Cargo throughput rose by 16% in July at Saudi ports, racking up 28 million tonnes compared to 24 million tonnes in July 2021, largely due to optimised organisational performance and world-class levels of efficiency.
Statistics by the Saudi Ports Authority (Mawani) further reveal a 45.4% growth in general cargo at 718,082 tonnes, a 30.3% increase in dry bulk cargo at 4.2 million tonnes, and a 19.1% surge in liquid bulk cargo at 16.3 million tonnes, a Saudi Press Agency (SPA) report said.
Similarly, container throughput jumped 6.4% to 641,862 TEUs (twenty-foot equivalent unit ) compared to 602,181 TEUs during the same period last year. Transshipments, too, spiked 9.5% year-on-year to hit 268,000 TEUs versus previous year’s volumes of 245,000 TEUs.
1,140 vessels drop anchor
Moreover, 1,140 vessels dropped anchor across the kingdom’s trade hubs at a 12% yearly growth rate. Automobile imports also soared to 78,438 units at 31% compared to 60,052 vehicles in 2021, whereas foodstuff volumes recorded a 40% uptick last month at 2 million tonnes.
Passenger traffic stood at 95,000 pax, a staggering leap of 70.3% from last year’s tally of 56,000. On the other hand, 615,000 cattle heads were unloaded last month under the highest standards of efficiency and effectiveness.
Mawani aims to boost the competitive edge and infrastructure of Saudi ports to transform it into a global logistics hub that connects three continents by expanding shipping routes and aligning its future roadmap with the National Transport and Logistics Strategy (NTLS)
Ardmore Shipping announced it is expanding its presence in Singapore this year as the company formulates a more geographically balanced senior management team.
In Q4 2022, Ardmore’s Chief Operating Officer (COO), Mark Cameron, will relocate from Ireland to Singapore where, in addition to his ongoing responsibilities as COO he will also assume the role of Managing Director of Ardmore Shipping Asia. One of his key areas of focus will be further business development opportunities in Singapore and the Far East. He will also be working closely with Gerald Tan, General Manager of Ardmore’s Singapore office.
Anthony Gurnee, Ardmore Shipping CEO, said, “This is an important step for Ardmore to strengthen our senior management presence in Singapore and the Far East and we are all very pleased that Mark will be leading this development given his extensive expertise and commitment to Ardmore Shipping. This is an exciting new era for Ardmore Shipping, and we look forward to demonstrating what this change can offer our international customers and colleagues.”
Cameron said, “Moving out to Singapore is an exciting prospect for myself and for Ardmore Shipping. Singapore is a global center of innovation for sustainable shipping and decarbonization and reflects the values of our business to the core. This will support our efforts to engage with stakeholders in the region regarding our Energy Transition Plan and grow our presence in a location which inspires innovation, development and sustainable progress. Personally, this is a fantastic opportunity and I look forward to really accelerating our growth in the east.”
What could a sophisticated data- and analytics-driven supply chain in the container segment look like? Jan-Olaf Probst, Business Director – Containerships at DNV, shares a possible future of a fully digitalized and decarbonized market and what it will take to get there.
Let’s imagine that one afternoon in 2050, a young woman opens her front door. A couple of minutes earlier, she received an alert that her recent order was about to arrive. She steps out and watches an autonomous electric delivery vehicle pull up. She uses the fingerprint reader to confirm receipt of her parcel and heads back inside.
Digitalization changes the future supply infrastructure
Looking in detail, it’s the steps before the parcel arrives that really show how the industry has changed from today. The parcel was unloaded from a container at the local port that morning. The ship it came on sailed 100 nautical miles from a coastal town where the woman’s online purchase triggered a production order at the local fabrication plant. There the product was created, boxed and loaded into a container at a nearby harbour. The product’s journey from fabrication through to delivery at her home is recorded in a digital log, in addition to the materials that went into its construction.
