NEWSLETTER Nº 14

XV Annual Meeting CIANAM San José – Costa Rica

The XV Annual Meeting of the Inter-American Chamber of Shipping Agent National

Associations (CIANAM) took place in the City of San José, Costa Rica, on April 26th

and 27th, 2018. Special guests invited in the opening ceremony of the Meeting were

the Vicepresident of Costa Rica, Mrs. Ana Helena Chacon, local authorities, the President of the Federation of National Associations of Ship Brokers and Agents, John

Foord, the President of Inter-American Chamber of Shipping Agent National

Associations, Michael Ogle and the President of the Cámara Nacional de Armadores y

Agentes de Vapores de Costa Rica, Edgardo González.

Delegations from National Associations in Argentina, Brazil, Chile, Colombia, the

United States of America, Guatemala, Mexico, Paraguay, Peru and Uruguay were

present at this event.

During the development of the Assembly, issues related to the institutional activity of

CIANAM were discussed, the situation of foreign trade and its impact on port and

AUGUST 2018

Contents

SOCIALS

XV Annual Meeting Pg. 1

ASONAV–New memberPg.4

Board of Directors 2016-2018 Pg. 4

AMANAC New board do directors 2018 – 2020 Pg. 5

Sea port system of Guatemala Pg. 6

XXIV Annual Shipping Agents Congress Pg. 8

NEWS

Top 20 Ports Ranking in Llatin America Pg. 9 Building global intelligent ports Pg. 10 FAL Committee standardises data Pg. 12

Piracy on the rise in Latin

America & Caribbean Pg. 13

Can technology enable

container carriers to succeed

as integrated logistics service

providers? Pg. 16

Shipping losses decline by

38% in last 10 years Pg. 17

Intercargo: Bulker Casualties Claimed 202 Seafarer Lives in Last 10 Years Pg. 21

CIANAM www.cianam.org

Secretary:

Centro de Navegación

TE: (54 11) 4394-0520

secretaria@cianam.org

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maritime transport in the region was analyzed; as well as the relationship with the government authorities,

tending to facilitate the activity and the efforts made in training and quality management in order to reach the

best goals of management and efficiency.

Presidente of CIANAM, Michael Ogle, delivers plaquete to Vicepresident de Costa Rica, Ana Helena CHACON

Trade facilitation mechanisms, capable of coexisting with the appropriate measures of control and security

that must be maintained in international trade, in order to avoid delays and extracosts, were analyzed,

encouraging the use of risk analysis, identification procedures and electronic audits to allow better controls.

The delegates of the Associations present at the assembly recognized the importance of education in order

to provide the highest level of service and to ensure the full compliance with legal regulations. They agreed

in promoting the implementation of basic rules for the training and certification of ship agents as well as the

establishment of internationally recognized standards for professional accreditation.

President of FONASBA John Foord, Presidente of CIANAM Michael

Ogle, Jeanne Cardona (ASBA) and Edwin Mora (NAVE)

Elsa Gamarra (ASMAR), Karina Ferreira

and Monica Ageitos (CENNAVE)

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On this occasion, the election of the new Board of Directors 2018-2020 took place, being elected as

President, Elsa Gamarra of the Asociación de Agentes Marítimo de Paraguay; First Vicepresident Jeanne

Cardona of ASBA and Second Vicepresident, Guillermo Hernández of the Centro de Navegación of

Argentina; Treasurer, Alejandro González of Centro de Navegación of Uruguay, and Board Members Miguel

Angel Andrade of the Asociación

Mexicana de Agentes Navieros,

Edgardo González of the Cámara Nacional de Armadores y Agentes de

Vapores of Costa Rica Waldemar

Rocha Junior of the Federación

Nacional de Agencias de

Navegación Marítima de Brasil.

Andrés Monzón of the Centro de

Navegación of Argentina was

appointed as General Secretary.

All the delegations present in the meeting accepted and welcomed the

offer made by the Asociación Peruana de Agentes Marítimos to organize the Annual Meeting 2019

President of the Cámara Nacional de Armadores y Agentes de Vapores of Costa Rica, Edgardo González

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New member of CIANAM

Asociación de Navieros de Guatemala (ASONAV) It is with much pleasure that we welcome the Asociación de Navieros de Guatemala (ASONAV) into

CIANAM membership. This Asociation formally applied for membership early this year and it was approved

unanimously by delegates at the CIANAM Annual Meeting held on Abril 26th.

