Monday, August 12, 2024


UK

‘Rioters don’t represent public frustrations, but the community clean-up does’


Photo: Arty Inc/Shutterstock

The riots in Hartlepool, like those across the country, have shocked and appalled us all. The violent thugs who attacked local businesses, set cars alight, and intimidated residents in their own homes have absolutely no justification for their behaviour. None whatsoever. 

The police have responded admirably, continuing to make arrests, and the courts are fast-tracking cases to ensure that those responsible are prosecuted to the fullest extent of the law. I completely support the tough and uncompromising stance taken by the Prime Minister and Home Secretary. 

The scenes we witnessed in Hartlepool do not represent our town, our people, or our values.

‘Clean-up after riot was the true face of Hartlepool’

The morning after the riot, I spoke with victims, including the owners of a butcher shop on Murray Street that has been in business for 40 years. Their windows were smashed, and they described how the owner stood guard through the night, terrified that the thugs would break in and gain access to the knives that are the tools of his trade. This was an act of remarkable courage in defence of his community. 

As I walked through the debris at 7 a.m., council workers were already on the scene, beginning the clean-up. Volunteers soon followed with litter pickers and sweeping brushes. Local community groups, like our Salaam Centre, opened their doors, providing teas and coffees for anyone in need. Residents arrived with donations to help the local businesses that had been targeted. 

This was the true face of Hartlepool on display – our values of community and togetherness shining brightly in response to lawless thuggery. We are the many; they are the few.

‘Only appropriate response to riots is the full force of the law’

Some national politicians, in a desperate search for their latest grift, want to portray these riots as the inevitable consequence of the frustrations felt by the so-called “silent majority.” This is utter rubbish. The majority wants nothing to do with these thugs. 

Of course, it is right to acknowledge that we need an open, calm, and constructive conversation about asylum and immigration. The systems underpinning both are hopelessly broken after 14 years of Conservative chaos and mismanagement. We need to discuss the socio-economic impact on different communities. We need greater transparency to counteract the lies being spread on social media. We must listen to people’s genuine concerns and, where possible, address them. 

But none of that – none of it – can be in response to these riots. The only appropriate response to violent thuggery is the full force of the law. As I write this, the first sentence has just been handed down for one of those arrested in Hartlepool, and the public’s reaction has been overwhelming: ‘Good riddance.’ 

Moreover, if we are to have a national conversation about asylum and immigration, we must also confront the challenges posed by social media and the normalisation of racist bigotry that too often finds a home in the dark recesses of Facebook groups or X comment threads. Lies and misinformation spread like wildfire, disgusting racial abuse has become commonplace, and the far right uses these platforms to organise and mobilise.

‘What happens online can spill over onto our streets’

Online deindividuation, a by-product of the anonymity too often afforded by social media, promotes and spreads hate in a way that has become a threat to our national security. A crime is a crime, wherever it happens, and we must ensure that the law applies everywhere. Online anonymity must end so that people are held accountable for their criminal actions, regardless of where they commit them. 

Because, as we saw in Hartlepool, what happens online can spill over onto our streets. The riots in Hartlepool began with a march, a march organised online and one that deliberately passed by our town’s two mosques and ended in an area with a significant Muslim population. This was no coincidence. 

Hartlepool’s Muslim community is extraordinary. They donate to local charities, contribute to our town’s business sector, and work to foster positive connections across our diverse communities. Yet, they feel threatened. They feel scared.

‘Populism, polarisation and post-truth’

One of the worst legacies of the last 14 years (and it is a competitive list) has been the weaponisation of division in politics, what Moises NaĆ­m refers to as populism, polarisation, and post-truth. Setting communities against one another through the spread of lies and misinformation, all to secure power and influence. 

We’ve seen it from successive Tory Home Secretaries, and most recently, from Nigel Farage, caught red-handed and forced to admit that his claims about the “truth being withheld from us” over Southport were nothing more than him parroting the nonsense of Andrew Tate. 

Resisting this division must now become the central mission of the new Labour government and all right-minded people. We must focus on bringing communities together, not pushing them apart. We must deal in facts, not lies. We must recognize that we are always stronger when we are united. The people of Hartlepool have shown that this is possible – now we must make it a reality for everyone in our country.

Labour: the wilderness years

AUGUST 12, 2024

Mike Phipps reviews Keeping the Red Flag Flying: the Labour Party in Opposition since 1922, by Mark Garnett, Gavin Hyman and Richard Johnson, published by Polity.

The achievements of Labour in office have been assessed often enough. But what about the long years of Opposition?

Out of power, a Party may only occasionally succeed in securing a change in government policy. It may try to hold the government to account – not easy in a poorly resourced Parliament entirely dominated by the government’s majority. It can try to look like a future government – increasingly difficult the longer it is out of office. Labour in Opposition especially have sought to change the Party as much as its policies.

Laying the foundations

Labour first became the Official Opposition in November 1922 when it came second to the Tories in that month’s election. Clynes, the leader who got them there, was immediately deposed  by his own MPs and replaced by MacDonald, astonishingly the only time in the Party’s history that an incumbent has been defeated in a leadership challenge. Many involved would regret this move in the years that followed.

