#Demurrage

[haggishlyhagging]

The pressure for shareholder returns is, however, just one manifestation of how financial gain drives growth. Indeed this expectation of gain is so ingrained that we hardly notice its most unusual feature: it runs counter to the fundamental dynamic of our world. Given time, tractors rust, crops rot, smartphones break, and buildings crumble. But money? Money accumulates forever, thanks to interest. No wonder it has become a commodity itself and, hence, is so underinvested in creating the productive assets—from renewable energy systems to circular manufacturing processes—that are needed to underpin a regenerative economy.

What kind of currency, then, could be aligned with the living world so that it promoted regenerative investments rather than pursuing endless accumulation? One possibility is a currency bearing demurrage, a small fee incurred for holding money, so that it tends to lose rather than gain in value the longer it is held. The fact that demurrage is an unfamiliar term shows how accustomed we are to the ever-rising financial escalator that we ride—like knowing the idea of ‘up’ but not ‘down’, ‘more’ but not ‘less’. But demurrage is a word worth knowing because it could just feature in the financial future.

The concept was first proposed by Silvio Gessel, a German-Argentinian businessman whose 1906 book, The Natural Economic Order, advocated introducing a paper currency accompanied by stamps that must be bought and periodically affixed to it to ensure its continued validity. Today the same effect could be achieved far more simply with electronic currency that incurred a charge for being held over time, so curtailing the use of money as a store of ever-accumulating value. Only money that ‘goes out of date like a newspaper, rots like potatoes, rusts like iron’ would be willingly handed over for objects that similarly decay, argued Gessel: ‘ . . . we must make money worse as a commodity if we wish to make it better as a medium of exchange.’

These ideas sound outlandish and impracticable on first hearing, but they have proven very practical in the past. Paper-based demurrage was successfully used in city-scale complementary currencies in 1930s Germany and Austria to reinvigorate the local economy, and it was almost introduced across the United States in 1933. But in each case, the national government shut the initiative down, evidently threatened by its bottom-up success and the loss of state control over the power to create money. Keynes, however, was impressed by Gessel—who he called 'an unduly neglected prophet'—and was drawn to his proposal because of is proven ability to reboot spending in the economy, the priority of the Depression era.

-Kate Raworth, Doughnut Economics: Seven Ways to Think Like a 21st Century Economist

[heisenbergshipping]

What is Demurrage?

Demurrage is a fee charged when cargo exceeds the allocated "free time" at a port or terminal, common in bulk shipping. It applies when loading or unloading takes longer than the agreed laytime, leading to extra costs.

Demurrage Charges

These fees arise due to delays in cargo pickup, customs issues, or port congestion. For instance, if a ship carries 50,000 tons and the loading rate is 10,000 tons per day, the allowed time is 5 days—exceeding this results in charges.

Who Pays Demurrage?

The party responsible for the cargo—usually the charterer, shipper, or consignee—bears the cost. The shipping contract defines liability, but third parties like freight forwarders may be responsible if delays occur.

Avoiding Demurrage

Proper planning, clear contracts, and understanding port conditions are key to avoiding unnecessary demurrage fees and maintaining efficient logistics.

[sophia957]

Navigating the High Seas: A Comprehensive Guide to Marine Services and Vessels

Introduction:

The maritime industry plays a pivotal role in global trade and transportation, connecting nations and economies through vast waterways. From the mighty cargo ships to nimble fishing vessels, each maritime endeavor requires a suite of specialized services to ensure smooth operations and safe voyages. In this blog, we will delve into the world of marine services and explore the key vessels that keep the maritime industry afloat. So, hoist the anchor and let's set sail on this exciting journey!

Marine Service: Ensuring Smooth Operations:

Marine services are an indispensable part of the maritime industry, encompassing a wide range of crucial support systems. One of the most critical aspects is the marine weather forecast. For ship operators to plan routes, avoid hazardous weather, and protect the safety of crew and cargo, accurate and current weather information is essential.Meteorologists and specialized weather forecasting agencies work tirelessly to provide real-time data that keeps vessels out of harm's way.

