News

The migrant crisis continues in the Mediterranean with volunteer organizations again calling on the world community to develop a better solution for handling the growing number of people attempting to flee the Libyan coast to reach the countries of southern Europe. The level of crisis is once again being highlighted by NGO SOS Mediterranee in partnership with the International Federation of Red Cross Red Crescent Societies (IFRC) calling on the European Union to allow 466 survivors to disembark from the Ocean Viking, an offshore support vessel that the NGO uses for its search and rescue missions.

The NGO reports that within just 60 hours on its most recent mission, the Ocean Viking faced more distress cases than ever before and the medical situations are growing more serve. During the most recent mission, four unseaworthy and overcrowded boats in distress were spotted from the bridge of the ship. The distress alerts of six other boats were also relayed by other NGOs to the Ocean Viking. Some of those that have been rescued have been aboard the vessel for up to eight days and it is now overcrowded with a total of 459 people remaining aboard, including women, children, and babies.

The NGOs said they are facing an overwhelming number of medical cases, including exhaustion, dehydration, and untreated skin infections and wounds, while other survivors are facing chronic medical conditions. Two nine-month-pregnant women were evacuated late last week from the vessel, but the ship remains stranded at sea waiting for the survivors’ disembarkation.

Migrants rescued from the Mediterranean waiting on the decks of the Ocean Viking (SOS Mediterranee)

“We have never experienced such levels of severe medical cases on board Ocean Viking before,” said Xavier Lauth, SOS Mediterranee Director of Operations. ”The survivors were found in the middle of high seas in unimaginable situations. In a desperate attempt to find safety, they were near death at sea, either by drowning or by dehydration. Per maritime law, their rescues will only be completed when they have reached a place of safety. The current blockade for their disembarkation must find an end without further delay.”

SOS Mediterranee and IFRC called on European members and associated states to show solidarity, observe maritime law and guarantee fundamental human rights by ending the wait and suffering of the survivors immediately. The Italian authorities on September 2 assigned the vessel to Taranto as a Place of Safety for the 459 survivors remaining aboard the Ocean Viking. However, as of September 4, the vessel remains offshore awaiting the authority to dock.

Europe continues to grapple with grappling with a worsening migrant crisis in the Mediterranean Sea that is being fueled by Libyan smugglers. In June, the UN reported that for the migrants, who are risking their lives to cross the Mediterranean to Europe on flimsy boats, the crossing has become more deadly. Their figures cited 3,231 deaths reported in 2021, up from 1,881 in 2020. Since the beginning of its operations in 2016, SOS Mediterranee reports it has rescued about 37,000 migrants, with over 7,000 rescued by the Ocean Viking since she started operating in August 2019. Built in 1986 and measuring 227 feet in length, she is a 2,000 gross ton vessel that the organization charters for its mission.

Although shipping losses have more than halved over the past decade, fires on board vessels remain among the biggest safety issues for the maritime industry, according to a new analysis by Allianz. The global corporate insurance carrier analyzed over 240,000 marine insurance industry claims over the past five years costing over $9 billion reporting that the danger of fires is increasing and already the most expensive cause of loss, accounting for 18 percent of the value of all claims.

In a new safety bulletin, Allianz Global Corporate & Specialty reports that the number of fires on board large vessels has increased significantly in recent years. Across all vessel types and causes, fire/explosion was the second top cause of the 54 total losses reported in 2021 accounting for eight of the losses. Fires were second with only vessels that foundered, 12 vessels were lost in 2021. Further, over the past decade, fire ranks as the third top cause of loss overall, accounting for 120 out of a reported 892 total losses. Again, only foundered (465) or wrecked/stranded vessels (164), accounted for more claims.

