Maritime Safety News Archives - SHIP IP LTD


ABS has published a new whitepaper on Autonomous Vessels to support the industry’s increasing adoption of autonomous capabilities with a focus on safe implementation, which sets out 10 goals to create a framework for the design and operation of autonomous vessels and addresses key issues in implementation.

The whitepaper also includes an update on the outcome of the IMO’s Maritime Autonomous Surface Ships (MASS) Regulatory Scoping Exercise, an important step on the road toward the development of requirements governing autonomous operations.

“To allow operations of fully autonomous vessels, the maritime industry requires regulations for their design. While this is an ongoing endeavor at the IMO, ABS is well placed to propose our own framework to support both safe innovation and adoption of autonomous technologies,” said Patrick Ryan, ABS Senior Vice President, Global Engineering and Technology.

Much progress has been made in the development of maritime autonomous technology in the last three years.  However, the technological and regulatory challenges vary depending on vessel type and size. As such, ABS notes and proposes a goal-based framework constructed from the ground-up for application to fully autonomous vessels.

The intent of the requirements contained in key regulations applicable to ship-design have been examined, namely the:

  • International Convention for the Safety of Life at Sea (SOLAS, 1974, as amended), and
  • International Convention for the Prevention of Pollution from Ships (MARPOL).

Therefore, ABS has identified the following high-level safety goals.

  1. Maintain propulsion
  2. Maintain safety of vessel
  3. Protect against flooding
  4. Maintain safety of navigation
  5. Communicate distress
  6. Meet environmental concerns
  7. Provide continuous monitoring and situational awareness
  8. Maintain command and decision system
  9. Maintain safety of cargo
  10. Maintain communication with remote operations center

”As the industry endeavors to develop regulations and requirements for autonomous vessel design and operations, this paper has proposed a goal-based framework based on the intent of the requirements contained in current conventional regulations. This leverages on the wealth of experience which formed the basis of these regulations.”


Despite that COVID-19 continues to attracting a lot of our attention and making our lives difficult, 2022 is going to be a year of focus on the environment. Following COP26, the message is clear; we need to act now against the climate change and for the maritime industry, IMO has already paved the way with the enforcement of strict environmental rules; nonetheless, maritime safety will always be a key concern for the industry.

Let’s have a look at what to expect within this new year from a regulatory perspective

First reporting period for UK MRV

As a result of Brexit, EU MRV no longer applies to ships visiting UK ports. More specifically, the UK Government, in last September, released guidance on the application of its own scheme for monitoring, reporting and verifying (UK MRV) carbon dioxide (CO2) emissions. Ship operators should begin collecting emissions data for their ships under the UK MRV regime from 1 January 2022.

Ships over 5,000 gross tonnes, transporting cargo and/or passengers for commercial purposes to and from UK ports, between UK ports or within UK ports (including while at berth), are subject to the UK MRV regime. The same exceptions apply to vessels under the UK MRV regime (e.g. for warships), that apply under the EU MRV regime. Ship operators must have in place an assessed monitoring plan before data collection begins. The assessment of the monitoring plan and the verification of the annual emission report for each ship needs to be done by an accredited verifier. By 30 April following each reporting period, a verified emissions report must be submitted to the UK Administration covering the previous reporting period. By 30 June following each reporting period, a valid Document of Compliance (DoC) must be carried on board each vessel covering the previous reporting period.

SEEMP revision to include EEXI and CDI within 2022

During MEPC 76 in June 2021, the IMO adopted measures that will require all ships to calculate their Energy Efficiency Existing Ship Index (EEXI) following technical means to improve their energy efficiency and to establish their annual operational carbon intensity indicator (CII) and CII rating. The requirements will enter into force on 1st of January 2023, but until then, ship operators need to revise their Ship Energy Efficiency Management Plans (SEEMP) accordingly. In particular, the amendments to MARPOL Annex VI (adopted in a consolidated revised Annex VI) are expected to enter into force on 1 November 2022, with the requirements for EEXI and CII certification coming into effect from 1 January 2023. This means that the first annual reporting on carbon intensity will be completed in 2023, with the first rating given in 2024, IMO mentions.

