The Maritimes Winter 2017

THE Issue 57 • Winter 2017

MARITIMES Magazine of the Maritime Union of New Zealand

www.munz.org.nz

ISSN 1176-3418

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Joe Fleetwood National Secretary They say there’s no rest for the wicked, and when I look back on how busy we’ve been since the last issue of the Maritimes I reckon they may have a point.

On May 17th and 18th the national leadership of MUNZ gathered at National Office in Wellington for our first National Council of the year.

Details of what was discussed can be found later in the magazine, but the part that stood out to me is how our union is making progress on many fronts, in many different places.

We have concluded a number of new contracts, renewed several existing strong agreements, and initiated bargaining on new sites.

The advance into new territory has been welcomed by workers, who recognize that working under a MUNZ collective agreement continues to offer working class people wages and job security hard to find elsewhere in this country.

We can’t pat ourselves on the back and rest on our laurels – there’s still a lot of work to do and a number of work sites we need to organize.

“WE NEED TO ORGANISE WORKERS POWER. WE NEED TO BE MORE THAN INDIVIDUALS OR LOCALS. WE NEED TO TRULY WORK TOGETHER IN UNION.” — JOE FLEETWOOD

What we have requires constant vigilance to defend and constant struggle to improve.

Workers Democracy Still, there’s a lot to be proud of. MUNZ is a union that stands out.

Our officials are elected, and members can change them through voting.

There is genuine local control over local affairs, in conjunction with National Office.

Our monthly and bi-monthly stop work meetings give every member a way to hold local and national officials accountable, and a way to be involved in steering their union.

Every member should make a point of attending these stop work meetings, as we had to fight hard to win them and retain them.

To challenge the power of capital, we need to organize worker’s power. We need to be more than individuals or locals. We need to truly work together in union.

As such, we continue to make progress on moving toward central collection of union dues.

Every union member needs to be on the same page, treated equally within the organization, and we need to be in a position to effectively coordinate a national strategy.

Industrially and politically, we need to be forward thinking, relevant, modern and militant.

Through effective organization we can be stronger, but we must continue to organise, grow our union along with our friends, and never lose sight of the fact that nothing’s too good for the workers.

Unity Our merger talks with like minded unions continue to move forward, with progress regarding both the Amalgamed Workers Union of New Zealand and the Rail and Maritime Transport Union.

AWUNZ have concluded important meetings aimed at streamlining their own structure, in order to make unity possible and to operate more effectively on their own turf.

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the union to hold two face-to-face National Council meetings in Wellington every year, and asked that this be discussed and debated.

A consensus emerged that video conferencing is no substitute for direct engagement between union leaders, both in a practical sense and for the purpose of ensuring unity between far-flung branches. The remit was not passed.

Remit 5 called attention to how the union determines the number of delegates a branch may send to National Conference.

The specific issue at stake: “We note one Branch has about 85 % to 90 % permanents, gets 2 delegates… based on the matrix in the rules. Another Branch has about 85 % to 90 % casuals… with 3 delegates” – also based on the matrix in the rules.

After discussion between the officials, it was agreed that Remit 5 be allowed to sit with an understanding that a formula to address this problem is needed.

The RMTU Port Forum was held in Wellington in June, bringing together delegates and organisers from around New Zealand (pictured above).

I was invited to address the port delegates, where I laid out the long and at points challenging history of unity discussions between our two organisations.

The talk was well received, and there is clearly as much enthusiasm among the RMTU rank and file port workers as there is with our own members.

We will continue to negotiate our way forward to achieve one union inside the wharf gates, and a strong infrastructure union to protect workers rights and secure better conditions all around this country.

A fallen comrade I was recently in Japan for the International Bargaining Forum of the International Transport Worker’s Federation.

Trade unionists from around the world, from docker’s and seafarer’s unions gathered to try and conclude the ITF-IBF agreement.

It covers around 13,000 vessels that tramp the world. The ITF Dockers Section put in a remit to strengthen the Docker’s Clause; seafarers do not do docker’s work.

This proved to be the major sticking point in

THE MARITIMES MAGAZINE

negotiations, but we would not budge on our commitment to securing wharfie’s jobs.

The global shipping employers were unable to agree among themselves on a response, which left us unable to conclude bargaining.

During our time in Japan, our movement also suffered a tragic loss. Brother Hanafi Rustandi, leader of the Indonesian Seafarer’s Union and Chair of the ITF Asia-Pacific region, died suddenly in the hotel room next to me.

Many of you will remember him from MUNZ conferences.

Despite his small stature he left a tremendous impression, and he leaves behind enormous shoes to fill.

National Conference Remits to Council In the last issue of the Maritimes we published the remits sent to Conference.

Some of these remits were deferred to National Council, where they have now been resolved.

Remit 3 addressed the number of delegates that attend National Council, and how that is determined.

Such a formula would need to work in concert with the central collection of fees.

The MUNZ Committee of Management will review this issue and report back to National Council.

This will occur prior to the November meeting if resolved by then, otherwise it will take place in November.

Remit 11 raised concerns that seafarers are not able to vote on issues outside of their home port, while working on vessels around the coast.

While acknowledging the difficulties some seafarers can face due to long periods away from home, it was noted in discussion that MUNZ members can vote on any matter relating to the branch they belong to.

They may also vote on the vessel-specific collective employment agreement they work under.

Union members only vote on local branch matters of the branch belong to. In light of this discussion, the remit was not passed.

Remit 23 proposed that MUNZ produce a history of the Waterfront Workers Union, along similar lines to the NZSU history ‘Jagged Seas’.

After sustained discussion the remit was found insufficient for its purpose, and was not passed.

A quote was provided to the National Council by Vanguard Films, who have agreed to take on the project if asked to do so.

Remit 4 queried whether it is financially prudent for

The remit was passed, and the project is underway.

Published quarterly by the Maritime Union of New Zealand.

Authorized by Joe Fleetwood, 220 Willis Street, Wellington.

ISSN 1176-3418 Email: joe.fleetwood@munz.org.nz Mail: PO Box 27004, Wellington 6141, New Zealand

MARITIME UNION ONLINE

Website www.munz.org.nz Facebook www.facebook.com/maritime.union Twitter www.twitter.com/maritimeunion Flickr www.flickr.com/maritimeunion YouTube www.youtube.com/maritimeunionnz

Front Cover: Wellington Centreport comrades, L-R: Bradley Clifford (delegate and Wellington Executive member), Peter Howard, Guy Kellogg and Assistant Branch Secretary John Whiting www.munz.org.nz

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Carl Findlay National President Workers are always at the receiving end of bad management decisions, and quite often we are the ones who have to pay the price for those bad decisions.

To the corporate catch cry of “flexibility”, we lose our conditions and our family time if they have their way. Companies buy each other out and we get sacked. They call it redundancy, but it’s all part of the price we pay.

However, when bad decisions come to fruition, accountability always seems to get passed around between layers of management. For the most part, they are too busy managing their own position to do their job properly, and therefore take no responsibility for the situation.

I think part of the problem is they are more worried about protecting a six figure salary than doing what is right.

“MAYBE THAT’S WHY THEY DISLIKE UNIONS SO MUCH. WE QUESTION ORDERS FROM ON HIGH, AND DON’T ACCEPT DECISIONS IF THEY ARE BAD ONES”

— CARL FINDLAY NATIONAL PRESIDENT

Who can blame them? They may have dragged themselves up from the bottom of the coalface, or spent years at university studying to put themselves into that position of power and false status. Why the hell would they jeopardise their newfound wealth by accepting our point of view, or questioning the hierarchy?

Maybe that’s why they dislike unions so much. We question orders from on high, and don’t accept decisions if they are bad ones that will affect our lives negatively. We do not shy away from accountability in our union, and are never shy of asking or answering tough questions from each other.

Officials of the union are held to account at each and every monthly stop work, and at delegate and executive meetings.

Ultimately it’s through our elections that the members get to have the final say, as they can stand for an elected position and they get to vote for the person they believe can best represent and serve them. That is real accountability to the membership, in my view. Working class democracy.

Take it the Stop Work In light of this, it has been distracting to hear of and then see some negative comments by Book Face warriors on social media. Sure, maybe some of the Book Face pages are designed to encourage debate by ruffling a few feathers, but at the end of the day all that I can see is the undermining of our union.

In reality, social media can have both positive and negative outcomes. A real debate can only take place with both parties properly involved. Call me old school, but if there are issues that need to be sorted out talk to your delegate.

If you are still not satisfied after this, attend the monthly stop work meeting.

In addition to this, most branches have delegate meetings and executive meetings; these are the places that as a member you can front up and have your say.

Hopefully you will get some answers. You may not always get the answer you want, or get everything your way, but you will have done your business openly and honestly. This will always beat sneaking around on a private Book Face page.

Vote out National Not long now until New Zealand election day on Saturday 23rd September.

Don’t forget to help yourself by voting for the party that is going to give us the best chance at getting industrial labour laws that will help unions organize and collectively bargain. As I said in the last issue, I say again: party vote, party vote, party vote Labour.

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IN THIS ISSUE

National Secretary’s Update page 2 National President’s Update page 4 Union contacts page 5 National Council Report page 6 Election Policy Proposal page 8 Health & Safety Letter to Maritime New Zealand page 10 Keith Manch at National Council: Report page 11 Ring Fencing & Ratings Certificates page 12 NZ Union News page 14 Methyl Bromide page 16 International News page 17 Global Shipping Crisis page 18 Auckland page 20 New Plymouth page 21 Tauranga page 22 Bluff page 23 Wellington page 24 Napier page 25 Lyttelton page 26

CONTACT THE MARITIME UNION National Office Telephone: 04 3850 792 Fax: 04 3848 766 Address: PO Box 27004, Wellington 6141 National Secretary: Joe Fleetwood Direct dial: 04 8017614 Mobile: 021 364649 Email: joe.fleetwood@munz.org.nz National President: Carl Findlay Direct dial: 09 3034652 Mobile: 021 760887 Email: carl.findlay@munz.org.nz Assistant National Secretary: Ray Fife Direct dial: 03 2128189 Mobile: 0274 475317 Email: ray.fife@munz.org.nz National Vice President: Selwyn Russell Direct dial: 07 5755 668 Mobile: 0274 782308 Email: selwyn.russell@munz.org.nz ITF Inspector: Grahame McLaren Direct dial: 04 8017613 Mobile: 021 2921782 Email: mclaren_grahame@itf.org.uk Communications Officer: Alastair Reith Mobile: 021 1865078 Email: alastair.reith@munz.org.nz National Office Administrator: Ramesh Pathmanathan Mobile: 021 260 4895 Email: ramesh@munz.org.nz

BRANCH AND LOCAL CONTACTS Whangarei Secretary: Rex Pearce Mobile: 021 718 704 Address: PO Box 397, Whangarei 0140

Auckland Local 13 President: Hector Thorpe Mobile: 027 77 7162 Email: hector.thorpe@munz.org.nz Vice President: Carl Findlay Mobile: 021 760 887 Email: carl.findlay@munz.org.nz Phone: (09) 3034 652 Fax: (09) 3096 851 Secretary: Russell Mayn Mobile: 021760 886 Email: russell.mayn@munz.org.nz Asst. Secretary: Craig Harrison Mobile: 0274225238 Email: craig.harrison@munz.org.nz Address: PO Box 2645, Shortland Street, Auckland 1140

Mount Maunganui Phone: (07) 5755 668 Fax: (07) 5759 043 President: Peter Harvey Mobile: 027 550 1566 Secretary: Selwyn Russell Mobile: 027 478 2308 Email: selwyn.russell@munz.org.nz Address: PO Box 5121, Mt. Maunganui 3150 New Plymouth Secretary: Terry Whitehead Phone/Fax: (06) 751 5514 Email: npmunz@yahoo.com

