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Danish shipping authorities have adopted a Remotely Piloted Aircraft System (RPAS), which uses drones to detect emissions levels from ships.

The maritime emissions drone system, developed by the European Maritime Safety Agency (EMSA), is to be deployed along the Great Belt region where large tankers travel to and from the Baltic Sea. UAS Skeldar V-200 drones equipped with sulphur gas sensors, or “sniffers”, capable of detecting the sulphur emissions of individual vessels, will fly into ships’ exhaust plumes and transmit the resulting emissions data directly to the relevant authorities in Denmark. Where ships are found to have breached the EU’s maritime emissions regulations, the offence will be reported in THETIS-EU, EMSA’s port control information system.

The implementation of RPAS monitoring is expected to boost enforcement of the EU Sulphur Directive, which limits passenger vessels to fuels with a maximum sulphur content of 1.5 per cent. Since the Directive capped sulphur emissions from shipping, emissions around control regions have fallen by more than 50 per cent; with an average fuel compliance rate of 93 per cent. Enforcement of the Directive in Denmark is the duty of the Danish Environmental Protection Agency with the support of the Danish Maritime Authority, which shores up the agency’s work by conducting in-port ship inspections.

Along with the Fuel Sulphur Content sniffer system, the maritime emissions drone will be equipped with cameras capable of photographing vessels during daytime and at night; as well as an Automatic Identification System (AIS) receiver to enable the RPAS to identify and track offending ships. Authorities will be able to track the flight path of the drone in real time using EMSA’s RPAS data centre, which provides flight details, images, video and measurement data. EMSA has developed RPAS solutions to assist in maritime surveillance operations in a number of fields, including detection and prevention of illegal, unreported and unregulated fishing, drug trafficking and illegal immigration.



As the maritime sector is being targeted by highly motivated cyber criminals, the shipping industry should be on the highest alert for a cyber attack, Itai Sela, CEO of cyber security specialist Naval Dome, said. 

Speaking today at the Singapore Maritime Technology Conference (SMTC) 2019, organized by the Maritime and Port Authority of Singapore (MPA), Sela warned:

“Somebody, somewhere is targeting the maritime sector. The shipping industry should be on Red Alert.”

Sela’s warning follows widespread concern that the maritime industry remains vulnerable and is not doing enough to protect itself.

During a round table discussion in which several companies informed the Greek shipping community of the importance of cyber security, one analyst said that while the industry is “concerned about the cyber risk it struggles to understand where and how best to manage it”.

As stressed by Naval Dome CEO, the industry is not prepared for cyber attacks. Taking into account that shipping is a USD 4 trillion global industry transporting 80% of the world’s energy, commodities and goods, any activity that disrupts global trade would have far-reaching consequences.

“It is easy to understand why shipping is now in the cross-hair of the cyber-criminal or activist. But the maritime industry still believes it is enough to have a Level 1 solution to protect against a Level 4 threat,” Sela commented.

Referring to the global certification standard IEC 62443, which has been adopted by several certification bodies, Sela explained the four levels of security used for safeguarding against a cyber-attack.

“A Level 4 attack is extremely sophisticated and intended to cause the most amount of disruption for either political, social or financial gain. It is the Level 4 type attack criminals are using to penetrate the shipping industry,” Sela said, recalling an incident in which the navigational equipment aboard a fleet of 15 tankers was simultaneously hacked.


As explained, the easiest way for hackers to penetrate ship systems is to attack systems at the ship manager or original equipment manufacturer’s (OEM) head office.

“All a hacker has to do is infiltrate these systems and wait until some someone sends an infected email to someone onboard ship – the attack is delivered. It spreads. It’s autonomous.”

The current regulations consider improving interactions between the operator and machine as the optimum way of combating maritime cyber crime. However, Naval Dome believes the best solution is based on technology that removes the human element altogether.

In his presentation to the Singapore maritime community, Sela suggested that a ship can be used as a very effective weapon to “create chaos and destruction” at the port.

“A ship whose systems are under the control of the cyber-criminal could result in pollution, cause collisions or groundings, or be used as an incendiary device. The result could be catastrophic if a vessel is not secured to the highest level.”

Sela also said that a country like Singapore must have the ability to monitor all the ships that enter its waters in order to verify whether it’s infected or cyber clean.

