| ||PORTS WORK TOGETHER ON CLEANER FUEL FOR SHIPPING|
|Added: 01 Mar 2013|
|The shipping industry is showing increased interest in the use of LNG (Liquefied Natural Gas) as a fuel for vessels. A “LNG Fuelled Vessels Working Group” has been established under the auspices of the International Association of Ports and Harbors’ World Ports Climate Initiative. The Working Group is tasked to develop guidelines on safe procedures for LNG bunkering. |
Participation in the Working Group is open to all ports either as an active participant or as a member of the reference group. Industry partners are invited to be part of the reference group to obtain immediate feedback and to validate the outcomes. Ports and industry stakeholders interested in participating in the Working Group should contact Ms. Tessa Major, Chair of the WPCI LNG Working Group. E-mail: email@example.com
The Port of Antwerp is chairing this initiative and representatives from the ports of Amsterdam, Bremerhaven, Brunsbüttel, Gothenburg, Hamburg, Le Havre, Los Angeles, Long Beach, Rotterdam, Stockholm and Zeebrugge are also active participants in the Working Group. The Working Group maintains close contacts with industry stakeholders currently using and/or handling LNG, as well as government agencies.
The working group is supported by the European Sea Ports Organization (ESPO), the European and International Organization of Harbour Masters (EHMC/ IHMA) and the European Maritime Safety Agency (EMSA).
| ||AQABA AIS|
|Added: 06 Feb 2013|
|On 4th February Transas Middle East announced that it had successfully installed and commissioned standalone AIS at the port of Aqaba, Jordan within the EU-funded SafeMed II Project.|
Primary purpose of the project is to provide a comprehensive picture of the maritime traffic to all interested parties, which will help to forecast dangers and risks related to marine pollution.
Transas’ standalone AIS unit incorporates the latest VTS technology and meets all international standards. At the core of the system is Transas AIS Base station T214, state-of-the art equipment designed specifically for coastal surveillance, vessel traffic monitoring and ports management.
Intended to cover Aqaba Port, its inner port waters, channels and fairways, this installation will significantly contribute to the prevention of marine pollution, improvement of safe navigation and overall security of the port, it is claimed.
In addition, Transas supplied and commissioned AIS VTS Server, WEB server and related hardware to the Jordan Maritime Authority financed by the EU-funded SafeMed II regional project. This project is implemented in these waters by the Regional Marine Pollution Emergency Response Centre for the Mediterranean Sea (REMPEC) on behalf of the International Maritime Organization (IMO).
The Regional Marine Pollution Emergency Response Centre for the Mediterranean is based in Malta and assists the Mediterranean coastal States in ratifying, transposing, implementing and enforcing international maritime conventions related to the prevention of and response to marine pollution from ships.
|MAN OVERBOARD FATALITY ATSB Report|
|Added: 06 Feb 2013|
|On 17th November 2011, a seaman was rigging a combination pilot ladder for boarding a harbour pilot on the container ship MSC Siena* near Rottnest Island off the port of Fremantle, Western Australia. The ship’s crew had done the task more than 30 times in the past two months. The procedure for this routine task involved the seaman, wearing a full body harness, securing the pilot ladder to the bottom platform of the accommodation ladder.|
The weather was rough and the boatswain was supervising the crew rigging the pilot ladder. He saw a large wave suddenly strike the underside of the accommodation ladder’s bottom platform on which the seaman was working. The seaman fell off the platform and hung from his harness while shouting for help and trying to hold on to the pilot ladder. His legs were submerged in the rough seas which were pounding his body against the ship’s side, the platform and the pilot ladder, and repeatedly breaking his hold on the ladder.
The boatswain and two other crew members on deck tried to pull the seaman up by heaving on the harness rope. However, he was caught under the accommodation ladder’s bottom platform. After about four minutes, the seaman slipped out of his harness. Submerged, and making no attempt to swim, he drifted past the ship and the crew lost sight of him.
An immediate search initiated by Australian search and rescue agencies failed to find the seaman. His boots and all the lifebuoys thrown overboard by the crew were located and recovered.
Occurrences where a person has fallen overboard are not unusual in the maritime industry. In many cases, the person is either not found or recovered alive. In 2010, a report published by the UK’s MAIB documented a number of such occurrences. Inadequate risk assessments and/or deficiencies with ladders and associated equipment generally, were found to have contributed to those occurrences.
Since the accident, MSC Siena’s management company has taken a number of steps to improve safety during the rigging of pilot ladders. Amongst other initiatives, it has implemented a major revision to its work permit system for working over the side, which now specifically addresses the task of rigging a combination pilot ladder. On board training has been improved and a fleet wide safety campaign was carried out.
The full investigation report, MO-2011-010, provides a detailed description of the accident, and the measures aimed at improving the safety of mariners. This document is available on the AMSA website at: www.atsb.gov.au
|TRELLEBORG MARINE SYSTEMS ACQUIRES SEATECHNIK |
|Added: 04 Feb 2013|
|Trelleborg Marine Systems, part of Trelleborg business area Offshore and Construction, announced at the end of January the acquisition of Sea Systems Technology Ltd. (SeaTechnik), a global market-leader in the design and manufacture of systems for safeguarding the transfer of LNG between liquefied natural gas (LNG) carriers and shore terminals.|
In addition to developing, manufacturing and supporting systems for the safe handling of LNG, SeaTechnik has a growing share of products and solutions that monitor and manage the operating performance of ships, the aim of which is to significantly reduce both emissions and fuel costs.
For Trelleborg Marine Systems, the acquisition means strengthening and building on its expertise in the LNG sector. Richard Hepworth, President of Trelleborg Marine Systems commented, “We are committed to growing our business in this fast moving area and the acquisition of SeaTechnik really bolsters and expands on our berthing, docking and mooring offering.
“LNG transportation represents an attractive growth area for us. As such, we want to offer a full service solution that can provide customers with a one-stop-shop for LNG projects, building on our existing expertise and capabilities. SeaTechnik’s portfolio already has similar design requirements to ours and we already work together closely, so the acquisition provides natural synergies and is a logical step to take.”
Richard Ceen, Managing Director at SeaTechnik, added, “We are delighted to announce the finalisation of the acquisition. We have built our reputation as the world leading specialist in LNG Ship Shore Link and Emergency Shutdown systems and we continue to develop our lead in energy monitoring and optimisation of performance for ships and other marine installations.
“Now, boosted by the portfolio and financial strength of Trelleborg, we look forward to working with our colleagues across the business to share knowledge and best practice, and develop and enhance our joint portfolio even further.”
Employing 45 people globally, SeaTechnik is based outside Chester in the UK, with two wholly owned subsidiaries based in Korea and Singapore. Design, manufacture and assembly activities are based mainly in the UK, with local sales support, installation and commissioning work and specialist manufacturing carried out in Korea and Singapore.
This acquisition is part of Trelleborg’s strategy to strengthen its position in attractive and profitable markets and enables the Group to broaden its product portfolio of berthing, docking and mooring solutions for harbours and ships.
TRELLEBORG MARINE SYSTEMS TRAINING FILM
Trelleborg has launched a new film aimed at educating industry stakeholders about the significance of the in-house design engineering and manufacturing capabilities of fendering, docking and mooring suppliers, illustrating the importance of using quality materials right through the supply chain.
This film underlines why in demanding environments, reliable service and equipment are essential, detailing the entire fendering, docking and mooring production process, from conceptual design through to production, quality control, testing and after sales care. It aims at illustrating to port owners, operators and contractors how they can make certain they are procuring quality throughout the supply chain.
Richard Hepworth, Managing Director of Trelleborg Marine Systems, reflected, “Increasing vessel sizes, a broader variety of ships and the prevalence of specialised projects are leading to ever more complex demands on port infrastructure. Port and terminal owners and operators, consultants and contractors, are under severe pressure to accommodate these considerations, whilst reducing downtime, improving accountability and ensuring that marine environments are safe and operationally efficient. Using a reliable manufacturer, such as Trelleborg, that has its own in-house engineering resources, is key to meeting demands.”
Trelleborg have also launched a Rubber Testing Whitepaper to help decision makers understand the differences in quality between rubber compounds and how they can affect fender performance.
To view Trelleborg’s End to End film, visit https://www.youtube.com/watch?v=f5bZlp1qiL8
| ||ESPO 2013 CONFERENCE|
|Added: 04 Feb 2013|
|To Focus on Co-operation and Ports Policy|
On 30th and 31st May, ESPO will be holding the tenth in its series of annual conferences. This will take place in Varna and is being organised in co-operation with the Bulgarian Ports Infrastructure Company. Potential participants may register online via the conference website at:
With co-operation as its overall theme, the conference will discuss ways in which port authorities, operators and stakeholders can foster development and improve performance by working together. Specific issues to be explored include integration of ports in infrastructure corridors, marketing and promotion of port regions as well as intercontinental strategies of port authorities.
Continuing a long-standing tradition, the conference will also devote considerable attention to European Union policy developments. If all goes according to schedule, the ESPO 2013 Conference, it has been suggested, may be the first industry platform to discuss the European Commission’s new proposals on market access and transparency that are expected to be published in the months to come.
Prior to the conference, a special interest seminar will focus on regional port co-operation in the Black Sea. This will mark ESPO’s first event held in what is considered as the youngest region of the EU.
Confirmed speakers include: Eddy Bruyninckx, CEO Port of Antwerp, Paolo Costa, President Port of Venice, Sylviane Delcuve, Senior Economist BNP Fortis Bank, Alfons Guinier, Secretary General ECSA, Stavros Hatzakos, President MedCruise, Alan Long, Chairman EPCSA, Olena Losevska, Attorney at Law Interlegal Ukraine, Hervé Martel, CEO Port of Le Havre, Stefan Neychev, Chairman Bulgarian Ports Infrastructure Co., Theo Notteboom, Chairman ITMMA, Jean-Eric Paquet, Director DG Move, Isabelle Ryckbost, Director EFIP, Mikhail Sokolov, First Deputy General Manager Odessa Commercial Sea Port, Dimitrios Theologitis, Head of Unit DG Move, Patrick Uyttendaele, Director MTBS, Eero Vanaale, Consultant Drewry, Larissa van der Lugt, Erasmus University Rotterdam and Eric Van Hooydonk, Chairman Portius.
|CAPTAIN PAT FARNAN RETIRES AS PORT OF CORK HARBOUR MASTER AND DEPUTY CHIEF EXECUTIVE|
|Added: 04 Feb 2013|
|On 3rd February the port of Cork announced the retirement of Harbour Master and Deputy Chief Executive, Captain Pat Farnan after 33 years with the company.|
Captain Farnan joined the Port of Cork in 1980 as Assistant Harbour Master and since then, has built a reputation as one of the leading Harbour Masters in Ireland. He also served as President of the European Harbour Masters’ Association from 1996 to 1998.
Prior to joining the port of Cork, Captain Farnan enjoyed a sea-going career with Irish Shipping Ltd, joining as a cadet and subsequently serving in all ranks on a wide variety of vessels, trading worldwide. He left Irish Shipping in 1980 to join the port, having served as master for two years.
Captain Farnan has also served as Harbour Master of Bantry Bay since 2002.
Captain Farnan lives in Cobh with his wife Carmel and this year celebrates 40 years of marriage. He has two sons, Keith based in Dublin and Patrick in Cork.
Commenting on his retirement, Captain Farnan said, “It has been a privilege to have been the 12th person to hold the position of Harbour Master since 1820.
“I joined the then Harbour Commissioners in 1980 at a particularly fortuitous time as the port was about to enter an exciting phase of its development with the construction of new facilities at Ringaskiddy. This facilitated the expansion of the port and in the intervening years the deepwater facilities at Ringaskiddy allowed the Port to accommodate large Panamax vessels and more recently a deep sea container service. Now it is established as one of the leading ports in the country.
“Among the many highlights for me during my time at the port of Cork was the return of cruise liners to Cork with the berthing of the Queen Elizabeth 2 at Ringaskiddy in 1990 and the development of the cruise facilities in Cobh to meet the challenge of the ever increasing size of cruise liner culminating in the berthing of the Independence of the Sea and Queen Mary 2 two of largest cruise ships. The Tall Ships visit in 1991, which was the first time the event was ever hosted in Ireland, was also a great personal highlight of my career.
“One of the major strengths of the port is the combined efforts of every individual who make the day-to-day running of the port possible, at all levels and the high level of morale that was maintained over the years. I was fortunate in having a great team supporting me in operations.”
Deputy Harbour Master, Captain Paul O’Regan will assume responsibility as Acting Harbour Master and Captain Pat Murphy will be the Acting Deputy Harbour Master. Both will bring their many years of experience and expertise to continue the efficient operations of the Port.
Brendan Keating, Chief Executive of the Port of Cork concluded, “Pat has given outstanding service to the port of Cork and he retires today with our very best wishes.”
|JAMAICAN LOGISTICS HUB|
|Added: 04 Feb 2013|
|The Government of Jamaica has unveiled ambitious plans that will create the Caribbean island into a global logistics hub for the Americas and position it as a regional trading rival to Singapore, it was reported at the end of January.|
High level discussions have already started with a number of overseas investors to develop vast areas of prime real estate to handle increased volumes of sea and air cargo. Projects under discussion include growth of container throughput at the port of Kingston ahead of the expansion of the Panama Canal, as well as the development of commodity ports to handle petroleum products, coal, minerals and grain; the development of an air cargo strong hold through the construction of an air cargo airport as well as the construction of large scale ship repair dry docks. Special economic zones are also being conceptualised by a wide range of local and foreign investors.
Once completed the initiative, which is being spearheaded by the Jamaica Ministry of Industry, Investment and Commerce, will transform Jamaica into the fourth node or pillar in the global supply and logistics chain alongside Singapore, Dubai and Rotterdam. A critical element in the equation to make the logistics hub successful is the involvement of suitable, long-term investors. The Government of Jamaica is already in discussion with some prospective partners as well as looking for new ones.
Anthony Hylton, Minister of Industry, Investment and Commerce, said the vast project contained many opportunities for investors, logistics providers, distributors, manufacturers, and suppliers across many industries around the world. He said the initiative will provide a myriad of opportunities for global and domestic commercial and industry interests.
He added that the development of Jamaica’s transportation – maritime, aviation, road and rail and logistics infrastructure – will enable Jamaica to be positioned as the logistics hub of the Americas (North and South America). This effort, he said, represents the centrepiece of a sustainable economic growth strategy. “I recently returned with a delegation from Asia as part of advancing the logistics hub initiative and I must tell you that the results of my trip are very reaffirming and instructive. The results reaffirmed the soundness of the logistics hub initiative and further clarified the opportunity and the tasks that are before us.”
Dr Eric Deans, Chairman of the Logistics Task Force, said a market of 800 million people, including the USA and Brazil, can be accessed readily from Jamaica. He said trade opportunities are due to “… burst wide open with the expansion of the Panama Canal scheduled to be completed in 2015; the multi-billion stimulus package by Brazil for World Cup 2014 and Olympics 2016; and the growing middle class in Latin America.”
Dr Deans said a critical aspect of the global logistics hub initiative is the broadening of bilateral collaborations with Jamaica’s global partners, and encouraging private sector investment and financing through private-public partnerships (PPPs).
Several cornerstone projects are already being rolled out including the Caymanas Special Economic Zone (CEZ) development which will represent a significant advancement of Jamaica’s industrial infrastructure. The CEZ is part of a broader urban development plan called the Caymanas Estate Development Plan. The Urban Development Corporation (UDC) and the Factories Corporation of Jamaica (FCJ) will simultaneously develop 10,000 acres of the Caymanas estate for various purposes such as recreational, residential, and commercial usage.
Of the 10,000 acres for land development, requests for proposals are being solicited by the FCJ for the development of the first phase of the Caymanas Special Economic Zone that would provide complete infrastructure for approximately 200 acres.
The CEZ will focus on the key sectors of distribution, manufacturing, agro-processing and creative industries. Plans for the CEZ include housing a research institute, a small business incubation centre, light manufacturing facilities, logistical planning & warehousing, pharmaceutical, assembly plants, software development, telecommunications and information technology business, hotels and an aerodrome (existing).
The CEZ would link the business districts of Kingston and Spanish Town. The zone would have major road networks, including the island’s major Highway 2000, feeding into it from various entry points. It would be located near the port of Kingston, which is located less than ten minutes away and the Norman Manley International Airport; thereby facilitating the transport and logistics service needs that would be generated by the activities within the CEZ. Finally, the zone would be located near the town of Portmore which has a relative high density of educated, skilled Jamaican workers from which the zone would be able to draw its labour force.
The commodity port, to be built in eastern Jamaica, will provide crude oil and petroleum product tankage, which, together with blending, natural deep water loading, discharging and transhipment capabilities could guarantee uninterrupted supplies of crude oil, gas and refined products to global market. Other terminals will cater to bulk minerals, grain and other commodities.
Other key strategic priority areas within the Hub’s development include expansion of the Kingston Container Terminal and airports, logistics planning and warehousing, strategic storage of manufactured merchandise and bulk commodities, ship repair/dry docking and aircraft maintenance, repair and overhaul.
A substantial economic stimulus will be created from the construction activities related to the logistics hub. This will be a precursor to major manufacturing and distribution companies establishing offices and/or warehousing facilities as well as a plethora of logistics companies transacting trade related deals globally for goods and services that are either manufactured in Jamaica or elsewhere.
The hub will cater for goods assembled in Jamaica or elsewhere, transiting through Jamaican ports or not, warehoused in Jamaica or elsewhere; E-commerce; value-added logistics, import/export-related activity; financial activities; free zone activity; cargo hub activity; mail hub activity; passenger hub activity; intermodal transfers of passengers, education and training; cargo security activities; intermodal transport and the transhipment of goods.
|THE WORLD VTS GUIDE|
|Added: 28 Jan 2013|
|An update from the Editor, Captain Paul Owen|
The major update of the World VTS Guide website is now complete and went live in time for the VTS Symposium. During the symposium, held in Istanbul last September, a paper was presented to the audience of 335 professional VTS attendees on the new website and an Exhibition Stand was also available to demonstrate the new system and answer any questions. It was very helpful to meet many of our users to explain our philosophy and show them how the new content management system works.
The new design brings a fresh look to the website and changes the way information can be added and presented. VTS authorities may now add and amend their own VTS data, to ensure that all information is kept up to date, using our new Content Management System. Written instructions on its use are provided on the website (www.worldvtsguide.org) under the “UPLOAD” menu.
Use of the new Content Management System enables us to further reduce costs with the ultimate objective to make the service not only free to the end users (shipmasters and others) but also free to the information providers (VTS Authorities).
New VTSs recently added include entries for two new countries, Chile and Iceland. In Chile we have added four new entries for Valparaiso, Quintero, Mejillones and Iquique. In Iceland a general entry for Maritime Traffic Service has been added. In addition an entry for the Russian Black Sea port of Taman is now included.
|ESPO:LAND-RELATED CONTRACTS AND CONCESSIONS DIRECTIVE|
|Added: 25 Jan 2013|
|On 25th January ESPO reported that the Committee on Internal Market and Consumer Protection (IMCO) of the European Parliament adopted its final report on the Directive proposal on the awarding of concessions.|
The vote confirmed a compromise amendment to the Directive whereby public domain and private rental or land lease contracts, particularly in sea and inland ports, would not fall within the scope of the Directive. An important condition is that the port authority establishes only general conditions for the use of land, without becoming a recipient of specific works or services provided by the terminal operator.
The wording adopted by IMCO is similar to the position of Council, which reached a political agreement on the Directive last December. A fundamental difference is that Parliament has changed the original term “acquisition” of works or services into “receiving” works or services. Said ESPO Secretary General Patrick Verhoeven, “This could introduce some ambiguity. It happens that a port authority becomes the recipient of works undertaken by a terminal operator when the contract comes to the end of its duration. Although the port authority is not the intentional recipient, it de facto becomes the owner of any constructions left by the terminal operator. ‘Acquisition’ points more clearly at an intentional process.”
Other compromise amendments were given almost unanimous support too. Rapporteur Philippe Juvin (EPP/FR, photographed above) underlined that the outcome was pretty far away from the Commission’s initial proposal. He also emphasised that for the trialogue negotiations with Council and the Commission Parliament should be as unified and as strong as possible. The representative of the Irish Presidency stated that they are ready to present a proposal to COREPER* and start negotiations with the objective to implement clear, pragmatic and workable legislation. IMCO co-ordinators will now decide on the next procedural steps to move the public procurement package forward as a whole. Next to the concessions Directive, the package includes the revision of the public procurement Directives. The aim is to come to an agreement in first reading.
*Comité des représentants permanents, the Committee of Permanent Representatives in the European Union
| ||NEW FUELS FOR MARITIME TRANSPORT|
|Added: 25 Jan 2013|
|NEW FUELS FOR MARITIME TRANSPORT|
The European Union will support with almost €2 million from the TEN-T Programme a study to look at the potential beneficial effects of using alternative fuels for port operations. The study, it was reported in mid-January, will include pilots in Spain, Slovenia and Italy and will especially look at the ways to improve environmental performance of the participating ports’ container terminals.
This project, which was selected for funding under the 2011 TEN-T Annual Call, will study and test new technologies and alternative fuels in the ports of Valencia (Spain), Koper (Slovenia) and Livorno (Italy) to try and reduce the greenhouse gas emissions from these ports container terminal operations.
Specific activities in the participating ports include:
- Evaluation of Liquefied Natural Gas (LNG) versus diesel TIER 4 for equipment in the container terminal of the Port of Valencia
- Implementation of a real time energy monitoring system to control consumption associated to port container operations at the Port of Koper
- Adaptation of a reach stacker vehicle to a different motorisation (LNG, hydrogen or bio-fuel) for reducing the environmental impact and energy consumption at the Port of Livorno
| ||TRANS-EUROPEAN TRANSPORT INFRASTRUCTURE Deadline extended, more funding available forTEN-T projects|
|Added: 24 Jan 2013|
|TRANS-EUROPEAN TRANSPORT INFRASTRUCTURE|
Deadline extended, more funding available forTEN-T projects
Organisations wishing to take advantage of Trans-European Transport Network (TEN-T) funding now have some extra time – and extra budget – to do so. Thanks to more money becoming available under the 2013 TEN-T Work Programme, an additional €332 million has been added to the 2012 TEN-T multi-annual programme, under the area of TEN-T Priority Projects. Deadline for submission of proposals has now been extended to 26th March 2013 for all six fields of the multi-annual work programme.
