Maritime Safety News Archives - Page 16 of 259

The IFC has issued an advisory to shipping over vessels anchoring in the waters off Tanjung Berakit in areas at the eastern approach of the Singapore Strait. It said that enforcement efforts by the Indonesian authorities had resulted in five tankers and five cargo vessels being detained between January and July 2022.

It said that based on findings by local authorities the illegal anchoring incidents resulted from a limited understanding of the archipelagic baselines of Indonesia and that the boundary areas of the anchorages are either not marked on navigational charts used by ships or the scales were incorrect.

Prior to anchoring in the waters of Tanjung Berakit IFC advised vessels obtain information on the anchorage areas; appoint a local agent and get permission from the port authority; and comply with local laws and information. The advisory included the chart below of designated anchorage areas:

Screenshot 2022-08-26 at 10.55.39 AM.png

The issue is not a new one and for a number of years Indonesian authorities have detained vessels for anchoring illegally but since 2021 enforcement has grown greater by the Indonesian Navy in the areas near Batam and Bintan Islands close to the Singapore Strait.

The detention of vessels was highlighted by P&I Club Gard in a circular in September 2021, which was updated on 22 April this year quoting local correspondents Spica. Similar to the latest IFC advisory Gard highlighted a lack of understanding of archipelagic baselines and the lack or incorrect markings of anchorages on navigational charts.

“Even where marked on electronic charts, zooming in or out to inappropriate scales can affect the display such information,” Gard said.

The Australian Maritime Safety Authority (AMSA) recently issued a marine notice to draw the attention of vessel operators to the importance of planned maintenance in ensuring safe operation of ships and to highlight AMSA’s current focus on planned maintenance during Port State Control inspections.

Recent incidents have demonstrated the potentially serious consequences of a lack of effective maintenance of main engines and power generation systems that can pose serious risks to the safe and pollution-free operation of vessels. In response to this, AMSA will immediately increase focus on planned maintenance during routine Port State Control inspections.

The International Safety Management Code (ISM Code)

Maintenance of the ship and equipment is a requirement of the ISM Code, including that:

maintenance inspections are held at appropriate intervals
any non-conformity is reported, with its possible cause, if known
appropriate corrective action is taken, and
records of these activities are maintained.

The ISM Code is implemented in Australia through Marine Order 58 (Safe Management of Vessels).

In relation to maintenance, the ISM Code specifies that the vessel’s Safety Management System (SMS) should:

Identify equipment and technical systems that would cause hazardous situations if they were to suddenly fail.
Provide for specific measures (ie. regular testing of all equipment including stand-by equipment or systems that are not in continuous use) to ensure the continued reliability of such equipment or systems.

Maintenance activities need to be properly resourced, and procedures must be documented.

Impact of the COVID-19 pandemic

AMSA recognises that a number of factors presented challenges to effective maintenance during the COVID-19 pandemic restrictions. These include supply chain difficulties in getting necessary parts and specialist expertise to affected vessels.

However, with travel restrictions and quarantine requirements now largely removed in Australia, AMSA expects operators to resume supply of necessary spares and provide support and expertise such as class surveyors, specialist technicians, company representatives, etc.

AMSA recognises that there are still supply chain issues that can delay the provision of spare parts. However, these issues are now well known and AMSA expects that operators anticipate these challenges and make advance provision in planning maintenance to minimise impact.

In exceptional circumstances where spare parts cannot be provided, AMSA expects that the vessel operators will have consulted with the equipment manufacturers, classification society and flag state in preparing appropriate measures to ensure the continued safe operation of equipment and vessel. This could include for example the reduction in maximum continuous rating of an engine, or the provision of towage services in coastal waters.

Given the nature of recent incidents and the potentially serious consequences when effective maintenance has not been completed, AMSA will immediately increase focus on planned maintenance during routine Port State Control inspections to protect the safety of the crew, the vessel and the environment.

Inspections

During Port State Control inspections, AMSA will place a greater focus on planned maintenance of propulsion and auxiliary equipment and associated systems and will take necessary compliance actions to address any identified areas of concern.

This may include the physical attendance of classification society surveyors to verify the condition of critical equipment and its suitability to continue to function under all voyage conditions to maintain safe operations.

Operators should note that this is not a Focused Inspection Campaign (FIC) or Concentrated Inspection Campaign (CIC) of limited duration. It is a sustained focus on an identified area of concern that is part of AMSA’s data driven and risk-based approach to our PSC inspection regime.

