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miércoles, 26 de diciembre de 2012
DNV and GL to merge
Source: Internet
(Dec 21 2012)
DNV and Germanischer Lloyd (GL), two conglomerates offering oil and gas risk management services and ship classification, have agreed to merge.
The combined company, DNV GL Group, will be 63.5% owned by the DNV Foundation, and 36.5% owned by GL’s current owner Mayfair Vermögensverwaltung.
GL was threatened with a hostile takeover by Paris-based Bureau Veritas in Autumn 2006, but the bid was defeated when GL was acquired by Hamburg entrepreneur Günter Herz, who placed the shares in his family company Mayfair Vermögensverwaltung.
“The merger rests on a strong strategic rationale, and responds to challenges of increased globalisation, rapid technological change and the need for sustainable development," said Henrik Madsen, DNV Group CEO.
“The merger with DNV supports our long-term goal of being recognised as one of the most respected technical assurance and advisory companies in the world”, said GL Group CEO, Erik van der Noordaa.
The combined company will have over 17,000 employees, and a combined turnover of €2.5 bill. It will be headquartered and registered in Norway (Høvik, just outside Oslo), where DNV's is headquartered.
The maritime business unit will be housed in Hamburg, Germany. However, the tanker competence department will remain in Høvik, while the energy business unit will be based in Arnhem, the Netherlands.
“We see this as a good strategic match. The two companies have a common set of values and complementary strengths," said Leif-Arne Langøy, chairman of DNV’s board.
"There were negotiations between DNV and GL both in 1999/2000 and in 2006 about closer co-operation. I am very pleased that timing now seems to be right," Langøy said.
"Besides DNV’s clear commitment to Hamburg our decision for this partnership is based on the complementary fit of DNV and GL, as well as the joint ambition for innovation and quality of both companies," said Herz.
DNV GL plans to strengthen its foothold in several areas of expertise, including the maritime segment and across the entire oil & gas value chains. The new Group will be one of the global leaders in pipeline verification and asset integrity services, as well as in renewable energy certification and advisory services, the companies claimed.
The new entity will be set up, as a Norwegian limited company (AS). However, the proposed merger still requires approval from competition authorities, which the Group hopes to achieve during the first half of next year.
Meanwhile, DNV’s tanker department head Jan Koren is due to retire in March next year. He will be replaced by Hakon Skaret.
miércoles, 30 de mayo de 2012
First in Class to Hit 200 Million Gross Ton Record
29
May 2012
PRESS
RELEASE
First in Class to
Hit 200 Million Gross Ton Record
ClassNK Marks
Historic World Milestone
London – Leading classification society
ClassNK officially announced that its register had surged past the 200 million
gross ton mark on 28 May 2012. ClassNK Chairman and President Noboru Ueda
announced the historic achievement at a party celebrating the 50th anniversary
of the establishment of the London office, which was attended by many of the
leaders of the maritime community, including IMO Secretary General Koji Sekimizu
and IMIF Chairman Jim Davis CBE. This unprecedented achievement makes ClassNK
the world’s first class society in history to have more than 200 million gross
tons on its register.
Speaking
during the party, ClassNK Chairman and President Noboru Ueda recognized the role
of the greater maritime industry, as well expressed his thanks to ClassNK’s
clients and partners around the world, saying: “This achievement highlights the
incredible growth of the world maritime industry over the past decade, as well
as the undeniable importance of the shipping and shipbuilding industries to the
continued growth and development of the global economy, and we could not have
achieved this historic milestone without the deep trust and continuing support
of the global maritime community”.
Mr. Ueda
also tied the society’s ongoing success to its increasing internationalization
and growth around the world, noting: “Fifty years ago, ClassNK opened our very
first office outside of Japan here in London, and this year we will celebrate
the opening of our 100th office outside of Japan. Our unprecedented
achievement of having 200 million gross tons under class is a testament to our
growing presence around the globe, and we will strive to provide even better
service to our clients and partners around the world in the years to
come”.
Founded
in 1899, the growth of ClassNK’s register has steadily accelerated over the
years. ClassNK broke the 100 million gross ton mark in 1997, before becoming the
world’s largest classification society in 1999. Just 10 years later, ClassNK
became the first class society to exceed 150 million gross tons on its register
in 2007. As of 31 May 2012, the ClassNK register accounts for 7,847 ships totaling 200,804,781
gross tons. As ClassNK’s register surpassed more than 190 million gross tons at
the end of September 2011, some 10 million gross tons have joined the
Tokyo-based class society’s register in just the past eight months.
According
to Mr. Ueda, the achievement of the 200 million gross ton milestone represents
the accomplishment of one of ClassNK’s main strategic goals: “In order to better
chart our development and better respond to the needs of a changing maritime
industry, ClassNK established “Global Approach 200[i]”, our first medium-term business plan in 2011, with the goal of
breaking 200 million gross tons by the end of this year”.
“We are truly honored to have accomplished this goal within such a short period of time, and this success reflects our tremendous dedication and efforts to meet the evolving needs of the maritime industry, and ensuring safer and greener seas”.
Despite
the importance of this achievement, Mr. Ueda emphasized that ClassNK would not
rest, adding: “Roughly 20% of the world’s commercial tonnage relies on ClassNK
and our services, and we are committed to exceeding the expectations of the
maritime industry. We will continue to dedicate ourselves to serving the
industry as a whole, and providing the very best classification services,
technical support and timely advice possible”.
[i] “Global Approach 200” is ClassNK’s first ever
medium-term business plan covering a three-year period from 2011 through 2013.
The plan includes the following five goals:
(1)
Establish
a stable financial foundation for future growth.
(2)
Reach
more than 200 million gross tons on our register.
(3)
Improve
the quality of our services and increasing our global
presence.
(4)
Expand
our business operation.
(5)
Promote
new research and development.
lunes, 1 de noviembre de 2010
DNV explores the development of competence standards for marine warranty surveying
Source: Heavyliftpfi
During his closing remarks at the recent Heavy Europe event in Hamburg, Peter Mackenbach, senior principal surveyor, DNV Maritime Services said that the initiative was a direct result of concerns expressed by oil majors, heavy lift shipping lines and other companies with which DNV works.
