M/S Eckerö - inspected and approved

Transcription

1 Work environment and safety in shipping YEAR 37 4 /13 THEME: MLC M/S Eckerö - inspected and approved...1 Simplified reporting with MLC... 2 Seven ships banned per month... 3 San has the floor... 4 Tips from SAN... 4 Outloock... 4 Swedish Transport Agency, Maritime Department... 5 Profile: Peter Jodin... 6 In brief... 7 M/S Eckerö - inspected and approved Medical certificates, employment contracts, resting times and hygiene in the galley. These are just a few of the items that must be checked prior to MLC certification. But, like most other ships sailing under the Swedish flag, M/S Eckerö passes the inspection without any major problems. The inspector from the Swedish Transport Agency, Mikael Andersson, sits down in the master s office together with the assistant marine HR manager, the steward and the master. He explains how today s Maritime Labour Convention (MLC) inspection will take place. A lot of this is about checking paperwork. I want to see that you have all the documents and procedures well organised, then I would like to walk around and look over the ship, too. The master, Lars Nordström, nods. No problem, say what you want and we ll arrange it. I will have to leave you for a while during departure, but I will take out some of the papers now and we can go through the rest later. The SAM file is perhaps a good place to start, he says, and takes out the file where the documentation of the ship s systematic work environment measures is summarised and hands it over to the inspector. Mikael takes it at the same time as he reads out other documents he needs to check. They include everything from employment contracts and medical certificates to P&I insurance. Then I A total of 14 items must be checked and approved for a certificate to be issued. Birgitta Jokinini, Inger Eriksson and Mikael Andersson. would like to look over a number of qualifications too, those of officers, crew and cooks. We make spot checks, he explains. If things are not right we go further and check to see if it is just an isolated error or if there is a pattern. While the master goes out onto the bridge, Mikael continues to inspect the documents using the checklist he has with him. A total of 14 items must be checked and approved for a certificate to be issued. So, what would you do if a 17-year-old waitress comes on board? asks Mikael and turns to the assistant marine HR manager, Inger Eriksson, and the steward, Ulrika Myrtner. We have an age limit of 18, says Ulrika, so it is out of the question. And what about a 16-year-old cadet? We don t take on any minors at all, says Inger. We have decided on an age limit of 18 for everyone. That means that the personnel are more useful and it reduces the risk of mistakes. Well, it s up to you to decide what you want to do, says Mikael. The minimum age under the convention is 16, with certain restrictions for those who are under the age of 18, including night work. Inger was previously a steward on Birka. In January she started at the Shipping Company Eckerö s office in Mariehamn and was put in charge of the MLC certification of all the company s ships: seven RORO vessels, the ferry Finnlandia in the Gulf of Finland, and Birka and Eckerö. The company has ships under both Swedish and Finnish flags, and there is

2 some difference in how the two countries chose to handle the MLC, says Inger. Different in Sweden and Finland In Finland the Worker Protection Administration [equivalent to the Swedish Work Environment Authority] runs the inspections, while the transport department issues the certificate itself. Even though they are essentially the same rules that apply, there is a little more focus on the work environment in Finland. So far the inspections have gone well, she says. There was only one of our Finnish flagged ships that had some small faults. It was purchased from Italy a few years ago and there was a protective handrail missing, the lighting in the cabins was not good enough and a few other items needed attention. But we got a list of measures to take, we went through it and things are now fixed. Mikael confirms the situation that Inger describes. He says that he rarely find any serious deficiencies during the inspections. We have been on board a lot of ships now, and on the whole the Swedish flagged fleet looks pretty good. M/S Eckerö leaves Grisslehamn and the course is set for Åland. After a while the master returns and joins the small group of people in his office. Prior to this visit the shipping company sent a report to Mikael showing how they handle the requirements of the convention and both parties are well prepared. When doing an inspection I usually spend about six hours on preparation and about the same time on board. But it also depends on how well-run the ship is. Things are really well organised here so it takes less time, says Mikael. When the papers in the master s