The European Commission has approved an approximately €80 million (HRK 600m) Croatian scheme to support enterprises active in the maritime, transport, travel, infrastructure and related sectors that have been severely impacted by the coronavirus outbreak. The scheme, comprising two measures, was approved under the state aid Temporary Framework.

The support will take the form of state guarantees on new loans from banks or other financial institutions. The State guarantee will cover up to 90% of the loans. The scheme aims at providing liquidity to enterprises of all sizes affected by the coronavirus outbreak, thus enabling them to continue their activities, start investments and maintain employment. The scheme is expected to support over 1,000 companies.

The Commission found that the Croatian scheme is in line with the conditions set out in the Temporary Framework. In particular, under the first measure, aid does not exceed €800,000 per company. Under the second measure, (i) the loan amount per company is limited to what is needed to cover its liquidity needs for the near future, (ii) the interest rates correspond to the minimum levels laid down in the Temporary Framework, and (iii) the guarantees and loans will be provided until the end of this year, with a maximum duration of six years.

Under both measures, aid may be granted only to companies that were not in difficulty already on 31 December 2019 but were significantly affected by the coronavirus outbreak. The measures also include safeguards to ensure that the aid is effectively channeled by the banks or other financial institutions to the beneficiaries in need. The Commission concluded that the measures are necessary, appropriate and proportionate to remedy a serious disturbance in the economy of a member state, in line with Article 107(3)(b) TFEU and the conditions of the Temporary Framework.

On this basis, the Commission approved the measures under EU state aid rules. The non-confidential version of the decision will be made available under the case number SA.57711 in the state aid register on the Commission’s competition website once any confidentiality issues have been resolved.

Source: eureporter


HAIFA, IsraelJuly 1, 2020 (NASDAQ: ESLT) (TASE: ESLT) (“Elbit Systems” or “the Company”) announced today that it was awarded a contract valued at approximately $53 million to provide and integrate intelligence suites onboard vessels of the Navy of a country in Southeast Asia. The contract will be performed over a two-year period.

Under the contract Elbit Systems will equip several vessels with suites that provide the capability to perform complex reconnaissance missions, generating an operational picture of the air, surface and underwater domains. Elbit Systems will supply and integrate comprehensive suites comprised of an array of systems from across the Company’s maritime portfolio, including: AES-212 electronic intelligence systems, NATACS naval tactical communication intelligence systems and jamming capabilities, SPECTRO XR™ electro-optical payloads, M670 hull mounted sonars, TRAPS towed reel-able active/passive sonars, underwater communication systems and combat management systems.  The program also includes maritime radars and satellite communication capabilities. In addition, the Company will provide training services.

Elad Aharonson, General Manager of Elbit Systems ISTAR Division, said: “There is growing demand for our maritime solutions. I believe that the unique combination of a diverse portfolio of operational systems and groundbreaking technological innovation enables us to effectively address the evolving needs of maritime forces.”

About Elbit Systems

Elbit Systems Ltd. is an international high technology company engaged in a wide range of defense, homeland security and commercial programs throughout the world. The Company, which includes Elbit Systems and its subsidiaries, operates in the areas of aerospace, land and naval systems, command, control, communications, computers, intelligence surveillance and reconnaissance (“C4ISR”), unmanned aircraft systems, advanced electro-optics, electro-optic space systems, EW suites, signal intelligence systems, data links and communications systems, radios, cyber-based systems and munitions. The Company also focuses on the upgrading of existing platforms, developing new technologies for defense, homeland security and commercial applications and providing a range of support services, including training and simulation systems.