By 2050, the outbound and inbound ports have become more like airports in the sophistication and speed with which they anticipate, prepare for, handle and dispatch containers. The key is how container boxes, largely ‘stupid’ in 2022, become ‘intelligent’ through the addition of microchips, sensors and transmitters.
How containers turn into an intelligent part of the logistics chain
Even after many decades of progress in standards development, expertise and digital technologies for containers, they are still regarded today simply as cargo. But we are also starting to see how digital technologies will enable a philosophical switch.
In 2050, the box is now a customer, an intelligent and interconnected part of an integrated logistics system, with containers, ships, trucks and trains all communicating with each other through enabling technologies like digital sensors, data analytics, machine learning and artificial intelligence.
In this vision of 2050, the box tells stakeholders along the logistics chain what it contains, whether the cargo is hazardous, where it is coming from and going to, and if it will need repacking at the arrival port because there are multiple customers for its contents. Computer modelling will use location information from the vessel to precisely schedule port operations. The ship arrives precisely on time, unloading and loading begins ten minutes later, and the vessel leaves within a tightly scheduled window.
Reducing waiting times in ports must become a reality
Reducing waiting times in ports will be an important part of decarbonizing containership operations, boosting the availability of vessels, further enabling energy-efficiency measures such as slow steaming, and optimizing port throughput. We must make this vision a reality. Containerized transport is forecast to grow 80% by 2050, which means transport efficiency must improve significantly in terms of both decarbonization and business economics.
It is entirely possible that when the young woman receives her parcel in 2050, the packaging will link back to a digital log to confirm that the product is zero-carbon across its value chain – from raw material to doorstep. The transportation elements are emissions-free because, this being mid-century, shipping has already decarbonized in line with progressively tighter emissions reduction targets agreed at the International Maritime Organization (IMO).
Alternative fuel options that facilitate zero-carbon deliveries
DNV’s classification and advisory work and tracking of market trends shows that containership lines are already ordering vessels whose low operating emissions will already put them ahead of the initial IMO greenhouse gas reduction ambitions today.
For deep-sea shipping, where combustion engines are the most suitable type, our research such as the Maritime Forecast to 2050 indicates synthetic methanol and ammonia as feasible options for large containerships. Synthetic LNG will be an important transition fuel over the coming decades, but its phase-out may have already begun by 2050. Smaller vessels have trended more towards fuel cells or battery-electric where possible.
There will still be big containerships – 24,000 TEU, 15,000 TEU and some at 10,000 TEU – on the long-distance Asia-Pacific, India, Europe, US, Africa and South American trade routes. The age of the Small Feeder, Feeder, Feedermax, Panamax, Post Panamax, New Panamax and Ultra Large Container Vessel categories will not be over anytime soon.
The market for small container vessels will grow
However, we expect to see an increase in smaller 1,000 TEU to 4,000 TEU vessels. Drawing on the lessons from the pilot projects of today, like DNV’s ReVolt concept, these fully automated and zero-emission vessels enable ‘door-to-door’ distribution of locally produced and feeder cargo from longer-distance routes.
Making more use of smaller vessels will remove cargo from roads, a goal of many urban areas seeking to reduce traffic congestion and air pollution, but will also require more ports along coastlines. Cities located on waterfronts will have strategic advantages as container traffic shifts more to the sea.
Improved data quality and sophisticated analytics facilitate increasing efficiency
In summary, more and better-quality data, and increasingly sophisticated analytics, will give containership owners and operators richer, more accurate and timelier insights. This will enable them to maximize operational efficiency and profitability, schedule inspection, repair and maintenance, reduce emissions, plan vessel replacement or refits, and optimize their choice of vessel size, fuels, fuel systems, converters and layout.
European supply chains are set for further disruption as transport unions step up industrial action in response to soaring inflation.
“Even minor interruptions to port operations can have a major impact on container line network efficiency and cause a domino effect up and down supply chains,” said Christian Roeloffs, CEO & Co-founder of Container xChange.