Mobile: 027 468 0050 Address: PO Box 6084, New Plymouth

Napier Secretary: Bill Connelly Mobile: 027 617 5441 Phone/Fax: (06) 8358 622 Address: PO Box 70, Napier Email: bill.connelly@munz.org.nz Wellington Secretary: Mike Clark Mobile: 027 453 8222 Email: mike.clark@munz.org.nz Phone: (04) 3859 288 Fax: (04) 3848 766 Asst. Secretary: John Whiting Mobile: 021 606379 Email: john.whiting@munz.org.nz Phone: (04) 8017 619 President: Alan Windsor Mobile: 021 148 3771 Email: alan.windsor@munz.org.nz Address: PO Box 27004, Wellington 6141 Nelson Secretary: Ken Knox Phone/Fax: (03) 547 2102 Email: ken.knox@munz.org.nz

Mobile: 027 622 2691 Address: PO Box 5016, Nelson

Lyttelton Local 43 President: Tristin Hornsby Mobile: 021 246 8204 Secretary: Gary Horan Mobile: 021 180 6418 Phone/Fax: (03) 3288 306 Address: PO Box 29, Lyttelton Email: gary.horan@munz.org.nz

Timaru Secretary: Tony Townshend Mobile: 027 688 0032 Address: PO Box 813, Timaru Email: tony.townshend@munz.org.nz

Port Chalmers Dunedin Local 10 Phone: (03)4728 052 Fax: (03) 4727 492 President: Tim Camp Mobile: 021 472 021 Secretary: Phil Adams Mobile: 0274 377601 Email: phil.adams@munz.org.nz Address: PO Box 44, Port Chalmers Bluff Phone/Fax: (03) 2128 189 Secretary: Ray Fife Email: ray.fife@munz.org.nz President: Barbara Shaw

www.munz.org.nz

Address: PO Box 5, Bluff Mobile: 027 447 5317 Mobile: 0211184035 The Maritimes | Winter 2017 | 5

National Strategy Council: Planning For Our Future, Organising to Win

MARITIME UNION NICKEL PLATED 3 ENAMEL INFILLS A

There were speakers and panel discussions on covering a wide variety of topics, as the national leadership of the Maritime Union gathered in Wellington to assess the state of our industry and how best to protect union members in it.

These ranged from our ongoing merger discussions with other unions, the challenges to building power in the maritime and transport industries along all logistical supply chains, and the need to engage with political parties and parliament.

The passing of a number of MUNZ comrades was noted, and mourned by National Council.

D McKay, R Dononvan, B Slater, T Whaanga, J Beckhard, M Davidson, T Roundtree, A Johnson, T Entwistle, T King, L Gale and G Gale – we will remember them.

Day One Tauranga Branch Secretary and MUNZ National Vice-President Selwyn Russell acted as chair for the proceedings.

In the absence of National President Carl Findlay, who was unable to attend due to illness, the VicePresident automatically stepped in.

In his overview statement, he stressed the need for our union to recruit new members, both in existing sites and in areas we have not been before.

This year in Tauranga we have brought ISO employees into our ranks, a new and welcome development.

OB: 34984 v2.0also noted there is a need for the union Mr Russell

as a whole to support branch building efforts in smaller centres, such as Gisborne and Whangarei.

protecting each other on the job.

He went on to discussing MUNZ’s growth strategy.

While stressing that each branch must develop a local growth strategy in conjunction with the National Officer responsible for their sector, Mr Fleetwood identified inland ports and distribution centres as a key area for the union to focus on nationally.

To achieve these goals, national officials need to map out their sectors – also in conjunction with branches - and align the expiry dates of collective agreements in a strategic manner. If we can achieve this, it will give us leverage.

an update and general details about the state of Local 13.

Mr Fleetwood also spoke strongly on the need for members to avoid airing their dirty laundry on Facebook.

There remain ongoing tensions around Ports of Auckland, but the branch has financially recovered from the dispute and is actively organising.

If a member has an issue, they should pick up the phone and make a call to those concerned, rather than bagging them online without knowing the full facts.

Tauranga: Secretary Selwyn Russell presented the tabled report, noting that Tauranga is now set up for the central collection of fees.

“If you make the call you will receive the information,” Mr Fleetwood said.

“Then there will be no poison to spew around. Or is it about being a martyr?”

Central Collection Central collection of dues was then discussed, centred around a report prepared by Edgar Spark.

To date, this has not been fully implemented in all branches.

It was agreed that further efforts will be made by National Council to sort out payment of union dues nationwide.

Day 2

ATE DEPTH: FITTING: PIN (9mm) AND CLUTCH National2mm Secretary Joe Fleetwood, in his1 National

26mm

He pointed to the recruitment of 40 members from ISO, on the basis of which collective bargaining will commence next year.

A discussion took place on the dangers of Methyl Bromide and how ports are dealing with the toxic chemical.

Napier: Alf Boyle gave a run-down on the position of the branch, raising particular concern about efforts by some companies to cut back on hatchmen.

He said central collection has been sorted out in his branch.

New Plymouth: Josh Longstaff presented the report, his first at National Council. His presence at the table was welcomed by all.

ELECTROPLATING: NICKEL

Young members stepping up to take on a As the second day commenced, a warm welcome Strategy Report, gave a broad account of MUNZ’s leadership role in our union will take us forward was extended to Amalgamated Workers Union situation and laid out key priorities for moving into EASE ENSURE ALL DETAILS ARE CORRECT BEFORE GIVING APPROVAL TO PROCEED TO intoPRODUCTION the future.

Secretary Maurice Davis, and to the Maritime Union the future. of Australia’s Deputy National Secretary Will Tracey.

Wellington: Secretary Mike Clark and Assistant Mr Fleetwood noted there have been three Secretary John Whiting gave an update on Branch reports were discussed one by one, deaths on the waterfront this year, and this is Wellington matters. presented by representatives from each local. unacceptable.

With new Health and Safety laws now in place, he questioned whether union members fully understand their rights under the legislation.

Workers can elect their own health and safety reps under the new law, and these reps have broad powers, including legally shutting down a job if need be.

The National Secretary urged the union officials to go back to their branches and ensure everyone is

Whangarei: John Farrow, Branch President, pointed to inroads made recruiting members in C3.

The death of MUNZ member Teihi Whaanga was given particular attention, and mourned by all.

Assistance was provided by AWUNZ in this project, who supported our efforts to grow membership in our port with the use of their far North organiser Richard Palmer.

Mr Whaanga sustained head injuries after a fall while working in Centreport’s empty container depot.

John Farrow thanked both Richard Palmer and Joe Fleetwood for helping the port.

Auckland: Branch Secretary Russell Mayn gave

As a result, no ladders are allowed to be used when climbing up and down from containers.

Nelson: Bill Lewis spoke to the tabled report, noting that the central collection of fees is being

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RESIN

unorganised labour.

Mr Tracey pointed to the amalgamation project in front of the MUA, currently working to merge with the CFMEU (Construction, Forestry, Mining and Energy Union).

As two blue collar unions with a militant approach, the relationship makes sense, he said.

Labour are far from perfect both in Australia and New Zealand, Mr Tracey said, but he nonetheless urged us to not retreat from politics and to instead find ways of making our influence felt.

He noted that for all the various differences, unions in Australia and New Zealand face fundamentally the same challenges.

Finance Committee Assistant National Secretary Ray Fife presented to National Council the Finance Committee Report.

There was discussion in particular around the Scholarship Trust.

L-R: John Whiting, Mike Clark, Hector Thorpe, Gary Horan, Paul Napier, Tim Camp

implemented positively in Nelson.

Strength

Lyttelton: Gary Horan presented Local 53’s report to National Council, his first as Branch Secretary.

After lunch on day two, the MUNZ National Council was addressed by AWUNZ Northern leader Maurice Davis.

He discussed the repeated strike action taken in late 2016 and early 2017, which culminated in the signing of a three year contract with Lyttelton Port Company.

Mr Horan praised Les Wells, outgoing Branch Secretary, for his many years of service to the union protecting the terms and conditions enjoyed by workers down south.

Life membership was proposed for Local 53 members Kevin Moore and Bill Cowan, and approved unanimously by National Council.

Timaru: Tony Townsend reported on branch matters, announcing that John Fleming is the new Branch President.

He gave thanks to Kevin Forde for his 17 years as President of the Branch.

Port Chalmers: Newly elected Branch President Timothy Camp spoke to the tabled report, written by outgoing President Paul Napier.

Mr Camp, along with newly elected Vice-President and National Youth Rep Josh Greer, were praised for stepping up as young members to front at National Council.

The long term health of our organisation depends on a new generation of trade unionists getting active and taking on leadership responsibilities.

Bluff: President Barbara Shaw spoke to the tabled report, addressing a range of developments in our southern-most branch.

Amalgamated Workers Union – Unity is

Mr Davis noted the close relationship he has with Joe Fleetwood and with Auckland branch.

The friendship between Local 13 and AWUNZ goes back many years, dating to the time of Ray Bianci and others.

He gave a description of AWUNZ’s structure and organisation, pointing to many similarities between our organisations, such as a federal structure and our militant histories.

Mr Davis said he looks forwards to us together creating an infrastructure and logistics union covering every part of the supply chain.

Will Tracey – MUA Here to Stay

NC members agreed to rename the NZSU Scholarship Trust to the Maritime Union Scholarship Trust.

This new name reflects the unity of all parts of our organisation.

The shared financial commitment to our children’s future was described as a perfect example of trade union values.

Council discussed how members stay financial while they are out of work, a recurring issue raised at stop work meetings throughout the country.

Following debate, the council members felt more thought should be given to the concept before a final decision is made.

It was resolved that the Committee of Management would debate the proposal, and share their views prior to the next National Council meeting where an open debate will take place on the issue.

Review of Union Rules and Union Policy Manual

MUA Deputy National Secretary Will Tracey thanked the council for inviting him, and apologised for being unable to make it on day one. He gave a detailed update on the situation in Australia.

The National Secretary informed the council he has been reviewing the union’s rules since conference.

There is huge potential in the shipping of iron ore, he said, with the potential for two thousand new jobs.

He said he has highlighted and track-changed the areas in need of updating and the reasons why, and will prepare a report for National Council members prior to the November council meeting.

He praised the commitment of MUNZ branches to the scholarship fund, noting that this is a commitment to our shared future.

There are a number of disputes taking place in Australia, in outfits such as QUBE and Patrick’s.

The offshore sector there continues to deal with the effects of the global downturn, and employers are forcing in non-union agreements and

Some are out of date or otherwise in need of change.

Conference Minutes The National Conference minutes have been sent out to all Branches for review.

Any issues regarding them should be forwarded to the National Secretary to either respond to directly, or refer to National Council to be addressed there.

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Our Islands Need Ships, Our Workers Need Jobs This was originally sent as a letter to the Labour Party prior to then-leader Andrew Little’s attendance at the MUNZ National Council.

The Labour leader’s office acknowledged receipt of the document, and it formed the basis for a constructive discussion of our industry’s needs.

Our next government must deal with these issues.

We will be campaigning on them.

quake-prone islands must be able to trust in a reliable set of transport options.

Factoring in New Zealand’s commitment to environmental sustainability and CO2 reduction, we cannot continue to expand private road transport to the detriment of other, more carbon efficient methods.

Coastal Shipping

New Zealand needs a balanced, efficient and affordable transport system.

There is no transport method more environmentally friendly than coastal shipping.

It must be safe, accessible, environmentally sustainable and flexible enough to meet the challenges of the 21st century.

The Labour Party in government must commit to making coastal shipping an integral part of our national transport strategy.

Our existing intermodal system is systemically unbalanced.

We also need greater investment in modern rail transport, and serious attention paid to the working hours and job conditions of truck drivers.

A long-term overemphasis on the road network and trucking has created an uneven playing field for coastal shipping and rail.

With freight tasks expected to double in the next thirty years, we will face increasing pressure on truck drivers, road upkeep costs for tax and rate payers, and the entire transport infrastructure.

Workers and employers operating between two

It is high time priority was given to the struggling New Zealand shipping industry. It needs an even playing field.

New Zealand’s tax, environment and labour laws are not consistently applied to the global shipping companies that dominate our coasts, and work that legitimately belongs to Kiwi seafarers is

instead carried out by foreign crews passing through, often on low wages and appalling conditions.

Either our maritime laws must apply to all vessels trading on our coast or a strategy must be in place to help domestic shipping companies that employ NZ seafarers of all rankings compete on an even keel.