This press release may contain forward–looking statements (within the meaning of Section 27A of the Securities Act of 1933, as amended, Section 21E of the Securities Exchange Act of 1934, as amended and the Israeli Securities Law, 1968) regarding Elbit Systems Ltd. and/or its subsidiaries (collectively the Company), to the extent such statements do not relate to historical or current facts. Forward-looking statements are based on management’s current expectations, estimates, projections and assumptions about future events. Forward–looking statements are made pursuant to the safe harbor provisions of the Private Securities Litigation Reform Act of 1995, as amended. These statements are not guarantees of future performance and involve certain risks, uncertainties and assumptions about the Company, which are difficult to predict, including projections of the Company’s future financial results, its anticipated growth strategies and anticipated trends in its business.  Therefore, actual future results, performance and trends may differ materially from these forward–looking statements due to a variety of factors, including, without limitation: scope and length of customer contracts; governmental regulations and approvals; changes in governmental budgeting priorities; general market, political and economic conditions in the countries in which the Company operates or sells, including Israel and the United States among others; changes in global health and macro-economic conditions; differences in anticipated and actual program performance, including the ability to perform under long-term fixed-price contracts; changes in the competitive environment; and the outcome of legal and/or regulatory proceedings.  The factors listed above are not all-inclusive, and further information is contained in Elbit Systems Ltd.’s latest annual report on Form 20-F, which is on file with the U.S. Securities and Exchange Commission. All forward–looking statements speak only as of the date of this release. Although the Company believes the expectations reflected in the forward-looking statements contained herein are reasonable, it cannot guarantee future results, level of activity, performance or achievements. Moreover, neither the Company nor any other person assumes responsibility for the accuracy and completeness of any of these forward-looking statements. The Company does not undertake to update its forward-looking statements.

Elbit Systems Ltd., its logo, brand, product, service and process names appearing in this Press Release are the trademarks or service marks of Elbit Systems Ltd. or its affiliated companies.  All other brand, product, service and process names appearing are the trademarks of their respective holders.  Reference to or use of a product, service or process other than those of Elbit Systems Ltd. does not imply recommendation, approval, affiliation or sponsorship of that product, service or process by Elbit Systems Ltd. Nothing contained herein shall be construed as conferring by implication, estoppel or otherwise any license or right under any patent, copyright, trademark or other intellectual property right of Elbit Systems Ltd. or any third party, except as expressly granted herein.

SOURCE Elbit Systems Ltd.


The European Commission has approved a €600 million Finnish aid scheme to support the maritime companies in the context of the coronavirus outbreak. The scheme was approved under the state aid Temporary Framework adopted by the Commission on 19 March 2020, as amended on 3 April and 8 May 2020.

Under the scheme, the public support will take the form of state guarantees on working capital loans. The measure will be directly operated by the Finnish State Treasury. The scheme will be accessible to those maritime operators that are essential for maintaining the security of supply to Finland during the coronavirus outbreak. The aim of the measure is to help these companies cover their immediate working capital needs, maintain employment and have sufficient liquidity to continue their activities, which are vital to safeguard maritime cargo traffic and ensure essential supplies to Finland. The Commission found that the Finnish measure is in line with the conditions set out in the Temporary Framework.

The Commission concluded that the Finnish measure is necessary, appropriate and proportionate to remedy a serious disturbance in the economy of a member state, in line with Article 107(3)(b) TFEU and the conditions set out in the Temporary Framework. On this basis, the Commission approved the measure under EU state aid rules.

Executive Vice President Margrethe Vestager, in charge of competition policy, said: “This €600m Finnish guarantee scheme will help those maritime companies that transport essential supplies to Finland and are affected by the current coronavirus crisis to cover their immediate working capital needs and continue their activities. This is the first scheme we have approved specifically designed to support the maritime sector in these difficult times. We continue to work closely with all member states to ensure that national support measures can be put in place in a timely, coordinated and effective way, in line with EU rules.”

The full press release is available online


WASHINGTONMay 29, 2020 /PRNewswire/ — Today Jennifer Carpenter, President & CEO of the American Waterways Operators, testified before the House Transportation and Infrastructure Subcommittee on Coast Guard and Maritime Transportation on the status of the U.S. maritime supply chain during the COVID-19 pandemic.

In written testimony submitted to the Subcommittee, Mrs. Carpenter framed her analysis in terms of three overarching messages:  1) the U.S. domestic maritime supply chain is resilient; 2) business continuity does not – and cannot – mean business as usual, especially where health and safety are concerned; and, 3) Congress has a vital role to play in ensuring the stability of the public policy pillars that create the foundation for the supply chain’s resilience and the nation’s recovery.

On supply chain resilience, Mrs. Carpenter emphasized that the American tugboat, towboat and barge industry is playing a key role in keeping the nation’s economy afloat, continuing to transport vital commodities and guiding ships safely into port. Mrs. Carpenter stated: “While cargo volumes in many sectors have declined due to depressed demand, mariners have continued to report to work, vessels have continued to operate, and the industry has adapted to maintain operational continuity and readiness.”

Mrs. Carpenter also observed that a critical component of maintaining operational continuity during the pandemic has been the early prioritization of crewmember health and safety: “The industry’s extensive experience with contingency planning, safety management systems and incident command structures has served it well in managing the health, safety and operational challenges posed by the pandemic. A tow on the river or an articulated tug-barge unit at sea for two to four weeks at a time is effectively a self-quarantined environment, and companies quickly put in place – and have continued to refine – procedures aimed at keeping the virus off their vessels.”

When discussing Congress’s role in supporting the maritime supply chain, Mrs. Carpenter noted there are: “…four pillars that enable the tugboat, towboat and barge industry to do the essential work it does for American shippers and the American economy. Those pillars – the Jones Act; modern, well-maintained ports and waterways infrastructure; a nationally consistent system of laws and regulations governing vessels in interstate commerce; and maritime safety – are more important than ever amid the circumstances of the COVID-19 pandemic.”

Mrs. Carpenter concluded: “The U.S. domestic maritime supply chain is resilient, and the tugboat, towboat and barge industry is well equipped to continue to serve our nation as we begin the long road to recovery from the economic disruption caused by this global public health crisis.”

Mrs. Carpenter’s full written testimony to the House Transportation and Infrastructure Subcommittee on Coast Guard and Maritime Transportation is available here.

About the American Waterways Operators

The American Waterways Operators is the national trade association representing the tugboat, towboat and barge industry, which operates on the rivers, the Great Lakes, and along the coasts and in the harbors of the United States. Barge transportation serves the nation as the safest, most environmentally friendly and most economical mode of freight transportation. www.americanwaterways.com

SOURCE American Waterways Operators

Related Links

http://www.americanwaterways.com


Recently, the third and final Air Warfare destroyer, appropriately named HMAS Sydney was commissioned into the Royal Australian Navy.

This was a very significant moment on many levels for Australia and for its allies in the Asia-Pacific region.

For this is not just about what a single Air Warfare destroyer capable of doing; it is about what it can do when operating as part of the broader maritime kill web, either to defend Australia out to its first island chain, or to contribute to a wider set of defense challenges in the region an beyond.

The Air Warfare destroyer is a key foundation for the new wave of Australian shipbuilding, one in which mission systems and integratable is a key requirement.

It is also about learning from that build process to set in motion a new approach, which I have highlighted in my report on the new build offshore patrol vessel.

In an article which I published in USNI Proceedings in 2012, I highlighted the coming of the kill web in my concept of the long reach of Aegis. The ADF in embracing the fifth-generation revolution and the opportunity to reshape the ADF along the lines of an integratable force, views the coming of the Air Warfare Destroyer not simply in terms of a powerful new platform for the Navy, but as a contribution to the integrated distributed force.

As RAAF Air Vice Marshal Chipman, now the Australian Military Representative to NATO and the European Union put it earlier in an interview:

“We need to have broad enough of a perspective so that we can drive programs towards joint outcomes.

“For example, it will be crucial to bring E-7, with F-35 and air warfare destroyers into a common decision-making space so that we can realise built in capabilities for integrated air and missile defense.”

“And that needs to be informed by shaping a common perspective with the USN and USAF as well.

Source: https://sldinfo.com/2020/05/the-coming-of-the-air-warfare-destroyer-to-australia-a-key-maritime-kill-web-building-block/


LONDON/WASHINGTON — Ship owners and insurers say it may be impossible for the maritime industry to fully comply with the Trump administration’s new guidelines on how to avoid sanctions penalties related to Iran, North Korea and Syria, raising the risk of disruptions in a sector already struggling with the fallout of the coronavirus outbreak.

The advisory issued this month marked the first U.S. sanctions guidance for the global maritime sector, and will test Washington’s ability to clamp down on violations without disrupting an industry that handles 90% of the world’s trade.

The final version of the U.S. guidance, written after feedback from maritime professionals, asks for enhanced data-sharing between the shipping industry and U.S. authorities, constant location tracking of vessels, and industry-led investigations into suspicious activity.

A U.S. State Department official told Reuters the advisory contained “recommended best practices,” not hard requirements.

A second State Department official said the administration hopes the guidance improves the industry’s self-monitoring to help the industry avoid violating sanctions.

“There are parts in there that we can’t do,” said Mike Salthouse, chairman of the sanctions sub-committee with the International Group association, which represents companies that insure about 90 percent of the world’s commercial shipping.

He said that, while the industry welcomed the opportunity to consult on the guidance, the advisory’s data-sharing suggestions, for example, will bump up against European privacy laws: “We can’t share information about members we have ceased to insure on the basis of a suspicion of breaking sanctions because that contravenes competition law.”

