Bulk carrier WEN FENG 18 reportedly suffered fire in engine room in the afternoon Aug 2, while proceeding in Shanghai approach channel with cargo of ore. Bulk carrier had to be anchored in fairway, understood she was disabled. Fire was extinguished by switching on fire fighting CO2 system. She was still anchored as of 2130 Beijing time Aug 3, with at least 3 tugs at her side.
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Thai Ministry of Labor reached an agreement with Korean Shipbuilding Association including Hyundai, to open a window for Thai skilled workers willing to go to Korea. Korean shipbuilding industry is experiencing a shortage of skilled workers, such as welders (some 4,000 vacancies); electricians (1,800 vacancies); painters (1,400 vacancies). South Korea has increased migrant quota by 20%, aiming at skilled work force, with Thais being among top wanted workers. South Korea meanwhile, was to send industry representatives to Thailand to test applicants’ skills. Korean Government is considering the shift in age limits, allowing more workers to enter Korean labor market. Understood proposed age shift applies both to current Korean and Thai age limits.
Many Thais choose to enter Korea as tourists and work illegally. Bangkok Post estimates last year a total of 18,221 Thai nationals were legally employed while the number of illegal workers known as phi noi or “little ghost” was estimated to be at about 140,000, according to statistics provided by South Korean Embassy.
There is a language proficiency test required from Thai workers, who seek employment in Korea, there are other requirements which have to be met, and finally, Thais who officially apply for employment entry but were rejected, will lose some 30,000 Baht, understood in forms of miscellaneous fees, which have to be paid.
Obstacles and barriers don’t decrease the number of Thais willing to work overseas, now, when the labour market in South Korea is bursting with activity with the pandemic restrictions easing.
Another problem questioning migrant workers project success, arises in South Korean Shipbuilding Industry itself. There’s a growing Korean labor unrest and protest against industry’s efforts to bring in less expensive foreign labor. Says Maritime Executive:
“Workers across South Korea’s shipbuilding industry are intensifying their labor actions protesting the shortage of skilled workers and the industry’s efforts to bring in less expensive foreign labor to meet the current shortages in key skills. The umbrella union that represents workers at eight of the major shipbuilders announced today that it would join the strike against Hyundai Heavy Industries.
Protests began in late April in response to the government’s announcement that it would relax visa requirements at the request of the shipbuilders. The new visas are specifically for skilled workers for the shipbuilding industry including welders, painters, and others with essential skills.
The move came after the shipbuilders pressed the government saying that they did not have enough skilled workers to keep pace with their orderbooks and the flow of new contracts. Each of the major shipyards is reporting that their orderbooks are full into 2024 with as many as 37 additional ships ordered in just the first three months of 2022. The 2022 orders were equivalent to half of 2021’s already elevated pace continuing the surge in business for the shipbuilders.
The unionized workers of Hyundai’s three shipyards, as well as Samsung Heavy Industries, Daewoo Shipbuilding & Marine Engineering, HSG Sungdong Shipbuilding, K Shipbuilding, and HJ Shipbuilding & Construction, are all supporting the labor actions. They are blaming the shipbuilders for creating the problem and now undermining the long-term health of the industry and their jobs.
The unions are calling for higher wages, improved labor conditions, and the rehiring of workers let go in recent years. The unions contend that employment fell from over 200,000 mid-decade to around 90,000 in 2021. Automation has offset some of the declines but many tasks they highlight required skilled workers. The unions argue the shipyards laid off too many workers and are doing little to attract young people to join the workforce.”
Industry seems to suffer mostly from rising costs of everything, from raw materials to logistics, with probably, new technologies, required to meet new and unreasonable “environment” regulations, being the most costly issue. Cost of everything is on the rise, no wonder industries are trying to economize and save each extra dollar or won. World economy isn’t as of recent, an economy of peaceful times of prosperity, ruled by free market and common sense, it’s an economy of war and survival.