Source: https://www.bairdmaritime.com/ausmarine/ausmarine-shipping-and-offshore/amsa-issues-marine-notice-on-planned-maintenance-on-ships/

The measures are designed to ensure compliance with safety, security, and environmental standards.

A series of actions aim at making the Panamanian fleet part of the US Coast Guard’s QUALSHIP 21 program, where, at the end of July, the Registry has an average compliance rate of 98.97% for the last 3 years.

Those measures include flag inspection mechanism for vessels arriving at U.S. ports, based on risk factor; special inspection for vessels arriving at US ports whose history makes them candidates for a Port State Inspection (PSC) by the USCG; pre-arrival checklist for Panama-flagged vessels arriving at US ports to find weak elements that may be grounds for detention through PSC inspections by the US Coast Guard. In addition, all Panama-flagged vessels transiting or visiting Panamanian ports prior to arrival in the United States may be subject to a special Security Screening Inspection (SSA), to avoid possible detention in the region.

The Register has also reinforced some mechanisms to improve the fleet performance in the different regions supervised by the Port State control

that will detect and act against vessels detained multiple times and impose sanctions to Recognised Organisations (RO) and / or ships, who have shown serious faults affecting the image of the Panamanian registry.

Vessels arriving in Australian ports will be submitted to pre-arrival checklist, to avoid detention, through Port State Control Inspections by the Australian Maritime Safety Authority; annual flag inspection for vessels operating in the Paris MoU and for those over 20 years of age every six months.

Source: https://www.seatrade-maritime.com/regulation/panama-ship-registry-boosts-flag-inspection-programme

Cargo throughput in July grew 2% y-o-y to 62.9 million tons; container throughput rose 1% to 2.2 million TEUs
Vinamarine reported that while import and export volumes grew, domestic containerized goods contracted
Economists said goods throughput at Vietnamese ports has not yet regained its growth momentum

Vietnamese seaports posted slim volume growth of 62.9 million tons in July, up 2% year-on-year, and 2.2 million TEUs of container cargo, up 1% y-o-y, reflecting a slow recovery from the COVID-19 impact, a local report said, citing the Vietnam Maritime Administration.

The Vietnam News online report on August 23 quoted Vinamarine as saying that while the volume of imports and exports increased, domestic containerized goods decreased slightly last month.

Economists said that growth of goods throughput at Vietnam’s seaports was still low and had not regained its momentum to levels before the COVID-19 pandemic, the report said.

They attributed the sluggish growth to the lingering consequences of the pandemic and the six-month-old Russia-Ukraine conflict, which put pressure on the global economy.

The economists said rising inflation amid the bleak growth prospect could have a significant impact on global consumer demand and goods transport. They noted that Vietnam, with an open economy, could hardly avoid these effects.

The report quoted Trịnh The Cưong, director of Da Nang Port Authority, as saying the more than 20% drop in domestic goods volume in the past three months indicated goods circulation in the region had not recovered after the pandemic.

The port and shipping industry is expected to rebound in the long term as export growth picks up in the second half of 2022 and the whole 2023, the report said, citing the Retail Research and Investment Advisory Division at Saigon Securities Inc.

The slow recovery in Vietnam’s ports also reflects congestion, particularly at Cat Lai Terminal, the country’s busiest cargo hub in the Port of Ho Chi Minh.

In May this year, the US Agency for International Development (USAID) and Vietnam Customs released an action plan for reducing congestion at Cat Lai Terminal.

Ho Chi Minh City handles around 4.9 million TEUs each year, with Cat Lai Port accounting for over 92% of this throughput and roughly 50% of the country’s total container volume.

The USAID action plan contains 21 recommendations to help position the port to meet growing demand, as measured by container volume, that is expected to double by 2030.

The five-year, US$21.7 million USAID Trade Facilitation Program (2018-2023) is helping Vietnam adopt a risk-management approach to customs and specialized inspection, bolstering implementation of the World Trade Organization’s Trade Facilitation Agreement.

Source: https://www.portcalls.com/seaports-slim-volume-growth/

James Helliwell, the winner of the Future Maritime Leaders essay competition, underlines the need to put human sustainability and seafarer safety at the forefront before introducing new zero emission fuels which bring new safety risks.

”As part of the drive to become a sustainable, low-emission industry, we can’t afford to overlook the human element in the selection of new fuels.”

Imagine this: it’s 2030, you’re the engineer on duty in the control room of a new ship, powered with a zero-carbon fuel called ammonia. An alarm sounds. You check your control panel and you see you have a fire in your engine room and a gas leak in your main fuel system.