A new era in SIRE inspection program

The new SIRE 2.0 by OCIMF is expected to become operational within 2022 and for the first time will take into consideration the human element to ensure inspectors are sensitive to all pressures onboard. It will feature the following four key areas of focus:

  1. Accuracy: Facilitating an accurate description of how key safety and operational risks are managed and verified onboard a vessel.
  2. Capability: Training and developing inspectors who are of the highest quality, consistency and integrity.
  3. Reliability: Strengthening vessel inspections and reducing the number of repeat inspections required.
  4. Adaptability: More rapid response to human factors, industry changes, regulatory framework updates and technology advances.

In future SIRE 2.0 will encompass all of OCIMF’s inspection programmes. This includes OCIMF’s Barge Inspection Report programme (BIRE) and Offshore Vessel Inspection Database (OVID). However, in an exclusive interview, Mr David Savage, who was responsible for the development and introduction of the SIRE Inspector Accreditation Programme back in 2000, said that the additional workload that comes with SIRE2 will impact both ship and shore staff, at least during the start-up months until familiarity and routines are established.

PSCOs to focus on STCW from 1 September to 30 November

This year, the planned Concentrated Inspections Campaigns across all MoUs will focus on STCW. In particular, for three months, PSC Officers will check topics relevant with STCW requirements to ensure full compliance.

In the past, a focused CIC took place in 2014 by Paris and Tokyo MoUs along with others, with the purpose to establish that watchkeeping personnel are meeting the requirements regarding hours of rest as per STCW 78 as amended (including the Manila amendments). For this year’s CIC, it remains for the questionnaire to be issued within summer in order to view the focus items of control.

Focused Inspection Campaign on planned maintenance in Australia

AMSA announced that a Focused Inspection Campaign (FIC) on Planned Maintenance will be conducted from 15 January 2022 to 30 March 2022. As such, AMSA surveyors will undertake the FIC in conjunction with a normal port or flag State control inspection and any port State control deficiencies will be reported to regional port State control databases.

The purpose of the FIC is to determine the level of compliance with the maintenance requirements of the International Conventions. AMSA PSCOs will be using a specific checklist when inspecting ships as part of the planned maintenance FIC and therefore, ship managers need to be prepared accordingly. Planned maintenance is an important aspect when considering seaworthiness.

Amendments to MARPOL Annex VI : Procedures for FO Sampling

Annex VI has been amended to introduce definitions distinguishing between “in-use” and “on board” fuel oil samples taken from a vessel. The entirety of Appendix VI of MARPOL Annex VI has also been revised to simplify the verification procedure for the “MARPOL delivered fuel oil sample” and to add verification procedures for the “in-use sample” and the “on board sample”, effective from 1st of April, 2022. This regulatory update applies to all ships ≥400gt and keel laid date ≥01/04/2022.

Amendments to regulations 14 and 18 of MARPOL Annex VI regarding sulphur content

Effective from 1st of April, 2022, new paragraphs 8 and 9 are added for ‘In-use and on board fuel oil sampling and testing’ and paragraphs 10 to 13 for ‘In-use fuel oil sampling point’ under regulation 14.

The verification procedure part 2 is to be followed in the new Verification procedures of Appendix VI of MARPOL Annex VI. For the test results, 95% confidence will be allowed (limit X + 0.59R) and the acceptable sulphur limits are extended to 0.11% and 0.53% for 0.10% and 0.5% respectively. Paragraph 8.2 has been replaced under regulation 18.

Amendments to the BWM Convention

To clarify the conduct of statutory surveys for Ballast Water Management Systems (BWMS), MEPC 75 adopted the amendments proposed to BWM regarding commissioning testing of ballast water management systems (Regulation E-1) and the form of the International Ballast Water Management Certificate (Appendix I), effective from 1st of June 2022.

Consequently, revised Guidance for the commissioning testing of ballast water management systems is available as BWM.2/Circ.70/Rev.1. The commissioning testing is to be conducted by an accredited entity which is independent from the BWMS manufacturer or supplier and one that is approved by the flag Administration or the RO working on its behalf.