Mackenbach said that many clients had been in contact with the company, which provides services for managing risk, to express their belief that some warranty surveyors are not sufficiently qualified to conduct surveys of heavy and over-dimensional cargoes and the specialist heavy lift fleets which carry them.
"There have been expressions of concern that some surveyors have insufficient knowledge, understanding and experience of heavy project cargoes and aren't up to the task in hand," said Mackenbach.
"Establishing a competence standard for marine warranty surveying companies will enable the genuine operators to benchmark their services and show their clients that those services benefit from third party endorsement.
"DNV has considerable experience in helping to develop and implement quality standards and is one of the world's leading classification and accreditation bodies."
Mackenbach said that in addition to DNV specialists, the working group will include representatives from insurance companies, major oil companies, warranty survey organisations as well as heavy lift shipping companies. DNV is currently investigating which industry organisation is best positioned to hold ownership of such a competence standard.
During his closing remarks at the recent Heavy Europe event in Hamburg, Peter Mackenbach, senior principal surveyor, DNV Maritime Services said that the initiative was a direct result of concerns expressed by oil majors, heavy lift shipping lines and other companies with which DNV works.
Mackenbach said that many clients had been in contact with the company, which provides services for managing risk, to express their belief that some warranty surveyors are not sufficiently qualified to conduct surveys of heavy and over-dimensional cargoes and the specialist heavy lift fleets which carry them.
"There have been expressions of concern that some surveyors have insufficient knowledge, understanding and experience of heavy project cargoes and aren't up to the task in hand," said Mackenbach.
"Establishing a competence standard for marine warranty surveying companies will enable the genuine operators to benchmark their services and show their clients that those services benefit from third party endorsement.
"DNV has considerable experience in helping to develop and implement quality standards and is one of the world's leading classification and accreditation bodies."
Mackenbach said that in addition to DNV specialists, the working group will include representatives from insurance companies, major oil companies, warranty survey organisations as well as heavy lift shipping companies. DNV is currently investigating which industry organisation is best positioned to hold ownership of such a competence standard.
miércoles, 11 de agosto de 2010
Un tribunal de Estados Unidos rechaza compensar a España por el 'Prestige'
Fuente: El País
El Estado sufrió ayer un duro revés en su pretensión de obtener compensación económica en el extranjero por la catástrofe del Prestige, que causó daños por valor de 2.233 millones de euros, según una primera estimación de la fiscalía. A la espera del juicio, a finales de año o a principios de 2011, que celebrará la Audiencia Provincial de A Coruña, el mayor jamás instruido en España por un delito medioambiental, se ha agotado la vía abierta por las autoridades españolas en Estados Unidos, al desestimar un tribunal federal de Nueva York, por segunda vez, la demanda de responsabilidad civil contra American Bureau of Shipping (ABS), la sociedad que declaró apto para navegar al viejo petrolero monocasco accidentado el 13 de noviembre de 2002 frente a Fisterra. La Abogacía del Estado, con todo, se resiste a tirar la toalla y estudiar recurrir la decisión del tribunal neoyorquino.
El Estado español, que en la causa abierta en España es la vez perjudicado y acusado, a través del ex director general de la Marina Mercante José Luis López Sors, llamado a sentarse en el banquillo, lleva seis años de costoso litigio ante la Justicia norteamericana contra ABS, a la que reclamaba por la vía civil 1.000 millones de dólares por sus negligentes inspecciones del Prestige. La sociedad con sede en Houston (Texas) declaró apto para transportar combustibles al viejo y dañado barco tras sucesivas revisiones realizadas en China en 2001 y en Dubai en 2002, meses antes de su fatídico colapso en Galicia.
Pero la juez federal de Manhattan Laura Taylor Swain, en su auto emitido ayer, considera que la responsabilidad última de los derrames y "grandes desastres económicos ambientales" es de de los propietarios de las embarcaciones ya que están "a su cargo las actividades que se producen a bordo". Una agencia de clasificación como ABS "que presta servicios en nombre de un armador, no puede ser responsable legal de un accidente" como el del Prestige, establece la juez Swain, por mucho que se probase la imprudencia o negligencia a la hora de otorgar el certificado de navegabilidad. "Aliviar a los armadores de su responsabilidad última sobre los buques certificados sería incompatible con el deber indelegable del propietario del barco de garantizar la navegabilidad, un deber que es del armador por estar en última instancia al cargo de las actividades a bordo del buque", afirma la juez.
Es el segundo fallo de este tribunal federal de Nueva York que ya había rechazado en 2008, por incompetente, la demanda de España contra ABS. Ahora, y por orden de un juzgado de apelaciones, que estimó entonces el recurso del Estado español, el mismo tribunal esgrime consideraciones jurídicas para tumbar la demanda civil y eximir de responsabilidad a la sociedad de clasificación. España había decidido reclamar compensación a ABS dada la nula solvencia del entramado empresarial del Prestige, un petrolero de 25 años propiedad de una empresa de Liberia (Mare Shipping) y con armador griego (Universe Maritime) que, bajo bandera de Bahamas, fue fletado por una firma suiza (Crown Resources) para llevar 77.000 toneladas de fuel desde el puerto de Ventspils (Letonia) hasta Gibraltar.
Dado que el Código Penal español no admitía hasta la reforma de hace unos meses la posibilidad de imputar delitos penales a personas jurídicas y por lo tanto no se podía responsabilizar a ABS en la causa instruida en Corcubión, el Estado emprendió hace ya seis años una demanda civil en EE UU. Tras el revés jurídico de ayer, de no mediar recurso sólo quedaría la vía judicial abierta en España. Es probable que en noviembre se cumplan ocho años de la catástrofe sin que haya comenzado el juicio que sentará en el banquillo a López-Sors; al anciano capitán del barco, el griego Apostolos Mangouras; así como a dos otros mandos del petrolero, en paradero desconocido. Los cuatro deberán depositar en septiembre 1.200 millones de euros de fianza, cada uno.
