[et_pb_section fb_built=”1″ _builder_version=”4.16″ custom_padding=”0px||0px|||” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_row column_structure=”2_3,1_3″ module_class=”reverse-columns-mobile” _builder_version=”4.16″ custom_padding=”0px|||||” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”2_3″ _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text _builder_version=”4.25.1″ global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n
[\/et_pb_text][\/et_pb_column][et_pb_column type=”1_3″ _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text _builder_version=”4.25.1″ text_font=”roboto-regular||||||||” text_text_color=”#003a7c” custom_margin=”||25px||false|false” custom_margin_tablet=”||15px||false|false” custom_margin_phone=”” custom_margin_last_edited=”on|tablet” global_colors_info=”{}” theme_builder_area=”post_content”]As it left the Port of Baltimore on 26 March 2024, the \u201cDali\u201d collided with a bridge, causing the latter to collapse.[\/et_pb_text][et_pb_text _builder_version=”4.25.1″ text_font=”roboto-regular||||||||” text_text_color=”#003a7c” custom_margin=”||0px||false|false” custom_margin_tablet=”||15px||false|false” custom_margin_phone=”” custom_margin_last_edited=”on|tablet” global_colors_info=”{}” theme_builder_area=”post_content”]Credits: NTSB, 3 x Havariekommando , privat, Verein Bremer Spediteure, HDI, NHC Northern Helicoter, SafeRope, NHC Northern Helicopter\/Lindner Fotografie, WINDEAcare[\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section fb_built=”1″ _builder_version=”4.23.1″ custom_padding=”0px||0px|||” bottom_divider_color=”#DFE6EE” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_row column_structure=”2_3,1_3″ _builder_version=”4.16″ custom_padding=”0px|||||” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”2_3″ _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text _builder_version=”4.25.1″ global_colors_info=”{}” theme_builder_area=”post_content”]Dieter Schmidt, who retired as Deputy Director of the Central Command for Maritime Emergencies (CCME) at the end of May after more than 20 years of success with the Cuxhaven-based organisation, followed the developments surrounding the \u201cDali\u201d with great interest. \u201cAlthough we have extremely high safety standards in Germany, an accident like this can still happen here,\u201d he stressed. \u201cAfter all, accidents caused by technical failure can\u2019t be ruled out completely in the shipping industry.\u201d Moreover, even if media reports often give the impression that the number of accidents occurring on the world\u2019s oceans is increasing, Schmidt cannot confirm this trend, at least not for Germany. \u201cThe Central Command for Maritime Emergencies is deployed around four to five times a year,\u201d he added. \u201cSome years it\u2019s more, some it’s less. The number of accidents has remained stable over the decades, though, and isn\u2019t escalating.”<\/p>\n
Schmidt is unable to identify any particular loss incidence clusters in the 93 CCME operations he has witnessed since 2003 (see also page 17). \u201cSometimes it\u2019s ships adrift due to bad weather, others oil spills or fires on board,\u201d he explained. \u201cBut in principle, no two situations are the same.\u201d The fire on the \u201cLisco Gloria\u201d Baltic Sea ferry, north of Fehmarn in October 2009, is the incident that moved him the most. “The captain\u2019s quick decision to evacuate was crucial,\u201d he added. \u201cThe circumstances were also on our side, the rescue procedure was sound and the police boats, which rescued the more than 200 people from the lifeboats, were invaluable \u2026 it could have turned out much differently, though.\u201d[\/et_pb_text][et_pb_image src=”https:\/\/www.logistics-pilot.com\/wp-content\/uploads\/2023\/02\/Main1_800.jpg” title_text=”Main1_800″ _builder_version=”4.25.1″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.25.1″ text_font=”roboto-regular||||||||” text_text_color=”#003a7c” custom_margin=”-5px||25px||false|false” custom_margin_tablet=”||15px||false|false” custom_margin_phone=”” custom_margin_last_edited=”on|tablet” global_colors_info=”{}” theme_builder_area=”post_content”]Alongside high-angle rescuers from the participating fire services, the CCME conducts at least two air-assisted rescue at sea and offshore training courses per year at the Mountain Rescue Centre in Bad T\u00f6lz.