Email: [email protected]�Annica BarningTel: +46(0)8 454 8405Fax: +46(0)8 411 6940Mobile: +46(0)70 57 49 714Email: [email protected]�Fredrik BraddTel: +46(0)10 480 31 03Fax: +46(0)90 12 57 22Mobile: +46(0)76 100 64 45Email: [email protected]

TAIWANKeelung�Huang Yu-Sheng*Tel: +886(0)2251 50302Fax: +886(0)2250 61046 / 78211Mobile: +886(0)933 906 398Email: [email protected]�Sanders ChangTel: +886(0)2658 4514Fax: +886(0)2658 4517Mobile: +886(0)955 415 705Email: [email protected]

TURKEYIstanbul�Muzaffer CivelekTel: +90(0)216 347 3771Fax: +90(0)216 347 4991Mobile: +90(0)535 663 3124Email: [email protected]

UKRAINEOdessa�Nataliya YefrimenkoTel: +380(0)482 429 901 / 902Fax: +380(0)482 429 906Mobile: +380(0)503 366 792Email: [email protected]

UNITED KINGDOMAberdeen�Norrie McVicar*Tel: +44(0)1224 582 688Fax: +44(0)1224 584 165Mobile: +44(0)7768 652 257Email: [email protected]�Bill AndersonTel/Fax: +44(0)151 427 3668Mobile: +44(0)7876 794 914Email: [email protected]�Tommy MolloyTel: +44(0)151 639 8454Fax: +44(0)151 346 8801Mobile: +44(0)7764 182 768Email: [email protected] Shields�Neil KeithTel: +44(0)191 455 1308 / 1224 582 688Fax: +44(0)191 456 1309Mobile: +44(0)7748 841 939Email: [email protected]

Tilbury�Chris JonesTel: +44(0)20 8989 6677Fax: +44(0)20 8530 1015Mobile: +44(0)7921 022 600Email: [email protected]

UNITED STATESAppleton�John Metcalfe**Tel/Fax: +1(0)207 785 4531 Mobile: +1(0)207 691 5253Email: [email protected]�Arthur PetitpasTel: +1(0)410 882 3977Fax: +1(0)410 882 1976Mobile: +1(0)443 562 3110Email: [email protected]�Michael Baker**Tel: +1(0)216 781 7816Fax: +1(0)216 781 7818Mobile: +1(0)440 667 5031Email: [email protected]�Shwe Tun AungTel: +1(0)713 659 5152Fax: +1(0)713 650 8629Mobile: +1(0)713 447 0438Email: [email protected] Angeles�Stefan Mueller-DomboisTel: +1(0)562 493 8714Fax: +1(0)562 493 7190Mobile: +1(0)562 673 9786Email: [email protected]�Hans SaurenmannTel: +1(0)321 783 8876Fax: +1(0)321 783 2821Mobile: +1(0)305 360 3279Email: [email protected] City�Tony SaccoTel/Fax: +1(0)252 726 9796Mobile: +1(0)252 646 2093Email: [email protected] Orleans�Dwayne Boudreaux*Tel: +1(0)504 581 3196 (ext 7)Fax: +1(0)504 568 9996Mobile: +1(0)504 442 1556Email: [email protected] York�Enrico Esopa*Tel: +1(0)718 499 6600 (ext 240)Fax: +1(0)718 832 8870Mobile: +1(0)201 417 2805Email: [email protected]�Martin LarsonFax: +1(0)503 286 1223Mobile: +1(0)503 347 7775Email: [email protected] RicoSee separate listing for Puerto RicoSeattle�Lila SmithTel: +1(0)206 533 0995Fax: +1(0)206 533 0996Mobile: +1(0)206 818 1195Email: [email protected]�Jeff Engels*Tel: +1(0)206 633 1614Fax: +1(0)206 675 1614Mobile: +1(0)206 331 2134Email: [email protected]�Tony SassoTel: +1(0)321 784 0686Fax: +1(0)321 784 0522Mobile: +1(0)321 258 8217Email: [email protected]

*Denotes ITF coordinator

** Denotes ITF contact

�

ITF inspectors


Do you need help? If so, getin touch with us with thisinformation

International Transport Workers’ Federation

�Thinkingof takingindustrial action?

�Read this first!

The ITF is committed to assistingseafarers serving on flag ofconvenience ships to get just wagesand proper collective agreementcoverage. Sometimes seafarers have to

resort to legal action in local courts.On other occasions boycott actionmay be taken against a ship. Differentactions are right for different places.The right action in one country mayvery well be wrong in another.What you must do first is contact

the local representative of the ITF.You will find contact email addressesand phone numbers in the centre ofthis bulletin. You should also seeklocal legal advice before you take anyaction.In some countries, the law actually

works against you and your fellowcrew members if you take strikeaction, and in such a case, the localITF union representatives will explainthis to you.In many more countries, the key to

winning a dispute is strike action.Once again, this depends on the localadvice you receive. You have the legalright to strike in many countries, solong as your ship is in port and not atsea.In any strike action it is important

to remember to remain disciplined,peaceful and united. And remember,the right to strike is a basic humanright guaranteed, in many countries,by the law or constitution.Whatever you choose to do, don’t

forget to talk to the local ITFrepresentatives before you doanything. Working together, we can win the battle for justice andbasic rights.

This is the information you will need to give uswhen you ask the ITF for help. To contact the ITFActions Team, Maritime Operations Department,email: [email protected] or fax: +44 20 7940 9285or +44 20 7357 7871. Here is a checklist of theinformation you will be asked to provide:

Your details�Your name (will be

treated inconfidence)

�Your contactnumber(s)

�Your position onboard (for example,AB)

�Your nationality

Details of the ship�Ship name�Type of ship�Flag�IMO number�Current location of

the ship�The next port of call

+ ETA�Number of crew and

their nationalities�Type of cargo /

quantity on board

�Name of shipowner /operator

What is theproblem?�Describe the

problem (giving asmuch detail aspossible)

�How long have youbeen experiencingthis problem?

�Are there othersexperiencing similarproblems on board?(please give details)

�How long have youbeen on board thisship?

�What kind of help areyou lookingfor? (forexample, recovery ofwages, repatriationetc)


ST. VINCENT & THE GRENADINES TONGASÃO TOMÉ & PRÍNCIPE

Flags of convenience

ANTIGUA AND BARBUDA BAHAMAS BARBADOS BELIZE BERMUDA

BOLIVIA BURMA/MYANMAR CAMBODIA CAYMAN ISLANDS COMOROS

EQUATORIAL GUINEACYPRUS GERMANY (second register)

HONDURASGIBRALTAR

GEORGIA

LEBANON LIBERIA

MONGOLIA

JAMAICA

MALTA

FRANCE (second register)

MARSHALL ISLANDS

NETHERLANDS ANTILLESMAURITIUS NORTH KOREA PANAMA

SRI LANKA

In addition to these flags, there are certain shipping registers whose vessels can be regarded, on a ship by ship basis, as operating under a flag of convenience.

