GENERAL Archives - Page 37 of 68 - SHIP IP LTD

Maritime Fairtrade interviews Baki Lee, director of PT Global Expo Management, organizer of INAMARINE, Indonesia’s largest tradeshow for the maritime and offshore industry.

 

 

 
Baki Lee, director of PT Global Expo Management.

 

 

What is your opinion of the current state of the Indonesian economy and the general job market?

 

 

Indonesia’s economic activity is gradually returning to normal, and COVID-19 infections are under control. The prediction for Indonesia’s growth in 2022 has increased from 5.0 percent to 5.2 percent, portraying strong domestic demand and exports. Private consumption is being improved by gains in employment, income, and confidence.

 

 

Despite global inflationary pressures and recession concerns, Indonesia’s economy increased significantly in the second quarter, demonstrating that the recovery trend is continuing and even strengthening.

 

 

What are some special trends and outlooks that you noticed about the Indonesian maritime industry?

 

 

As the largest archipelagic country in the world, the shipping industry is the infrastructure and
backbone of the life of the nation and state. Indonesia has a grand design to establish Sea Toll Programs to improve connectivity, by increasing the capacity of 24 seaports.

 

 

Currently, the competitiveness and share of cargo for the national fleet is still relatively low. The shipbuilding industry, which is actually very strategic because it has a long upstream-downstream chain, has yet to develop. The current port system only acts as a branch or branch of Singapore or other overseas ports. It is hoped that the construction of some big seaports can increase the competitiveness of national shipping in the future.

 

 

Specifically, how is the job market for the maritime industry doing?

 

 

The government has unveiled Indonesia Vision 2045, a long-term strategy that aims for Indonesia to have a GDP of US$7.3 trillion, ranking fifth or fourth in the world. For instance, it is anticipated that the maritime industry will contribute 12.5 percent of Indonesia’s GDP. If Indonesia is successful in achieving this aim, additional employment possibilities will exist.

 

 

Why do you think a career in the maritime industry is attractive?

 

 

With more than 12 million employees, the maritime sector is one of the most significant sources of employment for the Indonesian economy. As the sector develops in Indonesia, there is also room for further job creation.

 

 

What do you think are the top five well-paid jobs in the maritime industry?

 

 

Five of the best jobs: Oceanographer, naval architect, marine engineer, welding engineer and drilling engineer.

 

 

What is the starting salary for a fresh grad entering the maritime industry?

 

 

For a ship technician, starting salary is usually IDR4,804,236 and IDR40,573,749 net per month (US$322 to US$2,721).

 

 

What is your advice for a fresh grad wanting to join the maritime industry?

 

 

One of the fields of vocational education that has contributed to the acceleration of Indonesia’s economic recovery is the maritime sector. The success of this maritime vocational education is proven through graduates who really answer and meet the challenges of the international maritime world of work.

 

 

Fresh graduates who want to enter the maritime industry must be equipped with additional skills such as computers, presentation skills and problem solving in addition to mastering English.

Source: https://maritimefairtrade.org/guide-to-indonesias-maritime-industry/

 

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022


Western Baltic Engineering has developed a novel electric pusher tug specifically suited to shallow waterways, like those found in Lithuania – and, increasingly, all over Europe.

WBE’s new “Electric Eel” is designed to run on battery power on a stretch of inland waterway betweek Klaipeda and Kaunas, a distance of about 240 nautical miles. The Lithuanian Inland Waterways Authority commissioned the design for a program to transition truck cargo onto inland barges, thereby reducing emissions. According to WBE head of sales and marketing Egl? Mikalauskien?, this single pusher tug could help eliminate 10,000 truck trips a year.

To meet the requirements of Lithuania’s inland waterway network, the vessel has to have a draft of less than four feet – a genuine challenge for a 195 dwt tug capable of moving a large cargo barge. Extensive CFD analysis helped refine the hull shape to achieve the form factor and efficiency required for the project. As a side benefit, the tug’s small size and light weight mean that it can be built at many regional shipyards.