The 1920s saw the organisational strengthening of the Party – the supremacy of its Conference, the growth of individual membership, the clarification of its relations with the left outside the Party. These were arguably all issues that shifted the internal focus away from Labour’s patchy performance in government.

But in the 1930s, after the divisive defection of MacDonald to a coalition National Government with the Tories, the Party began to lay the policy foundations for its entry into government in 1940 and its ground-breaking majority administration of 1945. Paradoxically, this was done in conditions where the left was weak and even marginal to some of the key debates.

The undoubted achievements of the 1945-51 Labour government in terms of full employment, public ownership, the NHS and much more make the subsequent thirteen years in Opposition all the more disorienting. Whereas failure can be a spur, these successes unleashed an existential debate in the Party. Had its reforming mission largely been achieved so that the future priority should be consolidation? Or had only the foundations  been laid and should much greater socialist advances be proposed?

The debate raged for over ten years. As in the 1980s and 1990s, each successive electoral defeat strengthened the Party’s right, which argued that voters were increasingly unsympathetic to radical policies. And as in the 1980s, the right wing offensive focused on rewriting the Party’s foundational commitment to common ownership.

Only the premature death of right wing leader Gaitskell and his replacement by Wilson, who largely fudged the issue, put an end to this internal battle. Yet it is worth noting that Wilson’s general election victory in 1964 was on a smaller share of the vote and with fewer votes than the Party received when it was voted out in 1951.

The reward for dire performances

Labour’s electoral defeat six years later again came as a shock – a victory had looked so probable that many bookmakers had stopped taking bets on one. But in retrospect it was the pay-off for Labour’s dire performance in government from 1964 to 1970, which was the cause of severe disillusionment among many traditional voters.

While Wilson remained Party leader, much of the opposition to the 1970-4 Heath government came from the trade unions. Their new militancy destroyed the government’s attempts to legally shackle them and effectively forced first a U-turn and then an electoral defeat on the Tories.

This extra-parliamentary radicalism was expressed within Labour’s leading echelons primarily by Tony Benn. He also played a pivotal role in forestalling a damaging split over the issue of European Community membership, by proposing a referendum on the subject should Labour regain office. The nature of the radical political times determined a leftward shift in Labour policy – even the right wing Shadow Chancellor Denis Healey said he would “squeeze property speculators until the pips squeak.”

Of course, these aspirations would be shamelessly betrayed once Labour returned to government. The imposition of austerity cuts and the abandonment of much of Labour’s post-war economic approach during the 1974 to 1979 period in office led inevitably not just to disgust among Labour supporters. It also fostered a real determination across the movement to impose new forms of accountability over the Party’s largely right wing MPs, including an electoral college to choose the Party leader and the mandatory reselection of MPs.

18 years in Opposition

Labour’s next stint in Opposition lasted 18 years from 1979 to 1997. Its long duration has often been simplistically explained by the Party’s failure to adapt to the new realities of free market economics and rampant individualism unleashed by Thatcher. This mis-reading of the political mood was supposedly expressed by the heavy defeat that the Party under Foot suffered in 1983.

But just as Corbyn’s radicalism decades later would be undermined by a concerted campaign of sabotage from within the parliamentary Party, so Foot’s defeat was caused to a significant degree by the defection of over a score of Labour MPs to the new Social Democratic Party founded in 1981. Although it retained few seats following the 1983 election, the new party, in alliance with the Liberals, did much damage to the Labour vote, while the Tory vote also fell compared to 1979.

It would be false to say that the future of Britain had already been decided before this point. It was not until the mid-1980s, and in particular the historic defeat of the year-long miners’ strike in 1985, that Thatcherism could really be said to have triumphed.

Sadly, there’s little sense of these fundamental developments in the authors’ account of this period. The 1983 defeat is excessively attributed to a poor Labour election campaign, although in reality the fate of Foot’s vacillating leadership had already been decided.

His replacement by Neil Kinnock, is conventionally hailed as putting the Party on the road to electability. In fact Kinnock did no such thing, preferring to prioritise feuds with the left and pursuing an authoritarian style to mask his insecurity and ineptitude in the job as leader. The result was a failure to defeat the Tories even after their internal trauma of removing Thatcher as Prime Minister.

Obviously, overturning Thatcher’s huge majority in 1987 was always  going to be difficult. But as we have previously argued on Labour Hub, “the lesson Labour’s leadership drew from the 1987 general election defeat was the need to replace the values of social solidarity and collectivism with a Thatcherite commitment to individualism, consumerism and the market – even though within a few years the economic downturn would make these ideas look hollow.”

 You won’t find much of this in the account of Garnett et al, who seem to swallow the New Labour narrative that the modernisation and further centralisation – not to mention Thatcherization – of the Party paved the way for the Blair landslide of 1997. What is often forgotten about this moment is the sea change in the electorate, who despite the timidity of Labour’s manifesto, were in the mood for real change. A Gallup poll showed that 86% of voters believed that taxes would go up under Labour – yet still voted for them. 72% of voters in May 1997 wanted an income tax increase to fund better education and public services. 74% wanted no further privatisations. 58% wanted wealth redistribution. Voters were clearly to the left of the Party leadership. Does this feel familiar?

After New Labour

The ups and downs of the last 14 years make Labour’s latest spell in Opposition the strangest. Usually, after losing two consecutive elections, Labour moves to the right. That this did not happen in 2015 was due in no small part to Labour’s electoral wipeout in Scotland at the hands of the SNP, which was some way to the left of Labour on many issues. Jereny Corbyn’s victory in the 2015 leadership contest was an even firmer statement of intent by Party members than their election in 2010 of Ed Miliband, who had opposed New Labour’s war in Iraq, and who defeated against all odds his more right wing and much better-funded Blairite brother.

The early radicalism of Ed Miliband was largely thwarted by New Labour remnants in the Shadow Cabinet, the Parliamentary Labour Party and the Party bureaucracy, making Labour’s pitch to the electorate in 2015 incoherent. Jeremy Corbyn’s subsequent election as leader was dismissed by the Party’s right as “summer madness” but the mood in the grassroots was very different. As the authors rightly note, Party membership atrophied under New Labour. Two years into Corbyn’s tenure, membership soared to 560,000, making Labour the largest left wing party in Europe.

But like Miliband before him, who was also elected with the support of only a minority of MPs, Corbyn faced relentless sabotage from the Party’s right. The unelected Lord Mandelson declared openly: “I work every single day to bring forward the end of his tenure in office.” This destabilisation included coordinated mass resignations from the Shadow Cabinet , a new  leadership challenge in 2016 and  bureaucratic obstruction during the 2017 general election campaign itself.

Despite this, Labour’s share of the vote rose ten percentage points, the highest increase in a single election since 1945 and one that deprived Prime Minister May of her majority. “Labour’s 2017 manifesto,” say the authors “ will go down in the annals of history as among its most famous… It returned the party to its ideological norm.”

Labour’s strong performance  in 2017 should have given the Corbyn leadership a breathing space and an opportunity to reset.  “I underestimated him,” confessed Mandelson afterwards – but he didn’t stop the sabotage. Yet this was only one factor that contributed to Labour’s defeat in 2019. Others include the new Tory trajectory under the populist ‘boosterism’ of Johnson, the irresolvable pressure inside the Party over Brexit and the adoption of a ‘one more heave’ approach in leading circles after 2017, rather than drawing all the lessons from what was, after all, still a defeat.

Weighing these factors, the authors follow the line of much recent literature  in downplaying the sabotage and talking up the supposed Brexit betrayal. But if these are the only takeaways from the 2019 debacle, they leave us ill-equipped to develop future strategy for the left.

The book has little to say about the most recent  – and for many members, the most traumatic – period. Keir Starmer won the leadership on a false prospectus and, like Neil Kinnock before him, went out of his way to demonise the left, demoralise the grassroots and dilute the Party’s policies.

The left could respond with the kneejerk accusation of ‘traitor’. Or it could draw hope from the growing influence of the trade unions, social movements and alternative media to map out an alternative programme for the Party, in the certain knowledge that a more radical approach has overwhelming popular support.

 UK

Labour and the unions: reasons to be (cautiously) cheerful

By Jeff Slee

AUGUST 11, 2024

The first month of this Labour government has gone better than trades unions had expected.

Unions have welcomed the government’s commitment to introduce an Employment Rights Bill, to repeal the Tories’ Strikes (Minimum Services) Act, and Angela Rayner’s and Business Secretary Jonathan Reynolds’ instruction to government departments not to use that law.  

Unions have also welcomed the government’s agreement of a 22% pay rise for junior doctors to settle their long-running dispute, which the British Medical Association is recommending its members to accept in a referendum; the 5.5% rise for teachers and NHS staff as recommended by their pay review bodies; the steps towards bringing the core of the national rail network back together in public ownership;  and the talks with the train drivers’ union ASLEF to settle the ongoing dispute over train drivers’ pay and conditions.

The Employment Rights Bill has not yet been published, but the King’s Speech and other government announcements indicate that it will put into law Labour’s ‘New Deal for Working People’, which  was agreed between the Labour leadership and affiliated unions in May. The final version of the New Deal for Working People promised less than earlier versions and includes many points which will be open to consultation with bosses – which is why Unite refused to endorse it in May. However, Unite did welcome the King’s Speech, saying it was “packed full of measures which will begin transforming the UK for the better [and] shows why Britain needs a Labour government.”

There are many welcome definite commitments in the New Deal. Unions will be keen to see these in the Bill when it is published, and stuck to by the Front Bench in Parliament. Among commitments which will remove restrictions on unions are the repeal of the Trade Union Act 2016, which  required unions to pass thresholds of 50% turnout and 40% voting Yes in industrial action ballots; the right to use electronic (online) balloting instead of postal balloting in industrial action ballots and union elections; making it easier for unions to get Recognition (the right to collective bargaining over pay and conditions); and giving unions the right of access to workplaces to recruit and organise.

Commitments that will improve the lot of workers at work include making the minimum wage take into account the cost of living and covering workers aged 18 to 20; giving workers the right of protection against unfair dismissal from Day One instead of the current two years; parental leave and sick pay rights from Day One in work;  ending “fire and rehire”; and banning “exploitative” zero-hour contracts, although we wait to see what this means in practice. 

Unions will keep a close eye on what is in the Bill, and argue against giving way to the bosses’ lobbying on those points up for consultation. But they should also be preparing to use the new rights they will – hopefully – get when this becomes law.

One of the main reasons the union movement has been unable to grow over the last forty years is that bosses often stop them getting into workplaces to speak to workers directly, and use dodgy tactics to stop unions getting Recognition even when those unions have gained enough support to have a ballot for Recognition. When the GMB recently narrowly lost a recognition ballot at Amazon Coventry (by 49.5% to 50.5%), they had to do all their campaigning outside the factory gates because Amazon would not allow them on site.

Furthermore, unions have on many occasions suspected bosses of fiddling employment lists before Recognition ballots. The new law should change this. Unions should be preparing campaigns to get into unorganised workplaces and companies, and getting together so they work in co-operation – not competition – on this.

There is a lot for unions to do. Workers’ real pay is no higher now than it was in 2007, according to Office for National Statistics figures. Yet companies are making big profits.

The economy now should be a good place for unions to grow in and to win real improvements for workers over pay and conditions. There is  a general shortage of workers which by the law of supply and demand should favour the working class.  Unions should be able grow their membership, which has not significantly risen for many years, and union density (the percentage of employees who are in a union) which continues to fall. In autumn 2022 union density was just 22.3%, down from 23.1% a year before, according to the government’s Labour Force Survey  (Labour Research, July 2023). Union density is much higher in the public sector (48.6% in 2022) than the private sector (12.0%).

What is the outlook for unions under the Labour government? If it carries out its promises of the last month – especially over the Employment Rights Bill – then the goodwill that generates will mean most unions won’t want to be disruptive towards the government. Public sector workers will, rightly, want their real pay to increase after years of austerity and real pay cuts – not only for the sakes of themselves and their families, but also to stop the loss of workers to better-paid private sector jobs and the pressure on the public sector this produces.

While pay rises for health workers and teachers are welcome, other public sector workers will also be looking for real pay rises this year. And those in the public sector  are acutely aware that the services they provide were getting worse under the Tory government.

My experience of canvassing during the election was that the strongest support for Labour – indeed the only enthusiasm for Labour – was from workers in health and education who hope this government will tackle the problems those sectors have. If the government does not give the public sector the funds needed to do this, then I expect that hope to turn to bitterness – which will put pressure on the public sector unions to challenge the government.

The government should use its budget on October 30th to raise taxes on the rich, and use these to invest in the public sector. Public sector workers won’t want to wait for Labour’s promised growth – even if this happens – to generate the increased funding they need

We will see which side the government takes if a stronger and more confident union movement fights for better pay, conditions, jobs and workers’ rights in the private sector, and bosses respond with complaints and threats of closing their businesses or moving them abroad.

Jeff Slee is a retired rail worker and former RMT National Executive Committee member.

Image: https://www.ier.org.uk/news/trade-union-membership-dips-in-the-uk/ Creator: Nick Efford Copyright: © 2011 Nick Efford, Licence: Attribution-ShareAlike 3.0 Unported CC BY-SA 3.0

UK
Brexit voters have a negative view of Nigel Farage for first time ever, poll shows
Today
Left Foot Forward

Among leave voters, Farage has a popularity rating of -4.



A new poll for YouGov makes worrying reading for Nigel Farage, after it found that Brexit voters, for the first time ever, have a negative view of the Reform UK leader.

Farage, who has usually enjoyed support among leave voters, has seen his popularity plummet after being elected as Clacton’s MP. He has regularly faced accusations of not giving a toss about his constituency after flying off to the U.S. to show his support for Donald Trump after an assassination attempt on the Republican nominee for President.

Farage has also been accused of stoking tensions and fanning the flames of division following violent far-right riots in towns and cities across the UK, which were fuelled by Islamophobic and anti-immigrant sentiment.

The riots occurred after the killing of three young girls in Southport. Within hours of the horrific attack, the far-right were spreading misinformation about the identity of the attacker, claiming that he had arrived in the UK via a small boat with a number of far-right social media accounts claiming that the attacker was Muslim, a migrant, refugee or foreigner.

The knifeman was later revealed to be Cardiff-born Axel Rudakubana.

Farage posted a video online speculating on the background of the alleged killer shortly after the knife attack took place last week. He also falsely claimed that “some reports suggest he was known to the security services” and later on admitted that he had shared misinformation spread by the likes of Andrew Tate.

The YouGov poll found that the net popularity of Farage has plummeted to -27 among 2024 Conservative Party voters, dropping 17 points since July.

Among leave voters, Farage has a popularity rating of -4.

Basit Mahmood is editor of Left Foot Forward




 

Class Acts

Three of the biggest classification societies provide their insights into the evolving role of their organizations

BV
Courtesy BV

Published Aug 11, 2024 3:57 PM by Chad Fuhrmann

 

(Article originally published in May/June 2024 edition.)

 

Maritime classification societies have long served as a key functional element of waterborne trades, spanning industry sectors and ship types and ensuring the safety, environmental compliance and operational efficiency of vessels worldwide.

Three juggernauts in the field – Bureau Veritas (BV), Lloyd's Register (LR) and Korean Register (KR) – exemplify the changing and challenging scope these organizations face on a daily basis.