Board of Directors 2018 - 2020

At the CIANAM Annual Meeting held in the city of Asunción, Paraguay, last Abril 26th, the new Board of

Directors was formed as follows:

President: Elsa Gamarra - Asociación Agentes Marítimos del Paraguay (ASAMAR)

First Vicepresident: Jeanne Cardona - Association of Ship Brokers and Agents (ASBA) - Estados Unidos Second Vicepresident: Guillermo Hernández - Centro de Navegación – Argentina

Treasurer: Alejandro González - Centro de Navegación - Uruguay

Board Members: Miguel Ángel Andrade - Asociación Mexicana de Agentes Navieros (AMANAC) – México Edgardo González - Cámara Nacional de Armadores y Agentes de Vapores (NAVE) – Costa Rica Waldemar Rocha Junior - Federación Nacional de Agencias de Navegación Marítima (FENAMAR) - Brasil

Tax Committee: Rodrigo Pommier - Cámara Marítima y Portuaria de Chile (CAMPORT) Sabino Zaconeta - Asociación Peruana de Agentes Marítimos (APAM) – Perú Alfredo Salas - Cámara Nacional de Armadores y Agentes de Vapores (NAVE) – Costa Rica

General Secretary Andrés Monzón - Centro de Navegación de Argentina

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New Board of Directors 2018 – 2020

The protocolary event took place on Thursday, June 26th, 2018 and was headed by Francisco Cervantes Díaz, President of the Confederation of Industrial Chambers (Concamin); accompanied by Fernando

Humberto Gamboa Rosas, General Director of Fomento y Administración Portuaria SCT; Vice Admiral

Jorge Manuel Sáinz Zamorano, Head of the National Maritime Authority of the Secretariat of the Navy

(Semar); Federal Deputy Salomón Fernando Rosales Reyes, President of the Special Commission of Ports

and Merchant Marine; Juan Díaz Mazadiego, General Director of Foreign Trade of the Ministry of Economy;

and Saturnino Hermida Mayoral, General Director of Merchant Marine SCT, among other officials.

The new board of directors assumes the representation of the 124 shipping agencies that cover 90% of the

fleet that stops at Mexican ports; and more than 95% of the cargo that moves through the national ports,

moving more than 307 million tons of cargo, that is, a total of 6.4 million TEUS - total traffic of containers of height and in transshipments-, which converts this sector in the second most important mode of transport for

the country's foreign trade. Plus more than 7 million tourists who visited Mexico via Cruises.

Adrian L. Aguayo Teran, new president of AMANAC, is the General Director the French shipping company

CMA CGM in Mexico.

The new board of directors assumes the position at a crucial time for this industry as the tariff measures imposed by the US. will have an impact on ocean freight from the Far East to North America (Mexico-US-

Canada).

The event was atended by authorities and public officials such as: Alfredo Abraham Torio, Central

Administrator of Customs Legal Support, Javier Lizárraga Mercado, Secretary of Economic Development of

the State of Sinaloa; Chap. Alt. Enrique Casarrubias García, General Director of FIDENA; Arturo Velasco

Ponce, Holder of the UEIDDAPI of the Attorney General's Office; Luis Eduardo Lara, General Administrator

of Foreign Trade Audit; Pedro Carlo Canabal Hermida, Central Planning and External Trade Audit

Programming Administrator.

The Board of Birectors is formed as follows:

President Mr. Adrián L. Aguayo Terán

Vicepresidents Mr. Andrés Echeverría Bennett; Mrs. Norma Becerra Pocoroba; Mr. Fernando Con and

Ledesma; Mr. Ricardo Antonio Eversbusch Amtmann

Treasurer Mr. Bernardo Varela Martínez-Alomia

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Secretary Mr. Rene Flores Navarro

Board Members Mr. Armando Reyna Alanis; Mr. Bernardo Vela Becerra; Mr. Alberto Montemayor Lozano;

Mr. Jorge Monzalvo Díaz; Mr. Felipe Bracamontes Venegas; Mr. Mario Ruiz de Sevilla

General Director Mr. Miguel Ángel Andrade Gómez

Sea port system of Guatemala In Guatemala, 79% of the import and export cargo is moved by sea, according to the 2017 Statistical Report

"Cargo Movement in Ports", prepared by the National Port Commission, which shows the vital importance of

having an efficient port system, in support of the competitiveness and development of the country's

international trade.