The electric vessel will run on three separate battery banks, two in twenty-foot containers on deck and one below in a hold. The containerized batteries can be lifted off and exchanged, while the one belowdecks is permanent and can be charged when alongside the quay. Together they store enough power to move the tug and its tow for a distance of 160 nm at a service speed of 12 knots (downriver).

The design is currently awaiting AIP from Bureau Veritas, and once approved, the first model will be built for the Lithuanian Inland Waterways Authority next year.

“We believe our electric pusher is a first mover in the market and can play a critical role in the drive to transform the IWT of Lithuania as well as the Danube and Rhine,” said Mikalauskien? in a statement.

Though Europe’s inland transport sector is receiving plenty of news coverage because of an ongoing drought, inland waterways account for a very small share of the EU’s freight – just six percent, compared with the 75 percent carried by trucking. The EU would like to boost inland waterway and shortsea shipping’s share by 50 percent by midcentury in order to reduce emissions.

Source: https://www.maritime-executive.com/article/shallow-draft-electric-pushboat-could-cut-co2-on-eu-s-inland-waterways

 

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022


GasLog has agreed a deal to implement BASSnet’s crew management software in a fully Software-as-a-Service (SaaS) set-up for its office and fleet of 36 vessels, the companies report.

The deal covers BASSnet HR Manager (Crewing), Work & Rest Hours and Training & Drills modules, the BASSnet Crew Portal ‘self-service’ mobile app, and integration with travel companies for travel arrangements.

“BASSnet’s end-to-end process flow is of high value for holistic crew management,” said Konstantinos Karathanos, Chief Operating Officer at GasLog.

“As BASSnet can be used across multiple devices from desktop to tablets to mobile, it provides a seamless workflow for all users, from ship staff to office personnel, seafarers and for travel logistics. BASSnet SaaS, securely hosted in the Microsoft Azure environment, allows users access anytime and anywhere.”

“The self-service BASSnet Crew Portal mobile app also brings great benefits. We can now directly involve crew, even when they’re on the move, for effective management of the crewing processes.”

The Crew Portal app will allow crew to view and maintain data on personal information, training activities, sailing schedules, travel arrangements, costs, claims, licence and certificate expiry, and check compliance information, giving them greater control over their work processes.

“BASSnet HR Manager will certainly bring GasLog higher efficiency and productivity, by streamlining our crew management processes,” said Jose Milhazes, Business Process and Innovation Manager at GasLog.

Source: https://smartmaritimenetwork.com/2022/08/23/gaslog-to-roll-out-bassnet-for-crew-management/

 

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022


Approval has been given for a US land developer to redevelop Manston Airport into a cargo hub.

This is despite strong and long-standing objections from community groups and the planning inspectorate.

Riveroak Strategic Partners’ (RSP) five-year effort to acquire and develop Manston into a freighter gateway hit repeated setbacks, including last year’s High Court decision to block it, but the UK Department for Transport (DfT) on Friday redetermined the development consent order (DCO).

This paves the way for what RSP claims will be a £500m ($590m) investment, said director Tony Freudmann, adding: “[This] is a day to celebrate the culmination of years of campaigning.

“I would like to pay tribute to the extraordinary army of Manston Airport supporters who have never given up hope of seeing new life breathed into this historic aviation asset.”

Local MP Craig Mackinlay welcomed the decision by transport minister Karl McCartney, who stepped in after transport secretary Grant Shapps recused himself.

“Airports bring huge investment and Manston is expected to receive hundreds of millions of pounds,” said Mr MacKinlay. “This means new industries and a huge number of jobs in a relatively short period of time. Manston can fly.”

RSP considers Manston could alleviate “long-term overcrowding in the London airport system” with an alternative south-east terminal, which it also believes may ease congestion from lorries using the Channel Tunnel to reach European airports.

