GENERAL Archives - Page 10 of 68 - SHIP IP LTD

The U.S. government announced a $20 million federal RAISE (Rebuilding American Infrastructure with Sustainability and Equity) grant to the port of Los Angeles on September 7th. The grant has been awarded to resolve a trucking bottleneck by constructing a rail-roadway grade separation and by improving trucking access to the state highway system.

A grade separation is a junction of two or more routes that are separated by height so that the flow of traffic in one does not impede flow in the other. There is an 80-acre marine storage facility (MSF) on Terminal island which caters to the storage needs of all the ports in the Pedro Bay complex. However, access to the MSF is severely limited for truckers as the heavily used railway tracks loop around the complex, and the sole access to the facility gets hampered by a low clearance tunnel. Currently, truckers have to travel a circuitous route to get to the MSF. In addition to this, while in the tunnel truckers can only travel at about 5mph to prevent accidents.

The awarded project involves the construction of a 4-lane rail-roadway grade separation. This will allow trucks much better access to the marine storage facility. The project will also connect the trucks directly to the state highways in two directions. The completion of this project will save 2500 truck-hours worth of delay per day. It will also reduce emissions by preventing the idling of engines in the tunnel and reducing the longer travel route by 1200 truck miles per day. The project will begin in the coming 15 to 18 months and will generate 300 new jobs.

Source: https://www.fleetmon.com/maritime-news/2022/39493/port-la-receives-20-million-federal-grant-resolve-/

The U.S. Navy accused a sailor of setting the 2020 fire on the USS Bonhomme Richard, but it refuses to release records in the case as the law requires.

Despite a 2016 law requiring more transparency of court-martials, the U.S. Navy is refusing to release nearly all court documents in a high-profile case in which a sailor faces life in prison.

Seaman Recruit Ryan Mays, 21, has been charged with aggravated arson and hazarding a vessel in the 2020 fire that destroyed the USS Bonhomme Richard. Mays has maintained his innocence.

On July 12, 2020, a fire started on the amphibious assault ship as it was moored at Naval Base San Diego and raged for more than four days. The Navy was not able to put the fire out until the ship was so badly damaged that the service had to scrap it, a more than $1 billion loss.

Although the Navy has accused Mays of starting the fire, the service’s eight-month investigation found plenty of blame to go around. A more than 400-page report concluded that leaders, from those on board the Bonhomme Richard all the way to a three-star admiral, had failed to ensure the ship’s safety and allowed it to become a fire hazard. Fire response was also grossly mismanaged by leaders who had little understanding of how it should have worked, the Navy’s investigation found. Top Navy leaders called the dayslong blaze preventable and unacceptable.

Last week, the military judge in Mays’ case denied requests made separately by the defense and ProPublica to make the records public. Cmdr. Derek Butler sidestepped the defense’s claims — that the government was violating Mays’ Sixth Amendment right to a public trial — and ProPublica’s assertions of the First Amendment. Butler didn’t address the constitutional issues at hand and instead said he didn’t have the authority to release the records.

In July, ProPublica had first requested from the Navy’s Office of the Judge Advocate General all court records that have already been filed and discussed extensively in open court in the Mays case. That office denied access to all but two records already made public, refusing to release any more until the court-martial concludes — and only if Mays is found guilty. The court-martial is scheduled to begin Sept. 19.

In August, ProPublica, along with Paul LeBlanc, a retired Navy judge and lawyer, filed a motion asking Butler to release the documents, arguing that the First Amendment requires the government to make the records public. ProPublica also argued that the public has a strong interest in understanding how and why the government is prosecuting Mays and in ensuring he receives a fair trial.

“They’re attempting to put someone in prison for a very long time, and what they’re filing is hidden from the people,” LeBlanc said. “These documents are filed on behalf of the people of the United States, and the people of the United States should have the same right to see them and know what the government is doing on their behalf as they do in federal court.”

