Maritime Safety News Archives - Page 81 of 260 - SHIP IP LTD

Following its successful introduction with an expert session for ports on cybersecurity that attracted visitors from Asia, Africa, Europe and the Americas as well as a well-attended Europe-Africa Regional session on decarbonisation and digitalization, the IAPH Harbor Café will open its doors again to its member guests, allowing them to informally join with a drink online and listen to two key trending topics of interest.

Hydrogen – a potential source of zero carbon power and vessel fuel

The first upcoming IAPH Harbor Café, which is being co-organised by the IAPH Europe and Africa Regions as a second bi-regional session on 24th June at 10hrs30 CEST, will include perspectives from port authorities and companies that enable the production and transport of renewable energy. Due to the great interest in energy transition in ports and decarbonisation of terminals, both the IAPH’s Europe Region under Vice President Jens Meier (CEO, Hamburg Port Authority) and Africa Region with newly appointed VP Michael Luguje (CEO of the Ghana Ports and Harbours Authority) have decided to focus on informing members on the opportunities hydrogen offers ports and their communities. Specific case studies will include the example of a port entering into a strategic upstream partnership to develop one of the largest green hydrogen plants in Europe, as well as another port entering into a memorandum of understanding with a well-established downstream provider to facilitate the large scale adoption of low emission transportation using hydrogen as a fuel.

Member ports, associate IAPH members or organizations interested in taking part may contact Ingrid Boqué of the Hamburg Port Authority for more information.

Ports as successful incubators for innovative startups

The second IAPH Harbor Café, which is being coordinated by the Data Collaboration Committee Innovation Workgroup, will feature two leading IAPH members ports in Europe and the Middle East which have experience in setting up innovation hubs in their ports with start-ups.

To cover the majority of world timezones, two sessions are being planned on the IAPH Harbor Café portal between 09hrs00 and 10hrs00 and between 17hrs00 and 18hrs00 CEST on Tuesday 12th July which will feature an explanation in the first half hour on how these ports set up organization, financing and recruited international innovators. The second half hour will feature start-ups themselves who will tell their story about how being part of the incubator allowed them to test their solution and develop their businesses. Among these examples will be cited of a system capable of detecting truck and container numbers while moving, a tracking system that performs automated 360 degree inspections of car shipments, a radar system that can detect the composition on MARPOL vessel residues and a cyber outfit capable of recovering port operation and IT systems within 30 seconds of a cyber attack.

Interested non-members of IAPH can contact our secretariat if they are interested in joining us for one of these IAPH Harbor Café sessions.
Source: International Association of Ports and Harbors