It suggested the reopened airport could provide over 23,000 jobs in “one of the [UK’s] most deprived areas”.

However, Aviation Environment Federation director Tim Johnson slammed the DfT decision, which he said ignored “the recommendations of the examining authority”.

He added: “The authority concluded originally that the applicant had failed to demonstrate any need for the proposal, which, consequently, could not justify the project’s environmental impacts.”

This, he said, set a “very low bar” for airport expansion as the government espoused its commitment to deliver on targets and achieve net zero aviation for the UK by 2050.

Meanwhile, Louise Congdon, managing partner of York Aviation, which carried out an assessment of the RSP scheme, said the developer had “misrepresented” York’s assessment to justify its proposals, including using global forecasts rather than UK specific data to suggest a move from bellyhold capacity to full freighter.

She claimed multiple consultancies contested RSP’s claim it could handle 80,000 air traffic movements during the day, noting that York had suggested far lower figures.

She told The Loadstar York’s position had not changed since RSP’s 2019 application, adding: “There’s no transparency on how they got these projections, but based on our most realistic forecasts, Manston would be able to recapture what it had before.

“If that market grew, it might meet 2,000 movements in 2040, this is nowhere near enough to justify a DCO application.”

Similarly, the planning inspectorate contested Manston’s viability as a full freighter gateway, claiming RSP “failed to demonstrate sufficient need for the proposed development, adding: “[We] conclude that the levels of freight the proposed development could expect to handle are modest and could be catered for at existing airports.”

One source told The Loadstar Manston’s location – an hour’s drive from the M25 – prevented it from being useful for air freight, but a second source, with experience of running full-freighter services, saw some potential, pointing to a surge in cargo-only European gateways.

Barring further impediments, planning and design work on the airport is expected to commence in the coming weeks, with construction work beginning late next year for services launching in early 2025.

Source: https://theloadstar.com/dft-green-light-for-manston-air-cargo-gateway-proposal-despite-objections/

 

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Project and equipment are sensitive and high-value cargoes and can easily be damaged if handled improperly. The damage and loss to such cargoes are mostly caused by improper operations and insufficient supervision. Therefore, from a loss-prevention perspective, applying best practices as well as fully understanding and controlling the various key phases in the process of stowage, loading, securing and discharging operations play an important role in safe transportation.

This guide is a supplement to the loss prevention article on shipment of project and equipment cargoes, published on skuld.com on 28 June 2021. It provides member’s managers, masters, and preloading surveyors with insight to correct methods of project and equipment shipment on bulk carriers. It offers recommendations of best practices for loading, stowing, lashing, securing, monitoring and discharging of project and equipment cargoes.

Best practices and considerations in operations

Stowage

  • Ensure that the parties’ agreed stowage plan is readily available upon berthing and followed during loading operations.
  • Endeavour to stow heavy project cargoes close to the centre of the ship’s motion, as the more it deviates from the centre, the more acceleration forces will be generated from the vessel’s motion during a voyage. The below sketch shows the distribution of acceleration forces due to a ship’s movement.

  • Obtain satisfactory results on the calculations of the strength and stability for all critical stages of the loading/discharging, departure and arrival etc.
  • Cargo to be laid without breaching the limit of permissible load on tank tops, tween-decks, decks, or hatch covers.
  • Stacking of the cargo, if allowable, should not exceed the limit provided by shippers or specified in cargo documents.
  • Try to avoid stowage of the project cargo at the most forward part on deck, which is more prone to sloshing seas during the ship’s pitch motion.
  • If possible, achieve a GM that allows vessel to avoid violent or heavy rolling.
  • If possible, plan the stowage such that the heavy project cargoes can be lifted with the crane(s) working at an angle that avoids excessive strain or potential overload.
  • Leave sufficient space to facilitate proper lashing and securing as well as regular checking and necessary re-tightening during the voyage.
  • If there is more than one discharge port, ensure that the remaining voyage is still safe after part of the cargoes have been discharged at an earlier port.

