{"id":75405,"date":"2023-12-07T00:00:00","date_gmt":"2023-12-07T00:00:00","guid":{"rendered":"https:\/\/enterpriseam.com\/logistics\/2023\/12\/07\/how-are-shipping-firms-adapting-to-the-new-wartime-normal-in-the-regional-maritime-landscape\/"},"modified":"2023-12-07T00:00:00","modified_gmt":"2023-12-07T00:00:00","slug":"how-are-shipping-firms-adapting-to-the-new-wartime-normal-in-the-regional-maritime-landscape","status":"publish","type":"post","link":"https:\/\/enterpriseam.com\/logistics\/2023\/12\/07\/how-are-shipping-firms-adapting-to-the-new-wartime-normal-in-the-regional-maritime-landscape\/","title":{"rendered":"How are shipping firms adapting to the new (wartime) normal in the regional maritime landscape?"},"content":{"rendered":"

Enterprise explains: The impact of Israel\u2019s war on Gaza on shipping in the region.<\/strong>Israel's war on Gaza is affecting shipments going through the Red Sea, one of the busiest cargo transit waterways in the world. Maritime cargo vessels, which are mostly insured on a subscription basis, are expecting plenty of changes to rates and procedures, including war premium surcharges, due to escalating and unpredictable risks<\/a> in the region.<\/p>\n

Classifying risk in Israel:<\/strong> Israel\u2019s risk scale on JCC Cargo WatchList rose from a high (3.0) rating to very high (3.2), on 11 October, according to a statement<\/a>. It later rose again to a 3.8 rating on 17 October, another statement<\/a> said.<\/p>\n

REMEMBER- Yemen\u2019s Houthis leader <\/strong>warned<\/a><\/strong> of attacks on Israeli ships in the Red Sea<\/strong> and the Bab el-Mandeb Strai<\/strong>t, on 14 November. \u201cOur eyes are open to constantly monitor and search for any Israeli ships in the Red Sea,\u201d leader of the Houthi group Abdulmalik al Houthi said. <\/p>\n

Are non-Israeli vessels affected? Not directly.<\/strong> Within the terms of this threat, non-Israeli-linked tankers have a limited chance of being targeted by the Houthis at the current moment, as senior analyst at risk management firm Ambrey, Robert Peters, told S&P<\/a>. The fall out is expected to be localized to Israeli-owned or affiliated vessels.<\/p>\n

But all vessels will need to exercise caution:<\/strong> The International Group of Protection &<\/a>Indemnity Clubs<\/a> released a statement<\/a> recommending exercising \u201cextreme caution,\u201d due to evolving threats that pose a significant risk to commercial vessels in the Persian Gulf, Hormuz Strait and Oman sea, on 17 November. <\/p>\n

Disclaimer: Piracy risks in the region are not new.<\/strong> Both the Persian\/Arabian Gulf and Yemen, experienced only a 0.1 rise on the JCC Cargo WatchList risk scale. The Persian\/Arabian Gulf rose from a \u201cvery high\u201d 3.4 rating to 3.5, while Yemen\u2019s rating rose from \u201csevere\u201d at 4.8 to 4.9, on 8 November, according to a statement<\/a>.<\/p>\n

But the last month has seen an escalation of tensions:<\/strong> The Houthis took<\/a> 25 members hostage on an Israeli-linked cargo ship it seized \u2014 the Galaxy Leader<\/a> \u2014 in the Red Sea earlier in November. Two commercial ships connected to Ray Car Carriers, whose vessel was seized, diverted their course<\/a> in the Red Sea following the incident. The US navy<\/a> has also been getting involved, with the latest attack this week<\/a> seeing a US destroyer shooting down a drone that was about to hit a commercial vessel in the Red Sea. This week<\/a>, a US warship and three commercial vessels have come under attack off the Yemeni coast.<\/p>\n

Seasoned vessel charterers are aware of the pre-existing risks and are still traveling Red <\/strong>Sea routes<\/strong>, Luv Kamar Menghani, a shipbroker and commodities trader with UAE-based BluePeak Commodities and Shipping<\/a>, told Enterprise Logistics. \u201cThese routes optimize voyage duration, are seas they are experienced with, and work for them no matter what the situation is,\u201d he explained. Regardless of short-term caution in the region, charters are still keen to travel the Red Sea South, including those in search of Russian G7 sanction-approved crude business. <\/p>\n