VANUATU

ITF HOUSE, 49-60 BOROUGH ROAD, LONDON SE1 1DR TEL: +44 (0)20 7403 2733 FAX: +44 (0)20 7357 7871 EMAIL:[email protected] INTERNET:WWW.ITFGLOBAL.ORG

These are the maritime flags that the International Transport Workers’ Federation has declared FLAGS OF CONVENIENCE



Seafarers turned out in their droves tocelebrate the Year of the Seafarer andshare information on life at sea at an

ITF event in the Philippines in June 2010.More than 3,000 people thronged the

three-day ITF Expo from 23-25 June in LunetaSeafarers’ Center in Manila. Opened by the Philippine secretary of

labour and employment Marianito D Roque,the event was organised in closecooperation with local seafarers’ unions,AMOSUP and the PSU. Cadets from theMaritime Academy of Asia and the Pacific

also played an active role during the event.Seafarers signed the piracy petition, wrote

messages about key workplace issues andparticipated in a range of other activities,including filming interviews. Seafarers wereasked basic questions about life at sea. Approximately 10 hours of footage was

filmed comprising a mixture of interviews anddocumentary of the ITF Expo.Free medical check-ups, quizzes and a

raffle were available to visitors. They werealso given a copy of Message to Seafarers,which contains a comprehensive list of ITFinspector contacts around the world, ITFSeafarers’ Bulletinand other ITF publications. In addition, they received information

about the benefits of trade unionmembership and the employment terms and conditions on board vessels covered by the ITF.Graham Young, from ITF maritime

operations, said: “Everyone was extremelypleased by the positive reaction fromseafarers. It’s been a fantastic three days. Wehope to repeat this success during similarevents in other regions.”The ITF Expo was one of several maritime-

related events that took place in Manila inJune to coincide with the InternationalMaritime Organisation’s conference to revisethe STCW (training, certification andwatchkeeping) Convention.

See video: www.youtube.com/user/itfvideos?ob=0#p/u/35/ehgPbISIwMo

These are the maritime flags that the International Transport Workers’ Federation has declared FLAGS OF CONVENIENCE

ITF’s Manilashowcasedraws thecrowds

The Year of the Seafarer message-board proved especially popular at the ITF Expo event in Manila.

Left: A full house inside the ITF installation.


Paul Box/reportdigital.co.uk

Seafarers, this is your magazine:tell us what you think about it

Would you be interested in being part of a focus group ofSeafarers’ Bulletinreaders? If you want to have your say in themagazine’s future, please return this form to us (see addressabove) or email us at [email protected]

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Make sure you get the nextissue of Seafarers’ BulletinWe will be scrapping our mailing list and starting from scratchfor our 2012 issue.

Make sure you are on the mailing list for the next issue. Returnthis form to us by post (to: ITF Publications, 49/60 BoroughRoad, London SE1 1DR, United Kingdom), email us [email protected] or visit our website to subscribewww.itfseafarers.org/publications.cfm

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�

Don’tmissout!

Q

The InternationalTransport Workers’Federation (ITF) is aninternational trade union federation oftransport trade unions,representing 41⁄2milliontransport workers in 154countries. Founded in1896, it is organised ineight industrial sections:seafarers, railways, roadtransport, civil aviation,ports, inland navigation,fisheries and tourismservices. It representstransport workers atworld level and promotestheir interests throughglobal campaigning andsolidarity. The ITF is oneof 10 Global UnionFederations allied to theInternational TradeUnion Confederation(ITUC) and part of theGlobal Unions group.In

ternational Transport Workers’ Federation


By Nina Espeli AllenNorwegian Seafarers’ Union

For the past five years seafarers working oncruise ships covered by collective agreementsnegotiated by the Norwegian Seafarers’ Union(NSU) have been able to attend union trainingcourses focusing on their agreement and onthe international shipping industry.Run in close cooperation with the Kesatuan

Pelaut Indonesia (KPI) seafarers’ union and theITF, the trade union awareness seminars inBali, Indonesia, aim to provide the seafarerswith basic union knowledge.But, just as importantly, the unions receive

vital feedback from the seafarers, includinginput for the negotiations with employers andideas about how to strengthen the relationshipbetween the seafarers and the unions.In 2010 the unions held three separate

seminars. A half-day women’s seminar wasfollowed by the basic seminar for both men andwomen and finally there was an advancedseminar for participants who had alreadycompleted the basic course. The seminars teach the seafarers about the

ITF, the KPI and the NSU, as well as about theInternational Labour Organisation (ILO) andthe International Maritime Organisation (IMO).Participants also receive a basicunderstanding of their collective

bargaining agreement. Other topics coveredinclude cultural diversity, harassment andbullying, discrimination and the disputeresolution process. The seafarers take part in role play exercises

illustrating various situations that may occuron board. They are also given the opportunityto ask questions and come up with comments. At the end of the seminars, students and

their spouses are invited to attend anHIV/AIDS presentation by a local organisation,Aids Commission (KPA). They hear aboutHIV/AIDS statistics in Bali, how the virus iscontracted, how it behaves and how to preventit from spreading.

A total of 65 seafarers attended the Baliseminars in 2010. Since the start ofthe programme in 2006, 234crew members have

participated – some ofthem twice. To

encourage participation, the seafarers areinvited to bring their family, since they alreadyspend so much time away from them while onthe ships. The unions also arrange an excursion during

the seminar, which gives everyone a chance tosocialise and network with each other and withthe officials from the KPI and the NSU. The NSU strongly believes in the importance

of these seminars and we have received a lot ofpositive feedback from the seafarers. Inaddition, the seafarers have given the unionsvaluable information on general problems onthe ships that we take with us into thenegotiations. The seminars also give the unions an

opportunity to get to know the seafarers. Welater meet many of the participants when wedo our ship visits and, because they know usfrom the seminars, the seafarers find it easierto help us gather valuable information aboutthe work onboard. So successful has been the programme that

the NSU plans to expand it in the near future tocover areas such as South America, theCaribbean and the Philippines. Already in Junelast year, we organised the first seminar in Goa,India, in close cooperation with the NationalUnion of Seafarers of India and the ITF.As we say: “Knowledge to the few is

power, while knowledge to themany is freedom.”

� Nina Espeli Allen works inthe NSU’s Miamioffice.