On the Atlantic coast, Guatemala has the port of Santo Tomás de Castilla and Puerto Barrios; the first, a

public port, has a pier whose length is 914 meters, with capacity for 6 ships to dock and carry out loading /

unloading operations of containers with general cargo and homogeneous cargo, as well as solid and liquid

bulk. However, when this port was completed in its phase 2 in 1968, Guatemala's international trade was

very small, and due to the size of the current vessels, its capacity is reduced to 4 berths. On the other hand,

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Puerto Barrios, being a private port, carries out its operations efficiently; it has 4 berths but due to the

current size of the ships, its capacity is reduced to 3 berths, so It is necessary to expand the commercial

dock for 3 more berths.

APM Terminals in the Pacific Coast is a modern private terminal, specialized in containerized cargo, which

has a current capacity of 2 berths. Likewise, Puerto Quetzal, of public nature, has a commercial dock with 4

berths.

The speed with which international maritime transport has developed in recent years has put into serious

problems the logistical and service capabilities of Guatemalan public ports, where the necessary investment

plans have not been put into practice to meet the growing movement of import and export cargo of the

country. An inefficient port, becomes one of the biggest obstacles, for the development of foreign trade by

sea.

This causes the ports of this country to work at a capacity lower than that required to mobilize the import /

export cargo of Guatemala that is moved by sea, which in the year 2017 raised to 25,273 metric tons,

equivalent to US. $ 18,759 million, according to the 2017 Statistical Report of the National Port Commission.

Besides, the lack of a National Ports Law, which regulates and standardizes the provision of efficient and

competitive port services in the country; and the lack of investment and government control in the

construction and maintenance of the country's road network, which due to its current poor state, increases

the time of land transit of goods to reach their final destination, causing serious delays that translate in

economic damages for both importers and exporters for failing to comply with the receipt / shipment of their

merchandise.

Cabe mencionar que la Autoridad Aduanera, representada por la Intendencia de Aduanas, entidad adscrita

a la Superintendencia de Administración Tributaria -SAT, ha tenido importantes avances en la facilitación

del comercio exterior de Guatemala; sin embargo se debe continuar trabajando en la facilitación y

agilización de los procedimientos aduaneros, por ejemplo, el tratamiento tributario que actualmente se le da

a los contenedores como “mercancías” y como “vehículos”, sobre los cuales, las empresas navieras o

consignatarios deben pagar impuestos de importación y circulación, cuando en la práctica internacional

dichas unidades son considerados únicamente como “embalajes” para el resguardo de las mercancías.

It is worth mentioning that the Customs Authority, represented by the Customs Intendency, an entity

attached to the Superintendence of Tax Administration -SAT, has made important progress in facilitating

Guatemala's foreign trade; however, work must continue on the facilitation and streamlining of customs

procedures, for example, the tax treatment that is currently given to containers as "merchandise" and as

"vehicles", on which, shipping agencies must pay import and circulation taxes, when in international practice

the containers are considered only as "packaging" for the safekeeping of the merchandise.

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The current scenario of the logistics chain of Guatemala with respect to maritime transport, requires that the

port authorities work in favor of modernization, for which it is imperative to have investment plans in

machinery, equipment, infrastructure and personnel training, according to the particularities and needs of

each port. Also, work together with all the actors of the logistics chain, to improve the processes of each

sector in order to achieve a constant improvement in the facilitation and streamlining of international trade in

Guatemala, which will benefit competitiveness of the Central American region.

Source: Lic. Luis Rolando Coronado Conde, President Asociación de Navieros de Guatemala

XXIV Annual Shipping Agents Congress Del 23 al 25 de agosto se celebrara el XXIV Congreso Anual de Agentes Navieros en Los Cabos Baja

California. Como se ha caracterizado a lo largo de los años al magno evento asistirán diversos servidores

públicos de las dependencias del Gobierno Federal, altos ejecutivos de empresas nacionales y extranjeras,

así como representantes de las distintas Cámaras y Asociaciones del país entre otros

From August 23 to 25, the XXIV Annual Shipping Agent Congress will be held in Los Cabos Baja California.

As it has been characterized throughout the years, the great event will be attended by various public

authorities of the Federal Government, senior executives of national and foreign companies, as well as

representatives of the different Chambers and Associations of this country.

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The concept of “intelligent port” has emerged in the last decade, with many ports deploying Internet of Things (IoT), cloud-computing technologies, geographic information systems and computer simulation technologies, to optimise various aspects of port operations and enhance production efficiency.

SMART | 16/07/18

“Intelligent port” has been described as a new type of port with fully integrated transportation system

supported by innovative application of advanced technologies based on cyber-physical system as its

structural framework. Unlike traditional ports, the intelligent port is capable of offering intelligent services

including intelligent governance, intelligent business transaction, intelligent management and autonomous

loading and unloading.

