After it in recent months acquired MMT and Abyssal, marine robotics and offshore survey company Ocean Infinity has now acquired maritime services company, Ambrey for an undisclosed fee.

UK-based Ambrey offers offshore services including, security, crisis and risk management, intelligence, insurance, fleet operation, and vessel design and build.

With a management team of over 150 full-time staff globally together with over 1350 contractors and crew, Ambrey operates a fleet of over 40 patrol, logistics, and accommodation vessels for its shipping and offshore clients.

“The acquisition combines Ocean Infinity’s robotic vessels, data, cyber, artificial intelligence, and low emission operations with one of the leading brands in the maritime security sector. Ocean Infinity’s data and software capabilities will revolutionize Ambrey’s intelligence and insurance services, whilst its robotic surface and sub-surface vessels have huge potential for Ambrey’s shipping and offshore client base,” Ocean Infinity said.

Also, Ocean Infinity said that Ambrey’s vessel manufacturing and fleet management capabilities will bring meaningful operational advantages as Ocean Infinity moves closer to mobilizing its ‘Armada’ fleet of robotic vessels, set to be the largest fleet of its kind in the world.

“Ambrey’s and Ocean Infinity’s highly complementary competencies will enable the enlarged group to expedite its strategy of becoming the world’s leading marine robotics company, with technology and sustainability at its core,” Ocean Infinity said.

Oliver Plunkett, Ocean Infinity’s CEO, said: “There is no limit to the possibilities of robotics, which will eventually touch every corner of the maritime industry. There is an immediate opportunity for robotic uncrewed vessels to play a huge role in maintaining safe operating environments for our clients. The market presence and capabilities that the Ambrey team bring, along with a fantastic entrepreneurial spirit, will augment and strengthen our in-house capabilities in a way that will unquestionably move us forward in becoming the world’s leading ocean technology and data business. On behalf of everyone at Ocean Infinity I extend a very warm welcome to the team.”

Ocean Infinity’s footprint now extends to offices in Europe, North America, Middle East and Africa, and the full-time headcount of the enlarged group is approximately 500.

Chris Charnley, Ambrey Group Managing Director said: “Along with my co-founder, John Thompson, we firmly believe that with Ocean Infinity we share a common vision to keep pushing boundaries and to revolutionize the maritime industry.  Ten years ago we started on our journey to build the world’s leading maritime security firm.

“In recent years, we have built upon our foundations in risk management to expand to a wider range of marine support services. Our staff and crew have consistently delivered for our clients in the most complex and difficult of operating environments. It is through their hard work, professionalism, and dedication that we have built Ambrey’s successful business today. As we look to the future with Ocean Infinity, technology and green operations are leading the way. Together, we seek to revolutionize our industry and broaden our service offering, underpinned by our greatest asset, our people, and the combined expertise of our new team.”

 

SOURCE READ THE FULL ARTICLE

https://www.marinelink.com/news/ocean-infinity-acquires-ambrey-488267


When Dutch boat captain and engineer Ernst-Jan de Groot applied to continue working in Britain after Brexit, he became ensnared in a bureaucratic nightmare because of an online glitch and says he is now likely to lose his job.

Under new immigration rules coming into force, de Groot faces the prospect of losing the right to come to Britain to work unless he can successfully apply for a visa through a government website by the end of June.

Following its departure from the European Union’s orbit at the end of December, Britain is changing its immigration system, ending the priority for EU citizens over people from elsewhere.

While the government has so far processed more than 5 million applications from EU citizens to continue living in Britain, lawyers and campaigners estimate there are tens of thousands who, like de Groot, risk missing the deadline.

Those who succeed are not given a physical document to prove they have the right to live or work in Britain, so they remain hostage to websites when they need to show evidence of their status at borders, or when they apply for mortgages or loans.

The experience of de Groot and eight other applicants spoken to by Reuters shows how Brexit has put some EU citizens at the mercy of government websites and officials, and how Britain may be inadvertently discouraging people with skills it needs.

“I am trapped in a bureaucratic maze that would even astonish Kafka, and there is no exit,” de Groot said. “I have tried everything I can think of to communicate the simple fact that their website is not functioning as it should.”