Loading

  • Establish a good and efficient communication with all parties during operations, e.g. Chief Officer, Duty Officers, Supercargo, Foreman, Shipper’s Representative and Surveyors.
  • Hold tool-box meetings amongst the operation team members to brief on the requirements and key phases of the loading operation.
  • Discuss the plan and procedures of loading and securing with attending MWS (Marine Warranty Surveyor), if any, and obtain their approval prior to loading.
  • Monitor and observe the weather conditions to avoid weather effects on the cargoes and loading operation; loading operation in daylight hours is recommended.
  • Prior and during loading, inspect and test the loading gear and devices to ensure all slings, spreaders, and beams as well as connections are in good working order.
  • Use well-trained and experienced crane operators to handle cranes, especially when lifting heavy cargoes with cranes working in tandem.
  • Closely monitor and follow the planned loading sequence and ballasting/de-ballasting operation to maintain stability criteria.
  • Coordinate with Vessel Traffic Services (VTS) obtaining information on passing vessels in the vicinity. This to avoid wave damage by passing vessels, especially during loading from barges.
  • The heavy-lift project cargo may be vulnerable to move or shift on deck or in the hold where loading occurs without proper securing in advance and in the absence of a considerable heeling.
  • Gently land the cargoes after the dunnage and cradles have been properly positioned.
  • Cooperate with attending preloading surveyors and get their guidance; notify P&I club if there are any significant issues during loading operation.

Lashing and securing

  • Keep in mind the guidance in CSS (Cargo Stowing and Securing) Code that “the application of the methods described in Annex 13 is supplementary to the principles of good seamanship and shall not replace experience in stowage and securing practice”.
  • A plan of sufficient lashing and securing is made to comply with the ship’s CSM (Cargo Securing Manual) and the Rule-of-Thumb in CSS Code Annex 13 section 5, which specifies that “the total of the MSL values of the securing devices on each side of a unit of cargo (port as well as starboard) should equal the weight of the unit”.
  • Ensure that materials including size, construction and arrangement of the sea fastening elements are in line with the plan.
  • The condition of the lashing equipment with valid certificates are in good condition and suitable for use, and that the Maximum Securing Load (MSL), which is calculated from the certificates of the lashing materials, is available.
  • Select and use suitable types of lashing materials according to plan and nature of the cargo unit, e.g. wire ropes, chains, web lashing or solid-sea fastening. Note the following:
    – Wire ropes are easy to arrange, but re-tensioning during the voyage is needed.
    – Chains have higher strength capacity, but tension will be lost once loosened.
    – Web lashing is easy to handle, but it is suitable for smaller or lighter cargo only.
    – Solid sea fastening which is often fabricated with steel plates or beams is normally applied to large and heavy units, but proper design and qualified welding operators are necessary.
  • Properly arrange sufficient dunnage to distribute the weight on tank tops, decks and hatch covers and provide adequate friction. Steel beams or grillages under toes/bottom of heavy units are necessary.
  • The optimum angle between lashing and deck is 25° to 45° to prevent slippage. When the angle is greater than 60°, the lashing can prevent tipping, but will do little to prevent sliding.
  • Same lashing materials are used at one side or direction, avoiding using mixed types of lashing materials in the same direction.
  • Weld D-rings, stoppers or braces to distribute dynamic loads in a correct position by a qualified welder and use these devices in a correct manner. Non-Destructive-Tests (NDT) to check the welding quality should be carried out.
  • Lashing effectiveness depends on the weakest part of the lashing line and links of a rigid nature. Note the following:
    – Inter links include shackles, turnbuckles, wire grommets, web lashing hooks, lashing wires and chains as well as webs etc.
    – Lashing materials are in good condition with available associated certificates of the products.;
    – Correct manner of lashing, equipment connections and ending are very important.
    – Pay attention to the dead end securing of wire ropes, engagement and securing of chain lever tensioner or web lashing ratchet.
    – Arrange proper sheathing material at passing sharp edge of cargo and lashing points to prevent chafing damage to lashing wires and web.
  • Consider stress and bending impact to the cargo and ship as a result of rigid sea fastening of large size project cargo.
  • Verify strength of lashing and securing of heavy project cargo on loading and lashing completion in order to assess any changes or deviation of stability from the initial plan.
  • Confirm that the forces introduced by the lashing/securing are enough to withstand the forces leading to the movement of cargo by tipping and sliding (transverse and longitudinal).
  • Properly assess and evaluate circumstances the vessel may encounter during the voyage to prepare necessary spare lashing materials.
  • Prepare a contingency plan in case lashing force is out of control and cargo jettison is required for heavy project cargoes stowed on deck.

