Maritime Safety News Archives - Page 33 of 258 - SHIP IP LTD

Seaspan Corporation (Seaspan), a wholly-owned subsidiary of Atlas Corp, is the latest shipowner-operator to join the Ship Recycling Transparency Initiative (SRTI) and publicize its recycling policies, practices and processes.

Seaspan is the largest global containership lessor, primarily focused on long-term, fixed-rate leases with the world’s largest container shipping liners. As at March 31, 2022, Seaspan’s operating fleet consisted of 132 vessels with a total capacity of 1,147,980 TEU, and an additional 67 vessels under construction, increasing total fleet capacity to 1,959,380 TEU, on a fully delivered basis.

“Sustainable ship recycling can provide benefits to both the global environmental and local communities. But this is contingent on having strong governance and transparent recycling practices in place. Without such the industry quickly risks doing more harm than good.” said Torsten Holst Pedersen, Chief Operating Officer of Seaspan. “Seaspan looks forward to working with SRTI to promote responsible and safe ship recycling practices.”

“It is encouraging to see momentum continue to build behind the importance of transparency and accountability on sustainability issues such as ship recycling, which covers environmental, social and governance factors, during this decade of action.” said Andrew Stephens, Executive Director of the SRTI.

“We are glad to welcome Seaspan to the SRTI community, increasing the SRTI’s profile in North America, and look forward to working together to raise awareness of the need for transparency and collaboration around responsible and safe ship recycling.”

Seaspan is one of 13 disclosing shipowners in the SRTI and joins like-minded and leading shipowners holding themselves to account before key stakeholders, including customers, investors, and the wider public. Earlier this year, the SRTI saw Volkswagen Group Logistics become a signatory to the initiative, increasing awareness of the ship recycling challenge among cargo owners.

Source: https://maritimefairtrade.org/seaspan-joins-ship-recycling-transparency-initiative/


Even before it is formally delivered to the Navy, the future USNS Apalachicola (EPF 13) is performing a series of planned test events assessing autonomous capabilities integrated into the shipboard configuration, demonstrating that a large ship can become a self-driving platform.

Shipbuilder, Austal USA was awarded a $44 million contract last June to deliver autonomous capabilities to the Expeditionary Fast Transport vessel, while retaining capability for manned operations.

The ship is a multi-use military platform capable of rapidly transporting troops and their equipment, supporting humanitarian relief or operational efforts, and can operate in shallow waters. The contract modification called on Austal USA to install a perception and autonomy control suite, as well as several automation enhancements to the machinery plant, improving the hull, mechanical and electrical reliability while reducing the amount of personnel required for operations and maintenance at sea.

Austal USA is one of the six companies recently awarded contract modifications for “continued studies of a large unmanned surface vessel” (LUSV).

TEST EVENTS

Known as Unmanned Logistics Prototype trials, each of a series of test events now being carried out by the Navy’s PEO Ships increases the perception capabilities and complexity of behaviors demonstrated by the autonomous systems. Test evolutions to date include point-to-point autonomous navigation, vessel handling and transfer of vessel control between manned to unmanned modes.

“The autonomous capabilities being demonstrated by this prototype system represent a major technological advancement for the EPF platform, the Navy at large and our industry partners. EPF 13 will be the first fully operational U.S. naval ship to possess autonomous capability including the ability to operate autonomously in a commercial vessel traffic lane,” said Tim Roberts, Strategic and Theater Sealift program manager, PEO Ships. “This testing is a game changer and highlights that there is potential to expand unmanned concepts into existing fleet assets.”

Collaboration for the test events include team members from PEO Ships, PEO Unmanned and Small Combatants, Naval Systems Engineering and Logistics Directorate – Surface Ship Design and System Engineering, Supervisor of Shipbuilding – Gulf Coast, Naval Surface Warfare Center support from Carderock, Combatant Craft Division, Dahlgren and Philadelphia and the Navy’s shipbuilding and industry partners, Austal USA, L3 Harris and General Dynamics.