Labyrinthine nightmare
De Groot, 54, has worked happily in Britain on and off for the past six years.

He sails long, narrow barges from the Netherlands to England to be used as floating homes. He also spends a few months a year building boats at a shipyard near London and captains a tall ship around the west coast of Scotland in the summer.

A fluent English speaker, de Groot says he followed the post-Brexit rules by applying for a frontier worker permit to allow him to work in Britain while not being resident.

The online application was straightforward until he was asked to provide a photo. The next page of his application, which was reviewed by Reuters, said: “you do not need to provide new photos”, and there was no option to upload one.

A few weeks later, his application was rejected—for not having a photo.

So began a labyrinthine nightmare of telephone calls, emails and bureaucratic disarray. De Groot estimates he has spent over 100 hours contacting government officials who he said were either unable to help or gave conflicting information.

Some officials told him there was a technical issue that would be resolved quickly. Others said there was no problem.

Each time he phoned, de Groot said he asked the person to make a record of his complaint. On his last call, he said an official told him they did not have access to individual cases, so that was impossible.

He tried to start a new application to bypass the glitch but each time he entered his passport number it linked to his first application and he remained trapped in the photo-upload loop.

The Home Office, the government department that administers immigration policy, did not respond to requests for comment about de Groot’s case or the lack of physical documents proving the status of successful applicants.

Take back control
Over the past two decades, Britain experienced unprecedented immigration. When it was part of the EU, the bloc’s citizens had a right to live and work in the country.

A demand to reduce immigration was a driving force behind the campaign for Brexit in the 2016 referendum, with supporters calling for Britain to “take back control” of its borders.

Most EU citizens who want to stay will need to have applied for settled status before July. Others, such as de Groot, need to apply for visas to work in Britain.

Landlords, employers, the health service and other public departments will be able to ask for proof from EU nationals of their immigration status from next month.

The Home Office has a reputation for aggressively targeting people who do not have the correct documentation.

The government apologized three years ago for the Home Office’s treatment of thousands of Caribbean migrants, who were denied basic rights, including some who were wrongly deported, despite having arrived legally in Britain decades earlier.

So far this year, 3,294 EU nationals were denied entry to Britain with some taken to detention centers because they could not show a correct visa or their residency status.

Lawyers, charities and diplomats say some EU nationals may be unaware they need to apply, or are struggling to navigate the bureaucracy.

Chris Benn, a British immigration lawyer with Seraphus, a law firm contracted by the EU delegation to the United Kingdom to provide advice about the rules, has spent the last three years speaking at events telling EU citizens how to navigate the new system.

Although Benn said it was impossible to know how many people still need to apply, he is worried tens of thousands of people, and possibly a hundred thousand, may miss the deadline.

Benn says he is still meeting well-educated, fluent English speakers who don’t realize they need to apply. He is particularly worried the elderly, and people in rural areas such as those working on farms, may be unaware of the new rules.

“If even a very small percentage miss out, you will have very widespread issues,” he said.

Mistaken identity
While the system has worked well for millions, the nine EU nationals struggling with applications spoken to by Reuters say it seems overwhelmed. They complain of long waits to speak to staff in call centers and, when they get through, they are not given case-specific advice.

One of them, a Spanish student in Edinburgh, told Reuters he was concerned he would be unable to finish his studies because his settled status application in November has been put on hold.

Three days after applying he was informed in documents reviewed by Reuters that police considered he was being investigated for “culpable and reckless conduct” – an offence in Scotland for behavior that exposes an individual, or the public, to the significant risk to their life or health.

The student, who asked not to be named publicly for fear of jeopardizing career prospects, said he had never been in trouble with the police and he had no idea what the alleged investigation might relate to.

He requested details from the Scottish police. In replies seen by Reuters, they said their databases showed he was not listed for any crime, nor under investigation.

He has approached his university, campaign groups for EU nationals and the Spanish embassy asking for help. So far, no one has been able to get him out of the bureaucratic maze.

