Middle East Conflict: Straits of Hormuz Transits Remain 95% Down

Clarksons Research, the data and analytics arm of the Clarksons Group have been closely monitoring shipping activity and markets impacted by the conflict.

Summarising their latest update issued today at 12.00 am 23rd March, Steve Gordon, Global Head of Clarksons Research commented :

Strait of Hormuz transits still remain 95% down on pre-conflict levels (avg. 4 transits per day past week vs ~125 pre-conflict) with 75% of transits have been exiting the Gulf in the past week

~10 oil tankers (12m bbl) estimated to have transited through the Strait over the past 7 days (versus 250 vessels of 300m bbl in a normal week)

‘Trickle’ of very large LPG carrier transits continues, with 2 recorded yesterday and 2 Indian-linked vessels passing through the Strait today (~80% below normal over the past week)

Crude exports from Yanbu are now running at ~4m bpd (up from 1m bpd, potentially increasing to 5m bpd, and with ~40 VLCCs waiting/enroute), while arbitrage dynamics supporting long-haul US oil and gas exports

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From Operation Sindoor to Venezuela: How Chinese weapons and radars are underperforming

From Operation Sindoor to Venezuela: How Chinese weapons and radars are underperforming

China, one of the world’s largest arms exporters, is facing growing scrutiny after a string of battlefield episodes raised doubts about the reliability of its defence systems. From the reported failures of Chinese-supplied equipment during India’s Operation Sindoor to the swift US operation in Venezuela, Beijing’s military technology has repeatedly come under criticism, unsettling potential buyers.

A Taiwanese official, quoted by Newsweek, said the US operation in Caracas — which reportedly led to the capture of President Nicolás Maduro and his wife — dealt a serious reputational blow to China. The episode, the official said, highlighted Washington’s continued technological edge over military hardware supplied by Beijing.

Operation Sindoor and Pakistan’s air defence

During Operation Sindoor in May last year, Indian forces reportedly struck key military and terror-linked targets in Pakistan. Several assessments claimed that Chinese-supplied air defence systems, including the HQ-9, failed to intercept incoming strikes, including BrahMos missile attacks.

Pakistan, which sources nearly 82% of its defence imports from China, was seen as a key showcase market for Beijing’s military exports. The operation, however, exposed what critics described as serious vulnerabilities in Chinese-made systems when tested against Indian and Western-origin platforms.

Reports suggested that HQ-9 and HQ-16/LY-80 air defence units struggled to perform even around sensitive installations. The PL-15 beyond-visual-range missile, marketed as a competitor to advanced Western systems, reportedly malfunctioned or failed to hit targets, with Indian officials later displaying fragments of a recovered missile. Chinese-origin fighter aircraft such as the J-10C and JF-17 Block III were also said to have had limited impact on Indian air operations, despite unverified claims to the contrary. 

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European Commission launches consultation on the 15th update of the EU-approved ship recycling facilities list

The European Commission launched its long-awaited consultation on the 15th update of the European List of ship recycling facilities. As the NGO Shipbreaking Platform, we call on the EU to remove all Turkish ship recycling facilities that use the landing method, support the non-inclusion of Indian ‘beaching’ yards, and urge the EU to support capacity development in line with the circularity and decarbonisation objectives.

We welcome the decision to remove the Dörtel ship recycling yard in Aliağa, Turkey. An inspection carried out by the Commission revealed that a ship was being dismantled while still being partially in the water, and the facility was not equipped with an impermeable floor and a slag collector. This could with a high probability lead to contamination of seawater – the main requirements for proper hazardous waste collection and treatment were not met. Therefore, the removal of this facility from the list was indispensable. Although the decision to remove the the Dörtel ship recycling yard in Aliağa, Turkey is a step in the right direction, we find it insufficient.

“Approving yards in third countries that would never be allowed to operate in the EU creates a double standard that undermines not only recyclers that have already invested in truly sustainable methods, but also efforts to improve and scale practices to an acceptable level globally”, says Ingvild Jenssen, Director of the NGO Shipbreaking Platform.