Monitoring during voyage

  • Chief Officer inspects the cargoes within 24 hours after departure so that the vessel can return or deviate in time for re-stowing/re-lashing. Advise P&I club immediately if such return or deviation is required.
  • Evaluate and consult available weather information or use ocean route services to make a good passage plan.
  • Use good seamanship to steer and steam the ship and adjust heading during bad weather to avoid violent rolling and pitching which may put strain on the lashing and securing.
  • Check the cargo and re-secure the lashings after experiencing heavy weather; in the case of any damage, make all efforts to rearrange and re-wrap the shifted cargo as well as to re-lash and re-tighten the slack lashing.
  • Maintain good records of inspections, damages, cargo shifting, re-lashing and retightening etc. during the voyage. Photographs and videos are good evidence to defend claims and assist with the investigation.
  • Conduct further verification of the remaining lashing and securing if the vessel stability varies along with the change of ballast, consumption of fuel or discharge/load at an intermediate port until satisfaction before resuming the voyage.

Discharging

  • Appointment of surveyor is necessary to monitor the discharge operation and to ensure the project cargoes being smoothly discharged.
  • Maintain the lashings and securing for the project cargoes which are not being discharged.
  • Heavy project cargo discharged into barge holds shall be lashed/secured properly to avoid shifting and moving due to barge rolling during discharge.
  • Monitor the operation to ensure the cargo is smoothly landed ashore as cargo damage often occur during cargo landing operation.
  • Check and ensure that no loose part of the lashing/securing devices is attached to the cargo unit before being lifted from the stowage position.
  • Remove the sea fastening fittings smoothly to avoid damage to the cargo unit, ensuring no cutting sparks spreading to cargoes nearby and underneath.
  • Take photographs and video during the course of heavy and sensitive project cargoes discharge operation and their landing on barge, truck or ashore.
  • Issue letter of protest for stevedore rough handling and stevedore damages etc. Notify P&I club if any damage is significant.

The Association is grateful to Mr. Lin Hong of Beacon Marine Consultant Co., Ltd for contributing to this article.

Source: Skuld

 

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022


Ms Zama Chonco Chonco, the Acting CEO, South African Maritime Safety Authority has emerged Africa Public Sector Magazine’s “CEO Of the Week” for the month August 21st-27th,2022 rankings.

She is a finance expert whose experience spans across financial and non-financial service sectors, controlling and providing financial strategies and innovative for the growth of the organisation at the capacity she is holding.

Ms Zama is a chartered accountant by professional, hardworking, lustrous and a smart worker, holding a crucial position in ensuring safety of life and property on the sea. She has become our face of the week, the highly rated CEO of the week is a weekly accreditation of Top performing CEO ‘s of public institutions, MDAs of African governments, following their achievements and portfolios amongst other criteria for the best in performances and developments… To read more visit www.publicsectormag.net

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022


Dockworkers at UK’s largest container port have gone on strike for the first time in 30 years. About 1,900 members of the Unite union at the Port of Felixstowe in Suffolk are walking out for eight days in a dispute over pay.