Amendments to SOLAS VII regarding IMDG Code

In addition to the periodic review of carriage requirements for new and existing substances, these amendments introduce a new handling code for medical waste and other updated guidance, effective from June, 2022.

Amendments to MARPOL Annex VI regarding EEDI Regulations

Annex has been amended to mandate the reporting of required and attained EEDI values to the IMO. Tables providing EEDI reduction factors have been replaced. These amendments will come into force from November, 2022.


Source: skanregistry

Finding Solutions for Maritime Security Challenges in the Tri-Border Area
by Mary Fides A. Quintos

The Philippines, Indonesia, and Malaysia have intensified maritime security cooperation in the Tri-Border Area with the recent launch of the trilateral air and maritime patrols as vital components of the Trilateral Cooperative Arrangement. As experience in the Strait of Malacca and the Western Indian Ocean and Gulf of Aden has shown, coordinated patrols enhance law enforcement and serve as useful deterrence against illegal activities at sea. These regions also provide other lessons in repressing piracy and armed robbery against ships that countries in the Tri-Border Area can draw from. Notwithstanding differences in geography, politics, and resources, relevant initiatives that can be considered and tailored for the region are valuable in arriving at sustainable and long-term solutions for the Tri-Border Area.

The tri-border area: issues and responses

The tri-border area between the Philippines, Indonesia, and Malaysia includes the Sulu-Celebes Sea region, which covers 900,000 square kilometers and hosts approximately USD 40 billion dollars’ worth of cargo annually. The East Kalimantan trading route, in particular, is vital to the Philippines’ energy security, where roughly 70 percent of the country’s coal imports amounting to USD 800 million dollars are transported from Indonesia every year. This high value trade, however, is vulnerable to maritime crimes due to weak governance, high levels of poverty, and longstanding armed conflicts in the area.

The Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia (ReCAAP) Information Sharing Center reported a total of 23 actual and attempted incidents of abduction of crew from ships in the Sulu-Celebes Sea region from March 2016 to June 2017. Out of the 59 abducted crew from Indonesia, Korea, Malaysia, Vietnam, and the Philippines, 2 were killed, 39 were released/rescued; and 18 are still in captivity at the time of writing. It is particularly alarming that the perpetrators were bold enough to attack at broad daylight, and would violently open fire at the targeted ship, crew, and even maritime law enforcers. Moreover, the Abu Sayyaf Group (ASG), an Islamic extremist group based in southern Philippines, claimed responsibility for most of these incidents, which raises concern over their growing reach in the region.

The vastness of the area that needs to be safeguarded and the transnational impact of these maritime crimes propelled the governments of the Philippines, Indonesia and Malaysia to sign the Trilateral Cooperative Arrangement (TCA) on 14 July 2016. Under the ambit of the TCA, rotational naval and air patrols were launched in 2017, and Maritime Coordinating Centers were established in Tarakan, Indonesia; Tawau, Malaysia; and Bongao, Philippines that would serve as operational command and monitoring stations.

The Philippine government, in particular, also implemented the following regulations and guidelines effective June 2017: the establishment of a Recommended Transit Corridor (RTC) between Moro Gulf and Basilan Strait where vessels are required to provide notification to relevant authorities prior to transit and where law enforcement units are deployed to respond immediately to incidents of piracy and armed robbery against ships; the implementation of Safety, Security and Environmental (SSEN) Numbering Systems for all Philippine-registered vessels for improved tracking and monitoring; and the prescription of radio communication equipment onboard Philippine-registered vessels.

What else can be done?

Ship protection measures. According to the booklet on “Best Management Practices to Deter Piracy off the Coast of Somalia and in the Arabian Sea Area (BMP)”, shipowners are encouraged to include several ship protection measures such as deploying additional lookouts on the vessel for enhanced vigilance and watchkeeping; constructing physical barriers at vulnerable access points; using water spray and foam monitors; installing CCTV cameras and alarms; and establishing an internal safe muster point or citadel. Although the applicability of these recommendations varies with every ship type and risk assessment, shipowners have the flexibility to determine what is most appropriate for them.