“How can anybody have any sort of trust and confidence in a system if it won’t let them read what prosecutors are saying on their behalf?”

In 2016, Congress passed a law requiring the military to make court-martial dockets, records and filings accessible to the public. The law was prompted in part by the military’s lack of transparency in sexual assault cases. Congress’ goal was to make court-martial records as available to the public as federal court records are.

The law specifically states that the military should facilitate access during “pretrial, trial, post-trial, and appellate processes.” But the Department of the Defense has decided that the law only applies once a court-martial is over. It is simply too hard to turn court-martial records over to the public while a trial is happening, Capt. Jason Jones, the prosecutor in the Mays case, wrote in his brief asking the judge to deny records to the public. Military courts don’t have a clerk to coordinate records, and unlike civilian courts, which are in one place, military courts have to operate in a fluid environment, such as a war zone, he said.

Butler also cited the 2016 law aimed at increasing transparency as why he didn’t have authority to release the records. He wrote that the law did not explicitly grant courts the power to release records but rather the secretary of the defense. He did not address ProPublica’s argument that he has the authority and obligation to release the records under the First Amendment, which Congress cannot take away.

ProPublica Deputy General Counsel Sarah Matthews said the news organization disagreed with Butler’s interpretation of the law and would next ask the top lawyer for the Department of Defense, Caroline Krass, to clarify what the law requires the services do.
The federal government has released the charge sheet and a search warrant that detailed the Navy’s case against Mays. By withholding all other records, including those favorable to the defense, the Navy is seeking to “shield the record in secrecy to its advantage,” Matthews wrote in the motion to Butler.

“Records like these are open in every other courtroom in America. These records aren’t sealed or restricted. They have been discussed in open court, in a proceeding that could send a man to prison,” Matthews said separately. “The Navy believes it can arbitrarily delay or even deny access completely to these records, something all the more troubling because Congress has passed a law demanding more, not less, transparency from our armed services in cases like this.”

Source: https://www.marinelink.com/news/us-navy-withholding-court-records-499384

As 2021 developed and Covid-19 restrictions waned, the global economy’s GDP recovered from -3.1% to +5.9% year-on-year, seaborne trade from -3.5% to +4% year-on-year, whilst the shipping fleet’s growth was limited to a 2.9% increase.

Further, Athens-based Petrofin Research in its annual review of Global Ship Finance reports the Petrofin Index for Global Ship Finance which commenced at 100 in 2008 is up by one point, from 62 in 2021 to 63, showing a rise for the first time in 11 years.

At the same time, the lending by the top 40 banks’ backing shipping in 2021 was higher at $290.12bn up from $286.9bn in 2020. This 1.12% growth year-on-year may appear small but it does represent the first rise since 2011.

Petrofin Research says the turnaround was assisted by continuing central banks’ monetary easing, low interest rates and a resurgence of demand for goods and commodities leading to increased congestion and fleet inefficiency.

As a result of these developments, charter rates across most sectors (except for tankers) shot up, by 50% for LNGs, up to 185% for dry bulk and multi-fold for containers according to Clarkson’s statistics. Vessel values followed suit, whilst scrapping decelerated. All in all, a remarkable turnaround, says Ted Petropoulos, head of Petrofin Research.

“Banks, under these favourable conditions and prospects, faced increased demand for loans, as well as competition from other non-banking lenders,” says Petroloulos.

Within the top 40, twenty-one banks are based in Europe, 16 are Asian/Australia based, and three North American based.

Asian and Australian banks (APAC) show the only growth, from $100.85bn to $114.75bn APAC increased their share of the global portfolios from 35% to 39.5%. European banks’ share declined further by $9.78bn 5.8% year-on-year.

Within Europe, the big decline continues by German banks although the trend has slowed. Greek banks showed a year-on-year growth of 14.2 %, whilst Scandinavian banks continued their overall decline de-emphasising lending in favour of use of their services to shipping.

Relative newcomers / small banks such as Bank of Cyprus, Hellenic Bank of Cyprus, Norway’s Pareto, the US’ M&M bank, grew during 2021 and provided plurality to the available sources of bank finance.

Petrofin Research, said it can provide “a cautious, indicative figure for global ship finance, including all forms of lending, leasing and alternative providers, of approx. $500bn”.

“The total global bank lending of all banks, including local banks, amounts to approx. $340bn, or some two-thirds of the global ship finance total,” said Petrofin.

It warns however, there is increasing evidence that due to the Russian invasion of Ukraine, together with the high energy prices, geographical sanctions, higher interest rates, slowdown in global growth and concerns over an incoming recession, bank lending in 2022 has been disrupted as caution prevails amongst banks.

Further, the Chinese selective lockdowns and economic slowdown has added to the concerns and is having a temporary impact on Chinese leasing as well.

Source: https://www.seatrade-maritime.com/finance-insurance/ship-finance-returns-growth-first-time-11-years

The Nigerian Maritime Administration and Safety Agency, NIMASA, and the Nigerian Immigration Service, NIS have agreed to deepen existing interagency collaboration with the signing of a Memorandum of Understanding, MoU on Seafarers’ Travel document amongst others.

This agreement was reached when the Comptroller General of the NIS, Mr. Isah Idris Jere led senior officials of the Service on a working visit to the Management of NIMASA. The Director General of NIMASA, Dr. Bashir Jamoh noted that the role of the Nigerian Immigration Service in enhancing security in the maritime domain is crucial, adding that seamless issuance of travel documents to seafarers is a key component in the nation’s quest to grow the maritime industry.

Secure maritime domain

According to Dr. Jamoh, “Security on land is key to achieving a safe and secure maritime domain. NIMASA appreciates the need to work closely with the Immigration Service to improve security in the maritime domain. We need the Service to play a major role in issues of crew nationality, seafarers travel document and managing issues of stowaways, amongst others.”

The NIMASA DG also commended the contribution of the NIS in the implementation of the SPOMO Act

The DG and the Immigration Comptroller General thus agreed to develop a Memorandum of Understanding to provide a framework for the working relationship. The NIMASA DG also commended the contribution of the NIS in the implementation of the Suppression of Piracy and other Maritime Offences (SPOMO) Act, stating “The passing into law of the SPOMO Act, and subsequent prosecutions recorded under that law has involved working closely with the NIS. With that being said, NIMASA will continue to offer our helping hand to the Nigeria Immigration Service even as we anticipate further collaboration.”

Dockworkers registration nationwide

On his part, the NIS Comptroller General identified the issuance of temporary work permits to international vessel crews as well as preventing stowaways, as areas of frequent collaboration between both organs of Government while also commending NIMASA’s automation of dockworkers registration nationwide.

According to him, “Our visit to NIMASA is a signal that the Nigeria Immigration Service seeks continued collaboration and deepened synergy as we collectively work to address the issues facing us in our coastal lines and in maintaining the integrity of our territorial waters. We welcome the Agency’s automation of dockworkers registration and issuance of biometric identity cards as a great step in the task of securing the nation’s ports.”

Source: https://www.maritimeinformed.com/news/nigerian-maritime-administration-safety-agency-nimasa-co-1629709906-ga.1662911661.html

Saudi Maritime Congress will reinforce industry leaders’ commitment to achieving climate neutrality and discuss its impact on global supply chains, with the aim of creating a sustainable and safe environment in the maritime sector.

Scheduled to take place in Dammam on September 28-29, 2022, industry leaders will come together to discuss the key challenges and opportunities.

As the leading maritime and logistics event in Saudi Arabia, the conference will witness a number of discussion sessions that will bring together decision-makers from private companies and government bodies from around the world. The aim is to focus on accelerating the transition to clean energy and adopting best practices to reduce carbon emissions.