Source: https://www.fleetmon.com/maritime-news/2022/39049/thai-workers-wanted-korean-shipbuilding-industry-c/
August 5, 2022 Maritime Safety News
Fire erupted in engine room of 26-meter yacht GOOD VIBES while she was sailing in Freus, between Ibiza and Formentera islands, Balearic islands, Med, on Aug 3. Spanish SAR boat SALVAMAR ACRUX responded, disabled yacht was towed to Ibiza. Yacht guests were evacuated, skipper and owner remained on board.
Motor yacht GOOD VIBES, GT 96, length 26 meters, built 2020, guests 8, crew 2.
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In a bid to enhance maritime security, the Nigerian Maritime Administration and Safety Agency, has signed a Memorandum of Understanding (MoU) with the National Institute of Transport Technology, Zaria, on research and training towards enhancing maritime safety and security in Nigeria.
This was contained in a statement by the Assistant Director, Public Relations, NIMASA, Osagie Edward on Sunday.
According to the statement, the Director-General NIMASA, Dr Bashir Jamoh, and his counterpart at NITT, Dr. Bayero Salih Farah, while signing the documents in Zaria, said that the MoU was hinged on research and training with a view to enhancing local content and boosting the quality assurance of the institute.
The statement further explained that the MoU is a follow up on earlier agreements reached between both agencies in their quest to further domesticate specialized training programmes at management cadre in the maritime sector.
Jamoh however described the MoU as a mutually beneficial partnership, aimed at supporting the core mandate of the NITT, while also in line with his administration’s commitment to capacity building for NIMASA staff.
“The MoU is to formalize and strengthen the existing relationship between NIMASA and the NITT in terms of research, training and capacity development in general. We appreciate your visit to NIMASA sometime ago and we are glad that much progress is being made in terms of our collaboration,” Jamoh said.
Source: https://shipsandports.com.ng/nimasa-partners-nitt-to-boost-maritime-security/
In the first in a series of Lessons from a life in salvage, industry legend and former International Salvage Union general manager Mark Hoddinott provides his take on salvage successes, achievements, challenges and regrets. Now brand Marine Consultants (bMC) senior adviser, Mr Hoddinott has 40 years’ experience in salvage and 15 years in shipping.
Where did it all begin in the salvage industry?
After a 15-year career on deepsea ships, from apprentice to master, I was home on leave in July 1982 and seeking a new challenge. I saw an advert in the UK newspaper Daily Telegraph for a trainee salvage master for Hull, UK-based company United Towing Ltd. I applied and got the job.
My best moment in salvage
There have been many ‘best moments’. The thrill of refloating a grounded ship, or getting a shipboard fire under control, cannot be underestimated. The job satisfaction is second to none.
My worst moment in salvage
There have been several ‘worst moments’. Salvors are not always successful, but fortunately the successes outweigh the failures. I suppose the worst one was with roro cargo vessel Stora Korsnas Link 1, which caught fire off the UK northeast coast. Having fought the fire for five days, a containerised cargo of 50 tonnes of sodium chlorate exploded taking the ship, and nearly us, to the bottom of the North Sea. It was a close call.
My biggest achievement
My career path: I became salvage manager in 1991, but after 25 years with United Towing, during which period the company was taken over three times, I moved on to US-based company Titan Salvage. I stayed with them for five years as managing director in Europe and, for a couple of years, general manager for Asia.
I then took up the position of general manager of London-based International Salvage Union, representing the international marine salvage industry at the highest level – a great honour.
Having reached pensionable age, and a little beyond, I stood down after seven very rewarding years. I have not retired though. I accepted a role as senior adviser with bMC, a German company with worldwide offices and staff. Set up by Dennis Brand in 2015, it has become a successful marine and salvage consultancy. Dennis Brand and I were colleagues in Titan Salvage.
Salvage achievements
There have been several major achievements in salvage cases. An early one was with Greece-owned bulk carrier Jimmy, which ran aground off Honfleur in northern France during heavy weather. Our competitors backed away from the salvage saying it could not be done. After a prolonged operation and six attempts, we refloated the ship and redelivered it to the Greek owners in Le Havre, France.