It is understood that the deadline for proposal submissions for the 2012 TEN-T annual programme still remains the same: 28th February 2013.
The Calls were launched on 28th November 2012.
As a reminder, the 2012 multi-annual call focuses on six fields with now €1.347 billion of total indicative budget available:
• The 30 TEN-T Priority Projects: indicative budget now €1.057 billion (increased from €725 million)
• European Rail Traffic Management Systems (ERTMS), enabling interoperability on the European rail network: indicative budget €100 million
• River Information Services (RIS), involving traffic management infrastructure on the inland waterway network: indicative budget €10 million
• Air Traffic Management (ATM), implementing the Single European Sky and ATM modernisation objectives: indicative budget €50 million
• Motorways of the Sea (MoS) providing viable alternatives for congested roads by shifting freight to sea routes: indicative budget €80 million
• Intelligent Transport Systems (ITS), including the European Electronic Toll Service (EETS), promoting inter-modality and improvement of the safety and reliability of the network: indicative budget €50 million
The annual programme complements the multi-annual programme and directs funding to four distinct priorities with a total indicative budget of €250 million and a deadline that remains of 28th February 2013:
• Acceleration/facilitation of the implementation of TEN-T projects (studies and works for mature projects for all modes, as part of the projects of common interest): indicative budget €150 million
• Measures to promote innovation and new technologies for transport infrastructure and facilities contributing to decarbonisation or the reduction of external costs in general: indicative budget €40 million
• Support to Public-Private Partnerships (PPPs) and innovative financial instruments: indicative budget €25 million
• Support to the long term implementation of the TEN-T, in particular corridors: indicative budget €35 million
The TEN-T Executive Agency (TEN-T EA) manages the technical and financial implementation of the TEN-T programme, under the auspices of Directorate-General for Mobility and Transport.
Specific information about the calls is available on the TEN-T EA WEbsite
|ESPO AND LNG FACILITIES|
|Added: 24 Jan 2013|
|The European Commission launched on 24th January the ‘Clean Fuel for Transport Package’. This consists of a communication on a European alternative fuels strategy and a proposed directive on the deployment of alternative fuels infrastructure.|
An accompanying document to the communication describes the action plan for the development of LNG in shipping. The package addresses all transport modes and its overall aim is to diminish Europe’s dependency on oil for its mobility and transport.
For maritime transport, the legislative package focuses on the development of Liquified Natural Gas (LNG) infrastructure and the promotion of shore side electricity for vessels at berth.
Within the proposed directive, the Commission introduces an obligation for TEN-T core seaports to be equipped by 2020 with publicly accessible LNG refuelling points for both maritime and inland waterway transport. A similar obligation is introduced for core inland ports by 2025. In addition, the Commission introduces a more generic requirement for ports to be equipped with shore side electricity installations for waterborne vessels, provided this would be cost-effective and effectively lead to environmental benefits.
ESPO supports the development of LNG as a viable and green alternative fuel for ships and acknowledges that shore side electricity for vessels at berth is one of the potential solutions to address local air quality challenges in ports. ESPO therefore welcomes the fact that funding would be made available through the TEN-T calls for the further development of such projects.
ESPO however doubts whether imposing LNG refuelling infrastructure in all TEN-T core ports would be appropriate, since there may not be a market for it in all of those ports, whereas there could be a market in other, non-core ports.
Said ESPO Secretary General Patrick Verhoeven, “We believe that LNG refuelling points should be developed in those ports where this actually makes sense. We are concerned that imposing the development of EU co-funded LNG infrastructure in all core ports may in certain cases lead to the development of largely unused or underused facilities.”
In addition, ESPO considers that alternative solutions to the development of LNG and shore side electricity are and will become increasingly available in the near future. While fully supporting the aim of improving the environmental performance of maritime transport, ESPO believes that there are not ‘silver bullet’ type of solutions and that, therefore, a closer examination of the actual needs of individual ports is necessary.
| ||CORK INCREASE IN TRAFFIC End of Year Statement from Brendan Keating Chief Executive of the Port of Cork Company|
|Added: 23 Jan 2013|
|The Port of Cork Company announced on 23rd January end of year trade traffic results for 2012, showing a total of 9.05 million tonnes. This is an increase of 2% compared to 2011 figures and it is the first time traffic figures in the port have surpassed 9 million tonnes since 2008.|
2012 was a very challenging year across many sectors including the Irish port sector with the import of goods through Irish ports reported to have fallen by up to 11%. However, the Port of Cork’s container volumes have shown an increase of 6% with over 165,000 TEU handled during 2012 and imports, excluding oil, are up by 12%. Imports of animal feedstuffs increased by 58% compared to 2011 while fertiliser, cereals and other trades have shown a marginal decrease in 2012.
Oil traffic remained steady despite the lower levels of domestic economic activity; however exports of refined product from Phillips 66 Whitegate Oil Refinery were strong and continue to be a significant part of the Port of Cork business. Exports are a key driver in the successful recovery of the Irish economy and the Port of Cork Company is committed to continuous support in the growth of international trade for the country’s economic prospects and job creation.
Remarking on the end of year trade traffic results, Mr Brendan Keating, Chief Executive of the Port of Cork Company commented, “The Port of Cork is pleased to announce that our total trade traffic in 2012 remained strong and overall we are starting to see some stabilisation in trade levels in and out of the Port. With 98% of volume of all goods imported or exported from Ireland moved by ship, the importance of ports to our economy is of vital strategic importance. We will continue to look to the sectors that are performing strongly, such as food exports and will seek to capitalise on the demand for such goods from Europe and emerging markets.”
He continued, “The port of Cork is a key link to the continued economic success of Ireland and in particular the entire Munster region. The challenge now facing us in 2013 is to continue to develop the port in order to meet the needs of the country as it emerges from this current recession. We will continue to be extremely active in the emerging trends and logistic supply changes to reinforce our existing strength as the primary deepwater port in the south of Ireland and build on our progress to date.”
Port officials are pro-actively engaged with tourism interests, County and city Councils and destination attractions to enhance the product on offer to the visiting cruise lines with a view to growing the business further through its dedicated cruise terminal. Fifty-seven cruise vessels visited the port during 2012 bringing almost 100,000 passengers and crew to the region and the port is scheduled to accommodate 64 vessels in 2013. The Port of Cork Company was awarded two Cruise Insight Awards for ‘Best Shore Side Welcome’ and ‘Best Tour Guides’ which were announced at the global shipping conference, Seatrade Miami in April 2012. This achievement highlighted the outstanding team effort and commitment by Cork to deliver an excellent service to the visiting cruise lines and their passengers when in the port city. The port is delighted to be supporting ‘The Gathering’ for 2013 and is actively ensuring that all visitors who transit through its facilities receive a warm welcome to Irish shores.
Brittany Ferries remained steady on its weekly ferry service from Cork to Roscoff and the port remains fully committed to establishing new routes and services from Cork.
The Port of Cork Company’s recreational strategy continues to expand with the aim of improving the marine leisure facilities around Cork Harbour.
|STUDY ON GREEK/BULGARIAN PORTS NETWORK|
|Added: 22 Jan 2013|
|It was reported from Brussels on 22nd January that the European Union will support with €750,000 from the TEN-T Programme a project aimed at exploring the feasibility of connecting by rail a series of maritime and fluvial ports in north-eastern Greece and Bulgaria to create a multimodal freight corridor serving the Aegean Sea, the Black Sea and the Danube.|
The project, which is called “Sea2Sea” and was selected for funding under the 2011 TEN-T Annual Call, will develop the concept of a “Sea2Sea” corridor by linking Greek ports on the Aegean Sea with Bulgarian ones on the Black Sea via a rail link and provide an alternative route to the congested Bosphorus Strait. Furthermore, the connection to fluvial ports on the Danube river will also be analysed.
It is understood that this project will study alternative development scenarios for the corridor, and look at how to achieve stakeholder engagement and public awareness. The major building blocks for the corridor’s implementation will be defined as well as a plan to enhance the corridor’s competitiveness once in operation.
The project will be managed by the Trans-European Transport Network Executive Agency and is set to be completed by the end of 2014.
|EU PORTS POLICY REVIEW: NO CONVINCING CASE FOR NEW LEGISLATION|
|Added: 18 Jan 2013|
|On 18th January it was reported from ESPO in Brussels that the European Commission had that day held a public hearing for port stakeholder organisations and Member State experts. It is understood this formally closed the review process on EU ports policy that Commissioner Kallas initiated in the autumn of 2011.|
Commented ESPO Secretary General, Patrick Verhoeven, “The review was a good idea since the current EU framework for ports already dates from 2007. We nevertheless think that this framework, which is based on non-legislative measures and instruments, still forms a good basis for action.” He added, “The Commission however seems to imply that the 2007 approach did not work. We would rather argue that it has not been given a proper chance. The failure to produce State aid guidelines for ports is but one example. Despite a unanimous demand from the sector and a formal promise from the Commission, these guidelines have not materialised yet.”
ESPO generally believes that the Commission has not made a convincing case as to why new legislation on ports would be necessary. The initial results of the stakeholder surveys that were held as part of the consultation process point on the contrary at a high degree of satisfaction with the performance of European ports.
Verhoeven concluded, “We in any case fail to understand why issues like separation of statutory and commercial activities of port authorities, calculation of port dues and co-ordination of public investments are highlighted as major regulatory challenges. We invite the Commission to remain proportional. Enhanced legal certainty through guidance, combined with case-led action where manifest problems exist, can significantly help us forward. In addition, the Commission should stimulate industry best practice and self-regulation.”
ESPO is understood to be issuing a full written statement during week commencing 20th January. The review process is expected to lead to a new ports policy communication of the Commission, which may be accompanied by a legislative proposal. This should become clear by summer this year, reports ESPO.
| ||Lomé, TOGO PORT EXPANSION|
|Added: 14 Jan 2013|
|It was announced from Lomé, Togo on 9th January that IFC, a member of the World Bank Group, had completed a €225 million debt package for Togo’s Lomé Container Terminal, SA (LCT).|
IFC is the sole lead arranger on the LCT financing that was mobilised from a consortium of financiers that include the African Development Bank, Germany’s DEG – Deutsche Investitions- und Entwicklungsgesellschaft mbH, FMO of The Netherlands, the OPEC Fund for International Development (OFID), and France’s PROPARCO.
This major infrastructure project is said to be Togo’s largest-ever private investment project and will play a critical role in reducing costs and trade impediments and encouraging regional integration.
LCT will use the funding to develop a new transshipment container terminal within the port of Lomé. This is one of the few natural deep water ports in West and Central Africa and is well-located to serve as a transshipment hub for West Africa. The completed terminal will have an annual handling capacity of the equivalent of 2.2 million TEU. It will enable shipping lines to deploy the largest container vessels in West and Central Africa. It will also have the capacity to provide economies of scale that significantly lower regional transportation costs.
LCT, a Togolese company formed to execute the project, is held by a 50-50 joint venture between Global Terminal Limited (GTL) and China Merchants Holdings (International) Company Limited (CMHI). The Mediterranean Shipping Company, the world’s second largest container shipping line, has committed to be the anchor customer for the terminal.
Vikram Sharma, Chief Executive Officer of GTL, commented, “The financing of the Lome Container Terminal is an important milestone in the development of this project. The confidence of the international consortium of financiers sends an important signal about the long-term value of the project and to other investors looking to do more in Africa.”
CMHI managing director Hu Jianhua added, “We are very pleased to continue the development of this key project alongside such an international financing consortium. We anticipate Lome Container Terminal to quickly become a key transshipment hub in West Africa as well as an important import and export channel for Togo and its neighbours.”
Bernie Sheahan, IFC Acting Vice-President for Latin America and Caribbean, Sub-Saharan Africa, and Western Europe reflected, “Today infrastructure poses one of the most significant threats to Africa’s continued development, and the Lome Container Terminal is evidence that private investment provides a vital contribution to infrastructure development on the continent.”
The total cost for the project is estimated at €324 million. The project is the largest foreign direct investment by the private sector in Togo.
IFC, a member of the World Bank Group, is the largest global development institution focused exclusively on the private sector. We help developing countries achieve sustainable growth by financing investment, mobilizing capital in international financial markets, and providing advisory services to businesses and governments. In FY12, our investments reached an all-time high of more than $20 billion, leveraging the power of the private sector to create jobs, spark innovation, and tackle the world’s most pressing development challenges. IFC invested $ 1.2 billion in infrastructure projects in Africa in fiscal year 2012. LCT will be the first transportation infrastructure investment that IFC has financed in Togo and IFC’s largest port investment in Africa. www.ifc.org
Created in 1964, the African Development Bank (AfDB) has the mandate to enhance the social and economic well‐being of African countries thus contributing to poverty reduction and improvement of living conditions on the continent. The AfDB group made approvals of almost USD 8.5 billion in 2011 of which infrastructure accounted for over 38 percent. The AfDB approved through its private sector window, up to EUR 60 million to the Lome Container Terminal, its first project in Togo. www.afdb.org
DEG – Deutsche Investitions- und Entwicklungsgesellschaft mbH, a subsidiary of KfW, is one of the largest European development finance institutions. For 50 years, DEG has been financing and structuring the investments of private companies in developing and emerging market countries. DEG invests in profitable projects that contribute to sustainable development in all sectors of the economy, from agribusiness to infrastructure and manufacturing to services. The financial sector is a further focus in order to facilitate reliable access to investment capital locally. DEG’s aim is to establish and expand private enterprise structures in developing and emerging countries, and thus create the basis for sustainable economic growth and a lasting improvement in the living conditions of the local population. www.deginvest.de.
FMO (the Netherlands Development Finance Company) is the Dutch development bank. FMO supports sustainable private sector growth in developing and emerging markets by investing in ambitious entrepreneurs. FMO believes a strong private sector leads to economic and social development, empowering people to employ their skills and improve their quality of life. FMO focuses on three sectors that have high development impact: financial institutions, energy, and agribusiness, food & water. With an investment portfolio of EUR 6.2 billion, FMO is one of the largest European bilateral private sector development banks. www.fmo.nl
OFID is the intergovernmental development finance institution established in 1976 by the Member States of OPEC as a collective channel of assistance to the developing countries. OFID works in cooperation with developing country partners and the international donor community to stimulate economic growth and alleviate poverty in all disadvantaged regions of the world. It does this by providing financing to build essential infrastructure, strengthen social services delivery and promote productivity, competitiveness and trade. As of end 2011, the transportation sector, including all sub-sectors, accounted for 21% of total commitments across all financing mechanisms. LCT represents OFID’s first private sector investment in Togo. www.ofid.org
PROPARCO is a Development Finance Institution jointly held by Agence Française de Développement (AFD) and public and private shareholders from the North and South. Its mission is to catalyze private investment in emerging and developing countries with the aim of supporting growth, sustainable development and the achievement of the Millennium Development Goals (MDGs). PROPARCO ﬁnances investments that are economically viable, socially equitable, environmentally sustainable and ﬁnancially proﬁtable.
PROPARCO is one of the main bilateral development finance institutions in the world. It invests on four continents encompassing the major emerging countries and the poorest countries, particularly in Africa, and has a high level of requirements in terms of social and environmental responsibility.
| ||PORT OF DUNKIRK MODERNISATION|
|Added: 14 Jan 2013|
|It was announced from Brussels on 14th January that the European Union will co-finance with over €2.2 million, from the TEN-T Programme, studies analysing the possible ways to improve the rail connections to the port of Dunkirk as well as the technical design for the construction of an LNG bunkering station. Studies were both selected for funding under the 2011 TEN-T Annual Call and will analyse two distinct aspects affecting the port.|
The first project, which will receive EU support to the tune of over €1.1 million, will look at preparing a series of studies to improve the rail connections between the French national railway network and the Port. Rail traffic generated by the port and the industrial port area is 14 million tonnes a year, making Dunkirk the largest French rail freight hub with 12% of national freight and making rail infrastructure improvements a necessity to sustain and expand this share.
The second project, supported by the EU with a grant worth over €1.1 million, will analyse the feasibility of constructing an LNG bunkering station within the port capable of directly receiving fuel from an adjacent LNG import terminal currently under construction. LNG is rapidly emerging as a cheaper and more environmentally friendly fuel for the maritime sector and its uptake is encouraged by the European Union.
The projects will be managed by the Trans-European Transport Network Executive Agency and are set to be completed by the end of 2014.
| ||PORT OF GHENT RESULTS|
|Added: 11 Jan 2013|
|Ghent port registered total waterborne cargo traffic of 49.5 million tonnes in 2012, with 600,000 tonnes less traffic than in the year before. Ghent reported on 11th January a decrease of 1.17 % set against 2011. Through its diversity in goods’ categories among other things, the port of Ghent is said to be able to stand its ground quite reasonably. However, seaborne cargo traffic is diminishing.|
Seagoing and inland navigation
For 2012, total waterborne cargo traffic amounts to 49.5 million tonnes. This is a mere 600,000 tonnes less than the absolute record year 2011 and still 1.5 million tonnes more than in the then record year of 2010.
Seaborne cargo traffic registered 26.3 million tonnes or 3.2% less than in 2011 (almost 900,000 tonnes). Inland navigation traffic experienced a growth by 1.2%: from 22.9 million to 23.2 million tonnes or 300,000 tonnes more.
These past few years, exports via seagoing and inland navigation have been on the increase and Ghent is confirming itself as an export port. This tendency continued in 2012, it has been reported.
Sweden, Russia and the United States
In 2012, as with the year before, Sweden was the main trading partner of Ghent port thanks to the ro-ro traffic. Russia equally remains second with mainly the transhipment of coal, steel slabs and linseed. The third place is taken by the United States with coal, petroleum coke and wood pellets shipments. Consequently, the top three of the major trading partners are the same as in 2011.
In fourth position comes Canada (with among other goods, wood pellets, wheat, soy beans and ores), followed in fifth position by Brazil (with fruit juice and iron ore). At sixth there is the United Kingdom, seventh Norway (iron ore), at eighth, newcomer the Ukraine, (cereal products and anthracite) then ninth Turkey (scrap exports) and tenth position, also new, Australia (rapeseed).
Venezuela and France no longer form part of the top ten.
Kinds of goods: a diverse picture
In 2012, Ghent mainly experienced an increase in the seaborne cargo traffic of agricultural products (such as corn, barley and wood pellets) and of foodstuffs (rapeseed and linseed). Petroleum products and crude minerals and building materials (sand and salt) are decreasing categories. Fertilizer traffic remains at the same level.
The diminished seaborne cargo traffic mainly concern liquid bulk (-10%). Also conventional general cargo is decreasing (-7%). Ro-ro (+ 4,7%) and containers (11,9%) are seen to increase.
Larger seagoing vessels require a larger sealock
The diminished seaborne cargo traffic in Ghent is due to the economic crisis. Evidence of this are the decreased volumes of petroleum products and crude minerals and building materials. This decreased seaborne transhipment is mainly visible in the diminished transatlantic traffics (deep sea: -8,7%). Shortsea shipping – seagoing navigation along the European coasts and on the Mediterranean – remains at the same level.
With 3,125 seagoing vessels in 2012, the port counts 223 units less than in 2011. The world-wide evolution of deploying ever larger seagoing vessels can equally be noted for 2012 in Ghent: a number of the largest seagoing vessels are no longer able to call at Ghent.
For inland navigation, the number of barges remained virtually the same: 16,152.
For the Ghent Port Company– and by extension for the whole Ghent port community – it is clear that the new and large sea lock in Terneuzen has to be built as soon as possible. With this, the port of Ghent will be able to receive ever larger seagoing vessels, in an effort to prevent a continuation of the reduction in seaborne cargo traffic and to preserve present employment (almost 70,000 jobs).
At the beginning of 2012 the overall cargo traffic in Ghent port experienced a weak start. After nine months however, the fervour of the year before was maintained. The end of the year was closed rather moderately. Nevertheless, the port of Ghent is able to stand its ground on a yearly basis, certainly in view of the economic crisis. In a probably difficult year 2013, Ghent Port Company will do everything possible to further develop the port, it has been claimed.
| ||Tidal-power expansion at Cherbourg|
|Added: 07 Jan 2013|
|The Ports of Normandy Authority (PNA), which owns the ports of Caen-Ouistreham and Cherbourg in north-western France, plans to expand the facilities at Cherbourg by 35 hectares, at a cost of €60 million. This expansion will facilitate the development of tidal-energy projects in the Raz Blanchard — one of the world’s largest sites for tidal power, due to the very strong currents in the area.|
In the first half of 2012, energy group EDF and multinational engineering company Alstom decided to locate their offshore-wind-turbine operations in Cherbourg. Following this decision, PNA, in association with the local authorities of Basse-Normandie, is now seizing the opportunity that other renewable energies offer, particularly tidal power.
The port of Cherbourg is ideally located for constructing, maintaining and running future tidal-energy farms thanks to its close proximity to the Raz Blanchard, located in the English Channel, which is known for its very strong currents, hence its high potential for tidal power. This expanse of water — one of the world’s largest such sites for tidal power — could provide, it is understood, up to half of France’s overall tidal power, while also representing a significant energy source for Alderney, one of the Channel Islands.
However, installing tidal-energy generators is only possible if the port of Cherbourg can be extended by 35 hectares, a significant physical development for the port. At an estimated cost of €60 million, the development will take place on the reclaimed land to the east and the north of Terre Plein des Flamands and Terre Plein des Mielles, extending the port into the outer harbour in the process.
Marine renewable energy (MRE) holds significant prospects in terms of development for the port of Cherbourg, and for the maritime region of Basse-Normandie more generally. This is why PNA decided to involve the general public in the early stages of the project: the port authority engaged in public consultation between 19th October and 19th November 2012.
During this consultation process, the vast majority of participants expressed their support for the project, highlighting the fact that the plan represents an exciting opportunity for the region in terms of employment and economic development. Indeed, PNA’s proposed extension has the potential to create a large number of jobs.
Integrating feedback from the consultation, PNA will make an updated and improved plan available to the public, after which further consultation will take place during a public hearing in the spring of this year. Works are planned to take place between 2014 and 2016.