Paul Box/reportdigital.co.uk

Trainees from Indonesia and course leaders at the union-run seminars for working on cruise ships.

Unions on the agendain cruise ship training

“So successful has beenthe programme that theNSU plans to expand it inthe near future to coverareas such as SouthAmerica, the Caribbeanand the Philippines.

”

29



Stephen Bruijneel/www.dockwork.be

Which countries arebacking the MaritimeLabour Convention?Ratified by 10 countries:Bahamas, Bosnia & Herzegovina,Bulgaria, Canada, Croatia, Liberia,Marshall Islands, Norway, Panama,Spain.

Expected to be ratified by 17 countries bythe end of 2011:Argentina, Australia, Brazil, Chile,Cyprus, Finland, France, Germany, IvoryCoast, Japan, Korea, Netherlands, Russia,Switzerland, Trinidad and Tobago, UnitedKingdom, United States.

Expected to be ratified by one country in2012:Sweden.

Progress being made, but without a datefor ratification, by 14 countries:Belgium, Denmark, Greece, India,Indonesia, Madagascar, Nigeria,Philippines, Poland, Singapore, SouthAfrica, Tanzania, Turkey, Ukraine.

Unlikely to be ratified by two countries:Mexico, New Zealand.

Source: Information reported by ITFaffiliates in September 2010.

The Maritime LabourConvention, known asthe Seafarers’ Bill ofRights, provides real

and enforceable rightsfor seafarers coveringevery aspect of theiremployment. Soon itwill come into force,

PENNY HOWARDreports.


There will be new rights for the world’sseafarers in 2012 when the MaritimeLabour Convention (MLC), the

“Seafarers’ Bill of Rights”, comes into force.The International Labour Organisation (ILO)convention outlines the minimum rights thatseafarers should expect in a wide variety ofareas. The ITF participated in drafting the

convention, a process that finished in 2006.Now, each country needs to look at theconvention to implement it with its own lawsand procedures. So far (in December 2010), 10countries have formally ratified theconvention, but many more are expected to doso in 2011. The MLC will come into force 12 months after

the date on which it is ratified by 30 countriesrepresenting 33 per cent of global shippingtonnage. The 10 ratifying countries alreadyrepresent approximately 46 per cent of theworld shipping fleet.Underlining the progress that was being

made, Cleo Doumbia-Henry, internationaldirector of labour standards at theInternational Labour Organisation, told the ITF

congress in Mexico City in August 2010 that theMLC was on course for ratification.“The ‘bill of rights’ consolidates and

updates more than 65 international labourstandards for seafarers adopted over theprevious 80 years,” she said.Doumbia-Henry described the MLC as a new

kind of convention, as it “has teeth” andincorporated procedures for implementation.Welcoming the prospect of the convention

coming into force, Jon Whitlow, ITF seafarers’section secretary, said: “This is good news forthe shipping industry – and excellent news forthe world’s 1.5 million seafarers.”Both the ITF and the ILO expect that 30

countries will have ratified the MLC by the endof 2011. This would mean that all flag states,port states and labour supply states that havealready ratified the MLC must begin to enforceit from 2012. If countries ratify the MLC after itcomes into force in 2012, then they must beginto enforce it 12 months later.What makes the MLC different from previous

labour conventions is that there are much


Maritime Labour Convention

One step away fromenforceable rights

The MaritimeLabour Convention:what it doesThe Maritime Labour Conventionis a seafarers’ bill of rights, foughtfor by the ITF and its affiliates. Itgives seafarers basic rights andprotections at work. The MLC saysthat seafarers have a right to:

�a safe and secure workplace

�fair terms of employment

�decent living and workingconditions

�social protection such asaccess to medical care, healthprotection and welfare.It has a comprehensive

enforcement system, butseafarers need to reportproblems for the system to work. Among the key provisions of

the convention for seafarers are:�An employment agreement,guaranteeing decent on-boardworking and living conditions, tobe signed by both the seafarerand the shipowner, or arepresentative of the shipowner.

�Monthly pay, in full and inaccordance with theemployment agreement and anyapplicable collective agreement.�a 14-hour work limit in any 24-hour period; 72 hours in anyseven-day period.�The shipowner must pay torepatriatea seafarer in case ofillness, injury, shipwreck,insolvency, sale of ship and so on.�Specific requirements forliving accommodation andrecreational facilities –including minimum room sizes,

and satisfactory heating,ventilation, sanitary facilities,lighting and hospitalaccommodation.�Access to prompt medical carewhen on board and in port.

Download the ITF’s guideto the Maritime Labour

Convention, “A Seafarers’ Bill ofRights”, from www.itfseafarers.org/publications.cfm/detail/23556 or email [email protected] to request a copy. It isavailable in Chinese, English,French, Russian and Spanish.

“This is good newsfor the shippingindustry –andexcellent newsfor the world’s 1.5million seafarers.

”�



better provisions for enforcing it. A wholesection of the MLC (Title 5) outlines how it willbe enforced. Port state control authorities willinspect ships to ensure they meet MLCstandards and will have the power to detainships if they find problems. Port states that area part of the Paris Memorandum ofUnderstanding (European Union, Iceland,Norway and Canada) are already developingguidelines for inspecting ships according tothe MLC. Trade unions, seafarers and welfareorganisations will have the power to complainto port state control inspectors if they areworried about conditions on board.The MLC will be monitored by a special

tripartite committee, in which the ITF plays animportant role. If problems arise with how agovernment is implementing or enforcing theMLC, the ITF can raise it with this committee.The committee will also have the power toamend some parts of the MLC to keeps itsrules up to date.Once the convention is in force, ships of all

countries will be subject to inspection in theports of any country that has ratified it. Ships

could be detained if they are deemed not tohave met the standards set.One group of seafarers who stand to benefit

from new rights as a result of the MLC arethose employed on cruise ships. All workerson cruise ships will be defined as “seafarers”and covered by the provisions of the MaritimeLabour Convention. This includes hotel,catering, and other service staff whose workdoes not primarily involve operating the ship.The only exceptions are entertainers whospend only very short periods of time onboard.This change should give cruise ship workers

new rights. The ITF expects that many cruiseship employers will have to upgrade theaccommodation that they offer cruise shipworkers due to the minimum standards of theconvention.Ships will need to comply with the

convention through holding a Maritime LabourCertificate and Declaration of Maritime LabourCompliance issued by the flag state, whichmust be available on board for any port stateinspection.