Another success was salvaging 70,000-dwt bulk carrier Benhope off Aqaba, Jordan. Having hit the Frederick Reef in the Gulf of Aqaba, we kept it afloat on compressed air for nearly three months while we fully discharged the grain cargo and effected temporary repairs. Working in the jurisdiction of Jordan was very challenging.
The funniest moment
During the salvage of Benhope, the cargo that was wet began fermenting and giving off a terrible smell. We were instructed by the port authority to place ordinary, domestic air fresheners around the hatch coamings to nullify the smell. It didn’t work of course.
To refloat Gladonia, off southern Ireland, we had to make a long floating rope connection to the tug which could only get to about 0.5 nautical miles off the casualty. We chartered in an 8,000-bhp German tug and successfully connected up. We also had a small Irish tug working for us, Sea Alert, which was only 650 bhp.
I was aboard the German tug supervising the refloating attempt. As we built up power the towline suddenly parted, which took us by surprise. When we recovered the towline, it was apparent the connecting shackle between the floating rope and the tug’s wire pennant had not been dressed properly and had come apart. It was a basic seamanship error.
The funny moment followed swiftly. Sea Alert steamed inshore and picked up the end of the floating rope, put it onto its towing hook and continued towing. Gladonia came afloat and as Sea Alert, with Gladonia in tow, came past the German tug all we could see was a line of six bare Irish bottoms making ‘moonies’ at the German crew.
I learned most from
My mentor, Dennis Pearce. He was United Towing’s senior salvage master when I joined the company. He was a ‘larger than life’ character, and somewhat irascible.
He was an old-fashioned salvor who relied on his gut feeling which rarely failed him. His mantra was ‘hold on to what you have got’, something I practised throughout my career in salvage and it has served me very well.
My guilty pleasure
A Hamlet cigar and a cold beer at the end of a long day during salvage operations. The Hamlets helped me stay awake during the periods of intense and prolonged activity.
My favourite salvage tug
That is easy, United Towing’s Salvageman. It was 12,000 bhp and 170-tonne bollard pull continuous. I spent many a happy and successful time aboard this tug, which was built in Hong Kong in 1980.
My favourite location
It has to be Ireland. I love the country and the people. Salvage operations, of which I did a few, were always fun, rewarding and mostly successful. We always had so much help from the authorities including the Garda [police], coastguard and our local partners.
My one regret
I am not sure I have one. Possibly staying with United Towing too long before I moved to Titan Salvage. United Towing salvage operations were mainly regional, in Europe and Australasia mostly, whereas Titan was a true global salvor and it was not unusual to have as many as five salvage operations running concurrently. Very exciting times. One of the main reasons I am enjoying my role within bMC is their global coverage.
My advice for a young person in salvage
If job satisfaction is the most important factor for a career, then you could do worse than look at salvage. Be prepared to spend long periods away from your family and enjoy the quiet periods at home when they arrive. Never turn your phone off.
Mark Hoddinott
August 4, 2022 Maritime Safety News
Hawaii-based carrier Matson posted exceptional earnings in the second quarter, driven in large part by the growing popularity of its transpacific services. From April through June it brought in just over one billion dollars in revenue and posted an operating income of $470 million. In percentage terms, this is a better operating income margin than many blue-chip European carriers.
Matson is the last operator using U.S.-built (not just U.S.-flagged) container ships in an overseas liner trade, and it has had considerable success. For more than 15 years, its Jones Act vessels have been making voyages to China and back, providing a premium service for shippers who need fast transit times to Southern California. The higher freight rate comes with excellent performance for on-time arrival and cargo availability – both of which are hard to come by in the post-pandemic era.
With its coastwise-qualified fleet, Matson can also deliver Californian cargo to Honolulu on the backhaul run. This extra revenue-generating voyage is closed to foreign-built ships. But it is the transpacific service that really boosts Matson’s earnings. In the second quarter the company added more eastbound voyages to handle a container volume increase of 12 percent, driven by e?commerce shipments, clothing and other goods for the U.S. market. Its transpacific service commanded a “significant” premium over the SCFI, and rates were considerably higher than during the same time last year. One contributing factor: Matson has added a seasonal expedited run from Shanghai to Oakland, where it operates its own terminal. The transit takes less than two weeks, and it skips the port congestion in Southern California.
