TMSA 3 Archives - Page 2 of 6 - SHIP IP LTD

The Australian Maritime Safety Authority (AMSA) had detained the vessel after it was inspected on 17 June in the Port of Gladstone following a complaint on underpayment of seafarers and other welfare issues. The 2013-built tanker is flagged with Liberia, and owned in Singapore by OCM Maritime Flyer.

The Australian authorities found the ship’s crew of 21 were owed A$123,000 in underpaid wages, food and drinking water were not of appropriate quality, quantity and
nutritional value for seafarers. Seafarers had been repeatedly not paid at regular intervals and two crew had expired employment agreements.

Adding to the catalogue of misery AMSA said it also was understood a seafarer had not been provided with adequate medical care after being injured onboard.

The owner was ordered to pay wages owed to the crew and correct other deficiencies before being barred from Austrlian ports and waters for six months.

“Australia has zero tolerance for the underpayment of crew. This type of behaviour is unethical and in contravention to the MLC. The international conventions that protect seafarers’ rights are very clear,” AMSA’s Executive Director of Operations Michael Drake.

“Ships visiting Australian ports are on notice that if we find deliberate underpaying of crew
they can expect penalties.”

Australia routinely bars vessels for failure to comply with the MLC and other maritime conventions. A full list of vessels banned by the authorities.

Source: https://www.seatrade-maritime.com/regulation/australia-bans-tanker-underpaying-crew-wages


The Russian-flagged tanker Inda – formerly the Linda, sanctioned by the U.S. Treasury and accused of transporting Iranian oil – has been loitering off the coast of India since late May. Familymembers of the crew are growing concerned for their wellbeing, according to Russian media.

Yulia Khairulaeva, the wife of a crewmember aboard the Inda, told the Russian outlet Lenta.ru (a property of Russian government bank Sverbank) that the crew had gone several months without food or medicine while loitering off the coast of India.

Her account aligns with AIS tracking data. Inda arrived off Chennai on a voyage from the Singapore Strait on May 25, but she did not enter port. Instead, she headed south for Sri Lanka at a slow bell, rounding its southern coast and then transiting northwest along India’s coastline, never exceeding three knots. She arrived off Gujarat in early July, and she has loitered about 50 nautical miles off Alang in recent weeks. She reports her draft as eight meters (in ballast).

Tracking courtesy Pole Star

Lenta’s reporters contacted the operator, Transmorflot, and learned that the vessel needs repair but could not enter port in India due to sanctions. Western sanctions on Russia have limited impact in India, but the Inda was specifically blacklisted by the U.S. Treasury in February for connections to sanctioned bank Promsvyazbank. Transmorflot is also named on the Treasury’s blacklist.

Khairulaeva asserted that a lack of medicine on board the ship is causing health problems for some of the crewmembers, and that food is running low. She said that the crewmembers were well past their contract end dates – some have been aboard for 15 months – and she accused the vessel’s owner and the crewmembers’ union of failing to intervene on the crew’s behalf.

Inda (ex name Linda) is a 2003-built Aframax flagged in Russia. She has been owned by Transmorflot since 2020.

Source: https://www.maritime-executive.com/article/report-sanctions-strand-russian-tanker-crew-off-india


GTT announces that it has received, at the end of June, an order from its partner the Korean shipyard Samsung Heavy Industries for the tank design of fourteen new LNGCs, including twelve vessels on behalf of an American ship-owner, and two on behalf of an Asian ship-owner.

As part of this order, GTT will design the tanks of these fourteen vessels, which will offer a cargo capacity of 174,000 m3 each and will be fitted with the Mark III Flex membrane containment system, a technology developed by GTT.

Deliveries of the vessels are scheduled from the fourth quarter of 2024 to the third quarter of 2026.

