Free screening of The Moo Man

moo man

 

Here at the Greenwich Maritime Institute we like to keep abreast of moments in all industries that can effect our work from any angles.  We get involved in various projects, very recently the TourFish conference , a very successful event linking together Food, Fisheries and Tourism looking at new opportunities for sustainable development.

From this we have been looking at the food industry and we have come across the story of Stephen Hook and his film The Moo Man.

The remarkable story of a maverick farmer and his unruly cows, filmed over four years on the marshes of the Pevensey Levels.

In an attempt to save his family farm, Stephen Hook decides to turn his back on the cost cutting dairies and supermarkets, and instead stay small and keep his close relationship with the herd.
However farmer Hook’s plans to save the farm do not always go down well with his 55 spirited cows. The result is a laugh-out-loud, emotional roller-coaster of a journey.

If you would like to see this film there is a special screening being held on Wednesday 2nd July at 18:30 at European Commission  followed by a reception.

Organic milk refreshments will be served at the event!

This is a free event however places are limited to Click here to register for you space.

 

A maritime trade showpiece: starring China this year, old Soviet Union yesteryear

BLOG by Richard Scott, 30 June 2014

grain image grain on a ship grain-ship 2

Seaborne trade in cereals and oilseeds has been centre-stage in the maritime world for a very long time. From early civilisations to the present day, movements of these commodities have been a familiar feature of the international shipping business. In the contemporary era, what is referred to as grain and soya trade is broadly spread geographically, with many importers and many exporters participating. Among individual importing countries, one is now by far the largest and another, now a relatively minor participant, was the largest player three decades earlier.

 

China has emerged in the twenty-first century as the biggest single importer, mainly of soyabeans although grain (comprising wheat plus corn and other coarse grains such as barley) is becoming more significant. Not so long ago, in the nineteen-eighties, it was the old Soviet Union that was in a similar position of prominence. In those days Soviet grain imports – mainly wheat and corn, accompanied by limited volumes of soyabeans – were an especially difficult-to-predict element of global dry bulk commodity trade, and the sudden emergence of a large Soviet buying programme sometimes had a jolting impact on the panamax bulk carrier market and freight rates.

grain 3

 

During much of the 1980s, the Soviet Union’s demand for grain from foreign suppliers often mesmerised attention in both commodity and freight markets. At its peak this import demand comprised a maximum 25 percent of total global grain and soya trade, and was typically a lower percentage. So it was not really dominant but nonetheless was huge, very variable from year to year, famously unpredictable, and the abrupt changes in monthly shipment volumes gave the trade a reputation for highly erratic progress. Over the following decade it fell back to relatively small volumes.

 

By contrast the current number one purchaser China, which in 2013 comprised just under 20 percent of global grain and soya imports, exhibits steadier momentum. The usual pattern of activity does not have such a massive disrupting effect on markets as that of the previous top importer, thirty years earlier. Moreover, the longer-term trend for Chinese imports is, arguably, clear: substantial evidence points to vigorous further expansion through the 2010s and perhaps beyond.

 

Shipping’s Kremlin-watchers

In the decade or so prior to the break up of the Soviet Union into its constituent republics at the end of 1991, grain purchasing on international markets was tightly controlled by the state through its buying agency Exportkhleb. Consequently, Kremlin-watching in the grain and freight markets became an art form. Traders, shipbrokers and shipowners were looking for any signs indicating how much imported grain would be needed, the countries of origin, and what were the likely shipment periods. All these elements greatly affected bulk carrier demand and freight rates.

 

Dry cargo shipbrokers often focused intently on grain. Although by 1980 iron ore already had been for some time the biggest seaborne dry commodity trade, and coal trade volumes exceeded grain volumes by the mid-1980s, grain retained a disproportionately great influence on the freight market. A widely held view, much of the time, was that grain moved the freight market up and down (although this was not always meant completely literally: it was a broad generalisation).

 

Several factors explained grain’s market-moving ability. Substantial trade volumes typically entered the market abruptly and, often, unexpectedly. Demand for shipping capacity was augmented by longer loading and discharging operations (compared with mineral trades, for example) with slow discharge rates especially evident in many ports. Delays due to port congestion could be a feature. Relatively inefficient use of a ship’s deadweight (a measure of carrying capacity based on weight lifted) was observed, because some grains were ‘light’ and would fill a ship’s cubic capacity without making full use of the weight capacity available.

