The Ever Forward reported its draft at the time of its departure as 13 meters (about 42.5 feet), where as the location of the grounding appears to be only about 24 feet. A 500-yard safety zone remains in place around the vessel.Īn update from cargo consultancy WK Webster on Wednesday said a salvage security is not required by cargo interests, however it is possible that General Average will be declared and, if so, a GA security may be required in order for cargo interests prior to delivery. ![]() There are no reports of injuries, pollution, or damage to the vessel as a result of the grounding, according to the Coast Guard, the lead federal agency in the response.Ī Captain of the Port order has been issued by the Coast Guard requires Ever Forward’s crew to conduct regular soundings tanks to monitor for pollution and report any changes in stability, draft, position, or signs of an oil spill. Operations at the Port of Baltimore continue as normal as the Ever Forward is located outside the main shipping channel and isn’t blocking arrivals or departures at the port, Doyle said. Meanwhile, a salvage team, naval architects and divers are working to determine the best course of action to free the vessel. William Doyle, the Executive Director of the Port of Balitmore, said technical experts boarded the ship Monday and Tuesday to evaluate its condition. The 334-meter-long Ever Forward has been stuck in the mud since Sunday night after straying from the Craighill shipping channel as it departed the Port of Baltimore for Norfolk, Virginia, with a pilot on board. “The consequences of an error,” Sharma said, “can be high.A team of technical experts has boarded the grounded Ever Forward in Chesapeake Bay this week to evaluate the condition of the ship and determine a plan for refloating, a port official said Wednesday. That could lead to lengthy disputes, lawsuits and finger-pointing as to who is responsible. Perhaps merchandise aboard the ship is seasonal, or maybe the delay has stalled the assembly of another product. On the large scale, massive companies may not be able to sell goods at the expected time. On a small scale, for example, Crane, the graphic novelist, may have to delay his book tour. Although more than 80% of international goods travel by sea, Sharma pointed out that the supply chain is “fragile.” The emergency wetlands license issued by Maryland requires Donjon-SMIT, the salvor, to assess and develop a plan for any impacts to a natural oyster bar in the area of the grounding.įranchot noted that the extensive dredging - 206,280 cubic yards, per MDE - could have damaged those oyster beds or disrupted spawning season for species that are harvested by the seafood industry, which could create an economic challenge. In his letter to Evergreen requesting the $100 million fund, Maryland Comptroller Peter Franchot wrote that “the incident has caused … environmental damage to the Chesapeake Bay” and that the ship “getting stuck in our waters undoubtedly has resulted in disruptions to the Bay’s fragile ecosystem.” “The actual battle wouldn’t be finished for a year or two or three, but the purpose of providing guarantees or cash deposits is that you get your cargo first, and you argue later,” said Jai Sharma, the head of marine cargo casualty practice at Clyde & Co., a London-based law firm that represents some of the insurance companies with cargo on the Ever Forward.Īnd although there were “no known fuel releases or pollution events,” per the Maryland Department of the Environment, the environmental impact has yet to be fully evaluated. General Average adjusters (a third party appointed by the ship owner) then determine how much each party owes, and attorneys who represent the cargo owners may negotiate that figure with the ship owner. So, though Evergreen will initially pay Donjon-SMIT, the salvor, for the full cost of the salvage, Evergreen will seek compensation from the hundreds, if not thousands, of cargo owners.Īs long as those cargo owners or their insurance companies pay a security deposit or bond - a concept similar to collateral - they will receive their cargo promptly. The amount each party pays is pro-rated by value, and because cargo is typically more valuable than the ship itself, oftentimes a ship owner pays less than half of the salvage cost. Evergreen, the Taiwanese shipping company, owns the Ever Forward, which sails under the Hong Kong flag, but that doesn’t mean the final cost of the salvage operation will fall squarely on the company’s shoulders.Īfter two failed refloating attempts in late March, Evergreen declared General Average, a standard of maritime law that requires all stakeholders in sea cargo, including the cargo owners, share in the cost of emergency salvage operations.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |