ClassNK has signed an MoU (Memorandum of Understanding) with Maersk Training regarding training for offshore wind farm operators and education for alternative fuel ship crews.

Maersk Training is an international industry leader in developing competencies and increasing skills, with over 16 locations worldwide. With over 40 years of experience, Maersk Training specializes in delivering training for the Oil and Gas, Renewables and Maritime industries, improving safety and operational performance for their clients. Maersk Training is part of the A.P. Moller Maersk Group, a Danish shipping giant with over 100 years in ocean and inland freight transportation and associated services.

With the signing of the MOU, the two parties will cooperate proactively towards enabling high-quality training which satisfies the international standards to be provided and thus a competent local labor force to be supplied to the growing offshore wind industry in Japan as well as in APAC region. Based on its expertise and experience in ships’ survey and certification, ClassNK will work with Maersk Training to develop a set of guidelines including the safety of boat transfer, which is one of the most frequent HSE risks across the offshore wind sector. Furthermore, research will be carried out on seafarer training for ammonia-fueled vessels jointly.

ClassNK has already been providing certification services to the maritime training sector to fulfill its mission to provide support to the ever-changing needs of the maritime industry to ensure the safety of life at sea and to promote protection of the marine environment. ClassNK continues expanding its service to support skills increase for offshore wind farms and alternative fuel vessels to contribute to the realization of a decarbonized society.

Source: https://www.seatrade-maritime.com/product-service-news/classnk-sign-mou-maersk-training-training-offshore-wind-personnel-and

 

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022

 


Invasive pests transferred between countries in intermodal containers have potentially devastating consequences for agriculture and the natural environment.  Global Shippers Forum (GSF) is alerting shippers to the crucial role they play in tightening biosecurity in the container supply chain at the packing point.

While there are various sources of potential pest contamination throughout the global freight supply chain, all involved need to take measures to minimize the potentially devastating consequences that unwanted invasive pests can deliver. The Global Shippers Forum (GSF) represents cargo owners which export and import all manner of commodities transported in seaborne containers and urges a greater awareness of the threat.

Hosted by the UK Government on 19th and 20th September a specialized group of trade bodies, shipping industry representatives and national plant protection and bio-security agencies will meet at the International Workshop on Reducing the Introduction of Pests Through the Sea Container Pathway*. GSF will be representing shippers to ensure that the scope and limits of their responsibilities are clearly defined.  James Hookham its Director will be speaking during the opening session.

Inspections of containers arriving at borders carried out by national biosecurity agencies over the past few years suggest that the number of containers and cargoes infested by pests may be greater than feared. National environment and agricultural ministries have been working through the UN’s International Plant Protection Convention (IPPC) to tackle this issue and the London workshop has been convened to consider options for regulating the cleanliness of sea containers and an International Standard for Phytosanitary Measure for the cleanliness of intermodal containers could be in prospect.

GSF has been monitoring and influencing these developments since 2018 when it was invited to join an IPPC Task Force set up to examine the threat to plant health posed by pest-contamination of sea containers.  The Task Force’s report at the end of 2021 set out a range of regulatory options for its parent body, the Commission for Phytosanitary Measures (CPM) to consider. Crucially, it also warned that implementation of new mandatory requirements could impose significant new costs and risks to the fluidity of the international movement of containers.  GSF has been clear in its opposition to any new rules applying indiscriminately to every container shipment, urging that controls and resources be targeted instead on high-risk trade corridors and specific pest threats.

Global Shippers Forum (GSF)

Global Shippers Forum is the global business organization speaking up for exporters and importers as cargo owners in international supply chains and trade procedures. Its members are national and regional shippers’ associations representing hundreds of manufacturing, wholesaling, and retailing businesses in over 20 countries across five continents. GSF works for safe, competitively efficient, and environmentally sustainable global trade and logistics.

Source: https://www.globaltrademag.com/why-cargo-owners-should-be-checking-for-bugs-in-boxes/

 

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022

 


Turkish officials confirmed today that the decommissioned Brazilian Navy carrier NAe São Paulo which was to have been dismantled at Aliaga has reversed course and is now heading back to Brazil. The tug towing the carrier changed its AIS signal now showing that they will arrive back in Rio de Janeiro on October 2. The two-month roundtrip is a similar fate to her sistership the French aircraft carrier Clemenceau which was also turned away by the Indian government in 2006.

Writing that the will of the Turkish people was being honored, Ednan Arslan, a member of the Turkish parliament confirmed the reports that the carrier was returning to Brazil. He Tweeted an image of the AIS ending two weeks of speculation and initially a standoff between Brazil and Turkey.

Like her sistership, the issue for the NAe São Paulo became the question of the presence of toxic materials aboard the carrier and if a proper inspection had been done before the sale to the breakers. Last year, Brazil auctioned the carrier, which had been decommissioned in 2018, with reports that only one of the eight bids was found to meet the conditions and have the necessary credentials. The carrier departed Rio on August 4, 2022, under tow.

Shortly after she departed environmentalists began protesting citing what they believed was a fault inspection of the vessel that reported only minor amounts of toxins aboard. The watchdog organization NGO Shipbreaking reported that only 12 percent of the spaces aboard the carrier had been tested to prepare the report which estimated just 9.6 tons of asbestos-contaminated materials onboard the vessel. The Clemenceau by comparison contained at least 600 tons of asbestos. The report failed to test electrical cabling and said that there was no presence of PCBs. Finally, the NGO contended the carrier had been used by France in the 1960s with atmospheric nuclear bomb testing in the Pacific meaning that it could have radioactive contamination.

Turkey responded by calling for a second inspection of the vessel before it arrived but Brazil said the vessel had already left making it impossible. Two weeks ago, Turkey’s Environment, Urban Planning and Climate Change Minister, Murat Kurum, announced that due to Brazil’s failure to carry out a second audit process that “the Brazilian navy ship NAe Sao Paulo, which will arrive at the ship dismantling facility in Izmir Aliaga, will be sent back.”

The tug towing the carrier was waiting off northern Africa for the past two weeks with reports that the British authorities had denied a permit to transit the Strait of Gibraltar. Media reports indicated that Brazil had agreed that the vessel should return but it had continued to linger off the Moroccan coast.

Commissioned in 1962 as the Foch, the 32,800 dwt carrier (fully loaded) was a sistership to Clemenceau. France operated her for 37 years selling her while she was still in service in 2000 to Brazil where she would have a career troubled by mechanical failures. After a fire in 2012, Brazil had said she would be fully reconditioned, but by 2017 she was listed as demobilized and officially decommissioned the following year.

The Clemenceau had become the center of world attention, including protestors blocking her entry into the Suez Canal, in 2006 when she was turned around after an Indian court ruled that she had to return to France. She was finally dismantled starting in 2009 at a specialized facility in the UK that met international standards for the handling of toxic materials.

Source: https://www.maritime-executive.com/article/tow-for-toxic-aircraft-carrier-reverses-course-back-to-brazil

 

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022

 


The U.S. government announced a $20 million federal RAISE (Rebuilding American Infrastructure with Sustainability and Equity) grant to the port of Los Angeles on September 7th. The grant has been awarded to resolve a trucking bottleneck by constructing a rail-roadway grade separation and by improving trucking access to the state highway system.

A grade separation is a junction of two or more routes that are separated by height so that the flow of traffic in one does not impede flow in the other. There is an 80-acre marine storage facility (MSF) on Terminal island which caters to the storage needs of all the ports in the Pedro Bay complex. However, access to the MSF is severely limited for truckers as the heavily used railway tracks loop around the complex, and the sole access to the facility gets hampered by a low clearance tunnel. Currently, truckers have to travel a circuitous route to get to the MSF. In addition to this, while in the tunnel truckers can only travel at about 5mph to prevent accidents.

The awarded project involves the construction of a 4-lane rail-roadway grade separation. This will allow trucks much better access to the marine storage facility. The project will also connect the trucks directly to the state highways in two directions. The completion of this project will save 2500 truck-hours worth of delay per day. It will also reduce emissions by preventing the idling of engines in the tunnel and reducing the longer travel route by 1200 truck miles per day. The project will begin in the coming 15 to 18 months and will generate 300 new jobs.

Source: https://www.fleetmon.com/maritime-news/2022/39493/port-la-receives-20-million-federal-grant-resolve-/

 

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022

 


MANILA – The Maritime Industry Authority (MARINA) has suspended the passenger ship safety certificate (PSSC) of merchant vessel (MV) OceanJet 168 after the ship sustained damage when it hit a coral reef while traveling from Bohol to Siquijor.

