\n<\/p>\n
JOHANNESBURG\/LONDON\/MUNICH\/NEW
\u00a0<\/p>\n
“The shipping sector has shown great resilience through the coronavirus
\u00a0<\/p>\n
The annual
\u00a0<\/p>\n
The South China, Indochina, Indonesia and Philippines
\u00a0<\/p>\n
Covid-19 factors<\/b><\/p>\n
Despite the devastating economic impact of Covid-19<\/a>, the effect on maritime trade has been
\u00a0<\/p>\n
The crew change situation on
\u00a0<\/p>\n
As
\u00a0<\/p>\n
Although Covid-19 has resulted in
\u00a0<\/p>\n
Larger vessels,
The blocking of the Suez Canal by
\u00a0<\/p>\n
“Larger vessels present unique
\u00a0<\/p>\n
The number of
\u00a0<\/p>\n
Loss of containers at sea also spiked
\u00a0<\/p>\n
Delay and supply chain issues<\/b><\/p>\n
Maritime supply chain resilience<\/a> is in the spotlight after a
\u00a0<\/p>\n
Piracy and cyber concerns<\/b><\/p>\n
The world’s piracy hotspot, the
\u00a0<\/p>\n
The report<\/a> also notes that all four of the world’s
\u00a0<\/b><\/p>\n
The environmental
With momentum gathering behind
\u00a0<\/b><\/p>\n
Last year, <\/b>the cap on the sulphur content of
Insurers
\u00a0<\/p>\n
Most frequent loss and
According
Safety & Shipping
Review 2021: 49 large ships lost worldwide last year. Total losses down 50%
over 10 years. Number of shipping incidents (2,703) declines year-on-year. Shipping industry
remains resilient through pandemic, but mega-ship, supply chain and climate
challenges loom large. Suez Canal
incident shows ever-increasing vessel sizes continue to pose a
disproportionately large risk …<\/p>\n","protected":false},"author":1,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":[],"categories":[60],"tags":[],"_links":{"self":[{"href":"https:\/\/eodishasamachar.com\/en\/wp-json\/wp\/v2\/posts\/16715"}],"collection":[{"href":"https:\/\/eodishasamachar.com\/en\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/eodishasamachar.com\/en\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/eodishasamachar.com\/en\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/eodishasamachar.com\/en\/wp-json\/wp\/v2\/comments?post=16715"}],"version-history":[{"count":0,"href":"https:\/\/eodishasamachar.com\/en\/wp-json\/wp\/v2\/posts\/16715\/revisions"}],"wp:attachment":[{"href":"https:\/\/eodishasamachar.com\/en\/wp-json\/wp\/v2\/media?parent=16715"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/eodishasamachar.com\/en\/wp-json\/wp\/v2\/categories?post=16715"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/eodishasamachar.com\/en\/wp-json\/wp\/v2\/tags?post=16715"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}
\nYORK\/PARIS\/SAO PAOLO\/SINGAPORE \u00a0–\u00a0Media OutReach<\/a>\u00a0– 3 August 2021 – The international shipping industry continued its long-term
\npositive safety trend over the past year but has to master Covid challenges,
\napply the learnings from the Ever
\nGiven<\/a> Suez Canal incident and prepare for cyber and climate change
\nchallenges ahead. The number of large vessels lost remained at record low
\nlevels in 2020, while reported incidents declined year-on-year, according to marine
\ninsurer Allianz Global Corporate & Specialty SE’s (AGCS) Safety & Shipping Review 2021<\/b>.<\/a> <\/p>\n
\n
<\/p>\n
\n
<\/p>\n
\npandemic, as evidenced by strong trade volumes and the recovery we are seeing
\nin several parts of the industry today,” says Captain Rahul Khanna, Global Head
\nof Marine Risk Consulting at AGCS. “Total losses are at historic low levels for
\nthe third year running. However, it is not all smooth sailing. The ongoing crew
\ncrisis, the increasing number of issues posed by larger vessels, growing
\nconcerns around supply chain delays and disruptions, as well as complying with environmental
\ntargets, bring significant risk management challenges for ship owners and their
\ncrews.”<\/p>\n
\n
<\/p>\n
\n
<\/p>\n
\nAGCS study<\/a> analyzes reported shipping losses and casualties (incidents)
\nover 100 gross tons. During 2020, 49 total losses of vessels were reported globally,
\nsimilar to a year earlier (48) and the second lowest total this century. This
\nrepresents a 50% decline over 10 years (98 in 2011). The number of shipping incidents declined from 2,818 to 2,703 in 2020 (by
\n4%). There have
\nbeen more than 870 shipping losses over the past decade. <\/p>\n
\n
<\/p>\n
\n
<\/p>\n
\nmaritime region remains the global loss hotspot, accounting for one in every
\nthree losses in 2020 (16) with incidents up year-on-year. Cargo ships (18)
\naccount for more than a third of vessels lost in the past year and 40% of total
\nlosses over the past decade. Foundered (sunk\/submerged) was the main cause of
\ntotal losses over the past year, accounting for one in two vessels. Machinery damage\/failure was the