Source:https://www.maritimeeconomy.com/post-details.php?post_id=aGVpag==&post_name=GTT%20Receives%20an%20order%20from%20Samsung%20Heavy%20Industries%20for%20the%20Tank%20Design%20of%20Fourteen%20New%20LNG%20Carriers&segment_name=4


Jul 23 UPDATE: Tanker was arrested by Krasnodar Region Court Ruling on Jul 22 or Jul 21, as pledged asset to secure debt payment, after Russian Salvage Agency Morspassluzhba claim. Agency estimates salvage costs to be of some USD 900,000, including firefighting itself, cost of delivery on board equipment and teams, providing safe anchorage and other salvage services rendered. Whether Agency’s $900,000 claim is justified or not, is a question, but it does look strange, and even outrageous. After all, it wasn’t commercial salvage, it was a case of emergency salvage. One more case of State-controlled racketeering?

Initial news:
Jul 12: Fire erupted in engine room of tanker AHMET TELLI at Temryuk port, Azov sea, Russia, in the evening Jul 9. Circumstances unclear, information given in statement issued by Russian Salvage Agency is so confused that it’s almost impossible to find out how it happened, what was tanker’s status at the time of fire, and what followed. Understood tanker was taken or moved to Temryuk outer anchorage, where she lost anchor, circumstances unknown. Tanker underwent dry docking prior to fire, understood in Temryuk, so all tanks were degassed and didn’t contain any cargo or residues. Fire was extinguished with the help of Russian Salvage Agency local branch firefighters. Tanker’s Chief Officer inhaled toxic fire emissions and had to be hospitalized, injures said to be not life-threatening. AIS is on, as of 1320 UTC Jul 12 tanker remained at anchorage.

Jul 13 UPDATE: Understood tanker was to be dry docked at Temryuk port and at the time fire broke out, was entering ship repair yard basin. Fire disabled the ship, pilot on board anchored tanker in basin, but later, because of threat of explosion, took AHMET TELLI to outer anchorage, with tugs assistance. As of morning Jul 13, remained at anchor.

New FleetMon Vessel Safety Risk Reports Available: https://www.fleetmon.com/services/vessel-risk-rating/

 


The tanker market is expected to keep on growing over the course of the coming years, until we hit the so called peak oil demand, after which it should be a constant state of decline. In its latest weekly report, shipbroker Gibson said that “the current spike in global oil prices and a tight supply situation has put the issue of peak oil demand back into focus. Those who thought the Covid-19 demand destruction of 2020 would permanently dent world oil demand were quickly proven wrong as shown by the 5.7% rebound in demand in 2021. Furthermore, demand has continued to expand despite oil prices trading firmly in the $100/bbl range since the start of the invasion of Ukraine and the looming threat of an economic recession. This calls into question when exactly peak oil demand could occur and what this might in practice look like as the demand outlook varies by region, particularly in terms of decarbonisation policies. Most current estimates place peak demand occurring between 2030 and 2040, although it is worth noting the subsequent decline in demand is unlikely to be cliff edge and oil is likely to play a role in the global economy for decades to come past 2040”.

 

According to Gibson, “in their latest monthly report, the IEA has revised down its demand growth estimates for 2022 and 2023. It now forecasts demand at approximately 99.2 mbd and 101.32 mbd respectively versus 99.43 mbd and 101.6 mbd in their June forecast. This is being driven by a combination of economic uncertainty and signs that rising prices are causing some demand destruction; a weaker than expected start to US driving season gasoline demand may be evidence of this as consumers begin to cut back their spending across the board in response to higher and more persistent inflationary pressure. Whilst Chinese demand may be showing some signs of recovery as it eases strict “Zero-Covid” restrictions; overall economic activity remains weak and oil demand is yet to fully recover to robust levels. Chinese demand will likely be a key uncertainty in at east the short-term. Since the invasion, few have dared to predict longer term oil demand given the uncertainties involved, with the IEA’s flagship oil 2022 report being understandably delayed past its original March release date. Few other forecasting agencies are willing to forecast long term oil demand with any degree of confidence”.