The wilderness years of the Quadrilateral Security Dialogue (the Quad), after its initial inception during the 2004 Asian tsunami, are over. The latest summit in Tokyo reaffirmed its mission as a ‘force for good’ while promising a broad array of Indo-Pacific cyber security, maritime awareness, pandemic recovery, space, climate change and infrastructure initiatives.
At the recent IISS Shangri-La Dialogue held in Singapore, Japanese Prime Minister Fumio Kishida and US Defence Secretary Lloyd Austin emphasised the importance of the Quad in promoting a ‘free and open Indo-Pacific’ and the need to cooperate with ASEAN to achieve these goals. But the group will need to consider the region’s needs to get support for its vision.
Meeting for their fourth leaders’ summit in just over a year, the Quad appears to have finally turned a corner with more coherent and cohesive language directed at upholding the so-called rules-based order. Comp-ared with previous joint statements, the May 2022 Tokyo summit was replete with China-directed ‘code’ — the settlement of dispu-tes without the threat of use of force, no ‘unilateral att-empt to change the status q-uo’ and a regional order fr-ee from all forms of coerc-ion. Quad members also a-dvocated the ‘Free and Op-en’ Indo-Pacific (FOIP) str-ategy.
The Quad’s forward momentum is driven in part by China’s continued assertiveness. Having rejected the 2016 arbitral tribunal ruling on the South China Sea, China has upped the pace of its military modernisation and continued its terraforming enterprise in the South China Sea. China has also deployed the same aggressive tactics along the Line of Actual Control — the boundary separating Chin-ese-controlled territory from Indian-controlled territory in the Chine-se–Indian border dispute.
There is now premature talk of an ‘Asian NATO’ w-hich threatens China as evidenced by China’s questio-ning about the Quad and A-UKUS at the recent Shan-gri-La Dialogue. Within the region, the idea is dead-on-arrival based on the failure of SEATO, a defunct international organisation for collective defence in South-east Asia signed in 1954.
In a public show that China is seeking to break Washington’s containment strategy, Chinese Foreign Minister Wang Yi recently completed a ten-nation tour of the Pacific. His tour included the Solomon Isla-nds, where China has repo-rtedly signed a security co-operation pact enabling se-curity personnel and PLA Navy ships to visit the island.
If the United States and its Quad partners play their cards right, there are several ways to secure a regional order framed by Quad principles. Although many states are wary of formally joining any Quad-related framework that smacks of anti-China sentiment, they can ‘plug and play’ into initiatives that tangibly benefit their national interests. An open ‘plug and play’ approach to Quad-related activities may promote regional acceptance of the organisation’s principles.
The Quad should invol-ve itself in the provision of public goods like climate cooperation and COVID-19 vaccines — both of which have earned it brownie points in Southeast Asia. ASEAN had initial misgivings about the Quad, but the tangible benefits of pandemic and environmental assistance may be moving the needle. ASEAN gave an unprecedented nod to the Quad by acknowledging the Quad Vaccine Partner-ship in its US–ASEAN Joint Vision Statement.
The Quad should do more to boost the maritime security capabilities of Southeast Asian states by providing more coast guard ships to those challenged by Chinese maritime entities. Coast guards are less threatening than navy ships in the disputed South China Sea. The United States has already provided Vietnam with two coast guard cutters, while also promising ASEAN US$60 million to expand maritime security cooperation with the US Coast Guard.
Enter the Indo-Pacific Maritime Domain Awareness (IPMDA) initiative announced on 24 May 2022.
The satellite-based initiative will help Indo-Pacific countries track illegal fishing and maritime militias by giving them readily available maritime information across the Indian Ocean, Southeast Asia and the Pacific islands. Information is power for regional states dealing with altercations with Chinese fishing trawlers and maritime militia in the South China Sea.
The Quad should also work with like-minded regional navies to keep sea lanes of communication open. While some regional navies are reticent to work with the Quad for fear of riling China, they are more open to doing so if it enhances their national interests. A two-week joint exercise between the armed forces of Indonesia and the United States, called Garuda Shield, is a good example of this.
In August 2022, Indonesia and United States will hold military exercises near the Natuna Islands, where Indonesia’s exclusive economic zone overlaps with China’s territorial claims in the South China Sea. Quad members Australia and Japan, as well as Malaysia, Singapore and the United Kingdom, are also reported to be participating in the exercises.
The bottom line is that no country would be willing to be corralled into a formal network under the FOIP and Quad banner for fear of riling China unnecessarily. But many regional countries are willing to support shared principles — such as freedom of navigation, not resorting to the threat or use of force and the rule of law — if the erosion of these principles affects their survival.
Instead of working outside of the regional institutional framework, success for the Quad lies in securing ASEAN’s cooperation first and foremost, after which other Asian partners will follow.
To gain traction, the Quad should invert former US president John F Kennedy’s famous aphorism — ask not what regional countries can do for the Quad, ask what the Quad can do for regional countries.


UNCTAD’s report “Covid-19 and maritime transport: Navigating the crisis and lessons learned” describes how the COVID-19 pandemic shocked the global maritime transport system and some of the key effects on the sector. It highlights challenges arising from the disruption across ports and hinterland connections and examines response and mitigation measures implemented by various stakeholders and considers. It sets out the key lessons that can inform and guide preparedness and resilience-building efforts in transport and logistics.