For further information visit:www.itfseafarers.org/ILOMLC.cfm

Seafarers’ right to shore leave in the US willbe enhanced considerably following the

signing of a bill in October 2010 by PresidentBarack Obama.The US Coast Guard Authorisation Act

provides the US Coast Guard with someUS$10.7 billion in funding over the next year.It also requires shore-side facilities andterminals to allow access through terminalsat no cost to the seafarer.According to the act, facilities must

“provide a system for seafarers assigned to avessel at that facility, pilots andrepresentatives of seamen’s welfare andlabour organisations to board and depart thevessel through the facility in a timely mannerat no cost to the individual”.ITF seafarers’ section secretary Jon Whitlow

commented: “This is a most welcomedevelopment and will be greatly appreciatedby seafarers. It is hoped that other countrieswill follow the US example and ensure thatthe access requirements in the InternationalMaritime Organisation’s International Ship

and Port Facility Security Code are strictlyimplemented.”The right to shore leave has been under

pressure from new worldwide securitymeasures brought in following the 9/11terrorist attacks in the US in 2001. As aconsequence of the International Ship andPort Facility Security Code (ISPS), seafarersare now subject to tight security regulationsin port. Seafarers’ movement around ports –even access to telephone booths and welfaremissions – is now severely restricted. In USports, under the ISPS, shore leave has beendenied to foreign seafarers without a visa.Visa requirements and immigration

controls are also affecting more and moreseafarers, with certain nationalities beingsubject to greater restrictions than others ascrews become multinational. That meanssome crew members can get shore leave,while their colleagues have to stay on board.There is also a problem with different officialsinterpreting the rules in different ways. Inaddition, some shipowners are denying shore

leave to their crews just to avoid possibledifficulties.This tough new security approach affects

seafarers’ access to traditional shore-basedwelfare services, contributes to theirisolation, and damages their health andemotional security.The ITF says that these security measures

conflict with the human rights of seafarers,and is campaigning to protect the essentialright to shore leave.There could be greater guarantees of the

right to shore leave if new proposals for aninternational seafarers’ identity documentare ratified and implemented.The International Labour Organisation

Convention 185 on Seafarers’ ID couldimprove the situation by ensuring that allbona fide seafarers have a highly secure IDthat is recognised worldwide.The ITF is campaigning for full ratification

of Convention 185 and is monitoringseafarers’ access to shore leave through itsinternational reporting system.

SHORE LEAVE

Maritime Labour Convention

�

Cleo Doumbia-Henry of the InternationalLabour Organisation addresses the 2010 ITFcongress in Mexico City about the MaritimeLabour Convention.

ITF pushes for progress as new US law raises hopes of improved access



International maritime journalist SeanMoloney describes the role of the newSeafarers’ Rights International centre.

Modern seafarers face a variety ofhazards over and above the naturalchallenges of a life at sea. They are

vulnerable to the increasing threat of piracy, toabandonment by struggling shipowners, andthey face the possibility of criminalisation incases of accident even when it can be shown thatthey were carrying out their roles to the letter.Stepping into the breach in a bid to wade

through a confusing mire of law to clarify andsupport the role of the seafarer is the ITF-backedSeafarers’ Rights International (SRI) – a uniqueand groundbreaking resource dedicated toadvancing the legal protection of seafarersworldwide.Launched at the end of September 2010 and

based in London, the new centre will be led by

international lawyer Deirdre Fitzpatrick asexecutive director. She will be supported by anadvisory board comprising experts from theshipping industry and legal world. The SRI aims to advance the rights and

interests of seafarers. It will not handle seafarers’

cases since many others are already doing thatbut it will provide strategic legal support tocontribute to political, industrial, campaigningand lobbying agendas aimed at the promotion,protection and enforcement of seafarers’ rightsworldwide. In addition to research, it will conducteducation and training and it will provide toolsthat will empower the seafarer and those wishingto protect seafarers through legal means.Funded by a start-up grant from the ITF

Seafarers’ Trust charity, the SRI is anindependent organisation. It will seek to work incooperation with all stakeholders in theindustry with an interest in the protection ofseafarers. Its website will be launched on 25June 2011, the International MaritimeOrganisation’s “Day of the Seafarer”.

Why world’sseafarersnow need their ownlegalwatchdog

Heading the teamDeirdre Fitzpatrick(left) is the executivedirector of Seafarers’Rights International.She trained as asolicitor in her nativeIreland beforeworking for a firm of

international lawyers in London forseveral years. She joined the ITF in1994 to head up the legal services ofthe ITF.

Why is the SRI needed?DF:Seafarers need up-to-date, practicaland relevant advice to help them findsolutions to the growing and increasinglycomplex number of legal issues that theyface. They also need expert lawyers andadvisers to assist with their legalproblems.

What are these problems?DF:They include criminal charges,abandonment, piracy, injury and death,unpaid wages and access to shore leave.

What difference can the SRI make to thelives of seafarers?DF:The SRI is primarily a research centre,and out of that research we plan toproduce practical guidance on legalmatters. This will above all helpseafarers’ unions and missions, but willalso be useful for seafarers themselves.The output of the SRI will be for use by allorganisations and agencies with aninterest in seafarers’ rights and, inparticular, seafarers themselves whoneed user-friendly advice.

Why is such guidance necessary?DF:Maritime labour rights are complexbecause they tend to fall into a grey areabetween international maritime law anddomestic employment law. So expertlegal help is needed to navigate aroundthis often very difficult area.

How will the SRI choose its prioritiesand operate on a day-to-day basis?DF:The SRI’s advisory board will includerepresentatives from the unions, welfareorganisations, academic institutions,maritime lawyers and shipowners. Theywill set the general priorities. The SRIstaff will work with universities andothers to implement the workprogramme. Apart from myself, there arethree researchers, one Filipino, oneSpanish and one US/Romanian.

Seafarers’ Rights International

“Seafarers faceproblems of criminal charges,abandonment,piracy, injury anddeath, unpaid wages and access to shore leave.

”

Most fear legal threatMore than 90 per cent of seafarers areconcerned about the criminalisation of theirwork, according to a 2010 survey by British/Dutch officers’ union Nautilus International.Two-thirds of the members quizzed by theunion also said that they had fears aboutlegal action being taken against them.


Seafarers’ and dockers’ trade unionsjoined together for the campaign weekin September 2010, calling for EU

action to end unfair practices. This wasneeded, said the unions, because of unequalworking and pay conditions in the sector andbecause seafarers are being used to carry outwork that should be done by trained dockers.Union members in Belgium, France, Ireland,

Netherlands and the UK targeted passengerand cargo ferries during the week of action.They called for what ITF campaign coordinatorNorrie McVicar described as “a threshold ofdecency” in minimum wages for all seafarers,along with proper health and safetyprotection and respect for dockers’ work.Throughout the week, dockworker

participants spoke to crews, passengers andvessel owners about the dangers involved inseafarers attempting cargo stowage andfastening.Campaigning began with a rally and

demonstration outside Stena Line’s offices inthe Hook of Holland. Meanwhile, dockerslobbied freight drivers at the company’sKillingholme terminal in England.The UK and Irish delegations travelled to

the protest in the Netherlands from Harwichon the Stena Britannica and, while on board,met the crew and passengers to tell themabout the work of the ITF and its affiliatedunions involved in the ferry campaign and toexplain why Stena Line was being targetedover its treatment of non-EU nationals.