“The panic has been constant and gradual,” he said. “I end up thinking about it all the time because I might get literally kicked out of the country.”

A spokeswoman for Police Scotland directed questions to the Home Office.

The Home Office did not respond to requests for comment about the student’s case or complaints about call centers.

De Groot is equally frustrated. The company that usually employs him to captain a ship in the summer has started to look for someone else.

Diplomats say another problem is looming: what will Britain do with EU citizens who don’t have the right documents by July?

The government has said those who miss the deadline will lose the right to services such as free non-urgent healthcare and could be deported. Guidelines suggest leniency will only be granted in certain cases, such as for people with a physical or mental incapacity.

Even those with settled status are concerned that without a physical document as proof, they could still end up in immigration limbo if websites fail.

When Rafael Almeida, a research fellow in neuroscience at the University of Edinburgh, applied for a mortgage this year, he was asked to provide a share code generated by a government website to prove his settled status.

Almeida said the website would not work and he was greeted with a message: “There’s a problem with this service at the moment. Try again later.”

After a month of failed attempts to generate the code, Almeida’s mortgage broker persuaded the lender to accept only his passport as proof of identity. The website is still not working.

The Home Office did not respond to requests for comment.

Almeida is worried that from next month he will unable to access healthcare, apply for a job if he ever wants to, or return to Portugal to see family or friends.

“I am incredibly anxious, I am incredibly frustrated with the people who should have been taking care of this,” he said. “I am just really worried for the future.”

 

SOURCE READ THE FULL ARTICLE

https://www.marinelink.com/news/brexit-bureaucracy-creates-nightmare-488329


Shipbroker McQuilling Partners Inc. and emissions trader Vertis Environmental Finance have partnered to offer carbon offsetting and advisory (CO&A) services to the shipping industry.

The agreement will provide ship-owners, oil companies, refiners and traders with direct access to carbon offsetting and advisory solutions to address their environmental sustainability and carbon-neutral shipping needs, as well as their future environmental compliance requirements.

With carbon market experience in similar sectors like aviation, Vertis Environmental Finance will provide clients of McQuilling Partners Inc. and its affiliates with access to verified, emissions reduction credits.

John Schmidt, CEO of McQuilling Partners Inc., said, “This partnership of market leader advisory experts in the maritime and environmental industries will enable interested parties to confidently navigate the developing regulatory environment of the International Maritime Organization (IMO), the Energy Efficiency Existing Ship Index (EEXI) and the European Emission Trading Scheme (EU ETS) to efficiently design and implement their strategy for meeting these requirements.”

Marc Falguera, CEO of Vertis Environmental Finance, said, “The first wave of commercial zero-emission shipping and the use of carbon offsetting is increasingly catching on in segments of the maritime and fuel industries as companies look to enhance their environmental positioning. We are excited to address this huge challenge and help the industry achieve its environmental ambitions and obligations.”

 

SOURCE READ THE FULL ARTICLE

https://www.marinelink.com/news/mcquilling-vertis-partner-offer-carbon-488294


Nigeria has announced a new project in order to protect its maritime domain and mitigate pirate attacks in the Gulf of Guinea.

Nigeria President, Muhammadu Buhari launched the Integrated National Security and Waterways Protection Infrastructure, also called the Deep Blue Project, in Lagos with a declaration that Nigeria now boasted better capability to control its maritime domain.

The Deep Blue Project is an initiative of Nigeria’s Federal Ministry of Transportation and Federal Ministry of Defence, and it is being implemented by the Nigerian Maritime Administration and Safety Agency (NIMASA), with personnel drawn from the Nigerian Air Force, Nigerian Navy, Nigerian Army, Nigeria Police, Department of State Services, and other security agencies.

The main goals of the project are to prevent illegal activities in Nigeria’s Exclusive Economic Zone (EEZ), enforce maritime regulations, enhance safety of lives at sea, and prevent illegal activities in the inland waterways.

The project has land, sea, and air assets meant to comprehensively tackle maritime security issues in Nigerian waters up to the Gulf of Guinea.

Buhari said the maritime security project offered a standard for other Gulf of Guinea countries in terms of strategy and collaboration.

