Research is continuing to expand on the potential of fuel cells to meet the power challenges for the next generation of ocean shipping. In the latest development, German battery technology company Freudenberg e-Power Systems received type approval from classification society RINA for the first methanol-powered fuel cell system, an application which the company believes could be the solution for large vessels, such as cruise ships and containerships, that sail long distances. The new fuel cells build on work with hydrogen fuel cells that are currently being applied for limited applications on cruise ships as well as others such as offshore support vessels.

Freudenberg developed an innovative approach to using methanol that combines highly efficient fuel reforming technology with a long-life PEM fuel cell in a modular, scalable system unit. It generates hydrogen via steam reforming, which then reacts with oxygen from the air in the fuel cell to produce the electrical energy needed for both propulsion and the ship’s electrical system. The heat required for the reformer can be obtained directly from the waste heat of the fuel cells. The fuel cell stack, reformer, and control electronics as well as all components for media supply are located in a prefabricated, modular unit.

The company points out that hydrogen is not practical for cruise ships, tankers, or containerships, that require route flexibility and often operate voyages of more than 5,000 nautical miles. While fuel cells have advantages due to their high efficiency and low maintenance requirements, Freudenberg says that due to its low volumetric energy density hydrogen as a direct energy storage medium is not practical because of the volume and the huge hydrogen tanks in a cryogenic or highly compressed state that would be required. Additionally, purely battery-electric solutions have high weight and space requirements.

Methanol they highlight is a simple alcohol that is liquid under normal ambient conditions and has around three times the volumetric energy density of liquefied hydrogen. The safety of their approach Freudenberg says is demonstrated in RINA’s Type Approval while using the chemical process they believe creates an economic alternative for ocean shipping.

“Achieving Type Approval represents an important milestone for the maritime industry,” said Dr. Manfred Stefener, Managing Director of Freudenberg Fuel Cell e-Power Systems. “This lays the foundations for fuel cell systems to be used on a megawatt-scale on cruise ships and the international ocean fleet. The marine energy systems of the future will be safe and highly efficient thanks to fuel cell technology.”

Freudenberg is currently working with a project consortium focusing on passenger shipping that includes Carnival Maritime (AIDA Cruises), Meyer Werft, as well as Lürssen Werft, besecke, DLR, EPEA, and the classification society DNV GL.

Meyer Werft is currently building the Silver Nova, which will be equipped with the world’s largest fuel cell system on a cruise ship. The 54,700 gross ton ship is due to enter service in July 2023 and will be able to run its hotel operations on the fuel cell without power from the combustion engines. Meyer Werft and Freudenberg are also working together on the Pa-X-ell2 research project, in which a fuel cell system is being retrofitted on board the Carnival Corporation’s AIDAnova. The companies are also planning further cooperation, not only on newbuildings but also on existing ships. Meyer Neptun Engineering is developing retrofit solutions and will work closely with Freudenberg to advance joint development for future power solutions.
Source: https://www.maritime-executive.com/article/first-methanol-powered-fuel-cell-system-approved-by-rina

 

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

 


On Sunday, a Danish sail training ship sustained minor damage in an allision with the littoral combat ship USS Minneapolis-Saint Paul at a pier in Baltimore, Maryland.According to local media, the Danish training ship Danmark was under tow by two tugs when she struck some pilings alongside the pier. The Danmark then carried on and made contact with the hull of the Minneapolis-Saint Paul. 

“No U.S. Navy personnel were injured and no serious damage sustained onboard USS Minneapolis St. Paul (LCS 21),” a Navy spokesperson said in a statement.

The Navy said that the casualty was part of an otherwise “fantastic” fleet week in Baltimore.

A video of the scene shows that a boom on the stern of the sailing ship contacted the lifelines on the Minneapolis-Saint Paul’s bow, breaking several. An aerial photo provided by a bystander appears to show that the sailing ship’s stern made contact with the LCS’ stem as well.

Baltimore’s fleet week has proceeded as planned in other respects. The event includes ship tours, flyovers, displays, and Fleet Week festivals at multiple locations throughout Baltimore. The event continues through Tuesday.

Other vessels in port for fleet week include the amphib USS Carter Hall, fast transport USNS Newport, Royal Canadian Navy patrol vessel HMCS Moncton, and the U.S. Coast Guard cutter USCGC James Rankin. More than 2,300 servicemembers are expected to participate.