They also collected signatures for apetition calling on the ferry company torespect the rights of all workers to be

represented by a trade union. The petitionhad two key demands:� stop forcing crews to do dockers’ work

ITF Seafarers’ Bulletin 2011 www.itfseafarers.org34

Seafarers anddockers unite for

‘fair ferries’campaign in EuropeAn ITF week of action highlighted the needfor a new direction in the European Union’spolicy towards ferries and the regulations

covering this vital sector of Europe’smaritime industry.


� employ all seafarers on an equal and fairbasis.The Spanish-flag L’Audace – a vessel

known to Belgian dockers’ unions for crewlashing activities in European ports and atsea – arrived in Zeebrugge on the same day.On docking it was found that the crew hadunlashed the cargo prior to arrival. The Belgian unions then met the port

authorities and took action, backed up threedays later by British dockers in the port ofSouthampton, when the vessel dockedthere. The company agreed to talks with unions

to prevent the same situation recurring.The week also saw the British seafarers’

union RMT mount a vigorous attack on StenaLine’s attitude to the employment of cheaplabour – which includes paying some of itsFilipino seafarers 2 euros an hour.

McVicar said: “Further campaigninitiatives will continue to target Stena Line,and ITF affiliates are also waiting to hear fromNorthlink Ferries, Seatruck Ferries andFastnet Line Ferries in connection with thesame policy objectives. “The ITF and its European arm, the ETF

(European Transport Workers’ Federation),once again call on the European Commissionto reopen discussions on the Passenger FerryManning Directive which was withdrawn in2004.”

McVicar explained that the EuropeanUnion had failed to take action toaddress safety concerns since

disasters in the 1990s involving theScandinavian Star and Estonia, with the lossof more than 1,000 lives. In 2000 theEuropean Commission issued a draftdirective addressing some of the concernsbut it was blocked by the Council of Ministersand was withdrawn in 2004.He went on: “The launch of this campaign

reflects the frustration of 10 wasted yearssince the European Commission proposed adirective for passenger services that wouldhave guaranteed equal working rights andconditions for EU and non-EU crews, andaddressed safety concerns raised by theemployment of multilingual andmultinational crews. That proposed directivewas quashed after intensive lobbying byshipowners.”He added: “The result has been a decade

of job losses, with long-serving crews cut andthen cut again, to be replaced, if at all, withcheaper non-EU personnel, many of whomare now even being encouraged to carry outcargo handling work that has always beenthe preserve of safety-trained dockers.”

Michel Claes, general secretary of themaritime section of the Belgian ACV Transcomunion, commented: “Seafarers, often fromoutside the European Union, are being askedto take over the jobs of dockers. This is socialdumping. Unions are prepared and ready tostop this, and more rigorous inspections ofvessels will take place in the future.”Unions insist that the fair ferries campaign

will continue in 2011 and beyond. Furthercampaign initiatives will focus on those ferryand ro-ro companies where social dumpingand crew cargo-handling activities are taking place.

In a sign of things to come, the Italian-flagGrand Benelux, on which crew cargohandling activities were observed when

the ship called at Antwerp a few days afterthe week of action, came under scrutiny fromthe unions.They noted that Grimaldi Linescrews are often instructed to do cargohandling, both at sea and in ports wheredock labour is available. The company was told that this was

unacceptable and, following pressure fromdockers’ union Unite in Great Britain, agreedto negotiations to discuss the problem.


Left: Seafarers and dockers launch the ‘fairferries’ campaign week in the British port ofHull. Clockwise from above: ferry crewmembers and dockers at Zeebrugge, Belgium,joint meeting of seafarers and dockers atZeebrugge and ITF campaigners at the Hook ofHolland, outside Stena Line’s offices in the portand at the British port of Immingham.

�Join our Facebook siteOne of the campaign initiatives is theuse of the available social network

sites. On Facebook there is a “DockersSeafarers” site. See www.facebook.com/dockers.seafarers. Over 1,000 dockers andseafarers have joined already. There is alsoa Fair Ferries Campaign blog; see:http://fair-ferries.blogspot.com

�Do you work on a ferry orro-ro vessel in Europe?Inform us if you are requested to do the jobof a docker on board your vessel. Let usknow what, where and when thishappened, along with the name of thevessel.

Also get in touch with us if you are workingon board a vessel and you believe theterms and conditions of your contract arebelow acceptable standards. You mayconvey this information anonymously if itis difficult for you to step forward.

Contact the ITF with a short text messageto +32486123890 or email [email protected]



Over the past 30 years, the Trust hasspent more than US$200 million toprovide facilities and services for

seafarers visiting ports in 91 countries aroundthe world. The money has been used onbuildings, on vehicles for seafarer transport, onnew centres for seafarers, on assistance incommunication with home and on trainingpeople who meet seafarers in port and whowork with seafarers’ families –all on a non-commercial basis. The ITF Seafarers’ Trust is a UK-based charity.

As well as funds donated directly by the ITF, itbenefits from the money which the ITF wouldotherwise pay in tax to the UK government.Instead, the money is spent on charitableservices for seafarers.

In common with the ITF, the Trust seesseafarers as professional, hard working peoplewho make a vital contribution to world tradeand provide the necessities of life for all of us.We understand their need for communicationfacilities, transport when a ship arrives in port, awelcome in port after a long voyage and theneed to get ashore and see something otherthan the inside of a ship. The money that theTrust gives to organisations like the Mission toSeafarers, Stella Maris and the Sailors’ Societyhelps to faciliate this welcome ashore. We understand that life at sea can be isolated

in terms of the contact with friends and family –something that is taken for granted by workersashore. Communication for seafarers is one ofthe priority areas for the Trust. In five to 10 yearswe hope that most seafarers will be able tospeak to their families on a daily basis from theirship, whether at sea or in port, free of charge.