New shippers, however, are cautious<\/strong>, and have been shifting towards shorter voyages in the Asian Gulf or towards the Eastern routes, Menghani told us. He expects this to be temporary, regardless of the reshuffle of shipping routes, provided that attacks do not escalate to occur on a regular basis.<\/p>\n

As are some Israeli shippers:<\/strong> Israeli shipping company ZIM said<\/a> it would be re-routing some of its vessels, in efforts to avoid the Red Sea channel. ZIM ships are in some cases going around the Cape of Good Hope in Africa, the Financial Times<\/a> reports. The company warned<\/a> customers to expect \u201clonger transit times,\u201d as a result of the lengthy and costly re-route.<\/p>\n

Some are implementing war risk premiums: <\/strong>Israeli Shipping group ZIM<\/a> said it will pass on a war risk premium surcharge at a range of USD 25 per TEU to USD 100 per TEU to customers on shipments to Israel, effective 22 November, according to a statement<\/a>. South Korean shipping group HMM<\/a> has also implemented a war risk surcharge, according to Reuters<\/a>. Ships sailing for Israel are facing a 10-fold jump in war premiums, leading shipping firms in Israel to call for the government to get involved to ensure imports continue to arrive, Reuters<\/a> reports.<\/p>\n

They\u2019re going up by the week:<\/strong> Ins. providers have already increased rates last week, in some cases up to 300%, head of maritime ins. broker Marsh Marcus Baker told the Financial Times<\/a>. War premiums are up this week by 0.05-0.1% of the value of a ship, from around 00.3% the week before, ins. sources told Reuters<\/a>. This converts to tens of thousands of USDs in extra costs, which will hike transport costs, the sources said.<\/p>\n

Israel is trying to minimize the impacts of premiums:<\/strong> In October the Israeli government said<\/a> it would pay compensation for damaged ships, in efforts to minimize risks for vessels using the country\u2019s ports. <\/p>\n

Ins. experts say they may need to slash their rates:<\/strong> Israeli-owned and linked ships may need to slash prices to remain competitive, an insurance executive told S&P Global<\/a>.<\/p>\n

Some shipping firms are finding other workarounds: <\/strong>Oil tankers in the Red Sea are shutting<\/a>off<\/a> their tracking transponders amid the Israel-Hamas war, in a bid to navigate waters without being detected.<\/p>\n

Vessel owners are also looking to enhance their existing onboard security by employing<\/strong> armed guards onboard<\/strong>, Menghani said. Security group Seagull Maritime<\/a> have received \u201cmore and more\u201d requests for armed guards from shipowners, COO Dimitris Maniatis told the Financial Times<\/a>. Having armed guards\u2019 onboard tankers is a usual precaution in Suez Canal South, and vessels will \u201cpick up armed guards\u201d on their route, who will travel with them until they surpass the area, according to Menghani. Requesting additional security measures be added to an existing or new charter contract will be the shipowner\u2019s prerogative, and the costs will be absorbed by those chartering the tankers, he explained.<\/p>\n

Shipbrokers are also having to do additional in-depth KYC to mitigate risks<\/strong>,according to Menghani, who notes that the company has \u201cremoved a ship or two [from operation], because we don't have full KYC from the owners.\u201d It has become imperative to declare the ownership of the ship and, disclose if it has any ties to Israel, to potential vessel charters, he added. \u201cAs a shipbroker, if I find a suitable ship, and it turns out that it has Israeli ownership, that will have to be declared,\u201d he explained, adding that he would take a different route if available.<\/p>\n

Looking ahead: <\/strong>\u201cThere will be a chance for shipowners from different nationalities and different flags to take the gap in the market share,\u201d as shipbrokers and charters are cautious to utilize Israeli affiliated ships, stressed Menghani. In the long-term, the fall in crude prices means that eventually, regardless of war premiums rising, the flow of shipments will remain steady through the Red Sea passage.<\/p>\n","protected":false},"excerpt":{"rendered":"

Shipbrokers are having to do additional in-depth KYC to mitigate 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