Involvement of external forces. The lack of a functioning government to deter piracy off the coast of Somalia was compensated by the involvement of extra-regional forces. For example, the European Naval Force Somalia (EU-NAVFOR) conducts nonstop surveillance of vessels transiting through the Gulf of Aden. Also, the North Atlantic Treaty Organization (NATO) Operation Ocean Shield provides naval escorts to transiting ships and facilitates information-sharing between NATO governments and the international shipping community. Likewise, the Combined Task Force-151, which consists of 15 states from Asia-Pacific and Europe, also conducts various anti-piracy missions including patrol operations in the Gulf of Aden.

Countries in and surrounding the Tri-Border Area may now have increased capacity and resources for law enforcement, but as Ian Storey rightly pointed out, year-round patrol operations can be very costly in terms of manpower, hardware, fuel, and maintenance. Thus, assistance from external players can be useful to increase capability and expertise. Signatories to the TCA have already indicated the potential involvement of neighboring states in this initiative. Allowing the participation of extra-regional players, including the major powers, also merit careful consideration in terms of the kind of assistance, timing, and the extent of involvement.

Adequate legal framework. Beyond increased capacity to make arrests, the successful prosecution of criminals is crucial to bring accountability and send a strong signal that the fight is serious and steadfast. The mobility of criminals especially across porous borders underscores the need for legal cooperation among states.

One of the pillars of the Djibouti Code of Conduct (DCoC) is the creation of legal frameworks to criminalize piracy and armed robbery against ships and to make adequate provisions for the exercise of jurisdiction, conduct of investigations and prosecution of offenders. In the pursuit of this objective, inter-agency legal workshops were conducted among parties to the DCoC.

Apart from incidents of piracy that occur in the exclusive economic zone, other types of attacks on ships are not governed by the United Nations Convention on the Law of the Sea (UNCLOS). For instance, violence within the territorial limits of a state constitutes armed robbery at sea, while attacks that are politically motivated may be regarded as maritime terrorism. Hence, international conventions such as the 1988 Convention for the Suppression of Unlawful Acts Against the Safety of Maritime Navigation (SUA), and the 1979 Hostages Convention, among others, aim to supplement UNCLOS and provide a framework for international legal cooperation on prosecution or extradition. These Conventions allow for offenders to be indicted in (1) the territory of the state where the attacked vessel is registered, (2) in the state where the crime took place, (3) in the state of nationality of the offenders, or (4) in the state where the offenders are found after an escape. It is helpful if countries in the Tri-Border Area would ratify these instruments and incorporate them in their national legislations to eliminate places of refuge for offenders. Thus far, only the Philippines has ratified the SUA Convention, and only the Philippines and Malaysia are parties to the Hostages Convention.

Land-sea nexus of crimes. Maritime crimes, in general, are mere manifestations of deep-seated problems on land. Planning, network, and refuge of offenders at sea are also land-based. Analysts believe that the conflict in Aceh and the lack of economic opportunities have led many to turn to piracy in the Strait of Malacca as a source of living. A significant decrease in attacks, however, was correlated to the normalcy in the area following the 2005 Peace Agreement.

In the case of Somalia, although piracy was successfully contained for some years, a resurgence of piracy attacks has been reported in 2017 possibly due to the decreased presence of anti-piracy forces and complacency of shipping companies in implementing best practices. Moreover, instability and food insecurity caused by drought, famine, and illegal fishing by foreign vessels persist.

Sea-based operations, therefore, may only serve as a band-aid solution; maritime crimes cannot be completely eradicated without addressing the land-based sources of the problem.


There is no single formula nor a flawless method for suppressing all types of crimes at sea. Most of the time, the tactics of offenders are so organized and evolving fast that dealing with them requires multiple combinations of innovative and holistic strategies. What works for one region may not necessarily work for others, but there is always value in learning from others’ experiences. Seeking other best practices in combating maritime crimes in the Tri-Broder Area should also be a continuous endeavor, especially since resolving the underlying problems takes time. More importantly, the role of cooperation not only among states, but including the private sector and other stakeholders, should be paramount. After all, security is everybody’s responsibility.