Danmark is a classic 1933-built full-rigged sail training ship operated by the Danish Maritime Authority. She operates with a student crew of 80 and serves as a training platform and as an overseas ambassador for Danish maritime.

USS Minneapolis-Saint Paul is the most recently-delivered vessel in the ill-starred Freedom-class series of littoral combat ships. She is one of six Freedom LCS hulls not listed for early retirement.

Source: https://www.maritime-executive.com/article/danish-sail-training-ship-strikes-a-u-s-navy-lcs-at-baltimore-pier

 

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


Aurelia Green Ship Concept Design has unveiled a new design with 100% hydrogen propulsion, which challenges the future of the green design business. The Certificate of Approval in Principle has been issued by RINA based on the newly published RINA Rules for Hydrogen Fuelled Ships and the RINA Guide for the Approval in Principle of Novel Technologies.

The new design concept is the ACD01 1000, a RORO vessel for transporting ro-ro cargo, with electric propulsion using highly compressed H2 as fuel. Beyond the green design, the difference is marked by the ship’s hydrogen-based engine system, which can be applied to other ship designs.

The fuel used to operate the vessel is 100% compressed hydrogen which generates no environmentally harmful emissions with a design which can be considered as zero emission not only in port, but also during navigation. The hybrid propulsion is based on battery and fuel cell power modules and it is not supported by internal combustion engines supplied by petroleum-based conventional fuels. The batteries are used as an energy storage source to supply power for the hotel load too.

Ton Bos, partner, and co-founder of Aurelia commented: “The world of zero emissions is a pioneering world open to new opportunities, which to some extent reminds me of the first operations in the heavy lift sector, where there was also no experience yet. In this sense, the cooperation with RINA is a strong signal that the maritime world is ready to work together for clean shipping.”

“This cooperation gives us the opportunity to tune the recently published rules for Hydrogen, to focus on new technical challenges as well to verify the technology readiness level of the components and systems used for the storage, supply and bunkering of hydrogen. The commitment of the persons involved is high and this will bring realistic achievements”, said Patrizio Di Francesco, EMEA Special Projects Manager at RINA.

Furthermore, this new design complies well beyond the limits settled by EEDI Phase 3 according to MEPC.203(62), the ballast water treatment plant is in accordance with the latest amendments of the International Ballast Water Management Convention and the hull is designed to ensure excellent hydrodynamic and maximum propeller efficiency.

“This new design for a compressed hydrogen RORO is part of a long-term cooperation between Aurelia and RINA in which we will develop liquefied hydrogen propulsion system that could be used for heavy lift, cruise and Ro-Pax vessels. This cooperation with RINA will ensure that the design of renewable ships becomes a reality and does not remain a distant dream. From Aurelia we are synergising with RINA to achieve this out of the box design concept, we think big, we think about the future, we think about safety and our planet,” said Raffaele Frontera, founding partner of Aurelia Green Concept Design.

Source: https://www.marasinews.com/environment/aurelia%E2%80%99s-100-hydrogen-powered-design-awarded-rina-approval

 

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

 


Evidence indicates that the world’s ports are returning to pre-pandemic levels. During the first 11 months of 2021, the value of US international freight increased by more than 22% (PDF) compared with the same 11 months in 2020. More freight means more ships docking at port. And not only are more ships docking, but their dwell times are increasing as well. The average container vessel dwell time at the top 25 US container ports was estimated at 28.1 hours in 2020. In the first half of 2021, average container vessel dwell times increased to 31.5 hours.

While this increase in activity is undoubtedly welcome, more docked ships bring a new challenge. The longer a ship is docked, the more vulnerable the port is to a cyberattack.

The Cyber-Risk to Ships

The maritime industry is especially vulnerable to cyber incidents. There are multiple stakeholders involved in the operation and chartering of a ship, which often results in a lack of accountability for the IT and OT system infrastructure and the ship’s networks. The systems may rely on outdated operating systems that are no longer supported and cannot be patched or run antivirus checks.

Going forward, this threat is expected to increase. Critical ship infrastructure related to navigation, power, and cargo management has become increasingly digitized and reliant on the Internet to perform a broad range of legitimate activities. The growing use of the Industrial Internet of Things (IIoT) will increase the ships’ attack surface.

