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The OCIMF Tanker Management and Self Assessment programme was originally introduced in 2004 as a tool to help companies assess, measure and improve their management systems. It is an essential complement to IMO Conventions, Codes and Circulars and is intended to encourage self-regulation and promote continuous improvement to enhance the safety of merchant shipping and achieve incident free operations.

This fully updated and revised third edition reflects current legislation, expectations and emerging issues, and incorporates feedback from companies and users of previous editions of TMSA. Key new features to the text include:

  • Updated industry legislative requirements, including the Manila Amendments to the Maritime Labour Convention 2006, the Polar Code and the Ballast Water Management Convention

  • A new element 13 covering Maritime Security

  • Expanded best practice guidance to complement key performance indicators and remove ambiguity and duplication

  • Streamlining and merging of elements to improve consistency and make conducting the self assessment easier

  • Revised Environmental and Energy Management Element, which now incorporates the OCIMF Energy Efficiency and Fuel Management paper that was a supplement to TMSA2

As well as this printed guide, the TMSA programme includes a useful online tool for recording self assessment as well as a database for sharing reports, providing ship operators with an interactive and constantly evolving platform to monitor and improve their performance and attain high standards of safety.

Source: witherbyseamanship


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The 10th Element, which focuses on environment and energy management is the critical practice of identifying and assessing pollution generated from maritime operations as well as the safe reduction and disposal residual waste. TMSA 3 encourages reporting procedures & contingency planning to be implemented to cover hazardous incidents. It is a requirement that a maritime organization monitor its performance quarterly and provide benchmarks across the fleet to ensure environmental action plans meet standards such as ISO 14001 & MARPOL Annexes.

How can ShipNet help with the 10th Element of TMSA 3?

Setup Procedures:

Setup and monitor environment management plans along with the identification of sources of emissions and measures to increase energy efficiency.

Monitor:

Record and monitor sources emissions, fuel consumptions to consistently take steps to achieve objectives outlined in the company policies.

11th Element – Emergency preparedness and contingency planning

The 11th Element of TMSA 3 looks at the requirements of implementing an effective response in dealing with onboard emergencies where a vessels crew is required to undertake training exercises-based merchant shipping legislation. Maritime organizations are required to develop safety procedure drills along with shore-based response teams to partake in training. TMSA 3 identifies the need for maritime organizations to undertake media training and to arrange security management.

How can ShipNet help with the 11th Element of TMSA 3?

Through the ShipNet One application you can plan and execute drills and emergency exercises while preparing the company and vessel emergency response plans both for office as well as site-specific. Within the application, define the scope and frequency of the planned exercise for automated scheduling. Gain access to all records automatically through history. Prepare KPI targets as per company policies and monitor the frequency of exercises carried out throughout the fleet for continual improvement.

12th Element – Measurement, analysis, and improvement

The 12th Element is considered one of the most vital aspects of a successful safety management system. A maritime business must ensure system manuals are utilized as a part of daily operations and that they are analyzed for their effectiveness and to ensure they have not become outdated. By giving regular audits indicates how well the safety management system is adhering to industry best practice guidelines and how well the system is performing overall, along with the connected vessels and shore support offices.

TMSA3 Diagram
How can ShipNet help with the 12th Element of TMSA 3?

Inspections:

Through the ShipNet One application, onboard Safety Officers or Junior Officers can implement ship safety inspections and asses the safety culture. The application also provides the ability to plan and prepare for inspections and audits based on set schedules.

Through the ShipNet One application you can also:

  • Review previous inspection details across the fleet and data, enabling improved preparation.
  • Identify problem areas, individuals, and inspectors.
  • Perform inspections based on standard or custom checklists and create findings automatically from checklist questions.
  • Identify observations and non-conformities and determine their corrective actions.
  • Make use of KPI / RCA / Measurement lists to analyze observations and findings.
  • Assign tasks to individuals in the organization and perform actions to close each finding.
  • Measure the performance of vessels, observations, and non-conformities, areas of most concern through interactive dashboards and reports.