Laying the Keel

For centuries, trade by sea was pretty much the only option for transporting large amounts of cargo over great distances. Even so, it wasn’t a very good option.

Dozens of vessels, hundreds of lives and thousands of tons of cargo were lost at sea annually. Before the late 18th century, there was limited accountability for these losses, which meant merchants had little means of assuring their cargo’s safety or of recouping any losses they might incur.

Then someone had a great idea. And like virtually all great ideas, it began over coffee.

The Society for the Registry of Shipping was set up in 1760 by customers of Edward Lloyd’s Coffee House on Lombard Street in London, frequented by sailors, merchants, shipowners and other saintly folk. The shipping community met here to discuss maritime insurance, shipbroking and foreign trade, and the coffee house soon became a trusted source for reliable shipping news – so much so that this prototypical Starbuck’s led to the establishment of (and lent its name to) the insurance market Lloyd's of London, the publication Lloyd's List and several related shipping and insurance businesses.

Most notably for our purposes, meetings between industry leaders resulted in the “Register Book,” which listed vessels rated – or classed – after the condition of their hulls and equipment had been surveyed. This gave merchants and underwriters standardized information on the quality of the vessels they chartered and insured. It also formed the basis of what would become LR (Lloyd’s Register) and laid the foundation for the rigorous standards and inspections that characterize modern classification societies.

With a heritage that now extends over 260 years, LR – alongside its later class society peers – continues to play an increasingly important role in the maritime industry, ensuring the safety of personnel and property and the prevention of pollution at all stages of a vessel’s design, construction and operation.

Claudene Sharp-Patel, LR’s Technical Director, emphasizes the organization’s evolution alongside the industry itself, saying, “With a rapidly changing maritime industry, class societies’ role as trusted advisers will become even more important to stakeholders up and down the maritime value chain as they deal with multiple drivers including decarbonization, digitalization and numerous other advances.”

Keeping Pace with New Technology

Today’s class societies continue to verify the structural strength and integrity of the essential parts of a ship’s hull and all of the installed systems and equipment within it. However, just as vessels have switched from sail to steam to diesel to battery hybrid and, in some cases, back to sail, class societies too have evolved to keep pace with modern technology.

New technology is pivotal in driving the maritime energy transition, and KR (Korean Register) aims to lead the future of the maritime industry by adopting advanced artificial intelligence and digital technologies. Innovative modern technologies such as autonomous ships, condition-based maintenance (CBM), remote surveys and digital twins are transforming the paradigm of ship operations.

“We are actively embracing these changes and focusing on the development of new technologies,” says KR Chairman and CEO, Hyungchul Lee.

BV (Bureau Veritas) is also actively involved in projects that leverage technological advances to enhance safety, efficiency and sustainability. BV's Future Shipping Team (FST), for instance, focuses on research and expertise across green efficiency initiatives including alternative fuels, wind-assisted propulsion and nuclear energy. This team fosters enhanced dialogue with stakeholders such as financial institutions and energy suppliers to address sustainability challenges.

BV continuously expands its understanding of client needs and drives safety and performance across various vessel types including gas carriers, Floating Storage Regasification Units (FSRUs) and specialized ships like dredgers, heavy-lift and dynamically positioned vessels. The lessons learned from inside and outside the maritime space allow the organization to better adapt to a rapidly changing landscape that extends beyond the maritime sector.

According to BV’s Corporate Affairs Director, Nicholas Brown, “In a world where shipping can no longer just be about the ship, BV goes way beyond the capabilities of class and related maritime consultancy to provide assurance and certification across all value chains, from farms and mines and commodities to factories and buildings, infrastructure to consumer products.”

These organizations have also had to evolve with advances in future fuels, digitalization projects and, particularly, Environmental, Social and Governance (ESG). These services have become increasingly crucial as regulatory pressures and stakeholder demands prompt companies to disclose their performance in areas like emissions reduction, corporate governance and hiring practices.

Autonomous Ships & Remote Technology

No discussion of tech and innovation in the maritime sector can be had without including the topic of autonomy, which represents a huge area of focus for classification societies.

The adoption of autonomous ships and remote technology has been accelerating and promises to enhance the safety and efficiency of the maritime industry. Class societies are working together toward a better understanding of autonomy's potential advantages and disadvantages and to establish the highest standards for its safe integration across the maritime industry.

KR has committed itself to research into autonomous navigation systems and believes this technology can ensure safer ship operation. Real-time data analysis and enhanced situational awareness reduce the tasks demanded of seafarers. Automated route planning and optimized navigation paths can reduce fuel consumption, shorten transit times and improve port entry-and-exit coordination. KR’s Lee believes the advancement of autonomous navigation technology can maximize operational efficiency and safety while simultaneously reducing costs.

Taking it a step further, KR has also been focusing on the development and application of Artificial Intelligence (AI) in the form of Large Language Models (LLM), which are driving changes across many industries. LLM technology is capable of learning patterns from large volumes of text data such as class rules and requirements. KR is applying this new capability to its extensive survey rules and convention data, ultimately improving productivity and innovating decision-making processes.

Class societies have realized that remote monitoring and autonomous technology can offer substantial operational gains for their own on-site operations as well and have taken substantial steps in realizing those advantages for its clients.

