Interislander Dispute
Interislander Dispute
The New Zealand Merchant Service
Guild, the union representing the masters (captains) and
deck officers on the Interislander ferries are disappointed
that the current claim was not able to be sorted much
earlier in the bargaining process. We begun talks with the
employer in February and, despite considerable compromise on
our behalf, the company have not been prepared to shift
their position sufficiently to reach a satisfactory
compromise.
Further talks are to take place this Wednesday. The following notes provide the background to this dispute:
Interislander Dispute
• On 25 July
2008, the union gave 14 days notice of industrial action
following the breakdown of talks and subsequent mediation in
relation to its wage claim.
• The union originally
submitted an 11 percent wage claim based on retention, lost
relativities and average settlements within the
industry.
• The union lodged the wage claim in
February, well before the Government announced that it was
buying back the rail and ferry assets from Toll New
Zealand
• The industrial action affects only the
Interislander ferries; the Bluebridge ferries are not
affected.
• The action means that one return crossing
per ship per day is cancelled and daytime services are not
affected.
• The claim seeks to ensure experienced,
qualified officers remain at the helm of the Cook Strait
ferries.
Background to the Dispute
• The wage claim
is based on three key factors:
i. retention,
ensuring that the industry in New Zealand is able to retain
current staff and recruit high quality officers in future;
ii. lost relativities, restoring officer pay rates
on the Interislander ferries to their former relative
position in the coastal and port industries; and
iii.
industry settlements, ensuring that members receive an
increase commensurate with average settlements for officers
and maritime pilots.
• There is a worldwide shortage of
maritime officers which is set to worsen with the
significant increase in the world’s fleet and as new
tonnage comes on stream over the next four years [The 2008
annual Drewry’s Manning Report – Drewry Shipping
Consultants and Precious Associates (PAL)].
• This
report puts the global shortage at around 34,000 officers,
and predicts that it could increase to more than 90,000 by
2012. It says that ‘remuneration levels will therefore
remain under pressure and further escalation in officer wage
costs is an almost certainty,’ and that ‘in order to
retain staff, employers will be forced to look at employment
patterns, incentives and training as a way of retaining
personnel.’
• The international officer shortage is
now beginning to impact on the New Zealand maritime
industry. It is pushing up international pay rates and is
attracting officers away from their national flag
vessels.
• NZ Maritime pilots are in huge demand in
Australia and elsewhere, and the remuneration and conditions
offered are attractive. A maritime pilot requires the same
qualification as a master of the Cook Strait ferries.
• Retention strategies, including significant pay
increases, have now been agreed in the majority of ports and
several shipping companies.
• Against this background,
the Interislander members’ wage claim is modest and
pragmatic, and attempts to take account of the practical and
financial ability of their New Zealand employer to address
the problem fully.
• The employer has lost twenty-eight
masters and deck officers since the beginning of 2007. Of
the union’s wider seagoing membership, 30 percent have now
left New Zealand to work in higher paying offshore
positions. Unless members receive a significant increase,
increasing numbers of experienced and qualified officers
will continue to move overseas where their pay and
conditions are becoming ever more attractive.
Wages and
Conditions
• The masters and officers are the people
responsible for the safe passage of the Cook Strait ferries.
The Cook Strait is a hostile and unpredictable; it is one of
the most dangerous stretches of water in the world and a
large portion of the crossing involves navigation in close
quarters with little margin for error.
• Two of the
Interislander ferries cross the strait six times in 24 hours
(42 crossings per week). While the other much larger ferry
makes two crossings a day, its size creates other stresses
including those related to the unsuitability of its berth at
both ports.
• Should an accident occur, it is these
officers who are ultimately held responsible.
• Masters
and officers on the Interislander ferries work 12 hours a
day, seven days a week on a week on/week off basis. They
must remain on the ship for the full seven days as well as
being available in the event of an emergency. This means
they are on the job for 168 hours a week and can’t go home
to their families or pursue other interests for that
week.
ENDS