“We are also constrained in relation to sharing personal data by the GDPR,” Salthouse added, referring to the European Union’s General Data Protection Regulation.

U.S. guidelines seeking constant location monitoring of ships, and investigations by insurers of gaps in that tracking, may also prove difficult, industry officials said. The advisory notes that weather often interferes with AIS transponders, and ship captains should have the discretion to go dark to avoid pirates or militants on the high seas.

“Importantly, a signal not received is not the same as a signal not sent,” said Neil Roberts, head of marine underwriting at the Lloyd’s Market Association, which represents the interests of all underwriting businesses in London’s Lloyd’s insurance market.

He added that it was “not commercially practical for insurers to track ships 24/7.”

Michele White, general counsel with oil tanker association INTERTANKO, said the U.S. advisory’s recommendations would be used as the new expected standard.

“This is asking private marine sector entitles effectively to do the enforcers’ job, whilst at the same time opening itself up to potential sanctions breach,” she said.

Since the election of President Donald Trump, the United States has ratcheted up its pressure on adversaries like OPEC-members Iran and Venezuela by imposing tighter U.S. sanctions meant to choke off their economic lifelines, and it has promised stricter enforcement.

In one example of increasing U.S. attempts to micro-manage the sanctions, Brian Hook, the State Department’s top official on Iran, last year sent emails to the captain of an Iranian tanker that was suspected to be en route to Syria, asking him to steer the tanker to a country that would impound it on behalf of Washington.

The uncertainty around the maritime guidance heaps pressure on shipping companies that are already dealing with global restrictions due to the coronavirus. Some crews have been stuck at sea for weeks and companies are facing financial trouble, as demand to transport non-essential items has slowed.   

(Editing by Richard Valdmanis and Marguerita Choy)


WASHINGTONMay 29, 2020 /PRNewswire/ — Today Jennifer Carpenter, President & CEO of the American Waterways Operators, testified before the House Transportation and Infrastructure Subcommittee on Coast Guard and Maritime Transportation on the status of the U.S. maritime supply chain during the COVID-19 pandemic.

In written testimony submitted to the Subcommittee, Mrs. Carpenter framed her analysis in terms of three overarching messages:  1) the U.S. domestic maritime supply chain is resilient; 2) business continuity does not – and cannot – mean business as usual, especially where health and safety are concerned; and, 3) Congress has a vital role to play in ensuring the stability of the public policy pillars that create the foundation for the supply chain’s resilience and the nation’s recovery.

On supply chain resilience, Mrs. Carpenter emphasized that the American tugboat, towboat and barge industry is playing a key role in keeping the nation’s economy afloat, continuing to transport vital commodities and guiding ships safely into port. Mrs. Carpenter stated: “While cargo volumes in many sectors have declined due to depressed demand, mariners have continued to report to work, vessels have continued to operate, and the industry has adapted to maintain operational continuity and readiness.”

Mrs. Carpenter also observed that a critical component of maintaining operational continuity during the pandemic has been the early prioritization of crewmember health and safety: “The industry’s extensive experience with contingency planning, safety management systems and incident command structures has served it well in managing the health, safety and operational challenges posed by the pandemic. A tow on the river or an articulated tug-barge unit at sea for two to four weeks at a time is effectively a self-quarantined environment, and companies quickly put in place – and have continued to refine – procedures aimed at keeping the virus off their vessels.”

When discussing Congress’s role in supporting the maritime supply chain, Mrs. Carpenter noted there are: “…four pillars that enable the tugboat, towboat and barge industry to do the essential work it does for American shippers and the American economy. Those pillars – the Jones Act; modern, well-maintained ports and waterways infrastructure; a nationally consistent system of laws and regulations governing vessels in interstate commerce; and maritime safety – are more important than ever amid the circumstances of the COVID-19 pandemic.”

Mrs. Carpenter concluded: “The U.S. domestic maritime supply chain is resilient, and the tugboat, towboat and barge industry is well equipped to continue to serve our nation as we begin the long road to recovery from the economic disruption caused by this global public health crisis.”

Mrs. Carpenter’s full written testimony to the House Transportation and Infrastructure Subcommittee on Coast Guard and Maritime Transportation is available here.