[\/et_pb_text][\/et_pb_column][et_pb_column type=”1_3″ module_class=”dtb-sticky” _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_sidebar area=”et_pb_widget_area_7″ show_border=”off” admin_label=”Werbung Startseite \/ Artikel” _builder_version=”4.16″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_sidebar][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section fb_built=”1″ custom_padding_last_edited=”on|phone” _builder_version=”4.25.1″ _module_preset=”default” background_image=”https:\/\/www.logistics-pilot.com\/wp-content\/uploads\/2023\/02\/Main3_1400.jpg” parallax=”on” custom_padding=”0px||650px||false|false” custom_padding_tablet=”” custom_padding_phone=”” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_row _builder_version=”4.16″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.16″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section fb_built=”1″ _builder_version=”4.25.1″ custom_padding=”0px||0px|||” bottom_divider_style=”waves2″ bottom_divider_color=”#DFE6EE” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_row column_structure=”2_3,1_3″ _builder_version=”4.16″ custom_padding=”||||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”2_3″ _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text _builder_version=”4.25.1″ text_font=”roboto-regular||||||||” text_text_color=”#003a7c” custom_margin=”-5px||||false|false” custom_margin_tablet=”||15px||false|false” custom_margin_phone=”” custom_margin_last_edited=”on|tablet” global_colors_info=”{}” theme_builder_area=”post_content”]In July 2022, the CCME completed an emergency towing exercise on board the \u201cMadison Maersk\u201d. The scenario \u2013 a large container ship is adrift in German waters, unable to manoeuvre. The tugs bring the \u201cvessel in distress\u201d under control using an emergency towing system.[\/et_pb_text][et_pb_text _builder_version=”4.25.1″ custom_margin=”||||false|false” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″]Looking ahead, Schmidt sees the growing traffic off the German coast as a potential danger that should not be underestimated. He also warns against casting a blanket judgement against particularly large container ships. \u201cLarge ships don\u2019t pose a major accident risk per se,\u201d he emphasised. \u201cHowever, if construction in the North Sea continues in this way, every new obstacle increases the risk of such a collision should a ship\u2019s engine fail,” he continued, with regard to the expansion of offshore resources.<\/p>\n
\u201cBy global standards, Germany\u2019s very well positioned in terms of preparedness for a maritime emergency,\u201d he continued, in view of the constant changes resulting from the further development of shipping. \u201cHowever, we\u2019re constantly working to become even better and to adapt to new hazardous situations.\u201d An essential part of this work is the more than 100 exercises, training sessions and courses that the CCME conducts every year with its partner organisations, both at state and federal level. \u201cEvery single one of these partners knows their tools inside out. However, these joint exercises help us to improve our teamwork and manage our resources better.\u201d <\/p>\n
Andreas Wulf, General Manager of maritime service provider Otto Wulf, which has celebrated more than a century in business, is even seeing a reduction in the number of accidents. \u201cShipping has steadily improved and become safer,\u201d he explained. \u201cThanks to modern technology and improved propulsion systems, the number of accidents at sea has fallen considerably in recent years \u2013 especially in terms of engine failures, fires on board and ship strandings.\u201d We were called out, on average, 25 times in the 1970s. Nowadays, there is a maximum of three accidents per year. Despite all the optimism, he also indicated that accidents can never be completely ruled out and that statistics rarely tell the full story. For example, his company did not have to carry out a single anchor recovery between 2019 and 2021, while there have already been two incidents of this kind this year \u2013 on the \u201cMorten Maersk\u201d and the \u201cTihama\u201d. \u201cThe challenge this task presents is increasing in line with the growing size of ships,\u201d Wulf explained. \u201cWith a 132 millimetre thick anchor chain, a single one-metre chain link alone can weigh a good 250 kilos. When 180 metres of chain are torn off, it\u2019s anything but a trifling matter.\u201d<\/p>\n