Sharing:

Share best practices and critical information across the fleet using the document system to promulgate safety alerts or fleet circulars. Share information circulars across the fleet. Generate custom reports using our report designer to share among customers.

13th Element – Maritime Security

Maritime Security

The 13th and newest Element of TMSA 3 focuses on Maritime Security, which mainly consists of the use of Risk Assessment solutions to identify and mitigate risks. It is a requirement to adhere to BMP 4 guidelines, so it is necessary to define and maintain a stock of equipment for vessel hardening. It is also a requirement to define an Operational Security Area to monitor the number of transits of vessels. Best practice requires travel advisory and threat level circulated data sharing across a fleet as well as the verification of armed guard’s qualification criteria before employing them onboard vessels.

How can ShipNet help with the 13th Element of TMSA 3?

Operational:

Monitor and track operational security events using the occurrence system and ensure that vessels are secure from threats

  • Use of Risk Assessment solution to identify and mitigate risks
  • Define and maintain stock of equipment for vessel hardening as per BMP 4 guidelines
  • Define Operational Security Area and monitor the number of transits of vessels as per Operation Security Reports made in the solution
  • Circulate travel advisory and threat level data sharing to vessels using the document system
  • Verify armed guard’s qualification criteria before employing them onboard vessels using our standard measurement lists

So there we have it. Our ShipNet One integrated platform has been built around industry regulations to assist with maritime organizations in implementing their safety management systems efficiently and proactively. Through years of development in line with the world’s major shipping companies, the platform not only meets the requirements but encourages continuous and effective improvement and compliance with TMSA 3.


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The impact of coronavirus disease (COVID-19) on the maritime industry is widespread. To mitigate the risk of exposure, ships must navigate complex restrictions to change crew members after several months at sea. Repatriation and replacing seafarers have proven difficult due to country-specific movement restrictions and a lack of available flights, often resulting in extended employment contracts. Crew change limitations have led to concerns over the safety of shipping crews and longer-term effects on supply chains.

Concerns of Crew Welfare Raised Following Detainment of 5 Ships in UK

The UK Maritime and Coastguard Agency (MCA) detained five ships on June 19, comprising around 1,500 crew. The MCA declared that the detentions occurred after inspections revealed serious concerns over crew welfare. One of the major issues relates to shipping crew changes that usually occur after ship-worker contracts expire and workers need to be repatriated and replaced. The primary reasons behind crew change constraints are international movement controls and the lack of commercial flights due to the COVID-19 pandemic, and thousands of seafarers worldwide are reportedly stranded. The gridlock creates a considerable risk to seafarers’ personal safety while threatening to severely disrupt global supply chains.

The Need for Standardized Crew Change Policy

Crew changes are an essential cog in the machine for any supply chain that involves shipping. Without an effective crew change policy, seafarers must extend their time on ships beyond contractual obligations. Due to COVID-19 constraining international movement and authorities limiting commercial flights, effective crew changes have become notoriously difficult in many global locations. The limitations remain even while the International Transport Workers’ Federation (ITF) warns that seafarers should only serve 12 months onboard a ship before shipowners are mandated to cover their repatriation costs. The strain of ineffective crew changes on crew welfare and the potential for supply chain delays will likely continue to disrupt companies with transnational operations in the foreseeable future.

Influential shipping groups, most notably the International Maritime Organization (IMO), have been pressing governments to facilitate crew changes as they warn that the current situation is causing considerable burdens on the safe operations of maritime trade. The IMO declared that the issue is threatening a humanitarian crisis and issued a 12-step plan to over 170 countries to help streamline effective crew changes in early May. Several shipping unions and associations have backed the plan, though only a handful of nations have reportedly taken the proposed blueprint to action.

 

Impact of Crew Change Limitations on Worker Safety and Supply Chains

Crew welfare issues will likely remain of concern for companies abiding by safety standards demanded by international shipping bodies, regulators, and their own crew members. Around 400,000 seafarers are currently among those needing repatriation and replacing.

Maritime wokers stand in line waiting to check-in for repatriation flights.