Referring to the Suppression of Piracy and other Maritime Offences (SPOMO) Act, which he signed into law in June 2019, the President said, “I am confident that the project, which provides a robust maritime security architecture, will enhance maritime domain awareness capability and improve law enforcement action.”

Buhari said the flag-off of the Deep Blue Project was “an important step in the continuing shift in strategic action about regional maritime security.

“It will serve as a benchmark for member states in the Gulf of Guinea and other relevant stakeholders to further develop innovative strategies and align efforts with the subsisting framework to improve maritime security in the region.”

He also added that the new project will support the countries of the region to tackle security challenges in the form of piracy and other maritime crimes in Nigeria and the Gulf of Guinea

Secretary-General of the International Maritime Organization (IMO), Kitack Lim, extolled Nigeria’s role in the effort to achieve security in the Gulf of Guinea. Lim said the launch of the maritime security infrastructure was a major development in the war against piracy.

He said the Deep Blue Project reflected Nigeria’s determination to lead the fight against piracy and armed robbery, not only in its national waters, but also in the Gulf of Guinea. Lim also stated that IMO was committed to supporting Nigeria in the search for a safe and secure maritime industry.

The Round Table of Shipowner Associations and the Oil Companies International Marine Forum (OCIMF) have also welcomed the new project against piracy, expressing their full support for the launch of Nigeria’s Deep Blue Project.

SOURCE READ THE FULL ARTICLE

Nigeria launches new anti-piracy project


During Week 23, Marine Bunker Exchange (MABUX) World Bunker Index showed moderate irregular fluctuations with the 380 HSFO index decreasing US$440.34/MT, the VLSFO index falling to US$545.08/MT and the MGO index reaching US$630.69/MT.

At the same time, MABUX Amsterdam Rotterdam Antwerp (ARA) LNG Bunker Index – the average price of LNG as a marine fuel in the ARA region, has risen sharply during the week by US$37.02 to US$635.60/MT.

In addition, the average value of the LNG Bunker Index also increased by US$17.03, while the average price for MGO LS for the same period has increased by US$13.66, according to MABUX weekly report.

Accordingly, the average price difference between bunker LNG and MGO LS in Rotterdam has increased significantly reaching US$48.30.

Furthermore, the average weekly Global Scrubber Spread (SS) – the difference in price between 380 HSFO and VLSFO – has risen by US$3.59 during the week and stood at US$105.87.

At the same time, the average value of SS Spread in Rotterdam has also increased to US$116.67, in Singapore, the average SS Spread has also risen to US$117.83.

Thus, the values of the SS Spread index in both ports are almost equal and are well above the US$100 mark, which makes the installation of scrubbers even more cost-effective, according to MABUX.

Moreover, the correlation of MABUX MBP Index (Market Bunker Prices) vs MABUX DBP Index (MABUX Digital Benchmark) in the four global largest hubs during the past week showed that all 380 HSFO, VLSFO and MGO LS fuels are undervalued in all four selected ports of Houston, Rotterdam, Fujairah and Singapore.

SOURCE READ THE FULL ARTICLE

MABUX sees irregular fluctuations in fuel prices


Unifeeder has launched a new service connecting the Hubport of Southampton to the Irish Sea and the ports of Cork, Belfast and Dublin.

Unifeeder believes that the new service to the Irish Sea is further expanding the company’s presence in Northern Europe, and will allow them to provide an even more extensive outport coverage.

The new service’s port rotation is Southampton – Dublin – Belfast – Cork – Southampton.

Unifeeder said that the first sailings have already been successfully completed, and added that the new product will run as a weekly fixed-weekday service.

SOURCE READ THE FULL ARTICLE

Unifeeder lanuches new service connecting UK and Ireland ports


CMA CGM and Hapag-Lloyd have announced shipment suspensions in several regions across the world.

The French shipping group said that all reefer shipments to Cabinda in Angola are suspended due to ongoing congestion, which causes “increasing and extremely irregular” transit times.