Although Otto Wulf began business operations in 1922 salvaging lost anchors, the Cuxhaven-based company has long since expanded its activities to include ship salvage, diving and ship assistance, as well as sea transport and ship escorts. Among the numerous accidents the company has witnessed in more than 100 years, Wulf particularly remembers the fire on the container ship \u201cEver Level\u201d in 1983 and the coaster \u201cMaritime Lady\u201d that capsized on the Elbe near Brunsb\u00fcttel in December 2005. \u201cIn both cases, one crucial factor was decisive for salvaging them successfully \u2013 good seamanship and the cooperation between all companies involved,\u201d said Wulf. <\/p>\n
He also makes reference to the freighter \u201cFremantle Highway\u201d, which sadly gained notoriety last summer due to a major fire off the Dutch coast. \u201cBesides engine failures and human error, accidents are always down to the type of cargo on board and how it\u2019s stored,\u201d he went on. \u201cIn this case, it was probably an electric car battery that caught fire and set everything else in motion. However, as in the past, shipping companies will learn from this and find appropriate solutions to contain this risk too.\u201d Wulf does, however, remain critical of the level of crew training on board. \u201cThis has not always kept up with the fast pace of technological advancements in recent years.\u201d[\/et_pb_text][\/et_pb_column][et_pb_column type=”1_3″ module_class=”dtb-sticky” _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_image src=”https:\/\/www.logistics-pilot.com\/wp-content\/uploads\/2023\/02\/DieterSchmidt_500px.png” alt=”Herbert Janssen, Authorised Officer and Head of Partner Management at NHC” title_text=”DieterSchmidt_500px” align=”center” _builder_version=”4.25.1″ custom_margin=”25px||||false|false” custom_margin_tablet=”” custom_margin_phone=”25px||||false|false” custom_margin_last_edited=”on|phone” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.25.1″ header_3_text_color=”#002e5b” text_orientation=”center” custom_margin_tablet=”” custom_margin_phone=”||40px||false|false” custom_margin_last_edited=”on|phone” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n
Dieter Schmidt, long-term Deputy Director of the CCME[\/et_pb_text][et_pb_image src=”https:\/\/www.logistics-pilot.com\/wp-content\/uploads\/2023\/02\/AndreasWulf_500px.png” alt=”Herbert Janssen, Authorised Officer and Head of Partner Management at NHC” title_text=”AndreasWulf_500px” align=”center” _builder_version=”4.25.1″ custom_margin=”75px||||false|false” custom_margin_tablet=”” custom_margin_phone=”25px||||false|false” custom_margin_last_edited=”on|phone” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.25.1″ header_3_text_color=”#002e5b” text_orientation=”center” custom_margin_tablet=”” custom_margin_phone=”||40px||false|false” custom_margin_last_edited=”on|phone” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n
Andreas Wulf, General Manager of maritime service provider Otto Wulf[\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section fb_built=”1″ _builder_version=”4.25.1″ custom_padding=”0px||0px|||” top_divider_style=”waves2″ top_divider_color=”#DFE6EE” bottom_divider_color=”#DFE6EE” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_row column_structure=”2_3,1_3″ _builder_version=”4.16″ custom_padding=”||||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”2_3″ _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text _builder_version=”4.25.1″ custom_margin=”75px||50px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n
According to the Bremen Freight Forwarders Association, accidents and disruptions on global trade routes have become more frequent recently. The \u201cEver Given\u201d accident in the Suez Canal in 2021 had a particularly strong impact, as it blocked the important waterway for six days. \u201cDue to the high demand for goods and the \u2018Ever Given\u2019 incident, many ports \u2013 including Bremen and Lower Saxony \u2013 could no longer cope with the uncoordinated arrivals of the ships,\u201d explained Thorsten Dornia, Chairman of the Bremen Freight Forwarders\u2019 Association. \u201cThe result was that we sometimes had ships waiting for weeks on end.\u201d <\/p>\n
