As the pandemic continues into 2021, crew change remains a critical issue across the globe with an estimated 200,000 seafarers stranded at sea. Crew change is restricted at many ports and seafarers are stuck on board ships past their contract terms, with no clear indication of when sign off will be possible. This has a serious impact on the mental and physical well-being of seafarers who have been critical to transporting the world’s basic necessities.

Ben Line Agencies, together with over 300 maritime organizations, has signed the Neptune Declaration on Seafarer Wellbeing and Crew Change. It defines four main actions to facilitate crew changes and keep global supply chains functioning:

• Recognize seafarers as key workers and give them priority access to Covid-19 vaccines
• Establish and implement gold standard health protocols based on existing best practice
• Increase collaboration between ship operators and charterers to facilitate crew changes
• Ensure air connectivity between key maritime hubs for seafarers

“The COVID-19 Pandemic has had a serious impact on seafarers around the world, who have suffered from not being able to get home or join a ship when their contracts are over. In our role as port agents across the region, we have seen firsthand how quickly and dramatically crew change regulations have changed, restricting the movement of crew on and off ships. Working with ship owners, ship managers, charterers, local government authorities and the crew themselves, is part of our daily role in the port. Facilitating crew changes is absolutely critical to ensuring safety at sea and on board ships. Ben Line Agencies is proud to be a signatory of the Neptune Declaration and the key actions that this declaration seeks to address. We will continue our best efforts and engagement with all parties, to ensure that seafarers are given the priority that they deserve, to be able to move on / off ships in the safest way possible” said Kristian Vandermeer, our group managing director.

Learn more about the declaration here.

As part of our rich history, we were lucky enough to speak with Ian Keyl, a former Ben Line seafarer, to learn about some of his fond memories and experiences aboard Ben Line vessels. During his time with Ben Line, Ian served on the S.S. Benavon, M.V. Benledi, M.V. Bendearg, S.S. Benmhor, M.V. Benvalla and the M.V. Benwyvis.

Ian, please tell us a little bit about yourself. How long were you sailing with Ben Line and what was your time there like? How was Ben Line different from other ship operators?

Compared to many, my time with Ben Line was relatively short – 5 or so years but maybe one of the best periods of the company.

During this period, the company was building new and very modern vessels to secure their position in the Far East freight market. Shippers were demanding faster and more direct services.

Ben understood the changing market and reacted quicker than most of the competitors. They built faster vessels with the means of loading and discharging at each port, using as many gangs as possible to cut down time in port.

Although there was a Far East shipping conference, Ben tended to act alone. They did charter in competitor ships to cover seasonal overflows, to ensure they could satisfy shippers. They were also big in the Far East log and sawn timber trade to Europe which included chartered vessels (tramp vessels as rates were low).

Ben were always on the ball and ready to react to the market requirements. When building new ships, they had stainless steel tanks installed for the bulk latex, palm oil and coconut oils. These tanks did not need the usual long period of preparation prior to carrying the commodity.

Ben was always held in high esteem by other companies and shippers for their experienced crews, shore staff and the class of ships.

Which vessels did you sail with and which trade routes?

All the Ben Line vessels I sailed on were Europe to the Far East but there were 3 services within this route. I sailed on all three.

The fastest ships were deployed to Hong Kong / Japan and called the Japan Star service which was out to Japan via Panama then Hong Kong and home via Cape or Suez. This was for the high paying freight from Japan and urgent high value retail goods from Hong Kong. Shippers would pay a higher freight rate for cargo to be stowed in the upper decks and hatch squares for first discharge; these cartons were marked on each corner with red dye to identify them as “Red Chop” or priority discharge. The ship on this service which I sailed on was the MV Benwyvis 21.5 knots.

The other was South East Asia services covering main line ports – Port Swettenham (now called Port Klang), Singapore, Hong Kong, Kaohsiung, Keelung, Yokohama, Shimizu, Nagoya, Kobe, Moji and Pusan. You would then make your way down the ports to Taiwan and eventually home via Port Klang and Aden. There were optional ports which we did under inducement – Naha, Okinawa, Hokkaido and Diego Garcia in the middle of the Indian Ocean. This was also a fast service which Ben Line held the blue ribbon for – fastest transit from London to Singapore achieved by the Benledi in 16 days and 2 hours if I remember correctly. The ships I sailed in this service were the M.V. Benvalla 21knots and the M.V Benwyvis 21.5 knots. Both these ships were built in the 1960s.

The others were serviced by older and slower tonnage calling what were at the time secondary ports carrying mainly general products, although still high in value. Ports served were Port Klang, Singapore, Jakarta, Bangkok, Koh Si Chang, Belawan, Manila, Iloilo, Cebu, Masinloc, Dadiangas, Labuan, Kota Kinabalu, Tawau, Sandakan, Telok Ayer. The ships I sailed on this service were the M.V. Benhope 16.5 knots and the M.V Benkitlan 16.0 knots. Both these ships were built just after the second World War.

Other ships I sailed on were within Europe when relieving crews who had left the ship to go on leave. We would take the vessel around Europe to discharge and load, ready to go back out to the Far East. Ships I served on whilst in Europe were the S.S. Benavon built 1948. M.V.Benledi built 1965, M.V. Bendearg built 1964, S.S Benmhor built 1946, M.V. Benvalla, M.V Benwyvis.

I enjoyed my time on all the ships! You met different people. One thing Ben gave you were comfortable cabins and very good food. We were known as some of the best food in the British Merchant Navy.

What do you miss most about your time at sea?

The one thing I miss the most was the camaraderie which existed amongst the different crew members. The European crew were mainly from the UK, with a dominance from Scotland. There were certain shoreside industries in the 50s and 60s that supplied a nucleus of men. Heavy engineering and shipbuilding supplied engineers, mining and power stations provided electricians, radio officers were all contracted from Marconi Marine. Deck officers and cadets mainly from Scotland but also many from the rest of the UK.

Ben Line also took navigation cadets from various countries where we traded. These young men, after completion of training and duly qualified, would go back to work in their own countries’ national marine government departments as tug masters, pilots, harbour masters, stevedore managers. Wherever they were from, we all had a great unity and bond. 

The good ships, food and crew also very much made for a happy ship.

I have a painting of one of the fastest Ben Line ships commissioned by the famous Royal Marine artist Robert Lloyd. It was the ill fated maiden voyage on the M.V. Benwyvis. We broke down off the coast of northern Scotland with engine failure having just left Glasgow bound for Hamburg. It was bad weather, not a full storm but rough seas and we drifted 6 miles towards the coast and ended 2.6 miles off the cliffs. We eventually got going and saved the day. The engineers worked frantically as a team to resolve the problem and get the engine going again.