 

Also, characteristically, much grain cargo transportation was arranged on a ‘spot’ basis. Movements often did not form steady flows but were ‘bunched’ (due to the nature of grain buying activity with its fluctuations both in timing and geographically). The related predominant single-voyage charters, as the main chartering mode, amplified the impact of the other features.

 

All these ship demand enhancing and market-moving aspects were prominently displayed in the Soviet grain import trades. But it was the sheer magnitude (relative to other dry cargo movements in that era) of the Soviet Union’s requirements, and the variability of volumes coupled with forecasting difficulties, which magnified the freight market impact.

 

Conversation among shipbrokers meeting on the trading floor of the impressive old Baltic Exchange building in St Mary Axe, London had often turned to grain trade. One familiar refrain was “people need to eat” and, as if to underline the point, this discussion might be soon followed by a visit to the luncheon room downstairs to consume a healthy repast. Although perhaps simplistic, the identification of necessary food intake based on imported grain, as justification for a positive view of grain trade and its requirement for shipping capacity, was essentially correct. In the second half 1970s world seaborne grain trade had increased by an average 7 percent annually, although in the 1980s growth was much slower, averaging under 1 percent annually.

 

More sophisticated arguments were discussed in the 1980s when analysts visited the US Department of Agriculture’s sprawling complex in downtown Washington DC. Talk immediately turned to the Soviet Union’s grain imports. Questions included how much would they buy, over what period, and from where. USDA economists wanted to know whether there were any indications of unusual large-scale activity in the charter markets which could give advance clues to the Kremlin’s import programme ahead, and what might be the impact on ocean freight rates. Answers, if there were any, were often hazy. Most of the time, nobody really knew until the anticipated activity actually happened.

 

Potent performer: the old Soviet Union

What was the extent of Soviet grain imports in the 1980s and why were the volumes so changeable? Annual imports, mainly wheat plus corn and other coarse grains, together with relatively small quantities of soyabeans, varied between 29 million tonnes and 56mt. For six individual years within the decade, the range was fairly narrow, at between 29mt and 35mt. Three years saw 40-49mt. Within these totals, soyabeans comprised about one million tonnes annually.

 

The Soviet grain imports peak occurred in trade year 1984/85 (a twelve months’ period measured from the middle of one calendar year to the next, commonly used in agricultural trade statistics) when 56mt was recorded. It was preceded and followed by volumes at the low end of the range, 34mt in 1983/84, and 32mt in 1985/86. This surge and retreat, and some other sizeable year-to-year changes during the decade, had a great impact on short-term demand for bulk carriers.

 

Large annual variations in the Soviet Union’s domestic grain production, and associated variations in state procurements, mainly explain the fluctuations in foreign purchases, although numerous other factors were reflected in import changes as well. When a poor harvest (compared with the previous harvest) was experienced, mainly caused by changed weather patterns, higher imports were arranged in the ensuing twelve months to offset the shortfall. Conversely, a good harvest was followed by reduced imports. For example, a 20mt (20 percent) fall in grain output in the 1984 harvest, reducing the total to 173mt, prompted the following 23mt imports increase to 56mt.

 

Production variations (both volume and quality) and, especially, severe shortfalls in some years were not entirely due to weather changes. Temperature or rainfall extremes were detrimental, as in most other grain producing countries. Varying degrees of ‘winterkill’ were experienced, while an occasional sukhovey (extremely hot, desiccating wind) sweeping across the Steppelands of Kazakhstan and Western Siberia severely cut grain yields. Additionally, Soviet farm operational efficiency was not always adequate, and sometimes noticeably lacking, partly reflecting state organisational deficiencies. The results were seen in avoidable planting delays and insufficient seed supplies; inadequate fertiliser or pesticide supply, or mistimed application, or both; and farm machinery shortages or breakdowns and lack of spare parts (for tractors, combine harvesters and other machines).

 

Another clearly observable influence affecting Soviet grain import requirements was rising demand. Consumption as human food remained fairly static over most of the 1980s period, at about 47mt per year. By contrast, consumption within the feed sector (livestock feed) rose by over 2mt annually, or about 20 percent cumulatively during the decade, amid intentions to boost meat and dairy products availability.

