gCaptain - Maritime News


  • Marine Insurance Report Warns of Ro-Ro Risk

    Felicity Ace seen burning in the Atlantic Ocean off the Azores Islands. Picture was released Friday, February 18, 2022 by the Portuguese Navy.
    Photo courtesy Portuguese Navy

    Allianz SE says car-shipping incidents are now a major cause of loss for the insurance industry after a cargo ship with about 4,000 Volkswagen AG vehicles caught fire and sank in the Atlantic two months ago.
    The Felicity Ace, transporting Porsche, Audi, Lamborghini and other VW Group cars, sank off the coast of Portugal’s Azores after being battered by waves and leaning 45 degrees to its starboard side, the ship’s operator said at the time.
    Research points to additional fire risks from electric vehicles, Allianz said, as tests have shown that ship water sprinkler systems alone are not effective at extinguishing an EV fire.

    Vehicle vessel incidents according to the Allianz report:
    • the Hoegh Osaka ran aground in 2015 on its way from Southampton to Bremerhaven carrying more than 1,400 high-end cars.
    • the Modern Express developed a list in the Bay of Biscay in 2016, while carrying trucks and logs.
    • †he Honor suffered a fire in 2017, which led to damage to its cargo of about 5,000 vehicles.
    • †he Grande America suffered a fire and subsequently sank in 2019. The ship was carrying 2,000 cars.
    • †he Sincerity Ace caught fire in the Pacific on New Year’s Eve, 2018, with more than 3,500 cars onboard.
    • the Diamond Highway had to be abandoned in the South China Sea in 2019, due to fire, while carrying thousands of cars.
    • the Golden Ray capsized just outside the U.S. port of Brunswick in 2019 with over 4,000 cars on board.
    • the Höegh Xiamen caught fire in 2020 in Jacksonville, Florida, resulting in the loss of its cargo of about 2,400 used vehicles.
    • the car carrier Al Salmy 6 capsized and sank in the Persian Gulf in rough seas in March 2022.

  • Carriers Blank More Sailings as China’s COVID Lockdowns Continue

    Ocean carrier alliances are preparing to blank more than a third of their sailings from Asia over the coming weeks in response to a reduction in export freight, according to the latest report from Project44.

    The blanking strategies by the alliances to mitigate the impact of the Covid lockdowns in China will further extend cargo lead times, particularly to North Europe.

    The supply chain platform’s data shows that between weeks 17 to 23, THE Alliance will blank 33% of its scheduled sailings from Asia, the Ocean Alliance will void 37%, while the 2M alliance will cancel 39% of its headhaul voyages.
    [Maersk] said warehouse operations in Shanghai had been “partially resumed”, although in Ningbo warehouses were “open for now”, but subject to strict health codes.

    “Cargo will not be accepted if drivers have been to medium- or high-risk areas in the last 14 days,” it warned.

    On n’en a pas fini avec l’impact du confinement chinois sur les approvisionnements européens…

    S17-S23 : du 25 avril au 12 juin…

  • Anciens employés : Le projet Neuralink d’Elon Musk est un désastre absolu. (Themindunleashed.com)

    Le vernis des entreprises d’Elon Musk risque d’en prendre un coup, mais bon, c’est ce que je pensais, pour le reste il doit avoir une énorme pression du WEF (Davos) car cela fait partie intégrante de leur propagande indiquant que les humains ne pourraient pas rivaliser avec les Intelligences artificielles sans implants.

    Alors il ne faut pas oublier que l’intelligence artificielle dans 40% des cas c’est du pipeau.

    Pour moi tout ceci vise surtout à faire des interfaces pour connecter les gens à des ordinateurs, et après vous aurez les gens ’augmenté’ qui auront des emplois et pourront ’s’interfacer’ avec les ordinateurs de grandes entreprises, et les autres.



    Publié il y a 3 jours

    le 31 janvier 2022

    Par Elijah Cohen

    Chez Neuralink, les ennuis (...)

    #En_vedette #Actualités_internationales #Actualités_Internationales

  • U.S. Navy Seizes Weapons Cache from Stateless Fishing Vessel in Arabian Sea

    U.S. service members from patrol coastal ship USS Typhoon (PC 5) interdict a stateless fishing vessel carrying illicit weapons while transiting international waters in the North Arabian Sea, Dec. 20. (U.S. Navy photo)

    Acheminer des armes au Yémen, c’est pas bien…

    U.S. Navy ships this week seized approximately 1,400 AK-47 assault rifles and 226,600 rounds of ammunition from a stateless fishing vessel during a flag verification boarding in the North Arabian Sea on December 20, the Navy’s 5th Fleet said in a statement.

    The U.S. Navy patrol coastal ships, USS Tempest (PC 2) and USS Typhoon (PC 5), found the weapons during a search conducted by embarked U.S. Coast Guard personnel in accordance with customary international law. The illicit weapons and ammunition were later transported to guided-missile destroyer USS O’Kane (DDG 77) where they await final disposition.

    The stateless vessel was assessed to have originated in Iran and transited international waters along a route historically used to traffic weapons unlawfully to the Houthis in Yemen. The direct or indirect supply, sale or transfer of weapons to the Houthis violates U.N. Security Council Resolutions and U.S. sanctions.
    U.S. Navy warships operating in the U.S. 5th Fleet region have seized approximately 8,700 illicit weapons in 2021.

    Guided-missile cruiser USS Monterey (CG 61) seized dozens of advanced Russian-made anti-tank guided missiles, thousands of Chinese Type 56 assault rifles, and hundreds of PKM machine guns, sniper rifles and rocket-propelled grenade launchers from a stateless vessel transiting the North Arabian Sea in May.

    In February, guided-missile destroyer USS Winston S. Churchill (DDG 81) seized a cache of weapons off the coast of Somalia, including thousands of AK-47 assault rifles, light machine guns, heavy sniper rifles, rocket-propelled grenade launchers and crew served weapons. The inventory also included barrels, stocks, optical scopes and weapon systems.

  • Amazon Bulks Up Shipping Capacity to Battle Holiday Season Snarls

    The bulk carrier MV Star Lygra unloads Amazon containers at Port Houston earlier in October.
    Credit: Port Houston

    Amazon.com Inc said on Monday it had doubled its container processing capacity and secured more shipping storage from ocean freight carriers to try to overcome supply chain bottlenecks in time for the holiday shopping season.

    The stop-and-start nature of the COVID-19 pandemic has snarled global supply chains that are optimized for just-in-time movement of goods, while labor and equipment shortages and a lack of space to store products have exacerbated the situation.

    Amazon, which plans to hire 150,000 seasonal workers in the United States during the holiday period, said it had also increased ports of entry across its network by 50%.

    The e-commerce giant is not the only company trying to use its scale and deep pockets to muscle its way through supply chain headaches.

    Retailers including Walmart Inc, Target Corp and Home Depot have said they are chartering ships to deal with the pandemic-driven slowdown of sea networks that handle 90% of the world’s trade.

    President Joe Biden earlier this month urged the private sector to help ease supply chain blockages by expanding overnight operations at the ports to try to meet delivery needs.

  • ZIM Kingston Cargo Fire Stabilized and Ship Held Overnight, Canadian Coast Guard Says

    Photo from Saturday, October 23, 2021.
    mage courtesy Canadian Coast Guard

    Update: The Canadian Coast Guard reports that the ZIM Kingston remained stable overnight as containers continue to smolder and cooling of the hull continues. A salvage crew from Resolve Marine are on scene but, due to the current weather, have been unable to board the ship.

    “There are currently no impacts to human health for residents of Greater Victoria but Incident Command continues to monitor the situation,” the Coast Guard reported on Twitter.

    The fire on board the containership ZIM Kingston is reported to be stabilized and the ship secured, the Canadian Coast Guard said Sunday afternoon. The ship remains at anchor at Constance Bank off of Victoria, British Columbia.

    The anchor handling tugs Maersk Tender, Maersk Trader, and offshore tug Atlantic Raven, have remained on scene with the Canadian monitoring the ship overnight as gale force winds were forecasted for the area.

    Five crew members remain on board the ship. Photos and video from Sunday show the fire has been mostly contained a single bay of containers in the forward part of the vessel.

    The CCGS Cape Calvert and CCGS Cape Naden evacuated 16 crew members from the vessel on Saturday. No injuries to crew members have been reported.

    The fire started Saturday morning as the ship was at anchor about 5 miles off of Victoria after earlier losing approximately 40 containers overboard in heavy seas west of the entrance to the Juan de Fuca Strait.

    The U.S. Coast Guard said Sector Puget Sound alerted to the incident at 12:49 a.m. Friday from Prince Rupert Marine Communication and Traffic Services reporting that ZIM Kingston reported losing approximately 40 containers overboard when the vessel heeled 35 degrees in heavy swells 38 miles west of the Strait of Juan de Fuca.

