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Asia Pacific Autonomous Ships Market Is Set To Fly High In Years To Come | Siemens, Ulstein Group ASA

June 17, 2022 Maritime Safety News

United States– Report Ocean published a new report on the Asia Pacific Autonomous Ships Market The study includes an in-depth analysis of regional trends and market growth in North America, Europe, Asia-Pacific, and Middle East Africa. This study report also examines the challenges that are negatively impacting the industry’s growth and outlines a strategy adopted by companies during 2022 to 2030.

Asia Pacific autonomous ships market will grow by 7.4% annually with a total addressable market cap of $234.4 billion over 2021-2030 owing to the demand for operational safety of ships, retrofitting of existing ships, increase in trade activities, and technological advancements in automation systems.

Highlighted with 31 tables and 43 figures, this 105-page report “Asia Pacific Autonomous Ships Market 2020-2030 by Component, Ship Type (Commercial, Defense, Passenger), Level of Autonomy (Semi, Fully), Fuel Type, End Use (Linefit, Retrofit) and Country: Trend Forecast and Growth Opportunity” is based on a comprehensive research of the entire Asia Pacific autonomous ships market and all its sub-segments through extensively detailed classifications.

Request To Download Sample of This Strategic Report:-
https://reportocean.com/industry-verticals/sample-request?report_id=GMD568

Profound analysis and assessment are generated from premium primary and secondary information sources with inputs derived from industry professionals across the value chain. The report is based on studies on 2015-2020 and provides forecast from 2021 till 2030 with 2020 as the base year. (Please note: The report will be updated before delivery so that the latest historical year is the base year and the forecast covers at least 5 years over the base year.)

In-depth qualitative analyses include identification and investigation of the following aspects:
– Market Structure
– Growth Drivers
– Restraints and Challenges
– Emerging Product Trends & Market Opportunities
– Porter’s Fiver Forces

The trend and outlook of Asia Pacific market is forecast in optimistic, balanced, and conservative view by taking into account of COVID-19. The balanced (most likely) projection is used to quantify Asia Pacific autonomous ships market in every aspect of the classification from perspectives of Component, Ship Type, Level of Autonomy, Fuel Type, End Use, and Region.

RESEARCH METHODOLOGY OF VERIFIED MARKET INTELLIGENCE:

The research found on the market used to be carried out in 5 phases which encompass Secondary research, Primary research, issue count number, professional advice, great test, and remaining review.

The market statistics were once analyzed and forecasted the usage of market statistical and coherent models. Also, market shares and key traits had been taken into consideration whilst making the report. Apart from this, different statistics fashions consist of Vendor Positioning grids, Market TimeLine Analysis, Market Overview and Guide, Company Positioning grids, Company Market Share Analysis, Standards of Measurement, Top Bottom Analysis, and Vendor Share Analysis.

To be aware of extra information about the Research Methodology of Verified Market Intelligence and different elements of the lookup study, kindly get in contact with our income team.

Get Sample Report + All Related Graphs & Charts @
https://reportocean.com/industry-verticals/sample-request?report_id=GMD568

Based on Component
– System and Structure
– Software
– Service

Based on Ship Type
– Commercial Ships
– Defense Ships
– Passenger Ships

Based on Level of Autonomy
– Semi-Autonomous Ships
– Fully Autonomous Ships

Based on Fuel Type
– Heavy Fuel Oil (HFO)
– Carbon Neutral Fuels
– Liquefied Natural Gas (LNG)
– Electric Batteries

Based on End Use
– Linefit
– Retrofit

Geographically, the following regions together with the listed national/local markets are fully investigated:
– APAC (Japan, China, South Korea, Australia, Singapore, and Rest of APAC; Rest of APAC is further segmented into India, Indonesia, Malaysia, Philippines, Thailand, New Zealand, Vietnam)
– Europe (Germany, UK, Norway, Denmark, Greece, Russia, Rest of Europe; Rest of Europe is further segmented into France, Italy, Netherlands, Qatar, Spain, Ireland, Finland)
– North America (U.S., Canada, and Mexico)
– South America (Brazil, Chile, Argentina, Rest of South America)
– MEA (UAE, Saudi Arabia, South Africa)

For each aforementioned region and country, detailed analysis and data for annual revenue ($ mn) are available for 2020-2030. The breakdown of all regional markets by country and split of key national markets by Ship Type, Level of Autonomy, and Fuel Type over the forecast years are also included.