 

On the supply side, an endemic problem was the large amount of the domestic grain harvest wasted as a result of system inefficiencies. Losses before and after harvesting, and in transport, storage and processing, were proportionately much higher than seen in other countries. USDA economists made estimates for ‘dockage-waste’ varying between 16mt and 30mt annually during the 1980s (10-15 percent of gross harvest output). These amounts included allowances for above-average moisture content (exaggerating the grain volume), and extraneous matter included such as weeds, soil and pebbles which also inflated the total, as well as transport and handling losses.

 

Soviet Union imports were also affected by changes in grain stocks, and in availability of other domestic crops contributing to livestock feed, known as forage crops. Finally, the amount of grain bought from foreign suppliers depended upon hard currency availability (earnings acquired from oil exports were influential), payment terms, international grain prices, and foreign exchange rates. Ocean freight costs were significant as well.

 

Powerful player: China      

Compared with the predecessor prime player the factors explaining China’s emergence, as the top individual importer of grain and soyabeans, have been more transparent. The country has remained largely self-sufficient in wheat, corn and other coarse grains (as well as rice), although there are now signs of greater dependence on foreign supplies. For soyabeans, which comprise the biggest proportion of overall grain and soya imports into China, there has been a strong upwards trend over many years as domestic production remained limited amid vigorously expanding consumption.

 

In calendar year 2013, China’s imports of grain and soya reached 75mt, comprising approximately one-fifth of global seaborne movements in that category. The annual total had expanded rapidly over the preceding decade, from 23mt in 2003, a cumulative 234 percent rise. Within this total, the dominant soyabeans imports more than tripled, to reach 63mt last year. Moreover, a sustained expansion seems likely to continue in the years ahead, based on evidence of underlying influences.

 

Consumption growth was an especially notable trend affecting imports. The capacity of Chinese oilseed crushing mills has been greatly enlarged so that imports of soyabeans, the form in which most foreign soya is purchased, can be processed into the required meal and oil output. Soyameal is a key high-protein ingredient of livestock feed, usage of which has expanded amid increasing domestic production of animals providing meat and dairy products to satisfy rising consumer demand and amid large-scale poultry exports. Soyaoil consumption in food manufacturing and home cooking has risen greatly, resulting from growth in these activities.

 

The strong soyabeans import trend also has reflected lack of growth, and subsequently reduction, of domestic soyabeans production in China. During the period of five years up to and including 2010, soyabeans harvests averaged just over 15mt. The next three years saw a declining trend to about 12mt in 2013. Another factor boosting imports was the government’s policy of building up strategic reserve stocks (responding to growing dependence on foreign suppliers).

 

China has been successful in raising its wheat, corn and other coarse grains output in recent years, despite limiting factors such as land and water availability. This trend was encouraged by continuing reforms over an extended period, as the agricultural sector experienced a transition from a planned economy to a market based economy. Last year’s harvest, totalling 346mt, was 51 percent higher than average annual output in 2003-2005. But the domestic market for these grains has tightened, amid rising consumption. Consequently imports, while still relatively small, have increased. In 2013 the total reached over 12mt, an almost seven-fold rise compared with a decade earlier.

 

Beneficiary: the shipping industry

Both these examples – yesterday’s Soviet Union and today’s China – show how, in different periods, a grain and soya importing country became a very prominent maritime trade feature. In each case the impact on the global shipping industry created substantial additional employment for bulk carriers. Much of the trade involved long-distance voyages from loading ports in the USA, Canada and South America (Brazil and Argentina), as well as shorter voyages from elsewhere, further enhancing ship employment. China is expected to remain an expanding user of maritime transport capacity for this purpose, over the decade ahead.

 

Direct effects on the ocean freight market, especially when sharp changes in chartering activity occurred, were more prominent during the earlier episode. Soviet chartering often had a great impact on market conditions and freight rates for panamax and other size bulk carriers, although not always for extended periods. The intensity of impact varied amid differing tonnage (vessel) supply/demand balances and amounts of tonnage available on the open market for spot employment. In the early- to mid-1980s, a general global tonnage surplus tended to mitigate the positive impact on freight rates of temporary extra trade volumes.