    The fire reportedly started in two containers of hazardous materials and spread to at least 10 containers on deck, although it appears more have been impacted. The Canadian Coast Guard reported Sunday that firefighting has consisted spraying water to cool the ship’s hull since the “nature of chemicals onboard” prevented dousing the fire directly. Reporting has indicated that two of the containers burning contained hazardous materials identified as potassium amylxanthate.

  • China Is Redrawing The World’s Energy Map

    China’s outsize energy needs and its reliance on overseas suppliers have underpinned its foreign policy for decades. Now those needs are changing. The planet’s largest oil and coal importer wants to become greener and more self-reliant and has already taken strides toward those goals. The shipping world needs to pay attention.

    By 2060 the world’s second-largest economy aims to transform its power generation mix from roughly 70% from fossil fuels today to 90% from renewable sources such as wind and solar, as well as hydro and nuclear power, according to BloombergNEF’s China Policy Bulletin in April. That will cut its reliance on resource-rich jurisdictions and on sea lanes controlled by other states. In fact, Beijing’s dominance of battery materials and production may leave the rest of the world uncomfortably dependent on China in the green economy. The Western response—including U.S. government spending on technology research, mining, and processing and a European effort to build up supply chains and recycling capacity—is just beginning.

    Energy security, always a worry for China, gained more attention after the Sino-Soviet split in the 1960s ended the supply of Soviet crude. It became a bigger priority when China became a net oil importer in the 1990s. Last year, China accounted for roughly a sixth of global oil consumption. Just over 70% of that came from overseas. Oil and gas from Chinese-held investments abroad satisfied less than a fifth of its domestic demand, and much of that fuel travels through chokepoints like the Straits of Malacca that are vulnerable to a naval blockade, in Beijing’s eyes.

    President Xi Jinping’s focus on net-zero emissions by 2060 is, yes, an effort at climate leadership from the world’s largest greenhouse gas producer and a recognition of the importance of environmental goals. But diversifying China’s energy sources and increasing efficiency are valuable aims for reasons that are geostrategic, too. The 14th Five-Year Plan earlier this year paired green ambition with a focus on economic recovery and security, with references to the efficient use of coal, the expansion of oil and gas stockpiles, and exploration at home. Beijing has sought to build up its Strategic Petroleum Reserve. The move away from hydrocarbons is a shift toward alternatives where Beijing has a tighter grasp of the supply chain.
    New sources of conflict may emerge, too. Hydropower was a key plank of the 2060 plan to hit carbon neutrality. Damming rivers is a quick way to produce clean energy, and China already accounts for more than a quarter of the world’s total hydropower capacity. But China’s position upstream on crucial waterways like the Mekong or the rivers that flow off the Tibetan plateau could become a problem for its downstream neighbors.

    While it’s unclear if a more confident and independent China will behave differently on the global stage, Beijing has prepared for the future of energy. So should the rest of the world.

  • China Installs World’s Largest Offshore Wind Converter Station

    China Three Gorges Corporation (CTG) RUDONG offshore wind converter station.

    The installation of the world’s largest offshore converter station is being hailed by China Classification Society (CCS) as a milestone in the development of deep-water wind power.

    CCS says the facility effectively addresses the challenges of large capacity and long-distance power transmission presented by offshore wind farms. RUDONG is the first offshore ±400 kV wind power flexible DC transmission project in China. The station will be used to collect 1,100 MW of electric energy from three windfarms in the JIANGSU RUDONG project in China’s Yellow Sea.

    The station will then convert the electricity into DC power and transmit it onshore, a distance of around 100km, the longest transmission length in China, via a submarine cable. When the project is fully operational it will be able to provide 1.36 million households with their annual electricity consumption, helping China to move closer to its ‘3060’ double carbon reduction target. Compared with coal-fired power plants, the JIANGSU RUDONG windfarms project, can save about 740,000 tons of standard coal and reduce about 1.83 million tons of carbon dioxide per year.

  • Watch: U.S. Navy Tracks Spherical-Shaped UFO Off California – gCaptain

    Watch: U.S. Navy Tracks Spherical-Shaped UFO Off California

    An investigative filmmaker has released unclassified U.S. military footage showing a spherical-shaped UFO as seen by U.S. Navy personnel off the coast of California.

    The footage was recorded by the Combat Information Center on board USS Omaha in July 2019 in a restricted warning area off the coast San Diego and captured by Night Vision and FLIR technology. Now unclassified, it was released by Jeremy Corbell, who first provided details and still images of the incident back in May. Corbell published the video on Friday.

    This footage was filmed in the CIC (Combat Information Center) of the USS Omaha on July 15th 2019 in a warning area off San Diego. This footage depicts a UAP event series that reached a crescendo with one of the unknown targets entering the water. No wreckage found. None of the unknown craft were recovered,” Corbell explained in the original blog post on the Extraordinarybeliefs.com.

    UAP is short for Unidentified Aerial Phenomena. In the video, you can hear military personnel comment as they track it across the water.

    Whoa, it’s getting close,” said one person. Seconds later, the object disappears into the water. “Whoa, it splashed!”.

  • Suez Canal Authority Allows Three Crew Members to Leave Ever Given – gCaptain

    Ship Ever Given, one of the world’s largest container ships, is seen in Great Bitter Lake after it was fully floated in Suez Canal, Egypt March 29, 2021.
    REUTERS/Hayam Adel

    The Suez Canal Authority has granted permission for three crew members of the Ever Given to be relieved as to their contracts expire, the ship’s technical manager Bernhard Schulte Shipmanagement (BSM) has confirmed.

    BSM gave its latest update today on the status of the vessel and the 25 Indian nationals who remain on board. According to the update, all on board are “safe, in good health and good spirits,” with full internet access to communicate with their families. The vessel is also fully stocked with food, “including 20 days of fresh fruit and vegetables, and a resupply of fresh drinking water” that was completed on April 17. All crew wages have also been paid in full.

    Day-to-day operations on board the Ever Given are continuing with the crew conducting routine fire and safety drills alongside on-going planned vessel maintenance.

    At the time of the ship’s grounding, all crew members on board were within the terms of their contracts, BSM said. “However, delays in allowing the vessel to depart mean that three crew members are now due to be relieved,” and the Suez Canal Authority has granted requests to allow the overdue crew to depart the vessel, BSM said.

    “Minimum safe manning standards for the vessel will be maintained at all times and crew members who depart the vessel are being relieved,” BSM said.

  • Canal de Suez : l’Egypte réclame 900 millions de dollars au propriétaire de l’« Ever-Given »

    Le propriétaire japonais, Shoei Kisen, est en négociations avec l’Egypte sur la facture d’un montant de 900 millions de dollars (environ 750 millions d’euros). Le destin de l’« Ever-Given », actuellement dans le Grand Lac Amer, se joue « désormais sur le terrain juridique ».

    Selon l’Autorité du canal de Suez (SCA), l’Egypte a perdu entre 12 et 15 millions de dollars par jour lors du blocage du canal par ce porte-conteneurs.

    Le propriétaire japonais du porte-conteneurs qui avait bloqué le canal de Suez a confirmé, mercredi 14 avril, être en négociations avec les autorités égyptiennes, qui lui réclament 900 millions de dollars pour laisser repartir le bateau, qui a été saisi.

    L’Ever-Given, d’une capacité de 200 000 tonnes, s’était échoué le 23 mars, bloquant le trafic du canal, qui concentre plus de 10 % du commerce mondial, avant d’être renfloué, le 29 mars, avec l’aide d’experts internationaux. Lundi, le quotidien gouvernemental égyptien Al-Ahram révélait que l’Egypte réclame 900 millions de dollars de dédommagements (environ 750 millions d’euros). Le destin du bateau se joue « désormais sur le terrain juridique », a affirmé, mercredi, le porte-parole du propriétaire, Shoei Kisen.

    Selon l’Autorité du canal de Suez (SCA), l’Egypte a perdu entre 12 et 15 millions de dollars par jour de fermeture du canal, emprunté par 19 000 navires en 2020, soit une moyenne de 51,5 navires par jour. Figurant parmi ses principales sources de revenus, le passage a rapporté environ 5,7 milliards de dollars au Caire en 2019-2020.

    Compenser les pertes engendrées
    Lundi soir, le chef de la SCA avait fait état à la télévision publique de « négociations » en vue d’obtenir des dédommagements pour le préjudice subi. L’Egypte n’a commis « aucune erreur » dans cet incident, selon lui, faisant porter la seule responsabilité au navire. « Les négociations se poursuivent, il y a encore beaucoup de points [d’achoppement] avec l’entreprise et l’assurance », à commencer par la « somme », avait affirmé l’amiral Osama Rabie.

    « Le navire [battant pavillon] panaméen Ever-Given a été saisi en raison du non-paiement de la somme de 900 millions de dollars (…) en vertu d’un jugement rendu par le tribunal économique d’Ismaïlia », a-t-il dit. Le montant correspond, selon la même source, aux « pertes engendrées par le bateau à la SCA, outre son renflouement et les opérations de maintenance ».