“I strongly recommend that all port authorities have the ability to control the cyber threat that each and every vessel entering their waters brings with them. This will protect assets and avoid potential disaster,” he concluded.



The International Maritime Organization (IMO) is to address maritime corruption by including the issue in its work programme for the Facilitation Committee.

The decision to include an anti-corruption agenda came at the latest meeting of the IMO’s Facilitation Committee (FAL) in response to a submission from Liberia, Marshall Islands, Norway, United Kingdom, United States and Vanuatu.

The International Chamber of Shipping (ICS) co-sponsored the submission along with a number of other non-governmental organisations (NGOs).

“Corruption erodes trust in government and undermines the social contract. Corruption impedes investment, with consequent effects on growth and jobs. This is a global issue but we all need to work to eradicate corrupt practices,” Guy Platten, Secretary General of the International Chamber of Shipping, said.

According to the Maritime Anti-Corruption Networks anonymous reporting mechanism, which was set up in 2011, there have been over 28,000 incidents already reported.

“We are all aware that corruption in the maritime sector exists in many areas and as we have heard from the document introduction, corrupt practices, particularly with respect to the ship/shore interface, can lead to interruptions to normal operations, can incur higher operational costs for the shipowner and can have an impact on seafarers’ well-being,” Chris Oliver, Nautical Director at the International Chamber of Shipping, said.


In addition to the potential consequences for ship owners and seafarers, it should not be underestimated the impact it can have on trade, investment, social and economic development of ports, local communities and even Member States themselves,” Oliver concluded.



Facilitation (FAL) – enhancing the free flow of trade by ship

8 April 2019 – the electronic data exchange deadline

​Amendments to the Facilitation Convention were adopted in 2016 and they entered into force on 1 January 2017 (read more here).

The FAL Convention amendments make it mandatory for ships and ports to exchange FAL data electronically from 8 April 2019.  There is provision for a transitional period of at least 12 months, during which paper and electronic documents are allowed.

The FAL Convention encourages use of the so-called “single window” concept in which all the many agencies and authorities involved exchange data via a single point of contact. The maritime single window system allows for the streamlining of procedures, via electronic systems, for provision of information related to the arrival, stay and departure of the ship itself, and data on its crew, passengers and cargo, in accordance with the requirements of the FAL Convention.

IMO has been supporting Member States to prepare for electronic data exchange, with national and regional seminars and work shops.

A project is underway in Antigua and Barbuda to develop a  maritime single window. Following the installation of the first, basic system platform in 2018, testing and implementation has begun. If successful, the system, developed by Norway, could potentially benefit other countries of the Caribbean region and be rolled out to other regions of the world.

What is FAL?

When a ship comes in to port it may be the end of a voyage but it’s just the beginning of a whole range of administrative tasks that need to be done.

Customs declarations for cargo and ships’ stores; immigration clearance for crew and passengers and their baggage; import and export permits: these are just the tip of the iceberg. And when the ship leaves, it’s the same process all over again.

This is what we call Facilitation of International Maritime Traffic – or FAL for convenience.

Why does it matter?

FAL matters because, if it goes smoothly, shipments move more quickly, more easily and more efficiently. But if it goes badly, delays, inefficiencies and extra costs are inevitable.

Statistics show that countries with more efficient FAL infrastructure have better import and export figures. There’s a clear link between reducing red tape and competitiveness.

Efficient trade facilitation can help reduce transport costs and thereby contribute to sustainable development.


Charting the 2019 maritime regulatory landscape

Siddharth Mahajan, Loss Prevention Executive, Gard, Singapore has noted in an article that the marine industry “saw a plethora of regulations come into force during 2018”, with no slowing-down in 2019. Regulations related to crew, life and fire safety, environment, cargo, and certification would be implemented in the course of this year.

1 January 2019

Resolution A.1116(30): Escape Route Signs and Equipment Location Markings

To ensure uniformity of safety signs with ISO standards, the IMO has introduced updated signs and graphic symbols that should be used to mark the location of means of escape, life-saving systems, and mandatory action signs for launching lifesaving equipment. Safety signs and equipment location markings are now harmonized with the ISO standards.