There is no doubt that the French government and the Alderney authorities face many challenges in the implementation of their plan to harness ocean currents in order to produce energy. PNA, however, is confident that the port of Cherbourg can establish itself as a major hub in MRE, also in the wake of its recent successes in securing contracts regarding wind-power development. The diversification and growth of the local (and regional) economy in this field have started, and expansion plans currently pursued by PNA will underpin these developments in a positive manner well into the period 2013 to 2016.
Caen-Ouistreham and Cherbourg ports are owned and run by Ports Normands Associés, known in English as the Ports of Normandy Authority (PNA) with its head office in Caen, Normandy.
|NEW ESPO SECRETARY GENERAL|
|Added: 07 Jan 2013|
|The European Sea Ports Organisation was founded in 1993. It represents the port authorities, port associations and port administrations of the seaports of the Member States of the European Union and Norway. ESPO has also observer members in several neighbouring countries to the EU. ESPO ensures that seaports have a clear voice in the European Union. The organisation promotes the common interests of its members throughout Europe and is also engaged in dialogue with European stakeholders in the port and maritime sector. ESPO works through a General Assembly, an Executive Committee, eight specialised Technical Committees and a permanent secretariat in Brussels which consists of eight staff members.|
It was reported shortly before Christmas that ESPO is seeking a new Secretary General. The current Secretary General will be leaving the organisation on 1st August 2013 after a tenure of almost 13 years, to take up the position of Secretary General at the European Community Shipowners’ Associations (ECSA).
The Secretary General is the first ‘port of call’ of ESPO and the face of European seaports in Brussels. He or she connects EU policy-makers with the membership of the organisation and has the final responsibility to ensure that the policies and viewpoints of ESPO are taken into account in EU policy – and decision-making processes. The Secretary General is in charge of the daily management of ESPO and is the principal spokesperson for the organisation.
The successful candidate should have substantial experience in lobbying EU institutions, have good knowledge of EU law and bring a relevant network of contacts in Brussels, both at administrative and political level. He or she also has or can quickly develop a good understanding of the European port sector, including its challenges and diversity. The ideal candidate furthermore is expected to have experience in managing an organisation with a diverse membership, knows how to motivate a team of collaborators, is able to communicate clearly and credibly at various levels and has the necessary organisational and administrative skills. Finally, he or she has a number of personal qualities which are indispensable for the job.
ESPO offers a pleasant and stimulating work environment, an employee contract according to Belgian law and a market-conform remuneration package.
Candidates who are interested in the vacancy can obtain a detailed job description and specification of required experience and qualifications from SpencerStuart Brussels who are managing the selection process for ESPO: Brusselscv@spencerstuart.com Formal applications should be sent by 31st January 2013. All applications will be treated in strict confidentiality.
At about the same time as the above announcement was made the Committee on Transport and Tourism (TRAN) of the European Parliament voted on the Trans-European Transport Network (TEN-T) guidelines and the Connecting Europe Facility (CEF) proposals. ESPO welcomes the fact that Members of the European Parliament gave their support to a TEN-T policy which has a clear European perspective.
Said ESPO Secretary General Patrick Verhoeven, “We are especially pleased that MEPs largely maintained the original nature of the Commission’s proposals. We furthermore welcome the compromises reached on the core network corridors co-ordination and governance structures. They maintain the Commission’s original approach and even reinforce it. Naturally we also very much support the proposal that port authorities will participate in the corridor platforms.”
He continued, “The main downside is that the co-funding rate for the development of ports and their hinterland connections was not increased and remains at 20%. This is a pity given the crucial role that seaports play for the entire EU transport system. We are, however, grateful that MEPs acknowledged Motorways of the Sea (MoS) as a priority within the Connecting Europe Facility and that the co-funding rate for MoS is increased to 30% in line with the Council’s view. We expect that this will be translated in better port infrastructure and hinterland connections developed in connection with Motorways of the Sea.”
Finally, on 20th December the European Commission approved €100m million financial support for the Port of Augusta in Sicily under EU state aid rules. This aid would be granted to Italy for an infrastructure investment project of €145.33 million which will allow the Port of Augusta to upgrade existing infrastructure for cargo handling and to host container traffic. It is understood that this aid was found compatible with EU rules on state aid as it serves an objective of common interest, that is to say the adaptation of existent infrastructure to intermodal transport. Moreover, public financing is necessary in order to make the project possible and the amount of aid is limited to the amount strictly necessary in order to achieve this goal. Finally, it is understood, too, that the potential distortions of competition are relatively limited.
| ||US-FLAG GREAT LAKES FLEET BUSY WINTER FOR REGION’S SHIPYARDS|
|Added: 04 Jan 2013|
|Lake Carriers’ Association represents 17 American companies that operate 57 US-flag vessels on the Great Lakes and carry the raw materials that drive the nation’s economy: iron ore and fluxstone for the steel industry, aggregate and cement for the construction industry, coal for power generation, as well as salt, sand and grain. Collectively, these vessels can transport more than 115 million tons of cargo per year. These cargos, it is reported, generate more than 103,000 jobs with an average wage of $47,000 in the Great Lakes states and have a total economic impact of $20 billion.|
It was announced from Cleveland, Ohio, on 28th December that as the Great Lakes shipping season enters its final weeks, shipyards and repair facilities throughout the region were gearing up for another busy winter maintaining and modernizing the US-flag Great Lakes fleet. It is projected that US-flag lakers will move more than 90 million tons of cargo in 2012 by the time records are finalized. It is understood there will be much done to ensure the industry can meet the needs of commerce again in 2013. Various projects scheduled for the next few months will require investments that range from $500,000 to almost $3 million per vessel.
Great Lakes shipping is a round the clock business, day-in-day-out, so every effort is made to keep the vessels operating continuously during the shipping season beginning in early March and going through to mid-January. Two vessels have already undergone their scheduled maintenance, but once the locks at Sault St. Marie, Michigan, close on 15th January, the winter work programme will begin in earnest.
Iron ore for steel production is the primary cargo moved by US-flag lakers, and some of the steel made from taconite pellets will end up back in the vessel that carried the iron ore from the mines to the mills. A number of vessels will have steel renewed in their hulls and cargo holds over the winter.
US law requires that lakers be drydocked at regularly scheduled intervals so the US Coast Guard can inspect the hull from the exterior and several vessels will undergo their out-of-water survey this coming winter.
Waterborne commerce is widely acknowledged to be the greenest mode of transportation. A US Army Corps of Engineers report notes that a cargo of 1,000 tons transported by a Great Lakes freighter produces 90% less carbon dioxide as compared to the same cargo transported by truck and 70% less if moved by rail. US-flag lakers will further reduce their emissions by upgrading a number of diesel generators, and a tug that pushes a self-unloading barge will be completely repowered with a state-of-the-art diesel engine.
Other projects include upgrades to navigation equipment and galleys.
This winter is the first that Great Lakes shipyards will work on two new lakers. The tug/barge unit Ken Boothe Sr/Lakes Contender was christened in May 2012. A tug/barge unit that had previously worked the Gulf was renamed Defiance/Ashtabula and entered service in October after being modified for Lakes operations.
The major shipyards on the Lakes are located in Sturgeon Bay and Superior, Wisconsin; Erie, Pennsylvania; and Toledo, Ohio. Smaller top-side repair operations are located in Cleveland, Ohio; Escanaba, Michigan; Buffalo, New York; and several cities in Michigan. Employment peaks at about 1,200 during the winter and annual wages top $50 million.
In addition, it is estimated that $800,000 in economic activity is generated per vessel in the community in which it is wintering.
| ||IMO NEWS|
|Added: 17 Dec 2012|
|The latest edition of IMO News, No 4 of 2012, was issued at the end of the second week of December and contains, on page 10, a reference to the Secretary General’s attendance at VTS 2012 hosted in Istanbul by the Directorate General of Coastal Safety, Turkey and IALA. At this event Koji Sekimizu introduced the watchwords “Accident Zero.” This is an initiative encouraging IALA and VTS providers around the world to indicate the number of consecutive accident-free days they achieve.|
IMO News is reproduced here by kind permission of IMO.
Attached File: IMO NEWS 4 2012 WEB.pdf
|BERTHING SPEED INVESTIGATION|
|Added: 17 Dec 2012|
|Berthing speeds have been the subject of research by a PIANC working group aiming to provide guidelines for designers on vessel speeds and ultimately to improve safety. Extensive berthing speed research at the Port of Rotterdam, has concluded and results are undergoing analysis. After six months, the study will now move to Houston, Texas.|
Trelleborg Marine Systems, Delta Marine Consultants (DMC) and Gemeente Werken Rotterdam have been investigating berthing speeds as part of their involvement with the PIANC Working Group 145. The objective of the group is to produce a report providing data on actual recorded vessel approaches, under a range of environmental conditions, aiming to provide clear guidelines to designers for the use of appropriate vessel design speeds.
Data for the study has been recorded in the day-to-day operations of some ports, or, as is the case with Rotterdam, by taking measurements specifically for the purposes of this research. Smartdock LITE from Trelleborg Marine Systems has been used to gather the results in Rotterdam, measuring both speed and angle of approach.
Involved in the research was Sebastiaan Rath, who has been using the data as part of his graduation thesis. Rath, a student at Rotterdam University of Applied Sciences (HRO) commented, “It is great to have the technology available to be able to carry out actual berthing speed measurements for my thesis at the largest container terminals at the Port of Rotterdam. I have been working alongside Trelleborg, DMC and Gemeente Werken Rotterdam over the past few months and I am very pleased that the preliminary results are now in. Although we cannot share the results yet, we have gathered some interesting data and I am looking forward to seeing how the research impacts on fender design, port authorities and shipping lines in terms of maintaining a safer port environment with updated berthing speeds.”
Alfred Roubos, Project Manager at Gemeente Werken Rotterdam said, “The Smartdock LITE has really enabled the research that the working group has undertaken at Rotterdam, measuring berthing speeds, berthing angles and logging all vessel data. Over 100 berthing speed measurements have been carried out by Sebastiaan Rath, which will give us an enormous amount of data to work with in the PIANC Working Group 145. All the berthings measured are logged and can be replayed; making the system a great fit for the in-depth analysis that the data will undergo.”
Said Marco Gaal, Regional Manager at Trelleborg Marine Systems, “The Smartdock LITE system was ideal for our purposes, as obviously it would have proven impractical – and costly – to install additional equipment to support laser sensors permanently at the ports involved. However, unlike most laser-based DAS, the SmartDock LITE laser units are not fixed to the jetty, and can be safely stored with their tripod mountings when they are not in use. Subsequently, we were still able to enjoy the reliability benefits of using laser equipment, whilst ensuring we had a system that was portable and easy to set up.”
The data gathered will ultimately feed into future performance calculation and design for fender systems.
For more information on the working group readers are invited to visit: http://www.pianc.org/
Trelleborg develops high-performance devices that seal, damp and protect in demanding industrial environments. The Group has annual sales of about SEK 22 billion (€2.4 billion, $3.3 billion) with about 15,500 employees in over 40 countries. The Group comprises three business areas: Trelleborg Sealing Solutions, Trelleborg Wheel Systems, and Trelleborg Engineered Systems.
Photograph ©Trelleborg Marine Systems
| ||ICS SETS OUT FUTURE FOR ARCTIC SHIPPING|
|Added: 17 Dec 2012|
|The International Chamber of Shipping (ICS), which represents over 80% of the world’s merchant fleet, has issued a new position paper on Arctic shipping. As the Arctic becomes more accessible, ICS has set out some key principles with regard to the future governance of Arctic waters.|
Offshore support vessel activity is already significant, while destination shipping is anticipated to grow as the extraction of energy and raw materials is developed. Use of the Northern Sea Route is also a reality for a small but increasing number of ships in the summer months.
ICS therefore stresses the importance of Arctic nations respecting the United Nations Convention on the Law of the Sea (UNCLOS) and relevant IMO Conventions and Codes such as SOLAS and MARPOL.
ICS Director of External Relations, Simon Bennett explained, “As the volume of Arctic shipping gradually increases, there is a growing awareness about the need for a high degree of care when ships navigate Arctic waters. However, the proper forum for addressing these concerns is the International Maritime Organization, which is currently developing a Polar Code that is expected to be mandatory. It is most important that Arctic nations avoid unilateral measures that might cut across IMO Conventions or the provisions of UNCLOS.”
ICS stresses that individual coastal states should not impose discriminatory treatment that might prejudice the rights of ships registered with non-Arctic nations under international maritime law, such as unilateral ship construction, design and equipment standards.
Furthermore, ICS also identifies some issues that require clarification as Arctic waters become more accessible. For example, ICS believes that the UNCLOS regime of “transit passage” for straits used for international navigation takes precedence over the rights of coastal states to enact unilateral measures against international shipping.
Simon Bennett added, “Until recently this issue seemed rather academic, as did the question of nations using straight baselines to determine their territorial sea. But as remote Arctic sea routes become accessible these issues are becoming more important.”
Amongst the intended audience for the ICS paper are high level policy makers in environment and foreign ministries who may not be regularly engaged in shipping issues.
However, the paper also outlines ICS’s approach towards the development of the IMO Polar Code, which is expected to be finalised in 2013.
Simon Bennett added further, “The development of the Polar Code needs to be risk and performance-based. For example, pending the future development of unified requirements for the construction and operation of ice-class ships, the Code should not arbitrarily require conformity with any particular ice-class standards to the exclusion of others that deliver comparable performance.”
The ICS position paper also sets out the International Chamber’s position with respect to the development of infrastructure to support safety and environmental protection, the need for full market access and freedom of navigation, transparency with respect to national regulation and the need for reduced bureaucracy and the setting of appropriate fees for services.
In conclusion Simon Bennett said, “If frequent and reliable international shipping services are to be provided between Arctic ports and the rest of the world, or natural resources in the region are to be developed in a manner that reconciles the need for both environmental and economic sustainably, this will require the provision of maritime services that are competitive and cost efficient.”
The ICS position paper is being distributed via national shipowners’ associations to governments and other stakeholders and can be found in the PDF here.
Attached File: ICS Arctic Shipping.pdf
|MILFORD HAVEN PORT - TRADING UPDATE|
|Added: 14 Dec 2012|
|Milford Haven Port Authority is responsible for the biggest port in Wales, and the third largest port in the UK, handling over 71million gross tons of shipping which handled to nearly 49million tonnes of cargo during 2011. One of the most prominent on the West Coast, it is in the heart of the Pembrokeshire Coast National Park, the nation’s only Coastal National Park.|
Two Liquefied Natural Gas (LNG) facilities on its shores mean that a potential 30% of the UK’s gas requirements will be processed through the port. With 25% of the UK’s petrol and diesel provisions already being handled on the Waterway, Milford Haven is emerging as the new energy capital of the UK.
Milford Haven Port’s cargo throughput has been significantly lower during 2012 than it was last year. Net operating profit before tax is expected to be around £4million for the year to 31st December 2012, down approximately 50% from the preceding year. The fall in profit is a direct consequence of significantly lower volumes of LNG entering the port during the first three quarters of the year. In addition, it is anticipated that rising pension costs will lead to profits being lower again in 2013.
The drop in demand for LNG was influenced by number of factors. Gas prices increased due to high prices for LNG in Asia, partly as a result of a major increase in LNG demand brought about by the closure of nuclear power stations in Japan following the Fukushima incident in March 2011. Low prices for imported coal competed with gas for electricity generation, and last year’s mild winter lowered overall demand for energy in the UK.
While not possible to predict the weather, forecasts are that the international market conditions, which are the main cause of lower LNG imports into the UK, are not expected to change significantly in 2013 and 2014.
Costs have been controlled throughout the business; however, costs from pension provisions continue to rise. In particular, the Pilots’ National Pension Fund (PNPF) – a national final salary pension scheme for marine pilots – carries a total funding shortfall of approximately £200million and rising. The PNPF has now indicated the amount it is currently seeking to recover from the port – of the order of £800,000 per annum for the foreseeable future – and this would, if successfully imposed, constitute a substantial additional cost to the business in 2013 and beyond. The port’s own pension scheme is also in deficit by £8million.
It is a core objective of the port to maintain a strong balance sheet to be able to absorb these fluctuations and to remain cash generative and profitable in order to safeguard its investment programme. This includes the continuation of the Milford Dock Master Plan and dock lock development in 2013. The latter is part of Visit Wales’ Coastal Tourism Project, part funded by the EU’s Convergence European Regional Development Fund through the Welsh Government, to encourage tourism along the Welsh coastline.
Alec Don, chief executive of the Port Authority commented, “The fluctuation of LNG volumes into the port continues to emphasise the need to find alternative deep sea trades. We look forward to working closely with the Haven Enterprise Zone, the Welsh Government, Pembrokeshire County Council and others on this key need over the forthcoming year.”
Milford Haven Port Authority is a trust port – an independent, commercially run organisation that has statutory responsibilities governed by its Acts, to maintain and improve navigation and the provision of Port and Harbour services and facilities. All profits are retained within the Authority to fund these objectives.
Photo Mark Richard ©
|UNCTAD REVIEW OF MARITIME TRANSPORT 2012|
|Added: 06 Dec 2012|
|From Geneva on 4th December the United Nations Conference on Trade and Development (UNCTAD) issued its Review of Maritime Transport 2012 which revealed that world seaborne trade – a measure of demand for shipping, port and logistics services – climbed by 4% in 2011, reaching a record high of 8.7 billion tons.|
But over the same year, world ship supply capacity expanded much faster, at a rate of 10%, reaching for the first time a total of 1.5 billion deadweight tons, the report says. This supply and demand mismatch is bad news for the industry and for market profitability, especially in view of the continued growth in ship supply capacity, and the current fragile and uncertain economic outlook which threatens prospects for a robust growth in demand.
The report notes that in tandem with world seaborne trade, global port throughput expanded in 2011, at a rate of 5.9%. A total of 60% of world seaborne trade by volume was loaded, and 57% discharged, in developing-country ports. That is a remarkable shift away from previous patterns, in which developing economies served mainly as loading areas for raw materials and natural resources.
Challenges to profitability, declines in competition
The UNCTAD Review of Maritime Transport 2012 warns that supply and demand imbalances are squeezing freight markets and tightening the finances of many shipping companies, given that such a situation tends to lower freight rates, compress earnings, and erode profit gains. Still, the net impact of lower rates on trade, especially for developing countries that have disproportionately higher transport costs, could, to some extent, be positive, the UNCTAD report says. The average cost of shipping a TEU container from Shanghai to Northern Europe fell from $1,789 in 2010 to $881 in 2011. The average rate for shipping a 40-foot equivalent unit (FEU) container from Shanghai to the West Coast of the United States declined over the same period from $2,308 to $1,667.
From 2011 to 2012, the share of country pairs served by direct liner shipping connections remained steady at about 18%; for the remaining country pairs at least one trans-shipment port continued to be required. Over the same period, the average number of liner companies providing services to and from each country’s ports worldwide declined by 4.5%, the report says. Meanwhile, the average size of the largest container ships increased by 11.5% . Between 2004 and 2011, the average number of liner companies dropped by nearly 23%, while the size of the largest ship deployed nearly doubled. A trend featuring increasing containership sizes and carrying capacities and declining competition within the industry has now continued for several years, the report says.
The underlying international legal and regulatory framework supporting transport and trade is also evolving. The UNCTAD Review of Maritime Transport 2012 reports on important developments relating to limitation of liability for maritime claims, trade facilitation, maritime and supply-chain security, maritime safety, and environmental issues. Among the noteworthy regulatory developments is a set of technical and operational measures to increase energy efficiency and reduce greenhouse gas (GHG) emissions from international shipping, which was adopted under the auspices of the IMO in July 2011. These measures are expected to enter into force on 1st January 2013.
Maritime transport, climate-change concerns and sustainability
This year’s report also focuses on another pressing issue facing the transport sector, namely the need for steps to be taken to reduce the negative impacts of freight transport. The sector faces a dual challenge.
On the one hand, it must reduce its high rate of energy use and curb its GHG emissions so that it becomes environmentally sustainable and can help to control climate change. The International Energy Agency estimates that the transport sector, including freight and passenger transport, consumes over 50% of global liquid fossil fuels. At the same time, the Intergovernmental Panel on Climate Change estimated in its Fourth Assessment Report that 13% of world GHG emissions were transport-related. Unchecked, these emissions are likely to continue to grow in response to increased global economic activity.
On the other hand, the transport sector needs to adapt and build its climate resilience in the face of adverse climate change impacts, especially in ports. While ports are at the heart of international trade and are key nodes of global supply chains, they are also exposed to such climate change impacts as rising sea levels, floods, storm surges and strong winds.
The report finds that there is no single straightforward solution to the challenge of making maritime transport environmentally sustainable. It states, however, that a shift to more sustainable and resilient freight transport systems is necessary. Relevant strategies include adopting more energy efficient transport systems, promoting the use of cleaner fuels, shifting to cleaner modes of transport, and adjusting logistics operation processes. Assessing the potential impacts of climate change on transportation systems and adopting appropriate adaptation measures are key for climate resilience. Climate change considerations need to be mainstreamed into transport planning and investment decisions, the report says. This shift requires considered and coordinated efforts by both public and private entities, and calls for extensive awareness raising, data and information gathering and technology development, as well as an enabling policy and regulatory framework. Meaningful progress in this respect will require the mobilization of much-needed financial resources, including through greater public sector involvement, public–private partnerships, and climate finance options, the report says.
Maritime transport is the backbone of international trade and the global economy. Around 80% of global trade by volume and over 70%of global trade by value are carried by sea and are handled by ports worldwide. These shares are even higher in the case of most developing countries.
UNCTAD’s Review of Maritime Transport 2012 has for 44 consecutive years provided coverage of key developments affecting international seaborne trade, shipping, the world fleet, ports, freight markets, and transport-related regulatory and legal frameworks. The Review has also extended its coverage to include inland transport and relevant transport auxiliary services. It keeps track of long-term trends and recent developments.
As in previous issues, the 2012 Review contains critical analysis and extensive unique data, including long-term data series, on seaborne trade, fleet capacity, shipping services, and port handling activities.
*Outside front cover reproduced by kind permission of UNCTAD.