Request full Report-
https://reportocean.com/industry-verticals/sample-request?report_id=GMD568

The report also covers current competitive scenario and the predicted trend; and profiles key vendors including market leaders and important emerging players.
Specifically, potential risks associated with investing in global autonomous ships market are assayed quantitatively and qualitatively through GMD’s Risk Assessment System. According to the risk analysis and evaluation, Critical Success Factors (CSFs) are generated as a guidance to help investors & stockholders identify emerging opportunities, manage and minimize the risks, develop appropriate business models, and make wise strategies and decisions.

Key Players 
ABB Ltd.
Automated Ships Ltd.
General Electric Co.
Honeywell International
Kongsberg Gruppen AS
L3 ASV
Marine Technologies LLC
Mitsui O.S.K. Lines
Northrop Grumman Corporation
Rolls-Royce Holding PLC
Siemens
Ulstein Group ASA
Vigor Industrial LLC
Wartsila Corporation

Table of Content:

  • Market Definition and Overview
  • Research Method and Logic
  • Market Competition Analysis
  • Product and Service Analysis
  • Strategies for Company to Deal with the Impact of COVID-19
  • Market Segment by Type, Historical Data and Market Forecasts
  • Market Segment by Application, Historical Data and Market Forecasts
  • Market by by Region, Historical Data and Market Forecasts
  • Market Dynamic Analysis and Development Suggestions

Key Questions Answered in the Market Report

•    How did the COVID-19 pandemic impact the adoption of by various pharmaceutical and life sciences companies?
•    What is the outlook for the impact market during the forecast period 2021-2030?
•    What are the key trends influencing the impact market? How will they influence the market in short-, mid-, and long-term duration?
•    What is the end user perception toward?
•    How is the patent landscape for pharmaceutical quality? Which country/cluster witnessed the highest patent filing from January 2014-June 2021?
•    What are the key factors impacting the impact market? What will be their impact in short-, mid-, and long-term duration?
•    What are the key opportunities areas in the impact market? What is their potential in short-, mid-, and long-term duration?
•    What are the key strategies adopted by companies in the impact market?
•    What are the key application areas of the impact market? Which application is expected to hold the highest growth potential during the forecast period 2021-2030?
•    What is the preferred deployment model for the impact? What is the growth potential of various deployment models present in the market?
•    Who are the key end users of pharmaceutical quality? What is their respective share in the impact market?
•    Which regional market is expected to hold the highest growth potential in the impact market during the forecast period 2021-2030?
•    Which are the key players in the impact market?

Have we reached a tipping point in maritime safetytech?

June 16, 2022 Maritime Safety News

There has been a dramatic shift in attitudes at maritime organisations regarding digitalisation, particularly over the last two years around crew connectivity, safety, emissions reduction and vessel efficiency. 

“What you are seeing now is a crystallisation of the digital transformation in the maritime industry,” says Lloyd’s Register head of marketing Mark Warner. 

This was pointed out in a report, A Changed World: The state of digital transformation in a post-Covid-19 maritime industry, conducted by Thetius and commissioned by Inmarsat. The report estimates the global maritime digital products and services market in 2021 was worth US$159Bn – 18% ahead of pre-pandemic forecasts. In 2022, Thetius predicts market turnover will be three years ahead of pre-pandemic forecasts. 

Inmarsat’s own data covering commercial shipping during the pandemic period showed that the average daily data consumption per vessel nearly tripled from 3.4 to 9.8 GB between January 2020 and March 2021.  