Resolution MEPC.286(71): Information to be included in bunker delivery note

The existing bunker delivery note (BDN) limits the supplier’s declaration to stating that the fuel oil supplied conforms with MARPOL Annex regulation 14.1, which reduces the global limit from 3.5% to 0.5% from 1 January 2020, or regulation 14.4 covering limits for emission control areas. It does not accommodate the supply of high sulphur fuel oil to vessels installed with scrubbers or those with an exemption. Text of the BDN was therefore amended to allow for such supply. A selection box has been introduced stating the purchaser’s specified limit of sulphur content. The text of the selection box in the new BDN also obliges the bunker supplier to obtain a notification from the purchaser that fuel is intended to be used in compliance with MARPOL, if the fuel supplied exceeds the 0.5% sulphur limit.

Resolution MEPC.286(71): Designation of the Baltic Sea and the North Sea Emission Control Areas for NOX Tier III control

The Baltic Sea and North Sea emission control areas (ECA) will be extended to cover NOx in addition to SOx. Engines whose power output exceeds 130kw installed on vessels constructed on or after 01 January 2021 must be Tier III certified if operating inside these two areas. The regulation also applies to non-identical replacement engines or additional engines installed on existing ships on or after 1 January 2021. From 1 January 2019, all the four ECAs; the Baltic Sea, North Sea, North America and US Caribbean, will cover both SOx and NOx.

Resolution MSC.426(98): Amendments to the International Maritime Solid Bulk cargoes (IMSBC) code

New individual schedules for some cargoes have been introduced and some existing ones have been revised. Most notably, coal will now be classified as both Group A and B cargo unless otherwise tested.

Resolution MEPC.278(70) and Resolution MEPC 282(70): IMO Data Collection System (DCS) and Ship Energy Efficiency Management Plan (SEEMP Part II)

All ships of 5,000 gross tonnes and above and engaged in international voyages should collect consumption data for each type of fuel oil they use, as well as other, additional, specified data including proxies for transport work, in accordance with the procedures mentioned in SEEMP Part II, which is to be approved by 31 December 2018.

Domestic emissions control requirements in China, Taiwan and Hong Kong

China: From 1 January 2019 vessels must switch to fuel with a sulphur content not exceeding 0.50% prior to entering China’s territorial sea. Other key dates until 2020 are:

From 1 July 2019, vessels other than tankers capable of receiving shore power should use shore power.

From 1 January 2020, vessels entering Inland ECAs (Yangtze River and Xi Jiang River) must use fuel with a sulphur content not exceeding 0.10% while operating within the Inland ECA.

Taiwan: Ships not fitted with scrubbers must burn fuel with a sulphur content not exceeding 0.50% when entering its international commercial port areas. Our Gard Alert on the introduction of low sulphur limits in Taiwan can be read here.

Hong Kong: Hong Kong’s current Fuel at Berth Regulation requiring ships to burn fuel with a sulphur content not exceeding 0.50% while at berth will be replaced by a regulation extending the standard to ships operating in Hong Kong waters. Ships not fitted with scrubbers will be required to burn fuel with a sulphur content not exceeding 0.50% within Hong Kong waters, irrespective of whether they are sailing or at berth.

China Regulation on Data Collection for Energy Consumption of Ships (RDCECS)

Ships of 400 GT or over, or powered by main propulsion machinery greater than 750 kW of propulsion power calling a port in China should report energy consumption data of last voyage to China MSA before leaving a port.  Vessels are advised to report the data through the local agents as the web based platform which is to be used is currently available only in Chinese language.

8 January 2019

2016 Amendments to Maritime Labour Convention 2006 (MLC): Amendments related to Regulations 4.3 and 5.1

Regulation 4.3: The MLC Guideline B4.3.1, concerning the provisions on occupational accidents, injuries and diseases, is amended such that implications for health and safety will also include harassment and bullying.

Regulation 5.1: Standard A5.1.3 was amended to allow an extension of the validity of the Maritime Labour (ML) Certificate for not more than five months in circumstances where ships have passed the renewal inspection but a new full term ML Certificate cannot be issued immediately and provided on board. The new certificate will remain valid for a period not exceeding five years from the date of the existing one.

9 April 2019

Resolution FAL.12(40): Electronic exchange of information

In accordance with the 2016 amendments to FAL Convention, electronic exchange of information will be mandatory for public authorities with a transition period of no less than 12 months from the date of the introduction of such systems.