Additionally, Hapag-Lloyd has confirmed that with immediate effect, it temporarily suspends all imports into East Malaysia ports (Kuching, Sibu, Bintulu, Kota Kinabalu, Labuan, Sandakan, Tawau) due to feeder space limitation.

Moreover, the German carrier has announced it has already stopped the acceptance of wood and its allied products including charcoal in Nigeria, due to Nigeria Customs Service E11/2021/Circular No.011 referring to the suspension of export of wood and its allied products.

SOURCE READ THE FULL ARTICLE

Major container lines announce shipment suspensions worldwide


The US government has announced a proposed sale for offshore wind development on the Outer Continental Shelf in the New York Bight, making it the first competitive offshore wind lease sale for the Biden-Harris administration.

The proposed lease areas, located in the shallow waters between Long Island and the New Jersey coast, have the potential to unlock over 7 GW of offshore wind energy, powering more than 2.6m homes and supporting thousands of new jobs.

“Today’s announcement of new proposed lease stipulations puts a priority on creating and sustaining good-paying union jobs as we build a clean energy economy,” said Secretary of the Interior Deb Haaland.

Today’s announcement builds upon recent milestones from the Biden-Harris administration to advance offshore wind developments off MassachusettsCalifornia and wind power plays in the Gulf of Mexico.

A proposed sale notice, with a 60-day public comment period, includes eight lease areas in the New York Bight that could be auctioned for commercial wind energy development.

The US Department of the Interior’s Bureau of Ocean Energy Management (BOEM) is also seeking feedback on several innovative lease stipulations that will reaffirm its commitment to create good-paying union jobs and engage with all stakeholders and ocean users.

SOURCE READ THE FULL ARTICLE

US brings forward 7 GW New York Bight offshore wind lease sale


Dutch companies Koedood Marine and Nedstack have been chosen to supply a complete proton exchange membrane (PEM) fuel cell system to retrofit Future Proof Shipping’s (FPS) inland container vessel Maas to hydrogen power.

The Rotterdam-based Future Proof Shipping will retrofit the 110 m long boxship at Holland Shipyards Group (HSG), which has been given the green light to procure the system, comprising Koedood’s fuel cell stacks and technology from Nedstack.

Koedood will build three 275 KW fuel cell units and subcontract Nedstack to supply the fuel cell stacks as part of their co-development partnership for inland navigation.

The Mass will be retrofitted at HSG yard in Hardinxveld and is planned to be running on hydrogen power by the end of this year.

The vessel will ship containers between Rotterdam and Antwerp, with an expected greenhouse gas emissions reduction of 2,000 CO2 equivalent tonnes annually.

“The maritime knowledge and expertise of the Koedood group, together with the fuel cell capabilities of Nedstack provide us with an optimised product we can be confident in. It helps that we are all on the same page – collaborating to create a more sustainable future for the inland waterways in Europe,” said Fokke van der Veen, director of operations at Future Proof Shipping.

Future Proof Shipping aims to build and operate a fleet of 10 zero-emission inland and short-sea vessels over the next five years.

SOURCE READ THE FULL ARTICLE

Dutch partners to supply proton exchange membrane fuel cell system for FPS inland boxship


Shipping man and author, Carlos Luxul, questions why the X-Press Pearl was not allowed to offload a leaking box of acid at ports in Qatar and India before its fateful voyage to Sri Lanka.

The X-Press Pearl sank on June 2 in what is now referred to as the worst maritime ecological disaster in Sri Lanka’s history. The wreck is close to shore, too close, and it won’t be long before the effects of the ship’s fuel and other pollutants are felt, along with the cocktail of cargoes (some hazardous) from close to 1,500 containers the ship was carrying.

The world watched with horror. Neighbouring governments rushed to offer assistance. Brave salvage teams did what they could. Concerned maritime and environmental organisations wrung their hands – and the blazing ship filled our TV screens.

For the general public, it was just another accident at sea, just another example of the nasty, polluting shipping industry carrying out its business, a business dominated by shady shell companies in far away places that don’t play by the rules. That’s the public’s perception, but they want their consumer goods, so they too wring their hands and look away.