Un pleito carísimo
Millonaria es la factura del pleito que el Estado español emprendió en 2003 ante la justicia de EE UU contra la sociedad ABS, que declaró el buque apto para la navegación. Con cargo a los presupuestos de la Sociedad de Salvamento y Seguridad Marítima, el Gobierno ya había desembolsado en 2008 unos 30 millones de euros en abogados y peritos para defender su demanda civil.
Y millonarias son también las reclamaciones y cuantificaciones de los daños que se reclamarán en el macrojuicio que se celebrará en la Audiencia de A Coruña. La fiscalía, en su escrito de acusaciones, carga todas las culpas sobre el capitán Apostolos Mangouras, para el que pide, por sendos delitos contra el medio ambiente y los espacios naturales protegidos, 12 años de cárcel, una multa de 43.300 euros y una indemnización récord de 2.233 millones que abonaría de forma solidaria, de ser condenado, la aseguradora del buque, The London P&I.
Si prospera la petición del fiscal, al Estado español le corresponderían 1.974 millones, mientras que al francés, junto con otras entidades y particulares perjudicados, 86,36 millones. Pero en este complejo proceso judicial España también aparece como responsable subsidaria de la catástrofe, al estar entre los imputados el ex director de Marina Mercante.
El Estado sufrió ayer un duro revés en su pretensión de obtener compensación económica en el extranjero por la catástrofe del Prestige, que causó daños por valor de 2.233 millones de euros, según una primera estimación de la fiscalía. A la espera del juicio, a finales de año o a principios de 2011, que celebrará la Audiencia Provincial de A Coruña, el mayor jamás instruido en España por un delito medioambiental, se ha agotado la vía abierta por las autoridades españolas en Estados Unidos, al desestimar un tribunal federal de Nueva York, por segunda vez, la demanda de responsabilidad civil contra American Bureau of Shipping (ABS), la sociedad que declaró apto para navegar al viejo petrolero monocasco accidentado el 13 de noviembre de 2002 frente a Fisterra. La Abogacía del Estado, con todo, se resiste a tirar la toalla y estudiar recurrir la decisión del tribunal neoyorquino.
El Estado español, que en la causa abierta en España es la vez perjudicado y acusado, a través del ex director general de la Marina Mercante José Luis López Sors, llamado a sentarse en el banquillo, lleva seis años de costoso litigio ante la Justicia norteamericana contra ABS, a la que reclamaba por la vía civil 1.000 millones de dólares por sus negligentes inspecciones del Prestige. La sociedad con sede en Houston (Texas) declaró apto para transportar combustibles al viejo y dañado barco tras sucesivas revisiones realizadas en China en 2001 y en Dubai en 2002, meses antes de su fatídico colapso en Galicia.
Pero la juez federal de Manhattan Laura Taylor Swain, en su auto emitido ayer, considera que la responsabilidad última de los derrames y "grandes desastres económicos ambientales" es de de los propietarios de las embarcaciones ya que están "a su cargo las actividades que se producen a bordo". Una agencia de clasificación como ABS "que presta servicios en nombre de un armador, no puede ser responsable legal de un accidente" como el del Prestige, establece la juez Swain, por mucho que se probase la imprudencia o negligencia a la hora de otorgar el certificado de navegabilidad. "Aliviar a los armadores de su responsabilidad última sobre los buques certificados sería incompatible con el deber indelegable del propietario del barco de garantizar la navegabilidad, un deber que es del armador por estar en última instancia al cargo de las actividades a bordo del buque", afirma la juez.
Es el segundo fallo de este tribunal federal de Nueva York que ya había rechazado en 2008, por incompetente, la demanda de España contra ABS. Ahora, y por orden de un juzgado de apelaciones, que estimó entonces el recurso del Estado español, el mismo tribunal esgrime consideraciones jurídicas para tumbar la demanda civil y eximir de responsabilidad a la sociedad de clasificación. España había decidido reclamar compensación a ABS dada la nula solvencia del entramado empresarial del Prestige, un petrolero de 25 años propiedad de una empresa de Liberia (Mare Shipping) y con armador griego (Universe Maritime) que, bajo bandera de Bahamas, fue fletado por una firma suiza (Crown Resources) para llevar 77.000 toneladas de fuel desde el puerto de Ventspils (Letonia) hasta Gibraltar.
Dado que el Código Penal español no admitía hasta la reforma de hace unos meses la posibilidad de imputar delitos penales a personas jurídicas y por lo tanto no se podía responsabilizar a ABS en la causa instruida en Corcubión, el Estado emprendió hace ya seis años una demanda civil en EE UU. Tras el revés jurídico de ayer, de no mediar recurso sólo quedaría la vía judicial abierta en España. Es probable que en noviembre se cumplan ocho años de la catástrofe sin que haya comenzado el juicio que sentará en el banquillo a López-Sors; al anciano capitán del barco, el griego Apostolos Mangouras; así como a dos otros mandos del petrolero, en paradero desconocido. Los cuatro deberán depositar en septiembre 1.200 millones de euros de fianza, cada uno.
Un pleito carísimo
Millonaria es la factura del pleito que el Estado español emprendió en 2003 ante la justicia de EE UU contra la sociedad ABS, que declaró el buque apto para la navegación. Con cargo a los presupuestos de la Sociedad de Salvamento y Seguridad Marítima, el Gobierno ya había desembolsado en 2008 unos 30 millones de euros en abogados y peritos para defender su demanda civil.
Y millonarias son también las reclamaciones y cuantificaciones de los daños que se reclamarán en el macrojuicio que se celebrará en la Audiencia de A Coruña. La fiscalía, en su escrito de acusaciones, carga todas las culpas sobre el capitán Apostolos Mangouras, para el que pide, por sendos delitos contra el medio ambiente y los espacios naturales protegidos, 12 años de cárcel, una multa de 43.300 euros y una indemnización récord de 2.233 millones que abonaría de forma solidaria, de ser condenado, la aseguradora del buque, The London P&I.