Document details as follows: UNCTAD/RMT/2012; UNITED NATIONS PUBLICATION; Sales no. E.12.II.D.17 ; ISBN 978-92-1-112860-4; e-ISBN 978-92-1-055950-8; ISSN 0566-7682
Attached File: UNCTAD Review pdf.pdf
| ||OFFSHORE WIND SUPPLY CHAIN|
|Added: 06 Dec 2012|
|The recent publication in the UK parliament of an Energy Bill makes it clear that the Westminster government is committed to the renewable energy sector.|
With £7.6 billion said to be available for investment in renewable energy infrastructure by 2020, Britain is ensuring that the offshore wind supply chain will be a vital part of the economy for the next decade.
It has been announced that the Waterfront Conference Company will be holding a conference on 13th February 2013 to consider the role of ports in the offshore wind supply chain.
This conference will look at how ports are developing their facilities and upgrading their infrastructure, and also it will explore how the offshore wind industry is breathing new life into UK ports.
Furthermore, the gathering will bring together port authorities, wind farm owners and consultants to explore the strategic role of ports in the offshore wind supply chain and examine what the future holds, the associated obstacles to be overcome and the opportunities to be gained?
Delegates will hear case studies from the ports of Newhaven, Hull and elsewhere designed to gain an in-depth understanding of what is involved for the successful deployment of a wind farm.
Further information may be obtained from the website at: www.waterfrontconferencecompany.com or by telephoning +44 (0) 207 787 1210.
An early bird discount expires on 19th December at 1730.
Attached File: Offshore-Brochure-28-11-12.pdf
|COMPLEXITY OF SHIP AGENTS’ ROLE FONASBA HIGHLIGHTS|
|Added: 03 Dec 2012|
|Founded in 1969, the Federation of National Associations of Shipbrokers and Agents (FONASBA) focuses on liner and tramp chartering, sale and purchase and documentary affairs across all shipping markets.|
FONASBA has consultative status at the IMO, the United Nations Conference on Trade & Development (UNCTAD) and the World Customs Organization (WCO). It also works closely with shipowning bodies BIMCO, Intercargo and Intertanko.
FONASBA’s relationship with the European Commission is handled through a sub-committee, the European Community Association of Shipbrokers & Agents (ECASBA). ECASBA provides input into European seaport, port services, shortsea shipping, shipping safety and EDI policies as well as customs and administrative procedures.
Shipowners, port users and regulators have been provided with a comprehensive and detailed overview of the many activities undertaken by port agents by FONASBA.
On 3rd December the international federation published the Port Procedures Survey, an ambitious project which has codified the numerous separate functions required to get a ship into port, get it loaded or discharged, and sail to the next port of call. The move is designed to aid regulatory efforts to streamline and harmonise port procedures as well as to demonstrate the value of ship agents to shipowners and operators.
The survey can be found on the Federation’s website at:
The Port Procedures Survey is based on the input of ship agents in more than 30 FONASBA member countries and provides a very detailed picture of the actions needed to be undertaken in each port.
FONASBA President Marygrace Collins commented, “The survey demonstrates that as many as 150 separate actions may be needed to be undertaken by ship agents when dealing with a port call, but there is very little consistency in the way that these actions are undertaken at international, regional or even local level. The amount of time a vessel spends in port has a huge impact on the profitability of a voyage and it is imperative that both regulators and port users understand exactly what ship agents do. FONASBA recommends that professional and well-qualified agents are used to ensure that all functions are carried out to the highest standard.”
The Port Procedures Survey is divided into 12 separate sections including pilotage, ships’ clearance, cargo documents and crew matters.
FONASBA’s survey concentrates on major ports in the dry and liquid bulk, container and passenger sectors, but these will be supplemented and expanded on an ongoing basis.
| ||2012 TRANS-EUROPEAN TRANSPORT NETWORK (TEN-T) MULTI-ANNUAL AND ANNUAL PROGRAMMES|
|Added: 30 Nov 2012|
|The European Commission launched on 28th November two Calls for Proposals under the 2012 Trans-European Transport Network (TEN-T) multi-annual and annual programmes, making €1.265 billion available to finance European transport infrastructure projects in all transport modes – air, rail, road, and maritime/inland waterways – plus logistics and intelligent transport systems, and all EU Member States. |
Commission Vice President Siim Kallas, responsible for transport, commented, “In making this considerable amount of funding available, the Commission aims for a competitive relaunch of the European economy, to sustain and support growth. By directing this money to TEN-T infrastructure, we are also continuing to help the realisation of the entire TEN-T network – bringing a tangible benefit to all European businesses and citizens who will reap the rewards of a more efficient, sustainable and effective European transport system.”
The TEN-T multi-annual programme traditionally finances the highest priorities of the TEN-T network. This year’s multi-annual call focuses on six fields with €1.015 billion of total indicative budget available:
- The 30 TEN-T Priority Projects: indicative budget €725 million
- European Rail Traffic Management Systems (ERTMS), enabling interoperability on the European rail network: indicative budget €100 million
- River Information Services (RIS), involving traffic management infrastructure on the inland waterway network: indicative budget €10 million
- Air Traffic Management (ATM), implementing the Single European Sky and ATM modernisation objectives: indicative budget €50 million
- Motorways of the Sea (MoS) providing viable alternatives for congested roads by shifting freight to sea routes: indicative budget €80 million
- Intelligent Transport Systems (ITS), including the European Electronic Toll Service (EETS), promoting inter-modality and improvement of the safety and reliability of the network: indicative budget €50 million
The annual programme complements the multi-annual programme and directs funding to four distinct priorities with a total indicative budget of €250 million:
- Acceleration/facilitation of the implementation of TEN-T projects (studies and works for mature projects for all modes, as part of the projects of common interest): indicative budget €150 million
- Measures to promote innovation and new technologies for transport infrastructure and facilities contributing to decarbonisation or the reduction of external costs in general: indicative budget €40 million
- Support to Public-Private Partnerships (PPPs) and innovative financial instruments: indicative budget €25 million
- Support to the long term implementation of the TEN-T, in particular corridors: indicative budget €35 million
The TEN-T Executive Agency (TEN-T EA) manages the technical and financial implementation of the TEN-T programme, under the auspices of Directorate-General for Mobility and Transport. The TEN-T EA held an Info Day on 29th November in Brussels to help potential applicants better understand the call priorities, prepare their proposals and learn about the evaluation process.
The deadline for the submission of proposals is 28th February 2013.
For further information, readers are invited to visit http://ec.europa.eu/tentea or e-mail: TENT-AGENCY@ec.europa.eu
| ||PACIFIC MARITIME ASSOCIATION WARNING|
|Added: 19 Nov 2012|
|The principal business of the Pacific Maritime Association (PMA) is to negotiate and administer maritime labour agreements with the International Longshore and Warehouse Union (ILWU). Member companies are cargo carriers, terminal operators and stevedores that operate at US West Coast ports, where overall cargo movement supports eight million jobs.|
The following statement was released early in November by PMA in connection with safeguards for handling refrigerated containers originating in or travelling through all ports in Vietnam:
“Internationally, ports handle refrigerated cargo containers carrying produce and other cargo. In recent months, at ports located in other parts of the world, four refrigerated containers ruptured, resulting in three mechanics being killed."
North American-based shipping industry officials, in conjunction with governmental agencies including the United States Coast Guard, have conducted a comprehensive review to determine the source of the problem and isolate and repair at risk containers.
“All indications point to maintenance work conducted on refrigerated units processed at the port of Kat Lai in Vietnam. As a precaution, all refrigerated containers that were either transported through or originated in any port in Vietnam are being identified upon arrival at West Coast ports in the United States and those that have been worked on in Kat Lai isolated for special handling."
The PMA is working with ILWU locals along the coast on agreements that protect workers while keeping the ports operating. Already, an agreement at the nation’s largest port complex in Southern California is in place, and the PMA continues to work with locals at other ports, including Oakland, Seattle and Tacoma. Employee safety and well-being are our top concern.”
| ||NEW US MERCHANT MARINE TRAINING VESSEL|
|Added: 19 Nov 2012|
|In late summer it was announced from Washington that the US Maritime Administration had secured a new training vessel for the US Merchant Marine Academy in Kings Point, New York. In an agreement with the National Aeronautics and Space Administration (NASA), the Academy will receive a space shuttle solid rocket booster recovery ship, the MV Liberty Star, which will provide a hands-on learning environment on which midshipmen can train using modern navigational technology, including dynamic positioning and advanced towing techniques.|
The agreement, signed by the Department and NASA, outlined plans for the transfer of the vessel along with the Academy’s future relationship with NASA. MARAD was due to relocate the vessel from Cape Canaveral, Florida, to Kings Point, this fall. The Maritime Administration is planning shipyard work to increase onboard berthing and fully convert the MV Liberty Star to a training vessel after her arrival at the Academy.
“Securing this modern vessel supports the goals outlined in the Academy’s new strategic plan and will ensure our midshipmen get the top-notch education and training they need to compete and win in a competitive global marketplace,” said US Transportation Secretary LaHood.
“This past April, when we toured the Academy, I asked for three things and today we are batting 3 for 3: we have a new superintendent in place, we were able to increase capital funding in the senate appropriations bill and now we have a new training vessel…,” commented Senator Charles E. Schumer. He added, “We are righting this ship not only for the midshipmen currently attending, but for the generations of students who will come. The Merchant Marine Academy is getting back on course and I commend Secretary LaHood for his hard work, hearing our call and delivering promptly.”
Like all other Maritime Administration reserve ships, the Academy training ship will remain on call for occasional use – in this case NASA missions – allowing midshipmen to get at-sea experience with commercial crews.
“This agreement is a win-win for both Kings Point and NASA,” reflected Maritime Administrator David Matsuda. “The ship’s high tech equipment and real world capabilities closely mirror what graduates will see entering the maritime workforce.”
“The acquisition of this state-of-the-art training vessel will help us provide the best education and hands-on experience for our future maritime leaders,” said Superintendent of the U.S. Merchant Marine Academy, Rear Admiral James A. Helis. “There is nothing like real life experience to facilitate the learning process.”
Although midshipmen obtain the sea time needed for their US Coast Guard licence aboard commercial merchant ships during their sea year, the new training vessel will familiarise midshipmen with shipboard equipment and characteristics, and basic ship handling.
The Obama Administration has made a comprehensive effort to renew facilities and teaching infrastructure at our nation’s maritime academy. Since FY 2009, the Obama Administration has requested and Congress has appropriated more than $300 million for the Academy, which includes $239 million for operations and $61 million for capital improvements – including $23 million last year, the most funding ever secured for physical improvements at the Academy. The vessel will be a major component of a renewed waterfront at the Academy that includes a new pier.
MV Liberty Star
One of two vessels used by NASA to recover the space shuttle’s solid rocket boosters following the launch of a space shuttle mission. Propelled by two combined 2,900 horsepower diesel engines, the 176-foot long MV Liberty Star has a 6,000 mile range and a maximum speed of 15 knots. The ship’s controllable pitch propellers and auxiliary water jet thruster, combined with modern joy-stick dynamic positioning capability provide midshipmen a highly maneuverable training platform. The vessel has a 7,500 pound deck crane, which is an ideal tool for providing a basic understanding of modern cargo operations. It also has a fast rescue boat, which can provide midshipman critical experience in general launch operations. In addition, the vessel’s double towing winch, substantial towing H bitts, and a massive towing fairlead add significant new towing training capabilities to the Academy’s portfolio.
A few weeks later in mid-October MARAD announced that America’s six state maritime academies will receive an additional $2.3 million total from a government programme that recycles obsolete vessels.
“With the majority of our goods moved over water, well-trained merchant mariners are critical in supporting our nation’s security and economy,” said Secretary LaHood. “This money will help ensure that the men and women at our academies get the training they need to keep our country’s economy moving forward today and well into the future.”
Funding is being made available from the sale of obsolete vessels from the Maritime Administration’s National Defense Reserve Fleet and budget savings generated by the Maritime Administration.
The Maritime Administration awarded $392,913 each to the California Maritime Academy in Vallejo; the Great Lakes Maritime Academy in Traverse City, Michigan; the Maine Maritime Academy in Castine; the Massachusetts Maritime Academy in Buzzards Bay; SUNY Maritime College in Fort Schuyler, New York and Texas Maritime Academy in Galveston.
Colonel James Helis, Ph.D., (Ret’d.) was appointed as the Superintendent of the US Merchant Marine Academy this year. He is a 30-year Army veteran and spent the past eight years as a department chair at the United States Army War College.
|KUWAIT INVESTS $1.2 BILLION IN BID FOR NORTHERN GULF GATEWAY|
|Added: 19 Nov 2012|
|Northern Gulf infrastructure tops the agenda at Seatrade Middle East Maritime|
exhibition and conference, SMEM 2012, Dubai 27th to 29th November
A recent World Bank report ranked Kuwait in 36th place out of 155 countries in terms of the movement of goods and services through its ports, but traffic congestion at existing locations has prompted significant investment into new facilities in order to capitalise on commercial potential and secure gateway status for the Northern Gulf region.
The Gulf state’s $1.2 billion Mubarak Al Kabir megaport project on Boubyan Island in the north-east of the country, is the poster child for the future of Kuwait’s maritime sector, and senior port authority officials including HH Sheikh Dr Sabah Al Jaber Al Ali Al Sabah, President of the Arab Transport Sector, Head of the Arab Sea Ports Federation and Director General of Kuwait Ports Authority, will lead Kuwait’s participation at Seatrade Middle East Maritime (SMEM) 2012.
This is the leading maritime event for the region and conference returns to Dubai from 27th to 29th November, with international visitors and high profile industry experts heading to the UAE to discuss and analyse the state of the regional maritime sector.
HH Sheikh Dr Sabah Al Jaber will be a keynote speaker at the opening session of the three-day conference, as part of a panel of industry leaders from across the region, who will discuss the state of the industry.
“Capacity utilisation for Kuwait’s busy ports stood at 77% in 2011, a figure that the government is looking to boost with significant investment into terminal infrastructure at existing locations, as well as the long-awaited debut of the Mubarak Al Kabir megaport project, which is tentatively scheduled for 2016/2017,” said Chris Hayman, Chairman of Seatrade.
A 2012 Oxford Business Group report noted that Kuwait’s two main ports at Shuaiba and Shuwaikh are both facing capacity boundaries, with a combined capacity of 1.2 million TEUs, as well as challenges due to the shallow waters surrounding both facilities, resulting in delayed shipment clearance and access for larger vessels.
Berth renovations and the addition of a number of new gantry cranes and equipment at existing facilities is helping to offset any short to medium term capacity handling issues, but in order to realise its economic goals, Kuwait is looking to the Boubyan Island deep-water port as the long term solution.
“Kuwait’s strategic location, with access to Saudi Arabia, Iraq and Iran, makes it a natural transit and transport hub for the Northern Gulf, but with neighbouring nations working on their own infrastructure upgrades, the market is becomingly increasingly competitive,” added Hayman.
According to Jim Robb, general manager for Kuwait and Iraq at Inchcape Shipping Services, the buoyant consumer sector, with its growing levels of disposable income, is boosting retail trade and commercial cargo business for the country’s ports.
Kuwait’s logistics pedigree, which has been largely driven by defence contracts with the US and coalition forces, has also seen the Gulf nation grow its local expertise, with leading international logistics companies including Agility, KGL Holding and Mubarrad Transport resident in the market.
“While Boubyan Island will be a major boost for the logistics sector, the possibility of introducing a rail link – connecting to the proposed GCC rail network – will be a logical next step linking the region’s transportation infrastructure,” remarked Hayman.
This, the sixth in a series, continues to be held up by industry experts as the region’s premier event for the maritime industry. In 2010 more than 7,000 participants attending the three day conference and exhibition from 67 countries.
| ||STENA LINE’S Q3 TRAFFIC TO HOLLAND|
|Added: 19 Nov 2012|
|North Sea ferry operator marks golden anniversary month with major growth|
Stena Line continued its North Sea business growth and increased both numbers of cars and overall passengers on its Harwich to Hook of Holland route in the third quarter of 2012.
In the three months to September, when Stena Line celebrated its 50th anniversary, the ferry company reports an increased numbers of cars on its Harwich route by 7.1% and total passenger numbers by 0.8%, compared to the same period in 2011.
The operator achieved the summer upsurge during a quarter where air passenger traffic from the UK to The Netherlands fell by 0.8%, according to the CAA. Stena Line’s growth equated to 3,000 additional cars (42,000 in total) and an additional 2,000 passengers (176,000 in total) to The Netherlands.
The quarter’s strongest monthly growth came in September, the month of Stena Line’s anniversary celebrations. Buoyed by promotional activity, the operator carried 11,000 cars to Holland during the month (a 17.2% year-on-year increase) and 46,000 passengers in total (an 11.4% year-on-year increase).
Stena Line also realised year-on-year growth across the North Sea for the year-to-date. During the first nine months of the year, numbers of cars on the Harwich to Hook of Holland route rose by 4.2% over the prior-year period and total passenger numbers climbed by 1.4%.
Lars Olsson, Stena Line’s general manager for travel on the North Sea, commented, “The summer was challenging for the UK outbound travel in general, with the Olympic Games dampening demand. Market conditions have remained testing and so Stena Line’s ongoing North Sea growth has bucked industry trends and the promotional work we carried out around our 50th anniversary in September has helped boost this further."
He added, “During the golden anniversary month we grew our car traffic more than any other month in 2012, so we hope that the positive impact will continue and will assist in our full-year targets.”
| ||PORT NEWARK CONTAINER TERMINAL OPEN|
|Added: 13 Nov 2012|
|At the time of reporting in week commencing 4th November the Port Authority’s Port Newark Container Terminal and Global Terminal in Jersey City were being prepared to open for business continuing the restoration of the region’s maritime business following the aftermath of Hurricane Sandy.|
Both Port Newark and Global opened their gates for truckers at 0700 on 5th November with the first vessel due at 1900 that day at the Global Terminal. Port Newark Container Terminal were prepared to receive its vessel traffic that night.
Port Elizabeth Terminal has now opened for business with four cargo vessels secured at Maher Terminal and one cargo vessel at APM Terminal. Longshoremen were back to work and unloading cargo.
Restoration of power continues to be a key requirement in returning the port to full operations. All roadways have been cleared for safe passage.
The port faced unprecedented challenges as a result of Hurricane Sandy. The storm surge caused nearly four feet of water throughout the port. Round the clock cleanup efforts have repaired damaged roadways, hundreds of displaced shipping containers, fixed rail lines, damaged electrical systems and other port cargo.
Clean up of the port has continued around the clock to ensure that all port partners have been brought back to full operation.
The Port of New York and New Jersey is the gateway to one of the most concentrated and affluent consumer markets in the world. It is the largest port on the US East Coast, and the third largest in the nation. With quick access to major population centres, the port industry from the New York Harbor has the ability to reach approximately 20% of the US population in fewer than eight hours. The port industry is responsible for more than 269,000 jobs in the region.
In 2011, the Port Authority of New York and New Jersey handled 5.5 million TEU’s , a record and nearly 4% more than 2010’s volumes. The port’s on-dock rail system – known as ExpressRail – also set a new record in 2011, handling 422,144 containers, or 12% more than in 2010.
In 2011, the Port’s major import commodities included furniture, beverages and apparel. The dollar value of all cargo that moved through the port exceeded $185 billion.
The Port Authority of New York and New Jersey manages Port Newark, the Elizabeth-Port Authority Marine Terminal, the Howland Hook Marine Terminal, the Brooklyn-Port Authority Marine Terminal, the Red Hook Container Terminal, and the Port Jersey Port Authority Marine Terminal.
Founded in 1921, the Port Authority of New York and New Jersey builds, operates, and maintains many of the most important transportation and trade infrastructure assets in the country. The agency’s network of aviation, ground, rail, and seaport facilities is among the busiest in the country, supports more than 550,000 regional jobs, and generates more than $23 billion in annual wages and $80 billion in annual economic activity. The Port Authority also owns and manages the 16-acre World Trade Center site, where construction crews are building the iconic One World Trade Center, which is now the tallest skyscraper in New York. The Port Authority receives no tax revenue from either the state of New York or New Jersey or from the City of New York. The agency relies on revenues generated by facility users, tolls, fees and rents as well as loans, bond financing, and federal grants to fund its operations.
| ||DP WORLD HANDLES 14.2 MILLION TEU IN Q3 2012 4.5% volume growth for the nine months to 30 September 2012|
|Added: 13 Nov 2012|
|At the end of October DP World Limited announced that it had handled 14.2 million TEU across its portfolio of container terminals in the third quarter of 2012. This was 1% lower than the same period last year reflecting the divestment of three joint venture terminals and a decline in volumes in the Europe, Middle East and Africa region. Like for like gross container volume growth in the third quarter was 0.5%.|
Like for like gross volume growth normalises for new volume in Qingdao (China) and Paramaribo (Suriname) and for divested volume in Tilbury (UK), Adelaide (Australia) and Aden (Yemen).
Gross container volumes have continued to grow 4.5% in the first nine months of the year driven by strong growth across the Americas, Asia Pacific, Middle East and UAE region.
The UAE region continued to increase the number of containers handled with 3.4 million TEU handled in the third quarter. This takes its volumes in the first nine months of the year to 4.6% ahead of the same period last year.
DPW’s portfolio of consolidated terminals reported a 0.7% decline in volumes in the third quarter as the Asia Pacific and Indian Subcontinent region and the Europe, Middle East and Africa region reported a small decline in volumes. For the nine months to 30th September, container volumes across DPW’s consolidated portfolio would have increased 3.4% ahead of the same period last year had terminals in Australia not been deconsolidated from 12th March 2011.
Chairman Sultan Ahmed Bin Sulayem commented, “During the third quarter of the year we have taken advantage of opportunities to reposition our portfolio towards higher return businesses where we have management involvement. These recent divestments allow us to recycle cash into projects already within our pipeline, such as Jebel Ali (UAE) and London Gateway (UK) and, over time, to invest in new opportunities in line with our strategy, while maintaining balance sheet strength and flexibility.”
Group Chief Executive Mohammed Sharaf added, “The third quarter of the year has seen a slowdown in container volume growth with some of our regions reporting a small decline in volumes reflecting the challenging macroeconomic environment. Despite this, our volume growth for the first nine months of the year reflects good growth over the prior period and whilst there remains uncertainty within the macro economy, we continue to believe we will achieve EBITDA in line with expectations.”