KiwiPort The Maritime Union has proposed the concept of a “Kiwiport”, with a view that ports throughout New Zealand should come under a coordinating structure.

As vital parts of our transport infrastructure, the future of these publicly owned facilities is too important to leave to chance.

The 2018 Labour-led government must do everything in its power to defend public ownership of ports, and promote rational, co-operative and future-focused relationships between them.

Despite the efforts of the current Government to lock New Zealand further into a fossil fuel dependent economy at a time of peak oil and climate crisis, coastal shipping offers a ready-

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made solution.

methods.

The regeneration of a regulated domestic shipping industry would lead to the stability of regional ports, providing an alternative to the large vessel syndrome promoted by global shipping operators whose arbitrary changes to calling schedules have ports on the hop.

Methyl bromide exposure can cause serious longterm health problems.

Ports could be put under local ownership and control, but rather than being left to parochial competition, they would have to operate in an integrated framework.

A national ports plan and Government shareholding could carry out port rationalisation based on the public interest.

The savings on wasteful competition between ports would be enormous, and the transition to hub and feeder ports could be managed to ensure regional ports were not disadvantaged.

Ports would be operated on a basis of facilitating trade.

Methyl Bromide There are serious safety and environmental concerns around the use of methyl bromide as a fumigant in New Zealand ports.

The commercial and industrial use of highly toxic substances must only take place under strictly regulated conditions, using the safest possible

It has been linked to brain cancer and debilitating neurological disorders.

The most commonly used process for postfumigation gas disposal is currently via release into the atmosphere, putting port workers and nearby communities at risk of exposure to this tasteless, odorless poison, and causing serious ozone depletion.

Port companies and contractors must be required to employ methods of gas disposal resulting in full recapture, in designated areas designed for the purpose.

Worksafe and the Environmental Protection Agency must investigate to the full extent of their powers any existing breaches of safety and environmental regulations relating to methyl bromide, with financial penalties where applicable.

Existing recapture targets must be met within established deadlines, and those responsible must be clearly designated and held accountable.

Industry Training Urgently Needed Young Kiwis have the right to a career pathway and secure jobs in their own country.

It is no secret the maritime industry has an aging workforce, brought on largely by the lack of industry and government supported training.

It is easier for the company to employ a non-New Zealand national than it is to train workers here.

As trade unionists we are internationalists, and we support maritime workers from all over the world.

It is, however, symptomatic of a failed system when you see companies failing to invest to required levels in domestic training programs for young workers, and instead employing foreign seafarers on low wages.

New Zealand should implement a progressive quota system.

When you have unemployed New Zealand seafarers queuing up for jobs, any vacancies must be offered to them first, with wages and conditions that entice people to go to sea.

Without industry reforms at a top government level which provide a career path for our young and an even keel for NZ shipping, we will continue to see the demise of New Zealand ship owners and crews to predatory multinational companies.

The current National government is hell bent on letting it happen.

We need Labour to turn the ship around on day one, before it’s too late.

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MUNZ Urges Maritime NZ: Keep Workers Safe The global nature of the maritime industry creates serious issues for the safety and welfare of workers through lack of accountability, lack of transparency and lack of enforceable regulations.

In this context, it is imperative that the domestic maritime industry be subject to a rigorous overhaul that delivers enforceable rules and regulations governed by New Zealand laws.

There must be ongoing discussions with the regulatory agencies and other industry stakeholders to ensure the rules and regulations are strictly adhered to delivering the safest and best industry standards.

Maritime Labour Convention With the MLC now in full effect, we are entering a new era in maritime regulatory enforcement.

In the past, it would be fair to say there have been cases where Maritime NZ wanted to take action over issues on vessels, but they couldn’t because of the lack of Maritime Inspectors in Ports. Prior to last year we were operating in a very different environment.

Now that new options are available, what can we expect? Will there be significant changes in approach?

MUNZ believes there must be. We need more Maritime Inspectors. We need the vessels with defective gear to be detained and repaired on the NZ coast; this may include cranes, derricks, hatches, safety guides, rails and so on.

There should be a mandatory ship inspection of all vessels upon arrival into their first New Zealand port of call, by either experienced stevedores or a Maritime Inspector. At every subsequent port of call on the NZ coast it should be mandatory for all stevedore companies to inspect the full work place before work begins.

We note the progress already made, with an increase in Port State Control Inspections of Priority 1 Vessels to 80% inspected in the 2015/2016 year. This is particularly welcome compared to the previous year’s rate of 49%.

We would like it explained to our National Council how the difference between a Priority 1 Vessel and a lower priority vessel is evaluated. We are also interested in hearing more about the revisions being made to this process, both in terms of what it took to increase the inspection rate, how that can be maintained and in terms of the training provided. Does the MLC play a part in this?

Implementation of New Health & Safety Laws With the new H&S laws now in effect, we are pleased to see in the 2015-2016 Maritime NZ

Page 10 was a letter sent by the National Secretary to Keith Manch, Director of Maritime New Zealand, in advance of him fronting to the MUNZ National Council to discuss our concerns about health and safety and the number of recent deaths in the industry. On the following page we publish an account of what was said during the meeting, so members are fully informed of the important issues our union is campaigning on.

Annual Report a commitment to focusing on the new regime’s implementation. A closer relationship with Worksafe on this front is good news.

This reduces manning numbers for the company, but at the cost of drastically threatening safety standards for workers and the community.

The Maritime Union would welcome updates on the progress being made here. We are also eager to discuss ways to effectively integrate existing union delegate structures with the newly empowered H&S rep roles.

The Australian Maritime Standards Authority would not allow this on the Australian waterfront, but it is currently allowed on the New Zealand waterfront.

We see this as unacceptable.

Mr Manch said in the annual report that “in the early stages of the Act coming into force we focused on education. However, we expect operators to have plans in place to meet these new requirements”.

To what extent does Maritime NZ believe they now do? Have all the industry operators submitted documents confirming they are implementing changes that will make their workplaces legally compliant and, above all, safe for workers? If not, why not, and when?

Hatchmen The use of hatchmen in New Zealand ports is of high concern to MUNZ, as different ports and different stevedoring companies have varying approaches to this important safety position. We believe strongly that a more uniform approach is needed.

MUNZ calls on Maritime NZ, as the governing body of the maritime industry, to make it mandatory (as is done in Australian ports) for all stevedoring companies to have one hatchman per hatch.

MUNZ stevedores currently load vessels (such as log ships) in the following manner: 4 hatches = 16 men per shift. 1 hatchman, 1 crane op, 2 on the wharf = 4 men per hatch.

MUNZ considers this the best practice approach for all companies to follow, to ensure minimum and safe manning levels. We are always under pressure from industry employers wanting lower requirements, e.g. between 8 & 14 men per shift in varying positions.

Some employers are currently trying to establish industry worst practice by saying the hatchman can also safely be the digger driver in the hatch.

They argue the driver can safely perform both roles simultaneously because they have a walkie talkie.

Fatigue Management We all know that fatigue plays a significant role in many or most workplace accidents, but it is difficult to measure subjective fatigue levels on an individual basis. Long shifts, in excess of twelve hours, are common throughout our industry.

Due to the highly variable nature of maritime trade there are times when it can be difficult to find an alternative to this; we are not dealing with a 9 to 5, 40 hour a week environment.

However, recent accident reports submitted to MUNZ indicate that injuries have occurred in the wake of multiple very long shifts, some 15 to 16 hours in length.

Industry employers must be required to provide records detailing the hours worked by their employees with Maritime NZ or Worksafe. There is a direct relationship between understaffing and overwork, and employer cost cutting must not be allowed to threaten employee lives.

On the other side of the coin, employees wanting to work excessive hours chasing the dollar must be protected from themselves. Not only does excessive overtime endanger the health of the individual concerned, it also makes them a danger to others.

Conclusion Together we need to address the issues raised, but above all MUNZ needs Maritime NZ to regulate now. A voluntary code of practice that isn’t enforceable simply will not do. We need strict rules and regulations, laws that protect all workers, and a maritime regulatory agency prepared to enforce them.

There have been three workplace deaths on the waterfront in 2017, and we’re not even halfway through. This mess needs to be cleaned up before it happens a fourth time.

10 | The Maritimes | Winter 2017

www.munz.org.nz

surveyors they think might be a bit softer, in this model. You’d have to demonstrate a different model is better than the current one, if you wanted to change that.”

Auckland Branch Secretary Russell Mayn voiced concerns that the existing regulatory model is not doing the job, and gives employers too much leeway to dodge their responsibilities.

“Our opinion is we’ve lost confidence in the selfregulated market,” he said.

Mr Manch responded by saying he views Maritime New Zealand as having a two-pronged approach.

L-R: Joe Fleetwood, Maritime NZ Director Keith Manch, Selwyn Russell

The MUNZ National Council invited Keith Manch, Director of Maritime New Zealand, to attend and deliver a presentation to our officials about what Maritimes NZ are doing to protect health and safety in our industry.

Our union has been campaigning for enforceable rules and regulations, in contrast to the unenforceable codes of practice currently used for the maritime industry and waterfront.

Manch responded to the issues raised in our letter, and answered further questions from officials.

Mr Manch urged Maritime Union members to be proactive in reporting rule breaches and any danger to workers.

“We can’t form a view of things if we don’t get info about it,” he said.

“Underreporting is rife in all areas of the maritime industry. In a general sense throughout the maritime industry, about 8% of what takes place is reported to us.”

Mr Manch stressed that while MUNZ and Maritime NZ have different roles to play in the industry, our union perspective is essential.

“Otherwise the information we get comes from the port companies,” he said.

“They wave around their new health and safety policies and that all looks good on the face of it.”

Union members need to be proactive about safety, and the sooner a report is made the more likely it is to have an impact. In Manch’s view, it should ideally be made immediately.

“The best solution is to escalate things within Worksafe, the harbor master or our organization, until you get a result,” he said.

The National Council was told that Maritime New Zealand is investing more resources into this area, and we encourage members to assess the results

of this over the coming period.

“We are certainly ramping up our focus on health and safety quite dramatically in the coming months,” said Mr Manch.

“There’s a massive response to things like Pike River, and a lot of work done, and then it goes off the agenda. Our job is to keep it on the agenda.”

“We used to have three qualified H & S inspectors, now all our maritime officers are qualified in health and safety. We expect in the next three months to increase that by half a dozen or so. We’ll go from about 30 to 40.”

“I don’t think if you contact one of our maritime officers, you’ll find them unhelpful. If you do find them unhelpful, let Joe Fleetwood know and he’ll let me know.”

On the issue of hatchmen, Mr Manch’s views diverge from those of the Maritime Union.

“We have not yet reached a view that mandatory requirements for number of hatchmen is the way to go,” he told National Council.

“That’s not the view we’ve landed at, at the moment. But we’re not ignoring it.”

MUNZ National Secretary Joe Fleetwood bluntly asked Mr Manch what would be required for him to reach the view in question: “Will it take a few more deaths? There have been three already this year.”

“That’s a fairly emotive way to put it,” Manch responded.

Mr Manch noted that ninety percent of ship surveyors work directly for the ship owners, whereas only ten percent work for Maritime NZ. “The model now is they’re independent and we certify them,” he said.

“We will always have the challenge where ship owners have the option to shop around for

“In most of the areas we work it’s not purely self-regulation or enforced regulation. The selfregulation we’re involved with sits alongside the legal regulatory options. We have the option to fall back on those if we feel the self-regulatory options aren’t working,” he said.

“The Code of Practice for stevedores sits on top of health and safety law. The Codes of Practice are supposed to be guidelines for how you implement your obligations under the Health and Safety Act, or the Maritime Transport Act.” He was frank about where his views diverge from those of the Maritime Union.

“What you are asking for is more prescriptive legislative guidelines, as the current regime leaves too much wiggle room. That is simply not the legal regime we are working with in this country,” Mr Manch said.

Joe Fleetwood noted that workers who break health and safety rules are routinely punished for it, in stark contrast to the gentler approach taken toward big employers.

