Shipping is about to experience its latest round of emission reduction this coming January and already some trouble could arise as things could get tricky between ship owners and charterers. In its latest weekly report, shipbroker Gibson said that “the IMO’s carbon intensity indicator (CII) and Energy Efficiency Existing Ship Design Index (EEXI) will come into effect on 1st of January 2023. These measures form a key part of the IMO’s strategy to lower CO2 emissions from the industry. However, as is sometimes the case with regulation, unintended consequences can arise, which could in the short-term increase inefficiency of the fleet until industry practices adopt, or older vessels are removed from trading. Indeed, regulation also sometimes fails to account for commercial practices which are not always compatible with technical directives from the IMO”.


Source: Gibson Shipbrokers

According to Gibson, “from a commercial standpoint, EEXI is more straightforward to implement because compliance sits firmly with the owner. It is the owner’s obligation to ensure the vessel complies with the reference line and make technical/design amendments to the vessel if compliance is not met. CII is commercially more complex as it concerns how the vessel is traded. Under a spot voyage, it is the owner’s obligation to manage the vessel’s performance to attain the CII rating the owner desires. However, under a time charter, the situation could be much more complex. Given that CII ratings are retrospective, a vessel on time charter could be traded inefficiently and returned to the owner with an inferior rating, putting the owner at a commercial disadvantage following the charter. From a charterer’s perspective, whilst CII is an operational measure and can be managed through trading patterns, the CII performance of a ship is linked to other factors, such as design, maintenance and warranted fuel consumption. If any of these factors is not as described in the charter party, then a dispute is likely to arise”, the shipbroker noted.

Gibson added that “the biggest issue with CII, however, is that vessels will have to adjust their trading patterns to attain the required rating and the IMO will argue that this is exactly the point. However, a non eco ship, which would typically trade shorter voyages, will now be more likely to engage in longer haul voyages to attain the required CII, which is largely a function of CO2 emitted, cargo capacity and importantly, distance sailed. Likewise, eco ships with much better CO2 emissions could be deployed on shorter voyages where, despite smaller distances, could still attain an acceptable CII rating due to their fuel efficiency. Overall, the net effect in these circumstances could be higher total CO2 emissions for the tanker sector and exactly the opposite of what the IMO is trying to achieve, at least in the short term”.

“On a longer-term basis of course, older less efficient vessels will see reduced trading opportunities and may eventually face pressure to scrap, with the replacement leading to improved operational and design efficiency across the fleet. It is also hoped that CII will force owners and charterers to squeeze as much operational efficiency out of their fleets as possible. However, for this to be realised, operational and commercial practices may need to change, notably around sailing speeds, demurrage and scheduling”, the shipbroker said.

“Ultimately, few question the industry’s need to reduce emissions; however, future regulations must avoid unintended consequences and be sensitive to industry practices, which will take time to evolve. Only steps which lead to a net reduction in emissions should be taken forward and regulation should avoid encouraging non eco vessels to engage in long voyages over eco tonnage. CII will distort trading patterns and could lead some vessels to emit more CO2 than they would have prior to the regulations in order to chase a rating. Only time will tell whether CII has the desired effect or creates unintended consequences”, Gibson concluded.
Nikos Roussanoglou, Hellenic Shipping News Worldwide


CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022


The second-largest U.S. liquefied natural gas (LNG) exporter on Wednesday said it reached an agreement with a federal regulator that will allow it to resume some operations at its Quintana, Texas, plant in October.

Freeport LNG shut the plant, which supplies about 20% of U.S. LNG exports, following an explosion and fire on June 8. Its closure helped to push up LNG prices in Europe and Asia, and dampening U.S. natural gas prices.

The operator reached a consent agreement with the Pipeline and Hazardous Materials Safety Administration (PHMSA) that included corrective measures the company must take to allow it to resume partial operations, it said in a statement.

Freeport LNG is “evaluating and advancing initiatives related to training, process safety management, operations and maintenance procedure improvements, and facility inspections,” without detailing the measures planned.

The June explosion was caused by an over-pressurized pipeline, officials have said. Full operations at the Texas Gulf Coast facility are not slated to resume until the end of the year.