Technologies that are employed widely in consumer products and other business sectors are now being applied to address container ship fires, parametric rolling, port congestion, decarbonisation and training, points out Safetytech Accelerator managing director Dr Maurizio Pilu. He says that maritime’s digital transformation is being underpinned by increased connectivity and a generational shift that is seeing more digital talent being attracted to the sector. 

 

Offshore vessel and rig rates rise, but so do costs

June 16, 2022 Maritime Safety News

Stream Marine Training and Intelligent Seas Group partner on eLearning

June 16, 2022 Maritime Safety News

tream Marine Training (SMT) and Intelligent Seas Group (ISG) are joining forces to offer STCW and Flag State approved eLearning courses, accessible anywhere in the world.

SMT provides STCW short courses and is based at a campus in Glasgow Airport. Its instructors come from a range of maritime and military backgrounds, including Merchant Navy, Royal Navy, Royal Fleet Auxiliary, and the British Army.

The company holds practical courses onsite and webinar courses online. This will be expanded in partnership with ISG to add eLearning courses to the portfolio, which can be completed at a time that suits the individual.

The courses are approved by the STCW and other relevant organising bodies and can be customised as required.

“This collaboration will allow seafarers to advance their skills with the use of up-to-date technology which is interactive and interesting,” said Group Operations Director at SMT, Katy Womersley.

“Through training online, in their own time, seafarers and shipping companies will be able to mitigate travel and accommodation costs and focus on developing their skills in a comfortable environment.”

Broadening the Quad’s appeal in the Indo-Pacific

June 16, 2022 Maritime Safety News

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. Compared with previous joint statements, the May 2022 Tokyo summit was replete with China-directed ‘code’ — the settlement of disputes without the threat of use of force, no ‘unilateral attempt to change the status quo’ and a regional order free from all forms of coercion. Quad members also advocated the ‘Free and Open’ Indo-Pacific (FOIP) strategy.

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 Chinese-controlled territory from Indian-controlled territory in the Chinese–Indian border dispute.

There is now premature talk of an ‘Asian NATO’ which threatens China as evidenced by China’s questioning about the Quad and AUKUS at the recent Shangri-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 Southeast 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 Islands, where China has reportedly signed a security cooperation pact enabling security 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 involve 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 Partnership 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.

Canadian Coast Guard Partners with Indigenous Coastal Communities to Enhance Marine Safety

June 16, 2022 Maritime Safety News

OTTAWA, ON, June 15, 2022 /CNW/ – Through the Oceans Protection Plan, the Government of Canada is working in partnership with Indigenous coastal communities to improve safety on the water. Today, the Minister of Fisheries, Oceans and the Canadian Coast Guard, the Honourable Joyce Murray, announced $2 million in funding for ten communities through the Indigenous Community Boat Volunteer Program to buy boats and related safety equipment.

The Canadian Coast Guard launched the Indigenous Community Boat Volunteer Program in 2017, under the Oceans Protection Plan, to strengthen coastal communities’ capacity to participate in maritime search and rescue activities. Combined with training in search and rescue, the Program helps Indigenous communities in coastal areas become new members of the Canadian Coast Guard Auxiliary. Increasing local capacity to respond effectively to emergencies makes the waters near these communities safer for everyone.

A total of $2 million in funding has been provided to ten communities: Hamlet of Pangnirtung in Nunavut; Ka:’yu:’k’t’h’/Che:k’tles7et’h’ First Nations and Nisga’a Nation in British Columbia; Whitefish River First Nation and Wiikwemkoong Unceded Territory in Ontario; Cree Nation of Waskaganish in Quebec; MAWIW Council Inc. (representing Elsipogtog First Nation and Esgenoopetitj First Nation) in New Brunswick; We’koqma’q First Nation in Nova Scotia; and, Miawpukek First Nation and Makkovimuit Trust Incorporated (representing the Inuit communities of Nain and Makkovik) in Newfoundland and Labrador.

To date, 40 Indigenous coastal communities or organizations on all three coasts have received over $12 million in funding to buy or retrofit boats and related safety equipment. Under the next phase of the Oceans Protection Plan, the program will continue to help communities build, enhance, or sustain their capacity to respond to marine search and rescue incidents.

