Some asylum seekers allegedly hijacked a vessel. Its automatic identification system, or the AIS, was off as it changed its course and headed at full speed for Libya.

The information emerged on Thursday when a court specialist, a shipmaster, read out the conclusions of the criminal proceedings against these three men, who have been facing severe terrorist charges. One hundred eight people had to be rescued by El Hiblu 1 in 2019, acting on the instructions provided by an aircraft that belonged to the European military operation dubbed EUNAVFOR MED. The vessel’s crew members sought to return the rescued people to Libya. However, the members who were on board protested for their return. The crew members finally steered north toward Malta.

Image for representation purpose only.

Three teenagers were arrested immediately when they arrived in Malta and were detained for about seven months.

The trio is encountering charges of terrorism. If they are found guilty,y they will have to be imprisoned for seven to 30 years.

The ages of the three teenagers were 15, 16, and 19 when they reached the safe port based in Malta. Here they were immediately detained.

The witness further explained that as a shipmaster, he was asked to gather information from the vessel and its equipment. He was required to understand what the ship did.

On Thursday, the court explained that from 22 to 26 March 2019, the ship sailed at about 9.5 knots. From 1418 UTC to 1800 UTC on 26 March, the vessel sailed to the east or the northeast at about 0.97 knots. The specialist added that between 1800 UTC on 26 March and 0514 UTC on 27 March, the vessel sailed toward the north for almost two hours at speed before altering the course and heading for Tripoli. The witness also mentioned that the AIS was non-operational when the vessel headed to Libya’s Tripoli.



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

Fugro transformed the Middle East’s maritime industry by introducing the first-ever uncrewed surface vessel (USV) to the region. The Fugro Pegasus is the latest addition to the Blue Essence family comprising uncrewed plates. It has successfully reached Abu Dhabi and is ready for the first sail in the waters of the Gulf.

The class-built, 12m USV will be the Middle East region’s first-ever uncrewed vessel that can travel beyond the horizon, with the ability to launch an e-ROV. With its next-gen hybrid power system, compact size, and up-to-date satellite technology, Fugro is expected to set a new standard for asset inspection by getting rid of human exposure to the offshore environment and cutting down emissions by 97% vs conventional vessel activities.

Fugro Pegasus

The Fugro Pegasus can quickly be stationed offshore for hours without any need to demobilize for re-fuelling of the crew at the port.

The launch of Pegasus marks an inexplicably exciting phase for the maritime industry in the region. It permits Fugro to further enhance its capacity to deliver unparalleled geo-data services to clients.

Managed from a Remote Operatincentrees (ROC) in the region, Fugro will be capable of delivering exceptional geo-data solutions faster and more safely by adopting remote-operated asset examinations, surveys, and positioning solutions.

Fugro’s clients and partners can now explore the world of Autonomous Asset Management, where advanced technologies like artificial intelligence (AI) can be deployed to eliminate production downtime via an understanding of the offshore infrastructure.

Tim Lyle, the Group Director of the Middle East and India, said that the arrival of Fugro Pegas is essential to the future of maritime operations in the Middle East region.

Tomorrow’s future is becoming a reality today with significantly enhanced operational efficiencies, safety, and lowered carbon footprint now available to customers.

References: Khaleej Times, Trade Arabia


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


Managing marine risks is not an easy task, which requires special knowledge and expertise on the subject per se. Customarily, big ship management companies, operating a large number of vessels, employ a small army of marine professionals, manning different shipping departments, i.e Chartering, Marine insurance, Technical, Finance, Accounting, ISM, S&P, IT, Crew, Trading, Legal, Projects, Administration, and Operations department, which have to synchronise, when necessary, working together to discover the optimum solution(s) for managing risks timely, at the lowest possible cost, for their ship owners benefit.

On the other hand, small size companies managing a handful of vessels, usually have limited access, or can’t afford even to employ same or similar specialized and highly rewarded shipping personnel, making risk management for them terra incognita or, if not impossible, a task hard to plan and organize – mostly due to lack of knowledge – in a proactive and efficient way.

