01 April 2018

New study: Scrapping of old ships drives the marine deck machinery market in the coming years


Growth in the trading activities for perishable goods will benefit the Marine Deck Machinery Market in the future.

According to MarketIntelReports' “2018 Top 5 Marine Deck Machinery Players in North America, Europe, Asia-Pacific, South America, Middle East and Africa”:

Browse 124 Pages and an in-depth TOC on “Marine Deck Machinery Market 2018 ” here

www.marketintelreports.com/report/…e-east-and-africa

The marine deck machinery is present on the ship’s deck. It is required for the ship docking, loading and unloading of cargo, and for passengers to get on or off.

The anchor machine ensures that the ship navigates normally. The Marine Deck Machinery Market will have a steady growth during the forecast period.

Older ships are being scrapped and this factor contributes to the demand for the market. The coastal marine equipment is also boosted by the growth of the ship building industry.

The end to end integrated services is the latest trend happening in the market. Growing demand for new vessels benefits the industry.

Scope & Regional Forecast of the Marine Deck Machinery Market

Growth in trading activities and refrigerated seaways transportation boost the Marine Deck Machinery Market. Asia Pacific holds a major share in the deck equipment.

China is the main region for commercial ship building It is expected that the shipbuilding industry in the country will be reformed. This has a positive outlook for the market in the future.

In South Korea, Hyundai Heavy Industries is the largest producer of the marine deck winches. Mitsubishi Heavy Industries also arrives as a competition to South Korea and China.

High value ships and vessels with a small environmental impact will benefit the market in the coming years.

For complete details: Request a sample download @ www.marketintelreports.com/pdfdownload.php?id=lpir0006

The commercial ship segment had a huge share of the marine crane design in 2016. This domination will continue in the forecast period.

Growth in new vessels and offshore ships also propel the demand for deck anchors.

Segmentations & Key Players Involved in the Marine Deck Machinery Market

The Marine Deck Machinery Market can be broken down into various segments as follows:

  • Product Type- Winch, Windlass, Capstan, and Others.
  • Application- Commercial Ship and Leisure Ship.
  • Region- North America (United States, Canada and Mexico), Asia-Pacific (China, Japan, Southeast Asia, India and Korea), Europe (Germany, UK, France, Italy and Russia., South America (Brazil, Chile, Peru and Argentina), Middle East and Africa (Egypt, South Africa, Saudi Arabia).


Some of the key players involved in the Marine Deck Machinery Market are as follows:

  • Mitsubishi Heavy Industries
  • Rolls-Royce
  • Wartsila
  • Kawasaki Heavy Industries
  • Coastal Marine Equipment




Source: Wha Tech. 24 February 2018

NGOs respond to legal threats by shipbreaking industry and withdraw from industry conference


Hamburg, 7 March 2018 - On Monday, the NGO Shipbreaking Platform, an international coalition of labour, human rights and environmental organisations, withdrew their participation from the TradeWinds Ship Recycling Forum that starts today in Hamburg. This is in response to a letter from cash buyer GMS threatening to sue unless the Platform removes all mention of GMS from their website. The Platform has frequently exposed the cash buyer for enabling the dirtiest and most underhanded practices in the shipbreaking industry [1]. Tradewinds refused to replace GMS company staff as chair in the sessions in which the Platform was to participate as experts, despite being noted that it is a conflict of interest and inappropriate to allow discussions to be moderated by a person representing a company that is threatening to legally attack a session invitee.

“No company would accept to participate in a debate moderated by someone threatening to sue them”, says Ingvild Jenssen, Founder and Director of the NGO Shipbreaking Platform. “We regret not being able to present our views at TradeWinds where we would have especially provided our support to the many financers, investors and authorities that are now engaging to set a standard for the industry and who are demanding to move the industry off the beach”, she adds.

In reaction to the attempt by GMS to silence critical civil society voices that reveal the company’s unethical, dangerous and environmentally disastrous business practices, the Platform’s legal counsel in Belgium and in the US has further responded in a letter that neither an apology nor retractions will be forthcoming.

“We have no intention to remove truthful information from our website and will not apologise for reporting on the business of trafficking ships for dirty and dangerous breaking. It is our organisation's mission to provide authorities, journalists, and industry stakeholders with information on the deplorable realities of current shipbreaking practices which encourage the circumvention of existing labour and environmental protection laws", says Ingvild Jenssen.

The harassment by GMS comes in addition to the earlier threat to sue the Platform made by PHP, a Bangladeshi shipbreaking yard and a supporting sponsor of this year’s TradeWinds Ship Recycling Forum.   