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Ocean Yield AS: Investment in LNG carriers on long-term charters

Ocean Yield AS is pleased to announce that it has agreed to co-invest alongside Nippon Yusen Kabushiki Kaisha (“NYK Line”) in four newbuilding LNG carriers, to be constructed in Korea for deliveries in 2028 and 2029. Both parties will have an ownership interest of around 50% in the vessels.

Upon delivery, each vessel will commence long-term time charters to an investment grade-rated major energy company. The transaction is estimated to add around USD 600 million to Ocean Yield’s EBITDA backlog. The charterer may exercise extension options to extend the charter duration. The charterer is also granted options that may increase the size of the investment to eight vessels.

Chief Executive Officer Andreas Røde said in a comment: «We are pleased to expand the partnership with NYK Line through this landmark transaction. Ocean Yield has over the last few years strategically entered the LNG segment, a sector that fits our investment mandate well with its infrastructure-like characteristics and long-term charters to strong counterparties.

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A.R. Savage Company Celebrates 80th Anniversary with New Partnership and International Expansion

The Tampa-based maritime company A.R. Savage Company LLC helped establish ocean shipping in Tampa Bay, with family roots in shipping dating back to before the U.S. Civil War. Now the family behind the company is celebrating 80 years of continuous family ownership and operations of their maritime company and is expanding with a new partnership to serve ports throughout the Americas from their headquarters in Tampa.

To recognize these many milestones, the company is celebrating with clients, partners and friends on the evening of Wednesday, November 12 at the University Club. The company is publishing a special edition booklet highlighting the history of the family business, which will be given to everyone in attendance.

Following WWII, Arthur Russell Savage established his company initially as a ship agent and later as an ocean freight forwarder. When Arthur’s son, Bill, married Shirley McKay, the Savage family was now connected to the McKay family, who could trace its shipping roots to the 1840s in Tampa Bay. The family patriarch Captain James McKay Sr. proved in the 1840s commercial shipping could work in Tampa Bay, notably by shipping cattle from Florida to Cuba.

Now as a ship agent and ocean freight forwarder, its operating company A.R. Savage & Son is involved in nearly every step of an ocean-going freight vessel moving through ports such as Tampa. From logistics and compliance, berthing arrangements, arranging harbor pilots, fuel refills, mooring lines, warehousing, cargo loading/unloading, customs clearing, and caring for crews.

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Somali Basin piracy surges offshore

Piracy activity off Somalia has flared sharply since late October. Coordinated Pirate Action Groups (PAGs) are using hijacked dhows as motherships to push attacks far offshore with RPGs and automatic weapons.

In the most serious case, the HELLAS APHRODITE was boarded on 06 Nov 2025 approximately 560 nm SE of Eyl after pirates in a skiff opened fire. Crew entered the citadel; EU NAVFOR Atalanta assets, including ESPS Victoria, are responding. Within the same week we assessed an attempted boarding of STOLT SAGALAND (03 Nov) and aggressive approaches against SPAR APUS and INTERTUNA TRES (02 Nov). With naval focus stretched by Red Sea tasking, the risk envelope across the offshore Somali Basin has expanded.

If your fleet routes the Somali Basin, Arabian Sea, or ESE of Somalia, you need a live operational picture that distinguishes signal from noise.

What happened (highlights)

• 06 Nov 2025, 0850 UTC – HELLAS APHRODITE (IMO 9722766): Fired upon with machine guns and RPGs and boarded ~560 nm SE of Eyl while en route Sikka–Durban. 24 crew in the citadel; no armed security embarked. EU NAVFOR assets responding.

• 03 Nov 2025, 0145 UTC – STOLT SAGALAND (IMO 9352200): Attempted boarding 332 nm ESE of Mogadishu by four armed pirates in a grey/white skiff linked to a mothership ~5 nm away. Repelled by evasive manoeuvres, speed, and return fire from embarked security; no injuries.