The Oceans Protection Plan is the largest investment ever made to protect Canada’s coasts and waterways. This national plan is creating a stronger marine safety system that provides economic opportunities for Canadians today, while protecting our coastlines and clean water for generations to come. This work is being done in close collaboration with Indigenous peoples, local stakeholders and coastal communities.

Quotes

“Indigenous coastal community members play an important role in marine safety. They are often the first to arrive on the scene when incidents happen in remote coastal areas. Working together, the Canadian Coast Guard and Indigenous partners are making communities safer for all.”

The Honourable Joyce Murray Minister of Fisheries, Oceans and the Canadian Coast Guard

“The Indigenous Community Boat Program has been a positive experience for Whitefish River First Nation and the Canadian Coast Guard’s commitment to our community’s safety is evident in the efforts of the staff involved in the program.”

Stephen McGregor, Marine Liaison Officer, Whitefish River First Nation

“Having resources and training to increase the ability to respond and keep our community safe is essential. We are a very remote community where traveling on the water is part of our daily lives. It is much appreciated that our community is receiving support from the Canadian Coast Guard and Coastal Nation Coast Guard Auxiliary.”

Steinar Våge, Project & Program Development, Ka:yu:’k’t’h’ / Che:k’tles7et’h’ First Nations

“The Community Boat Program has benefited the community greatly in a number of areas. The most obvious is having a vessel that is suitable for Coast Guard Auxiliary operations in our region that can help boaters in distress. This is a significant asset for us and we would not have been able to obtain a vessel and equipment like this without the program. The community is delighted to have participated and been successful when availing of the program. Secondly, the training that comes with our partnership with the Canadian Coast Guard. This training gives our auxiliary members an excellent skill set that equips them to play a key role as auxiliary members. The full menu of training that comes with the program is a big benefit to them not only for the Coast Guard Auxiliary but also from a personal and professional point of view.”

Shayne MacDonald, Miawpukek First Nation

“We’koqma’q First Nation is pleased to have a Canadian Coast Guard’s Indigenous Community Boat Volunteer Program here in the Unama’ki District. As well, very pleased with the recent funding of a new storage facility for the community vessel. The presence of this vessel and highly trained crew in We’koqma’q First Nation Area will provide reassurance to all boaters and vessel operators within the Bras D’or Lakes Area, if they need assistance.”

Bobby Gould, We’koqma’q First Nation

“Makkovik Inuit Community Government and the local Makkovik Ground Search and Rescue Team would like to send along our heartfelt thank you to the Nunatsiavut Government and the Canadian Coast Guard for their leadership that shows what working together for the betterment of our communities on the north coast of Labrador really can do. There is not only much more local marine traffic in our region but also much more private pleasure craft plying our waters from other regions. The local CCG Auxiliary members with this new 28ft rescue boat, local CCGA knowledge and training will supplement the CCG in our isolated and remote location in Canada with much quicker initial response to people in distress.”

Barry Andersen, AngajukKak Makkovik, Nunatsiavut, Newfoundland and Labrador

Quick Facts
  • The boats and other equipment bought under this program meet the standards of the Canadian Coast Guard Auxiliary and Transport Canada.
  • In partnership with the Canadian Coast Guard, Indigenous communities, as members of the Auxiliary, provide marine search and rescue services, promote marine safety, and conduct coastal safety patrols.
  • The Canadian Coast Guard Auxiliary is a national non-profit organization of 4,000 volunteer members with access to 1,100 vessels that boost the Government of Canada’s maritime search and rescue response capacity.
  • The Canadian Coast Guard Auxiliary responds to approximately 25 per cent of maritime calls for assistance annually, providing an often life saving service.
Associated Links
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SOURCE Canadian Coast Guard

Destabilised maritime chain brought spiral of reactions: UNCTAD

June 16, 2022 Maritime Safety News

The United Nations Conference on Trade and Development (UNCTAD) published the report “COVID-19 and Maritime Transport” to highlight the challenges faced by the transport and logistics sectors due to the pandemic, measures implemented to cope, and lessons to be learned.