Source: fsi


Genting Hong Kong’s German shipbuilder MV Werften is reportedly teetering on the brink of insolvency as the company finds itself in protracted negotiations with the German federal and state government over long-promised financial assistance. Earlier today, January 7, Genting Hong Kong requested a suspension in trading of its stock pending an announcement, while in Germany its shipyard management informed employees that it would not be making December wage payments scheduled for today.

In meetings with the labor unions, MV Werften stressed that the company still had significant cash balances, but that due to loan covenants it was forced to postpone wage payment till next week. “The heart would have liked to do it and the cash register would have allowed it,” Carsten Haake, Managing Director of MV Werften told German media after a meeting with the unions. “We have 30 million euros ($34 million) in liquidity, but there are legal frameworks under which we were not able to pay the wages today.”

A spokesperson for the German unions at the shipyard said that they believe the future hangs in the balance with the financial talks that are also complicated by politics. The shipyards currently have approximately 2,000 workers with 1,600 reportedly working on a giant new cruise ship called Global Dream that is being built for Genting’s Dream Cruises. Work on the 208,000 gross ton cruise ship has been delayed several times first by the pandemic and then the financial troubles but it was expected to be delivered this year.

On January 2, 2022, Genting Hong Kong apprised shareholders of the situation in what it called a voluntary announcement. The company said that the continued pandemic, and specifically the emergence of the Delta and now Omicron variants, had impacted the recovery of its cruise operations. Genting Hong Kong is the parent company of U.S.-based Crystal Cruises, which resumed operations in the summer of 2021, as well as Dream Cruises, which is operating cruise ships on restricted programs from Singapore, Hong Kong, and as of last week Taiwan, as well as Star Cruises, which just started cruises from Malaysia.

Genting and MV Werften’s financial difficulties began in the summer of 2020 when all of their operations were suspended due to the pandemic. Genting Hong Kong completed a recapitalization which in part was based on loan guarantees from the state government where the shipyard is located as well as the federal government’s Economic Stabilization Fund. An initial bridge loan supplied in 2020 was used to complete construction of the Crystal Endeavor, an expedition cruise ship, and in June 2021, Genting reported that it had reached agreements with Germany for financial support to be used to run the shipyard and complete the construction of the Global Dream.

In mid-December 2021, in danger of breaching its minimum liquidity covenant, MV Werften sought to draw down $88 million from a “backstop loan” provided by the State of Mecklenburg Vorpommern and the WSF stabilization fund.  The state informed Genting that it did not believe the company had met the conditions required to access the loan while Genting contends it “satisfied all drawdown conditions.”

Genting went to court seeking an injunction to force the release of the monies. The court initially sided with Genting, but later lowed the amount that Genting could draw and then ruled to suspend any immediate payments and ordered a further hearing scheduled for January 11. Pending the outcome of the hearing and the negotiations, Genting Hong Kong reported that it will continue to consider various options to address the potential liquidity needs of the group.

Speculation in Germany is that MV Werften will be declared insolvent, which could begin a protected recapitalization of the shipyard operation. Work would likely be curtained at the company’s three shipyards with the mayor of Mecklenburg Vorpommern reporting that he expects the shipyard would close permanently and that he was planning to buy the location to convert it into a multi-use industrial park. The situation is continuing to evolve, with late today the German media outlet Oostee-Zeitung reporting that the former owner of the shipyard has expressed interest in buying the locations in Stralsund and Warnemünde for use with the emerging offshore wind power industry.


Source: maritime-executive

These guidelines have been developed to assist flag State administrations to effectively implement their responsibilities with respect to the ship inspection and certification duties under the Maritime Labour Convention, 2006, as amended (MLC, 2006) updated to reflect 2014, 2016 and 2018 amendments.

The guidelines are intended to provide supplementary practical information and guidance to flag States that can be adapted to specifically reflect their national laws and other measures implementing the MLC, 2006.

It must be emphasized that these guidelines are intended as a practical resource that can be used by any government that finds them helpful.

In all cases, the relevant national laws or regulations or collective bargaining agreements or other measures implementing the MLC, 2006, in the flag State should be viewed as the authoritative statement of the requirements in the flag State.

The remaining sections of Chapter 1 provide general information on the structure, key concepts and terminology used in the MLC, 2006.