“When accidents happen, the first port of call is always to assume the worker was responsible, possibly under the influence,” he said.

“What about fatigue? What about employers speeding up the job?”

“I don’t think it’s good enough there’s a drug and alcohol policy in place which gives workers the belt, but regulations won’t be enforced on employers,” he said.

Mr Manch accepted the points as valid, but reiterated his earlier position that under the rules and guidelines set by the current government, Maritime NZ is not prepared to adopt a more hardline approach to ensuring employer compliance.

He ended by again urging MUNZ members and officials to support Maritime NZ in its activities by reporting incidents promptly, and said that for all our disagreement on some issues we share the goal of keeping workers safe on the job.

“A pity there is the way we keep each other safe, and the way the rogue employer keeps us safe,” Joe Fleetwood wryly noted.

www.munz.org.nz

The Maritimes | Winter 2017 | 11

There have been questions at stop works around the country about ring fencing and rating certificates.

National Office has been in regular communication with Maritime NZ, who have sent us this information to publish.

Please send any questions you have for them to the email provided.

Ring Fencing Legacy Tickets: Deadline Near

BY LOU CHRISTENSEN MANAGER OF PERSONNEL CERTIFICATION MARITIME NZ

required seafarers who held New Zealand issued certificates to transition into the new seafarer certification system – SeaCert.

Maritime New Zealand is asking seafarers with legacy tickets to ‘ring-fence’ them by 1 September to keep using them to work.

Last year, Maritime New Zealand introduced ringfencing to allow seafarers affected by the changes to save their tickets and keep their options open, including moving into SeaCert at a later date.

The ring-fencing campaign came about after changes to the maritime rules in April 2014 that

So far over 5,000 seafarers across New Zealand

have saved their tickets.

You must decide what to do – and tell Maritime NZ by 1 Sept 2017 – or your tickets will expire.

If you have direct questions for Maritime New Zealand, then you are welcome to pass them onto us and we can respond.: Ringfence@maritimenz.govt.nz

Ratings Certificates: What You Need To Know

BY EMMA WIDDRINGTON SENIOR REGULATORY ADVISER MARITIME NZ In April 2014 there were some changes to the maritime rules and these changes affected all seafarer who held NZ issued certificates.

For seafarers who held ratings certificates these rules stated that any certificates issued without expiry dates now expired on 31/12/2016, and that these seafarers would be required to ‘transition’ into the new seafarer certification framework (SeaCert).

certificates.

Holders of ratings certificates did not need to take any action for the above changes to take effect, the rule change automatically applied this to them.

The only thing that holders of ratings certificates are required to do is to ensure that they have completed refresher training for their relevant ancillary certificates ( PISC, Basic Fire Fighting, PST ).

The original date for this to be completed was 31/12/2016 however this was extended to 01/07/2017.

In September 2016, more changes were made to the maritime rules. These rule changes affected ratings certificates in the following ways :

This means that if you have an NZ certificate and are working on an NZ registered vessel it is clear what is still valid and acceptable.

• All ratings certificates no longer expire, regardless of when they were issued or if they have an expiry date written on them.

There has been some confusion for seafarers who are working on foreign flagged vessels, the below should explain.

• Tanker endorsements on ratings certificates no longer expire , regardless of when they were issued or if they have an expiry date written on them.

All STCW certificates are now issued with a regulation code number on them.

• IR certificates confirmed as meeting requirements II/6 and III/6 are considered to be the same as DWR and EWR certificates.

• AB certificates are still considered to be AB

This regulation code is used to determine the level of the certificate i.e what role the person can do on the ship.

Some certificates when initially issued never had a regulation on them ( AB ILO ) and over time, some regulation codes have changed.

This means that even though NZ rules state that certificates are still valid for use, crew management companies, PSC inspectors, other flagstate’s etc may be expecting to see the current regulation code on a certificate.

When they do not see this current code, they may question the validity or level of the certificate.

If this happens, then whoever it is that has any doubts is able to contact MNZ and we will confirm the above to them.

It is up to them if they accept this or not.

If you want a new certificate showing the new regulation then you are able to apply for one of these.

You would need to send us an application form along with the following: • Fee ( currently $592 ) • FPP form • Certified copy of photographic ID • Copy of certificate of medical fitness • Copy of up to date ancillary certificates You do not need to send anything other than what is listed above.

We do not require proof of sea service.

12 | The Maritimes | Winter 2017

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RING-FENCE BY SEPTEMBER 1ST OR IT’S A GONER. Thousands of seafarers have already ring-fenced their old and legacy certificates with Maritime NZ for life.

Ring-fencing keeps all your options open, including moving into SeaCert at a later date.

If you would still like to ring-fence let us know by 1 September 2017. Otherwise your tickets will expire from 2 September this year.

Check online and ring-fence your tickets now. maritimenz.govt.nz/ringfence

It’s free and easy to do.

$132,418 Seafarer Wages Recovered in July

BY GRAHAME MCLAREN ITF INSPECTOR

In 2015 a total of 9,717 inspections were carried out worldwide, of these 6,684 turned up problems.

The ITF’s FOC Campaign was formally launched in 1948.

The top 5 problems in order were: owed wages, breach of contract, non-compliance with international standards, cargo handling violations and medical.

Over the years, the International Transport Worker’s Federation maritime unions have developed a set of policies that seek to establish minimum acceptable standards for seafarers working on FOC vessels.

These standards form the basis of the ITF’s Collective Agreements, which set the wages and working conditions for crews on FOC vessels irrespective of nationality.

Compliance with ITF agreements is monitored by a network of approximately 150 ITF Inspectors throughout the world.

The FOC Campaign is the joint responsibility of the ITF’s Seafarers’ and Dockers’ unions.

Both groups are represented on the Campaign’s decision making body, the Fair Practices Committee.

The ITF has become the standard-bearer for exploited and mistreated seafarers throughout the world.

Every year the ITF and its affiliated unions recover millions of dollars in backpay and compensation for death or injury on behalf of seafarers who have nowhere else to turn.

As a direct result of these inspections 35,807,057 U.S dollars in backpay was recovered.

At the conclusion of 2015 258,457 seafarers were protected under ITF agreements and a total of 11,108 vessels were covered by ITF agreements.

NZ Inspectorate Summary The NZ ITF Inspectorate has conducted hundreds of vessel inspections nationwide, both on vessels covered by ITF agreements and also vessels that are not.

The inspectorate has aided foreign seafarers with all manner of issues, from vessels with no food, to abandonments, repatriations, harassments, injuries and of course wage claims.

To date the inspectorate has recovered a total of US $1,849,337.00 with the most recent recovery being US $132,418.00 in July 2017.

Several ITF agreements for FOC vessels have been instigated.

The Inspectorate was an active member of the ITF’s Seatrade campaign, which resulted in the company signing ITF agreements for its entire fleet

of 78 vessels.

We often receive requests from overseas Inspectorates for follow up visits and actions.

This is mostly (but not always) at the request of our Australian comrades, and these follow ups have taken place at ports all around NZ. ITF contact training has been conducted at the ports of Auckland, Tauranga, Napier, Nelson, Lyttelton, Port Chalmers and Bluff.

Joint FOC/POC training with the Australian ITF Inspectorate has taken place in NZ ports, and we have participated in FOC offensives in South Australia and New South Wales.

Training and certification in the Maritime Labour Convention has been undertaken, which came into effect here in April this year.

Fishing industry training has been undertaken in Spain and Fiji.

The inspectorate currently has a network of more than 60 contacts that can be called upon when needed.

These contacts are made up of MUNZ officials and rank and file members from ports up and down the coast, who freely give their time and energy to help foreign seafarers in need.

Without the efforts of these contacts the Inspectorate could not function.

14 | The Maritimes | Winter 2017

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$1,500 AD&D

All members are now covered by a $1,500 Accidental Death & Dismemberment Benefit, including $500 spouse coverage and a further $500 coverage on dependent children. This is an automatic membership benefit of belonging to MUNZ. Members must return an AIL reply card or reply on line at ailnz.co.nz/request in order for an AIL representative to deliver your certificate of coverage and explain additional insurance coverage available. If you did not receive a reply card, please call the freephone number listed below. This is very important to you and your family. Members

also have the option to increase their coverage an additional $10,000 which costs just $2 for the first year.

Please note: To qualify for the $10,000 of additional ADB coverage, an AIL representative must visit you, obtain an enrollment form and collect premium for the first year. You may renew annually for $5.

www.ailife.com

Protecting Working Families

Mario Soljan

AMERICAN INCOME LIFE

mario@ailnz.co.nz 0800 894 121

insurance company

A.M. Best, one of the oldest and most respected insurance ratings companies, has rated American Income Life as A+ (Superior) for overall Financial Strength (as of 6/16).

MUNZ and Green Party activists protest methyl bromide outside Wellington’s Centreport in 2010: Joe Fleetwood & Mike Clark on the left

MUNZ Calls on Poisonous Ports to Stop Spewing Methyl Bromide Originally Issued as a press release, along with supporting releases from our allies in the Labour & Green Parties.

The Maritime Union of New Zealand welcomes the decision by Ports of Auckland to stop releasing methyl bromide emissions into the air.

The move to fully recapture the toxic gas after fumigation sets a new benchmark for industry best practice.

Methyl bromide, linked to motor neurone disease and harmful to the ozone layer, is used to kill insects in logs before export.

MUNZ National Secretary Joe Fleetwood says the decision is an example of what publicly owned ports can deliver, if and when they prioritize community interests.

“We will continue the campaign to stop rogue employers exposing people to methyl bromide for another decade if need be,” says Mr Fleetwood.

“Eliminating the risk from our ports and

communities will save lives.”

After fumigation is complete the gas can be recaptured and turned into a disposable salt.

However, some ports instead release the toxic fumes into our air, endangering workers and nearby communities.

Maritime Union members working in New Zealand ports that use the fumigant have voiced serious concerns, fearing their employers are not taking health and safety seriously around methyl bromide.

In the Port of Tauranga there is a 200 metre buffer zone put in place during cruise ships visits to protect the tourists.

Port workers, by contrast, are expected to conduct ‘normal operations’ as close as five metres away from the toxic gas.

A union member in Tauranga reports being told the logs are “safe enough to lick”.

MUNZ members describe coughing, light headedness and nasal congestion during gas release, despite being told they were out of range and in no danger of exposure.

The union believes unnecessary rivalry between publicly-owned ports is undermining best practice standards, and driving a race to the bottom in the industry.

“The Government must not allow best practice in some ports to be undermined elsewhere,” says Mr Fleetwood.

“If Wellington and Auckland can do the right thing, all ports must.”

The Maritime Union continues to call for a total ban on the use of methyl bromide.

“The regulatory bodies are toothless tigers,” says Mr Fleetwood.

“The government must stop ports releasing this poison into the air, or live with blood on their hands.”

16 | The Maritimes | Winter 2017

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Dockworkers fighting together for better conditions in Indonesia On July 24, Indonesian dockworkers marched to ICTSI’s - International Container Terminal Services office in Jakarta with 3 demands: end illegal outsourcing, pay unpaid overtime and reach a fair collective agreement.

ICTSI is aggressively undercutting industry standards at the Port of Tanjung Priok, Jakarta, by undermining the working conditions of Indonesian port workers.

West Coast longshore workers complete vote; early returns show contract extension passing West Coast longshore workers at 29 ports in California, Oregon and Washington have completed voting on whether to extend their collective bargaining agreement with the Pacific Maritime Association (PMA) for three years.

Early reporting from local unions indicates the contract extension will pass by 67%. The union’s Coast Balloting Committee will announce the official results on August 4.

If ratified as expected, the extended ILWU-PMA agreement, which was scheduled to expire on July 1, 2019, will now expire on July 1, 2022.

Members of the International Longshore and Warehouse Union (ILWU) voted on the employer’s unprecedented contract extension proposal after a year-long debate and democratic process in which every registered longshore worker from Bellingham, Washington, to San Diego, California, had a vote.

The union says the contract extension will raise wages, maintain health benefits, and increase pensions.

“The ILWU was founded on principles of democracy, and the rank and file always have the last word on their contracts,” said ILWU International President Robert McEllrath.

