Estados Unidos dona equipo para monitorear barcos

Fuente: Reforma

Ciudad de México.- El gobierno de Estados Unidos asignó un contrato de casi 5 millones de dólares para comprar 19 mil identificadores automáticos que serán donados a la Secretaría de Comunicaciones y Transportes (SCT) e instalados en las embarcaciones mexicanas de menos de 300 toneladas de peso bruto.

Los aparatos, denominados Sistemas Automáticos de Identificación (SAI), permitirán a un comando central localizar e identificar en tiempo real a las embarcaciones de menor tamaño que navegan por aguas territoriales mexicanas, gracias a una frecuencia de radio con alcance de hasta 50 millas náuticas.

El contrato por 4 millones 982 mil dólares, unos 70 millones de pesos, fue asignado el 22 de mayo a la empresa canadiense Xanatos Marine, que ganó el concurso convocado en marzo por la Sección de Asuntos Antinarcóticos (NAS, por sus siglas en inglés) del Departamento de Estado.

La Dirección General de Marina Mercante (DGMM) de la SCT se encargará de instalar los equipos en puertos de Sinaloa, Sonora, Baja California y Baja California Sur.

Los SAI cuentan con un dispositivo de localización geosatelital GPS, y el requerimiento de NAS es para que las proveedoras interesadas ofrezcan equipos que sólo tengan capacidad de transmisión, no de recepción.

"La SCT requiere de la capacidad para monitorear la posición de las embarcaciones menores incluidos barcos pesqueros, como parte de sus responsabilidades para la seguridad marítima", explicó NAS en la convocatoria publicada el 16 de marzo.

"Este requerimiento está previsto en acuerdos de la Organización Marítima Internacional, que señalan que todos los navíos de menos de 300 toneladas deben estar equipados con un SAI, por lo que la DGMM expedirá una Norma Oficial para hacer obligatorio el uso de dicho identificadores", agregó.

Los SAI envía un número de identificación de nueve dígitos en formato digital, por una frecuencia de radio, y dichos números serán asignados por la SCT a cada navío.

La NAS ha sido la agencia del Departamento de Estado encargada de canalizar a México los recursos de la Iniciativa Mérida contra el narcotráfico, así como de vigilar su aplicación, pero en este caso el documento no aclara si los fondos para la compra provienen de dicha iniciativa.

Este no es el primer esfuerzo del Gobierno para estrechar su control sobre los litorales nacionales.

En 2004, la Comisión Nacional de Acuacultura y Pesca compró mil 785 dispositivos conocidos como Vessel Monitoring System para vigilar desde un centro de monitoreo en Mazatlán a los barcos más grandes, y evitar tanto la pesca en zonas prohibidas como el transporte de drogas.

Pero esa compra estuvo dirigida a la flota pesquera, no a las embarcaciones en general.

Estadísticas de la DGMM indican que en México hay 156 mil 776 embarcaciones matriculadas, de las que 6 mil 862 tienen entre 10 y mil toneladas de tonelaje de registro bruto, que es una unidad de volumen distinta al tonelaje bruto mencionado por NAS en su convocatoria.

Un marinero gana cinco veces más

Fuente: La Nación

La Administración Marítima de los Estados Unidos encargó un estudio para analizar cuánto le cuesta al país sostener su propia marina mercante.

Un buque de bandera norteamericana cuesta 2,7 veces más que uno de tercera bandera para operar, debido principalmente a los sueldos del personal a bordo y a los subsidios, según concluyó el estudio de PriceWaterHouse Coopers, a pedido del gobierno norteamericano.

El informe da cuenta de que existen 110 barcos que ondean el pabellón norteamericano. Los armadores de ese país operan 540 buques, bajo 31 banderas de conveniencia.

"Los marineros norteamericanos ganaron en 2010 cinco veces más que sus colegas extranjeros. En promedio, los costos laborales diarios de un buque norteamericano ascendieron a US$ 13.655, contra los US$ 2590 de un buque de bandera extranjera", destaca el trabajo citado por The Journal of Commerce.

El informe encargado por la Administración Marítima surgió por pedido del Congreso, con el objetivo de buscar mejores maneras de promover la bandera nacional norteamericana.

Shipping exces argue pros and cons of Jones Act

Source: Ctpost

A nine-decade-old federal law designed to protect the America's shipbuilding industry has outlived its usefulness, according to critics of the rule, who attended the opening day of MarineLog's Tugs & Barges Conference & Expo on Tuesday at the Stamford Marriott.

The critics say the Jones Act, which requires that products transported by water between United States' ports are aboard American-built ships, is unrealistic given the cost of building the vessels domestically. That has led to more trucks on highways, creating more traffic and polluting the air.

It's a sore point for Rowayton's William Gray, president of Gray Maritime Co., who said America's shipbuilding industry cannot provide enough reliable ships at an affordable price to comply with the act.

"Large (U.S.) shipyards cannot build ships at reasonable prices," said Gray, one of a four-person panel discussion on the Jones Act. "Since World War II, the U.S. Merchant Marine has dropped from 2,000 ships to 140 or less. This is a tragedy, or some would say a disgrace."

The decline in American-built merchant ships coincided with expansion of the highway system, said Frank Peake, vice president of American Shipping Group, which has offices in New Jersey and Washington state.

Development of an efficient marine highway system, combined with rising fuel costs and the widening of the Panama Canal could lead to construction of more ships in the U.S., but it will require improvement of port infrastructure.

"The biggest challenge is understanding market dynamics. It has to be self-sustainable without government subsidy," Peake said, adding that there needs to be a partnership between other modes of shipping transport. "We also need to have the rail and trucking communities embrace this. They have to view this as not a competition but a partnership. I don't think we're close to that yet."

Environmental concerns could lead to a re-thinking of the Jones Act, said Robert Kunkel, another panel member, who espouses the construction of merchant ships powered by compressed liquefied natural gas, a technology embraced by European shipbuilders.

"The Jones Act is a basic maritime conception that no one wants to take a look at," said Kunkel, president of Alternative Marine Technologies of Stamford and Norwalk and an adviser to Coastal Connect, a business that wants to operate roll-on, roll-off ships carrying cargo between American ports. "I hope the country wakes up to what the value of the marine industry is. U.S. ship building needs a spark. We've got to do something here to create more jobs for U.S. seafarers."

But the Jones Act serves a purpose, argued panel member H. Clay Cook, a counsel in Seward & Kissel LLP's corporate finance group, who disagreed with Gray's contention that American shipbuilding has not benefited.