Common ship-based cyber vulnerabilities include the following:

  • Obsolete and unsupported operating systems
  • Unpatched system software
  • Outdated or missing antivirus software and protection from malware
  • Unsecured shipboard computer networks
  • Critical infrastructure continuously connected with the shore side
  • Inadequate access controls for third parties including contractors and service providers
  • Inadequately trained and/or skilled staff on cyber-risks

Troubled Waters?

Maritime cybersecurity has become a significant issue affecting ports around the world. According to the firm Naval Dome, cyberattacks on maritime transport increased by 400% in 2020. Cybersecurity risks are especially problematic to ports around the globe since docked ships regularly interact digitally with shore-based operations and service providers. This digital interaction includes the regular sending of shipping documents via email or uploading documents via online portals or other communications with marine terminals, stevedores, and port authorities.

Source: https://urgentcomm.com/2022/09/12/why-ports-are-at-risk-of-cyberattacks/

 

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 September, government experts on the health of plants and crops will gather in London for the first ever International Conference on Plant Health. This high-level meeting organized by the secretariat of the UN’s International Plant Protection Convention (IPPC) and hosted by the UK government will review the state of the world’s natural and agricultural plant resources, and what can be done to protect and enhance them.

Given the combined pressures of climate change, water shortages, destructive pests and disease the conference could make for a sobering experience.

In the two days preceding the conference, and in the same London venue, a smaller, and even more specialized group consisting of international trade bodies, shipping industry representatives and national plant protection and bio-security agencies will meet to review one of the many ways that invasive and destructive pests can pass from one country to another – by ‘hitch-hiking’ a ride in, or on, any of the 240 million freight container shipments that are made by sea every year.

The International Workshop on Reducing the Introduction of Pests Through the Sea Container Pathway (19-20th September) will be a wake-up call to all parties involved in international container shipping and logistics.

Pest impacts

The threat to a nation’s food supply or its agricultural industries may not be obvious just because a few insects find their way into a forty-foot steel container. But history is littered with examples of how highly destructive pests have entered a country’s ecosystem through imported goods or packaging, and wreaked devastation on native plant species.

The Great Potato Blight, that caused famine and mass migration from Ireland in the 1840s, is thought to have been caused by the import of the pest responsible from Central America to Europe aboard the sailing ships of the day. In the 20th century, large numbers of trees in the US and Europe were lost to disease and pests thought to have been unknowingly imported as international trade spread.

Contamination is not just confined to ‘dirty’ cargoes. Last year, Australian authorities reported the detection of live pests in a consignment of baby clothes and equipment intercepted at the border. The UK government has related how a colony of invasive wasps found their way to the country having nested in the radiator grill of a brand new (and very expensive) motor car, being delivered to a showroom.

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 IPPC to tackle this issue for several years and the London workshop has been convened to consider options for regulating the cleanliness of sea containers and setting standards for preventing their contamination by invasive pests.

Shippers will be familiar with ISPM-15, the IPPC’s existing standards for the pre-treatment and marking of timber used to block and brace cargoes in containers or used to make pallets and other packaging for transport. Could a similar International Standard for Phytosanitary Measure for the cleanliness of intermodal containers be in prospect?

Unilateral action

Several countries have already taken unilateral action to protect their native plant species against specific pests. Last year the Australian government introduced new requirements for the pre-treatment of containers imported from listed countries and carrying specific cargoes to protect against the introduction of the Khapra Beetle, a small insect that could devastate the country’s cereal grain crop were it to become established.

These rules supplemented existing measures to protect against introduction of the Brown Marmorated Stink Bug, a creature with effects as unpleasant as its name suggests! Failure to comply with these requirements will almost certainly result in a container being denied entry at the Australian border and possibly re-exported, ultimately at the shipper’s expense.

New Zealand has similar measures and there are controls too to protect against different pests that threaten other countries. Canada and the US are concerned about threats to their forests and their wheat crops; Fire Ants are a big threat to native species in Japan.

This is a live issue (in some senses literally!) and under active review by governments around the world. The possibility of new international mandatory measures on container cleanliness should command the attention of shippers everywhere.

Global developments

The Global Shippers Forum (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-contaminated containers and cargoes. That Task Force reported at the end of 2021 and 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 and further disrupt world trade. GSF was clear in its opposition to 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.