The popularity of the service is reflected in the numbers. Revenue increased by more than 50 percent and operating income rose by more than 130 percent year-on-year during the quarter. Rates softened slightly in July, but Matson expects that the rest of the year will still be quite good for business.
“We are seeing solid demand for our China service as China’s factory production continues to recover from the COVID-19-related supply chain challenges,” said Chairman and Chief Executive Officer Matt Cox in an earnings statement. “We expect an orderly marketplace for the remainder of the year with our vessels continuing to operate at or near capacity and earning a significant rate premium to the market.”
Source: https://www.maritime-executive.com/article/matson-s-transpacific-service-is-booming
The Swedish Maritime Administration, together with the Swedish companies Tenfifty AB and Maranics AB, has conducted a research and innovation project during the past two years. Earlier this year, a full-scale test was launched of an emergency call detection system that uses the very latest AI technology. The system will be in operational use until the autumn when an evaluation will be made.
It was Tobias Nicander, rescue leader at the Joint Rescue Co-ordination Centre, who came up with the idea of getting help with listening to the emergency channel back in 2009. Calls can sometimes be difficult to interpret because the signals are weak and the messages are incoherent.
In addition, there is always the risk that the operator is already working on an alarm when a new case arises. There is thus a small risk of missing a call, but by transcribing all calls, the risk is reduced. The technology did not exist when Nicander got the idea, but ten years later, technology has caught up.
‘Not only do we get the calls texted, we have also defined keywords that should be clearly marked and should remain on our screens until we say that we have seen them,’ says Nicander. ‘We also receive documentation of what has been said on the channel, which can be helpful in improving the process in the future. It serves, for example, as a perfect base for education.’
Already on the first day, the system drew the operators’ attention to two “Mayday” calls: one in Germany and one in Denmark. This shows that the AI solution can interpret even weak signals and that the operators really get the help they want, to be able to make even better assessments in the future.
In addition, it shows that the reach of the Swedish coastal radio network is good enough. The solution will not replace the operators. It is developed with the goal of relieving and supporting the operators in their daily work.
Source: https://swzmaritime.nl/news/2022/08/03/swedish-maritime-administration-uses-artificial-intelligence-in-sea-and-air-rescue/
With a merchant fleet of over 4.901 vessels Greek shipowners’ control 19,4% of the world tonnage and 58% of the EU tonnage capacity. On the occasion of the Pytheas Space Maritime Forum EUSPA, in collaboration with the Greek authorities, organized a demonstration that showcases the importance of space technologies in Search and Rescue (SAR) Operations. The exercise involved the activation of a Galileo-enabled EPIRB equipped with the innovative Return Link Service.
Relying on space data and services by the EU Space Programme, such as Galileo and Copernicus, is beneficial for the Greek shipping community as they bring extra safety and efficiency in maritime operations’’ says Deputy Minister for Maritime Affairs and Insular Policy, Kostas Katsafados. “The Maritime sector is sailing towards a digital and more green and safer future. The European Union is investing in the EU Space Programme components such as Galileo and Copernicus, and soon in secure connectivity, to enable the companies in the maritime ecosystem to become more innovative and more competitive. Space and Ocean stand together for the EU Blue Economy, for the Green and Digital transition,’’ says Catherine Kavvada, Director for Outreach and Innovation at the Directorate General for Defense Industry and Space, European Commission.
Safety at sea and protecting the oceanic ecosystem have long been two of the European maritime sector’s top priorities. Today, the EU is developing space services to better answer these priorities. Take for example the scenario of a ship grounding or colliding with another vessel. Search and Rescue crews must fight rough seas and/or freezing temperatures to quickly reach the ship and evacuate passengers and crew.