"It's not just union jobs at shipyards. It's manufacturing jobs where pumps and other equipment are built," said Cook, who cited a 2010 PriceWaterhouseCoopers study showing that the Jones Act was responsible for 40,334 vessels, 499,676 related jobs, $100.3 billion in economic output and $11.4 billion in federal, state and local taxes.

The Jones Act has benefited Wisconsin-based Marinette Marine Corp., a division of Fincantieri Marine Group LLC, said Carlos del Real, marketing manager-government programs at Marinette, one of the exhibitors at the event.

"The Jones Act supports national security," he said, adding that European shipbuilders are subsidized by their governments.

Marinette builds U.S. Navy and Coast Guard vessels, as well as combined articulated tug and barge units and double-hull tank barges that carry petroleum products for companies between U.S. ports and oil production facilities.

"If we didn't have the Jones Act, these companies would have gone to China," del Real said.

LIBERIAN SHIPPING COMPANY SENTENCED TO PAY $2.4 MILLION FOR FALSIFYING OIL RECORD BOOK AND LYING TO COVER UP ILLEGAL DISCHARGES OF WASTE

Source: Thecypresstimes

WASHINGTON – Cardiff Marine Inc, a Liberian-registered shipping company, was sentenced today in federal court in Baltimore after pleading guilty to a felony violation of the Act to Prevent Pollution from Ships. The company admitted falsifying records of illegal discharges of oily waste from the M/V Capitola, making false statements to the Coast Guard and other acts of concealment. U.S. District Judge Marvin J. Garbis sentenced Cardiff to pay a $2.4 million fine and serve three years probation, subject to an environmental compliance plan that includes audits by an independent third party auditor.


The guilty plea and sentencing were announced by U.S. Attorney for the District of Maryland Rod J. Rosenstein; Ignacia S. Moreno, Assistant Attorney General, Environment & Natural Resources, U.S. Department of Justice; Rear Adm. Dean Lee, Commander of the U.S. Coast Guard's 5th District; Special Agent in Charge Otis E. Harris, Jr. of the Coast Guard Investigative Service-Chesapeake Region; and Special Agent in Charge David M. Dillon of Environmental Protection Agency’s Criminal Investigation Division.


According to court documents, the investigation into the M/V Capitola was launched on May 3, 2010, at the Port of Baltimore, after a crew member informed a clergyman, who was on board the Capitola on a pastoral visit, that there had been “monkey business in the engine room,” which involved a “magic pipe.” The magic pipe proved to be a bypass hose that allowed the dumping of waste oil overboard, circumventing pollution prevention equipment required by law. The crew member asked the minister to alert the Coast Guard and to pass on a flash drive bearing video taken in the ship’s engine room. That triggered an inspection of the Capitola, and ultimately, today’s guilty plea.


“The Department of Justice will continue to hold shipping companies like Cardiff accountable for breaking the laws that protect our oceans,” said Assistant Attorney General Moreno. “Shippers who fail to record discharges of oily waste, discharge waste illegally, or try to cover up this unacceptable and illegal practice will be prosecuted.”


“Cardiff Marine blatantly violated the law by dumping oil in the ocean and then lying to the Coast Guard about it,” said U.S. Attorney Rosenstein. “As part of the punishment for this crime, Cardiff Marine will pay a fine of $2.4 million, and Cardiff will remain under court supervision for three years.”


“The resolution of this case is a credit to our strong partnership with the Department of Justice,” said Rear Admiral Lee. “The Coast Guard brings to bear the expertise and detection capability of our marine inspectors, and our partnership with the Department of Justice allows us to hold marine polluters accountable.”


“The oceans must be protected from shipping companies that look to cut corners by dumping waste improperly,” said Special Agent-in-Charge Dillon. “Today’s action demonstrates that neither the government nor the public will tolerate the flagrant disregard of U.S. laws. Those who violate the law and pollute our waters will be vigorously prosecuted.”


An investigation, involving agents from the Coast Guard Investigative Service and EPA’s Criminal Investigative Division, with support from their agencies, confirmed that there had been an illegal discharge system on the Capitolaas depicted in the whistleblower’s video. It showed a black hose tied in several places to overhead piping in the Capitola’s engine room. The hose connected one of the vessel’s waste oil tanks to a valve that opened directly to the ocean.


During its inspection, the Coast Guard interviewed members of the Capitola’s engine room crew, including the whistleblower. Three of these crew members had served on the Capitola for more than six months and during that time had witnessed multiple occasions when a hose was used to discharge the waste oil, sludge and water that had accumulated in the separated oil tank overboard, as directed by a senior engineering officer. None of these illegal discharges were recorded in the Oil Record Book, as required by law.


Investigators also learned that there had been a document called the Daily Sounding Record on the Capitola,and that it had tracked how much waste oil, sludge and bilge water was in each waste tank, on a daily basis. This record would have been useful during the Coast Guard’s inspection of the Capitola in that it could have shown when the levels of the waste tanks changed, which could be compared to entries in the Oil Record Book. Sudden, unexplained drops in the measurements could have indicated specific dates when wastes were discharged overboard. The Daily Sounding Record was not produced to the Coast Guard. The senior engineering officer who kept these records told the Coast Guard that the only record of waste tank levels that he had were undated scraps of paper in his office.


This prosecution was made possible through the combined efforts of the U.S. Coast Guard Sector-Baltimore; the Coast Guard Investigative Service-Baltimore; Coast Guard Fifth District Legal Office; Coast Guard Office of Maritime and International Law; Coast Guard Office of Investigations and Analysis; EPA Criminal Investigations Division. The cases were prosecuted by Thomas T. Ballantine of the Environmental Crimes Section of the U.S. Department of Justice and Justin S. Herring, Assistant U.S. Attorney in Baltimore.

Proponen controles a las embarcaciones para evitar contaminación y enfermedades

Fuente: Primera Hora

El gobierno de los Estados Unidos ha propuesto controles más estrictos para las embarcaciones de crucero y de carga que operan en las aguas costeras de Puerto Rico e Islas Vírgenes, para reducir la contaminación atmosférica causada por las emisiones.

La propuesta de la Organización Marítima Internacional designa esta agua como “áreas de control de emisión” y requerirá que las embarcaciones grandes usen un combustible más limpio o instalen una mejor tecnología de control de contaminación. En Puerto Rico e Islas Vírgenes, los cruceros y embarcaciones de carga son una fuente mayor de contaminación al aire.

“El azufre y el hollín, junto con otros contaminantes que emiten las embarcaciones grandes, viajan desde las zonas portuarias hasta comunidades tierra adentro”, comentó Judith C. Enck, administradora de la Región 2 de la EPA.

“La designación resultará en un aire más limpio para los residentes de Puerto Rico y las Islas Vírgenes americanas al igual que para los millones de turistas que visitan estas bellas islas anualmente”, agregó.