The work of developing any new measures will be taken forward by a CPM Focus Group, which will have the authority to make recommendations to its parent body, the Commission for Phytosanitary Measures (CPM). This month’s workshop in London will develop key ideas for the Focus Group to pursue. GSF is speaking at the event and will be ensuring shippers’ interests are represented and the scope and limits of responsibilities clearly defined.

GSF will also be represented on an industry advisory body that will be advising the new CPM Focus Group on the practicality and effectiveness of any new regulatory measures it may propose. GSF will also be making the case for a significant increase in the publicity given to this threat within the industry.

Pest contamination is an unintended consequence of international trade and awareness of its risks and consequences is relatively low. Much could be gained in a short time by raising awareness of the issue in the industry and the relatively simple ways of preventing it.

Not that there is any shortage of advice and guidance on how to pack containers safely and to keep them clear of invasive pests. The Code of Practice for Packing Cargo Transport Units (the CTU Code), a publication of three UN trade and transport organizations is the authoritative guide to container packing that all shippers and packers should be aware of, and familiar with.

The IPPC has also acknowledged the work done by the Cargo Integrity Group, a partnership of seven global trade and shipping organizations, including GSF, to develop a ‘Quick Guide’ to the provisions of the CTU Code. This included a ‘Container Packing Checklist’ of 34 questions about the manner of packing and securing of goods that should be answered affirmatively by the packer prior to dispatch of the container to a shipping line.

Simple nudges

Shippers should not wait to be confronted with new regulations before responding to this issue. Whether you are a buyer or a seller of goods, the standards of care with which they are packed into the containers that will transport them should be a core part of your quality checks and specifications to suppliers or contractors.

Is the risk of accidental contamination by pests understood? Are the recommended precautions taken during the packing and storage of the container?  Have staff been trained in what to look out for and what to do if they find evidence of infestation or contamination? Simple nudges could make a big difference.

Hitch-hiking in cargoes is not the only way invasive pests can move between countries. The containers themselves and the conditions under which they are stored in ports and by shipping lines are also crucial to preventing their contamination.

The efforts of shippers to avoid contamination during packing will be wasted if the empty container supplied to them is already infested, or dispatched containers are stored under the wrong conditions awaiting shipment. Container cleanliness is an industry-wide issue and responsibility.

Fewer than one percent of alien species that enter a country are thought to become invasive but where this has happened the effects on economies, landscapes and peoples’ lives has been traumatic and permanent.

Containers can become contaminated at any point in their journeys by sea but keeping bugs out of the boxes as they are packed is a responsibility that shippers and packers are likely to become more accountable for in the future.

Source: https://maritimefairtrade.org/pest-attacks-cleanliness-of-freight-containers-matters/

 

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

 


U.S. Congressman Alan Lowenthal (CA-47) and Edie Chang, Deputy Executive Officer of Planning, Freight & Toxics Division at the California Air Resources Board spoke at a Community Town Hall moderated by Joe Lyou, president and CEO of the Coalition for Clean Air. The event was hosted by Pacific Environment and Long Beach Alliance for Children with Asthma August 31 evening.

Rep. Lowenthal represents the Port of Long Beach – one of the nation’s busiest cargo ports, and an area that is facing extreme pollution from fossil fuel ships.  At the Town Hall, community members shared heartbreaking stories about how ship pollution has affected their family and communities in profound and irreversible ways.

The policymakers demanded an end to ocean shipping pollution in ports and at sea.

Congressman Lowenthal said, “Since my earliest days of public service on the Long Beach City Council three decades ago, I have worked to clean up the maritime industry. This session of Congress, I introduced a bill to clean up the massive emissions generated from the maritime shipping industry.

“We must all work together towards zeroing out pollution from all ocean shipping companies that do business with the U.S. for our children, our community, and our environment.”

CARB Deputy Executive Officer Edie Chang said “We are vigorously attacking every source of harmful pollution from the transportation of freight that impacts the health of port-adjacent communities.  This includes requiring ships in California waters to use clean-burning fuel, and plugging those ships into the grid – and turning off their engines – while they’re loading and unloading.

“We recently updated our standards for harbor craft from ferries to tugboats so they use the very cleanest engines.  We are proposing regulations to require that trucks transporting containers in and out of ports shift rapidly to zero-emissions.