 

Although the ‘China effect’ from this commodity category in the present era has not been as striking as the earlier ‘Soviet effect’ was at times, it looks set to be longer-lasting. But all predictions should be treated with caution. As the Chinese proverb says: “he who lives by the crystal ball will die of ground glass”. A useful reminder!

 

Richard Scott

Visiting Lecturer, Greenwich Maritime Institute and MD, Bulk Shipping Analysis

Researching the River Thames: Environmental History Guide

researching the river thames

Dr Vanessa Taylor and Prof. Sarah Palmer of the Greenwich Maritime Institute where recently part of the project  ‘Running the River Thames: London, Stakeholders and the Environmental Governance of the River Thames, 1960-2010’ which was funded by the Economic and Social Research Council. The project ran from August 2011 to July 2013.

The objectives of the project were:

  • To trace changing forms of public participation and political legitimacy in the environmental governance of the River Thames since 1960
  • To assess the impacts of the shift to river-basin management on the political and economic dominance of London, on opportunities for participation along the river, and on the status of urban governance
  • To examine the political role of communities in the lower Thames region in the light of the concentration of the port downstream and rising environmental concerns up to 1992
  • To provide an historically informed assessment of the implications for environmental citizenship of the current emphasis on stakeholder consultation and of the rising importance of technical expertise as a basis for legitimacy
  • To clarify the changing governance structure of the river and indicate key archive resources for the river’s environment, governance bodies and interest groups since 1960

From the project, one of the outcomes of the Thames project was to provide a public resource for anyone interested in finding out more about the environment of the river and its history. Some sections of this website reflect the project’s focus on the past fifty years, but several sections also consider the period since the mid nineteenth century.

Features of the research guide

  • Timeline for the environmental governance of the River Thames since the 1850s
  • Maps (current and historical) for the River, River Basin and Port of London
  • Overview of River Functions
  • Who runs the Thames? Snapshots of Governance for 1960, 1965, 1974, 1990, 2013
  • Statutory organisations for the Thames river and Thames region
  • Voluntary and stakeholder organisations for the Thames river and Thames region
  • Historical Sources for the river, including a guide to archives in the Thames region
  • Bibliography (documents and academic sources for the Thames)
  • Thames on Film: links to films on the river, available online and in archives
  • Information on the Running the River Thames Project

View more information on Running the River Thames project.

 

running the river thames 2

 

Happy Fish Friday – for the Fisherman’s Mission

 

fishermans mission logofishermans mission - photo 1fish friday


chip shopchip shop 2

 

Join us now for Fish Friday 2014!

 

In partnership with Tesco Stores the Fisherman’s Mission are aiming to beat last year’s record of 400 fish and chip shops signing on.  Join us and sign up to support Fish Friday now!

Fish Friday is the Fishermen’s Mission’s biggest national fundraising day. Fish and chip shops, fishmongers and groups across the country – they are asking you to show your appreciation for the nation’s unsung heroes, our fishermen and their families.

The Fishermen’s Mission is to help  fight poverty and despair in our fishing communities by providing emergency and welfare support to fishermen and their families 24 hours a day, 7 days a week, 365 days a year.

Over 13,000 men and women work in the UK’s toughest and most dangerous peacetime occupation: deep sea fishing. At sea, they face death and injury on a daily basis.

On land, many face insecurity and debt. And life for the 50,000 retired fishermen and their dependants is no better, with debt, inadequate pensions and scant savings meaning no respite from hardship once the fishing’s over.

The Fishermen’s Mission invite you to have fun, raise some money and help us provide our fishermen with the emergency and welfare support they need.

Fish Friday 2013 was a huge success and raised more than £46,000. Now we need you to sign up and help in 2014.

So help to make this  years even better for this worth cause, to donate click on the fish below

donate fishermans friday

 

Psychic’ turtle predicts Mexico win over Brazil in World Cup

The football World Cup is now underway with many favorite teams crashing out of the tournament.  So how do you find a way to predict winners….. easy you goto a Sea Turtle Brazil for help.

Cabeção the turtle worries locals in the Brazilian beach village of Praia do Forte after predicting a Mexican victory over Brazil on Tuesday. Cabeção, who predicted Brazil’s win over Serbia in their final friendly before the World Cup, and their victory over Croatia in the opening game, chooses a fish beneath the Mexican flag – rather than beneath the Brazilian flag or a ball that indicates a draw.

