GDPR Archives - Page 5 of 10 - SHIP IP LTD

The financing was led by PowerOne Capital Markets Limited and Primary Capital Inc. The proceeds of this financing will enable MLS to achieve first flight heritage in 2022 of a small class launcher and mature the site and the Cyclone 4M medium class launch vehicle for launch in 2023 from its state-of-the-art complex near Canso, Nova Scotia.  With construction to begin this fall, Maritime Launch’s commercial launch complex will be the first of its kind in Canada.

“We are thrilled with today’s announcement as it advances our initiative to disrupt the launch industry by giving our clients an affordable price per kilogram and just as importantly, the ability to deliver their payloads to space when they want them and where they want them,” said Steve Matier, President and CEO of MLS. “We are grateful for the dedication and support of many, beginning with the people of Canso and the surrounding community to our investors, customers, government, suppliers and engineering support teams that have backed our initiative from the beginning. We are looking forward to starting construction, ramping up operations and finalizing our launch vehicle offerings.”

Maritime Launch provides the necessary skills, assets, launch vehicle technology, and infrastructure to serve the rapidly growing commercial space launch requirements for satellites. Leveraging highly reliable and mission-proven launch vehicles designed by Yuzhnoye, Maritime Launch will offer the most efficient lift capacity to address the launch requirements of the fast-growing LEO space industry worldwide. The medium class launch vehicle, the Cyclone 4M, is right sized for today’s market with its 5-ton satellite payload capacity and 4-meter fairing.

“We have selected the most optimal location for our launch complex” said Matier. “Near the town of Canso, our launch site will provide a wide range of launch inclinations including optimal polar and sun-synchronous launch trajectories. Along with the creation of the launch site, we are looking forward to hiring a talented team and contributing indirectly to economic growth, including local infrastructure improvements and increased tourism”.

About Maritime Launch Services

Maritime Launch is a Canadian-owned commercial aerospace company based in Nova Scotia that has been executing a plan to establish a commercially controlled, commercially managed, launch site that would provide rocket launch services to clients, in support of the growing commercial space transportation industry over a wide range of inclinations. The development of this facility will allow the Cyclone 4M and other prospective launch vehicles to place satellites into low-earth orbit, building to a launch tempo of eight to ten launches per year. This will be the first commercial orbital launch complex in Canada.

Maritime Launch’s supplier, Yuzhnoye and Yuzhmash, are the developers of the Cyclone 4M rocket, and are proven leaders in the aerospace industry with over 65 years of experience. This expertise was most recently demonstrated with the successful Arianespace Vega launch on April 28, 2021 and the Northrop Grumman Antares launch on February 20, 2021. Both launch vehicles deploy significant Ukrainian technology; the 4th stage propulsion system and the first stage core, respectively.

Source: newswire

The maritime industry is responsible for transporting more than 80% of global trade of goods, such as automobiles, bulk commodities, chemicals, wood products, iron and steel, garments and shoes, and consumer goods, toys, electrical appliances, oil and gas, pharmaceutical products and food.

COVID-19 related measures imposed by Governments, including travel bans, embarkation and disembarkation restrictions or suspension in the issuance of travel documents, have severely strained the working conditions in the global shipping sector, resulting in a humanitarian and safety crisis.

Hundreds of thousands of seafarers are trapped on ships as routine crew changes cannot be carried out, while hundreds of thousands are stranded on land, prevented from re-joining ships.

Those stranded on ships are being denied their human rights, including their rights to physical and mental health, to family life, and to freedom of movement, and are often forced to work beyond the default 11-month maximum period of service on board, as established by International Labour Organization (ILO) Maritime Labour Convention, 2006 (MLC, 2006). This is resulting in cases that could amount to forced labour.

The UN General Assembly, the Secretary General and UN agencies have called on governments to designate seafarers as “key workers” and to honour their commitment to seafarers, especially as it relates to medical care, length of service and repatriation.

The UN Human Rights Office, the UN Global Compact, and the UN Working Group on Business and Human Rights have issued a statement calling upon companies to act under the UNGPs. This call has been echoed by the International Labour Organization (ILO).