Future test events will add levels of difficulty and include night navigation, and differing weather and sea states. These trials will set crucial groundwork for autonomous vessel operations, to include vessel encounter and avoidance maneuvering and compliance with International Regulations for Preventing Collisions at Sea (COLREGS).

EPF 13 is scheduled to deliver to the Navy later this year.

Source: https://www.marinelog.com/technology/navy-conducts-unmanned-logistics-prototype-trials-with-pre-delivery-epf/


With an area of over 23,000 square miles, Lake Victoria is the largest lake in Africa—and a vital resource for the 30 million people who live on its shores.

Every day, almost 40 ferries travel across the lake between Tanzania, Uganda and Kenya. One of these is the M/V Sengerema. Built in 1985, the vessel transports passengers and cars across the southern part of Lake Victoria seven days a week.

After more than 30 years of use, the ferry’s existing propulsion units reached their end of life. The operator Tanzania Electrical, Mechanical and Electronics Services Agency (TEMESA) had them modernized by the Songoro Marine Transport Boatyard, which chose Schottel without hesitation.

“We have been successfully working with Schottel for many years and always experience good working relations, reliable propulsion systems and professional contacts who provide us with guidance and support throughout our projects,” says Major Songoro, general manager of family-owned Songoro Marine.

New propulsion system
Ferry was fitted with new Schottel RudderPropeller propulsion system

Accordingly, the new machinery installation featured two type SRP 90 Schottel RudderPropellers that could be adapted to the existing vessel structure.

“Thanks to the customized concept, we were able to keep the effort as low as possible,” said Michael Heibel, team manager modernization and conversion at Schottel. “That translated into minimal downtime for the customer. As a result of this solution, the operator not only benefits from an efficient propulsion system right now but also from reliable service in the future.”

Spay, Germany-headquartered Schottel has long been a leader in the African ferry market, where more than 60 ferries with its propulsion systems are in operation.

Dirk Wagner, general manager Schottel Middle East, who is responsible for sales and service in the English-speaking countries of Africa, was particularly pleased that this position could be further improved with the modernization of the M/V Sengerema.

“The work paid off: not only did we restore a reliable lifeline for the people who live by Lake Victoria, but following on from this project, we were also able to win two contracts for delivering multiple RudderPropellers for two new ferries in the region,” he said.

Source: https://www.marinelog.com/news/lake-victoria-ferry-gets-new-schottel-propulsion-system/


Notice: Principal idea and character of MB Daily is somewhat similar to Ambulance Emergency Service – MB priority is to find out about maritime accidents, involving merchant marine ships, ASAP. MB monitors only some major accidents in their development and outcome, i.e. further development of most part of reported accidents isn’t monitored.

A number of accidents though known to MB, aren’t included – like trivial accidents with ferries, or NUC problems which were fixed by crew and didn’t require towage. Fishery is, generally, monitored, but only major accidents are reported.