Chapter 2 is divided into two sections. The first section provides an overview of the flag State inspection system obligations in the MLC, 2006, and contains information with respect to actions or determinations that flag States or the competent authority in the flag State may take for ship inspection and certification. The second section provides more specific guidance on the process of maritime labour inspection and certification under the MLC, 2006.

Chapter 3 addresses the requirements of the MLC, 2006, that are to be inspected and, if required, certified, on all ships covered by the MLC, 2006. It contains guidance as to what a flag State inspector (or a recognized organization (RO) that has been delegated this task by a flag State) would check in verifying compliance. It also provides some examples of deficiencies.

Chapter 4 outlines a range of actions that can be taken if deficiencies or non-conformities are identified by flag State inspectors (or reported to the flag State by ROs acting on its behalf).


Source: kassidiaris


Over the past two years, China has adopted a “Zero-Covid” approach to the coronavirus. Rather than acknowledge that Covid will be with us forever as an “endemic” disease, China believes it can beat and eradicate the virus by shutting down huge swathes of its economy when there is an outbreak. Those shutdowns threaten shipping and commerce especially, with the latest outbreak is no exception.

China has reported an outbreak of Covid in the Chinese city of Ningbo, home to a major strategic port and one major part of the Chinese supply chain.

The outbreak comes as two days ago, China confirmed over 30 Covid cases in Ningbo. The Port of Ningbo-Zhoushan is a major port that handled over 365,000 TEUs of cargo since the New Year less than a week ago. If it shuts down due to the Covid outbreak and cannot be staffed, Chinese exports will be affected again on a large level.

Back in August 2021, the Port of Ningbo-Zhoushan shut down after a case of Covid at the port and fears of a widespread outbreak among port workers. Now, cases have increased in the city, making a shut down more likely. Back in August, the port was closed for over two weeks. As of yesterday, no port workers had tested positive yet, a potentially hopeful sign. However, trucking operations in the city are already known to have been affected, as the city shut down many areas due to the outbreak.

The threat of another port shut down in China comes as the supply chain remains overloaded and under close scrutiny.

China appears to have chosen a Zero-Covid strategy instead of putting its business concerns first. Recently, the Chinese city of Xi’an, with 13 million residents, locked down over a Covid outbreak. Starting on December 22nd, the lockdown remains in effect, pointing to the longest period of lockdown since the original virus outbreak in Wuhan two years ago. With the Chinese government under intense pressure to prevent a wider Covid outbreak in the country, all ports are not out of the crosshairs yet. With this in mind, supply chain issues may be further aggravated by the latest developments.


Source: morethanshipping


The Global Autonomous Ships market research report represents major insights on the current growth dynamics as well as the primary revenue generation elements that are available in the Autonomous Ships industry along with various other factors over the predicted period 2022-2028. The report on the Autonomous Ships market is focusing on a series of parameters including top manufacturing strategies, Autonomous Ships industry share, prime opportunities, industrial channel, and profit margin, etc. The research study on the global Autonomous Ships market is liable to showcase essential development in the distinct regions including the United States, Europe, Asia Pacific, and China.

On the basis of strategic aspects, the report represents the detailed profile of the major vendors and meanwhile, evaluates their discrete business-driven strategies and other development plans. In this study, we have used an extraordinary perspective during the COVID-19 pandemic period to closely inspect the development and growth of the Autonomous Ships industry.


Source: industrialit


Huntington Ingalls Industries’ technical solutions division has announced the successful integration of its advanced autonomy solutions with Sea Machines Robotics’ SM300 autonomy product. The integration of these autonomous capabilities supports complex mission planning and collaboration between unmanned systems.

The demonstration, which took place late last year in the Chesapeake Bay off the coast of Virginia Beach, Va., involved overlaying HII’s collaborative autonomy and mission planning behaviors with the Sea Machines SM300 system on an unmanned surface vessel (USV).

“This represents an important milestone in our continued autonomy development,” Duane Fotheringham, president of Technical Solutions’ Unmanned Systems business group, said in a prepared statement. “The integration was seamless and illustrates the immense potential for our open architecture autonomy to work collaboratively with other autonomous systems.”