The initial restart will include three liquefaction trains, two LNG storage tanks and one LNG loading dock. The restart will enable the plant to deliver roughly 2 billion cubic feet (BCF) per day of LNG, enough for existing long-term customer agreements, the company said


Dealing with the challenges of maritime and coastal state responsibilities are coming under the spotlight at the annual Red Ensign Group Conference.

Challenges of the sector include recovery of maritime following the pandemic, environmental and coastal concerns, as well as commercial competition.

The conference which oversees and upholds maritime safety standards across the thirteen British Shipping Registers is meeting in the Isle of Man to discuss best practice and to look at ways of improving the performance of the British Registers internationally.

It is the first time the conference has met in person since the global pandemic took a hold in 2020.

Red Ensign Group members from right across the world will be meeting to discuss maritime matters of interest at the event being held in Douglas. It will also include sessions on the roles and responsibility of Coastal States and will tackle issues such as decarbonisation, counter pollution and environmental concerns.

The event opens with an opening ceremony which will be conducted by His Excellency, Lieutenant Governor, Sir John Lorimer.

Katy Ware, Director of UK Maritime Services at the Maritime & Coastguard Agency and the UK’s Permanent Representative to the International Maritime Organization is co-chairing the event.

She said: ‘The world is a very different place than it was when we last met in person for conference and the challenges are very real. As a group, we stand firm on safety and well-being of our seafarers – that really is non-negotiable – and we will continue to do so.

“We know that seafarers’ lives can be incredibly hard and we remain determined to work to provide ways of supporting them whether it’s through mental health provision or through regulation which protects them in their working life.”

Co-chair Cameron Mitchell, Director of the Isle of Man Ship Registry said: “We all have a responsibility to those in maritime, whether it’s the seafarers spending long months at sea or the industry trying to rebuild in the aftermath of the global pandemic and the current economic challenges.

“The Red Ensign Group is a powerful force for good in that work and Conference demonstrates just what we can achieve together.”

PIC His Excellency, Lieutenant Governor, Sir John Lorimer (centre) with co-chairs of the REG Conference Katy Ware, (Maritime and Coastguard Agency) and Cameron Mitchell (Isle of Man Ship Registry)


Incidents of piracy at sea may be at their lowest for 27 years according to theICC International Maritime Bureau, but the threats remain significant, demanding fresh data-driven approaches as well as security hardware

While the Indian Ocean – especially the coast of Somalia – was for years the world’s most dangerous area for piracy, now the Gulf of Guinea is where global anti-piracy focuses its attention. Even though incidents there last year were more than 60 per cent down on 2020, crews continue to face hostage-taking, kidnap, and violence. More than 70 seafarers were kidnapped over the year and last September, for example, pirates fired assault rifles, injured crew, and abducted an engineer from the MV Tampen that had anchored off Gabon. Although many attacks occur in in-shore waters, pirates in this region are also ready to venture far out to sea in search of quarry.

The Singapore Straits and waters around Indonesia and the Philippines also continue to witness acts of piracy. And, despite the global decline in piracy last year, incidents continued in South American waters and in anchorages off Haiti. Despite many collaborative initiatives, and programmes such as the EU Coordinated Maritime Presences for the Gulf of Guinea, it is unlikely piracy will be eradicated. The Straits of Malacca have been a hotpsot for piracy for decades, for example, and endemic poverty in coastal west Africa provides a pool of labour that criminal gangs exploit.

An increasing role for digital solutions

The continuing battle against piracy demands that shipping operators revise their approaches in an era of digital innovation. While most vessels already carry a wide array of systems for identification, navigation, cargo handling, and weather monitoring, they need to integrate faster alerting and a broader range of intelligence sources, providing greater insight and a more streamlined approach.

At the very least, vessels carrying ship security alert systems (SSAS), should conduct more thorough testing. These systems are required under the International Ship and Port Security code. They silently alert owners, flag states, and authorities when they are undergoing armed robbery or piracy. The hardware of a SSAS management solution onboard a vessel should automatically display alerts, tests, and position reports on a web-based SSAS management service, providing all the necessary data to mitigate risks in the event of a security event. Onboard hardware should automatically display alerts, tests, and position reports, providing customised test alert profiles and unlimited numbers of recipients.