30 April 2019

EU MRV shipping Regulation 2015/757: submission of CO2 emissions report

Companies must submit to the EU Commission and to the authorities of the flag States concerned, an emissions report concerning the CO2 emissions and other relevant information for the entire reporting period for each ship under their responsibility, which has been verified as satisfactory by a verifier. By 30 June 2019 all vessels must carry a document of compliance onboard.

1 June 2019

Resolution MEPC.275(69): Baltic Sea special area

Passenger ships must not discharge untreated sewage in the Baltic Sea in accordance with the below implementation schedule. To discharge treated sewage, ships must have onboard an approved  sewage treatment plant meeting the requirements set out in Resolution MEPC.227(64). Alternatively, they should have a sewage holding tank of adequate capacity.

30 June 2019

EU MRV shipping Regulation 2015/757: Carriage of Document of Compliance (DOC)

Ships arriving at or departing from an EU port and which have carried out voyages during that reporting period must carry onboard a DOC issued by an accredited verifier. The DOC shall be valid for a period of 18 months from the end of the reporting period and must include the following information:

1 July 2019

Resolution MSC.338(91): New requirements for compressed air breathing apparatus used in fire fighting

Compressed air breathing apparatus on ships constructed before 1 July 2014 shall be fitted with an audible alarm and a visual or other device that will alert the wearer before the volume of the compressed air in the cylinder has been reduced to no less than 200 litres. Compliance shall be verified at the first safety equipment survey on or after 1 July 2019.

MSC.1/Circ.1594: Amendments to the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual

Besides other significant updates to Vol.III of the manual, a new section has been introduced on search and rescue by maritime rescue services in times of armed conflict. In accordance with SOLAS regulation V/21, vessels should be supplied with up-to-date copies of the IAMSAR Manual Vol.III. Crew members should be informed of the changes introduced in the new version of the publication.

Amendments to the Performance Standards for EGC and NAVTEX Equipment

MSC.430(98) contains amendments to the performance standards for EGC (Enhanced Group Call) and MSC.431(98) for NAVTEX. This equipment is required to be onboard as per SOLAS IV/7 and it must meet the relevant performance standards in SOLAS IV/14. Equipment installed on or after 1 July 2019, should be type approved in accordance with the SOLAS IV/14 performance standards.

Domestic emissions control area in China: use of shore power

Vessels, other than tankers, capable of receiving shore power, must use shore power if they berth for more than three hours in ports in the Coastal ECA that have shore power capabilities and more than two hours in ports with such capabilities in the Inland ECAs.

1 September 2019

Resolution MEPC.301(72): Required EEDI for ro-ro cargo ships and ro-ro passenger ships

Following the IMO being made aware of problems in meeting EEDI requirements for ro-ro cargo ships and ro-ro passenger ships, the IMO has decided to increase the reference line, defined as a baseline EEDI for each ship type, representing reference EEDI as a function of ship size, by 20% and to introduce a deadweight threshold value. This new reference line comes into force on 1 September 2019.

13 October 2019

Resolution MEPC.296(72): Resolution MEPC.297(72): Implementation schedule of ballast water management for ships

The Code for Approval of Ballast Water Management Systems (BWMS Code) is introduced based on G8 Guidelines for approval of ballast water management systems. There is no change in technical content between the new code and G8 guidelines. The latter will be revoked once the BWMS Code comes into force. The BWMS Code is contained in MEPC.300(72).

Resolution MEPC.297(72): Implementation schedule of ballast water management for ships

Amended Regulation B-3 of the Ballast Water Management Convention was adopted by the IMO at the MEPC 72 and comes into force on 13 October 2019. The implementation schedule for compliance with D-2 biological standard remains unchanged

Resolution MEPC.299(72):  Endorsements of additional surveys on the International Ballast Water Management Certificate

Regulation E-1 of the Ballast Water Management Convention was amended to clarify that additional surveys will require endorsement on BWM certificate. Regulation E-5 was also amended to clarify that requirements for Annual survey schedule also applies to Intermediate surveys.



Maersk Pelican with Norsepower Rotor Sails installed. Image via Marsk Tankers

Finnish clean technology group Norsepower announced Tuesday that its innovative Rotor Sail Solution has received the first-ever type approval design certificate granted to an auxiliary wind propulsion system onboard a commercial ship.

The type approval from leading ship classification society DNV GL was issued in February 2019 after a design assessment of Norsepower’s 30-meter by 5-meter Rotor Sail, two of which have been installed onboard the Maersk Pelican LR2 tanker.