You race towards the back of your control room and grab your breathing apparatus. You pull on your HazMat suit. You pull the oxygen mask over your head and turn on the oxygen supply. Next, you look at each of your team members in turn, checking if they’ve got their own masks fitted correctly and their own oxygen supply turned on. Your team grabs the nearest fire extinguisher, and you sprint out of the control room towards the fire.

You get to the main engine and in the time, it has taken you to get your safety equipment on it is fully ablaze. Your team starts to fight the fire and after a short, hot battle you get the fire extinguished. But what about the fuel leak? You know there’s a leak, you can’t see it, and you know it will kill you. You start to switch on your gas detector when you notice one of your team is missing. As the smoke from the fire starts to clear up, you see your colleague and friend lying motionless on the floor. You notice that in the rush to go and fight the fire, they didn’t fit the seal on their oxygen mask properly and they died from inhaling ammonia.

This may sound like an overdramatized and unrealistic scenario, but this could be the future that our seafarers soon have to face. Even today, fires on conventional ships occur at an alarming rate. As reported by the International Institute of Marine Surveying, fires on containerships alone in 2020 occurred at a rate of one fire every two weeks.

The global maritime industry is in a marathon race to find a new zero-carbon fuel to tackle its emissions problem. That race is between two fuels: hydrogen and ammonia. Academics, industry leaders, regulators, and other key stakeholders debating the selection of a future fuel tend to limit discussions to practical items such as how to store each fuel, how to use it, and its impact on reducing emissions. Very rarely, if ever, do you hear mention of the impact of these fuels on our seafarers. The ramifications of changing to a zero-carbon fuel make some of the other human sustainability issues (working rights, wellbeing, and training) seem small in comparison.

Recent tests undertaken by the Department for Homeland Security in a desert in Utah show that just two tonnes release of ammonia remained harmful to human beings at a distance of over 800 meters away. Last year, an ammonia leak on a ship off the coast of Malaysia killed one and injured three crew members. Is this really something we want on our ships? Is hydrogen the alternative? Whilst hydrogen has its own safety challenges (high flammability and explosivity), these challenges are at least similar to the hazards of the hydrocarbon fuels we use today. With hydrogen, we can at least give our seafarers a chance in being able to respond to a hydrogen fire without fear of inhaling an invisible, toxic gas cloud.

So, what’s my point? As part of the drive to become a sustainable, low-emission industry, we can’t afford to overlook the human element in the selection of new fuels. Human sustainability needs to be put at the forefront of the decision to select a sustainable fuel. Leading stakeholders and thought leaders in our industry need to advocate for studies to be undertaken to look at how people onboard our ships interact with these new fuels. If there is a fuel leak, how will the engineer go and fix it? If there’s a fire, how do they go about fighting it? How would having an ammonia fuel onboard have changed the outcome of recent maritime incidents and disasters?

As an industry, we cannot walk blindly into choosing a new fuel purely on its carbon credentials without giving serious thought to the impact this may have on those onboard. A ship isn’t just a place of work, it’s a home for a family of people that live onboard for months at a time. Can people sleep safely in their beds at night with ammonia being pumped through piping just a few decks below? As an industry, we need to undertake the studies and research today to get to the answers to these questions.

The drive to decarbonize has the potential to be the biggest threat to ever face human sustainability. Whilst decarbonizing is vitally important, if we don’t get it right and chose the wrong fuel, every effort over the last century to improve wellbeing will have been in vain. We are at the precipice of selecting a fuel that can put thousands of people in direct harm. We need to do the research now, before it’s too late, to understand the impact these fuels have on people working every day on our ships.

Source: https://www.globalmaritimeforum.org/news/future-fuels-must-be-safe-to-seafarers

In April 2022, Global Maritime Forum called for young professionals across the global maritime industry to participate in this year’s Future Maritime Leaders essay competition. We asked them how the maritime industry may significantly improve its approach to human sustainability and what issues and challenges need to be addressed before 2030.

“The human element is an essential condition for the global maritime industry to achieve the 2030 Sustainable Development Goals.”

We received 188 essays from young maritime leaders from 27 different countries, with a large majority of them from Asia (74%). Countries with the most submissions included India (104 submissions), Philippines (19 submissions), and Greece (11 submissions). In terms of gender ratio, 32 participants were female and 156 were male.