Events of this kind also pose major challenges for freight forwarders, as they often affect several hundred or even thousands of orders. \u201cThe strain on freight forwarders in such situations is immense,\u201d added Dornia. \u201cThey have to inform their customers immediately about the disruption and the consequences, provide advice and await new instructions. At the same time, they have to ask for patience and understanding regarding the situation, suggest alternatives, reschedule shipments and, if there\u2019s any doubt, explain to the customers that all the effort and delays might also incur even higher costs.\u201d In his opinion, however, freight forwarders have managed to deal with these frictions surprisingly well so far. \u201cIn the 70s and 80s, the attitude was \u2018don\u2019t blame the freight forwarder\u2019. Today we might say \u2018freight forwarders can handle a crisis\u2019,\u201d he concluded with a smile.\n<\/p>\n
[\/et_pb_text][et_pb_text _builder_version=”4.25.1″ custom_margin=”||25px||false|false” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″]<\/p>\n
The disasters of recent years have also left their mark on insurers. Stefan K\u00fcster, Senior Underwriter Hull at industrial insurer HDI Global Specialty in Hanover, emphasises that the number of accidents has remained relatively stable over the last few years, confirming this by explaining positive trends. \u201cThe number of total losses is currently at a historical low, less than 0.1 per cent,\u201d he said. \u201cAnd the frequency of partial losses has also fallen steadily since the early 2000s, averaging just under 20 per cent over the last five years \u2013 this is based on units with a gross tonnage of over 500.\u201d At the same time, however, he does acknowledge that accidents with exceptionally high losses still do occur. Due to increased repair costs, spare parts and delivery costs, damage costs were also generally significantly higher than in times before the Covid-19 pandemic, regardless of ship type and size.<\/p>\n
\u201cWhere the car carriers \u2018Felicity Ace\u2019 and \u2018Fremantle Highway\u2019 in 2022 and 2023 were concerned, cargo insurers were hit harder than hull insurers,\u201d K\u00fcster explained with regard to recent accidents. \u201cThis was because the cargo damage exceeded the value of the transporting ships many times over. However, the most severe accident for hull insurers and protection and indemnity insurers was probably the \u2018Costa Concordia\u2019 cruise ship accident in 2012.\u201d According to information from HDI Global, this case cost hull insurers around half a billion US dollars, while the loss for P&I insurers is said to have been more than 1.5 billion US dollars due to escalating wreck removal costs. <\/p>\n
\u201cThe lion\u2019s share of all damage occurring annually in the course of marine hull insurance relates to engines,\u201d elaborated K\u00fcster. However, this does not just include a ship\u2019s main engines, rather all the engines and mechanical equipment on board \u2013 including the shaft and propeller. The next events on the insurers’ ranking of the most frequent claims included collisions, ships running aground as well as fires and explosions on board. In recent years, the HDI expert has registered a significant increase in the latter segment in particular. \u201cYou hear or read about a container ship fire every few weeks now,\u201d he remarked. \u201cUnfortunately, the quality of fire-fighting equipment on board has often not kept up with the rate of growth of these units.\u201d The frequent misdeclaration of goods in containers also makes it difficult to find the correct extinguisher in many cases of fire.<\/p>\n
\u201cIt\u2019ll probably be a while before concrete figures on this incident are available,\u201d stated K\u00fcster, reflecting on the events in Baltimore. \u201cAccording to recent estimates, however, the costs for the clean-up work, compensation claims of those affected, construction of a new bridge and any environmental damage that may still occur are likely to run into billions, meaning the \u2018Dali\u2019 accident could even become one of the largest claims ever in cargo transport and marine hull insurance. The lion\u2019s share will have to be borne by P&I, which is tobe understood as downstream and supplementary cover to marine hull insurance.