\ntop cause of shipping incidents globally, accounting for 40%.<\/p>\n
\n
<\/p>\n
\n
<\/p>\n
\n
<\/p>\n
\nless than first feared. Global seaborne trade volumes are on course to surpass
\n2019 levels this year<\/a> after declining slightly in 2020. However,
\nthe recovery remains volatile. Covid-19-related delays at ports and shipping
\ncapacity management problems have led to congestion at peak times and a
\nshortage of empty containers. In June 2021, it was estimated there was a record
\n300 freighters waiting to enter overcrowded ports. The time container
\nships are spending waiting for port berths has more than doubled<\/a>
\nsince 2019.<\/p>\n
\n
<\/p>\n
\n
<\/p>\n
\nvessels is a humanitarian crisis which continues to affect the health and
\nwellbeing of seafarers. In March 2021, it was estimated some 200,000 seafarers<\/a> remained on board vessels unable to be
\nrepatriated due to Covid-19 restrictions. Extended periods at sea can lead to
\nmental fatigue and poor decision-making, which ultimately impact safety. There have
\nalready been shipping incidents which have featured crews who have been on
\nboard for longer than they should have. Seafarer training is suffering, while attracting
\nnew talent is problematic given working conditions. Future crew shortages could
\nimpact the surge in demand for shipping as international trade rebounds.<\/p>\n
\n
<\/p>\n
\n
<\/p>\n
\nCovid-19 infection rates escalated in India, one of the world’s largest sources
\nof seafarers, ports \u2013 including Singapore, Hong Kong and the UK – barred
\nvessels and crew that had recently visited India. Vessels also stopped calling
\nat Indian ports, which are an important stopover for trade between Europe,
\nAfrica and Asia.<\/p>\n
\n
<\/p>\n
\n
<\/p>\n
\nlimited direct marine claims to date, the sector has not been spared
\nsignificant loss activity. “Overall, the frequency of marine claims has not
\nreduced. We are also seeing an increased cost of hull and machinery claims due
\nto delays in the manufacture and delivery of spare parts, as well as a squeeze
\non available shipyard space,” says Justus Heinrich, Global Product
\nLeader, Marine Hull, at AGCS. “Costs associated with salvage and repairs have also increased.” In
\nfuture, insurers could potentially see an uptick in machinery breakdown claims if
\nCovid-19 has affected crews’ ability to carry out maintenance or follow manufacturers’
\nprotocols.<\/p>\n
\n
<\/p>\n
\n
<\/p>\n
\nlarger exposures<\/b><\/p>\n
\n
<\/p>\n
\nthe Ever Given <\/b>container
\nship in March 2021 is the latest in a growing <\/b>list of incidents
\ninvolving large vessels or mega-ships<\/a>. Ships have become\u00a0ever-larger as shipping companies
\nseek economies of scale <\/b>and fuel efficiency. The largest container ships
\nbreak the 20,000 teu mark, with vessels over 24,000 teu<\/a> on order \u2013 capacity of container
\nships vessels alone has increased by 1,500% over 50 years and has more than doubled
\nover the past 15 years.<\/p>\n
\n
<\/p>\n
\n
<\/p>\n
\nrisks. Responding to incidents is more complex and expensive. Approach channels
\nto existing ports may have been dredged deeper and berths and wharfs extended
\nto accommodate large vessels but the overall size of ports has remained the
\nsame. As a result, a ‘miss’ can turn into a ‘hit’ more often for the\u00a0ultra-large container vessels,”
\nsays Captain Nitin Chopra, Senior Marine Risk Consultant at AGCS. If the Ever Given
\nhad not been freed, salvage would have required the lengthy process of
\nunloading some 18,000 containers, requiring specialist cranes. The wreck
\nremoval of the large car carrier, Golden Ray, which capsized in US waters in 2019
\nwith more than 4,000 vehicles on it has taken over a year and a half and cost
\nseveral hundreds of millions of dollars.<\/p>\n
\n
<\/p>\n
\n
<\/p>\n
\nfires on board large vessels has increased significantly in recent years. There
\nwas a record 40 cargo-related fires alone in 2019<\/a>. Across all vessel types, the number of fires\/explosions
\nresulting in total losses increased again in 2020, hitting a four-year high of
\n10. Fires often
\nstart in containers, which can be the result of non-\/mis-declaration of
\nhazardous cargo, such as chemicals and batteries. When mis-declared, these
\nmight be improperly packed and stowed on board, which can result in ignition
\nand\/or complicate detection and firefighting. Major incidents have shown
\ncontainer fires can easily get out of control and result in the crew abandoning
\nthe vessel on safety grounds, thus increasing the size of loss.<\/p>\n
\n
<\/p>\n
\n
<\/p>\n
\nlast year (over 3,000)<\/a> and have continued at a high level in
