Tag Archives: transport
The Smit salvage group engaged on Lloyd’s Open Form terms to fight the fire and tow the 6,732–teu MSC Flaminia (built 2001) from the middle of the North Atlantic to a location 240 miles off the south west of the UK are also looking for security based on a percentage of the cargo value.
Contributions to general average will be assessed by Hamburg adjusters Schlimme & Partners who are working with Rogers Wilkin Ahern of London and Groninger Welke Janssen of Bremen.
Mediterranean Shipping Co, the long term charterer of the MSC Flaminia has told shippers that it “regrets any inconvenience” that the declaration of general average will cause.
The latest photograph of the MSC Flaminia managed by NSB Niederelbe but owned by a Conti Reederei KG scheme appear to show the ship and cargo in worse condition than previously.
But the fire is under control although smoke is still pouring from cargo hold seven immediately ahead of the accommodation.
A list that reached 11 degrees has been reduced to 2.5 degrees by pumping water from the cargo holds into the ballast tanks.
NSB Niederelbe is still trying to find a sheltered coastal area or port of refuge to continue the salvage operation but after two weeks has had no success.
The company’s chief executive, Helmut Ponath, has described it as “shocking” that no European country appears willing to provide a refuge for a German flag ship.
The Swedish Club leads the hull cover of the MSC Flaminia with a 25% share and is also the ship’s protection and indemnity insurer.
General average can be a nasty surprise to cargo owners, particularly if they have no cargo insurance. If you have any doubt about it, have a look at http://www.cargolaw.com/2008nightmare_msc_sabrina.html#GA — the contribution can exceed the value of the cargo one has on board.
July 12 – FONASBA, the international ship brokers and ship agents federation, has given its full backing to international government and industry efforts aimed at ensuring that shipping containers for export are accurately weighed, writes Adam Flensborg Safikhany.
Readers will recall our article on June 25, which advised of an initiative being led by the World Shipping Council in concert with container shipping lines, and labour organisations in Denmark, Holland and the USA, which will be launched at the 17th session of International Maritime Organization’s (IMO) Sub-Committee on Dangerous Goods, Solid Cargoes and Containers (DSC 17) in September.
The problem of under-declared and unverified containers is a serious one for ports and ships says FONASBA. A paper to be put forward at the IMO meeting revealed that in recent containership accidents, some boxes had been up to ten tonnes heavier than the manifest weight.
FONASBA general manager, Jonathan Williams FICS said: “Ship agents see the problems which inaccurately weighed containers cause ports and ships every day. It is extremely worrying that there is currently no obligation for containers to be accurately weighed anywhere along the transport chain.
One of the formal proposals to the IMO asks that body to rule in favour of a requirement to accurately weigh loaded containers. Citing safety concerns the IMO proposal is asking that the port facility and the ship have a weight verification certificate obtained by officially weighing the container.
But the European Shippers Council (ESC) disagreed, and responded to the proposal by saying that it was a “false remedy for an ill-defined disease.”
The ESC said that the “misdeclared” container weights are a small risk factor compared to more important safety concerns such as the dearth of procedures for lashing, ship maintenance and stowing.
“We admit that misdeclaration of weights needs our attention, but oppose the idea that it’s the biggest threat to the safety of workers in the supply chain. If the sector is truly looking for a safer supply chain, all parties should take their responsibility,” said the ESC statement.
World Shipping Council president and ceo, Chris Koch welcomed FONASBA’s support for the initiative and said the Council and the other partners were looking forward to the Federation’s input to the discussions in IMO and elsewhere.
From Tradewinds, 2012.05.11
Harsh lessons need to be learned as China’s anger escalated this week over the fleet of 400,000-dwt “Valemax” vessels being built and now operated by the Brazilian miner.
In an intriguing twist to an already extended saga, which could be a parable for our times, Cosco has rounded on Vale for allegedly boycotting its dry-bulk fleet. The blacklisting is in apparent retaliation for what Brazil believes is Cosco’s – and China’s – discrimination against its new fleet of super-bulkers.