\u201d \b(bre)<\/em>[\/et_pb_text][\/et_pb_column][et_pb_column type=”1_3″ module_class=”dtb-sticky” _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_image src=”https:\/\/www.logistics-pilot.com\/wp-content\/uploads\/2023\/02\/ThorstenDornia_500px.png” alt=”Herbert Janssen, Authorised Officer and Head of Partner Management at NHC” title_text=”ThorstenDornia_500px” align=”center” _builder_version=”4.25.1″ custom_margin=”75px||||false|false” custom_margin_tablet=”” custom_margin_phone=”25px||||false|false” custom_margin_last_edited=”on|phone” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.25.1″ header_3_text_color=”#002e5b” text_orientation=”center” custom_margin_tablet=”” custom_margin_phone=”||40px||false|false” custom_margin_last_edited=”on|phone” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n Thorsten Dornia, Chairman of the Bremen Freight Forwarders\u2019 Association[\/et_pb_text][et_pb_image src=”https:\/\/www.logistics-pilot.com\/wp-content\/uploads\/2023\/02\/StefanKuester_500px.png” alt=”Herbert Janssen, Authorised Officer and Head of Partner Management at NHC” title_text=”StefanKu\u0308ster_500px” align=”center” _builder_version=”4.25.1″ custom_margin=”75px||||false|false” custom_margin_tablet=”” custom_margin_phone=”25px||||false|false” custom_margin_last_edited=”on|phone” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.25.1″ header_3_text_color=”#002e5b” text_orientation=”center” custom_margin_tablet=”” custom_margin_phone=”||40px||false|false” custom_margin_last_edited=”on|phone” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n Stefan K\u00fcster, Senior Underwriter Hull at HDI Global Specialty[\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section fb_built=”1″ custom_padding_last_edited=”on|phone” _builder_version=”4.25.1″ _module_preset=”default” background_image=”https:\/\/www.logistics-pilot.com\/wp-content\/uploads\/2023\/02\/Main5_1200.jpg” parallax=”on” custom_padding=”0px||650px||false|false” custom_padding_tablet=”” custom_padding_phone=”” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_row _builder_version=”4.16″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.16″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section fb_built=”1″ _builder_version=”4.23.1″ background_color=”#DFE6EE” custom_padding=”0px||0px|||” top_divider_color=”#DFE6EE” bottom_divider_style=”waves2″ bottom_divider_color=”#FFFFFF” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_row column_structure=”2_3,1_3″ _builder_version=”4.16″ custom_padding=”||||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”2_3″ _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text _builder_version=”4.25.1″ text_font=”roboto-regular||||||||” text_text_color=”#003a7c” custom_margin=”-5px||||false|false” custom_margin_tablet=”||15px||false|false” custom_margin_phone=”” custom_margin_last_edited=”on|tablet” global_colors_info=”{}” theme_builder_area=”post_content”]In an emergency, Northern Helicopter\u2019s offshore air rescue service makes it possible to provide immediate rescue and medical care to those working at sea.[\/et_pb_text][et_pb_text _builder_version=”4.25.1″ custom_margin=”25px||25px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n Emden-based Northern Helicopter (NHC) has been providing air rescue services for the offshore wind industry in the North and Baltic Seas from locations in Sankt Peter-Ording and G\u00fcttin on the island of R\u00fcgen since 1991. In future, the station at Norden-Norddeich airfield will provide air rescue services for the expansion of offshore wind energy from Norddeich. NHC also specialises in air ambulance operations and sea pilot transfers as well as operating two helicopters during expeditions on the German research icebreaker \u201cPolarstern\u201d. \u201cWe have a total of twelve from Airbus Helicopters in our fleet,\u201d explained Herbert Janssen, Authorised Officer and Head of Partner Management at NHC.[\/et_pb_text][et_pb_image src=”https:\/\/www.logistics-pilot.com\/wp-content\/uploads\/2023\/02\/Main4_800.jpg” title_text=”Main4_800″ _builder_version=”4.25.1″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.25.1″ text_font=”roboto-regular||||||||” text_text_color=”#003a7c” custom_margin=”-5px||25px||false|false” custom_margin_tablet=”||15px||false|false” custom_margin_phone=”” custom_margin_last_edited=”on|tablet” global_colors_info=”{}” theme_builder_area=”post_content”]In an \u201cinclined rope procedure\u201d, the NHC pilots place the rescue helicopter directly next to the wind turbine and the hoist operator shoots a guide line onto the platform using a compressed-CO\u2082 cannon.