“And we are continuing to push for tougher federal new engine standards for locomotives to complement our proposed regulations to address sources of pollution like interstate locomotives that California must have in order clean the air especially near port-adjacent communities that are already burdened by high levels of air pollution.”

In July, Rep. Lowenthal introduced the Clean Shipping Act, aimed at zeroing out pollution from all ocean shipping companies that do business with the U.S. This legislation will protect the health of port communities, address environmental injustice and provide solutions to the climate crisis. Through the Inflation Reduction Act, Democrats secured billions of dollars that would help fund the zero-emission transition at the ports.

Antonio Santos, Federal Climate Policy Director, Pacific Environment, said: “We are on the cusp of market changes for zero-emission shipping. But we face a climate crisis, and it’s incumbent on federal, state, and local governments to put into place policies and investments to help accelerate the process.

“For far too long, port communities have suffered the burden of maritime pollution, and it’s time to right the ship. We need Congress to act and pass the Clean Shipping Act of 2022 to end dirty fossil-fueled shipping in our oceans and ports.”

In June, the City of Long Beach joined the City of Los Angeles in calling on the San Pedro Port Complex’s top maritime importers to commit to making all calls on 100% zero-emission ships by 2030.

“We are seeing strong momentum at various levels of government for zero-emission ocean shipping this decade, including recent resolutions from the City of Long Beach and Los Angeles and the Inflation Reduction Act’s $3 billion for reducing air pollution at ports,” said Dawny’all Heydari, Lead for the Ship It Zero campaign, Pacific Environment.

“Emissions from ocean cargo ships pose serious risks to public health, including death from cancer and cardiovascular disease, as well as childhood asthma. This is most especially detrimental to portside working-class Black and Brown communities, including West Long Beach, Wilmington, and San Pedro.

“We applaud the leadership of Rep. Lowenthal, the California Air Resources Board, and city councils for taking action at such a critical time for climate change, and we will continue to demand an end to ship pollution this decade.”

The Port of Long Beach also joined the Ports of Los Angeles and Shanghai and C40 Cities’ Green Ports Forum to create the world’s first transpacific green shipping corridor between ports in the United States and China.

“We’re not going to solve our climate crisis or our air pollution problems without addressing emissions from ships,” said Joe Lyou, President and CEO of Coalition for Clean Air and moderator of the event.

“This town hall gives us an opportunity to get going in the right direction. We will talk about the problems, the solutions, and the concrete next steps we can all take to reduce and eventually eliminate greenhouse gas and air pollution emissions from ships.”

Source: https://maritimefairtrade.org/u-s-policymakers-demand-end-to-ocean-shipping-pollution/

 

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

 


Manoeuvring is the ability of a vessel to turn towards the port or starboard side using the steerage force stemming from the turning of the rudder aft based on diverse requirements.

These requirements can be anything like maintaining or changing its desired course of travel, trying to steer clear of an obstruction underway, or approaching a port or dock.

Manoeuvring is a broad topic in naval architecture or vessel sciences and has been a matter of serious discussion and research for years. Many of us are also aware of the manoeuvring trials that take place to assess the turning abilities of a vessel.

Before discussing the pivot point of a vessel, it is crucial to revisit a ship’s ‘turning circle’ manoeuvre briefly.

A turning circle manoeuvre is when the vessel constantly turns towards a particular direction such that it completes or tends to complete a full circle after some time and returns to its origin or starting point.

This is a common aspect of transportation, starting from vehicles like cars or two-wheelers. Similarly, a turning circle is achieved for vessels by simply applying the constant rudder moment towards a particular side.

For example, by applying the rudder angle towards the port side, a vessel turns leftwards and essentially tends to complete a turning circle in an ‘anticlockwise sense.’ Likewise, by applying a rudder angle towards the starboard, the vessel tends to achieve a turning circle in a ‘clockwise sense.’

turning circle

Simply put, a turning circle is nothing but a vessel turning in a particular direction. The constant turning moment from the rudder is applied for a fair amount of time to develop a motion in a circular trajectory or path.

Hence, we can all say that when a vessel turns towards a particular side, even for less time, it marks the beginning of the turning circle phenomena. The turning tendency is stopped whenever the rudder is re-aligned, and the vessel re-orients itself to the new direction or course.

