As the threat of Houthi rebel attacks on shipping in the Red Sea continues amid a new climate of uncertainty for the maritime industry, Robert Blades, Global Commercial Sales Manager at Peters & May, outlines the specific challenges when transporting out-of-gauge cargo on multi-purpose vessels.
Amid today’s volatile geopolitical and economic landscape, the marine transport sector is facing unprecedented challenges as global supply routes are reshaped and cargo flows disrupted.
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For the project cargo market and the transportation of oversized, heavy and out-of-gauge cargo on multi-purpose and heavy-lift, specialised vessels, the potential obstacles when planning already-complex shipping operations are exacerbated.
New rules and risks now apply when transporting challenging assets such as pontoons, wind farm turbines and towers, and commercial vessels like tugboats or patrol boats, which may need specialised cradles or other equipment in place.
In July, Houthis attacked two Liberian-flagged, Greek-operated cargo ships in the Red Sea, sinking the Eternity C. It serves as a stark reminder that there is no end in sight to the threat against vessels, as shipping continues to be targeted with missiles, drones and small boat attacks in the Red Sea and the Gulf of Aden – and this is not the only region of concern as global conflicts rumble on.
In a climate where transit times can unexpectedly increase due to fast-paced changes in territorial tensions and security concerns, planning for multi-purpose vessels (MPVs) is more complex, with longer lead times. Other factors, such as the upsurge in piracy and additional insurance, and the positioning of equipment and repatriation, must also be considered in any route planning.
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By GlobalDataBringing stability out of the chaos requires years of specialist experience, an ability to adapt to the unexpected and an intricate understanding of the complexities of commercial cargo transportation, with predictable routes and shipping schedules increasingly rare.
Rapid Rerouting and the Ability to Pivot
MPVs, which operate within the spot charter market, are particularly affected by the shifting landscape, with new supply/demand dynamics meaning that planning for MPVs is more complex.
At Peters & May’s Commercial Marine Transport Division, we rely on these specialised vessels due to their capabilities to handle considerably more complex cargo and heavier boats than container lines: the heaviest boat we have lifted weighed 875,000kg.
However, with an increased demand for MPVs compared to 2019/2020, there is already tight availability in some regions. In addition, most vessels are now having to transit around the Cape of Good Hope (COGH), rather than utilise the more efficient Asia to Mediterranean or Northern Europe route through the Red Sea, which means a 25-day transit now takes up to 50 days.
An understanding of these complexities is essential, highlighted by our recent project to load and ship ‘Red Jet 4’, the high-speed catamaran, from Southampton, UK, to South Korea, on the AAL MV Kobe.
The vessel’s planned passage through the Red Sea was ruled out by the shipowner following deteriorating conditions, once it had already transited the Suez Canal, including renewed Houthi rebel attacks on commercial ships. The team quickly adapted the voyage plan, securing the necessary permits, port arrangements, and vessel support to accommodate the new route back through the Suez Canal and around the COGH, while considering weather variations, fuel resupply, crew scheduling and increased transit risks over the longer distance.
Risk Mitigation is the Priority
The new challenges around route planning and MPV availability make it particularly difficult for cargo owners today to manage their schedules, budgets and risks with confidence.
The good news is that with the support of a specialist partner, these owners have the advantage of working with experts who have the experience to avoid delays and hidden costs by creating optionality and managing expectations through a consultative approach.
For example, at Peters & May, one of the most prevalent issues we notice is a discrepancy between the supplied Gross Registered Tonnage and Displacement Weight of the cargo. Our world-class technical team can quickly spot any errors and inconsistencies, which, if unnoticed, could result in the wrong type of vessel being selected, with cranes unable to lift the cargo.
Another instance where we can sometimes achieve more efficient transportation is by combining cargoes. Even factoring in some deviation to a route, the collective saving for two or more customers sharing an MPV can be significant. Adding cargo to a vessel that is already scheduled to sail means that costs, including rising fuel, port costs, chartering, cradling and lifting equipment, and manpower costs, can be shared and saved.
There are many other benefits which can only be offered by specialists who are continuously transporting heavy machinery, oversized equipment, or complex and challenging cargo across a diverse range of global routes.
The deep level of expertise required to hoist, load, safety distribute weight and secure complex cargo when using heavy-lift geared vessels with their own cranes, as well as gearless, semisubmersible or combidock vessels, is particularly evident at Peters & May in our loadmasters team. Our team has a total combined years of work of 150 years, with many having served in the British Army’s Royal Logistics Corps. Using decades of experience, every project can be managed with precision to reduce any potential risk of damage to high-value assets.
It is with this understanding of specialised transport requirements, alongside an insight into geopolitical trends, that we can support customers by reducing risk in today’s unpredictable environment.