Real-time risk assessments and maritime domain awareness

More far-reaching, however, is the need for operators to integrate intelligence on piracy risk into their monitoring technology so they have a solution providing insight before and during a voyage. Maritime domain awareness platforms increasingly fulfil this requirement, allowing users to track, monitor, and review the historical movements and ongoing progress of any ship. They provide complete situational awareness by monitoring a vessel from different perspectives, enabling operators to identify specific risks in what is effectively real time.

A domain awareness platform will combine the tracking systems most vessels already employ, but to far greater effect. Commercial vessels are obliged to operate AIS (automatic identification systems) and LRIT (long-range tracking and identification technology). AIS broadcasts the vessel’s ID and position on VHF (and satellite), and complies with the International Maritime Organisation’s Safety of Life at Sea Regulations (SOLAS). LRIT, a satellite-based technology, is an IMO-designated closed loop reporting system that flag states and port states employ for security and safety. A domain awareness platform combines these sources, plus Inmarsat positional data, to provide persistent, real-time tracking.

They can include real-time reports of piracy events, along with forecasts and risk assessments based on factors such as sea state and weather. Predicted sea state should be part of continuing piracy risk assessments, correlating wave height and weather with historical patterns of illegal behaviour in specific areas, enabling operators to re-route where necessary. Wave height is significant because pirates frequently use smaller vessels and such intelligence adds to the insight that operators can act on to reduce their exposure and improve crew safety.

The most effective maritime domain awareness platforms integrate these capabilities and provide operators with customisable intelligence about events in specific areas or time-frames, covering kidnapping, ransom, hijacking, and armed robbery, alongside terrorist attacks and other maritime crime. This reduces complexity and improves decision-making to enable faster responses.

An operator can monitor each vessel’s progress on its voyage, continuously monitoring speed and estimated time of arrival. But when the vessel deviates from its predicted path, the operator will automatically receive an alert, enabling them to check and collaborate with the relevant authorities in the event of a hijack or piracy attack. They can then mobilise assistance far more quickly and effectively, and minimise further risk.

More effective surveillance for all stakeholders

The entire world is becoming more data-driven, and the shipping industry should be no exception. Data and actionable intelligence are now essential to the business continuity of ship operators, to safety at sea, and ultimately, to competitive advantage. For governments, flag administrations, and maritime authorities concerned about security, maritime domain awareness solutions facilitate the safeguarding of waters and ensure the success of coastal surveillance operations.

Right across the shipping industry and its complex ecosystems of charterers, forwarders, operators and carriers, streamlined domain awareness platform technology should be a critical weapon in the battle against violence, kidnap, and robbery at sea. The current decline in piracy may only be a lull and should not be an excuse for complacency or inaction.

Panama’s Manzanillo International Terminal (MIT Panama) is implementing new OCR (optical character recognition) technology on all of its 21 ship-to-shore cranes, to automate information capture for containers loaded and discharged.

The new set-up will include a container feature recognition capability, leveraging artificial intelligence (AI) and machine learning technologies to enhance read rates. The centralised data delivered by the system will be used to improve planning at the berth and throughout the terminal handling process.

The system will be delivered by ABB, with the contract building on an existing relationship between ABB and terminal operator SSA Marine following the implementation of ABB Crane OCR at five SSA terminals in the US.

The package to be delivered includes OCR hardware and software for container number identification, a multi-purpose camera system which detects door direction, bolt seals, and hazardous material labels, a damage inspection imaging system as well as terminal tractor numbers identification.

In addition, ABB’s XClerk Exception Management System will be included to allow any exceptions to be reviewed and resolved from a remote location.

“We have been relying on ABB technologies and expertise for more than two decades and are happy to continue our mutually beneficial relationship with this OCR implementation,” said Manuel Pinzon, General Manager, MIT Panama.

“We expect the solution to deliver significant benefits, enabling a safer work environment for our employees, while also increasing operational efficiencies.”