“There was no shortage of differing views in the year-long debate leading up to this vote, and members didn’t take this step lightly.

In the end, the rank and file made the final decision to extend the contract for three years.”

Spanish dockers win jobs promise from employers After a powerful campaign supported by dockers around the world, Spanish dockers’ unions have jointly announced a major agreement with ports employers’ organisation ANESCO. It has has offered job security to all dockers currently working in labour pools.

All parties will now move onto negotiations for the fifth framework agreement – a national-level collective bargaining agreement – with the aim of improving the competitiveness and productivity of Spanish ports.

Following this breakthough the unions have called off planned strikes in the port companies that are part of ANESCO and which have decided to engage in meaningful negotiations.

Concerns still remain, however, about the future for dockworkers in the smaller ports in Spain.

International Transport Worker’s Federation president and chair of the ITF dockers’ section, Paddy Crumlin, welcomed the news of a deal but urged caution.

“A strong, unified union movement – very visibly backed by hundreds of ITF dockers’ unions worldwide – has secured a promise of 100 per cent employment and the commencement of serious talks designed to keep Spain’s ports safe and prosperous.

We will closely monitor how these negotiations progress and what happens with the workers in the smaller Spanish ports.

Dockworkers in Spain have fought hard for this progress, but the struggle is not yet over against union-busting.

We will stand with our Spanish comrades until the end.”

The Spanish dockers agreed to a 10% wage cut and retirement for older workers, in exchange for a three year guarantee of job security.

Facing a combined onslaught from the Spanish government, the European Union and multinational employers, the Spanish unions remain intact and unbroken.

Earlier reports of victory were shared widely throughout the trade union movement.

Celebration was premature, however, as the Spanish government launched a second wave of attacks after its initial failure to win parliamentary support.

In June, the ITF and Australian Unions took up ICTSI Dockworkers case with Indonesian government by protesting and delivering a joint letter attempting to pressure Indonesian Minister for National Development Planning.

Several irregularities were reported at the Port of Tanjung Priok, such as dangerous working conditions, breaches of Indonesian laws, refusal to negotiate with workers and undercuts.

On August 3 dock workers at Jakarta International Container Terminal began a week long all out strike, demanding their pension rights and performance bonuses be reinstated.

Nova Sofyan Hakim, Chairman of the workers union Serikat Pekerja Jakarta International Container Terminal (SPJICT), says dockers have seen a 54% reduction in these allowances as port employers move to extend the worker’s contract until 2039.

“We actually do not want to go on strike, but we have no other alternatives. This is our last choice,” he said.

The port is jointly owned by Indonesian state company Pelabuhan Indonesia II, and Hutchisons’s - the latter a name no doubt familiar to our readers in Australia, where the company has engaged in high profile disputes with our MUA brothers and sisters.

Nova Hakim has issued a call for solidarity to international allies in ITF-affiliated unions.

“We urge our comrades in the ITF to support our strike in defence of our national asset, and in protecting the rights of our members... we cannot stand idly by.”

At the same time to the JICT action, dockworkers at ICTSI’s terminal at Tanjung Priok will escalate their own fight for justice to coincide with the start of the SJICT strike, and take action to resist harsh management practices.

The workers’ union, the Federasi Serikat Buruh Transportasi dan Pelabuhan Indonesia (FBTPI) has announced it will hold a mass demonstration at the port to demand that management end illegal outsourcing, pay unpaid overtime and settle a fair collective agreement with the union.

www.munz.org.nz

The Maritimes | Winter 2017 | 17

After US $13 Billion Losses in 2016, Shipping Lines Hope for Better Year

BY ALASTAIR REITH COMMUNICATIONS OFFICER

The OOCL Hong Kong currently holds the world record, with a staggering 21,413 TEU capacity.

Last year was terrible for the shipping lines.

We are entering a radically new and different era in global trade.

According to JOC’s Container Shipping Outlook: How Shippers See 2017, global container carriers lost approximately US $13 billion in 2016.

The reasons for building bigger are simple.

competitive market system to see the bigger picture and plan rationally, the separate ship building programs of each player came together in a perfect storm that drove down their prices and slashed their profit margins.

Supermarkets sell us a loaf of bread cheaper than the dairy on the corner.

No one wanted to be the only one not aggressively expanding TEU capacity, and everyone lost money as a result.

Average prices are lower, and some products are only going to show up in the large retailers.

The Boston Consulting Group predicts a 30% increase in container shipping capacity by 2019.

Our contract negotiations do not take place in a vacuum.

You can’t buy a $1 Homebrand or Budget loaf from Shalimar’s on the corner.

They are inseparably linked to the state of the industry as a whole, and with the shipping lines determined to make back their money they are likely to aggressively cut costs.

It’s called economies of scale. Spread your expenses across larger volumes, and you lower your average costs.

Despite the 2016 crisis, larger ships continue to be built in the hope that key global trade routes and a growing population will supply enough containers to fill them.

It is important workers understand this, because when the big corporations have problems they will try to share them with us.

New friends in high places

In the mind of the boss, that’s all we are – a cost.

The problem with a good idea is everyone tries to do it.

To stock a ship of this size to full capacity requires an enormous volume of goods.

Origins of the crisis

Race to the bottom

Furious competition drove freight rates down to rock bottom levels in 2016.

In the early 2010s, the major carriers began a mega-ship arms race.

The need for this, along with last year’s financial pressure, has driven the big players to consolidate and form new alliances (some might say cartels).

Ryan Petersen of Flexport claims it was cheaper to ship goods internationally last year than at any other point in human history.

Between 2011 and 2015 the global carrier fleet increased its overall TEU capacity from 15.4 million TEUs to 19.6 million.

“As of March 2016, it costs around US $400 to move a 40-foot container from Shenzhen to Rotterdam, which is barely enough to cover the cost of fuel, handling, and Suez Canal fees,” he writes.

The container megaships take about three years to build and cost over US $150 million each.

“Here’s some more context. Let’s say that you want to travel for a year; it’s cheaper to put your personal belongings in a shipping container as it sails around the world than to keep it at a local mini-storage facility.”

Once completed, these new high-capacity ships hit the water and massively increased the supply of container space.

All they needed now were customers to import and export enough products for the shippers to fill their vessels and start making back their money.

Before 2016, the four alliances were ‘Ocean Three’ (UASC, CMA CGM, China Shipping), ‘CKYHE’ (COSCo, K Line, Yang Ming, Hanjin Shipping, Evergreen), ‘G6’ (MOL, HMM, APL, Hapag-Lloyd, NYK Line, OOCL) and 2M (MAERSK, MSC).

Now there are only three.

The ‘Ocean Alliance’ (COSCo, Evergreen, OOCL, CMA CGM), THE Alliance (K Line, Yang Ming, MOL, NYK, and a merger of Hapag-Lloyd with UASC), and 2M unchanged with the two biggest companies, MAERSK and MSC.

More capacity means less profit

They must work together to fill their super-ships and make each trip financially viable.

Not so great news for the shipping lines charging to carry them.

Freight prices reached historic highs around 2013, and the shipping lines made plans based on the assumption this would continue.

Together these three alliances control 77.2% of global container capacity, and 96% of the major East-West trade.

Why did this happen?

Unfortunately for them, they miscalculated.

Crisis averted, but not solved

If you’ve worked at sea in recent years the answer was right in front of your face.

Demand never stopped growing, and it grew faster as 2016 went on.

From the shippers perspective, 2017 has seen some improvements on the year before it.

Ships are getting much, much bigger.

It did not, however, increase enough to meet supply.

Soren Skou, CEO of MAERSK, predicts the company will achieve a profit of over US $600 million.

A combination of weak global GDP, a slowdown in China’s economic growth, hoarding of retail inventories in the United States and evolving consumer spending trends left the bosses out of pocket.

In 2016, by comparison, they suffered a $376 million loss.

Because of the short-sighted agenda of corporate decision makers, and the inherent failure of a

The overcapacity problem was mitigated slightly by the bankruptcy of South Korea’s Hanjin

Great news for people paying to send containers from A to B.

Bigger is better, for some As recently as the 1980s the biggest carrier ships in the world could carry about 8,000 TEUs. MAERSK’s Triple E class ships now carry over 18,000 TEUs, and since the start of 2017 there have been five ships launched with more than 20,000 TEU capacity.

Time will tell how accurate his predictions are, but industry profits are no longer at rock bottom.

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World’s largest container ship the OOCL Hong Kong on its maiden visit to the Port of Felixstowe

Shipping in February 2017.

While this is not enough to solve the problem, it was welcomed by Hanjin’s competitors.

Mediterranean Shipping Company CEO Diego Aponte described his rival’s collapse as “positive for the industry.”

“At least it opened the eyes of some of our customers to understand how shipping is important within their supply chain,” he said.

There have been slight freight rate increases in trans-Pacific contracts, and it appears the trend is likely to continue.

Shipping companies surveyed in the Container Shipping Outlook white paper are cautiously optimistic about their profits in the year ahead.

Philip Damas, director of Drewry Supply Chain Advisors, believes Asia-Europe freight rates are likely to increase in particular.

“Factors such as the higher price of fuel, the previously unsustainable level of rates, and the Hanjin bankruptcy are now weighing heavily on pricing,” he said.

Dave MacIntyre, writing in The New Zealand Shipping Gazette, argues this view may be overly optimistic.

“The collapse of Hanjin gave the impression to many in the industry that the supply and demand balance had eased, along with record scrapping last year,” he writes, referring to the research of Alphaliner analyst Tan Hua Joo. “However, the capacity removed from the market

when Hanjin’s vessels were idled has now been taken up again by rival operators, and in addition the introduction of 1.6 million TEU of newbuilds would more than compensate.”

Mr MacIntyre goes on to report that almost a third of the world’s container ship fleet is worth no more than scrap value.

Can ports cope?

This raises the further problem that as older, lower capacity ships are scrapped, the trend toward vessels with a capacity over 18,000 TEUs is likely to reinforce mega-carriers as the new norm.

Terminal operators internationally will need to adapt their facilities and processes to cope with 20,000 plus TEU vessels.

Furthermore, our volume of exports and imports makes a stop-over here unlikely to be economically viable.

Our domestic shipping fleet is decimated after decades of government neglect, and the shortsighted reliance on foreign shipping has left New Zealand operators struggling to compete.

We are becoming ever more vulnerable to the whims of massive international corporations.

At best, we can be held to ransom.

At worst, we could be removed from key trade routes entirely, and left scrambling to provide our own transport services without the facilities or trained workforce required.

From a port perspective, these ships are not necessarily more efficient.

The Asia-Pacific region faces increased political instability, and is host to a dangerous military faceoff between China and the United States.

They can cause enormous backlogs of containers, and delay the servicing of smaller vessels.

New Zealand and Australia are at risk of isolation in the event of global or regional conflict.

Even with advanced new technology, will port storage facilities be able to cope?

Our fuel stockpiles are low, and it would not take long for us to run short of essential goods and supplies.

Inland ports and logistical hubs are the likely solution, and will continue to expand both here and around the world.

Our union must organise these warehouses as an urgent priority, just as our comrades in the ILWU did in their Great March Inland of the 1930s.

We need our own fleet New Zealand is a small country, with small ports too shallow or narrow to handle the Triple E Class or anything comparable.

New Zealand’s government needs to wake up and smell the coffee.

The only possible way to guarantee independence and economic security for this country is to rebuild and protect a domestic shipping fleet, along both coastal and international routes.

If we do not guarantee our essential maritime infrastructure, all long-term trends point to ruin.

The time to act is now.

www.munz.org.nz

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Auckland

BY RUSSELL MAYN BRANCH SECRETARY The Labour Party has announced their industrial policy, and if you read the Herald editorial the sky has fallen in.

“Andrew Little has announced a policy for industrial law that would represent a considerable step backwards for this country… to force all employers in an independent industry to come together and negotiate minimum rates and conditions would take a great deal of competitiveness out of the New Zealand economy,” they claim.

So what is the Herald bemoaning?

A so-called return to national awards, through the introduction of “fair pay agreements” where minimum pay and conditions can be established in an industry.