The shipbroker added that “nonetheless, despite this shorter-term concern, demand has been improving compared to 2020 levels. Easing mobility restrictions are increasing seasonal demand for jet and road transport fuel, particularly in emerging markets, which in turn has resulted in higher refinery runs as refiners look to capture higher margins. This has led to higher crude demand; and comes as the global crude trade continues to shift and readjust to the new trade reality following sanctions on Russian oil. Other areas of continued oil demand include power generation where European and Middle Eastern utility companies are increasingly viewing oil as a cheaper alternative to natural gas and LNG in electricity generation. The petrochemical sector also represents a key source of expected future oil demand, in particular naphtha demand has been strong in recent years, although the IEA is now forecasting a 220 kbd drop in demand in 2022 as current uncertainties reduce demand in the short term, although in the longterm future economic growth should improve this outlook”.

Source: GIBSON SHIPBROKERS LTD

“When it comes to putting an expected date on peak oil demand, a key factor is decarbonisation policy. Europe, the UK, US, and China are all scheduled to phase out the sale of new gasoline and diesel vehicles by 2040; with sales expected to decline dramatically over the course of the 2020s and 2030s in line with broader targets of net zero by 2050. This indicates peak oil demand is likely to occur between 2030 and 2040 but some regions such as Europe could peak earlier than developing economies in Asia, Africa, and the Middle East. Therefore, slower longer term oil demand growth rates and an eventual peak in demand suggests tanker owners will need to engage in lower fleet replenishment and this investment will likely concentrate on replacing older and less economical tonnage as well as ensuring regulatory compliance. Over the medium term, aside from recession risk, the oil trade is expected to continue growing before a longer-term peak and then decline once this eventually materialises”, the shipbroker concluded.
Nikos Roussanoglou, Hellenic Shipping News Worldwide


Despite predictions that the long downturn in the cyclical tanker market might be bottoming out, shipowners are remaining on the sideline holding back on new shipbuilding orders. Shipbuilding orders in the segment have reached a new low with industry trade group BIMCO forecasting that it is likely to cause a decline in the global tanker fleet in the near term. However, the contraction in the global fleet might be the good news needed to start the long expected, but frequently delayed, rebound for the sector.

In a new analysis of the shipbuilding market, BIMCO chief shipping analyst Niels Rasmussen reports that orders for both crude oil and product tankers reached a new low for during the first six months of 2022. “Unless contracting picks up, it seems that we may see both the crude and product tanker fleet reducing in size in the coming years,” forecasts Rasmussen.

By the numbers, BIMCO’s data shows that a total of just 23 new tankers were ordered so far in 2022. This amounts to a total of just 1.6 million dwt compared to a previous low of 3 million dwt in 1999. Orders included just three new crude oil tankers and 19 product tankers.

“The orderbook for to fleet ratio is at 5.1 percent for both crude and product tankers,” writes Rasmussen. He concludes that the ratio has not been this low since 1996, 28 years ago during another down cycle in the industry.

UK analysts at Clarksons Research made similar observations in their recent mid-year analysis of the shipbuilding industry. “The tanker orderbook is now the smallest it has been in 25 years,” wrote Clarksons. They calculated that there are just 35 million dwt in orders in the crude and product tanker categories. By comparison, containerships jumped to lead with the global orderbook reaching 72.5 million dwt as of mid-2022.

Despite improved freight rates and a positive market outlook as the tanker sectors seeks to respond to the sanctions on Russian oil, shipowners are holding back on orders. Rasmussen highlights several factors that are likely contributing to the reluctance to place orders. Shipbuilding prices skyrocketed in 2022 surging to their highest levels in 14 years. Further, weighing on the entire shipbuilding industry is an uncertainty over future technologies and increasing emissions regulations. Ship owners have been looking for the best technologies to future proof their investments, with Bimco highlighting that at the moment they are generally favoring LNG with most orders although methanol is drawing increasing attention in shipbuilding.