Si prospera la petición del fiscal, al Estado español le corresponderían 1.974 millones, mientras que al francés, junto con otras entidades y particulares perjudicados, 86,36 millones. Pero en este complejo proceso judicial España también aparece como responsable subsidaria de la catástrofe, al estar entre los imputados el ex director de Marina Mercante.
lunes, 21 de diciembre de 2009
China Classification Society se instala en Panamá
Fuente: Webpicking
“Consideramos oportuna la instalación de nuestras oficinas en Panamá porque confiamos en su futuro marítimo, su liderazgo en el abanderamiento, sus proyecciones futuras con la ampliación del Canal, y otros proyectos valiosos en este campo”, manifestó Li Kejun, Presidente de la empresa “China Classification Society”, durante su visita, al Administrador de la Autoridad Marítima de Panamá, Roberto Linares.
Para Kejun, su tercera llegada a Panamá tiene como objetivo inaugurar las nuevas oficinas de “China Classification Society” que brindará sus servicios no solo a Panamá sino a toda la región, como una empresa líder en la industria marítima mundial.
Por su parte, el Administrador Roberto Linares manifestó su confianza en el éxito que tendrá esta empresa clasificadora China y le dio la bienvenida por su instalación en Panamá.
“Que esta empresa clasificadora considere a Panamá para instalarse en la región es una muestra de la confianza que tiene en la administración de gobierno y en el futuro de la industria marítima, y esperamos seguir trabajando en armonía para fortalecer aún más la bandera de excelencia que representa nuestro país”, indicó Linares.
Acompañaron al señor Kejun, Gao Zhaojie, Vicepresidente de CCS; Zhang Fucun, Gerente General de Cosco Panamá; Genevieve Gerli, Gerente Administrativo de Cosco; entre otros altos directivos de CCS. En tanto, acompañaron al Administrador Linares, la Secretaria General de la Institución, María Isabel Spiegel de Miró; el Director General de Marina Mercante, Alfonso Castillero y otros ejecutivos de la AMP.
China Classification Society (CCS), fundada en 1956, es la única organización especializada de China para promocionar los servicios de clasificación, envío, construcción naval, explotación offshore e industrias manufactureras, que para los próximos días estará dedicando parte de su trabajo al servicio de los buques que circulan por el Canal, para beneficio de ambas naciones.
Fuente: AMP
“Consideramos oportuna la instalación de nuestras oficinas en Panamá porque confiamos en su futuro marítimo, su liderazgo en el abanderamiento, sus proyecciones futuras con la ampliación del Canal, y otros proyectos valiosos en este campo”, manifestó Li Kejun, Presidente de la empresa “China Classification Society”, durante su visita, al Administrador de la Autoridad Marítima de Panamá, Roberto Linares.
Para Kejun, su tercera llegada a Panamá tiene como objetivo inaugurar las nuevas oficinas de “China Classification Society” que brindará sus servicios no solo a Panamá sino a toda la región, como una empresa líder en la industria marítima mundial.
Por su parte, el Administrador Roberto Linares manifestó su confianza en el éxito que tendrá esta empresa clasificadora China y le dio la bienvenida por su instalación en Panamá.
“Que esta empresa clasificadora considere a Panamá para instalarse en la región es una muestra de la confianza que tiene en la administración de gobierno y en el futuro de la industria marítima, y esperamos seguir trabajando en armonía para fortalecer aún más la bandera de excelencia que representa nuestro país”, indicó Linares.
Acompañaron al señor Kejun, Gao Zhaojie, Vicepresidente de CCS; Zhang Fucun, Gerente General de Cosco Panamá; Genevieve Gerli, Gerente Administrativo de Cosco; entre otros altos directivos de CCS. En tanto, acompañaron al Administrador Linares, la Secretaria General de la Institución, María Isabel Spiegel de Miró; el Director General de Marina Mercante, Alfonso Castillero y otros ejecutivos de la AMP.
China Classification Society (CCS), fundada en 1956, es la única organización especializada de China para promocionar los servicios de clasificación, envío, construcción naval, explotación offshore e industrias manufactureras, que para los próximos días estará dedicando parte de su trabajo al servicio de los buques que circulan por el Canal, para beneficio de ambas naciones.
Fuente: AMP
miércoles, 21 de octubre de 2009
IACS will emerge stronger after Brussels probe
Source: Lloyds List
THE International Association of Classification Societies will emerge stronger and with a renewed sense of unity following its commitment to the European Commisssion to open its membership, the organisation’s immediate past chairman said today.
Oh Kong-gyun, who is also chairman and chief executive of Korean Register of Shipping, also indicated that the European Commission’s investigation and IACS’ subsequent commitment had ended any lingering thoughts some class societies may have had about creating a “super-IACS”.
He told Lloyd’s List that when the European probe started, class societies “realised staying together was more beneficial”. Fears about the creation of a super-IACS surfaced eight years ago when Lloyd’s Register, Det Norske Veritas and ABS said they would embark on a tougher ship safety regime than IACS.
Dr Oh added that maintaining IACS as the umbrella organisation for class societies would make its contribution to the maritime community much stronger.
He said the commitment IACS gave to the European Commission to widen membership was “good for the future of IACS and makes IACS an even more stronger organisation”.
The commission launched its probe into possible anti-competitive practices within IACS in January 2008. While the commission did not find any infringement of competition law, in a public statement last week, the commission said it had “adopted a decision that renders legally binding commitments offered by IACS” to address commission concerns that IACS may have infringed rules prohibiting restrictive business practice.
The committments made by IACS include the setting up of “objective and transparent membership criteria and to apply them in a uniform and non-discriminatory manner”. These included detailed rules, such as clear deadlines, for the different steps of the membership application, suspension and withdrawal procedure.
IACS also agreed to ensure that classification societies that are not members of IACS will be able to participate in IACS’ technical working groups, and to set up an independent appeal board to settle possible disputes.
In its statement on October 14, the commission warned that if IACS broke its commitments, the commission could impose a fine of up to 10% of the organisation’s total turnover, without having to prove any violation of commission competition rules.
