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Efficiency of ports has led to a sharp reduction in turnaround times. Containerisation has meant that ships now “turn around” much faster than they did in the cargo liner trades 20 years ago. This dramatic change in turnaround times has occurred even though there has been a substantial increase in tonnage. In 1972, according to a study undertaken by the SIRC, in a typical port, 75% of the ships would be in port for over four days. By 1998, this had reduced dramatically to a situation where 80% of ships were in port for less than 24 hours. This meant that the time available for welfare and ministry had also fallen dramatically. Yet the need may well have increased. In theory, no matter how short turnaround time is, it should be possible for seafarers to be granted shore leave. But, in practical terms, this is extremely difficult for the following reasons:
● intense workload while ships are in port;
● decline in crewing levels;
● port locations and environments; and most recently
● increased security measures
Traditionally, ports were located near city centres; these ports, such as
Liverpool, San Francisco and Yokohama, are now regarded as historical ports and docks. Modern port developments generally take place some distance away from residential and other amenities. These ports are automated, unpeopled, steel-framed and are not well served by public transport.
6.9.1 Shore Leave
Introduction
Shore leave is not a luxury. It is essential for seafarers who spend many weeks cooped up at their workplace, with only work mates and managers for company. Those who work at sea need to get on shore to access phones and the internet to contact family, to seek welfare, social, medical or psychological support if needed, and to have a break from the work environment.
Photo: Steven Bruijneel, www.dockwork.be
Seafarers' essential right to have respite on shore is facing erosion from growing pressures in the industry – and from the new post- September 11 environment.
Those pressures mean there are fewer opportunities for shore leave. But such measures will deter new workers from coming in or staying on in the industry.
There have also been changes in the ports themselves. New-build ports tend to be isolated away from the traditional coastal towns, which also limits seafarers' options when they do have time off-ship. Sometimes the transportation costs are just too high for seafarers to access facilities.
What is the new security agenda?
Access to shore leave has been reduced by the new worldwide security measures brought in following September 11. As a consequence of the International Ship and Port Facility Security Code (ISPS), seafarers are now subject to tight security regulations in port. Seafarers' movement around ports – even access to telephone booths and welfare missions – is now severely restricted. Under ISPS, shore leave has been denied to foreign seafarers without a visa in a number of countries.
Visa requirements and immigration controls are also affecting more and more seafarers, with certain nationalities being subject to greater restrictions than others. That means some crew members can get shore leave, while their colleagues have to stay on board. There is also a problem with different officials interpreting the rules in different ways. In addition, some shipowners are denying shore leave to their crew to avoid possible difficulties.
This tough new security approach affects seafarers' access to traditional shore-based welfare services, contributes to their isolation, and damages their health and emotional security.
There could be greater access to shore leave if new proposals for an international seafarers’ identity document are ratified and implemented.
Travelling to vessel, repatriation, abandonnement
A ship on which seafarers not only work but spend all their time during a voyage is an excellent place for health promoting interventions. Seafarers are travellers and are exposed to the same health risks as all travellers. Although the maritime industry has a tradition of working with periodic health checks, vaccinations and international health regulations, the preparation for a voyage by individual seafarers is not always adequate.
It may be recommended that crew members receive safe travel advice at meetings and at medical check-ups or periodic medical examinations. Different approaches may be used to inform and motivate seafarers to prepare for their stay on board. Communicate very clearly what kind of prevention is offered onboard and what kind of prevention and protection is necessary during a trip. Every briefing on an itinerary or change in schedule must include a part on the health risks in those regions and the kind of protection that is needed there. There must be a travel health programme for each voyage and the whole vessel must support it: captain and officers must show their commitment.
Take sufficient time to implement a safe travel programme on board. Behavioural changes take several months and benefits may take even longer to become measurable. Draw up a systematic plan of what you want to achieve in respect to health protection and over what period of time.
Involve key persons such as the company medical adviser, the pharmacist and tropical and travel clinics, and link the plan with a company policy on health. Display details of the continuous health protection necessary for the voyage, not only regarding vaccinations and malaria tablets, but also general protection e.g. against heat and cold. Provide information (SHIP posters, leaflets, cartoons and calendars) on safe travel, disease prevention and protection on board. Give crew members the opportunity to ask questions on travel prevention on board and to make suggestions. Keep track of the measures taken, make a note of vaccinations on a vaccination list, and organize booster vaccinations if necessary. Link SAFE TRAVEL with the topics MALARIA and HIV/AIDS, STDs of the Seafarers’ Health Information Programme (SHIP), for more information contact www.seafarershealth.org
On the other hand a seafarer may also take additional vaccinations, not necessarily required by health authorities or by a company policy but for individual health reasons.
The SHIP Safe Travel campaign provides both the company and the individual seafarer with general and specific information on how to prepare for a seagoing voyage.
6.9.3 Crew Left Behind/ Abandoned Seafarers
Where a ship leaves a master or seaman behind the employer is normally required to make provision for the seafarer’s return home.
In the event of a seafarer being left behind the master should take charge of all of the seafarer’s property and make a list of it in the ship’s Official Log Book. The master may sell any part of the property which is of a perishable nature (the proceeds of the sale then form part of the property) or destroy any part of the property which is believed to constitute a danger to health and safety onboard.
The master must have the property delivered to the employer when instructed to do so by the employer. The employer must then deliver the property to the seafarer’s last known address.
Alternatively the seafarer may request the master to deliver the property to an address at the seafarer’s own expense. The list of property should be returned with the goods (plus a record of property sold or destroyed)
The seafarer’s Discharge Book (record of service) should be returned with property.
Wages due must be paid by the employer within 28 days of the seafarer’s arrival at his/her place of return.
The master must keep an account of expenses incurred as a result of leaving a seafarer behind and deductions from wages may be made.
If this process is not undertaken within three months of leaving the seafarer behind, different rules are applied.
In the event of a problem it might be helpful to be aware that a P&I Club will usually meet the costs of repatriation of seafarers.
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