Other kinds of nuances and physical phenomena are involved in this. For instance, for a starboard turn, during some initial moments, the vessel tends to drift slightly towards the port side before re-orienting towards the intended starboard direction and vice-versa. This is due to the interplay of some hydrodynamic phenomena.

Moving back to the physics of turning, there are essentially three phases of turning:

phases of turning - Pivot Point - 1

i) The first, where the rudder force is applied, the vessel tends to initially drift towards the other side and finally attains an equilibrium of forces and moments involved in turning towards the desired course.

ii) the second phase, where the vessel is at 90 degrees from its original direction of heading, and the moments from the induced one of the rudder and the hull are in a state of mutual equilibrium. During this stage, the centrifugal force also comes into action, keeping the vessel oriented towards the geometric centre of the circle it traces or tends to trace.

iii) In The third phase, where a steady state is achieved, the trajectory becomes fixed with a constant radius, and all external forces become virtually non-existent, with the hull moment becoming the dominant one exceeding the induced moment of the rudder.

Now, whenever a vessel is in a state of turn, irrespective of whether it completes a turning circle, the turning takes about a point of action. As we know from the physics of rotation, all bodies in a state of rotatory motion turn about to a fixed point within the geometric limits of the body.

What is a pivot point of a vessel?

This is the same for vessels, where during stages of turning, the vessel’s turning moment acts about a definitive point of action, which lies on its centre-line, somewhat towards the fore-end or aft end. This kinematic point of action is known as the pivot point of a vessel

In simple words, it can also be imagined as the point of rotation of a vessel. Now, since the hull is never a regular-shaped body, this pivot point is never the same as the Centre of Gravity, or C.G of the vessel, about which we have dealt with so much in the entire field of naval architecture or marine sciences.

Neither is it related to the Centre of Flotation or Centre of Buoyancy, which is related to the disposition of the vessel on the water surface and the overall hydrostatics associated with the hull.

However, the pivot point is more of a hydrodynamic parameter. The pivot point’s position primarily depends on the hull form, the speed, and the direction of the vessel’s motion. Though different, it is up to some extent on these mentioned points as well, the correlation being beyond the scope of this article.

Though we mentioned just a while back that it is a ‘fixed’ point, the fixity is only relevant for a particular scenario, and the location of this point may change again for a different speed-motion scenario.

For example, for all practical purposes, this point is located between 1/3rd and 1/6th of the bow when the vessel is moving ahead or has a forward component of speed and around 1/3rd or 1/6th of the stern when the ship is moving astern.

Now, let us discuss some instances to know more about the positions of the pivot point in detail based on the situation. 

Most designers use the ratio velocity by length or V/L as a parameter for analysing the behaviour of the pivot points.

  • When the vessel is stationary (V/L=0): There are no forces or motions associated with the vessel. The pivot point is almost close to or coinciding with the C.G, which is near the midship.
  • When the vessel moves ahead (V/L >0):  The pivot point shifts forwards and is roughly located around 1/3rd or 1/4th distance from the bow, as mentioned.
  • When the vessel is moving backwards (V/L <0): The pivot points move backwards and, similarly, are located around 1/3rd to 1/4th of the ship’s length from the stern, depending on the speed.
  • When the vessel is turning: When the vessel is turning either by bow or stern, the pivot point attains a location somewhere between 1/3rd and 1/6th of the vessel’s length from bow or stern, depending on the hull form, speed and rudder moment applied. The location of the pivot point determines the radius of the circle completed or tended during turning. A smaller circle is achieved if the pivot point is closer to the bow or stern, for forward or back turning, respectively. For the pivot point further from the bow, the circle is larger. In terms of hull form, a fuller form ship, like a bulker or tanker, has a pivot point closer to the bow than slender vessels.

The locus of the pivot point traced during turning is the trajectory of the circle created or tending to be created.

Source: https://www.marineinsight.com/marine-navigation/pivot-point-of-a-vessel/

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


According to Hellenic Shipping News, shipping finance has shown its first signs of growth over the past year. The Petrofin Index for Global Ship Finance, which started at 100 in 2008, has risen 1 point (from 62 in 2021 to 63), showing an increase for the first time in eleven years.