The onset of the COVID pandemic in 2020 caused unprecedented disruption to maritime transport operations, impacting the smooth functioning of global supply chains.  Vessel calls were highly volatile but overall trended downward. In tandem, global maritime trade contracted by 3.8 per cent in 2020 before bouncing back by over 3 per cent in 2021.

Challenges faced by global supply chains include shortages of raw material, lead time issues, blank sailings, port closures, reduced working hours, equipment and labour shortages, and truck and inland transport capacity constraints.  These challenges weighed on the global supply chains and threatened to “undo” the decades-long efforts aimed at facilitating the free flow of trade and smooth supply chain operations.

To cope with the disruption and to continue to link supply chains and enable smooth cargo flows, key stakeholders in the maritime supply chain adopted several responses and risk mitigation measures. Among others, shipping carriers revisited their strategies while reconsidering the frequency of their services and adjusting the levels of maritime transport connectivity. Ports and other logistics-sector stakeholders sought to address challenges to business and operational continuity while, at the same time, maintaining the safety and the well-being of workers and the broader population. Commercial ships managed to secure continued access to ports all over the world and deliver the world’s food, energy, raw materials, and manufactured goods and components, including vital medical supplies.

The following elements proved crucial when navigating the COVID-19 disruption across maritime transport and logistics:

  • Making use of international recommendations and directives, including regarding health and safety protocols.
  • Being prepared and having protocols as well as emergency and operational/business continuity plans in place.
  • Having an adequate organizational capacity, relevant know-how, and skills.
  • Supporting workers and personnel, including by enabling remote working arrangements.
  • Facilitating and prioritizing the flow of essential goods
  • Enhancing cooperation between relevant stakeholders, including service providers and suppliers.
  • Leveraging partnerships and international collaboration between actors of the maritime supply chain and other relevant stakeholders including government authorities and ensuring coordinated and concerted action.
  • Enabling effective communications and implementing technology and digital solutions that reduce physical interaction, accelerate clearance procedures, and minimize paper-based processes.
  • Improving hinterland transport connectivity and tackling physical and administrative bottlenecks.

Peruvian fishing company TASA has taken ownership of the fishing industry’s first unmanned surface vessel (USV) for fish finding and oceanographic and marine resource monitoring.

Following the final sea trials in June in Norway, the vehicle will enter Peruvian waters in September this year and will begin its mission to strengthen industry data acquisition capabilities to improve management of the available biomass.

The Sounder USV, from Kongsberg Maritime, will be equipped with acoustic technology including two echosounders, a low frequency sonar and a CTD sensor. Named Guardian del Mar, the vessel has a length of 8 metres and is capable of reaching a speed of 12 knots.

The USV does not require crew on board and can navigate autonomously for some 400 hours. Mission objectives will be carried out autonomously under human supervision in the beginning, to gradually be upgraded over time with improvements in situational awareness and collision avoidance.

During the initial phase of implementing this new technology in its daily operations TASA will supervise the USV from a nearby mothership. Guardian del Mar will join TASA’s fleet of 48 vessels with the purpose of gathering information on the state of marine resources, providing information on the location of schools to make fishing operations more efficient.

The USV will also be used between fishing seasons to acquire oceanographic and fish research data to develop a better understanding of the ocean.

“We are proud to bring this technological innovation to Peru, as the leading producer of fishmeal and fish oil,” said Gonzalo de Romaña, CEO of TASA.

“Although it has the purpose of improving the efficiency of our operations, it will also allow us to further strengthen the sustainability approach in the sector by being able to share valuable oceanographic data for scientific research and adequate fishing management in our country.”


Inspired by a voyage from centuries ago, marine researchers and climate scientists teamed with tech titans like IBM to showcase how crewless vessels can help protect and preserve oceans. The goal of the US$1.3 million Mayflower Autonomous Ship (MAS) project? Spark a new era of ocean research that will help scientists analyze information more efficiently.

“To understand our oceans of the future, we really need to collect as much data as possible—and that’s something that autonomous vessels will really allow us to do,” says Rosie Lickorish, software engineer, IBM, Southampton, United Kingdom.