This is possible now and happens on someships, but we want to try and make this happenfor all seafarers.Until crew communications are properly dealt

with on board, the Trust will be working toimprove wi-fi access in ports. We will do this byputting equipment on board ships through shipvisitors to assist communication while the shipis in port or by paying for the installation ofwireless zones in ports so that seafarers canconnect using their own laptops directly fromthe ship without the need for other equipment.Transport in ports is still needed for many

seafarers. Some shipowners provide theirseafarers with access to a vehicle for the timethat the ship is in port. But these are a very smallminority at present. While shore leave hasbecome more difficult to take with theincreasing demands on seafarers to work whilethe ship is alongside, it is still recognised asnecessary for seafarers’ well-being to get off theship. That is why the Trust continues to put a lotof money into vehicles that will do this for asmany seafarers as possible. The Trust is working with other organisations

to help with the issues arising from thecriminalisation of seafarers, where seafarers inthe course of their professional work arepenalised by legal systems which they do notunderstand and which do not understand thesituation of seafarers. We are seeking to helpseafarers caught up in these situations.

The Trust is also concerned with the healthof seafarers. Through programmes likethe Seafarers’ Health Information

Programme we have paid to get messageswhich will benefit the health of seafarers ontoships and taken up by the industry. Thesematerials consist of posters, DVDs, bookletsand manuals. We have also provided thesematerials to employers and internationalorganisations who understand the importanceof the well-being of seafarers in terms of dietand protection against illnesses (malaria, heartdisease, HIV etc) through basic education. We are pressing to have more ship visitors

who will be able to be a link with shore forseafarers arriving in a new country; we areundertaking research to see what seafarersneed and what the welfare workers who workwith seafarers need. We are working too tomake ports better places for seafarers.

Let us know what you like about what theTrust does and what you would like us to do

in the future. Contact: [email protected] and visitour website: www.itfglobal.org/seafarers-trust

� Tom Holmer is the administrative officer of theITF Seafarers’ Trust.

ITF Seafarers’ Trust

In 1981 the ITF Seafarers’ Trust wasborn, which makes 2011 the 30thanniversary of the Trust. What is theTrust and what has it been doing forseafarers for 30 years? Why doseafarers need a charity anyway?TOM HOLMER provides the answers.

30 years ofwelcomingseafarers

TRANSPORT:Seafarers’ centre vanprovided by the Trust in Esbjerg, Denmark.

CENTRE:Trust-fundedseafarers’ centre in Réunion.

COMMUNICATION: Calling home from theITF co-funded Stella Maris in Santos, Brazil.

VISITS:Chaplain J Simon Dharmaraj ofthe Trust-supported Mission to Seafarers

visiting a ship in Tuticorin, India.


ITF Seafarers’ Bulletin 2011www.itfseafarers.org 37

It could happen againNearly two years have passed since

approval was given for an energyprogramme that Pemex (Petróleos

Mexicanos) claimed would extract crude oil atdepths greater than 500 metres in the Gulf ofMexico. Yet training programmes for personnelassigned to this type of operation, considered tobe the most dangerous in what is already a high-risk industry, have failed to materialise.When it presented its proposals to the Mexican

federal legislature, Pemex executives said therewas an urgent need to prepare human resourcesfor this new phase of production. Nothing hashappened so far, even though drilling operationshave begun and four rigs operated by privatecompanies will soon begin work.To proceed in this way may result in accidents

much more serious than BP’s Deepwater Horizondisaster. This is the opinion of offshore industryrepresentatives who met in August 2010 inMexico City to discuss workers’ conditions in theindustry as part of the ITF congress.Experts from Norway, the UK and Brazil,

countries with experience of deepwaterproduction, concluded that Pemex had not evenbeen able to tackle safety issues in shallowwaters, where the work is carried out bysubcontractors. And they claimed that the mainproblem was corruption.“The companies that work with Pemex operate

with very low quality and safety standardsbecause, they say, that’s the way it is in Mexico,that’s the way it is with Pemex,” said Norrie

McVicar, chair of the ITF’s offshore task forcegroup. “At meetings in the sector, many peoplecomplain that they are forced to play along withcorrupt practices that would be unacceptable inother countries. However, this kind of thingcannot be allowed to happen with deepwateroperations. The lives of workers, the environmentand Pemex assets are at stake.”Leaders of the ITF made clear their concern

following a meeting with representatives ofMexico’s Ministry of Energy (SENER) and Ministryof Labour and Social Welfare (STPS), where “itwas clear to us that they were not interested in orconcerned about the inadequate workingconditions in the Mexican oil industry”, explainedAntonio Rodríguez Fritz, ITF Americas regionalsecretary.

The price of inexperienceThe accident involving the Deepwater Horizonrig, owned by the Swiss company Transoceanand leased to BP, rang alarm bells in theinternational oil industry, not only because of thedeath of 11 workers and the cost of the explosionand sinking of the rig and the 4.9 million barrels ofoil that leaked across a 64 km-wide area to thesouth east of the mouth of the River Mississippi,but because BP supposedly had the best trainingand safety standards in the industry.According to Norrie McVicar, the inspection

reports pointed to seven factors that contributed

Wikimedia Com

mons

Mexico ispressing aheadwith theexploration andexploitation of oil

and gas reserves in itsdeep offshore waters –butwithout the essentialtechnical training forworkers employed in theindustry. The result, warnsAna Lilia Pérez (pictured),could be disasters similarto BP’s Deepwater Horizonexplosion in the Gulf ofMexico in 2010.

The Deepwater Horizonoil rigdisaster was responsible for theloss of 11 lives and oil pollutionthat devastated the Gulf ofMexico in 2010. The platform wasregistered in the MarshallIslands, one of the leading flag ofconvenience states. The rig wasowned by Transocean but underlease to BP when it exploded on20 April. Members of the USCongress have accusedTransocean of attempting to avoidthe stricter safety standards ofthe US Coast Guard by registeringin the flag of convenience staterather than in the US.

�



to the accident, two of them technical and theother five human. The 126 workers (79 employedby Transocean, seven by BP and 40 by othercompanies) did not have sufficient training.“They were not provided with a proper healthand safety committee capable of identifying andtaking decisions on the problems, managing therisks and correcting them in time.” McVicar adds: “Some are seeing this accident

in terms of the loss of human life: others look atthe ecological impact. We are seeing it in terms ofwhat could happen in Mexico. It is highly likelythat there will be an accident of this kind, due tothe serious problems in the industry, particularlyin the Campeche Basin, an area drowned incorruption.”