office have been examined, the inspection continues on the ship. Outside the canteen Ulrika stops and points to a list on the wall. If there is anyone who has a food allergy or is vegetarian, they tick a box here and write down how long they will be on board. Then the cook comes out and looks at the list so that he knows what he should prepare. It works very well, she says. The inspection continues in the ship s office inside the reception area on deck five. The crew purser, Birgitta Jokinini, helps to take out the qualifications of the crew and cooks and their medical certificates, which Mikael has asked to see. The chief housekeeper, Pia, comes over with lists showing the cabin inspections. What happens about any faults you find in the cabins? wonders Mikael. We write them down in here, says Pia and hands over a red folder. Then we pass on a paper to the repairman with a list of what needs to be fixed. Good, then I m satisfied, says Mikael and returns the folder to Pia. The last stop is with the chef, Tomas Berlin, in his office next to the galley. He explains that the condition of fridges, freezers and other spaces in the department are checked each week and shows the agreements and action plans that are used in the event of pests, for example. Steward Ulrika Myrtner When the whole inspection is completed, it only remains to print an official acknowledgement. It is put up on a bulkhead, clearly visible for all the crew to see. The idea is that everyone should be aware of any faults and deficiencies noticed by the authority. The acknowledgement also acts as a guarantee that the ship meets the requirements of the convention pending the certificate that is issued by the Stockholm office of the Transport Agency. When Mikael has signed the inspection papers, it is Lars Nordström s turn to sign. He says that he is satisfied with the day s work. I was not worried about the inspection. You know about faults and shortcomings on your ship, and we do not have that sort of serious problem. Of course, something unexpected could turn up, but in that case you just have to deal with it. Simplified reporting with MLC An important part of the MLC is the right for seafarers to complain if something is not right on board. Brandt Wagner, marine specialist at the International Labour Organisation (ILO) in Geneva, explains. The Maritime Labour Convention is mainly a compilation of previous conventions, but it also contains some new items. Among other things, the notion of a seafarer has been redefined. Previous conventions only covered the operational crew, which meant that only a small part of the personnel on cruise ships were involved. Everyone working on board is now covered by the convention, says Brandt Wagner. But even though the convention has formally entered into force, it is in a softstart phase. During the first year, only cruise ships and bulk carriers need to be certified and the remaining tonnage will be Brandt Wagner processed later. The ILO is following developments, says Georges Politakis, a lawyer working at the transport department. In August next year, the authorities in each country will send a detailed report to us saying what measures they have taken. We have a group of experts to review the reports and check that all the parties are doing what they should be doing. If there are any deficiencies, the group may give comments, recommendations and even direct instructions, he says. In addition to rules for the work environment, safety and social conditions, the MLC includes procedures for complaints. Individual seafarers as well as trade unions are able to protest about shortcomings. The idea is that complaints should be resolved as far down in the organisation as 2 San news 3/13

3 possible. In the first instance, problems are taken care of on board. In the next step, we turn to the shipping company. If that doesn t work, you go up in the chain to the authority. It is also possible to contact the ILO directly, says Brandt Wagner. Some of the provisions of the convention allow alternative solutions. To take advantage of them, though, tripartite negotiations are required between the union, the shipowners and the authority. No-one can avoid the requirement for negotiation. Those countries where there are no trade unions must apply directly to us. We will put together an international tripartite committee that will manage the negotiations for those who cannot do it themselves, says Brandt Wagner. There are probably some countries who want employees to form their own trade unions to solve these issues close to home, and that is a good thing, of course, he explains. The models used for compiling the MLC were IMO conventions. It was high time that conditions for onboard personnel were regulated in the same way as other conditions at sea, according to Georges Politakis. The IMO require certificates for eve- Georges Politakis rything else: work environment, safety and