TORONTOJune 14, 2022 /CNW/ – Baylin Technologies Inc. (TSX: BYL) (the “Company“) is pleased to announce that its Advantech Wireless Technologies (AWT) subsidiary has received a purchase order of over $1.5 Million (CAD) for amplifiers from a major maritime service provider. The amplifiers will be installed on cruise ships to enable Wi-Fi coverage.

Tony Radford, Vice President of Sales, notes that, “Maritime applications can be particularly challenging, requiring products that must be extremely resilient to ensure they perform reliably on platforms that are constantly moving and subject to high ambient temperatures. Power systems on ships can be unstable and produce voltage spikes that are damaging to electronics. Advantech Wireless’s products are equipped with field replaceable power supplies that can be serviced quickly when the ships are resting in port between cruises.”

“Solid State Power Amplifiers from Advantech Wireless have been used in maritime terminals for decades”, explained Leighton Carroll, Baylin’s CEO. “Today, ships generate, collect, and transmit an ever-increasing volume of data. Thanks to Advantech Wireless’ GaN technology, AWT’s products can deliver the required higher volume of power without increasing the amount of space required for SSPAs.”

About Baylin

Baylin is a leading diversified global technology company. The Company focuses on the research, design, development, manufacture and sale of passive and active radio-frequency products, satellite communications products, and supporting services.

Forward-Looking Statements

This press release includes forward-looking information and forward-looking statements (together, “forward-looking statements”) within the meaning of applicable securities laws. Forward looking statements are not statements of historical fact. Rather, they are disclosure regarding conditions, developments, events or financial performance that we expect or anticipate may or will occur in the future, including, among other things, information or statements concerning our objectives and strategies to achieve those objectives, statements with respect to management’s beliefs, estimates, intentions and plans, and statements concerning anticipated future circumstances, events, expectations, operations, performance or results. Forward-looking statements can be identified generally by the use of forward‑looking terminology, such as “anticipate”, “believe”, “could” “should”, “would”, “estimate”, “expect”, “forecast”, “indicate”, “intend”, “likely, “may”, “outlook” “plan”, “potential”, “project”, “seek”, “target”, “trend” or “will”, or the negative or other variations of these words or other comparable words or phrases, and are intended to identify forward-looking  statements, although not all forward-looking statements contain these words.

The forward-looking statements in this press release include statements regarding  the expected performance of the Company’s amplifiers for use on maritime vessels. Forward-looking statements are based on certain assumptions and estimates made by us in light of the experience and perception of historical trends, current conditions, expected future developments, including projected growth and sales in passive and active radio frequency and satellite communications products, and supporting services, and other factors we believe are appropriate and reasonable in the circumstances, but there can be no assurance that such assumptions and estimates will prove to be correct.

Many factors could cause our actual results, level of activity, performance or achievements or future events or developments to differ materially from those expressed or implied by the forward-looking statements, including the risk factors discussed in the Company’s most recent Annual Information Form, which is available on the Company’s profile on SEDAR at All the forward-looking statements made in this press release are qualified by these cautionary statements and other cautionary statements or factors in this press release. There can be no assurance that the actual results or developments will be realized or, even if substantially realized, will have the expected consequences to, or effects on, the Company. Unless required by applicable securities law, the Company does not intend and does not assume any obligation to update these forward-looking statements.

SOURCE Baylin Technologies Inc.

The Marine Accident Investigation Branch (MAIB) has seen a marked increase in reports of marine accidents in 2021 over the previous year. In the MAIB’s annual report for 2021, the MAIB raised 1,530 reports of marine accidents in 2021, an increase of over 300 on the previous year, and commenced 22 investigations, up from 19 the previous year.

The MAIB has also announced the intended launch of two new initiatives later in 2022: a new digital accident reporting portal and public access to MAIB’s statistical database.

The MAIB says the increase in reported accidents is largely due to the industry responding to a request for more information on dangerously weighted heaving lines and defective pilot ladders. Strong evidence was received that sub-standard ladders remain a significant problem. While dangerously weighted heaving lines pose a significant hazard to tug crews and line handlers, the evidence received did not support the level of anecdotal reporting.