Dr Oh, who was IACS for much of the time the investigation was underway, said that as a vice-chairman, challenges still remained because the group still has to implement the promises made to the commission.
He added that as a lead technical advisor to the International Maritime Organization, IACS needed to “fortify its position within the IMO”, which included devoting resources to research and development.
Mr Oh said: “My job is to push ahead with all the objectives. The ultimate objective is safe shippng and cleaner seas.”
THE International Association of Classification Societies will emerge stronger and with a renewed sense of unity following its commitment to the European Commisssion to open its membership, the organisation’s immediate past chairman said today.
Oh Kong-gyun, who is also chairman and chief executive of Korean Register of Shipping, also indicated that the European Commission’s investigation and IACS’ subsequent commitment had ended any lingering thoughts some class societies may have had about creating a “super-IACS”.
He told Lloyd’s List that when the European probe started, class societies “realised staying together was more beneficial”. Fears about the creation of a super-IACS surfaced eight years ago when Lloyd’s Register, Det Norske Veritas and ABS said they would embark on a tougher ship safety regime than IACS.
Dr Oh added that maintaining IACS as the umbrella organisation for class societies would make its contribution to the maritime community much stronger.
He said the commitment IACS gave to the European Commission to widen membership was “good for the future of IACS and makes IACS an even more stronger organisation”.
The commission launched its probe into possible anti-competitive practices within IACS in January 2008. While the commission did not find any infringement of competition law, in a public statement last week, the commission said it had “adopted a decision that renders legally binding commitments offered by IACS” to address commission concerns that IACS may have infringed rules prohibiting restrictive business practice.
The committments made by IACS include the setting up of “objective and transparent membership criteria and to apply them in a uniform and non-discriminatory manner”. These included detailed rules, such as clear deadlines, for the different steps of the membership application, suspension and withdrawal procedure.
IACS also agreed to ensure that classification societies that are not members of IACS will be able to participate in IACS’ technical working groups, and to set up an independent appeal board to settle possible disputes.
In its statement on October 14, the commission warned that if IACS broke its commitments, the commission could impose a fine of up to 10% of the organisation’s total turnover, without having to prove any violation of commission competition rules.
Dr Oh, who was IACS for much of the time the investigation was underway, said that as a vice-chairman, challenges still remained because the group still has to implement the promises made to the commission.
He added that as a lead technical advisor to the International Maritime Organization, IACS needed to “fortify its position within the IMO”, which included devoting resources to research and development.
Mr Oh said: “My job is to push ahead with all the objectives. The ultimate objective is safe shippng and cleaner seas.”
miércoles, 14 de octubre de 2009
La empresa que certificó el "Prestige" intenta eludir el juicio en EE UU en busca de inmunidad
Fuente: Faro de Vigo
MÓNICA VÁZQUEZ - SANTIAGO Tras la inesperada imputación del ex director general de la Marina Mercante por el caso Prestige, el Gobierno se enfrenta ahora a un nuevo obstáculo judicial en Estados Unidos que amenaza con echar por tierra las esperanzas puestas en este caso.
La juez de Nueva York que instruye la demanda española contra la American Bureau of Shipping (ABS), la empresa que certificó en 2001 y 2002 que el petrolero era apto para navegar y a la que España reclama 1.000 millones de dólares por su responsabilidad en el siniestro, estudia una petición de la clasificadora que podría invalidar el procedimiento y dejar al Gobierno español sin su mejor baza judicial para recibir una indemnización por el accidente. Los abogados de ABS han emplazado a la juez a decidir qué legislación aplicará para resolver la demanda: la estadounidense, por ser el país en el que se instruye el proceso; la española, por ser el lugar en el que ocurrieron los hechos; o la de Bahamas, país de abanderamiento del Prestige.
La decisión será crucial para el futuro del proceso ya que si la juez acepta la petición de ABS y aplica la legislación de Bahamas –algo legítimo aunque poco habitual según las fuentes jurídicas consultadas– la defensa de la clasificadora tendría derecho a acogerse a la "inmunidad soberana" que rige en este país, es decir, que en la práctica el caso no podría ser juzgado en Estados Unidos.
Bahamas cuenta con una normativa muy proteccionista para sus buques lo que lo convierte, además de en un paraíso fiscal, en un país muy atractivo para los armadores. Por eso, si la juez de Nueva York decide aplicar en la demanda contra ABS la ley de Bahamas, la estrategia española y las esperanzas depositadas en este proceso no tendrían futuro. En cambio, si se decanta por aplicar la normativa estadounidense o la española, como explican desde la Abogacía del estado, la causa seguiría su curso y debería quedar en cuestión de meses "vista para sentencia".
Se trata de la última baza legal que se juega ABS para tratar de impedir un procedimiento sencillo pero que en los últimos años no ha dejado de sufrir complicaciones. La primera, en 2004, cuando los abogados de ABS contraatacaron demandando en EEUU a España por las consecuencias que tuvo su gestión del accidente, una petición que fue rechazada aduciendo defectos de forma y falta de jurisdicción. Pero el mayor revés se produjo en enero de 2008, cuando atendiendo a un recurso de ABS, la misma juez que instruye ahora el caso se declaró no competente para dirimir la demanda. España recurrió la decisión y en junio se le dio la razón por lo que el caso sigue adelante.
Tres casos, ninguna decisión
Casi siete años después de la peor catástrofe medioambiental sobre las costas gallegas, el Prestige sigue siendo un caso abierto. Tras sufrir múltiples reveses judiciales y superar incontables obstáculos legales y logísticos que eternizaron la fase de instrucción, el Juzgado número 1 de Corcubión emitió el pasado marzo el auto que abría la puerta al juicio oral. Más de 2.000 partes personadas, 70 abogados, 264.000 folios y sólo cuatro imputados. Son las cifras de un macroproceso que se celebrará en la primera mitad del próximo año y que pondrá a prueba la capacidad de la Justicia para dictar una sentencia ejemplarizante en un caso de contaminación marítima.