In one form or another, class has committed to remote monitoring as a means of improving performance, not just of equipment and systems, but of their own operations. Societies increasingly use drones for in-water surveys, streamlining the inspection process and allowing for more frequent and comprehensive assessments of a vessel's condition. This technology not only enhances efficiency but also supports better maintenance practices and improved safety standards.

Collaboration

It may seem counterintuitive, but all these organizations point to collaboration as a critical element for advancing autonomous operations. Maintaining the single common theme since LR’s inception in 1760, collaboration between modern industry stakeholders ensures that maritime laws and standards are translated into practical rules and guidelines to preserve lives, safeguard ships and protect the marine environment.

As the maritime industry faces complex and evolving challenges, the roles of classification societies cannot be overstated. These organizations must simultaneously be dedicated to their traditional roles in assuring the overall seaworthiness of vessels while supporting an evolving industry that is increasingly committed to energy transition and decarbonization, ESG, workforce development and myriad other good-faith efforts. 

Collaboration provides foresight and perspective on the large-scale challenges affecting the maritime industry including climate change, biodiversity loss and pollution. These efforts highlight a mutual commitment to harnessing technology to meet sustainability goals.

When asked about how class societies collaborate with industry stakeholders, BV’s Brown simply states, “All the time and everywhere.” Today’s classification societies and their industry partnerships continuously work to bridge the gap between regulatory bodies and the industry, translating laws and standards into grounded rules and guidelines to preserve lives, safeguard assets and protect the marine environment.

Maritime consultant Chad Fuhrmann is the founder and owner of REvolution Consulting X Engineering.

The opinions expressed herein are the author's and not necessarily those of The Maritime Executive.

LIQUID CARBON DIOXIDE

Work Begins in South Korea to Build First Large LCO2 Carriers

LCO2 carrier
Construction has begun of the first of four large LCO2 carriers (HD Hyundai Mipo)

Published Aug 9, 2024 4:14 PM by The Maritime Executive

 

 

HD Hyundai Mipo kicked off its first building program for the emerging market of gas carriers to transport captured CO2. In addition to being the first LCO2 carrier to be built in South Korea, the vessel is significantly larger than the ones currently being built in China. Hyundai anticipates that it is an emerging market that can leverage its expertise in gas carriers.

Steel cutting began at the group’s Ulsan shipyard for the first of four LCO2 carriers ordered by Greece’s Capital Maritime Group. The first two vessels were ordered in July 2023 but Capital expanded the order before construction ever began based on the anticipated strong demand for carbon transport as part of the planned capture and storage options.

Hyundai highlights unique challenges for this segment which it has been able to address by advancing the pressure control technology of liquified gas. Working with its affiliate shipyards in the HD Hyundai Group, the Mipo shipyard reports it completed development of the new pressure controls in April.

“We are further accelerating the development of new ship technologies and the expansion of production facilities in preparation for increasingly strengthened decarbonization regulations,” said an official of HD Hyundai Mipo during the ceremony marking the first steel cut. 

The vessels will have three “Bi-lobe type carbon dioxide storage tanks” with a total capacity of 22,000 cbm. By comparison, the vessels being built in China for Norway’s Northern Lights project each have a capacity of 7,500 cbm. Hyundai highlights that the tanks can stably maintain a low temperature and a high-pressure environment of -55 degrees C, five times normal atmospheric pressure. The control system is vital because if the pressure in the cargo hold decreases, the liquid carbon dioxide may change into a solid form of dry ice, which would damage the piping and other systems.

The pressure control system also will permit the vessels to be versatile in their cargo. It will be possible to also transport liquefied petroleum gas (LPG) or ammonia in addition to the LCO2.

Each of the vessels will measure approximately 525 feet (159.9 meters). The hull is also ice resistant (Ice Class 1C) so that it can navigate safely in cold, icy seas. HD Hyundai Mipo reports the vessels will also have 2,500 kW shore power units and SCR nitrogen oxide reduction devices on their exhaust. The design is also ammonia ready meaning with future modifications the vessel could be fueled with ammonia. 

Capital Gas reported in June that it signed a letter of intent to install a pioneering onboard carbon capture system also on these vessels. The system is being designed by a Greek company, EMRA First. Both Lloyd’s Register and DNV reviewed the design concepts for the CO2 capture system.

The first of the vessels is scheduled for delivery to Capital Gas in November 2025. The three additional vessels will be built sequentially with deliveries scheduled to continue to the second half of 2026.

 

More Problems for CalMac as Turkish Yard Delays Ferry Delivery

CalMac ferry
Isle of Islay is delayed due to problems related to the Red Sea diversions and the war in Ukraine (CalMac)

Published Aug 9, 2024 5:09 PM by The Maritime Executive

 

 

Scottish ferry operator Caledonian Maritime Assets Limited (CalMac) is facing further operating challenges with news that the Turkish yard building the first of four new ferries is further delaying delivery. The company is years behind schedule on a planned fleet modernization which has led to repeated calls for overhauling the management of the UK's largest ferry operator which is owned by the Scottish Ministries.