In a statement on Monday, the agency said the suspension letter was signed by MARINA Central Visayas director Emmanuel Carpio on Saturday due to the damage to its starboard side propeller.

“Considering the integrity of the hull, and her machinery has been compromised, the PSSC of MV OceanJet 168, is hereby suspended in accordance with Administrative Order No. 11-19 or the Guidelines on the Suspension of Safety Certificates and Issuance of Lifting Order of Ships involved in Maritime Casualties and Incident; MARINA MC No. 152 and PMMRR 1997; Republic Act No. 9295 and its Implementing Rules and Regulations in relation to the Ship Survey System,” the letter read.

The suspension is expected to last until a lift order from MARINA after a thorough inspection and evaluation of the vessel’s seaworthiness.

MV OceanJet 168 is operated by Ocean Fast Ferries Inc. (OFFI) and is one of its largest vessels.

The ship has an open-air seating capacity of 87, a “tourist class” seating capacity of 230, and a business class capacity of 40 — totaling to 357 seats.

OFFI — formerly Socor Shipping Line — is the owner and operator of several fast craft (fast passenger boats) that serve routes in Luzon and Visayas. (PNA)

Source: https://www.pna.gov.ph/articles/1183502

 

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022


The U.S. Navy accused a sailor of setting the 2020 fire on the USS Bonhomme Richard, but it refuses to release records in the case as the law requires.

Despite a 2016 law requiring more transparency of court-martials, the U.S. Navy is refusing to release nearly all court documents in a high-profile case in which a sailor faces life in prison.

Seaman Recruit Ryan Mays, 21, has been charged with aggravated arson and hazarding a vessel in the 2020 fire that destroyed the USS Bonhomme Richard. Mays has maintained his innocence.

On July 12, 2020, a fire started on the amphibious assault ship as it was moored at Naval Base San Diego and raged for more than four days. The Navy was not able to put the fire out until the ship was so badly damaged that the service had to scrap it, a more than $1 billion loss.

Although the Navy has accused Mays of starting the fire, the service’s eight-month investigation found plenty of blame to go around. A more than 400-page report concluded that leaders, from those on board the Bonhomme Richard all the way to a three-star admiral, had failed to ensure the ship’s safety and allowed it to become a fire hazard. Fire response was also grossly mismanaged by leaders who had little understanding of how it should have worked, the Navy’s investigation found. Top Navy leaders called the dayslong blaze preventable and unacceptable.

Last week, the military judge in Mays’ case denied requests made separately by the defense and ProPublica to make the records public. Cmdr. Derek Butler sidestepped the defense’s claims — that the government was violating Mays’ Sixth Amendment right to a public trial — and ProPublica’s assertions of the First Amendment. Butler didn’t address the constitutional issues at hand and instead said he didn’t have the authority to release the records.

In July, ProPublica had first requested from the Navy’s Office of the Judge Advocate General all court records that have already been filed and discussed extensively in open court in the Mays case. That office denied access to all but two records already made public, refusing to release any more until the court-martial concludes — and only if Mays is found guilty. The court-martial is scheduled to begin Sept. 19.

In August, ProPublica, along with Paul LeBlanc, a retired Navy judge and lawyer, filed a motion asking Butler to release the documents, arguing that the First Amendment requires the government to make the records public. ProPublica also argued that the public has a strong interest in understanding how and why the government is prosecuting Mays and in ensuring he receives a fair trial.

“They’re attempting to put someone in prison for a very long time, and what they’re filing is hidden from the people,” LeBlanc said. “These documents are filed on behalf of the people of the United States, and the people of the United States should have the same right to see them and know what the government is doing on their behalf as they do in federal court.”

“How can anybody have any sort of trust and confidence in a system if it won’t let them read what prosecutors are saying on their behalf?”

In 2016, Congress passed a law requiring the military to make court-martial dockets, records and filings accessible to the public. The law was prompted in part by the military’s lack of transparency in sexual assault cases. Congress’ goal was to make court-martial records as available to the public as federal court records are.

The law specifically states that the military should facilitate access during “pretrial, trial, post-trial, and appellate processes.” But the Department of the Defense has decided that the law only applies once a court-martial is over. It is simply too hard to turn court-martial records over to the public while a trial is happening, Capt. Jason Jones, the prosecutor in the Mays case, wrote in his brief asking the judge to deny records to the public. Military courts don’t have a clerk to coordinate records, and unlike civilian courts, which are in one place, military courts have to operate in a fluid environment, such as a war zone, he said.