One of many risks a shipping company has to manage, is its vessels’ uninterrupted income earning capacity, particularly in a freight slump period.

Maintaining cash flow is literally, for any shipping company, the key for survival and growth. Freight or Hire, is vessels’ income, which often is at risk, particularly when vessel is deemed to be ‘off hire’ by her charterers, due to various causes. Having said that, one could verify in a vessel’s Charter Party terms what are the causes that trigger the activation of the ‘off hire clause’.

WHEN A VESSEL IS DEEMED TO BE ‘OFF HIRE’? and when a vessel’s income earning capacity temporarily seizes and her cash flow is endangered? What is there for a ship manager to do in his effort to eliminate or, minimize at least, if there hasn’t been a successful Risk Prevention Plan in place, the negative results of this probable risk?

Let’s delve into it: A vessel, in general, will be deemed to be ‘off-hire’ if there is an occurrence preventing the full working of the vessel due to, among other things:

•operational deficiencies;
•the removal of a vessel from the water for repairs, maintenance or inspection, which
is referred to as dry-docking;
•equipment breakdowns;
•delays due to accidents or deviations from course;
•occurrence of hostilities in the vessel’s flag state;
• external factors, such as health regulations (i.e Covid-19), legal or political reasons, could trigger the off-hire clause as long as they impose restrictions which affect the nature of the vessel herself and her performance.

•closure of waterways or shipping routes due to natural or manmade causes, or other force majeure events;
•crewing strikes, labour boycotts, certain vessel detentions or similar problems;
•failure to maintain the vessel in compliance with its specifications, contractual standards and applicable country of registry and international regulations or to provide the required crew;
• (‘Any other cause’ which is generally viewed to relate to the condition of the ship or her crew) and or;
• Piracy, WAR, K&R, Hijacking, Vessel’s detention.

Is worthwhile to note that the off-hire event must: a) Not be the result of a breach of contract on the part of charterer and b) Be fortuitous and not a natural result of charterers’ orders.

Some of the risks above can be avoided (as it is explained further) and others is worth transferring to the Marine Insurance Underwriters, in exchange of a fair price (insurance premium).

Risk probability ( % ) and premium cost (rate %) is closely related, however, as mentioned earlier, there are risks which a ship manager can afford and retain, particularly if proper Risk Prevention Plans have been in place for Risk Prevention and Avoidance.

Now, let’s see what is insurable and worth transferring to Underwriters, for a ship manager, so he can wisely act proactively purchasing the traditional LOSS OF HIRE or the more advanced LOSS OF EARNINGS INSURANCE (the traditional insurance Loss of Hire policy, enhanced with a couple add on benefits), to protect his principal’s/owner’s cash flow.

THE LOH (LOSS OF HIRE) traditional insurance cover provides to owners/managers an indemnity in case of a H&M policy covered accident. The Loss of Hire cover responds to a shipowner’s loss of income following physical damage to a vessel. It includes protection against stranding, physical obstruction of the vessel, preventing her from leaving port (excluding ice), and salvage or removal of damaged cargo, offering comprehensive support for shipowners. A vessel put off hire by charterers on account of a damage is generally regarded as ‘deprived of income’ as a result of that damage, which is the trigger of compensation under a Loss of Hire policy (minimum deductible usually 14 days).

STRIKE & DELAY LOSS OF HIRE INSURANCE COVER (its an add on) protects ship operators from otherwise uninsured losses caused by unexpected delays in port and at sea. Complementing both P&I and Hull and Machinery cover, it helps owners protect their revenues and control costs from specified events on board and ashore delaying their ships. Such risks are a continuing hazard to shipping.

In the event that a vessel is seized by pirates, the charterer may withhold charter payments until the vessel is released.