Several of them will likely be stranded in the near term and could consequently suffer health and welfare concerns, while employers struggle to navigate international restrictions. As crew change limitations have persisted, some crew have likened their vessels to floating prisons. Civic organizations are reporting on mental breakdowns and incidents of self-harm related to overworking. The issue is unlikely to fade away in the foreseeable future after calls for an initiative to designate seafarers as key workers, to facilitate international repatriation, has not been universally implemented.

In addition to crew safety concerns, disruptions to supply chains will worsen if authorities detain vessels due to noncompliance with existing maritime regulations. Despite crew change limitations, authorities are still enforcing related safety protocols. The MCA’s June 19 seizure was due to factors such as delayed wage payments and reports of seafarers engaging in hunger strikes to demand repatriation. On the same day, the Australian Maritime Safety Authority (AMSA) detained a UK vessel due to several crew-related shortcomings. Listed faults include the ship’s lack of preparedness for repatriating the crew after 11 months of contractual service. While the AMSA incident resolved quickly, related detentions could play out at many of the world’s seaports in the coming months.

Near-term Outlook of Widespread Rejection of Crew Change Protocols

Reasons why governments should quickly and effectively deal with crew change limitations include the personal safety of workers and the knock-on effects to international trade; however, even as the ITF issued a June 16 deadline for countries to adopt the IMO’s 12-step crew change plan, the date has passed with marginal universal change. Following the absence of concrete action, the ITF has warned that seafarers have a right to engage in work stoppages while ships are docked at port. This scenario could result in ships falling below the minimum staffing requirements and further delay supply chains.

Since countries are slow to adopt effective crew change protocols, decision-makers of multinational organizations must ensure that they stay abreast of existing country restrictions and port operations during the COVID-19 pandemic to efficiently navigate the constantly developing threat environment.

 


About WorldAware

WorldAware provides intelligence-driven, integrated risk management solutions that enable multinational organizations to operate globally with confidence. WorldAware’s end-to-end tailored solutions integrate world-class threat intelligence, innovative technology, and response services to help organizations mitigate risk and protect their employees, assets, and reputation.

Source: worldaware


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  • Around 80 percent of global trade is transported by commercial shipping and intra-Mediterranean maritime trade flows account for nearly 25% of global traffic volume.
  • The maritime industry is playing an essential role in the short-term emergency response to the COVID-19, by facilitating transport of vital commodities and products. Despite the current difficult times, a vast majority of ports have succeeded to stay open to cargo operations. However, most of them still remain closed to passenger traffic.
  • Mid and long-term recovery will need to further enhance sustainability and resilience of the maritime transport sector as a whole, for sustaining jobs, international trade, and global economy, as much as possible.
  • A webinar co-organised by the UfM and the MEDports Association gathered more than 200 participants to take stock of information and guidance provided and calls made by the international maritime trade and transport community in alleviating the impacts of the pandemic on the sector.

27 May 2020. In view of the disruption generated by the COVID-19 pandemic on the maritime networks, the UfM and the MEDports Association co-hosted a webinar with key sectorial partners (list below) to discuss how to enhance sustainability and resilience of ports and maritime transport in the Mediterranean region during and after the pandemic.

The Mediterranean Sea has been a critical maritime and commercial route for millennia and today. It is home to 87 ports of various sizes and strengths, serving local, regional and international markets. The COVID-19 pandemic has showcased the vulnerability of maritime networks, port efficiency, and hinterland connectivity in the Mediterranean to crisis situations. As a vital enabler of smooth functioning of international supply chains, the maritime industry should focus on building sustainability and resilience, including to ecological disasters and pandemics like COVID-19, as well as enhancing efficiency and operations, to remain viable and competitive on the global market.

UfM Secretary GeneralNasser Kamel, highlighted that: “The maritime industry is playing an essential role in the short-term emergency response to the pandemic, by facilitating the transport of vital commodities and products, thus sustaining jobs, international trade, and global economy. Today, the UfM encourages regional partners to share good practices in the recovery phase so, in the final analysis, we succeed in keeping supply chains open at all times ensuring a continuous flow of maritime trade, while safeguarding health, safety and well-being of the maritime transport community”.