Cabeção is part of the Tamar project, which helps endangered sea turtles

 

Maritime student Robert Forrester writes A History of the Royal Mail Steam Packet Company and Royal Mail Lines, 1851-1965

 

ROBERT FORRESTER

 

 

Robert’s background

Robert Forrester spent twenty years at sea as a deck officer, the last ten of them with Royal Mail Line making frequent voyages to South America prior to leaving the sea in 1965.

The next twenty-odd years were spent involved with newspaper and magazine publishing, latterly as MD of the company producing magazines for British Airways, and others.

Following his retirement he studied for an MA (2001) in Maritime Studies at the Greenwich Maritime Institute followed by a PhD in 2006 and now he sees his book available to buy a many good book stores.

 

 

book

 

What the book is about

During the nineteenth century Britain’s maritime, commercial and colonial interests all depended upon a regular and reliable flow of information from around the globe. Whilst the telegraph increasingly came to dominate long-distance communication, postal services continued to play a vital role in this network of information exchange, particularly to the more distant locations. Consequently, much importance was placed upon international mail services by the British government and the Admiralty, who provided large subsidies to commercial companies to run these concerns.

Concentrating on the mail service between Britain and South America, this book explores the economic, maritime and political aspects of the Royal Mail Lines company, who held Admiralty and Post Office mail contracts between 1851 and 1965.As well as providing a business history of the Royal Mail Lines, the book reveals the many and varied consequences of maintaining a long-distance mail service.

Improved ship design, the establishment of a network of coaling stations, the availability of inexpensive transatlantic passenger crossings for immigrants, increased cargo capacity allowing increased imports of coffee and frozen beef to Europe, the linking of South America to international markets and commercial opportunities, were just some of the spin-off benefits of Britain’s subsidised mail services.

The book also addresses the international competition faced by Royal Mail Lines, which reflected Britain’s diminishing dominance of global trade and shipping. In all this book has much to say that will interest not only business historians, but all those seeking a better understating of Britain’s maritime and economic history, and changing patterns of global information exchange.

 

For more information or to purchase a copy click here 

New safety device tested which looks to help save lives in helicopter crashes at sea

In a recent report from the BBC’s Richard Westcott he was given the opportunity to try out a new safety device that could save lives in the future for those who have a helicopter crash at sea .

The new concept combines a life jacket with a very small aqualung – and the Civil Aviation Authority, which regulates safety, is rolling them out 15 months early as one of a number of new rules.

Before Richard tried out the new jacket he got to try out the current one in comparison which involved being strapped into a pretend helicopter, upside down in a swimming pool, being battered with rain, waves, wind and fake lightening- all in the dark.

underwater training

The current system is called a hybrid re-breather, which is a life jacket with a rubber bag full of air that you continually re-breathe through a tube.  This gives you a few precious extra minutes if the helicopter sinks or flips over – that’s the worst bit, when the aircraft spins over so you’re upside down.

Here’s a terrifying fact, about 60% of helicopters invert or sink either straight away or after a short delay once they hit water.

 

Emergency drill

“Don’t try to get out straight away,” the instructor Kieran Morrison told Richard. “Once the water goes over your head, count to seven. And stay strapped in until the last minute.”

So in effect, you have to sit quietly, strapped in, and count, while gallons of water rush over you and you flip over. Talk about fight your instincts.

But as Kieran explained, if you unstrapped too soon you’d float to the top of the helicopter, which is what used to be the floor, and that makes it incredibly hard to pull yourself down to your escape hatch, the window.

underwater

 

The survival suit makes you float, which is a good thing unless you’re still inside the aircraft. You also have to put a nose clip on one-handed, which is incredibly fiddly. The other hand stays, at all times, on the window release lever.  Richard had quite a few goes and found he could breathe OK with the re-breather, but it’s not clean air, it feels a little strained. And the rubber bag you’re filling is just that. Rubber. It can potentially wear, or leak.

There’s also a metal pin you have to remember to push in as soon as you reach the surface. Otherwise you might get a stomach full of sea water. Richard thought the whole thing felt fine to use, but those fiddly little things, the nose clip, the pin, well, would you really remember them if it was a real crash?