Aunque la atención mediática se ha centrado en los últimos años en el procedimiento que se sigue en Corcubión lo cierto es que el accidente del petrolero también mantiene otros dos procedimientos en paralelo. El más conocido es el de EEUU, otro caso complejo y con polémica en el que el Gobierno español ha invertido muchos esfuerzos y grandes sumas de dinero.
La tercera vía judicial abierta se dirime en Estrasburgo. Hasta ahí llegaron los abogados del capitán Apostolos Mangouras en su demanda contra España por el trato dispensado al marino griego tras el accidente.
domingo, 11 de octubre de 2009
International Register Of Shipping Training Arm Gets Seal Of Approval
Source: Handy Shipping
LONDON - The International Register Training Institute has been recognised as an IRCA approved Training Organization. International Register Training Institute (IRTI) is a division of the classification society International Register of Shipping, a provider of classification, certification, verification, training and advisory services. This marks another significant step in International Register of Shipping’s progress towards building one of the most professional organizations in the maritime business.
Chairman Julian Padilla says: “As an organization committed to promoting safety and quality in shipping, International Register of Shipping has invested heavily in training our international network of surveyors for compliance to our quality system as well as to various IMO or Flag State requirements. We decided to use this extensive experience to set up the IRTI training institute to make our resources available to the whole maritime industry.
“The seal of approval by IRCA shows that the institute is meeting, if not surpassing, international standards. In addition to approving IRTI as an approved training organization, IRCA has also specifically accredited the IRTI training course on “Auditing Maritime Safety Management Systems”
IRTI offers Seafarer Training from passenger safety to tanker familiarization; ISM Code auditor training; Maritime Security Training and Marine Surveyor Training.
“We also offer tailor-made courses, designed specifically for the needs of a client’s organization,” adds Mr Padilla. “Each of the IRTI courses has been developed under a quality system complying with ISO 9001:2008 requirements, so we know that our training qualifications are recognised the world over.” Whether it is our standard courses or dedicated courses, we are sure that IRTI is the best choice for ensuring quality and cost effectiveness.”
IRCA (International Register of Certificated Auditors), headquartered in London, is an operationally independent division of the Chartered Quality Institute. IRCA provides international recognition of competence for 13,500 auditors in 120 countries and a global benchmark for auditor training trusted by over 50,000 students each year.
http://www.intlreg.org/
LONDON - The International Register Training Institute has been recognised as an IRCA approved Training Organization. International Register Training Institute (IRTI) is a division of the classification society International Register of Shipping, a provider of classification, certification, verification, training and advisory services. This marks another significant step in International Register of Shipping’s progress towards building one of the most professional organizations in the maritime business.
Chairman Julian Padilla says: “As an organization committed to promoting safety and quality in shipping, International Register of Shipping has invested heavily in training our international network of surveyors for compliance to our quality system as well as to various IMO or Flag State requirements. We decided to use this extensive experience to set up the IRTI training institute to make our resources available to the whole maritime industry.
“The seal of approval by IRCA shows that the institute is meeting, if not surpassing, international standards. In addition to approving IRTI as an approved training organization, IRCA has also specifically accredited the IRTI training course on “Auditing Maritime Safety Management Systems”
IRTI offers Seafarer Training from passenger safety to tanker familiarization; ISM Code auditor training; Maritime Security Training and Marine Surveyor Training.
“We also offer tailor-made courses, designed specifically for the needs of a client’s organization,” adds Mr Padilla. “Each of the IRTI courses has been developed under a quality system complying with ISO 9001:2008 requirements, so we know that our training qualifications are recognised the world over.” Whether it is our standard courses or dedicated courses, we are sure that IRTI is the best choice for ensuring quality and cost effectiveness.”
IRCA (International Register of Certificated Auditors), headquartered in London, is an operationally independent division of the Chartered Quality Institute. IRCA provides international recognition of competence for 13,500 auditors in 120 countries and a global benchmark for auditor training trusted by over 50,000 students each year.
http://www.intlreg.org/
miércoles, 3 de junio de 2009
UK. Lloyd's Register & Caledonian Maritime Assets work to help protect environment in marine operations
Source: ByMNews
The passenger and vehicle ferry Canna has become the first ship in Caledonian Maritime Assets Ltd's fleet to be issued with a Lloyd’s Register 'Green Passport'. This follows a training workshop for CMAL staff and a comprehensive audit process managed by Lloyd’s Register.
The Green Passport - officially termed an Inventory of Hazardous Materials (IHM) - will accompany the ship throughout its operational life and will be reviewed by a member of the Lloyd's Register Group on an annual basis. Every five years the IHM will be renewed and re-certified and, at the end of the ship's life, it will help a ship recycling yard to formulate a safe and environmentally friendly way of decommissioning the ship.
The Canna is one of the first ships in the world to receive an IHM in accordance with the requirements of a new Ship Recycling Convention, following adoption by international states in May this year. It will be some years before the Convention is ratified and enters into force, so CMAL are operating in advance of regulatory requirements.
All 30 ships in the CMAL fleet serving the Clyde and Hebrides ferry services in the west of Scotland will be put through the auditing process to secure their Green Passports, demonstrating an ongoing commitment to safeguarding the environment as well as early compliance with the new Convention.
Guy Platten, Managing Director of CMAL, said: “We are constantly looking for new ways to address environmental issues, whether it’s looking at alternative fuels for the ferries of the future or how best to recycle ferries safely at the end of their operational life. The Green Passport is a great example of proactively working with industry colleagues to take action now to help assure environmental protection in the future.”
Jim Heath, Lloyd’s Register’s Green Passport Product Manager commented: “We are looking to support companies in helping them comply with regulation and it is good, with CMAL, to be working with a company at the forefront of sustainable shipping operations. In this case they have moved in advance of regulation and they are very much in the vanguard of companies looking to move beyond compliance.”
Editors note:.
1. The Ship Recycling Convention (IMO Convention for the Safe and Environmentally Sound Recycling of Ships), adopted at an International Maritime Organization (IMO) conference in Hong Kong in May 2009, aims to improve standards of safety and reduce environmental pollution from the recycling of ships. The Convention will require ships to have an IHM, essentially a document that contains an inventory of all the materials onboard a ship that may be hazardous to people's health or the environment, and that require careful handling or special awareness.