• 02 Nov 2025, 1700 UTC – SPAR APUS (IMO 9734989): High-speed approach 446 nm SE of Mogadishu by AIS-dark vessel at ~15 kts; deterred through course alteration (170°) and acceleration (~30 kts).

• 02 Nov 2025, 1300 UTC – INTERTUNA TRES (IMO 9202704): High-speed stern approach 350 nm ESE of Mogadishu by skiff tied to AIS-identified mothership ISSA MOHAMAD 2; withdrew after alarm raised.

• 28 Oct 2025, 1633 UTC – Two erratic dhows intercepted ~106 nm south of Eyl (near Garacad); one seized, one escaped—early indicator of PAG mobilisation.

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Van Oord wins IADC Safety Award for redesigned gasket reducing injury risk

 

Van Oord announced that it has received the IADC Safety Award 2025 during the Annual General Meeting of the International Association of Dredging Companies (IADC) in Stockholm, Sweden.

The award was given for a redesigned gasket that reduces the risk of finger injuries when connecting the flanges of steel reclamation pipes. Traditional gaskets require workers to hold them in place during sealing, exposing hands to potential injuries.

Van Oord’s new gasket includes “ears,” which allow personnel to keep fingers further away from the flanges during assembly.

Each 12-metre section of reclamation pipe requires a gasket, and with kilometres of such pipes connected annually worldwide, the redesign can significantly reduce risks for workers.

According to René Kolman, Secretary General of IADC, “This solution may sound simple at first, but the impact is significant. With up to kilometres of pipes requiring assembly every day on projects across the globe, elegant solutions like the Van Oord gasket design can really make a difference. With this design, Van Oord hope that they and other companies can avoid cases of serious injury and at the same time cut down on lost work time.”

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China to receive rare gasoil cargo from India amid EU sanctions

China is set to receive a rare gasoil cargo from India, with a 65,000 mt cargo from Nayara Energy heading to Asia’s biggest oil consumer, sources with knowledge of the matter told Platts Aug. 13.

This comes as other global buyers adopt a cautious approach to buying from the Rosneft-backed Vadinar refinery following the EU’s move to impose sanctions.

China typically secures gasoil/marine diesel from neighboring South Korea, primarily for bonded bunkering, Chinese market sources said. The country’s most recent imports from India were in April 2020, at 42,132 mt, Chinese customs data showed.

Although the EU sanctions are set to take effect in January 2026, overseas oil product buyers have been reluctant to purchase from Nayara Energy since the sanctions were announced on July 18.

S&P Global Commodities at Sea data showed the LR1 vessel Em Zenith loaded 509,254 barrels of gasoil at the Nayara terminal in Vadinar and departed July 18. The vessel set Zhoushan, a bunkering hub with storage facilities in China, as its destination on Aug. 12 after bunkering in Singapore.

Sources in India and China said it was unclear whether the cargo had already been sold to an end-user in China or was still being held by a trader.

Zhoushan-based sources from China’s leading state-run oil companies either denied being the buyer or expressed uncertainty about the deal.

One of the Zhoushan-based sources said: “It is more likely to go to small bunker suppliers.”

Alternatively, market sources said the barrels may be stored in the bonded storage facility in Zhoushan.

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London P&I Club warns industry over incorrect loading of jumbo bags

The London P&I Club has renewed calls on ship owners, operators and charterers to address potential risks when loading Flexible Intermediate Bulk Containers (FIBCs) containing dry chemicals. The warning follows a number of incidents reported across the industry including hold fires and cargo damage in bulk carriers and general cargo ships. The issue is particularly common with vessels loading in Chinese ports.

Claims resulting from the incorrect storage and handling of FIBCs, also known as ‘jumbo bags’, can lead to significant claims, the Club notes. The Club also warns that failure to strictly comply with all relevant International Maritime Organization (IMO) regulations and guidance governing the storage and handling of jumbo bags could even prejudice P&I cover.