Even if the essay participants came from both onshore and offshore, the vast majority of essays focused on human sustainability at sea. The essays focused on five themes: a broad discussion of human sustainability (44 essays), human wellbeing and human rights (44 essays), future skills & competences (21 essays), diversity, equity & inclusion (13 essays), and human safety (13 essays), and other (53 essays).

Figure 1. Geographical distribution of 2022 essay competition submissions

Addressing overall human sustainability – across topics

The human element is an essential condition for the global maritime industry to achieve the 2030 Sustainable Development Goals, in addition to the two major transformations of decarbonization and digitalization. Therefore, addressing human sustainability challenges is an imperative task for the global maritime industry.

In total, more than 40 essays discussed human sustainability more broadly, as an emerging call from young members of the industry – below the age of 30 – of much needed change following the ongoing crew change crisis, changing Covid-19 regulations, sexual harassment, piracy, human safety concerns, inadequate and outdated training setups, poor mental and physical health on board, concerns of long working hours, payment issues and so on. Many essays have put the general wellbeing of seafarers at heart, paying attention to their limited personal and family time, crew health, skill gap, and their basic human rights.

Figure 2. Human sustainability issues addressed in submissions

Multiple essays call for cross-sector collaborative approaches to address the most urgent challenges. Several young leaders for instance called for open digital platforms focused on improving human wellbeing, human rights, and for collectively working to upgrade skills and competences as well as foster a common culture aiming at collectively pursuing more safe working environments for all.

A strong focus on improving human wellbeing at sea – and securing human rights

The majority of the 44 essays addressing human rights and human wellbeing zoomed in on the current state of physical and mental health at sea. Fatigue, exhaustion, and burn-out was discussed in 12 essays, whilst the other 32 essays focused on the challenges posed by the crew change crisis, working hours, and shore leave. Many essays also pointed out that isolation from family, lack of rest time, stress, anxiety, and discrimination are making life at sea increasingly challenging. The lack of prevention and support for mental health issues, combined with poor internet access, are key challenges that need to be urgently and collectively addressed by the industry.

Multiple essays urged the industry to work together on collectively defining and identifying what kind of training is needed (for employees and their management) to ensure crew wellbeing with a particular focus on mental health. Notably the focus should be on how to ensure adequate prevention and response to stress, anxiety, crisis, and suicide thoughts. Practical proposals included the creation of a global mental health hotline, supported by an openly available online platform for training on mental health and human wellbeing to ensure adequate prevention and response.

Furthermore, several essays called for a much more flexible and fluid rotation between sea and shore as a means to improve on overall wellbeing, but more importantly to be able to address the changing needs amongst employees during different stages of their careers, especially when some seafarers would need to be located closer to home. Such proposals mostly focused on the importance of these rotations being implemented for sea-based personnel; but other essays also noted the value of sea-rotations for onshore personnel, which could help build and sustain a ‘one company’ culture between sea and shore.

Finally, in order to address the lack of compliance with work-rest regulations, an open, independent, and collective reporting system was proposed by three essays to ensure transparency on actual working and watch hours performed on board each vessel. One essay proposed the use of blockchain technology to adequately track working hours and payment data of seafarers, to secure fair payment and data validity.

Calling out the industry to improve on Diversity, Equity & Inclusion

Among the 13 essays discussing different aspects of diversity, equity, and Inclusion, gender imbalance at sea remains the predominant concern. Several essays call out the industry for discriminating female seafarers. Some companies are still reluctant to employ female seafarers, while multiple essays highlight the challenges of sexual harassment and safety threats faced by female seafarers. Other criticisms focused on companies failing to provide female cabins, sanitary bins, and proper personal protective equipment for female seafarers – and a generally safe environment for women on board ships. Other essays called out the industry for taking no responsibility in making it easier for seafarers to balance work and family – or start a family. Most essays pointed at the same root causes, including that the industry was built by and for male employees and that not enough effort has been put into making the industry more attractive to different types of employees.

Figure 3. Diversity. Equity & Inclusion related issues addressed in submissions

Enhancing human safety at sea

Human safety was another important concern that was the primary focus of 13 essays, while also being addressed more broadly in multiple other essays. Working conditions on board, including noise, bright lights, heat, vessel movement, and rigid watch schedules, combined with intense and long work hours were pointed out to directly and indirectly lead to operational accidents that potentially endanger lives, property, and even the marine environment. Three essays specifically discussed the importance of crew safety on the journey towards decarbonization.