training, but this is the first time we have a single set of rules for social conditions. The MLC forces flag states to do their job. If a ship is detained on the grounds that it is not certified, this puts pressure on the flag state, which in turn must ensure that classification societies and shipowners are doing their jobs, he says. The MLC provides shipping operators with a common, cross-border ground to stand on. The large amount of conventions that were used previously became a complicated and cumbersome set of regulations, not least for the inspectors, and flag states had ratified some conventions but not others. Now all the rules apply to every ship and, according to Brandt Wagner, a large inspection campaign will be implemented in Seven ships banned per month During the first month of the MLC, seven ships were banned from traffic around the world. Since then more have been stopped, including some in Sweden. The authority and the trade union are very satisfied with the result. At the end of September, Sven Save, ombudsman for SEKO Seafarers and inspector for the International Transport Workers Federation (ITWF), received a text message from the crew of a Russian-flagged bulk carrier, Russa. It said that they had not received any wages and when the ship sailed in to Falkenberg, Sven was there. They were owed 15,560 euros in unpaid wages and there were no collective or employment contracts, he says. The Swedish Transport Agency was informed and negotiations were started. One day later the situation was resolved with approved contracts and pay for the crew. Banning of the ship did not need to be enforced. If a ship is banned, it is registered with the Paris MoU. That does not look good if the ship is going to be chartered and carry a valuable cargo. If it is possible to reach an agreement without banning it is not seen anywhere, and that is why many parties work to resolve outstanding issues, says Sven. The new convention, which regulates general terms and working conditions on For us the convention is a great relief board, came into force 20 August. The Paris MoU on Port State Control has made a summary of ships detained under the convention during the first month. According to the report seven ships were detained: two in Canada, one in Denmark, one in Russia and three in Spain. A good result, says Jan Borgman, inspector and MLC expert at the Transport Agency. These ships have been stopped despite the Port State asking us to go easy for the first year. The ILO has given all parties that ratified the convention a period of grace. We are only supposed to take action if there are fundamental breaches of regulations, and the ships that have been banned recently have serious problems. Next year, when the inspections get tougher, there will probably be more ships banned. At the time of writing three MLC cases have been processed in Sweden, two of which led to banning. In all cases the issue was unpaid wages. For us the convention is a great relief, says ITF coordinator and SEK ombudsman, Annica Barning. Before, we had to have a mandate from the crew to represent them. It may seem obvious that they would sign if they wanted to get their money, but it doesn t work like that. Seafarers are often under pressure and are sometimes very afraid, too. Now, salaries that are not paid are a matter for the authorities and no signatures are needed. Jan Borgman agrees that it has become much easier to tackle shipowners who do not follow the rules. The MLC supports our actions in a completely new way if something has gone wrong. We can demand proof that the situation has been rectified before we release the ship, and on at least one occasion we have checked that wages have been paid into seafarers accounts, he says. As a seasoned inspector, though, Jan Borgman remains on his guard regarding compliance with the convention. All rules have downsides. Those I imagine may come in the wake of the MLC are false payments or fudging the differences. But so far we have not noticed any cases like this. New items in the labour convention that affect Sweden: Training requirements for ships cooks Seafarers are entitled to emergency dental care The time for the employer s responsibility to challenge costs for health care, board and lodging as a result of sickness is extended The time for the employer s responsibility to pay sickness benefit is extended Changes are made to the social insurance act A maritime work certificate and declaration of conformity with the Maritime Labour Convention are introduced Sweden s obligations with respect to port state controls are extended Source: Swedish Transport Agency San news 3/13 3