La exposición a los contaminantes que provienen de embarcaciones grandes -óxidos de nitrógeno, óxidos de azufre y materia particulada- puede causar enfermedades respiratorias como asma, enfermedades en los pulmones y el corazón.

En Puerto Rico, la incidencia de muerte por complicaciones relacionadas al asma es 2.5 veces mayor que en Estados Unidos. Ambos, Puerto Rico e Islas Vírgenes, poseen ecosistemas altamente sensibles y vulnerables que se encuentran amenazados por la contaminación.

Estos requisitos más estrictos para embarcaciones que operan en aguas de Puerto Rico e Islas Vírgenes reducirán dramáticamente los óxidos nítricos, óxidos de azufre y materia particulada que liberan a la atmósfera.

Las embarcaciones tendrán que utilizar combustible más limpio o instalar tecnologías de control de emisiones para reducir la contaminación al aire. También, las embarcaciones construidas a partir del 1 de enero de 2016 tendrán que cumplir con requisitos más estrictos para los óxidos de nitrógeno, si operan en el área de control de emisiones del Caribe.

Anualmente, el Puerto de San Juan moviliza aproximadamente 11 millones de toneladas métricas de mercancía en cerca de 3,800 viajes de embarcaciones. También, la Isla es uno de los destinos turísticos importantes en el que llegan cerca de un millón de pasajeros de cruceros.

Mobile's Maritime Training Center opens Monday

Source: AL

MOBILE, Alabama -- If the U.S. Navy has its way, Austal USA's 1,800-employee Mobile River shipyard will be adding 2,000 more workers, many skilled in the delicate art of aluminum welding.

So how will they find them?

0
Share 0 Comments It's a good problem to have, and state government appears ready with an answer. On Monday, Alabama Industrial Development Training will open its new $12 million Maritime Training Center basically in Austal's backyard.

"The main thing that we're trying to do is get our citizens a job," said Ed Castile, AIDT's executive director.

From the outside, the building resembles a freighter loaded with containers from different countries.

The inside is split in half, with Austal occupying one side of the building and AIDT, an arm of the 2-year college system, running the other side.

AIDT offers free welding training
through 10- or 12-week daytime classes and a 15-week night class option. The next sessions will begin Jan. 3 and are open to 30 students each. Anyone interested can apply online at www.aidt.edu/jobs.

There will also be smaller, intermittent classes to train people to operate machinery like forklifts or overhead cranes, said Tony Hopper, project coordinator and master trainer.

Austal will use the facility for both new trainees and to recertify or beef up the skills of existing employees, said Joe Rella, president and chief operating officer of Austal USA.

Both halves have the same layout. Most of the building is a large open space that resembles the assembly bay of a shipyard, including an overhead crane that can travel the length of the building.

Hopper said students would build life-size sections of a ship in the assembly bay as part of their training.

The building also has smaller workspaces on the ground floor for welding training. The second floor has classrooms, a computer lab where students can learn everything from basic skills to three-dimensional ship design programs, and meeting rooms.

AIDT students will be able to get instruction in both steel and aluminum welding, Hopper said. Aluminum, which is used at locally at shipyards including Austal and C&G Boat Works Inc., is easier to damage than steel, and so requires a greater skill level to weld, said Lee Hammett, assistant director of AIDT.

Every student who graduates from one of the AIDT classes will be certified by the National Center for Construction Education and Research. Hammett said that the certification is recognized by all kinds of industries, not just shipbuilding.

"Local shipbuilders know they're getting quality workers from here," Hammett said. "Now anyone in the world will know."

Officials are also hoping that such a visible training center will be a recruitment tool for shipbuilding companies, Hammett said.

Rella said that he can attest to AIDT's training. Austal USA has already hired 800 people this year, expanding its workforce as it builds high-speed transport ships for the U.S. Navy and U.S. Army.

About half of the new workers didn't have shipbuilding experience, Rella said. Austal worked with AIDT to put the prospective employees through a six-week course. If they passed a test at the end of the course, Austal would hire them, Rella said.

"There has been no real significant difference between new hires, as far as quality and defects are concerned, and more legacy employees who have been with company longer," he said.

Austal is now on the verge of another expansion. The Navy announced last week that it is trying to win approval to purchase 10 littoral combat ships each from Austal and from a Lockheed Martin-led team that will construct its vessels in Wisconsin.

If the plan is approved, Austal will have to double the size of its facility and hire about 2,000 new workers over the next two to three years, Rella said.

Rella said working with AIDT on this year's hiring push has made him confident that the company will be able to handle doubling its workforce again.

"The rate of hire in the future doesn't really exceed the rate of hire we've seen already," he said. "We're already prepared." 

World Body Reacts To Shipping Act Aimed At Regulating Freight Rates

Source: Handy shipping Guide

US – Following their initial comments last month on the ‘Shipping Act 2010’ H.R.6167, the World Shipping Council (WSC), whose members operate around 90% of liner shipping capacity including all the major container and bulk freight and tanker carriers, has come out heavily against the proposed changes which the Bill, if passed, would make with regard to the way that the international liner shipping industry is regulated in U.S. foreign trades.

The WSC say that much attention has been paid to the fact that the bill proposes elimination of the limited antitrust immunity currently available for rate discussion agreements filed with the Federal Maritime Commission (FMC). It is the ocean carriers’ expectation that the repeal of rate discussion authority would lead to greater rate volatility and less predictable and less stable markets, which would not be beneficial to U.S. commerce.

In a somewhat ominous tone the WSC statement says: ‘If the U.S. Congress were to consider this change in the law, the group (WSC) states that the U.S. Congress should carefully consider and be comfortable with the market effects that would result.’ The statement continues to point out that H.R. 6167’s proposed changes are not limited to rate discussion agreements, however, it contains many other provisions that the WSC believe would be detrimental to trade.

The Council asserts that passing the Bill would create an ocean transportation system that would make U.S. trades less efficient and more costly for carriers, resulting in less choice, less capacity, lower service quality, and higher costs for U.S. exporters and importers whilst giving more regulatory powers to the Federal Maritime Commission (FMC). The FMC would effectively have direct control over cargo carriers in terms of their relationship with customers including commercial negotiations about space availability, new equipment regulations for ship owners with more burdensome and costly reporting requirements.

The WSC state that it does not expect this Congress to enact H.R. 6167 during its remaining days of session, but determined that the serious adverse consequences of the proposal warranted a statement and analysis given that proponents of the Bill were arguing that the proposed changes resemble the approach taken by the European Union towards such agreements and that it would not significantly affect carriers’ operating agreements and would allow those agreements to remain in place.