Just days after announcing the impending retirement of MV Hebridean Isles in mid-November after almost four decades of operation, delivery of the ferry that is scheduled to replace her on the route to Islay, a small island in the Hebrides, is now facing delays. CalMac has revealed that delivery of MV Isle of Islay, which is the first of four new vessels being built in Turkey by Cemre shipyard, has been delayed from an anticipated mid-October to the end of the year.

In an update to the Scottish parliament, the ferry operator that has been grappling with delays in the building of six new vessels that form part of efforts to modernize its fleet attributed delays in the delivery of Isle of Islay to disruptions in the global supply chains. This has in effect impacted the supply and delivery of materials and equipment.

CalMac highlighted that the Turkish yard is facing challenges due to the disruptions in the Red Sea, forcing equipment to be routed around the Horn of Africa adding weeks to journey times. The war in Ukraine has also affected the supply of steel while the devastating earthquake in southeastern Turkey caused a serious loss of manpower.

“External challenges have impacted the delivery date for MV Isle of Islay, which will move the delivery date from the previously advised date of mid-October 2024 towards the end of 2024, still within the contractual delivery period,” said Kevin Hobbs, CMAL CEO in a letter to the Scottish parliament. He added that CMAL expects to know the realistic dates of delivery of the ferry during the commissioning phase and outfitting phase.

Delays in the delivery of Isle of Islay is the latest challenge to hit CalMac in its fleet modernization program. Two new ferries, the Glen Rosa and her sister vessel Glen Sannox, being built by troubled shipbuilder Ferguson Marine, are six years behind schedule and have seen exorbitant overruns in costs. Work on the Isle of Islay and a sister ship began in 2022 after planning dating back to 2018. 

The delays for the Isle of Islay and likely her sister ship due in early 2025 come just days after CalMac announced the impending retirement of Hebridean Isle (nicknamed Heb IUsles), which is one of the oldest in its fleet and has served west coast communities since 1985. The company said last week, it plans to retire the old vessel in mid-November. Two other ferries are currently out of service, one due to delays in repairs and another due to an engine fire. Currently, only eight out of its 10 main ferries are in operation. The company operates a fleet of over 30 ferries on a total of 29 routes. 

Cemre shipyard is building both the Isle of Islay and the MV Loch Indaal, both of which will serve the Islay route. The ferries are about 312 feet (95 meters) long and will have a capacity for a maximum of 450 passengers and 100 cars, or 14 commercial vehicles. They are expected to increase the vehicle and freight capacity on the route by almost 40 percent.

CalMac had been hoping to put the troubled modernization program to rest after years of criticism. The first of the two ferries from Furgeson is due in September and the first Turkish-built ferry they expected shortly after. Cemre is also scheduled to deliver the last two ferries, the MV Claymore and MV Lochmor, in June and October 2025. These will serve communities in Harris and North Uist.

 

INFLATION

Volumes and Freight Costs Surge as Retailers Accelerate U.S. Imports

container on ship arriving in port
Import volumes are expected to surge in Q3 as retailers rush to get inventory ahead of a possible East Coast dock strike (LA file photo)

Published Aug 9, 2024 7:32 PM by The Maritime Executive

 

 

Retailers are rushing to get inventories into the United States reports the National Retail Federation in part due to the fears of a U.S. East Coast dockworkers strike and to guard against the ongoing disruptions due to the diversions away from the Red Sea. The result is that volumes spiked in June contributing to the strong jump in freight rates with the NRF raising its forecast for imports in the third quarter before falling and flattening out in the fourth quarter.

“Retailers are concerned by the possibility of a strike at ports on the East and Gulf coasts because contract talks have stalled,” said Jonathan Gold, NRF Vice President for Supply Chain and Customs Policy. “Many retailers have taken precautions including earlier shipping and shifting cargo to West Coast ports.”

The group revised upwards its figure for June saying it believes retailers imported a total of 2.16 million TEU coming through the major U.S. seaports. Well-known industry analyst Peter Sand, Chief Analyst at Xeneta agrees noting that while the trade from China to North America did not set a new all-time high, it was still the highest volume of containers to have ever been shipped in the month of June. Xeneta calculates a total of 1.36 million TEU were imported specifically from Cina into the U.S.

The NRF is projecting that the accelerated shipments will continue with the trade group raising its forecast nearly six percent for both July and August and up three percent for September. The retailers are forecasting a total of 6.84 million TEU in the third quarter up nearly five percent over their forecast in early July.

Vessel diversions have led to increased shipping times and costs and have led to equipment shortages and congestion in Asian ports, says Gold. He also believes that rising freight rates also prompted importers to ship earlier.

“Shippers wanted to protect supply chains and that has come with a heavy price tag,” comments Sand. He says, “The massive volumes shipped in May and June contributed to the severe congestion seen at ports in Asia and the dramatic spike in rates.” The record volumes seen in May and June he also believes underlines major fronthaul trades out of China ahead of the traditional peak season in Q3.

“Importers are continuing to grow their inventories and are shifting cargo to the West Coast as a precaution against potential labor disruptions,” comments Ben Hackett, Founder of Hackett Associates. “We calculate that the shift has pushed the West Coast share of cargo we track to above 50 percent for the first time in over three years.”