The truth is, this is far from a national award.

It is, however, a move in the right direction.

The Herald might say a left move!

For the good employers out there (and there are a few left), the introduction of a fair pay agreement across an industry holds no threat whatsoever. It does not place competition at risk.

What it does achieve is an even playing field, where contracts do not change hands because a different company is prepared to undercut the price of labour.

This is not make believe. Workers know that when a contract changes and we have to work for the new company, the reality is that it often will be for lower wages and inferior conditions.

A fair pay agreement or award - call it what you like - protects workers from exploitation and allows us to earn a decent wage.

If national awards were still in place would we need to talk about and fight for a living wage?

I doubt it.

compete on the basis of their products, expertise and the quality of the workers they employ.

The Local has grown in areas where successful agreements have been settled.

Instead, they are currently forced to compete by keeping wages low.

The Pacifica Shipping Collective will be signed off shortly, and the Holcim Collective Agreement should not be far behind.

If they don’t, someone else will.

How many times have you heard a boss say they would love to pay a much higher hourly rate of pay, offer better superannuation and move to a larger permanent workforce, but cannot do so and remain competitive?

Other issues that we have been working on are annual leave requirements under the Act.

In summary, bollocks to the so-called competitive market.

The more we look into this, the more we find missing in terms of how annual leave is being implemented.

It is time for a change! It is time New Zealand workers received a fair share and a fair go.

Fair go, fair play, fair employment agreements sounds the go to me.

So at election time, head on down and cast your vote early to change the government.

If this is as good as it gets these days, let’s start living in the 70s!

Collective Negotiations

Again, I doubt it.

Would we have a huge workforce trying to exist on the minimum wage? The answer is no.

We have been renegotiating a number of our Collective Agreements and generally supporting the membership.

Would New Zealand be a better place? It’s time for a yes.

The Fullers Ferry Collective Agreement has been signed off.

So if this is turning the clock back, Hallelujah!

Wallace Investments Stevedoring Collective has been ratified and will be signed off as soon as the draft document is agreed, and we have initiated bargaining to renew the Ports of Auckland Collective Agreement.

In private they say this would allow them to

Talks to renew the Fullers Maintenance Agreement start sometime this month.

They fear losing contracts, and ending up with workers out of a job.

Would the ever increasing gap between rich and poor be where it is today?

There are a number of employers with an appetite for a minimum standard.

Negotiations are due to renew the C3 Stevedoring Agreement and the Winstone Aggregate Agreement.

There’s plenty happening in Auckland now.

We have found annual leave being calculated not in hours or days, but rather in weeks.

Watch this space as we progress on various issues.

Health and safety Health and safety is of great concern to us.

It is easy to let this issue roll along and only really put the hard yards in after something happens or someone is injured.

This is not a criticism, but it is a simple reality that we tend to be reactive, not proactive.

We have health and safety committees and a number of good things come from them.

However, a number of items are covered through policies and it seems that some policies receive more urgent attention than others.

Drug and alcohol policies are a prime example.

They seem to be produced and diligently

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maintained under the auspices of keeping the workplace safe, yet other issues such as hours of work, fatigue and safe working rosters reside in the spheres of ‘non-urgent’ or ‘don’t go there’.

When our members work lengthy shifts with erratic patterns they pay a price.

There are documented health risks associated with shift work and long hours.

We don’t know exactly how many work accidents have a component of fatigue associated with the accident, yet the first port of call is always a D&A

test rather.

I would prefer to see a review done of the hours worked leading up to the incident.

Don’t get me wrong here, our union supports an impairment free workplace.

Our “Not at Work Mate” campaign should make that abundantly clear.

However, in my experience, certain experts (who focus upon drug and alcohol as a factor) are relied upon during investigations into an accident.

The opinions of other experts (who may focus more on fatigue) are given much less credence.

For whatever reason, there seems to be a far greater appetite to go some places for an explanation than others.

The pattern for our industry, whether on the ferries, cargo vessels or the waterfront, is one of longer hours and less consistent shift patterns.

These issues cannot be put to one side or ignored; they are real and need to be addressed.

In conclusion, “An Injury to One is an Injury to All”.

New Plymouth

BY TERRY WHITEHEAD BRANCH SECRETARY Kia ora. Hope all is well, wherever you may be.

Workloads It’s been nice and steady with some recovery time in between.

But, as always, the ships come in groups so our labour is stretched and out of port labour is necessary.

Thank you to all our visitors who helped out during the busy run.

PKE (Palm Kernel) Volumes remain on par with previous years and the demand is still there, so apart from the weather, there doesn’t appear to be any slow down in its use so far.

We have all heard that its demise is coming, but if and when they decide to no longer use it, hopefully it’s replaced with another product rather than simply ending the import of a cheap food source for the dairy industry.

Fertiliser Urea still coming, but definitely slowing as winter approaches.

Scrap Metal Few and far between, but always a pleasure.

Let’s be honest, it’s the only time you can be a little rough with cargo and know you won’t wreck it!

As long as you don’t damage any ladders or get any bins stuck, it is an enjoyable day at the office.

Logs Still pouring into the port. The boats are regular and quite often come straight after each other.

This combined with a Gisbourne trip now and again makes it our most common commodity.

Log prices are at an all time high, so long may it continue.

Local Branch Elections Recently held elections meant the chance for new blood to come forward and it is with great pleasure that I can announce our new Branch President is Josh Longstaff.

He is a young member, so it is a good sign that the next generation will be involved in our trade union movement.

This hunger to learn and represent our branch is extremely positive for the long term future of our organisation.

Josh also attended the MUNZ National Council in May and came back invigorated, enlightened and no doubt educated in the inner workings of our fine union hierarchy.

Other positions remained unopposed so it’s business as usual for our branch otherwise.

Special Thanks With the recent retirement and announcement of intent to retire by two of our long serving management staff, I’d like to take this opportunity to say thanks, all the best and I hope the future is long and enjoyable to you both.

Firstly to admin/office lady extraordinaire Chrissy South who retired in early June.

She’s always been willing to help sort messes out, whether regarding pay issues or union fee collection.

It took work to set up our central collection system for dues, and our branch owes Chrissy a huge debt of gratitude for her help with union business over the years.

Then to Shane Parker, our current manager, who will step down in September.

A former frontline worker and union rep who comes from the old school days of ‘a fair days pay for a fair days work’ and never making someone do something he wouldn’t do himself.

The admirable work ethic and attributes he showed over the years are a true testament to the gentleman he is.

Both these retirements represent a huge asset loss to not only our branch but S.C.S. as a whole.

Intersport New Plymouth 2018 Next year our port is hosting the Intersport Tournament, from February 11th to February 15th.

Registations are now open.

Thanks are due to Bob Surrey, who has generously offered to help organize and run this event.

Please contact your branch and forward entry details to him via the registration forms that are being sent to branch officials or contact me at npmunz@yahoo.com.

I will be happy to forward some to you.

As always, take care and keep each other safe.

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However, I then got hold of their head office and left a message with the acting CEO. I then was put through to the foreman on the wharf, who again stated he was unaware of what the new requirements agreed upon between MUNZ and the company.

Once made aware he complied immediately.

The acting CEO then returned my phone call, and I shared with her our concerns about this breach of the agreement.

Tauranga

BY SELWYN RUSSELL BRANCH SECRETARY As usual we have had a very busy time since the last edition.

Through a series of meetings and some determined campaigning by both officials and members, we have succeeded in addressing some key issues.

Methyl Bromide campaign not over Since the last edition we had a meeting with the CEO and Operations Manager of Genera, with the scientist who runs the technician’s lab, and the systems manager who supposedly coordinates the de-tarping of the stacks.

That is where we believe breaches of safety protocol tend to take place, and where our members are most at risk of possible contamination.

While we oppose the use of this toxin at all, it was still pleasing to hear the company are hoping in 2018 to be recapturing 80% of the product (instead of releasing it into the air), with full recapture by 2020.

They have four scientists in the laboratory, continuously working on the new systems.

There is a general feeling among workers that they face a lack of information.

This causes uneasiness and concerns over personal safety. How could it not?

As a union, we remain committed to our ultimate goal of removing any methyl bromide risks at all.

Wherever possible we will work with the company to achieve this.

It must be noted, however, that although they believe at this time they have no other product to use, recapturing methyl bromide is the next best option.

Even that still has to have specific systems enforced when de-tarping takes place.

They have three different recapture machines; one for containers, one for the larger areas and a new one that has the capability for the log stacks.

Since meeting with company management, we have had two concerning incidents of noncompliance in regard to policing the areas where they do this.

The problems are around what they said they would put in place, i.e. early email notifications, monitors, coned and cordoned off areas where they are de-tarping, plus a person equipped with a hand held monitor who also enforces the correct procedures where necessary.

On the 27th of June our members were observing them, and they could see none of these were implemented while the process took place.

The workers were concerned that our work trying to eliminate these dangers was being ignored.

Fearing for their safety, MUNZ members rang me.

I advised them to contact their foremen and retire to another safe area until proper monitors and procedures were in place.

No compliance, no methyl bromide.

As soon as I got off the phone with them, I rang the stevedore company and advised them our members were being put at risk, and would cease work awaiting safety clearance.

I then rang the Genera CEO, the Operations manager and various others but found no one was available.

data,” I asked.

“Why do you not just hire someone to specifically be in charge of compliance, safety and the use of monitors for accumulating methyl bromide

I also told her that, as we see it, there is no separation between port workers and the public.

After all, who is the public? Our member’s whanau.

There is a real feeling of discontent here and around other ports, with many people fearing what this toxin can do to their loved ones.

To our ISO members who relayed the info, well done.

This is not a time for “she’ll be right bro”.

Endangering port workers is totally unacceptable,.

We still don’t fully know what damage this toxin does, and your safety matters.

Don’t hesitate to contact your union, watch each other’s back. Speak up!

The Maritime Union will meet with the companies concerned shortly, and we will sort this out at compliance level.

Tall Trees Grow From Small Seeds On another note we had the pleasure of donating a tree for public planting in honour of the late, truly inspiring Helen Kelly.

It was humbling to remember someone whose hard work continues to benefit and save people now and for many years to come.

Thanks to Fred Hennings and Charly Tawa for your help.

One Million TEUs The Port of Tauranga celebrated in the paper hitting their target of one million TEUs a year.

Volume is certainly high, with many sites now used for container storage.

There is a general feeling among employers that Tauranga doesn’t have enough skilled employees

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around to handle the increasing workload.

NZM

five new employees.

My answer to all of them is to train their locals and bring the casuals up to permanent status.

They have just been bought out by Southern Cross Stevedores here in Mount Maunganui and many are hoping some permanent jobs will be created.

They joined MUNZ, so welcome on board comrades. Great work from delegate Mark Allen.

With a skilled and prepared workforce, they can fulfil their contractual commitments.

Bakel’s

The problem in this corner of our industry, as in so many other places, is insufficient training.

We have got the template written out and are about to initiate bargaining here.

It must be up there as a serious priority and should be regarded as an investment in the future.

We have been asked to address holiday pay in particular, as there seem to be issues around this.

C3

Regular disciplinaries and fact finding meetings are happening and in my view some are over pedantic issues.

The members have been very busy here with plenty of hours worked, but that doesn’t mean it’s all smooth sailing.

There remains a feeling of genuine discontent at the coalface.

NZL Container Co It’s getting busy here and they have just employed

Jimmy Rosser With great sadness we must report that Jimmy Rosser (pictured on preceding page, middle), stalwart seafarer and life member of MUNZ, passed away on Saturday 15th July.

His funeral was well attended by mates and comrades from his many years in our industry.

Many stories were shared that spoke to to his excellent character.

Jimmy was a mentor to many and a friend to all. He will be fondly remembered and sorely missed.

We have recruited a number of workers to the Maritime Union, and are going to mediation in support of one worker shortly.

ISO The membership here has remained steady.

There have been a few issues with disciplinaries, and we also have a couple of personal grievances going to mediation.

We are gearing up to be ready for representation at their reviews.

I have been trying to get around to other ports and see if we can coordinate ISO country wide, which will be a major and important step forward for our union.

