On 23rd July, the Australian Maritime Safety Authority (AMSA) banned the Liberian-flagged oil tanker, AG Neptune, for six months in Australian ports. AMSA examined the Port of Gladstone ship on 17 June 2022 after receiving a complaint regarding underpaying seafarers and welfare-related issues.

During the examination, AMSA found evidence that the employment agreement with 21 seafarers on board the ship was not met, and crew members collectively owed about $123,000.

AMSA, as evidence, discovered that the food and drinking water was of inappropriate quality. The quantity and nutritional value were also insufficient.

It’s also understood that a seafarer wasn’t provided adequate medical treatment and care despite being injured onboard.

AMSA, as a result, detained the vessel for several breaches of the Maritime Labour Convention, and the operator was directed to pay outstanding wages and address these deficiencies.

AMSA executive director of operations Michael Drake said that the seafarers were consistently not paid regularly. Two members of the crew had passed away from seafarer employment agreements.

Drake added that Australia accepts zero tolerance for underpayment of crew members. This type of behavior is unethical and in contravention of the MLC. The international conventions meant to safeguard the seafarers’ rights are clear.

The vessels visiting Australian ports notice that if deliberate underpaying of the crew members is discovered, they may have to pay penalties.

The AMSA takes the MLC seriously and strives to make sure that seafarers’ health and well-being are maintained on all vessels in Australia.

AG Neptune, built in 2013, is a crude oil tanker flagged in Liberia. It has a capacity of approximately 105,405 DWT tonnes.

AIS data reflects that the vessel departed Gladstone anchorage on 25 July and is moving toward Singapore.

References: The New Daily, DCN, MSN

The Chief Minister of Andhra Pradesh Sates, Shri YS Jagan Mohan Reddy has performed the Bhoomi Pooja of Greenfield Ramayapatnam Port construction project on July 20, 2022, marketing the beginning of INR 3,736.14 crores project of the development of Ramayampet Port in Nellore district.

The Goverment of Andhra Pradesh state has set a target of completing first phase at a cost of Rs 3,736.14 crores in 36 months. Four berths will be developed under the first phase. The government expects once completed the port will handle 25 million tonnes a year.

The Nellore district administration has acquired 803 acres of land and handed it over to the Andhra Pradesh Maritime Board (APMB). The state government will be building the port with its own resources to generate more revenue.

Source: https://www.maritimeeconomy.com/post-details.php?post_id=aGVnbA==&post_name=Chief%20Minister%20of%20Andhra%20Pradesh%20Shri%20YS%20Jagan%20Mohan%20Reddy%20Lays%20Foundation%20Stone%20For%20Ramayapatnam%20Port&segment_name=

St. Johns Ship Building hosted a keel laying ceremony for the first Incat Crowther 30 Crew Transport Vessel (CTV) built in compliance with Jones Act regulations in the United States. St. Johns Ship Building was recently acquired by Americraft Marine Group, a maritime subsidiary of the U.S.-headquartered privately-owned business group, the Libra Group which has 45 years of maritime heritage through its original subsidiary Lomar.

Representatives from St. Johns Ship Building, Americraft Marine and Windea participate in keel laying ceremony at St. Johns Ship Building in Palatka, Florida (PRNewsfoto/Americraft Marine)

Representatives from the customer team at Windea, a partnership of Hornblower Wind and MidOcean Wind, participated in the important milestone, and the event marks the first in a series of vessels under construction at St. Johns for Windea that will go into service at the Vineyard Wind I construction project near Martha’s Vineyard, Massachusetts.

“This ceremony is a very proud moment for Americraft Marine, as it represents the first keel laying ceremony at St. Johns Ship Building under our ownership and is the culmination of a lot of hard work from the outstanding team at St. Johns,” said Ed Sheets, executive vice president and director of business strategy for Americraft Marine Group. “We could not be happier to have Hornblower and their partners return to St. Johns Ship Building to build the vessels that will help America move closer towards energy independence and a cleaner, healthier environment for generations to come.”

The construction of this series of Incat-designed vessels also signals the official launch of St. Johns Ship Building’s new focus on dedicated high-speed aluminum vessel production. The Incat 30 is a 30-meter crew transport vehicle with a max speed of 29 knots and made of marine-grade aluminum. The groundwork for this focus on supporting the construction of Jones Act-compliant CTVs was laid more than two years ago through multiple facility modifications and the acquisition of new production equipment such as the installation of a computer numerical control (CNC) router for processing of non-ferrous metals and composite materials.

“The employees at St. Johns Ship Building continue to work hard to augment our well-equipped facility to support a diversified product line, which already includes several steel and aluminum projects,” said Jeff Bukoski, president of St. Johns Ship Building. “Our efforts are reinforcing the industrial strength of U.S. shipbuilding, and we remain prepared to construct and repair almost all of the various vessel types that will be required to support the future of this country’s offshore wind development needs.”