To help industry to understand the risks associated with incorrect handling and stowage of jumbo bags, the Club has developed a detailed video case study of a fictional bulk carrier MV Calm Sea, which can be used by vessel owners, operators and charterers, crew and port agents as a training resource for identifying risks, liabilities and best practices.

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Nigeria’s Dangote aims to end Africa’s fertilizer imports

Africa will be self-sufficient in fertilizer within 40 months, Nigerian billionaire Aliko Dangote said on Friday, on the basis of a planned expansion of his $2.5 billion plant on the outskirts of Lagos.

Africa currently imports over 6 million metric tons of fertilizer annually as it struggles to produce enough food in often challenging growing conditions.

The benefits of increasing domestic production would include reduced foreign exchange expenditure, which has been a major economic burden in Nigeria because of the weakness of the local currency.

“In the next 40 months, Africa will not import fertilizer from anywhere. We have a very aggressive trajectory right now. We want to put Dangote to be the highest producer of urea, bigger and higher than Qatar – give me 40 months,” Dangote said at the annual Afrexim bank meeting in Abuja.

Dangote runs Africa’s largest granulated urea complex, which has annual capacity of 3 million tons, 37% of which it exports to the United States. It will need to double current output to achieve his ambition. Dangote has said he is not worried about the impact of Trump tariffs.

Analysts say the market outlook for fertilizer is bullish, but there are also challenges and the kind of expansion Dangote seeks requires infrastructure to be built.

“Any new fertilizer plant or expansion project faces cost overrun risks to the producer,” Seth Goldstein, senior equity analyst at Morningstar Research, said.

Mikolah Judson, an analyst at global risk consultancy, Control Risk, cited the need for “transport infrastructure and port capacity,” saying “bottlenecks routinely delay various import and export projects in Nigeria”.

Dangote has a track record for delivering big projects. He also owns the Dangote Petroleum Refinery, Africa’s largest, although its launch was repeatedly delayed and it exceeded its initial budget.

He has said he intends to list the 650,000 barrels-per-day refinery next year and on Friday he also confirmed plans to list his fertilizer plant on the local stock exchange this year.

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Brazilian grain shipments up 9% as China seeks US alternative

Between January and April 2025, Brazilian grain shipments rose 9% y/y, supported by strong Chinese purchasing. As China imposed higher tariffs on cargoes from the US, the country sought alternative suppliers, such as Brazil,” says Filipe Gouveia, Shipping Analysis Manager at BIMCO.

The ramp-up in exports has been supported by a 9% increase in the soya bean harvest, according to estimates by the United States Department of Agriculture (USDA). Shipments were weakest in January due to a delay in the harvest, but they quickly ramped up in February, driving an increase in ship congestion. Soya beans account for 71% of Brazilian grain shipments while maize accounts for 27%.

China is a key importer of global and Brazilian grain shipments, making up respectively 25% and 53% of total shipments. Due to lower prices, China has gradually increased purchases of Brazilian cargoes over the last 10 years at the expense of US shipments. Since March 2025, US-China grain shipments have reduced further due to a 125 percentage points increase in import tariffs on US grains. Year-to-date, this has contributed to a 54% y/y reduction in US-China grain shipments while Brazil to China shipments have risen 9%.

“The pick-up in Brazilian grain exports has been positive for tonne mile demand in the panamax segment which transported 82% of cargoes in 2024. Due to their above average sailing distances, grain shipments from Brazil account for 19% of the segment’s tonne mile demand, despite comprising only 9% of its cargo volume. However, this has not been enough to keep the Baltic Panamax Index from falling 35% y/y so far in 2025,” says Gouveia.