The annual report includes statistics on accidents to UK ships and seafarers worldwide, and to foreign flag vessels and their crews in UK waters. It also contains an overview of the work of the MAIB, details of reports published and contains analysis of the safety recommendations issued during the year and the status of outstanding recommendations from previous years.

Captain Andrew Moll OBE, chief inspector of marine accidents says: “The branch commenced two investigations during the year that deserve comment due to their unusual nature. The first is the investigation into the tragic deaths, on 30 October, of four stand-up paddleboarders while attempting to cross a weir at Haverfordwest on the River Cleddau. The sheer enormity of this tragedy selected it for attention and I am hopeful that many safety improvements will be in place before the main UK holiday season.

“The second, commenced in January this year, is the investigation into the emergency response to the presumed sinking of a boat of migrants while attempting to cross the English Channel on 24 November. At least 27 migrants perished in that accident. While the MAIB’s investigation report is unlikely to be read by the traffickers, the investigation is identifying safety learning that will be of future benefit if interventions continue to be necessary to save life when migrant boats are attempting the crossing.”

No seamen on UK flagged merchant vessels lost their lives, but ten commercial fishermen lost their lives in 2021, the highest number for a decade.

“The MAIB received no reports of fatal accidents to seafarers on UK registered merchant vessels of 100gt or more during the year but did commence investigations into fatalities on two red ensign group vessels and one fatality on a Cyprus-registered vessel operating in UK waters. From these investigations two themes emerge: the first is that mooring deck fatalities as a result of snap-back continue to occur, despite well-published guidance on the hazard; the second is that marshalling vehicles on roll-on/roll-of vessels remains extremely hazardous.

“Ten commercial fishermen lost their lives in 2021, the highest annual figure for a decade and a stark contrast to the low loss of life in 2020. That is a little short of one death per 1,000 qualified fishing vessel crew; possibly a statistical blip, but a truly appalling annual fatality rate nonetheless.

“It is unsurprising, but disappointing, that the most significant safety issues were, again, small fishing vessel stability and man overboard fatalities. I will not decry any of the various initiatives that are ongoing to improve fishing vessel safety – a lot of people are doing some very good work – but the evidence shows that the messages are not yet changing behaviours to a significant extent.

Two new initiatives from the MAIB launching later in 2022 are a digital portal for the reporting of marine accidents; and, provision of public access to the statistical elements of the MAIB’s database. Both initiatives will make it easier for the industry to interface with the branch, and online access to the marine casualty database will be of great benefit to marine organisations, companies and researchers.

Resource:Maritime, Commercial & Defence

  • Berge Bulk and Kongsberg Maritime set up a joint development initiative to advance marine decarbonisation technologies.
  • The goal is to identify and test emerging decarbonisation technologies and advance the integration of emerging and existing technologies into deployable marine solutions.

SINGAPOREJune 7, 2022 /PRNewswire/ — Singapore-based dry bulk owner Berge Bulk and marine technology leader Kongsberg Maritime (KM) today announced the signing of a memorandum of understanding to jointly develop and advance the deployment of decarbonisation technologies onboard dry bulk cargo vessels.

As a leader in international deep-sea dry bulk shipping, Berge Bulk has embarked on an ambitious environmental programme that has produced ships like Berge Logan, the most energy-efficient bulk carrier in the world. Continuing this programme, Berge Bulk aims to be carbon-neutral by 2025 at the latest and to have a zero-carbon ocean-going dry bulk carrier by 2030. Such an ambitious programme will require significant technical expertise and innovative talent to achieve and present numerous technical, commercial and regulatory challenges. KM is Berge Bulk’s latest technology partner to step up to the challenge.

“We’re proud to have been chosen by Berge Bulk to accelerate its journey towards carbon-neutral operations,” adds James Poulton, Senior Vice President, Kongsberg Maritime. “Together, we’ll be laying down a positive marker for maritime sustainability that will inspire a literal sea change for bulk carriers and beyond.