    Plus de 400 navires avaient été bloqués au nord et au sud de l’isthme durant six jours, formant de gigantesques embouteillages qui ont mis plusieurs jours à se résorber.

    • (SCA), l’Egypte a perdu entre 12 et 15 millions de dollars par jour de fermeture du canal

      15 millions x 10 jours, ça fait 150 millions, pas 900 ; même en comptant qu’il y a 300 millions de frais pour la remise a flot - et encore, je sais pas qui a payé - on est loin du compte ; ils se mouchent pas du coude les Egyptiens. Mais belle prise, c’est sûr ; c’est un gros poisson :-p

    • Ever Given Updates from the Ship Manager - Ship Arrest ’Extremely Disappointing’ – gCaptain

      April 14 Update: ABS Clears Ever Given for Passage to Port Said, Ship Arrested
      Bernhard Schulte Shipmanagement (BSM) as the technical managers of the containership EVER GIVEN (IMO: 9811000), can confirm that extensive inspections from the American Bureau of Shipping (ABS) as the vessel’s classification society, which included underwater inspections have been concluded.

      Based on these thorough inspections, the vessel has been declared suitable for onward passage to Port Said where she will be assessed again before departing for Rotterdam.

      However, BSM has been informed by the vessel’s owner that the Suez Canal Authority (SCA) began arrest procedures against the vessel. Currently, the vessel remains anchored in Great Bitter Lake until an agreement between the SCA and the vessel’s owner has been reached.

      The SCA’s decision to arrest the vessel is extremely disappointing. From the outset, BSM and the crew on board have cooperated fully with all authorities, including the SCA and their respective investigations into the grounding. This included granting access to the Voyage Data Recorder (VDR) and other materials and data requested by the SCA. BSM’s primary goal is a swift resolution to this matter that will allow the vessel and crew to depart the Suez Canal”, says Ian Beveridge, CEO of BSM.

      The crew on board remain in good health and good spirits, fulfilling their duties to the highest of standards. BSM is in regular contact with the crew and has offered support to the seafarers’ families. The crew’s continued professionalism and resilience during this period is greatly appreciated.

  • Golden Ray Wreck Removal Returns to Stubborn ’Section Seven’ as Operation Drags On – gCaptain

    U.S. Coast Guard inspectors from Marine Safety Unit Savannah survey the Barge Julie B and Section Two, with cars still inside, during an inspection on Monday.
    St. Simons Sound Incident response photo.

    If you want to know how bad the Ever Given situation in the Suez Canal could have got, look no further than the MV Golden Ray in the United States.

    The car carrier had some 4,200 vehicles on board when it lost stability near the Port of Brunswick in September 8, 2019 and it remains overturned on a sandbar in St. Simons Sound, Georgia, where crews continue work to cut up and remove the wreck section by section. With the exception of a limited number of vehicles and the sections that have already been removed, all of the cars remain inside the ship’s holds.

    In the latest update from incident command, crews have returned to tackle the cutting of “Section Seven” which they had previously abandoned to work on another section of the wreck. Section seven contains the ship’s engine room and has so been the hardest to cut.

    Over the wreck is the VB-10000, a giant heavy lift catamaran that has been equipped with a chain used to cut through the ship’s hull in seven places, separating the wreck into eight sections. Once separated, the VB-10000 lifts the section onto a barge for sea fastening and transportation to a recycling facility in Louisiana. All the work is being conducted inside a constructed Environmental Protection Barrier to prevent the spread of pollution. Oil spill response vessels respond to oil sheens and debris on the water around the wreck site, while survey teams also assess the shoreline. All are part of a multi-layer approach for observing, surveying, documenting and mitigating any releases of oil or debris during cutting and lifting operations.
    Unlike the Ever Given situation, the Golden Ray is not blocking the shipping channel and the Port of Brunswick is not a critical global choke-point like the Suez. Canal. But it just goes to show how complicated (and lengthy) salvage and wreck removal can get especially considering the Golden Ray is only about half the size of the Ever Given.

    Responders recover debris inside the Environmental Protection Barrier (EPB) as weight-shedding operations on Section Three and VB-10000 rigging operations on Section Seven of the Golden Ray wreck continue on Monday.
    St. Simons Sound Incident response photo.

  • Italy approves new decree to keep cruise ships out of Venice lagoon | Reuters

    FILE PHOTO: MSC Magnifica cruise ship passes in the Giudecca Canal in Venice, Italy June 9, 2019.
    REUTERS/Manuel Silvestri/File Photo

    Italy’s government has ruled that large cruise ships and container vessels must not pass close to Venice’s historic centre and should instead dock in a different location to preserve the famed lagoon.

    A decree approved late on Wednesday called for public consultations on building a terminal outside the lagoon where passenger vessels over 40,000 tons and container ships can berth without passing in front of Saint Mark’s square.

    In the meantime, large boats must dock at the industrial Marghera Port, far from the Grand Canal.

    Anyone who has visited Venice in recent years has been shocked to see these ships, hundreds of metres long and as tall as apartment buildings, passing through such fragile places,” Culture Minister Dario Franceschini said on Thursday.

    Venice residents have been urging governments for years to ban large ships from the lagoon and concerns were heightened after the Costa Concordia, a 114,500 tonne liner, sank off the Tuscan island of Giglio in 2012, with the loss of 32 lives.

  • Carriers Warned Against Price Gouging Shippers with Suez Chaos – gCaptain

    FILE PHOTO: Containers are seen at the Yangshan Deep-Water Port in Shanghai, China October 19, 2020.
    REUTERS/Aly Song/File Photo

    Ocean carriers have been warned not to take advantage of the capacity crunch resulting from the Suez blockage to “price-gouge” their customers.

    Following reports that shipping lines are predicting increases in spot rates and new surcharges due to the disruption, James Hookham, secretary general of the Global Shippers’ Forum (GSF), warned shippers “to be wary of this signalling of future prices and of demands for new surcharges”.

    He said: “This incident was not our [shippers’] fault and reasons why customers should be expected to pay extra, on top of record shipping rates, for goods delivered late and for reasons ultimately of the industry’s own making, should be challenged.

    The shipping industry is reminded that Suez is a canal in Egypt, not an excuse to price-gouge your customers.” he added.

    Meanwhile, carriers are busy recalculating the ETAs for their North Europe-bound vessels affected by the six-day canal blockage in an effort to mitigate port congestion.

    The backlog of some 350 vessels waiting to transit the waterway is expected to be cleared by this weekend, however, the arrival of delayed containerships into North Europe could coincide with vessels re-routed via the Cape of Good Hope.

    THE Alliance partners diverted four eastbound and two westbound sailings via Africa during the Suez Canal closure, 2M partners Maersk and MSC re-routed six eastbound and seven westbound and the Ocean Alliance re-directed four eastbound and four westbound ships.

    Moreover, The Loadstar understands this morning that alliance partners are also considering reducing the service speed of vessels “past the point of no return” in the voyage via the Cape to “allow some breathing space” for the arrival of cargo on delayed ships now en route through the canal.

    North Europe’s container hubs have been struggling to cope with the unrelenting flow of imports from Asia for almost a year. Hapag-Lloyd said yesterday the congestion in most European ports was “leading to persistent and extreme delays”.

    At Antwerp, the carrier advised, it was implementing a “seven-day cargo opening rule” – which effectively means it would not accept any export containers more than seven days prior to the vessel’s confirmed ETA at the PSA terminals.

    Data from the supply chain visibility company, project44, estimates the retail value of goods caught up in the Suez Canal blockage at over $83bn.

    The industry is bracing for the next phase of the crisis – a race to the ports around the world,” it said. “Just because your cargo is moving again doesn’t mean you can breathe easy. Understanding and monitoring port congestion over the next few weeks will inform us how large the shockwaves from this incident are going to be.

    And the impact on the supply chain will be felt more severely when carriers are obliged to blank sailings from Asia next month, a knock-on effect of ships being delayed at the canal.

    According to one forwarder source, there are already big gaps opening in carrier export options ex-China from mid-April, with carriers admitting that there is no tonnage available to plug the gaps.

    Indeed, a customer advisory from Maersk today warned shippers of a loss of capacity of “20%-30% over multiple weeks”.