The report details the impact of COVID-19 on various shipping markets, from the initial contraction of trade in early 2020 through the upswing later that year and the longer-term demand recovery thereafter.

“In terms of vessel calls and on a yearly basis, container shipping and LNG and LPG carriers seem to have been affected the least. Port calls by dry breakbulk carriers and Ro-Ro vessels were the hardest hit. Vessel call patterns varied by region, reflecting the asynchronous trajectory of the pandemic through time and geography,” said the report, which includes focus segments on Africa, Asia, and Latin America and the Caribbean.

“By the end of 2020, connectivity of the world’s major hubs and most connected nations had improved. On the other hand, there was no sign of improvement in the liner shipping connectivity of the least-connected countries. SIDS were particularly affected by reduced vessel calls. For SIDS, missing one call might be vital for their economies and local communities as they depend heavily on maritime transport for much of their imports, including the provision of essential goods. Therefore, it is crucial that the liner shipping connectivity of SIDS, which is already relatively low, should not be further reduced,” said the report.

The report noted that some deficiencies in maritime supply chains were evident before the pandemic, even if the pandemic exacerbated them, including security and cybersecurity issues, inadequate infrastructure, capacity issues, congestion, and hinterland transportation limitations.

“A spiral of reactions – the absence of demand following the initial shock; lockdowns; standstill of economic transactions and production; revisited working practices; difficulties for consignees to collect cargo; shifts in ship capacity management by carriers; volatile utilization of warehousing and distribution facilities; and lack of containers to be filled in several production areas – all led to significant backlogs in container trade. The implications were present at both the first-mile and last-mile stages of the chain. Thus, local interruptions had a broader impact along the entire maritime supply chain worldwide,” said the report.

Summarising key lessons and takeaways from the pandemic, UNCTAD said that directives from global institutions had proven instrumental in guiding private and public sector responses.

Technology, telecommuting and digitalisation were noted as critical in the early stages of the pandemic, allowing remote, stable access to systems and documentation. Digital technologies also enabled the co-operation, co-ordination and partnerships between organisations that UNCTAD saw as essential to maintaining transport networks during the pandemic.

“Cooperation between service providers and suppliers for coordinating, adjusting practices, and identifying alternatives was essential, especially when schedules needed to be adjusted and cargoes rerouted to alternate ports. Similarly, helping the consignees and manufacturers mitigate the impact of the pandemic and related restrictions was important; for example, by suspending penalties and ground rent charges on containers caught up in the lockdown,” the report said.

One limitation repeatedly referred to in the report is how organisational and knowledge capacities compromised the ability of entities to address challenges and implement measures to face those challenges.

 

Port of Long Beach joins Transpacific green shipping corridor

June 16, 2022 Maritime Safety News

First announced in January by C40 Cities, the ports of Shanghai and Los Angeles, and key maritime stakeholders, this green shipping corridor will be a big step toward decarbonising shipping between the busiest ports in China and the United States.

C40 Cities is a network of cities that are working to deliver the urgent action needed to confront the climate crisis and intends to achieve these goals by developing a “Green Shipping Corridor Implementation Plan” by the end of 2022 that will include deliverables, goals and interim milestones, and roles for participants.

The green shipping corridor partnership decarbonisation goals include:

  • The phasing in of low, ultra-low, and zero-carbon fuelled ships through the 2020s with the world’s first zero-carbon transpacific containerships introduced by 2030 by qualified and willing shipping lines
  • The development of best management practices to help reduce emissions and improve efficiency for all ships using this international trade corridor
  • Reducing supply chain emissions from port operations
  • Improving air quality in the ports of Shanghai, Los Angeles and Long Beach, and adjacent communities.

“This initiative builds on important efforts our port participates in, including the World Ports Climate Action Program, an international commitment to develop projects to address global warming and meet the goals outlined in the Paris Agreement,” Mario Cordero, Port of Long Beach Executive Director, commented.