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OPEC Reduces 2024, 2025 oil demand growth forecasts | Marine Jobs

 Crude Oil Price Movements

In November, the OPEC Reference Basket (ORB) value dropped by $1.47, or 2.0%, month-on-month (m-o-m), to average $72.98/b. The ICE Brent front-month contract dropped by $1.98, or 2.6%, m-o-m, to average $73.40/b, while NYMEX WTI dropped by $2.02, or 2.8%, m-o-m, to average $69.54/b. GME Oman front-month contract dropped by $2.55, or 3.4%, m-o-m, to average $72.48/b. The ICE Brent-NYMEX WTI first month spread remained little changed, widening marginally by 4¢/b, m-o-m, to average $3.86/b. The forward curves of oil futures prices flattened further, with the nearest time spreads contracting but remaining in backwardation. Hedge funds and other money managers raised their net long positions but maintained a bearish stance on oil prices.

World Economy

The world economic growth forecasts remain unchanged at 3.1% for 2024 and 3.0% for 2025. The US economic growth forecast for 2024 is revised up slightly to 2.8%, reflecting robust growth in 2H24. For 2025, the US growth forecast is also revised up slightly to 2.2%. Japan’s growth forecast remains unchanged at 0.1% in 2024, but for 2025, it is revised up slightly to 1.0%. The Eurozone’s economic growth forecasts for 2024 and 2025 remain unchanged at 0.8%, and 1.2%, respectively. China’s economic growth forecasts remain unchanged at 4.9% for 2024 and 4.7% for 2025. India’s economic growth forecasts for 2024 and 2025 remain unchanged at 6.8%, and 6.3%, respectively. The economic growth forecast for Brazil is revised up slightly to 3.1% for 2024, but remains at 2.1% for 2025. Russia’s economic growth forecasts remain unchanged at 3.5% for 2024 and 1.7% for 2025.

World Oil Demand

The global oil demand growth forecast for 2024 is revised down by 210 tb/d from the previous month’s assessment to 1.6 mb/d, year-on-year (y-o-y). This minor adjustment is mainly due to updated data for 1Q24, 2Q24 and 3Q24. In the OECD, oil demand is expected to grow by around 0.1 mb/d, while non-OECD demand is forecast to expand by close to 1.5 mb/d in 2024. Global oil demand growth for 2025 is also revised down by 90 tb/d from the previous month’s assessment to 1.4 mb/d, y-o-y. OECD demand is expected to grow by 0.1 mb/d, y-o-y, in 2025, while demand in the non-OECD is forecast to expand by 1.3 mb/d.

World Oil Supply

Non-DoC liquids supply (i.e. liquids supply from countries not participating in the DoC) is expected to grow by 1.3 mb/d, y-o-y, in 2024, revised up slightly from last month’s assessment. The main growth drivers are expected to be the US and Canada. For 2025, the non-DoC liquids supply growth forecast is expected to grow by 1.1 mb/d, y-o-y, unchanged from last month. Growth is anticipated to be mainly driven by the US, Brazil, Canada, and Norway. Natural gas liquids (NGLs) and non-conventional liquids from countries participating in the DoC are forecast to grow by about 0.1 mb/d, y-o-y, in 2024 to average 8.3 mb/d, followed by an increase of about 80 tb/d, y-o-y, in 2025 to average 8.4 mb/d. Crude oil production by the countries participating in the DoC increased by 0.32 mb/d in November compared with the previous month, averaging about 40.67 mb/d, as reported by available secondary sources.

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“K” LINE Held Global IT Conference 2024 | Maritime Crew

Kawasaki Kisen Kaisha, Ltd. (“K” LINE) held a global IT conference in mid-November with the goal of promoting its digital transformation (DX) strategy and strengthening security.

21 IT/DX specialists from 11 countries and regions representing major bases of “K” LINE’s global network came to Japan for a conference attended by a total of 42 people, which also included the Chief Information Officer (CIO) of “K” LINE and relevant people from the Digitalization Strategy Group and “K” Line Business Systems Co., Ltd., a “K” LINE Group IT company. For two days, they participated in workshops and energetically discussed more than 20 agenda items including solid IT infrastructure to enable the more than 5,600 employees of the “K” LINE Group to work with a feeling of security, advanced and reliable security measures for customers and solutions, DX-related projects introduced at different bases, and other topics.