Texas Southern Launches Maritime Degree Program — A First for an HBCU

Source: Diverse education

Schineatha Rodriguez had worked in the maritime industry for more than six years. She was responsible for loading the vessels that exported items around the world to distant places in Latin America and Europe.

“It was a dynamic experience,” she says. “I learned that there were so many roles and responsibilities in making a ship move to other parts of the world.”

But then the 53-year-old Houston resident was laid off from her job and decided she should return to college and earn the college degree that she started many years ago.

“I knew that I wanted to attend an HBCU because I believed it would support me better than any other environment,” says Rodriguez, who began researching possible majors that sparked her interest.

And then she came across an unusual announcement last spring.

Texas Southern University planned to launch a new Bachelor of Science degree in Maritime Transportation Management and Security — the first undergraduate degree program of its kind at a HBCU.

“I was so excited,” says Rodriguez, who received a full scholarship in the amount of $18,000 per year to participate in the program. “I loved the industry and was pleased to see this new program offered.”

TSU established the program in collaboration with $2 million in start-up funds from the Port of Houston Authority — one of the nation’s largest ports — to respond to the dearth of minorities in managerial positions and an aging maritime industry work force that will need to be replaced over the next decade.

Nationwide, port officials say the maritime work force is increasingly aging (with an average age of about 45) and there is a need to develop a pipeline for younger workers. Minorities in managerial positions nationwide account for less than 15 percent of the overall work force, officials say.

The initial grant of $2 million will fund the program for the first five years, says Ursurla A. Williams, the program coordinator at TSU. University officials are also soliciting additional funds through the state Legislature and private foundations.

Port of Houston Authority officials say there will likely be a demand in the future for careers in freight logistics, shipping management and maritime transportation planning.

“Recently, there has been a global call for an infusion of a prepared work force into the maritime industry," says James T. Edmonds, the chairman of the Port of Houston. "This partnership integrates the resources of two dynamic Houston institutions committed to advancing education, commerce and improving quality of life. The success of this program will reap benefits that will be felt locally, nationally and around the world."

The response to the new major has been well-received on campus. The inaugural class has 33 students — 24 of whom receive either full or partial scholarships. Last spring, TSU officials targeted area high schools and community colleges to generate interest in the program.

“There has been great interest among our students,” says Williams, who believes that other HBCUs headquartered in cities with major ports might consider replicating the program on their campuses. “The program has been well-received.”

TSU maritime majors must complete 121 credits and take a variety of courses, including Introduction to Maritime, Maritime History and Maritime Law. Many of the courses are taught by vessel captains and other industry professionals.

Rodriguez is enrolled in four classes and will earn her degree in two years.

“I know that I want to return to the maritime industry but this time I will have a college degree in hand and so many more doors will be open for me,” she says. “Before I was laid off, I found out that if you are working and you don’t have the college degree, you don’t get the opportunity for promotion. Some of the doors are closed.”

Improving maritime safety, the EU way

Source: European Union Press

Life on the high seas should be safer in the future thanks to the results of an EU-funded research project aimed at vastly improving ship evacuation and safety procedures on passenger boats, and which could set the benchmark for maritime law. The work is a result of the SAFEGUARD ('Ship evacuation data and scenarios') project which received just over EUR 2 million from the 'Information society technologies' Theme of the Sixth Framework Programme (FP6).

The research team, which included academics, engineering consultants and shipping companies, ran an unprecedented research project on board the Royal Caribbean international cruise ship Jewel of the Seas, in which more than 2,300 passengers took part in a 'live' assembly drill while at sea. They wanted to analyse ship evacuation procedures - in particular the length of time it takes passengers to respond to an alarm - and to improve current evacuation analysis practices.

Using around 100 video cameras, including CCTV (closed-circuit television), fish-eye, digital and analogue cameras, the researchers measured the response time of all passengers once the evacuation alarm set off. The passengers wore infra-red tracking tags throughout the half-hour exercise, allowing the researchers to locate each person's exact movements and reconstruct the paths people took as they made their way around the ship to the various assembly points on board.

Research leader Professor Ed Galea from Greenwich University, Fire Engineering Group in the UK said the experiment on board the Jewel of the Seas had created nothing less than a piece of maritime history. 'This assembly trial was unique in several aspects, as we collected data from a large cruise ship, during a virtually unannounced assembly drill and while we were actually at sea,' he pointed out.

'The research measured realistic response times to the alarm, at a time when 2,300 passengers were spread over 12 decks,' Professor Galea noted. 'Although the passengers had been told the day before that we would be doing a drill, they were largely unprepared and could be found around the ship in their staterooms, in the bars, in the gym, in the shops, restaurants and elsewhere as the alarm sounded.'

Professor Galea added that 'all of this represents a significant difference from a typical assembly trial, which is heavily announced beforehand, which takes place before the ship sails, and where many of the passengers are already at the assembly points simply waiting for the drill to begin'.

He said the scale of the operation on board the Jewel of the Seas, which took place this past summer, was vast with the exercise requiring nine months of planning. Professor Galea stated that at least six months will be needed for frame-by-frame analysis of the video footage to measure the reaction times of passengers as they made their way to assembly points. Researchers will also have to evaluate questionnaires filled in by passengers on board at the time of the drill.

The team's intense preparation paid off as nearly all passengers cooperated with the assembly drill and wore their tags throughout the exercise. 'It was exhausting and exciting to organise this project on the Jewel of the Seas, and the results will be far-reaching,' said Professor Galea, adding that 'nothing on this scale is likely to be attempted again.'

He said he was confident that 'the research conducted by the SAFEGUARD team will help shape future maritime law and, ultimately, by informing the design of better and safer ships, will help save lives'.

Tracy Murrell, Director of maritime safety and compliance for Royal Caribbean Cruises, said her company 'looks forward to learning from the results of the project'. Source; European Union Press

US Bill Could Remove Anti Trust Immunity And Damage Container Shipping Industry

Source: Handy Shipping Guide

US – The World Shipping Council (WSC) have expressed their concerns that the proposals to amend the Shipping Act, H.R. 6167, could seriously set back the recovery of the major container carriers. The current Shipping Act allows carrier agreements filed with the Federal Maritime Commission to have limited antitrust immunity to discuss rate guidelines and trade forecasts.

Congressmen Oberstar and Cummings introduced their proposals for amending the Shipping Act a week before Congress recesses for the November elections and the WSC are asking for a full and frank discussion of the issues prior to any amendment going through. We have often pointed out what other sectors of the freight carriage industry view as an anomaly as they themselves feel the pain of anti trust regulation in action. Already the Staggers Act is up for review to the chagrin of rail hauliers whilst the woes of air cargo carriers and forwarding agents and truck manufacturers have also been spotlighted.