Near-term, Rasmussen expects that with the decline in orders that size of the global fleet will contract. He points to a projected rate of three percent for demolitions each year while the current build ratio remains low compared to the fleet size. Further, BIMCO highlights that up to seven percent of the tanker sector is now at least 20 years old while nearly a quarter is approaching 15 years in service.

They forecast that the contraction in the fleet, continued demand for oil in the near term, and potential freight rate increases as the markets rebalance in 2023 after the EU’s ban on Russian oil starts, are likely to create the need for new shipbuilding orders. Until those orders can be completed, carriers are likely to see a strengthening in the market as excess capacity declines, but longer-term term BIMCO points to increasing uncertainty as oil demand is expected to peak in the coming decade as the world accelerates its transition to new forms of energy.
Source: https://www.maritime-executive.com/article/tanker-shipbuilding-orders-reach-new-low-says-bimco


The chief officer of a Chinese tanker will be given the International Maritime Organization award for exceptional bravery at sea for his efforts to rescue two individuals from a liferaft during severe weather last year.

Bo Xu, a Chinese national, was nominated for the award by China and impressed judges with his heroism in the rescue, going as far jumping into the freezing water to help save the two survivors.

The IMO Award for Exceptional Bravery at Sea is the IMO’s highest honor for bravery.

Bo Xu served as Chief Officer of the Chinese oil tanker Jian Qiao 502 on the morning of December 12, 2021, when they were alerted to a sinking cargo ship approximately 30 nautical miles northeast of Zhifu Bay and changed course to render assistance.

After one and a half hours of an exhaustive search, Xu spotted a drifting liferaft filled with seawater and carrying two survivors. The Jian Qiao 502 headed for the raft and the crew quickly realized that both survivors were too weak to securely tie a rope to themselves.

It was at that point that Xu, without hesitation, jumped into the freezing waters and swam relentlessly towards the raft, battling high waves and strong currents. After several attempts, he reached and pulled himself to the raft and tied the ropes to the survivors, who were then successfully transferred to the deck with the help of other crew members.

Upon his return to the ship, Xu immediately performed emergency resuscitation on both survivors, despite fatigue and cold. Unfortunately, only one of the victims survived.

Chief Officer Bo Xu will be presented with award by the IMO Secretary?General at the IMO Awards Ceremony on November 2, 2022, during the 106th meeting of the IMO Maritime Safety Committee (2-11 November).

Another five individuals or sets of nominees will receive certificates of commendation for their acts of bravery, while a further six will receive letters of commendation. Details of each are below.

In total, 41 nominations were received for the 2022 award from 17 Member States and two non-governmental organizations in consultative status with IMO.

Certificates of Commendation

The Council agreed to award certificates of commendation to:

The crew of SAR helicopter Rescue Cyclone Victor, Flotilla 33F, Lanvéoc Naval Air Base, French Navy, nominated by France, for the rescue in severe weather conditions and heavy seas of the entire crew of the sailing vessel Don Quijote, which was badly damaged.

The crews of Indian Naval vessels INS Kochi and INS Kolkata, as well as those of tug/supply vessel Greatship Ahalya, for the rescue of 261 personnel (of which there were 18 casualties) on board the accommodation barge P-305, following its collision with an oil rig during cyclone Tauktae.

The crew of the fishing vessel Fukuseki-maru No.15, nominated by Japan, for the successful rescue of all 20 lives onboard the half?sunken fishing vessel Bandar Nelayan 188.

Three crews of the Coast Guard Air Station Cape Cod, MA, United States Coast Guard; three crews of the 413 Transport and Rescue Squadron, Greenwood NS, Royal Canadian Air Force; and the crew of the CGCC Cape Roger, Canadian Coast Guard, nominated by the United States, for the international rescue operation of all 31 crew members of the fishing vessel Atlantic Destiny, which was on fire, unpowered, flooding and violently pitching and rolling.