“It also complements the Clean Air Action Plan and supports our shared goals to reduce carbon emissions and advance technologies, especially for vessels, which are our largest source of emissions.”

“Accelerating efforts to decarbonise the shipping sector is urgent if we are to limit global heating to 1.5 degrees Celsius,” C40 Executive Director Mark Watts said. “By convening a powerful coalition that includes the San Pedro Bay ports complex, the Port of Shanghai and key maritime industry stakeholders, we hope to be an important catalyst in decarbonizing supply chains of all kinds around the world, while also creating a replicable model for other port cities to follow.”

President Biden to Speak about Shipping and Inflation at Port of Los Angeles

June 16, 2022 Maritime Safety News

President Joe Biden is traveling to the sprawling Port of Los Angeles today to deliver a speech about inflation and the supply chain. The speech comes amid a big increase in costs for American consumers over the past year as inflation accelerated sharply.

The White House bills the speech as a speech about the progress of the global supply chain returning to normal. After all, many of the delays which plagued the U.S. – especially for goods coming from Asia – have started to ease. At the same time, shipping container rates have showed some signs of beginning to stabilize. However, even if rates stabilize, they are much higher than pre-Covid, suggesting consumers will still be feeling the pain at the register for months to come.

There’s one big issue for the Biden White House, however: costs are up big time in the U.S. and around the world. Even though U.S. inflation is slower compared to the rest of the world, U.S. inflation is still high and Americans are feeling it. Will American consumers even cafe about the President’s efforts to jumpstart the global supply chain and get delays under control if prices continue to climb higher and higher?

At the Port of Los Angeles, President Biden hopes to reset his economic message with a focus on what he’s made better about the supply chain.

With U.S. midterm elections only months away, President Biden needs to portray that he is doing everything he can to tamper inflation and deliver consumer goods on time. The Port of Los Angeles, the nation’s busiest along with Long Beach, is the perfect backdrop with giant cranes and thousands of shipping containers. After all, goods have started moving again after months of slowdowns, delays, and empty containers. However, with gas prices soaring over $5.00, China locking down again, and West Coast port workers threatening to strike over ongoing contract negotiations, there may be nothing enough to turn back U.S. consumers view of ever-increasing prices. Only time will tell how successful the effort will be with the American people.

Paris MOU 2021 performance lists for Flag states and Recognized Organizations (ROs). Best to worst

June 16, 2022 Maritime Safety News

The “White, Grey and Black (WGB) List” presents the full spectrum, from quality flags to
flags with a poor performance that are considered high or very high risk. It is based on the
total number of inspections and detentions during a 3-year rolling period for flags with at
least 30 inspections in the period.

The “White List” represents quality flags with a consistently low detention record.

Flags with an average performance are shown on the “Grey List”. Their appearance on this
list may serve as an incentive to improve and move to the “White List”. At the same time
flags at the lower end of the “Grey List” should be careful not to neglect control over their
ships and risk ending up on the “Black List” next year.

Regarding the “White, Grey and Black List” for 2021, a total number of 68 flags are listed:
40 on the “White List”, 21 on the “Grey List” and 7 on the “Black List”. In 2020 the total
number of flag States on the list was 70 of which 39 on the “White List”, 22 on the “Grey List” and 9 on the “Black List”.

For several years the Committee has closely monitored the performance of ROs acting on
behalf of flag States. To calculate the performance of ROs, the same formula to calculate
the excess factor of the flags is used. A minimum number of 60 inspections per RO is needed before the performance is taken into account for the list. In 2021 33 ROs were recorded on the performance list.

Compared to last year, the RO performance level is at a similar level. It is noteworthy that in the last two years no ROs have been categorised as performing “very low”.

Details of the responsibility of ROs for detainable deficiencies have been published since
1999. When one or more detainable deficiencies are attributed to an RO in accordance with the Paris MoU criteria, it is recorded “RO responsible”. Out of 528 detentions recorded in
2021, 64 (12%) were considered RO related (11% in 2020).

From the 1st of July 2022 the new performance lists will be used for calculating the Ship
Risk Profile.

Source: Paris MOU

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