Latest news with #seafarers
Bloomberg
4 days ago
- Business
- Bloomberg
Top Oil Tanker Operator CEO on Risk of Mideast Conflict
CC-Transcript 00:00You've probably already had to deal with a lot of disruptions and where things go safely, where things go cheaply or economically, I should say, because of the disruptions from previous wars, of wars that are still going on with Ukraine and Russia, the conflict in Gaza, not to mention just the overall disruption from what's been going on with trade and tariffs. How did what happened over the last few days between Israel and Iran change that, if at all? Well, so far it hasn't really changed much, but of course, it heightens the risk. You know, we have a21 tanker sailing in the ocean and some at any point in time, some of them will be in the Middle East. We've got more than 2000 seafarers on these vessels. So this is obviously of grave concern to us. But so far and good, it's shipping seem to be untouched. But this is also what one has to remember, one of the most watched areas of the world right now. Yeah. So so we're quite confident that we're sailing safe as it is right now. But this can develop as things develop. How quickly can you pivot either rerouting ships or rerouting pick ups and drop offs and things like that? Is there enough flexibility to do that? Yeah, there is. And, you know, we have kind of within the charter partly, which is the contractual obligation to the owner of the cargo. There's a lot of points where you can kind of alter the course or kind of basically refuse to go in. I'm wondering if you have a geopolitical analyst or expert on stuff. How do you game out different scenarios that could happen and strategize your response or how you want to be positioned? Well, this is where shipping kind of comes together. All our ships are managed by different managers. They will collectively sit down with security analysts, professional companies that follow this. These companies are in direct contact with us, maybe UK Navy and so forth. So so we actually have like your daily call in the morning where we kind of assess the current situation. And then the Navy is will share any observations and information they have and so forth. So it feels kind of comfortable, but you're kind of constantly monitoring and being very vigilant about things. What are your customers, the big oil companies, telling you about the situation? What kind of on the ground dispatches have they given you? Well, actually, not that much, to be quite honest. But, you know, they're a little bit kind of question marks right now because, you know, I think one of the effects of the disruption that we're currently looking at is that, say, if you're an Asian refiner, wouldn't you rather go for the West African barrel, the US barrel, the Brazilian barrel, rather than the Middle Eastern barrel? So this can kind of alter the trading patterns some somewhat. But, you know, shorters and ourselves are basically in the same situation. You know, safety is kind of the first emphasis in the past. So and you've been doing this for a long time in the past, usually to a certain extent. Energy production, energy shipping has sort of technically kind of been off limits, not necessarily by any sort of formal agreement, but it's always sort of been like, okay, these wars might be taking place. But the idea that this trade still has to flow to some extent. I know there's always sort of rogue groups that might get involved, but generally the big state actors have usually found a way to keep things flowing. Yeah, absolutely. And this is what makes kind of the Red Sea situation kind of unprecedented when that started to erupt with where the halt is attacking, well, almost random vessels. So but we've always been exposed to piracy. We've also been exposed to security risks. But but you're absolutely right. Normally, kind of commodities in particular, oil will be allowed to flow. It's you know, it's kind of you know, both Iranians have the interests of oil to flow. And so this, of course, will deal the parties to the conflict when there are disruptions like this and prices go up. I would assume, at least for your business, that ends up being accretive. Right. Is there some sort of knock down effect, though, in terms of the risk that's baked into that that you have to shoulder, that your company has to shoulder its you know, basically what you're referring to is what we call risk insurance. So so that's not always totally covered by the sort of party and depending on kind of how quickly things evolve. But in general, kind of, you know, as I mentioned, we have the same interests as the owner of the cargo. And and normally, you know, we kind of all costs will all be covered in such a situation. Some of you've told our reporters is that tanker owners take their cue from insurers in determining the risks associated with the trade. But you also point out that it's too soon after the attacks for that calculation to have happened. So at what point does that begin happening? It's basically a price discovery process, and of course, it involves freight as well. We're in the market to to make money. So so so kind of both on Friday and, you know, today, the market, you know, it's been kind of well, there's an expression Mexican standoff between shuckers and owners to figure out what is the right price for accepting to commit to lift a Middle-Eastern