The price of reducing costsThe Deepwater Horizonaccident highlightedpractices associated with the cost-cuttingexercises in the oil industry –all undertaken toincrease their profits. Many companies recruit cheap labour instead

of specialised personnel and neglectmaintenance of their installations, claims theMexican labour research centre CERL (Centro deEstudios de Reflexión Laboral).This is how most Pemex contractors and

subcontractors operate, particularly in offshoreoil fields, where there is practically nosupervising authority. “Cost cutting” involves notproviding workers with even basic safetyequipment, such as overalls, clubs, helmets,boots and goggles. It involves the recruitment ofcheap labour, including minors and people whodo not know the first thing about the job, as wasthe case in Pemex’s Usumacintarig accident inOctober 2007 in the Gulf of Mexico that killed 21workers.The result is frequent accidents. It is

impossible to calculate the cost in human livesand financial losses because of the officialsecrecy surrounding the accidents.This was all documented by the ITF in its

report: “Campeche Basin, Paradigm of LabourExploitation”, submitted to the InternationalLabour Organisation in 2009 and, in Mexico, to ameeting at which SENER, STPS and Pemexrepresentatives promised to improve thesituation.One year later, the ITF said the situation has

not changed, “but anyone operating indeepwater under current conditions willendanger workers, the industry and theenvironment”, warned Antonio Rodríguez Fritz.In addition to the risks that workers in the

black gold industry are exposed to on a dailybasis, deepwater operations involve

environmental and technical complications. Seacurrents move the structures and producevibrations in the pipes and drilling equipment.The different temperatures between the

surface, the seabed and drilled areas complicatethe pumping of drilling fluids. If the temperaturesare too low, they alter the properties of thecement used to secure the tubes lining the well.During drilling, there are gas and water flows at

abnormal pressures that are difficult to control.Maintenance and inspection of the

underwater infrastructure must be carried outusing robots because human beings cannotsurvive at these depths. Strict logistics arerequired for such daily tasks as the transfer ofworkers on to the rigs, an operation that is noteven carried out safely and efficiently in theshallow waters of the Campeche Basin. Theworkers live in fear of a disaster because of thepoor condition of boats and aircraft and theincapacity of the contractors who lease suchequipment, as in the case of the launch Seba’anthat sank in August 2010.

What if…?The ITF’s Norrie McVicar believes that what isbecoming clear for a country like Mexico, whoseeconomy largely depends on oil revenues, “isthat the government needs to promote an end tocorruption and provide greater transparency ofadministration, employment contracts andregulation of working conditions”. If not, he says,“development of the industry in deepwater willhighlight these problems”.We asked McVicar what would happen if

deepwater exploration and exploitation wentahead without current deficiencies being dealtwith. “It is obvious. It will lead to the collapse ofMexico’s main industry. The days of cheap oil,when you could explore and exploit in shallowwaters at low cost, are over. The days of drilling inshallow waters have finished. In the context ofcontinued consumption of hydrocarbons, it isnecessary to begin to explore and exploit in deepwaters, which is more costly and requires moresophisticated technology, but also requires strictsafety and training standards and also fairworking conditions for workers. “This is because, as has been proven, human

factors are also to blame in accidents such as theBP accident.”

Watch the ITF video “Oil on Troubled Waters:Fighting for trade union rights in Mexico’s

offshore oilfields” at: www.youtube.com/watch?v=NAOsU2moVpE

� A longer version of this article first appeared inthe Mexican news magazine Contralínea inSeptember 2010. Ana Lilia Pérez is a prize-winning investigative reporter.

�“‘Cost cutting’involves notproviding workerswith even basicsafety equipment,such as overalls,clubs, helmets,boots andgoggles.

”

Julio Cesar Hernández

Offshore


Pirate fishing operations are oftencharacterised by the lowest standardsof working conditions and extensive

reports of abuse. ITF-backed investigationsby the Environmental Justice Foundation (EJF)have documented crews on fishing boats inthe IUU (illegal, unreported and unregulated)sector of the industry working under slavelike-conditions and facing daily exploitationand abuse.In a new report “All at Sea: the abuse of

human rights aboard illegal fishing vessels”,the EJF exposes these human rights abusesand documents how the lack of internationalregulation, including the exploitation of flagsof convenience, allows pirate fishingoperators to perpetuate these abuses withvirtual impunity.

Exploitation and abuseThe terrible and often illegal treatment ofworkers aboard IUU vessels includesfinancial exploitation; poor health-care, foodand accommodation; poor vessel safety;verbal and physical abuse; incarceration; andabandonment. The worst cases meetInternational Labour Organisation (ILO)definitions of forced labour, includingphysical confinement, compulsion, retentionof identity documents, and non-payment ofwages.Crew members aboard IUU vessels have

reported being punched, beaten with metalrods, deprived of sleep, imprisoned withoutfood or water, forced to continue workingafter injury; the worst cases of violenceinclude murder. Travel documents are oftenconfiscated and withheld; cases ofabandonment are also reported. Violations of

fair and promised pay are common,particularly the extraction of “agency fees”and the withholding of pay at the end of thecontract period.Recruited crew members may pay up to

several times their supposed monthly wagefor these “fees”, and there have beenreported examples of fishers working withoutpay for several years. The majority of thesemen are from developing countries, are oftenilliterate, are recruited from rural areas wherejobs are scarce and have no idea at all whatfaces them once they are on board a piratefishing vessel and out at sea.While the EJF’s investigations have focused

on pirate fishing vessels operating off WestAfrica, the issue is a global one. The “All atSea” report presents case studies, includingseveral supplied by the ITF and the UnitedNations Inter-Agency Project on HumanTrafficking. They highlight the exploitation ofcrews working on illegal fishing vessels fromregions as diverse as South-East Asia, thePacific and Indian Oceans, and evenAntarctica.Rossen Karavatchev of the ITF seafarers’

section, welcomed the EJF initiative exposinghuman rights abuses on illegal “pirate” fishingvessels. “The ITF has always maintained thatthere is an inextricable link between IUUfisheries and vessels that fly a flag ofconvenience, allowing the beneficial owners tobe hidden and making it easy for unscrupulousoperators to evade regulation and abusefishers. We believe that states should taketheir responsibilities seriously and makeeradication of IUU fishing possible.”


�

Justin Tallis/reportdigital.co.uk

Exposed: the scandal of human rights abuses on illegal fishing vessels

The fishing industryis home to some ofthe worst examplesof abuse in theworkplace. This isrevealed in a reportwhich links theseabuses with illegalfishing undertakenunder flags ofconvenience.


ITF Seafarers’ Bulletin 201140

Christian Roos

Pirate fishing operations are able toperpetuate these human rights abuses as aresult of the complete failure of theinternational community to ratify instrumentsaimed at establishing minimum safety andlabour requirements for fishing vessels. When combined with poor enforcement of

existing regulations by flag states,shipowners can allow the deterioration of thevessel so that it is not seaworthy and fail toprovide safety equipment. As regulatoryframeworks that address labour conditionsaboard fisheries vessels have not beenadopted, ratified or adequately enforced bythe international community, there isessentially no legal framework to protectworkers on pirate fishing vessels.