See Attached file for full report
Attached File: DP WORLD Q3.pdf
| ||DP WORLD AND JAWAHARLAL NEHRU PORT TRUST|
|Added: 13 Nov 2012|
|It was announced from Mumbai on 6th November that DP World has further strengthened its relationship with India’s premier gateway port, Jawaharlal Nehru Port. On that day there was a ceremonial presentation and formal acceptance of the Letter of Award for the 330 metre new|
terminal project by DP World Chairman HE Sultan Ahmed Bin Sulayem and Port Chairman Shri L Radhakrishnan.
This ceremony was also attended by other senior members of the Jawaharlal Nehru Port Authority and DP World.
Once constructed, the new terminal will add 800,000 TEUs of container capacity to the port, and help ease congestion, as the port is currently
operating beyond capacity. It is understood the terminal is expected to commence operations in 2015.
HE Sultan Ahmed Bin Sulayem, Chairman, DP World, commented, “We are very pleased to have the opportunity to further develop Jawaharlal Nehru Port and contribute in a very direct way to the growth of India’s economy by improving the efficiency of the supply chain for importers and exporters. We thank the Jawaharlal Nehru Port Authority for the trust placed in us and we look forward to a growing cooperation.”
Mohammed Sharaf, Group Chief Executive Officer, DP World, added, “There is a need to develop infrastructure in India, and DP World is privileged to be a partner in providing world class facilities for India’s traders. Being one of the strongest emerging economies in the world, with a burgeoning middle class population, India offers immense potential for growth in the maritime sector. With the 330 metre project, DP World will
contribute even more to India’s growth offering our customers the ability to grow and expand their business in India.”
The new container terminal has been awarded for a 17 year concession period. It will have 17 hectares of yard and a draft of 13.5 metres, and will be equipped with four rail mounted quay cranes and 12 rubber tyred gantry cranes.
| ||NEWS FROM ESPO|
|Added: 13 Nov 2012|
|Harbour Light: a New Professionals’ Guide on port and transport related EU Policy produced with the co-operation of the Flemish Port Commission (FPC), the National Ports Council (NPC, The Netherlands) and the European Sea Ports Organisation (ESPO).|
On 8th November, during the ESPO Award Ceremony, the Flemish Port Commission presented Harbour Light a professionals’ guide on port and transport related EU policy and regulations.
This publication provides useful, condensed and accurate information on the most important European policy files. Furthermore, Harbour Light gives a general overview of the content and state of decision-making of 46 selected topics, which relate to European ports and transport. In addition to these files, some relevant documents (directives, guidelines, communications, draft texts etc) have been added.
Harbour Light results from a co-operation between the Flemish Port Commission (FPC), the National Ports Council (NPC, The Netherlands) and the European Sea Ports Organisation (ESPO).
Although these organisations have different tasks, goals and represent different interests, they do have a common ambition of informing their members on European port and transport policy matters, which is the purpose of Harbour Light.
A digital version of Harbour Light together with the different directives, guidelines, communications and draft texts that were included in the publication can be downloaded, it is understood, from the Flemish Port Commission website at www.flemishportcommission.be and will be updated on a regular basis.
On the occasion of its General Assembly meeting, which was held prior to the Awards Ceremony, ESPO also presented its latest annual report. Next to an overview of policy developments and ESPO activities in the past year, the annual report also contains an elaborate statistical section, which was prepared by the Institute of Transport and Maritime Management Antwerp (ITMMA).
Texts of this publication, Harbour Light, are also available and updated regularly on the Flemish Port Commission’s website: www.flemishportcommission.be/harbourlight
Attached File: Harbour light def versie.pdf
|AFRICAN PORT EXPANSION|
|Added: 15 Oct 2012|
|Next month ports authorities and terminal operators from over eleven African countries are heading to Cape Town to develop collaborative approaches to ports expansion and regional trade facilitation during the African Ports Evolution 2012 Forum that will take place at the port city’s Radisson Blu Hotel Waterfront from 20th to 22nd November 2012. |
Development and expansion of ports is an initiative of national importance across Africa and a key pillar of support for African infrastructure development and economic growth.
In South Africa, Transnet has predicting an 8% annual growth rate in containers coming through its ports which means that existing infrastructure will reach its limit in 2019, according to a recent African Ports Evolution statement. Without significant development of ports and harbours, economic activity across the African continent could be stunted by lack of capacity and cargo congestion.
With support from the South African Association of Freight Forwarders (SAAFF), the Ports Management Association of Eastern and Southern Africa (PMAESA), Transnet Port Terminals, The Maputo Corridor Logistics Initiative, the Trans-Kalahari Corridor Secretariat and the Walvis Bay Corridor Group, this forum has been described as the maritime industry’s response to growing trade volumes and its opportunity to develop Pan-African collaborative approaches to port expansion and modernisation.
Tau Morwe, CEO of Transnet National Ports Authority, will open the forum with a keynote address highlighting Transnet’s commitment to growth and development through its pledge to invest R300 billion over the course of the next seven years into transport infrastructure development.
Brian Bitsch, Chief Commercial Officer of Sogester Angola, will present a case study on the US$155 million investment that modernised and upgraded the Port of Luanda.
Other major projects, such as the R8 billion investment into the Port of Ngqura that has transformed South Africa’s eighth commercial port into the second largest container terminal in the country, will be presented to offer practical insight into overcoming the challenges of expansion and effectively building capacity at ports and harbours.
“This conference will help Africa’s leading coastal nations collaborate with their landlocked neighbours to reduce the cost of trade, transport, and logistics across the southern continent,” commented Johny Smith, CEO of the Walvis Bay Corridor Group and listed as a Ports Evolution speaker.
“Port engineers, terminal directors, harbour masters, shipping lines and importers and exporters from destinations as varied as Mauritius, Angola, Mozambique, Kenya, Namibia, South Africa, Tanzania, Botswana and more will be present at the forum to share their experiences and successes in modernising commercial seaports and harbours for increased cargo handling capacity,” said Soren Du Preez, Programme Director for the African Ports Evolution 2012 Forum. Du Preez added, “Through this shared expertise and strategic collaboration, maritime leaders will forecast a path for African growth and capacity building in 2013 and beyond to reduce shipping logistics costs in Africa. South Africa’s shipping logistics costs are currently at an average of 15.9% whereas in India the average is 6.7%, and in the United States it is 7.7%. ”
During the forum participants will examine a holistic approach to coastal development, looking at how to direct ports towards better service for global trade and increased operational efficiency and port competitiveness. With investment estimated to be more than $35 billion USD for Africa’s largest ports alone ports will be strengthening their relationships with both public and private sector partners. This Forum is poised to be a catalyst for continental development; propelling Africa up the ranks as a global partner for trade and facilitating development amongst some of the world’s most lucrative emerging markets.
More information can be found at www.portsevolution.com or by contacting Soren Du Preez, Programme Director: firstname.lastname@example.org Telephone: +27 21 700 4300.
African Ports Evolution 2012 Forum is sponsored by Nanoland South Africa and Stefanutti Stocks Marine and participating ports include Transnet National Ports Authority, Transnet Port Terminals, Mauritius Ports Authority, Maputo Port Development Company, Luanda Port Authority, Lobito Port Authority, Tanzania International Container Terminal Services Ltd, and more.
| ||SINGLE MARKET ACT II: TWELVE PRIORITY ACTIONS FOR NEW GROWTH|
|Added: 11 Oct 2012|
We hear much about the Single Market Act II. This includes the following principles regarding transport and energy networks; citizenship and business mobility; the digital economy; and social entrepreneurship:
Transport and energy networks: efficient and fully integrated transport and energy networks are the backbone of the single market. The opportunities offered by cohesion and structural funds must be accompanied by a firm commitment towards competition, choice and good quality services across the EU. To realise this vision, the Single Market Act II includes:
(i) an action to open the provision of domestic rail passenger services to further intra-EU competition
(ii) the improvement of a single market for maritime transport
(iii) measures to accelerate the Single European Sky
(iv) actions to make the application of existing EU energy legislation effective.
Citizen and business mobility: free movement across borders is at the very basis of a single market and one of the foundations of the European Union. Practical and legal barriers to the mobility of citizens, business activities and investment funding still persist, however. With the Single Market Act II, the Commission is therefore proposing to:
(i) develop the EURES portal into a fully-fledged cross-border job placement and recruitment tool;
(ii) introduce provisions to mobilise long-term investment funds for private companies and long-term projects;
(iii) modernise insolvency proceedings, starting with cross-border cases, and contribute to an environment that offers second chances to failing entrepreneurs.
The digital economy: with its economic weight and important spill-over effects, for example in terms of productivity and resolving societal challenges, the digital economy revolution remains an opportunity that cannot be missed. Working towards the completion of the digital single market by 2015, the Commission proposes to:
(i) facilitate e-commerce in the EU by making payment services easier to use, more trustworthy and competitive;
(ii) address a key underlying cause of lack of investment in high speed broadband connection, i.e. its civil engineering costs;
(iii) make electronic invoicing standard in public procurement procedures – a proven money-saver.
Social entrepreneurship, cohesion and consumer confidence: the success of the single market is also a result of the economic and social participation it can generate. Consumers need to be confident and all citizens, everywhere in the EU, must have the chance to tap into the opportunities the single market offers. The Commission intends to pursue this objective by using concrete internal market tools, including:
(i) improvement of product safety rules and their actual enforcement, and
(ii) measures to ensure widespread access to bank accounts, as well as transparent and comparable account fees and easier bank account switching.
It is understood that the Commission will put forward all key legislative proposals of the Single Market Act II by spring 2013 and the non-legislative ones by end 2013. The European Parliament and Council are called upon to adopt legislative proposals as a matter of priority by spring 2014.
This year marks the 20th anniversary of the Single Market. A lot has been achieved. For European consumers the Single Market means more choice at lower prices. For citizens, the Single Market has given them the capacity to travel freely, to settle and work where they wish. For young people it has opened up the opportunity to study abroad – more than 2.5 million students have seized this opportunity in the last 25 years. For the 23 million companies in the EU the Single Market has opened up access to 500 million consumers and generated foreign investment. The message is clear, the evidence is there: a strong, deep and integrated Single Market creates growth, generates jobs and offers opportunities for European citizens which were not there 20 years ago.
The completion of the Single Market is a continuous exercise and is a central element of the European growth agenda to address the current economic crisis. This is why the European Commission on 3rd October 2012 adopted Single Market Act II, putting forward twelve key actions for rapid adoption by the EU institutions. These actions are concentrated on four main drivers for growth, employment and confidence: a) integrated networks, b) cross border mobility of citizens and businesses, c) the digital economy, and d) actions that reinforce cohesion and consumer benefits.
“The single market can do more for European citizens and businesses,” said Michel Barnier, European Commissioner for Internal Market and Services. He added, “The Single Market Act II is a call to us, policy-makers, to get down to business, focus minds and deliver. I am convinced that the twelve key actions that we are presenting today will receive the degree of political ownership that they deserve. This is our chance to use our golden asset, the single market, to see our social market economy be competitive and thrive again.”
Single Market Act II follows in the footsteps of a first set of measures presented by the Commission – the Single Market Act I (IP/11/469) – and represents a new chapter in a process towards a deeper and better integrated single market.
It marks the 20th anniversary of the EU’s single market and raises the curtain on the Single Market Week (15th to 20th October 2012). Under the theme Together for new growth, a week-long series of events across the EU will give an opportunity to policy-makers and citizens to discuss the achievements and challenges of the single market and come up with new ideas.
| ||COMMISSION ANNOUNCES INTERNAL MARKET PACKAGE FOR SHIPPING AND PORTS|
|Added: 11 Oct 2012|
|The European Commission is committed to deliver a Blue Belt package consisting of legislative and non legislative measures by spring 2023 in order to establish a true Single Market for maritime transport.|
In this way, the Commission intends to promote maritime transport by no longer subjecting EU goods transported between EU seaports to administrative and customs formalities, which apply to goods arriving from overseas ports.
Administrative simplification will be supported by ICT technologies which permit the tracking of ships and cargo as tested during the Blue Belt pilot project.
Furthermore, the Commission refers to the ongoing EU Ports Policy Review and to how the availability, efficiency and reliability of port services will contribute to enhance the attractiveness of maritime transport.
The Blue Belt package was announced as part of a set of priority actions identified in the Communication Single Market Act II: Together for new growth, which was adopted by the Commission on 3rd October 2012. The Single Market Act II sets out a set of priority actions which support four drivers for growth: Developing fully integrated networks in the Single Market; Fostering mobility of citizens and businesses across borders; Supporting the digital economy across Europe; and finally Strengthening social entrepreneurship, cohesion and consumer confidence.
The Commission considers that in a globalised world, the access to ports has to be organised in an integrated way and that port authorities have a crucial role to play in this context. The main areas in which the Commission has or will deliver EU action are namely, the obligations of Member States regarding the sound planning of ports and hinterland connections, the transparency of public funding and port charges, and administrative simplification efforts in ports, and reviewing restrictions on the provision of services at ports. No further information however is provided in this Communication regarding how the Commission intends to address the areas not yet covered.
Regarding the timing, the Commission is committed to deliver all key legislative proposals by spring 2013 and calls on the European Parliament and the Council to fast-track all key legislative actions and adopt them as a priority by spring 2014.
The Communication Single Market Act II: Together for new growth can be found on the European Sea Ports Organisation (ESPO) website at: www.espo.ve
|IALA VTS SYMPOSIUM Closing remarks By Koji Sekimizu, Secretary-General, IMO|
|Added: 02 Oct 2012|
|On 14th September. at the close of the highly successful VTS 2012 in Istanbul, hosted by the Directorate General of Coastal Safety with IALA the IMO Secretary-General, Koji Sekimizu delivered the address:|
“Secretary-General Prosser, Director General Orakci, distinguished delegates, ladies and gentlemen, I understand that you have a successful symposium this week. Congratulations!
“Because of my tight schedule, I could not attend the opening session to join with Minister Yıldırım, but I am glad that I managed to come to Istanbul to attend the concluding session today.
“It is a pleasure for me to be here and I am grateful for the opportunity to say a few words at the close of a symposium that has been dedicated to discussions concerning something that makes a positive contribution towards several of IMO’s core objectives – improving safety at sea, improving the efficiency of shipping and helping to protect the marine environment.
“But before I come to the subject of the symposium – VTS, I would like to give you a short briefing on how IMO is working today. That means how I am working with Member Governments and the staff of the Secretariat.
“Already eight months have passed since I took up my new responsibility as the Secretary-General. I appreciate very much the support and cooperation provided to me by Member Governments and the Secretariat. I also appreciate the shipping industry for their cooperation. I feel that I am making progress towards what I believe should be achieved together. I am aiming at an open, fair, efficient, creative and forward-looking Organization.
“I value the idea and objectives of the United Nations very much. IMO is an agency in the United Nations, which is important to me. It is, I believe, also important for the staff of the Secretariat. It gives us a pride and a corporate culture. We are not working only for the shipping industry. We are working for the marine environment, the maritime community and world society.
“Co-operation with staff is the most important thing I want to achieve. This is the foundation on which everything could be built. I want to work closely with the staff and I want the staff to work with me as a solid piece of rock. The same applies to my relationship with Member Governments. I want to create a cooperative culture.
“Having reviewed all the activities of IMO over the past eight months, I believe that things are moving in the right direction. I again appreciate the cooperation and support provided by Member Governments and the Secretariat. I have set new directions and we are making new waves.
“But it is not me doing the really creative work. It is the staff of the Secretariat. I am setting targets and directions and the staff responds to my expectations.
When you want to achieve something important, with a great number of people, you need to have a clear objective as a target and a corporate outline. This applies to our core business – safety.
“I know that, since the introduction of the most advanced VTS in this Strait in 2003, there has been no major accident. It has been a significant achievement over nearly a decade with a record of zero accidents. That required efforts by all involved, be it the maritime authority, VTS operators, mariners, pilots, etc. But every day is a challenge for everybody to continue this excellent achievement. In order to promote safety, encourage all parties involved including every mariner and shipping company, I think you should create a clear concept of a corporate culture in order to continue this excellent achievement; something that will ensure that everybody is working together to achieve a common objective. For me the words “Accident Zero” will work. Every day is a challenge to achieve “Accident Zero” to continue a continuous period of “Accident Zero” day by day and this will give you a solid framework to work together, to involve everybody, to encourage everybody to contribute towards a common and great objective – continuous days of “Accident Zero”.
“I would ask IALA to consider this concept and create with me the initiative of an “Accident Zero” campaign worldwide and start such a campaign from this VTS Symposium in Istanbul. With a solid good track record of operation under one of the most advanced VTS, I think Istanbul is an ideal place to begin an “Accident Zero” campaign.
“Turning to major issues IMO is now facing, the issue of piracy continues to be a priority issue. At the high-level segment of the Maritime Safety Committee in May this year, the issue of arms on board ships was debated and IMO is now searching for an international approach providing guidance for the maritime community. The issue of different legal regimes and policies on firearms on board merchant vessels among counties is still an important issue and I think that the Maritime Safety Committee should do further work on this issue. Furthermore, IMO is making progress in capacity building for signatory countries of the Djibouti Code of Conduct and IMO now has firm partnership arrangements with all relevant UN Agencies and the European Union, so that a coordinated approach could be ensured for capacity-building activities in this region.
“With regard to the Costa Concordia accident, I made it clear at the opening of the SLF Sub Committee, three days after the accident, that we should not speculate as to the causes of the accident and a formal casualty investigation should be conducted as soon as possible. The Maritime Safety Committee has debated on this matter and established an action programme. What we need now is a report of the casualty investigation so that the Maritime Safety Committee could learn lessons and take action to establish and implement the necessary measures to avoid any recurrence of similar accidents in the future. We have not yet received the casualty investigation report but I am sure that such a report or relevant information would be submitted to the Maritime Safety Committee for its consideration.
“Safety is a core business of IMO and in this centenary year of the sinking of the Titanic, I proposed to hold a Future Ship Safety Symposium to provide an opportunity to maritime administrations, classification societies, shipping industry, shipbuilding industry, researchers, universities and academics of their discussions on the future of our safety system. We should be open to any opinion and ideas to improve our system. While this proposal had met with a significant number of supporters and generated interest, the Costa Concordia accident caused me to postpone this symposium until the current safety issue relating to the Costa Concordia would be settled. Now, with the initial discussion at the spring session of the MSC this year and its action programme depending on the casualty investigation report, I have decided to hold the symposium in conjunction with the spring session of the Maritime Safety Committee in June next year. I would like to see more scientific approaches, more mechanisms to analyse casualty data, further progress to ensure a safety culture in our regime of safety in the 20 years ahead, or even our system in 2050, and I would like to encourage IALA and its members to actively participate in the Future Ship Safety Symposium next year.
“Moving to the issue of technical cooperation, as you may be aware I took an initiative to invent a new system to collect the actual technical cooperation needs of developing countries based on country profiles of developing countries. IMO’s Technical Cooperation Committee encouraged me to make progress in this new initiative and the Secretariat is now preparing a template for the country profile for technical cooperation needs. We intend to finalize the template by the end of 2013 and start using it from the beginning of the 2014. I hope that, once country profiles have been submitted to IMO from developing countries, we would see the need for maritime infrastructure such as VTS and Election Navigation Charts and, in this context, I would see significant opportunity for working together with IALA providing important contributions to developing countries.
Finally, on Rio+20, a team from IMO composed of the Secretariat and the shipping industry participated in the Rio+20 Conference this year and highlighted the importance of maritime transportation and maritime industry for the Sustainable Development. As you may also be aware, I am active in providing my vision for the sustainable maritime development. The sustainable development goals should focus on the following pillars:
• Safety culture and environmental stewardship;
• Energy efficiency;
• New technology and innovations;
• Maritime education and training;
• Maritime security and anti-piracy actions;
• Maritime traffic management;
• Maritime infrastructure development; and
• Adoption and implementation of global standards established by IMO.
“I can see a number of important fields of sustainable development goals that would have a close relationship with activities of IALA, such as VTS and navigation aids, and I would like to explore further cooperation with IALA in the context of sustainable maritime development. Now, I have come to focus on the theme of this symposium – VTS.
“There is no doubt that VTS can, and does, play a very significant role in boosting the safety of navigation, and there are few places in the world where this can be seen to better advantage than here in the Strait of Istanbul, the Strait of Çanakkale and the Marmara Sea. The waters are narrow, the currents are strong, the traffic is dense and the ships are large. And yet, thousands of safe passages are made through the Straits every year, including the carriage of potentially hazardous or polluting cargo through a highly populated region without incident.
“All of which demonstrates beyond question the beneficial effect of VTS, in the right circumstances. Anything that can enhance and improve the useful information available is to be welcomed, and VTS has a long and well-proven track record of doing just that. Together with systems such as AIS and LRIT, overall awareness of the “maritime domain” can be greatly enhanced through use of VTS, providing a valuable tool for the master or pilot responsible for conning a ship through difficult and constrained waters.
“VTS is a risk-reduction measure, useful primarily in the context of collisions and groundings, and there is no shortage of data to show just how effective it can be.
In this symposium, you have looked at ways in which the concept might be enhanced, improved and expanded in the future. This is admirable, of course. “Blue sky” thinking is very often the precursor to genuine, significant progress.
From IMO’s perspective, we can certainly envisage VTS taking its place as a component of a future e-navigation concept, something that the Organization has been developing for a number of years. The role of VTS in this context has yet to be precisely defined, but it will surely be in the realm of effective communication “between ship and shore, particularly the automatic and seamless transfer of data between ship and shore and vice-versa.
“However, it is also important to remember that certain basic fundamentals about VTS as contained in the SOLAS Convention should always remain.
VTS has always been considered as a system for use in restricted and crowded waterways where the degree of risk justifies such services. In practice and in accordance with SOLAS regulation V/12, this means close to land and within territorial waters. At this stage of development, it can only be made mandatory in sea areas within the territorial waters of a coastal State under SOLAS. The question regarding a concept for use outside this type of area still remains to be discussed.
“Shipping is very different from aviation, in which relatively fast-moving assets move along clearly defined routes and adhere to relatively tight timetables. A VTS is not analogous to an air traffic control system; and the level of precise traffic control that now prevails in aviation has not been seen in practice in the maritime field.
