Average of 1679 containers are lost at sea each year.
The World Shipping Council has released a new report detailing an estimate of the number of containers that are lost at sea, aiming to dispel the myth that as many as 10,000 boxes are lost each year.
The WSC report looks at container losses in the years 2011 through to 2013 and follows on from a similar report covering 2009/10.
When combining the results from both surveys, the WSC estimated that on average 546 containers are lost each year, not including catastrophic events.
If catastrophic events, such as the MOL comfort casualty, are included, the annual average increases to 1679 containers.
WSC president and chief executive Chris Koch said: “Every container loss is one the industry would like to avoid.
“While nobody can eliminate the challenges of bad weather or the risk of vessel casualties at sea, care and co-operation amongst all those who pack, handle, weigh, stow and secure containers is needed to improve safety.”
The report is based on a survey of shipping line members of the WSC, which the council said account for 86% of the 2014 global containership capacity.
The WSC said it was assumed the container loss rate would be the same for the 14% of the industry that is not a member of the WSC or is a member but did not respond.
For 2011, 2012 and 2013, the WSC estimates show that 733 containers were lost on average in each of these three years when not counting catastrophic events.
When catastrophic losses are included, the average annual loss for the period was approximately 2683 containers.
“This larger number is due primarily to two factors: the complete loss in 2013 of the MOL Comfort in the Indian Ocean and all of the 4293 containers on board – the worst containership loss in history – and, in 2011, the grounding and loss of Rena off New Zealand, which resulted in a loss overboard of roughly 900 containers,” the report said.
The WSC said it had decided to carry out the survey to gain clarity on the number of containers that are actually lost at sea.
“Obtaining an accurate assessment of how many containers actually are lost at sea has been a challenge,” it said.
“There have been widely circulated, but unsupported and grossly inaccurate statements that the industry might lose up to 10,000 containers a year at sea.
“A number of submissions to the International Maritime Organization have included similar numbers without any substantiation.”
At the start of this year, more than 500 containers were lost from the 7200 teu Svendborg Maersk when the ship was caught up in atrocious weather as it crossed the Bay of Biscay.
Ukraine bans international shipping from Crimea ports
Ukraine has announced imminent plans to ban international shipping from ports on the breakaway Crimea peninsula, which declared independence earlier this year.
The decree covers the ports of Evpatoria, Kerch, Sevastopol, Feodosia and Yalta.
It follows a statement circulated via the International Maritime Organization (IMO) in May, in which Ukraine warns that it is not in a position to uphold its obligations on safety and security in the region.
The IMO has already circulated a statement drafted by Ukraine to all its members, setting out Kiev’s view of the situation.
In the document, Ukraine describes the ports listed above as under the occupation of the Russian Federation as a result of the illegal annexation of Crimea.
“[The] Russian Federation’s actions make it impossible for Ukraine to be responsible for the safety of vessels and maritime security in accordance with international obligations,” the statement argues. “It is necessary to notify International Maritime Organization member states about the high level of property risks on approaches and in water areas of above mentioned sea ports and about Ukraine’s inability to assure required level of maritime security in those ports in compliance with international commitments regarding safety of life at sea, search and rescue.”
NNF 2014/077 Japan-Australia Economic Partnership Agreement
As members will have noted in the media conclusion of negotiations on the Japan-Australia Economic Partnership Agreement (JAEPA) was announced in Tokyo on 7 April 2014 by Prime Minister Tony Abbott and Prime Minister Shinzo Abe. Prime Minister Abbott and Prime Minister Abe signed the agreement on 8 July 2014 in Canberra.
The JAEPA will as, noted in the media releases:
- provide valuable preferential access for Australia's exports
- is by far the most liberalising trade agreement Japan has ever concluded
- will bring the economies and societies even closer, and
- underpin a strong relationship for many years to come.
The Department of Foreign Affairs and Trade Website contains significant information in relation to the JAEPA which members should note and refer to their clients who business relationships with Japan may be affected:
The links lead to the website however to view the key issues the header tabs will need to be accessed.
- Guide to the JAEPA and detailed Guides
- Official documents and text to the Agreement
- Resources including Schedule of the Tariff commitments
- Contact details
Japan-Australia Economic Partnership Agreement – Timeline
Prime Minister Abbott and Japanese Prime Minister Abe signed the Japan-Australia Economic Partnership Agreement (JAEPA) and its implementing Agreement on 8th July 2014 in Canberra.
This followed the conclusion of negotiations for the JAEPA announced by Prime Minister Abbott and Prime Minister Abe in Tokyo on 7th April 2014.