Bluff

Bluff Oyster Fishing Boat: Photo Submitted by Barbara Shaw

BY BARBARA SHAW BRANCH PRESIDENT

He barely stopped himself taking the full impact of falling through the windscreen and onto the hard.

Feast or famine! We have been on a bit of a roller coaster lately.

It was a timely warning for all our drivers to be diligent about wearing their seatbelts.

We have the constant visitors to Tiwai Wharf and MSC for containers, but the logs and fertiliser shipments have been unsteady.

He escaped with a broken finger and wrist and a damaged shoulder, but it could have been much worse.

Work is winding down on the Port for winter, but is predicted to get busier next dairy season.

South Port has been doing restructuring in the Marine Department, reducing pay rates and changing hours.

SSS negotiations are almost through, and by the time this is published we should have it ratified and be enjoying our back pay.

It was great to receive a promise from management to put four workers currently on 32 hours up to 40 hours.

South Port had a near fatal accident with a top lifter that nose-dived into the tarmac.

The driver was carting a full reefer of carrots, braked sharply and the top lifter tipped.

They have also reduced the Open Country Warehouse admin team from 5 to 4.

This is traumatic for staff members to go through, and it is never a fast exercise.

It is a long gruelling process that leaves our members questioning their own worth.

The Maritime Union has fought long and hard for these members, and they have our ongoing

support.

In the news lately, our precious Bluff oysters are threatened by the Bonamia Ostreae infection.

This is a huge threat to many local jobs and is extremely worrying for the whole community.

MPI have begun evacuating the entire farmed oyster population from Stewart Island, in order to prevent disease spreading to the Foveaux Strait wild oyster population.

It has come at a huge cost to oyster farmers and MPI have been harshly criticised by locals for not dealing with the disease when it was detected in Marlborough two years ago.

Branch Secretary and Assistant National Secretary Ray Fife chaired the initial meeting, in his capacity as Chairman of the Bluff Community Board.

Our local Branch elections are due to be held in July so it will be interesting to see who steps up to fill vacant positions or contest already filled ones.

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Wellington

BY MIKE CLARK BRANCH SECRETARY As reported in the last Maritimes, we have now concluded the Offshore Oil and Gas Collective Employment Agreement, along with the Collective Employment Agreement for the National Institute of Water and Atmospheric Research.

We are also now entering into negotiations with Strait Shipping, both for seafarers and the terminal.

Work in the oil and gas sector has finished, with the exception of one supply vessel in the field.

Centreport On 23rd May John Whiting and myself were invited attendees at a briefing held by Centreport’s CEO Derek Nind addressing the port’s recovery from the November 2016 earthquake.

We were presented with an overview of the work undertaken so far, as well as the strategy to improve resilience at Centreport in the future.

The ferry terminals will be upgraded and the cruise ship berths and facilities may be moved closer to the CBD. With the port’s gantry cranes out of action a container service has been up and running since mid-February with ANL vessels visiting the port weekly to drop off and pick up containers using the ship’s cranes.

Mr Nind said the port would also have to work differently in the immediate future, with some staff working in back up locations across the port and elsewhere in the Wellington CBD. Management were looking at possible employment opportunities for staff at other locations as well.

The company is considering upgrading its port facilities in both Picton and Wellington.

between New Zealand ports by New Zealand vessels, crewed by New Zealand seafarers.

Since 2005 Kiwirail have leased the Kaitaki from Ireland. This arrangement has come to an end with the purchase of the vessel.

Since then foreign operators have been allowed to operate not only on our coasts but also in rail, aviation and road transport.

The company has informed us that four container operators have committed to returning to the port.

With a 1350 passenger capacity the Kaitaki is bigger than the other two vessels in Kiwirail’s fleet put together.

MUNZ believes we must prioritize local operators, employing local workers.

Kiwirail

Cabotage and Terminal

Interislander currently run three vessels, the Aretere, Kaitaki and Kaiarahi.

With the election fast approaching, it is important all union members think about the opportunities presented if National loses power.

Nind stressed the importance of the port to our local economy, and normal operations will be resumed as soon as possible.

According to the most recent reports, the current goal is to achieve that by September 18th 2017.

Operations General Manager Mark Thompson has told us they are looking at a number of replacement options for the fleet, with the possibility of new vessels from 2020.

Mr Thompson said this included working with ship designers, brokers and builders to understand the cost of leasing or buying new or used vessels.

Cabotage is a word that’s used a lot,, but many people do not know what it means.

Cabotage means “the transport of goods or passengers between two places in the same country by an operation from another country.”

Until the mid 1990s, cargo legally had to be carried

Our union ran a campaign in support of domestic cabotage, and we continue to support it being reintroduced to New Zealand.

This is an important issue for New Zealand workers. New Zealand, along with many other countries, has been taken over by giant foreign shipping companies moving cargo around our coast.

As a result, we struggle to retain vessels and do not have the ability to train young Kiw for seagoing careers.

New Zealand is an island nation, and proper

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training for seafarers and dockers is an important issue on four fronts.

1: Maintaining a skill base.

If we do not train a new generation we will become totally dependent on foreign seafarers.

2: Safety, for workers and the environment.

You only have to look at the Rena grounding to see

Napier

BY BILL CONNELLY BRANCH SECRETARY The tourist vessel arrivals are on the decline at the moment, as a busy season comes to an end.

the dangers we face without proper NZ shipping.

4: Economic growth.

3: Defence and security.

The global economy is still volatile after the 2008 financial crash and shipping companies losing a lot of money in 2016.

If global conflict breaks out, particular if the Pacific becomes a war zone, how will we transport essentials goods here without our own fleet?

We will be cut off and isolated. If history teaches us anything, it is the need for us to be independent.

The port is now gearing up for the busy fruit season in Hawke’s Bay that will shortly be upon us.

Schedule, which covers the local member’s terms and conditions of employment.

C3: Formerly Toll Logistics New Zealand Limited

This will expire on the 31st October 2017.

This is proving to be a long-winded exercise and after nearly a week of negotiations we do not seem to be any closer to reaching an agreement acceptable to both parties.

On January the 5th Napier welcomed the arrival of the “Ovation of the Seas”.

On top of these negotiations the Branch also had to request the assistance of Mediation Services for clarification of an out of port allowance clause.

At an impressive 348 metres long and carrying over 5000 passengers and crew, it was the biggest ship ever to come alongside in our harbour.

Both of these issues are still ongoing and are costing the Branch a considerable amount in legal fees.

The CEO of Napier Port, Garth Cowie, stated it was a huge opportunity to showcase our region, and to demonstrate that Napier Port and our local tourism sector are capable of hosting cruise vessels of this size.

This is one that we have to win, because for the majority of the time Napier members rely on income from out of port transfers.

The “Art Deco” weekend is over and done with for another year, but by all accounts was a huge success.

We must be able to set our own economic course and protect workers interests.

This accounts for about half of their annual income.

Hawke’s Bay Stevedoring Services Limited Negotiations have concluded for the Local Port

Kelcold Limited The new agreement is in place for a three-year term until 2018, with minimal increases on the anniversary of each year.

NZL Containers Limited The Auckland, Tauranga and Napier Branches have concluded an agreement, which is for a period of two years and will expire on the 30th September 2018.

Annual General Meeting and a Delayed Annual Function The Branch held its Annual General Meeting for the financial year ending 31st March 2015 and a belated annual function for the membership.

This proved to be very enjoyable for all who attended and we are looking forward to being able to hold the annual function for 2016 before the end of 2017.

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Lyttelton

BY GARY HORAN BRANCH SECRETARY At the time of writing, the current industrial dispute with C3 has been paused to take stock of changing situations in the port.

We are returning to the bargaining table with hope and good expectations.

The company put a proposal to the union to split itself in two.

One part would have six members doing conventional stevedoring, and the other would be a separate company doing car ships.

There would be the ability to transfer between the two sections.

One of the major concerns is their proposal to do away with the hatch man on all log ships, and instead give the digger driver and wharf hands radios to communicate with the crane driver.

This is just an attempt to get what they have been trying to do in negotiations by other means.

The proposal would lead to redundancies, longer work hours, less predictability and less money and conditions.

Hopefully we will have settled an agreement by the time you are reading this.

These members have been without a collective agreement now for two years.

I want to take this opportunity to thank all the members here in Lyttelton and around the country for their support in this dispute.

It has been a few hard cold days down here on the picket, but knowing we have your support helps us a lot.

We had a couple of breakfasts at the nearby Fishermans Wharf Restaurant and I want to thank the staff there for looking after us on those cold mornings.

that the members have brought to my attention.

Hopefully we can resolve them without having to take the extreme measures required with C3 management.

LPC

Also I wish to thank Linda Horan for providing food to the members after our meetings.

There are issues arising from the company trying to implement some new conditions in the recently settled contract.

It was meant to be a light snack, but as the members will tell you it was a full banquet.

One problem is with the timekeeper roster and the foremen’s changing roles.

We had representatives from other unions attend the picket as well and our local MP Ruth Dyson.

The members are working through the issues at the moment and we aim to reach a satisfactory conclusion.

Many thanks to them too.

LSS Chris at LSS has asked to begin negotiations early for their contract, and said he hopes we can wrap it up in a week.

I hope so, but there are serious issues to deal with

The security team have also had some troubles matching our contract to the existing RMTU contract.

In particular we are working through the issue of supervisors and security officers sharing out the overtime.

The members here are sorting out a solution, and we have a three year contract to back up our stance on this issue.

The coal team were issued with health monitoring forms last week without any consultation at all.

We have serious concerns about the reasons for this, and want to know where the information would be stored and how it would be used by the company.

After investigating further, management told us they had no idea.

We intend to pursue this issue until a resolution is reached.

Tunnel Control Our tunnel control members have an issue with the cleaning of the building.

The current contract expired and management chose not to renew it.

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We will have no overhead costs for running our office out of the building, and this will enable us to lease our current premises out for a far greater return than the amount we were receiving in interest from funds invested in other areas.

Hopefully in 12 months time the cost of running our office will be greatly reduced, meaning we can put funds into other areas.

Joe Fleetwood came down a few weeks back when we had settled on terms and met Neville the Club President.

They shook on the agreement.

This is a big move for us and the whole union, as the history of this building relating to our struggles over the last century is massive.

The building was owned by the Lyttelton Waterfront Workers Social Club in 1951, when the National Government initiated the great lock-out of our Union.

On strike: Lyttelton C3 MUNZ members on the picket line

Instead of hiring professional cleaners, management expected Maritime Union members to clean the toilets, rest rooms and so on themselves.

This is not part of their contract.

After a meeting, management have agreed to get quotes for getting this done by a cleaning company.

Hopefully it will be resolved before it becomes a health and safety issue.

SGS I have not yet caught up with Kenny about what is happening on their work front but these days no news is good news.

I will make an effort to bring something to the report next time.

Holiday Homes We have had the branch’s house in Australia renovated, with improvements made to the

bathroom, toilet and laundry.

The deck on the Akaroa house has been repaired, and painting has been done on the interior.

The Hanmer house appears to have sustained damage in last year’s Kaikoura earthquake.

This has only just been brought to our attention.

We have lodged a claim with EQC, but as we are outside the three month cut off it’s not clear how we will get on with this.

In any case, a new wood burner is being installed in June.

Loons Club We are going to invest some funds into the completion of the work required there, and we are going to relocate our offices into the street level floor of the Loons Club.

We have reached an agreement with the Loons Club Committee about our involvement in completing the project.

The government was going to seize all the Union’s assets, so the committee sold the building for one pound to the newly formed Lyttelton Workings Men’s Club - also known as the Loons Club.

There have been many theories about the origins of this name, some to do with antics of the members.

Recently, though, I was given some old photos of the original building.

It was a business called Loons Garage and Workshop, so mystery solved.

Any seaman of a few years experience will remember having all the stop work meetings here, not to mention all the Christmas parties.

It has a long history with all sections of our Union and it will be good to be back in there after 66 years.

Just a footnote; it’s pleasing to see the stop work meetings being well attended, with members from every company present.

It is good for the union that we can interact and share our problems and solutions. Let’s hope it continues.