Oiltankers and Cargo Ships: Keeping the World Supplied:

Oiltankers and cargo ships are the workhorses of international trade. Oiltankers, also known as oil tankers, transport massive quantities of oil and petroleum products across oceans, ensuring a steady supply of energy worldwide. On the other hand, cargo ships carry various goods, from consumer electronics to industrial machinery, fueling the global economy. These vessels require precise handling and adherence to strict safety standards, as any mishap can lead to disastrous consequences, including oil spills and cargo losses.

Container Ships: Revolutionizing Freight Transportation:

Container ships have revolutionized the shipping industry by standardizing cargo handling and reducing turnaround times in ports. These vessels carry intermodal containers, providing an efficient and cost-effective means of transporting goods. The concept of containerization has transformed global trade, enabling smoother logistics and quicker deliveries, benefiting businesses and consumers alike.

Fishing Vessels: Sustaining Livelihoods and Feeding Nations:

Beyond trade and transportation, maritime activities support the fishing industry. Small fishing boats to massive trawlers sail into the deep waters to gather the seafood that feeds and supports millions of people worldwide. To ensure sustainable fishing practices, regulations and protocols are implemented to protect marine ecosystems and prevent overfishing.

Demurrage: Understanding the Costs and Implications:

In the maritime world, demurrage is a term that ship operators and charterers often encounter. It refers to the charges incurred when a vessel exceeds the agreed-upon time for loading or unloading at a port. Demurrage costs can significantly impact the profitability of a voyage, making efficient port operations crucial for minimizing delays and expenses.

Tugboats: The Unsung Heroes of Marine Assistance:

Tugboats might be small compared to massive cargo ships, but they play a vital role in providing maneuvering assistance to vessels in congested harbors or tight waterways. Their power and precision help in docking and undocking larger ships, preventing accidents and ensuring smooth navigation.

Conclusion:

The maritime industry, with its diverse fleet of vessels and essential marine services, forms the backbone of global trade and transportation. From the colossal oiltankers and cargo ships to the innovative container ships and humble fishing vessels, each segment contributes to the prosperity of economies worldwide. With marine weather forecasts guiding the way and tugboats providing crucial assistance, these vessels navigate the high seas, connecting nations and fostering prosperity. As we continue to embrace advancements and sustainable practices, the future of the maritime industry looks promising, propelling us towards a more interconnected and prosperous world.

[agroemdia]

Abiarroz apoia movimento contra cobranças abusivas em terminais e portos

Associação destaca importância de informar a Antaq sobre abusividades praticadas por terminais e armadores, visando reduzir os custos operacionais

Foto: Divulgação/APPA A Associação Brasileira da Indústria do Arroz (Abiarroz) reforça o apelo para que Agência Nacional de Transportes Aquaviários (Antaq) desarquive o processo que concluiu não haver abusividade de preços na cobrança de sobre-estadia de contêineres no Brasil e que a prática está ajustada ao mercado internacional em termos de custos. A Abiarroz também integra, junto com a…

[vizionapi]

How to Demurrage And Detention Fees Can Be Optimized In Shipping

To optimize demurrage and detention fees in shipping, ensure timely cargo clearance and pick-up, avoid unnecessary delays, plan and schedule shipments effectively, maintain accurate documentation, communicate effectively with all parties involved, and utilize digital tools for efficient tracking and coordination, reducing costs and improving overall logistics performance.

Learn More: https://writeonwall.com/11-ways-through-which-demurrage-and-detention-charges-in-shipping-can-be-optimized/

[aeshnacyanea2000]

'She could do it all right,' said Granny. 'But you can't go round messin' with cause and effect. That's what sent her mad, come the finish. She thought she could put herself outside of things like cause and effect. Well, you can't. You grab a sharp sword by the blade, you get hurt. World'd be a terrible place if people forgot that.'

-- Terry Pratchett - Maskerade

[just2bruce]

Detention and Demurrage claims are rolling in

Samsung Electronics of America (SEA) is a major user of container shipping. They have decided to fight back against excessive and frequently undocumented Detention and Demurrage (D&D) bills from carriers. This article spells out the claims. Overall, Samsung thinks ocean carriers were selling door-to-door service and couldn’t deliver it. So they started billing customers to recover their…

[grfn-btbtas]

(Deep southern accent) demurrage ordained by the demiurge

[blueiscoool]

Silesian Bracteate Hoard Found in Poland

Archaeologists conducting excavations in the area of a former burgage plot in Szprotawa, Poland, have uncovered a treasure hoard of around 100 to 150 Silesian bracteate coins.