4 ~Editor has the floor~ Work environment year 2013 For the work environment and safety at sea, 2013 has been an eventful year. Swedish ships were allowed to employ armed guards in the pirate infested waters off Somalia. The question had been discussed backwards and forwards by the government for at least two years and there were many who were very pleased about the decision when it was finally made. When I met Wallenius Marine s DP, Peter Jodin, at the beginning of November, he said that things had worked very well with guards on board so far. On one occasion a pirate boat had come level with one of their ships, but it was sufficient for the guards to show themselves on deck for the pirates to disappear. In 2013 the number of pirate attacks has fallen significantly. According to researchers at the Swedish National Defence College who have studied developments in the region, this is due mainly to three factors: increased stability in Somalia, better protection on board and a military presence. The five million kronor that AFA Insurance had set aside for two research projects on the work environment at sea last year have now been released. One study is about producing a method for investigating the indoor environment on ships. The second project is studying how people who handle gassed containers in ports are affected. Another major event is, of course, the entry into force of the international labour convention, the MLC, which is also the theme of this issue. The convention is like a seafarers Bill of Rights, and constitutes the fourth pillar of the regulations that govern environmental and safety work at sea. It is now up to all involved to administrate the convention in the coming years, and to give the text the teeth it needs to really bring about a change. Enjoy your reading! /editor We at the office are a service organisation for personnel out there on the ships. Not vice versa. Peter Jodin, DP of Wallenius Marine, on the task of the shipping company. ~OUTLOOCK~ Modern seamanship in Denmark 26, MSSM (Maritime Safety - Health and Environment) once again held its work environment conference in Nyborg, Denmark. There were many seminars to choose from. The theme was Modern seamanship and good understanding of the sector - this is how we can prepare for the future. Bente Klarlund, medical doctor and senior physician at Rigshospitalet and professor at Copenhagen University (also known in Denmark as the exercise preacher ) was there. She pointed out that it is not easy to find your way in the health jungle. What should we believe? Can you really eat yourself ten years younger? Is health an individual s responsibility? Can you live a healthy life at sea? And where is the line that separates caring for the employee and meddling? It s all about the DESA factor (Diet, Exercise, Smoking, Alcohol). By being physically active at least 30 minutes a day most days of the week, and exercising twice a week at higher intensity, you could extend your life by not just 10 but 14 years according to Bente Klarlund. Another seminar had the title, We succeeded with MLC but what has changed? Ships were to be certified no later than 20 August. We managed that, but what did we do, what have we changed, and did conditions for seafarers become any better or we have created a paper tiger? And why isn t Sweden ready? It s all about the DESA factor These were some of the questions that were asked. Søren Nørgaard Thomsen, managing director of ESVAGT Safety and Support at Sea, spoke about whether good seamanship and a high level of safety generate jobs. At ESVAGT they work hard to create a good, safe work environment. Through good seamanship, among other things, the existing company structure is kept at the same time as a new structure can be developed, which can create new jobs. Jörgen Lorén, a Swedish master with Stena Line, was there and talked about FIRST (First Independent Responder Safe Transfer). It is a new sea rescue concept which should make it possible to quickly and efficiently rescue a large number of people and lifeboats in the water after an accident. The concept was demonstrated in the waters of the Stora Bält outside the Hotel Nyborg Strand, where the conference was being held. I can report that these conferences get better every year. I am already looking forward to next year s event. Karl-Arne Johansson/SEKO Seafarers 4 San news 3/13

5 ~ SWEDISH TRANSPORT AGENCY, Maritime DEPARTMENT ~ The Maritime Department of the Swedish Transport Safety Agency (previously the Swedish Maritime Safety Inspectorate) will spread information about relevant events and convey important messages to the shipping industry. Faulty valve led to total black-out While work was ongoing with a liner and piston on one of the main engines, hot cooling water started to leak in large volumes, resulting in a black-out. For some reason not yet completely understood, the valve for separating cooling water between the engine being serviced and the other machinery (HM, HjM), which had recently been maintained, did not operate. When the cooling water pressure dropped, the other machines stopped. One person was scalded but, according to information, is now back at work. In