All 13 essays call for safer work environments for everyone, including female seafarers. Some essays called for better design of living spaces on board, as well as setting up recreational areas and improved social activities, in order to cope with safety risks caused by fatigue. Multiple essays further advocated to strengthen overall marine safety training and research as well as align maritime safety training standards with other international marine disciplines led by the IMO, while another essay highlighted psychological training and improved emergency drills to prepare seafarers for safety crisis. Two essays suggested a monitoring system for seafarers to report accidents, safety concerns, and violations like sexual harassment to an independent global entity to ensure seafarer’s wellbeing and a safe working environment.

Who will take charge for securing the necessary skills and competences of the future?

In the context of a rapidly evolving socio-economic and technological environment, outdated operational technologies in the maritime industry as well as skill gaps (both hard and soft skills) among maritime practitioners were discussed in more than 20 essays.

With young talents from Gen Z (1997-2012) and Millennials (1981-1996) amounting to more than 70% of the total global work force by 2030, the values of these younger generations and how they might clash with the traditional values of the maritime industry was discussed in seven essays. Not just in their approach to work in general, but in particular with their new skills and competences.

Several essays were concerned about the lack of digital skills and competences across the industry, and called for a more ambitious, collective focus on securing much needed upskilling across the board. Some essays proposed a more extended use of virtual reality technologies in training, education, and meeting activities overall, which they argue could enable more efficient and productive onboard communication. One essay suggested to incorporate coding and data analysis into overall maritime training to prepare young talents for digitalization and automation.

Advancing a people-centered future through collaborative effort

When looking at all the submitted essays, it is encouraging how human sustainability is not just an abstract concept for young talents below the age of 30 but is reflected in where they choose to seek employment and who they will eventually decide to work with and for. This is a shift we are already seeing now, with 80% of seafarers in a recent survey conducted by Sailor’s Society listing “how they treat seafarers” as the most important factor when choosing which shipping company to work for (for the remaining, 17% listed “pay” while 3% listed “access to Wi-Fi”).

Being able to provide a more humanly sustainable work environment before 2030, however, requires maritime industry leaders and policymakers to now engage further with these young professionals and changemakers in finding new and more ambitious ways to create a more ethical, human, and attractive maritime industry.

Following significant reduction in the threat of piracy in the Indian Ocean region, the maritime industry organisations have submitted a notification to the next meeting of IMO’s Maritime Safety Committee (MSC-106) which is scheduled to start on 31 October 2022.

As per the attached submission, it has been decided that the High-Risk Area (HRA) in the Indian Ocean will be removed at 0001 UTC on 1 January 2023.

Even though the piracy related incidents in the Indian Ocean have declined, the conflict in Yemen and increased tensions (especially off Strait of Hormuz and Persian Gulf) have introduced other security threats to vessels operating in the region.

Members trading in that region are strongly recommended to consult Maritime Global Security website, comply with BMP5 procedures and ensure that their ships are hardened prior to entering the HRA.

Members are also recommended to refer to the latest US Maritime Advisory for the region, register the ship’s transit on MSCHOA website and send daily reports to the UKMTO to ensure that the military is aware of their presence in the region, and use the Maritime Security Transit Corridor (MSTC) when transiting through the Gulf of Aden, Bab Al Mandeb, Southern Red Sea, and associated waters.

Source: https://www.standard-club.com/knowledge-news/removal-of-the-high-risk-area-hra-in-the-indian-ocean-from-1-january-2023-4552/

The Joint Coordination Center based in Turkey overseeing the export of grains from Ukraine announced a revision to the shipping route for the Black Sea Grain Initiative to further aid the movement of ships. As the first month of the program comes to a close, everyone agrees it has been a success and the latest effort is designed to further facilitate the safe movement of ships from the three Ukrainian ports.

“This route has been adjusted following an initial three weeks of operations. It allows for shorter transit in the maritime humanitarian corridor and easier planning for the shipping industry,” the JCC announced. The changes are effective immediately starting August 26.

The new route is 320 nautical miles long and connects the three Ukrainian ports, Odesa, Chornomorsk, and Yuzhny, with the inspection areas inside Turkish territorial waters. The JCC explains that the maritime humanitarian corridor, which makes part of this route, extends from the boundary of Ukrainian territorial seas to a southern waypoint. The new coordinates have been disseminated through the international navigation system NAVTEX with all vessels advised to alter this planning to follow the new path.

Under the UN-brokered agreement which is being implemented by Turkey, the JCC notes that “no military ship, aircraft, or unmanned aerial vehicle may approach within a radius of 10 nautical miles of any vessel engaged in the Initiative and transiting the corridor. The procedures state that any commercial vessel encountering provocations or threats while transiting the corridor should report immediately to the JCC.”