A burgage was a town rental property “burgage tenement”, consisting of a house on a long and narrow plot of land with a narrow street frontage. Excavations unearthed the remains of a textile bag containing neatly arranged coins in cylinder piles.

A closer examination has identified that the coins are mainly Silesian bracteates (Latin: “bractea” – plate) minted between 1250 to 1300. The coins are minted on one side from a thin plate on a soft base, which were introduced in Silesia after 1250 and phased out by thicker coins (the quarterly) during the early 14th century.

They originate from the mint workshops of Silesia, although their use was relatively short as the coins were usually called back regularly (about once or twice a year) to be exchanged for new coins.

In receiving three new coins for four old coins, the withheld 4th coin was called strike money and was often the only tax revenue of the coin mint-master. This system worked like a demurrage, with people often hoarding their coins because they lost their value.

According to Radosław Kuźbik: “In the case of cash deposits, the inevitable question is who concealed it, when and why. Specialists will want to answer this question in the near future. We can assume that it was so-called petty cash belonging to a rather wealthy person.”

The coins have been described as one of the most significant discoveries in the region, as very few coins of this type survive from the period as they were melted down on an ongoing basis.

Excavations also discovered evidence of a bridge from the 15th to 16th century and the remains of the original city walls built during the 14th century.

[chaunguyenj]

Aliss Demurrage from Discworld series

[heisenbergshipping]

Demurrage in Maritime Law: A Comprehensive Analysis of Liability, Exceptions, and Mitigation

Maritime law is a complex field, replete with intricate rules and principles that govern the responsibilities and liabilities of parties involved in the chartering of vessels. Among these, demurrage stands out as a critical concept, often at the heart of disputes between shipowners and charterers. Understanding demurrage requires a deep dive into not just the basic definitions but also the nuanced legal precedents and specific examples that illustrate how this concept is applied in practice. This extended analysis aims to provide a thorough exploration of demurrage, drawing on case law, legal principles, and practical examples to offer a detailed understanding of this essential maritime term.

Demurrage refers to the compensation payable to a shipowner when a charterer exceeds the agreed laytime for loading or discharging cargo. Laytime is the period agreed upon in the charterparty (the contract between the shipowner and the charterer) during which the charterer must complete loading or discharging operations. When the charterer fails to complete these operations within the allotted time, they are said to have "gone on demurrage." At this point, the charterer becomes liable to pay the shipowner a pre-agreed daily rate as liquidated damages for the delay.

This liability is not merely a theoretical construct; it is a practical and enforceable obligation that has significant financial implications for the charterer. The rate of demurrage, typically specified in the charterparty, compensates the shipowner for the loss of use of their vessel. This compensation reflects not only the direct loss of income that the shipowner could have earned by chartering the vessel to another party during the period of delay but also the potential indirect losses, such as missed opportunities for subsequent charters.

Absolute Liability: The Charterer's Obligation

One of the fundamental aspects of demurrage is the concept of absolute liability. Once the charterer exceeds the agreed laytime, their liability to pay demurrage is automatic, regardless of the reasons for the delay. This principle was clearly articulated by Viscount Finlay in the case of William Alexander v. Akt. Hansa, where he stated:

"If the charterer has agreed to load or unload within a fixed period of time … he is answerable for the non-performance of that engagement, whatever the nature of the impediments, unless they are covered by exceptions in the charterparty or arise through the fault of the shipowner or those for whom he is responsible."

This statement underscores the strict nature of demurrage liability. The charterer cannot escape liability simply by pointing to difficulties or delays that were beyond their control. Unless these difficulties are specifically covered by exceptions in the charterparty, the charterer remains liable. This absolute liability is a cornerstone of the concept of demurrage, ensuring that shipowners are compensated for any delay that prevents them from using their vessel as intended.