technical terms, SJÖFS 2008:81 had been complied with (concerning machine installation, electrical installation and periodically unattended engine rooms) Chapter 3 Section 2, General advice: The cooling water system should be designed in such a way that a single failure in the pipe system or in the pumps can be isolated so that cooling efficiency can be maintained or quickly restored. The malfunctioning valve was intended to provide precisely this safety barrier. One of the lessons learned from the event is that, before this type of work is started, a procedure should be established and followed in which the system is checked for leaks and separation. SLMA TS info 4/2013 event 1. For a number of years, aircraft have been exposed to light from laser pointers and the problem seems to be increasing. So far this year 130 laser incidents have been reported, while the corresponding figure for last year was 109. In 2009 a laser working group was formed, in which the Swedish Transport Agency is one of 33 different organisations. For more information, see the Transport Agency s website: se/sv/luftfart/statistik/tillbud-och-olyckor-statistik/laserhandelser/. A few reports have been received indicating that ships have been affected by similar events. The Transport Agency would like these events to be reported to identify how large a problem lasers are in the shipping sector. We will be glad to receive reports of both historic and current laser events at sjoutredning@transportstyrelsen.se so that we can forward the information to our representative in the laser working group. One incident where the Transport Agency reacted to the circumstances and information was a grounding in Stockholm archipelago during the late summer (see TS info 4/2013 event 3). The reasons are that: The Transport Agency follows up incidents that can be connected to changes carried out to regulations. In this case, TSFS 2012:67 on watchkeeping (with changes to TSFS 2012:114), in which planning for every journey (Chapter 4 Section 6), electronic navigational aids (Section 37) and navigation in coastal waters (Section 46) are regulated. It was found that officers on watch were not fully aware of the specific limitations of paper charts and electronic navigational charts in the areas where they were sailing. The Transport Agency believes that similar human behaviour and attitudes are likely in other parts of the shipping sector. Only four days before the grounding occurred, a Ufs was published describing the ground and the extent of the depth contour. The correction to the sea chart was not observed or transferred to the charts. A sea chart s reliability can be assessed with the aid of the information available Grounding position and chart before correction. Source: Swedish Maritime Administration/SHK. It is approx. 25 m between the 3 metre contour and the grounding position. The ground and the 3 metre contour after correction. Source: Swedish Maritime Administration in Ufs part A 2013 (pages 15-26) Sjokort/Sjofartsverkets-publikationer/Ufs- A----Allmanna-upplysningar/ and in even better resolution on the Swedish Maritime Administration s website via the following link se/sv/maritima-tjanster/sjomatning/ Sjomatningsplan / and then select any area under the heading depth data. The incident in the Stockholm archipelago shows that: Relevant sea chart data is important for reasonable risk management in archipelago navigation, both on paper charts and electronic charts It is not always easy to find out the reliability of either chart type Sea chart reliability, including the level of updating, is an important part of planning crossings There is development potential for ECDIS/ECS systems in which the reliability of sea charts is illustrated through Additional Layers, for example, when planning a crossing Foresea On 18 November the experience database contained 3,009 reports. Below is an example of an incident that, at the time, may have seemed undramatic and just part of a normal day on the job. The consequences of this type of simple mistake can, however, have tremendous implications for lives, goods and the environment. The Transport Agency therefore wishes to draw attention to the importance of reporting this type of incident. Automatic engine shutdown In the middle of casting off, the main engine was automatically shut down. Thanks to a favourable wind direction and wind speed, the ship was able to remain in non-hazardous mode without any more unpleasant surprises. The reason that the engine stopped was an oil lubricating valve that was not fully opened after work on oil cleaning. The fault was detected relatively quickly and on this occasion the engine could be restarted and casting off could continue. The checklist was supplemented with procedures for this type of work. Foresea ID: 2388 San news 3/13 5