    • … quelques conséquences des 6 jours de blocage du canal, dans un transport maritime déjà au bord de la surchauffe, le blocage déclenche une véritable réaction en chaînes :

      • déroutement par le Cap d’une partie des navires en attente -> délais
      • de l’ordre de 350 navires en attente de franchissement du canal
      • saturation des ports de destination (Europe) -> délais extrêmes et persistants
      • du fait des différents retards, manque de navires pour embarquer le fret au départ de la Chine

      au passage, une estimation de la valeur totale des marchandises impliquées dans le blocage : 83 Mds $

    • End of Suez Snarl Marks Beginning of New Stress on Global Trade – gCaptain

      FILE PHOTO: Containers are seen aboard the CSCL Mercury at the Port of Felixstowe, in Felixstowe, Britain, November 17, 2020.
      REUTERS/Peter Cziborra/File Photo

      Now removed from the Suez Canal’s main channel, the Ever Given leaves in its wake several weeks or months of disruptions across a world economy where the pandemic revealed both the sturdy backbone of global trade and an Achilles’ heel.

      It’s not a cork-out-of-a-bottle moment,” said Peter Aylott, director of policy at the U.K. Chamber of Shipping. “We could still be days away from the canal being completely free.

      The canal reopening kicks off a new wave of stress on supply chains — the intertwined network of ships, ports, trucks, trains, and warehouses that shuttle products from a factory on one side of the planet to a retail shelf or production line on the other. A surge in e-commerce means even greater consumer demand for speed, putting added strain on transportation and boosting freight rates to record highs.

      Even a temporary clog in a major artery like the Suez is problematic because the world’s nearly 6,000 container ships run on schedules, with a finite number of steel boxes to go around. They can’t be repositioned to where demand pops up or quickly shifted away from regions where economic activity is slow. Capacity can be tweaked by adjusting the speed of vessels but also with a blunter tool: canceling sailings that aren’t possible anymore or aren’t economically viable. The Suez incident may unleash plenty of those.

      That leaves the owners of cargo — and all the logistics industries handling imports and exports — at the mercy of the container carriers.

      Are Shipping Containers Toppling Dominoes?
      The metaphorical dominoes have already been toppled,” said Lars Jensen of SeaIntelligence Consulting. “We will continue to see the unfolding of congestion issues in Europe as the cargo arrives, blank sailings resulting from the severe delay of many vessels, as well as a deterioration of the equipment situation.

      In the near term, ports from Europe to Asia are bracing to be inundated with goods held up near Egypt for almost a week.

      The Port of Rotterdam, Europe’s largest seaport, late last week counted 59 container ships ensnared in the Suez congestion that were headed its way, though it wasn’t possible to estimate when they’d arrive. In Spain, ports in Algeciras, Barcelona and Valencia were reviewing revisions to arrival schedules and preparing contingency plans for more working hours to handle the unpredictable flow of ships.

      The disruption spreads well beyond container shipping: scores of oil, gasoline, natural gas and other tankers and vessels were halted by the blockage, stunting normal supply and delivery routines across the energy and chemical sectors. Before the Ever Given ran aground, about 2 million barrels of crude and petroleum products transited the canal every 24 hours.

      Strained Ports
      In the near term, the traffic jam may hamper efforts by European gas buyers to restock inventories eroded by winter demand. That may present U.S. gas exporters with an opportunity to grab market share, said Andy Weissman, chief executive of EBW Analytics.

      Freight rates for bulk ships used to haul grains and metal may also remain elevated. The Baltic Dry index recently hit an 18-month high amid strong Chinese corn and soybean buying, and growing metal demand.

      Meanwhile, a Chinese logistics executive warned that the impact on global trade could linger as backlogs in Europe worsen.

      One Ship Vs One 747
      Ports are already struggling to handle normal shipping volumes because of the pandemic, and now they’ll need to cope with many delayed vessels all arriving at once or in quick succession, said Max Wei, general manager of international business at Speedaf Logistics Ltd.

      Under the best-case scenario, it will take a month of more to work through the congestion, he said.

      With ocean freight maxed out, importers are looking for other modes even if they are more expensive.

      Vivian Lau, a Hong Kong-based logistics executive, said the surge in demand for air freight is set to continue even after the Suez logjam clears. Online shopping and the scarcity of available containers are among reasons why sellers and buyers will continue to scramble.

      Over the weekend I was up trying to find a few 747s,” said Lau, vice chair and group chief executive officer of Pacific Air Holdings. “I was able to find one, I wasn’t able to find a few.

      In a sign of that demand, Abu Dhabi’s Etihad Airways will temporarily convert a fifth Boeing Co. 777-300ER jetliner to cargo duty.

      While the squeeze on air freight was already happening without the Suez blockage, Lau sees another legacy from the past week’s events: more debate on reshaping supply lines.

      You can’t just sit in one part of the world assuming that things are going to be running like clockwork and you don’t need to keep any inventory because they will arrive ‘just in time’,” she said. “The Suez Canal blockage is just another reminder.

      Is Rail An Alternative To Ships?
      Sigrid Nikutta, a DB Cargo management board member, said rail offers another option when barriers arise.

      During Covid, we have seen that trains can go through borders where roads were closed and we see this at the moment, when the seaway is closed trains can go on,” she said Monday in an interview with Bloomberg Television.

      The Suez-related turmoil may ripple beyond Europe and Asia.

      Charlotte, North Carolina-based Premier Inc. helps more than 4,000 hospitals manage purchasing and supplies. Last year, huge increases in demand caused shortages for items like gloves, gowns and masks. While crisis-level shortages have abated, it left U.S. hospitals and suppliers with less inventory on hand and more sensitive to fresh hiccups in the supply chain.

      For many, many, many products, there is no safety stock in the channel,” said David Hargraves, Premier’s senior vice president of supply chain.

      The Suez backlogs are just the latest in a series of cascading events that will delay a key input to plastic medical gear: resins. The company has warned member hospitals to prepare for “a higher number of shorter duration or sporadic shortages,” Hargraves said.

    • Convoys Resume as Suez Canal Races to Clear Huge Backlog of Ships – gCaptain

      Members of security forces ride on a patrol boat as a ship is seen after sailing through Suez Canal as traffic resumes after a container ship that blocked the waterway was refloated, in Ismailia, Egypt, March 30, 2021.
      REUTERS/Hanaa Habib

      ISMAILIA, Egypt, March 30 (Reuters) – The Suez Canal expects 140 ships to pass on Tuesday after the freeing of a container ship stranded for nearly a week allowed it to reopen, but experts warned that disruptions to globalshipping and at ports could take months to resolve.

      The blockage threw global supply chains into disarray, threatening costly delays for firms already wrestling with COVID-19 restrictions, and nearly doubled rates for oil product tankers.

      Shipping convoys through the canal resumed on Monday evening after tugs pulled the 400-meter-long (430-yard) Ever Given containership free from the spot where it became wedged amid high winds on March 23.

      We want to reaffirm in a clear message to the world that everything is back to the way it was,” Egyptian President Abdel Fattah al-Sisi told reporters on Tuesday from a platform on the canal, as container ships passed behind him.

      The Ever Given’s grounding across a southern section of the canal forced a halt to all traffic, leading to a build-up of 422 ships at either end of the canal and along its course.

      Suez Canal Authority chairman Osama Rabie said 95 ships would pass by 1900 local time (1700 GMT) on Tuesday and a further 45 by midnight, reasserting that he hoped the build-up would be cleared in three to four days.

      We’ll work day and night and God willing we’ll get it done in the shortest time possible,” Rabie said.

      Knock-on effects to global shipping and at ports could take much longer to disentangle.

      Though the build-up around the Suez Canal might be cleared in four to five days, it could take several months to deal with backlogs at ports, Jan Hoffmann, an UNCTAD expert on logistics, told a briefing.

      Shipping group Maersk has also said disruptions to international shipping could last for months.

      About 15% of global shipping traffic moves through the canal. The estimated value of the cargo that had been held up by its closure was $89 billion, Hoffmann said.

      Sisi said the Ever Given’s grounding had drawn attention to the importance of the waterway, which is the shortest shipping route between Europe and Asia.

      We didn’t hope for something like this, but fate was doing its work. It showed and reaffirmed the reality and importance” of the canal, Sisi said as he greeted staff on a visit to the Suez Canal Authority in Ismailia.

      In light of all the talk about alternatives and things of that kind – no, this is a global facility for international trade.

      Rabie has said the SCA will look at giving discounts to shippers affected by the stoppage.

      We need to study it in the right way because the number of ships is large, including ships that waited for one day, ships that waited for two days, and ships that waited for three days or four days — not all of them will take the same percentages,” he told a news conference late on Monday.

      He also said the canal was reinforcing its technical capabilities by bringing in more tug boats and dredging machinery.

      Rabie has suggested that the weather and human error could have played a role in grounding the Ever Given.

      On Tuesday, investigators boarded the ship, which is in a lake that separates two sections of the canal, according to a canal source and a shipping agent who did not give further details.

      The incident is expected to give rise to flurry of insurance claims, though the Japanese owner of the Ever Given said it had not received any claims or lawsuits over the blockage.

  • Maersk Containership Broken Down in the Pacific Ocean – gCaptain

    MV Maersk Eureka.
    File Photo: MarineTraffic.comRiBor

    An ocean-going tug from Dutch Harbor, Alaska has arrived at a Maersk containership which has been been broken down for more than two weeks in the Pacific Ocean.