2. CMAL owns property at piers and harbours at more than 21 locations throughout Scotland. CMAL are embarking on a programme of investment and improvements which will create better facilities and more opportunities for additional ferry services. In addition to its pier and harbour facilities CMAL owns 31 ferries which are leased to CalMac Ferries Ltd and Cowal Ferries Ltd.
3. Lloyd's Register provides independent assurance to companies operating high risk capital intensive assets in energy and transportation to enhance the safety of life, property and the environment, thereby helping our clients ensure safe, responsible and sustainable supply chains. The Group comprises charities and non-charitable companies, with the latter supporting the charities in their main goal.
The Green Passport - officially termed an Inventory of Hazardous Materials (IHM) - will accompany the ship throughout its operational life and will be reviewed by a member of the Lloyd's Register Group on an annual basis. Every five years the IHM will be renewed and re-certified and, at the end of the ship's life, it will help a ship recycling yard to formulate a safe and environmentally friendly way of decommissioning the ship.
The Canna is one of the first ships in the world to receive an IHM in accordance with the requirements of a new Ship Recycling Convention, following adoption by international states in May this year. It will be some years before the Convention is ratified and enters into force, so CMAL are operating in advance of regulatory requirements.
All 30 ships in the CMAL fleet serving the Clyde and Hebrides ferry services in the west of Scotland will be put through the auditing process to secure their Green Passports, demonstrating an ongoing commitment to safeguarding the environment as well as early compliance with the new Convention.
Guy Platten, Managing Director of CMAL, said: “We are constantly looking for new ways to address environmental issues, whether it’s looking at alternative fuels for the ferries of the future or how best to recycle ferries safely at the end of their operational life. The Green Passport is a great example of proactively working with industry colleagues to take action now to help assure environmental protection in the future.”
Jim Heath, Lloyd’s Register’s Green Passport Product Manager commented: “We are looking to support companies in helping them comply with regulation and it is good, with CMAL, to be working with a company at the forefront of sustainable shipping operations. In this case they have moved in advance of regulation and they are very much in the vanguard of companies looking to move beyond compliance.”
Editors note:.
1. The Ship Recycling Convention (IMO Convention for the Safe and Environmentally Sound Recycling of Ships), adopted at an International Maritime Organization (IMO) conference in Hong Kong in May 2009, aims to improve standards of safety and reduce environmental pollution from the recycling of ships. The Convention will require ships to have an IHM, essentially a document that contains an inventory of all the materials onboard a ship that may be hazardous to people's health or the environment, and that require careful handling or special awareness.
2. CMAL owns property at piers and harbours at more than 21 locations throughout Scotland. CMAL are embarking on a programme of investment and improvements which will create better facilities and more opportunities for additional ferry services. In addition to its pier and harbour facilities CMAL owns 31 ferries which are leased to CalMac Ferries Ltd and Cowal Ferries Ltd.
3. Lloyd's Register provides independent assurance to companies operating high risk capital intensive assets in energy and transportation to enhance the safety of life, property and the environment, thereby helping our clients ensure safe, responsible and sustainable supply chains. The Group comprises charities and non-charitable companies, with the latter supporting the charities in their main goal.
miércoles, 6 de mayo de 2009
ABS readies for challenges ahead
Source: Marinelog
ABS Chairman and CEO, Robert D. Somerville told the society's annual members' meeting that 2008 was a "successful, challenging and extraordinary" year. Success stemmed from a record classed fleet, a record orderbook and continued solid financial performance. He noted that the challenges grew as the year came to a close and the global economy, and the shipping markets, weakened.
Somerville told the assembled members that the class society closed the books on 2008 with a fleet that exceeded 144 million gt, the largest ever, and that the growth had continued through the first quarter of 2009 with the classed fleet reaching 148 million gt at the end of March. The year-on-year increase in the ABS classed fleet neared 9 million gt.
The past year also saw the orderbook of new vessels contracted to ABS class increase by more than 13 million gt to a new record of 51million gt for which formal requests for class had been received. An additional 21million tons of orders were pending to ABS class.
Mr. Somerville noted the growing industry concern that the size of the world orderbook may have reached a "distorted and possibly unsustainable level" but was confident that "a substantial proportion of those orders to ABS class will be built, particularly those contracted for delivery within the next twelve months." Continued conversion of pending orders into firm requests for class through the first part of this year contributed to that confidence.
Mr. Somerville said that ABS had undertaken a comprehensive risk analysis to assess every newbuilding order it holds. "As a consequence, we feel that we have as good an insight, as current economic and market conditions allow, into the impact the downturn will have on our orderbook and we are adjusting our operations and staffing accordingly," he said.
Thoigh the current level of activity at ABS remains "very high," Mr. Somerville predicted that the wider market downturn would begin to translate in a slow down in 2010 lasting until possibly 2012. Reminding the ABS members of the last period of massive overbuilding in the 1970s he predicted that "it is reasonable to expect a similar period of supply-demand realignment that will leave us with a much more modest orderbook for some years to come."
Saying that "there is also a silver lining to this gathering cloud," Mr. Somerville outlined a program of research and development that will be undertaken during the expected period of reduced newbuilding activity. "We see this as an opportunity to chart a new course, one that will be even more closely aligned to the provision of integrated life cycle services that help our clients to operate more safely and efficiently and that also dovetail more closely with our engineering and survey responsibilities," he said.
ABS President and Chief Operating Officer, Christopher J. Wiernicki, provided the members with statistics showing that ABS had continued its traditional strength in the tanker sector, holding a clear market lead with a 33 percent share of all tanker tonnage on order at the close of the year. The society also rose to the number two ranking within the bulk carrier orderbook with a 23 percent share comprised of 540 vessels aggregating 21m gt.
ABS held the largest share of all newbuildings contracted from both Korean and Chinese shipyards with a 24 and 27 percent share in each country respectively. It also retained its position as the preferred class society for owners ordering in U.S., Singaporean, Danish and Taiwanese shipyards.
