How many more signals do world leaders want to see that global shipping is a collapsing industry?
Between 200,000 and 400,000 sailors are stranded on ships around the world, were unable to leave their vessels due to COVID-19 restrictions, they are guilty of operating the engines of economic growth, as these ships supply 90% of the world’s production. economy in terms of the movement of goods and goods around the world, while other shipping bureaucracies, such as global aviation, have necessarily closed their doors.
Stress and fatigue build up inside the team. The industry had already had 2815 shipping incidents by July 2020, with some categories of vessels experiencing protection disorders increasing by up to 20% this year, and third quarter figures are not yet known, all of them. The indication of an immediate expansion in incident rates due to seawater stress and fatigue is at unprecedented levels. Marine insurance giant Allianz highlighted this threat by stating that “the consequences of coronavirus and sustained economic slowdown can threaten long-term protection innovations and cause increased losses due to measures of cost reduction, equipment fatigue, inactive vessels and weakening of the emergency response. “
The Secretary-General of the United Nations has had to interfere once, three times in this factor only in summer, describing fashionable maritime transport situations as a humanitarian crisis, and has called on the maritime sector to make sufficient progress in sustainability. Even the Pope asked for divine intervention.
Of the 1. 2 million sailors hired in the maritime industry on foreign routes, more than 200,000 have been stranded on ships for months after equipment shift changes and remain in tight cabins under factory conditions.
Research conducted through the International Seafarers Welfare and Assistance Network shows the seriousness of the challenge: the number of seafarers who had to exceed by more than 700% by 2020 compared to the same time last year. The figures increased from 4316 between January and July. 2019 to 30563 for the same seven-month era in 2020.
The editor-in-chief of the main maritime publication gCaptain, John Konrad, has presented an emotional call for intervention in the industry.
He spoke of 4 major disruptions in the global shipping industry that had been monitored for too long:
In his 45-minute video, Konrad indexed 26 active incidents covering the gCaptain maritime news, with a variety of examples of ships exploding, sinking and crashing.
He asked whether many of these incidents were a combination of years of weakening the protection criteria on ships that had now been emphasized with COVID-19.
With the Wakashio oil spill in Mauritius, the MV New Diamond explosion off the coast of Sri Lanka and Gulf Livestock 1 heading straight into the eye of a strong typhoon, one now wonders to what extent this caused a lack of investment in the process, education and generation of security systems.
Such incidents occur outside the public eye, as most of the world’s shipping continues to be recorded in ghost corporations in hard-to-understand offshore locations, such as Panama, the Marshall Islands and Liberia, where 50% of all giant ocean ships are registered.
These 3 countries are known to have a lower control regime than jurisdictions.
It is more than a coincidence that 3 of the biggest maritime errors of the more than two months, the Wakashio in Mauritius, the Gulf Livestock on the Japanese coast and the MT New Diamond coast of Sri Lanka, have been recorded in Panama. Panamanian maritime government reports on the Wakashio accident in Mauritius contradict satellite photographs published 3 days before Panamanian declarations, which has already called into question the credibility of the Panamanian maritime government’s ability to conduct a thorough and independent investigation into an incident that provoked national protests in the country and threatened to overthrow the government.
All parties in Mauritius’ opposition have called for greater transparency in the way Wakashio is managed. The former president of Mauritius, Dr. Ameenah Gurib-Fakim, who is not political (the president has the same role as the Queen of England in relation to the prime minister). -elect) – at BBC News last week, calling for the help of accredited investigators on shipping incidents to countries leading global investigations in the turn of destination and can advise an independent investigation in Mauritius on the collapse of Japanese shipment.
Panama is the registrar of the shipment and whose inspection regime is guilty of the protection of ships. Japan is very concerned about the incident, with a Japanese shipping owner, a Japanese shipping operator and a Japanese giant insurance company (Japan P
Here are the top 4 that the global shipping industry has ignored for too long.
The maritime industry loses between one and two giant ships consisting of week on average, with death. This year is going to be worse.