The scale of business and IT varies from country to country and from base to base, but “K” LINE believes that sharing the results of IT and DX efforts should help improve its customer services in each country and region. They realized that facilitating efforts to leverage IT/DX to maintain “K” LINE’s core values, safety, environmental consciousness and quality, will result in the enhancement of the “K” LINE Group’s corporate value. They also recognized that the head office and business locations of the global network should collaborate more closely and accelerate the improvement and enhancement of the IT/DX environment in many regions.

“K” LINE is driving digitalization as a functional strategy for achieving its business strategy under the Medium-term Management Plan announced in May 2022. It will continue to strive to be a group of reliable professionals in maritime transportation that its stakeholders can trust, and together with “K” LINE’s IT family, it will contribute to enhancing corporate value and solving social issues in the fields of IT and DX.

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SpecTec and Source2Sea partnership boosts data driven decision making in the maritime supply industry

SpecTec and Source2Sea are pleased to announce our global partnership, combining SpecTec’s leading Fleet Management System, AMOS with Source2Sea’s digital marketplace. Together, our two companies will enable the right decisions through the right data.

With 40 years of experience in the maritime industry, SpecTec knows what great data looks like, and that is why the partnership on integrations between SpecTec and Source2Sea’s product catalogue platform is a perfect match.

Today, the vast majority of spend is through RFQ processes based on generic data. As a result, the basis of using all the transaction data generated, for accurate data driven decision making, is limited.

The typical pain points for both vessel crews and purchasers are often rooted in the lack of transparency in their data.

For vessel crew, the lack of accurate data impacts their ability to make informed decisions at the time of purchase: “I want to know what I am buying” or post purchase: “I am tired of not getting what I ordered”. Purchasers often express a desire to have greater clarity “I want to know where we spend our money”, allowing them to negotiate and focus on the right suppliers, categories and items.

SpecTec users now have access to the Source2Sea platform, allowing vessel crew to “Shop at sea like you do at home” with images, product descriptions, prices etc. and bringing an end to the uncertainty around data. Purchasers will have full transparency on spending – both at detailed and consolidated levels.

Everything you need in data is available with SpecTec’s Fleet Management System and Source2Sea’s platform in combination.

Mikael Weis, CEO, Source2Sea explains: “The feedback we get from our users on the usability and transparency of our platform is really great, and when they start getting transactions through and see the aggregated data, they get even more excited. A typical question we get is “What is the cost of an average provisions ‘basket’ in a given port”? Purchasers are now able to break this spend down to individual specific items. The value of having access to such specific and detailed data is unique and enables purchasers to make the right data driven decisions, which they have not been able to in the past. In Source2Sea, we are super happy that we are

integrated with SpecTec to be able to deliver additional value to the many SpecTec users at sea or on-shore”.

Naz Miah, SpecTec, Director of Product Management supports: “The integration of the Source2Sea platform into AMOS offers our customers a comprehensive solution to streamline procurement processes and optimise fleet management. By consolidating these key functions within a single platform, users can enjoy improved efficiency and enhanced control over their operations. This integration not only simplifies the management of procurement tasks but also ensures that all workflow, approval processes, and operational tasks remain fully intact and easily accessible within the AMOS system.

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Maritime leaders’ confidence on the rise amidst increased geopolitical risk | Sea Job Hunt

Data from the ICS Barometer Report 2023-2024 – launched today – has demonstrated the positive impact that improved clarity from governmental bodies such as the International Maritime Organization (IMO) have had on the sector. The comprehensive survey of over 100 global maritime industry leaders over a three-year period analyses year-on-year shifts in sentiment on pivotal issues influencing operations. It has tracked steadily rising confidence among maritime leaders in their ability to cope with challenging operating conditions.

Areas of concern for respondents include the recent increase in geopolitical instability (which is seen as a risk multiplier as it impacts other factors), malicious physical attacks and cyber-attacks (by state and non-state actors), as well as updates to global and/or regional regulatory environments and availability of fuels and infrastructure driving decarbonisation.