More than 400 years after pilgrims crossed the Atlantic in the original masted Mayflower to establish a U.S. colony, the MAS team aimed to retrace the route. But this time around, the trip was made in a small vessel powered largely by solar panels and a wind turbine—sans any human crewmembers but loaded with AI and machine learning capabilities.

To create the vessel, nonprofit marine research organization ProMarecollaborated with the University of Plymouth, and IBM providing tech reinforcements, like servers, AI, cloud services and edge computing. The team packed the ship with three research pods and an array of sensors and other gadgets so it could probe issues such as maritime cybersecurity, marine mammals, sea-level mapping and the impact of ocean plastics.

The project also aligns with the United Nations’ Decade of Ocean Science for Sustainable Development, which aims to reverse a decline in ocean health. Along with capturing and analyzing data on things like the ocean’s temperature, salinity, oxygen, pH and pollutants in the water, the team collected underwater audio streams and use video to study the large-scale currents and surface flows of the ocean.

“We wanted to build something that could create information—using edge computing—from vast amounts of data that it gets, send that information back and drive the cost down,” says Brett Phaneuf, project director and ProMare co-founder. “That way we could sort of democratize ocean and climate science, because we can give these tools away for free. And then anybody can build a ship.”

Knowing that threats like storms and connectivity issues could impact any project voyage, Phaneuf made sure the team integrated risk management from the start. “When you deal with the ocean, everything you put in it or on it has a very high likelihood it’s not coming back,” he says.

Project partners identified as many scenarios as possible and then iterated their way to a vessel that was up to the job. For example, Marine AI handled the  design of the software in partnership with IBM and with support from NVIDIA, developing a virtual navigator called A.I. Captain. MSubs used aluminum and composite materials to create a ship that’s lightweight but  can stand up to the ocean’s punishing waves. And Iridium’s satellite communications system helps the vessel stay hyperconnected so it can generate nonstop, real-time data.

The ship’s first mission last year was aborted after three days because of mechanical problems. Unbowed, the team completed several sea trials before achieving its first transatlantic crossing on June 5—a 40-day trip that spanned approximately 3,500 miles (5,633 kilometers).

Through it all, the team’s agility and innovative thinking overcome any waves of disruption. Most notably, when technical problems resurfaced near the end of the ship’s voyage, project leaders changed course. Instead of docking the ship at the planned U.S. port in Massachusetts, the team diverted it to Halifax, Nova Scotia, Canada.

Yet the successful crossing was just the start—the team plans to have the ship explore other oceans and coasts as it conducts climate research.

“There’s still things to be discovered,” Phaneuf says. “If we have a zero-risk philosophy as the criteria for doing new things, we are doomed.”

Image credit: IBM


PARIS — The European Commission is looking for companies to develop new technology worth nearly €1 billion starting in 2023, with a semi-autonomous naval vessel and space-based early warning capabilities topping the list of demands.

The Commission’s directorate-general for defense industry and space (DG DEFIS) last week released its call for proposals for the European Defence Fund’s 2022 work program. The package is worth a cumulative €924 million ($969 million), François Arbault, leader of defense industry efforts at the directorate, said during a June 14 briefing at the biennial Eurosatory trade conference outside of Paris.

According to his presentation, the Commission is looking for solutions in 33 topic areas as part of this year’s EDF round. Among some major planned investments, the office has earmarked €65 million ($68 million) to develop a semi-autonomous vessel and an equal amount to “naval collaborative surveillance.”

The Commission is looking to invest a cumulative €150 million ($156 million) in space-related assets, to include €90 million ($94 million) in a space-based early warning capability, €40 million ($42 million) in intelligence, surveillance, and reconnaissance (ISR) capabilities, and €20 million ($21 million) for research efforts related to a responsive space system. About €70 million ($73 million) is set aside for cyber capabilities, including an information warfare toolbox and improved resiliency systems.

In ground and airborne matters, the Commission has earmarked €50 million ($52 million) to develop “collaborative ground combat” solutions, and €40 million ($42 million) for airborne electronic warfare solutions. There are also opportunities on the research side to support undersea warfare solutions, sensor development, and disruptive technologies such as adaptive camouflage.