About the American Waterways Operators

The American Waterways Operators is the national trade association representing the tugboat, towboat and barge industry, which operates on the rivers, the Great Lakes, and along the coasts and in the harbors of the United States. Barge transportation serves the nation as the safest, most environmentally friendly and most economical mode of freight transportation. www.americanwaterways.com

SOURCE American Waterways Operators


On the 23rd May 2020, the Ports and Yachting Directorate within the Authority for Transport in Malta (the Maltese Port Authorities) published Port Notice 09/2020 entitled COVID-19 Temporary Precautionary Measures – Framework of Protocol for Conducting Maritime Support Services. This Notice is further to Port Notice 06/2020, which was previously issued by the Authorities on the 26th March 2020.

Port Notice 09/2020 was issued by the Maltese Port Authorities following consultation with the Port Health Office. It creates a framework of protocols that must be respected when maritime services providers in Malta are engaged to conduct various maritime support services.

Ships, yachts and all other vessels intending to obtain services in Maltese waters or within ports and harbours must seek prior port clearance. If cleared, vessels will be required to follow the protocols established in the said Port Notice.

Interestingly, the previous blanket ban on all yachts from entering Malta has been lifted. Yachts requesting permission to enter Maltese waters for services and ships requesting to enter Malta to carry out maintenance will be considered on a case-by-case basis. If and when approved, protocols and other conditions that must be followed by the vessels will then be communicated to the local agents by the Port Health Office.

The Notice also provides for an exemption to the otherwise applicable travel ban in cases of crew repatriation and likewise in cases of “ship operations”.  Requests will be referred to the Superintendent of Public Health for consideration and will be dealt with on a case-by-case basis. If approved, protocols and other conditions that must be followed will be communicated by the Port Health Office.

For further information kindly contact Dr Jotham Scerri-Diacono and Dr Jan Rossi.

Originally published 25 May 2020

The content of this article is intended to provide a general guide to the subject matter. Specialist advice should be sought about your specific circumstances.


Since the EU General Data Protection Regulation became effective May 25, 2018, most American companies have been inundated with contract addenda from vendors, customers and just about everyone else with whom they do business, intended to respond to the privacy requirements of the GDPR. Many proposed addenda include requirements to include standard contractual clauses or similarly purposed documents, such as binding corporate rules. Should American companies without significant EU-based assets sign these addenda?

The answer may well be “no.” The reason is the Uniform Foreign Country Money Judgments Recognition Act.

Liability exposures under GDPR

Most discussion of financial remedies for “infringement” of the GDPR highlights the attention-getting maximum of “administrative fines” provided in Article 83. These fines, when levied, are issued by an EU supervisory authority, as established by each member state.

Less discussed is the potential for claims by data subjects themselves as set out in Articles 79, 80 and 82. These articles contemplate proceedings in whichever nation the data subject resides, as well as potentially allowing for collective actions, bundling of groups of similar individual claims. And while the administrative fines established in Article 83 are capped (even though that cap is massively high), there is no cap on damages for data subjects.

So, faced with such exposures, should an American company with no EU-based assets nevertheless hire an EU attorney in the forum state to defend against a complaint filed by either a supervisory authority or data subject?

UFCMJRA

If either an administrative fine or a damages judgment is entered by an EU tribunal against an American company with no assets based in the EU, the complainant would have to seek recognition of the EU judgment in a U.S. court and then enforcement of that judgment against the U.S.-based assets of the American company.

The U.S. is not a party to any international treaty on the subject of recognition of foreign country judgments. Congress has, to date, enacted no federal statute on this subject. The only applicable body of U.S. law is that applied by U.S. states.

The Uniform Law Commission proposed a comprehensive scheme in 2005, the UFCMJRA, including specific provisions for recognition of foreign country judgments. Per the ULC’s website, 24 states plus the District of Columbia, have enacted the 2005 version, and it is pending in three additional state legislatures as of this writing. As to those states that have not enacted the 2005 version, the common law is likely to vary but will generally follow the principles set out in the UFCMJRA.

The UFCMJRA provides that the act does not apply at all to, among other things, “a fine or other penalty.”  Thus, a strong argument can be made that EU-entered administrative fines will not be recognized — and therefore cannot be enforced — in the U.S.

Section 4 sets out exceptions in which a court “may not” recognize a judgment and where a court “need not” do so — the first being mandatory and the second being discretionary.

In the “may not” category are lack of due process of law, lack of personal jurisdiction over the defendant and lack of jurisdiction over the subject matter. Most disputes will most likely arise under dealing with personal jurisdiction.