    As of the latest update, the ship was currently located some 650 miles off Dutch Harbor, AK.

    Maersk reports that the MV Maersk Eureka was forced to shut off its main engine back on March 12 to replace a damaged fuel pump as it was en route to Long Beach. While the vessel was initially able to continue its voyage, the main again had to be shut off again on March 14 and the 366-meter-long ship has been adrift ever since as crews fear restarting the engine could cause further damage.

    An update from Maersk on Tuesday said the tug is now with the vessel and Eureka’s cargo remains stable and secure. As of an earlier March 22 update, all reefer (refrigerated) containers were with power.

    The tug arrived over the weekend with an engineering team and repair parts. Maersk said it expects a progress report from the team on Wednesday, at which point it will have a better indication of when the ship will arrive in Long Beach.

    For now, repairs are expected to continue and weather remains favorable as Maersk continues with its contingency plan.

    Built in 2012, Maersk Eureka has a cargo capacity of 13,100 twenty-foot equivalent containers and is registered in Singapore.

    The vessel is operated on Maersk’s Transpacific 3/MSC’s Sequoia service connecting Ningbo and Shanghai, China with Long Beach, although AIS shows the Eureka last departed Yokohama, Japan, on March 6. 

    The Maersk Eureka incident is now at least the third involving a Maersk ship in as many months on the trans-pacific. Previously, Maersk Essen and Maersk Eindenhoven each lost hundreds of containers overboard after encountering severe weather during recent voyages across the Pacific in January and February, respectively.

    Late last year, on December 20, the 370-meter-long Maersk Elba became disabled just off Portugal’s southern coast following an engine room fire. The ship was two miles off the coast when it anchored and she was eventually towed to Algeciras, Spain.

  • Suez Canal blockage – marine insurance claims | AGCS

    The grounding of an ultra large container ship in the Suez Canal brought traffic on the central shipping route between Europe and Asia to a standstill for almost a week before it was freed. In this Q&A, AGCS Global Head of Marine Claims, Régis Broudin, looks at some of the potential implications that the incident could have for marine insurance claims.

    Le déblocage du canal de Suez tourne une page du feuilleton de l’#Ever_Given, place maintenant aux innombrables épisodes à venir pour la résolution du contentieux assurantiel…

    Le lien ci-dessus donne un petit aperçu par un spécialiste du risque industriel (du groupe Allianz).

    Le tout premier développement est : l’armateur va-t-il lancer la procédure d’#avarie_commune (#general_average) ? Procédure qui répartirait sur l’ensemble des propriétaires des marchandises transportées les coûts induits par l’incident. Rappel : le navire peut transporter jusqu’à 20 000 conteneurs…

    Et dans les questions récurrentes, on peut même aller jusqu’à parler de running gag, celle de l’#assurabilité des porte-conteneurs.

    déjà quelques entrées ici, suivre les hashtags.

    • The Suez Canal Blockage Is Over. Time to Add Up the Damages – gCaptain

      Stranded container ship Ever Given, one of the world’s largest container ships, is seen after it ran aground, in Suez Canal, Egypt March 26, 2021.
      REUTERS/Mohamed Abd El Ghany

      The Suez Canal may be open again, but the battle over damages from the waterway’s longest closure in almost half a century is just beginning.

      With cargoes delayed for weeks if not months, the blockage could unleash a flood of claims by everyone affected, from shipping lines to manufacturers and oil producers.

      The legal issues are so enormous,” said Alexis Cahalan, a partner at Norton White in Sydney, which specializes in transport law. “If you can imagine the variety of cargoes that are there — everything from oil, grain, consumer goods like refrigerators to perishable goods — that is where the enormity of the claims may not be known for a time.

      The giant Ever Given container ship was pried from the bank on Monday, and traffic through the canal — which connects the Mediterranean and the Red Sea — resumed soon after. The blockage began when the vessel slammed into the wall last Tuesday and was the canal’s longest since it was shut for eight years following the 1967 Six-Day War. The incident offered a reminder of the fragility of global trade infrastructure and threats to supply lines already stretched by the coronavirus pandemic.

      The Ever Given, which moved north from the southern part of the canal where it ran aground to the Great Bitter Lake, is being inspected for damage. Those checks will determine whether the vessel can resume its scheduled service and what happens to the cargo, Taiwan’s Evergreen Line, the ship’s charterer, said in a statement.

      Egyptian authorities were desperate to get traffic flowing again through the waterway that’s a conduit for about 12% of world trade and around 1 million barrels of oil a day.

      A backlog of hundreds of ships built up. There were 421 waiting to transit through the canal at 8:00 a.m. local time, according to Inchcape Shipping Services, a maritime services provider. The waterway usually handles around 50 a day, but will probably transit significantly more than that in the coming weeks.

      Coordinating the logistics of who gets to go through first and how that’s going to be sorted out, I think the Egyptians have quite a job on their hands,” John Wobensmith, chief executive officer of Genco Shipping & Trading Ltd., said Tuesday in an interview with Bloomberg Television.

      Leth Agencies, one of the main providers of Suez Canal crossing services, said 37 ships held up in the Great Bitter Lake exited the canal by 3:30 a.m. local time on Tuesday and 76 were scheduled to go over the rest of the day.

      South Korean shipper HMM Co. said the HMM Gdansk, one of the world’s largest container vessels and which can carry 24,000 20-foot boxes, was scheduled to transit through the waterway Tuesday after being held up since last week.

      It may take four days for traffic to return to normal, Suez Canal Authority Chairman Osama Rabie said at a Monday evening press conference. Earlier, a canal authority official said a week was more likely.

      Those assessments may be optimistic, according to Arthur Richier, an analyst at energy-intelligence firm Vortexa. Freight rates for the affected shipping routes are already rising due to the lower availability of tankers as some stay stuck and some take the longer route around the southern tip of Africa. Traveling via that route can add two weeks onto a vessel’s journey between Asia and Europe.

      It’s going to take them five or six days to clear up all the backlog of traffic,” Rustin Edwards, the head of fuel-oil procurement at shipping firm Euronav NV, said on a conference call on Tuesday. “You’re going to start seeing congestion at delivery ports when the ships that diverted and the ships that went through start arriving at the same destinations. It’s going to cause a bit of a headache for a lot of container companies for the next couple of weeks.

      The blockage will reduce global reinsurers’ earnings, which have already been hit by the pandemic, winter storms in the U.S. and flooding in Australia, according to Fitch Ratings. Prices for marine reinsurance will rise further as a consequence, it said. Fitch estimates losses may amount to hundreds of millions of euros.

      In a potential merry-go-round of legal action, owners of the goods on board the Ever Given and other ships could seek compensation for delays from their insurers. Those insurers for the cargo can in turn file claims against Ever Given’s owners, who will then look to their insurers for protection.

      Evergreen says Japan’s Shoei Kisen Kaisha Ltd. — the ship’s owner — is responsible for any losses. Shoei Kisen has taken some responsibility but says charterers need to deal with the cargo owners.

      Owner and Insurers of Ever Given Face Millions in Claims
      Evergreen’s legal adviser is Ince Gordon Dadds LLP, according to people familiar with the matter, who asked not to be identified because they aren’t authorized to speak to the media. London-based Ince Gordon Dadds and Evergreen declined to comment.

      An official at Shoei Kisen said the company hasn’t received any compensation claim yet. The firm is still examining what it is responsible for. The ship’s hull is insured through three Japanese companies.

      Responsibility for the giant ship’s grounding will be determined after an investigation, the Canal Authority’s Rabie said. He added that the canal authority isn’t at fault and that the ship’s captain — not the pilot — was responsible for the vessel.

  • Grounded ’Mega Ship’ Blocking Suez Canal in Both Directions – gCaptain

    An ultra-large containership is aground and blocking ship traffic in the Suez Canal.

    AIS data shows the MV Ever Given is stuck sideways towards the south end of the canal near Suez, Egypt, preventing ships from passing in either direction. Several tugs have been on scene for several hours working to dislodge the ship.

    Shipping agent GAC reports that the grounding occurred at 7:40 a.m. local time on Tuesday (March 23) at kilometer 151 after the vessel suffered a black out while transiting.

    It seems the Ever Given had just begun its transit of the waterway as part of a northbound convoy when the incident occurred.

    The 199,489 GT ship was fifth in the northbound convoy. None of the vessels before it were affected, but the 15 behind it were detained at anchorages waiting for the Canal to be cleared. The southbound convoy was also blocked,” GAC reported.

    An AIS screengrab from MarineTraffic.com shows the Ever Given’s position within the Suez Canal.

    At 400-meters-long and a little over 20,000 TEU capacity, the Panama-registered MV Ever Given is among the largest of so-called “mega ships”, aka ultra-large container vessels (ULCVs), currently in operation.