Norsepower says the landmark certification means that vessels operating its Rotor Sail technology are technically capable of safely navigating “all operational and environmental situations”.

The company’s Rotor Sail Solution is a modernized version of the Flettner rotor; a spinning cylinder that uses the Magnus effect to harness wind power to propel a ship and enhance fuel-saving.

Rotor Sails have already been installed on three vessels and has achieved over 35,000 hours in operation, saving more than 4,500 tonnes of CO2, according to Norsepower. The solution has also been independently verified to reduce fuel consumption by up to 20%.

Commenting on the type approval, Norsepower CEO Tuomas Riski said: “We are very proud to be the first company to have type approval granted to an auxiliary wind propulsion system onboard a commercial ship. Having a type approval design certificate is very important to us. Clearly, it provides shipowners, operators, and charterers with a level of assurance when investing in the Rotor Sail Solution, but in the long term, it removes yet another hurdle to the realization of renewable wind energy propulsion systems at a scale that supports shipping’s transformation to a low carbon transport sector.”

Last month, Norsepower was crowned the winner of the 2018 International Quality Innovation Award in recognition of its Rotor Sail Solution technology’s ability to demonstrate positive environmental contributions.

“To help reduce shipping’s environmental impact we will need many different fuel and technology options, which is why we were very pleased that Norsepower asked us to be part of this innovative wind propulsion project,” said Geir Dugstad, Director of Ship Classification and Technical Director at DNV GL.




  • PdVsA has been made a target of U.S. sanctions and added to the OFAC SDN list.
  • A number of General Licences have been issued with authorisations of varying duration to allow U.S. persons to wind down existing business with PdVSA or its subsidiaries.
  • FAQs issued by OFAC suggest (but do not explicitly confirm) that non-U.S. persons may continue to do business with PdVSA and its subsidiaries without risk of sanctions provided that restrictions on U.S. persons are observed.
  • Members are therefore recommended to exercise caution in dealings with PdVSA and subsidiaries, and to take legal advice if in any doubt as to whether any proposed transactions may incur a risk of U.S. sanctions.



Executive Order 13857 dated 25th January 2019, published by the U.S.Department of the Treasury’s Office of Foreign Assets Control (OFAC), amends several previous Executive Orders to include Petroleos deVenezuela, S.A. (PdVSA) within the meaning of “Government of Venezuela”, thereby making PdVSA a sanctions target. PdVSA has also been added to the OFAC SDN list with effect from 28th January 2019.

Alongside the Executive Order, a number of general licenses have been issued, to authorise U.S. persons (both individuals and entities) to wind down or continue commercial activities relating to PdVSA and its subsidiaries, but requiring in some cases that payments can only be made to blocked accounts which PdVSA cannot access.

The following licenses,which it should be noted contain authorisations of varying lengths of validity,may be of particular relevance to Members who have business with PdVSA or its subsidiaries:

General License 7 – authorises (a) up to 27 July 2019, transactions and activities involving PDV Holding Inc (PDVH),CITGO Holding Inc. and their subsidiaries; (b) up to 28 April 2019, PDVH,CITGO Holding Inc. and their subsidiaries to engage in transactions and activities ordinarily incident and necessary to the purchase and importation of petroleum and petroleum products from PdVSA.

General License 8 – authorises up to 27 July 2019, all transactions and activities ordinarily incident and necessary to the operations inVenezuela involving PdVSA or its subsidiaries for: Chevron Corporation, Halliburton, Schlumberger Limited, Baker Hughes, andWeatherford International.

General License 11 – authorises up to 29 March 2019 (a) U.S. person employees and contractors of non-U.S. entities located outside of the U.S. andVenezuela to engage in all transactions and activities that are ordinarily incident and necessary to the maintenance or wind down of operations, contracts, or other agreements involving PdVSA and its subsidiaries, and (b) U.S. Financial institutions to reject funds transfers involving PdVSA and non-U.S. entities located outside of the U.S. orVenezuela.The GL expressly prohibits dealings with ALBA de Nicaragua (ALBANISA).