Month Year Nu. of accidents Nu. Of ships lost Casualties Kidnapped crew
Jul 2022 74 5 32
Jun 2022 71 10 38+
May 2022 71 5 23
Apr 2022 75 5 11
Mar 2022 69 5 6
Feb 2022 77 3 55
Jan 2022 90 4 9
Dec 2021 80 9 17 6
Nov 2021 91 8 12
Oct 2021 87 1 19 3
Sep 2021 78 2 19 1
Aug 2021 74 6 14
Jul 2021 61 3 7
Jun 2021 71 5 17 5
May 2021 98 6 148(?) 5
April 2021 85 3 69
March 2021 81 6 16 15
February 2021 80 5 13
January 2021 86 6 28 15
December 2020 92 9 31 8
November 2020 85 4 22 33
October 2020 98 7 22
September 2020 60 5 53 2
August 2020 73 5 31
July 2020 94 5 15 29
June 2020 62 2 27 6
May 2020 78 1 2 4
Apr 2020 67 4 31 18
Mar 2020 82 8 16 11
Feb 2020 76 3 26 10
Jan 2020 78 2 18 3
Dec 2019 87 4 13 51
Nov 2019 89 9 9 20
Oct 2019 70 7 28
Sep 2019 88 5 76
Aug 2019 79 6 120+ 17
Jul 2019 68 3 8 10
Jun 2019 80 3 33
May 2019 91 4 17
Apr 2019 74 1 8 10
Mar 2019 104 4 22 8
Feb 2019 94 5 47
Jan 2019 108 11 59 6
Dec 2018 96 9 19
Nov 2018 95 6 17 8
Oct 2018 101 6 11 15+?
Sep 2018 105 5 26 12
Aug 2018 76 2 26
July 2018 89 4 32
June 2018 89 5 36
May 2018 98 5 10
April 2018 81 4 11 11
March 2018 126 5 15 5
February 2018 96 5 15
January 2018 149 13 87 22
December 2017 115 8 25 10
November 2017 128 17 34 10
October 2017 113 9 46 6
September 2017 93 4 14
August 2017 106 9 49
July 2017 113 14 18
June 2017 110 5 31
May 2017 124 10 17 7
April 2017 114 7 32 14
March 2017: 122 122 10 52 2
February 2017 120 4 8 14
January 2017 141 8 21
December 2016 173 15 80
November 2016 167 7

Maritime Bulletin / FleetMon

www.maritimebulletin.net | www.fleetmon.com


Seafarer happiness levels are trending upward after reaching a record low last quarter, according to the latest Seafarers Happiness Index report published by The Mission to Seafarers.

The survey, undertaken with the support of the Standard Club and Idwal, reports on Q2 2022 and shows that the influx of industry solutions to tackle seafarer wellbeing has finally begun to lift morale and the mindset onboard. With more vaccinations, more frequent crew changes, wage rises and new amendments to the Maritime Labor Convention (MLC), there has been a knock-on effect for seafarer optimism. However, while the data does suggest improvements, now is not the time for complacency. Overall happiness has increased from 5.85 to 7.21/10, with levels rising across all categories.

After more than two years of uncertainty caused by COVID-19, seafarers are beginning to see the light at the end of the tunnel. While it’s still not clear if we are post-pandemic or simply experiencing a COVID lull, restrictions have now eased across the globe. Seafarers are able to move more freely and have more certainty about whether they can go ashore and when they will next be able to go home. This freedom of movement has had a hugely beneficial effect on seafarer happiness and as vaccination levels also rise among crews, there is a sense of stability returning to the industry.

The survey highlighted that seafarers are happier with their shore leave and with welfare facilities when they are ashore. Now that COVID restrictions are easing, more Seafarer Centres are open and able to support seafarers with the provisions they need when ashore. The biggest contributing factor to an improvement of mood has been that the most fundamental aspect of seafaring now appears more certain – knowing when you are going home. The data from Q2 reflects that the industry is getting better at making crew changes more regularly, with 41% of seafarers onboard for between just 1 and 3 months.

There has been a marked increase in a range of areas that contribute to overall improved seafarer wellbeing. There has been a focus on social events that boost morale – including weekly gatherings, quizzes, karaoke, sports, barbecues and movie nights, with increased backing and the support of leadership; there was also a jump in seafarer satisfaction with food on board. Changes to the MLC regarding connectivity have been met with cautious optimism by seafarers who are excited at the prospect of improved communication with loved ones, yet wary of the implications of cost and quality of service. The survey shows that efforts are being made to improve seafarers’ quality of life while on board and that this focus is paying off.

This latest data shows there are signs of better things ahead for seafarers. However, any recovery in seafarer happiness should be treated delicately and can easily be lost. It is important that the industry continues the work to improve crew wellbeing and does not rest on its laurels. Our data does show there is still a way to go and there is further work to be done to reach those seafarers who are struggling, who feel lost, frustrated and are in need of help.