Ocean carriers of course are already under threat from customers irate at unprecedented tariff increases which some contend are in breach of contract as the pending action by UK retailers Argos against Danish giant Maersk illustrates.

Whilst acknowledging the right of Congress to revise the Act the WSC believe that removing the ability to set realistic rates would lead to a return to the market chaos which we saw previously as cargo volumes slumped. The policy of maintaining rates is a mutually agreed one with no binding agreements but trade cooperative agencies such as the Trans Pacific and Trans Atlantic Stabilization alliances have urged associates to maintain higher rates to ensure their members survival in the face of a rate war.

The WSC say that shipping companies have invested many billions of dollars years in advance to meet container trade growth that was three to four times GDP growth over the past 20 years. Investments of this scale and duration need some measure of assurance and predictability. If the investments are not made in advance of when the capacity is actually needed, cargo transportation will suffer.

Seemingly amendments would also affect the cooperative agreements between carriers and the WSC are uncharacteristically scathing about the effects of these. They say:

“……the industry’s operating agreements improve service and increase the number of competitive options on any given trade lane. The bill would disrupt current services and operations, and it would make cooperative arrangements impractical in the future. We can identify no benefit and many disadvantages for American commerce arising from such a proposal. If enacted, the bill would create an ocean transportation system that would make U.S. trades less efficient and more costly for carriers, resulting in less choice, less capacity, lower service quality, and higher costs for U.S. exporters and importers.”

The WSC also believe that, if adopted, the new rules would vastly increase government intrusion into the details of business-to-business commercial conduct saying that the draft legislation proposes various forms of rate regulation, mandatory revenue transfers, intrusion into how parties agree to structure their commercial offerings and agreements, and burdensome and ill-defined reporting requirements.

In short the WSC are calling for a fully detailed discussion with all stakeholders before Congress embarks on a process that they consider could potentially cause immense damage to an industry that has invested billions of dollars with no guarantees of future profits and is the vital artery for all trade.

Aker Philadelphia Shipyard Delivers Tenth Product Tanker

Source: Logistic week

Aker Philadelphia Shipyard, a leading U.S. commercial shipyard, delivered to American Shipping Company its tenth Veteran Class MT-46 product tanker. The 46,000 dwt vessel, named the Overseas Anacortes, will leave the shipyard in the coming days under the operation of OSG America to transport petroleum products for Tesoro. This vessel is the fourth vessel planned to be utilized by Tesoro.

Following tradition, a small naming ceremony will be held today to bless the ship and name her the Overseas Anacortes, with representatives from Tesoro, American Shipping Company, OSG America and Aker Philadelphia Shipyard all in attendance. The ship will leave Aker Philadelphia Shipyard and join its sister ships in transporting petroleum products on the West Coast.

Aker Philadelphia has two other vessels currently under construction as part of its historical build program. Both are scheduled to be delivered through spring 2011. Please visit www.akerphiladelphia.com for a photo of the Overseas Anacortes as well as updates on the two other vessels currently under construction at the yard.

Aker Philadelphia Shipyard is a leading U.S. commercial shipyard constructing vessels for operation in the Jones Act market. It possesses a state-of-the-art shipbuilding facility and has earned a reputation as the preferred provider of oceangoing merchant vessels with a track record of delivering quality ships. Aker Philadelphia Shipyard is a member of the Norwegian-based Aker family of global companies, leaders in global growth markets including energy technologies, energy resources, maritime technologies, seafood and marine biotechnology.

American Shipping Company (AMSC) owns and leases world-class quality vessels for operation between ports in the United States. When the current series of twelve tankers is completed in 2011, AMSC will own the most modern product tanker fleet in the United States; and it will be the first company in the United States to own shuttle tankers for use in the U.S. Gulf of Mexico.

Houston wins Clean Air Leadership Award

Source: Port world

The Port of Houston Authority (PHA) has received the Houston-Galveston Area Council’s (H-GAC) 'Best All-Around Clean Air Leadership Award' for 2010, recognising the PAH as an air quality leader in the region.

"I’m pleased to present you with the highest environmental partnership award we give," said Jack Steele, executive director of H-GAC, during the official presentation to Port Commission Chairman James T. Edmonds on August 31.

He added that "this award may be overdue," citing the port authority’s strategic partnership with H-GAC and its ongoing efforts to implement a clean fleet, work with tenants to help them reduce emissions, and implement an environmental stewardship program.

The Clean Air Action Program aims to reduce air pollution and assist the region in attaining compliance with federal air quality standards for ground-level ozone pollution.

The port authority was commended for several projects aimed at reducing air emissions from its operations and helping maritime stakeholders reduce their air emissions.

These include commitment to a Clean Air Strategy Plan (CASP) to develop voluntary air emission reduction programs over several years for ocean-going vessels, drayage trucks, cargo-handling equipment, locomotives and harbour craft.

A special mention was made of the public/private partnerships that PHA has developed as a result of Diesel Emission Reduction Act (DERA) grant funds to reduce air emissions.

Among them are the $1.5 million grant received by the PAH that will be used to refund Maersk Line for the extra costs it will incur due to a fuel switching initiative from regular high sulphur bunker fuel to a low sulphur distillate fuel when they call on the port of Houston.

Lee Kindberg, Director, Environment for Maersk North America recently gave Bunkerworld and Sustainable Shipping details of the cooperation between Maersk Line and the PHA to begin a low-sulphur fuel switching programme on approach to the port.

The fuel switching programme will involve all Maersk Line vessels calling Houston, which switch to a distillate fuel with less than 0.2% sulphur when within 24 nautical miles from the Texas coast. Kindberg said Maersk and the PAH would track published fuel prices from Bunkerworld to calculate reimbursements to Maersk Line.

JOC Sailings Collaborates

Source: Dmnnewswire

The Port of Los Angeles' customized micro-site extends the breadth and depth of key regional information for the cargo shipping industry
(August 20, 2010) NEWARK, N.J., Aug. 20 /PRNewswire/ -- JOC Sailings (www.jocsailings.com) a division of United business Media Global Trade (UBM GT) is a leader in providing point-to-point sailing schedules and business news for the maritime industry and is proud to announce the launch of The Port of Los Angeles (www.jocsailings.com/JOCPorts/PortofLosAngeles.aspx) custom micro-site - an online resource for critical and timely information in relationship to doing business within this key region.


"We're happy to be working with The Port of Los Angeles in their efforts to enhance their web presence and to reach a global audience. Their micro-site on jocsailings.com will be viewed and utilized by a qualified audience of ocean shipping professionals that has taken decades to build and maintain. By providing them with this additional resource we have thoroughly increased the value of the website," said Ray Venturino, VP Global Seaports of JOC Sailings.