Hervé Martel, President of the MEDports Association and CEO of the Port Maritime de Marseille, stated that : ““We must anticipate and monitor the consequences of this crisis and contribute to build the day after through the implementation of new and more integrated innovative solutions in the Mediterranean basin aimed at advancing the ecological transition, the organisational renewal of regional logistics chains -in particular through the development of Motorways of the Sea services-, the industrial transition -including through relocation and re-regionalisation of certain productive systems- and, finally, improving skills and qualifications to deal with all these changes.”

It was concluded that, with due regard to the protection of public health, ports must remain fully operational with all regular services in place, guaranteeing complete functionality of supply chains. Governments were called upon to support shipping, ports and transport operators in favour of best practices. Participants reiterated that the maritime transportation system will only be sustainable as long as it provides safe, efficient and reliable transport of goods across the world, while minimizing pollution, maximizing energy efficiency and ensuring resource conservation. It was underlined that, in the maritime sector, resilience means that ports, and the organizations that depend on ports, can adapt to changing conditions and, when disruptions occur, they can recover quickly and resume business stronger than before. Furthermore, it was noted that the COVID-19 pandemic could represent an opportunity for the maritime industry to change the way the industry operates so as to effectively contribute to broader systemic resilience.

Source: ufmsecretariat


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COVID-19 outbreak is affecting the lives and work of people in the EU and all across the globe. Since the start of the COVID19 crisis, the Commission, the Member States and the shipping industry have been taking measures to ensure the continuity of operations and thus the security of supply. 

The situation is evolving day by day and the effects could be long-term. What shipping will look like post COVID-19 is unclear, however EMSA has the necessary data and tools to analyse the impact of the pandemic on certain shipping activities by analysing vessel traffic data and providing reliable figures to assist in the definition of the recovery policies and specific measures. These figures should assist all parties involved (EU, maritime administrations and shipping industry) in determining a recovery strategy to overcome the economic crisis that Europe is facing.

The objective of this report is to provide figures on the impact of COVID-19 on shipping traffic; it is based on solid vessel movements statistics showing the port call trends without interpreting the statistical data. The report could not serve the purpose of an economic impact analysis since the trade volumes are not available in the EMSA systems. The report focuses mainly on EU ports and EU flagged ships, but there are also statistics about the shipping routes from Europe to China and from Europe to the US have been affected.

Source: emsa.europa


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Maritime safety is a pressing issue which KIMO has campaigned on since its inception. Due to climate change, stormy weather is expected to occur more often. Container transport by means of shipping is increasing annually. Container vessels are getting bigger. Traffic routes in the North Sea are becoming more crowded due to offshore windparks. Considering these factors, stringent maritime safety precautions are more important now than ever.

The recent MSC Zoe incident has highlighted some of the shortfalls in the current regulations regarding maritime transport. Not only does container loss threaten the marine and coastal environment but coastal communities do not, at present, have legal recourse to financial compensation for the costs of cleaning up non-toxic spills.

KIMO has campaigned since 2005 on this important issue to prevent pollution of our seas.

We continue to call for:

1) the establishment of a Convention on Liability and Compensation for Damage in Connection with the Carriage of Non-Toxic Substances including strict liability on ship owners for pollution from their vessels, compulsory insurance for all vessels and a reserve fund to cover any shortfalls in compensation

(KIMO Resolution 1/05)

2) the establishment of the following measures:
– That adequate load planning is implemented and enforced
– That a robust system for reporting of lost containers is implemented
– That automatically activated beacons be attached to all containers to facilitate retrieval
– That the construction criteria for containers with regard to current stacking heights are reviewed
– That specifications and maintenance regimes for the twistlocks that attach containers be reviewed
– That financial penalties and compensation regimes for the retrieval of lost containers be introduced

Source: kimointernational


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If emissions from the maritime industry are not cut, we are headed for “an environmental disaster”, Isabelle Durant, the deputy head of the UN trade body, UNCTADtold the Global Maritime Forum summit on Wednesday.