The Revd Canon Andrew Wright, Secretary General of The Mission to Seafarers, said, “It is great to see seafarer happiness increase after such low satisfaction in the last Seafarers Happiness Index report. As always, there is much to be learned from hearing directly from seafarers on how they feel about life at sea – the positives and negatives. By listening, we can better understand, empathise and make the necessary changes to improve seafarers’ lives and experiences.

“While it has been a difficult two years, it is nice to see some optimism return, which is largely down to the hard work the industry has done to make life better and raise spirits on board. However, there are still areas that can be improved upon, which is why it’s so critical for organisations to continue taking meaningful steps to boost seafarer happiness and crew welfare. With increased investment and thoughtful leadership, we can work together and find solutions that continue to improve the quality of life at sea for seafarers.”

Thom Herbert, Idwal Crew Welfare Advocate and Senior Marine Surveyor, added, “While there is an increase in the score this quarter, and cause for optimism, for every positive we see there are many more negatives that still need to be addressed. Hours of work and rest continue to be in conflict, and the individual instances quoted in the report indicate that this issue needs more focus. Communication with home remains a major challenge, and although it’s good to hear that there is seafarer positivity around the MLC changes, the reality is likely to be disappointing. It is good to hear reports of an increase in the number of on-board wellbeing initiatives, although, from our experience, this seems to be an exception rather than the rule. Thank you to Mission to Seafarers for keeping the reality of life at sea in focus, and we at Idwal reiterate our gratitude to seafarers all around the world who work tirelessly to ensure global trade does not come to a stop.”

Capt Yves Vandenborn, Director of Loss Prevention, Standard Club, added, “The Seafarers Happiness Index Q2 2022 results reflect an overall increase in scores. This is encouraging taking into consideration a backdrop where the world reports varying stages of success in the fight against COVID-19, and subsequently dealing with the Ukraine/Russia crisis. This uptick in the scores is a reflection that the voices of seafarers worldwide are being heard and small steps are being taken to ensure their wellbeing at sea. However, there is still much to be done and the industry cannot rest on its laurels.”

source: https://www.marinelink.com/news/seafarer-happiness-rise-498456


The first ship carrying Ukrainian grain to world markets since Russia’s invasion blocked exports more than five months ago is on track to safely arrive in Istanbul on Tuesday night, Turkey said, amid Ukrainian fears it could still run into problems.

The vessel’s departure on Monday from the Ukrainian port of Odesa for Lebanon via Turkey under a safe passage deal has raised hopes of further such departures which could help ease a burgeoning global food crisis.

Turkey expects roughly one grain ship to leave Ukrainian ports each day as long as the safe passage agreement holds, a senior Turkish official, who asked to remain anonymous, said on Tuesday.

The United Nations has warned of the risk of multiple famines this year because of the war in Ukraine.

Monday’s sailing was made possible after Turkey and the United Nations brokered a grain and fertilizer export agreement between Russia and Ukraine last month – a rare diplomatic breakthrough in a conflict that has become a drawn-out war of attrition since Russian troops poured over the border on Feb 24.

Ukrainian President Volodymr Zelenskiy in his nightly address late on Monday called the ship’s departure “the first positive signal,” but warned it was too early to draw conclusions or predict how things would play out.

“We cannot have illusions that Russia will simply refrain from trying to disrupt Ukrainian exports,” said Zelenskiy.

Ozcan Altunbudak, Turkey’s representative at a coordination centre created to oversee the restart of Ukrainian grain exports, said on Tuesday that the vessel, the Sierra Leone-flagged ship Razoni, was on track to anchor at Istanbul on Tuesday night.

The only issue so far was a slight delay caused by bad weather, he said. The ship, which is carrying 26,527 tonnes of corn, was due to arrive in Istanbul at around midnight local time.

It will then be inspected by Russian, Turkish, Ukrainian and U.N. officials under the terms of the safe passage agreement before continuing its journey to the Lebanese port of Tripoli, its planned final destination.

There are other hurdles to overcome however before millions of tonnes of Ukrainian grain can leave, including clearing sea mines and creating a framework for vessels to safely enter the conflict zone and pick up cargoes.