Emanuele Grimaldi, Chairman of the International Chamber of Shipping, comments: “We are in a period of profound transformation—marked by decarbonisation, heightened security risks, and evolving regulations. What this invaluable data driven perspective shows is that policy and clarity are key. This report tracks our industry’s progress through recent gains in confidence, while also noting key pressure points — such as the availability of public funding for green initiatives and the impact of market-based measures — which continue to require greater collaborative effort across industry leaders, government bodies, and international partners to address.”

Protectionism was also seen as a growing risk, driven by geopolitical instability, national energy security concerns, global and regional economic crises, and government-led manufacturing incentives favouring local production. Given the impacts on trade relationships and routes, this year’s ICS Barometer Report features a special focus on reshoring, nearshoring, friendshoring and offshoring — assessing the perceived impact on shipping’s current operations, as well as the factors likely to influence decision-makers to shift their own operations.

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Ports begin screening for Mpox | Maritime Union Of India

 WHO alert

On 14 August 2024 the World Health Organization (WHO) declared the mpox (monkeypox) outbreak in parts of Africa a public health emergency of international concern (PHEIC) for the second time in two years. This is the highest level of alert the WHO can issue and underlines the organisation’s concerns about the rapid spread of the disease. Its decision was prompted by a significant increase in mpox cases in the Democratic Republic of Congo (DRC) and several neighbouring countries, including the emergence of a new strain of the virus which may cause a higher percentage of patients to become seriously ill or die compared to the global mpox outbreak in 2022. However, the WHO also emphasises that mpox “is not the new Covid-19” and the risk to the general public in countries outside the DCR and neighbouring countries remains moderate

Situation report

According to the WHO’S 2022-24 Mpox (Monkeypox) Outbreak: Global Trends report as of 28 August 2024, only a few African countries in addition to the DRC have so far reported mpoх cases of the new virus strain. Outside the African region, the number of reported cases remains low and primarily relate to individuals with travel histories to countries in Africa where mpox is circulating. However, as the situation may change quickly, we recommend ship operators to stay alert to the situation and follow the evolution of the ongoing outbreak

Travel advice

At the time of writing. WHO’s recommendation to its member states is to “refrain from implementing travel-related health measures specific for mpox, such as entry or exit screening, or requirements for testing or vaccination”. However, we are aware that some port authorities have started to implement stricter health and epidemiological measures to prevent the disease from spreading via international vessels. Current examples are Singapore, India, Bangladesh, Argentina, Uruguay and Venezuela, and others may follow.

In order to avoid unnecessary delays when entering a port or conducting crew changes, ship operators and their masters should make frequent checks with local sources of information. e.g. vessel’s agent and/or Gard’s correspondents, to obtain the most up to date travel and port entry requirements available at any given time.

Crew information

It is also important to keep ship personnel informed about mpox through risk communication. eg, by displaying posters, videos, and message boards. Promotion of personal protective measures and risk-reducing behaviour is important, particularly before shoreside visits or crew changes. Key messages should include information about

Symptoms: Common symptoms of mpox include a rash lasting for two to four weeks, which may be started with or followed by fever, headache, muscle aches, back pain, low energy and swollen lymph nodes. The rash looks like blisters and can affect the face, palms of the hands, soles of the feet, groin, genital and/or anal regions, mouth, throat or the eyes. The number of sores can range from one to several thousand

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U.S. and UK Are Sidelining Fleet Auxiliary Ships Because of Crew Shortages | Rig Jobs

Both the Royal Navy’s Royal Fleet Auxiliary and the U.S. Navy’s Military Sealift Command are sidelining some of their ships because of crew shortages, according to new reports. Both organizations have had serious recruitment and retention issues for years, and the decision to stack tonnage has been long in coming.

Not enough mariners, not enough leave

Military Sealift Command is the civilian-crewed auxiliary force for the U.S. Navy, and its vessels keep the rest of the fleet running. MSC dry stores ships and fleet oilers provide ammunition and fuel to keep surface combatants in the fight, and an array of special-purpose auxiliaries – submarine trackers, surveillance ships, salvage tugs and other specialized vessels – serve non-combat needs that would be expensive to fulfill otherwise.

