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#SILVERELEANOR#OilChemicalTanker#MarinersPlanet

SILVER ELEANOR TANKER SHIP FOR MERCHANT NAVY

IMO: 9692301

Name: SILVER ELEANOR

Vessel Type – Generic: Tanker

Vessel Type – Detailed: Oil/Chemical Tanker

Status: Active

MMSI: 538006226

Call Sign: V7KT5

Flag: Marshall Is [MH]

Gross Tonnage: 29460

Summer DWT: 49746 t

Length Overall x Breadth Extreme: 183.06 x 32 m

Year Built: 2015

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LVER ELEANOR TANKER SHIP FOR MERCHANT NAVY

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VICTORY C BULK CARRIER SHIP – MARINERS PLANET

IMO: 9588419 Name: VICTORY C Vessel Type – Generic: Cargo Vessel Type – Detailed: Bulk Carrier Status: Active MMSI: 636019313 Call Sign: D5TY2 Flag: Liberia [LR] Gross Tonnage: 22137 Summer DWT: 33500 t Length Overall x Breadth Extreme: 179.5 x 28 m Year Built: 2012 #VICTORYC#MarinersPlanet#BulkCarrier

#VICTORYC #MarinersPlanet #BulkCarrier

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IMO: 9077898
Name: WADI ALARISH
Vessel Type – Generic: Cargo
Vessel Type – Detailed: Bulk Carrier
Status: Active
MMSI: 622121420
Call Sign: SSHW
Flag: Egypt [EG]
Gross Tonnage: 37550
Summer DWT: 64214 t
Length Overall x Breadth Extreme: 225 x 32.24 m
Year Built: 1994
Home Port: ALEXANDRIA

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WADIALARISH #BulkCarrier #MarinersPlanet

WADIALARISH #BulkCarrier #MarinersPlanet

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#HAIDELI#OILCHEMICAL#TANKERSHIP

HAI DE LI OIL CHEMICAL TANKER SHIP

IMO: 9871000

Name: HAI DE LI

Vessel Type – Generic: Tanker – Hazard B

Vessel Type – Detailed: Oil/Chemical Tanker

Status: Active

MMSI: 477369800

Call Sign: VRSV9

Flag: Hong Kong [HK]

Gross Tonnage: 19467

Summer DWT: 28310 t

Length Overall x Breadth Extreme: 177 x 28 m

Year Built: 2019

#HAIDELI#OILCHEMICAL#TANKERSHIP#MarinersPlanet

HAI DE LI OIL CHEMICAL TANKER SHIP

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Elite Salvage Team Expected to Clear Up Suez in 5 to 6 days
The existence of maritime chokepoints, especially in the Suez, Panama Canal, the Strait of Hormuz, and Southeast Asia’s Malacca Strait pose serious threats to the continuation of the world’s supply chain.
As the backlog of ships is expected to enter a third consecutive day on the world’s most important waterway, an elite salvage team is undertaking the remarkable challenge of freeing the massive container vessel that’s blocking traffic in the canal.
On Thursday, work to re-float the EVER GIVEN has been rigorously restarted, with tugs and diggers having so far failed to budge the vessel. Traffic along the waterway was temporarily suspended on Thursday as well. Industry experts commented that the drama could well unfold until Monday.
SMIT Salvage BV, a legendary Dutch firm specializing in salvage operations has undertaken the especially hard task of salvaging the grounded container ship. Employees of SMIT Salvage BV can be seen parachuting themselves from one ship wreckage to the next in an effort to save ships, seldom during violent storms.
According to people familiar with the matter, Japan’s Nippon Salvage has also been employed to boost the re-floating process.
Rockford Weitz, director of the Fletcher Maritime Studies Program at Tufts University said, “Dislodging a grounded ultra-large container ship in the Suez Canal will be challenging due to the confined nature of the canal’s shipping channel. This presents additional complications in comparison to a grounding on a reef or shoal.”
With its twisted starboard, the ship may be connecting continents, but it has halted a trade worth $9.6 billion every day, as per estimates from Llyod’s List, which used a back-of-the-envelope calculation to come to the number. The industry journal concedes that these are “rough calculations,” however.
The Suez Canal Authority has repeatedly refused to comment on the work or given any indication as to when ships could resume traffic in the vital canal.
Nick Sloane, the salvage master responsible for refloating the Costa Concordia, the cruise ship that capsized on the coast of Italy in 2012 said that it’s safe to say that the best chance for freeing the ship may not come until Sunday or Monday when the tide will reach a peak.
Greg Knowler, the European editor at JOC Group, which is part of IHS Markit Ltd, said, “The Suez Canal blockage comes at a particularly unhelpful time. Even a two-day delay would further add to the supply chain disruption slowing the delivery of cargo to businesses across the U.K. and Europe.”
Today 280 vessels, mostly bulk carriers, container ships, and oil or chemical tankers, are waiting to cross the canal.