The Port of Los Angeles micro-site (http://www.jocsailings.com/JOCPorts/PortofLosAngeles.aspx) provides NVOCC's, 3PLs, freight forwarders, BCO's and anyone involved in the cargo transportation industry with a global sailing schedule module that accurately, displays sailing schedules departing from or arriving to the port. Searches may be performed by region, country and port names. Results are generated displaying carrier names, vessels, voyage numbers, departure and arrival dates.

The micro-site also includes access to a port guide, statistics including: Top Trading Partners, Top Trading Routes, Top Containerized Imports (in TEU's), Top Containerized Exports (in TEU's), terminal descriptions and a jobs portfolio that will inform the industry-at-large of the many services available at the port. Direct links to container terminal facilities are also available supplying mode of operation, height, berths and other terminal features.

About JOC Sailings

JOC Sailings, a division of The Journal of Commerce, is a proprietary global sailing schedules database and industry news resource for professionals involved in the ocean transportation industry. JOCSailings.com's state-of-the-art search engine provides access to worldwide shipping schedules and related news on carrier rates, port developments and regulatory issues that affect containerized cargo and ocean transportation industry. For high-profile targeted advertising, enewsletter subscriptions and more information, please visit www.jocsailings.com.

About The Port of Los Angeles

The Port of Los Angeles is America's premier port and has a strong commitment to developing innovative strategic and sustainable operations that benefit the economy as well as the quality of life for the region and the nation it serves. As the leading seaport in North America in terms of shipping container volume and cargo value, the Port generates 919,000 regional jobs and $39.1 billion in annual wages and tax revenues. A proprietary department of the City of Los Angeles, the Port is self-supporting and does not receive taxpayer dollars. For more information, visit www.portoflosangeles.org or call +1-310-732-0430.

About UBM Global Trade

UBM Global Trade is the leading provider of proprietary data, news, business intelligence and analytical content supporting commercial maritime, rail, trucking, warehousing and logistics industries worldwide. The company's portfolio of more than 100 online, print and interactive workflow business solutions includes The Journal of Commerce, Breakbulk, RailResource, PIERS Global Intelligence Solutions and an array of international trade and transportation databases and directories. UBM Global Trade, a subsidiary of United Business Media Limited, is headquartered in Newark, NJ, with offices throughout the United States. For more information, explore www.ubmglobaltrade.com or call 800-223-0243 (+1-973-848-7250 outside the U.S. or Canada).

About United Business Media Limited

UBM (UBM.L) focuses on two principal activities: worldwide information distribution, targeting and monitoring, and the development and monetization of B2B communities and markets. UBM's businesses inform markets and serve professional commercial communities -- from doctors to game developers, from journalists to jewelry traders, from farmers to pharmacists -- with integrated events, online, print and business information products. The 6,500 staff in more than 30 countries is organized into specialist teams that serve these communities, bringing buyers and sellers together, helping them to do business and their markets to work effectively and efficiently. For more information, go to www.ubm.com.

SOURCE JOC Sailings

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.

Fuera las leyes de cabotaje

Fuente: El nuevo día

En las pasadas semanas ha vuelto a resurgir el tema de las leyes de cabotaje de Estados Unidos y su impacto en la economía de Puerto Rico, tras una medida presentada en el Congreso Federal, como consecuencia del derrame de petróleo en el Golfo de México. La Ley Marítima de 1920, conocida como Ley Jones, dispone que solamente barcos construidos en Estados Unidos y operados por ciudadanos americanos pueden transportar mercancía y participar en operaciones entre los puertos de la nación. Estas disposiciones no aplican cuando el comercio es con naciones extranjeras.

Puerto Rico puede aprovechar la oportunidad y plantear al Congreso argumentos económicos, no ideológicos, a favor de excluir a Puerto Rico de las leyes de cabotaje. El Congreso excluyó a las Islas Vírgenes, Samoa americana y las Islas Marianas por lo distante de los puertos de Estados Unidos continentales y el poco comercio marítimo entre ellas y el resto de la nación.

Cuando se incluyó a Puerto Rico, la razón principal fue de naturaleza militar, basada en argumentos de seguridad nacional, que hoy no están presentes. Un estudio de 2006 concluyó que el mercado marítimo entre Puerto Rico y los puertos continentales de Estados Unidos representa menos del uno por ciento del mercado marítimo total de este país, por lo que el asunto no es vital para el Congreso.

El argumento a utilizar es que el uso de la marina mercante nacional, le cuesta a los consumidores puertorriqueños una suma que ha sido estimada en alrededor de $500 millones anuales adicionales comparado con lo que se alega, representaría utilizar una marina mercante extranjera.

Por otro lado, es posible que las supuestas ventajas no existan. El costo de operación marítima local en Puerto Rico continuaría siendo igual que al presente. El volumen de mercancía que se importa de países extranjeros no sería suficiente para llenar un barco desde un puerto de origen y no se podría aprovechar reducciones por volumen en fletes o habría que esperar meses por un embarque. La ausencia de volumen no permitiría aprovechar la ventaja de embarques tipo “roll on-roll off” que ha reducido los fletes considerablemente en los últimos años.

La pregunta es: ¿estaríamos cambiando chinas por botellas?

Inician pruebas de buque cisterna que depurará crudo en el Golfo de México

Fuente: La Cronica de Hoy

Al cumplirse el día 76 desde que inició el derrame de petróleo en aguas del Golfo de México, en un nuevo intento por controlar el vertido de crudo que está afectando la costa sur de Estados Unidos, un buque cisterna transformado y acondicionado comenzó sus pruebas con la esperanza de absorber y depurar miles de millones de litros de agua salada contaminada con petróleo.

Frank Maisano, vocero de la firma naviera taiwanesa TMT Group, propietaria del navío, llamado A Whale (Una ballena) confirmó que ya comenzaron las pruebas y confían que en los primeros días de la semana se tengan noticias de esta operación. La guardia costera dijo que las pruebas demorarán 48 horas.

Las autoridades estadunidenses desean verificar que la cisterna puede aspirar 21 millones de galones diarios de agua contaminada con crudo, lo que ayudaría en forma favorable en las tareas de limpieza del mar contaminado.

DEMANDAS. Mientras siguen las labores para contener la fuga de crudo en el Golfo de México, un juez federal intenta agilizar el proceso legal de más de 30 demandas relacionadas con el caso, en las que el responsable es la empresa británica British Petroleum (BP).

Una orden presentada en días pasados por el juez federal Carl Barbier consolida temporalmente las demandas en los trámites preliminares.