According to Petrofin Research’s annual report, released yesterday, loans from the top 40 banks for shipments in 2021 are $290.12 billion higher from $286.9 billion in 2020. 3. Asian and Australian (APAC) banks show the only growth, from $100.85 billion to $114.75. APAC increased its share of the Global Portfolios from 35% to 39.5%.

The share of European banks further decreased by $9.78, or 5.8% year over year. Within Europe, the big drop in German banks continues, although the trend has slowed down. Greek banks posted 14.2% year-on-year growth, while Scandinavian banks continued their overall decline and downplayed lending in favor of using their services for shipping.

“According to Petrofin Research, we can provide an indicative and cautious figure for global ship financing, including all forms of lending, leasing and alternative providers, of approx. $500 billion. Total global bank lending from all banks including local banks amounts to approx. 340,000 million dollars, that is, approx. 2/3 of the total global financing of ships.

There is mounting evidence that due to the Russian invasion of Ukraine, coupled with high energy prices, geographic sanctions, higher interest rates, slowing global growth and concerns about an incoming recession, Bank lending in 2022 has been interrupted as caution prevails among banks. China’s targeted closures and economic slowdown have added to previous concerns and are also having a temporary impact on Chinese leasing,” the report noted.

In its analysis, Petrofin Research said that “as 2021 unfolded and Covid-19 restrictions eased, global economy GDP rebounded from -3.1% to +5.9% y/y, seaborne trade from -3.5% to +4% YoY, while fleet growth was limited to a 2.9% increase. The above change was aided by continued monetary easing by central banks, low interest rates and a resurgence in demand for goods and raw materials, leading to increased fleet congestion and inefficiency. As a result of these developments, charter rates in most sectors (except oil tankers) have skyrocketed by 50% for LNG, up to 185% for dry bulk and multiples for containers (Clarkson statistics). Ship values ​​followed suit, while scrapping slowed. All in all, a remarkable change. Banks, under the aforementioned favorable conditions and prospects, faced increased demand for loans, as well as competition from other non-bank lenders.

The report noted that “global bank lending showed limited growth. According to the latest Petrofin Research ©, Chart 1 ranks the portfolios of the top 40 ship finance banks, which collectively stood at $290.12 billion at the end of 2021, an increase of 1.12% year-on-year. This growth may seem small, but it represents the first increase since 2011. New bank loans were strong in 2021, especially towards the second half of the year. However, it should be noted that the newbuild order book, which stood at 200m tonnes DWT at the end of 2020, fell to 177m tonnes at the end of 2021, but rose to 219m tonnes on 30 /06/2022 (Clarkson).

The Petrofin Global Index (Chart 2) shows the development of ship finance versus global fleet growth from 2008 to 2021. The long decline in ship finance loans was mainly due to the exit of many big European names from ship financing during the period. This withdrawal process appears to have run its course. The 2021 bank credit marks a long-awaited recovery.”

“However, compared to the growth of the global fleet, it is clear that such growth was not primarily financed by banks, but by relevant non-bank financing sources, including private fleet cash flows and liquidity from private fleets. owners. Within the top 40, 21 banks are based in Europe, 16 in Asia/Australia and 3 in North America. European banks still have the lion’s share at US$157.2bn.

The share of European banks fell further, from 58% to 54.19%. Within Europe, the share of German and Scandinavian banks continued to fall, while Greek banks showed a year-on-year increase of 14.2%.

Relatively new/small banks like Bank of Cyprus, Hellenic, Pareto, M&M bank, etc. they grew during 2021 and provided plurality to the available sources of bank financing. Total shipping-related bank lending for all banks, including numerous domestic banks worldwide, which are outside the scope of this research, at the end of 2021 is projected to be approximately US$340 billion. An estimate of the global exposure to ship financing would include all forms of direct or indirect financing.

This exercise should be approached with caution, as there is a paucity of information, especially from Asian leasing companies and banks, as well as loan funds on a bilateral basis. However, just as an indication, according to Petrofin Research © the total global exposure to ship financing, including leasing and all other forms of financing, at the end of 2021 amounted to approximately USD 500 billion, of which Total global bank loans accounted for about 2/3 of the total,” Petrofin Research concluded.

Source: Nikos Roussanoglou, Hellenic Shipping News Worldwide

 

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 Nigerian Maritime Administration and Safety Agency (NIMASA) and the Nigerian Immigration Service (NIS) have agreed to deepen existing interagency collaboration with the signing of a Memorandum of Understanding, (MoU) on Seafarers’ Travel document amongst others.