Elite Salvage Team Expected to Clear Up Suez in 5 to 6 days

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IMO: 7235240

Name: WORLD PROGRESS

Vessel Type – Generic: Tanker

Vessel Type – Detailed: Crude Oil Tanker

Status: Decommissioned or Lost

MMSI: –

Call Sign: –

Flag: –

Gross Tonnage: 115822

Summer DWT: 237276 t Length Overall x Breadth Extreme: 320.87 x 52.46 m

WORLD PROGRESS CRUDE OIL TANKER SHIPYear Built: 1973

WORLD PROGRESS CRUDE OIL TANKER SHIP

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Seaman are left on there on .. Master is responsible man but a lot of interference is there in carrying out his duties and nobody respects command decisions  as companies especially management companies donot respect command decisions … You must have experience when you call DPA , due time difference DPA is sleeping and reluctant to pick the phone. There was time when agents were afraid to face masters as there was always a good support to master from owners . Now no owner is directly engaged to ship. All are employees …Even our seafarers are also very smart these days ..


One of experience is one of CE on  ship acted unconcious and staff had to arrange for stretcher and carry him on stretcher to the ambulance in shanghai .. And as per he was quite amazed in the ambulance CE stood up happily thought signing off, but he was brought back to ship after seeing doctor with prescription ,and company told to take him for some time if required will send helicopter for him if he really sick on phone not in written . This CE was assured he will be signed off then he became alright and healthily sailed to sign off port .


Second experince … A second engineer .. Fell down in engine room swelling on his face and near head, ship asked for medical assistance through agent in hongkong ..ship was going to pick the pilot in 2hrs .. Agent did not arrange for doctor visit or hospitalisation ..and DPA told to take him and sail even after showing picture  when master refused to take pilot and asked first take the  officer to doctor and give fitness certificate in order to make him sail. Then immediately agent arranged for ambulance and ship sailed without 2/e… think under pressure from office he worked and money was more important than human life … And think unless master take strong decisions such problems cannot.be solved .


In other words ..respect for the command is lost.. As there is less support to master ..agents understand master is just a person who make msgs only and decisions are taken from shore personals .. There fore it was taken long time to arrange for ambulance and master cannot even say much and take much decisions as he can be taken as not cooperative for the management ….In above scenario  suggest master either take good decisions for the welfare of fellow or be ready to leave the job.

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Mission to Seafarers announces crew welfare campaign to maintain seafarer support during pandemic
The Mission to Seafarers announced the launch of a new fundraising campaign to sustain the crew welfare support currently being provided around the world at a time when it is most needed and as the COVID-19 pandemic continues.


The Mission will unveil a rolling programme of initiatives which will have significant benefits for the welfare of the entire industry from welfare training for seafarers and frontline staff to new family support network offerings, reassurance and practical help.


The programme has already received a generous donation from MSC to start the Sustaining Crew Welfare Campaign which will ensure the Mission is providing the best care possible, encouraging innovation in adapting and maintaining services to meet seafarers’ needs, and providing mental wellbeing support.
Following the success of the Flying Angel Campaign, which provided immediate welfare relief where it was most needed, The Mission to Seafarers is now focusing on a sustainability programme to ensure the support continues for seafarers.

In response to a possible mental health crisis, the lack of crew changes and the families impacted by extended or cancelled contracts, the Mission will be focusing initially on three main strands to offer support: Justice & Welfare, Innovation & Regional Support and Family Support.


Justice & WelfareThe Mission is often the first point of contact for seafarers in difficulty.
Issues can include abandonment, the aftermath of a pirate attack, human rights abuses or issues between crews such as bullying and harassment. Seafarers’ families often contact the Mission following a bereavement or where a loved one has been lost at sea.