Las demandas son solamente una fracción de más de 200 iniciadas en Luisiana, Texas y otros estados desde que la plataforma de prospecciones que regentaba BP.

Barbier dijo que las demandas pendientes en su sección serán consolidadas administrativamente hasta que falle la comisión multidistrital sobre cómo atender todas las demandas en el país. La comisión se reunirá el 29 de julio.

FACTURA. Por otra parte, la empresa BP, asfixiada por el pago de gastos de la limpieza de crudo y de indemnizaciones a afectados por el derrame, exigió a las empresas con las que está en sociedad, Anadarko y Mitsui, a pagar unos 400 millones de dólares por el desastre, o cerca del 40 por ciento de los mil millones de dólares que la BP gastó en mayo, según publicó ayer el periódico estadunidense The New York Times.

Costo de derrame de petróleo para BP ya supera los 3.000 millones de dólares

Fuente: El Comercio

Nueva Orleans (AP). El costo para la petrolera británica BP por el desastroso derrame de crudo en el Golfo de México subió casi 500 millones de dólares durante la semana pasada, con lo que la factura por labores de limpieza y pago de compensaciones a individuos, negocios y gobiernos en la zona superó los 3.000 millones de dólares

BP dijo en un comunicado el lunes que ha gastado 3.120 millones en su respuesta al derrame, cuando apenas la semana pasada el total era de 2.650 millones de dólares

Del total, 147 millones se destinaron a pagar 47.000 reclamos de compensación, cerca de la mitad de los que se han presentado, aseguró la empresa. La cifra no incluye un fondo de 20.000 millones de dólares que BP creó el mes pasado.

Mientras BP continuaba perforando pozos de alivio, que son la mejor esperanza para luego tapar el pozo dañado, se probaba un nuevo buque colector de petróleo en el Golfo, pero las malas condiciones del clima podrían retrasar el trabajo.

El buque desnatador del crudo que flota en el mar, llamado “Una Ballena”, ha mostrado su maniobrabilidad durante el fin de semana en un sector de 65 kilómetros de mar, al norte del sitio donde la explosión del 20 de abril en la plataforma de prospección Deepwater Horizon mató a 11 trabajadores y dio pie al peor derrame petrolero en la historia del Golfo.

TMT, la compañía naviera dueña del buque, esperaba probar un sistema de barrera diseñado para llevar grandes volúmenes de agua a las ventilas o “mandíbulas” que el buque emplea para succionar agua, de acuerdo con el vocero Bob Grantham.

Sin embargo, los fuertes vientos y el mar picado hicieron imposible la maniobra, y además evitaron que otros buques colectores más pequeños pudieran trabajar en las costas de Alabama, Misisipí y la Florida.

“Como estuvieron las cosas ayer, las condiciones del mar, con olas que a veces exceden los tres metros (10 pies), no existen condiciones óptimas de prueba”, dijo Grantham en un correo electrónico el domingo.

Los colectores han permanecido atracados en los muelles desde que el clima empeoró la semana pasada a causa del huracán Alex, que posteriormente se deshizo tras chocar con tierra. La Guardia Costera de Estados Unidos espera que el clima mejore antes de enviarlos al mar.

Aumentan costos monetarios por derrame petrolero

Fuente: VTV

Las pérdidas financieras por el derrame petrolero que comenzó hace dos meses ascendieron sólo durante la última semana a más de 300 millones de dólares

Los costos monetarios relacionados con el desastre ecológico en el Golfo de México sobrepasaron los dos mil 300 millones de dólares, según informe interno de la firma British Petroleum (BP).

Las pérdidas financieras por el derrame petrolero que comenzó hace dos meses ascendieron sólo durante la última semana a más de 300 millones de dólares.

Según un comunicado del grupo BP, el dinero ha sido destinado principalmente a pagar la limpieza marítima, demandas presentadas por estados norteamericanos, y esfuerzos de contención del flujo aceitoso.

La empresa británica explicó que desde finales de abril aproximadamente 37 mil expertos, cuatro mil 500 embarcaciones, y unas 100 aeronaves fueron movilizados como respuesta ante la catástrofe ambiental.

Desde la explosión y el hundimiento de la plataforma Deepwater Horizon del pasado 20 de abril, el consorcio europeo informó que recupera unos 15 mil barriles de crudo de los entre 35 y 60 mil derramados diariamente.

El grupo petrolero se enfrenta desde la semana pasada a una presión política adicional luego que uno de sus socios en el sector la acusara de negligencia mayor y conducta empresarial desatinada.

Dos días después de que el consejero delegado de BP, Tony Hayward, compareciera ante el Congreso, la corporación Anadarko Petroleum subrayó que el consorcio británico tiene toda la culpa por el derrame.

British Petroleum debería pagar la totalidad de la indemnización multimillonaria por el desastre ecológico en el Golfo de México porque la culpa es completamente de ellos, remarcaron voceros de Anadarko.

La empresa con base en Woodlands, Texas, y uno de los administradores de la hundida plataforma rechazó cualquier responsabilidad con la muerte de los 11 trabajadores por la explosión de la Deepwater.

Aplazan explotación petrolera

Fuente: Excelsior

Con las instrucciones de los presidentes Felipe Calderón y Barack Obama, México y Estados Unidos pactaron una moratoria en la explotación petrolera en aguas profundas del Golfo de México, a consecuencia del derrame ocasionado por la plataforma Deepwater Horizon, de la firma British Petroleum.

La moratoria —cuyos términos para determinar su temporalidad y extensión están en negociación— estaba planeada originalmente para la zona llamada Hoyo de Dona o Polígono Occidental.

Sin embargo, la prolongación de la crisis ambiental ocasionada por el derrame petrolero hace prever que la suspensión pueda extenderse hacia el Cinturón Plegado Perdido, donde ya ocho compañías tenían previsto arrancar este año la extracción de crudo pesado, en yacimientos que están en el límite marítimo de ambas naciones y donde los expertos prevén que se aplique el llamado efecto popote, ante la incapacidad técnica de México para explotar esa zona.

El propio presidente Barack Obama concretó el primer paso al comprometerse a revisar los términos de los permisos para explotar los yacimientos en la zona del Cinturón Plegado Perdido, pues el pasado fin de semana ordenó la suspensión de actividades en 33 pozos exploratorios ubicados en el Golfo de México.

El pasado 19 de mayo, en Washington, los presidentes Calderón y Obama analizaron el tema de la explotación petrolera en yacimientos transfronterizos, en el contexto de la crisis ambiental por el derrame ocasionado por la plataforma Deepwater Horizon.