Known as Europe’s breadbasket, Ukraine hopes to export 20 million tonnes of grain held in silos and 40 million tonnes from the harvest now under way, initially from Odesa and nearby Pivdennyi and Chornomorsk, to help clear the silos for the new crop.

Russia has called the Razoni’s departure “very positive” news. It has denied responsibility for the food crisis, saying Western sanctions have slowed its exports.

Russia and Ukraine accuse each other of laying mines that now float around the Black Sea and represent a hazard to shipping.

Source: https://www.marinelink.com/news/ship-carrying-first-ukrainian-grain-track-498427


Mateusz Szymański, Member of the European Economic and Social Committee, examines safety standards in maritime transport

Safety above all. This is the slogan behind the work to clarify EU regulations on the stability of ro-ro passenger vessels in a damaged condition. The proposal is part of a larger package of legal changes in the area of maritime safety standards, which has been under discussion since 2017. The aim of the legislative reviews now under way was to simplify existing regulations in the spirit of REFIT. Work on changes to the stability of ro-ro ships in damaged condition was postponed due to the ongoing parallel work at the International Maritime Organization (IMO) on stability standards for passenger ships in damaged condition.

Once these were adopted (through the SOLAS Convention), it became necessary to make the parallel regulations more consistent. The aim was, on the one hand, to simplify the regulations to make them easier to apply, monitor and enforce and, on the other hand, to maintain the highest possible safety standards. The Commission made it clear that the changes could be implemented provided that the current level of security laid down in EU law was at least maintained. If this review did not take place, there would be two overlapping systems for assessing the survivability of ro-ro passenger ships in damaged condition. It can be assumed that this would lead to significant burdens on the industry and regulatory chaos.

The impact of the 1996 Stockholm Agreement

It is worth noting that the Directive, as well as the discussion on the stability of this type of vessel in a damaged condition, derive from the 1996 Stockholm Agreement. These, in turn, were a response to one of the biggest maritime disasters in Europe, the sinking of the MS Estonia. Roll-on/roll-off vessels are, by their very nature, more vulnerable to flooding than other passenger ships. They are vessels with relatively small draughts and a high centre of gravity. In addition, they have a high freeboard, use the cargo door as a ramp, lack bulkheads, have high location points for lifeboats and life rafts, and errors due to cargo stowage and uneven loading are possible.

In principle, the Commission’s proposals can be welcomed. The problem is the temporary nature of the solutions put forward by the Commission and an element of inconsistency. Firstly, the Commission has scheduled a review of the rules after 10 years. This in itself is not controversial, but a revision of the rules has already been announced. One might ask why after 10 years, rather than when it makes sense to do so. After all, constant monitoring of the regulations is assumed.

large ship illustrating maritime transport
© Photosvit

Changes in regulation in a short periods of time introduces uncertainty

Furthermore, why is it assumed that there will be a revision? In an industry such as water transport, investments have a long-term perspective. Thus, the spectre of a change of regulations in a relatively short period of time introduces uncertainty and may discourage investment in new vessels. We know that these are necessary because of increasingly stringent environmental requirements. Changes should take greater account of the realities facing the industry.

Furthermore, although the Commission stipulated that the revision of the Directive would harmonise systems, in its proposal it presented transitional solutions with two alternative systems for assessing stability in damaged condition, according to the criteria laid down in the proposal. This seems to be the wrong solution. It would make more sense to clearly define a time limit for the construction of a vessel and the application of the new rules to new vessels. On the other hand, after the transitional period, the rules should be fully harmonised. This would simplify the application of the rules and reduce the technical and administrative burden.

Simplifying the application of the rules

It is worth noting at this point that it is important for the evaluation to be carried out with the participation of those who apply the regulations most in practice. It is therefore suggested that the institutions regulating these issues should be consulted on an ongoing basis with a view to improving safety. This is important in view of climate change, which is causing ever stronger changes to the weather and, as a result, frequently exposing shipping to extreme conditions.