“Strikes at European ports this year have already been highly damaging to logistics operations, manufacturers, and industry at large. We expect further industrial action to be just as harmful.”
An eight-day strike over pay by over 1,900 workers commenced on 21 August at the port of Felixstowe, the UK’s largest container gateway which handles over four million TEUs (Twenty-foot Equivalent Units) each year.
Felixstowe supply chain ramifications
In response, container lines have omitted scheduled vessel calls at the port and re-routed containers via alternative ports in northern Europe and the UK.
The strike action is set to add to the logistics challenges both the port of Felixstowe and the UK economy already face.
Felixstowe has suffered from congestion and an excess of containers for the last two years. According to Container xChange’s Container Availability Index (CAx), Felixstowe’s average CAx reading for much of 2022 has hovered around 0.9, one of the highest readings in Europe. A CAx reading above 0.5 indicates a surplus of containers while below 0.5 indicates a shortage.
“Felixstowe’s Container Availability Index reading suggests that terminal operators and carriers will likely have had difficulties to clear storage areas of boxes, especially empties, even before the commencement of strike action,” said Roeloffs.
“This interruption of operations will add to operational inefficiencies at the terminal and in the hinterland. It will also have ramifications for carrier networks on intra-Europe and Asia-Europe services.”
Strike action threats loom over northern Europe
Dockworkers at the port of Liverpool have also voted to strike for better pay. Union representatives have not yet confirmed when the strikes will take place.
Europe’s logistics network could see added disorder if more industrial action follows in Germany. Earlier this summer German ports including Hamburg, Bremerhaven, and Wilhelmshaven were rocked by strikes by thousands of dockworkers seeking higher pay.
Collective labor agreement negotiations between trade union ver.di and the Central Association of Germany Seaport Companies (ZDS) are ongoing. A court-imposed moratorium on industrial action expires on 26 August.
“Ports in northern Germany suffered strikes earlier this year as workers there sought higher wages as inflation causes difficulties across Europe,” added Roeloffs. “Our proprietary data shows this resulted in build-ups of containers at terminals and in storage yards. This added to the logistics problems we have seen across Europe this summer where lower water on the Rhine has forced many containers onto rail networks and trucks as barge shipping has become increasingly difficult.”
The port of Bremerhaven saw its CAx jump from below 0.6 in June to over 0.8 in the aftermath of strikes. It has remained above 0.7 since mid-July. The only time the port’s CAx had previously breached 0.7 since 2019 was briefly in early 2021.
The port of Hamburg has also seen consistent CAx readings of more than 0.8 since the summer strike action.
“Container lines have reported that in Germany, while the moratorium has been in place, stevedores have been less willing to perform extra shifts or work at weekends. This has made it difficult to clear backlogs after the earlier strikes,” said Dr. Johannes Schlingmeier, CEO & co-founder of Container xChange.
Levels of disruption vary by port
He added: “How a strike impacts port operations obviously depend on the nature of the port, what level of service is able to continue while the strike is ongoing, and how well-prepared operators and terminals were for disrupted operations.
“What we’ve seen since the start of the pandemic in ports across Europe including Liverpool, Felixstowe, and the major German hubs, is terminals struggling to cope with demand and the multiple disruptive events container shipping has faced. Shortages of trucking capacity and drivers have been added to logjams.
“I think it’s safe to say that strikes will make it more difficult to untangle these pre-existing strains on ocean container logistics and the hinterland barge, rail, and trucking networks on which they rely.”
Source: xChange Solutions GmbH
General average has been declared for the ZIM Charleston after stacks of containers caught fire on board the vessel earlier this month.
The fire broke out in a cargo hold while the Seaspan-owned containership was navigating off Colombo, Sri Lanka on August 8. It has been reported that approximately 300 containers may have been affected by fire, heat and smoke, as well as water damage from firefighting operations.
Investigators are working to determine the cause of the fire and gauge full extent of the damage.
Meanwhile, the ship’s charterer ZIM has declared general average, according to a Monday update from claims consultancy WK Webster.