Key characteristics of an intelligent port In their recently-published ISCD report, The Baltic Exchange and Xinhua cite the key characteristics of an

intelligent port:

Comprehensive perception

Intelligent decision making

Autonomous loading and unloading

Full participation

Continuous innovation

Key technologies of an intelligent port IoT Technology: Typical IoT application in the ports include: Electronic tags for containers, port

equipment operation status monitoring, engineering equipment asset management and intelligent energy

management system.

Big data technology: In the port industrial sector, the use of statistical analysis and forecast, and

data-mining to scrutinise the huge amount of import/export data will help develop business opportunities

for the port and business decision-making of related parties such as the shipping companies and shippers.

It can also help fight smuggling and enhance inspection activities.

Artificial Intelligence Technology: Artificial intelligence may find wide applications in port

operation systems such as intelligent port equipment scheduling, intelligent site planning and intelligent

berth planning.

Automated port handling equipment: Advanced sensors, automatic positioning, machine vision,

remote control, equipment intelligent diagnosis and assessment can be installed in large-scale port-side

loading and unloading installations to implement unmanned or autonomous loading and unloading

operations.

Examples of intelligent ports

In August 2017, the Maritime and Port Authority Of Singapore (MPA) announced that it has

achieved initial results with its port data analysis system. The system consists of seven modules including

automatic monitoring of vessel movements within the port, refueling analysis, vessel arrival forecasting,

berth utilisation monitoring and forecasting, pilot boarding and monitoring, and prohibited area

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monitoring. Three modules have been completed in September 2017, and the remaining four modules will

be completed in January 2018.

MPA Singapore has received the GREEN4SEA Port Award 2018, for focusing on 'Intelligent Port' as a key

area for port development, along with 'Safe and Secure Port', 'Efficient Port', and 'Clean and Sustainable

Port'.

The Port of Rotterdam made port shipping more efficient by developing digital twin as well as

hydrological & weather forecasting with the help of IBM's IoT and cloud computing technologies. It also

established a 3D printing laboratory to manufacture ship parts at much lower costs and in real time. The

Rotterdam Port is planning to transform itself into the world’s most intelligent port by 2025.

In December 2017, the world's largest intelligent terminal – Shanghai Yangshan Automatic Deep-

Water Port Phase IV – began its trial operations in Shanghai Port. Compared to manual labour, it has

significantly improvement in balanced and sustained operation.

In May 2018, Tianjin Port Group completed the switchover to an integrated system for its six

container terminals. The integrated system replaced multiple heterogeneous systems used previously by

the six terminals. After the switchover, shippers are able to complete relevant business transactions

remotely, without visiting the port.

By 2020, Dubai will increase the technology content of its port operation and introduce shipping

systems and technologies such as data processing capability, cargo monitoring, information transmission

and terminal management functions. It will strive to be both a “cargo port, as well as a “logistics

information port”.

According to the report, the transformation and upgrading from traditional ports to intelligent ports

include:

1. Standardised, automated and intelligent operations: Introduce standardised workflows and

interfaces, and support it with automated processes and intelligent operations to enhance the port’s

efficiency and exploit the core advantages of an intelligent port;

2. Hinterland logistics transportation: Strengthen route network of hinterland transportation and

build Internet-based information platform to provide integrated port services for all parties of the logistics

chain with the aim to reduce port operation costs;

3. Co-development of intelligent port and intelligent city: A port can have significant influence on

the economic development and environmental protection aspect of its host city – accelerated

implementation of energy-saving and emission reduction policies to encourage innovation in new

infrastructure and other measures that help optimize port environment.

In addition, the establishment of an intelligent port should be based on the strategic objective of a “3E”-

level port: that is, there should be excellent port operation (Excel), extended openness in eco-environment

construction (Extend), and sustainable exploratory development in innovative business (Explore).

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A “3E”-level port will greatly enhance a port’s business environment through five means:

1. Intellectualised operation of terminals,

2. Collaboration of marine logistics,

3. Facilitation of international trades,

4. Popularisation of financial scenarios and

5. Innovation of data services.

The 42nd session of IMO’s Facilitation (FAL) Committee, on 5-8 June, approved a completely revised and updated structure for its Compendium on Facilitation and Electronic Business, including a new standard IMO reference data set, which will be used as basis for automated and digital systems for exchange of information when ships arrive at and depart from ports.

SMART | 12/06/18 The information data set supports mandatory reporting formalities for ships, cargo and persons onboard and can also be extended to support commercial businesses in international shipping.