6 ~ profile ~ Peter Jodin is always available As DP in a shipping company involved in global trade, Peter Jodin handles everything from stowaways and threats from pirates to personal protective equipment. Crewmembers can call him seven days a week, around the clock. Peter Jodin meets us at Wallenius Marine s headquarters in Söder, Stockholm. From here he has contact with the company s 14 Swedish flagged ships and does what he can to support their crews, who are often on the other side of the world. In general I contact one ship a day. If they are in pirate waters or if there is an incident, we have more frequent contact. In most cases it is Peter who calls the ships, but sometimes they call him. It could be someone who needs to contact a ship, or something which is not working. I am also the first to be contacted in emergency situations. My phone is always on, and it can ring any time of the day. During the tsunami in Thailand I was stirring the Christmas pots with one hand and had the phone in the other hand, talking with ships in the area. The first thing Peter does when he comes to the office in the morning is to read the web page that shows where the company s ships are located. Then he checks to see if there have been any incidents in the area. Apart from that, few working days are similar. Peter Jodin Age: 54 Family: Wife Carin, son Erik,11 Home: Apartment in Stockholm Job: DP, safety & quality manager and CSO at Wallenius Marine. Bakgrund: Grew up in Hisingen, Gothenburg. Went to sea in 1975 on Transatlantic s Barranduna. Tor Line, then Stena Line ships via joint-ownership shipping company. Second navigation officer at Wallenius from Area Manager for GAC in Jeddah, Saudi Arabia. Wallenius head office since Work environment tip: Risk analysis should not be over-dramatised - it is not rocket science. Everyone carries out risk analyses every day. You don t cross a street without looking. It is a risk analysis. The important thing is to think ahead before acting. Peter Jodin One morning a few weeks ago I was told that one of our ships had a problem in Australia. At lunchtime I went home to get a suitcase and flew to Melbourne. Peter worked for over 20 years at sea. His first job on board was as a 15-yearold. And yet he had planned to be a professional in the armed forces, not a seaman. I was just going to take a year off after the last year in compulsory school. My father was a telegraph operator and arranged a job for me as an officer cadet with Trans, on the same ship that he worked on. That was in 1975 and everything was much simpler then. But I discovered how good I felt at sea and decided to be a ship officer instead. He worked his way up, studied and changed shipping companies a few times until he started with Wallenius in He has stayed with them, except for one year as area manager for GAC shipbrokers in Jeddah, Saudi Arabia. I had just turned 40 and was wondering whether I would keep on doing this for the rest of my life, when I got an offer from GAC. Both my wife and I thought it sounded fun so I accepted the offer. After Saudi Arabia he returned to Wallenius as safety officer and DP. The job has widened over time to cover quality and work environment management, including the really big, difficult questions. The scourge of piracy off the Somali coast is something Peter has lived with since The company now has clear procedures for passage through unsafe waters with guidelines, frequent contacts with the ships and armed guards on board. Smuggling, refugees and stowaways are also Peter s area of responsibility. Sometimes we get desperate people on board who hope to find something better than what they left. If they find that the ship is not heading for where they had believed, the situation may change and become hostile. Sometimes crewmembers have felt threatened, but stowaways have also threatened to hurt themselves. Working at a company where the owner family sets great value on health and safety makes things easier, says Peter. Our design department draws ships just the way we want them, and we have our own ergonomics adviser who helps to design the interior. Peter says that he sometimes misses aspects of life at sea. Yet he has never regretted going ashore. Being there with my son as he grows up is a real privilege and something that my dad never did in the same way. But I have no bad memories about him being at sea, and that was largely my mother s doing. She was always made sure dad was present and talked a lot about him. My sisters and I were the only kids on the block who had two Christmases. Mum always froze some of the Christmas food and we celebrated again when dad came home, with presents and everything. It didn t matter if it was February, we had Christmas anyway. I had just turned 40 and was wondering whether I would keep on doing this for the rest of my life. 6 San news 3/13