Accordingly, the conference will highlight the adoption of effective policies and constructive strategies that will promote the transition to clean fuels such as hydrogen as an alternative to carbon intensive non-renewable energy sources. These discussions come at a time when the global community is looking to achieve climate neutrality in the marine sector and solve problems related to greenhouse gases.

Eng. Abdulaziz Sabri, President of Bahri Ship Management said: “As one of the world’s largest VLCC owners and operators, Bahri’s participation in the Saudi Maritime Congress, which will bring together the global maritime community, is an ideal opportunity to explore and identify the key drivers of carbon neutralisation for the sector and ensure that we are on the right track. We are also keen to participate in the discussions about the energy alternatives that would be available in shipping, and to learn about the latest developments regarding the use of innovative technologies.”

The maritime sector is a major tributary of Saudi Arabia’s economy and an essential element in supporting the Kingdom’s Vision 2030. Moreover, the country’s significant fleet is instrumental for the industry.

Chris Morley, Group Director of Maritime Events at Informa Markets, said: “The Saudi Maritime Congress provides a comprehensive and integrated platform to amplify the effectiveness of thought leadership debate. Contributors, stakeholders, and participants at the event all play a vital role in the creation and provision of innovative solutions to everything from future fuels to the adoption of technology throughout the maritime industry. It’s important to the whole team at Seatrade Maritime that we support our communities and customers and provide a catalytic experience that contributes to the objectives of the maritime industry.”

He added: “The Kingdom is among the twenty largest economies in the world and has the largest purchasing consumer base in the region. Therefore, the vital role that the maritime sector plays in the Kingdom’s plan for economic diversification cannot be downplayed. We believe this event plays an important role in supporting sector growth and stimulating action toward the goals of Vision 2030.”

Saudi Arabia has increased the tonnage of its marine fleet, which includes 368 tankers and ships, reaching 13.5 million tons.

Source: https://www.marasinews.com/

Turkish President Tayyip Erdogan this week will urge Russia to send more goods in a greater volume though the Black Sea corridor when he meets Russian President Vladimir Putin next week, broadcaster Haberturk said on Friday September 9^th. It was claimed that Erdogan wants to keep Russia engaged in the arrangement.

Putin last week floated the idea of limiting the arrangement, claiming that it was delivering grain, other food and fertilizer to EU nations and Turkey rather than to the poor countries that really need it.

Erdogan was quoted as saying that “as Mr Putin said, those ships (using the corridor) are going to either developed or developing countries. Maybe that’s why Mr. Putin doesn’t ship Russian products. Of course, in our meeting in Samarkand, we will now ask him to send Russian products through the corridor with ships”.

“If Russian grain starts to arrive, we will send this grain, other products, all of them, until they reach these poor African countries”, Erdogan continued.

Erdogan and Putin are set to hold talks on the sidelines of a summit of leaders of the Shanghai Cooperation Organization in Uzbekistan on September 15^th and 16^th.

Steering a careful middle course that has been the hallmark of Erdogan’s political position throughout the year, he said that Putin had been right to complain that grain was going to wealthy countries. The Istanbul-based coordination group JRCC that monitors the deal has said that just 30% of cargo has gone to low and lower-middle income countries. “There are many countries in a difficult situation, especially in Africa, which we need to embrace and send these goods to as soon as possible,” Erdogan was quoted as saying.

It has been noted by Reuters that too few ships were arriving in Ukraine to clear sufficiently rapidly the mountains of grain that have built up over the eight months of war.

Even if the agreement holds, the dangers of sending ships into the heavily mined Black Sea, along with a lack of large vessels and the exclusion of a major port, have meant that the volumes transported were well below Ukraine’s goal of doubling farm exports to at least 6m tonnes by October.