In the context of the COVID-19 crisis, business enterprises that engage with the maritime industry should undertake human rights due diligence to identify, prevent, mitigate and address adverse human rights impacts on seafarers resulting from restrictions to crew changes. This involves utilizing leverage – individually and collectively – on governments and maritime transport providers to ensure respect for seafarers’ rights. The scale and complexity of due diligence should be reasonable and proportional to its their size and operational context, among other factors.

Moreover, companies should not exert undue pressure on the maritime industry to lessen the protection afforded by existing standards, including those set out in the MLC, 2006. For instance, some are demonstrating irresponsible practices that jeopardize seafarers’ rights, including the appearance of ‘no crew change clauses’ in contracts between charterers and the maritime industry.

Source: maritimecyprus

International Maritime Bureau’s Piracy Reporting Centre (IMB), the Gulf of Guinea hit a record with 130 crew kidnappings in 22 separate incidents in 2020 (source: ICC Commercial Crime Services).

About 95% of all reported maritime kidnapping cases worldwide have taken place in the Gulf of Guinea. Unfortunately, the first months of 2021 do not show any signs of improvement. Already in January several notable attacks and violent kidnappings were reported.

The IMB report notes that incidents in the Gulf of Guinea are particularly dangerous as the majority of the perpetrators were equipped with guns. Until a couple of years ago cargo theft seemed to be the main driver for piracy, but nowadays we are seeing a shift towards violent kidnapping of crew members with the objective to demand a ransom. The kidnapped crew members are consequently taken deep into the jungle where they are held hostage for months until ransom is paid. The conditions in the camps are severe, resulting in sickness or sometimes even death.

The issue of piracy in the Gulf of Guinea used to be significantly different from, for example, the Horn of Africa, where most attacks take place in international waters where vessels can be protected by the international community. Within the Gulf of Guinea, however, many attacks occur near the coast and the responsibility to deal with an act of piracy within territorial waters rests with the coastal state. Previous years have shown that the pirates are now able to operate further from shore, as incidents have been reported to take place at 200 nautical miles from the coastline. As a result, the international community has been alerted and initiatives to protect vessels have been initiated such as, for example, the pilot case of the EU’s Coordinated Maritime Presences (CMP) concept (source: European Council).

It is noted that in addition to the existing High-Risk Area in the territorial waters of Nigeria and Benin, a new Extended Risk Zone has been designated to cover a substantially larger area in the Gulf between Liberia and Angola.

Source: maritimecyprus

When the General Data Protection Regulation¹ (GDPR) came into force throughout the European Union nearly three years ago, one of its most eye-catching features was its extraterritorial jurisdiction provisions. These extend the reach of the GDPR to businesses located outside the European Union who offer goods or services to EU residents or who monitor the behavior of EU residents.²

Under the threat of becoming liable for a breach of the GDPR and potential fines of up to €20m or four percent of global turnover (whichever the higher), many businesses based in the United States and other locations outside the European Union have simply taken a stance of refusing to deal with EU residents, including taking measures such as geo-blocking websites to EU-based visitors. Other businesses, in the United States and elsewhere, have found themselves contemplating whether they might be subject to the GDPR and how to react merely because they have made a new EU-based business connection, acquired the contact details of a potential customer in the European Union, or even become aware that an employee at a customer organization had moved to the European Union.

A court in the United Kingdom has now considered the limits of extraterritorial jurisdiction of the GDPR, which may provide some reassurance to overseas businesses that limited contact with EU residents via a website may not necessarily lead to them being subject to the GDPR.

In the recent case of Soriano v Forensic News,³ the High Court of England and Wales looked at the extent to which the U.S.-based news website defendant, Forensic News, could be regarded as being subject to either limb of the GDPR’s jurisdiction provisions in relation to its processing of the personal data of the UK-resident claimant as part of its journalistic activities. The facts of the case derive from the period prior to Brexit and the end of the transition period, while the United Kingdom was still subject to EU law, and therefore, the court applied the EU version of the GDPR and related jurisprudence and guidance.

The GDPR’s jurisdiction provisions are set out in Article 3 and have two elements: (1) an organization is “established” in the European Union for the purposes of the GDPR, or (2) the extraterritorial jurisdiction provisions, which apply when an organization located outside the European Union offers goods or services to EU residents or monitors their behavior. Although the main purpose of the Soriano case was to decide on whether the United Kingdom was the appropriate forum in which to litigate a range of other potential claims, including defamation, malicious falsehood, harassment, and misuse of private information, its interpretation of the jurisdiction of the GDPR is significant because it is one of the few judicial authorities that have been handed down on this issue so far.