Sea Machines’ SM300 system can be outfitted to ocean-capable vessels to enable remotely commanded USV operations or can work alongside an onboard crew to elevate the capability, precision and endurance of a mission-driven vessel. During the demonstration, HII’s autonomy managed mission delegation and enabled collaborative autonomy with other unmanned systems while providing the SM300 system information to manage the USV heading and speed.

“Sea Machines’ products are developed to integrate readily with the wide range of vessel types. Our goal is to fit seamlessly into a vessel’s command and control stack which in some cases will include information and control systems from other autonomy systems either above or below our technology,” said Michael G. Johnson, CEO of Sea Machines. “We are encouraged by the rapid progress demonstrated by the HII team as they integrate their technology with our product to elevate the capability of their customers.”

The open architecture and modularity of HII’s autonomy make it a flexible, scalable option for customers seeking to enhance their current autonomy platform with additional advanced capabilities. HII’s collaborative autonomy enables complex mission delegation to multiple unmanned assets that all share situational awareness. Together, HII and Sea Machines will offer varying levels of autonomy complexity for different operations.

In July 2020, HII announced a minority share investment in Boston-based Sea Machines as part of its expansion into the unmanned systems. This investment complemented other company investments in autonomy, artificial intelligence and machine learning, cyber, C5ISR, and advanced modeling and simulation to support a more integrated, connected force. In May of 2021, the SM300 was integrated on an HII test platform.

Since then, HII has further developed and refined its own autonomy solutions, including collaborative autonomy, advanced health monitoring, and sensor fusion and perception, which have been fielded on 23 vessel types for more than 6,000 hours.


Source: workboat


We are sure you must have heard about container ships, and have surely seen a shipping container once in your life, irrespective of your age, gender, nationality, occupation, or whatever be the case.

In this article, we wish to take you deeper into the world of container ships, and let you know about it’s fascinating history, the types of container ships, it’s working, the design of container ships, and the future of container shipping.

Before going any further, we must first know about what exactly is a container ship:

What Are Container Ships?

As the name indicates, a ship structured specially to hold cargo in a container (containerized cargo) is called a container ship. Transportation of cargo in special containers is known as containerization. Container ships are responsible for the transportation of heavy containers in a large number. Some of the biggest container ships these days can ship approximately 24,000 containers in a single go!

Container ships are used for the transportation of non-bulk cargoes, making it possible to transfer big and gigantic quantities of goods from one place to another. The introduction of container ships have rightly changed the face of global trade forever.

Currently, there are more than 17 million shipping containers in circulation globally, with more than 5 million active shipping containers. Additionally, 90% of the world’s cargo is transported with the help of container ships. Every shipping container which is manufactured and transported around the world is of a standard size of 20 foot or 40 foot respectively, which is why the capacity of container ships is measured in TEUs or FEUs, which stands for ‘Twenty-foot Equivalent Unit’ and ‘Forty-foot Equivalent Unit’ respectively. This standardization exists to facilitate transfer the containers, which are shipped by container ships easily at anywhere around the world with various modes of transport, with trucks and trains being the most common transfer method available.


Source: thehaulagenews


LONDON, Jan. 06, 2022 (GLOBE NEWSWIRE) — According to The Business Research Company’s research report on the autonomous marine vehicles market, the use of artificial intelligence (AI) is gaining popularity. Artificial intelligence is intelligence demonstrated by machines, which makes them think independently and take decisions themselves. AI is used in both manned and unmanned marine vehicles market to enhance the safety and control of vessels. AI technology helps automate and optimize speed, immediate-course, and whole-voyage-routing for fuel-efficiency; ultimately, cost-saving for vessel owners and fleet managers. It also helps provide real-time weather, current data, an automatic identification system (AIS), and sensor data paired with computer vision and modeling that helps set direction decisions and may help recognize whether to avoid or pursue any obstacle in the underwater environment. For instance, Marine AI Ltd, a UK-based company who create artificial intelligence to enhance maritime capabilities, offers AI products such as ‘Guardian System’ that makes use of AI technology while ensuring regulatory compliance, paired with advanced lidar sensors from partners Ouster.


Source: woodlandreport