Finally, one comment not directly related to the content of the document but relevant from an audience perspective. Although written in the spirit of REFIT, the draft was extremely difficult to evaluate because of how it was edited. Each successive page provided new guidelines on how to classify entities in terms of the systems applied to them. Instead of clear solutions, there was a lot of doubt and confusion.

Mateusz Szymański, Member of the European Economic and Social Committee, examines safety standards in maritime transport

Safety above all. This is the slogan behind the work to clarify EU regulations on the stability of ro-ro passenger vessels in a damaged condition. The proposal is part of a larger package of legal changes in the area of maritime safety standards, which has been under discussion since 2017. The aim of the legislative reviews now under way was to simplify existing regulations in the spirit of REFIT. Work on changes to the stability of ro-ro ships in damaged condition was postponed due to the ongoing parallel work at the International Maritime Organization (IMO) on stability standards for passenger ships in damaged condition.

Once these were adopted (through the SOLAS Convention), it became necessary to make the parallel regulations more consistent. The aim was, on the one hand, to simplify the regulations to make them easier to apply, monitor and enforce and, on the other hand, to maintain the highest possible safety standards. The Commission made it clear that the changes could be implemented provided that the current level of security laid down in EU law was at least maintained. If this review did not take place, there would be two overlapping systems for assessing the survivability of ro-ro passenger ships in damaged condition. It can be assumed that this would lead to significant burdens on the industry and regulatory chaos.

The impact of the 1996 Stockholm Agreement

It is worth noting that the Directive, as well as the discussion on the stability of this type of vessel in a damaged condition, derive from the 1996 Stockholm Agreement. These, in turn, were a response to one of the biggest maritime disasters in Europe, the sinking of the MS Estonia. Roll-on/roll-off vessels are, by their very nature, more vulnerable to flooding than other passenger ships. They are vessels with relatively small draughts and a high centre of gravity. In addition, they have a high freeboard, use the cargo door as a ramp, lack bulkheads, have high location points for lifeboats and life rafts, and errors due to cargo stowage and uneven loading are possible.

In principle, the Commission’s proposals can be welcomed. The problem is the temporary nature of the solutions put forward by the Commission and an element of inconsistency. Firstly, the Commission has scheduled a review of the rules after 10 years. This in itself is not controversial, but a revision of the rules has already been announced. One might ask why after 10 years, rather than when it makes sense to do so. After all, constant monitoring of the regulations is assumed.

large ship illustrating maritime transport
© Photosvit

Changes in regulation in a short periods of time introduces uncertainty

Furthermore, why is it assumed that there will be a revision? In an industry such as water transport, investments have a long-term perspective. Thus, the spectre of a change of regulations in a relatively short period of time introduces uncertainty and may discourage investment in new vessels. We know that these are necessary because of increasingly stringent environmental requirements. Changes should take greater account of the realities facing the industry.

Furthermore, although the Commission stipulated that the revision of the Directive would harmonise systems, in its proposal it presented transitional solutions with two alternative systems for assessing stability in damaged condition, according to the criteria laid down in the proposal. This seems to be the wrong solution. It would make more sense to clearly define a time limit for the construction of a vessel and the application of the new rules to new vessels. On the other hand, after the transitional period, the rules should be fully harmonised. This would simplify the application of the rules and reduce the technical and administrative burden.

Simplifying the application of the rules

It is worth noting at this point that it is important for the evaluation to be carried out with the participation of those who apply the regulations most in practice. It is therefore suggested that the institutions regulating these issues should be consulted on an ongoing basis with a view to improving safety. This is important in view of climate change, which is causing ever stronger changes to the weather and, as a result, frequently exposing shipping to extreme conditions.

Finally, one comment not directly related to the content of the document but relevant from an audience perspective. Although written in the spirit of REFIT, the draft was extremely difficult to evaluate because of how it was edited. Each successive page provided new guidelines on how to classify entities in terms of the systems applied to them. Instead of clear solutions, there was a lot of doubt and confusion.