Investigators should take a long, hard look at the inactions in the ports of Hamad and Hazira

Was it just another accident or could it have been avoided? Before arriving in Sri Lanka, the ship called at two modern and well equipped ports, and requested help with a container of nitric acid that was leaking. The CEO of the ship’s owners has been quoted as saying, “the port authorities did not allow it (discharge of the container) since they had no manpower or the equipment readily available to discharge.” In a further statement, the owners said, “the vessel underwent discharge and loading operations in both ports before continuing on its planned journey to Colombo. Applications had been made to both ports to offload a container that was leaking nitric acid but the advice given was there were no specialist facilities or expertise immediately available to deal with the leaking acid.”

The two ports in question, Hamad, Qatar, and Hazira, India, are both state-of-the-art terminals. Can it really be true that they were completely unable to deal with a leaky container? Nitric acid is nasty stuff, but …

A quick check of the ports’ websites confirms their enthusiastic commitment to the best possible practices in HSE (Health Safety & Environment) and CSR (Corporate Social Responsibility). They go way beyond mere compliance in setting out their lofty goals.

QTerminals, the operators of Hamad port, note their, “primary goal is to achieve no harm to people, property, environment and third-party assets. QTerminals fully admits its responsibilities and will take all reasonable steps to ensure these obligations are met at all times. Achievement of this will be through the process of risk management; observance of legal and other requirements; and implementation of a robust HSE management system.”

They go on to state, “while the line management is accountable for safety, we have trained and dedicated HSE staff for providing professional support and advice in fostering a strong HSE culture. All import/export/transit cargoes are handled in the safest possible manner by ensuring compliance with applicable laws and regulations, safety procedures, and safe work practices. We carry out all our business activities in a socially responsible manner. Our efforts are focused on Safe & Healthy Environment, Climate & Energy and People & Work.”

Adani Ports, the operators of Hazira port, are keen to advise that, “Health and Safety are among the core focus areas of our sustainability framework. We strongly believe and propagate that safety is a culture that should be embedded in the DNA of every stakeholder. Our Occupational Health and Safety Policy demonstrates commitment of senior leadership and provide guidance for effective safety management system across all port and logistic sites.
Adani’s CEO, Karan Adani, assures us that, “as responsible corporate citizens Adani ports are committed to sustainable development for the people of the community and the environment.”

The port goes on to announce “Initiatives & Achievements”, including: “▪ All ports are certified for Safety Management System (ISO 45001). ▪ Hazard identification and risk assessment controls for all hazardous and risk activities.”

It is also reassuring to see they are committed to: “▪ Provide a safe and healthy work place at all times. ▪ Ensure compliance in design and operations as per applicable national codes, standards, best practices, statutory and other stakeholder’s requirements. ▪ Establish committees with the involvement of the management and workers to continually improve the safety culture. ▪ Identify the risks and formulate mitigation plans to prevent incidents. ▪ Formulate emergency preparedness plans to manage all identified emergencies.”

These are indeed noble commitments, yet somehow it seems the two ports didn’t quite manage to match their ambition and intent with “best practice” during this incident. A leaky container of nitric acid is clearly a tricky problem, but state-of-the-art ports should surely be able to do better?

The investigation into the X-Press Pearl will rumble on. Attention will inevitably focus on the shipper of the nitric acid and the owners of the ship itself. But I hope the investigators take a long, hard look at the (in)actions in the ports of Hamad and Hazira, where it would seem lessons could or should be learnt.

To many observers, the X-Press Pearl incident is just another regrettable case of the global shipping industry and its ruling authorities signing up to conventions and codes of conduct and then ignoring them at the first sign of trouble. Why does it have to be inevitable that whenever a maritime disaster occurs, the ports en route, their local authorities and national governments are so often found wanting, seemingly unable or unwilling to help?

SOURCE READ THE FULL ARTICLE

How the X-Press Pearl disaster could have been avoided


Company DETAILS

SHIP IP LTD
VAT:BG 202572176
Rakovski STR.145
Sofia,
Bulgaria
Phone ( +359) 24929284
E-mail: sales(at)shipip.com

ISO 9001:2015 CERTIFIED