    The MV Ever Given is underway to Rotterdam from China.

    Today’s grounding recalls other groundings involving UCLVs in recent years. In February 2016, the 399-meter CSCL Indian Ocean, a 19,100 TEU containership, was stuck for five days after running aground on the Elbe River near the port of Hamburg. It took as many 12 tugs to refloat the ship. In another incident in the Suez Canal, the 21,000 TEU OOCL Japan grounded in 2017 following a mechanical failure, but was refloated within a few hours and its impact was minimal.

    Ultimately, how long the Ever Given remains stuck now depends on how hard aground she is and how favorable the tides are, or aren’t (tides on the south end can be range up to 1.9 meters). Whichever way it goes, we should know pretty soon considering the enormous importance of the waterway for global trade.

    via @fil

  • Un porte-conteneurs s’échoue et bloque le canal de Suez - Nice-Matin

    Un porte-conteneurs géant s’est échoué dans le canal de Suez après avoir été déporté par une rafale de vent, a annoncé mercredi la compagnie maritime qui l’opère, et le trafic maritime s’est arrêté sur l’une des routes commerciales les plus fréquentées du monde.

    • analyse de la situation de l’Ever Given


      Je reprends ici mes différentes réponses à ce tweet :
      #1 - Causes :
      J’ai pas d’info, mais d’expérience, une erreur humaine est très peu probable (rien ne l’indique ici). L’environnement ne peut pas créer ça tout seul. Il ne reste qu’un problème mécanique.
      Ça impliquerait que le contrôle de la manœuvre du navire soit perdue : soit avarie de barre, soit perte totale de la propulsion, soit un moteur (principal ou prop d’étrave) qui s’emballe de façon incontrôlée - rare).
      #2 - Dégâts au navire
      Ces bateaux sont costauds, et le bulbe (à l’avant) peut être écrasé sans couler le bateau. Les berges du canal ne sont pas rocheuses, d’ailleurs. Donc la coque va sûrement « pas trop mal » dans le sens où le bateau n’est pas coulé sur place.

      Par contre il est bien monté sur la berge (cf l’assiette, visible à la ligne de flottaison). Donc il est possible que certains apparaux de coque à l’avant soient touchés (prises d’eaux, etc). Si la réfrigération est bouchée par exemple, c’est vite la galère pour les moteurs.
      Plus grave : à la poupe, si les hélices ou le gouvernail se sont trop rapprochés de la berge ou du fond, ça pue. Notamment si on voile une ligne d’arbre ou une mèche. Ça peut signifier un passage au bassin rapidement après déchargement.
      #3 - situation des autres navires
      Le canal est fait pour gérer des zones d’attentes aux deux extrémités et le long de ses berges internes. Les bateaux vont donc accoster ou mouiller (et l’autorité du canal va donc facturer un max). Rien de bien inquiétant techniquement.
      #4 - évolution probables
      Il faut éviter à tout pris le déchargement sur place. D’abord parce que l’idée d’alléger le bateau pourrait le faire chavirer, et que ce n’est pas nécessaire. Ensuite parce qu’il n’y a pas d’infrastructures pour le faire.
      Il faudrait commencer par couler du béton armé sur les berges, puis faire venir d’immenses grues, et 10000 camions pour décharger. Ou tout faire par l’eau. Rien de simple.
      Le mieux est donc de contrôler l’étanchéité de la coque (par plongeurs et/ou de l’intérieur), de dégager le bulbe (coucou le ptit tractopelle), puis de procéder au déséchouage.

      Ce qui sera sûrement choisi, c’est une manœuvre ou l’on remorquera par le cul du navire, en tirant dessus avec un gros remorqueur, pendant que deux remorqueurs (minimum) seront en pousseurs sur l’avant de chaque bord, et un dernier en remorque inverse côté cul, pour freiner.

      Une fois déséchoué, j’imagine que le navire sera remorqué (avec ou sans aide de sa propre propulsion) vers l’extrémité du canal (Port Saïd).
      Là, des réparations et vérifications seront entreprises. Si besoin, des containers seront déchargés (si besoin d’une immobilisation longue)

      C’est sûrement le moment où la Suez Canal Authority procèdera à une très généreuse facturation (déjà qu’en temps normal, ça douille …). Le Canal est l’une des principales ressources du pays (surtout en ces temps de disette touristique).

      #5 - Plus grave ?
      Oui, toujours possible, même si rien ne l’indique encore. C’est déjà assez grave (et rare), mais ne sera pas un phénomène majeur pour le commerce mondial.
      Si le canal devait être bloqué plus d’une semaine par exemple, chacun d’entre nous devrait ressentir rapidement notre dépendance au canal (pétrole du Golfe et produits chinois en tout genre : tout passe par là !).
      Voilà. N’hésitez pas si vous avez d’autres questions !
      Ah et si vous voulez de l’accident plus grave, et plus débile (= impardonnable erreur humaine selon moi), n’hésitez pas à retrouver mon thread sur le Helge Ingstad ici :

    • À noter, en milieu d’après-midi, Le Monde (et d’autres médias) présentaient l’affaire comme étant en voie de règlement. On en trouve la trace dans la formulation initiale de l’adresse de l’article… (Le canal de Suez bloqué [plusieurs heures] à cause d’un cargo échoué en travers)
      et dans la formulation hybride du chapeau (_s’était retrouvé
      , plus que parfait)

      Le canal de Suez bloqué à cause d’un cargo échoué en travers

      Le porte-conteneurs «  Ever Given  » s’était retrouvé en travers du canal reliant la mer Rouge à la Méditerranée, bloquant toute circulation. Le retour à la normale n’était pas acquis en milieu de journée.

      L’article expliquait que le navire avait été amarré parallèlement à la berge.

    • Suez Canal Block: How to Dislodge a 200,000 Ton Ship From a Canal Wall - Bloomberg

      When you can’t shift a ship that’s stuck fast into the wall of a canal that’s vital to world trade, there’s only one thing to do: call the salvage guys.

      The Ever Given container ship — a 200,000-ton behemoth — has been blocking what is arguably the world’s most important waterway, the Suez Canal, since Tuesday morning.

      The struggle to dislodge it is now turning the world’s attention to the work of SMIT Salvage, a legendary Dutch firm whose employees parachute themselves from one ship wreckage to the next, saving vessels often during violent storms. The company is synonymous with some of the most daring naval salvages, including lifting a sunken Russian nuclear submarine in 2001, and removing fuel from inside the Costa Concordia cruise ship after it ran aground in Italy in 2012.

      SMIT, a unit of Royal Boskalis Westminster NV, is one of the companies appointed by Ever Given’s owner to help move the vessel. The first job will be to work out exactly how entrenched in the wall the ship is, said Boskalis spokesman Martijn Schuttevaer.

      A digger clears the area around the bow of the stuck Ever Given container vessel in the Suez Canal on March 25.
      Source: Suez Canal Authority

      It will be critical to inspect the vessel and how deeply it is lodged in the embankment,” Schuttevaer said. “The question is how solidly she has been grounded.

      The answer to that question will dictate what comes next. The salvors could have to find a way to lighten the vessel’s enormous weight so that it can be pulled to a less obstructive position. At the moment, it’s blocking the path of more than 100 vessels.

      The canal handles something like 10% of seaborne trade, spanning everything from finished goods to oil, gas, and dry-bulk commodities. And those cargoes aren’t flowing while the Ever Given is stuck.

      The process of making the ship lighter means removing things like the ballast water, which helps keep ships steady when they’re at sea. Fuel will probably have to be unloaded too, Schuttavaer said.

      The stuck Ever Given container ship in the Suez Canal on March 25.
      Source: Suez Canal Authority

      In a worst-case scenario, it could be that some of the carrier’s containers — usually filled with everything from furniture to televisions — may have to be taken off. How long that process lasts would depend on how much equipment is around to do the heavy lifting. It can often involve flying in helicopters to remove the crates one by one.

      SMIT was due to fly an 8-person team in at dawn Thursday local time to board and inspect the vessel and the grounding. A big part of the initial underwater assessment is how much the banks slope at that point in the canal. Japan’s Nippon Salvage Co. has also been hired to assist in the re-floating, according to a person familiar with the matter.

      Such teams are usually led by a salvage master, often a former captain or someone with knowledge of the industry, but can also include divers, welders and crane operators, according to Joseph Farrell III, director of business development at Resolve Marine, another company that offers salvage services. He declined to comment specifically on the Ever Given.

      Stern Test
      Pictures now seen across the globe of the vessel spread fully across the canal, point to the first major hurdle. It ran aground both at the front and at the back, almost perpendicular to the canal walls. That’s leaving very little room to simply tow it away from either end, SMIT says.