Source: https://www.openaccessgovernment.org/safety-standards-in-maritime-transport/140758/?utm_source=rss&utm_medium=rss&utm_campaign=safety-standards-in-maritime-transport


Fire erupted on board of oceanic reefer trawler MEKHANIK MASLAK at 1115 Moscow time Aug 2, in fore area in fish flour cargo hold, Admiralt Ship Yard, S-Petersburg, Russia. Trawler is under construction nearing completion, she was running trial tests. Fire was extinguished by 1430 Moscow time, tugs, 14 engines and 58 fire fighters responded. No injures reported, extent of damages yet unknown.
New FleetMon Vessel Safety Risk Reports Available: https://www.fleetmon.com/services/vessel-risk-rating/

 


Crew welfare and the satisfaction of seafarers are on the rise as the maritime industry has focused on some issues identified as the major concerns for seafarers according to the latest report from the Seafarers Happiness Index. While much of the progress relates to the relaxing of restrictions brought on by the spread of COVID-19, the Christian charity The Mission of Seafarers reports that there has also been a marked increase in a range of areas that contribute to overall improved seafarer wellbeing.

The survey, undertaken with the support of the Standard Club and Idwal, reports on Q2 2022 and shows according to the organizations that the influx of industry solutions to tackle seafarer wellbeing has finally begun to lift morale and the mindset onboard. The index recovered after reaching a record low last quarter, with overall happiness measured at 7.21 on a scale of 10 up from 5.85. They reported that levels are rising across all categories.

“It is great to see seafarer happiness increase after such low satisfaction in the last Seafarers Happiness Index report,” said The Revd Canon Andrew Wright, Secretary General of The Mission to Seafarers. “While it has been a difficult two years, it is nice to see some optimism return, which is largely down to the hard work the industry has done to make life better and raise spirits on board.”

The report says that two key areas are contributing to the improvement of the happiness index and crew welfare. Much of what they highlight relates to the pandemic, but they are also pointing to management’s efforts to take steps to create a better environment for seafarers during the long periods at sea.

“Seafarers are able to move more freely and have more certainty about whether they can go ashore and when they will next be able to go home. This freedom of movement has had a hugely beneficial effect on seafarer happiness and as vaccination levels also rise among crews, there is a sense of stability returning to the industry,” according to the report.

They write that a sense of stability has emerged as the pandemic stabilized and countries have grown more confident in their efforts to slow the spread of the virus. The fact that shore leave has been restored and with welfare facilities open on shore has contributed to the improved mood for seafarers. However, it is the reduction in travel restrictions and the ability to implement crew changes on time and with greater regularity that has contributed the most to the improvements.

“The data from Q2 reflects that the industry is getting better at making crew changes more regularly, with 41 percent of seafarers onboard for between just one and three months,” according to the report.

The report says that there is a clear impact from the increase in wages and the other amendments to the Maritime Labour Convention recently enacted. They also point to a focus on social events that boost morale, including weekly gatherings, quizzes, karaoke, sports, barbecues, and movie nights, along with the promises of improved communications so crew can maintain more frequent contact with family and friends at home.

“However, there are still areas that can be improved upon, which is why it’s so critical for organizations to continue taking meaningful steps to boost seafarer happiness and crew welfare,” said Wright. “As always, there is much to be learned from hearing directly from seafarers on how they feel about life at sea – the positives and negatives.”

While the efforts to provide amenities and events aboard the ships are appreciated, the report highlights the lack of time and the challenges of balancing work and leisure time suggesting that some of these efforts might be window dressing unless more is done. They say that the hours of work and rest continue to be in conflict and there are concerns over the cost of communications. They also wonder about the quality of the service that will be made available.

The Mission to Seafarers also warns that the recovery in seafarer happiness can be easily lost. They believe the industry still “has a way to go,” addressing concerns and can not let up on its attention to the issues that contribute to crew welfare.
Source: https://www.maritime-executive.com/article/seafarer-happiness-improves-but-remains-fragile



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