The "Once on Demurrage, Always on Demurrage" Rule

A critical rule in the context of demurrage is the principle of "once on demurrage, always on demurrage." This rule dictates that once a vessel goes on demurrage, the obligation to pay continues uninterrupted until the cargo operations are completed. No subsequent events, such as bad weather, strikes, or other delays, can interrupt the accrual of demurrage unless the charterparty specifically states otherwise.

Lord Reid treated this proposition as correct, emphasizing that exceptions or interruptions do not prevent demurrage from accruing unless the charterparty explicitly states that they do. This rule likely owes its origin, at least in part, to the consideration that if the charterer had performed their undertaking to load or discharge within the agreed laytime, the vessel would not have been affected by subsequent delays during the demurrage period.

In the case of The Spalmatori, Lord Reid illustrated this principle in the context of a strike that occurred after the laytime had expired. The charterer argued that the strike, which was beyond their control, should excuse them from further liability for demurrage. However, Lord Reid rejected this argument, stating:

"I do not think it is an arbitrary rule for this reason. If a strike occurs before the end of the laytime neither party can be blamed in any way. But if it occurs after demurrage has begun to accrue the owner might well say: true, your breach of contract in detaining my ship after the end of the laytime did not cause the strike, but if you had fulfilled your contract the strike would have caused no loss because my ship would have been on the high seas before it began: so it is more reasonable that you should bear the loss than that I should."

This reasoning highlights the strict nature of the "once on demurrage, always on demurrage" rule. The charterer cannot evade liability by pointing to subsequent events that they argue would have caused the delay regardless of their breach. The key point is that the breach—exceeding the laytime—triggered the demurrage, and once triggered, the obligation to pay continues.

Exceptions Clauses: Limiting Liability for Demurrage

While the "once on demurrage, always on demurrage" rule is strict, charterers can negotiate exceptions clauses in their contracts to limit or exclude liability for demurrage under certain conditions. However, these clauses must be clearly and specifically worded. A general exceptions clause is typically insufficient to cover demurrage unless it expressly references it.

For example, in one case, an exceptions clause that did not explicitly refer to demurrage was held to apply to events after the laytime had been exceeded. This case underscores the importance of precise language in drafting exceptions clauses. Charterers must ensure that any exceptions they wish to apply to demurrage are unambiguously stated in the contract. Otherwise, the courts are likely to interpret the contract strictly, in line with the "once on demurrage, always on demurrage" rule.

The Impact of Shipowner Fault on Demurrage

Another critical aspect of demurrage is the impact of delays caused by the shipowner. Both laytime and demurrage can be affected by delays attributable to the shipowner or those acting on their behalf. If the shipowner's actions delay cargo operations but do not prevent the charterer from accessing the vessel or cargo, the charterer bears the burden of proving the extent of the delay caused by the shipowner's fault.

However, if the shipowner's conduct results in the charterer being deprived of the use of the vessel, the burden shifts to the shipowner to prove that no delay resulted from their actions. For example, if the shipowner uses the ship for purposes unrelated to the loading or discharging operations, such as using the vessel to transport goods for their own account, demurrage may not accrue for that period.

In Lyle Shipping Co. v. Cardiff Corporation, the court considered a situation where the discharge of cargo was delayed because the shipowner exercised a lien for demurrage at a previous port. The owner claimed damages for detention during the period when discharging had ceased. The court held that the owners were entitled to recover these damages because they had exercised the lien in a reasonable manner. Bigham J., in delivering the judgment, stated:

"This depends, in my opinion, upon whether they exercised their lien in a reasonable manner. If it was their correct course to keep the cargo on board the ship, rather than to warehouse it under the Merchant Shipping Act, then they acted reasonably in keeping it on board. If, on the other hand, it would have been cheaper to put the cargo into warehouse then they acted unreasonably in keeping it on board …"

This case illustrates that even when the shipowner is at fault, the reasonableness of their actions is a key consideration in determining whether demurrage continues to accrue. If the shipowner acts reasonably under the circumstances, they may still be entitled to demurrage or damages for detention.