The NRF believes though that this is an acceleration, a fear that Maersk also echoed reporting its quarterly results. The industry is concerned if the volumes would be maintained with the NRF now lowering its forecast for October imports by more than 16 percent.

Despite the apparent fronthaul this year, the expectation is that volumes will still show small gains during the fourth quarter. For the full year, the retailers are forecasting an annual total of 24.95 million TEU which will be up nearly 12 percent over last year and third only to the total seen during the surge years of 2021 and 2022.

The import numbers come as NRF is forecasting that 2024 retail sales – excluding automobile dealers, gasoline stations, and restaurants to focus on core retail – will grow between 2.5 and 3.5 percent over 2023.

Like many in the importing and manufacturing sectors, the National Retail Federation is urging the International Longshoremen’s Association and the United States Maritime Alliance to return to the table to continue negotiations ahead of the September 30 expiration of the contract for dockworkers at ports ranging from Maine to the U.S. Gulf Coast.

 

Oman's Port of Salalah Adapts to Red Sea Disruption

Salalah
Port of Salalah, Oman (APMT)

Published Aug 11, 2024 10:39 PM by The Maritime Executive

 

 

Oman’s Port of Salalah has reported recovery in cargo traffic after a significant decline in container throughput earlier this year. This was primarily attributable to the ongoing Red Sea crisis, forcing vessels to reroute around Africa. The port’s container traffic dropped to 878,000 TEUs during Q1 2024 compared to 1.056 million recorded during the same quarter in 2023, representing a 17 percent decline.

However, in a recent interview with the local media, the CEO of Salalah Port Services Mohammed Al-Mashani said the port’s cargo throughput is improving. During the first half, the Port of Salalah handled 1.7 million TEU and 11.6 million tons of general cargo. Al- Mashani added that the port is preparing for an expanded transshipment market, based on its strategic location on the main east-west shipping routes. The port is rolling out a $300 million expansion plan, which will see the annual container handling capacity increase from 5 million to 6 million TEU. The expansion also includes addition of six fully electric ship-to-shore cranes, bringing the total number from 21 to 27 by the end of the year.

“We are fostering connections with major international shipping lines as well as expanding our transshipment market, which links the continents of Europe, Asia and Africa,” commented Al-Mashani.

With growing demand for international trade in the East African market, Salalah is well positioned as the transshipment port for this region. It offers up to five days’ shorter transit times between Southeast Asia and countries in East Africa including Somalia, Djibouti, Kenya, Tanzania, Seychelles and Ethiopia.

In addition, the port introduced a multi-modal service option for shipping lines that wanted to avoid the time consuming and costly re-routing around the Cape of Good Hope. The option includes moving the cargo from the Port of Salalah through an overland route by truck, connect to Jeddah located in the safer mid-point of the Red Sea in Saudi Arabia. This overland route takes 4-5 days. From Jeddah, the cargo can continue by container vessel through Suez Canal to Europe or the US East Coast.

 

Video: Fiery Container Explosion Aboard Yang Ming Vessel Docked in China

container explosion
Explosion rocked the containership and port area midday Friday (CCTV)

Published Aug 9, 2024 11:46 AM by The Maritime Executive

 

 

China’s second busiest container port and the neighboring area was rocked today by a powerful explosion in a container aboard a Yang Ming vessel docked in the Ningbo-Zhoushan port complex. Despite the fireball and flying debris, reports indicate that there were no injuries among the crew or dockworkers.

Yang Ming and Chinese officials issued a statement blaming the explosion which could be felt more than a half mile from the port on a container transporting hazardous materials. Yang Ming reports the shipper said it was substituting a reefer box for a dry container but that it did not require electricity for refrigeration. Unconfirmed reports on China Central Television (CCTV) cited manifests showing the vessel had lithium-ion batteries and a chemical compound (Butyl peroxbenzoate) as its cargo. The chemical requires temperatures below 86 degrees F and media reports cite an ongoing heatwave in China.

Images show smoke coming from the front of the vessel shortly before the powerful explosion. A massive fireball is seen rising from the vessel and debris from the explosion. Bits of the container and various goods are reported to be littering the dock area.

 

 

 

Yang Ming reports the vessel, the YM Mobility (81,145 dwt ) was successfully evacuated and all the crewmembers are safe. Fire crews reported to the scene and are said to have the resulting fire under control. At least portions of the massive Ningbo-Zhousan port complex have also reportedly suspended operations.

The YM Mobility, registered in Liberia, was built in 2011 and is reported to be operating between the Far East and the Middle East. The vessel has a capacity of 6,589 TEU. It arrived in Ningo yesterday, August 8, after a stop in Shanghai on a voyage that was coming from the United Arab Emirates.

 

Aftermath shows smoke coming from the cargo hold and a container lying on the dock as well as other debris (Chinese media/Weibo)

 

The container industry has repeatedly cautioned about the dangers of poorly packed or handled hazardous materials as well as incorrect or incomplete declarations. Experts highlight that if the explosion had happened at sea the consequences could have been far worse. A Maersk vessel, Maersk Frankfurt, remains at sea off India for three weeks fighting a stubborn container fire. One crewmember was reportedly killed in the early efforts to control the fire.  The Indian Coast Guard assisted for nearly two weeks before salvage teams arrived and continue to work to resolve the fire.