“Ambos presidentes reiteraron su compromiso para garantizar la seguridad energética en América del Norte, así como la explotación segura, eficiente y equitativa de los yacimientos transfronterizos, de conformidad con los más altos estándares ambientales y de seguridad, e instruyeron a sus respectivos gabinetes a tomar medidas consistentes con los resultados de investigaciones clave sobre el derrame petrolero que ocasionó la plataforma de British Petroleum, con el fin de alcanzar dicho compromiso compartido.

“En este sentido, instruyeron a sus Gabinetes a alcanzar una moratoria para la realización de actividades de explotación a lo largo de la frontera marítima en la Región Occidental del Golfo de México. El presidente Obama agradeció al presidente Calderón la asistencia que México ha ofrecido en torno a los esfuerzos en curso para contener el derrame petrolero de la plataforma Deepwater Horizon, propiedad de British Petroleum, en el Golfo de México, de conformidad con el Plan Conjunto de Contingencia entre México y Estados Unidos sobre Contaminación del Medio Ambiente Marino”.

Así lo establece la Declaración Conjunta que los presidentes Felipe Calderón y Barack Obama hicieron pública la misma tarde que hablaron en Washington.

Información proporcionada a Excélsior en las secretarías de Relaciones Exteriores y de Energía, así como en el Senado de la República, establece que el derrame petrolero modificó las condiciones de negociación en beneficio de la posición de México, que buscaba una prórroga de al menos tres años para el Hoyo de Dona, frente la moratoria que vence el 27 de enero de 2011, junto con un acuerdo bilateral para la explotación del Cinturón Plegado Perdido.

Sin embargo, las presiones de las ocho compañías petroleras que ya trabajan en el Golfo de México complicaba el escenario para los mexicanos, tanto en el Hoyo de Dona —donde todavía no hay evidencias de riqueza petrolera— como en el Cinturón Plegado Perdido —donde sí existe reserva petrolera importante en ambos lados de la frontera marítima.

U.S., EU Scrutinize Container Shipping Rates

Source: WSJ

By JOHN W. MILLER

BRUSSELS—A U.S. regulator and the European Union's competition watchdog are monitoring the world's top container shipping lines for any evidence of price fixing.

The scrutiny comes as the prices shipping lines charge have continued to rise even as the industry's supply of new ships has continued to increase sharply.

The shipping lines, including industry leader AP-Moeller-Maersk AS, deny they are operating a cartel.

The Federal Maritime Commission in the U.S., where carriers enjoy broad antitrust immunity, has opened a "fact finding" investigation into shipping rates. It is due to submit an interim report on June 15 and a final report on July 31.

The agency's mission is to make sure that collaboration between shipping lines does "not result in unreasonable increases in transportation costs or decreases in transportation services," says FMC commissioner Michael Khouri.

In Europe, regulators are "actively monitoring" the situation, says EU spokeswoman Amelia Torres. She declined to elaborate.

The companies that ship 20-foot or 40-foot cargo containers around the world had their worst year ever in 2009, losing an estimated $20 billion, according to Drewry Shipping Consultants Ltd. As global trade shrank by 10%, shipping lines received hundreds of new ships they had ordered during the economic boom, creating a chasm between supply and demand. For a while, rates collapsed. Analysts predicted that at least one major shipping line would have to go out of business.


That hasn't happened. Instead, shipping lines have adopted a variety of strategies to push rates back up. They have idled ships to reduce capacity and "slow steamed" to save on fuel, spending more days at sea and fewer in port, further reducing supply. Carriers say slow-steaming can cut a company's capacity by as much as 5%.

In the U.S., shipping lines have teamed up to levy voluntary rate surcharges of $400 per container. The lines say the surcharge is appropriate because no one is obligated to impose it.

The average price of moving a 40-foot container from one port across an ocean to another port increased to $2,716 in March, up more than 74% from $1,557 a year earlier. The increase is even more dramatic on some routes. For example, on shipments to Europe, the index rate has more than tripled to $3,880 from $1,071.

"The turnaround has been much swifter than expected," says Philip Damas, who follows the container shipping market for London-based Drewry.

"The mood in the industry is that things are going relatively well, but there are suspicions among importers and exporters that they've colluded," Mr. Damas says.

Shippers—the companies that arrange for space on ships—say they are struggling to find enough space at affordable prices. "We are still concerned about prices," says Nicolette van der Jagt, secretary-general of the European Shippers' Council, a Brussels-based lobbying group.


Richard Owens, a senior executive at delivery company DHL International GmbH, a unit of Deutsche Post AG, recently complained to International Freight Weekly that "we can't make the ships go faster." He said the company hopes that "one of the carriers will break ranks on speed or rates eventually."

The industry says it is doing nothing wrong. Companies have acted separately, and need rate increases to survive, says Jean-Philippe Thenoz, vice president of North America lines for France's CMA-CGM, the world's third-biggest container company by volume. "We're still far from profitability."

The crucial question for regulators will be to determine whether slow-steaming and idling ships are "a shared decision or everybody made the same decision on their own," says Drewry's Mr. Damas.

Mr. Khouri, the U.S. regulator, says that the voluntary surcharges appear to be legal, but that "discussions to agree on capacity restriction" would be a "violation of the Sherman Act."

Established in 1961, the FMC's mission is to oversee the regulatory side of shipping. President Barack Obama set a target of doubling U.S. exports by 2015, turning affordable freight prices into a political priority for his administration, say FMC officials.

Historically, shipping lines have been granted immunity to fix prices, says Mr. Damas. But the European Commission, the EU's executive arm, officially ended a price-fixing exemption for the industry in October 2008. In the U.S., shipping lines have antitrust immunity to set rates and surcharges, but aren't allowed to collude to restrict supply.

"Clearly, following the introduction of the new rules, the commission is looking for a case in the shipping sector to show it means business," says Ian Giles, a London-based lawyer for Norton Rose LLP, which specializes in shipping issues.

EU regulators are keen not to be left behind what the U.S. is doing, and have been discussing the shipping-rate situation with their U.S. counterparts, according to an official at the Federal Maritime Commission.

In February, the European commission launched an investigation into a possible cartel among freight-forwarding companies, which often rent space aboard container ships. DHL International, Panalapina Inc., Kuehne + Nagel AG, DSV AS, United Parcel Service Inc. and Expeditors International of Washington Inc. all confirmed receiving official letters from the EU announcing an investigation.

The European commission frequently follows a cartel investigation with another one in a related industry, say lawyers and officials.

Once launched, cartel investigations can take years, and result in fines if regulators find that companies guilty of collusion. The EU has stepped up its enforcement of cartel laws in recent years, hitting the auto-glass and gas industries with fines over $1 billion. Most recently, it fined memory-chip makers a total of $404.2 million.

Write to John W. Miller at john.miller@dowjones.com