Among U.S. merchant mariners, MSC is known for good pay and long contracts. Because of a persistent personnel shortage, a four-month scheduled hitch can turn into eight months or more while the mariner awaits the assignment of his or her relief. Due to the Pentagon’s vacation accrual policies, the limited leave that is available may be partly unpaid.

These conditions have been common knowledge for decades, but in a tight market, skilled mariners have many options in  commercial maritime and may select a private employer with a more family-oriented rotation schedule. According to USNI, MSC’s roster has thinned, and it now has about 1.3 mariners for every seagoing billet – too few to provide consistent rotations for the 4,500 crewmembers who are on board at any given time.

To improve this ratio, MSC is seeking approval for a plan to sideline all 12 of its actively serving expeditionary fast transports (EPFs), along with two civilian-crewed sea base ships, two Lewis & Clark-class dry cargo replenishment ships and one fleet oiler, according to USNI. By cutting as many as 700 seagoing billets, MSC could boost its mariner-to-billet ratio from 1.3 to 1.5 and improve quality of life for its seagoing personnel.

Some of the sidelined vessels are among MSC’s newest and best-known ships. The expeditionary fast transports are high-speed intratheater fast ferries, built in aluminum for light weight and fitted with a ramp for vehicle loading. They have a capacity of 600 tonnes, a top speed of up to 45 knots and a 26-member civilian crew, and are commonly used for goodwill port calls and relief missions.

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Korean shipbuilders seek overseas yards for surging orders | Maritime Union Of India

South Korean shipbuilders are seeking overseas production bases through mergers and acquisitions to meet soaring demand across the world as they have secured works for the next five years.

Hanwha Ocean Co., the country’s No.3 shipbuilder, decided to establish a holding company in the US to acquire shipyards in North America on Nov. 16.

The company, formerly Daewoo Shipbuilding and Marine Engineering Co., set aside 420 billion won ($321.6 million) for manufacturing bases and stakes in other firms for its defense products when it raised 1.5 trillion won through a rights offering earlier this month. The move aimed at securing docks at home to build vessels with high profitability while producing defense products in other countries.

HD Korea Shipbuilding & Offshore Engineering Co. (HD KSOE), an intermediate holding firm of South Korea’s top shipyard HD Hyundai Co., started considering takeovers of overseas shipbuilders, according to industry sources in Seoul on Sunday.

“We kept the door open for acquisitions of foreign shipbuilders and other measures as we need to compete against Chinese rivals in the long run,” said an HD KSOE executive at an earnings conference call for the third quarter.

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China’s weekly coastal bulk freight index remains flat | Sailor Job

China’s coastal bulk freight index remained flat in the week ending Oct 20, according to the Shanghai Shipping Exchange.

The composite index for coastal bulk freight stayed flat week on week at 951.76, the SSE said.

According to the data, the coal sub-index rose 0.7 percent to 916.63.

The SSE initiated the index in 2001, under the guidance of the Ministry of Transport, to reflect fluctuations in the Chinese coastal transport market.

Source: Hellenic Shipping News

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Russia’s Putin signals OPEC+ cuts are here to stay | Shipboard Jobs

 Russian President Vladimir Putin said on Wednesday that OPEC+ coordination would continue in order to ensure predictability on the oil market and signalled strongly that a deal to constrain supply to world markets was here to stay.

OPEC+, which groups the Organization of the Petroleum Exporting Countries and allies led by Russia, pumps around 40% of the world’s crude. It currently has an agreement to limit supplies until the end of 2024.

“I am sure that the coordination of the OPEC+ partners’ actions will continue,” Putin told the “Russian Energy Week” conference in Moscow beside Iraqi Prime Minister Mohammed Shia Al-Sudani. Iraq is the world’s third largest oil exporter.

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