7 From Costa Concordia to pirates at this year s SAN conference There was great interest in SAN s annual work environment conference in Gothenburg on 24 October. The theme for the day was When an accident has happened and the audience heard detailed descriptions of much noted accidents, emergency response plans, ongoing regulatory changes and much more. The strongest and most personal speech was held by the journalist and author, Jan Mosander. He was on board the cruise ship Costa Concordia when she sank in January 2012 and he described how he, as a passenger, experienced the disaster in which 32 people lost their lives. Speakers from Stena Line (Matserik Eriksson) and Destination Gotland (Nils Nordström) spoke about the need to be well prepared in the event of accidents. Matserik noted that in a crisis situation, it is mainly a question of meeting people s most basic needs of warmth, food and water. Nils told us about lessons that the company learned from the accident in 2009: amongst other things, the life-jackets have been re-located on board and a cash-card telephone has been purchased to guarantee an open line to the ships bridges in an emergency situation. Cecilia Österman, researcher at Linnaeus University, spoke of over-confidence regarding how much students can learn during training and the necessity of safety drills. Train, train and train again was her message. Erik Eklund from the Transport Agency talked about ongoing changes to international regulations. He described how development progresses from detailed regulations towards more functional and targeted regulations. More in-depth picture Joakim Enström, from the marine insurance company The Swedish Club, talked figures and statistics, while maritime safety expert Eric Wahren gave an in-depth picture of why accidents happen. He believed that the industry must work harder to get away from inhumane and repressive scapegoat-thinking. Wallenius Marine s DP, Peter Jodin, was also there. He talked about the company s emergency response plan in the event of a pirate attack or hijacking. The day was rounded off nicely with a mingle buffet. Fewer chemicals on board gave SAN prize The SAN day began with the customary awarding of the year s SAN prize by the chairman, Lars Andersson. It went to Annelie Rusth Jensen on Viking Supply Ships. Here is the jury s justification: ~ In brief ~ Dangerous welding work The inhalation of welding fumes can lead to a range of serious health hazards. This is shown in a new compilation of knowledge on the subject ordered by the Work Environment Authority. When welding, a plume of smoke is formed that can contain a thousand times more particles than normal air. The particles are small and are carried deep down into the respiratory tract. Some of the disorders welders can be affected by are asthma, chronic bronchitis, stroke and cancer. (AV) Unknown vibration values can give white fingers Hand-held machines such as hammer drills, needle guns and angle grinders can cause white fingers due to reduced blood flow. Nevertheless, there are shortcomings in 30 % of the operating instructions when it comes to vibration values. This has been shown in a review made by the Work Environment Authority. (AV) African crew receiving food from social services in Stockholm The ill-fated bunker ship Zebron is moored in Stockholm after grounding on two different occasions in the archipelago. The master is in prison for being drunk at sea and the African crewmembers, who have neither food nor money, are being given supplies by the city s social services. The future of the crew and the ship is unclear. (LS) SAN is a joint body for Swedish Shipowners Employer Association (SARF), Maritime Officers Association and SEKO Seafarers. Annelie Rusth Jensen and Lars Andersson This year s SAN prizewinner has shown how simple measures can achieve major improvements. She is given the award for her extensive work in creating a cleaner and safer work environment for the company s shipboard personnel. Thanks to her genuine commitment and impressive driving force, the use of hazardous chemicals has decreased dramatically on the company s ships. On some ships the consumption of cleaning liquids has fallen by 90% and significantly less harmful glues and paints are used than in the past. The number of products has also become fewer and the same products are now used on all the ships. Dosing devices have been installed and the shipowner has produced clear information sheets which explain what a product contains and what protective equipment it requires. The work has been carried out in close cooperation with crews, and everyone has had the opportunity of expressing their opinions. Sjöfartens Arbetsmiljönämnd Box 404, Göteborg Tel: info@san-nytt.se Web: Publisher: Lars Andersson, SARF Editor: tel , linda@san-nytt.se Editorial committee: Johan Marzelius, Sjöbefälsföreningen Mikael Huss, Sjöbefälsföreningen Karl-Arne Johansson, SEKO sjöfolk SAN News is produced with subsidies from the Swedish Marine Work Environment Foundation. Production: Breakwater Publishing San news 3/13 7