cargo right now. How much do both sides rely on what's happened in the past to kind of set the template for what's going to happen in the future, even though this is all very unpredictable? Yeah. Now there's several playbooks where kind of almost infinity is the it's the limits to to to kind of how far this can run. But but I think kind of the background music, if you can call it that, you know what's going on. We just saw today immediately in the derivatives markets around shipping kind of start to sell off the minute the Iranians signaled that they wanted to to to have discussions with Israel. But then, you know, as we see Israel looking to continue their their operation suddenly tightens up against is a very fluid and efficient market that the process this is this is more of a broader holistic question just about kind of the state of the world and the idea that for years at least coming out of the post-World War two era, this idea of a of a more global economy and which led to a certain degree of cooperation, there are obviously still tons of conflicts that had to be fought out and resolved over that period. But there was a sense of cohesion that cohesion seems to be, at least in perception, missing right now. The. The world's largest economies barely speak to each other. You have a lot of trading partners that are now looking for new trading partners because they feel like the old ones are unreliable. Does that pose a risk to you or do you sort of this you and front line, do you still thrive no matter what the situation is? As long as something is being sold to somebody in another country? You're going to still be a player in that. Well, ironically, kind of this global polarization as see referring to actually creates ineffective trading lanes. So it's not particularly good for the environment because our ships do emit. But for us to travel longer distances is actually not the worse thing. So so but but you know, ever since kind of China joined the World Trade Organization back in 2000, you know, we've actually had an extremely effective global trading system around most commodities. And this is now kind of gradually dismantling. So so so which is, I think, more aware to global growth rather than shipping specifically. As we wrap up this conversation, what's the thing that keeps you up at night? What do you worry about the most right now is basically having, you know, a rocket into the side of a ship. So it's, you know, we're carrying kind of hazardous cargo, you know, can be explosive. And we have the seafarers. So so so this is kind of what it doesn't really keep me up at night, but it's the coal I don't want.
Daily Mail
11-06-2025
- Daily Mail
I visited the real-life Neverland and met the 'Lost Boys' - there's only one way to get there
Finding Neverland was not on the agenda when I opened Google Maps and clicked through random destinations to decide my next holiday. Yet here I am on a desert island, surrounded by towering sea cliffs and shipwrecks along an ancient pirate route in the Palawan archipelago of the Philippines. The Lost Boys brought me here: to the uninhabited island of Cadlao, off the coast of El Nido. But rather than the characters imagined by J.M. Barrie, these Lost Boys are the crew of Tao Philippines, running group expeditions across the West Philippine Sea. These remarkable seafarers, many the sons of ex-pirates, were raised among the 11 islands we are exploring on a five-night cruise covering 155 miles (250km) from El Nido, on Palawan Island, to Coron, on Busuanga. They can navigate the archipelago without a map, catch fish from the boat, climb coconut trees and have a cheeky, but kind. sense of spirit. Our vessel for the first two days is a 74ft wooden Paraw, a traditional Filipino sailboat with tribal carvings and rigging, followed by a more modern boat to cross choppier waters. As we set sail from El Nido port, we are accompanied by a pod of dolphins leaping from the water just metres from the deck while hundreds of tropical butterflies soar between the sails. Laura Sharman visits the uninhabited island of Cadlao, off the coast of El Nido in the Philippines, with help from the 'Lost Boys', the crew of Tao Philippines These remarkable seafarers, many the sons of ex-pirates, were raised among the 11 islands Laura and her group explore on a five-night cruise covering 155 miles (250km) from El Nido Of the Philippines' 7,641 islands, we are staying on five of the most remote, sleeping in bamboo huts on otherwise deserted beaches with the bare essentials – a mattress, mosquito net, modest toilet block, and a picnic bench for sharing meals which are all included in the voyage. Some of the islands lack fresh water so our shower is alfresco, made from a hosepipe and a water tank hung from a tree. We're warned to keep our mouths closed while washing and use bottled water for teeth brushing to avoid an upset stomach. These secluded settings are made possible by Tao's collaboration with local councils which guarantees a minimal ecological impact on these otherwise unvisited islands, keeping them wild. Each day, the Lost Boys fish for our supper, reeling in yellowfin tuna, squid, tilapia and barracuda. This is then barbecued and served on a giant banana leaf with 'Filipino power' – their name for the country's staple dish, garlic rice. It's the definition of sea-to-plate. On our first night, here on