In the first three weeks of the program, data from the UN’s Black Sea Grain Initiative Joint Coordination Center shows that a total of 87 voyages have been approved by the JCC, with seven currently pending. A total of 39 voyages were approved outbound from the three ports. The majority of the vessels (23) are operating in and out of Chornomorsk with a total of 845,496 metric tons of foodstuffs having been exported from Ukraine. At the current pace of exports, they will approach the 1 million ton mark by the end of August.

UN Secretary-General António Guterres concluded his recent visit to Ukraine with a visit to first-hand see the export operations calling the food leaving Ukraine a vital supply to the world. “A powerful demonstration of what can be achieved, in even the most devastating of contexts, when we put people first,” he wrote in a social media posting.

In the last two and a half weeks, a total of 26 vessels have proceeded inbound to Ukraine with another 22 approved for the voyage and currently 14 have completed or are underway on their round trip after loading. Nearly two-thirds of the exports so far have been corn, but wheat is beginning to depart with already over 100,000 tons having been loaded for export. Other exports include soybeans, sugar beets, and sunflower seeds, oil, and meal.

As another demonstration of the importance of the efforts, the UN highlights that the exports have already gone to a dozen different countries. The list includes China, Djibouti, Egypt, Greece, Iran, Ireland, Italy, Netherlands, Republic of Korea, Romania, and Turkey.

The current pace of the operation shows that six to seven vessels a day are being inspected and cleared by the JCC in Turkey. Guterres call all aspects a success saying he was confident that it would make a critical difference in getting food supplies from Ukraine to impoverished nations.

JCC issued the revised route for the bulkers traveling to and from Ukraine

Source: https://www.maritime-executive.com/article/ukraine-black-sea-corridor-revised-to-make-passages-easier-and-shorter

Russian river-sea product tanker KARAKUZ collided with small boat in Dardanelles off Burhanli at around 1800 UTC Aug 25, while transiting the Strait in southern direction, en route from Novorossiysk to Perama, Greece. 2 people in boat weren’t injured, boat sustained some damages. Tanker moved further south and was anchored at Kumkale anchorage, southern Dardanelles. Remained at anchor as of 0330 UTC Aug 26.

Source: https://www.fleetmon.com/maritime-news/2022/39297/russian-tanker-collided-boat-dardanelles/

Ukrainian industry news outlet Seafarer News reported tragic death of a 21-year old Ukrainian seaman on board of Greek bulk carrier MELPOMENI, on Aug 18. According to the story, young seaman was working all day through under scorching sun, moving heavy weights like tools and supplies. He felt sick, and informed Captain and CO, asking them to allow him to move from direct sunlight into shadows, but his plea was ignored. Next day he had to work with weights again, until finally, collapsed unconscious. He died, from heart attack or from stroke. Relatives blame ship’s officers for this tragic death, accusing them of negligence and lack of first-aid skills. MELPOMENI is presently docked at Ras Al Khair, Saudi Arabia. On Aug 17 she was anchored off Fujairah, left anchorage same day and sailed to Persian Gulf.
Understood young man was a cadet, probably undergoing his sea practice as a deck hand.

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Maritime Safety News Archives - Page 16 of 259 - SHIP IP LTD

Illegal anchoring in Indonesian waters warning – 10 vessels detained this year

AMSA ISSUES MARINE NOTICE ON PLANNED MAINTENANCE ON SHIPS

Panama Ship Registry boosts flag inspection programme

Vietnam seaports post slim volume growth in July

Cargo throughput in July grew 2% y-o-y to 62.9 million tons; container throughput rose 1% to 2.2 million TEUs

Vinamarine reported that while import and export volumes grew, domestic containerized goods contracted

Economists said goods throughput at Vietnamese ports has not yet regained its growth momentum

Future fuels must be safe to seafarers!

Young maritime leaders determined to see the industry improve its approach to human sustainability

Addressing overall human sustainability – across topics

A strong focus on improving human wellbeing at sea – and securing human rights

Calling out the industry to improve on Diversity, Equity & Inclusion

Enhancing human safety at sea

Who will take charge for securing the necessary skills and competences of the future?

Advancing a people-centered future through collaborative effort

Removal of the High-Risk Area (HRA) in the Indian Ocean from 1 January 2023

Ukraine Black Sea Corridor Revised to Make Passages Easier and Shorter

Russian tanker collided with boat in Dardanelles

Tragic death of 21-year old Ukrainian sailor

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