The Commission is looking not only for consortia made up of traditional defense players, but is interested in “massively” lowering the barrier of entry for non-traditional industry partners and startup companies to contribute to European defense efforts, Arbault added.

“That will hopefully also result in more joint procurement by the member states, and step by step, we’ll have a more streamlined industrial base, which is what we absolutely need to be on par with our major partners in the world,” he said.

The EDF team is “almost forcing” EU member states to get together and jointly define their capability needs to inform the annual core proposal form that will be shared with industry, he added. “It’s already quite a breakthrough to nudge member states into sitting at the same table to define jointly what it is that we see as our top priorities.”

The European Union has allocated €8 billion ($8.3 billion) to the EDF to spend between 2021 and 2027. Of that amount, €5.3 billion ($5.5 billion) is meant to support collaborative capability projects, and complement national contributions, while €2.7 billion ($2.8 billion) should be dedicated to defense research projects to address emerging and future challenges. The first round of EDF-funded proposal selections will be announced in July, and will comprise over €1.2 billion ($1.25 billion) of investment, per the Commission.

Only “collaborative projects” that involve at least three firms from at least three member states or Norway are eligible to receive EDF funding. Arbault noted that calls related to “disruptive technologies” can be answered by a smaller consortium – involving at least two eligible firms from at least two member states or Norway – and that there are some exceptions available to include third-party participation on a case-by-case basis.

The main objectives of the EDF are to support collaborative and cross-border European research and development projects, Arbault noted. “We want states to team up to define their needs, and industry to team up to actually answer those needs by developing jointly … the capabilities of tomorrow,” he said.


With the welding of a coin, construction of the first new Dutch Mine Countermeasure Vessel was ceremoniously started on Tuesday, 14 June. After laying the keel in Lanester, France, HNLMS Vlissingen will take further shape in the coming period.

First the hull of the ship is built in different parts. These pieces will then be joined together to form a whole. Next, the new systems will be installed. The Vlissingen is scheduled to set sail in 2025.

The Vlissingen is one of twelve new Mine Countermeasure Vessels that the navy has purchased together with Belgium. Both countries will receive six. The current minehunters are nearing the end of their service lives and are therefore due for replacement. Construction of the first new Belgian minehunter, the Oostende, already began in November 2021, which will be delivered to the Belgian Navy at the end of 2024.

Current threat

The threat of sea mines is still topical. They are relatively cheap and easy to produce explosives that can be used to block seaports, for example. Furthermore, the seabed is still full of projectiles from the Second World War. It is estimated that tens of thousands of mines and bombs still lie in the North Sea alone. They are still a danger. Several fishermen even lost their lives after getting explosives in their nets.

Drones

The current generation of Mine Countermeasure vessels is still deployed weekly, but their successors can do the job more safely. They are equipped with unmanned and autonomous flying and sailing drones. These can be deployed on the water, above the water and under water. In this way, the ships and their crews no longer need to sail into an area where there may be sea mines and other explosives.

Commander of the Royal Netherlands Navy, Vice Admiral René Tas: ‘These Mine Countermeasure Vessels contribute to a future-proof mine-fighting operation and thus a safer future at sea for the Netherlands, Belgium and our NATO partners.’

Also read: ECA Group opens factory to manufacture drones for Belgian and Dutch Navies

Further cooperation with Belgium

The Netherlands and Belgium did not only seek cooperation in the procurement of the Mine Countermeasure Vessels. Both countries are also working on joint education, training and operations with the ships. The purchase of other equipment, such as the multi-purpose frigates, is also being done in agreement. The Netherlands has a leading role in this project, whereas the Belgians are in the lead for the minehunters, which are built at French Naval Group. ECA Group from Belgium supplies the drones.