Where possible, Mission teams co-ordinate the work with recognised organisations, such as Port State Control to enable chaplains to focus on the mental health and wellbeing side effects of the issue and to provide practical support.This fund will help The Mission enhance the training of its frontline teams to cope with the new demands they are facing during the COVID-19 pandemic.Innovation & Regional SupportThe Mission to Seafarers operates in nine regions, each one differently impacted by the COVID-19 crisis.
This campaign will enable local and regional teams to adapt their support, depending on what local seafarers need most, according to current and emerging requirements.
In locations where chaplains and ship visitors have been able to visit vessels, the demand for SIM cards has soared, with Hong Kong reporting sales of 25,000 units in three months.
Adaptation of seafarer centres could allow crews 24/7 access to specific areas.Family SupportMaintaining the Family Support Network in the Philippines is essential and the Mission plans to establish a new service in India.

This offering is vital to support families emotionally and practically.


The Family Support Network in the Philippines was established in 2017 and, during the pandemic, the team in Manila provide transport for returning seafarers and food to families with no income.
They have also co-ordinated the provision of life-sustaining medication to seafarers overseas living with HIV.
Across the network, teams continue to support seafarers and their families who have financial, emotional, health or relationship concerns.


Based on the success in the Philippines, the Mission plans to build a new Family Support Network in India.
During the pandemic, our Chaplain and the Tuticorin team has provided vital food to over 1,000 seafarers’ families who have been unable to work due to the issues in crew changes.
The Mission sees this as an important development for the charity and the seafarers.
“For us at MSC, our people are our number one priority.
As an essential conduit for global trade, container shipping relies on the seafarers who keep global trade moving even under extremely difficult operating conditions.

We are proud to support initiatives such as the new Crew Welfare Programme by The Mission to Seafarers to alleviate the hardship on these heroes of the transportation world and their families, who are absolutely essential to the trade flow which our society all relies upon,” said Bud Darr, Executive Vice President, Maritime Policy and Government Affairs, MSC Group.


The Revd Canon Andrew Wright, Secretary General of The Mission to Seafarers, added :“During the pandemic, seafarers’ health has become even more fragile, with some working in excess of a year without a break.
With limited crew changes, and in some countries no sign of the pandemic easing, our help is vital to those on the front line of international trade.


Our Flying Angel Campaign was crucial to providing rapid relief and support to seafarers facing the most challenging circumstances.“Now we need to be able to sustain this network of welfare support.
We are calling on the industry to recognise that this crisis has not abated and we need to unite to support our international key workers.


Without the generosity of donations, our work is not possible.
We give our sincere thanks to MSC for providing the first donation of our new campaign and look forward to being able to continue our support for seafarers.”

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Landmark ILO ruling says govts failed to protect seafarers’ rights under international law

HUMAN CAPITAL
December 18, 2020, by Jasmina Ovcina

The International Labour Organisation’s (ILO) Committee of Experts issued a ruling that governments have failed in their duty of care towards seafarers under international law during the COVID-19 pandemic.

In the first ruling of its kind, the committee of 20 jurists found that governments failed abjectly to protect the minimum of seafarers’ rights, as set out under the Maritime Labour Convention (MLC) 2006.

This includes basic rights such as access to healthcare, repatriation, annual leave and shore leave.

The finding follows submissions made by the International Transport Workers’ Federation (ITF) and of the International Chamber of Shipping (ICS).

Responding to the ruling, ITF General Secretary Stephen Cotton and ICS Secretary General Guy Platten issued a joint statement :

“Governments have been asked for months to address the crew change crisis, now they have been told that they must act to help the hundreds of thousands of seafarers still on-board ships due to the unlawful actions of member states.”

“This ruling clearly sets out that it is both legally and morally wrong for countries to continue to expect seafarers to work indefinitely, supplying the world with food, medicine and vital supplies, while depriving them of their fundamental rights as seafarers, as workers, and as humans.

This landmark ruling is a clear vindication of what seafarers’ unions and shipowners have been saying for the past nine months.”

“This ruling makes clear that all governments have to follow international law and urgently recognise seafarers as key workers with practical effect.

This means allowing seafarers to get off in ports for medical attention.

It means enabling seafarers get to an airport to fly home when their contracts are finished.

And it means letting replacement crews through a country’s border to join those waiting ships without having to battle a mountain of bureaucracy.

To date, only 46 countries have classified seafarers as key workers, which is simply not good enough.”

