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W hen a cargo ship the size of the Empire State Building got stuck in the Suez Canal this week, blocking a major artery of global commerce, a natural question was to ask who was in charge of the vessel. The answer turned out to be rather complicated. So who owns the vessel? That turns out to be a Japanese company called Shoei Kisen Kaisha , which is itself a subsidiary of the Japanese shipbuilding firm Imabari Shipbuilding.
The strong crew, by the way are not Panamanians, Taiwanese, or Germans or Japanese but Indian nationals. There is nothing particularly unusual about this multinationalism in the world of commercial shipping. And one might expect an industry like global shipping to be globalised. Yet the intricate web of registration, ownership and operation responsibilities does raise questions about accountability. The Panamanian registration of the Ever Given raised no eyebrows in the shipping industry.
The Central American state of 4. For decades ship owners all around the world have chosen to register their vessels in Panama primarily as a way, say critics, to reduce their taxes and also avoid the stricter marine regulations imposed by their own countries. However, concerns about the safety and welfare of sailors in global commercial shipping have intensified during the pandemic.
Last September the International Chamber of Shipping ICS estimated there were as many as , commercial sailors unable to leave their ships due to coronavirus restrictions, with many forced to work longer than their contracts specified. There was also estimated to be another , waiting to relive those crew members on land who were getting little or no pay. The editor of the maritime publication gCaptain, John Konrad, issued an impassioned video last September listing a host of maritime accidents and suggesting many were the result of declining maritime safety standards in recent years.