Cadlao Island, the feast takes place under the light of our head torches and laughter fills the table, free from the distractions of electricity or Wi-Fi. Of the Philippines' 7,641 islands, Laura is staying on five of the most remote, sleeping in bamboo huts with just a mattress, mosquito net, modest toilet block, and a picnic bench for sharing meals Each day, the Lost Boys fish for the evening meal, reeling in yellowfin tuna, squid, tilapia and barracuda The Lost Boys know just where to drop the anchor for this hidden paradise and we swim to shore accompanied by a school of fish dancing at our feet. Its staggering limestone cliffs, dense vegetation and enchanting lagoon are reminiscent of Peter Pan's Neverland. Beyond its playful monkeys, fascinating monitor lizards and elusive snakes, this uninhabited gem stands as the largest island in the El Nido archipelago with the tallest peak, reaching 609 metres above sea level. And we have it all to ourselves for the night. The trumpeting of a conch shell marks the start of a new day and we set sail for Daracotan Island after an aubergine omelette on the beach. Starfish larger than my palm decorate the seabed and clownfish retreat into their shelters as we explore the El Nido Shipwreck - a tugboat wreck that succumbed to Typhoon Herming in 1987. But it's the deadly box jellyfish that are the most mesmerising marine life we see on our voyage, during the third night, spent on Culion Island. Approaching the shore via a tropical valley, we observe the enormous translucent creatures being swept beneath the boat's bow and I dread to think what would happen if I were to dive in for a swim. Yet the island's 23,000 residents seem largely unphased by their presence, wading out to their boats barefoot. Once known as the 'Island of No Return,' this haunting destination served as the world's largest leprosarium in the early 1900s during the American colonisation, the Lost Boys tell me. Many were banished here under Act 1711 of the Philippine Commission and up to 60 per cent of those treated did not survive their first four years on the island. What was a place of despair slowly evolved into a community of more than 400 households, leading to a sanitary system, hospital, theatre, town hall and school. Stepping onto the island via a rickety pontoon, I am grateful to hear that it is now leprosy-free. It's hard to imagine its dark history as we make our way to our bamboo huts beneath a forest canopy speckled with Pink Rain Lilies. Now it's a very different place. In a clearing bordered by fire torches, women from the neighbouring Coring village are offering a one-hour full body massage for just 1,500 Philippine Pesos (£20), with their children sat beside them playing on smartphones. And by the waterfront is now a manmade plunge pool overlooking the enchanting albeit jellyfish-infested valley. WHAT TO BRING ON YOUR TAO EXPEDITION A 30-litre dry bag to store your belongings for the trip while your main suitcase will remain on the boat Travel insurance including emergency evacuation cover Portable charger Refillable water bottle Cap or hat Sun protection Head torch Jellyfish guard Reef shoes and sandals Small towel and swimwear Lightweight rain jacket Sarong Anti-mosquito spray Rehydration salts and anti-diarrhea tablets Plasters Camera of choice Nearby, the Lost Boys are serving fried lentil balls with Filipino power and vegetables and our team leader Joshua is strumming a guitar by a crackling bonfire. The only activities - besides feasting - are sharing stories by the fire and dancing under the stars. Thirty-two miles (52km) away is our next stop Manlihan Island. Often referred to as Cobra Island, it is tied to a local legend which speaks of Japanese soldiers hiding treasure here during WWII. When fishermen found the chest, it was supposedly decorated with a magnificent golden cobra. Today, the treasure hunt unfolds beneath the surrounding waters teeming with vibrant coral gardens and turtles. Tucking into breakfast onboard the boat, we spot one peeking its head above the water and are soon swimming alongside it. The expedition culminates on Mangenguey Island, at a Crusoe-style camp built from the remains of a typhoon-wrecked resort. Other than feasting, the only activities on this island are dancing under the stars and sharing stories by the fire Its white sands feel like a plush carpet and the water is so clear you can see the bottom when your feet no longer touch the ground. Unlike previous basecamps, this one is not short of amenities with beach volleyball, basketball, lounge spaces with hammocks, a fire dancing show and a beach bar serving beer, wine and cocktails. Behind it all is a dry, grassy hill topped with three bamboo towers for the ultimate sundowners. From here, I look for the second star to the right and am reminded of where it all began on Cadlao Island, the 'Neverland of the Philippines'
Washington Post
21-05-2025
- General
- Washington Post
Ships have been hitting the Brooklyn Bridge for nearly 150 years
NEW YORK — A Mexican navy tall ship's fatal collision with the Brooklyn Bridge on Saturday highlighted a hazard that has worried seafarers for nearly 150 years. Even before construction on the bridge was finished in the late 19th century, the topmast of a passing U.S. Navy ship hit the span's wires — and vessels continued to clip the iconic New York City structure for many years.