A charterer may also claim that a vessel seized by pirates was not “on hire” for a number of days that exceeds a specific requirement provided in the relevant charter agreement and therefore, the charterer is entitled to cancel the charter party agreement. Despite the fact that many Shipowners/Shipmanagers maintain insurance against such risks, they may not be adequately insured to cover losses from these incidents, which could have a material adverse effect on their cash flow. In addition, any detention and/or hijacking of their vessels as a result of an act of piracy, or an increase in cost or unavailability of insurance for their vessels could have a material adverse impact on their business, financial status, results of daily operations. Currently, market cost is very low compared to the cover offered, same is the probability (% of risk), but not eliminated.

War and war related events causing vessel’s deprivation by her owner can give a reason for charterer to withhold charter payments. War LOH can be included in the War Risk policy at a cost/premium.

Planning and being proactive has been proven to be the best strategy for success in shipping business and since, a healthy cashflow is key for survival and growth, ‘Cash flow protection’ planning is an economical solution for any ship management company who wishes to best manage and control its fleet uninterrupted income.
Source: Marasco Marine, By Anastasios Maraslis, Founder and President of Marasco Marine Ltd*



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 National Transportation Safety Board has released a report on its investigation of a Nov. 10, 2021, fire aboard the 85 foot long fishing vessel Blue Dragon. No injuries or fatalities were reported, but the fire resulted in more than $500,000 in damages to the vessel.

Blue Dragon wheelhouse after fire
Blue Dragon wheelhouse interior post-fire, looking forward [Image: USCG]

The 1990-built Blue Dragon was under way conducting longline fishing operations in the North Pacific Ocean when it caught fire. The six crewmembers and a National Marine Fisheries Service (NMFS) observer unsuccessfully attempted to fight the fire. They abandoned the vessel and were rescued by a Good Samaritan vessel. The Blue Dragon was later towed to San Pedro, Calif.

On Oct. 25, 2021, the Blue Dragon left Honolulu, Hawaii, to fish for swordfish and tuna. On Nov. 9, while the crew were preparing to retrieve fishing gear, the NMFS observer discovered a fire in the wheelhouse under the console. While the crew was attempting to fight the fire, the NMFS observer and a deckhand retrieved the 10-person life raft and the vessel’s Global Navigation Satellite System-enabled emergency position indicating radio beacon (EPIRB) from above the wheelhouse. The NMFS observer used his satellite emergency notification device (SEND) to send an SOS along with a text that said “fire.”

He also manually activated the vessel’s EPIRB and his personal locator beacon.

NTSB concluded that the observer and deckhand contributed to the survival of the crew by retrieving the EPIRB and life raft before they caught fire. The observer’s activation of the vessel’s EPIRB and use of his NMFS-issued personal emergency communications equipment further contributed to the crew’s timely rescue, since the equipment transmitted the crew’s location.

The NTSB determined the probable cause of the fire aboard the Blue Dragon was from an unknown source, likely electrical in nature, which ignited the wooden wheelhouse console. Contributing to the extent of the fire damage was the substantial use of combustible materials in the joinery, outfitting, and furnishings in the wheelhouse and accommodation spaces.


NTSB identified two lessons learned from this investigation:

  • Substandard electrical installation and outfitting—including bare wires, unsecured wire nuts, overloaded circuits, loose wiring, and household wiring not designed for marine use—is a common cause of shipboard/vessel electrical fires. Additionally, batteries have been identified as ignition sources of fires in multiple modes of transportation. Vessel operators should ensure electrical systems are adequately designed, installed, and maintained in accordance with established marine standards to prevent fires.
  • Personal locator beacons helped validate the position of the fishing vessel’s emergency position indicating radio beacon, and a SEND helped responders identify the nature of the emergency. Vessel owners and operators can enhance the safety of their crews by equipping their vessels and crews with these additional satellite technologies to supplement EPIRBs.

NTSB issued a safety recommendation to the U.S. Coast Guard to require the use of personal locator beacons to enhance chances of survival following the sinking of the cargo vessel El Faro in 2015. All 33 crewmembers perished in the sinking. NTSB reiterated the recommendation after the fishing vessel Scandies Rose sank off Sutwik Island, Alaska in 2019. Two of the vessel’s crewmembers were rescued; the other five crewmembers were never found. NTSB concluded that personal locator beacons would aid in search and rescue operations by providing continuously updated and correct coordinates of crewmembers’ locations. The recommendation remains open.