Her views were echoed by the UN shipping agency IMO, whose spokesperson, Lee Adamson, told UN News in an exclusive interview that current levels of emissions from shipping are “not acceptable”, and the industry needs a “new propulsion revolution”, to completely cut emissions from the sector.

For hundreds of years, shipping has been one of the most important methods of connecting the world, and, even today, it is crucial to international commerce, and linking nations and communities. Its key role is only likely to grow, along with a major increase in global trade and maritime transport.

According to the IMO, shipping will be essential to the UN’s vision for sustainable development, providing a dependable, energy-efficient and low-cost way to transport more than 80 per cent of the world’s trade.

Avoiding a bunker fuel mentality

Nevertheless, the greenhouse gas emissions produced by the sector are significant and, according to the World Bank, the sector has not kept pace with other forms of transport, when it comes to climate action. The World Bank estimates that a single large shipping vessel, produces as much sulphur as 50 million cars.

At around 800 million tonnes per year, the industry as a whole is responsible for approximately 2.2 per cent of all global emissions.

Speaking at a plenary panel, during the Forum, on the importance of drastically reducing maritime emissions, Ms. Durant said that the maritime industry is heavily reliant on a form of liquid fuel (so-called “bunker fuel”) that has a high carbon footprint. Global seaborne trade is expected to double over the next twenty years, which means that it is imperative to make sure ships are powered in a way that is much more sustainable.

This is why the UN is leading a number of projects aimed at significantly cutting emissions and, eventually, phasing them out altogether.

During the Secretary-General’s landmark Climate Action Summit in September, the global shipping industry launched the Getting to Zero Coalition to cut emissions by at least 50 percent by 2050 and make the transition to full decarbonization possible.

The Coalition will deliver a roadmap with concrete steps to speed up the production and operation of zero emissions shipping vehicles. The membership group behind the Getting to Zero Coalition numbers over 80 shipping stakeholders, including Shipping industry partners, energy companies, port cities, intergovernmental organizations, civil society and governments.

‘Decarbonizing shipping could be a powerful engine that drives green development around the world,” said Special Envoy for the Climate Action Summit, Luis Alfonso de Alba.  “The Summit brought together decision makers from across the shipping value chain, and delivered a major step up from key shipping industry leaders accelerating the transition from the grey to the green economy.  The Summit showed that the most ‘hard-to-abate’ sectors can make this shift if all partners of the value chain move forward together”.

A container ship unloads at the port of Gioia Tauro in Italy ©MSC shipping

At the Global Maritime Forum’s Annual Summit, taking place in Singapore, Ms. Durant and colleagues launched UNCTAD’s 2019 Review of Maritime Transport, which confirmed the necessity of a drive towards environmental sustainability, and noted that technological disruption and climate change have had a major impact on the shipping over the last decade.

Some companies are calling for financing to be unlocked to develop zero-emission vessels.

Mr. Adamson explained to UN News how the IMO is helping to make this a reality: “In 2018, IMO Member States adopted an initial strategy for cutting GHG emissions from shipping and phasing them out entirely, as soon as possible. There’s a specific linkage to the Paris Agreement on climate change, and clear levels of ambition – including at least a 50 per cent cut in emissions from the sector by 2050, compared to 2008.”

“The agreed reduction targets signify a tangible trajectory towards the decarbonisation of shipping. Therefore, zero-emission ships should be built well before 2050, hopefully by 2030.”

“The strategy is expected to drive a new propulsion revolution. There is a need to make zero-carbon ships commercially more attractive, and to direct investments towards innovative sustainable technologies, and alternative low-carbon and zero-carbon fuels”.

the status quo is not acceptable because of the impact of ship emissions on climate change, and human health, and that has its own cost which is also borne by society – Lee Adamson, Spokesperson, International Maritime Organization 

Plugging in to a battery-powered future

A number of exciting options are currently being explored by the industry which, says Mr. Adamson, has been given a clear signal of the way forward, thanks to the IMO emissions strategy. These include battery-powered and hybrid ferries, ships trialling biofuels or hydrogen fuel cells, and wind-assisted propulsion.