Mitigation of Demurrage: A Limited Duty

While demurrage is typically considered liquidated damages, payable at a fixed rate per day or pro rata, the question of whether the shipowner has a duty to mitigate these damages can arise. Mitigation refers to the obligation to take reasonable steps to reduce losses. In the context of demurrage, this would mean that the shipowner should take steps to minimize the period during which demurrage accrues.

However, the general rule is that the shipowner is not under a duty to mitigate demurrage because the agreed rate per day will apply whatever the actual loss. The reasoning is that demurrage is liquidated damages, representing a pre-agreed estimate of the shipowner’s loss, and thus there is no obligation to reduce this loss.

Nevertheless, courts have recognized a limited duty to mitigate in certain circumstances. For example, if the shipowner could reasonably shorten the detention period by taking certain actions, such as agreeing to discharge the cargo in a different manner, they may be required to do so. This duty is not absolute but depends on the reasonableness of the actions required.

A classic example is the case where the discharge of cargo is delayed due to the exercise of a lien. While the lawful exercise of a lien does not automatically negate a claim for demurrage, if the lien is exercised unreasonably, the owner may be considered to have failed to mitigate damages. The case of Cape Wrath provides an illustrative example. Here, the owners delayed discharging the cargo because they were exercising a lien. The court found that the owners acted reasonably under the circumstances, given that warehousing the cargo would have incurred significant additional costs.

In some cases, the courts have even gone so far as to suggest that if the shipowner’s actions, though lawful, result in an unreasonable delay, they may not be entitled to claim demurrage for the period of the delay. This introduces a degree of flexibility into what is otherwise a strict area of law.

Demurrage and Damages for Detention

The distinction between demurrage and damages for detention is another important aspect of maritime law. Demurrage is typically limited to a specific period as defined in the charterparty. For example, the demurrage clause in the Gencon 1976 form limits the time on demurrage to ten running days. After this period, the owner is entitled to claim damages for detention, which are compensatory damages designed to cover actual losses beyond the agreed demurrage rate.

In contrast, the Gencon 1994 form removed the limitation on the number of demurrage days, allowing the demurrage rate to apply throughout the entire period of detention. This change reflects a shift towards a more straightforward application of demurrage, where the agreed rate applies until the completion of cargo operations, regardless of the duration.

However, the distinction between demurrage and damages for detention can still be relevant in cases where the delay extends beyond the period covered by demurrage. In such cases, the shipowner may be entitled to claim both demurrage and damages for detention, depending on the terms of the charterparty and the circumstances of the delay.

The case of Inverkip Steamship Co. v. Bunge is instructive in this regard. In this case, the charterer was liable for demurrage for a period beyond the laytime, but the owner also claimed damages for detention at large, arguing that the demurrage rate did not adequately compensate for the loss. The court rejected this argument, holding that the agreed demurrage rate applied without limit of time until the delay was such that it frustrated the contract or the owner treated the charterer as having repudiated the contract.

This case highlights the importance of understanding the specific terms of a charterparty and how they interact with the general principles of demurrage and detention. While demurrage is typically seen as a form of liquidated damages that applies automatically once the laytime is exceeded, the potential for additional claims, such as damages for detention, adds a layer of complexity that parties must navigate carefully.

American Law Perspective on Demurrage

In American maritime law, the principles governing demurrage are broadly similar to those in English law, with some key differences in interpretation and application. One of the most important principles is that once laytime expires, the charterer becomes liable for demurrage at the agreed daily rate for all additional time that the vessel is delayed. This rule is encapsulated in the phrase "once on demurrage, always on demurrage," which is strictly enforced in the U.S.

For example, in cases where a vessel arrives at a port on demurrage, the charterer cannot benefit from any "notice time" unless the charterparty explicitly states otherwise. This means that the charterer remains liable for demurrage even if subsequent events, such as bad weather or port congestion, delay the discharge of cargo.

In one notable American case, the court emphasized that all delays after the vessel went on demurrage, whether caused by the charterer's negligence or external factors like weather, should be counted as demurrage days. The principle here is clear: once the laytime has been exceeded and demurrage begins, nothing short of a clear contractual provision can interrupt the accrual of demurrage.

