Worldwide there are approximately 3,000 merchant ports and the work of the Harbour Master can vary widely from country to country and from port to port even within the same country.
As we know passage through the Suez Canal is by no means plain sailing. It requires a multitude of complex bureaucratic approvals, timely logistics, tight scheduling and close monitoring to ensure the smooth transit of between 50 and 70 ships daily along the narrow Egyptian waterway that is a vital artery for the flow of world trade.
Aziz Nabil, operations manager for Inchcape Shipping Services Egypt commented on 22 November: ‘Nothing can be left to chance and there is no room for delay as this can prove costly for the ship owner.’
About 12% of international trade passes through the 193-kilometre canal that connects the Mediterranean Sea and Red Sea, making it the shortest shipping route between Asia and Europe.
The risks of negotiating the man-made route were highlighted with the dramatic grounding of the giant containership Ever Given in March this year that blocked the Suez Canal for a week – delaying some 369 ships carrying an estimated $9.6 billion of trade – before the ship was finally refloated.
The Suez Canal Authority (SCA) subsequently filed a $916 million claim for compensation for lost revenue and salvage costs due to the incident, attributed to a navigational failure caused by reduced visibility in high winds and a sandstorm, and the ship was detained for three months until the financial dispute with the ship owner was resolved.
Nabil pointed out that, while Inchcape did not act as the transit agency for the Ever Given, it was one of the first agencies to report the incident and the first to notify the world when the ship was freed, given it has 24/7 surveillance of traffic on the Suez Canal.
While incidents on this scale are rare, he says blockages can occur due to issues such as engine failure as the canal is traversed by ever-larger ships and Inchcape therefore closely monitors a vessel’s progress via VHF radio for the entire 12-hour passage.
He added: ‘This means, in the event of an incident, we are able to respond instantly by alerting the authorities even before it has been notified by the ship’s captain so the SCA can immediately mobilise tug assistance to prevent escalation of the incident.’
Inchcape’s strong working relationship with the SCA is a key strength in this regard as this facilitates easier authorisation to effectively co-ordinate incident response and avert a more serious blockage of the canal, he explained.
This direct line of communication is also important to process the large volume of compliance documentation required from multiple authorities when arranging transits for diverse vessels – including tankers, containerships, bulkers and cruise ships – handled by Inchcape’s dedicated Suez rebates and transit team at Port Said and Suez at the northern and southern ends of the canal, respectively.
Nabil went on to explain: ‘Port agency for Suez Canal transit is not an easy task for the ship’s master. After the initial transit request, we are in communication with various government bodies and then submit an electronic application for transit with the SCA to gain a time slot in the daily vessel convoy.
‘An Inchcape officer will then board the ship while at anchorage for the master to complete the required documentation so we can then secure the necessary approvals for transit to proceed. There is a lot of paperwork to be done to ensure there is no delay in entering the canal.’
While Inchcape’s boarding officer will usually disembark before the vessel enters the canal, it is also possible for the officer to remain on board during transit to enforce the SCA’s strict anti-bribery rules as part of a special service to prevent corruption.
Cairo-based Inchcape Egypt has a 100-strong team of expert and professional staff, including six boarding officers, that covers all 60 ports in the country and is licensed to provide a wide variety of port agency services for any type of ship.
Inchcape handles more than 120 ship transits a month on the Suez Canal, which also entails the logistical challenge of timely delivery of spares, provisions, bunker fuel and other services before a vessel enters the canal, as well as co-ordinating crew changes as part of an end-to-end service.
Nabil said: ‘Before a vessel enters the canal, we are in daily contact with the master to gain detailed information on the nature of the ship’s cargo as well as operational and technical issues such as visibility from the bridge, the state of radar equipment, vessel draft, and the condition of rudders and anchors.’
He explained reporting of potential issues ahead of time is vital to prevent a delay in joining the two convoys of about 30 vessels that transit the canal in either direction from around 0400 each day, as missing a time slot can incur a fine of up to $5000.
Similarly, knowing the vessel’s draft in advance means it can be adjusted if necessary to avoid a cost of around $15,000 for a special tug escort required by the SCA if the draft exceeds 47 feet, while other tugs can cost up to $30,000.
Inchcape also navigates for shipping companies the chain of rebates offered on the Suez Canal to keep it competitive with an alternative longer route via the Cape of Good Hope. This requires collecting the necessary documents from various agencies at the origin and destination ports so that rebate claims with the SCA can be processed rapidly.
Such cost savings will be even more important given the SCA plans early next year to increase transit tolls by 6% for around 20,000 ships that traverse the canal annually.
To conclude Nabil stated: ‘Cost avoidance is a massive issue and this necessitates strong knowledge and expertise in handling Suez Canal transits, which is clearly also a factor in preventing serious incidents that can hit the flow of global trade.’
Photos per: www.suezcanal.gov.eg
Suez Canal Authority ©.
It was announced from Tokyo on 25 November that ClassNK had signed a Memorandum of Understanding (MOU) on cybersecurity with the Panama Maritime Authority (PMA).
Panama, the world’s largest flag state, is making various efforts to improve the safety of its own vessels. On 17 November, PMA announced the establishment of a Cyber Incident Voluntary Reporting Scheme to better understand the cyber threats that vessels are exposed to and to seek more pragmatic and effective measures to control the cyber risks. It is understood that the scheme encourages all Panama-flagged vessels to report detected cyber incidents to PMA.
The PMA has issued a relevant Marine Notice available here: https://panamashipregistry.com/wp-content/uploads/2021/11/MMN-22-2021-CYBER-SECURITY-November-2021.pdf
Under the MOU, ClassNK will provide its knowledge and experience cultivated so far to PMA for their efforts to ensure cyber security. As part of these efforts, Class NK will analyse the information collected from the cyber incident voluntary reporting scheme of PMA.
In 2018, a leading mark, a tower equipped with Sealite’s Port Entry Light (SL-PEL-10), was established at Puerto Mamonal, Colombia, to enhance the safety of vessel traffic approaching the port from the north channel.
Since the installation of Sealite’s Port Entry Light in 2018, it has helped Puerto Mamonal increase the number of large visiting vessels and provided safer operations in the approach to the port.
However, it was found that the north and south channels were in need of additional aids to navigation for safer passage.
Puerto Mamonal’s port owners, with the help of Ingeniería Naval & Señalización Marítima S A S, installed Sealite buoys: six SL-B2200 Nautilus Ocean Buoys in Region B channel configuration.
The SL-B2200 Nautilus is rotationally moulded using UV-stabilized virgin polyethylene to prevent discoloration from the sun’s UV rays. This is especially important in hotter climates. Each buoy is foam filled with closed-cell polyurethane which prevents water logging in the event of collision.
The buoy’s lightweight and two-piece modular design makes it easy to transport and assemble. Its strength lies in the stainless steel tie bars in the buoy body or hull structure connecting the lifting and mooring eyes. This ensures even lifting and mooring stresses at major stress points.