Wiernicki said the society maintained its leading position within the offshore sector with the largest share of exploration units (MODUs), production units, and offshore support vessels (OSVs) in service and on order. The orderbook included contracts for 87 jackup units, 14 deepwater drillships and over 600 OSVs.
With more than 800 vessels of all types delivered into ABS class in 2008, the age profile of the society's fleet continued to trend down with 58 percent of the existing fleet at end-2008 being aged 10 years or younger and with almost 30 percent of the fleet less than five years old.
Wiernicki also highlighted the growing importance of naval contracts to the society including reaching an agreement with the U.S. Navy for future combatant vessels built to the ABS Rules being retained in ABS class on delivery, subjecting them to class survey.
The growing relationship between ABS and the Navy resulted in the award of a $55 million contract, the largest ever awarded to ABS, which was signed in December and addresses the level of effort that will be applied to supporting the classification of naval vessels over the next five years.
Somerville told the assembled members that the class society closed the books on 2008 with a fleet that exceeded 144 million gt, the largest ever, and that the growth had continued through the first quarter of 2009 with the classed fleet reaching 148 million gt at the end of March. The year-on-year increase in the ABS classed fleet neared 9 million gt.
The past year also saw the orderbook of new vessels contracted to ABS class increase by more than 13 million gt to a new record of 51million gt for which formal requests for class had been received. An additional 21million tons of orders were pending to ABS class.
Mr. Somerville noted the growing industry concern that the size of the world orderbook may have reached a "distorted and possibly unsustainable level" but was confident that "a substantial proportion of those orders to ABS class will be built, particularly those contracted for delivery within the next twelve months." Continued conversion of pending orders into firm requests for class through the first part of this year contributed to that confidence.
Mr. Somerville said that ABS had undertaken a comprehensive risk analysis to assess every newbuilding order it holds. "As a consequence, we feel that we have as good an insight, as current economic and market conditions allow, into the impact the downturn will have on our orderbook and we are adjusting our operations and staffing accordingly," he said.
Thoigh the current level of activity at ABS remains "very high," Mr. Somerville predicted that the wider market downturn would begin to translate in a slow down in 2010 lasting until possibly 2012. Reminding the ABS members of the last period of massive overbuilding in the 1970s he predicted that "it is reasonable to expect a similar period of supply-demand realignment that will leave us with a much more modest orderbook for some years to come."
Saying that "there is also a silver lining to this gathering cloud," Mr. Somerville outlined a program of research and development that will be undertaken during the expected period of reduced newbuilding activity. "We see this as an opportunity to chart a new course, one that will be even more closely aligned to the provision of integrated life cycle services that help our clients to operate more safely and efficiently and that also dovetail more closely with our engineering and survey responsibilities," he said.
ABS President and Chief Operating Officer, Christopher J. Wiernicki, provided the members with statistics showing that ABS had continued its traditional strength in the tanker sector, holding a clear market lead with a 33 percent share of all tanker tonnage on order at the close of the year. The society also rose to the number two ranking within the bulk carrier orderbook with a 23 percent share comprised of 540 vessels aggregating 21m gt.
ABS held the largest share of all newbuildings contracted from both Korean and Chinese shipyards with a 24 and 27 percent share in each country respectively. It also retained its position as the preferred class society for owners ordering in U.S., Singaporean, Danish and Taiwanese shipyards.
Wiernicki said the society maintained its leading position within the offshore sector with the largest share of exploration units (MODUs), production units, and offshore support vessels (OSVs) in service and on order. The orderbook included contracts for 87 jackup units, 14 deepwater drillships and over 600 OSVs.
With more than 800 vessels of all types delivered into ABS class in 2008, the age profile of the society's fleet continued to trend down with 58 percent of the existing fleet at end-2008 being aged 10 years or younger and with almost 30 percent of the fleet less than five years old.
Wiernicki also highlighted the growing importance of naval contracts to the society including reaching an agreement with the U.S. Navy for future combatant vessels built to the ABS Rules being retained in ABS class on delivery, subjecting them to class survey.
The growing relationship between ABS and the Navy resulted in the award of a $55 million contract, the largest ever awarded to ABS, which was signed in December and addresses the level of effort that will be applied to supporting the classification of naval vessels over the next five years.
domingo, 26 de abril de 2009
Cayman signs maritime pact
Source: Cayman net
The top management of the Maritime Authority of the Cayman Islands recently ventured to France to sign an agreement with Bureau Veritas (BV), the French classification society.
“We have official affiliations with seven global Class Societies to ensure our ability to meet the needs of our valued clients on a worldwide basis, and also to keep Cayman at the forefront of the international maritime safety arena,” explains delegation chairman and MACI CEO, Joel Walton.
The Cayman Delegation was also comprised of Global Commercial Services Director Alfred Powery, Global Operations Director Kenrick Ebanks, and Global Safety and Compliance Director Greg Evans.
The official signing took place at Bureau Veritas headquarters in Paris. Signing on behalf of that organisation was M. Pierre de Livois, Directeur Adjoint de la Division Marine and witnesses M. Charles Delaneau and Emmanuel Scanavino.
At the conclusion of the signing ceremony, M. Livois presented a Bureau Veritas plaque to Mr Walton.
“We have official affiliations with seven global Class Societies to ensure our ability to meet the needs of our valued clients on a worldwide basis, and also to keep Cayman at the forefront of the international maritime safety arena,” explains delegation chairman and MACI CEO, Joel Walton.
The Cayman Delegation was also comprised of Global Commercial Services Director Alfred Powery, Global Operations Director Kenrick Ebanks, and Global Safety and Compliance Director Greg Evans.
The official signing took place at Bureau Veritas headquarters in Paris. Signing on behalf of that organisation was M. Pierre de Livois, Directeur Adjoint de la Division Marine and witnesses M. Charles Delaneau and Emmanuel Scanavino.
At the conclusion of the signing ceremony, M. Livois presented a Bureau Veritas plaque to Mr Walton.
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