Role of flags of convenienceThe use of flags of convenience (FOCs) by IUUfisheries vessels has also been identified as abig problem. FOC states generally lack thecapacity and the will to enforce fisheries andlabour laws on vessels flying their flag,thereby facilitating the actions of IUU fishing

operators by minimising the risk of detectionand punishment. FOCs are notoriously easy, quick and cheap

to acquire, allowing pirate fishing vessels tore-flag and change names several times in aseason to avoid the authorities. Backed byshell companies, joint-ventures and hiddenowners, FOCs severely constrain efforts tocombat IUU fishing, as they make it extremelydifficult to locate and penalise the realowners of vessels that fish illegally andexploit their crews. The EJF’s report presents a compelling case

for a ban on the use of FOCs for fishing vessels(and associated fisheries support ships) as ameans to support international action toeliminate crew exploitation and address thedeficiencies in international regulation thatallow them to proliferate. The EJF is alsocalling for the ILO and International MaritimeOrganisation conventions that exist toaddress crew treatment, training and vesselsafety to be ratified and implemented by allcoastal states.

The “All at Sea” report can be viewed in full at: www.ejfoundation.org/

page682.html

�

Unions at the 2010 ITFcongress agreed that

more efforts were neededto persuade governmentsto ratify the InternationalLabour Organisation’sWork in Fishing Convention188.The convention

incorporates and updatesmost of the existing ILOfishing instruments onworking conditions, mainlyon large fishing craft. It needs to be ratified by

10 countries, includingeight coastal states,before beginning theprocess of coming intoforce. So far, only onecountry has ratified it.Meanwhile in October

2010 the ITF’s Europeanarm, the ETF, and

Europêche, partners in thesectoral social dialoguecommittee for sea fisheriesin the European Union,started negotiating asocial partners agreementto transpose ILOConvention 188 into EUlaw. The aim is to improve

living and workingconditions onboard andguarantee equal treatmentfor all fishingprofessionals in Europebut also to encourage thirdcountry members of theILO to ratify the conventionas soon as possible.The Work in Fishing

Convention was adopted in2007 to set standards toprotect workers in thefishing sector. It aims to

ensure that fishers:� have improvedoccupational safety andhealth and medical care atsea, and that sick orinjured fishers receive careashore� receive sufficient rest fortheir health and safety� have the protection of awork agreement� have the same socialsecurity protection asother workers.There are also measures

to ensure compliance andenforcement. Large fishing vessels on

extended voyages may beinspected in foreign portsto ensure that fishers donot work under conditionsthat are hazardous to theirsafety and health.

WORK IN FISHERIES CONVENTION

Unions press for workers’ rights

Fisheries


ITF Seafarers’ Bulletin 2011 41�

By Frank LeysITF dockers’ section secretary

Just about everyone who works in thetransport industry deals with containers,especially seafarers, dockers and road andrail transport workers. Though reports ofaccidents have increased in recent years,the safety of containers has not been giventhe attention it deserves. The ITF and itsmember unions now want everyone intransport to make container safety apriority.Because containers are closed units, no-

one sees what is inside them. So we cannotcheck whether the contents are well stowed,well secured and what the weight of thecontainer is.This state of affairs can be dangerous for

transport workers, for example thoseresponsible for lifting containers andloading them on ships, or those who have tocarry them by sea from port to port.That is why unions representing seafarers

and dockers are pressing the InternationalLabour Organisation to probe why the manyrules and regulations about containers areroutinely ignored or not implemented.If the International Maritime Organisation

(IMO) regulations governing containerswere respected, unions would have nocause for concern.Instead, it is also common for hazardous

goods and substances not to be declared.Similarly, we regularly come across cases ofcontainers that, according to their manifest,should have been empty – but their weight,when checked, exceeds 20 tonnes.

The right weightWeight is an important issue. The actualweight of the container often doesn’tcorrespond with what is stated in theaccompanying paperwork. Exceeding themaximum gross weight can producedangers when the container is handled inport or when it is stacked on a ship –especially in cases where heavy containersare placed on top of lighter ones or wherethe total weight of the containers on boardis greater than what is shown in the stowageplan.The ITF is working with all the key

stakeholders in the transport industry toseek action on container safety. Theyinclude the international organisations

Howsafeare theboxes?

Container safety

“Exceeding themaximum grossweight can producedangers when thecontainer ishandled in port orwhen it is stackedon a ship –especially in caseswhere heavycontainers areplaced on top oflighter ones.

”



Container safety

No shortage ofregulationsInternational Maritime Organisationregulations governing the transport ofcontainers:

�Safety of Life at Sea Convention

�International Convention for SafeContainers

�Code of Safe Practice for CargoStowage and Securing

�International Maritime DangerousGoods Code

�Protocol on Preparedness, Responseand Cooperation to Pollution Incidents byHazardous and Noxious Substances

�Regulations for the Prevention ofPollution by Harmful Substances Carried bySea in Packaged Form

�Pollution Liability Conventions.

Other international regulations on thetransport of containers include: WCO(World Customs Organisation) CustomsConvention; UNECE (United NationsEconomic Commission for Europe)Convention on International Transport ofGoods Under Cover of TIR Carnets; UNECEConvention on the International Carriage ofPerishable Foodstuffs; Cargo LiabilityConventions; and UNECE DG (DangerousGoods) Regulations.

representing shippers, shipping companies,ports and harbours and road and railoperators. We are also working closely withthe international trade union movement, asunions represent the weakest link in thecontainer transport chain – those workerswho can be victims of accidents involvingunsafe containers.An indication of the neglect of container

safety is the fact that comprehensivestatistics on accidents are not available;they are simply not compiled internationallyor nationally.What we have is plenty of anecdotal

evidence of serious accidents. And we have a2008 IMO survey of containers withhazardous contents, which found that 5 percent of them were faulty. Shockingly, thissuggests that 15,000 faulty containers withhazardous contents were being transportedat any one time.

Survey’s findingsA more recent survey of freight forwarders inthe United Kingdom found that only 15 percent of them used IMO and ILO guidelines onthe packing of cargo. Seventy-seven per centof them were not even aware of theguidelines!The results of this survey point to the

disturbing trend of containers being loadedin many cases by people who have not beenproperly trained and are unaware of theappropriate rules and regulations.As well as greater efforts by national and

international authorities to enforcecontainer safety regulations, what the ITFwants is a clear chain of responsibility forcontainer packing and movements. Thiswould allow negligent parties to be held toaccount following an accident and to beliable for the costs of reparation andcompensation.

�

“The results of thissurvey point to thedisturbing trend of containersbeing loaded inmany cases bypeople who havenot been properlytrained and areunaware of theappropriate rulesand regulations.

”




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