General average is principle of maritime law requiring cargo owners to share with the shipowner or charterer the costs associated with rescuing a vessel in a casualty event.
WK Webster said it is in contact with average adjusters to ascertain the terms of the GA security required from cargo interests prior delivery.
The Hong Kong-flagged vessel is reported to have berthed at a container terminal in Colombo, where affected containers were discharged on August 12, WK Webster said.
Barge TBS 3301 loaded with 9722 tons of coal, was caught in bad weather off Kangean island, Java sea, Indonesia, in mid-July, and developed portside list. Barge was under tow by tug RIMAU 33 from East Kalimantan to Power Station PLTU Celukan Bawang, northern Bali. Tug managed to complete towage, arriving at Celukan Bawang on Jul 29, but wasn’t docked because terminal has been occupied by other ships or ship. Barge has been brought to anchor, list increased, so finally, she rested on bottom by bow part, or probably, was intentionally grounded to avoid capsizing. Not clear yet how to salvage barge and coal, and avoid massive coal loss, fraught with threat of water and beach pollution.
As discussions regarding the development of Chabahar Port gain significant momentum, India and Iran signed a memorandum of understanding (MoU) recognizing the certificates of competency in the voyages of seafarers from these two nations on Monday.
The MoU signing aims at easing the movements of seafarers from both countries, India’s ministry of ports, shipping, and waterways mentioned.
Image for representation purpose only
Sarbananda Sonowal, India’s Union Minister, is on a four-day trip to Iran. He wants to see the progress on Chabahar Port’s Shahid Beheshti terminal development, a critical cog in the path-breaking International North-South Transport Corridor (INSTC).
The seafarer agreement, along with the handover of six new mobile harbour cranes to the port authority, is the first-ever tangible development following years of dormancy resulting from Covid restrictions as well as the unfulfilled potential of the port.
Until now, Sonowal has met the VP of Iran, Mohammad Mokhber, and its minister of roads and urban development, Rostam Ghasemi, with discussions between the latter and Sonowal on a long-standing agreement for the improved growth of the Chabahar Port.
Per Iranian media reports, Ghasemi expects the negotiations to become fruitful in the next two months after executing technical and legal processes.
Last week, Business Standard reported that the discussions were on the minister’s plan and Iran’s proposal to extend the port’s lease by 18 months.
The Chabahar Port is slated to be the Indian gateway for trade with European and central Asian countries, along with other engagement with Russian forces, once its potential is fully leveraged by linking it to the INSTC. It was developed with India’s aid and is now operated by India Ports Global.
Viking® named its newest river ship, the Viking Osiris, with a celebration in Luxor, Egypt. As part of the intimate event, the company’s first ceremonial godfather, George Herbert, the 8th Earl of Carnarvon, offered a blessing of good fortune and safe sailing for the ship—an evolution of the naval tradition that dates back thousands of years. Designed specifically to navigate the Nile, the state-of-the-art ship was built at Massara shipyard in Cairo and will sail Viking’s bestselling Pharaohs & Pyramids itinerary.
The naming of the Viking Osiris comes as Egypt marks several key events this year, including the highly anticipated opening of the new Grand Egyptian Museum outside of Cairo on the Giza Plateau and the 100th anniversary of the discovery of King Tutankhamun’s tomb by the world’s most famous Egyptologist, Howard Carter, and his benefactor and co-explorer, the 5th Earl of Carnarvon.
Credits: Viking
“Egypt has always drawn curious explorers for its rich history and ancient antiquities, and ever since we first began operating on the Nile River in 2004, our guests continue to be amazed by the country’s many cultural treasures. Today we are pleased to officially welcome the Viking Osiris to our growing fleet on the Nile River, which allows us to welcome even more curious explorers to this incredible destination,” said Torstein Hagen, Chairman of Viking. “During this milestone year for Egypt, we are also very grateful for the continued close friendship with the Carnarvon family, and that Lord Carnarvon has honoured us by serving as the first godfather in our history.”