Source: natlawreview

“Carbon reduction is a key strategic objective for our company and follows our mission of connecting the world today, creating a sustainable tomorrow,” said Oeyvind Lindeman, Chief Commercial Officer at Navigator. “We continuously strive to reduce our carbon emissions through innovations in the way we manage our company and in the way we operate our assets. Offsetting is one of several tools we choose to use in order to deliver a true carbon-neutral voyage. We are looking at ways to further promote and develop similar voyages in collaboration with our stakeholders whilst always keeping the UN’s Sustainable Development Goals in mind.”

In addition to industry-led technological and regulatory developments in reducing its carbon footprint, Navigator Gas looks forward to further harnessing the potential of similar projects in the future to provide carbon offsetting to its customers in an effort to abate the current carbon emissions associated with day-to-day shipping activities, whilst future solutions are developed and deployed.

“Navigator is taking the lead in applying new solutions to address the existing carbon footprint associated with seagoing vessels. Their effort marks a landmark change in the global maritime sector by moving from words to tangible action, and we believe many more will follow their example. At CHOOOSE, we are proud to be participating in this global change led by Navigator by building technology that makes the global maritime sector a part of the solution,” said Andreas Slettvoll, CEO and co-founder at CHOOOSE.

Navigator Holdings Ltd. is the owner and operator of the world’s largest fleet of Handysize liquefied gas carriers and a global leader in the seaborne transportation of petrochemical gases, such as ethylene and ethane, liquefied petroleum gas (“LPG”) and ammonia. We play a vital role in the liquefied gas supply chain for energy companies, industrial consumers and commodity traders, with our sophisticated vessels providing a safe, efficient and reliable ‘floating pipeline’ between the parties. Please visit www.navigatorgas.com for more information.

Source: prnewswire

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Fines imposed under the General Data Protection Regulation have increased by almost a half over the past year as European authorities flexed their regulatory muscles despite disruption caused by the pandemic. A total of €272m has been levied in fines by European data protection authorities since the introduction of the GDPR in 2018. Over half of those penalties were imposed by Italy and Germany. According to research by DLA Piper, €159m of those fines were imposed in the past 12 months, an increase of nearly 40 per cent on the first 20-month period after GDPR came into force.

Source: ft

The new software provides a .NET framework, optionally with source code, that can be used as the starting point for a custom ship-based application, providing display of primary radar, radar tracks, electronic navigational charts (S-57/S-63), secondary transponder information, such as AIS and ADS-B, and NMEA navigation data.

The MDF software can receive radar video from a variety of maritime radar sensors including Furuno, Hensoldt, JRC, Koden, Raymarine, Raytheon, Simrad, Sperry and Terma, with control of the radar supported for certain models.

The MDF software supports many display capabilities required in an ARPA display, including bearing lines, range markers, trails and closest point of approach (CPA) and time to CPA (TCPA). Additionally, camera video is supported for situations where a customer requires an integrated radar and camera display for security against piracy and smugglers.

David Johnson, CEO, Cambridge Pixel, said: “Using the MDF framework application with source code, developers can significantly accelerate the time to develop a customer application. The software offers a fully-functional out-of-the-box display application in a development environment so that customised displays can easily be created.”

A marine radar with automatic radar plotting aid (ARPA) capability can create tracks using radar contacts. The system can calculate the tracked object’s course, speed and CPA, thereby knowing if there is a danger of collision with the other ship or landmass. Marine radars with ARPA are used on numerous commercial vessels including cargo ships, passenger ferries, trawlers, superyachts and tankers.

“Our MDF software application provides maritime integrators with a working solution from day one and gives them the freedom to add the bells and whistles later,” said David Johnson. “So rather than a developer starting from scratch with a low-level library of modules we provide those building blocks as a pre-packaged application to fast-track development.”

“This is attractive to new entrants to the ARPA display console market and for software developers who may be looking for a better pedigree of standard modules for their application and who want to focus their software development efforts on customisation.”