Butler also cited the 2016 law aimed at increasing transparency as why he didn’t have authority to release the records. He wrote that the law did not explicitly grant courts the power to release records but rather the secretary of the defense. He did not address ProPublica’s argument that he has the authority and obligation to release the records under the First Amendment, which Congress cannot take away.

ProPublica Deputy General Counsel Sarah Matthews said the news organization disagreed with Butler’s interpretation of the law and would next ask the top lawyer for the Department of Defense, Caroline Krass, to clarify what the law requires the services do.
The federal government has released the charge sheet and a search warrant that detailed the Navy’s case against Mays. By withholding all other records, including those favorable to the defense, the Navy is seeking to “shield the record in secrecy to its advantage,” Matthews wrote in the motion to Butler.

“Records like these are open in every other courtroom in America. These records aren’t sealed or restricted. They have been discussed in open court, in a proceeding that could send a man to prison,” Matthews said separately. “The Navy believes it can arbitrarily delay or even deny access completely to these records, something all the more troubling because Congress has passed a law demanding more, not less, transparency from our armed services in cases like this.”

Source: https://www.marinelink.com/news/us-navy-withholding-court-records-499384

 

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022

 


Kongsberg Digital launches a maritime digital twin with Hoegh Autoliners as its first pilot customer. This is the beginning of a new transformation journey for ship operations.

As a market-leading developer and vendor of digital twins for the energy sector, KDI is now adding digital twin for maritime to its portfolio. Digital twins allow new ways of working and interacting with data and operational insights. The first areas the maritime twin supports are trim advisory, 3D visualization of the vessel, and situational awareness around it, including weather conditions. The twin is powered by real-time data from the Vessel Insight data infrastructure and its eco-system of applications.

“The maritime industry is facing huge challenges to meet the new standards for increased transparency and reduced carbon footprint. As a response to this, we have developed a dynamic digital twin that provides a holistic view of the vessel and its surroundings, where data from the vessel is merged with other relevant data sources and presented in one common work surface for operators and shipowners. This will be the first step of enabling advanced integrated workflows in shipping,” says Andreas Jagtøyen, Executive Vice President of Digital Ocean in Kongsberg Digital.

The objective of KDI´s holistic digital twin is to support partners in utilizing advanced simulations to troubleshoot operations, make predictions of future performance, and over time, enable condition-based maintenance to reduce cost and operational downtime. The digital twin for maritime will build upon the Kognitwin framework, KDI’s digital twin for the energy market.

“Utilizing twin technology on an area of most importance, fuel reduction, is the first step in building a new family of technology and applications, component by component.”, says Jagtøyen. “Furthermore, working towards risk assessment, twin technology can help ship owners and operators understand risk and make better decisions. Among other things, visualization to understand risk is critical. When you’re assessing the situation of a vessel in the middle of the Atlantic, you must understand the real risk, for example, in the case of severe weather or side waves, and make decisions based on that understanding. Twin technology can achieve that better than any other tool.”

Digital twin technology allows new ways of working and utterly new interaction possibilities and transparency between different stakeholders in the industry. Hoegh Autoliners is KDIs partner for the pilot with their car carriers.

“We are pleased to partner with Kongsberg Digital on this pilot for digital twin for maritime,” says Chief Operations Officer of Hoegh Autoliners Sebjørn Dahl. “Like us, our customers and partners focus on sustainability, electrifying their products, and decarbonizing their supply chains. Our fleet is one of the most environmentally friendly car carriers ever built. The additional insight and more rapid and cost-effective vessel management provided by KDI’s digital twin will supercharge their environmental performance and enable future benefits faster. We already see benefits on trim optimization, but when we add the data around other facets of vessel operation, along with training and maintenance, we expect further benefits and savings to come thick and fast.”

In the coming months, KDI will reinforce this digital twin for maritime development by adding new components for visualization and performance.

Source: https://freightcomms.net/kongsberg-digital-launches-a-maritime-digital-twin-with-hoegh-autoliners/

 

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022

 


As 2021 developed and Covid-19 restrictions waned, the global economy’s GDP recovered from -3.1% to +5.9% year-on-year, seaborne trade from -3.5% to +4% year-on-year, whilst the shipping fleet’s growth was limited to a 2.9% increase.

