After the Exxon Valdez spill to the Deepwater Horizon spill and now the likely spill from Iranian tanker (Panama flag) Sanchi from collision in East China Sea, we hope that a process will start for establishing Marine Protected Areas in the Arctic, covering both : Navigation transit limits for ocean going vessels and permitted areas for natural resource exploration or exploitation.
We all need to do all we can to protect the Arctic Marine Environment.
It reminds me of the Native American Proverb : ''We Do Not Inherit the Earth from Our Ancestors; We Borrow It from Our Children''
Global warming and pollution is accompanied by loss of oceanic oxygen, which structures the ecology of life in the ocean The ocean is losing its oxygen rapidly and oxygen-depleted ''dead-zones''are on the rise..
Climate change is the key culprit in the open ocean as warming surface waters make it harder for oxygen to reach the ocean interior.
With the recent Panama flagged tanker Sanchi casualty with loss of 32 lives making headline shipping news (with coverage from BBC) have made IMO/Panama registry talk of holding enquiries, etc. with likely extensive environmental damage; it is high time that ship owners and their ship managers realize that on LNG, Tanker vessels, etc. it is imperative that regular external navigational, safety audits should be carried out by third parties (senior master mariners) as a measure for loss prevention. There's an old saying that if you think safety is expensive, try an accident….
Putting a speed limit on ocean going container vessels as they sail near ports and coastlines could cut emissions of air pollutants by up to 70%
While container vessels account for less than 5% of the total ocean going vessel fleet, they emit more than 21% of the CO2 from the international shipping industry.
''Sukhpal Maritime has been my "go to" source for all things shipping and maritime related. Capt Rabinder's local and global knowledge in the industry is thorough." - Legal Support Professional, United Kingdom
LONDON (Reuters) - The International Maritime Organization intends to ban ships that do not have equipment to strip sulphur from carrying fuel that has a sulphur content above new limits in 2020 - IMO official
Cycles in the shipping industry?
We partly explain the boom of 2008 to the present bust ... (except in the oil tanker trade)
From 2000 to 2008 world trade increased by an average 5.4 per cent each year, which was the main reason behind the massive increase in shipping then. The wide spread of open ship registries like Panama, etc, allowed the shipping companies to combine the relatively low capital costs in the industrial countries with the low labour costs for seafarers from developing countries like the Philippines, India,China, etc via outsourcing to third party ship managers .. so It became possible to compensate for sharply rising labour costs, especially in the industrial nations.
Some wealthy shipowners, through their lawyers or otherwise, got the big shipping banks to invest in their ship acquisition planned deals....based on a simple idea of setting up Panama or BVI shell company for each of the FOC flagged ship they would acquire ...
So all looked good....and with many bankers, lawyers, shipowners jumping in from rich countries to make easy, safe and big money .... until a huge tonnage over capacity was created ....which has ultimately led to the present state of low freight rates for container ships .
The huge third-party ship management industry is built on operating flag of convenience vessels owned by the wealthy under shell companies from various Tax havens, who provide secrecy as their primary product. The banking secrecy is created by law, as pioneered by the Swiss in 1934 .
John D. Rockefeller's Standard Oil Company was first to register its ships in Panama avoiding U.S. taxes
Recommended Reading ☛ The HiddenWealth of Nations: The Scourge of Tax Havens. by U.S. economist Gabriel Zucman
LNG is natural gas that has been converted to liquid form for ease of storage or transport. Singapore port will be in the forefront of use of LNG as a bunkering fuel for ships and is being termed as the fuel for the future due to higher environmental standards and being cost effective. Major container liner companies such as CMA-CGM are working towards developing future ships which are (Liquified Natural Gas) LNG fueled
Any case of Seafarer Abandonment by ship owners should immediately trigger blacklisting of the Flag State involved by IMO, ITF and other concerned bodies; as the present regulations are not having the desired impact.
Thereafter, the multitude of Flag States will be more eager to exercise due diligence when it comes to selling their Flag to dubious ship owners.
The Captain's Blog
Most economists in a recent survey view a trade war between the U.S. and China as the biggest threat to the U.S. economy in 2019
Cargo claims are a huge loss for large Container Carriers and Alliances that move thousands and thousands of containers from one part of the globe to a far off destination.
In transit the cargo can get damaged due to mishandling, improper packing, fire or collision, and so on.
The consignees of the cargo then upon discovering damage, normally get a marine surveyor or loss adjuster to survey the extent of damage and upon calculation of the commercial loss incurred by them they proceed to make a cargo damage claim .
The large container carriers then have to defend themselves against hundreds or thousands of such claims and proper expertise in handling them is required or else the container carrier may find itself faced with a severe cash flow problem, at a critical time when freights are low.
The claims department of the Container Carrier is a mirror where its customers judge its efficiency and viability. Cosco Shipping & CMA CGM excel in claims management process.