Improving fishing vessel safety remains a priority for the NTSB and it is an issue on the NTSB’s 2021-2022 Most Wanted List of Transportation Safety Improvements. The NTSB advocates for new standards to address—and periodically reassess—intact stability, subdivision, and watertight integrity in commercial fishing vessels up to 79 feet long as well as personal locator beacons for crew.



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


Wärtsilä Voyage today took the SMM event in Hamburg as the occasion to unveil its new demonstrator and innovation vessel, Ahti. The former German Government fishery patrol vessel was chosen as a target for retrofit technology installations to prove what is already technologically possible for the current fleet, and to create a platform for further innovation and development.

With AhtiWärtsilä Voyage has created a seaborne environment where customers can test Wärtsilä Voyage’s own technologies, as well as its technology partners’ solutions. These trials will be conducted in changeable real-life sea conditions that can be difficult and expensive to recreate in a laboratory environment.

The creation of a floating R&D facility also helps Wärtsilä Voyage to cut down the cost and time barriers associated with real-life tests, returning meaningful results on a much lower risk and cost basis than going into full-scale testing directly. Ahti also creates a resource where customers and technology partners can collaborate.

In the first half of 2022, Ahti’s bridge was upgraded with a number of products from Wärtsilä Voyage’s portfolio including NACOS Platinum, SPECS and RS24. The demonstrator vessel has also been fitted with on-the-market partner technology products from machine vision specialist Oscar Navigation and communications specialist Drynet. Soon, further tech will be onboard, making Ahti a bridge to the highly automated, connected, situationally aware and data-enabled future for maritime that Wärtsilä Voyage is aiming to create.

“Technology designed to solve the industry’s biggest challenges must be tested in situations that come as close as possible to real life scenarios,” said Hendrik Bußhoff, head of product – autonomous systems, Wärtsilä Voyage, at the demonstrator vessel. “However, we understand that real world testing is costly and time consuming. Trialing new equipment almost always means testing it on a customer ship which can often bring with it a lot of obligations and questions about documentation, schedules, data ownership and compliance. This is why we invested in Ahti. We now have a resource that will shorten time-to-market, enable us to fail fast and innovate quicker, and compare and understand different technologies outside of controlled environments.”

Sean Fernback, president, Wärtsilä Voyage commented: “In the last few years, the maritime industry has recognized the benefits of digitalization, and how it can help organizations tackle the very biggest challenges that the sector faces. Ahti provides a powerful tool for testing the capabilities and benefits of a tech-enabled vessel and provides us with an environment in which we can see the future, today, on our terms.”



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


Sperry Marine has launched its newest digital solution, Sperry Marine Vessel Performance, developed in collaboration with ABB.

The service enables vessel owners to collect and analyse onboard data in real time, supporting efficient fuel usage and regulatory compliance, while optimising voyage routing.

The new solution relies on several modules of the ABB Ability OCTOPUS – Marine Advisory System, such as motion monitoring and forecasting, performance monitoring, and access to a web-based fleet portal where vessel data can be visualised and analysed onshore.

The Sperry Marine Vessel Performance solution provides a digital decarbonisation tool to help vessel owners achieve maximum fuel efficiency in compliance with upcoming regulations such as the IMO’s Carbon Intensity Indicator (CII).

By continuously visualising the expected vessel motions along the planned route, the system also contributes to vessel and cargo safety, enabling the crew to select a route where maximum allowable motions will not be exceeded, resulting in most efficient and optimised route.

Sperry Marine Vessel Performance is the latest in a series of digital initiatives designed to connect bridge navigation systems with remote maintenance and voyage support services. ABB’s Vessel Performance modules are deployed and managed through the SperrySphere intelligent navigation platform, a one-stop, back-of-bridge digital platform which manages delivery of a wide variety of applications.