“A VTS does, of course, have the capability to interact and influence the decision-making process on board ships, unlike most other aids to navigation in the maritime domain. A VTS might, for example, detect the development of close quarter situations between vessels, or vessels heading into danger and can alert such vessels accordingly. In some cases the VTS may advise, or even instruct, vessels to take certain avoiding action. From this it is clear that the need to deploy properly trained, and experienced personnel, in the operation of VTS is paramount. Since IALA has launched the World Wide Academy, I wonder if, with the experience of management of VTS in this Strait, Turkey together with IALA could do something to contribute further to the maritime community. If you devise any interesting idea, I would give it serious thought as to how IMO could assist in developing a meaningful mechanism here in Istanbul.
“I am pleased to note that mandatory training, training standards and accreditation for VTS personnel has been a topic on your agenda during this symposium. I would, of course, welcome any developments that would lead to both better qualified personnel and universal standards in this respect.
“Ladies and gentlemen, as I said, it is hard to think of anywhere more appropriate to hold such an event as here in Turkey, a country which not only boasts one of the most advanced and effective examples of a VTS in deployment, but one which has also played a central role in the development of the concept.
“In conclusion, may I offer my congratulations on what has been a stimulating and thought-provoking symposium. I look forward very much to hearing the discussions you have had and the thoughts and conclusions that have emerged being brought to IMO, where IALA’s active participation in the Sub-Committee on Safety of Navigation, and other bodies of the Organization, continues to be of great value and deeply appreciated by all.
| ||TANZANIA MARITIME SECURITY SURVEILLANCE|
|Added: 25 Sep 2012|
|On 17th September a ceremony attended by senior US and Japanese diplomats, Tanzanian Government officials and the Special Representative of the Secretary-General of the IMO for Maritime Security and Anti-Piracy Programmes, Mr Hartmut Hesse, in Dar es Salaam, Tanzania, marked the completion of the installation of an integrated radar and AIS coastal surveillance system in Tanzania.|
IMO, in partnership with the Governments of the United Republic of Tanzania and the USA, has spent the last 12 months delivering this system which provides a coastal picture to both the Tanzanian Peoples’ Defence Forces as well as the civilian authorities at the Dar es Salaam Maritime Rescue Sub-Centre and the integral Information Sharing Centre.
Conceived as a bi-lateral military project between the US and the United Republic of Tanzania, IMO joined the project to integrate the system for civil and maritime law-enforcement use in order to bring all maritime agencies together to counter the maritime security threats such as piracy that threaten the coast of Tanzania.
The ceremony marks the completion of the first phase of a wider programme to provide similar systems in states bordering the Mozambique Channel and its approaches, and the work is being undertaken as part of the IMO’s counter-piracy programme under the Djibouti Code of Conduct funded by contributions to the Djibouti Code Trust Fund from its donors: France, Japan, The Netherlands, Norway, Republic of Korea, Saudi Arabia and The Marshall Islands.
|UKHO APPOINTS NATIONAL HYDROGRAPHER|
|Added: 25 Sep 2012|
|On 20th September the United Kingdom Hydrographic Office (UKHO) announced the appointment of Commodore Tom Karsten RN as the next UK National Hydrographer and Deputy Chief Executive (Hydrography), based in Taunton, Somerset. He will be promoted to Rear-Admiral on appointment and will take over from Rear-Admiral Nick Lambert on 17th December this year.|
Commodore Karsten will be integral to continuing the key role the UKHO plays in working with the international hydrographic community, leading on defence matters and supporting the discharge of the UK Government’s responsibilities for SOLAS, a task held by the Maritime and Coastguard Agency with whom UKHO works closely.
The new Hydrographer joined the Royal Navy in 1979. Following training at Britannia Royal Naval College Dartmouth and an in-service degree in History from Exeter University, he embarked on his seagoing career qualifying as a Principal Warfare Officer in 1987.
After a range of warfare appointments, including serving as Naval Assistant to the Commander-in-Chief Fleet during the First Gulf War, he took command of his first ship, the Hunt class mine hunter HMS Bicester (1993-94). Subsequent promotion led to command of the Type 22 frigate HMS Sheffield (1995-96) for operations in the Far East, Gulf and Mediterranean.
In 1996, he graduated from the Joint Service Defence College and went on to serve in Navy Plans in the Ministry of Defence during the Strategic Defence Review. After a tour as Staff Operations Officer to the Surface Flotilla he was promoted to Captain in 2001 and appointed first to HQ Royal Marines as the Chief Staff Officer for Plans and Programmes and then to the Fleet HQ as head of the Commitments Division. In 2003, he took command of HMS Endurance (2003-05) for two Antarctic seasons.
Returning ashore in 2005, he spent two years as Director of the Maritime Warfare Centre and, in 2007, was promoted to Commodore serving as Navy Command’s Deputy Commander Operations. This was followed by a year at Oxford University as the Royal Navy’s Senior Hudson Fellow researching Arctic geopolitics. He took up his current appointment as Commander British Forces Gibraltar in September 2010.
Speaking about this appointment, Chief Executive Ian Moncrieff, commented, “I have known Tom for 30 years and he will bring much experience and a sea-goer’s perspective to this key role. I am delighted to see Tom come onboard UKHO and know that he will follow-on the excellent work and contribution made by Nick.”
Commodore Karsten said, “I am absolutely delighted to be coming to Taunton to work for UKHO, an organisation that I have a huge amount of respect for.”
It is understood that Rear-Admiral Lambert, who has held the post of UK National Hydrographer for over two years will be retiring from the Royal Navy.
Speaking of his time at UKHO, he reflected, “I am hugely privileged and proud to have been so intimately involved with the UKHO’s internationally acclaimed role in providing the highest quality navigational products and services to the majority of the world’s mariners. Its work contributes to national security and the global economy, and is of a standard second to none. It is with great pleasure that I hand the baton to Tom Karsten, an accomplished mariner well versed in the needs of the sea-going user.”
About the UKHO
The UKHO, which is part of the Ministry of Defence (MoD), has been charting the world’s oceans for more than 200 years with the primary aim of providing navigational services for the Royal Navy and merchant mariners to save and protect lives at sea. In addition it serves small craft and leisure mariners and provides a range of consultancy services.
It is a trading fund which means it is a government agency owned by the MoD with the freedom to trade commercially to generate revenue and cover running costs.
Furthermore, the UKHO also plays a central role, in support of the Maritime and Coastguard Agency, in discharging the navigation element of the UK’s Safety of Life at Sea Treaty obligations for waters of UK national responsibility.
In conclusion, the UKHO produces a worldwide series of some 3,300 paper nautical charts and 160 publications under the Admiralty brand and has a growing portfolio of Electronic Navigational Charts (ENCs). These are sold globally and used by nearly 70% of international shipping.
|GIBDOCK COMPLETES SEMI-SUB PROJECT|
|Added: 03 Sep 2012|
|GIBDOCK COMPLETES SEMI-SUB PROJECT|
It was reported late in August that Gibdock has completed its work on the semi-submersible accommodation platform, Etesco Millennium, the first offshore platform project to be undertaken by the yard in almost 15 years.
The semi-submersible’s eight-month stay at the yard represented an important milestone for the Gibraltar ship repair facility, as it continues its campaign to broaden the range of its growing offshore business.
Etesco Millennium arrived at Gibdock in October last year and the yard worked closely with the owner, Nazca Floatel BV and shipmanager, Okeanos BV, both of The Netherlands, in carrying out an initial inspection and then more detailed surveys to assess its condition. Subsequently, ultra high pressure work was carried out by sub-contractors supplied by the owner, which the yard assisted through the provision of 11,000m3 of staging. This part of the job incorporated extensive blasting and cleaning, including work in the submerged tank areas, and necessary steel repair works to the cross braces on the columns of the rig.
Otto van Voorst, Managing Director of Okeanos, rated Gibdock’s performance highly. He commented, “There were some technical challenges with this project but Gibdock overcame them very professionally. Looking after a rig this size is not Gibdock’s every day experience, but they worked well within the remit they were given and in particular showed great flexibility in handling technical steelwork issues.”
Gibdock is targeting offshore rig repairs as a significant new area of business and believes it can capitalise on its strategic geographic location in the Straits of Gibraltar to win more orders in this sector.
“ Etesco Millennium was important as it gave us a chance to showcase our capabilities,” said Richard Beards, Gibdock Commercial Director. He added, “We have now demonstrated our versatile and professional approach to handling big offshore assets. We are always willing to co-operate with the customer and class society, to find cost effective solutions for offshore clients.”
The technical side of this task was reflected upon by John Taylor, Gibdock Production Director, “It was quite a complicated repair job to get the rig into the condition required by the owner. Our steelwork/welding skills were the key to getting this right to the satisfaction of ABS, as the classification society involved, as well as Okeanos. Now that we have shown what we can do, we are optimistic Etesco Millennium will be the first of many rigs to be welcomed here in the coming years.”
A 22,604gt modified semi-submersible rig, Etesco Millennium is now being marketed for a new offshore deployment. Originally built by Marathon LeTourneau in 1976, the rig is 88m long and 66m wide at its maximum point and is consequently one of the biggest structures handled by Gibdock.
| ||GLOBAL SHIPPERS’ SUMMIT|
|Added: 20 Aug 2012|
|This year’s Global Shippers’ Summit will include an impressive programme featuring leading speakers from industry, government and academia including Anne Bergenfelt, cabinet member and adviser to Connie Hedegaard, European Commissioner for Climate Action and Professor Alan McKinnon of Kuhne University in Hamburg and Heriot-Watt University in Edinburgh. The Summit will include a seminar on 22nd October and the Global Shippers’ Forum’s (GSF) annual meeting and policy and information programme for shippers on 23rd October.|
The Summit will cover key policy and regulatory issues impacting shippers’ global supply chains in 2013, including a review of global trading conditions and round table discussions with industry supply chain partners including the International Chamber of Shipping and Christopher Koch, President and CEO of the World Shipping Council.
These leading industry figures will be joined by international regulatory bodies such as the IMO and leading global shippers to discuss and debate the key regulatory issues of the day.
The pioneering GSF Maritime Safety Campaign, aimed at promoting high standards of safety in shipping, will be launched at the Summit. The launch will see the introduction of GSF best practice material and the signing of the maritime safety charter.
GSF Secretary General, Chris Welsh, commented, “This really is an unmissable, action-packed event for shippers engaged in global supply chain logistics, in particular for those wanting to influence and shape the regulatory and commercial nature of international shipping and aviation markets.”
The Global Shippers’ Summit will take place on 22nd and 23rd October 2012 at the Institution of Civil Engineers, One Great George Street, Westminster, London SW1, at a cost of $300 (£195) per delegate. Non-members of the GSF can attend on 22nd October only. For further details email email@example.com
| ||NEW ITF SECRETARY GENERAL|
|Added: 16 Aug 2012|
|José Viegas, a Portuguese national, has taken office as Secretary-General of the International Transport Forum, the organisation announced on 16th August.|
The International Transport Forum at the OECD is an intergovernmental organisation with 54 member countries that acts as a strategic think tank for global transport policy and organises an annual summit of transport ministers. The Forum is housed by the Organisation for Economic Co-Operation and Development (OECD) in Paris.
Viegas, who was elected by Ministers from Forum member countries at their summit in May, joins the International Transport Forum from an internationally recognised career as an academic and consultant. As a professor of civil engineering at the University of Lisbon and chairman of TIS.pt, a transport consultancy firm, Viegas has worked in all transport modes and managed collaborative networks across countries and economic sectors to advance better solutions in transport.
Said Viegas upon taking up his duties in Paris, “I am delighted to come to this job at this moment. There are new and significant challenges for all transport modes across the world. The knowledge production at the Forum and the policy discussions among Ministers are very much relevant to address these challenges. The International Transport Forum faces great opportunities for a strategic reorientation, based on its existing strengths and its expanding membership, to further strengthen its role as the foremost platform for a global dialogue on transport policy. I will work hard to provide engaging and successful leadership in these processes.”
| ||STENA LINE ROTTERDAM-HARWICH SERVICE|
|Added: 16 Aug 2012|
|It was reported on 16th August that from the beginning of September Stena Carrier and Stena Freighter on the Rotterdam-Harwich route will be replaced by two new, smaller vessels. The two freight vessels Capucine and Severine will be chartered from Cobelfret on a five-year contract.|
Pim de Lange, Stena Line area director for the business area North Sea, commented, “The market conditions for the Rotterdam-Harwich route have been very tough during the past few years, mainly due to a very competitive environment on the North Sea and the financial instability and recession throughout Europe. This has led to a low capacity utilisation of our two current vessels and a consequential poor financial development for the route. We need to improve efficiency and reduce our operational costs to be able to increase our competitiveness. With this solution we can accomplish that because we will have smaller and cheaper tonnage and, at the same time, we can carry the same volumes that we have today and deliver the same service to our customers.”
The two new vessels for the route were built in 2011 and 2012 respectively and have a deck capacity of 1,760 lane metres.
Stena Line transports freight across 19 routes in Scandinavia, around the UK and between Germany, Sweden and Latvia in co-operation with Scand lines. In 2011 Stena Line transported 3.1 million vehicles and 1.6 million freight units, with 30 freight-carrying vessels.
| ||GPS TESTING: HAWAIIAN ISLANDS|
|Added: 15 Aug 2012|
|On 15th August the US Coast Guard Public Affairs Office announced from Honolulu that a series of tests to the Global Positioning System will be conducted at various times between 19th August and 9th September, 2012, which may cause GPS service to be unreliable or unavailable to mariners and other users.|
Testing is scheduled as follows:
19th August to 9th September, 2012, from 1500 to 2000 and from 0000 to 0400 within an approximate radius of 60 nautical miles from position 22-49-12N, 160-09-27W.
19th August to 9th September, 2012, from 2000 to 0400, within an approximate radius of 298 nautical miles from position 22-05-39N, 159-45-11W.
20th August to 9th September, 2012, from 0000 to 0400, within an approximate radius of 425 nautical miles from position 22-19-23N, 159-58-02W.
During the test periods, GPS users are encouraged to report any service outages to the US Coast Guard Navigation Center by calling 00 1 (703) 313-5900 or by completing a GPS problem reporting form on the center’s website.
| ||DREWRY CONTAINERS|
|Added: 13 Aug 2012|
|Drewry Maritime Research is the research arm of the Drewry group which also includes two advisory brands, Drewry Maritime Advisors and Drewry Supply Chain Advisors. Drewry have over 40 years’ experience within the maritime sector, employing over 90 specialists across international offices in London, Delhi, Singapore and Shanghai.|
On 7th August Drewry Maritime Research released the latest edition of its annual Container Census report, detailing the world’s container equipment fleet.
Drewry’s report indicated that the container equipment fleet grew by 8.5% during 2011, taking the global fleet to 31.25 million TEU, compared to a 7% growth in 2010.
This was better than expected as demand for newbuilds suffered a knock from the second quarter of 2011 onwards, with production significantly curtailed from that point. Indeed, analysis within Drewry Maritime Research’s Container Census 2012 – Survey and Forecast of Global Container Units implies that up to 70% of 2011 net additions were made in the first six months of the year, highlighting distinct uneven progress.
The underlying reason for the slowdown in the latter half of 2011 was an apparent misreading of demand. Few buyers predicted an over-supply (900,000 TEU at mid-2011, and over 500,000 TEU at end of 2011) that was exacerbated by a weak peak season. Even so, utilisation of the in-service fleet held at a very high level, topping 95%.
One knock on effect of high utilisation is that container-to-slot operating levels have dropped to historic lows, close to 1.8:1 in 2010/11 compared to 2:1 immediately preceding 2009. This has been achieved by shipping companies working their assets harder, which considering the increasing container dwell times resulting from slow steaming, is something of an achievement. Andrew Foxcroft, author of the Container Census report, forecasts annual container fleet growth will be in the order of 7% from 2012 to 2015 as shipping companies continue to adopt a tight container/slot operating ratio, whilst also increasing replacement purchase in comparison to 2010 and 2011.
Fleet growth since 2009 has continued to be dominated by leasing companies who have posted growth (TEU) of 10.6% in 2011 and 9% in 2009, compared to shipping lines and other transport companies only registering 7% and 5.7%. Investment by shipping lines in particular was curtailed when their profits slumped and debts rose. However some lines have tentatively resumed equipment investment, but they are still very much testing the waters.
Newbuild dry freight pricing has continued volatile, thereby affecting the calculated CEU (Capital Equipment Unit) valuation and new-for-old replacement cost of the global container fleet. Dry freight prices attained their greatest height (almost US$3,000 per CEU) in early 2011, by which time the replacement cost of the global fleet was up by more than a third on its level at the start of 2010. However, the fleet’s corresponding CEU valuation was down slightly, because of the sharp upward movement of dry freight prices contrasted with the more static level of reefer/tank pricing.
Throughout 2011, the reverse occurred. CEU values increased, as against no real change in the fleet’s replacement cost. This was due to an overall 20% fall in dry freight pricing against the continued static level of reefer/tank costs. The dry freight price was subsequently to recover by 20% during the first half of 2012 (to US$2,750 per CEU), before going into decline again. Andrew Foxcroft nevertheless states that, “the outlook is for pricing to stay high, with the annualised forecast holding at US$2,500 for 2012 and 2013.”
The report will be available in pdf format which can be downloaded from the Drewry website www.drewry.co.uk/publications
|NAB TOWER LIGHTHOUSE|
|Added: 13 Aug 2012|
|Trinity House is the General Lighthouse Authority (GLA) for England and Wales, with responsibility for nearly 600 aids to navigation, from traditional aids such as lighthouses, buoys and beacons to the latest satellite navigation technology. In addition it inspects over 10,000 local aids to navigation provided by port and harbour authorities, and those positioned on offshore structures.|
Work to secure the future of a vital aid to navigation in the Solent, on Britain’s south coast, is about to commence. The Nab Tower’s structure has been gradually deteriorating following almost a century of battling the elements and in recent years this deterioration has increased to an unacceptable and dangerous degree. At present the helicopter pad is off-limits to helicopter landing and boat access is almost untenable due to the poor condition of the external superstructure.
Trinity House has commissioned a project to extend the structure’s lifespan by at least 50 years, by reducing the structure’s height, removing all external steel and cladding the existing concrete sub-structure in gun-applied concrete.
Nab Tower is located in the eastern approaches to the Solent (50040’.05N 00057’.07W). Originally built as a defensive structure in Shoreham for the Admiralty in 1918, it became redundant when the First World War ended.
Trinity House occupied part of the tower from 1920 onward, installing a light to replace the Nab lightvessel, with the structure remaining under the control of the Ministry of Defence. The station was staffed as an offshore lighthouse, with three keepers who were relieved monthly, until the lighthouse was automated in 1983. The Ministry built the helicopter deck and internal reinforced concrete caisson prior to Trinity House acquiring the freehold in 1984.
Nab Tower was conveyed by the Secretary of State for Defence to Trinity House by deed on 21st May 1984.
At Trinity House the Examiners’ navigational requirements as at 2010 specified a need for a fixed main light of a 12 nautical mile range, a fog signal range of two nautical miles, AIS and a Racon.
The remodelled structure will support the requirements of the aid to navigation into the future and result in reduced maintenance costs as the station will be able to be attended by Trinity House vessels without the need for a helicopter.
It is anticipated that the work will be completed in the summer of 2013 with a break over the coming winter to avoid the seasonal weather.
Incorporated by Royal Charter in 1514, the Corporation is also a major maritime charity, wholly funded by its endowments. The Corporation spends around £4 million each year on its charitable activities including welfare of mariners, education and training, and the promotion of safety at sea. It is also a Deep Sea Pilotage Authority.
|NEW CORK PILOT BOAT FAILTE|
|Added: 09 Aug 2012|
|On 9th August the Port of Cork officially named a new pilot boat at the Port of Cork City Marina. Built by Safehaven Marine, Failte (Welcome) will be replacing Sonia which was named after Sonia O’Sullivan and has served the port gallantly for the past 14 years.|
Dermot O’Mahoney, Chairman of the Port of Cork said, “An Irish welcome is synonymous with the Port of Cork and reflects our attitude to all vessels that call to our harbour so it is fitting that we are christening our new pilot boat Failte today.”
Captain Pat Farnan, Harbour Master and Deputy Chief Executive of the Port of Cork continued, “Our pilots and launch crew provide a service that is second to none. Their skill and seamanship has seen some of the world’s largest vessels such as Queen Mary 2 and Independence of the Seas navigated safely in and out of our Port and I have no doubt Failte will serve the Port well for many years to come. The launches are required to operate in all weather conditions, 365 days a year and must be built to a very high standard to make this possible.”
Safehaven Marine is a local Cork-based company, employing 25 staff in Little Island and Youghal. Since the company was founded in 1998, they have supplied pilot boats to countries across the globe from Scandinavia to the Middle East and are now one of Europe’s leading manufacturers of GRP pilot boats.
Safehaven Marine, Managing Director Frank Kowalski commented, “We are delighted to once again be supplying the Port of Cork’s new pilot vessel, Failte, having also built their last new pilot boat, Gleann Mór six years ago. It is extra special for us to be working with our local port in delivering this vessel, which is a proud example of our high level design and engineering.”
Pilot launches of the Port of Cork undertake in excess of 3,000 services per annum to vessels of all types including cruise ships and cargo vessels.
Emer O’Mahoney christens Failte.
|STRAITS MARINE ELECTRONIC HIGHWAY Marine electronic highway IT systems handed over to Indonesia as Straits of Malacca and Singapore MEH comes closer to fruition|
|Added: 03 Aug 2012|
|IMO Sec-Gen Koji Sekimizu (right) with Leon Muhamad, Director General of the Directorate General of Sea Transportation (DGST), Indonesia (left) at the hand over of the MEH IT Centre, Batam, Indonesia on 3rd August 2012. |
Photograph: Karine Langlois (imo.un)
The Marine Electronic Highway (MEH) Information Technology System for the Straits of Malacca and Singapore, which had been managed by the International Maritime Organization (IMO), was handed over to the Government of Indonesia in a formal ceremony in Batam, Indonesia, on 3rd August marking the final stages of a demonstration project and the potential move towards a full-scale MEH project in the Straits, under the ownership of the littoral States.
IMO Secretary-General Mr. Koji Sekimizu formally handed over the Batam MEH IT System to Mr. Leon Muhamad, Director General of the Directorate General of Sea Transportation (DGST), Indonesia, during a special ceremony which was also attended by representatives from ministries and agencies of Indonesia, the Local Government of Batam, the Marine Department of Malaysia, the Maritime and Port Authority of Singapore, Ministry of Land, Transport and Maritime Affairs of the Republic of Korea, the International Hydrographic Organization, Nippon Maritime Center and the shipping industry.