 

Long-term plan

By contrast, the new system is like a mini-version of scuba gear.

It’s heavier, because of the small cylinder of compressed air, but it’s also less bulky. The nose clip is attached to the mouth piece and is far easier to put on, especially one-handed. Richard believes, that this makes a big difference. And once he was under the water, it was far more comfortable to breathe.

The unions have also given it their seal of approval. “It should deliver greater confidence with the workforce,” says Jake Malloy from the RMT. “But the long-term plan must be to keep the aircraft in the air… safer, more reliable aircraft. Newer aircraft, bigger windows, more space.”

Hopefully with these new developments it can help increase survival rates as these transfers of oil and gas workers over the North Sea have had a poor safety records over the past few years

For the full story click here 

 

Sea Life penguins predict World Cup results

penguin

As the World Cup is now underway we have been looking to see what links there might be to bring our subject matters together and stumbled upon the very heart warming story of penguins predicting the results of some of the games.

It seems Birmingham’s National Sea Life centre’s newest residents have been getting into the World Cup spirit by making their very own predictions.

The attraction’s Gentoo penguins have put their feathery necks on the line and predicted the results of the opening games.

They’ve been busy examining the country’s flags for each head-to-head game and choosing which they think represents the winning team by hopping onto the rock it is leant against. When they’re unable to choose an out and out winner, they’ve scrambled onto the middle ground of the ‘draw’ rock instead.

James Robson, curator at The National Sea Life Centre Birmingham, explains: “Our Gentoos are really enthusiastic and love playing new games so have quickly got into the spirit of choosing the winning flags.

“Alf, one of the oldest penguins and the self-appointed head of the colony, has been leading the predictions, with a little help from his long-term partner, Lolly, and his new girlfriend, Ginny. Surprisingly the two girls have agreed on the predictions when they’re rivals in everything else!”

The trio’s prediction for the first game of the competition, Brazil vs Croatia on June 12, is a win for the hosts, Brazil. In England’s first group game against Italy on June 14, in the extreme humidity of the Amazon rainforest in Manaus, Alf predicts a draw for the European head-to-head. But youngster Pablo, who has been challenging Alf for his leadership, isn’t sitting on the fence on this one. He’s confidently predicting a win for Italy!

Watch this space the penguins’ predictions are set to continue.

Click here for the full story

 

 

 

TourFish conference launch Linked In discussion group


logo for tourfish blogTourfish logo



tourfish homepage image

How can agro-food, fisheries and tourism work together to deliver new opportunities for sustainable development along the coast and in our towns and countryside? Just one of the matters discussed on Linked In.

As the TourFish conference is fast approaching, today sees the launch of the TourFish discussion group on Linked In for preparation for the event on the 23rd – 24th June 2014.

The conference aims to bring together those in the Fishing, Food and Tourism industry to discuss how these industries can work together to deliver new opportunities for sustainable development along the coast and in towns and countryside of the 2 seas area.

TourFish are expecting representatives from France, Belgium and The Netherlands to join in Hastings for the interactive conference.

Please search Linked In for the TourFish Conference to be part of the group and see the discussions unfold

For more information on the event or to register for free please use the link below;

 

TourFish

 

fishing hands

 

Greenwich named as University of the Year by Marine Stewardship Council

 

greenwich trophy

 

 

The Marine Stewardship Council has named Greenwich as its University of the Year in a new series of awards recognising leadership in supporting certified sustainable seafood.

Top chef Raymond Blanc OBE and the food chains Waitrose and Marks & Spencer are among the other individuals and organisations to be honoured.

Greenwich’s prize has been awarded for its active engagement with the ‘MSC Investigates’ series of animated films which involved internal and social media marketing. It said that over 30 universities got involved with this initiative, but none more so than Greenwich.

“Students at Greenwich can be confident that their university is only serving sustainably sourced fish,” says Emily Mason, Sustainability Project Officer at the university. “This is all part of our Sustainable Food Policy. Along with our catering contractors, Sodexo and BaxterStorey, we are working hard to incorporate environmental, ethical and social considerations into everything that we serve in our cafes and restaurants.”

The university has a strong track record of achievement in environmental issues. It won the Times Higher Education Award for Outstanding Contribution to Sustainable Development in 2013 and is a past winner of the People & Planet Green League Table of universities.