But this is just one of the many challenges that SAR teams and other stakeholders face. Relevant authorities must also mitigate a range of environmental risks, such as oil spills. Because time is of essence for both safety and environmental challenges, having ready access to precise location information is absolutely crucial. “Greece is implementing its space strategy in a step-by-step approach, investing in space infrastructure to achieve national and European targets with the aim of promoting the digitization of the economy, improving the resilience of the country’s infrastructure and optimizing the response to situations emergency or natural disasters’’, says Athanassios Staveris-Polykalas, Secretary General of Telecommunications & Posts, Greek Ministry of Digital Governance.
The launch of the Galileo constellation has meant an exponential increase in accurate navigation. The system was designed with protecting EU citizens as a core objective – an objective it achieves through various services. One of those services is the Galileo SAR service, which, in January 2020, announced the launch of its ground-breaking Galileo Return Link Service (RLS) feature. Thanks to the RLS, sailors in distress, when equipped with the appropriate beacon, will see a light verifying that their distress signal has been received by emergency first responders and that their location has been established.
Galileo is the only GNSS constellation to offer such a service to its end-users. The RLS is proven to increase survival rates by giving an important psychological boost to people in distress. Experts of Cospas-Sarsat estimated that the international SAR system, with the contribution of the Galileo Search and Rescue service, saves more than 2,000 lives a year.
“Sailors received the notification that their distress signal has been received in 1.08’, it is another proof of the performance of the Galileo Search and Rescue service. And it is saving lives. Thus, it is essential that Europeans are aware of the performance of the Galileo. It is part of our mission in EUSPA. I am pleased to have participated to this demonstration’’, adds EUSPA Executive Director, Rodrigo da Costa.
Accidents often occur in poor weather conditions, where it is difficult or dangerous to deploy manned assets (e.g., helicopters). When an accident happens in a remote area, there may not be the option to send vessels or aircraft to verify the situation. In both contexts, the Copernicus Maritime Surveillance (implemented by EMSA) service can provide valuable additional data to help detect, track and potentially identify the vessels in distress. By doing so, the CMS helps support SAR efforts. Specifically, Copernicus utilises synthetic aperture radar images, which can be used to help search for vessels over large areas, during the night and even in poor weather conditions. This capability is especially useful when a vessel loses communication and goes adrift (e.g., following a fire or tracking storm damage). Identifying the location of a vessel helps optimise the use of search and rescue assets and allows authorities to direct resources to where they are of most use. Optical images can also provide a wealth of additional information, including positively identifying the vessel, characterising the damage caused or detecting any deployed lifeboats in the water.
When disaster strikes, communication, information and location are key. With the addition of GOVSATCOM, the EU Space Programme offers all three. GOVSATCOM will provide secure, cost-efficient communication capabilities to security and safety-critical missions, operations, and infrastructure. EUSPA has been entrusted with the procurement of the secure operational ground segment (GOVSATCOM Hubs), its operations and the coordination of the user-related aspects of GOVSATCOM, all in close collaboration with the Member States and other involved entities.
Source: EUSPA
A Philippines-based recruitment agency that unlawfully charged seafarers placement fees has had its license suspended after the International Transport Workers’ Federation (ITF) highlighted its illegal practices.
Global Marine and Offshore Resources, based in Manila, was in late July red listed on the ITFShipBeSure.org directory of recruitment (manning) agents. This is a warning to seafarers that they should avoid seeking employment through that agency.
Now the Filipino Department of Migrant Workers (DMW) has suspended Global Marine’s license. The ITF has incontrovertible evidence that four seafarers were illegally charged placement fees, placed with different employers on different ships to those described in their contracts, and some are owed more than two months’ pay.
“It’s great that the Filipino government has taken this action and I hope our evidence convinces them to permanently ban Global Marine,” said Steve Trowsdale, Inspectorate Coordinator at the ITF.
“But truthfully, this should never have happened. The manning agency system – regulated by the Filipino authorities – is supposed to protect seafarers from unscrupulous employers. In the cases of these four seafarers, that system clearly failed. We’re demanding that the DMW takes a tougher line with corrupt agents so that this kind of worker abuse cannot happen again.”
The four seafarers have signed affidavits attesting to their mistreatment by Global Marine. They were each offered contracts for employment in Dubai, some on the cargo ship Clivia (IMO: 8668509) built in 2009 and owned by FG Marine Services SDN BHD, others on the support vessel Muru (IMO: 4542874), although the contract had the wrong IMO number.