In 2021, fire was the third top cause of shipping incidents overall around the globe – behind machinery damage (1,311) and collision (222). There have been 41 total losses involving ro-ros over the past decade with fires causing six losses. Among the specific incidents, they highlight the February 2022 fire and subsequent sinking of the ro-ro Felicity Ace, the June 2020 fire on the car carrier Höegh Xiamen, and the January 2020 fire on the containership Cosco Pacific. The common denominator in all the fires, as well as specific instances of container fires, was the presence of lithium-ion batteries.

“AGCS has long warned about the potential dangers that lithium-ion batteries can pose for the shipping and wider logistics industries, whether they are being transported inside electric vehicles or as standalone cargo, if they are not handled, stored, or transported correctly, with fire being a significant hazard,” said Captain Rahul Khanna, Global Head of Marine Risk Consulting, AGCS. “Batteries are not only a potential cause of fire if damaged, overcharged or subjected to high temperatures, they can also aggravate other causes of fire at sea and are difficult to extinguish as they have the potential to reignite days or even weeks later.”

Allianz highlights four main hazards involving the transportation of these batteries, including fire, explosion, toxic gases, and the potential for thermal runaway (a rapid self-heating fire that can cause an explosion), and is considered a likely element in the loss of the Felicity Ace this year. In most shipboard incidents, Allianz warns that a thermal runaway event can be a significant possibility unless immediate action is taken by the crew, such as suppressing a fire with copious amounts of water over a long period of time. However, this can be extremely challenging due to factors such as early detection being difficult, a shortage of crew members, and a lack of adequate firefighting capabilities on board.

The bulletin identifies the most common causes of the fire hazard as being substandard manufacturing of battery cells/devices; over-charging of the battery cells; over-temperature by short-circuiting, and damaged battery cells or devices, which, among other causes, can result from poor packing and handling or cargo shift in rough seas if not adequately secured.

Ro-ro and car carrier vessels they point out can be more exposed to fire and?stability issues than other vessels. To facilitate the transport of automobiles and other vehicles, the internal spaces are not divided into separate sections like other cargo ships. The lack of internal bulkheads can have an adverse impact on fire safety and a small fire on one vehicle or battery can grow out of control very quickly. Vehicles are not easily accessible once loading has been completed. The large volume of air inside the open cargo decks provides a ready supply of oxygen in case of fire.

“Safe carriage has become an emerging risk concern for the shipping community, raising questions about the adequacy of fire detection and firefighting capabilities on board vessels, cargo loading procedures, and even whether changes in vessel design may be necessary, given specialist equipment is required to extinguish any blazes,” says Khanna.

Allianz recommends that the primary focus must be on loss prevention, focusing on storage and in transit. They are calling for training to ensure staff is trained to follow correct packing and handling procedures and that seafarers have had Li-ion battery firefighting training. It is critical they said to check all EVs are properly secured to prevent any shifting during transportation. They also recommend checking whether the EVs have an undamaged battery system and ensuring there is no charging during the voyage In transit, anything that can aid early detection is critical, including watchkeeping/fire rounds and utilizing thermal scanners, gas detectors, heat/smoke detectors, and CCTV cameras.

“If the maritime industry is to improve its incident record related to the transportation of lithium-ion batteries all parties involved in the supply chain must understand the hazards involved, the most common causes, and the problems associated with transporting in commerce,” says Captain Randall Lund, Senior Marine Risk Consultant at AGCS, and one of the authors of the report. “Regulations and guidance are specific in addressing these batteries to help prevent most incidents, but these can only be effective if they are communicated and enforced.”

Source: https://www.maritime-executive.com/article/allianz-warns-number-of-fires-at-sea-increased-significantly

The global shipping industry should brace for a widespread crisis that would result in a surge in operational costs, loss of ships, and delays if China actualizes its rhetoric and goes ahead to invade Taiwan, a new report suggests. At the same time, the report prepared by the Mercatus Center think tank at George Mason University, hypostatizes that China would cut undersea Internet cables vital to the semiconductor industry and providing a key link for data between Asia and North America.