The staff at Felixstowe, on the east coast of England, are embarking on the industrial action in a dispute over pay, becoming the latest workers to strike in Britain as unions demand higher wages for members facing a cost-of-living crisis.

“Strike action will cause huge disruption and will generate massive shockwaves throughout the UK’s supply chain, but this dispute is entirely of the company’s own making,” said Bobby Morton, the Unite union’s national officer for docks.

“It [the company] has had every opportunity make our members a fair offer but has chosen not to do so.”

Unite said members rejected a 7% pay offer from the Felixstowe Dock and Railway Company, which it said was below the rate of inflation.A port spokesman said the strike was “disappointing”.

A picket line formed early on Sunday as the strike began, and the union said it would be manned until 22:00 on each day of the walkout.

Port of Felixstowe dockworkers on strike for first time in 30 years
A deserted Port of Felixstowe on Sunday.

About 2,550 people work at the Port of Felixstowe – the country’s busiest port, handle about 48% of the UK’s container trade. Striking workers include crane drivers, machine operators and stevedores who load and unload ships.

Port spokesman Paul Davey said the average pay for workers at Felixstowe was £43,000, and employees had been offered a 7% rise plus a single payment of £500 – an offer rejected by the port unions.

He said the offer represented an increase of between 8.1% and 9.6%, depending upon the category of worker at the port, at a time when the average pay increase in the country was 5%.

“We’ve got a shrinking economy, we’re going into recession… I think that’s a very fair offer indeed,” he said.

Major shipping group Maersk warned that it expected the strike to cause serious disruption with some vessels significantly delayed.

Source: https://shipsandports.com.ng/port-of-felixstowe-dockworkers-on-strike-for-first-time-in-30-years/

 

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022


July 2022 saw total container throughput (full and empty) up 3.7 per cent over July 2021 with a total of 285,561 TEU.

Year to date container volumes are up 3.7 per cent.

Total empty container movements were 16.2 per cent above July 2021.

Full overseas imports were up 3.9 per cent on July 2021 with strong trade flowing through post Shanghai lockdowns, whilst full container exports were down 5.7 per cent on July 2021, with miscellaneous manufactures, timber, barley, non-alcoholic beverages and fresh fruit below last year’s levels.

Full container transshipments came in at 11.1 per cent below July 2021.

Container trade for early August 2022 is tracking above the comparative month in 2021.

The news comes after container volumes at Australia’s largest container port have suffered since the beginning of this year.

In May 2022, the port saw total container throughput (full and empty) decline 6 per cent over the same period the previous year, with a total of 271,053 TEU.

Year-to-date container volumes were also down 1.9 per cent.

“The global supply chain continues to be challenged, and despite some evidence of consumer spending slowing due to inflationary pressures, there remains ongoing congestion at major hubs and inland networks,” the port wrote in its trade outlook.

Overflow of volume has been seen to neighbouring ports due to industrial action across parts of the USUK and Germany, the port wrote, in addition to weather issues, ongoing issues related to the Ukraine conflict, and the fact that ports are continuing to work through large volumes of backlog cargo.

“Trade volumes to Australia remain strong however congestion continues to be seen in the Oceania region due to severe weather and vessel bunching. Locally the supply chain remains resilient and we continue to monitor the situation ahead of peak season.”

Source: Shanghai lockdown

 

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022


AAL Shipping (AAL) has undertaken a salvage operation to remove two tugs from the Mersey River in Devonport on the north-west coast of Tasmania that had been sunk by a cement carrier in January. Chosen for the job was the 31,000DWT 700 tonne heavy lift vessel, the AAL Melbourne, and involved the lifting of the tugs and their onward shipment along the East Coast to Brisbane. New South Wales based emergency response, salvage and environmental support specialist, United Salvage, engaged AAL to supply a vessel from its longstanding ‘Asia to Australia East Coast Liner Service’.