Branch Reports For August Magazine Not Received From Whangarei, Nelson, Timaru or Port Chalmers.

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Bill ‘Pincher’ Martin: Union Number One

BY HECTOR THORPE AUCKLAND BRANCH PRESIDENT Much has been written about the past leaders of our organisation.

Joe Briggs recently sent me a collection of tributes paid to Bill ‘Pincher’ Martin, our former National President who died ten years ago.

Included were newspaper clippings from the Press and the Dominion Post, along with statements from Mick Williams (former National Secretary of the NZ Seafarers Union) and MUA National Secretary Paddy Crumlin.

Highlights and achievements of our leaders can be found online or from our history books, including Against the Wind and Jagged Seas.

However, sometimes their personalities may not be captured in print.

For the next 16 years our NZ Line flourished, even building the largest refrigerated container ship in the world.

So I rung our body snatcher in Christchurch, Wayne Lyons of Lamb & Hayward, and Wayne went over to see Pincher.

Pincher was a straight talking negotiator with a no nonsense personality.

At its peak NZ Line created 500 shore and seagoing positions.

Here are some memories of Pincher I recall, from once he was no longer National President.

Indeed, my first deck boy’s job was on NZ Lines Coastal Trader.

Wayne latter rung me and had a big crack up over ‘El Prezi,’ as Pincher wanted “a cardboard box then straight up the funnel & no carry on.”

We were at a Lyttelton Stop Work Meeting and a heated debate was taking place about the pros and cons of securing a branch office building.

In time, National President Dave Morgan had to steer the union through a hard fought industrial, political and legal fightback for job retention when it all turned to custard.

Suddenly Pincher jumped up to speak his mind.

As he loudly proclaimed to those in attendance: “You can run the union from the boot of a bloody car if need be!”

On another occasion I read a small article on the front page of The Dominion newspaper where a retired boss of New Zealand Rail was lamenting the strike action on the Rail Ferries.

“In my day Pincher Martin and myself would have sorted this matter out over a beer and a handshake at the pub,” he said.

Once retired from the industry, but not from the fight, Pincher was our Kaumātua and led the “SCONZY” campaign - “Save the Shipping Corporation of NZ, Y not” - around the West Coast.

Pincher, Les Barber, Seafarers, Cooks & Stewards, Wharfies, Harbour Board workers and the Federation Of Labour were credited with establishing the Shipping Corporation of NZ after a seven year campaign to create jobs.

The goal was to save our foreign exchange, while ensuring we could have a say in our nation’s export trade.

In conjunction with the Norman Kirk Labour Party, that dream became a reality in 1973.

Right wing political ideology swept across the country, enabling the foreign shipping conglomerates to wrestle the export trade back off NZ. Joe Briggs, who sent me the newspaper obituary clippings (possibly to mark Pinchers tenth anniversary), is also a man of great mana in the history of our union.

However, I felt most of the information Joe sent me was of public record.

What I did find interesting was Joe’s personal account of Pincher, his letter to me which accompanied the clippings.

It was this letter that I asked for his permission to print as I felt members would appreciate the fate of our past leader Pincher Martin; seaman, battler and hero of the working man and working woman.

Kia ora Hec, Please find enclosed paper clippings and photos of Pincher.

As you know Pincher was at Lyttelton and before he ‘sailed on’ he rung me here in Tauranga as he wanted to sort out his departure.

And if there was enough money left after paying expenses, to “sling it on the bar” at the Mitre Tavern, his drinking hole.

When Pincher died, Patricia his sister rang me.

I told her not to do anything until I arrive, so along with other shipmates and friends of Pincher we changed the rules.

Wayne acquired a timber coffin at no charge and we held him for two days. We then had a farewell ceremony at Bromley Crematorium.

When we received his ashes we had a Sailor’s Service at Sutton Memorial at the top of number seven wharf.

From there we left for Ken Norris launch and John Soles launch and took his ashes around Lyttelton harbour then out near Ripapa Island to scatter his ashes to the sea.

We then all adjourned back to the Mitre Tavern for tea, tab nabs & sarnmies kindly made by exseafarers wives.

However, no free beer for the troops as Pincher was broke.

Hector, I hope you get something from the newspaper clippings and photos as El Presidenti deserves recognition for this time in the NZ Seamen’s Union.

Best regards, Joe Briggs - Union number 6

28 | The Maritimes | Winter 2017

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Blast From The Past Top: Pincher and NZSU comrades picketing the Columbus Coromandel in support of employment for Kiwi seafarers on the NZ-USA route, March 1978.

Centre: Jim Woods (NZSU Secretary), Dave Morgan (NZSU President) and Paul Palmer (Cooks & Stewarts Assistant Secretary) celebrating the first anniversary of their picket outside the Meat Board, August 1984. The cake filled an entire truck trailer!

Bottom: 1979 Conference of the New Zealand Seamen’s Union.

Photo submitted by Wellington Branch Secretary Mike Clark.

Any familiar faces?

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The Maritimes | Winter 2017 | 29

120 Years Since The Jubilee Line

BY MICK WILLIAMS RETIRED MUNZ MEMBER 2017 marks 120 years since the Jubilee Shipping Line, operated and chartered in 1887 and 1888 by the New Zealand Seamen’s Union under General Secretary John Andrew Millar.

The events surrounding the Jubilee Shipping Line culminated in a victorious demonstration of strength by the working class, which not only served to preserve wages and conditions of seamen but also gave new hope to the workers of New Zealand.

What were the events which necessitated the NZSU taking such a drastic action as developing and chartering its own shipping line?

• The Northern Company (run by the MacGregor family) was the major shipowner operating from Auckland • It began to renege on the 1884 agreement with the union, by paying one pound less than the 10 pounds agreed for firemen for six watches. It also began paying 6d an hour less than the agreed 1/6d for overtime to crew members working cargo and roadsteads. The company also insisted that the agreed overtime maximum had to be exceeded because of Northern’s special circumstances.

• At the same time the Australian Shipowners Association reneged on agreed undertakings and reduced wages to precisely the same scale as the Northern Company in Auckland, indicating an international conspiracy against seafarer wages.

• The election of a new chief executive of the

Seamen’s Union – John Andrew Millar as General Secretary – and the beginnings of a “new unionism” which embraced the advancement of the economic and political interests of the working class as a whole.

• The resignation of the old executive of the NZSU and the installing of the president, Ben Bern.

• The reluctance of union members to resume strike action because of the threat of starvation.

The combination of these factors led to Millar’s proposal for forcing the company to the wall, without jeapordising employment for local members. He proposed the chartering of ships by the union itself, which would undercut the Northern Company while employing union labour at union rates.

Millar formed the Jubilee Steam Ship Company, in which all the shares were owned by the union.

The name capitalized on the jubilee celebration of Queen Victoria’s reign that year.

Millar chartered a small packet boat, SS Stormbird, from the Wellington Steam Packet Co., which ran between Auckland and Whangarei. Shortly afterwards he chartered a larger vessel, the SS Bellinger from Newcastle, Australia, which later ran the lucrative Tasman service.

Crews were exclusively union members, with preference given to those withdrawn from the Northern Company. A third vessel, SS Planet, ran between Onehunga and Taranaki.

Despite anti-union tactics in the media, freighters and travelers patronized these significantly

cheaper ships.

What happened as a result of the formation of the Jubilee Co. and its chartering of ships?

• The Northern Company hired youths at scab rates on their vessels – unskilled labour often unused to the rigours of sea life.

• The Northern Company found itself losing money and customers, and crew members deserted to the union-run ships in droves.

At the point of liquidation, MacGregor attempted through the newly formed New Zealand Shipowners Association to negotiate, at first through USSCo.’s managing director James Mills and later directly with Millar.

As a result of the negotiations between Millar and MacGregor in October 1888 the Jubilee Company withdrew its ships, ceased its operations and all its outstanding obligations were taken over by the Northern Company. The Northern Co. agreed to employ only union men at union rates and had until November to discharge all non-union men.

The union won a hard-earned battle with the assistance of flourishing branches, other unions and a special levy to which members of the Australian Seamen’s Union subscribed, to a final cost to the union of fourteen thousand pounds.

Millar stated: “Our object was to make the Northern Company lose – and the union lost fourteen thousand pounds to the company’s twenty-two thousand pounds. On those terms we would be willing to lose another fourteen thousand pounds.”

30 | The Maritimes | Winter 2017

www.munz.org.nz

Letters to the Editor can be submitted by union members to the Communications Officer at the following email address: alastair.reith@ munz.org.nz.

All submissions are assessed by the Maritimes Editorial Committee before publication is considered.

Letters To The Editor Workers of the World, United

BY ALLAN BAXTER SHIPS COOK & MUNZ MEMBER Along with nine other members of the Maritime Union, and nine from two other unions, I joined the China Oilfield Service Limited (C.O.S.L.) vessel Hai Yang Shi You 718 on December 15th 2015.

Alongside Anadarko and Shell, they had brought the ship here to do a 10,620km 2D survey in the New Caledonia Basin.

We were told that this ship would be different from usual, as the Chinese seismic crew would stay on along with a couple of other department persons.

All told 25 Chinese, so we immediately knew it would be a challenge from day one – especially for the cooks.

On arrival in the hotel the night before, Murray Dixon told us the Chinese did not want us there.

They were not sure how they would like the food, and they worried we were not professional enough.

We told Murray without seeing the ship that we would do our best; let’s see what happens, and see what they think in five weeks.

The ship was still clearing customs when we got to the gangway. As we were all waiting, a white uniformed figure strode down it and began shaking all our hands. He introduced himself as Jack the Party Chief. Jack turned out to be a great guy from that moment until we paid off after the second swing.

On all ships, the first time you go on board looking

for a cabin is a hassle. This was even more the case here, as not many of the Chinese running around could speak English. There was a lot of pointing and gesturing, and we usually needed the help of another passing Chinese who could speak a little better than the one we had stopped in the alleyway.

We could see it was going to take a while for them to accept us.

After everyone was settled, the first thing we noticed was how clean the ship had been left for us. The accommodation was in good shape. My mate Ruka said it was the cleanest galley he had ever taken over from an overseas crew. The fridges were completely empty and very clean.

This happiness was not, however, due to last.

Stores were taking a lot longer to arrive than anticipated, due to the amount ordered. Dinner that night had to be brought in. Murray Dixon has to the best operator up there in New Plymouth, Ruka only had to ask once. Murray asked what we wanted, and had it promptly delivered.

It was not until the next morning when Phil, Alan and Ruka got up to start the day’s meals that we found out not much worked in the galley. It took a lot of work from other departments – and a lot of patience from the three cooks – to ensure that things got fixed over the next couple of swings. All in all, there were a lot of things we either had to fix or adapt to our way of working. This was always watched by the Chinese and a lot of photos were taken in the first swing.

Without getting bogged down in a day to day account of how things went, the first five weeks went very well. It did not take long for some of

the Chinese to come out of their shells and start mixing with the Kiwis, though others stuck to eating with chopsticks and would say very little.

As for the food? They ate everything, and on more than one occasion had seconds and thirds. The cooks found out what they liked and asked if there was anything special they wanted to be cooked.

Times were set aside so the Chinese could show the cooks how to cook their dishes from home.

We found it amusing they would have curry and rice with veg, then put a slab of chocolate cake on top so everything went on one plate. This happened most meal times. Fruit was another favourite. We noticed they were not having any chocolate or soft drinks, and asked them why. They thought it was for New Zealand crew only, and when we told them no, it’s for you too, that was it they loved it.

All these things combined, and they understood we were there to work and be part of one crew. In the end, they happily accepted this.

On arrival back in New Plymouth I told Murray that everything he had told us in the hotel had been achieved and that we thought we had done our union and his company proud. He said he had received very good feedback from the ship and was happy, as was Shell.

C.O.S.L. have said they will be back to NZ next time with a better ship because of all the problems with this one. I personally think they will, and they will have learned a lot from the past three months.

No doubt next time they will do it differently, and may try to save money. Let’s hope it is not at the expense of us, after such good work from our members this time round.

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The Maritimes | Winter 2017 | 31

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