As explained, a roadmap has been laid out for how to resolve this humanitarian crisis and return to a normally functioning crew change system that the world’s supply chains can rely on.

It’s up to governments to get on with implementing that roadmap and urgently prioritise seafarers as key workers for COVID-19 vaccines as a clear demonstration of compliance with this finding.

The crew change crisis
National travel restrictions introduced because of the Covid-19 pandemic have impacted 400,000 seafarers who have been unable to go home or be replaced.

Hundreds of thousands of workers are being forced to overrun their contracts and are currently stuck at sea or are waiting to start their tours of duty.

The current situation risks the safety and mental wellbeing of seafarers.

While the continued inability to rotate seafarers on and off ships poses a serious threat to the ability of ships to deliver vital cargo at a time when countries need it most.

The ICS and ITF have campaigned for a year to label seafarers as key workers and to ensure that their rights are not breached because of the Covid-19 pandemic.

Landmark ILO ruling says govts failed to protect seafarers’ rights under international law

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MOL: Wakashio grounding caused by unsafe behaviors due to overconfidence

ENVIRONMENT
December 18, 2020, by Jasmina Ovcina

The probable cause of the devastating grounding and oil spill from Wakashio off Mauritius are unsafe behaviors due to overconfidence that stems from complacency, Japanese shipowner MOL said.

The bulk carrier Wakashio, chartered by MOL from a subsidiary of Nagashiki Shipping Co., ran aground off the island of Mauritius on July 25 and leaked bunker oil on August 6.

Around 1,000 tonnes of oil are estimated to have leaked from the wreck, in what is considered the worst oil spill in the history of Mauritius.

Based on the information the shipowner obtained from the crew members, two days before the grounding of Wakashio, the vessel changed her passage plan-the distance from the coast when sailing off the island of Mauritius-from 22 nautical miles to 5 nautical miles.

On the day of the grounding, the crew tried to further reduce the distance from the coast from 5 nautical miles to 2 nautical miles, to enter an area within the communication range of mobile phones and used a nautical chart without sufficient scale to confirm the accurate distance from the coast and water depth.

In addition, a crewmember neglected appropriate watch-keeping (visually and by radar), even though the ship was trying to sail 2 nautical miles off the coast.

As a result, Wakashio ran aground in shallow water (10m deep) 0.9 nautical miles off the coast of Mauritius.

Similar findings were released following a preliminary investigation by the Panama Maritime Authority which said that the bulker diverted from its navigation route approaching closer to the coast of the island as the crew was trying to pick up an Internet signal.

As disclosed, the captain of the ill-fated bulker ordered the change of course and instructed the ship to approach 5 miles away from the coast.

The Panama Maritime Authority said that the modification could also be linked to a birthday celebration of one of the crew members.

Improper charts, poor seamanship led to Wakashio disaster

In MOL’s view, such behavior on a large vessel reflects a lack of safety awareness.

“Another reason behind the cause is that the crewmembers lacked awareness of the guidelines on performing navigation in a safe manner and their efforts to conform were insufficient, because they did not prepare an appropriate passage plan that would have ensured appropriate performance, did not own and use the correct nautical map, and neglected visual and radar watchkeeping,” the company said.

MOL plans to invest the equivalent of about JPY 500 million ($4.8 million) in measures to prevent the reoccurrence of probable causes of the incident.

These should include addressing the lack of safety awareness and lack of awareness of regulations on safe navigation and insufficient performance as well as enhancing ship operation quality.

Wakashio’s bow was sent out to its final resting place on August 24 following a scuttling operation that saw the ship’s front sunk in Mauritian waters.

Chinese rescue and salvage company Lianyungang Dali Underwater Engineering has won a contract to remove the stern section of the Wakashio bulker from a reef off Mauritius’ coast.

The salvage firm is scheduled to start work on the removal operation in late December.

The work on the removal of the wreck’s stern is expected to complete in the spring of 2021, according to Nagashiki Shipping.

The Master and Chief Officer of the ill-fated vessel have been arrested and are facing criminal charges over the environmental disaster.

The International Transport Workers’ Federation (ITF) insists that the investigation into the incident needs to take place before the crew gets blamed for what happened.

According to the union, there have been reports that most of the crew on the Wakashio were kept on board beyond their normal contractual terms due to COVID-19 impact on travel.

MOL: Wakashio grounding caused by unsafe behaviors due to overconfidence

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