Further, Athens-based Petrofin Research in its annual review of Global Ship Finance reports the Petrofin Index for Global Ship Finance which commenced at 100 in 2008 is up by one point, from 62 in 2021 to 63, showing a rise for the first time in 11 years.

At the same time, the lending by the top 40 banks’ backing shipping in 2021 was higher at $290.12bn up from $286.9bn in 2020. This 1.12% growth year-on-year may appear small but it does represent the first rise since 2011.

Petrofin Research says the turnaround was assisted by continuing central banks’ monetary easing, low interest rates and a resurgence of demand for goods and commodities leading to increased congestion and fleet inefficiency.

As a result of these developments, charter rates across most sectors (except for tankers) shot up, by 50% for LNGs, up to 185% for dry bulk and multi-fold for containers according to Clarkson’s statistics. Vessel values followed suit, whilst scrapping decelerated. All in all, a remarkable turnaround, says Ted Petropoulos, head of Petrofin Research.

“Banks, under these favourable conditions and prospects, faced increased demand for loans, as well as competition from other non-banking lenders,” says Petroloulos.

Within the top 40, twenty-one banks are based in Europe, 16 are Asian/Australia based, and three North American based.

Asian and Australian banks (APAC) show the only growth, from $100.85bn to $114.75bn APAC increased their share of the global portfolios from 35% to 39.5%. European banks’ share declined further by $9.78bn 5.8% year-on-year.

Global ship finance spread by region

Within Europe, the big decline continues by German banks although the trend has slowed. Greek banks showed a year-on-year growth of 14.2 %, whilst Scandinavian banks continued their overall decline de-emphasising lending in favour of use of their services to shipping.

Relative newcomers / small banks such as Bank of Cyprus, Hellenic Bank of Cyprus, Norway’s Pareto, the US’ M&M bank, grew during 2021 and provided plurality to the available sources of bank finance.

Petrofin Research, said it can provide “a cautious, indicative figure for global ship finance, including all forms of lending, leasing and alternative providers, of approx. $500bn”.

“The total global bank lending of all banks, including local banks, amounts to approx. $340bn, or some two-thirds of the global ship finance total,” said Petrofin.

It warns however, there is increasing evidence that due to the Russian invasion of Ukraine, together with the high energy prices, geographical sanctions, higher interest rates, slowdown in global growth and concerns over an incoming recession, bank lending in 2022 has been disrupted as caution prevails amongst banks.

Further, the Chinese selective lockdowns and economic slowdown has added to the concerns and is having a temporary impact on Chinese leasing as well.

Source: https://www.seatrade-maritime.com/finance-insurance/ship-finance-returns-growth-first-time-11-years

 

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022


This is the second time that the Port of Singapore has received the award, the first time in 2021.

In addition, the Port of Singapore was also named “Best Seaport in Asia” for the 34th time.

These awards recognise the contributions by the Port of Singapore to support global supply chains and its leadership in driving maritime transformation.

As a leading international maritime centre and the world’s busiest transhipment port, the Port of Singapore will continue to play our part to keep supply chains going as the global economy recovers from COVID-19,” said Teo Eng Dih, Chief Executive of Maritime and Port Authority of Singapore.

“We are humbled by the affirmation from industry and thank our tripartite partners for their strong support. We will continue to uphold high service standards and drive initiatives that enable Singapore to be a more vibrant, digital and sustainable port.”

The annual AFLAS Awards is organised by freight and logistics publication, Asia Cargo News, to honour leading service providers in the supply chain community for demonstrating leadership as well as consistency in service quality, innovation, customer relationship management and reliability.

Winners were determined by votes cast by readers of the publication and announced on 7 September.

In July, Singapore secured the top spot once again in the Xinhua-Baltic International Shipping Centre Development Index Report.

It was the ninth consecutive year that the report – published jointly by Chinese state news agency, Xinhua, and global maritime data provider, the Baltic Exchange – ranked Singapore as the global leading maritime centre.