Source: https://www.maritimeeconomy.com/post-details.php?post_id=aGVoag==&post_name=St.%20Johns%20Ship%20Building%20Announces%20Keel%20Laying%20Ceremony%20for%20Jones%20Act%20Compliant%20Crew%20Transfer%20Vessels&segment_name=4

Capesize

A mixed week for the Capesize sector, but it ended on a positive note. The timecharter average of the five routes rose above the $20,000 level and closed at $22,362 on Friday. Activity was largely seen from the Pacific, including coal from Indonesia and iron ore from West Australia to China. The latter maintained above $11 with a marginal improvement compared to the end of last week. Tonnage availability looked tight for ballast trades for first half of August. As the week finished, the Brazil market saw more second-half August enquiry and settled at $32.111 for iron ore from Tubarao to Qingdao. In the North Atlantic, fronthaul and transatlantic business appeared to be less active than recently, declining week-on-week to $30,278 and $47,083 respectively.

Panamax

Something of a midweek push gave the Panamax market a much needed boost. However, the week did end on a somewhat subdued note as market players adopted a cautious approach. The north Atlantic began the week brightly with a glut of transatlantic deals concluded basis delivery APS load port in the low $30,000s. This equated for BKI types to circa $17/18,000 delivery this side, whilst East Coast South America saw better demand for second-half August arrival dates. An 82,000-dwt delivery Passing Muscat Outbound achieved just over $20,000 for a trip via EC South America redelivery Singapore-Japan midweek. Asia, for weeks, has been primarily Indonesia coal centric. But the market was marginally better supported this week by Australian coal, which was primarily destined for India. A 81,000-dwt giving delivery South China fixed at $19,000 for a trip via Indonesia to India. Period news included an 81,000-dwt delivery China achieving just shy of $20,000 for a five to eight month period.

Ultramax/Supramax

Overall a slightly more positive week than of late. The Atlantic saw improved activity from the US Gulf region and also stronger demand from East Coast South America for August dates. A good amount of enquiry helped sentiment gain ground from South East Asia. However, there was ample supply of tonnage. On the period front, limited activity was seen. A 61,000-dwt was rumoured to have fixed a short period around $26,000. The Atlantic saw a 58,000-dwt fixing a US Gulf fronthaul redelivery Japan at $28,000 and a 52,000-dwt fixing from Mobile for a trip to East Coast South America in the low $27,000s. From Asia, A 52,000-dwt fixed delivery Singapore for a trip via Indonesia redelivery China at $24,000. For Australian business, a 58,000-dwt was heard fixed delivery Singapore via Australia redelivery Singapore-Japan at around $25,000. From the Indian Ocean, 63,000-dwt open East Coast India was heard to have fixed a trip to West Africa with bagged rice in the upper $20,000s.

Handysize

A positive week in both basins despite limited visible activity. East Coast South America remained buoyant, with a 32,000-dwt fixing from Santos to Morocco at $27,000 and a 35,000-dwt rumoured to have fixed from South Brazil to Morocco at $29,000. A 37,000-dwt was fixed from Fairless Hills via North Brazil to Norway with alumina at $17,500. From the Mediterranean/Continent, a 32,000-dwt fixed from Safi to Chittagong with fertilizer at $19,000. Also, a 32,000-dwt fixed from Canakkale via the Black Sea to Algeria at $18,000. From Asia, it was a mixed bag. A 38,00-dwt was rumoured to have been covered for a trip from CJK via Australia to China at $20,500. A 37,000-dwt was also rumoured to have been placed on subjects for a trip delivery Singapore via Australia redelivery China at $22,500. Period activity remained sparse, but a 38,000-dwt open Santos was rumoured to have fixed for three to five months trading at $27,500.
Source: The Baltic Exchange

When a vessel changes ownership and/or manager, it can take some considerable time before the new crew and management are fully familiar with the vessel. Familiarisation starts as soon as ship’s staff get onboard and must be completed before sailing.

The ISM Code requires that all crew receive a proper familiarisation on the vessel prior to sailing.

ISM Code 6.3 The Company should establish procedures to ensure that new personnel and personnel transferred to new assignments related to safety and protection of the environment are given proper familiarization with their duties. Instructions which are essential to be provided prior to sailing should be identified, documented and given.

Members are reminded that to sail the vessel safely, be ready for the possible PSC inspection at the first port and the Club’s required condition survey, below are some essential areas to be familiar with.