Norwegian ferry company Color Line, for example, is building the world’s largest plug-in hybrid ship, capable of carrying 2,000 passengers and 500 cars between the towns of Strømstad, Sweden, and Sandefjord, Norway.

The battery pack on the boat gives it up to 60 minutes manoeuvring and sailing at speeds of up to 12 knots, which means that the last leg of the two-and-a-half-hour trip, through the fjord that leads to Sandefjord harbour, is emission-free.

Norway is also the home of Brødrene Aa, a constructor of highly efficient carbon fibre ferries, which, they say, can reduce fuel consumption by up to 40 per cent compared to traditional vessels. The company has developed a concept vessel that runs entirely on batteries and hydrogen, anticipating a future in which zero emissions ferries are the norm.

Partnership for progress

Despite these encouraging signs that a zero-emission future for shipping is possible, action needs to take much faster, warns Mr. Adamson, if the UN’s goals are to be achieved.

To speed up progress, the IMO is engaged in several major global projects, involving Member States and the shipping industry (see text box below).

Although investments in low or zero-emission shipping may mean higher costs, business as usual, says the IMO spokesperson, is not an option: “the status quo is not acceptable because of the impact of ship emissions, not just to address climate change, but also on human health and the environment, and that has its own cost which is also borne by society”.

“The principle of ‘polluter pays’ is well established, and it has to be recognized that shipping is a polluter, in spite of its cost-effectiveness, and somehow that needs to be mitigated”

IMO-supported projects to cut shipping emissions

  • The Global Industry Alliance to Support Low Carbon Shipping (GloMEEP), supports 10 pilot countries to implement energy-efficiency measures,
  • The Global Maritime Technology Network (GMN) unites maritime tech centres that promote ways to improve energy efficiency in the sector,
  • GreenVoyage-2050 is a collaboration between IMO and the Government of Norway, designed to initiate and promote global efforts to test tech solution for reducing shipping

Source: news.un


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The development of maritime technologies has significantly enhanced the safety level of ship navigation today, however human error is still widely recognised as a main cause of maritime incidents. Cyprus-based maritime technology and marine risk firm Prevention at Sea is offering a technology solution to address the human element in maritime safety.

Petros Achtypis, CEO at Prevention at Sea, reckons that maritime manpower tends to be the weak link for safe ship operations.

“Records prove that more than 70% of accidents affecting maritime safety are attributed to poor judgement, lack of common sense and critical thinking, miscommunication, and lack of shipping knowledge. All of which can be summarised under the term human element failure,” Achtypis says.

Despite the adoption of multiple industry initiatives, rules and procedures, audit results analysed by Prevention at Sea and the Centre of Excellence in Risk and Decision Sciences of the European University in Cyprus (CERIDES) show that the early warning signals of unsafe practices are not being detected. This directly compromises safe fleet operations, impacts reputation, and leads to financial losses.

According to Achtypis, the aim of the company is to re-establish a genuine, industry-wide commitment to “safety first”.

“To achieve this, we believe that the industry needs a standardised methodology which proactively detects clear signals that correspond to unsafe behaviours or situations before they can escalate and cause real problems,” Achtypis says.

Prevention at Sea has designed its Human ELement Maritime Enhancement Tool (H.EL.M.E.T.), a human-centred risk assessment methodology. It introduces the appreciation of a system-focused view, in which the interrelationships of people, processes, awareness, decisions and organisational actions are all assessed.

In order to enhance the tool, Prevention at Sea has assembled a committee of 15 maritime safety heavyweights, including experts representing international organisations, the industry and academia, from across the world, specialising in risk assessment, communications and management system standards.

The company has also introduced a new company model, by having software developers and maritime experts under the same umbrella, something rare in the shipping industry.

“Conducting shipping business safely remains at the very core of our industry and as we head into an unprecedented phase of change, never has it been so important. With so many new rules and requirements to contend with, seafarers and shipping companies are struggling to cope. Those onboard and ashore need supportive guidance from experts enabling in-depth knowledge of requirements, as well as the early detection of unsafe practices,” Achtypis concludes.