The Role of Exceptions in Demurrage Clauses

Exceptions clauses play a critical role in demurrage disputes, particularly when it comes to determining whether certain delays should count towards demurrage. In general, if an exceptions clause is to apply to time on demurrage, it must expressly stipulate this. A broadly worded exceptions clause that does not specifically reference demurrage is unlikely to be effective.

The rationale behind this strict approach is that demurrage is viewed as a form of liquidated damages, representing a pre-agreed estimate of the shipowner’s loss. As such, exceptions to the accrual of demurrage must be clearly articulated in the charterparty. The courts have consistently upheld this principle, reinforcing the need for precise and specific language in exceptions clauses.

For example, in a case involving the Centrocon Strike Clause, the court held that a strike occurring after the vessel had gone on demurrage did not excuse the charterer from paying demurrage, despite the fact that the strike was beyond the charterer's control. The court reasoned that the charterer had already breached the contract by exceeding the laytime, and therefore, the strike, which occurred after the breach, did not affect the charterer's liability for demurrage.

This case illustrates the importance of understanding the interplay between exceptions clauses and the general principles of demurrage. While exceptions clauses can provide some protection for charterers, they must be carefully drafted to ensure they apply to the specific circumstances of the case.

Practical Implications of Demurrage Clauses

The practical implications of demurrage clauses extend beyond the legal principles to the day-to-day operations of shipping companies and charterers. For shipowners, demurrage provides a crucial safeguard against the financial losses associated with delays in loading or discharging cargo. It ensures that they are compensated for the loss of use of their vessel, allowing them to recover some of the income they would have earned had the vessel been able to proceed on its voyage or be chartered to another party.

For charterers, on the other hand, demurrage represents a potential financial liability that must be carefully managed. The key to minimizing this liability lies in effective planning and coordination of loading and discharging operations. By ensuring that all necessary arrangements are in place before the vessel arrives, charterers can avoid delays that could trigger demurrage.

Moreover, charterers should pay close attention to the terms of the charterparty, particularly the laytime and demurrage provisions. Understanding the specific triggers for demurrage and the circumstances under which exceptions may apply is essential for avoiding unexpected costs. In some cases, it may be advisable for charterers to negotiate more favorable terms, such as longer laytime or lower demurrage rates, to reduce their exposure to demurrage.

For example, in The Sagatind case, the charterer failed to load a full and complete cargo within the agreed laytime, resulting in a reduced freight payment due to the vessel being loaded to its winter marks. The court held that the charterer was liable not only for the demurrage but also for the lost freight, emphasizing the potential financial consequences of failing to meet laytime obligations.

Conclusion: Navigating the Complexities of Demurrage

Demurrage is a complex and often contentious issue in maritime law, with significant financial implications for both shipowners and charterers. Understanding the principles that govern demurrage, including the concept of absolute liability, the "once on demurrage, always on demurrage" rule, and the role of exceptions clauses, is essential for anyone involved in the chartering of vessels.

By carefully drafting and negotiating charterparty terms, and by managing loading and discharging operations effectively, parties can minimize the risk of disputes and ensure that their interests are protected. Whether you are a shipowner seeking to enforce your right to demurrage or a charterer looking to avoid unnecessary costs, a thorough understanding of demurrage is crucial for success in the maritime industry.

As the cases discussed here illustrate, the courts take a strict approach to demurrage, often placing the burden of liability squarely on the charterer once laytime has been exceeded. However, there is also room for negotiation and flexibility, particularly when it comes to the drafting of exceptions clauses and the interpretation of specific contractual provisions. By taking a proactive approach to these issues, parties can avoid costly disputes and ensure that their maritime ventures run smoothly and profitably.

In conclusion, demurrage is not just a technical legal term but a critical component of maritime contracts that has real-world implications for the profitability and efficiency of shipping operations. By understanding the legal principles, case law, and practical considerations that govern demurrage, parties can navigate the complexities of this area of law with confidence and avoid the pitfalls that can lead to costly delays and disputes.