“What we are handing over today is a functioning facility that harnesses the power of information technology to assist safe navigation through a defined and limited part of the Straits,” Mr. Sekimizu said.
The Batam MEH IT System is one of the major deliverables of the MEH Demonstration Project, which has been under implementation since 2006, funded by the Global Environment Facility (GEF)/International Bank for Reconstruction and Development (IBRD) (World Bank),with IMO as the executing agency. The Republic of Korea, through the Ministry of Land, Transport and Maritime Affairs (MLTM), also provided a grant amounting to US$850,000, which was used to develop and establish the system.
The overall objective of the demonstration project has been to determine whether a full-scale MEH in the Straits of Malacca and Singapore can be economically justified and made financially feasible. The project is a co-operative arrangement with the three littoral States of Indonesia, Malaysia and Singapore, in partnership with the Republic of Korea, the International Hydrographic Organization (IHO), the International Association of Independent Tanker Owners (INTERTANKO) and the International Chamber of Shipping (ICS).
The geographic boundary of the MEH Demonstration Project extends from One Fathom Bank in the Malacca Strait to Horsburgh Lighthouse in the Singapore Strait, including adjacent coastal provinces/states of Indonesia, peninsular Malaysia and Singapore. This covers the whole traffic separation scheme for the Straits of Malacca and Singapore.
The MEH Demonstration Project has been extended until the end of 2012, so that all its tasks can be completed and technical and financial evaluations of the Batam facility can be carried out. Indonesia now takes on the responsibility for the operation, maintenance and management of the MEH IT System in Batam, while also working closely with Malaysia and Singapore on the regional MEH system beyond the demonstration phase.
Funding from the World Bank has been allocated to Indonesia in order to accelerate the implementation of activities that will enhance the safety of navigation along the Sumatran coast of the Straits of Malacca and Singapore by putting in place the relevant maritime safety infrastructure, not only to provide data to the MEH IT System but also to enhance the monitoring and management of the Indonesian coasts of the Straits of Malacca and Singapore.
“This handover of the MEH IT System to the DGST is a great opportunity for Indonesia to step up as one of the key partners in the establishment of a regional MEH System, together with Malaysia and Singapore,” Mr. Sekimizu added.
He concluded with, “We stand here today, not at the end of an initiative, but at the beginning of a wonderful new opportunity to help usher shipping into a new era of safety, efficiency and environmental sensitivity. For me, the development of the maritime infrastructure and the move towards new and improved ways of achieving enhanced navigation and traffic control are among the pillars of sustainable maritime development. I firmly believe that the Marine Electronic Highway can be a great success – indeed, that it can provide a blueprint for similar schemes in other parts of the world; and that, collectively, they can have a massive beneficial effect on our global society which depends so much on the safe, secure, efficient and green carriage of trade, by sea.”
It is anticipated that the next steps in the creation of the MEH will involve Malaysia and Singapore establishing MEH Data Centres to house and operate MEH IT Systems similar to the Batam MEH IT System, in order to establish a regional network, to be called the MEH System.
The Marine Electronic Highway of the Straits of Malacca and Singapore
The Straits of Malacca and Singapore, situated between Sumatra and the Malay peninsula, are approximately 1,000 kilometres long, 300 kilometres wide at their north-west entrance, and just 12 kilometres wide at their south-east entrance, between Singapore and Indonesia’s Riau Archipelago.
The Straits are shallow, with narrow channels, irregular tides and shifting bottom topography, and hence are hazardous to navigation for large ships. Despite their difficult navigational features, the Straits are the shortest and hence the preferred shipping route between the Indian Ocean and the South China Sea, and for oil tankers trading between the Persian Gulf and East Asia.
The MEH system has both maritime safety and environmental modules. Its environmental modules can be used in marine pollution response and control, for example, to predict the direction and speed of oil spills, and thereby assist in response and clean-up operations. It is also possible to use it to identify and track ships that illegally discharge their bilges or dump other oily wastes.
The MEH portal is at http://www.mehsoms.com/
Registered users can access data on maritime traffic in the Straits, and on wind, tides and currents, as well as electronic navigational chart (ENC)-based marine information overlays (MIOs), such as those indicating mangroves, coral reefs, special areas, etc. (MIOs are spatial layers that, when overlaid on to an ENC at specific coordinates, provide additional information on that particular area in the ENC. For example, a tropical island generally has advancing foreshore mangrove forests and, in ENC, the areal extent of each mangrove forest is not delineated. However, it is delineated in an MIO and, when overlaid on the ENC, it provides added spatial information. This is useful in protected waters or areas designated as special areas).
Databases using Oracle store data received by the MEH IT System, including information on casualty incidents, maritime traffic conditions and weather. These can be accessed at any time but not as real-time data sets.
Data feed and exchange are carried out between the MEH Data Centre in Batam, Malaysia (Marine Department) and Singapore (Maritime and Port Authority).
|SHETLAND ISLANDS COUNCIL MARINE SAFETY|
|Added: 30 Jul 2012|
|ABP Marine Environmental Research Ltd (ABPmer) has been appointed by Shetland Islands Council to undertake a practical, pragmatic and independent audit of their Marine Safety Management System to ensure compliance with the UK Port Marine Safety Code. ABPmer is a wholly owned subsidiary of Associated British Ports Holdings Limited.|
Shetland Islands Council is the Harbour Authority responsible for the operation of a number of ports, harbours and pier facilities around the Shetland Islands, including the principal ports of Sullom Voe and Scalloway Harbour.
It was announced on 30th July that ABPmer are to review and update the current navigational risk assessments for the Port of Sullom Voe and create navigational risk assessments for Scalloway Harbour. For both processes it will use its specially developed MarNIS Port Assessment Toolkit.
ABPmer has developed the MarNIS Toolkit specifically for the management of marine navigational risk assessments, recording marine accidents/incidents and providing information for Board Level reporting.
ABPmer will also provide an independent Designated Person function to Shetland Islands Council to monitor and report compliance with the ‘Code’.
Claire Brown, ABPmer Project Director, commented, “We are delighted to be undertaking this Marine Safety Management System Review for Shetland Islands Council. ABPmer has undertaken a number of marine risk management studies and helped Harbour Authorities comply with the requirements of the Port Marine Safety Code. We look forward to bringing our experience to this project.”
ABPmer has 60 years’ port related research and consultancy experience and appreciates that the successful operation of ports, harbours and wharfs is dependent on understanding both the marine environment and port operational requirements.
The Port Marine Safety Code (PMSC) applies to all harbour authorities and aims to improve safety in UK ports by enabling harbour authorities to manage their marine operations to a nationally agreed standard. As part of the PMSC, harbour authorities need to develop an effective Marine SMS based on formal risk assessment.
|PILOTS AND SHIPOWNERS ON PILOT LADDER SAFETY|
|Added: 30 Jul 2012|
|With its base in HQS Wellington on the Thames the International Maritime Pilots’ Association (IMPA) is a professional, non-profit making body, primarily concerned with promoting professional standards of pilotage worldwide in the interests of pilots’ safety. It has some 8,000 members in over 40 countries. IMPA seeks to achieve its principal objective, the promotion of professionally sound and safe pilotage.|
Another London-based organisation is the International Chamber of Shipping (ICS), the principal international trade association for shipowners, with a membership comprising national shipowners’ associations from 36 countries, representing over 80% of the world merchant fleet, in all sectors and trades.
It was reported on 26th July that IMPA and the ICS have joined forces to update a brochure aimed at shipping companies and seafarers, reminding them of the vital need to ensure that ladders used for pilot transfers are safe and always rigged correctly.
The revised brochure entitled Shipping Industry Guidance on Pilot Transfer Arrangements is supported by a wide range of other international shipping bodies. It takes account of the latest amendments to the Safety of Life at Sea Convention (SOLAS) concerning pilot ladders, which came into effect on 1st July 2012.
IMPA Secretary General, Nick Cutmore, explained, “Sadly, pilots continue to lose their lives as a result of accidents while boarding or disembarking from ships, and many more have been seriously injured. We are therefore very pleased by the support we have received from ICS, as well as from other industry organisations and unions, in helping to promote the message to seafarers and to shipping company management about the vital need to rig pilot ladders safely in accordance with SOLAS.”
ICS Secretary General, Peter Hinchliffe, added, “When pilots come aboard ships it is to help seafarers during critical and demanding phases of a voyage. It is incumbent on ship operators and their crews to do everything possible to ensure safety during pilot transfer operations, which always involve a degree of risk, even when conditions are good. Some common causes of accidents still appear to be defects in the structure of the ladder treads or ropes, or a lack of a proper securing of the ladder to the ship.”
This updated guidance (copy of the front cover shown) is being distributed throughout the industry by the national shipowners’ and pilots’ associations that make up the memberships of ICS and IMPA. The brochure is also supported by the International Group of P&I Clubs, BIMCO, CLIA, Intercargo, IPTA, Intertanko, OCIMF, SIGTTO, ITF, IFSMA and the Nautical Institute.
By this news item readers will find the latest edition of the poster Required Boarding Arrangements for Pilot issued by IMPA in accordance with SOLAS Regulation V/23 and IMO Resolution A.1045(27).
Attached File: Final Poster New IMO Flag.pdf
|E-NAVIGATION UNDERWAY 2013|
|Added: 25 Jul 2012|
|2013International Conference on e-Navigation|
Copenhagen – Oslo – Copenhagen
29th - 31th of January 2013 www.e-navigation.net
For the third consecutive year delegates are invited to join e-Navigation Underway, an important global event to be held in MV Pearl Seaways, sailing from Copenhagen on the evening of 29th January 2013.
The vessel will arrive in Oslo the following forenoon returning for Copenhagen on the evening the same day to arrive back in Copenhagen on the morning of 31st January. The main part of the conference takes place while the ship is alongside in Copenhagen and in Oslo.
Delegates may register online at the conference web site: www.e-navigation.net
Early registration is available until 15th November 2012.Late registration will be available until 24th January 2013.
There are different prices depending on time of registration and choice of accommodation. All prices include conference fee, accommodation and all meals. Modest supplementary fees are applicable in case of accompanying spouses.
Call for papers
Papers must be sent to the organizing committee electronically no later than 1st November 2012.
Papers concerning all aspects of e-Navigation are welcome, but a special emphasis will be given to topics relating to the questions listed in the introduction of this flyer.
Papers will be used to select speakers and will not be published, but all presentations will be made available on memory sticks to conference participants and on the conference web site.
Abstract should be sent to: firstname.lastname@example.org
Paper submission: 1st of November 2012 Early registration: 15th of November 2012 Late registration: 24th of January 2013
It is expected that a draft technical programme, includingll speakers, will be ready for distribution by mid-December.
The conference is jointly organized by the Danish Maritime Authority and IALA.www.dmw.dk www.iala-aism.org
The conference is supported by:The Nautical Institute www.nautinst.org
Comité International Radio-Maritime www.cirm.org
The ACCSEAS project.
The journey towards global e-Navigation continues:The efforts in the international organizations lead by IMO persist, and test beds expand their portfolio of e-Navigationelements and provide practical experience to the process.
E-Navigation Underway 2013 will address (among others) the following issues:IMO E-Navigation Strategy Implementation Plan in 2014 – where are we now?
How do we benefit from industrial innovation?
What are the benefits and risks of electronic devices in shipping?
Costs of e-Navigation: necessary infrastructure, services, communications…Who will pay?
E-Navigation drivers – regulation or market forces?
Maritime Spatial Planning and e-Navigation – how do they marry?
What’s new from the test beds?
How to ensure best decision support afloat and ashore?How can we provide users the information they need when they need it?
How can ship and shore users work effectively together?
E-Navigation challenges the boundaries of the involved international organizations; how can the co-operation be made effective?
More than 140 experts from more than 20 countries on four continents attending the previous conferences. E-Navigation Underway has established itself as a leading global e-Navigation conference.Further information on this and previous conferences is available on: www.e-navigation.net
Attached File: e-Navigation Underway 2013.pdf
|IMB PIRACY REPORT|
|Added: 16 Jul 2012|
|The latest report from the International Maritime Bureau (IMB) of 16th July shows the number of pirate attacks have fallen sharply in the first half of 2012, led by a drop in Somali piracy. The Bureau’s global piracy report revealed this, but warned that these numbers were offset by a worrying increase of attacks in the Gulf of Guinea.|
Overall, 177 incidents were reported to the IMB Piracy Reporting Centre (PRC) in the first six months of 2012, compared to 266 incidents for the corresponding period in 2011.
The report showed that 20 vessels were hijacked worldwide, with a total number of 334 crew members taken hostage. There were a further 80 vessels boarded, 25 vessels fired upon and 52 reported attempted attacks. At least four crew members were killed.
Somali piracy down but still a threat
The decrease in the overall number is primarily due to the decline in the incidents of Somali piracy activity, dropping from 163 in the first six months of 2011 to 69 in 2012. Somali pirates also hijacked fewer vessels, down from 21 to 13. Nonetheless, Somali piracy continues to remain a serious threat.
Said Pottengal Mukundan, Director of IMB which has been monitoring world piracy since 1991, “Somali pirate attacks cover a vast area, from the Southern Red Sea, Gulf of Aden, and Gulf of Oman to the Arabian Sea and Somali Basin, threatening all shipping routes in the north west Indian Ocean.”
In part this report has attributed the noticeable decline in Somali piracy to the pre-emptive and disruptive counter piracy tactics employed by the international navies. This includes the disruption of mother vessels and Pirate Action Groups. Captain Mukundan added, “The naval actions play an essential role in frustrating the pirates. There is no alternative to their continued presence.”
The effective deployment of Best Management Practices, ship hardening and, in particular, the increased use of Privately Contracted Armed Security Personnel (PCASP), has also contributed to the falling numbers.
As of 30th June, Somali pirates were still holding 11 vessels and 218 crew, 44 of whom were being held ashore in unknown locations and conditions.
Disproportionate increases in Gulf of Guinea
The decline in Somali piracy, however, has been offset by an increase of attacks in the Gulf of Guinea, where 32 incidents, including five hijackings, were reported in 2012, versus 25 in 2011. In Nigeria alone there were 17 reports, compared to six in 2011. Togo reported five incidents including a hijacking, compared to no incidents during the same time last year.
The IMB report emphasized that high levels of violence were also being used against crew members in the Gulf of Guinea. Guns were reported in at least 20 of the 32 incidents. At least one crew member was killed and another later died as a result of an attack.
In Nigeria, three vessels and 61 crew members were taken hostage. Seven vessels were boarded, six fired upon and one attempted attack was reported. The report further showed that attacks by armed pirates in skiffs were occurring at greater distances from the coast, suggesting the possible use of fishing or other vessels to reach targets. On 30th June alone, three vessels were fired upon, including a tanker and a container vessel within a five-minute period, approximately 135 nautical miles from Port Harcourt. The increase in pirate activity off Togo has also been attributed to Nigerian pirates. The five reported incidents all occurred in April, culminating with the hijacking of a Panamax product tanker by the month’s end.
Armed robberies on the rise in Indonesia
Attacks elsewhere in the world have mainly been armed robberies. Indonesia accounts for almost 20% of the global numbers, with 32 reported incidents compared to 21 over the same period in 2011. Twenty-eight of the vessels targeted were boarded, including 23 anchored vessels, two berthed and three that were underway. Guns have been reported on one occasion. IMB further noted that many other attacks may also have gone unreported.
About the International Maritime Bureau (IMB) Piracy Reporting Centre (PRC)
The IMB PRC remains the world’s only manned centre to receive and disseminate reports of piracy and armed robbery 24 hours a day across the globe. As part of ICC it is an independent body set up to monitor these attacks free of political interference. IMB strongly urges all shipmasters and owners to report all actual, attempted and suspicious piracy and armed robbery incidents to the IMB PRC. This is an essential first step in the response chain. The statistics and reports of the IMB PRC act as a catalyst to encourage firm response by government and law enforcement.
IMB offers the latest piracy reports free of charge. To request a PDF version of the report by email, readers are invited to visit: http://www.icc-ccs.org/requestreport Latest attacks may also be viewed on the IMB Live Piracy Map at: http://www.iccccs.org/livepiracymap
Attached File: 2012 Q2 IMB Piracy Report ABRIDGED.pdf
|Smit Lamnalco in Sierra Leone|
|Added: 11 Jul 2012|
|Smit Lamnalco has played a pivotal role in bringing two export projects to fruition that will see Sierra Leone’s re-emergence as a key global source of iron ore. |
The marine support and logistics specialist has provided the turnkey services to assist African Minerals Limited (AML) in exporting ore from its Tonkolili mine, the life expectancy of which is in excess of 60 years, with resources of an estimated 12.8 billion tonnes.
Smit Lamnalco has been contracted for an initial five years to support AML’s fully integrated mine-rail-port transport system connecting Tonkolli to the port of Pepel. Shoreside, Smit Lamnalco has deployed four Damen-built 3212 terminal and towing tugs to ensure that ships enter and exit the port’s challenging approaches safely. AML already plans to develop a new rail spur from the existing railway, connecting Tonkolili to a new large deep water port at Tagrin.
Major Chinese investors include Shandong Iron and Steel Group, and China Railway Materials Commercial Corporation, and the exporter expects the operation to ramp up initially to 20million tonnes per annum (mtpa) in its Phase 1 operations, and become by far the largest contributor to GDP in Sierra Leone.
In a second deal, London Mining Plc contracted Smit Lamnalco to provide a complete logistics and marine package to support exports from the upriver Marampa mine. London Mining plans to develop a production rate of 5mtpa of premium sinter concentrate by the end of 2013; this will further increase to 17mtpa in Phase 2 developments of the mine’s 25 year life.
The support package includes on-transit tug and barge services along 40km of Port Loko River from the Thofeyim River Port to Freetown Harbour.
The waterborne transit involves four bespoke shallow draft Smit Lamnalco river tugs towing four 93metre loa barges to the coast.
Shoreside in Freetown, Smit Lamnalco has provided logistic support to the commissioning of London Mining’s Pride of Marampa transhipment vessel, operated by Bernhard Schulte, to load Capesize ships. Both contracts have involved extensive Masters, Officers and crew training for challenging waters, operational procedures including safe vessel loading and discharge, and dedicated onshore management.
Smit Lamnalco Regional Director, Ian Hugo, commented, “These are prestigious clients looking for logistics solutions and the type of integrated marine package that we specialise in. We do not simply provide ships, we provide a full marine package and expertise which is local, regional and draws on Smit Lamnalco’s global reach. Smit Lamnalco worked closely with both customers to develop operational procedures drawing on our strong SHE-Q culture, extensive experience in Africa and expertise in delivering international best practice in challenging business and operating environments. ”
Hugo said it had been imperative that Smit Lamnalco deliver assets and services to international standards to match exporters’ aggressive gearing up schedules. He added, “That has demanded a completely open exchange of views that does not shy away from critiquing each other’s operations. We pride ourselves on developing relationships with our clients that allow frank feedback in both directions.”
To support both enterprises, Smit Lamnalco has established a nationally-registered operation in Sierra Leone to offer vessel management, engineering and financial services support.
| ||ICS on IMO Action|
|Added: 10 Jul 2012|
|The International Chamber of Shipping (ICS), which represents global shipowners and 80% of the world merchant fleet, has welcomed the decision by the IMO Sub-Committee on Safety of Navigation (held from 2nd to 6th July in London) to take action to address operating anomalies with ECDIS, and to reject a proposal to establish a new recommended route for all ships in the Mozambique Channel that would have been approximately 1,000 miles long.|
ECDIS operating anomalies
On 1st July, new mandatory IMO requirements for ECDIS entered in force, something which ICS has long supported provided that sufficient Electronic Navigation Chart availability could be met before the phased-in carriage requirements first become effective. Disturbingly it has become apparent that not all ECDIS systems may be fully effective, with the International Hydrographic Organization (IHO) advising that some systems have reportedly failed to display significant underwater features in the ‘Standard’ display mode, necessitating the continued use of paper charts.
ICS Director Marine, John Murray remarked, “ICS welcomes IMO’s recognition of the problem and its development of a circular providing advice on the issue to mariners, with a meeting with ECDIS manufacturers planned for September that will hopefully get to the root of this serious problem. But in view of the potential danger presented by ECDIS operating anomalies, ICS will continue to monitor the situation very closely.”
There is also a workshop in October to be organised by IHO and hosted by IMO. The workshop will further consider this matter and in particular the long term safety aspects of ECDIS and other software-based navigational systems.
Rejection of 1,000 Mile Routeing Measure in the Mozambique Channel
IMO Member States have rejected a proposal to establish a new recommended route for all ships in the Mozambique Channel that would have been approximately 1,000 miles long.
The proposal had been made by Comoros, France, Madagascar, Mauritius, Mozambique, the Seychelles, South Africa and Tanzania, having been given impetus by work conducted by the World Bank. However, ICS co-ordinated with its member national shipowners’ associations to ensure that governments attending the IMO meeting were fully aware of the implications of taking forward such a measure.
ICS Director Marine, John Murray commented, “We are pleased that IMO has carefully listened to shipowners and made the right decision. Support for such a concept could have set a very unwelcome precedent for the management of deep sea navigation elsewhere. The compelling need for the measure was unclear and no statistical evidence had been provided regarding shipping casualties or near misses. This omission made it very difficult to quantify the anticipated benefit that the proposal might have delivered.”
The main aim of the proposal was advised to be a reduction to the risk of collision and grounding in the Mozambique Channel. However, despite vessels favouring certain routes, shipping currently is free to use the entire width of the Channel, which is in international waters. The proposed measure sought to concentrate shipping into restricted lanes and could potentially have increased the risk of collision. Even at its narrowest point the Mozambique Channel is over 200 miles wide, and today many ships make use of this width and keep well away from the routes used by transiting tankers and similar vessels.