The first tug, the 420 tonne York Cove, was carefully pulled out of the Mersey on Sunday 7th August by the AAL Melbourne using her two port-mounted cranes working in tandem – the tug having had large holes cut into her hull to allow trapped water and sediment to drain. The second tug, the 455 tonne Campbell Cove, was recovered and loaded onto the AAL Melbourne a few days later. Both tugs were securely lashed to the weather deck of the ‘mega size’ vessel in preparation for their onward shipment to Brisbane and utilising specifically designed cradles loaded previously in Burnie.

Chris Yabsley, Chartering Manager at AAL Australia, commented, “United Salvage originally planned to use a floating crane and barge to recover these tugs. However, once we demonstrated that our A-Class vessel could not only recover the tugs but also transport them back up the East Coast for delivery to Brisbane, it was clear that AAL would be the perfect partner.”

Nicola Pacifico, Head of Transport Engineering at AAL, explained, “The recovery was carefully planned and modelled over several months and involved collaboration with several key stakeholders including United Salvage, TasPorts and cargo insurers. Even the Australia Maritime Safety Authority (AMSA) was required to confirm our calculations with our ship’s class (DNV). Lifting took time as the tugs weighed significantly more than expected, due to trapped water and fuel. Working throughout the evening on the second tug, the full weight of the tug stayed on our ship’s cranes overnight – awaiting the salvage company to pump out whatever was still trapped inside her.”

Yabsley added, “As the proposed position of our vessel during the salvage operation impacted the swing basin for critical port operations needed to keep Tasmanian supply chains open, we worked closely with the Harbour Master and Pilots to avoid impacting other port movements. The removal of the sunken tugs allows Devonport to return to normal operations.”

TasPorts CEO Anthony Donald estimated that more than 100 people worked on the project. “We not only had the significant challenge of tide and weather, but also the natural eddies in the area and potential marine pollution,” he said. “TasPorts worked closely with EPA Tasmania, which had representatives on site to advise on environmental management. The insurers and salvors, that have extensive international experience, say it was one of the most complex salvage activities they have ever undertaken. The salvage itself was slow and deliberate and reflects the detailed and collaborative planning that was required to complete the operation successfully.”

Frank Mueller, General Manager of AAL Australia, concluded: “This operation would not have been possible with either a container or ro-ro vessel, which is ironic as in this period of extended port and terminal congestion across Australia, those vessels are being prioritised over MPP and general cargo vessels for port entry slots and our resulting waiting times are severe and imbalanced. It not only showcases the versatility of our modern heavy lift fleet and engineering capability but also demonstrates AAL’s commitment to the Australian market as, unlike other operators, we have serviced the region nonstop for over 25 years ­– making AAL an easy and obvious choice for United Salvage.”

Source: https://cyprusshippingnews.com/2022/08/23/aal-recovers-400-tonne-sunken-tugs-from-the-mersey-river-in-tasmania/

 

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022


The heatwave experienced in parts of the world has seen temperatures of between 40 – 42C recently – and according to an article in TradeWinds, ‘Shipyard work has become nearly impossible in the sweltering temperatures and workers have had to take unscheduled breaks’ meaning that production has been delayed.

 

Many yards are therefore having to declare force majeure due to extreme weather and, whilst owners may push back depending on their particular wording, it is hard to see what the yards could reasonably do to alleviate the current conditions.

Missing the delivery date

Most shipbuilding contracts set an agreed “delivery date”, with liquidated damages payable to the buyer (via reduced purchase price) in case the yard misses the delivery date. They tend to contain a system for calculating a long stop date, on which the buyer gets a right to cancel the contract completely if the ship has not been delivered. Most shipbuilding contracts also contain a mechanism by which the yard can push back the contractual delivery date in case of certain types of delay. Typically, there will be “permissible delays”, which tend to include “force-majeure” type delays. Usually, a yard will be given quite a lot of lenience in being able to push back the contractual delivery date due to “permissible delays”, because these are seen as relatively excusable delays, as long as there is compliance with contractual provisions about giving notice of delay and mitigation.