Crew-familiarisation

General Routines– all Officers and Crew:

• PPE Matrix
• All alarm signals – General, Fire, MOB, Abandon Ship, CO2, etc.
• All accesses and emergency escape routes
• All watertight doors – all locations and alarm panel
• Emergency muster – all emergency duties explained
• Boat muster – lifeboat, liferaft, Marine Evacuation Systems launching procedures and duties explained
• Fire detection system – locations of fire alarm panel and fire detectors and operation procedure
• Automatic door release mechanisms on fire doors
• Fire-fighting appliances – all locations and uses
• Life-saving appliances – all locations and uses
• First aid equipment
• Pollution control
• Security duties
• Internal communication system
• Enclosed space locations and entering procedure
• Safety Data Sheets – all locations and uses
• Location of SMS Manual and Safety Training Manual
• DPA contact details

Deck Officer

• Navigational Systems and Equipment
• Telegraph and Bridge control of Main Engine (Changeover procedure to engine room control)
• Thruster(s) control
• Steering system – Manual, Auto-pilot, changeover to Emergency
• Manoeuvring characteristics and stopping distances
• Whistle controls
• Navigational lights, signalling lamp and bridge search lights
• Deck, overside and bridge lighting panels
• GMDSS Equipment including VHF equipment
• Course and Engine telegraph recorders
• VDR
• Bridge alarms and indicators
• Cargo securing arrangement
• Ballast system and ballast water management plan
• Cargo space bilge system and water ingress alarm system
• Fixed gas detection system
• IG system
• Ventilation system shutdowns
• Deck machineries and lifting appliances control and emergency stops
• Hatch covers operation
• Mooring system

Engineering Officer

• Main Engine start (from bridge, ECR and locally), changeover of Main Engine control
• Generators (remote and local control, paralleling operation) and emergency diesel generator
• Steering gear – Manual and changeover to Emergency mode
• Oily water separator and engine room bilge system
• Boilers
• Purifiers
• Main and emergency air compressors
• Pumps start (Manual/Automatic/Stand-by)
• Fuel and lub. oil transfer and bunkering procedure
• M.E / D.G / Boiler fuel change
• Engine room monitoring and alarm system
• Restoring from electrical circuits trip
• Quick closing valves and emergency shutdowns
• Ballast system and ballast water management plan
• IG system
• Ventilation system
• Deck machineries and lifting appliances control and emergency stops
• Hatch covers operation

Deck Crew

• Deck machineries and lifting appliances control and emergency stops
• Hatch covers operation
• Steering system
• Mooring system
• Cargo securing arrangement
• Sounding arrangements of bilge and ballast

Engine Crew

• Engine room equipment
• Main and emergency air compressors
• Quick closing valves and emergency shutdowns
• Ballast system
• Sounding arrangements of bilge

*Additional safety equipment as per vessel type: Polar Vessels, Oil Tankers, Chemical Tankers, Gas Tankers, Passenger Vessels, Helicopter operations, Fast Rescue Craft, Ro-Ro (Ventilation System), Ro-Ro Pax (Means of Access)

Familiarisation for a 100% change of crew requires extra attention. Bearing in mind all vessels are unique, Members should make sure they have the correct routine for their own vessels.
Source: West P&I Club

Insurers will only be willing to cover ships sailing through a proposed corridor to get Ukrainian grain out if there are arrangements for international navy escorts and a clear strategy to deal with sea mines, underwriters and brokers say.

Russia, Ukraine, Turkey and the United Nations are expected to sign a deal later this week aimed at resuming the shipping of grain from Ukraine across the Black Sea.

Ukraine’s ports have been closed since Russia’s invasion in February, which Moscow calls a “special military operation”, with marine insurers based in Lloyd’s of London and the wider London commercial insurance market awaiting more assurances given the potential losses involved with every ship.

Insurance for the ships would be possible “if a sensible solution were offered”, said Rory Colacicchi, a partner at insurance broker McGill and Partners.

“There would have to be escorts, mine sweepers, so an underwriter could say ‘that’s given us the satisfaction that it’s not just a gamble’. At the moment, that’s just a gamble, you wouldn’t be able to go.”

An acceptable escort could be provided by joint Ukrainian and Russian ships, or by the United Nations or a neutral power such as Turkey, insurance sources said.

An aide to mine sweeping could be the use of satellite technology to identify the locations of the mines, said a marine war insurer who declined to be named due to the sensitivity of the issue.

Countries such as the United States, Britain or France may have that technology, the insurer added.

The initial problem is that there are over 80 ships stuck in Ukraine – many with cargoes onboard including grain – which need to get out before new ships can go in, sources said.

A second UK-based broker, who declined to be named, said his firm had worked to get an “insurance framework” in place for a ship willing to go into Ukraine to bring out grain, once a corridor is in place.

“The client is on standby to go in from a humanitarian perspective,” the broker said.

Additional premiums charged to go into the broader Black Sea area have dropped, reflecting more confidence to provide insurance since February, industry sources said.

The additional premiums paid to go into Black Sea waters have dropped to 2% of the value of the ship from 5% shortly after the invasion, said Marcus Baker, global head of marine at broker Marsh.
Source: Reuters (Reporting by Carolyn Cohn and Jonathan Saul, editing by Sinead Cruise and David Evans)