NOTES
[1] Dubai-based GMS has been involved in several cases of illegal hazardous waste exports that are being/have been investigated by authorities and the police in several countries.
For instance:
- GMS was revealed to be the cash-buyer for the illegal export of the North Sea Producer from the UK to Bangladesh: https://old.danwatch.dk/en/undersogelse/maersk-og-det-farlige-affald-i-bangladesh
- Three drill rigs cold-stacked in Scotland were stopped from leaving after their destination was suspected to be to a beaching yard in South Asia. GMS has been confirmed as the buyer of the rigs: https://www.energyvoice.com/opinion/162853/opinion-scrap-shady-underbelly-offshore-industry/?utm_source=twitter
- Last year, a worker in Bangladesh claimed compensation for injuries incurred while breaking a ship owned by Zodiac Maritime. GMS was revealed to be the cash buyer behind the sale to the shipbreaking yard: https://www.theguardian.com/global-development/2017/dec/02/chittagong-shipbreaking-yards-legal-fight
- In 2009 the company was fined $518,500 dollars by the US EPA for illegally exporting a PCB laden passenger liner to South Asia: http://www.marinelog.com/DOCS/NEWSMMIX/2009jan00311.html    


CONTACT
Ingvild JENSSEN
Executive Director and Founder
Tel.: +32 (0)2 6094 419

Source: NGO shipbreaking platform

3.5m DWT Tankers Scrapped in 2018 so far


Tanker scrapping slowed in 2015 due to three key factors: Stronger spot market returns, low price being offered by buyers at the recycling yards, and the demand to store oil following the price collapse in late 2014. Each played a part as the decision to remove a ship from service varies depending on the financial situation of the owner. Some may be motivated as the $/t offered price offsets enough of their remaining mortgage on a ship to allow them to move out of a low cashflow market, while others may remove a ship after it completes a long-term storage contract.


Higher spot market returns were due to higher levels of removals over the past several years combined with a low level of orders. This led to a contraction in fleet sizes in many segments.

Restrictions on emissions in China as the country grapples with air pollution issues has led to a rise in steel prices. The impact of this is seen in the global steel markets, which influences the value recyclers are willing to pay per lightweight ton. The price being offered in India for tankers and bulkers has been trending upwards since mid-2016.


The sudden drop in oil prices led to a demand for floating storage as shoreside tanks filled due to contango in the oil markets. Older ships were taken on three to 12-month charters to store oil as they were able to offer lower $/day numbers than prime (less than 10 years) aged ships. The employment of these ships removed them as scrap candidates and kept them on the water.

High scrapping and market consolidation will contribute to better returns for owners over the next several years. For the harmony of the global shipping markets continues, older units are removed in a weak market and replaced with new vessels as rates recover.

Source: hellenic shipping news. 01 March 2018

Infographic: Shipbreaking Villains and Victims in 2017


Credit: NGO Shipbreaking Platform

New figures show that India received the most vessels at its shipbreaking yards in 2017, with Greece the biggest culprit of unethical dumping, according to the NGO Shipbreaking Platform.

According to new data from the platform, which works to raise awareness and prevent the human rights abuses in the market, 835 large ocean-going commercial vessels were sold to the scrap yards in 2017.

It found that 543 were broken down – by hand – on the tidal beaches of Bangladesh, India and Pakistan.

This figure amounts to 80.3% of all tonnage dismantled globally.

Ingvild Jenssen, Founder and Director of the NGO Shipbreaking Platform, said: “The figures of 2017 are a sad testimony of the shipping industry’s unwillingness to act responsibly.

“The reality is that yards with infrastructure fit for the heavy and hazardous industry that ship recycling is, and that can ensure safe working conditions and containment of pollutants, are not being used by ship owners.

“It is particularly shameful that so many European shipping companies scrap their vessels on beaches.

“Their obvious lack of interest to ensure that shipbreaking workers around the world enjoy best available technologies, and that the environment is equally protected everywhere, clearly calls for additional pressure from authorities, shipping clients and financers.”

Shipbreaking leads to workers – often migrants and some of them children – losing their life or suffering from injuries caused by fires, falling steel plates and the general unsafe working conditions.

There are also occupational diseases due to exposure to toxic fumes and materials.

The industry also has environmental impacts on coastal ecosystems, and the local communities depending on them, which face exposure to toxic spills and various pollutants leaking into the environment due to the dismantling of vessels on beaches.

In its announcement, NGO Shipbreaking Platform stated: “Despite the terrible accident that shook the international shipbreaking community in 2016, no lesson has been learned in Pakistan.

“In 2017, at least 10 workers lost their lives at the shipbreaking yards on the beach of Gadani.


“The Platform documented 15 deaths in the Bangladeshi yards last year, where also at least another 22 workers were seriously injured.

“Whilst international and local NGOs were repeatedly denied access to the Indian shipbreaking yards, the Platform was informed of at least eight fatal accidents in Alang in 2017.”

All vessels sold to the beaching yards pass through the hands of scrap dealers known as cash buyers.