“It is a great honour to be asked to be godfather to the Viking Osiris, one of the most beautiful river vessels to have ever graced the Nile. This is especially the case in the centenary year of my great-grandfather’s discovery of the tomb of the Pharaoh Tutankhamun, and no doubt he and my great-grandmother, Lady Almina, would have been delighted to board the Viking Osiris had it been sailing in their day,” said Lord Carnarvon. “The 5th Earl of Carnarvon was one of the great explorers and excavators of his time, and today you may join in his love of the glories of ancient Egypt, all in the exceptional comfort and style of the Viking Osiris.”
The 8th Earl of Carnarvon, Godfather of the Viking Osiris
The 8th Earl of Carnarvon is the son of Henry Herbert, the 7th Earl of Carnarvon, and Jeanie Margaret Wallop (1935–2019). His mother was born in Big Horn, Wyoming, to Oliver Wallop, who was the brother of the 8th Earl of Portsmouth. The 8th Earl of Carnarvon was educated at Eton College and St. John’s College, Oxford. He succeeded to the title of Earl of Carnarvon when his father passed away on September 11, 2001.
He lives at Highclere Castle with the 8th Countess of Carnarvon, and they run the estate and business together. He is a keen horseman and sits on the board of the Historic Houses Association (HHA). He also takes a considerable interest in conservation and farming and has been an investor in start-up technology businesses. Together, the Carnarvons are Viking’s first “godparents,” as Lady Carnarvon is the godmother of Viking’s newest ocean ship, the Viking Mars®, as well as the river ship, the Viking Skadi.
The 5th Earl of Carnarvon and the Discovery of King Tut’s Tomb
Nearly 100 years ago, in November 1922, the discovery of the tomb of Tutankhamun by the 5th Earl of Carnarvon and Howard Carter was considered the first global media event and has provided a legacy of understanding, knowledge and insight into a remarkable civilization. In her newest book, The Earl and the Pharaoh: From the Real Downton Abbey to the Discovery of Tutankhamun, the Countess of Carnarvon tells the behind-the-scenes story of this discovery and explores the unparalleled life of the 5th Earl.
Among many talents, he was an avid amateur photographer with an artistic eye for composition. His photographs are at Highclere Castle currently, stored in photo albums in the Library, and show the process of discovering and excavating the tomb of Tutankhamun, as well as scenes of daily life in Egypt of the period. With kind permission, the Carnarvons have allowed Vikings to share this private collection with guests sailing on board the Viking Osiris.
Viking and Highclere Castle
For years Viking has offered a variety of ways for its guests to experience life at Highclere Castle, which is the home of the Earl and Countess of Carnarvon and the historic estate best known as the filming location of Downton Abbey. Viking became a household name during its sponsorship of the celebrated MASTERPIECE series through the years Downton Abbey aired on PBS. Karine Hagen, Viking Executive Vice President, worked closely with the Carnarvon family to develop the Privileged Access Pre/Post Extensions that feature the estate, including the highly-rated Oxford & Highclere Castle and Great Homes, Gardens & Gin extensions.
Both are available for guests on select river and ocean voyages. For guests sailing the Pharaohs & Pyramids Nile River itinerary, Viking offers a five-day British Collections of Ancient Egypt Pre Extension, which gives guests an introduction to Egyptian antiquities in preparation for their Nile experience, including retracing the steps of Howard Carter and the 5th Earl of Carnarvon.
Guests experience Privileged Access to archives and museum exhibits not normally accessible to the public, including a private, early morning tour of the Egyptian Collection at the British Museum, as well as visits to Sir John Soane’s Museum, the Petrie Museum, the Ashmolean Museum and Oxford University’s Griffith Institute, which houses Carter’s archives. At Highclere Castle, guests also have the opportunity to view the Earl’s magnificent private collection of Egyptian artefacts.