\n2021, disrupting supply chains and posing a potential pollution and navigation
\nrisk. The number lost is the worst in seven years. Larger vessels, more extreme
\nweather, a surge in freight rates and mis-declared cargo weights (leading to
\ncontainer stack collapse), as well as the surge in demand for consumer goods
\nmay all be contributing to this increase. There are growing questions about how
\ncontainers are secured on board ships.<\/p>\n
\n
<\/p>\n
\n
<\/p>\n
\n
<\/p>\n
\nseries of recent events. The Ever Given <\/b>incident sent shockwaves through
\nglobal supply chains dependent on seaborne transport. It compounded delays and
\ndisruption already caused by trade disputes, extreme weather, the pandemic and
\nsurges in demand for containerized goods and commodities. “Such events
\nexpose the weak links in supply chains and have magnified them,” says Captain
\nAndrew Kinsey, Senior Marine Risk Consultant at AGCS.\u00a0 “Developing more robust and diversified
\nsupply chains will become increasingly important, as will understanding pinch
\npoints and supply chain nodes.”<\/p>\n
\n
<\/p>\n
\n
<\/p>\n
\n
<\/p>\n
\nGulf of Guinea, accounted for over 95% of crew numbers kidnapped worldwide in 2020<\/a>. Last year, 130 crew were kidnapped in 22 incidents <\/b>in the region<\/a> \u2013 the highest number ever \u2013 and the
\nproblem has continued. Vessels are being targeted further away from the shore \u2013
\nover 200 nautical miles (nm) in some cases. The Covid-19 pandemic could
\nexacerbate piracy as it is tied to underlying social, political and economic
\nproblems, which could deteriorate further. Former hotspots like Somalia could
\nre-emerge.<\/p>\n
\n
<\/p>\n
\n
<\/p>\n
\nlargest shipping companies have already been hit by cyber attacks, and with geopolitical
\nconflict increasingly played out in cyber space, concerns are growing about a potential
\nstrike on critical maritime infrastructure, such as a major port or shipping
\nroute. Increased awareness of \u2013 and regulation around \u2013 cyber risk is translating
\ninto an uptake of cyber insurance by shipping companies, although mostly for
\nshore-based operations to date. <\/p>\n
\n
<\/p>\n
\n
<\/p>\n
\npicture<\/b><\/p>\n
\n
<\/p>\n
\ninternational efforts to tackle climate
\nchange<\/a>, the shipping industry is likely to come
\nunder increasing pressure to accelerate its efforts. “A huge investment in
\nresearch and development is required if the industry is to meet the challenging
\ntargets being set. Today’s existing fleet and technology will not get the
\nshipping industry to the International Maritime Organization’s target of a 50%
\ncut in emissions by 2050, let alone the more ambitious targets being discussed by
\nnational governments,” says Khanna.<\/p>\n
\n
<\/p>\n
\n
<\/p>\n
\nships’ fuel was cut. Known as IMO 2020, the cut is expected to reduce emissions
\nof harmful sulphur oxide (SOx) from shipping by 77%<\/a>. Insurers have seen a number of machinery damage claims related to
\nscrubbers, which remove SOx from exhaust gases for vessels using heavy marine
\nfuel. <\/p>\n
\n
<\/p>\n
\nhave seen a number of machinery damage claims related to scrubbers and some
\narising from the use of ‘blended’ low-sulphur fuels. For example, there have
\nbeen instances of aviation fuel \u2013 sold off cheaply due to a drop off in air
\ntraffic during the pandemic \u2013 being added to bunkers in Asia to produce blended
\nlow-sulphur fuel, which could cause resulting issues for shippers. Jet fuel has
\na lower flash-point and adding too much can lower the temperature at which
\nfuels catch fire, creating a serious risk for vessels.<\/p>\n
\n
<\/p>\n
\n
<\/p>\n
\nincident locations <\/b><\/p>\n
\n
<\/p>\n
\nto the report, the South China, Indochina, Indonesia and Philippines maritime
\nregion is also the major loss location of the past decade (224 vessels), driven by high levels of local and
\ninternational trade, congested ports and busy shipping lanes, older fleets and
\nextreme weather exposure. Together, the South China, Indochina, Indonesia and
\nPhilippines, East Mediterranean and Black Sea, and Japan, Korea and North China
\nmaritime regions account for half of the 876 shipping losses of the past 10 years
\n(437).The British Isles, North Sea, English Channel and Bay of Biscay region
\nsaw the highest number of reported incidents (579) in 2020, although this was
\ndown year-on-year. And finally, the most accident-prone vessels of the
\nlast year were a Greek Island ferry and a RoRo ferry in Canadian waters, both involved
\nin six different incidents.<\/p>\n<\/p><\/div>\n\n
Source link <\/a><\/p>\n","protected":false},"excerpt":{"rendered":"