The agreement was reached when the Comptroller General of NIS, Mr. Isah Idris Jere led senior officials of the service on a working visit to the management of NIMASA.

Speaking, the Director General of NIMASA, Dr. Bashir Jamoh noted that the role of the Nigerian Immigration Service in enhancing security in the maritime domain is crucial, adding that seamless issuance of travel documents to seafarers is a key component in the nation’s quest to grow the maritime industry.

According to Dr. Jamoh, “Security on land is key to achieving a safe and secure maritime domain. NIMASA appreciates the need to work closely with the Immigration Service to improve security in the maritime domain. We need the Service to play a major role in issues of crew nationality, seafarers travel document and managing issues of stowaways, amongst others.”

On his part, the NIS Comptroller General identified issuance of temporary work permits to international vessel crews as well as preventing stowaways, as areas of frequent collaboration between both organs of Government while also commending NIMASA’s automation of dockworkers registration nationwide.

According to him, “Our visit to NIMASA is a signal that the Nigeria Immigration Service seeks continued collaboration and deepened synergy as we collectively work to address the issues facing us in our coastal lines and in maintaining the integrity of our territorial waters.  We welcome the Agency’s automation of dockworkers registration and issuance of biometric identity cards as a great step in the task of securing the nation’s ports.”

Source: https://www.thisdaylive.com/index.php/2022/09/12/nimasa-nis-deepen-collaboration-for-maritime-security/

 

 

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

 


On September 12, according to the dynamics and development trend of typhoons, the Ningbo Maritime Safety Administration of the People’s Republic of China decided that the coastal area of ​​Ningbo, Zhejiang Province will start a level III typhoon defense emergency response from 9:00 on the same day. Photo provided by Ma Hongyu The maritime department reminds all relevant units and ships to pay close attention to the dynamics of typhoons, and do a good job of typhoon prevention in accordance with the “Regulations on the Supervision and Management of Water Typhoon Prevention in the Jurisdiction of Ningbo Maritime Safety Administration” and their respective typhoon prevention plans.

China News Service, Ningbo, September 12 (Reporter Lin Bo) On September 12, according to the dynamics and development trend of typhoons, the Ningbo Maritime Safety Administration of the People’s Republic of China decided that the coastal area of ​​Ningbo, Zhejiang Province will start a level III typhoon defense emergency response from 9:00 that day.

It is reported that this year’s No. 12 typhoon “Meihua” (strong typhoon) was located at 23.9 degrees north latitude and 124.2 degrees east longitude at 8:00 on September 12, 712 kilometers away from Ningbo. The maximum wind force in the center was 14, and the center pressure was 950 hPa , moving at a speed of 9 kilometers per hour.

According to the typhoon track forecast by the meteorological department, “Plum Blossom” is likely to land on the coast of China, and the coastal waters of Ningbo are directly affected by the typhoon.

The maritime department reminds all relevant units and ships to pay close attention to the dynamics of typhoons, and do a good job of typhoon prevention in accordance with the “Regulations on the Supervision and Management of Waterborne Typhoon Prevention in the Jurisdiction of Ningbo Maritime Safety Administration” and their respective typhoon prevention plans.

During the Mid-Autumn Festival holiday, there is a large demand for return passenger transport by water.

Ningbo maritime department has worked with relevant passenger transport companies to focus on flight adjustment and release, and strengthen passenger ship escort work through the ship traffic management center and on-site law enforcement forces to prevent passengers from being stranded.

At present, there are a total of 25 main passenger ferry routes in normal operation in Ningbo, 5 passenger routes have been suspended, and the remaining routes have also been prepared for suspension. Passenger evacuation has begun on routes such as Xiangshan Yushan and Tantoushan. It is expected that at noon on the same day All picked up.

The maritime department reminds that after entering the level III emergency response to typhoon prevention, all water-related engineering and dangerous goods operation units need to make timely adjustments to their production plans, evacuate ships and personnel according to the typhoon prevention plan, and port production departments must do a good job in production scheduling. Ensure that the key ships in berthing leave the berth in time.

At present, there are more than 1,100 sheltered ships in the port under the jurisdiction of Ningbo Maritime Safety Administration.

Source: chinanews

 

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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