      For now, the focus is on dredging around the vessel. The canal authority has dispatched two of its dredgers, the Mashor and the 10th of Ramadan, to remove sand from underwater before rescuers attempt to pull it. From the shore, excavators are also working around the vessel. Western shipping experts who analysed photos of the Ever Given calculated that her protruding bulb was as much as 5 meters buried into the canal wall.

      The container vessel MV Ever Given blocks the Suez Canal on March 24.
      Source: Planet Labs Inc. via AP Photo

      Not everything in the grounding has been bad news. One thing that’s likely to make the process easier is that the ship has gotten itself stuck in sand, rather than rock. More malleable material around the Ever Given should make for a slightly smoother escape.

      There are already tug boats around the ship working to help with its removal, but with such a giant vessel, bigger ones with more horsepower are usually needed. Crews are hoping that periods of higher tide over the next few days will be conducive to helping free the Ever Given.

      Until then, the world’s commodity and maritime markets — and the world trade they serve — will be left hanging, waiting on the professionals to help shift a 200,000-ton ship.

      There’s only a few companies in the world that do what we do,” said Farrell. “It’s a challenge, the container ships are always the biggest jobs.

    • Suez Canal could be blocked for weeks by ’beached whale’ ship | Reuters

      A huge container ship blocking the Suez Canal like a “beached whale” may take weeks to free, the salvage company said, as officials stopped all ships entering the channel on Thursday in a new setback for global trade.

      The 400 metre Ever Given, almost as long as the Empire State Building is high, is blocking transit in both directions through one of the world’s busiest shipping channels for oil and refined fuels, grain and other trade linking Asia and Europe.

      Late on Thursday, dredgers were still working to remove thousands of tonnes of sand from around the ship’s bow.

      The Suez Canal Authority (SCA) said earlier that nine tugs were working to move the vessel, which got stuck diagonally across the single-lane southern stretch of the canal on Tuesday morning amid high winds and a dust storm.

      We can’t exclude it might take weeks, depending on the situation,” Peter Berdowski, CEO of Dutch company Boskalis, one of two rescue teams trying to free the ship, told the Dutch television programme “Nieuwsuur”.

      A total of 206 large container ships, tankers carrying oil and gas, and bulk vessels hauling grain have backed up at either end of the canal, according to tracking data, creating one of the worst shipping jams seen for years.

      The blockage comes on top of the disruption to world trade already caused in the past year by COVID-19, with trade volumes hit by high rates of ship cancellations, shortages of containers and slower handling speeds at ports.

      The world’s number one line A.P. Moller Maersk said it was considering diverting vessels around Africa’s Cape of Good Hope, adding five to six days to the journey between Asia and Europe. It said time-sensitive cargo could be sent on trains and airplanes, although no decisions had yet been made.

      The SCA, which had allowed some vessels to enter the canal in the hope the blockage could be cleared, said it had temporarily suspended all traffic on Thursday. Maersk said in a customer advisory it had seven vessels affected.

      Berdowski said the ship’s bow and stern had been lifted up against either side of the canal.

      Explainer: How a giant container ship is blocking the Suez Canal
      It is like an enormous beached whale. It’s an enormous weight on the sand. We might have to work with a combination of reducing the weight by removing containers, oil and water from the ship, tug boats and dredging of sand.

      Dredging work to remove 15,000-20,000 cubic metres of sand surrounding the bow continued after dark on Thursday, in coordination with the team from Boskalis subsidiary Smit Salvage, the SCA said.

      The dredging work, which began on Wednesday evening and has involved two dredgers, aims to return the ship to a draft of 12-16 metres at which it could be refloated, the authority said.

      (Graphic: Suez blockade - )

      Japanese shipowner Shoei Kisen apologised for the incident and said work on freeing the ship, which was heading to Europe from China, “has been extremely difficult” and it was not clear when the vessel would float again.

      Another official with knowledge of the operation said that was likely to take days. “If you end up in the scenario that you have to remove cargo then you are looking at a time consuming exercise,” he said, declining to be named.

      A higher tide due on Sunday may help the rescue efforts.

      However, the Egyptian meteorological authority is also warning of a “disruption of marine navigation” due to an expected sea storm on Saturday and Sunday, with winds forecast to reach up to 80 kph (50 mph) and waves up to 6 metres high along the Red Sea and the Gulf of Suez.

      Roughly 30% of the world’s shipping container volume transits through the 193 km (120 mile) Suez Canal daily, and about 12% of total global trade of all goods.

      Slideshow ( 5 images )

      Every port in Western Europe is going to feel this,” Leon Willems, a spokesman for Rotterdam Port, Europe’s largest, said. “We hope for both companies and consumers that it will be resolved soon.

      Consultancy Wood Mackenzie said the biggest impact was on container shipping, but there were also a total of 16 laden crude and product oil tankers due to sail through the canal and now delayed.

      The tankers were carrying 870,000 tonnes of crude and 670,000 tonnes of clean oil products such as gasoline, naphtha and diesel, it said.

      Russia and Saudi Arabia are the top two exporters of oil through the canal, while India and China are the main importers, oil analytics firm Vortexa said. Consultancy Kpler said the canal accounted for only 4.4% of total oil flows but a prolonged disruption would complicate flows of Russian and Caspian oil to Asia and oil from the Middle East into Europe.

      The impact on oil prices has been limited so far as the destination of most oil tankers is Europe, where demand is currently weaker due to a new round of lockdowns. [O/R]

      The deputy managing director of Germany’s BDI industry association, Holger Loesch, expressed concern, saying earlier shipping holdups were already affecting output, especially in industries depending on raw materials or construction supplies.

      About 16% of Germany’s chemicals imports arrive by ship via the Suez canal and the chief economist for the association of German chemicals and pharmaceuticals producers VCI, Henrik Meincke, said they would be affected with every day of blockage.

      The owner and insurers face claims totalling millions of dollars even if the ship is refloated quickly, industry sources said on Wednesday. Shoei Kisen said the hull insurer of the group is MS&AD Insurance Group while the liability insurer is UK P&I Club.

    • Canal de Suez : le navire débloqué ce samedi soir ? - Monde - Le Télégramme

      Le porte-conteneurs est bloqué depuis mardi dans le canal de Suez.
      Photo EPA

      Le navire qui empêche la navigation sur le canal de Suez depuis mardi pourrait être débloqué ce samedi soir, a déclaré son propriétaire.

      Yukito Higaki, le propriétaire du porte-conteneurs qui obstrue depuis mardi le canal de Suez, a dit avoir bon espoir que le navire soit débloqué dès ce samedi soir, alors que des jours voire des semaines étaient précédemment évoqués. « Nous sommes en train d’éliminer les sédiments, avec des outils de dragage supplémentaires », a déclaré vendredi Higaki, le président de la compagnie japonaise Shoei Kisen. Il a dit espérer un déblocage du Ever Given pour « demain (samedi) soir », c’est-à-dire dans la nuit de samedi à dimanche au Japon. « Le navire ne prend pas l’eau. Il n’y a aucun problème avec ses gouvernails et ses hélices. Une fois qu’il aura été renfloué, il devrait pouvoir fonctionner », a ajouté le dirigeant.

      10 % du commerce maritime international
      La société mandatée pour le « sauvetage » de l’Ever Given s’était auparavant montrée plus prudente, évoquant « des jours voire des semaines » pour assurer le déblocage du navire et la reprise du trafic sur le canal qui voit passer 10 % du commerce maritime international, selon des experts.

      Depuis mercredi, l’Autorité égyptienne du canal de Suez (SCA) tente de dégager ce navire de plus de 220 000 tonnes et d’une longueur équivalente à quatre terrains de football, coincé dans le sud du canal, à quelques kilomètres de la ville de Suez. Une opération menée vendredi par la SCA avec l’aide de remorqueurs « n’a pas réussi », a indiqué la Bernhard Schulte Shipmanagement (BSM), compagnie basée à Singapour qui assure la gestion technique du navire. « Deux remorqueurs (égyptiens) supplémentaires de 220 à 240 tonnes » doivent arriver d’ici dimanche pour une nouvelle tentative, selon cette société.

    • Mega-ship in Suez Canal moved ’80%’ in right direction

      The Ever Given was turned away from the bank of Suez Canal on Monday, raising hopes it could be soon be refloated

      la poupe a pu être dégagée, semble-t-il.
      il va falloir hâler fort en arrière pour dégager la proue (et le bulbe, bien planté…)

    • MV Ever Given Partially Refloated in Suez; Ship Still Blocking Canal – gCaptain

      Screen shot shows the position of the MV Ever Given following reports that the ship had been refloated. Taken Mar 23, 04:17 UTC.
      Credit: VesselFinder.com

      The giant container ship blocking the Suez Canal has been at least partially refloated, the first step toward getting one of the world’s most important trade arteries moving again.

      The Ever Given was successfully refloated at about 4:30 a.m. local time in Egypt and the vessel is currently being secured, maritime services provider Inchcape Shipping Services said in an email. It followed a new attempt to dislodge the ship involving 10 tug boats, according to the Suez Canal Authority.