The MDF software is compatible with Cambridge Pixel’s radar processing products, such as SPx Server for target tracking and SPx Fusion. A complete ship-based radar processing solution can be provided using standard server applications for radar processing and a customised MDF client application.

The Maritime Display Framework is written in the C# language and is designed for development of a Windows WPF-based client application.

Cambridge Pixel’s Maritime Display Framework is part of a family of radar acquisition and processing components and applications that provide system integrators with a powerful toolkit to build server and client display systems. The company’s world-leading SPx suite of software libraries and applications provides highly flexible, ready-to-run software products or ‘modules-of-expertise’ for radar scan conversion, visualisation, radar video distribution, target tracking, sensor fusion, plot extraction and clutter processing.

Cambridge Pixel’s radar technology is used in naval, air traffic control, vessel traffic, Electronic Chart Display and Information Systems (ECDIS), commercial shipping, security, surveillance and airborne radar applications.

Source: prnewswire

On the 25th May 2018, the EU GDPR came into force. This significant legislation, described by some as the “biggest single shake up of data legislation in the last 25 years,” has wide reaching impacts for all Maritime organisations who collect, manage, process and store personally identifiable and personal sensitive data for EU citizens – anywhere in the world .

Our new, NCSC Certified e-Learning course offers organisations an accessible and comprehensive method of raising GDPR awareness across all users of the business quickly.

Source: templarexecs

Why is GDPR particularly relevant to shipping?
Although GDPR will probably affect every organisation that
processes personal data, the shipping industry will be particularly
affected due to the following reasons:
• Even small shipping companies process personal data of their
crew on a daily basis. Most shipping companies keep records of
their crew members between embarkations and for some time
after the last debarkation.
• Personal data processed by shipping companies includes
personal identification documents, bank details, travel
documents, training records but also data considered to be
‘sensitive’ such as medical records.
• Shipping companies receive personal data from many sources such
as the individuals themselves, manning agents, port agents and
other third parties, in the normal course of business.
• They send personal data to many recipients such as port agents,
travel agents and P&I clubs.
• They regularly make data transfers to a large number of
jurisdictions, with particular interest in those made to countries
outside the EU, and in specific, those where certain conditions
must be met in order for the transfer to be allowable.
What should shipping companies do?
1. AWARENESS
It is crucial that shipping companies kick-start their GDPR project
with raising awareness among top management on what GDPR
requires and what the key risks for their particular organisation
are. Engaging the right people at top management level is
necessary to ensure that the organisation commits the necessary
time and resources and develops a culture that respects privacy.
2. TEAM
With the full support of management, organisations need to
assemble a multi-discipline team to run the project ensuring
risk, legal and IT are included. The appointment of a Data
Protection Officer may be required, under certain
circumstances, in which case the organisations need to
consider who that person might be. Trusted external advisors
can bring technical expertise, perspective and help save time.
3. IDENTIFICATION OF DATA PROCESSING ACTIVITIES
It is then time to identify and record the data processing activities,
ensuring that for each activity, the entire data lifecycle is captured
(from collection all the way to destruction). Data processors and
joint-controllers should also be identified at this stage.
4. GAP ANALYSIS AND COMPLIANCE PLAN
Whilst capturing the flows, organisations should look for the
weaknesses in the data flows, evaluate the resulting risk and
respond to that risk with a specific practical plan of action, so that
the risk can be mitigated to an acceptable low level. To identify
weaknesses they will also need to consider their policies and
procedures, their current compliance framework (for example ISM,
MLC etc) as well as tools and enablers, including legal documents
(forms, terms and conditions, etc) and of course the IT environment.
5. IMPLEMENTATION OF CHANGES IN POLICIES,
PROCEDURES, NOTICES, LEGAL, IT
Once the specific action plan is complete, organisations can then
proceed to the implementation phase. This would normally include
making changes in privacy policies, contracts with manning agents,
P&I clubs, information notices to port agents, staff and crew as
well as drafting appropriate consent forms. Implementation could
also include changes in manual procedures, IT security (firewalls,
encryption etc) and business continuity & disaster recovery plan.
External advisors can again help carry out various aspects of the
implementation but also assist in managing the effort.

Source: greece.moorestephens