John Murray added, “ICS is nevertheless very appreciative of the work that has been undertaken in the region to improve safety of navigation and to open up access to local ports. It is simply the routeing measure that has given shipowners difficulties given the apparent lack of any evidence-based justification.”
|Hapag-Lloyd Celebrates 120 Years of Service to Canada|
|Added: 10 Jul 2012|
|This summer, Hapag-Lloyd is celebrating the 120th anniversary of its first liner service to Canada. As Canadian routes became increasingly attractive from an economic point of view at the end of the 19th century, Hapag acquired the smaller Hamburg-based steamer shipping company, Hansa, and continued the service they started to Canada in 1883 under the name Hansa Line. In 1892, the steamer Cremon first set sail for Montreal flying the Hapag flag. By today’s standards the ship, with its 2,132 grt, was rather smaller than it was impressive. It was 90 metres loa and could carry just 18 passengers. By way of comparison, the large container vessels in the Seattle Express class, currently serving Hapag-Lloyd’s Asia–Canada route, are 334 metres loa, have a capacity of up to 103,000 tonnes and can carry 8,600 TEU.|
A good decade before the opening of the Panama Canal in 1914, the company included Canada in the longest round trips that its vessels had made: from Hamburg around Cape Horn and then from America’s western seaboard up to Canada’s Puget Sound. The round trip included a total of 80 ports and took up to 15 weeks back then. After the two world wars, both German shipping companies Hapag and Norddeutscher Lloyd, which merged in 1972 to become Hapag-Lloyd AG, first resumed a joint service to Canada in 1954. As container shipping became the norm, Hapag-Lloyd included Halifax in its full container service between Europe and the east coast of the US in 1972.
With the acquisition of CP Ships in October 2005, Hapag-Lloyd also acquired a piece of Canadian history. The subsequent integration of the established Canadian shipping company is internationally considered to have been exemplary. The service was maintained without limitations, yet after a transitional period of just over a year, Hapag-Lloyd announced the successful completion of the integration. This made Hapag-Lloyd, with its fleet of 136 ships, a global player among the international top five container liner shipping companies. At the same time, Hapag-Lloyd also became the largest container carrier in Canada.
Canada is still one of Hapag-Lloyd’s most important trading routes, as it has been for the last 120 years. For decades it has been served by the most modern ships in the Company’s fleet. For Halifax and Vancouver, Hapag-Lloyd is the largest partner, and for Montreal the second-largest. These routes via Canada allow many markets in the United States to be connected quickly and reliably with Europe and Asia. The route that was started 120 years ago has meanwhile grown into a comprehensive network of eleven Hapag-Lloyd services from Canada to Europe, Asia, Africa and Oceania.
“We are incredibly proud of the long-standing partnership between Hapag-Lloyd and its customers in Canada. It is an area of great economic importance”, commented Michael Behrendt, Chairman of the Executive Board of Hapag-Lloyd AG, on the anniversary.
In 2011, Hapag-Lloyd transported 5.2 million TEU and generated revenue of more than €6.1 billion. The company has around 6,900 employees at 300 sites in 114 countries. It operates more than 84 of its own liner services and has an extensive feeder network, linking over 430 ports around the world. The total fleet (including charters) consists of some 150 vessels with a total capacity of nearly 680,000 TEU. This makes Hapag-Lloyd currently the fourth-largest liner shipping company in the world.
| ||Shipping in the Romanian Danube River Basin|
|Added: 07 Jul 2012|
|IFC, a member of the World Bank Group, is the largest global development institution focused exclusively on the private sector. It helps developing countries achieve sustainable growth by financing investment, providing advisory services to businesses and governments, and mobilising capital in the international financial markets. |
In fiscal year 2011, amid economic uncertainty across the globe, IFC helped its clients create jobs, strengthen environmental performance, and contribute to their local communities, all while driving investments to an all-time high of nearly $19 billion.
It was announced from Bucharest on 6th July that IFC is investing up to €12 million in S.C. Transport Trade Services (TTS Group) and its subsidiaries to improve shipping and logistics services in Romania, especially across the country’s Danube River Basin, boosting trade and industry in the region.
This investment will contribute to further develop the Danube corridor as a bulk commodity transport route, particularly benefiting the agricultural sector and other export-oriented industries. The increased use of river shipping can significantly reduce transport costs and increase trade for several basic industries, including agriculture, chemicals, metals, and mining.
Mircea Mihailescu, TTS Group President, commented, “EU policy is to sustain the shift to inland navigation in Europe, allocating significant funds for this purpose. The EU Danube Strategy is part of this policy, and the objective to improve mobility and multi-modality directly addresses infrastructure and the river fleets. It is just the right moment for TTS to join forces with IFC in supporting EU policies of routing more cargo to the river. This is the first step in a long-term project to be done with IFC’s support.”
Tomasz Telma, IFC Director for Europe and Central Asia, added, “Our investment will help TTS to acquire new vessels and further develop operations at ports on the Danube and in Constanta. The increased use of the Danube corridor can significantly improve trade and exports not only from Romania, but also from Austria, Bulgaria, Germany, Hungary and Serbia.”
TTS is the leading Romanian provider of freight forwarding services for bulk commodities across the Danube River system. Through its subsidiaries, TTS offers a comprehensive capability of other logistics services, including river shipping, direct and indirect transshipment, port and harbour services, warehousing brokerage, and stevedoring services.
Romania became a member of IFC in 1990, and the institution’s portfolio in the country today stands at $659 million. Through a combination of investments and advisory services, IFC supports private enterprises across the country in a wide variety of sectors, including financial markets, agriculture, manufacturing, infrastructure, and health care.
|Cargo Liners: An Illustrated History|
|Added: 20 Jun 2012|
|by Ambrose Greenway|
Paperback, £18.99, published by Seaforth Publishing, Barnsley, S70 2AS England (www.seaforthpublishing.com ) (ISBN 978 1 84832 129 8)
It is always a pleasure to report on new books on maritime topics for they continue to provide a rich seam hewn by authors around the world. One such concerns the cargo liner and the author is an established expert who for many years has been talking and writing about ships and shipping (he is a member of the House of Lords, the British Upper House). He takes the trouble to do his homework and is always well briefed. Greenway is also an Elder Brother of Trinity House, London, an institution which has been concerned with maritime safety and the welfare and education of seafarers for 498 years. Indeed, great celebrations are planned for the 500th anniversary of the granting of its charter by Henry VIII in 2014.
For the century between 1850 and 1950, the cargo liner grew to dominate the world’s trade routes, providing regular services upon which merchants, shippers and importers could rely. They carried much of the world’s higher value manufactured goods and raw materials and their services spread to most corners of the globe.
This well illustrated work has a magnificent collection of more than 300 photographs. (The author’s work has also been used in a recent title to commemorate 175 years of P&O). Cargo Liners begins with the establishment of routes around Europe and across the North Atlantic in the 1850s. Not until the Liverpool shipowner and engineer, Alfred Holt, developed high-pressure compound engines were coal-powered vessels able to steam further afield, to the Far East and Australia. The opening of the Suez Canal in 1869 cemented the dominance of the cargo liner over sail and it was not until the appearance of the first container ship in the 1960s that such dominance was threatened.
Here are to be found exceptionally well drafted introductory texts and substantial picture captions in support of an abundance of photographs. This is the paperback edition of the hardback which appeared in 2009.
|Commissioning of a Wind Farm Support Vessel|
|Added: 11 Jun 2012|
|Specialist aluminium boat builder, Alnmaritec, based in Northumberland on England’s NE coast, recently announced the delivery of the first of its new Wave Captain class of Wind Farm Support Vessels.|
This new design is a derivative of the larger Wave Master class vessels which have proved highly successful in service and features the unique high efficiency hull form developed by Alnmaritec over the last year using extensive CFD modelling and towing tank testing.
Powered by twin Doosan 4V222TI 880 bhp diesel engines, coupled to ZF 2000V Gearboxes and driving twin five blade propellers she has achieved a cruising speed of 24 knots and is said to demonstrate exceptional sea keeping characteristics.
Ocean Wind 6, the first of the class, has an aft twin tier deckhouse arrangement with a large foredeck with steps port and starboard leading to a raised for’ard bow section for personnel transfer. The wheelhouse has a passenger saloon at deck level, with seating for twelve persons, including a galley and mess area, a wet area, with WC and a shower room. Below decks she has two cabins with sleeping accommodation for two persons in each. The upper tier has seating for the helm and crew positioned forward at the main control console as well as a small galley and mess area and a survey station. Access is via stairs from the aft deck.
A substantial forward deck provides plenty of cargo space, with a Palfinger 6500MA marine hydraulic crane fitted on the port side for cargo handling. An MOB davit used for man overboard recovery is positioned on the port side bulwark of the aft working deck.
In the renewable energy sector Alnmaritec has ten years of experience and the company has continually developed the designs of its wind farm service vessels to keep ahead of the market’s ever increasing expectations.
Commenting on the new Wave Captain class, Managing Director Chris Millman said, “We have been bowled over by the feedback we have received regarding the performance of the new boat which has pleasantly surprised even us. We have already got orders from two other operators for four more of this class which we hope will become one of the standard models for the industry going forward.”
| ||2nd International Counter-Piracy Conference Dubai|
|Added: 06 Jun 2012|
|The UAE’s second anti-piracy conference, to be held in Dubai on 27th and 28th June, has generated overwhelming interest globally and regionally with scores of high-ranking government ministers, industry leaders, security experts, the United Nations, the IMO, and other stakeholders from around the world expected to attend.|
The international conference, to be held under the title A Regional Response to Maritime Piracy: Enhancing Public-Private Partnerships and Strengthening Global Engagement, will build on current global efforts to address the challenges of pirate attacks on ships, including its devastating human cost in terms of seamen taken hostage, and ways to enhance efforts to mitigate the root causes that have led to piracy in Somalia and other places.
A conference website at www.counterpiracy.ae provides all necessary information for potential delegates to register online. The website will also carry bespoke research articles and working papers that have been commissioned from academics, invited speakers and experts in the field of counter-piracy, in order to stimulate discussion and generate policy ideas on combating piracy, in preparation of this high-level event in Dubai.
This second international conference will build on the success of the UAE’s initiative last year, which resulted in an unprecedented commitment from both government and industry leaders from around the world to work towards taking concrete steps to battle piracy, both onshore and offshore.
According to the International Maritime Bureau (IMB), as many as 43 pirate attacks were carried out by Somali pirates alone in the first quarter of 2012, and over 140 seafarers continue to be held in captivity, many in appalling conditions. The annual financial cost to global trade is estimated at up to US$12 billion by IMB.
| ||RENA Container Recovery|
|Added: 28 May 2012|
|It will be recalled that the containership Rena went aground on the Astrolabe Reef at Mount Maunganui in In New Zealand waters in October last year. Since then, Braemar Howells has been working – under the instruction and support of Rena’s owners – on the recovery of distressed cargo from the vessel, the ocean and beaches. Braemar is working in conjunction with Unimar – a Nelson-based specialist marine support company.|
By 23rd May the number of containers recovered from the stricken Rena on Mount Mauganui’s Astrolabe Reef has risen above the 800 mark. A total of 815 of the 1,368 containers have now been brought to port.
Braemar Howells’ operations manager Neil Lloyd confirmed numbers were boosted with 21 containers landed on 21st May and a further eight the following day.
Good weather and calm seas had enabled good progress, and also favoured continuing shoreline debris recovery operations. Two tonnes of debris, comprising small pieces of timber, were removed from Matakana Island the same week. With most of the bigger debris removed from Coromandel and Bay of Plenty shorelines the cleanup operations were now focused mainly on bead recovery. (Note: the cargo contained 2 - 3mm diameter polymer beads used in the manufacture of plastics.
Braemar Howells has teams stationed on Matakana Island in the Bay of Plenty and at Matapaua Bay, north of Tairua, in the Coromandel this week working on bead recovery.
Meanwhile, the Braemar / Unimar team is continuing sonar operations with identified seabed targets being investigated to ascertain whether they are containers.
|ICS Annual Review|
|Added: 28 May 2012|
|To coincide with its Annual General Meeting in Queensland, on 24th and 25th May, the International Chamber of Shipping (ICS) published its latest Annual Review of maritime policy and regulatory developments. |
Copies are being distributed free of charge via ICS’s 36 member national shipowners’ associations which, through ICS, collectively represent all sectors and trades and over 80% of the world merchant fleet to the international regulatory bodies that impact on shipping, including the IMO.
The comprehensive Annual Review covers key issues for 2012 including the ICS response to Somali piracy and the debate about reducing CO2 emissions, as well as current developments in maritime safety and environmental regulation. The Review also addresses developments in labour affairs and manning and training, maritime law and insurance, and with respect to the maintenance of open shipping markets.
In his final introduction to the Annual Review, Spyros M Polemis, who was due to stand down at the AGM after six years as ICS Chairman, remarked, “The influence that ICS brings to bear on maritime regulatory affairs is considerable; something which, despite the huge political and technical complexities involved, ICS does with considerable success, but with characteristically quiet efficiency.
“As soon as I came to appreciate the remarkable breadth of ICS’s activities, the depth of its expertise and the respect which it enjoys amongst governments worldwide, one of my tasks as Chairman has been to try to increase understanding and awareness of ICS’s vital role within the shipping industry at large. I hope that this expanded ICS Annual Review will contribute to that task.”
The ICS Annual Review can be downloaded from www.ics-shipping.org
| ||Andrew J. Barberi, Collision, 2010|
|Added: 30 Apr 2012|
|On 8th May 2010, the 310-foot-long passenger ferry Andrew J. Barberi lost propulsion control of one its two cycloidal propellers as the vessel approached St. George Terminal, Staten Island, New York. |
Loss of propulsion control resulted from a solenoid failure in one of the vessel’s propulsion control panels, it has been found. The crew members on board Andrew J. Barberi were unaware that the propeller failed to respond to their commands until seconds before the ferry struck the terminal. A total of 266 persons, including 244 passengers, were on board the vessel. As a result of the accident, three passengers were seriously injured and more than 40 passengers and crew reported minor injuries.
Andrew J. Barberi, which has a capacity of nearly 6,000 passengers, was not equipped with or required to have an alarm to alert the pilot house crew members to the loss of propulsion control. This type of alarm would have given the crew additional time to respond. As a result, the National Transportation Safety Board (NTSB) recommends that US passenger vessels with controllable pitch propulsion, including cycloidal propulsion—which the Andrew J. Barberi had—be equipped with alarms that audibly and visually alert operators when the propeller fails to respond to commands.
Andrew J. Barberi was also involved in an accident in 2003, in which eleven people died and 70 were injured. Subsequent to that accident and in response to NTSB safety recommendations, the vessel operator—the New York City Department of Transportation (NYC DOT) Ferry Division—implemented a safety management system (SMS) and trained its personnel in it. A SMS in the marine industry is a structured and documented system developed to enhance safe vessel operation, ensure compliance with regulatory requirements, prevent injury or loss of life, and avoid environmental pollution.
“The bad news is that the Barberi experienced an unanticipated and unusual failure in its propulsion system,” said NTSB Chairman Deborah A P Hersman who added, “The good news is that no lives were lost and our investigation showed positive safety improvements following the 2003 accident, in particular the NYC DOT Ferry Division implemented an industry-leading safety management system.” The NTSB recommends that all US-flag passenger vessels implement safety management systems.
A synopsis of the NTSB report, including the probable cause, findings, and a complete list of the safety recommendations, is available on the NTSB website (www.ntsb.gov ) and the full report will be available on the website in several weeks.
| ||Venice to Igoumenitsa Adriatic sea corridor|
|Added: 17 Apr 2012|
|It was announced at the beginning of April that the European Union will support with over €12 million of TEN-T funding a project aimed at enhancing a viable, regular and reliable sea-based transport service between the port of Venice in Italy and the Greek port of Igoumenitsa. This grant will be used both to undertake actual works as well as to conduct studies.|
Selected for funding under the 2011 TEN-T Multi-Annual Call and contributing to the realisation of TEN-T Priority Project 21 Motorways of the Sea the project will help to reduce the economic, social and environmental costs related to port and logistics activities in Venice and in Igoumenitsa. Furthermore the project is part of a broader action aiming at providing full port, hinterland and logistic services to the users of the port of Venice and the Western Greek ports of Patras and Igoumenitsa.
In Venice the intervention will help the realisation of a new Ro-Ro terminal in the Fusina area – thus moving Ro-Ro traffic away from the city centre. In Igoumenitsa, preliminary studies (as required by Greek law) for the establishment of a “freight village” will be conducted.
Overall, the ADRIAMOS project as it is known aims to reduce congestion through modal shift, streamlined freight flows, improved interoperability and co-modality and facilitated operations in the logistic chain in the Adriatic Sea region.
Finally, it is apparent that the project will be managed by the Trans-European Transport Network Executive Agency and its planned end date is December 2013.
| ||EU motorways of the sea: Bilbao to Tilbury|
|Added: 17 Apr 2012|
|The European Union will grant over €7 million to a project aimed at improving the Motorways of the Sea connections between the ports of Bilbao, Spain and Tilbury, in the United Kingdom. The project seeks to encourage modal shift to sea transport by improving infrastructure in order to foster co-modality. |
Known as the IBUK project, which was selected for funding under the 2011 TEN-T Multi-Annual Call, this aims to further develop the sea links between Spain and the United Kingdom by improving the infrastructure of the two ports involved. It is understood the main objective is to increase modal shift from road to rail in Spain by improving the infrastructure situation of the El Prado logistics terminal next to the port of Bilbao. In parallel, the port of Tilbury will also be upgraded to ensure it is able to handle the forecast future increase in freight from its Spanish counterpart.
An innovative Information and Communication Technology (ICT) system will also be developed as a pilot to allow the involved stakeholders to share real time information.
The project, which will be managed by the Trans-European Transport Network Executive Agency, contributes to the realisation of TEN-T Priority Project 21 (Motorways of the Sea) and is set to be completed by the end of 2014.
|UN Climate Change Negotiations Shipping Industry Approach|
|Added: 09 Dec 2011|
|The International Chamber of Shipping (ICS) – which represents all sectors and trades of the global shipping industry and more than 80% of the world merchant fleet – has produced a briefing document for government climate change negotiators, in advance of the next United Nations Climate Change Conference (COP 17), which commences in Durban at the end of November. |
The Document entitled Shipping, World Trade and the Reduction of CO2 Emissions is being distributed via ICS member national shipowners’ associations and can be downloaded at www.ics-shipping.org/CO2lowres.pdf
ICS Secretary General, Peter Hinchliffe explained, “The international shipping industry is firmly committed to reducing its CO2 emissions by 20% by 2020, with significant further reductions thereafter. However, the Durban Climate Change Conference needs to give the International Maritime Organization a clear mandate to continue its vital work to help us deliver further emission reductions through the development of Market Based Measures.”
The shipping industry hopes that governments at COP 17 will respond positively to the significant IMO agreement, in July 2011, to adopt a package of technical measures to reduce shipping’s CO2 emissions – which by 2030 should reduce ships’ emissions by 25-30% compared to business as usual. This is believed to be the first ever international agreement containing binding and mandatory measures to reduce CO2 emissions that has so far been agreed for an entire industrial sector.
Most importantly – and without prejudice to what governments might agree at UNFCCC – the shipping industry believes that IMO is now very well placed to continue the real progress it is making on Market Based Measures to help deliver further emissions reductions. This includes a possible shipping industry environmental compensation fund – with possible linkages to any Green Fund agreed by UNFCCC. This could address the Kyoto Protocol principle of Common But Differentiated Responsibility (CBDR) by directing the lion’s share of any funds raised from international shipping to environment-related projects in developing countries, including climate change mitigation and adaptation.
The shipping industry wishes governments to understand that in the absence of a global framework agreed by IMO there is a serious risk of regional or unilateral measures attempting to regulate CO2 emissions for shipping. This would have a seriously distorting effect on international shipping markets, but would also be much less effective in delivering meaningful reductions in CO2 emissions by the global shipping sector as a whole.
The ICS Document explains why shipping is a global industry requiring global regulation, and contains details of the measures that the industry and its international regulator (IMO) are taking to reduce ship emissions; means by which IMO might take account of the UNFCCC CBDR principle; and the reasons why shipping does not lend itself to inclusion in national CO2 emissions targets.
Attached PDFs show (a) how shipping will reduce emissions between now and 2050 and (b) a comparison of shipping’s CO2 emissions to other transport modes.
Attached File: CO2 Emissions slide.pdf
|New Apprenticeship Scheme at Teesport|
|Added: 06 Dec 2011|
|PD Ports has demonstrated its ongoing commitment to investing in people with the introduction of a new Dock Operations apprenticeship scheme at Teesport, in the north east of England, it was reported on 6th December. |
2011 has seen the 10th anniversary of PD Ports first introduction of its apprenticeship schemes, which over the years has seen 36 young people celebrate their success. This most recent scheme however is the first of its kind at the port, which over the 18 months of training will provide the 13 apprentices with a NVQ Level 2 in Dock Operations. Historically the apprenticeship schemes at Teesport have focussed on electrical and mechanical engineering trades.
PD Ports initiated the programme in conjunction with the Redcar Development Trust, whose aim it is to support and develop the local youth and their families who want to invest in their own future. From this PD Ports was able to identify 13 suitable candidates, ranging from 18-30 years of age and as a result, launched the tailor made apprenticeships.
David Robinson, PD Ports’ Group Chief Executive Officer, commented, “This new apprenticeship programme is about raising aspirations of the young people across the region, whilst equipping them with the knowledge and skills to master a trade. With the reopening of the Redcar Blast Furnace in the New Year and the subsequent increase in steel handling at Teesport, it is our intention to help create employment for the apprentices at the end of the scheme.”
He added, “As one of the largest employers in the Teesside area, PD Ports takes its responsibility for recruiting and training very seriously and is one of our company’s eight core values. With the majority of our existing workforce at Teesport coming from within a three mile radius of the Port, it is vital for the longevity of our business that we invest in the region’s young people today.”
The apprenticeship scheme has been introduced just as the first group of 14 students finish their foundation degree in Leadership and Management (Ports), launched by PD Ports and Teesside University in 2009. The two year foundation degree was specifically designed for those working in the port industry.
It was delivered on a part time basis at the University with senior PD Ports employees giving practical examples of the theory the students were being taught. Of the foundation degree graduates, nine are continuing to study for their Undergraduate Degree.
Robinson concluded with, “We are delighted to partner with the local university and offer a unique degree. Hopefully it has attracted more people to the university and it gives us great pleasure to train the next generation of port managers. This degree, along with the apprentice scheme, demonstrates our commitment to training and recruiting young people from the North East region, and further afield. As we move into 2012, we are looking to engage with the wider industrial community on Teesside to further collaborate on issues such as training and skills, and deliver greater prospects or work, employability and skills development in the area.”