The Compendium is being completely updated in order to enable the implementation of the revised Annex to the Facilitation Convention (FAL), which entered into force this year and requires electronic data exchange to be implemented by all FAL Convention Parties, by April 2019.

Work on the revised Compendium has been led by the World Customs Organization (WCO), with the collaboration of IMO, United Nations Economic Commission for Europe (UNECE) (the global focal point

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for trade facilitation recommendations and electronic business standards (UN/CEFACT)) and the International Organization for Standardisation (ISO).

The working group also includes members from India, the Netherlands, Norway, Sweden, Ukraine, United States, New Zealand, the IMO Secretariat, EMSA, BIMCO and the International Port Community System Association (IPCSA).

The revised and updated Compendium is expected to be completed over the next six months so that it can be approved by the next Facilitation Committee session, FAL 43, in April 2019.

In its recently-published annual piracy report, Oceans Beyond Piracy reported a total of 71 incidents of piracy and armed robbery against ships in Latin America and the Caribbean Sea throughout 2017, which represents a 163% increase over 2016. Most incidents occurred in territorial waters, with anchored yachts being the primary targets for attackers.

SECURITY | 25/05/18

Highlights Anchorage crime against yachts continues as the most pressing issue. Incidents involving yachts made up roughly 59% of all cases.

Anchorages in Venezuela, Saint Vincent and the Grenadines, Colombia, and St. Lucia represented incident hotspots in the region.

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854 seafarers were affected by piracy and armed robbery, representing an increase from 527 impacted seafarers in 2016.

A significant increase was observed in failed boardings and attacks, as well as robberies.

The graphic below represents the known nationalities of 229 1 of the 438 seafarers exposed to piracy and armed robbery at sea in 2017 as reported to the IMB. The nationalities of the other 209 are unverified.

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Economic cost As with last year’s State of Maritime Piracy report, OBP did not calculate a total economic cost for piracy and armed robbery in Latin America and the Caribbean. However, OBP did calculate the value of stolen ship stores and crew belongings. Ship stores were stolen in 41 incidents and crew belongings were reported stolen on 18 occasions in 2017. In total, roughly $949,000 dollars’ worth of goods were stolen in 2017.

However, the trend seems to continue also in 2018, according to Maisie Pigeon, the report’s lead author.

We have observed a significant increase in violent incidents and anchorage crime, particularly in the anchorages of Venezuela and the recent violent incidents off Suriname in the first part of this year.

A brutal piracy attack off Suriname's coast, in early May, left 16 fishermen missing and feared dead. The pirates raided the four boats, that were carrying a total of 20 fishermen, off the Atlantic coast of Suriname and forced them to jump overboard. As they reported, the attackers beat them with machetes and forced them to jump into the water. Some of the victims had batteries tied to their legs to weigh them down.

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25 de Junio de 2018

Several container shipping lines have announced their intention to become end-to-end logistics solution

providers. Why should these attempts succeed where others previously failed and how may these

developments change the boundaries between shipping lines and freight forwarders? The answers may lie

in technology.

En abril, la operadora francesa CMA CGM adquirió una participación del 25% en el 3PL y freight forwarder

CEVA. Cosco ha estado expandiendo agresivamente sus capacidades de logística terrestre en Asia y Europa,

en apoyo de la iniciativa de la Franja y la Ruta de China. Mientras que Maersk, a principios de este año,

Maersk, anunció su visión de convertirse en el integrador global de servicios de envío y logística. Se espera

que otras líneas sigan el ejemplo.

Pero estos desarrollos no son nuevos. De hecho, ya ee hicieron intentos similares en la última década

cuando una ola de consolidación barrió la industria del transporte marítimo y la logística. Sin embargo,

ninguna actividad de reenvío de portadores ha logrado avances significativos.

¿Pero qué ha cambiado ahora?

La diferencia ahora, sin embargo, podría estar dada por la tecnología. La digitalización y la automatización

de las tareas básicas de transacciones logísticas han proporcionado oportunidades que no existían

anteriormente. Ahora la tecnología les ofrece a las navieras la posibilidad de realizar servicios de logística

terrestre a un costo menor, a través de una serie de desarrollos digitales interrelacionados.

Trazabilidad y control de la carga

Para Drewry, el desarrollo de contenedores conectados utilizando dispositivos inteligentes juega a favor. La

tecnología no solo permite la geolocalización casi en tiempo real, sino también el cálculo del tiempo de

entrega y la administración de excepciones, y puede alimentar fácilmente las operaciones logísticas de

"torre de control" del BCO con datos procesables. Algunos estudios recientes sobre soluciones de

contenedores inteligentes demuestran un ahorro potencial en el inventario en tránsito de 10% y 40% por

mejoras en los tiempos estimados de arribo.