[\/et_pb_text][et_pb_text _builder_version=”4.25.1″ custom_margin=”25px||25px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”]Despite the steadily increasing number of offshore wind turbines and the heavy shipping traffic off the German coast, Janssen sees no cause for growing concern. \u201cI can\u2019t imagine that there will be more accidents caused by these turbines in the future, as the shipping routes in this regard are clearly regulated,\u201d he said. \u201cIt could only become dangerous if a ship\u2019s engines fail or if \u2018human error\u2019 comes into play.\u201d However, emergency towing concepts for this also exist off the coast. He added that NHC has not recorded any higher deployment figures due to the increasing number of offshore activities. \u201cThe construction of turbines at sea harbours greater dangers than their actual operation,\u201d Janssen reported. As part of their regular service portfolio, the five-man NHC crew performs all medical tasks \u2013 from accidents and internal illnesses to resuscitation \u2013 in addition to rescues from heights and depths.<\/p>\n When asked about accidents, Janssen remembers two, in particular. \u201cLast year, the freighter \u2018Petra L.\u2019 rammed into the base of an offshore wind turbine at the Godewind wind farm,\u201d he recalled. \u201cHowever, no rescue services were called out. Our only real deployment to an incident was in October 2023, when the freighters \u2018Polesie\u2019 and \u2018Verity\u2019 collided south-west of Heligoland, causing the CCME to call us out. We evacuated a patient from there, flying them to a hospital in mainland Lower Saxony.\u201d This example shows that, in addition to its primary function as a partner to the offshore wind industry, NHC also supports other maritime players such as the CCME, the German Maritime Search and Rescue Service (DGzRS), the German navy and the German police when required \u2013 it is like having an extra rescue ace up their sleeves, so to speak. \b(bre)<\/em>[\/et_pb_text][et_pb_image src=”https:\/\/www.logistics-pilot.com\/wp-content\/uploads\/2023\/02\/Main6_1400.jpg” title_text=”Main6_1400″ _builder_version=”4.25.1″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.25.1″ text_font=”roboto-regular||||||||” text_text_color=”#003a7c” custom_margin=”-5px||25px||false|false” custom_margin_tablet=”||15px||false|false” custom_margin_phone=”” custom_margin_last_edited=”on|tablet” global_colors_info=”{}” theme_builder_area=”post_content”]The NHC team on a direct approach to an offshore wind farm.[\/et_pb_text][\/et_pb_column][et_pb_column type=”1_3″ module_class=”dtb-sticky” _builder_version=”4.16″ global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_image src=”https:\/\/www.logistics-pilot.com\/wp-content\/uploads\/2023\/02\/HerbertJanssen_500px.png” alt=”Herbert Janssen, Authorised Officer and Head of Partner Management at NHC” title_text=”HerbertJanssen_500px” align=”center” _builder_version=”4.25.1″ custom_margin=”75px||||false|false” custom_margin_tablet=”” custom_margin_phone=”25px||||false|false” custom_margin_last_edited=”on|phone” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.25.1″ header_3_text_color=”#002e5b” text_orientation=”center” custom_margin_tablet=”” custom_margin_phone=”||40px||false|false” custom_margin_last_edited=”on|phone” global_colors_info=”{}” theme_builder_area=”post_content”]Herbert Janssen, Authorised Officer and Head of Partner Management at NHC[\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section]<\/p>\n","protected":false},"excerpt":{"rendered":" All eyes have been on Baltimore recently \u2013 the collision between the \u201cDali\u201d and a bridge has fuelled much discussion regarding shipping accidents. In light of this, experts from the German Central Command for Maritime Emergencies in Cuxhaven, the Otto Wulf company, the Bremen Freight Forwarders Association and HDI Global outline their specific views on incidents at sea and their consequences for the maritime environment.<\/p>\n","protected":false},"author":10,"featured_media":65978,"comment_status":"closed","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_et_pb_use_builder":"on","_et_pb_old_content":"","_et_gb_content_width":"","footnotes":""},"categories":[54],"tags":[],"class_list":["post-66085","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-main-topic-en"],"yoast_head":"\n\u201cFreight forwarders can handle a crisis.\u201d<\/h3>\n
\u201cThe lion\u2019s share of damage occurring in the course of marine hull insurance relates to engines.\u201d<\/h3>\n
An extra rescue ace up their sleeves<\/h2>\n