As tension between China and Taiwan escalated in recent weeks, the report draws on Chinese data to illustrate the potential scenarios and impact on the global economy. The authors report that China’s People’s Liberation Army has prepared hundreds of scenarios as part of the country’s long-held ambitions of reunification.

If actualized, the invasion they conclude is bound to have significant trade and economic effects that could easily exceed those of Russia’s invasion of Ukraine. Pointing to the potential for the likely impact on container shipping, the report says that the U.S. economy would likely bear the biggest brunt due to its huge exposure to the economies of the two Asian countries not only in trade volumes but also in the share of value the two countries add in U.S. final demand.

The report contends that an outright invasion of Taiwan by China, a Taiwanese declaration of independence, or an accidental clash at sea between China and Taiwan or the U.S could lead to a crisis in the Taiwan Strait. The result they conclude would pose two immediate risks to the U.S. economy, first in the form of delays or disruption of container shipments in the Taiwan Strait, the South China Sea, and the East China Sea, as well as the potential disruptions to digital flows from vulnerable submarine cables with landing stations in Taiwan.

“The potential effects of a Chinese invasion of Taiwan on the U.S. economy are far greater than those of the Russian invasion of Ukraine. Container shipments to and from major ports in the region, as well as digital flows, would be at direct risk,” writes senior research fellows Christine McDaniel and Weifeng Zhong at the Mercatus Center

According to the report, a Chinese invasion would significantly disrupt container shipping operations through the Taiwan Strait, one of the world’s busiest sea routes. They cite estimates showing that $3.4 trillion in trade passed through the South China Sea, or 21 percent of the global trade, using the Taiwan Strait as a vital route. The disruption could affect containerized shipments to or from major ports in China, Japan, the Philippines, South Korea, Taiwan, and Vietnam. The report shows that one of the busiest shipping routes is in the Straits of Malacca, given that it is the shortest sea route between the Indian and Pacific oceans.

An invasion would lead to shipping routes that normally go through the Taiwan Strait being delayed, or force vessels to reroute. As was seen with bulkers and other shipping in the Black Sea, any form of hostilities would ignite a surge in insurance premiums. While rerouting to avoid the war-risk premium is possible, the authors note that it would result in additional costs and also lengthens shipping times. Costs of rerouting all traffic around the Straits of Malacca are estimated between $279 million per month (if rerouting through Indonesia) and $2.8 billion per month (if rerouting through Australia).

“Any geographic expansion of a crisis that begins in the Taiwan Strait would easily make rerouting harder, if not impossible,” notes the report.

Another impact would be substantial delays in supply chains, a development that would have ripple effects across various industries. In the U.S., for instance, most technology firms rely on Taiwanese manufacturers to produce up to 90 percent of semiconductor chips. Disruptions to the supply of the chips would disrupt entire value chain ecosystems for every industry that uses advanced computer chips.

Apart from disrupting the container shipping industry, China’s invasion of Taiwan has the potential to disrupt digital flows from vulnerable submarine cables with landing stations in Taiwan. As of August 2022, Taiwan was connected to 15 submarine cables that come to shore at landing stations in the city of New Taipei, the town of Toucheng in the north, and the town of Fangshan in the south. The landing stations connect high-capacity cables in which U.S technology companies have made significant investments.

The report concludes that economic risks underscore the need for the U.S to work with Taiwanese authorities and other Indo-Pacific allies and partners to improve the security of submarine cables and their landing stations. They also cite the need for contingency planning for container shipping traffic and essential intermediate inputs to U.S. production and value chains.

Source: https://www.maritime-executive.com/editorials/report-invasion-of-taiwan-risks-container-shipping-internet-cables

Viking launched its new Mississippi cruise operation, its first in the United States, on Saturday, September 3, after seven years of planning. The new river cruise ship Viking Mississippi embarked its first passengers at Lambert’s Landing in downtown St. Paul, Minnesota for an 8-day cruise south on the Mississippi to St. Louis, Missouri.