Since the conclusion of negotiations officials have been engaged in finalising the text of the Agreement, translating the English language text into Japanese language and then verifying the translating for accuracy. This had to be completed before signature and the public release of the text.
To bring JAEPA into force the following steps must now be completed:
- The text of the Agreement along with a National Interest Analysis will be tabled in the Australian Parliament for 20 joint sitting days and will be considered by the Joint Standing Committee on Treaties (JSCOT)
- Amendments to relevant legislation will be introduced to Parliament
- Japan will undertake its own domestic treaty-making processes during this period, including approval by Japan's Parliament
Australia and Japan are aiming to complete their domestic treaty processes this year. Once this occurs, both countries will exchange Diplomatic Notes to certify they are ready for entry into force of the Agreement. JAEPA will enter into force 30 days after the exchange of these notes.
Australia’s treaty-making process is set out at http://www.dfat.gov.au/treaties/making/
Source : CBFCA - National
Southeast Asian piracy threat rising – security specialist
Security firm Dryad Maritime is warning that piracy in Southeast Asia is on the rise, with 12 reported cases of vessels being boarded while at sea so far this year and another 19 robberies.
There have been six tanker hijackings since April.
The most recent was Moresby 9, a Honduras-registered tanker carrying 2200 tonnes of marine gasoil which was boarded by an unknown number of pirates off of the Anambas Islands, belonging to Indonesia, in the South China Sea.
The vessel is still unaccounted for.
That hijacking followed the attack on 2004-built, 5000 dwt Ai Maru in mid-June, when an unspecified number of pirates boarded the vessel from three speedboats and tied up the crew, destroyed the communications equipment and siphoned 620 tonnes of marine gasoil before fleeing when they realised authorities were on the way.
The other tanker hijackings since April followed the similar pattern of siphoning product tanker cargoes.
Dryad Maritime chief operating officer Ian Millen said: “These criminals have knowledge in the workings of ships’ equipment and procedures for carrying out STS transfers.
"Without more proactive efforts by local maritime forces to counter this crime, we predict further incidents of this type in the region.”
In its statement, UK-based Dryad cited research by the Nautilus Institute for Security and Sustainability, attributing the rise of piracy in Southeast Asian waters to over-fishing, poor maritime regulation, organised crime syndicates, widespread poverty and politically motivated groups, among other reasons.
Three Phase Motors: MINIMUM ENERGY PERFORMANCE STANDARDS
Customs are now putting notices on entries regarding the registration of three phase motors under the Minimum energy performance standards regulations. Looks like this applies to these motors imported separately or incorporated into other machinery .eg packaging machines.
Clients need to be aware of the requirements under the Greenhouse and Energy Minimum Standards ( GEMS) ACT 2012.
It doesn’t affect imports but customs are probably advising the “Greenhouse Gases police” re companies that are importing the motors or machines which may have these motors in them !!
Amongst other items it covers certain three phase motors between 0.73 Kw and 185 Kw.
See - http://www.energyrating.gov.au/registration/product-registration
Should stevedores be allowed to pass on fees to transport operators?
While we are working constructively with DP World on many operational issues, the implementation of their Chain of Responsibility Fee in Brisbane is an issue where we have 'agreed to disagree'.
Anticipating a requirement by Queensland road transport authorities, DP World built a weighbridge solution into their Brisbane terminal redevelopment to ensure compliance with axle-loading requirements for vehicles using public roads.
What we object to is the DP World introduction of a new fee of $5.10, which commenced on July 7, payable by transport operators on all import containers to recover weighbridge costs. On behalf of port users, Freight & Trade Alliance (FTA) has requested intervention from the Australian Competition & Consumer Commission (ACCC) to review the justification of the fee.
FTA is of the view that associated weighbridge costs should be absorbed by DP World or passed onto their client, being the shipping line.
While shipping lines may pass on costs to importers, scope exists for a fair commercial process whereby rates and terms can be negotiated between the contracted parties.
Through provisions associated with the Port Botany Landside Improvement Strategy (PBLIS), the NSW government blocked the introduction of an identical fee by both Patrick and DP World.
FTA supports this position by the NSW government as the landside task is a part of the overall stevedoring function.
Transport operators do not have a direct commercial relationship with stevedores and have no choice of which stevedore they use to complete their receipt and delivery of containerised cargo.
Without the NSW government intervention, transport operators would have faced the same predicament as those in Brisbane who are left at the mercy of the stevedores in having to pay fees.
Source: Lloyds List