The National
18-05-2025
- General
- The National
Three rescued from sinking cargo ship in UAE waters
National Guard leads emergency response mission UAE emergency teams rescued three injured seafarers from a sinking cargo ship in the country's waters, the National Guard said on Sunday. The three - Asian citizens according to the authorities - were taken to safety on rescue boats. The medical evacuation mission was led by the National Guard in co-ordination with the National Search and Rescue Centre and the UAE Coast Guard. The National Guard did not disclose the time or location of the incident, saying only it occurred in the country's territorial waters, while the cause of the accident is not known. The National Guard operates with the support of the Ministry of Defence, the Ministry of Interior and the National Emergency Crisis and Disaster Management Authority. It serves to bolster border security on land and at sea as well as providing key assistance in search and rescue operations across the Emirates and abroad. In August 2024, an Emirati woman seriously injured in a road accident in Oman was flown back to the UAE for urgent medical care in a rescue mission conducted by the National Guard. She was given emergency treatment at a hospital in the city of Ibri, where the incident took place. She was later brought back to the Emirates in a National Guard search and rescue helicopter in a joint operation with the Ministry of Foreign Affairs, state news agency Wam reported at the time.
CNA
09-05-2025
- Entertainment
- CNA
Cargo: The Weight of Freight - Cargo: The Weight of Freight
46:53 Min Crisscrossing the oceans 365 days a year, they carry 90% of everything we buy. Taller than a 15-storey building, longer than 3 soccer fields, container ships are the invisible giants of globalization - its essential but forgotten cogs. How do they operate? And how come we so largely ignore everything about them? With the agreement of the world's 2nd largest shipowner Maersk, we board on one of these steel giants and follow its day-by-day trajectory along a shipping lane known as the backbone of world trade: the "FAL" (French Asia Line). We fully immerse ourselves alongside the crew, becoming aware of what it is to be a seafarer in the midst of a relantless race for profitability. From the Straits of Shanghai to the gates of Rotterdam,this journey on the high seas will serve as the main thread of an investigation to question the strenghts and weaknesses of global commerce, and explore the means to improve the human, technological and environmental impact of maritime transport. Cargo: The Weight of Freight About the show: Crisscrossing the oceans 365 days a year, they carry 90% of everything we buy. Taller than a 15-storey building, longer than 3 soccer fields, container ships are the invisible giants of globalization - its essential but forgotten cogs. How do they operate? And how come we so largely ignore everything about them? With the agreement of the world's 2nd largest shipowner Maersk, we board on one of these steel giants and follow its day-by-day trajectory along a shipping lane known as the backbone of world trade: the 'FAL' (French Asia Line). We fully immerse ourselves alongside the crew, becoming aware of what it is to be a seafarer in the midst of a relantless race for profitability. From the Straits of Shanghai to the gates of Rotterdam,this journey on the high seas will serve as the main thread of an investigation to question the strenghts and weaknesses of global commerce, and explore the means to improve the human, technological and environmental impact of maritime transport.