Conectividad de logística terrestre

Por otro lado, la telemática y las aplicaciones móviles permiten una comunicación fácil de usar y de bajo

costo entre los depósitos y los operadores de transporte de contenedores. Esta actividad tradicionalmente

fragmentada ahora puede operarse de forma remota y sincronizarse de manera más eficiente. La adopción

de dicha tecnología conectada ha permitido a algunos operadores aumentar la capacidad de manejo hasta

en un 40%.

Documentación electrónica

Esta tecnología está impulsando la automatización de tareas hasta ahora realizadas en papel que

tradicionalmente han sido realizadas por los freight forwarders. En particular, el desarrollo de la

documentación electrónica, como bill of landing y los certificados, junto con la simplificación del comercio

mundial y los sistemas de gestión del cumplimiento ha facilitado dichos avances.

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Financiamiento de la cadena de suministro y de carga

Los factores anteriores se pueden complementar con la inclusión de financiamiento comercial y seguros de

carga. Algunos operadores, como CMA CGM, ya han reconocido este potencial con el reciente lanzamiento

de su servicio de seguro Serenity.

Las grandes BCO tienen acceso inmediato a financiamiento para sustentar los requisitos de la cadena de

suministro, pero los transportistas de pequeñas y medianas empresas se enfrentan a desafíos en este

sentido y, por lo tanto, serán un objetivo particular del financiamiento comercial inteligente y de las

soluciones de pago.

La tecnología no es todo

Pero la tecnología tiene sus limitaciones y desafíos en ciertas áreas donde las soluciones digitales estándar

no se aplican.

Por ejemplo, las declaraciones de aduanas son un proceso basado en cada país. Muchos estados requieren

una intervención humana compleja basada en papel que no puede ser completamente estandarizada y

digitalizada.

Además, los forwarders y los 3PL intrínsecamente se centran más en el cliente, ya que el valor de su

negocio de activos fijos está impulsado por el portafolio de negocios de clientes que ellos mismos

controlan. Por el contrario, el valor del negocio de una naviera o transportista en general se determina más

por sus activos, su creación de valor y por la forma en que aprovecha estos activos.

Tal vez el modelo de logística integrada del transporte marítimo de contenedores de corta distancia brinde

una respuesta. En la última década, las navieras de corta distancia han demostrado su capacidad para

desarrollar servicios integrados puerta a puerta con un mayor grado de atención al cliente que los grandes

transportistas. Esto incluye la cobertura de la red de almacenamiento y distribución como soluciones de

pago.

Las navieras portacontenedores tienen su mirada puesta en este enfoque, con la esperanza de expandir el

modelo a escala global. Pero requerirá un cierto grado de estandarización y empaquetado de los servicios

logísticos que se pueden llevar al mercado y operar a escala.

El reciente lanzamiento de servicios más rápidos y garantizados por parte de actores de la talla de APL y

HMM es un paso en esta dirección, al igual que las inversiones en operadores de corta distancia. Pero la

integración sigue siendo la clave y la tecnología, el diferenciador.

Pero la clave del éxito de una ventanilla única naviera sigue siendo su capacidad de integrar entidades

dispares con diferentes modelos de negocios y conjuntos de habilidades. La última vez estos desafíos

fueron demasiado grandes, pero quizás ahora sean más realizables con el apoyo de la tecnología.

Por MundoMarítimo

In its annual Safety and Shipping Review, Allianz revealed that 2017 saw the second lowest total of

shipping losses over the past decade. In 2017, losses figures decreased slightly by 4%, from 98 to 94,

but losses in the last ten years have declined by more than a third (38%), driven by improved ship

design, technology and advances in risk management and safety, as well as recent lower shipping

activity.

SAFETY | 18/07/18

Highlights

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The South China, Indochina, Indonesia and Philippines maritime region has been the number one area worldwide for major shipping incidents for the past decade, leading some media commentators to call it the “new Bermuda Triangle”.

Last year, 32% of losses occurred here (30) – up 25% annually.

Not only are the seas busy, they are also prone to bad weather – in 2017 Typhoon Damrey contributed to 6 losses.

The East Mediterranean and Black Sea region is the second major loss hotspot (17), followed by the British Isles (8) and the Arabian Gulf (6).