It marked the latest expansion for the company best known for its European river cruises. Viking also recently launched its new river cruise ship operating on the Nile in Egypt and expanded its ocean cruises with its first exploration cruise ship that is currently operating cruises on the Great Lakes.

The entry into service of the 450-foot long river cruise ship however had been delayed several times and had to overcome opposition to the company based in Switzerland operating an American flag vessel. Opponents had repeatedly cited the planned operation as a violation of the Jones Act. U.S.-based partner Edison Chouest Offshore built the new vessel and it is owned by an American LLC corporation chartered to Viking for eight years. The U.S. Maritime Administration has repeatedly ruled that the charter arrangement meets U.S. regulations.

Transiting the lock and dam sailing to St. Paul (U.S. Army Corps of Engineers St. Paul District)

Viking first announced its plans to expand its operations to the Mississippi in 2015. At the time they said they planned to order two vessels to be owned by Tennenbaum Capital Partners, an investment firm, later acquired by BlackRock and now operating as BlackRock TCP Capital Corp. Viking’s original announcement said that they planned to build a total of six vessels to operate on the Mississippi. The company was to be homeported in New Orleans. Viking, however, spent years making presentations to cities along the Mississippi to win docking rights while searching for partners and perfecting the design for the vessels to meet the challenges of operating the length of the Mississippi.

Local media reports suggested that as many as 300 people were boarding the delayed maiden voyage for a trip that will take them to ports in Minnesota, Wisconsin, and Iowa, before arriving in Missouri. After repeating this itinerary, the vessel will reposition to operate cruises between Memphis, Tennessee and New Orleans, Louisiana as well as round trips from New Orleans.

The vessel was specifically designed for the Mississippi drawing on the features of the company’s river and ocean cruise ship while adding features unique to its operations on the Mississippi. It has five passenger decks and a total of 198 passenger cabins accommodating 386 passengers. The crew numbers 148 and are Americans to meet U.S. requirements.

Passenger amenities include a two-story lounge near the bow of the vessel surrounded by glass and an outdoor seating area. In addition to a main lounge and dining room, there will be alternative dining, including indoor-outdoor casual spaces. There is also a sun terrace with an infinity plunge pool and a 360-degree promenade deck.

The vessel was floated out in March 2022 from the shipyard in Houma, Louisiana with plans to enter service in June. Viking, however later reported that due to circumstances beyond its control, the maiden voyage was delayed. Reports indicated that they experienced supply chain challenges and the vessel required finishing touches to be ready for this week’s first cruise.

The departure from St. Paul yesterday also marked the first time in possibly a decade or longer that a large cruise vessel called in the city, with the tourism board telling reporters it was “huge for us.” The tourism board however told the Pioneer Press newspaper that they had opted for “a low-key arrival,” on Saturday, telling the newspaper “Let’s just get this first one under our belt.”

The cruise line has released itineraries for the Viking Mississippi through 2024 and reports strong interest. Some trips already show as sold out on the website. The company has not yet announced plans for additional Mississippi river cruise ships and if it still plans to ultimately build six vessels for the river.

Source: https://www.maritime-executive.com/article/viking-mississippi-sails-on-delayed-maiden-voyage-from-minnesota

MARITIME GDPR IMPLEMENTATION

Error: Contact form not found.

Sea Watch, an organisation that conducts search and rescue operations in the Mediterranean, had multiple ships detained and inspected by Sicilian port authorities over the past months. The organisation decided to issue a legal challenge and Italian judges asked the European Court of Justice for guidance, resulting in the ruling that port authorities do not have the right to search or detain ships solely because they are carrying rescued people. However, the court gave a mixed ruling as it also said that regularly running search and rescue operations with ships certified for cargo does provide ground for port authority controls, according to Reuters.