The current scenario of sailors on ships leads to a build-up of maritime protection incidents.
In 2020 alone, there has been a 20% increase in incidents with car drivers and Ro-Ro ferries, which require immediate rotation of ships at the end of the journey. reported incidents (currently in 188, 20% more than the 2019 figures).
On 12 June 2020, UN Secretary-General Antonio Gutteres said he was “concerned about the growing humanitarian and security crisis faced by seafarers around the world. “He went on to say that “hundreds of thousands of sailors from the world’s 2 million have been stranded at sea for months. Not being able to get off the boats, the maximum sea time stipulated in foreign conventions is ignored, with some sailors stranded at sea for 15 months. »
Two weeks later, on 23 June 2020, there was an unsustainable humanitarian crisis.
In the last two months alone, there have been 3 major incidents through Panamanian-flagged vessels: the Wakashio ran aground in Mauritius in mysterious cases and the worst oil spill in the country’s history amid a network of biodiversity hotspots. national environmental emergency.
The families of the 40 members of the Gulf Livestock 1 team who lack it continue to ask Japan to finish its search and rescue project after the shipment sailed directly to the attractions of a strong typhoon this month.
At the same time, a giant super-oil tanker passing along Sri Lanka’s coast, MT New Diamond, suffered a caldera explosion and exposed the entire southeast coast of the giant island of the Indian Ocean to a primary oil spill involving 2 million barrels of oil.
It is typical for Panamanian ships to have protection incidents, however, the global coronavirus pandemic is expanding those numbers and is now extending the challenge to countries with higher criteria and further maritime investigations, such as the United States. In August, 4 team members were killed and many others were injured when an American dredging ship, the Waymon L. Boyd, exploded in corpus Christi port Texas. The cause of the incident remains there amid considerations that ships may have collided with the operations of a propane pipeline.
How many of these incidents are due to poor on-board procedures that ship owners have put in position in the midst of the coronavirus pandemic?Boat operators and owners have had at least 7 months to perceive and prepare for the global pandemic, and serious questions they want to raise. they will be asked about their inability to deal with these problems.
Organizations such as the Indian Maritime Union and the Welfare of Sea people International
Maritime transport remains one of the most polluting industries in the world, if it were a country, shipping would be sixth in terms of carbon emissions.
The length of global shipping has increased to 1500% over the past 50 years. Thus, while the number of vessels remained almost the same on 60,000 giant deep-sea vessels, its sobar is 2. 5 times higher than in 2000. happened to all the cars on the road.
Even the proposals of the Environment Council of the United Nations maritime agency, IMO, dominated by Japan, make up only 25% of the point of ambition needed for global weather targets.
On 23 September, the UN Secretary-General called for a replacement in global maritime transport. He called for an urgent replacement, saying: “Navigation activities should be balanced with the long-term fitness and biodiversity of the oceans.
This means that shipping continues to act as a $500 billion subsidy for the entire oil industry by agreeing to burn heavy waste fuel at the end of the refining procedure that would otherwise require the oil industry to pay for costly and safe disposal.
Ocean Conservancy released a report Monday calling for greater urgency in the shipping industry so that the first commercially viable set of fossilless vessels leaves the production line until 2030, in less than a decade.
Scientists around the world have given governments 10 years to change.
The expedition continues to act like a beast.
If the shipment cannot be replaced on its own, the replacement must be imposed.
There is also a primary gender crisis in maritime transport.
In 2019, the UN maritime firm described the year as “Supporting Women in Maritime Times” and introduced a number of impressive initiatives. However, none of the IMO’s tough committees are chaired by Array, nor are there enough IMO officials.
Although Maurice has pointed to gender balance in his reaction to the oil spill to date, of the nearly one hundred foreign experts sent to Mauritius, 100 percent were men. For an industry that has ruled on the promotion of women in the maritime sector, this is more than an oversight. Structural disorders have been set aside for too long.
It is as if the maritime sector lacks competent leaders.