The Mine Countermeasure Vessels have the following characteristics:

  • Length: 82.6 m
  • Width: 17 m
  • Displacement: 2800 t
  • Maximum speed: 15.3 knots
  • Range: >3500 nautical miles
  • Crew: 63 people
  • Drone capabilities: ECA Group’s UMISOFT System, two unmanned surface vehicles (ECA Group’s Inspector 125), three autonomous underwater vehicles (A-18 equipped with ECA Group’s UMISAS 120 sonar), two towed sonars (T-18 equipped with ECA Group’s UMISAS 240 sonar), two Mine Identification & Destruction Systems (MIDS) systems (ECA Group’s Seascan et K-Ster C), two unmanned aerial vessels (UMS Skeldar’s V200), one ECA Group influence dredger integrating five CTM magnetic modules and one PATRIA acoustic module.
  • Embarkation capacity: two SOLAS rigid hull inflatable boats of 7 m.
  • Handling: two side gantries with floating cradle for surface drones and commando boats, a 15-t rear crane and a 3-t overhead crane.

 

Resource: SWZ|Maritime


De Nora Marine Technologies, LLC, said it has entered a formal service subcontracting agreement with Nakilat-Keppel Offshore & Marine (N-KOM), one of the largest shipyard and offshore repair facilities in the Middle East, located at Ras Laffan Industrial City, Qatar.

The deal will expand service convenience for De Nora Ballast Water Management Systems (BWMS) installed on vessels trading in the Gulf region. Specifically, the subcontracting agreement will provide support to shipowners and operators by establishing an after-sales station, which harnesses De Nora technical expertise and N-KOM project management to augment service to vessels trading in the Ras Laffan Port.

Under the terms of the agreement, N-KOM will provide a service backbone featuring more than 2,000 technical staff, including 200 engineers 24-hours-a-day, seven-days-a-week to support ballast water equipment operations, including a dedicated warehouse facility for parts and equipment.

Dimitrios Tsoulos, regional sales manager from De Nora, said, “With our BALPURE system installed on board a significant number of LNGC vessels trading in the region, our agreement with K-NOM gives De Nora a respected strategic, technical partner in the Gulf region.”


Gunmen have attacked a speedboat conveying 15 passengers and abducted eight of them in Bayelsa State.

It was gathered that a combined rescue team of marine police, community leaders and concerned persons rescued seven of the 15 passengers who were abandoned by the armed men.

The passengers were said to have departed Egwe-ama in Brass Local Government Area of the state where they attended a burial over the weekend.

The suspected pirates reportedly intercepted their 200hp engine boat close to a rice farm and fled off with eight of the passengers to an unknown destination.

The Chairman, Maritime Workers Union of Nigeria (MWUN), Brass LGA chapter, Daniel Biodoumoye, confirmed the attack on the Yenagoa-bound passenger speedboat.

The Police Public Relations Officer, Bayelsa State Command, Asinim Butswat, confirmed the kidnap but said seven persons were abducted.

“The passenger boat was attacked on Monday, June 13, 2022 and seven passengers were reportedly abducted. We have commenced investigation into the incident,” he said.

 


Three crewmembers of the boxship Simba jumped over the side in the entrance channel at the port of Jacksonville, Florida on Wednesday, according to U.S. Customs and Border Protection.

The Simba departed Jaxport’s Blount Island container terminal at about 1230 hours GMT and headed outbound on the St. Johns River. As she passed near Naval Station Mayport, three crewmembers went over the side and made for the north side of the channel. They were spotted by bystanders, who contacted the police and reported the incident, according to local media.

All three made it to shore on Fort George Island, CBP told local Action News Jax, and one was apprehended and brought to the hospital for treatment. Two others remain at large, and teams from the local sheriff’s office and CBP are conducting a search.

It is exceedingly rare (and dangerous) for seafarers to try to leave their ship while under way. The circumstances of their decision are unclear, but agents hope to learn more by interviewing the crewmember who was hospitalized.

After the three crewmembers went over the side, Simba safely completed her transit of the channel and went to anchor off the port. She has since returned to a berth at Blount Island.

The Simba is a 2015-built container ship of about 6,900 TEU. She has been owned and commercially operated by the independent Singaporean line Sea Lead since last December, with shipmanagement provided by a second Singaporean firm. She has a clean port state control inspection record.


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