Sea Watch saw this ruling as a defense of its case, stating that it was “a victory for sea rescue.” It also said that “the fact that port state controls can continue to take place on N.G.O. ships is a good thing. They are intended to ensure ship safety, which is important to us. Arbitrary controls, on the other hand, must finally come to an end.” According to AP News, the E.C.J. said that people rescued at sea “must not be taken into account when verifying whether the rules on safety at sea have been complied with. The number of persons on board, even if greater than that which is authorised, therefore, in itself cannot constitute a ground for a control.” The guidance also stated that “the port State may adopt detention measures only in the event of a clear risk to safety, health or the environment, which it is for that State to demonstrate,” according to Jurist.

This ruling does indeed support the actions of ships attempting to rescue anyone in danger at sea, including migrants trying to reach Europe by crossing the Mediterranean. Allowing searches and detainment based solely on the increased number of passengers would dissuade ships from attempting rescues. With this ruling, ships are able to abide by international law to respond to distress calls, a requirement highlighted by Reuters.

The allowance for authorities to inspect ships with reasonable suspicion is also important, as it ensures that there is still enforcement of safety measures for the prevention of issues such as trafficking and smuggling. Furthermore, the requirement that the state performing these inspections must be responsible for proving this suspicion is vital, as state authorities already have the resources to do this, while ship personnel would require additional resources they may not be able to provide.

Migrants have been attempting to cross the Mediterranean for years, with many perishing during the dangerous journey due to a lack of appropriate crafts or supplies. According to U.N.H.C.R., the number of migrants who went missing or died at sea has been steadily increasing since 2019, reaching 3,231 last year. Many of these migrants are from the East and the Horn of Africa as well as the Middle East, places that the U.N.H.C.R. says have been “affected by years of conflict and displacement” and “where human rights abuses are not uncommon.” In the past years, the E.U. has responded to the migrant crisis by attempting to discourage crossings, which Human Rights Watch argues ignores the reasons people attempt the crossing and will likely fail.

The E.C.J.’s ruling, while not guaranteeing any changes in the current refuge policies in the E.U., does demonstrate that the group is committed to maintaining and enforcing current laws that support the rights of those seeking refuge. This decision allows ships to rescue anyone in danger at sea without fearing retribution while allowing authorities to ensure the safety of everyone onboard and on land. The guidance means that those making the perilous trip across the Mediterranean will have some additional support, making it safer for those who will inevitably try to cross regardless of how dangerous it is because their circumstances at home are even worse.

Source: https://theowp.org/e-u-court-guidance-supports-safety-on-the-mediterranean/

ZIM Integrated Shipping Services Ltd. on Wednesday announced it has signed a liquefied natural gas (LNG) bunkering deal valued at more than $1 billion with Shell NA LNG, LLC as the Israeli container shipping seeks to reduce emissions from its operations.

Under the 10-year sales and purchase agreement, Shell will supply 10 LNG-fueled vessels that will be deployed on ZIM’s flagship ZIM Container Service Pacific (ZCP), on the Asia to USEC trade. The 15,000 TEU vessels are expected to enter into service during 2023-2024 and will be transporting goods from China and South Korea to U.S. East Coast and the Caribbean. The agreement with may also cover other trades where ZIM LNG vessels could be deployed, the company said.

About 23% of total shipping emissions are from the container segment alone, and with increasing global trade of goods. LNG is the lowest carbon fuel available at scale today and it provides approximately 20% less greenhouse gas (GHG) emissions when compared to conventional marine fuels. In addition to GHG emissions reduction, LNG emits virtually no Sulphur oxides (SOx) and particulate matter (PM), while significantly reducing nitrogen oxide (NOx) emissions.