By doing this, ship owners attempt to shield themselves from responsibility, and are paid upfront the highest market price in cash for their end-of-life vessels by the dealers.

To reduce costs and to exploit the loopholes in international legislation, cash buyers will change a vessel’s flag to one of the typical last-voyage flags of convenience, such as Comoros, Palau and St Kitts and Nevis.

Cash buyers will also register the vessel under a new name and a new post box company, rendering it very difficult for authorities to trace and hold cash buyers and ship owners accountable for illicit business practices.

Carlsson added: “Ship-owning companies that stand by their corporate social responsibility directly sign contracts with ship recycling facilities they have inspected and found adequate.

“Choosing to sell a ship to a facility which is on the EU list of approved yards is the easiest way for a ship owner to be assured that there has been a quality check.

“Fortunately, it is becoming increasingly difficult for ship owners to simply blame the cash buyer: investors and authorities are expecting ship owners to control the choice of the recycling yard, and expect that choice to be a yard that does not endanger workers and the environment.”

Source: port technology. 21 February 2018

The Shame Game - Michael Grey of Lloyd’s List


THERE is a new and nasty disease around this winter. Not the various strains of influenza, but more of a social phenomenon, that is both unpleasant and reprehensible. It is facilitated by social media, the technology that enables a small number of driven people to cause a great deal of noise and commotion when they perceive something with which they disagree. To your average nose ringed activists, it is as if all their birthdays have come at once, as they swarm around their prey.

It also spills into bullying and what is euphemistically called “direct action” which is not far short of violence, a modern derivation of the strategies employed in the 1930s, in certain parts of Europe. And sadly, it seems to be working, with even big corporations, quasi-governmental organisations and people you might think would have a stiffer backbone, cowed into submission by the noisy and persistent minority.

When the cause of the activists seems to be derailed by science, evidence or reason, that won’t stop them as they will just shriek the louder, take to the streets and the various media platforms, to silence those who might disagree with them. Whether it is militant vegans persecuting pig farmers, the hunt saboteurs, organised anarchists terrifying small retailers, right through to the climatologists against oil, who seemed to have frightened the World Bank, it is collectively a testament to the powers of unreason and rage.

You might dispute the process, but I thought that the recent announcement by the Norges Bank and the Council of Ethics of the Norwegian Government Pension Fund Global to the effect that they would discriminate against shipping companies that had chosen to scrap ships in places they disapproved of, was a classic example of this nasty disease showing itself in northern climes. Norwegians like to regard themselves as terribly proper, happy to emphasise their environmental credibility (much of which is facilitated by their oil and gas riches) and offering an example to us all.

But in this case, it would seem that the proprietors of all this money have allowed themselves to be unduly influenced by activists who will stop at nothing to prevent ships being recycled on the beaches of Asia, who care nothing about the livelihoods of those that work in this industry and who refuse to accept the improving situation in many of these yards. In short, the fund managers have been bullied, persuaded by what has become known as “fake news”, repeated ad infinitum by the activists of the NGO Shipbreaking Platform, which is doing its damnedest to discredit the Hong Kong Convention.

You might suggest that the fund is free to do with its money as it wishes, but it is clearly acting out of ignorance in respect to the status of the Hong Kong Convention, which effectively deals with the ships, their materiel and the subsequent treatment of the land-based waste generated from this product. It deals with the environment and the working conditions of those in the recycling yards.

There is also no shortage of objective evidence of the incremental improvements that have been taking place in the three recycling nations of Asia. If they are trying so hard, is the discrimination of this fund against potential users of these yards either fair or just? Is it based on any real evidence, or merely the prejudiced views of an activist organisation, whose sole purpose is to prevent ships being recycled in places of which they disapprove?

I merely ask the question of this fund chairman, who seems to have been influenced without properly considering the situation on the ground. Is this action helping, or discouraging those yards which are working hard and spending a lot of money, to bring their facilities into a state of compliance? Or is this just “virtue signalling”, which is another modern phenomenon that is related to the above.

Of course, matters would surely be helped by a little more encouragement by flag states to bring the Hong Kong Convention into effect. Governments have all sorts of priorities, but if they have any sort of shipping industry, they have a vested interest in this convention and it surely would not be too much trouble. There may well be improvements that could be made, once the convention is up and running, but for goodness’ sake give it a fair trial.

We need to show the world’s biggest recyclers that we care and will encourage their improvements, not constantly bleat about their residual deficiencies. It is also time we started to see the loud noises made by the one-dimensioned as what they are, and weigh the evidence in a more mature fashion. Which is quite obviously what the Norwegian chairman failed to do, before issuing this ill-found edict. But the Fund is by no means the first to be influenced by the mob, in an era of shame.

Source: steel guru. 14 February 2018