Sperry Marine Vessel Performance delivers the Sperry Marine vision, setting a course towards safer, greener and more efficient navigation with a roadmap of remote support and diagnostics of navigation equipment, maximising vessel availability and optimising voyage performance.

The digital platform connects the vessel with its managers using IoT in real time to transform data insights from the vessel into decisions which in turn generate business value, providing evidence in case of cargo insurance claims and demonstrating regulatory compliance.

“Our new solution can enable vessels to navigate more safely, reduce fuel costs and carbon emissions,” said James Collett, managing director, Sperry Marine. “We not only aim to improve the vessel’s performance; the SperrySphere digital platform will be the one single platform to deliver smarter and safer digitally-enabled navigation services to our customers.”

“We believe that integrating data from navigation equipment with vessel performance metrics is key to creating the decarbonisation solutions that shipping needs to lower fuel consumption and reduce emissions,” said Tomas Arhippainen, head of sales and business development, service, ABB Marine & Ports.


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

Solstad Offshore ASA has announced awards of four new contracts for its subsea construction vessels (CSV), according to the company’s release.

The contracts have a combined firm utilization of 410 days, with additional options thereafter, on projects in North Europe, West Africa and Asia.

The contracts have a combined value of approximately NOK 260 million including addition services, such as ROV’s, “Walk to Work”-systems and project support. The majority of work will be executed during 4Q 2022 and 1Q 2023 by the CSVs Normand Australis, Normand Fortress, Normand Frontier and Normand Navigator.

The clients are recognized operators in the Offshore-Wind and Oil & Gas industry.




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

Hyundai Heavy Industries Group (HHI Group) is speeding up the development of eco-friendly technologies ranging from ship fuel supply systems to auxiliary propulsion systems. With the International Maritime Organization (IMO) toughening environmental regulations in line with the global trend of carbon reduction, HHI is seeking to lead the global eco-friendly ship market by securing of eco-friendly technologies.

HHI obtained design approval of Hi-Rotor, a rotor sail of its own development, from the Korean Register (KR) on Aug. 26. A rotor sail is a wind power auxiliary propulsion device. The cylindrical structure is installed on the deck of a ship. It uses wind to generate additional propulsion, thus reducing fuel consumption and carbon emissions. A rotor sail helps a ship save its fuel by 6 to 8 percent compared to other ships.

HHI plans to conduct a Hi-Rotor demonstration on land in the second half of this year, and seek orders for the product.

In June, HHI Group developed a fuel supply system that can reduce LNG carriers’ fuel consumption and carbon emissions. Korea Shipbuilding & Offshore Engineering (KSOE) and HHI developed Hi-eGAS, a next-generation LNG fuel supply system, and received a basic design certification on it from Norwegian and British ship classification organizations. This system recycles the heat discarded during LNG carriers’ fuel supply process. It can prune fuel consumption and carbon emissions by 1.5 percent, respectively, compared to other systems.



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

Lithuanian ship designer Western Baltic Engineering (WBE) is unveiling new designs for what it believes is the first ever electric pusher vessel for use on Europe’s inland waterways called the Electric Eel.

Klaipeda headquartered WBE said the first electric pusher is due to be built next year for the Lithuanian Inland Waterways Authority, a public body operating under Lithuanian Government Ministry of Transport and Communications.

WBE’s Head of Sales & Marketing Eglė Mikalauskienė, said the new groundbreaking vessel is designed to replace diesel pushers which presently dominate the market for ‘pushing’ non-propelled barges around Europe’s inland waterways. WBE is producing the concept just as the European Union is ramping up pressure to shift freight to Europe’s Inland Waterways via more green powered vessels.