Cargo ships (53) account for over half of all vessels lost during 2017, with activity up annually by 56%, driven by a rise in sinking incidents.

Fishing and passenger vessel losses are down year-on-

year.

Losses involving bulk carriers and tankers increased, with bulk carriers accounting for five of the 10 largest reported total losses by GT.

Foundering has been the cause of over half of the 1,129 total losses reported over the past decade. It accounted for an even higher share of 2017 losses (65%), with bad weather often a factor.

Wrecking/stranding ranks second (13), followed by machinery damage/failure (8).

Fire/explosion losses declined year-on-year (6).

There were 2,712 reported casualties in 2017, up slightly year-on-year by 3%, driven by a rise in machinery damage incidents – the top cause of casualties around the globe (42%).

The East Mediterranean and Black Sea region is the most frequent location for incidents.

Other findings Behavioral and cultural risk needs addressing Human error continues to be a major driver of incidents and captains and crews are under increasing commercial pressure as supply chains are streamlined. Tight schedules can have a detrimental effect on safety culture and decision-making leading to the “normalization of risk”.

Better use of data and analytics can help to address this. The shipping industry has learned from losses in the past but predictive analysis is important for the future. New insights from crew behavior and near-misses can help identify human error trends. Sensor technology can also enhance risk management. For example, hull stress monitoring sensors could be linked to ship navigation in bad weather, feeding real-time information on structural integrity. However, over-reliance on technology on board must be avoided. Continual training is imperative to ensure the right balance is achieved between technology and human intervention.

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Industry’s struggle with container ship fires continues Major fires on container vessels are one of the most significant safety issues. The blaze on the ultra-large container ship (ULCS) Maersk Honam in March 2018 is one of a number of incidents in recent years.

Issues driving container ship fire exposures include the adequacy of firefighting capabilities as vessels become larger, misdeclaration of cargo, salvage challenges and time taken to access a port of refuge. ULCS provide economies of scale but the industry needs to ensure risk management standards are up to speed, as larger container ships are on their way.

Record-breaking hurricane season brings supply chain and yacht problems Hurricanes Harvey, Irma and Maria (HIM) and other severe weather events in 2017, such as Typhoons Damrey and Hato, show traditional maritime risks should not be overlooked.

AGCS analysis shows bad weather directly contributed to at least 21 total losses in 2017 and this could yet increase further.

Fuel market, cargo, cruise ship and port operations were also disrupted, leading to natural catastrophes being ranked the top risk by shipping experts in the Allianz Risk Barometer 2018.

Meanwhile, the estimated 60,000 pleasure craft damaged or destroyed by HIM in the US and Caribbean raises questions over the insurability of such vessels remaining in the region during the season.

Fast-changing ice conditions bring route risks Cargo volumes on the Northern Sea Route increased by nearly 40% to 9.7 million tons over the past year – the biggest annual volume ever.

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China has also announced plans for an “Arctic Silk Road”, developing shipping lanes opened up by global warming.

There were 71 reported shipping incidents in Arctic Circle waters during 2017, up 29% year-on-year. Arctic conditions can change quickly and transit information will need to be disseminated faster than at present in future.

Ice also poses a significant hazard elsewhere. Over 1,000 icebergs drifted into North Atlantic shipping lanes in 2017 – the fourth consecutive “extreme” season.

Exploitation of the seas increases The marine environment is seen as a resource, bringing environmental risks for shipping, such as pollution of fish farms or even pirate fishing, which is estimated to cost the global economy as much as $23.5bn a year.

Increasing maritime activity also brings potential new collision hazards, such as the growing number of offshore wind farms in the North Sea – offshore wind In Europe grew 25% in 2017; a record year.

New emissions rules problematic The shipping industry is increasingly looking to technical solutions to reduce emissions, which could bring accompanying risk issues with engines and bunkering of biofuels, as well as questions over appropriate training of crew.

The reduction in sulphur emissions by 2020 comes with cost implications and doubts over sufficient availability of affordable low-sulphur fuel. Exhaust gas-cleaning systems or “scrubbers” are costly, with demand outstripping supply. Compliance is likely to be problematic and industry preparation lacking.

Shippers get serious on cyber Major attacks, such as NotPetya, which caused around $3bn of economic losses, have created a renewed urgency in tackling the threats posed to vessels and the supply chain, as well as increasing interest in cyber business interruption insurance. The current lack of incident reporting masks the true picture in shipping when it comes to cyber risk.

New regulations such as the European Union’s Network and Information Security Directive will change that and also exacerbate the fall-out from any cyber failure.