[sophia957]

Understanding the Critical Role of Marine Services in Navigating the Seas

Introduction

The breadth and unpredictability of the oceans has always been an important part of global trade and business. The maritime industry is crucial to the global economy, from oil tankers transporting vital resources to cargo ships transferring goods between continents. Various marine services are required in this industry to ensure safe and effective operations. In this article, we will look at some of the most important components of marine services and their importance in the shipping industry.

Defining Marine Services

Marine services include a wide range of activities and support systems that help the maritime industry run smoothly. These services are critical for vessel operation, whether they are massive oil tankers, cargo ships, or fishing vessels. One of the most important services in this category is "demurrage." The charges levied on the charterer for any delay in unloading or discharging goods at the destination port are referred to as demurrage. It encourages prompt cargo unloading and makes efficient use of the vessel's time and resources.

Oil tankers and cargo ships: the foundation of global trade

Oil tankers and cargo ships power global trade by delivering large amounts of products and resources across oceans. Oil tankers, which are specialized vessels built to transport petroleum products, serve an important role in the energy sector by assuring the timely delivery of oil and gas to various regions. Cargo ships, on the other hand, are adaptable carriers that transport a wide range of goods, from raw materials to consumer items, connecting manufacturers and customers all over the world.

Sustaining the Seafood Industry with Fishing Vessels

The fishing business relies significantly on specialized fishing vessels known as fishing vessels. These ships are outfitted with fishing gear as well as storage facilities for catching, processing, and storing seafood products. They provide substantial contributions to the seafood supply chain, boosting coastal economies and feeding millions throughout the world.

Container Ships: Improving Global Trade

Container ships transformed the transportation industry by offering standardized cargo containers that can be carried easily between ships, lorries, and trains. This breakthrough revolutionized cargo handling and transportation, greatly lowering loading and unloading times. Container ships have played an important part in making international trade more efficient and cost-effective.

Marine Weather Forecast: How to Navigate Stormy Seas

Weather conditions have a significant impact on the safety and efficiency of any vessel. Forecasts for marine weather forecast give critical information regarding sea conditions, wind patterns, and potential risks. These forecasts are used by ship captains and operators to plan their routes, avoid bad weather, and protect the safety of crew and cargo during journeys.

Tugboats Play an Important Role

Tugboats aren't the biggest ships on the ocean, but they perform an important role in assisting larger cargo ships in harbors and narrow waterways. Tugboats assist in securely maneuvering big tankers, cargo ships, and other vessels through difficult navigation zones, reducing the likelihood of accidents and collisions.

Conclusion

The maritime industry and its accompanying marine services form the backbone of global trade, connecting nations and ensuring the global supply of vital resources. Each vessel in the complicated web of marine activities, from oil tankers and cargo ships to fishing vessels and container ships, performs a distinct purpose. Critical services such as demurrage management, marine weather forecasts, and the vital tugboats support these operations. Understanding and understanding the importance of marine services can improve our respect for the global economy's interconnection and the enormous efforts required to keep it afloat. As technology advances, we may expect further innovations in the marine sector to improve safety, efficiency, and sustainability for the future of this vital business.

[otter-byte]

Putting "no loads refused" in my grindr bio because I'll be dead in the ground before I pay demurrage fees

[trumpets0ng]

228 - “The Man with a Plan”

Beginning / Previously /Next

((Better Than Being Lonely-Olivia O'Brien))

For easier reading, please see transcript below:

*everyone laughs*

Ritchie: Then Zoe told him, she didn’t give a shit about the chairs and that they could keep ‘em for all she cared! “We are NOT paying woocking demurrage!” They really tried it too! *shakes head*

Z: Hey, play dumb games, win stupid prizes! *everyone laughing*

C: I’m surprised you came out tonight! When do you leave for the Creek?

X: In the morning; around 6…

C: *surprised* Train?

X: Zoe’s driving. *Ritchie and Coco subtly exchange looks*

R: It’s a long drive, ain’t it?

X: Nah, it’s not too bad. Just under 2 hours.

R: That’s a long ass ride.

Z: Well, I, for one am looking forward to it. Should be fun.

R: Well then, lemme buy you another! Trust me, dealing with his family, you’ll need it! *everyone laughing*

C: How’d you convince her to drive you to—

X: I invited her to dinner.