Source: https://www.porttechnology.org/news/singapore-named-global-premier-port/

 

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022

 


Marco Molica Colella, Senior Innovation Consultant at CiaoTech (PNO Group) looks at the autonomous shipping industry and the journey it will take to improve its sustainability

Autonomy has been in the R&D roadmaps for over a decade, and it is getting serious. Contrary to common- places, it is not a goal by itself, but it can have a terrific impact on the shipping sector’s sustainability, safety, and environmental targets. As a matter of fact, recent and famous projects like Yara Birkeland and ASKO show that environmental targets have driven investments into autonomous shipping vessels by cargo owners.

For sure, the technology behind autonomy inherently supports cost efficiency, but not only or necessarily by replacing crews: differently, it can certainly ease a part of their job. Constrained operations under human supervision can – in fact – limit risks and decrease seafarers’ labour. On the other hand, with increasing personnel in remote control centres, smaller crew accommodations can enable new designs, allowing for more cargo holds and increasing cost efficiency, supporting demand growth. In contrast, smaller vessel fleets can change logistics and improve routes between smaller ports.

Shipping infrastructure and the value-chain

Overall, a more competitive and reliable fleet can generate new seamless and resilient logistics, gaining traction against road transport and supporting the EC targets to decongest them. This may be the case as far as Inland Waterways are concerned, but there is not one business case fitting all scenarios. Looking at the infrastructure and the value-chain, autonomy eventually supports resilience, providing new instruments to withstand contingencies, from pandemics to climate crisis events.

In any case, the picture is complex, and great attention must be kept considering all instances and societal counterparts in the process. We are just at the beginning, although the first use cases are real.

First movers: an R&D stakeholders’ outline

Aiming at better, more efficient, and sustainable operations through digitalisation and automation, the autonomous ships technology perfectly merges into the smart logistics scenario, involving ports and the water transport infrastructure. The liaison between the two areas has just started to be explored. Indeed, the full development of the technology does require automatic mooring, Shore Control Centres and different sensing and telecommunication technologies “off board”. In the EU-funded project AUTOSHIP – Autonomous Shipping Initiative for European Waters, a technology-based Stakeholder Analysis has been performed based on a systematic investigation of the last year’s R&D efforts and investments. Innovators and Investors have been mapped by looking, among other sources, into national and EU funded R&D, start-ups and IP portfolios using multiple databases.

A total of 75 – EU and national – R&D Funded Projects were analysed, with a view also to CEF and TEN-T programmes. They uncovered that only a few emerging initiatives have been looking together at autonomous transport and logistics in the same picture. The R&D has been focussing on building blocks that have been studied separately.

Projects addressing autonomous vessel technology have been developed with a vibrant core in Norway and Germany: like Autoship, they have been implementing and demonstrating key enabling technologies, including sensing and remote control, while relevant regulations are under discus- sion by competent authorities. On the other hand, e-infrastructure and automation in ports have not been directly related to autonomy. Still, they are connected to the requirements that autonomy demands for developing Vessel-to-Shore interfaces.

Emerging market leaders of maritime transport

Correspondingly, by analysing the expertise of 335 involved organisations and mapping their role in the maritime transport and logistics value chain, a prominent number of Technology Providers/Developers (198 organisations) can be found, including emerging market leaders.

The next step is the definition of integrated business cases: the presence of relevant clients (e.g. cargo owners /shippers) has still been limited up to the recent past. However, this trend has rapidly been changing. With the Technology Readiness Level rising, progressively larger and more integrated projects have been developed where the autonomous technology seamlessly connects to cargo-owners, smart ports, and longer value-chains, including the “last-mile” representatives. It is highly likely that this integration will eventually provide the optimal definition of the autonomous/smart shipping market.

Knowledge is key, no matter what industry you are looking at

CIAOTECH S.r.l. is AUTOSHIP’s coordinator. We are the Italian branch of the PNO Group: Europe’s largest independent public funding and innovation consultancy with more than 30 years of hands-on expertise. In AUTOSHIP, our R&D Advisory team is involved in developing the Stakeholder and Market analyses, in a Cost-Benefit-Analysis for autonomous vessel use cases and in shaping the project business and exploitation plans, facilitating communication and outreach.

Every year, PNO supports more than 3.000 clients in their R&D processes, realising original data-driven and expert-driven analysis and creating over 300 cutting-edge R&D projects – changing the world for the better. We identify where technologies and business are heading, analysing relevant trends, highlighting the focus of innovation leaders and anticipating changes.

Source: https://www.openaccessgovernment.org/autonomous-shipping-from-autonomy-to-sustainability/143202/

 

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022

 


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