      There was no immediate clarity on the crucial question of when traffic in the canal will restart. The ship has a damaged hull and it’s not clear how soon it will be able to clear the way for other vessels to pass.

  • L’Iran peut-être responsable de l’explosion sur un navire israélien, selon Israël
    Par Le Figaro avec AFP | 27 février 2021

    Le ministre israélien de la Défense Benny Gantz a estimé ce samedi que l’Iran pourrait être responsable de l’explosion qui a touché un navire israélien dans le golfe d’Oman.

    À lire aussi :Avec l’Iran en ligne de mire, Joe Biden imprime déjà sa marque au Moyen-Orient

    Le MV Helios Ray, un bateau israélien transportant des véhicules, effectuait le trajet entre Dammam, ville portuaire de l’est de l’Arabie saoudite, et Singapour, au moment de l’explosion jeudi au nord-ouest d’Oman, selon Dryad Global, une société spécialisée dans la sécurité maritime.

    « L’emplacement du bateau, relativement proche de l’Iran à ce moment, peut laisser penser qu’il s’agit des Iraniens mais c’est quelque chose qu’il faut continuer de vérifier », a déclaré Benny Gantz, interrogé sur la chaîne publique israélienne Kan. « C’est une première estimation qui prend en compte la proximité (avec le territoire iranien, ndlr) et le contexte, c’est ce que je pense ». (...)


    • la dépêche Reuters

      Explosion Reported on Car Carrier in Gulf of Oman – gCaptain

      M/V Helios Ray.
      Photo : MarineTraffic.com/Graham Flett

      A Bahamas-flagged ship, the MV HELIOS RAY, was hit by an explosion in the Gulf of Oman on Thursday, the United Kingdom Maritime Trade Operations (UKMTO) and a maritime security firm said on Friday.

      The cause of the explosion is not clear.

      Investigations are ongoing. Vessel and crew are safe,” the UKMTO’s advisory notice said, advising vessels in the area to exercise caution.

      The incident occurred at 2040 GMT, it said, but gave no details about a possible cause.

      Maritime security firm Dryad Global said the MV HELIOS RAY was a vehicle carrier owned by Helios Ray Ltd, an Israeli firm registered in the Isle of Man. The ship was en route to Singapore from Dammam in Saudi Arabia.

      A spokesman for Israel’s Transportation Ministry said it had no information about an Israeli vessel having been struck in the Gulf.

      A company with the name Helios Ray Ltd is incorporated in the Isle of Man. The ship was managed by Stamco Ship Management, Refinitiv ship tracking data showed. Stamco Ship Management declined to comment when contacted by phone by Reuters.

      Whilst details regarding the incident remain unclear it remains a realistic possibility that the event was the result of asymmetric activity by Iranian military,” Dryad said in a report on the incident.

      Refinitiv data shows the ship has set Dubai as its current destination.

      The U.S. Navy’s Bahrain-based Fifth Fleet said it was aware of the incident and monitoring the situation.

    • compagnie israélienne, domiciliée dans l’Île de Man, probablement armateur d’un seul navire, pratique usuelle de séparation des risques
      navire sous pavillon des Bahamas
      exploitant maritime : société grecque

      reste à savoir quel types de véhicule se trouvent à bord… peut-être exportation d’armes (véhicules blindés ou autres) ?

    • Israeli-owned vessel docked in Dubai after mysterious explosion | Conflict News | Al Jazeera

      Israeli-owned cargo ship Helios Ray, partially damaged by an explosion, is seen after it anchored in Dubai, UAE
      Ali Haider/EPA

      The hulking Israeli-owned MV Helios Ray sat at dry dock facilities at Dubai’s Port Rashid on Sunday. Although the crew was unharmed in the blast, the vessel sustained two holes on its port side and two on its starboard side just above the waterline, according to American defence officials.
      The Helios Ray discharged cars at various ports in the Gulf before making its way out of the Middle East towards Singapore. The blast hit as the ship was sailing from the Saudi port Dammam out of the Gulf of Oman, forcing it to turn to Dubai, in the United Arab Emirates, for inspection.

      Iranian authorities have not publicly commented on the ship. The country’s hardline Kayhan daily, whose editor-in-chief was appointed by Supreme Leader Ayatollah Ali Khamenei, alleged the Helios Ray was “possibly” on an “espionag_e” mission in the region, without offering any evidence to support the claim. The _Sunday report speculated the ship may have been “trapped in an ambush by a branch of resistance axis”, referring to Iranian proxies in the region.

      The cargo vessel was hit by an explosion in the Gulf of Oman while bound for Singapore
      Ali Haider/EPA

    • Israeli-owned ship in Dubai for assessment after explosion | Reuters

      An Israeli-owned ship hit by an explosion in the strategic Gulf of Oman waterway is seen after arrival at a port in Dubai, United Arab Emirates February 28, 2021.
      REUTERS/Abdel Hadi Ramahi

      An Israeli-owned ship hit by an explosion in the Gulf of Oman strategic waterway has arrived at a port in Dubai, where is it is due to be assessed in dry dock.

      The MV Helios Ray, a vehicle-carrier ship, was hit overnight between Thursday and Friday by a blast above the water line that a U.S. defence official said ripped holes in both sides of its hull.

      Israel’s defence minister on Saturday said that an initial assessment had found that Iran was responsible for the explosion. There was no immediate comment from Iranian officials.

      The blue and white ship is now berthed in Dubai’s Port Rashid, having sailed from its position off the coast of Omani capital Muscat, where the explosion occurred.

    • Examination of Israeli-owned ship indicates Gulf blast was caused by mines — TV | The Times of Israel

      The Israeli-owned cargo ship, Helios Ray, sits docked in port in Dubai, United Arab Emirates, Feb. 28, 2021.
      AP Photo/Kamran Jebreili

      Israeli officials increasingly believe explosion on vessel was operation by Iran’s Revolutionary Guard Corps, unsourced report says

      An examination of damage to an Israeli-owned cargo ship currently docked in Dubai indicates an explosion that hit it in the Gulf of Oman was caused by mines covertly attached to the ship, according to a Sunday TV report.

      Channel 13 news did not cite sources for the report, which contradicted earlier reported assessments in Israel that that blast was caused by missiles. An Israeli team is believed to be in Dubai to examine the ship following the suspected attack. The ship is undergoing repairs in Dubai.

      Limpet mines are a type of naval explosive that attach to targets using magnets. The report speculated that the mines could have been attached to the ship’s hull during a stop at a port and later set off.

      The network said that Israel increasingly believes a naval force from Iran’s Islamic Revolutionary Guard Corps was behind the attack. Channel 12 news raised the possibility that the explosion was the work of a commando team in a fast boat that attached explosives to the ship.

    • Nétanyahou menace l’Iran après l’attaque d’un navire de transport israélien en mer d’Oman

      Le premier ministre israélien, Benyamin Nétanyahou, a averti lundi 1er mars que son pays « frappera[it] » l’Iran « partout dans la région », après avoir accusé Téhéran d’être à l’origine d’une explosion à bord du cargo Helios-Ray, navire israélien qui bat pavillon des Bahamas.

      « Il est clair que c’est un acte iranien. Et pour ce qui est de ma riposte, vous connaissez ma politique. L’Iran est le plus grand ennemi d’Israël et je suis déterminé à l’arrêter et nous allons le frapper partout dans la région », a déclaré M. Nétanyahou lors d’une interview à la radio, après des frappes nocturnes attribuées à Israël contre des éléments pro-iraniens en Syrie voisine.

      « Plus important encore, l’Iran n’aura pas l’arme nucléaire, que ce soit dans le cadre d’un accord ou sans accord. C’est ce que j’ai dit à mon ami, le président [américain Joe] Biden », a ajouté le chef du gouvernement israélien, actuellement en campagne pour les législatives du 23 mars.

      « Nous rejetons fermement cette accusation », car « la source de cette accusation est elle-même la moins crédible qui soit, ce qui en montre l’invalidité », a déclaré le porte-parole du ministère des affaires étrangères iranen, Saïd Khatibzadeh, dans une conférence de presse à Téhéran.

  • U.S. Navy Reports COVID-19 Outbreaks on Two Bahrain-Based Ships – gCaptain

    A U.S. Navy MH-60S Sea Hawk assigned to Helicopter Sea Combat Squadron 23 flies around the amphibious transport dock ship USS San Diego (LPD 22), January 14, 2021. U.S. Navy Photo

    The U.S. Navy is responding to COVID-19 outbreaks aboard two of its ships based in Bahrain.

    In a statement, the U.S. 5th Fleet said about a dozen service members aboard the USS San Diego (LPD 22) tested positive for COVID-19, while the USS Philippine Sea (CG 58) has identified several persons under investigation.

    pas vraiment de surprises dans les rebondissements de cette nouvelle saison…