“We are so excited to unveil this electric pusher design,” Egle said. “The Electric Eel has huge potential to help cut carbon emissions on inland waterways across Europe and worldwide. The idea came after we were approached by the Lithuanian Maritime Cluster to see if we could help the Lithuanian Inland Waterways authority create an eco-efficient pusher. The authority has big plans to ramp up use of the 450-kilometer stretch of waterway between Klaipeda on the Baltic Sea to Kaunas to switch cargo from the road network in line with EU policy. It is brilliant to be supporting this bold vision and work on a sustainable clean fuel solution right here on our own doorstep. As a measure of the impact the authority estimates the pusher can help remove 10,000 trucks a year from Lithuania’s roads.”

In terms of the wider market Mikalauskienė said massive pressure is now coming on governments and transport firms from the European Commission to reduce CO2 emissions and shift road freight, which accounts for 75% of EU inland freight, to zero emission vessels operating on inland waterway transport (IWT) which accounts for just 6%.

“The market is huge,” she said. “According to figures there is a fleet of 332 diesel pushers on the Danube alone pushing more than 2000 non propelled barges. We estimate each of these vessels is emitting 196,317 KGs Tank To Wheel (TTW) of CO2, per navigation, while our electric pusher design slashes this at a stroke as it emits zero CO2. The beauty of our design is also in its ease of use, it can be bought and then built at a local shipyard near the customer or we can built it in Lithuania. We believe our electric pusher is a first mover in the market and can play a critical role in the drive to transform the IWT of Lithuania as well as the Danube and Rhine.”

Mikalauskienė said the pusher design is pending class Approval in Principle with Bureau Veritas and can operate at a range of 300 kilometers before needing to stop. The 26m long vessel is powered by three DNV approved batteries with a combined weight of 74 tonnes, two held in TEU containers on deck which can be replaced via crane at harbor, and one permanent battery below deck which can be charged at quayside. The vessel has a pushing capacity of 2,000 tonnes and a top speed of 22km/h downstream at 85% engine load. The electric batteries create an engine power of 500 HP/400 KW compared to a diesel equivalent which has 1,000 HP/800 KW.

“The biggest challenge we faced was weight and draft,” she said. “The Lithuanian inland waterway is presently very shallow so we had to design a vessel that was as light as possible, no more than 195 DWT, with a draft not greater than 1.2 meters. So we have created a super-efficient hull design which will operate brilliantly on shallow waters in Europe and around the world. Through trial and error using rigorous computerized fluid dynamic (CFD) testing we have produced the smoothest possible hull resistance. We’re also using thin lighter steel, approved by class, to reduce weight while at the same time keeping safety of paramount importance. In addition, we have innovated the wheelhouse, using a jack up design made of aluminum, again to spread and reduce weight.

Mikalauskienė said another innovation on board is the use of a wind turbine to generate 5kw of additional electricity for lighting, the galley and crew facilities.

“All the WBE team are incredibly proud of the design and we would like to thank all the parties involved,” she said. “Over time as green energy becomes cheaper the cost of charging the batteries will also significantly reduce giving big future savings over diesel.”




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

will be installed on Hapag-Lloyd’s 7,500-teu-Ningbo Express in Dubai in September. The ship saves between 10 % and 13% fuel and CO² emissions, depending on the sailing condition.

In total, there are plans to equip at least 86 ships with the new and more efficient propellers. At the same time, 36 vessels will receive a new, flow-optimised bulbous bow.

During the scheduled dry dock stays, a resistance-reducing coat of anti-fouling paint will also to be applied to all vessels on the part of the exterior hull beneath the waterline. Most of the measures will be carried out by 2025 and make a significant contribution to helping the company to achieve its climate targets.

“We aim to be climate-neutral by 2045. To reach this goal, we have set ourselves the interim target of reducing the CO2 intensity of our own ships by 30% already by 2030. To do so, we are investing in new future-proof ships while simultaneously focusing on making our existing fleet fit for the future. The fleet upgrade programme will boost the energy efficiency of the entire fleet,” said Dr. Maximilian Rothkopf, COO of Hapag-Lloyd.

The investment volume of the fleet upgrade programme will be in the three-digit million range. Hapag-Lloyd also placed a  $1.98bn order for 12 LNG-powered ships placed two years ago.



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