Drones ready for take-off Unmanned aircraft systems are increasingly used by class societies and marine surveyors to assess vessel damage and more uses are likely in future, which could have the potential to make a significant contribution to safety and risk management. These include assessing environmental pollution, monitoring cargo loading and pirate activity along coastlines and carrying out cargo tank inspections. Drones could enable faster, more informed decision-making on board, reducing the impact of any incident.

Autonomous shipping progresses but challenges remain Autonomous shipping could improve maritime safety but will not remove human error entirely. It will still be present in the algorithms that drive the decision-making of vessels, while manned onshore bases will continue to control and monitor.

Automation raises questions about who is at fault in an accident – the manufacturer, software provider or the onshore bases.

New kinds of losses, such as cyber or product liability, could replace traditional claims.

Technical management and maintenance of ships will also need to be rethought.

One of the main challenges for the insurance industry in future will be dealing with more technical shipping claims, resulting from greater use of new technology.

Political risk and piracy still rule the waves

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Heightened political tensions around major shipping routes, such as off the coast of Yemen in the Middle East and the South China Sea in Asia, pose a risk of disruption.

Although piracy incidents have dropped to a 22-year low (180 attacks) , hotspots remain.

Three quarters of incidents occur in South East Asia and Africa.

Indonesia (43 attacks) remains the main location although activity has declined.

Conversely, activity in the Philippines more than doubled yearon-year (22 attacks).

In Africa, there was an increase in Somalian piracy.

In South America, Venezuela saw a significant increase in piracy activity, with one happening every month on average during 2017.

A total of fifty-three bulk carriers over 10,000 dwt have been identified as total losses over the

past ten years, according to the latest edition of International Association of Dry Cargo

Shipowners’ (Intercargo) Bulk Carrier Casualty Report.

A staggering 202 crewmembers have lost their lives as consequence, or on average 20 lives lost per year during

the reporting period from 2008 to 2017.

The highest loss of life has been attributed to cargo failure (liquefaction), totaling 101 lives lost or 50 pct of the

total loss of life resulting from nine casualties.

“Cargo shift and liquefaction continue to be a great concern for the life of seafarers and the safe carriage of dry

bulk cargoes over this period,” Intercargo said.

The most common reported cause of ship losses has been grounding, accounting for 41.5 pct of total losses,

followed by flooding (15.1 pct) and unknown causes in the cases of six ships that claimed 61 lives, among them

the two casualties in 2017, Stellar Daisy and Emerald Star.

“In 2017, the tragic losses of M/V Stellar Daisy, carrying an iron ore cargo, and M/V Emerald Star, with a nickel ore

cargo, raised questions of structural integrity and safety condition of high-density cargoes carried on board. These

two bulk carrier casualties caused the loss of 32 seafarers, the highest annual loss of lives since 2011,” Intercargo

said.

In total, in 2017 the Intercargo database recorded 337 bulk carrier incidents.

In addition, serious concerns arose on the safe carriage of ammonium nitrate-based fertiliser, following the

incident of the high temperatures in the cargo holds and the release of gases from the cargo on the 57,000 dwt

supramax MV Cheshire in August 2017.

However, specific legislation on adequate mandatory safety requirements to avoid recurrence of such incidents

is yet to be developed.

In terms of sizes of bulk carriers that were designated as total losses, 22 Handysize bulk carriers were lost,

representing 41.5 pct of the total casualties reported, while most cases happened before 2011. These are

followed by 11 Handymaxes, representing 20.8 pct of the total without a clear pattern of improvement through

the years.

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Supramax suffered 8 ship losses, taking 15.1 pct of the total, with 5 losses related to suspected cargo failure

(liquefaction) and consequential loss of 85 lives.

Capesize suffered 7 ship losses, taking 13.2 pct of the total, followed by Panamax losses, representing 9.4 pct of

the total.

In terms of annual ship losses, after peaking in 2011, there has been a reduction of ship losses, the association

concluded.

Casualties per bulk carrier category

22 Handysize bulk carriers were lost, representing 41.5% of the total 53 casualties reported, while most cases

happened before 2011 and remarkable improvement thereafter.

11 Handymax were lost, representing 20.8% of the total without clear pattern of improvement through the years.

Supramax suffered 8 ship losses, taking 15.1% of the total, with 5 losses related to suspected liquefaction and

consequential loss of 85 lives.

Capesize suffered 7 ship losses, taking 13.2% of the total.

Panamax showed least number of total losses, representing 9.4% of the total.

In terms of annual ship losses, after peaking in 2011, reduction of ship losses was observed.