There are two elements of the joint development project. The first element will be to evaluate and test emerging decarbonisation technologies for use in the maritime sector. The second element will be to integrate both emerging and existing technologies into deployable systems that can be installed on Berge Bulk’s fleet of over 80 dry bulk vessels.

“Berge Bulk is actively engaged in identifying new emerging technology trends to help us reach our zero-carbon goals,” adds James Marshall, CEO of Berge Bulk. “However, there are plenty of existing technologies that we can and should be leveraging today to reduce our vessel emissions now.”

Adapting existing technologies to maritime applications is no small challenge. A large proportion of decarbonisation solutions were initially developed for shore-based applications, requiring significant technical adaptations to meet the unique demands of the marine environment. KM’s extensive experience developing technology solutions for marine applications is critical to the success of these projects and the broader acceptance of these technologies by the maritime sector. Together, the two companies hope to expand the array of clean technology options available to shipowners who want to reduce their emissions today.

About Berge Bulk

Berge Bulk is one of the world’s leading independent dry bulk owners with an outstanding reputation for the safe, efficient, and sustainable delivery of commodities around the world. Berge Bulk is a young and dynamic company with a strong commitment to innovative growth and development. It has committed to be carbon neutral by 2025 at the latest.

Berge Bulk owns and manages a fleet of over 80 vessels, equating to more than 14 million DWT. The fleet ranges from handy-size to cape-size to some of the largest vessels ever built, serving the world’s major miners, steel mills and charterers. For more information, visit

About Kongsberg Maritime

Kongsberg Maritime is a global marine technology company providing innovative and reliable ‘Full Picture’ technology solutions for all marine industry sectors including merchant, offshore, cruise, subsea and naval. Headquartered in Kongsberg, Norway, Kongsberg Maritime has manufacturing, sales and service facilities in 34 countries.

Kongsberg Maritime solutions cover all aspects of marine automation, safety, manoeuvring, navigation, and dynamic positioning as well as energy management, deck handling and propulsion systems, and ship design services. Subsea solutions include single and multibeam echo sounders, sonars, AUV and USV, underwater navigation and communication systems.

Training courses at locations globally, LNG solutions, information management, position reference systems and technology for seismic and drilling operations are also part of the company’s diverse technology portfolio. Additionally, Kongsberg Maritime provides services within EIT (Electro, Instrument & Telecom) engineering and system integration, on an EPC (Engineering, Procurement & Construction) basis.

Kongsberg Maritime is part of Kongsberg Gruppen (KONGSBERG), an international, knowledge-based group that celebrated 200 years in business during 2014. KONGSBERG supplies high-technology systems and solutions to customers in the oil and gas industry, the merchant marine, and the defence and aerospace industries.

Web: Kongsberg Gruppen | Kongsberg Maritime

Social media: LinkedIn | Twitter | Facebook

SOURCE Berge Bulk

February 7, 2022 GDPR

Smart Ports will follow smart cities, but as ports are fenced, critical, and commercially controlled, the adaption of new tech is faster.

Port control is comprehensive. The tasks are plenty. We provide drone solutions that will increase overview and efficiency at the port. Amongst others, we can monitor the port environment, do emission monitoring and provide time/cost critical deliveries. In parrticular, we have identified seven areas where drones can make a difference.

Within SECA / Port limits, we can deliver:

-Emissions monitoring (SOx, NOx)
-SAR (search and rescue)
-Monitoring of vessel work activities
-Spotting and localization of foreign objects
-Long range logistics

Within the breakwater, we deliver

-Traffic management
-Oil spill detection
-Medium range logistics

When it comes to the quayside, we can offer

-Mooring / unmooring services
-Loading / offloading services
-Maintenance support
-Use of ROV / USV for seabed mapping
-Radioactive monitoring

Drones for terminal use, consists of

-Dangerous goods inspections
-Internal port logistics
-Goods inspection
-Construction monitoring

Whilst securing the perimeter, drones can be used for

-Access control
-Perimeter security

Hinterland acitivies:

– Warehousing and inventory

For lastmile logistics we offe:

– Short range logistics


Source: nordicunmanned



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