Source: splash247


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Rohde & Schwarz signed a contract with NTT Communications Co., Ltd.to provide a state-of-the-art IP-based, high quality and reliable maritime integrated communications system for the Philippine Coast Guard. The system, called NAVICS®, will be integrated into two 94 meter multi-role response vessels (MRRV) for the Philippine Coast Guard. The ships will be constructed by Mitsubishi Shipbuilding Co., Ltd. with completion of work and delivery scheduled for 2022.The MRRVs will be financed by the Japanese government, corresponding to Phase II of the Maritime Safety Capability Improvement Project.

Rohde & Schwarz will enhance situation awareness and improve incident reporting with dedicated data communications capabilities, including R&S Postman, a message handling solution, with Map Track, a blue force tracking functionality. This will enable the ship’s crew to effectively exchange information (voice and data) with the fleet, shore stations, other joint forces and governmental authorities. The system ensures a security architecture that allows secure, trusted and tamper-proof communications, i.e. third parties will not be able to interfere with information exchange.

“We are very proud to have been selected by the Philippine Coast Guard, MSB Shipyard together with NTT Communications for this important program,” said Jacques Jourda, Managing Director of Rohde & Schwarz Japan. “Rohde & Schwarz has provided more than 300 ship platforms with state-of-the-art communications technology. We make sure that we deliver a safe, future-ready investment for our maritime customers on time and on budget.”

In addition to external Line-of-Sight (V/UHF) and Beyond-Line-of-Sight (HF) communications, the system will provide onboard communications with smartphone-like intuitive handling. The compact Wi-Fi based wireless voice terminals provide a unique benefit of uninterrupted, high-quality communication while on the move.

Source: navalnews


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Given the global shipping industry is responsible for transporting as much as 90% of world trade, the safety of its vessels is critical. The sector saw the number of reported total shipping losses of over 100GT decline again during 2019 to 41 – the lowest total this century and a close to 70% fall over 10 years. Improved ship design and technology, stepped-up regulation and risk management advances such as more robust safety management systems and procedures on vessels are some of the factors behind the long-term improvement in losses.

Shipping losses declined by almost a quarter year-onyear from 53 in 2018, although late reported losses may increase the 2019 total further in future. Bad weather was reported as a factor in one in five losses. The 2019 loss year represents a significant improvement on the rolling 10-year average of 95 – down by over 50%.

Safety and Shipping Review 2020 in numbers

The South China, Indochina, Indonesia and Philippines maritime region remains the main loss hotspot, accounting for almost 30% of losses over the past year with 12 vessels. These waters are also the major loss location of the past 10 years, driven by factors including high levels of local and international trade, congested ports and busy shipping lanes, older fleets, exposure to typhoons and ongoing safety problems on some domestic ferry routes. However, the number of losses in this region has declined for the second successive year. The Gulf of Mexico (4) and the West African Coast (3) – neither of which featured in the top 10 loss regions last year – rank as the second and third most frequent loss locations.

Cargo vessels (15) accounted for more than a third of all total losses during 2019 with the majority occurring in South East Asian waters. The number of losses involving ro-ro vessels (3) increased year-on-year. Foundering is the most frequent cause of loss of all vessels, accounting for three in four during 2019. Contributing factors included bad weather, flooding and water ingress, engine trouble and vessels capsizing. Fire/explosion continues to be a significant problem on board vessels, resulting in five total losses during 2019.

While total losses declined significantly over the past year, the number of reported shipping casualties or incidents actually increased by 5% to 2,815. There were over 1,000 cases of machinery damage/failure (1,044) – already the top cause of shipping incidents over the past decade – accounting for more than one third of all incidents reported in 2019. Incidents on passenger vessels and ro-ros increased. The British Isles, North Sea, English Channel and Bay of Biscay maritime region replaced the East Mediterranean to become the main incident hotspot for the first time since 2011, accounting for one in five incidents (605).

Source: agcs.allianz


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