The “need not” provisions include eight categories. Most important for present purposes is “in the case of jurisdiction based solely on personal service, the foreign court was a seriously inconvenient forum for the trial of the action.” It is difficult to imagine a more “seriously inconvenient forum” for an American company than a forum separated by an ocean.

Unless a representative of an American company happens to be in the member state and served with process while there, the American company is likely not subject to personal jurisdiction of the EU tribunal — and therefore a foreign money judgment against that company would likely not be recognizable by a U.S. court under the UFCMJRA — unless it has performed specific other actions specified in Section 5. And this is where the intersection with SCCs and BCRs occurs.

While the UFCMJRA describes actions that submit to personal jurisdiction similar to those applied by U.S. courts for general or specific jurisdiction, more relevant to the current discussion are Sections 5(a)(2) (defendant voluntarily appeared other than to protect seized property or to contest jurisdiction) and 5(a)(3) (defendant agreed to submit to jurisdiction before commencement of the proceeding).

Section 5(a)(2) presents a partial answer to the question of whether an American company without EU-based assets should hire an EU attorney and contest the merits of a GDPR claim. There may be good reasons to do so under certain circumstances, but companies should only do so in recognition that by voluntarily appearing, they have likely waived some important potential defenses to the recognition of any judgment rendered by the EU tribunal by U.S. courts.

Section 5(a)(3), however, is more insidious. Unsuspecting companies may waive jurisdictional defenses to U.S. recognition of EU judgments without even realizing it until it is too late.

Potential impact of SCCs on UFCMJRA defenses

The purpose of SCCs, BCRs and other similar GDPR-contemplated documents is to comply with the GDPR requirements for cross-border transfers of personal data, for countries (like the U.S.) that have not been certified by the EU as “adequate jurisdictions.”

As the name implies, SCCs are “standard” — not subject to negotiation and must be accepted as is. The same is true for BCRs.

Both SCCs and BCRs include provisions that expressly allow data subjects to enforce GDPR against data exporters. They include provisions by which the data exporter agrees that persons who suffer damages are “entitled to receive compensation from the data exporter” and agree to the jurisdiction of a tribunal of the member state where the data exporter “is established,” governed by the laws of the member state.

Thus, an American company that is not otherwise subject to EU personal jurisdiction and therefore has potential grounds for contesting recognition of an EU judgment by a U.S. court risks losing that defense under Section 5(a)(3) of the UFCMJRA if it agrees to SCCs or BCRs, thereby agreeing to jurisdiction of the EU tribunal.

Many small- to mid-sized American businesses sell only within the U.S. but nonetheless communicate with (and thereby collect personal information about) foreign individuals in a myriad of contexts. Websites know no borders, and many U.S.-based companies interact with EU counterparts even as they have no EU-based assets.

And even if an American company does not itself have any contacts with EU individuals, many of the companies with which it does business may themselves have EU connections.

It is in this context that digital privacy addenda and similarly named contract documents are being received daily by most companies from vendors, customers and others whose own inside or outside counsel have devised contract forms designed to meet GDPR (and now, California Consumer Privacy Act) requirements. Wisdom suggests, however, that companies should think twice before agreeing to these contract provisions.

Photo by Leon Seibert on Unsplash0

Source: https://iapp.org/news/a/how-u-s-companies-without-eu-assets-should-approach-business-contracts/


Digitalisation and modern technologies have rapidly changed the maritime sector in recent years. That is why European maritime professionals, both at sea and ashore, need more digital and soft skills to stay ahead of the industry. This was concluded from research by SkillSea.

The research report, written by experts from the Norwegian University of Science & Technology (NTNU) and Liverpool John Moores University in the UK, and with the assistance of other SkillSea partners, examined the main trends in the shipping sector: education, technological developments, such as autonomous vessels and clean energy, collaboration between clusters and digitisation.

The report shows that more training should be given in sustainability, greening and digitisation. Future seafarers also need to develop soft skills in leadership and management. In addition, there is a need for transition programmes that make the shift from working at sea to working on shore easier.

Finally, the researchers recommend that the STCW training (the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers) be extended to include maritime law, corporate finance, autonomous shipping and other new technology-based skills.

This research was conducted before the Covid-19 crisis and its lockdowns hit Europe. The crisis however, does not affect the conclusions of this report, yet according to SkillSea the Covid-19 situation makes the conclusions of the report even more relevant.

The full report can be found on the SkillSea website.


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