Contracts typically also permit extensions for other delays, sometimes called “non-permissible” delays, but only to a limited extent, and again usually only if notice is given.

“Acts of God” or “weather conditions not included in normal planning”

The term “Act of God” is frequently used as a catch-all provision in force majeure clauses, such as Article VIII of the SAJ Form of shipbuilding contract (“the SAJ Form”). It has been defined in English law as “such an operation of the forces of nature as reasonable foresight and ability could not foresee or reasonably provide against”. If the yard wants an extension of the delivery date based on an “Act of God”, it must prove not only the impact of a natural phenomenon on the expected delivery date, but also that it could not reasonably have been avoided.

The extent to which mere extreme weather, as opposed to specified meteorological events such as storms or lighting strikes, can constitute an “Act of God” has not been finally settled by the English courts. But it seems likely that weather can constitute an “Act of God” if it is so extreme, judged in light of the usual conditions at the place of contractual performance, that the yard could not reasonably have been expected to take steps in advance to avoid it.

There is also no clear ruling on whether extreme heatwaves would be encompassed by the clause “flood, typhoons, hurricanes, storms or other weather conditions not included in normal planning” in Article VIII of the commonly-used SAJ Form”. Therefore whether or not a heatwave would count as a “force majeure” event under this clause will be a matter of fact and degree. The fact that it is relatively common for Chinese shipbuilding contracts to be amended expressly to include as potential “force majeure” delay any periods of time during which external temperatures at the shipyard exceed 35° may impact the interpretation of Chinese shipbuilding contracts, if those clear words have been left out.

Strikes at the yard

If workers actually down tools due to extreme weather, several types of shipbuilding contracts list strikes at the yard as a type of ”permissible delay” alongside other typical ”force majeure” events. For example, Article VIII of the SAJ form provides for delays due to strikes to count as ”permissible delays” if “at any time before the actual delivery, either the construction of the vessel or any performance required as a prerequisite of delivery of the vessel is delayed due to…strikes, lockouts or other labour disturbances”.

It will usually be open to the buyer to try to argue that the relevant delaying event did not trigger a “permissible delay” under the shipbuilding contract, because the yard has acted unreasonably. This is because English law usually requires a person seeking to rely on a “force majeure” clause to show they took reasonable steps in advance to avoid the impact of a “force majeure” event and to mitigate its effect.

For example, in a strike situation, the buyer could argue the yard has been unreasonable in its dealings with its workforce i.e. the strike was not in fact outside the yard’s control. The courts have been sympathetic to arguments like that. E.g. in Channel Island Ferries Ltd v. Sealink Ltd (1987) the yard was entitled to rely on a force majeure exception of strikes only if there was nothing it could reasonably have done to avoid the strike or to mitigate its consequences. For this reason, the type of strikes capable of generating force majeure delays and qualifying as “permissible delays” under shipbuilding contracts will tend to be those affecting the whole or a substantial part of the shipbuilding industry in the country of construction, rather than just the particular yard in question.

Hints and Tips

Yards have often come off badly before the courts in the case of delays. They would do well, therefore, to document and claim delays arising from the current extreme conditions, including:

Claim for permissible delays as they arise, and make sure records of delays supported by critical path analysis are kept.

Comply with all formal notification provisions under the contract.

Keep a record of how the conditions have impacted work at other yards, and even how they have impacted other industries, in the region.

Keep a clear record of what has been done to try to overcome delays, in an effort to demonstrate that the yard has acted reasonably.
Source: Reed Smith Global Solutions By Reed Smith shipping lawyers Thor Maalouf, Sally-Ann Underhill and Lianjun Li

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