It pits one of the world’s biggest commodities producers against a leading shipowner and operator, which just happens to be a state-owned arm of the world’s largest importer and second-biggest economy. Put so bluntly, it is hard to overstate its potential significance.
Cosco president Ma Zehua has threatened to complain to China’s ministry of commerce over what he believes is Vale’s retaliation for government lobbying he says has not happened.
Vale has yet to confirm the boycott but has apparently shunned chartering Cosco ships for around two months, even at times taking higher-priced alternatives.
Vale has already seen some of the 10 Valemax vessels delivered refused entry to Chinese ports on thinly argued “safety” grounds, although some independent experts acknowledge the risks of such large ships in China’s shallow coastal waters.
Vale has set up a transhipment point in the Philippines in an expensive solution that clearly undermines the potential savings of building and operating such giants in the first place.
In response, Cosco’s Ma continues to peddle the fear of “a growing number of [future] safety problems” without any hint of the specific issues, let alone any solutions — which is rather ironic as 20 of the current proposed fleet of 35 Valemaxes are being built at Chinese yards.
Attitudes on both sides appear by turns authoritarian, naive and now increasingly embittered. It is not a pleasant picture with worrying implications for all.
The central message the outside world needs to understand is that commerce and state remain firmly intertwined in modern China, despite apparent modernisation. Until those links are fully broken, it is wise to presume that the two remain cyphers for the other.
Further, no one should underestimate China’s desire to take complete control of its supply chain. If that means breaking the power and influence of any supplier — either of commodities or ships — then that’s what it will do.
It is another chapter in the story of China remodelling the world to its own needs and expectations. China believes the choice is clear: you are either with it or against it.
Had Matthew R. Devlin walked that far, he could have alerted his tugboat captain that he was experiencing a family emergency, in all likelihood saving the lives of two Hungarian tourists who died in the July 2010 duck-boat accident.
Had Devlin, the first mate, kept watch as the tug pushed a 250-foot barge down the Delaware River, that is all the time he would have needed to turn his boat to avoid the collision that killed Dora Schwendtner, 16, and Szabolcs Prem, 20.
Two lives were lost because of failures both small and epic that day, leading to a $17 million settlement Wednesday for the families and 18 surviving passengers when the federal lawsuit suddenly ended after less than two days of testimony.
Devlin, who is serving a one-year prison sentence for the maritime equivalent of involuntary manslaughter, said in his deposition that he often talked on his cell at work.
“You weren’t some rogue employee who was using your personal cellphone while on watch while no one else did it. … In fact, you were doing what everybody else did, right?” Mongeluzzi asked Devlin.
“Yes,” Devlin replied.
He also testified that hearing about his son had caused him to stop thinking clearly.
His deposition makes painfully clear how little it would have taken to prevent the accident. Devlin knew that K-Sea’s policy was to alert another crew member if he was experiencing a problem.
“How far away was the captain’s cabin from where you were,” Meehan asked.
“Ten feet,” Devlin responded.
“Could you have easily called the captain?” Meehan continued.
“If I was thinking clearly, yes,” Devlin said.
Mongeluzzi also argued that evidence showed repeated failures by Ride the Ducks. The company’s air horn, which could have sounded a warning to Devlin, did not work because Capt. Fox had turned off the engine.
Fox also did not tell passengers to don life jackets until moments before the collision, even though the duck had been stranded on the water for about 12 minutes.
In his deposition, Fox said he did not believe his passengers were imperiled until moments before the barge hit. He feared that passengers would become uncomfortable or sick if they put on life vests.
“I didn’t need anybody passing out or having anybody having heatstroke or any related heat issues,” Fox said.
The U.S. Coast Guard suspended Fox’s maritime license for five months because he did not ask passengers to don life jackets and because he failed to call the Coast Guard when the duck boat was stranded.