General License 12 – authorises (a) up to 28 April 2019, all transactions and activities ordinarily incident and necessary to the purchase and import into the United States of petroleum and petroleum products from PdVSA or its subsidiaries, and (b) up to 28 February 2019, all transactions ordinarily incidental and necessary to the wind down of operations, contracts, or other agreements, including the importation into the United States of goods, services, or technology not authorised under (a) involving PdVSA or its subsidiaries.

General License 13 – authorises up to 27 July 2019, all transactions where the only PdVSA entities involved are Nynas AB or any of its subsidiaries.

New FAQs providing guidance on the interpretation of the relevant Executive Orders and the General Licences have been published on the OFAC website with effect from 31 January 2019.

FAQ 657, set out below, addresses questions that may be of interest to Members who are non-U.S. persons involved in trade with PdVSA.

657. I am a non-U.S. entity that purchases petroleum and petroleum products from Petróleos deVenezuela, S.A. (PdVSA) or an entity in which PdVSA owns, directly or indirectly, a 50 percent or greater interest.Am I now prohibited from purchasing petroleum and petroleum products from these companies?

Transactions to purchase petroleum and petroleum products from PdVSA or any entity in which PdVSA owns, directly or indirectly, a 50 percent or greater interest, and that involve U.S. persons or any other U.S. nexus (e.g., transactions involving the U.S. financial system or U.S. commodity brokers) must be wound down byApril 28, 2019 pursuant toVenezuela-related General License 12. In addition, under General License 11,U.S. person employees and contractors of non-U.S. companies located in a country other the United States orVenezuela are authorized to engage in certain maintenance or wind-down transactions with PdVSA, or any entity in which PdVSA owns, directly or indirectly, a 50 percent or greater interest, through 12:01 a.m. eastern daylight time,March 29, 2019. (See FAQ 654.) [01-31-2019]

Members may note that the answer in FAQ 657 suggests, but does not explicitly say, that non-U.S. entities may continue to purchase petroleum and petroleum products from PdVSA and its subsidiaries, provided that restrictions on U.S. entities are observed.

FAQ 657 does not, however, address the effect of Section 1 (a) (iii) of EO 13850 which provides for the blocking of all property in the U.S. of “any person” (not limited to U.S. persons) who is determined – “to have materially assisted, sponsored, or provided financial, material, or technological support for, or goods or services to or in support of … any person whose property and interests in property are blocked pursuant to this order.”

The Club’s legal counsel has therefore been asked whether a non-U.S. shipowner who provides ocean transportation for PdVSA would be at risk of being regarded as providing services in support of a blocked person. The Club’s legal counsel considers it unlikely that the U.S. intends to target non-U.S. persons, bearing in mind the absence of any explicit prohibition on PdVSA shipments to third countries and an absence of wind-down licenses for such shipments. It is also considered significant that there are no specific secondary sanctions directed against insurance of targeted trades or activities.

Members are nevertheless reminded that cover remains subject to the Club’s Rule 5V which would exclude the right of recovery from the Club in circumstances where such recovery may expose the Club to a sanction or other adverse action by a competent authority or government. Members who have trading relationships with PdVSA or its subsidiaries and who could potentially be affected by the sanctions are therefore recommended to exercise caution in their dealings with PdVSA or its subsidiaries and to take legal advice on proposed trades until the situation becomes clearer.



Cleaner Marine Shipping – A global corporation called Wärtsilä is pushing “An Oceanic Awakening,” due in part to all the stuff people order online.

The awakening is taking place around a SEA20 effort, which is calling on major port cities including New York, Singapore, Hamburg, Helsinki and Rotterdam to develop a digitalized marine ecosystem – or Smart Marine – by 2020. “This encompasses connectivity, data-sharing, intelligent automation and intelligent, carbon-free vessels, which feature efficient designs, hybrid propulsion technologies and cleaner fuels for eco-friendly shipping,” says Wärtsilä, which is headquartered in Helsinski, Finland, and makes power plants and marine equipment.

How will they get it done? SEA20 has reportedly assembled key influencers from the targeted cities to participate in an online forum and ongoing series of events and workshops; including FOOD designer/founder Dong-Ping Wong, who has worked on projects for Kanye West and Nike.

How would a “smarter” Big Apple look? SEA20 reimagines it “with offshore ports allowing for pop-up test sites within the city itself – like retail hubs and fresh produce markets,” also taking pointers from ORE Design + Technology Founder/Principal Architect Thomas Kosbau, rePLACE Urban Studio’s Peter Syrett and The Dream Corps CEO Vien Truong.