None of them ended up on the Clivia. When they arrived in the UAE, they found themselves on much older vessels. Three were directed to the Muru, a 40-year-old support ship in a terrible condition. This is owed by The Sinbad Navigation Company DMCC, not FG Marine.
Ricardo Dagami Aya-ay, Ceasar Abes Jurilla and Toni Dawn Domanais de Guzman claimed constructive dismissal because their contracts bore no relation to the employment offered and working conditions aboard the Muru were so poor.
A fourth seafarer, Felix Roondina Impas Jr was in a similar situation, again finding the employment was different to that specified, this time on a small support vessel, AM 230 (MMSI: 457070000). He was repatriated after he became ill. He did not receive sick pay or benefits for his medical treatment.
Global Marine have claimed the condition was pre-existing, but prior to deployment, Impas was cleared of any illness in a medical examination. He believes his condition was caused by poor quality drinking water on board the AM 230. He has filed a complaint with the DMW.
Each of the four testifies that immediately prior to their employment in March and April 2022, they visited Global Marine’s offices in Manila and were asked by Fleet Engineer Gilbert Torrecer for a placement fee of between US$600 and US$1,000 – which they paid. This is prohibited under the Maritime Labor Convention (MLC), which has been ratified by the Philippines and forms part of the country’s laws.
The ITF helped the four get back to the Philippines at the start of July and, after intense pressure from the ITF, Global Marine was persuaded to refund the placement fees.
“Seafarers should be very wary of an agency that charges a placement fee,” said Trowsdale. “Sometimes they break the law like this because they don’t expect to be paid by the shipowner. That should be a red flag – you may not be paid either.”
Although their contracts said different, Global Marine was placing seafarers with the Sinbad Navigation Company DMCC. In the past two years, the ITF has dealt with cases on all six of Sinbad Navigation’s vessels, including problems relating to lack of food and water, substandard accommodation, owed wages and abandonment.
All four are also owed wages they were never paid – something that manning agents are responsible for under Philippines law. Global Marine reached a US$3,000 settlement with Ricardo Dagami Aya-ay in July. This is much less than USD $7,933.28 he was owed. The other three are still claiming more than two-months’ pay, totaling US$11,900.
“I went to the offices of Global Marine in Manila and asked them to pay these people what they are owed,” said Trowsdale. “They claimed it was the shipowner, not the agency, who is responsible for wages.”
In fact, the regulations of the Philippines Overseas Employment Administration (POEA) say that the manning agency is liable for unpaid wages (Rule II/20). “I pointed this out to them but I did not get a satisfactory reply. Nor did I get an explanation as to why these seafarers were illegally charged a placement fee.
“Although Global Marine finally seems to living up to some of its responsibilities after ITF and union pressure, the agent still issued false contracts, charged illegal placement fees and has withheld wages for several months. For these reasons, it will remain on the ITFShipBeSure red list and we believe the Filipino authorities should ban it altogether from operating as manning agency.”
The cases of the four seafarers (and many others who have complaints about recruitment agencies based in the Philippines) have been dealt with by the ITF’s inspector in Manila, Arvin Peralta. He is angry at how many seafarers find themselves at the mercy of dishonest agents.
“Unscrupulous manning agencies make a mockery of POEA contracts, rules and regulations in the arrogant belief that they can avoid sanctions by using intimidation, money and connections.” said Peralta.
“They try to deceive and take advantage of Filipino crew, when these seafarers are just looking for an honest living to provide for themselves and their families,” he concluded.
Source: https://maritimefairtrade.org/philippine-suspends-manning-agency-that-charges-seafarers-illegal-fees/
The Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia (ReCAAP) Information Sharing Centre (ISC) has released its Half Yearly Report 2022 for the period of January to June. The key highlights of the report are as follows:
Source: https://maritimefairtrade.org/42-armed-robberies-against-ships-in-asia-during-first-half-of-2022-says-recaap-isc/