Eli Glickman, ZIM President & CEO, said, “With the addition of significant LNG-powered capacity to our fleet, beginning in 2023, we have positioned ZIM as a leader in carbon intensity reduction among global liners. We are pleased to execute this long-term supply agreement with Shell to secure LNG at competitive terms and look forward to partnering with a global industry leader such as Shell as we take an important step to ensure our fuel sourcing is well planned and of the highest quality. Our growing LNG-powered fleet will enable ZIM to be more carbon and cost efficient, while improving our competitive position, particularly on the strategic Asia to USEC trade, and allowing customers to reduce their carbon footprint.”

Steve Hill, Executive Vice President, Energy Marketing at Shell, said, “We would like to congratulate ZIM for introducing the world’s first LNG fueled very large containership (VLCS) fleet to operate on the Asia-North America shipping route. We are delighted to collaborate with them on their impressive efforts to reduce emissions in their maritime supply chain. Decarbonization of the shipping industry must begin today, and LNG is a lower emission fuel choice currently available in meaningful volumes, and via liquefied biomethane and liquified e-methane, offers a credible pathway to net zero GHG emissions.”

Source: https://www.marinelink.com/news/zim-inks-billion-lng-bunkering-deal-shell-499136

The Baltic Exchange’s main sea freight index, tracking rates for ships carrying dry bulk commodities, rose on Thursday after rates for bigger vessel segments snapped their losing streaks, with capesize seeing its best day in over two years.

The overall index, which factors in rates for capesize, panamax, supramax shipping vessels, was up 37 points, or 3.8%, at 1,002 points. It was the index’s best day in 1-1/2 months.

The capesize index snapped a five-session decline, gaining 167 points, or 55.3 %, at 469 points, on its best day since June 2020.

Meanwhile, Dalian iron ore surrendered its gains from an earlier rebound on Thursday, pressured by worries over fresh COVID-19 restrictions and property sector troubles in China squeezing demand for ferrous metals.

Average daily earnings for capesizes, which typically transport 150,000-tonne cargoes such as iron ore and coal, rose$1,382 to $3,887.

The panamax index snapped an over a month-long losing streak, gaining 13 points, or about 1.1%, at 1,230 points.

Average daily earnings for panamaxes, which usually carry coal or grain cargoes of about 60,000 to 70,000 tonnes, rose $113 to $11,069.

Earlier on Thursday, Baltic Exchange and Zhengzhou Commodity Exchange inked a memorandum of understanding to work together on research and development of a futures contract settling against the Baltic Panamax Index in China.

Among smaller vessels, the supramax index fell 67 points to 1,559 points, its lowest in over 18 months.

Source: https://www.marinelink.com/news/capesize-bulker-rates-best-day-two-years-499181

Fire erupted on board of tanker TIAN SHENG YOU 2, understood on cargo deck, in the morning Sep 1 in Yellow sea NE of Yantai. Tanker was en route from Huanghua Port to Lanshan, fire reportedly was caused by fire works on cargo deck. SAR ships responded, as of afternoon Sep 2 status and condition of tanker unknown, AIS is off since 1600 UTC Sep 1.

Source: https://www.fleetmon.com/maritime-news/2022/39397/tanker-fire-yellow-sea/

Newer Posts

Older Posts

NGO Rescue Ship with Over 460 Migrants Stranded Waiting for EU Port

Allianz Warns Number of Fires at Sea Increased Significantly

Invasion of Taiwan Risks Container Shipping, Internet Cables

Viking Mississippi Sails from Minnesota Launching Viking’s US Cruises

MARITIME GDPR IMPLEMENTATION PROCESS

Employment Form

E.U. Court Guidance Supports Safety On The Mediterranean

Zim Inks $1 Billion LNG Bunkering Deal with Shell

Capesize Bulker Rates See Best Day in Over Two Years

Tanker on fire in Yellow sea

Navigating Rising Maritime Purchasing Expenses in 2025

Recent Cybersecurity Incidents and Regulatory Developments in the Maritime Industry (March 2025)

Navigating Maritime ESG: Upcoming Regulations and Compliance Strategies

Quick Menu

Company DETAILS

ISO 9001:2015 CERTIFIED