John Konrad read a list of leaders in the maritime industry who are all women and said, “We have leaders like Dr. Sylvia Earle, NOAA astronaut Kathryn Sullivan, Dawn Wright, ESRI’s oceanographer and chief scientist.
I have daily discussions with Ally Cedeno of Women Offshore and she paints harder than anyone I know and has many more paintings to make. In 1974, WISTA established and in the same year, Kathy Metcalf made her first excursion to King’s Point, one of the first women to attend a service academy. 46 years old and there’s so much more to do.
Meanwhile, there has been a war on social media over sexual harassment and rape and no one is sure of the facts, but everyone knows that it is actually shaking up some of our most valuable institutions.
U. S. Transportation Secretary Elaine Chao, a more internal female intelligence and heart minority, however, the press vilies her for conflicts of interest when she supports navigation. “
So why has the shipping industry taken gender equality seriously enough?
After each industry faced its awakening with the #MeToo movement, did the global shipping industry go unnoticed?
The lack of diversity goes beyond gender because of the lack of racial diversity.
A look at the forums and senior executives among all major corporations and shipping regulators, and the family style is beginning to emerge.
Where is racial diversity? It’s because of a lack of talent.
gCaptain explained this in John Konrad’s video.
“What has inspired me the most since the beginning of COVID is the kind of our industry that has fought harder than others. Captain Robert Cook, president of the Graduate Organization of Black Maritime College, has been fighting for the advancement of its members for 27 years.
27-year-olds and countless bright and talented OBMG cadets have graduated, entered our industry, and attained the ranks of Captain, Lead Engineer, and Pilot. Not bad. I am a captain myself and am proud of this achievement, but look into the convention rooms of our industry leaders and you will see that their paintings are finished.
The shipping industry and the United Nations agency, the International Maritime Organization, are effective in pooling our abundant quantities of marketing fabrics for World Maritime Day and other annual celebrations.
However, how difficult it is to meet the challenge of diversity.
Even persuasive reports from organizations under their duty will begin to replace behavior, but this is done at a serious level.
In general, he’s one who sends an S. O. S.
The Pope, UN Secretary General Antonio Gutteres, business leaders such as Sir Richard Branson have called for a reform of the primary industry. French President Emmanuel Macron burned in Beirut and Mauritius with maritime incidents that caused political consequences. Canadian Prime Minister Justin Trudeau tried to put ocean problems in place. in the G7 calendar at Charlevoix in 2019 and is also a member of the debatable High-Level Panel on a Sustainable Ocean Economy. 150 million other people in six countries around the Red Sea are waiting with bait to see if one million barrels of the decaying oil tanker will be eliminated in time.
Captain Andrew Kinsey, senior maritime threat representative of maritime insurance giant Allianz, was quoted in Allianz 2020 Safety and Shipping Review as saying: “Sea transport will be embroiled in conflict. geopolitical. ” You’re wrong. The shipping industry is now directly guilty of geopolitical conflicts.
As for the UN maritime regulator, IMO has shown that it is a company that manages itself, so it is the role of the G20 to intervene. The organization of the G20’s toughest countries has economies that control 80% of world trade, much of which is transported by ship.
The G20 has intensified its efforts in tax havens and faced the weather crisis. In recent years, they have become increasingly interested in intervening at Ocean Health.
The report on maritime transport is damning.
It’s through the biggest straggler in any transportation industry.
The global world lacks time for uncontrollable climate change, as does the shipping industry.
I am a progressive economist oriented to innovation, sustainability and moral economic growth. Lately I’m working with leading generation corporations in Silicon Valley in
I am an economist of progression oriented to innovation, sustainability and moral economic expansion. Lately I’ve been working with leading generation corporations in Silicon Valley on opportunities for sustainable expansion, i. e. targeting low-income countries. I chair the LSE Ocean Finance Initiative, I am a member of the WEF Global Network of Experts and a member of the CCICED China Council. My e-book on sustainability in the fourth industrial revolution, Soul of the Sea in the Age of the Algorithm, focuses on a revival of oceans and climate and is based on my delight in as an advisor in government economics and innovation and global executive directors of Fortune 500.