Aviation Survival Technician Second Class Juan Espinosa Gomez, Coast Guard Air Station Sitka, Alaska, United States Coast Guard, nominated by the United States, for the rescue of a mariner of the sailing vessel Ananda, amidst heavy seas and limited visibility caused by a powerful Alaskan storm.

Letters of commendation

Letters of commendation will be sent to:

The crew of rescue helicopter B-7309, Beihai Rescue Bureau, nominated by China, for the search and rescue operation of five fishers of the capsized fishing vessel Liao Zhuang Yu 65558.

The crew of the fishing vessel Zhe Yu Yu 82085, nominated by China, for rescuing five surviving fishers of the sinking vessel Shen Lian Cheng 707.

The firefighter of the Hazardous Environment Intervention Group (GRIMP), Departmental Fire and Rescue Service of Reunion (SDIS 974), nominated by France, for his actions during the co-ordinated rescue of 11 crew members of the grounded tanker Tresta Star.

Captain Kakha Bezhanidze, Master of the M/T Elan Vital, nominated by Georgia, for the co?ordinated search and rescue operation of 10 survivors found in three separate life rafts after the sinking of the M/T Suvari H.

Aviation Survival Technician First Class Newsward K. Marfil, Coast Guard Air Station Barbers Point, Hawaii, United States Coast Guard, nominated by the United States, for the rescue of two pilots forced to ditch their cargo aircraft into the Pacific Ocean.

Mr. Nguyen Van Hoa, Leader of the Anti-Drugs and Crime Team, Tan Thanh Border Guard Post, Provincial Border Guard Command of Binh Thuan, nominated by Viet Nam, for rescuing a swimmer swept away by fast-flowing currents.

Source: https://gcaptain.com/chinese-chief-officer-to-received-imo-bravery-award/


Oslo-listed product tanker unit of BW Group, Hafnia, has proposed to increase its authorised share capital by an additional 25%.

In a letter to the shareholders, BW Group chairman Andreas Sohmen-Pao asked to up the share capital from $6m to $7.5m by the creation of an additional 150,000,000 common shares of par value $0.01 each equally ranked with the existing shares of the company, closing yesterday at around $3.14.

The company’s current share capital is divided into 600m common shares of par value $0.01 each, of which close to 500m common shares have been issued.

Sohmen-Pao wrote that the move would provide Hafnia with a “greater degree of flexibility in structuring transactions and would allow it to issue new shares in connection with fund raising opportunities as and when they arise.”

Hafnia commercially operates a fleet of 252 vessels, including newbuilds, of which 146 are owned or chartered-in. The company reported a net profit of $21.3m for Q1 2022, with earnings per share of $0.05.

Source: https://splash247.com/hafnia-moves-to-up-share-capital-to-fund-growth/


Product tanker ANGEL 33 reported abandoned and adrift some 400 nm NE of eastern Papua New Guinea, South Pacific, as of evening Jul 16. Tanker is unlit, navigational lights are off. Last ship’s AIS position dated May 19. The ship sailed into the area from Kaohsiung, probably she was engaged in bunkering fishing vessels. No news on ship crew fate, character of accident, etc., awaiting details, updates.

New FleetMon Vessel Safety Risk Reports Available: https://www.fleetmon.com/services/vessel-risk-rating/


Product tanker ALGOSCOTIA made an emergency call at port of Baie-Comeau, Quebec Province, Canada, about a month ago, after encountering rudder problems. Tanker was suuposed to fix the problem and resume voyage, but she has been stuck in port for a month or more, waiting for spare parts, and will probably remain at port until at least Jul 20. Tanker is berthed along pier which is used by local fishermen, understood anglers, during mackerel season, but because of tanker berth is closed for strollers and anglers, hence locals concerns and displeasure.

Source: https://www.fleetmon.com/maritime-news/2022/38805/algoma-tanker-stuck-port-rudder-issues-locals-angr/


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