The Carnarvon family has also welcomed viewers to Highclere Castle on Viking’s award-winning enrichment channel, Viking.TV (www.Viking.tv). In the ongoing series, At Home at Highclere, Lady Carnarvon offers virtual Privileged Access to the historic home and its grounds during which she is joined by Lord Carnarvon, who shares his memories and a look inside his ancestral home.
The Viking Osiris & Viking’s Growing Egypt Fleet
Hosting 82 guests in 41 staterooms, the new, state-of-the-art Viking Osiris is inspired by Viking’s award-winning river and ocean ships with the elegant Scandinavian design for which Viking is known. The vessel features several aspects familiar to Viking guests, such as a distinctive square bow and an indoor/outdoor Aquavit Terrace.
The Viking Osiris joins the Viking Ra, which launched in 2018. Additionally, in response to strong demand, the Viking Aton, an identical sister ship to the Viking Osiris, will join the fleet in 2023. During today’s naming event in Luxor, Hagen also announced that two more sister ships, the Viking Hathor and the Viking Sobek, are already under construction and will be delivered in 2024 and 2025, respectively.
Viking’s Pharaohs & Pyramids Itinerary
During the 12-day, Pharaohs & Pyramids itinerary, guests begin with a three-night stay at a first-class hotel in Cairo, where they can visit iconic sites such as the Great Pyramids of Giza, the necropolis of Sakkara, and the Mosque of Muhammad Ali. Beginning in late 2022, guests will also be able to visit the new Grand Egyptian Museum.
Guests then fly to Luxor, where they visit the Temples of Luxor and Karnak before boarding a Viking river ship for an eight-day, round-trip voyage on the Nile River, featuring Privileged Access to the tomb of Nefertari in the Valley of the Queens and the tomb of Tutankhamun in the Valley of the Kings, and excursions to the Temple of Khnum in Esna, the Dendera Temple complex in Qena, the temples at Abu Simbel and the High Dam in Aswan. Guests also visit a colourful Nubian village, where guests can experience a traditional elementary school. Finally, the journey concludes with a flight back to Cairo for a final night in the ancient city.
A Foss tug based in San Francisco has received approval from ABS for the use of an autonomous navigation and enhanced situational awareness system. The Rachael Allen, the newest ship-assist tug in the Foss fleet, is fitted with Sea Machines’ SM300 autonomous and remote navigation suite. Her crew will use the system during transits and loitering, and Foss plans to try out remote piloting from a shoreside control station as well.
“As part of our ‘Always Safe, Always Ready’ culture, Foss is pleased to be providing the SM300 system for additional crew and vessel safety through the enhanced situational awareness it will bring to our operations,” said Dan Cole, Foss project manager.
The SM300 is capable of autonomous navigation for a wide variety of operations (if not just yet for linehandling). Sea Machines suggests that it could be used to combat crew fatigue during long transits or idle periods, either by taking off some of the workload or by augmenting situational awareness.
ABS previously approved the company’s SM200 remote-control system for ATB tug applications, where it is used as a man-portable “bridge wing” control station to maneuver the tug in and out of the notch.
Autonomous solutions are increasingly finding their way into the workboat world, including select applications for tugboats. Keppel O&M and ABB recently trialed an autonomous system aboard a tug in Singapore’s busy anchorage, testing out its responses in complex collision-avoidance scenarios. Crowley’s future electric tug, the eWolf, will deliver with an ABB autonomous navigation system. And last year, Sea Machines conducted a 1,000-mile autonomous tug voyage in Germany and Denmark, the first trip of its kind; the vessel was overseen remotely from Boston.
AAL Shipping (AAL) has undertaken a salvage operation to remove two tugs from the Mersey River in Devonport on the northwest coast of Tasmania that had been sunk by a cement carrier in January. Chosen for the job was the 31,000DWT 700 tonnes heavy lift vessel, the AAL Melbourne, which 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.
The first tug, the 420-tonne York Cove (left), was carefully pulled out of the Mersey on Sunday 7th August
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.”
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