Wärtsilä President and CEO Jaakko Eskola argues that shipping is the most cost-effective way to move goods and people around the world. Demand is increasing, and so are opportunities to improve operational inefficiencies that hurt profitability and sustainability:

“We simply cannot afford to wait for the marine and energy industries to evolve at their own pace. The calls for greater efficiency, sustainability, and connectivity are simply too strong to be ignored. Rapid acceleration to benefit the entire sector, as well as society at large, is urgently required, and ‘An Oceanic Awakening’ is our wake-up call to everyone, heralding the beginning of our journey to making the future of shipping and energy a reality.”

The wave seems to be growing slowly. A SEA20 Twitter forum has just over 60 followers as of this writing. But a company rep say much more participation and activity is on the horizon, including summits to be held and intelligence reports to be issued. A total of 20 port cities are being targeted.

“Hamburg, Helsinki and Rotterdam have already expressed their keen interest in joining this global initiative,” said Andrew Calzetti, a Wärtsilä spokesman. “We are in active discussions with around 10 cities at the moment and have a great many more on our radar, all of which play an important role in the marine ecosystem, either because of the volume of trade they handle, their history, or because of the investment they are making in innovative solutions which foster more sustainable shipping. We will be making those and other port announcements in due time.”

Calzetti says most issues afflicting port cities and marine industries are open-ended and highly complex, so solving them requires collaboration across disciplines.

Figures from an Energy Transition Outlook estimate that shipping will grow nearly a third by 2050, resulting in the doubling of container cargo.

While initiatives like the Paris Climate Agreement and International Maritime Organization mandates are helping address the environmental impacts of mass urbanization and shipping, few are specifically focused “on bringing a unified design vision to maritime projects that are shaping marine cities,” he said. “That, to us, signaled the need for our initiative, SEA20.”
Source: Forbes


Marine incident reporting

AMSA – Marine Safety Awareness Bulletin  Issue 8 — September 2018

Incident reporting is essential to maritime safety. When you report a marine incident to AMSA, you help shape the way maritime safety is improved.

Benefits of marine incident reporting
The information obtained from marine incidents enable us to:
 identify issues, patterns and trends
 respond to concerns
 share information with the maritime industry
 learn and improve maritime safety

Case study one
Faulty emergency generator
During routine maintenance onboard a bulk carrier, it was discovered that the emergency generator wasn’t working and needed replacing.

Case study two
Knowledge of rescue helicopters
Following a number of incident reports submitted to AMSA from vessels operating in remote areas around Australia, it became clear that the limited range of rescue helicopters was not widely known among vessel operators.

The incident reporting process

Report a marine incident that has affected, or is likely to affect, the safety, operation or seaworthiness of the vessel1. The alerts let us know that a serious event has occured. The incident report provides us detailed information about the incident, in particular the measures put in place to prevent reoccurrence.





Autonomous Ship

Netherlands-based KOTUG has demonstrated what it says is the first sailing of a remotely controlled tugboat from a long-distance location.

For the demonstration, the tug RT Borkum, located in Rotterdam, was controlled from the floor of the International Tug, Salvage & OSV Convention, which was taking place over 700 miles away in Marseille, France.

A KOTUG captain took over control of steering and engine systems using a secured internet connection and live cameras.

KOTUG says it believes that remote-controlled ships are the first step to unmanned and fully autonomous shipping down the road. “Various simple operations in remote locations can already be done from remote controlled stations,” the company stated.

“The real-time sensor technology makes it possible to give the remote control captain the situational awareness that is needed for safe operation,” according to KOTUG. “Combined with the drone technology to connect the towline, unmanned shipping is commercially and technically getting closer.”

One of the hurdles to unmanned shipping, KOTUG says, is establishing rules and regulations specific to autonomous vessels and their operation.

“Unmanned shipping does not yet comply with current rules and regulations. Therefore, rules need to be amended before tugs can actually start doing their tasks fully autonomous,” KOTUG stated.

In May, the International Maritime Organization took what some described as important first steps towards regulating unmanned ships by agreeing to the definition of “Maritime Autonomous Surface Ships (MASS)” and establishing an initial framework for regulations.

KOTUG notes that the demonstration of the RT Borkum was part of a joint industry project put on by sponsors without the help of subsidies.






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