Alexander Saverys, CEO of Belgium-headquartered shipping group CMB, which shipped from Ukraine prior to the war, told Reuters that “for the moment, we do not send our ships to Ukrainian ports because we don’t believe it is safe. The situation on the ground is still very volatile and there is a clear danger to our seafarers’ lives. There is also a real risk of being stuck in port.”

At the current rate of exports, it would take around six months to ship the rest of the grain left over from last year’s harvest through the three ports included in the pact – Odesa, Chornomorsk and Pivdennyi – with the help of rail exports, according to Reuters’ calculations.

But by then another mountain of grain would have built up from the current harvest, including 20m tonnes of wheat and Ukraine’s corn crop, which is expected to total around 30m tonnes.

Since they have been unable to sell the Ukrainian farmers did not have the money to invest in their fields, meaning winter wheat planting is on track to be about a third below last year, according to Denys Marchuk, deputy chair of the Ukrainian Agrarian Council.

Dmitry Skornyakov, chief executive of Ukraine farm company HarvEast, said that one reason the sea corridor was not “game-changing” was because prices being paid for grain in Ukraine were not high enough to make massive exports immediately viable. As a result his company was cutting its planted wheat area and drilling no barley or rye this year. “We will definitely see less wheat and if we wait until spring and the situation remains as it is we will see a dramatic decrease in corn,” he said.

Another problem was that reaching previous shipment levels would require four 50,000 tonnes vessels every day , according to Josh Brazil, vice-president for global supply chain insights at project44. But the current range of vessels departing Ukraine were much smaller. The average cargo size has been estimated at around 20,000 tonnes.

Alex Stuart-Grumbar of Shipfix told Reuters that, at current cargo sizes, approximately a thousand voyages would be required clear the backlog. Larger ships carrying more than 60,000 tonnes of grain have been redeployed to other regions, including North and South America. It would take weeks to reposition because the grain export seasons in those other regions are underway. A sizeable crop in Brazil was tying up many vessels.

“We are, at the moment, unable as yet to position any of our assets in the Black Sea and therefore are unable to look at this business,” Khalid Hashim, managing director of leading Thai listed dry bulk shipping company Precious Shipping, told Reuters.

While some marine insurers have provided coverage to enable grains to set sail from Ukraine’s ports, shipping companies remained concerned. Insurance, by its nature, tries to avoid the creation of moral hazard. Shipping companies are required by insurers to retain some skin in the game.

“It is one thing to be insured against a calamity, it is another to put our crew and our ship potentially in harm’s way,” said CMB’s Saverys.

US-listed dry bulk shipping company Genco said that it was looking at how to go about working in Ukraine. Genco CEO and president John Wobensmith told Reuters that there were “challenges with insurance, most importantly keeping our crew safe and there are a lot of other logistics issues in terms of the convoys and load times. We are not quite there yet”.

Viktor Vyshnov, deputy head of Ukraine’s Shipping Administration, said more use of the corridor was needed to bring down insurance costs but acknowledged that the war was constraining shipowners. “Some of them are still afraid for their ships,” he said.

Ukrainian farming minister Solsky admitted hat “our main and biggest problem…is that our demand for logistics is several times higher than the supply”.

The problem has led to innovative thinking Ukraine and Poland are planning to build a 600-km pipeline to deliver Ukrainian sunflower oil to the Polish port of Gdansk, the Ukrainian agriculture ministry quoted the minister Mykola Solsky as saying on Thursday September 8th.

Ukraine last year was the world’s largest sunflower seed grower and sunflower oil exporter. The new pipeline could transport around 2m tonnes of sunflower oil per year, the minister said, but Solsky noted that “Ukraine needs to create alternative, powerful export logistics routes. Since we process a lot of oilseed crops, the pipeline is one of these options”. He said that the Polish side had “positively accepted” the proposal.

Source: https://insurancemarinenews.com/insurance-marine-news/turkeys-erdogan-to-ask-putin-to-ship-more-via-black-sea-corridor/