C: Why on earthwould you do that?!

X: *shakes head, amused* I thought you’d be happy? Aren’t you always calling her my girlfriend?

C: *nods slowly for emphasis* To make a point! Wait, are you two—?

X: No… we’re going as friends—

C: Friends who woohoo…

X: Friends who enjoy one another’s company. *Coco shakes her head annoyed* She didn’t feel like going to her sister-in-law’s—

C: You know your life doesn’t have to be this messy, right?! I’m honestly starting to think you like this s—

X: Look, I didn’t want to be the lone single adult in a house full of happy families, ok?

C: *alarmed* Walker’s—

X: No! But it’s just a waiting game at this point…

C: *gently* Xander—

X: You were right, ok? I mean, Zoe is beautiful and intelligent… she makes me laugh… *slight frown* I might as well just see where it goes…

C: Yeah, but I meant dinner and a movie! This is Harvestfest!

X: Why would I do dinner and a movie when we’ve spent the last 8 months—

C: Yeah, yeah, yeah… *Xander chuckles* but what does she think you’re doing?

X: What we’re actually doing; having fun and playing by ear.

C: Yeah, but Xan—

X: Look, Jiminy Cricket, I just want to feel normal for one woocking night. Is that ok with you? *Coco nods, taken aback. Xander sighs* I’m sorry… I’m just… I—

C: I know…

[racefortheironthrone]

Have you ever heard of Silvio Gesell and Natural money?

I hadn't until you asked, but then again I haven't read as much into market socialism as other forms of socialism.

So I looked into his Freiwirtschaft system; you can certainly see the influence of Henry George, and that peculiar mix of radicalism and capitalism that you get at the point where left-liberalism borders on socialism. For the uninitiated, the system consisted of the "Three Fs:"

Freigeld (which is properly translated as "free money" rather than "natural" money) is a fiat currency issued by a central bank that ensures it will neither inflate nor deflate, and that ensures that money will circulate through demurrage (i.e, that money would expire after a certain point, and to prevent money from expiring you would have to pay a tax or fee that would make it no longer profitable to hoard cash). Gesell believed that this full circulation would reduce interest rates to zero.

Freiland ("free land") is where Gesell goes beyond Henry George to propose abolishing the private ownership of land in favor of it being owned by the public and then rented out to workers - in essence nationalizing economic rent. Gesell believed that this would prevent landlords from reaping the benefits of the welfare state by raising prices.

Freihandel ("free trade") is his proposal for a global free trade regime conducted through an international currency union that would maintain stable exchange rates of fiat currencies and abolish the gold standard in international commerce.

I would argue that Gesell's market socialism is distinctive from Marxist socialism in that he takes a very Georgist approach to "the labor question" - he doesn't really analyze wage labor outside of the context of agricultural labor, and believes that without rent or interest there would be no exploitation and the free market would be genuinely meritocratic. I think this is a major flaw in his scheme, because he doesn't confront the inherent inequality that comes from unequal ownership of capital (in forms other than land or bank balances) and the need to sell your labor to live. Presumably, the idea is that with full production of land and capital, you'd have very tight labor markets, but that's not guaranteed and it's especially not a guarantee that workers get a fair share of their labor.

In a Freiwirtschaft economy, you might get less inequality because of the abolition of interest and private rents, but you might also see inequality simply transforming into new forms. We see in the case of the ager publicus that the wealthy can monopolize state land and come to think of it as their private property to the point where they murdered the Gracchi brothers to defend their privileges. Likewise, while you wouldn't be able to make much money off of money in the bank, Gesell's system absolutely allowed for rentier capitalism through the ownership of stocks and bonds, so you're still getting r>g and thus rising inequality over time.

Freiwirtschaft is also distinctive from social democracy in that it largely aims to correct inequality in the market rather than redistributing after the fact. Given the context of late 19th century/early 20th century Germany, it makes sense that Gesell did see social insurance as insufficient for combatting poverty and inequality . From his actions as the People's Representative for Finances in the Bavarian Socialist Republic, it does seem that Gesell intended the money from his freigeld and freiland systems to go to providing a more comprehensive basic income.